The GT was the ultimate development of the 928

• Only 25,900 warranted miles and never been restored

• 5.0-litre V8, 326bhp, a 5-speed manual gearbox and sports suspension 

• Superbly finished in Guards Red with Linen leather piped in black

• Supplied new in June 1991 by Roger Clark Cars of Leicester

• With a comprehensive history and a recent service by Porsche Centre Guildford  

Porsche's intended replacement for the 911 may not have achieved that particular goal, but it wasn't for a lack of performance or technological wizardry.  An alloy V8 was attached to a rear-mounted gearbox, and the galvanised body had aluminium doors and bonnet, plus body-coloured plastic bumpers - pretty radical for its time. The 928 was launched to a fanfare and surprised many by being named European Car of the Year, an award that traditionally went to worthy, but dull, family hatchbacks.

Critics immediately recognised the advances inherent in the 928 over the 911, and the car was universally praised as one of the greatest 'GT' cars of all time.  It handled, it was quick, it looked fantastic and it was comfortable. With the 928, Porsche created a serious long distance grand-touring car that could also tackle twisting B-roads with ease, thanks to super-direct steering, 50/50 weight distribution and a clever Weissach rear axle that kept the car firmly planted.  Many road testers found that their nerve ran out long before the 928's grip.  Porsche continuously developed their range-topper throughout its production life, culminating with the launch of the S4 in 1987, which differed slightly from the earlier Series cars with its smoothed-off front and rear bumpers, larger rear spoiler, more interior equipment and a 5-litre version of the V8 engine developing 316bhp.

1989 saw further development in the story of Porsche's 928 with the launch of the GT featuring a more powerful 5.0-litre V8 capable of a creamy 326bhp, but more importantly, the introduction of a 5-speed manual gearbox for those who wanted a more sporty driving experience. The GT also sported twin exhausts, uprated camshafts, and sports suspension - the ultimate 928 had arrived! 

H550 NGM was registered on the 01/06/1991 at Roger Clark cars of Leicester and was maintained by them in its early years. The car has travelled a mere 25,900 miles in its 28 years and has clearly been cosseted and never been restored or indeed needed to be. 

This delightful GT has a fully documented history as detailed below,

October 1991 - 1,800 milesNovember 1992 - 5,000 milesJanuary 1994 - 7,986 milesMay 1995 - 10,360 milesOctober 1996 - 13,667 milesDecember 1998 - 15,098 miles (stored then for 11 years)May 2011 -  20,400 milesMay 2012 - 21,850 milesMarch 2013 - 22,182 milesJune 2015 - 24,301 milesMay 2016 - 24,662 milesMay 2018 - 25,229 miles 

Presenting really well in its Guards Red livery with a stunning Linen leather interior and the seats piped in Black, this 928GT is simply unrepeatable with this sort of provenance. The car is accompanied by the original Book Pack and, as mentioned, fully stamped service book whilst it was on the road. It has been enjoyed by six, obviously careful, previous owners with the current custodian having that pleasure since 2014.  

A truly outstanding find for any Porsche collector or enthusiast.

UK-supplied, right-hand drive and only 78 miles from new

• 'Tailor-Made' Livery No. 54: “Celebrating an Anniversary”

• Inspired by the 1987 F40 in 'Monte Shell' livery Chassis #80742

• UK-supplied, right-hand drive and only 78 miles from new

• The sole California 'T' finished in these colours

• One of only five Ferraris produced worldwide in this unique livery

To celebrate and mark Ferrari’s 70th anniversary, the legendary manufacturer looked to its 'Tailor-Made' (Fatto so Misura) department to showcase its capabilities, rather than producing a limited-edition model, as they had done on previous occasions with cars such as the F40. The Tailor-Made programme continues a longstanding Maranello tradition which began in the 1950s and 60s, a time when clients personalised their cars as a matter of course and enjoyed huge freedom when it came to materials, colours and finish. The result was genuinely unique cars tailored to suit the desires of each individual owner.

Using their existing model range; the F12, GTC/4 Lusso, 488 GTB, 488 Spider, and the California T, seventy varied liveries and specifications were designed representing models or individual cars from Ferrari's illustrious history. Each of the 70 liveries and specifications was applied to only one car, meaning that each car was unique, in the correct sense of the word, making them hugely desirable.

One such example is the car offered here, a 2018 Ferrari California 'T' sporting 'Livery number 54' in Bianco Italia paintwork with Giallo Modena and Rosso Corsa stripes. Known as ‘Celebrating an Anniversary’ the inspiration for this car came from the 1987 Ferrari F40, chassis #80742, which was driven to Italian GT Championship victory in 1993 by Marco Brand and went on to become the most successful F40 in history and the only F40 to have won an FIA Championship.

Aside from its subtle, but stunning colour scheme, this limited-edition California 'T' sports other desirable options such as; red brake callipers, carbon exterior sill kicks, special handling package, aluminium driver and passenger footrests, Navtrak anti-theft system, and fully electric seats.

This UK-supplied, right-hand drive car has only covered 78 delivery miles and presents in sublime condition. The commemorative plaque shows the car is 1 of 1. Any low production or limited-edition Ferrari is likely to remain sought after, probably for ever, but these 70th Anniversary, Tailor-Made cars with their unique liveries and specifications are even more special. 

A superbly restored example of the rare and exclusive Aceca.

•  #AE743 is a UK-delivered, right-hand drive AC Aceca originally ordered in Mist Green with green leather

• Owned by our vendor for the past seven years, having purchased it, fully restored, from a Mr Humphries in 2012 

• Mr Humphries bought this Aceca to restore with the intention of making it 'the best in the world'

• Engine completely rebuilt by Hurley Engine Services. Water jacket and crankshaft modified by Rod Briggs

• Superbly finished in Javelin Grey. Completely new tan leather interior by David Nightingale

• This is a rare and desirable motor car and represents exceptional value for money  

Following WWII and in an effort to modernise their lineup, AC was keen to replace the trusty Weller-designed, overhead cam, six-cylinder, two-litre 85bhp engine, which was first used in 1919. The company met John Tojeiro, chassis engineer and racing car designer, and an existing tried and tested design of his (Cliff Davis' little sports-racer) was purchased and modified for road use. The new model, named the Ace, used a strong 76-mm tubular ladder frame chassis with transverse leaf and wishbone independent suspension front and rear but for the time being, retained AC's own venerable, 2.0-litre, long-stroke six. The light aluminium bodywork bore more than a passing resemblance to Ferrari's pretty 166 Barchetta, however, the car's styling was right up to date, and incredibly handsome if somewhat derivative. Announced in 1953, deliveries of the first 85-bhp Ace from Thames Ditton were not available until April 1954. The Motor magazine claimed 0-60 mph in 11.4 seconds and 103 mph with 25.3 mpg. A total of 223 AC-engined Aces were built, weighing in at 1,685 lbs and carrying an initial price tag of £1,439.

The AC Aceca, a three-door and very sleek fastback, was previewed in 1954 becoming one of the very first hatchbacks along with the new 1953 Aston Martin DB2/4. Deliveries were delayed until January 1955, and eventually, only 151 AC-engined Acecas were built. Unlike the Ace, the Aceca had wood-framed doors, was slightly heavier at 1,840 lbs, and to reduce noise levels within the cabin, AC mounted all major components on rubber bushes. Performance was respectable, if not outstanding, but the combination of a fine-handling chassis, light weight, and classic good looks resulted in a desirable GT in the best AC tradition.

According to the AC Aceca Registrar, 'AE743' is a UK delivered, right-hand drive AC Aceca originally ordered in Mist Green (one of only six ever finished in that colour) with a green leather interior. The engine is the original six-cylinder AC unit (CLB2431W7) fitted from new. Our private vendor has owned 'RPN 626' for the past seven years, having purchased it, fully restored, from a Mr Humphries in 2012 and the V5 shows only three owners prior to him.

According to correspondence in the history file, Mr Humphries bought this Aceca to restore with the intention of making it 'the best in the world'. At the time of his purchase, he owned three garages in and around Bath and he tasked one of his long-standing technicians with the responsibility of returning RPN 626 to its very best. However, all major works requiring specialist skills were contracted out to various experts in the marque including Spencer Lane-Jones, TT Workshop, Rod Briggs, Hurley Engine Services, and David Nightingale. A brief summary is below:  

• Engine: completely rebuilt by Hurley Engine Services

• Water jacket and crankshaft modified by Rod Briggs

• Gearbox overhauled by the TT Workshop. New clutch assembly and master cylinder. 

• Chassis and Bodywork cleaned and powder coated

• Rear axle stripped, checked, and reassembled with all new seals and joints

• Prop shaft, driveshaft and universal joints stripped, cleaned and reassembled

• All suspension parts stripped, cleaned, powder coated, and reassembled with new parts as required

• All wheel-hubs and bearings replaced  

• Bare metal repaint in Javelin Grey.

• All new interior alloy panels

• New tan leather interior, headlining and carpets by David Nightingale

• All dashboard wood replaced by the 'Posh Dash Co'

• New shoes, wheel cylinders, drums, master cylinder, handbrake and ratchet with a new cable

• Electrics: new wiring loom, new front and rear lights, new dynamo and new battery

The results of this long-term attention by talented people are remarkable and the car's post-restoration freshness has

The sixth production car, bought new by acting legend Tony Curtis

• The sixth production SS Roadster built, bought new by acting legend Tony Curtis in 1965

• Purchased directly by Donald S. Gilmore for display at the Gilmore Classic Car Museum until 2007

• Bought by our vendor and UK registered in 2008. In superb unrestored condition. 6,500 miles

• 5385cc Chevrolet V8, auto box, steel chassis, aluminium body and independent suspension

• 0-60 in 5.7secs and 150mph. Classic & Sportscar Magazine featured. 'Every journey is an adventure'

• Included are the transfer documents from Tony Curtis and even a photo of him with the car  

The Excalibur story began back in 1964 when renowned industrial designer Brooks Stevens, at that time working as a consultant to Studebaker, was asked to design a show car for that year's New York Auto Show. An avid automobile enthusiast and collector, Stevens was a fan of the pre-war Mercedes-Benz SSK and sold the idea of a 'contemporary classic' take on the German sports car to Studebaker, at that time Mercedes importers. Brooks Stevens had first ventured into automaking on his own account with the Excalibur J, a two-seat sports car on a Ford chassis, that enjoyed a successful, if brief, competition career in the early 1950s. The prototype Excalibur SS was ready three days before the New York Auto Show where it caused something of a sensation, albeit too late to save the ailing Studebaker Corporation. A long list of potential buyers resulted, one of whom - a Chevrolet dealer - asked if the car could be built with a Chevrolet Corvette engine. Stevens was only too happy to oblige. An advertisement in the Wall Street Journal generated sufficient deposits to enable production to start, and in 1966 the company moved into premises in Milwaukee, Wisconsin, trading as SS Automobiles Inc.

Since then Excaliburs have been owned by many famous celebrities including Frank Sinatra, Steve McQueen, Dick Van Dyke, Burt Lancaster, Ronald Regan, Sonny & Cher, Dean Martin, Jackie Gleason, Rod Stewart, Jay Leno, Arnold Schwarzenegger and of course, Tony Curtis. Having been catapulted to the Hollywood A-list during the 1950s with films such as 'Some Like it Hot' and 'Operation Petticoat', Tony Curtis had it all by 1965. He owned a string of cars that included 1930s Rolls, Bentley and Duesenburgs and probably appreciated the 1930s 'look' of the SS but with a modern automatic gearbox and reliable Chevrolet V8.

The car delivered to Tony, chassis number 1006, was finished in Maroon with contrasting black interior, and an accompanying photograph shows Tony posing proudly. However, his ownership appears to have been very brief for, on the 16th February 1965, the car was bought by philanthropist Donald S. Gilmore for $7,895, as seen in the accompanying Tax Declaration. The declaration is one of two documents that ratify this unique provenance, noting Tony Curtis' then home address at 1178 Loma Linda Drive, Beverly Hills. Mr Gilmore was a friend of Walt Disney and very probably it was he who introduced Tony Curtis and the car to Mr Gilmore. Upon purchase, the car was destined to become one of the star attractions at the soon to be launched Gilmore Car Museum in Michigan where it was on display until 2006. Press clippings from the period state that Mr Gilmore's brother had achieved nearly 100 miles per hour in the car before it was put on display.

The car was put up for auction by the museum in 2006 in the same condition it is today with a mileage then of some 6,252 miles. In 2007 the car was for sale with the highly regarded Motorcar Gallery of Fort Lauderdale, Florida whereupon it caught the eye of our vendor Dr David Williams who personally imported it car into the UK, registered as 'KSK 693' on the 1st March 2008. As a life long fan of 'The Persuaders!' and finding himself with more in common with Tony Curtis' Danny Wilde than Roger Moore's Lord Brett Sinclair the car formed the cornerstone of his collection. Since 2013 Dr Williams has been a valued client of Silverstone Auctions, adding to and refreshing his collection over the years with us.

As part of a substantial car collection made up of an eclectic mix of low mileage high performance and luxury motorcars, the Excalibur has only been driven on high days and holidays, covering just 200 or so miles during his ownership. The stated mileage of 6,420 miles is highly credible due to the fact that from a month or so old it was in the Gilmore collection and on display in the museum until 2006. The car has featured in a number of articles, including The Times and Classic and Sports Car magazine.

A test drive by this consignor found the car to be responsive

A low-mileage, manual gearbox Spider in a classic colour combination!

• Finished in Rosso Corsa and Nero with a desirable 6-speed manual gearbox

• UK-supplied, right-hand drive showing just 12,600 miles

• Offered with a UK V5c. MOT tested until 23/04/20

• Full cambelt service by Greypaul Edinburgh Ferrari in October 2018  

The Ferrari F355 is now considered a modern classic, so beautiful, so well-engineered and so well received that it marked the beginning of the end of the old-guard ‘Ferraristi' philosophy that the only 'real' Ferraris were ones with 12-cylinder engines. The F355 Berlinetta burst onto the world stage in the Spring of 1994, with the Targa GTS and Spider following in 1995. The new car shared almost exactly the same dimensions as its predecessor, the 348, yet it was virtually a new car, as its flowing coachwork indicated. Many hours of wind tunnel testing influenced the harmonious shape which incorporated an F1-style flat bottom with channelled airflow generating enough down force to offset any lift.

The F355's name is derived from its 3.5-litre V8 engine and five valves per cylinder - as denoted by the ‘Cinquevalvole' inscription on the rocker covers, and this longitudinally mounted power unit generates an impressive 374bhp at a spine-tingling 8250rpm. The con-rods are titanium alloy, the clutch is housed in magnesium alloy, and the Bilstein shock absorbers use electronic sensors to provide active damping. In 1994, the Ferrari F355 was a technological tour de force. Around Ferrari's 1.86 mile Fiorano test track, the F355 was two seconds a lap faster than the 12-cylinder, 512 TR and that level of performance, combined with its sensational shape, ensured its success on the world stage.

This particular example is a right-hand drive 1997 Ferrari F355 Spider registered in the UK on 21/04/97 to its first owner. Finished in Rosso Corsa with a Nero interior, this striking car is fitted with the more desirable manual gearbox and was specified from new with air conditioning, a stereo CD player, and black brake callipers. Accompanying the car is the service book which records the latest service in October 2018 carried out at Graypaul Edinburgh Ferrari where the car was the recipient of a major service including cambelts, resulting in an invoice of £2,699.

The car has had four former keepers and is supplied with a UK V5c, an MOT until 23/04/20, its original handbooks in their leather wallet and its toolkit. This, highly sought-after, 6-speed manual F355 Spider finished in a classic colour combination is now showing just 12,600 miles and is undoubtedly one of the finest 355s on the market today  

Truly stunning and very rare, showing just 39,000 miles from new

• Superbly presented Series III supplied new by Jack Barclay in 1991

• Absolutely delightful combination of Royal Blue over blue-piped magnolia hide

• Excellent electric hood in matching blue mohair with a blue-piped magnolia fitted cover

• Just over 39,000 miles from new confirmed by the comprehensive service history

• Offered with an MOT (January 2020), spare keys, full and original book pack set and service schedule

• Just 574 Bentley variants were produced compared to 4,458 Rolls-Royce Corniche convertibles    

The Bentley continental and Rolls-Royce Corniche convertibles were built in Crewe both utilising the 6750cc traditional Rolls-Royce alloy engine, and GM auto gearbox found in their saloon variant, known as the Silver Shadow. The Series I Bentley and Rolls-Royce Corniche Convertible versions of the Shadow and T1 models first appeared in 1967, and production continued up until the first major face-lift in 1988 to the Corniche II with ABS and airbags now standard, and subsequently the Series III at the 1989 Frankfurt Motor Show when new alloy wheels, a revised interior, colour-coded bumpers, a more advanced suspension, and MK-Motronic fuel injection were introduced. The final version, the Series IV, arrived in 1992.

This particular Continental Series III has the benefits of the Rolls-Royce Corniche III upgrades and is a UK car supplied through Jack Barclay when new. The full and comprehensive service history confirms the current indicated mileage of just over 39,000 miles. It is finished in arguably the best colour combination of Royal Blue with Magnolia hide, piped blue, and a blue electric soft top. It sits well, drives superbly and looks very smart in the metal. Between 1967 and 1995 just 574 Bentley convertibles were ever made, compared to 4,548 Corniche convertibles, making this car a rare and special opportunity underpinned both by its condition and provenance.

Coming from a private Bentley collector and connoisseur of note, it is offered with an MOT until January 2020, spare keys and both the full and original book pack and service schedule.  

Very rare and provides some of the most visceral thrills available in a road car

• A genuine 'Clubsport' (One of only 100) delivered new to its German owner in April 1995

• Subsequently, owner and car moved to Australia in 1997. Shipped to the UK in 2013 by our vendor

• Whilst in Australia, the car was used for Motorsport events only and never registered for the road 

• New factory engine no. 63S86220. The original has been rebuilt by a Porsche specialist and exists today

• Lots of attention on its arrival in the UK. Details in the history file

• Now UK-registered (M100 RSR) and will be freshly MOT'd prior to the sale

Perhaps the wildest normally aspirated Porsche 911 produced by the factory is the Carrera RS 3.8, and it is indeed a venerable wolf in wolf’s clothing. There is no hiding the car’s intent, which is to cover ground . . . very quickly.

It was based on the Carrera Cup competition car and specifically conceived as a homologation special built in a great enough quantity (at least 50 units) to qualify it for the BPR GT3 and GT4 categories as the RSR 3.8. It was offered only to the European market and appeared after the original 3.6-litre engine RS of 1992 had gone out of production. The standard 3.6-litre engine of the Carrera RS was bumped up to 3,746 cubic centimetres by an increase in its bore to 102 millimetres, but it still retained the RS’s standard 76.4-millimetre stroke.

This engine, the Type M64/20, was fitted with Porsche’s innovative Varioram variable-length intake system and produced a very healthy 300 brake horsepower at 6,500 rpm and 262 foot-pounds of torque at 5,400 rpm. The latest version (2.10) of the Bosch Motronic engine-management system kept tight control over both the twin-plug ignition and the fuel delivery through individual port throttle bodies. A new hot-film sensor replaced the previous flapper-valve arrangement, and at the exhaust end of the equation, waste gasses were fed through a pair of catalytic converters and out the twin tailpipes.

Along with the engine updates, an important component of this competition-oriented machine was to make it as light as possible. The RS was brought down to a svelte 1,280 kilograms by deleting such amenities as the headliner, electric windows, electric mirrors, central locking, intermittent windscreen wipers, radio speakers, power-adjustable seats, a rear defroster, airbags, and sound insulation. Removal of all these comforts resulted in an effective weight loss of 100 kilograms. The RS package added a number of performance features to the car, which included thinner window glass , simplified interior lighting, an alloy front boot lid and doors, lightweight interior door cards, Recaro sports seats, a front strut-brace, ball-joint front damper mounts, and adjustable anti-roll bars with five positions for the 24-millimetre front bar and three positions for the 21-millimetre rear piece.

The gearbox is a Type G50/31 six-speed manual transmission, with its gearing optimised for acceleration rather than top speed. Immense 265/35ZR-18R tyres in the rear and 225/40ZR-18 tyres in the front are mounted on specially made 18-inch “Speedline for Porsche” three-piece, light-alloy wheels with magnesium centres, which are 9-inches wide on the front and 11-inches wide at the back.

Offered here is a great example of the 993 RS delivered new to its German owner in April 1995 and ordered in the rare 'Clubsport' specification. Aimed directly at endurance racing events, such as the Nürburgring, the Clubsport was further stripped of carpeting and fitted with a welded-in roll cage, strut tower brace, bucket seats with six-point Schroth harnesses, as well as a battery kill switch and fire extinguisher. Compared to the “standard” RS, only 100 such examples were built for GT2 homologation. When he subsequently moved to Australia in 1997 he took the car with him. 

As per the design remit, it was used for some club motorsport events only and never registered for the road which explains its low mileage of only 48,970 miles ( 78,353 km). Whilst being driven by Cameron McConville, latter-day V8 Australian Supercar driver, the engine developed a fault and was replaced by a new factory unit (Engine no. 63S86220). This original engine (63S85579) was purchased by John Good and rebuilt by a Porsche specialist in Melbourne and exists today should a new owner wish to complete the marriage of the car and original engine. The Porsche Letter of Authenticity confirms the original details and a photo record of the old engine is present in the history file. The Australian Motorsport Logbook lists the car's competition histor

Bullet point should read - Recent top end engine refresh at Tolman Motorsport, 5-Speed ZF Gearbox FIA papers are not in date and will need to be re applied for

A real 'Racing car for the road' just as Colin Chapman always intended.

• Recent engine refresh at Tolman Motorsport, 5-Speed ZF Gearbox

• Restoration by Specialist Paintwork

• Prestigious and continuous Motorsport history. FIA Historic Vehicle Identity Form, FIA Identity Card

• Eligible for Goodwood Revival, Tour Auto andTour de France

• Independent suspension, a ZF gearbox, disc brakes, a Coventry Climax all-aluminium engine and a very low drag coefficient of just 0.29 - makes for a great driver's car

The Lotus Elite, when first launched in 1958, put Colin Chapman and Lotus cars very firmly on the map. It utilised a 'monocoque construction' which meant there was no separate chassis and the body was 'load bearing', and whilst this was becoming accepted practice, the Elite was the first time it had been attempted in glass-fibre. When combined with the independent sporty suspension, a ZF gearbox, disc brakes, a Coventry Climax all aluminium engine and a very low drag coefficient of just 0.29 - it made for a great drivers car. So much so, that by production end in 1963 over one thousand had been produced and Lotus was now a credible British sports car manufacturer.

The elite on offer here was originally invoiced and exported new to Yngve Nystrom in Sweden on 16/03/61 in Stage III tune as Nystrom had recently become the Lotus dealer in Sweden and set up a team of Elites for the 1961 Swedish GT Championship. This was not his own car but sold to A B Motale Bilstrum in May 1961 and is understood to have raced in the Championship in the early 1960s.

The engine number is different from than that referred to in Lotus records which may be explained as a clerical error or, more likely, the fact that Elites became eligible for the 1150 cc class in the Swedish GT Championship in the early 1960s by taking advantage of regulations that permitted the fitting of new cylinder liners that reduced capacity to 1140cc. 

The car appears to have been first road-registered (L25406) from 1966 until at least 1971. In the summer of 1989, the car was shipped to Neil Twyman Engineering in England and bought for rallying by the present owners that December. The body was stripped, re-gel coated and painted by Alan Rigarlsford's Specialised Paintwork Ltd who had more than 50-years’ experience of fibreglass restoration, specifically of Lotuses, since working for Mike Spence’s Lotus dealership in Maidenhead in the 1960s. The engine and ZF gearbox were rebuilt by Doug Lawson (ex-McLaren). All Elite replacement parts, modifications and advice were sourced from Tony Bates, the leading Elite expert at the time.

Upon completion, it was UK registered in March 1990 and competed in several UK-based rallies during the year, including the RAC Britannia Rally and the Belgian Historic Rally. In the winter of 1990/91, the engine and gearbox were stripped, checked and re-assembled with replacement parts as necessary in preparation for the FIA European Historic Rally Championship – an exclusively tarmac stage rally championship - and other overseas events in 1991. Participation subsequently became less frequent, so much so that the car was eventually put into dry storage in the late 1990s, remaining there until 2011 when it was readied for road use, covering less than 100 miles a year until 2019 when the decision was taken to prepare the car for sale.

The body was returned to Specialised Paintwork to restore to pristine condition. Tolman Motorsport refreshed the engine and fitted a 4.22 differential (in place of the 4.88 used for rallying), carried out a detailed inspection and replacement of all other mechanicals. Detailed invoices for this work, the 1991 restoration, and the 1990/1991 engine and gearbox work are available for inspection together with related photographs and photographs of the car on its repatriation in 1989 and subsequently in competition. 

The Elite is fully road legal, with the all-important, in-date FIA Historic Vehicle Identity Form and FIVA Identity Card and is in competition-ready condition for rallying/racing where it would be eligible for events such as Tour de France, Goodwood Revival, Tour Auto etc. Alternatively, it can easily be returned to road-going trim. 

Competition Highlights;

1990 Coppa D’Italia (1st event)

Rally Britannia

Belgian Historic – 1st in class; 6th overall

Bavaria Rallye Historic 

Historic Vltava Rallye (Czechoslovakia) – 1st in class; 5th overall

500 Minuti Historic (Italy) – 1st in class; 3rd overall

Mitropa Historic Cup Series 1991 – Winner

San Remo Rallye Storica

Classic Marathon &nd

A collector-quality example with just 23,000 miles

• UK-supplied (C16) right-hand drive 911 (997.1) Turbo in Slate Grey Metallic with Sport Chrono package

• 6-speed manual gearbox, the most involving and driver-focused means of swapping cogs

• Legendary Mezger 3.6-litre engine; 473bhp, 0-62mph in 3.9 seconds and a top speed of 193mph

• Just 23,000 miles, a full service history and diligent ownership 

• Given a clean bill-of-health following a full Peter Morgan (Porsche specialist) inspection 

The Porsche 911 needs little in the way of introduction and the signature model of the road car line-up has, since 1975, always been the Turbo. When it first appeared, the 911 Turbo was something to be feared. Drivers clung on to this fearsome thing, its 258bhp making it one of the quickest production cars on sale. Each successive generation saw the 911 Turbo become more powerful and better resolved. By the time the water-cooled '996' generation car appeared in 1999, the Turbo had become genuinely civilised; rocket ship fast but civilised nonetheless.

The '997' generation 911 was an evolution of the 996 with many changes designed to improve quality while retaining that car's winning blend of performance and usability. Although the 911 (997) Carrera models appeared in 2004, it wasn't until 2006 that the Turbo version was launched. First shown at that year's Geneva Show, it was initially offered as a coupé (and later as a cabriolet) with an impressive specification. The Mezger 3.6-litre engine was continued, now producing 480bhp at 6,000 rpm and featuring VarioCam Plus and a pair of clever Borg Warner variable geometry turbochargers - a totally new technology for Porsche. With a manual gearbox, the 997 Turbo requires just 3.9 seconds to reach 62 mph and will go on to 193 mph. Power is transmitted to all four wheels with Porsche Traction Management (PTM) which uses an electronically controlled multi-plate clutch. This intelligent technology provides variable drive to each axle. The front/rear split is continuously adjusted based on current road conditions and driver inputs. Although biased towards the rear, the front receives more power whenever the situation requires.

The car presented here is a UK-supplied, right-hand drive, 2006 Porsche 911 (997) Turbo Generation I - which, importantly, means it utilises the well-proven and legendary 'Mezger' race-derived engine, which has a bulletproof reputation and doesn't suffer the same potential faults as the engine found in 997 Carreras or the later 997 Turbo Gen ll cars (launched in September 2009). This car really suits its Slate Grey Metallic paintwork and also has a 6-speed manual gearbox, providing the most involving and driver-focused means of swapping cogs. The car’s specification, including the Sports Chrono package, is also very desirable (for full specification codes please see image attached of Vehicle Identification sticker in front of the service booklet). 

This car has obviously been much-cherished, bestowing a level of condition, maintenance and performance that would have you believe it is perhaps only a few years old.  It was first delivered new, through the Porsche Centre West London, on the 22nd November 2006, and has an enviable service record, which ratifies its low mileage, being methodically serviced back at Porsche Centre West London, Porsche Centre Hatfield, Porsche specialists ‘Two Plus Two’ of the West Midlands, and latterly Porsche Centre Bristol (the latest at 22,993 miles).  The car has now covered a very conservative 23,052 miles. 

Back in January 2015, our fastidious car-enthusiast vendor was searching for the best 997 Turbo example he could find and commissioned renowned Porsche specialists ‘Peter Morgan Consulting’ to thoroughly inspect the car. They gave it a ‘clean-bill-of health’ and produced a detailed report for reassurance (a copy of which will accompany the car), with our vendor subsequently buying the car in March 2015. He has used it very sparingly on dry days, always ensuring it was garaged and serviced as required.  Regrettably, due to an impending house move, our vendor has conceded that the car must now find a new owner. 

These cars are just so well engineered and generate a real sense of purpose, being both a consummate GT car and an all-out race-car, when and if required. This is a real opportunity to buy a superb Gen l 997 Turbo for a remarkably tempting guide price. 

Superbly restored, historically important, post-war benchmark Mercedes 300 Cabriolet

• 1953 300b Cabriolet 'D' built in right-hand drive and finished in Gloss Black with a red leather interior

• Delivered to London, it was one of only seven Mercedes-Benz finished in right-hand drive during 1953/1954

• At 24,700 DM it was one of the most expensive, if not the most expensive car in the world at the time

• Stripped to bare metal and painstakingly repainted over the course of six months

• Engine, gearbox and suspension were fully rebuilt with parts sourced from marque specialists Neimoller of Mannheim

• The interior glass and interior brightwork were entrusted to a former Bentley craftsman

• Complete authenticity was paramount to the restoration effort and subsequently the car was selected by Mercedes-Benz UK to go on display at their Brooklands headquarters for eight months  

More expensive than the 300SL sports car and almost double the price of the contemporary top-of-the-range Cadillac, the Mercedes-Benz 300b was one of the world's most exclusive automobiles. It is also historically significant as one of Mercedes-Benz's first all-new designs of the post-war era, debuting at the Frankfurt Auto Show in 1951. The 300's arrival re-established Mercedes-Benz in the front rank of prestige car manufacturers, marking as it did a return to the marque's tradition of building high-performance luxury automobiles of the finest quality.

Although Mercedes-Benz would adopt unitary chassis/body construction for its lower and mid-priced cars as the 1950s progressed, the retention of a traditional separate frame for the 300 enabled a wide variety of coach built body types to be offered. The 300's cross-braced, oval-tube chassis followed the lines of the 170S and 220, with independent suspension all round and four-wheel drum brakes, but incorporated the added refinements of a hypoid bevel final drive, dynamically balanced wheels, and remote electrical control of the rear suspension ride height.

Initially developing 115bhp, the 3-litre, overhead-camshaft, six-cylinder engine - used in fuel-injected form in the 300SL sports car - was boosted in power for the succeeding 300b and 300c models, finally gaining fuel injection in the restyled 300d of 1957.

Custom built by Mercedes-Benz's most experienced craftsmen, the 300 was luxuriously appointed and trimmed with materials of the highest quality. Fast and elegant, it was one of the very few contemporary vehicles capable of carrying six passengers in comfort at sustained high speeds. The 300 was the car of choice amongst West German government officials, and throughout Europe and the USA, it was widely favoured by businessmen, financiers and politicians. Indeed, 'Adenauer' became the 300's unofficial model name, after German Chancellor Konrad Adenauer, its most high-profile customer. The conservatively styled 300 Saloon was soon joined by the 300S (Super), a model which succeeded in recapturing all the elegance of the pre-war 540K. Introduced at the Paris Salon in October 1951, the 300S was built in two-seater coupé, cabriolet and roadster forms on a shortened 300 saloon chassis. The roadster was the more sporty of the three, featuring a relatively simple hood that was almost totally concealed when folded down, whilst the cabriolet was more luxurious. Indeed with its lined hood erected the cabriolet was every bit as quiet and comfortable as the fixed-head Coupé. Unlike some of its spartanly furnished contemporaries, the 300b boasted a lavishly equipped interior featuring supple leather upholstery, beautiful burr walnut trim, chromium-plated dashboard instrumentation and precision-made switch gear.

This absolutely fabulous 300b Cabriolet D was built in late 1953 and its build sheet shows that it was right-hand drive, finished in Gloss Black with a red leather interior and was to be delivered to London. There may seem nothing remarkable about that until you consider that it was only nine years since the end of the war, the embargo on German cars had only just been lifted, and at 24,700 DM it was probably the most expensive car in the world at the time. It must have taken a certain disregard for sensibilities to drive a plutocratic German Cabriolet around the war ravaged streets of London which is probably why, during 1953/1954, only seven Mercedes were built in right-hand drive.

The story moves forward to 2013 when our vendor agreed to purchase OXP 2 in a stripped down state from a restoration company in the Midlands who were ostensibly restoring the car. However, over the following 12 months, very little appeared to be done, and the stand

Car has MOT to 11th July 2020

A superb example of these remarkable motor cars

•    UK-supplied and purchased from Maidenhead Honda in March 1992•    Four owners and a warranted 39,000 miles from new•    Presented in Sebring Silver and patently cossetted all its life•    Full service history, Honda bookpack and an extensive history file•    Every MOT present since 1995. Will be MOT'd prior to the auction

The legendary Honda NSX (standing for New Sportscar Experimental) was developed by the Honda Motor Corporation between 1984 and its eventual launch in 1990, with major chassis and suspension input from three times F1 World Champion, Ayrton Senna. The NSX featured a state of the art 3.0-litre V6 'VTEC' engine (variable valve timing) and an all-aluminium monocoque body, encompassing a revolutionary extruded aluminium alloy frame and suspension. This made the car very light and extremely strong.  Despite being developed during F1's turbo era, the NSX's 24-valve 3.0-litre V6 engine was normally aspirated. Equipped with the new VTEC variable valve timing system, the all-alloy unit produced 270bhp initially, which was good enough for a top speed of 168mph and a 0-60mph time of less than six seconds. Those performance figures put the NSX on a par with Ferrari's 348 GTB, but in terms of comfort, ergonomics, driving dynamics, and build quality, the NSX was in a different league entirely. Sadly, this superiority was not translated into sales, and by the time production ceased in 2005 fewer than 20,000 NSXs had been sold.

This lovely 1992 UK-supplied car is presented in Sebring Silver with a black leather interior has covered a documented 39,000 miles and is currently tucked away in storage where it has been for the last 3 years.Purchased from Maidenhead Honda in March 1992, its first owner kept it for 10 years before selling it in 2002 having covered just 8,000 miles. Coincidentally, the car's second owner also kept it for 10 years before selling it back to the son of the original keeper in 2012. Our vendor, who purchased the NSX in 2015 is, therefore, the 4th owner since new.There is a large amount of detailed history with the car including its service records which indicate that it has regularly been presented to both main Honda agents and independent specialists over the years, although not always annually due to the low mileage. It's supplied with the original bespoke briefcase supplied by the original Honda dealership which is packed full of history, NSX memorabilia, every MOT since 1995, the original Bill of Sale from Maidenhead Honda for £56,380, the PDI document, and the Honda book pack.

MOT history (date/mileage) documents included18.03.1995          5,39630.03.1996          7,26008.05.1997          7,45703.08.1998          7,96801.09.1999          8,11102.03.2001          8,18828.02.2002          8,35119.02.2003          14,44923.02.2004          19,37921.02.2005          23,71628.02.2006          26,12427.02.2007          27,97414.02.2008          29,63711.02.2009          31,53925.02.2010          33,20516.02.2011          35,40606.02.2012          36,56123.08.2013          38,29828.01.2015          38,51515.12.2015          38,71420.04.2017          38,933

The car will have a fresh MOT prior to the sale.The NSX is a remarkable motor car and, patently cossetted all its life, this is an absolutely lovely example. 

A magnificent example of Mercedes' luxury flagship

• A left-hand drive 300D delivered to Florida in 1960 and imported into the UK in 1989

• Some light restoration work in the early nineties. In a private collection prior to our vendor acquiring her in 2016

• Delightfully finished in Silver over Glazing Maroon with a unique Sahne leather interior also piped in maroon matching numbers. Fitted from new with power steering, a central lubrication system and an AM/FM Becker radio

• 88,000 miles from new, verified by many old MOTs. V5c and an MOT valid until January 2020

• New Stainless Steel exhaust fitted prior to the sale

Daimler-Benz AG emerged from the smoking rubble of World War II in somewhat precarious health, with production plants that had been pretty comprehensively levelled by Allied bombing. Far from being a broken nation, the resilience of the workforce was remarkable and Mercedes-Benz resumed car production in 1946, albeit with the prewar 170V, a modest middle-class car that had been their best-seller in the 1930s. However, in less than six years, the company was sufficiently confident to return to the luxury market when the Mercedes 300 was introduced at the 1951 Frankfurt Motor Show and for the duration of the Fifties, Mercedes-Benz prestige line-up was based on the 300 range, at the heart of which was essentially the same superb 2996cc overhead-camshaft six-cylinder engine found in the legendary 300SL 'Gullwing'. 

The 300 Saloon was aimed squarely at Captains of Industry and Heads of State - indeed, the model was nicknamed 'Adenauer' after Konrad Adenauer, the first Chancellor of the Federal Republic of Germany. In office from 1949 to 1963, he employed six custom convertible, hardtop, and landaulet versions during his tenure. Inside, the 300 was beautifully executed in polished wood, with deep bucket seats trimmed in either cloth or leather and a division was available as an option for those who preferred to be chauffeur driven. Improvements came with the 300B of 1954 in the form of twin Solex carburettors, along with servo-assisted brakes and minor styling changes while the 300C model of September 1955 saw the option of a Borg-Warner three-speed automatic for the American market. Introduced in August 1957, the 300d was the linear successor to the 300c, with a longer wheelbase, fuel injection, and unique hardtop configuration transforming it into a pillarless 'Phaeton'. An additional four-inches of wheelbase provided greater rear legroom, equalling that of the long wheelbase Rolls-Royce Silver Cloud. Removable rear quarter lights allowed an unobstructed view in and out from the front vent window all the way to the back, much valued in the model's popular role as a 'parade car'. Employing a slightly detuned version of the 300 SL sports cars Bosch fuel injected engine, the 300D produced 180 hp at 5500 rpm. Automatic transmission was standard and power brakes, power steering, and Artic-Kar air-conditioning were added as options.

This, wonderfully finished, 300D was delivered to North America in 1960, where its first proud owner was a lawyer in Tampa, Florida. It remained there until 1989 when it was shipped over to the UK and underwent some restoration work in the early nineties before spending some time in a private collection prior to being purchased by its current owner in 2016. Today, the car presents beautifully and does have real 'presence'. The  Tunis Beige over Glazing Maroon paintwork is clean and properly detailed with high gloss and quality finishing over the expansive surfaces with just a little evidence of paint touch up on the lower front arches. Although there are a few minor flaws, the car is remarkably preserved and in excellent overall condition. Panel fit is representative of the precision factory assembly as are the tight body to wing bead lines and door chrome trim. The stout doors hinge smoothly open and shut very well, retaining very good panel gaps and crisp latching. The bonnet and boot lid also exhibit proper fit and closure with consistent gaps. The chrome throughout is in very good condition, clean, bright reflections, though some areas show light hazing on the bumpers. All lenses, lighting, and glass are in excellent condition including the windscreen. The steel wheels are covered with beautifully polished stainless wheel covers, painted to match the factory paintwork.

The interior is a remarkable example of Mercedes-Benz quality showing handsome leather finishes and retains a fine original patina. The factory optional AM/FM Becker radio remains installed in the dash but currently is not working. The engine compartment is in very good condition overall and properly presented with correct p

One of only 42 RHD examples, in original, unrestored condition

• Arguably Maserati's first 'proper' supercar, named after an Adriatic wind

• Penned by the great Giorgetto Giugiaro, named 'Designer of the Century' in 1999

• The first Maserati mid-engined road car with the glorious 90-degree alloy V8 from the Ghibli 

• 4.7-litres, 310bhp, 0-60 mph in 6.6 secs and a top speed of 177 mph

• From 1971 to 1979, just 530 Boras were built, of which only 42 were 4.7-litre cars in right-hand drive

• In the striking combination of Rosso Fuoco, Senape Tan and stainless-steel

• In original, unrestored condition having been part of a Swiss collection for many years 

• The car has recently been treated to a sympathetic high-quality re-upholster (updated images of which will follow)

Maserati had enjoyed a golden age in the 1950s and 1960s, both on the track and with high-performance GTs like the original Ghibli.  But it wasn’t until the early 1970s that it produced arguably its first proper supercar.  Unveiled in 1971, the Maserati Bora was undoubtedly the star of the Geneva Motor Show, and one of the first great supercars of the 1970s.  It was also Maserati’s first mid-engined car with the glorious 90-degree 4.7-litre development of the Ghibli’s V8 engine mounted behind the front seats, producing a healthy 310bhp @ 6000rpm, the Bora transmitted its power to the road through a five-speed ZF gearbox, pushing this stunning coupe to a top speed of 170mph. 

Also pinched from the Ghibli was its designer, Giorgetto Giugiaro, who won out against Pietro Frua in the competition to clothe the Maserati flagship.  An impressively solid piece of work it was, too, and not just because Giugiaro was pretty much at the top of his game, ensuring the Bora’s iconic status amongst the Seventies supercar-elite.

The Bora stands just 1138mm high, with a stylish, brushed stainless-steel roof and windscreen pillars, and a huge rear window, enveloping a stunning interior with sinuous bucket seats, and sumptuously leather clad dash, door trim, centre console and rear bulkhead.  But it was practical too, with a decent-sized luggage compartment in the front end and a carpeted engine cover.  Maserati also fitted an adjustable pedal box, which was just one of a myriad of innovations that showed the influence that new owner Citroen was to bring to bear.  It made for a rather odd, old-school-brute-force-meets-idiosyncratic-French-tech driving experience, but that didn’t stop it becoming a must-have set of wheels for the rich and famous. Customers included Karim Aga Khan and Sophia Loren’s husband, movie producer Carlo Ponti.

With as few as 530 cars built, the Maserati Bora remains a rare car, and even more sought-after in right-hand drive form.

The car presented here is a 1975 Maserati Bora 4.7-litre and, intriguingly, just one of 42 such examples in right-hand drive.  This is a particularly desirable example in the classic colour combination of Rosso Fuoco, Senape Tan and stainless-steel. 

This matching-numbers car was bought by our vendor in 2013 to form part of his small and carefully selected, UK collection of classic cars.  He purchased it from a prominent Swiss car collection, where it had been since 1995, having been acquired from renowned UK classic car dealer Nicholas Mee. For the 18 years following 1995, the last owner always ensured that the car was regularly maintained/serviced, including an engine overhaul, at international classic car specialist ‘Bart Holland’ in The Netherlands.  

The car is in very original, unrestored condition and is believed to have covered the indicated mileage of just 16,651 miles (but this cannot be verified).  The car has recently been treated to a sympathetic high-quality re-upholster (updated images of which will follow) and some remedial cleaning to the chrome-work. 

Offering the perfect combination of performance, refinement and usability, the Bora is an eccentric grand tourer from a fascinating time in Maserati’s history.  Thanks to their rarity, especially in RHD, Boras have become quite collectable in recent years, and finding a well-kept original example can be difficult. Well maintained and ready to drive and enjoy, this Bora warrants serious consideration.

A lovely Mk1 Cortina with a freshly rebuilt Holbay engine

•    A lovely Mk1 Cortina with a freshly rebuilt Holbay engine •    Run by renowned historic racer, Martin Stretton, five seasons ago•    Has formed part of our vendors private collection since. Will require a check over before running again•    FIA papers expire soon but new ones have been applied and paid for•    Well cared for car offered at a competitive estimate 

The Lotus Cortina's serendipitous arrival resulted directly from Ford's decision to step up their motorsport involvement in the early 1960s. Their Head of UK Public Relations, Walter Hayes, spoke to Colin Chapman, asking him to come up with a competitive saloon, using their mainstream Cortina as a base that could be produced in sufficient numbers to satisfy the mandatory 'Group 2' homologation requirements, and with which the Blue Oval could beat all comers. The solution was to take Ford's bullet-proof 1500 Kent engine, fit it with a twin-cam cylinder head, pop it into a stiffened Cortina shell, sort out the suspension and brakes and paint a green stripe down the side. The cars would be built by Lotus at its plant in Cheshunt and marketed through their dealer network as the Ford Cortina Lotus. Once fully developed, the Lotus Cortina's (as they quickly became known) absolutely shone on track driven by household names including Jim Clark, Jackie Stewart, Graham Hill, Jackie Ickx, Roger Clark and many, many more.

This particular Cortina has been owned by our vendor, who is a well-known and respected historic racer, for the past few years and was run, around five seasons ago, by the renowned historic race car preparer, Martin Stretton Racing, to the highest of standards. Having sat in our vendor's collection for the past few years, the FIA papers will run out at the end of the year but new papers have been applied and paid for and, pleasingly the Holbay engine has just been fully rebuilt. There are two spare Minilite-style wheels with tyres that will accompany the car.

The car is eligible for a variety of prestige events such as the U2TC (in which the buyer of this car will get a free entry into the next race courtesy of our sponsor deal with Motor Racing Legends), Masters Pre-66 Touring Cars, and HSCC Historic Touring Cars. This lovely example, after the usual pre-race checks, could be gracing the track again and presents a fantastic opportunity to be in the thick of it on some of the most competitive and well-supported grids in historic motorsport and all at a very approachable cost. 

Restored in 2018 at a cost of å£150,000 and one of just 109 examples

• Built in 1968 and one of just 109 right-hand drive Silver Shadow Drophead Coupes

• Benefiting from a recent £150,000 restoration by marque specialists Michael Hibberd

• The receipted invoices show no expense spared. The engine was rebuilt at a cost of £28,000

• The odometer reading of some 50,000 miles is largely immaterial with such a well-restored car

• One of the finest examples we have seen and approaching its fiftieth year in outstanding condition

The Corniche, two-door convertible version of the Silver Shadow, has been, without doubt, the most successful convertible ever produced by Rolls-Royce. First introduced in 1966 as the Silver Shadow Mulliner Park Ward two-door drophead coupé. With waiting lists measured in years, these hugely desirable vehicles began to change hands at significant premiums over list price and one can imagine the hushed negotiations over the green baize of the gaming tables at Crockfords, the Palm Beach and Aspinalls. The car used a silky smooth 6.75-litre Rolls-Royce V8 engine mated to a three-speed automatic transmission, featured independent suspension with coil springs and hydraulic self-levelling, and the roof was electric, naturally. During its production run, a total of only 1,306 would glide smoothly out of the doors of Mulliner Park Ward.

This early Silver Shadow Convertible was supplied new through Mann Egerton Ltd, Norwich to an L A Trafford Esq. of Mulbarton Lodge, Norfolk and registered as 'GCL 11'. In September 2002, the Rolls-Royce was registered in Ireland, passing in 2006 to Robert Archibald of County Carlow. The next owner had the interior woodwork restored by A J Hickman of Lichfield in 2013, invoice on file, and then commissioned a mechanical refresh to include a brake service by PJG Autos of Bristol, which included new callipers, new master cylinder, and new discs etc. The steering box seals were replaced at the same time. With the car in fine fettle, it was purchased by the owner preceding our vendor in August 2014 and offered for sale two years later in 2017.

It was during our vendor's ownership that the car was to be the subject of a mammoth £150,000 mechanical and cosmetic restoration between 2017 and 2018 carried out by respected Rolls-Royce specialist Michael Hibberd of Langley, Berkshire. The invoices are incredibly detailed, every part used is listed together with the corresponding part number and cost. Running to some fourteen pages, the invoices show the commitment that our vendor made in restoring the car with no expense spared. Brief highlights of the restoration include an engine rebuild at a cost of some £28,000 and extensive works to the brakes and suspension. Attention was also paid to the chassis, fuel tank, boot floor and the underbody which was treated with Waxoyl rust proofing. The current odometer reading is a shade over 50,000 miles which is largely immaterial in such a well-restored car. We can supply electronic copy invoices for the work to interested parties prior to the auction.

Supplied to auction with an MOT until July 2020 and the superb history file noting its early ownership, this car is one of the finest restored examples we have ever seen and we recommend allowing plenty of time to read the extensive history, detailed invoices, and enjoy a close inspection of this unimpeachable restoration.

A magnificent right-hand drive example of the 599 with just 12,600km

• Delivered in right-hand drive, to its first owner through Ferrari Singapore in 2008. HGTE fitted 2010

• Finished in Nero with Bordeaux leather and carbon fibre Daytona seats with black inserts

• Main dealer serviced in Singapore with a recent Graypaul Ferrari service in 2018

• UK registered on 01/07/2018. The accompanying service history supports the mileage of 12,600km

• The 599's 6.0 litre V12 engine was capable of 0- 62mph in an incredible 3.7 seconds

• Supplied with book pack, UK V5c and a Shiltech condition report commissioned for the sale

The Ferrari 599 took over from its predecessor, the 575, in the summer of 2006 and brought the front-engined V12 Grand Tourer into the modern age. Whereas the 550 and 575, even at their introduction, always felt like modern classics, the 599 was every inch a new-age Ferrari. The all-aluminium chassis, F1 SuperFast gearbox, F1-Trac stability and traction control, magnetic semi-active dampers and carbon-ceramic brakes, all wrapped in aggressive, aero-optimised bodywork with minimal overhangs and maximum presence. Top billing, though, went to the engine - a lightly modified version of the Enzo's 6-litre V12 with a mighty 611bhp at 7600rpm, endowing Ferrari's new series-production flagship with truly sensational performance with 0-62 in 3.7 seconds and a top speed of 205mph.

Delivered in right-hand drive to its first owner through Ferrari Singapore in October 2008 and fitted with the HGTE handling package in 2010 by Ferrari Singapore. The Handling Turismo Evoluzione package was designed to deliver a more dynamic driving experience. The technical modifications included a modified set-up with stiffer springs and rear anti-roll bar as well as new calibration settings for the magnetorheological shock absorbers and most notably yellow brake callipers. The striking interior is a wonderful blend of dark red leather and carbon fibre trim, particularly to the dashboard, doors and kick plates. The steering wheel is also finished in carbon-fibre and incorporates LED change-up lights.

The car was UK-registered on the 1 st July 2018 and dispatched to Graypaul Nottingham Ferrari for a service. Present are the service booklet, original handbooks, and print outs of the maintenance history. The MOT is valid until May 2020 and on our recommendation, the vendor has agreed to get the car inspected by an independent specialist. The report by the Ferrari specialists Shiltech can be made available to interested parties before the sale.

The 599 GTB design is arguably the prettiest of the latter-day Ferraris and suits this colour combination perfectly.

Professionally prepared and competitive in the 458 ChallengeÊTrofeo

• 4.5-litre V8 with 570bhp and a 7-speed, dual-clutch paddleshift 

• A properly prepared, competitive car. Race winner in GT Cup and Britcar during 2017

• Maintained by the UKs leading 'Ferrari Challenge' specialist

• Driven at Goodwood Festival of Speed

• Fitted with an 'FF Corse' GTC Aero Kit. VBOX Lite in-car video system with OLED

Born as a racing car manufacturer that made road cars to pay the bills, Ferrari has never forgotten its illustrious sporting heritage. Today, alongside Formula One, the firm produces an unrivalled range of racing cars for customer motorsport one of which is the 458 Challenge. These cars were built to contest one-make Ferrari Challenge competitions - which the firm has run since 1993 and currently organises in Europe, the US and in Asia - the 458 Challenge was introduced in 2011.

The 458 Italia was a game changer for Ferrari, its jaw-dropping lines and eye-watering performance had petrol heads hooked at first glance, and coming shortly after the launch of the road car, the '458 Challenge' was debuted at the Ferrari Annual Dealer Meeting on 14th July 2010. Ferrari claimed their newest Ferrari Challenge racer lapped the Fiorano test track in 1:16.5, which was two seconds faster than its F430 Challenge predecessor and only 0.2 seconds slower than the Ferrari FXX.

Based on the 458 Italia, the Challenge uses the same 562bhp 4.5-litre V8 engine, which is left unaltered and in the same state of tune. It's matched to the road car's seven-speed dual-clutch gearbox, although here the ratios have been altered to deliver better torque at lower revs. However, whilst the engine and gearbox are carried over from the road-legal 458, don't be fooled into thinking the Challenge isn't a proper racer.

The most obvious visual clue to its intent is the large rear wing that debuted on the 2014 Evoluzione model and, as in the example here, has been retrofitted to earlier cars. In conjunction with under-body aerodynamics and a new front splitter, it helps generate lots of downforce, and the Challenge's wider front grille helps with cooling. Sitting 50mm lower than the road car, the Challenge's stiffer springs and single-rate dampers give the suspension a much firmer set-up, while centre-nut competition wheels are matched to Pirelli slick racing tyres.

Opening the feather-light composite door is a giveaway to the Challenge's focus on weight saving via the use of carbon panels and polycarbonate side-windows, although, thanks to the addition of racing kit like the roll-over cage, competition fuel tank and quick-lift air jacks, the Challenge is actually only 10kg lighter than the road car. Designed for gentleman drivers rather than professional racers, the Challenge retains ABS and traction control and from behind the wheel, the familiar 458 driver-focused dash is unaltered. The racing steering wheel features a three-stage 'manettino' controller that offers two track-optimised traction control calibrations and a fully-off setting.

This particular example was beautifully prepared by the factory to full European Challenge specification and, from new, was subsequently run and prepared by Ferrari Challenge specialists FF Corse, achieving race wins in both Britcar and GT Cup. This particular car benefits from a number of upgrades above a standard 458 Challenge car, notably an FF Corse 'Aero pack' which includes the multi-adjustable rear wing from the post-2014 regulation change along with a carbon fibre front splitter. It has been fitted with a VBOX Lite in-car video recording system with OLED. Recent works include a new CCP clutch pack at 29,700 Kms, rebuilt oil pump and oil service, a new battery, and a new starter motor. It recently benefitted from a high-quality re-spray which was then protected by Armorfend stone-protection film. The driver's seat belts are in-date until 2021 with the extinguisher valid until January 2020 and the car is supplied with two sets of wheels and tyres.

The 458 Challenge is a hugely competent design and, given the options of electronically controlling the car's responses, it will react well to drivers of limited experience who will quickly develop the talents required to handle 560bhp and 1350kg, and thanks to retaining an adjustable steering column and sliding seat, it's easy for drivers of any size to get comfortable. However, after a bit of practice and a few races, any reasonable driver should be able to return this car to being competitive, particularly if run by one of the acknowledged 'Challenge' specialists or, alternatively, it could simply be the most incredible 'Track-Day' car. Just a thought.

Very rare, Targa roof Morgan with only 5,650 miles and 2-owners from new

• Delivered new to Cyprus in right-hand drive in 2012. 4.8-litre BMW V8 mated to an automatic transmission

• Absolutely beautiful in Luna Grey with a silver steel roof

• Amazing interior in Yarwood Brecon leather, black carpets and a Tawny Ash dashboard 

• Supplied with an MOT until June 2020, handbooks and a Morgan photo album showing its build

• A rare chance to own a SuperSport – the only Targa roof model Morgan have produced

Making its debut in 2001, the Morgan Aero 8 was the first all-new model to come out of the factory since 1964. Revolutionary in its design, the car featured an all-aluminium bonded chassis, a huge step away from the traditional ‘ladder’ style chassis which had been a mainstay through Morgan history. The powerplant was initially a 4.4-litre BMW M62 V8 mated to a 6-speed Getrag gearbox before being superseded by the large 4.8-litre N62 V8 in 2007, offered with both manual and automatic gearboxes.

Morgan hired a budding young designer by the name of Matthew Humphries in the mid-2000s, and it was his ‘Aeromax’ design that became a reality in 2005 when the concept was first shown at the 2005 Geneva Motorshow. Well received, the Coupe was to be limited to 100 production vehicles, and it was at this time that Matthew became Head of Design at the Morgan Motor Company. Following on from the success of the Aeromax, further cars were designed and built, namely, the Aero Coupe and the Targa-roofed Aero SuperSport. Matthew went on to design the new Morgan 3-Wheeler, which became an instant hit.

Offered here is a rare 2012 Morgan Aero SuperSport, supplied new in right-hand drive to its first owner in Cyprus through Mototrend, who also hold the Ferrari, Maserati and Lotus franchises. Sporting an automatic gearbox, it's finished in Luna Grey with a Silver Steel roof, the interior is trimmed in Yarwood Brecon leather with white stitching, black carpets, and a dark grey dashboard with Tawny Ash wood stain. After barely a year in Cyprus, the car was purchased by our vendor through well-known Morgan specialist SGT in Taplow and it was registered with the DVLA to obtain a UK V5c on 14 th January ’13.

Since being in the care of our vendor, it has been serviced and maintained by Morgan dealer Krazy Horse, with the most recent full service being carried out in June ’19, for which there is an invoice in the file. Now having covered a mere 5,649 miles, this two-owner car is ready to find a new home.

The vendor is to retain his private registration, and hence the car will return to an appropriate age-related plated. It is MOT tested until 6 th June ’20 and is supplied with a Morgan photo album documenting its build, its handbooks and some invoices. The design of the SuperSport was truly ground-breaking at the time, encapsulating modern construction techniques, such as ‘superformed’ aluminium out panels, whilst still maintaining the traditional methods of motor manufacturing. With a 4.8-litre V8 rumbling through its side-exit exhaust pipes, you will certainly turn heads with its striking looks and the accompanying soundtrack. This is the only Targa roof model Morgan has ever produced making it a rather special motor car.   

One of only three cars built by Billy Needham (Coldwell Engineering)

• Designed and built by Bill Needham for 1971 European Group 6 Sports Cars

• New Cosworth FVA/C 1840 engine built by Gathercole Race Engines

• Original Hewland FT200 gearbox

• FIA Historic Technical Passport Class TSRC16 Valid until December 2026

• Eligible for Masters FIA Sportscar Series, HSCC Thundersports and the CER Series

• Some spares accompanied by 2 sets of spare wheels with Avon slicks and wets

This 1971 Coldwell C14B is an original and well-known car in excellent condition and was one of three cars built by Yorkshire’s Billy Needham (Coldwell Engineering) in the early 1970's to contest 'Group 6' International Sports Car races.

Originally,  Group 6 was introduced for the 1966 racing season, at the same time as a new Group 4 Sports Car category. Whilst Group 4 specified that competing cars must be one of at least fifty examples built, Group 6 had no minimum production requirement. Nor did it have a maximum engine capacity limit although there were weight, dimensional and other restrictions placed on the Group 6 cars. The Prototypes and Sports Cars categories each had their own international championships to fight for, but many of the major international endurance races such as the 24 Hours of Le Mans would count as qualifying rounds for both championships.

1968 saw a three-litre engine capacity limit imposed on the Group 6 category and the dual-championship format was replaced by a single 'International Championship for Makes' open to both Group 6 and Group 4 cars with Le Mans retaining its place as a championship round. For 1969, the FIA relaxed a number of Group 6 regulations relating to weight, spare wheel, windscreen height and luggage space requirements.

Finished in Bright Red and in excellent condition, the car has recently been fitted with a new Cosworth FVA/C 1840 engine built by Gathercole Race Engines, but retains its original Hewland FT200 gearbox. The front suspension incorporates double wishbones with magnesium uprights and the rear utilises trailing links with reversed ‘A’ wishbones. The front brakes consist of vented discs with AP 4-pot calipers and the rear features solid discs with AR2 calipers. New drive shafts and uprights have been fitted.

The car was previously owned by the late Jeremy Lord of  F3 and FOTA fame and has a current FIA HTP, Class TSRC16 valid until December 2026. We understand that it's suitable for the FIA Masters Historic Sportscars (Post 66), HSCC Thundersports, and the CER Series. There are some spares, patterns and body moulds available and two sets of spare wheels with Avon slicks and wets will accompany the car.

This is a quick, well-prepared car with a fresh engine and would be really enjoyable, particularly in the Masters with the big-bangers battling the smaller-engined sports prototypes and GT cars. Chevrons take on Porsche, Lola and Ferrari, with Osella, Coldwell and Ford all represented, and a well-driven Coldwell could be really competitive on the tighter circuits.

One of only 248 made exclusively for the Japanese market

• One of only 248 Type-S models supplied exclusively to the Japanese home market

• A 3.2-litre V6 mated to a desirable 6-speed manual gearbox

• Supplied with comprehensive Japanese Service history, UK V5c and MOT tested until 25/06/2020

• The perfect compromise between a standard NSX and the Type-R model

The legendary Honda NSX (standing for New Sportscar Experimental) was developed by the Honda Motor Corporation between 1984 and its eventual launch in 1990, with major chassis and suspension input from three times F1 World Champion, Ayrton Senna. The NSX featured a state of the art 3.0-litre V6 'VTEC' engine (variable valve timing) and an all-aluminium monocoque body, encompassing a revolutionary extruded aluminium alloy frame and suspension. This made the car extremely light and extremely strong. Other game-changing features included 4-channel ABS brakes, titanium connecting rods in the engine and, later in the model's life, an electric power steering system and a 3.2-litre V6 engine. The car was the first real Japanese 'Supercar', proving itself and quickly establishing respect from its key competitors. Production continued right up until 2005, with only subtle changes made throughout its life.

This particular right-hand drive NSX is incredibly rare and one of only 248 cars produced exclusively for the Japanese home market. The NSX Type-S featured a 3.2-litre engine mated to a desirable 6-speed manual gearbox and pushing out a reported 290 bhp. The Type-S featured a high specification cockpit to including a Titanium gear-knob, a Momo steering wheel, Recaro full-bucket carbon-kevlar seats, Alcantara and leather seats, beautiful stitching around the dashboard, mesh design engine cover (similar to that of the Type-R), and a coloured roof. The suspension was also stiffer than the standard Honda NSX. This car is finished in Source Silver Metallic with a body coloured roof and a black/orange interior which looks absolutely stunning.

First imported and registered in the UK in 2017, this car is supplied with a solid history file from Japan documenting its service intervals. Since residing in the UK, it has been maintained by a specialist, is now showing 94,545km (equivalent to 58,748 miles), and is MOT tested until 25 th June 2020. This is Honda's 911 GT3 Touring equivalent, i.e. lots of power, good handling, manual gearbox and importantly some creature comforts making it a very useable supercar.

We urge you to come and view this car in person as it will not disappoint.

Winner of 'Best in Class' at the 2016 Ferrari Owners Club Concours.

• UK-supplied and first registered on 1st August 1989 with every MOT warranting the 31,584 miles

• With its original book packs, tool-kit, jack, two keys, Ferrari inspection lamp and Targa cover

• Bought by our vendor in 2011 and meticulously maintained since. A cambelt service is planned before the sale

• A well-regarded car in Ferrari circles featuring on the front cover of Auto Italia and Ferrari Club magazines

• Best in Class at the 2016 Ferrari Owners Club Concours, trophies and certificates included

• Presented in classic colours with a history file bursting with invoices and detailed maintenance notes 

The entirely new Ferrari 308 made its debut at the Paris Salon in 1975 and marked a welcome return to Pininfarina styling, with rakish lines and curved haunches. After ten years of huge success, particularly in the United States, Ferrari had grown weary of the “Federalisation” of their lovingly designed motorcars in America, with mandatory ugly rubber bumpers ruining the Pininfarina-penned lines. With their Italian aesthetics under attack, Ferrari launched the new 328 with body coloured front and rear bumpers which adhered to US guidelines, and for the first time, the design remained unadulterated by bureaucracy.

Increasing both bore and stroke, the quattrovalvole engine'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. Top speed was raised to within a whisker of 160mph with the sprint to 100km/h covered in a fraction over 5.5 seconds.

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 subtle revision and now featured improved instruments, switchgear, and heating. Production ended in 1989 and by then some 7,412 GTS and GTB variants had rolled out of Maranello, with just 542 of them in right-hand drive.

This simply stunning 328 GTS is one of the rarest variants, an ABS model and just one of 292 produced in right-hand drive. UK-supplied on the 1st August 1989 in classic colours, the car was purchased by our vendor in 2011 from a private collector via the Ferrari Owners Club UK. He was impressed by the service history and a bulging file that boasts every MOT, original book packs, two keys and pocket fob, a complete tool kit, unused bulb kit and even the very rare Ferrari inspection lamp. To complement the rigorous maintenance by previous owners our vendor, an engineer by profession, maintained the car to his own exacting standards, making maintenance notes over the years and filing the parts receipts.

It's very rare to encounter a Ferrari owner who has such an in-depth relationship with his car, and knows practically every nut and bolt, but such is our vendor’s knowledge and generosity he has contributed over 2,700 posts to the online owners' forum 'Ferrari Chat' as a technical advisor. The works completed since 2011 are too numerous to list but the highlights include a full front and rear suspension rebuild with the bushes replaced with genuine new Ferrari parts, all shocks rebuilt by the manufacturer, and front wheel bearings replaced. Mechanically the valve clearances were checked and adjusted some 3,000 miles ago, and although the cam belts were replaced in 2016, our vendor will replace them prior to the sale. There is a list of works that can be emailed to prospective purchasers ahead of the sale and our vendor will be in attendance at the auction and would be happy to answer any questions from interested parties.

With the car’s condition catching the eye of magazine publishers, it appeared on the front page of Auto Italia with an accompanying article and, as a well-regarded car within UK Ferrari circles, it would naturally feature on the front cover of the Ferrari Owners Club UK magazine. The car was entered in the 2016 Ferrari Owners Club Concours winning 'Best in Class' and a 'Platinum Award' and the trophies and certificates will remain with the car. In conclusion, this GTS is one of the finest examples we have seen and our vendor's dedication to maintenance is extraordinary. It ticks virtually every box, and the warranted mileage of some 31,000 miles allows the car to sit within the finest collections or to be used as intended by its new owner.

A one-previous owner RS500

• A UK-supplied RS500 originally registered to its first owner, Cameron Hall Developments Ltd in August 1987

• Sold to its second owner in 1990 and now showing a believed genuine odometer reading of just 35,909 miles 

• Supplied with a UK V5c with apt registration ‘E500 ARG’ and MOT’d until 26th February 2020

• The most revered of all the Cosworths…...the RS500

The original Ford Sierra RS Cosworth was the first Ford to wear the Cosworth badge and was presented to the public at the Geneva Motor Show in March 1985. It was introduced as a means of homologating the Sierra for 'Group A' Touring Car racing, with a requirement that 5,000 cars were built and sold. Launched for sale in July 1986, and based on the three-door Sierra body-shell, it was designed by Ford's Special Vehicle Engineering (SVE) and was powered by a Cosworth-designed 2.0-litre turbo engine of now legendary repute. At this time, the Sierra Cosworth was a new kind of performance car - a ‘blue-collar hero’ able to humble true sports cars!

In total 5,545 cars were produced - of which 500 were sent to Aston Martin Tickford for conversion to the Sierra ‘RS500 Cosworth’. If the RS Cosworth was a homologation car, the RS500 was an evolution special. Once Ford had built the requisite 5,000 RS Cosworths, Group A rules allowed an upgraded 'evolution' model to be launched. This could carry changes focused on improving its racing potential, provided Ford sold 10% of the original number as road cars, hence the 500. The RS500 was announced in July 1987 and had a mechanically uprated Cosworth engine (more similar to the one to be used in competition), with power boosted to 224bhp, upgraded brakes, modified bodywork and the caché of being hand-assembled - the RS500 really is the ultimate 1980's Fast Ford! Indeed, during the model’s 30th anniversary year in 2017, the RS500 was named the ‘Ultimate Cosworth’ by one of the UK’s biggest one-make car shows.

This stunning, UK-supplied, right-hand drive RS500 was finished in Black and delivered through Reg Vardy Ltd to its first owner, Cameron Hall Developments Ltd, in August 1987. It remained with its first owner until August 1990 when it was purchased by a Mr Patrick Town of Huddersfield. In his ownership, the car led a cossetted life and usage was kept to a minimum. Sadly Mr Town fell ill and passed away and hence the majority of the history file is not present. In November 2016, at which point the car had covered 35,822 miles, it received a new fuel pump, spark plugs and engine oil service. Although we can’t warrant the mileage, we believe the current odometer reading of 35,909 miles to be correct and commensurate with its overall good condition. Supplied with a UK V5c, an MOT until 26.2.20 and an RS500 brochure, these 1980s Fast Fords are becoming increasingly sought after and interest shows no signs of abating anytime soon.

**Regretfully Withdrawn** Will be offered for sale in November at the NEC Classic Auction

A delightful fully-restored early Mk1

• An early matching-numbers Mk1 997cc twin-carb A-series example

• Manufactured on the 8th November 1962 as a left-hand drive North American export model

• Discovered in remarkably solid/original condition and repatriated in March 2018 by a Mini enthusiast 

• Subject to an extensive restoration. Fully stripped down, soda blasted and epoxy-primed before being repainted in its original colours. Original floors, sills, front/rear sub-frames and stainless steel seam covers have all been retained

• Converted to right-hand drive, 997 engine and gearbox sent to specialists Somerford Mini for a complete rebuild back to original 997 specification; new wiring loom and a new Newton Commercial interior 

• Odometer reads 34,711 miles and is believed correct (but cannot be verified)

To many, its designer Alec Issigonis included, the notion that the Mini might have a future as anything other than basic transport was an anathema, and the idea of a high-performance version was laughable. One man, though, saw it quite differently. Racing car manufacturer John Cooper already knew quite a bit about tuning BMC's A-Series engine - he was running the company's Formula Junior effort at the time - and a test drive in a prototype Mini convinced him of its competition potential. John Cooper appealed to BMC Management, with Issigonis' concerns being disregarded and the two good friends eventually cooperated in creating what rapidly became, and still remains, a legendary little motor car - the Mini Cooper. The Austin Mini Cooper and Morris Mini Cooper debuted in 1961.

The car presented here is an early 1962 Mk1 997cc twin-carb A-series example, and according to its Heritage Certificate, was manufactured on the 8th November 1962 as a left-hand drive, North American export model. What its exploits were state-side we do not know, but we can deduce it found its way to a dry State, as it was discovered in remarkably solid/original condition - it still even retains the original 7-inch discs - and was subsequently repatriated in March 2018 by a UK Mini enthusiast. He has treated the car to an extensive restoration, fully stripped down, soda blasted and epoxy-primed before being repainted in its original colours. The original floors, sills, front/rear sub-frames and stainless-steel seam covers have all been retained. It has also been converted to right-hand drive and the 997cc engine and gearbox sent to specialists 'Somerford Mini' in Wiltshire for a complete rebuild back to the original 997 specification. The car has been fitted with a new wiring loom and treated to a new interior courtesy of Newton Commercial, absolute specialists when it comes to early Minis. The original 100mph speedometer reads 34,711 miles and is believed correct (but cannot be verified).

Sadly, unforeseen circumstances mean our vendor must now part with the car and is keen that it should go to a like-minded enthusiast. This is a super little Cooper and would be a credit to any new owner.

Arguably the best looking Ferrari GT in a stunning colour combination

• UK-supplied in right-hand drive, 17,500 miles, Fiorano handling pack, bespoke fitted luggage

• Tastefully specified in a rare combination of Verde Zeltvig (dark green) with Tan Daytona seats

• Detailed history folder. Original book pack, stamped service book, supporting invoices, spare keys, tools and MOTs

• Stunning example of the fast and comfortable 575 incorporating the latest F1 technology of the time

In 1996, Ferrari introduced the 550 Maranello in a bid to revive their fabled line of grand tourers, and the 550 quickly proved to be an overwhelming success. Six years later, in 2002, the 575M Maranello appeared bringing with it a host of healthy updates adding additional potency to an already incredible car. Increasing the displacement of the V-12 by 250 cubic centimetres to 5748 cc, resulted in 508bhp and 434lb/ft of torque, 0-60 in 4.2 seconds and an advertised top speed of 202 mph. The front end was slightly revised with newer headlights, a redesigned air intake and front spoiler, and the weight distribution was improved to 50/50. Two six-speed transmissions were available – a conventional manual gearbox and, for the first time on a Ferrari V12, Magneti Marelli’s semi-automatic (electro-hydraulic manual) ‘F1’ gearbox. Further mechanical improvements included bigger brakes and an adaptive suspension set-up (the four independent suspension units are also controlled by the gearbox, to minimise pitch throughout the 200-milliseconds gear shift time). Inside, the interior was modernised and refreshed with an updated dashboard, trim, and steering wheel. Only 158 575M's were delivered to the UK with the F1 gearbox, and 64 with the manual box making a UK- supplied example still rather an exclusive car to own.

First registered on 25/07/2002, this 575M Maranello had been very tastefully specified with Verde Zeltvig paintwork (a dark metallic Green) with a Tan leather interior including Daytona seats. The specification also included the F1 paddle-shift gearbox, Fiorano handling package and, pleasingly,  a matching set of bespoke 575 fitted luggage. The tool kit is also present with the spare wheel, spare keys, and the Ferrari book pack containing the service booklet stamped to date with the most recent service dated October 2018 at a Ferrari main agent. The history folder contains a wealth of supporting invoices and old MOTs corroborating the 17,500 miles displayed on the odometer.

Today this example presents very well, the paintwork retains a deep gloss and the interior shows very little sign of wear, evidently a well-cared for car always stored correctly. The 575M Maranello offers a very useable 'modern-classic' Ferrari GT that is both powerful, elegant and comfortable. Mechanically the 575M has a reputation for excellent reliability when maintained correctly, so you wouldn’t hesitate, given the opportunity, to book the tunnel, fill the bespoke luggage, turn the key, and aim for the south of France, enjoying the scenery whilst the locals enjoy the sight and sound of one of Maranello’s finest GTs go howling through.

The rare and desirable 'Side Oil Fill' 2.4S

• An Italian market, left-hand drive example imported to the UK in 2002 with 50,976 kilometres indicated

• Finished in Sepia Brown with a black interior and optioned from new with Recaro sports seats

• Owned by fastidious enthusiasts since and subject to considerable attention

• Documented mechanical refresh by Autofarm in 2010 (£20,000)

• £6,000 more recently at Peter Chambers. UK speedometer fitted in 2002 and only 16,700 warranted miles since

• One of the finest 2.4S available, well sorted and set up, in super condition and superbly detailed  

The first of countless upgrades to the perennial 911 came in 1966, two years after production had commenced, with the introduction of the 911S. Easily distinguishable by its stylish Fuchs five-spoked alloy wheels, the 'S' featured a heavily revised engine producing 160bhp. In 1967 the 911T (Touring) was introduced as a new base model, initially with the 2.0-litre engine in 110bhp form before adopting the 2.2-litre unit along with the rest of the range in 1969, by which time the 911's wheelbase had been extended by 57mm to tame the sometimes wayward handling. Such was the 911's success that within a few years Porsche was selling cars faster than it could build them, a state of affairs that led to a substantial proportion being manufactured by coachbuilder Karmann at its Osnabrook factory.

By this time the models on offer had stabilised at three: the entry-level 911T, middle-ranking 911E, and top-of-the-range 911S, all of which were available as either a closed Coupé or Targa convertible. With the 2.2-litre engine's arrival, a common type of cylinder head was adopted, the differing power outputs being determined principally by valve timing rather than valve sizes as had been the case hitherto. In 1972 all 911 variants received the 2,341cc (nominally 2.4-litre) unit, which in 'S' specification produced around 190bhp, 60 more than the original 911 of 1963.

For 1972, in addition to the larger engine, the' E' series had a further two revisions. An aggressive new front spoiler was incorporated below the bumper and, in an attempt to move as much weight as possible towards the centre of the car, the oil tank was re-positioned inboard of the right rear wheel arch, resulting in the introduction of an external oil filler cap on the right-hand side rear wing behind a flap ('Oel Klappe'). The propensity for petrol station attendants to fill the oil tank with fuel, and the resulting warranty claims, quickly persuaded Porsche to change the design and 1972 'Oel Klappe' cars became difficult to sell, possibly resulting in their comparative scarcity today. As is often the case, that rarity has resulted in the 'Oel Klappe' cars now being the most desirable.

The car on offer today is a left-hand drive 1972 2.4S finished in Sepia Brown with a black interior and fitted with Recaro sports seats. It was originally supplied to Italy and following a number of years there, was purchased by a Dutch enthusiast who retained the car until 2002 and looked after it well judging from the number of invoices on file from a Porsche specialist. The 911 arrived in the UK in 2002 and was obviously in largely original condition as indicated in a pre-purchase inspection report completed by Andy Prill. The customer who commissioned the report purchased the car and commissioned marque specialists, Autostrasse, to carry out a major service and deal with any recommendations arising from the report.

In 2004, the car was offered for sale by well-known Porsche people, Gantspeed, and an email on file confirms the good original, accident-free condition of the car and mentions that 50,976km was on the original speedometer with a further 4,800 miles being covered on the UK mph speedo fitted when the car came to the UK.

Porsche enthusiast, Robert Barrie, purchased the car from Gantspeed and sent it to be serviced and checked prior to using it on a track day at Goodwood. He used the car minimally, the mileage rising to 9,700 and sold it in 2006. Its next custodian also used it lightly with the car serviced by Autofarm before he, in turn, sold it in 2010 to a gentleman with an extensive collection of special Porsches. As was his way, he sent it to Autofarm for a full inspection and subsequent overhaul and there are invoices on file amounting to in excess of £20,000 for this work. All areas requiring attention were addressed, the gearbox was rebuilt, the engine removed, checked over and detailed, as was the engine bay, the wheels were refurbished, and a myriad of other smaller jobs all extensively documented in a CD. More recently, the 911 has been looked