Brilliantly basic Series I, ready to 'rock and roll' without reserve

• Home-market, right-hand drive 86'' Series I built in late 1955, starts on-the-button and said to drive well

• Offered  with a current MOT showing no advisories, serviced and ready for work

• Recent expenditure of around £7,500 including a new wiring loom and mechanical attention

• A good example, some history, Heritage Certificate, enjoy as is or fully restore this iconic British classic  

When Maurice Wilks, Rover's chief designer, came up with a plan to produce a light agricultural utility vehicle in 1947 he would have no idea that his design would become an icon and launch a whole new industry sector. The original Land Rover was presented in Sage Green with a canvas roof and revolutionised rural transport. As an engineering marvel it can still outstrip its modern counterparts, and the Series I rightly belongs in the Motoring Hall of Fame. Hugely successful globally, improvements were made throughout the long lifespan of the Landie. In 1950, the lights were moved from a position behind the grille to protrude through the mesh and in 1952 a larger 2.0-litre petrol engine replaced the original 1.6-litre. The wheelbase was extended to 86 inches in 1955 to give the vehicle more stability and greater load capacity. The strong, reliable 2.0-litre petrol engine was standard until 1957 when, with the introduction of the Series II, a diesel engine was offered as an alternative.

According to the Heritage Certificate that accompanies this Series I, this right-hand drive home-market example was built in November 1955 and supplied new by Vincent Greenhous Limited, of Shrewsbury. Today 'PVS 518' presents rather well, starts on-the-button and is said to be in good condition. Our vendor purchased this early example with the intention of occasional use whilst slowly restoring it to Concours condition. Unfortunately, after losing his storage facility, the reluctant decision was made to move the Land Rover on, offering a great opportunity for someone with a bit more space. Although not required by law, our vendor obtained an MOT Certificate for peace of mind indicating that, at the time of the test, this vehicle was structurally sound and safe to use on British highways. Invoices within the history folder also indicate recent attention to the engine (which is a factory rebuild unit), a new wiring loom, and a replacement axle amounting to some £7,500. The Series I Land Rover is a remarkable British classic with a 'back to basics' charm, easy to work on, cheap to maintain and good fun to drive on the road or across the fields. Offered without reserve, recently serviced, a current MOT, reported to be reliable and drive well, what's not to like.

The fastest production bike in the world at the time; fully restored

• This Kawasaki 750cc two-stroke triple was the hottest motorcycle on the street in the 1970's

• The Mach IV put out an eye-watering 74bhp, its closest rival, the Triumph Trident, could muster only 58bhp

• The slightly evolved H2-A model had minor mechanical changes to the carburettor jets, oil injection pump and cylinder port timing in an effort by the factory to improve MPG

• This is a UK-registered, recently professionally restored H2A in Candy Gold, with a fully rebuilt engine 

• Repainted frame whilst still retaining its original VIN sticker

• 14,947 miles are indicated, with only a handful of miles since rebuild 

In the early 1970's everyone had to have a 750 superbike in their range. Norton had the 120mph Commando, MV the 750S and Ducati the 750SS. When Kawasaki entered the fray with the Mach IV they tore up the rule book and the tarmac!

Kawasaki well and truly set their stall out in the H2 brochure in 1972, and they had good reason to, stating: “We've just pulled a fast one on the competition. Named the Kawasaki 750cc Mach IV. Of all the world's production models, it's the fastest thing on two wheels. Faster than any Suzuki. Faster than any Triumph. Faster than any BSA, and Honda, any anything.”

The H2 was designed for one thing and one thing only: speed! Noise, pollution, fuel consumption and even handling were all afterthoughts.

Prior to the H2, with 60bhp on tap and weighing just 184kg, Kawasaki's 500cc ‘H1 Mach III’ triple had set the benchmark for road bike performance, but the early 1970's were a numbers game, and the key number was ‘750’. The newly formed Formula 750 race series had every motorcyclist wanting to go bigger and faster, and every manufacturer clambering to help them. Kawasaki had to up their game, and up it they did.

Unlike the disc and reed-valve, two-stroke designs then coming on to the market, Kawasaki stuck to a piston-port design for simplicity and compactness. Three Mikuni 32mm carburettors provided the mixture, and Kawasaki's new Capacitor Discharge Ignition lit the touch paper. It was a basic set up, but it worked. The Mach IV put out an eye-watering 74bhp (its closest rival, the Triumph Trident, could muster only 58bhp) but weighed just 8kgs more than the H1. The result was arm-wrenching acceleration and a blistering 126mph top speed. The industry, the press and the riders of the day hadn't experienced anything quite like it. 

In the hands of an experienced rider, the Mach IV was the fastest production bike in the world, but with someone less skilled on board, it was a real handful! It earned its nickname 'the widow maker' all too often. By 1974, Kawasaki had made a few chassis alterations and tweaked the motor to tame the awesome power delivery, but by the standards of the day, the H2 was a still a hooligan. 

It wouldn't, however, be just its reckless reputation that sealed the H2s fate. By the mid-70s, the realities of an oil crisis, and increasingly strict safety, environmental and noise regulations, meant that the writing was on the wall for all the big ‘strokers’. The last H2 howled off into the distance in a haze of blue smoke in 1975. The last of a generation.

The motorcycle presented here is a UK-registered, 1973 Kawasaki H2-A Mach IV 750 ‘triple’, recently professionally fully restored in Candy Gold paintwork. The repainted frame still retains its original VIN sticker. The fully rebuilt and serviced engine was professionally ultrasonically cleaned before having its carburettors fully set up. A new chain, sprockets, tyres and seat complement its original refurbished exhaust system and chrome-work. With just 14,947 miles indicated (but not verified), and only a handful of miles since the rebuild, this Mach IV is described as immaculate and today is a rare find, especially in this sort of condition. 

Not to be missed, this is a ‘legend’ of a motorcycle and this example is as nice as they get.  Perfect for the enthusiast and collector alike, have you got what it takes?!

Smartly presented 3.4-litre car in excellent order

• 3.4-litre car with a manual gearbox and overdrive

• Finished in its original colours of Pearl Grey over red leather

• Coombs-style wheel arches and bonnet. Wood-rim wheel with Jaguar horn push

• Engine fully rebuilt (£6K). Polished crank, bores honed, pistons, D-Type cams, oil pump and clutch

• Supplied with a Jaguar Daimler Heritage Trust Certificate. '410 ECY' will remain with the car  

Manufactured in December 1962 and finished in the original colours of Pearl Grey with a Red interior, this is a fine example of Jaguars famous sports saloon with a manual/overdrive gearbox. The Jaguar Daimler Heritage Trust Certificate that accompanies the car indicates that the original supplying dealer was Nortons and various invoices and items of paperwork suggest that it has spent most of its life with just five former keepers in the East of England.

The car sits square and true on chrome wire wheels and sports Coombs-style rear wheel arches, bonnet louvres, and a period-style wood-rim steering wheel fitted with the Mk2 horn push. The interior is lovely with lightly patinated red leather and the dashboard and door cap veneers appear in good shape. From the history file, we can glean that the bottom end was rebuilt in 2000 and most recently the engine has been fully rebuilt at a cost of around £6,000. The crankshaft was polished, the bores honed, fitted with new pistons, bearings, D-Type cams, valves, new oil pump, clutch and a straight-through exhaust. Our vendor, an accomplished Historic racer, has recently covered over 1,000 miles in the car and he is enthusiastic about the way the car performs and handles. The classic 'three by three' number plates (410 ECY) will remain with the Jaguar.

Amongst enthusiasts, it's generally accepted that the 3.4-litre is a sweeter handling car than the 3.8, and only gives away 10bhp to its larger engined sibling, however, it doesn't really matter as the Mk2 Jaguar is an absolutely classic 'Classic'. All the key ingredients are there, the bark of the exhaust note, the slick manual gearbox, the delightful Smiths dials, the row of rocker switches, the indefinable aroma of lived-in leather and varnished wood, and that view down the long bonnet to the gleaming mascot. Addictive.

This is a lovely example of these iconic sporting saloons, on the button and ready to please.   

An icon, and rightfully so, allowing Audi world rally domination

• UK-supplied, right-hand drive, warranted 65,000 miles, full documented Audi main agent service record

• Specified new in Tornado Red, presenting in fabulous condition, rare to find in this order

• Original condition, original book pack, large history folder from PDI inspection to recent main dealer service

•  A rapid modern classic with razor-sharp styling, highly regarded by collectors and enthusiasts alike

The Audi 'Quattro' presented at the Geneva Motor Show in March 1980 represented a quantum leap in the re-positioning of the Audi brand with their mission statement 'Vorsprung durch Technik' having been applied literally. A new 20-valve engine was introduced in 1989 and with it, the Quattro became the last series production model to be given a controlled catalytic converter. After 11,452 Quattro cars had been built, production of the longest built Audi model ceased on 17 May 1991.

First registered on 12 March 1990 and supplied new by Listers of Coventry, this 20v Audi Quattro today presents very well. Clearly, this car has lived a pampered life with just under 65,000 miles showing of which only 15,000 have been covered in the last 19 years. Described as driving as well as it looks which is no surprise as this example is accompanied by a large history folder documenting its entire ownership and maintenance record from new. The original book pack is also supplied containing a fully, main agent-stamped service book  which is also supported with paper invoices. Rarely do examples such as these come to market with a full Audi service record and unquestionable history, this would make a fine addition to any classic car collection.

An icon from the golden era of International Rallying, these Audi Quattros will continue to be highly sought after and this example with sensible miles and documented history may turn out to be rather a smart purchase.

Superbly restored and delightfully presented, late-model C1

• Desirable 1961 Corvette C1 with a 4-speed manual gearbox

• Restored in America prior to being imported to the UK in 2013

• Resprayed in the UK and fitted with later Corvette C5 suspension for a smoother drive

• New hood fitted at considerable cost whilst in the States

• Supplied with a UK V5c and invoices  

In the early 1950's, a team of GM engineers, headed up by Harley Earl, went to work trying to create a car that had the appeal to compete with European sports cars.  This car, dubbed the Corvette 'Dream Car', debuted at the GM Motorama show, which was held at the stylish Waldorf-Astoria Hotel in New York City.  At the conclusion of Motorama's US tour, GM stated that over four million people had seen the car with the majority expressing a desire to get behind the wheel of the new Corvette.  The first true American sports car was born! 

Intended as competition for the T-Series MG, the Corvette cost way above the target figure, ending up in Jaguar XK120 territory but with decidedly less performance. Sales were sluggish initially and the model came close to being axed, surviving thanks to Chevrolet's need to compete with Ford's Thunderbird. A V8 engine for 1955 and a radical restyle for '56 consolidated the 'Vette's position in the market, the model going on to become the world's best-selling and longest-lived sports car.

In 1961, the rear of the car was completely redesigned with the addition of a 'duck-tail' with four round lights, a signature look that continued until 2014. 1961 was also the last year when a contrasting colour for the scalloped 'cove' areas of the bodywork was available and it was 1978 before it was again possible to order your Corvette in two-tone.

Offered here is a 1961 Chevrolet Corvette with a 4-speed manual gearbox, that spent its life in the United States before being imported to the UK in 2013 and registered with the DVLA being allocated registration number '495 YUY'. The car had previously been the recipient of a full restoration in America, with the bodywork and the original engine receiving much attention and, prior to being imported, was fitted with a brand new hood at considerable cost.

Upon import, our vendor, an electrical engineer by trade, decided to improve the car further, which resulted in him having it fully resprayed by a local company who have much experience working with fibreglass. At the same time, the suspension was updated and it's now fitted with a front suspension clip utilising later Corvette C5 components. Our vendor confirms that this results in far more modern and enjoyable driving dynamics, however, in the interests of originality, the removed suspension setup and wheels are included in the sale. The original dynamo has been fully rewound and reconditioned, and the points replaced with a Crane Cams ‘pointless’ system making for easier starting. By 1961, the C1 was at the end of almost 10 years of development and these very late, pre-Stingray, cars are probably the most desirable. This left-hand drive, manual gearbox example appears to have been well restored and, superbly finished in Polo White with Silver panels, brilliant Sportsman Red interior and chrome 5-blade wheels, is a real head-turner. It's supplied with a UK V5, a number of invoices, and the wheels and suspension parts to return it to standard.

This is an iconic and powerful, sixties sports car that does everything that Italian exotics do but at a third of the price. Things don't fall off, you won't need a trickle charger, a cambelt change every three days, or a bloke with a B.Sc. to change the plugs, and when you 'woofle' down the High Street on a sunny afternoon, people will look at you and think California and Fonzie and “Happy Days” and they'll smile. 

This lovely C2 is totally correct, fabulously original and a rare find

• Owned for around 45 years by Stephen Ouvaroff of the American Car Centre

• Incredibly unrestored. No paint cracks just the odd touch up of a stone chip or two

• The Rally Red paintwork retains a lovely shine and the light general patina of an unrestored 1966 car 

• Interior is original unmolested black leather. Wheels recently totally refurbished

• Built in St. Louis and fitted with the 327ci/350bhp engine option with a manual 4-speed box

• Recent new clutch within last 1,000 miles. Radio and aerial, revolving headlights everything working as it should 

• Amazing history, every MOT on file back to the year dot, and 44,000 miles believed accurate

Now in its seventh generation, the Corvette began life in 1953 with the C1 - a model that inspired a generation of young Americans and gave the Ford Empire a nine-year headache. However it was the C2, the immortal Sting Ray produced between 1963 and 1967, that really set Chevrolet's cash registers ringing and left us with the most desired and collectable Corvette to date. Designed by Larry Shinoda under the guidance of the legendary Bill Mitchell, influences on the Sting Ray's unique and unforgettable form are said to include: the E-type Jaguar, a Mako shark once caught by Mitchell, the 'Q Corvette' concept car of 1957 and the 'Mitchell Sting Ray' design exercise. By the autumn of 1959, elements of the two unique Corvettes had been built into XP-720 - the design programme that led to the production of the Sting Ray as we know it.

Amongst the design aims for the new car were improved passenger accommodation, more luggage space, and superior ride and handling and, with this in mind, a new ladder chassis was created for the car by Zora Arkus-Duntov, the most important element of which was the move away from a live axle to independent rear suspension, courtesy of lateral struts, radius rods and transverse leaf spring. The independent front suspension was much as before, as was the recirculating ball steering and there were a number of drivetrain options available including four small block V8 engines, three transmissions, and six axle ratios. One major innovation was that the C2 was available in both Convertible and Fastback Coupé form and the latter initially featured a dramatic split rear window, but rear vision was poor so this was discontinued a year into production. Detailed changes were made through the years, with the first of the big block engine options offered in 1965, the same year that four-wheeled disc brakes became standard.

When describing this remarkable 1966 Corvette Stingray, the keyword is undoubtedly 'originality'. Owned for 45 years by Stephen Ouvaroff of the American Car Centre, it has only covered 44,000 miles, substantiated by a raft of MOT Certificates going back for years and years, and remains amazingly unrestored. The Rally Red paintwork retains a lovely shine with no cracks, just the odd touch up of a stone chip or two, and the whole car radiates that, impossible to replicate, light general patina of originality. The black leather interior is original and unmolested and the distinctive 'turbine blade' wheels with three-eared spinners have recently been refurbished. It's still fitted with the 327ci/350bhp engine option and manual 4-speed box that was originally installed in Chevrolet's St. Louis plant in mid-1966 and, within the last 1,000 miles has benefitted from a new clutch. We understand that the electrics function correctly with the radio, aerial and headlights all behaving and, according to our vendor, the car 'drives superbly'.

When it comes to classic cars, the word 'iconic' is seriously overused, however in this case, with a Beach Boys album cover and Prince's 'Little Red Corvette' in its CV, we think the word truly applies.

Probably the best MK1 you can buy

•    Probably the best Mk1 you can buy – subject to a superb 20-year 'rotisserie' restoration•    ‘VGC 915’ - First registered in Coventry in April 1959•    Uprated 3.4-litre engine rebuilt during the restoration. Only 200 miles since rebuild•    Large detailed history file. Rare Mk1 front wings sourced from a non-rusty California car•    Before restoration, this Mk1 competed in various national races during the 1970's

This remarkable, right-hand drive Mk1, was enjoyed by its first two owners before being purchased by a Mathew Dodson who enjoyed the car on the road but also campaigned it in club racing in 1976 and ’77. Indeed, in the accompanying impressive history file, there is a copy of a racing review of a B.R.S.C.C meeting at Snetterton on the 31st May 1976.  In July '77 the car was sold to Barry Byford, who in turn sold it to his friend Philip Grigg in 1979. The Mk1 was enjoyed for a few years until it was laid up in the '80s. Philip, who still owned the car, was inspired by the car's former owner, his friend Barry Byford, who had worked on classic Jaguars including XKs and C-Types and it was decided that between Philip, Barry and their friend, Bernard Hankin, they would use their undoubted expertise and engineering backgrounds to restore this Mk1 to the highest of standards. The restoration was carried out over 20 years by the three friends, with the aim of having the best Mk1 available at the end of the process.  Incredible attention to detail is clearly evident.  For example, on the strip down, it was found that the original Mk1 wings had at some point been replaced by wings from a later Mk2, presumably as they had corroded. In their search for Mk1 parts, an incomplete Mk1 bodyshell was found in the dry state of Arizona and both front wings with the small connecting panels were found to be in excellent condition. 

With the benefit of Barry’s fabricating, welding, lead loading and panel beating skills, and using all original and correct Jaguar parts, the body was accurately rebuilt and prepared to be painted in its new colour of Jaguar British Racing Green.  The engine was uprated from the original 2.4-litre to a 3.4 with alloy sump and was completely rebuilt and balanced by VSE Engineering to Barry’s specification. 

We could go on as to the level of attention to detail that leaps out from the car and you almost get the feeling that the three friends were in competition to see who could be the most fastidious, but really interested parties should just come and see this amazing car for themselves and review its fascinating history file. To summarise, the ethos of the restoration was to use original parts, most of which have been unavailable for many years, and credit must be directed at their tenacity scouring the globe for original rust-free Jaguar body parts in preference to rusted out or repaired panels from easier sources. Interestingly, unlike most Mk1s, this car still retains its original Mk1 pressed steel front subframe. For clarity, the donor bonnet catch-panel retains the original LHD part number, a trace of which can be seen under the paint, and no attempt was made to mask or alter it, as it remains part of VCG 915s restoration history. 

Our vendor firmly believes this could well be the best Mk1 you can buy anywhere. So much love and passion have gone into this car over a 20 year period and that really needs to be seen in the metal to be appreciated. Having only covered around 200 miles since all of this impressive and painstaking work, this remarkable motor car is now ready for its lucky next owner. We welcome any inspection of this amazing old Jaguar.  

Quintessentially British and 'Jean Shrimpton' pretty

• Imported from California in the late nineties by MGA guru, Bob West

• Completely restored over six years. Professionally converted to right-hand drive

• Engine lightened, balanced and converted for lead-free fuel

• Only two owners and 6,000 miles since the restoration. MGGC 'Concours' winner

• Paintwork, bodywork, engine bay and weather equipment remain in wonderful condition

• Massive history folder full of receipts, photographs and useful spares

Conceived as a replacement for the traditional T-Series MGs, the MGA combined a rigid chassis with the Austin-designed, 1,489cc B-Series engine that had first appeared in the ZA Magnette. Initially, this engine produced 68bhp at 5,500rpm, although this was later raised to 72bhp at the same revs to further improve performance. Running gear was based on that of the TF, with independent front suspension and a live rear axle, but as far as its road manners were concerned, the far superior MGA was in an entirely different league. Clad in a stylish aerodynamic body and capable of topping 95mph, the MGA proved an instant hit, selling 13,000 units in its first full year of production.

In common with the majority of MGAs in 1957, the car offered here was off to sunny California from new and was to remain there until the early nineties when it was purchased by MGA guru Bob West and returned to sunny Yorkshire. He sold it to a close local friend who over the following six years, with some help and assistance from Bob, restored it to a very high standard.

The car was completely dismantled and every part was either refurbished or replaced using many O.E (Original Equipment) parts. The engine was professionally restored and was lightened, balanced, and converted to run on lead-free fuel. The gearbox is a standard four-speed but the differential was upgraded to a 3.9/1 ratio for more comfortable high-speed cruising.  Naturally, the carburettors, brakes, suspension and all the electrics were completely gone through and whilst everything was out, it was converted properly to right-hand drive using OE BMC parts. It's finished in Orient Red with a Black leather interior piped in Red and the paintwork and the interior including the Hood, Side-Screens, and Tonneau cover remain in excellent order, clearly illustrating the quality of the twenty-years-old restoration.

So all in all a great little MGA that has only covered just over six thousand miles since the restoration. It's been enjoyed by two owners in the last twenty years who, patently, have both cherished it.  To quote Bob West “ The car drives beautifully and will not disappoint, its an ex MG Car Club Concours winner, the detailing is properly done with all the correct fasteners, and it's been maintained regardless of cost.”

It comes with a massive history folder full of receipts, and photographs of the restoration, and some useful spares, that include the OE parts to convert it back to left-hand drive if the new owner so wishes.

Good looking, easy to maintain, and quintessentially British, MGAs offer real driving pleasure on the open road and make great entries into local rallies and club events. This older restoration is gently patinated and nicely settled and with its slightly more powerful engine and raised axle ratio would make a classic cruiser, par excellence.

RHD, Manual, 4,500 miles and first delivered to Gordon Ramsay

• Right-hand drive, manual, 4,500 miles and first delivered to Gordon Ramsay

• Superb F430 Berlinetta gloriously finished in Argento with a Nero interior

• One of circa 100 examples in right-hand drive supplied to the UK with a manual gearbox

• Unbelievable condition that needs to be seen

• Unmarked throughout impeccable service history. Just serviced by Meridien with an auxiliary belt change 

• Considered a high-tide point for 'real' Ferraris and the last model to offer a fully manual, open-gated gearbox    

Manufactured from 2004 until 2009, the Ferrari F430 was the successor to the very successful 360M and, according to its creators, was at least 70% new compared with the previous model, itself a ground-breaker. Its aluminium structure was more rigid than the 360's, it had a new engine, a new F1 gearbox, a new differential, and a brand-new chassis and, although the styling is obviously reminiscent of the 360M's, in reality, it's pretty much a ground-up design. Largely the work of Pininfarina, although overseen by Ferrari's design chief Frank Stephenson, the F430 still looks fresh today, more crisp-edged than the 360, with a strong hint of Enzo around the surface-erupting tail-lights.

Its all-new 4.3-litre V8 engine, with four valves per cylinder instead of the 360's five, and chain camshaft drive instead of belts, with a consequential reduction in service costs, has a variable-valve-timing system lifted straight from the Enzo's V12, dry-sump lubrication, a very high compression ratio (11.3:1), a variable airflow plenum chamber, and an enormous electronic brain making the decisions in the form of not one, but two, Bosch Motronic ME7 ECUs. At 483bhp, it boasts 21% more power than the 360, exceeding even that of the mighty (and turbocharged) F40, whilst the torque spread is extraordinary for an engine keen to howl beyond 8500rpm.  All of these factors contribute to a 0-62mph time of just 3.7 seconds and a maximum speed in excess of 196mph.

The advancements in the 430 continued with the 'Manettino', the steering wheel-mounted selector for stability systems, damping, shift speed, and throttle response.  Additionally there's the 'E-diff', whose calibrations this alters, a clever, clutch-controlled active differential that sorts out waywardness, not by inhibiting one rear wheel, but by pouring more torque into the other. Ferrari reckons that it's worth three seconds a lap at the Fiorano test track, and it certainly helps make the F430 a far more forgiving machine than the 360, and a car of supremely subtle and keen responses.

The car presented here is one of circa 100 UK-supplied, right-hand drive examples produced with the desirable manual gearbox. It has only covered 4,500 miles from new and was first delivered to the world famous chef and TV personality, Gordon Ramsey. The car was then sold to a Charles Walker, of shortbread fame, and our vendor is the third proud owner, and has kept the Ferrari in his significant private collection since May 2015. Finished in the stunning combination of Argento with a Nero interior this amazing car has an impeccable service history and, indeed, has just been serviced by marque specialists Meridien, including the important auxiliary belt change.

Presented to auction in truly stunning condition, the time has now come for someone else to enjoy what must surely be one of the finest examples on the market today and, when combined with the remarkably low mileage and undoubted celebrity provenance, this could turn out to be one of your better decisions.

A unique opportunity to own a piece of Volkswagen history

• One of 300 last edition VW Beetles, the last cars to roll off the production line in Germany in 1978

• Showing just 81 miles, never registered, correctly dry-stored and offered from a significant collection

• Jubilee Silver metallic paintwork, untouched Marine Blue velour trim. Unbelievably 'as new'

• Probably an unrepeatable opportunity to own a VW motoring icon presented in 'showroom' condition

The Volkswagen Beetle enjoyed staggering success for many years, and in 1972 became the best selling car ever, with total production worldwide exceeding 15 million vehicles. However, by that time, the Beetle was starting to seem dated compared with much of the modern competition, and sales were flagging. In an attempt to maintain interest in the cars, VW produced numerous special edition models during the final years of European production. These included the Jeans Beetle, City Beetle, Sun Bug and Marathon Beetle, to give just a few examples.

Despite all the special editions, with the Beetle now looking seriously dated, sales continued to decline and the last European-built car left the production line in Emden, Germany on the 19th of January, 1978, immediately taking early retirement in the Wolfsburg Auto Museum. In 1978, to mark the occasion, the final run of 300 German-manufactured, right-hand drive Beetles were all finished in the very special ‘Jubilee Silver’, a colour unique to this batch and never used on any other model year. The vehicles were each equipped with a 1200cc engine (the most famous of all), blue-corded velour trim, a flat screen (as a nod to the past), heated rear window, fresh air blower and a handbrake dash light. Finally, a dash-mounted plaque states the vehicle's number in the sequence. Unfortunately, these seem to have been supplied to VW dealers separately from the cars, and quite a number of LEBs never received the plaques intended for them.

This example was purchased by our vendor, who at the time owned a VW franchise, the car has resided in his collection ever since and over the years has only covered 81 miles. It has never been registered and can only be described as ‘brand new’. As such, the car will be offered recommissioned and ready to reside, no doubt, in another significant car collection.

A comprehensively restored 3.4-litre XK with subtle upgrades

• UK-delivered residing initially in the Isle Of Wight

• Superbly presented in Indigo Blue over Biscuit leather with chrome wire wheels

• Totally restored over recent years to a very high standard. Fully documented subtle upgrades including power steering,  five-speed gearbox and stainless-steel exhaust

• One of only 110 UK, right-hand drive XK150s produced

• Lots of interesting history contained in the large owners file  

The XK150 was the final incarnation of the XK series and it appeared in May 1957, as either a fixed or drop-head coupé. A more refined and capable machine than its predecessors, the 150 was noticeably different from earlier versions of the XK theme with a higher scuttle and door line, whilst the radiator grille reverted to the thinner slats of the XK120 but was altogether wider. The bumpers were deeper and wrapped around, a curved windscreen replaced the divided one on the XK120 and 140, and much needed servo-assisted Dunlop disc brakes were fitted at each corner. However, the XK150 retained much of the mechanical layout of the 140 sharing the same 3.4-litre DOHC Jaguar straight-six, which developed 180bhp at 5750rpm.

Originally manufactured on the 25/11/1958 finished in Sherwood Green, this stunning XK150 was registered on the 17th of December as VXT 240 and according to the original Buff Logbook, was destined for the Isle of Wight after it was distributed from Henlys of London. It appears to have remained there until around 1974 as, within the history file, there are a number of old MOT Certificates, two of which are from the Isle of Wight along with a selection of old Tax Discs and a Bill of Sale relating to our vendor's purchase of the XK back in August 2007.

He was to use the car for a few years up until around 2011/2012, and obviously loved it, as a decision was made to invest in the Jaguar's future and have it fully restored. XKs are fairly complex to restore, and it was felt that only the best people would do, so the bodywork and paint were entrusted to Jules Bodycraft of Staffordshire and the mechanics and trim to Vicarage Ltd of Wolverhampton.  A disc within the owner's file, compiled by Jules Bodycraft, illustrates the ongoing care and attention lavished on the Jaguar's bodywork and, overall the invoices from all concerned amount to over £55,000  to restore this delightful XK. This included the supply and fitting of a 5-speed gearbox along with the power steering conversion.

Now finished in a beautiful shade of Indigo Blue with a Black mohair hood, a perfectly contrasting Biscuit leather interior, and sitting on sparkling Chrome Wire Wheels, this is a heart-stoppingly attractive car added to by the classic soundtrack emanating from the bespoke stainless-steel exhaust system.

Now registered VDW 70, this XK150 is certainly one of the best we have seen and with the confidence imbued by the recent restoration, represents very good value for money.  The car is of 'Collector's quality' and would fit nicely into a private collection, however, we can't help feeling that it really ought to be used on the open road, doing the things that XK150s do best.

A rare and very special opportunity with a realistic price guide

• A UK-supplied, matching numbers, Series 3, 2 + 2 automatic in Jaguar Light Blue

• Recently emerged from 40 years in storage and now ripe for a full restoration

• The fuel system and tank were cleaned, new spark plugs, oil and filter fitted

• New starter motor fitted and the car started straight away with excellent oil pressure

• The appropriate registration number 'VEE 12J' will remain with the car

• A lovely original Series 3 that could be an outstanding example of the marque when finished

The Series 3 V12 was the final version of the famous E-Type and was introduced in 1971 as a 2 + 2 Coupe or Roadster variant. The car that Enzo Ferrari once claimed was the 'Most beautiful car in the world' finally ended production in 1974 and was eventually replaced by the Jaguar XJS.

This particular car is a UK-supplied Series 3 V12 Coupe fitted with an automatic gearbox and has had just one owner from new. The rather appropriate registration number, VEE 12J, has been on the car from new and does indeed form part of the sale.This is a matching numbers car and still in its original colour scheme, as confirmed by the Heritage Certificate in the paperwork, and has very recently emerged from some 40 years in storage. The engine was found to turn over freely, so the fuel system and tank were cleaned, new spark plugs, oil and filter fitted, along with a new starter motor and - hey presto- she started straight away with excellent oil pressure. The brake system has been gone through, fresh fluid bled into the system, and all transmission fluids refreshed. The car drove superbly and today is a totally original example with no obvious welding anywhere, all original panels and floors, and good quality panel gaps throughout.

This remarkable survivor is now ripe for a full restoration and will become an outstanding example of the marque when finished. A rare and very special opportunity with a realistic price guide.

The Mk III is undoubtedly the most desirable of the Feltham-built DBs

• 'Matching Numbers' and accompanied by a detailed history folder with a photographic record of the restoration

• Supplied new to Johannesburg in right-hand drive, returning to the UK in 2000. The restoration invoices exceed £85,000

• Beautifully finished to proven Concours winning standards, offered from a dedicated enthusiast owner

• Bare metal respray in Pacific Blue, engine and gearbox rebuilt. A fine example ready to be used and enjoyed

The DB 2/4 Mk III (normally known as the Mk III, even at the time of its introduction) was a sports car hand-built and sold by Aston Martin from 1957 through to 1959. It was an evolution of the DB2/4 Mk II and retained the earlier car's W.O. Bentley-designed, Lagonda 2.9-litre, straight-6 engine, redesigned by Tadek Marek. Changes included a grille similar to the company's racing DB3s, a new instrument panel, and for the first time ever on an Aston, disc brakes. The hydraulically operated clutch was new as well, and an optional Laycock-de Normanville overdrive, attached to the 4-speed gearbox became standard after the first 100 cars. Worm-and-sector steering and a live axle rear end were also carried forward from previous models. The standard DBA engine model with twin SU carburettors produced 162hp, though an optional dual-exhaust system (a claimed 16 bhp increase) raised this to a reputed 178hp. Thus equipped, the car could reach 60 mph in 9.3 seconds and hit 120 mph.

Supplied by Fred Wilmot Sports Cars (Pty) Ltd. of Johannesburg in February 1958 to local resident, Mr R H Jacobs, our lovely Feltham-built DB Mk.III Aston Martin is today offered from near twenty-year ownership, under whose tenure this car has been the subject of a thorough and Concours-winning restoration costing many thousands of pounds.

First brought to UK shores in the late 1990's, it became the property of our vendor in 2000. He had been searching for an Aston restoration project for a while and, as a matching numbers, Mk III from a dry climate, this seemed a worthy candidate. Despite having only covered a modest 18,000 miles in his ownership, the Aston has been lavished with a remarkable amount of attention and benefits from an extensive programme of restoration work including a full bare metal respray of the Tickford-built body to Pacific Blue; engine and gearbox rebuilds, rear axle rebuild, new brakes, hubs, wheels and tyres, a partial retrim, and numerous other works with a total spend in excess of £85,000.

This sentence alone doesn’t do justice to the extent to which the restoration has been completed by professional outfits such as Trevor Farrington of Cheshire, Tim Stamper of Penrith, and Headshop in Warrington for engine work.  We have a digital document summarising the full restoration and listing who, what, where and the associated costs and, naturally, this is available to be shared with interested parties.

What’s important is that the resulting restoration is really exceptional, prompting a journalist from Classic Cars magazine to recently comment “the body is beautiful, with perfectly matched blue paint all round and straight flanks with tight panel shutlines”.  Further, “On the road the DB Mk.III is discretion personified, only raising eyebrows with its induction snort under heavy throttle.  The whole package is wonderfully tight and drives majestically”.

The full review from this magazine feature, plus, a generous file containing lots of invoices relating to the restoration, a photographic record, original build sheets, and evidence of this car’s post-restoration Concours success in 2014 and 2015 is all available to prospective purchasers to view at the auction.  A modest spares package is included in the sale of this car too, including a new front hub (c£450 cost), fan belt, rotor arms, points and condenser.

The DB2/4, and more pertinently the prettiest variant, the Mk.III, has for too long remained in the shadows of the DB4s and 5s, despite arguably offering a sportier drive and being easier to live with.  Our advice, take advantage of this disparity before the gap closes and values rise…

Concours Success.

1 st in Class for Feltham built DB’s at the Ragley Hall Spring Concours, 2014.

2 nd in Class for “Elite”, Sudeley Castle Autumn Concours, 2014.

1 st in Class for Feltham built DB’s at Woburn Abbey Spring Concours, 2015.

3 rd in Class for Feltham DB’s at Alnwick Castle Autu

Incredibly restored and one of only 289 2.4T Mechanical Fuel Injection (MFi) cars

• This F-Series, left-hand drive, 2.4T MFi was first registered in February 1973 and supplied by Porsche America in its original colour of Light Ivory White

• Bought from Silverstone Auctions in 2016 and stripped to the last nut and bolt prior to a two year rebuild

• Engine totally rebuilt with new pistons and liners, all bearings crank and heads rebuilt etc

• The important MFI pump fully reconditioned by Andy Prill Classic Porsche specialists

• Rebuild carried out by Anthony Seddon Classics. Invoices for in excess of £100,000

• This is a matching numbers, very rare model that has been restored to a level barely seen

Introduced in September 1963 at the Frankfurt Motor Show, the Porsche 901 concept heralded the start of a production run that even Porsche probably couldn't have imagined, and now into its sixth decade, the Porsche 911 is still the model that underpins the whole Porsche range. At the Paris Auto Show in October 1964, French car maker Peugeot formally objected to the use of model numbers '901' so, before the end of 1964, Porsche changed the designation of their flagship model to 911. By the end of 1972 Porsche was ready to release its latest series of 911. The 1973 'F-Series' is considered by many purists as the definitive and most coveted 911, the final series before the vastly different impact bumper 'G-Series'. By 1973 the engine capacity had increased to 2.4 litres and the top of the range model was the, soon to be, iconic 2.7 Carrera RS.

In early 1973, Porsche made a small number of 2.4T Mechanical Fuel Injection (MFi) cars in a short run in-between the 1972 2.4T side oil-fill model and the later 1973 2.4 CIS Injection and Zenith Carburettor models. By the end of February 1973, the 2.4T MFi production run ended in favour of the less powerful but more emission friendly CIS injection, and in total Porsche produced less than three hundred 2.4T MFi cars, rendering this 1973 2.4T MFI a very rare model indeed.

This F-Series, left-hand drive, 2.4T MFi was first registered in February 1973 and supplied by Porsche America in its original colour of Light Ivory White, considered by many as one of the most beautiful 70s colours on offer at that time. Used very sparingly for its first 12 years from 1973 to 1985, it was decided in late 1985 that a colour change to Guards Red would be appropriate and so the car was taken off the road to prepare it for its new 'coat of colours'. However, little progress was made over the ensuing years, and the car remained unfinished for the next 30 years, fortunately, stored in a temperature controlled garage, hence its wonderfully rust-free condition. Given the time the car was off the road, the indicated mileage of 22,582 miles may well be correct, although we are unable to confirm this.

The car was purchased by our vendor from Silverstone Auctions in 2016 with the intention of carrying out a full restoration of this rare Porsche. Rust free it may have been but the California heat had not been kind to the car so it was taken back to the original steel by hand with no chemical dipping involved. Once stripped, it was clear that it had never been welded and remained free of rust, so a two-year rebuild was commenced, only finished a few months ago, that results in the spectacular 911 on offer here.

Having been stripped to the last nut and bolt, everything plastic or rubber has been renewed. The engine was totally rebuilt with new pistons and liners, all bearings, crank and heads rebuilt to 'as new' condition and the important MFI Pump was fully reconditioned by Andy Prill Classic Porsche specialists.

The gearbox was stripped and rebuilt by a Porsche specialist, the original suspension totally restored to 'as new' by Koni, and every last nut and bolt has been restored or renewed with genuine parts. Naturally, the interior was restored to the same standard and all dials and gauges were fully restored.

The majority of the rebuild was entrusted to Anthony Seddon Classics Historic F1 specialists who are renowned for their fastidious attention to detail and a desire to get the car as close to new as possible. We understand all this attention attracted invoices in excess of £105,000.

Our vendor commissioned local Porsche specialists to use the car for a short period to assess the restoration and they said  “We have driven the car 100s of miles to shakedown and ensure it is all good for the next lucky owner. This car drives superbly and is without a doubt one of, if not the the best MFi available and as one of only 289 2.4 cars so fitted, it's a rare 911”.

Guided very sensibly, considerin

Superbly prepared little 1500cc MG Racer

•    Recently part of the famed Robert 'Bob' Koons Collection in the US•    Expertly prepared for (US) vintage racing and competition•    Extremely well built with period-correct upgrades and no expense spared•    Eligible for a host of events and welcome anywhere

Offered here is an absolutely stunning MG TC racer that was originally prepared for the late Robert ‘’Bob’’ Koons forming part of his renowned US collection. It was expertly prepared by Robert and Roy Gane; a team that worked for the Penske Racing Team in the glorious 1960s and early 1970s. The work was carried out at Bryn Mawr, PA-based Updraught Enterprises from 2007 until 2009. R&W Enterprises of East Fallowfield, PA built up a competition engine using a later MG TF1500cc block, Carrillo rods, billet crankshaft, forged Arias pistons, and various other vintage speed parts, resulting in 125bhp and 123ft/lbs. at 5,500rpm. The original, matching numbers engine was retained, in case anyone might want to re-install it in the future. A Lucas Laystall head, Vertex Magneto, 1½' SU carburretors, and duel SU fuel pumps were fitted as well.

In addition to the performance work, the car was restored cosmetically, with high-quality respray in Woodland Green and a leather interior with exact replica MG competition seats. Throughout the whole process, the intent was to engineer, construct, and finish the little MG to the sort of standards Gane and Koons were renowned for when they worked on Roger Penske's cars. The TC debuted at the U.S. Vintage Grand Prix at Watkins Glen in September 2009 and subsequently has raced successfully at other SVRA events, including the Pittsburgh Vintage Grand Prix, New Jersey Motorsports Park, and Pocono International Raceway. Although prepared to US competition regulations it should be possible to convert it to be eligible for UK events or remove the American roll hoop and return it to a road car. Simply lovely.

Fresh to the market, from 19-years of current private ownership

•    Fresh to the market, from 19 years of current private ownership•    AMOC Multi Concours winner in the late 1990's. Body restored by Bodylines prior to Concours success•    Engine top-end rebuild by RS Williams. Electric power steering and new clutch by GTC Engineering•    Recent works include: new disc brakes all round, new shock absorbers and the underside of the car fully stripped and detailed•    Matching numbers, right-hand drive, Silver Birch with red leather – everything the Aston Martin enthusiast could wish for

Aston Martin's post-war evolution took a major step forward with the launch of the DB4 in 1958. Classically proportioned, the beautiful, Touring-designed, body established an instantly recognisable look that would stand the marque in good stead until 1970. The engine was still an all-alloy, twin-overhead-camshaft, six but the old W O Bentley-supervised 3.0-litre unit had been superseded by a new design from the pen of Tadek Marek. The new 3,670cc straight-six developed 240bhp at 5,500rpm and the David Brown gearbox was an all-new, four-speed all-synchromesh design.

Five distinct 'Series' were built as the DB4 gradually metamorphosed into the DB5 which was introduced in July 1963. The new '5' boasted an enlarged 4.0-litre engine which had seen service initially powering the four-door Lagonda Rapide of 1961 and, having proven itself reliable, was subtly modified to suit the sporting aspirations of Aston's new 'flagship'. Equipped with three SU carburettors, the '400' engine produced 282bhp at 5,500rpm and was mated to a four-speed/overdrive gearbox, a 'proper' ZF five-speed unit becoming standard later. 

The DB5's distinctive cowled headlamps had first appeared on the DB4GT and the newcomer was the same size as the lengthened, Series 'V' DB4. Outwardly there was little to distinguish the DB5 from the last of the DB4s apart from twin fuel filler caps, although these had already appeared on some of the earlier cars. Beneath the skin, however, there were numerous improvements including alternator electrics, Girling disc brakes instead of Dunlops, Sundym glass, electric windows and an oil pressure gauge as standard equipment. 

This, very special, UK-supplied, right-hand drive DB5, has been lovingly owned by our private vendor since 2001 and this is its first visit to the open market in nearly 20 years. Prior to our vendor's custodianship, ‘EOL 613C’ enjoyed much success in the AMOC Concours circles, with the body having been superbly restored earlier in the decade by ‘Bodylines’. The badges sit proudly on the dashboard from various Concours success in '94, '96 and '97. 

Our vendor, who enjoys a significant private collection, has therefore never needed to restore the DB5 whilst in his care but that hasn’t stopped him lavishing money on the car to keep it up to his exacting standards. During his ownership, marque experts RS Williams carried out a top end engine rebuild and GTC Engineering, based in Silverstone, fitted electric power steering along with a new clutch. More recent work prior to the sale includes new discs all round, new shock absorbers, and the underside of the car has been fully stripped and detailed. There are invoices on file detailing the recent work carried out.

This DB5 is therefore ready for its next owner to use and enjoy, as our vendor has done. This is no ‘garage Queen’, having been used for what it was intended and is all the better for it! Showing over 60,000 miles, ‘DB52023R’ is accompanied by a comprehensive owner's folder detailing the cars illustrious history and we recommend any interested party to review it thoroughly prior to the auction. Pleasingly, the original workshop manual and full set of original tools is also included. 

Silverstone Auctions are very proud to offer this stunning, usable example to the market for the first time in nearly two decades. Offered at a competitive estimate, this DB5 is one for the enthusiast is and is a chance to join a very exclusive club of the most famous of the ‘James Bond’ Aston Martins.  

The car has been recommissioned however although stated in the script will require a new cambelt

Homologation special that became a highly competitive FIA rally car

• Genuine homologation special and very rare Motorsport edition ‘Big Turbo’ Escort Cosworth

• Just 12,500 miles indicated, two owners from new, dry stored correctly and never used on a wet road

• Forming part of a private collection, offered fully recommissioned with a major service and fresh MOT

• Factory-built 'Motorsport' edition in lightweight spec missing sunroof, power windows, air-conditioning

The Ford Escort RS Cosworth proved that it was indeed possible to follow its legendary 1980's Sierra namesake. Just like the Lancia Integrale and Subaru Impreza, this was a Group-A ‘rally car for the road’ - pure and simple. It was actually underpinned by a shortened version of the Sierra Cosworth RS Cosworth's platform and powered by the same 2.0-litre turbocharged, longitudinally-mounted Cosworth-developed engine driving all four wheels. The car was designed and engineered in Boreham, styled by noted designer Stephen Harper, and ended up being assembled by Karmann in Germany. The Escort's potential was seen in its first event, the 1993 Monte Carlo Rally, where Delecour and Biasion came 2nd and 3rd respectively. The Escort continued to be very competitive throughout the '93 and '94 seasons but it was a 'one-off' guest drive by Tommi Makinen that provided the win on the 1994 ‘1000 Lakes’ Rally. Importantly, and true to Ford's 'grassroots' philosophy, the Escort Cosworth provided a platform for National Rallying and Club enthusiasts throughout the world to enjoy 'off-the-shelf' competitive motorsport.

Three levels of Escort Cosworth were available to purchase through your Ford agent;

• A 'Motorsport Shell 909' to be assembled using the running gear from your Sierra Cosworth. These shells carry a different chassis number to the factory-built  Motorsport cars

• A 'Motorsport base' car, a complete car built in the factory but missing some of the standard features from the production model notably the sun-roof

• Standard Escort RS Cosworth, with standard features and optional upgrades to Lux or Lux with leather. Other limited-edition models were released including the Monte Carlo

This ‘T35 Big-turbo’ Escort Cosworth Motorsport was first registered on the 14th April 1995 and as a 'motorsport' version has no sun-roof, no electric windows and no air conditioning. A factory-built example, carrying the correct chassis number, it is not to be confused with a built up Motorsport shell. It is believed that very few of the genuine factory-built Motorsport cars remain as road-going examples as most were converted for competition use making this car rare and very sought after by collectors, motorsport enthusiasts and connoisseurs of the ‘Blue Oval’. Our vendor, who is a highly respected client of Silverstone Auctions, has owned the car since 1997 and it has always been correctly dry stored and used in dry weather conditions. The car presents beautifully, the Imperial Blue paintwork is virtually flawless, the interior appears unworn and the car will be fully recommissioned prior to the sale with a major cambelt service and a fresh MOT.

We have noted that the value of this models predecessor, the RS500 has rapidly increased over the last few years with low-mileage,  all original examples becoming most sought after by collectors. These little Cosworths had a generation-wide appeal and would occasionally fall into the hands of impecunious, less than honest, enthusiasts and can have a chequered history, however, this car comes from a knowledgeable, highly-respected collector and is in outstanding condition with no stories.

Rarely do examples this good  come to market and with only 2,500 of these very special Fords out there, we would venture to suggest that depreciation may not be a factor worthy of your consideration.

One of just 99 RHD examples, from long ownership & fully restored

• A very rare, four-seater cabriolet version of the Giulia Sprint GT, with the same specification and performance

• Only available between 1964 and 1966, with just 998 examples produced, only 99 in right-hand drive 

• UK-supplied GTC with coachwork designed and carried out by Superleggera experts Carrozzeria Touring of Milan, designers of the Aston Martin DB4/5/6

• Fitted with Alfa Romeo's lively 1,570cc all-aluminium, twin-cam inline four

• Bought by our vendor in 1982 and fully restored. Further refurbishment in 2010 including a full re-trim

• Featured in the July 2016 edition of Classic and Sports Car magazine

Launched in 1963, the Giulia Sprint GT featured classically stylish four-seater coachwork designed by Bertone's Giorgetto Giugiaro. Beneath the skin, the new coupé utilised the recently introduced 105-Series Giulia TI saloon's all-synchromesh, five-speed manual gearbox, independent front suspension, coil-sprung live rear axle and - early cars excepted - all round Dunlop disc brakes. The Sprint GT came with a healthy 106bhp on tap from its 1,570cc version of Alfa Romeo's all-aluminium twin-cam inline four, breathing through two twin-choke Weber 40 DCOE 4 carburettors. 

Quite rightly, the Giulia Sprint GT remains a very fashionable and in-demand classic car to own and drive, noted for their good looks, driving enjoyment, and ease of tuning, with values having increased significantly in recent years. Building further on this appeal, but adding rarity, bespoke coachwork and wind-in-the-hair motoring to the mix, there is a Giulia model built between 1964 and 1966, with just 998 examples plucked from the Arese production line and sent to expert coach-builders ‘Touring’ at Nova Milanese to be subtlety transformed into svelte four-door cabriolets, a model known as the Giulia ‘GTC’. 

With its roof removed, its floor strengthened, a slightly more sloping tail, larger boot, wind-up rear quarter-lights, and a hood that folded unobtrusively into a recess behind the rear seats, the GTC was the consummate Italian soft-top. At a heady £2,000 when new, Alfa Romeo were sufficiently confident of GTC sales in the UK that it commissioned a small production run of just 99 examples in right-hand drive form. 

The car presented here is a 1966 Alfa Romeo Giulia GTC, car #43 of those 99 right-hand drive examples, and one of only 13 UK cars whose whereabouts are known. Chassis 760043 is an original UK-supplied GTC, first registered on the 17th February 1966, having been completed at the factory on the 23/06/1965. 

The current owner, a real Italian car enthusiast, bought the car in 1982 and set about a two-year, bare metal, nut and bolt, labour-of-love, restoration. The car underwent further refurbishment in 2010 for the Alfa Romeo Centenary in Milan, including a full interior re-trim. Originally Verde with a Tan interior, the vendor opted to change the colour combination to classic Alfa Romeo AR501 Rosso Alfa Red with a Black interior whilst he had the chance. 

This actual car was featured in the July 2016 edition of ‘Classic and Sports Car’ magazine, being reviewed favourably against a Lancia Flavia Vignale, and receiving much praise for its elegant appearance, its agility and a more ‘sports-car’ driving focus from its engine and handling.  

Having been loved and cared for by the same owner for the past 35 years, the Alfa is described as being ‘highly original with all correct interior and exterior trim including original dashboard, gauges, map light, steering wheel and Touring badges on the bulkhead and front wings.’

Needless to say, 760043 comes with an excellent history file including a confirmation e-mail from the Alfa Romeo archives detailing the car’s production information. Also included in the documentation are copies of all the former keepers making the car traceable right back to its first owner, as well as its service history and past MOT Certificates.

A must-have for any Alfa collector, this stylish convertible has all the right elements that should make it rewarding in investment terms, however, imagine opening the curtains on a sunny Sunday morning and seeing this little red Alfa, nicely polished and top-down looking back at you, now that's rewarding. 

Fully restored 356C in sparkling condition.

• Fully restored in Tennessee during 2014-17. Refinished in its original Sky Blue 

• Superbly re-trimmed in Light Tan. Great attention to detail

• Not the original engine but period and model correct. Restoration-related invoices for $31,000 with the car. Only lightly used since

• With its Porsche Certificate of Authenticity, NOVA Certificate and MOT valid until September 2019  

Widely acknowledged as Porsche's first venture into motor manufacturing, the 356 was a lightweight and nimble rear engined, rear-wheel-drive, two-door sporting car available in hardtop coupé and open configurations. Over a 15-year production period, the 356 evolved from an aluminium bodied coupé with an 1100cc air-cooled flat-four engine, to a proper sports car with a 2,000cc four-cam Carrera engine producing 130 bhp.

At first glance, the 356C, introduced in mid-1963, differed little from the prior 356B since it continued to use the T-6 body type which had arrived in 1962. Porsche, however, brought the 356 concept to its zenith with the 356C, which was available in coupe and cabriolet form. The new 356 also benefited from the addition of Dunlop four-wheel disc brakes as standard, a higher-lift camshaft for the 1600cc engine, new flat-face hubcaps, and deeper bucket seats. These seats came courtesy of Porsche's acquisition of Reutter, which included the future Recaro subsidiary.  356 production peaked at 14,151 cars in 1964 which was the first year the new 911 model went on the market. Porsche did, however, continue to sell the 356C in North America through to the end of 1965. In 2004 the US magazine ‘Sports Car International' named the 356C number ten on the list of Top Sports Cars of the 1960s. Today the Porsche 356 is a well-regarded collector's car that has stood the test of time and worldwide, thousands of 356 owners maintain the tradition, preserving their cars and driving them regularly.

According to its Porsche Certificate of Authenticity, this very smart 356C/1600SC Reutter coupe, Chassis number 126301, was built on 16/8/63, fitted with Engine number 820059, finished in Sky Blue, and trimmed with grey leatherette with pearl grey corduroy inserts. From the history with the car, we can see that it was fully restored in Tennessee during 2014-17 and refinished in its original Sky Blue although the trim is now Light Tan. The engine has obviously been changed at some point although the replacement (821818) is period and model correct. There are restoration-related invoices for $31,000 with the car and, judging by its wonderful condition, it has only been lightly used since.

The car sits on disc wheels but there is also a set of as new Fuchs-style alloys and tyres included. It's accompanied by the Certificate of Authenticity, a NOVA Certificate and an MOT valid until September 2019.

Unfortunately, the weather dictated that the car was photographed indoors, but our photographer was really impressed with this little Porsche's sparkling condition and recommends a close inspection at the sale.  

A superb MK1, honest and delightfully original

•    An early, UK-supplied, right-hand drive, 3.4 Mk1 manual with overdrive •    Owned by the first owner from 1957 until 1991. Impressive history •    Subject to restoration over 20 years ago, only a few thousand miles since•    Retains many rare period features such as Bray Heater, Redex Lubrocharger (upper cylinder lubricator), period radio and tool kit•    A superb Mk1, honest and delightfully original. A rare find in this condition 

This wonderful Jaguar 3.4 Litre Model (subsequently known as the Mk1) is fitted with a manual gearbox with overdrive and was first registered as UVM 180 to F.H Irving on the 18th July 1957. Remarkably, he was to own the car until 1991 when, at the age of 83, he was advised to sell it. There are a number of tax discs and MOT Certificates in the history file which offers a fascinating insight into the car's life and low mileage of just over 66,000. The file also contains the original handbook and a rare Jaguar 'Periodic Maintenance Voucher' booklet. 

In 1991, the Jaguar was sold to highly regarded Jaguar engine specialists VSE of Llandrindod Wells.  At this point, the Mk1 was fitted with disc brake and during 1991 the car competed in the Targa Rusticana Road Rally in Wales. In 1993, it was registered for 16 months to Davenport Vernon Jaguar dealers of Milton Keynes before subsequently being sold to the owner previous to our vendor who has had the car for the past 20 years.

Soon after purchasing the car in late 1994, the Jaguar was the subject of a major body and mechanical restoration. With a mileage of just 63,000, the interior was mainly still in beautiful, original condition and only required the woodwork re-polishing and a new carpet set. The bodywork was completely stripped, restored and re-painted in Jaguar Carmine Red. All of the brightwork was re-chromed and the car carefully built up to a high standard. The Moss gearbox was stripped and rebuilt, a new stainless steel exhaust system was fitted, and the petrol pump, engine and gearbox mountings, front and rear cross member rubbers, rear springs and all rubber rear mountings and shock absorbers were replaced. The handbrake calipers were overhauled, brake cylinders all replaced, and the car was fitted with power assisted steering. 

Since that major rebuild 20 years ago, only a few thousand miles have been completed and the car still retains a wonderful level of originality and provenance. Lots of the older features have been retained including the engine ‘Bray Heater', Redex Lubrocharger (upper cylinder lubricator), rear window demister fan, period radio, and complete tool kit. The interior is a true delight, the woodwork is still superb, the original and correct gauges are all in place and the car has a wonderful 'old car' feel. Additionally, UVM 180 retains its correct wide grille, horn grilles, 5' Lucas spot lamps, and original ‘Ace' peaked number plates.  Supplied with the aforementioned history file this is a top quality Mk1 that will reward closer inspection.  

A celebrity Aston from celebrity ownership

•    SKX IIJ the famous factory V8 press car. Tested in 1971 at an average of 160 mph on the M4•    Currently owned by actor, comedian and distinguished car collector, Steve Coogan•    Superbly restored to the highest standards by marque experts •    Manual transmission, right-hand drive, V8 Fi, the Aston connoisseurs choice •    Amazing condition. Celebrity provenance and a real piece of Newport Pagnell history 

Although always intended to house the new Tadek Marek-designed V8 engine, the Aston Martin DBS first appeared with the 4.0-litre 'six' of the concurrently produced DB6. Styled in-house by Bill Towns, the beautiful DBS caused quite a stir, 'Autocar' magazine observing that “Without the aid of an Italian stylist the Newport Pagnell team came up with something as modern, handsome and Italianate as anything from the Turin coachbuilders at that time.”  A full four-seater, the DBS employed a platform-type chassis with independent suspension all round: wishbone and coil springs at the front, De Dion with Watts linkage at the rear. Bigger and more luxuriously appointed than the DB6, the heavier DBS disappointed some by virtue of its slightly reduced performance, but there were no complaints when the V8 arrived on the 27th September 1969. With an estimated 345bhp available from its 5,340cc, fuel-injected, four-cam engine, the DBS V8 could reach 100mph in under 14 seconds, running on to a top speed of 160mph - a staggering performance in those days and one which fully justified the claim that it was the fastest production car in the world.

‘SKX 11J’ has been in the media spotlight since 1971. This, very special and significant motor car was the V8 'Factory press car', as tested and documented by Motor magazine at an average 160 mph over a measured mile, on the, as yet unfinished, M4 in 1971. This was an extended test of over 3,000 miles on behalf of 'Motor' magazine and over 20 years later one of their testers, Tony Dron, was re-acquainted with the car when they undertook an overview of the car’s restoration. Pleasingly, the magazine article is included in the car’s fascinating history file. 

Little is known about the car's history from leaving  Aston Martin in 1973 until an enthusiast, Gordon Burns, remarkably discovered ‘SKX 11J’ in a field in Scotland. It obviously needed a full restoration and Andy Chapman, of Chapman and Spooner, undertook the engine work and expert Gary Wright took on the interior refurbishment.  Immediately after purchase, its next owner commissioned John Armitage to finely tune the chassis and the fuel injection system was entrusted to David Reed, from Aston specialists, Davron. After the work had been completed, knowledgeable Classic Car journalist, Mark Dixon, was invited to drive the car and, happily, acknowledged that the fuel injection system was working exactly as the car's designers had always intended and any gremlins were now fully sorted. 

Silverstone Auctions are proud to announce that the Aston now belongs to the multi BAFTA winning Academy award nominee, Steve Coogan, who has enlisted our services to offer this very special car at the Silverstone Classic on his behalf. 

Steve has owned the Aston since 2011 and it has clearly enjoyed a pampered life whilst under his caring ownership. Marque specialists, Aston Engineering and more recently, Stratton Motor Company have looked after the car for him and there are a number of invoices on file detailing the expert attention the car has received. The results of this expenditure are clear to see and the Aston presents superbly. Really the car needs to be seen to be appreciated and we encourage any interested party to come along to the Silverstone Classic and see for themselves. 

Presented in Dark Blue with black leather, a manual gearbox, and that famous fuel-injected V8 engine. It has iPod connectivity and pleasingly retains its Becker-Mexico radio. ‘SKX 11J’ has lead an interesting life and is a significant piece of Newport Pagnell history. Combined with its current celebrity provenance and overall fantastic condition, Silverstone Auctions are naturally very proud to present this unrepeatable opportunity to the market.  

Race-ready, on the button and ready for the top step of the podium

•    Legendary and iconic-liveried Rouse Kaliber 'Group A' Sierra from 1988•    Continuous history line and long-term single ownership from the early nineties•    Purchased from the Bathurst Museum in 1993 by our vendor•    Fully engineered to a very high standard and on-the-button with spares•    Eggenberger-pattern steel roll cage update from 1994

Offered here is one of the two legendary Kaliber Group A Sierra Cosworths built by Andy Rouse Engineering for the 1988 British Touring Car Championship. Chassis #ARE 0988 was built and used in the 1988 season and driven, predominately by Guy Edwards, to four podium finishes. Throughout the season the Kaliber Sierras were the cars to beat and in a golden era, the spectacle of these seriously powerful touring cars belching flames defined a magnificent chapter of saloon car racing.

At the end of the season, Andy Rouse Group A Sierras were very much in demand and one car went to Peter Brock and ARE 0988 was sold to Adrian Fu who raced the car at Macau and in various rounds of the Asia Pacific Series. ARE 0988 then left Asia and was entered in the 1992 James Hardie at Bathhurst for drivers Ken Matthews/Rod Jones/Mike Newton before being displayed in the Bathurst Museum until subsequently purchased in 1993 by our vendor, an accomplished New Zealand racing driver and businessman, who continued to race the Sierra in the New Zealand Endurance Championship after some re-engineering by Peter Brock. The Sierra still had its original alloy cage which was replaced with a Matter-style steel cage as used in the Eggenberger RS500s. The new cage directly supported the rear suspension points resulting in a massive improvement in stiffness with less flexing of the shell. With wins at Timaru International Motor Speedway and Teretonga, it helped him to win the Championship with co-driver Murray Cleland in 1996. After 1997, the Sierra was retired and remained uniquely within the ownership of our vendor until in 2016/2017 it was decided that the Sierra should be totally rebuilt and returned to its original livery with the possibility of running in the Archibald’s Historic car series in New Zealand which it did most successfully. Today's result is a superbly prepared Group A Sierra Cosworth that, in the right hands, could be a front running car in the HSCC 'Supertourers' series, the Grand Prix Legends Touring Car Challenge, as well as numerous prestige events throughout Europe.

In period, the car was continuously developed and evolved with input from Australia’s favourite son Peter Brock and all this hard-won know-how has been incorporated into the rebuild making this, possibly, the most race-ready and immaculately presented 'Group A' Sierra to land back in the UK, its spiritual home.

The specification includes running the original Zytec system which has benefitted with various upgrades, primarily enlarging the fuel delivery capacity. The engine is a new, long-stud, 205 block with only fifteen hours of running designed to run with 2.1 bar boost producing 540 bhp with much of the engineering carried out by renowned tuner, Ivan Tighe, of Brisbane with particular attention being paid to cam profiling and reliability. Much of the suspension work was engineered by well-known specialists Harrop Engineering of Brunswick in Victoria applying new manufacturing processes to the Peter Brock suspension. The Brock driveshafts, which in the day were recognised as twisting less than any other preparer, were reverse engineered. Both driveshafts are new and the complete rear end has new bearings.

This iconic Group A Rouse Kaliber Sierra is on the button and ready to race or test. It's accompanied by a basic spares package (rebuilt turbo, Rouse developed viscous differential, Getrag gearbox in pieces requiring rebuild, original front hubs and twelve wheels) with the option of a complete inventory to support a race effort over many seasons.

Extensively and expensively restored and now ready to enjoy

• Lovely Series 3 V12  2+2 presenting beautifully in Primrose Yellow over black leather

• Just under 69,000 miles indicated and has covered only 500 miles since 2006

• Restored over a seven-year period at a cost in excess of £100,000

• UK-supplied,right-hand drive car described by our vendor as matching engine, chassis and manual gearbox

• Large detailed history folders including a photographic record of the restoration 

A decade after the original Jaguar E-Type arrived, the design progressively matured through 1971 with the introduction of the Series 3.  Designed to showcase the new smooth and torquey 5.3-litre engine, originally developed for Le Mans, the Series 3 cars were available as a 'Roadster' (convertible) or a '2+2' Coupé.  The Series 3 is easily identifiable by its large cross-slatted front grille, flared wheel arches, wider tyres, a larger bonnet bulge, updated bumpers, four exhaust tips, and a badge on the rear that proclaims it to be a V12.  It also featured uprated brakes, power steering as standard and a large horizontal scoop added to the underside of the bonnet to assist with cooling. The interior was entirely new in the V12, with more comfortable seating, stylish new door panels and a smaller, dished and leather-rimmed steering wheel.  Being slightly larger and altogether much softer in nature, the E-Type in Series 3 form had lost the wildness of its youth but gained the long-legged touring profile, to which it was arguably better suited.

The lovely example on offer here is the property of a family estate, being sold after its loving owner sadly passed away. It's an original UK-supplied, right-hand drive car, factory specified with the desirable manual gearbox and finished in Primrose Yellow with a black leather interior, arguably, one of the best-suited colour combinations for the Plus 2 silhouette. Our vendor purchased the Jaguar in 2012 and, whilst overall it appeared in good condition, some areas of the underbody were suffering from corrosion. Consideration was given to attempting localised repairs but, eventually, the decision was made to commission a total nut and bolt restoration of engine, body, interior and axle. The owner was fastidious in keeping track of all his expenditure and, accompanying the car, is a ledger detailing all payments made during his tenure totalling over One Hundred Thousand Pounds. He also recorded the various stages of restoration photographically. Also supplied with the car are a large number of invoices and MOTs dating back to 1985, and other partial history dating back to the 1990's, and viewing of the various document folders is highly recommended.

Having spent some time in storage, the family asked the company that carried out the restoration to refresh it and prepare it for sale. This fabulous E-Type is now in show winning condition, on the button and absolutely ready to enjoy. 

36,000 miles, well-maintained and with the desirable manual gearbox

•    UK-supplied right-hand drive, manual box, 36,000 miles•    Superb F430 Berlinetta gloriously finished in Argento with a red leather interior•    1 of circa 100 examples in right-hand drive, supplied to the UK with a manual gearbox•    Most recent service carried out (February 2019) by marque specialist Stewart Roden Motors•    Supplied with a UK V5c, the original tool kit and tyre compressor

Manufactured from 2004 until 2009, the Ferrari F430 was the successor to the very successful 360M and, according to its creators, was at least 70% new compared with the previous model, itself a ground-breaker. Its aluminium structure was more rigid than the 360's, it had a new engine, a new F1 gearbox, a new differential, and a brand-new chassis and, although the styling is obviously reminiscent of the 360M's, in reality, it's pretty much a ground-up design. Largely the work of Pininfarina, although overseen by Ferrari's design chief Frank Stephenson, the F430 still looks fresh today, more crisp-edged than the 360, with a strong hint of Enzo around the surface-erupting tail-lights.

Its all-new 4.3-litre V8-engine, with four valves per cylinder instead of the 360's five, and chain camshaft drive instead of belts, with a consequential reduction in service costs, has a variable-valve-timing system lifted straight from the Enzo's V12, dry-sump lubrication, a very high compression ratio (11.3:1), a variable airflow plenum chamber, and an enormous electronic brain making the decisions in the form of not one, but two, Bosch Motronic ME7 ECUs. At 483bhp, it boasts 21% more power than the 360, exceeding even that of the mighty (and turbocharged) F40, whilst the torque spread is extraordinary for an engine keen to howl beyond 8500rpm.  All of these factors contribute to a 0-62mph time of just 3.7 seconds and a maximum speed in excess of 196mph.

The advancements in the 430 continued with the 'Manettino', the steering wheel-mounted selector for stability systems, damping, shift speed, and throttle response.  Additionally, there's the 'E-diff', whose calibrations this alters, a clever, clutch-controlled active differential that sorts out waywardness, not by inhibiting one rear wheel, but by pouring more torque into the other. Ferrari reckons that it's worth three seconds a lap at the Fiorano test track, and it certainly helps make the F430 a far more forgiving machine than the 360, and a car of supremely subtle and keen responses.

Offered here is a UK-supplied, right-hand drive 2005 Ferrari F430 Berlinetta with the desirable manual gearbox. Finished in Argento Silver the interior is trimmed in red leather. Our vendor purchased the car some six years ago and has since had all maintenance carried out by marque specialist, Stewart Roden Motors of Edinburgh. The latest service was done in February ’19 resulting in an invoice for £2,500+vat. For the last three years, all maintenance work has been photographically recorded.Now showing 36,000 miles, this car is in super condition and presents an opportunity to own a useable Ferrari with sensible mileage. Supplied with its 6-CD changer, original Ferrari toolkit, compressor and foam tyre compound. All the original manuals and handbooks are included, except for the F430 Owner’s manual, which is on PDF. The vendor is to retain his private registration so the car will arrive at the sale with an age-related registration.

A manual V8 Ferrari, what’s not to like?

Fastidiously built to a high standard, fast, fresh and ready to race

• Bodyshell built five years ago from an original 1991 E30 M3 to a very high standard. Strengthened and seam-welded

• Full custom-made roll cage with front and rear turret pick-ups including differential and rear beam

• 2.5-litre engine rebuilt by Lester Owen. Just five hours light use. Group 'A' Gearbox, 4:1 Diff by JC Racing

• Suitable for circuit racing or rallying, a beautifully put together package with no corners cut

The legendary E30 M3 needs no introduction, and in Classic rallying or Historic touring car racing, these are proven cars that remain competitive and continue to deliver results, not to mention being a superb driving experience. This example has been painstakingly prepared to the very highest standards four/five years ago by Mark Astill, Bob Shields and Graham Tathams, and has an extensive specification which includes;

  Shell

• Bodyshell built to ‘Prodrive Rally M3' specification. Fully seam welded and strengthened

• Carbon bonnet. Carbon boot. Lightweight front wings

• Custom cage using front & rear turrets, differential, and rear beam pick up points. Overhead cross roll bar

• Side exhaust shell prep. Rally quick-jack pick ups

• DTM style wing mirrors. All windows and screen are glass

• Finished in Alpina Group 'A'/DTM livery

Suspension

• Fully rose-jointed. 'Cornering Force'

• Group 'A' front legs with Prodrive front hubs Group 'A' front control-arms. Strengthened rear beam axle carrier

• Strengthened rear trailing arms, all Group 'A' specification

• 'Cornering Force' adjustable blade anti-roll bars, front & rear

Engine/wiring

• Motorsport wiring loom with intercom. DTA ECU

• Full Lester Owen engine rebuild with receipts 2018, circa 285hp 

• 'Motorsport' carbon Group 'A' air intake with carbon cold-air front intake duct

• VIBRA-TECHNICS engine mounts. Large baffled sump. Larger alternator pully

• Bespoke stainless exhaust with DTM style rear silencer

Gearbox

• Group 'A' dog-box, long first gear with AP racing clutch (5 hours use)

• 4.1 diff by JC Racing with Z3M rear back-finned cooling cover

• DTM gear linkage and gear knob

Brakes

• Front Brembo 4-pot. BMW discs 330mm. Pagid pads

• Rear TAROX 6, BF 4-pot on TAROX discs. Pagid pads

• Full stainless braided brake lines with all stainless steel fittings (elbows and unions)

• Front to rear bias system

Interior

• Flock dash with DTM 6-dial centre console

• Front & rear M3 door cards

• Fully plumbed-in fire extinguisher (needs service), FEV on-circuit test system 

• 5-point harness (belts in date). Lightweight battery with jack points

Wheels

• 5-stud, 3-piece AGS lightweight DTM-style wheels with one track day use fitted with Kumhos

In summary, with a cost-to-build far exceeding our suggested guide price, we believe this E30 M3 competition car represents superb value and, with very little time or cost, could be eligible for many events including club racing, rallying, sprint racing or hill climbs, making it a very versatile package indeed.