CLASSIC DAYS AT SCHLOSS DYCK

Saturday, August 05, 2017  |  2:30 PM EUR (CET)
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An Important Auction Of Fine Historic Automobiles
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1961 Volkswagen Beetle

1961 Volkswagen Beetle

Lot # 201 (Sale Order: 1 of 80)

The Volkswagen Beetle is truly a motoring icon. Launched in 1938 as the 'People's Car' it was designed to bring mobility to those of fairly modest means; the price brief to its designer, Dr Porsche, was that car had to be able to be sold for 100 Reichmarks. It remained in production in various guises all over the world for close to sixty years, and during its production life, the basic concept remained unaltered – although it underwent over 70,000 identifiable modifications. This stunning original Germany delivered example was delivered in late 1961 to the Volkswagen dealer Karl Mohr based in Kölner Düren in Germany. The Beetle has been fully restored in recent times and finished in Turquoise Green with a contrasting period-correct grey vinyl interior. The chrome work is fabulous, in fact the whole appearance of the car is very appealing. The car is said to drive very well with the more powerful 1500cc motor. Supplied with original books, invoices and service vouchers, this is a truly delightful little early Beetle which we feel will provide a huge amount of pleasure for its lucky next owner. View 1961 Volkswagen Beetle on 'http://www.coys.co.uk/cars/1961-volkswagen-beetle' for further details.

The Volkswagen Beetle is truly a motoring icon. Launched in 1938 as the 'People's Car' it was designed to bring mobility to those of fairly modest means; the price brief ...moreto its designer, Dr Porsche, was that car had to be able to be sold for 100 Reichmarks. It remained in production in various guises all over the world for close to sixty years, and during its production life, the basic concept remained unaltered – although it underwent over 70,000 identifiable modifications. This stunning original Germany delivered example was delivered in late 1961 to the Volkswagen dealer Karl Mohr based in Kölner Düren in Germany. The Beetle has been fully restored in recent times and finished in Turquoise Green with a contrasting period-correct grey vinyl interior. The chrome work is fabulous, in fact the whole appearance of the car is very appealing. The car is said to drive very well with the more powerful 1500cc motor. Supplied with original books, invoices and service vouchers, this is a truly delightful little early Beetle which we feel will provide a huge amount of pleasure for its lucky next owner. View 1961 Volkswagen Beetle on 'http://www.coys.co.uk/cars/1961-volkswagen-beetle' for further details.

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1970 Land Rover Series IIA 88

1970 Land Rover Series IIA 88

Lot # 202 (Sale Order: 2 of 80)

The successor to the successful Series I was the Series II, which saw a production run from 1958 to 1961. It came in 88 in (2,200 mm) and 109 in (2,800 mm) wheelbases. This was the first Land Rover to receive the attention of Rover’s styling department- Chief Stylist David Bache produced the familiar ‘barrel side’ waistline to cover the vehicle’s wider track and the improved design of the truck cab variant, introducing the curved side windows and rounded roof still used on current Land Rovers. The Series II was the first vehicle to use the well-known 2.25-litre petrol engine, although the first 1,500 or so short wheelbase (SWB) models retained the 52 hp (39 kW) 2.0-litre petrol engine from the Series I. This larger petrol engine produced 72 hp (54 kW) and was closely related to the 2.0-litre diesel unit still in use. This engine became the standard Land Rover unit until the mid-1980s when diesel engines became more popular. This fabulous example of a true icon of automotive history has benefitted from a very comprehensive restoration in recent years. This beautiful Series II is presented in the classic combination of Deep Bronze Green with the correct canvas tilt roof and black vinyl interior. Such is the quality of the restoration that we feel this must rank as one of the very best on the market today.

The successor to the successful Series I was the Series II, which saw a production run from 1958 to 1961. It came in 88 in (2,200 mm) and 109 in (2,800 mm) wheelbases. Th...moreis was the first Land Rover to receive the attention of Rover’s styling department- Chief Stylist David Bache produced the familiar ‘barrel side’ waistline to cover the vehicle’s wider track and the improved design of the truck cab variant, introducing the curved side windows and rounded roof still used on current Land Rovers. The Series II was the first vehicle to use the well-known 2.25-litre petrol engine, although the first 1,500 or so short wheelbase (SWB) models retained the 52 hp (39 kW) 2.0-litre petrol engine from the Series I. This larger petrol engine produced 72 hp (54 kW) and was closely related to the 2.0-litre diesel unit still in use. This engine became the standard Land Rover unit until the mid-1980s when diesel engines became more popular. This fabulous example of a true icon of automotive history has benefitted from a very comprehensive restoration in recent years. This beautiful Series II is presented in the classic combination of Deep Bronze Green with the correct canvas tilt roof and black vinyl interior. Such is the quality of the restoration that we feel this must rank as one of the very best on the market today.

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1958 MG A Roadster

1958 MG A Roadster

Lot # 203 (Sale Order: 3 of 80)

By the time Le Mans came around the design of what would be known as the MGA had effectively been finalised, the race itself being little more than a useful opportunity to check that everything was as it should be. 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, though 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. Attractive, stylish and guaranteed head-turner anywhere, the MGA is among the most desirable and driveable of classic post-war sports cars. They are also exceptionally user-friendly, being cheap to run and easily maintained by the home mechanic, with ample spares and service back-up provided by an extensive network of specialists. This delightful MGA Roadster is very attractively finished in British Racing green with a Beige leather interior and the traditional chrome wire wheels. The MGA is said to drive extremely well, no doubt aided by much recent maintenance. In particular, the engine has benefitted from a recent tune up, the carburettors rebuilt, and both a new water pump and radiator have been fitted. A really lovely driving and very attractive classic car to enjoy the summer months with.

By the time Le Mans came around the design of what would be known as the MGA had effectively been finalised, the race itself being little more than a useful opportunity t...moreo check that everything was as it should be. 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, though 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. Attractive, stylish and guaranteed head-turner anywhere, the MGA is among the most desirable and driveable of classic post-war sports cars. They are also exceptionally user-friendly, being cheap to run and easily maintained by the home mechanic, with ample spares and service back-up provided by an extensive network of specialists. This delightful MGA Roadster is very attractively finished in British Racing green with a Beige leather interior and the traditional chrome wire wheels. The MGA is said to drive extremely well, no doubt aided by much recent maintenance. In particular, the engine has benefitted from a recent tune up, the carburettors rebuilt, and both a new water pump and radiator have been fitted. A really lovely driving and very attractive classic car to enjoy the summer months with.

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1969 Volkswagen Karmann Ghia Cabriolet

1969 Volkswagen Karmann Ghia Cabriolet

Lot # 204 (Sale Order: 4 of 80)

The Volkswagen Karmann Ghia was produced between 1955 and 1974, with some 360,000 coupes and over 80,000 cabriolets made. What is certain is that it was the most beautiful car ever produced by the BeetleMeisters, what is unclear is exactly how the car was designed and conceived. Certainly, the initial idea was sparked by Dr Wilhelm Karmann, who was building the Beetle cabriolet, suggested to Ghia that a beetle-based sports car could be made and presented to VW for their approval. Several people claim a stake in the concept of the car, in addition to the obvious triumvirate of VW in Wolfsburg, Karmann in Osnabruck and Ghia in Turin. What is assured however is that this elegant design, considered by many to be way ahead of its time, holds a firm place in automotive design classics and the hearts and minds of many enthusiasts and collectors around the world. This fantastic Karmann Ghia Cabriolet was delivered in 1969 fitted with the 1500cc motor which powers the car today. The Karmann Ghia looks stunning in Toga White with its original Navy Blue leatherette interior, matching white wheels and chrome wheel covers. The chrome in fact is in very good condition all round. We love these Karmann Ghias; beautiful looks, good German engineering and very easy to drive and to maintain. The ideal classic? We think so!

The Volkswagen Karmann Ghia was produced between 1955 and 1974, with some 360,000 coupes and over 80,000 cabriolets made. What is certain is that it was the most beautifu...morel car ever produced by the BeetleMeisters, what is unclear is exactly how the car was designed and conceived. Certainly, the initial idea was sparked by Dr Wilhelm Karmann, who was building the Beetle cabriolet, suggested to Ghia that a beetle-based sports car could be made and presented to VW for their approval. Several people claim a stake in the concept of the car, in addition to the obvious triumvirate of VW in Wolfsburg, Karmann in Osnabruck and Ghia in Turin. What is assured however is that this elegant design, considered by many to be way ahead of its time, holds a firm place in automotive design classics and the hearts and minds of many enthusiasts and collectors around the world. This fantastic Karmann Ghia Cabriolet was delivered in 1969 fitted with the 1500cc motor which powers the car today. The Karmann Ghia looks stunning in Toga White with its original Navy Blue leatherette interior, matching white wheels and chrome wheel covers. The chrome in fact is in very good condition all round. We love these Karmann Ghias; beautiful looks, good German engineering and very easy to drive and to maintain. The ideal classic? We think so!

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1971 Simca 1200S Bertone

1971 Simca 1200S Bertone

Lot # 205 (Sale Order: 5 of 80)

While not initially a performance car, by the end of its run the 1200 S Coupé in particular was starting to gain appreciation as a great-looking sports car that finally had the guts to delight enthusiastic drivers. The lovely shaped, all-steel and self-supporting body was built, just like the 1000 Coupé by the Italian master Bertone. His factory built this piece of Italian body artwork on a platform of the normal Simca 1000 coach. Because of capacity problems in the Simca factory at Poissy in France, the production of the Simca 1200 S Coupe went in 1970 to the NEKAF factory in Rotterdam, Holland. So Simca shipped the technical components and interior parts from Poissy. This particular Simca was sold new in Italy and remained in the Ravenna area until only last year. The 1200 S is the much rarer and more powerful version of the 1200 and 1000 Simca, this wonderful Bertone styled sports coupe would grace any significant collection.

While not initially a performance car, by the end of its run the 1200 S Coupé in particular was starting to gain appreciation as a great-looking sports car that finally h...moread the guts to delight enthusiastic drivers. The lovely shaped, all-steel and self-supporting body was built, just like the 1000 Coupé by the Italian master Bertone. His factory built this piece of Italian body artwork on a platform of the normal Simca 1000 coach. Because of capacity problems in the Simca factory at Poissy in France, the production of the Simca 1200 S Coupe went in 1970 to the NEKAF factory in Rotterdam, Holland. So Simca shipped the technical components and interior parts from Poissy. This particular Simca was sold new in Italy and remained in the Ravenna area until only last year. The 1200 S is the much rarer and more powerful version of the 1200 and 1000 Simca, this wonderful Bertone styled sports coupe would grace any significant collection.

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1979 Ferrrai  308 GT4

1979 Ferrrai 308 GT4

Lot # 206 (Sale Order: 6 of 80)

Ferrari’s line of highly successful V8-engined road cars began with the 308 GT4 of 1973. Badged as a ‘Dino’, the all-new 308 GT4 2+2 superseded the preceding Dino V6. The newcomer’s wedge-shaped styling – by Bertone rather than the customary Pininfarina – was modern and up to date, absent were complaints about the performance of the 3.0-liter quad-cam V8 engine, which was then carried over to its successor. The angular styled GT4 was remarkable in its ability to hold the occasional rear passenger whilst maintaining a compact and aggressive appearance. In this respect, most agree that the GT4 was vastly superior to its successor the Mondial. The aggressive styling has aged well and when finished in a period colour, the result is quite sought after. The interior was luxuriously appointed with handsome Italian string. The wrap around instrument panel put the gauges and controls in close sight and reach and the centre console is reminiscent of the Daytona Coupe. This Particular GT4 was delivered new to Charles Pozzi in Paris, the French importer in 1975. One of the first cars fitted with air conditioning, this wonderful GT4 has been the subject of a sympathetic restoration – presented in good driving order and retaining a nicely patinated interior. A wonderful European delivery example of the GT4 offered with a sensible reserve.tails.

Ferrari’s line of highly successful V8-engined road cars began with the 308 GT4 of 1973. Badged as a ‘Dino’, the all-new 308 GT4 2+2 superseded the preceding Dino V6. The...more newcomer’s wedge-shaped styling – by Bertone rather than the customary Pininfarina – was modern and up to date, absent were complaints about the performance of the 3.0-liter quad-cam V8 engine, which was then carried over to its successor. The angular styled GT4 was remarkable in its ability to hold the occasional rear passenger whilst maintaining a compact and aggressive appearance. In this respect, most agree that the GT4 was vastly superior to its successor the Mondial. The aggressive styling has aged well and when finished in a period colour, the result is quite sought after. The interior was luxuriously appointed with handsome Italian string. The wrap around instrument panel put the gauges and controls in close sight and reach and the centre console is reminiscent of the Daytona Coupe. This Particular GT4 was delivered new to Charles Pozzi in Paris, the French importer in 1975. One of the first cars fitted with air conditioning, this wonderful GT4 has been the subject of a sympathetic restoration – presented in good driving order and retaining a nicely patinated interior. A wonderful European delivery example of the GT4 offered with a sensible reserve.tails.

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1961 Mercedes-Benz 190SL

1961 Mercedes-Benz 190SL

Lot # 207 (Sale Order: 7 of 80)

For those insufficiently wealthy to afford its hyper-expensive, race-bred sports car – the 300SL – Mercedes-Benz offered the less exotic but no less refined 190SL. Announced in 1954 and based on the 180 saloon, whose all-independently-suspended running gear it used, the 190SL did not enter production until January 1955, the delay being caused by alterations aimed at strengthening the saloon’s shortened platform to compensate for the open body’s reduced stiffness. “Very few new sports cars have been so eagerly awaited or so long in coming as the moderately priced SL version of the Mercedes-Benz,” observed Road & Track magazine. Mounted on a detachable subframe along with the four-speed manual gearbox, front suspension and steering, the power unit was a 1,897cc overhead-camshaft four, the first such engine ever to feature in a Mercedes-Benz. Breathing through twin Solex downdraft carburettors, this M121 power unit produced 105bhp at 5,700rpm, an output sufficient to propel the 190SL to 100km/h in 14.5 seconds and on to a top speed of 171km/h. The fact that the 190’s ride was more boulevard than sporting, and that many contemporary sports cars could outperform it while costing a good deal less, did nothing to deter sales. The model was a big hit in the US, where a good percentage of the slightly fewer than 26,000 produced between 1955 and 1963 found homes. This Mercedes Benz 190 SL stands out in view of condition and documentation. Since its re- import from the US in 1992 the car has had three fastidious owners in Germany, the last one and current vendor since 2012. It has been completely restored by German specialists with full supporting documentation in 1992/93. The second German owner from 2006 – 2012 embarked on a further restoration at F. Wallner of Munich to achieve perfection in every respect including a full respray in metallic silver. Since being in the ownership of its last custodian, the car received an annual inspection and maintenance as necessary. This matching numbers 190 SL comes with a wealth of documentation including an expert report showing condition 1, set out in three folders. Needless to say that this elegant Mercedes SL is in mint condition throughout, starts on the button and has a TÜV to 2018. A superb collectors investment and not to be missed. All documents available in the cars file.

For those insufficiently wealthy to afford its hyper-expensive, race-bred sports car – the 300SL – Mercedes-Benz offered the less exotic but no less refined 190SL. Announ...moreced in 1954 and based on the 180 saloon, whose all-independently-suspended running gear it used, the 190SL did not enter production until January 1955, the delay being caused by alterations aimed at strengthening the saloon’s shortened platform to compensate for the open body’s reduced stiffness. “Very few new sports cars have been so eagerly awaited or so long in coming as the moderately priced SL version of the Mercedes-Benz,” observed Road & Track magazine. Mounted on a detachable subframe along with the four-speed manual gearbox, front suspension and steering, the power unit was a 1,897cc overhead-camshaft four, the first such engine ever to feature in a Mercedes-Benz. Breathing through twin Solex downdraft carburettors, this M121 power unit produced 105bhp at 5,700rpm, an output sufficient to propel the 190SL to 100km/h in 14.5 seconds and on to a top speed of 171km/h. The fact that the 190’s ride was more boulevard than sporting, and that many contemporary sports cars could outperform it while costing a good deal less, did nothing to deter sales. The model was a big hit in the US, where a good percentage of the slightly fewer than 26,000 produced between 1955 and 1963 found homes. This Mercedes Benz 190 SL stands out in view of condition and documentation. Since its re- import from the US in 1992 the car has had three fastidious owners in Germany, the last one and current vendor since 2012. It has been completely restored by German specialists with full supporting documentation in 1992/93. The second German owner from 2006 – 2012 embarked on a further restoration at F. Wallner of Munich to achieve perfection in every respect including a full respray in metallic silver. Since being in the ownership of its last custodian, the car received an annual inspection and maintenance as necessary. This matching numbers 190 SL comes with a wealth of documentation including an expert report showing condition 1, set out in three folders. Needless to say that this elegant Mercedes SL is in mint condition throughout, starts on the button and has a TÜV to 2018. A superb collectors investment and not to be missed. All documents available in the cars file.

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2005 Ferrari F430 F1 Spider

2005 Ferrari F430 F1 Spider

Lot # 208 (Sale Order: 8 of 80)

Manufactured from 2004 until 2009, the Ferrari F430 was the successor to the enormously successful 360M. According to its creators, the F430 was at least 70% new compared with the 360. It had a new engine, a new F1 gearbox, a new diff 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. Only the bonnet, doors, and roof were carried over; the rest, even the door mirrors, were all new and largely the work of Pininfarina, overseen by Ferrari’s design chief, Frank Stephenson. The F430’s complex variable-valve-timing system is also lifted straight from the Enzo’s V12, and as ever there is 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 has a significant 21% more power than the 360. Its fabulous 4.3-litre V8 will rocket this very sleek Ferrari from 0-62mph in just 3.7 seconds and on to a maximum speed in excess of 196mph. Having been designed initially with a later convertible in mind, the arrival of the Spider in 2005 was no surprise. Weighing only a few pounds more than the Berlinetta and having been designed with the aid of the company’s F1 aerodynamicists, the Spider is just as slippery and its top speed is only a few miles an hour less. The ingenious electric soft-top mechanism works really quickly and makes its predecessor seem almost ponderous by comparison. A soft top was chosen as opposed to a Mercedes-style folding steel panel as Ferrari wanted its glorious red-top engine to remain in view. This stunning 430 Spider was delivered new in 2005 to its first owner in France, finished in a beautiful shade of Grigio Titanio (Ferrari no. 2138) with a burgundy leather interior. During its lifetime the 430 has been well maintained and as such is supplied with relevant service records. In particular we note that the car has recently enjoyed a service to the tune of €16,000, with only 500 kilometres having been completed since. As you can imagine the 430 drives extremely well with an intoxicating V8 soundtrack. This 430 Spider has clearly been well cared for and is especially desirable in the colour combination specified.

Manufactured from 2004 until 2009, the Ferrari F430 was the successor to the enormously successful 360M. According to its creators, the F430 was at least 70% new compared...more with the 360. It had a new engine, a new F1 gearbox, a new diff 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. Only the bonnet, doors, and roof were carried over; the rest, even the door mirrors, were all new and largely the work of Pininfarina, overseen by Ferrari’s design chief, Frank Stephenson. The F430’s complex variable-valve-timing system is also lifted straight from the Enzo’s V12, and as ever there is 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 has a significant 21% more power than the 360. Its fabulous 4.3-litre V8 will rocket this very sleek Ferrari from 0-62mph in just 3.7 seconds and on to a maximum speed in excess of 196mph. Having been designed initially with a later convertible in mind, the arrival of the Spider in 2005 was no surprise. Weighing only a few pounds more than the Berlinetta and having been designed with the aid of the company’s F1 aerodynamicists, the Spider is just as slippery and its top speed is only a few miles an hour less. The ingenious electric soft-top mechanism works really quickly and makes its predecessor seem almost ponderous by comparison. A soft top was chosen as opposed to a Mercedes-style folding steel panel as Ferrari wanted its glorious red-top engine to remain in view. This stunning 430 Spider was delivered new in 2005 to its first owner in France, finished in a beautiful shade of Grigio Titanio (Ferrari no. 2138) with a burgundy leather interior. During its lifetime the 430 has been well maintained and as such is supplied with relevant service records. In particular we note that the car has recently enjoyed a service to the tune of €16,000, with only 500 kilometres having been completed since. As you can imagine the 430 drives extremely well with an intoxicating V8 soundtrack. This 430 Spider has clearly been well cared for and is especially desirable in the colour combination specified.

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1962 CITROEN 2CV

1962 CITROEN 2CV

Lot # 208A (Sale Order: 10 of 80)

The Citroën 2CV or ‘deux chevaux’ (two horsepower) was an economy car produced by the French car maker Citroën from 1948-1990. It was technologically advanced and innovat...moreive but with uncompromisingly utilitarian and unconventional looks. Its deceptively simple Bauhaus inspired bodywork belied the sheer quality of its underlying engineering. It was designed to move the French peasantry on from horses and carts and is considered one of Citroën’s most iconic cars. In 1953, ‘Autocar’ in a technical review of the car, wrote of, “…the extraordinary ingenuity of this design, which is undoubtedly the most original since the Model T Ford”. It was described by CAR magazine journalist and author L. Setright as “the most intelligent application of minimalism ever to succeed as a car.” It was designed for low cost, simplicity of use, versatility, reliability, and off-road driving. For this it had a light, easily serviceable engine, extremely soft, long travel suspension (with adjustable ride height), high ground clearance and for oversized loads, a car-wide canvas sunroof. This fantastically original 2CV, first registered in April 1962 to Belgium, and has had only one Belgian owner for many years. The 2CV has never been restored, and is we feel an excellent prospect for full restoration. The 2CV is offered with original Belgian papers and bill of sale from 1976.

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1986 Porsche 911 Turbo

1986 Porsche 911 Turbo

Lot # 209 (Sale Order: 9 of 80)

Beginning in the early 1970s, Porsche had demonstrated the worth of an exhaust-driven turbine for developing tremendous power for a given engine displacement, astounding the racing community with its World Endurance Championship-winning 917s. The company was quick to adapt turbocharging to its Group 4 Type 934 and Group 5 Type 935 racing coupes, basing those ferocious machines on the street-driven Type 930. Throughout the later 1970s and into the 1980s, the 930 evolved into an ever-more sophisticated, luxurious, and powerful road car. By 1987, the Turbo boasted a 3.3-liter engine, which was connected to a smooth four-speed manual transaxle and could produce 282 horsepower at 5,000 rpm and 289 foot-pounds of torque at 4,000 rpm, The ventilated brake rotors were drilled for increased efficiency, and a large intercooler was housed within the “Tea-tray” rear spoiler. The 1987 930 Turbo, of which 1,695 were built for the U.S. market and another 786 for the “Rest of the World” (RoW), was capable of a near-160 mph top speed. Type 930. 282 bhp, 3,164 cc SOHC horizontally opposed air-cooled six-cylinder engine with a single turbocharger and Bosch electronic fuel injection, Type 930/36 four-speed manual transmission, independent front and rear suspension, and four-wheel ventilated disc brakes. This beautiful original Porsche 911 Turbo is finished in the traditional Porsche colour scheme of Grand Prix white, complemented by a black leather interior. This Turbo is described by the vendor as being in good all-round condition and is supplied with the four speed gearbox a UK V5C Document and an Mot until June 2018 amongst other paper work included in the history file. A great example of one of the poster cars of the ‘80s.

Beginning in the early 1970s, Porsche had demonstrated the worth of an exhaust-driven turbine for developing tremendous power for a given engine displacement, astounding ...morethe racing community with its World Endurance Championship-winning 917s. The company was quick to adapt turbocharging to its Group 4 Type 934 and Group 5 Type 935 racing coupes, basing those ferocious machines on the street-driven Type 930. Throughout the later 1970s and into the 1980s, the 930 evolved into an ever-more sophisticated, luxurious, and powerful road car. By 1987, the Turbo boasted a 3.3-liter engine, which was connected to a smooth four-speed manual transaxle and could produce 282 horsepower at 5,000 rpm and 289 foot-pounds of torque at 4,000 rpm, The ventilated brake rotors were drilled for increased efficiency, and a large intercooler was housed within the “Tea-tray” rear spoiler. The 1987 930 Turbo, of which 1,695 were built for the U.S. market and another 786 for the “Rest of the World” (RoW), was capable of a near-160 mph top speed. Type 930. 282 bhp, 3,164 cc SOHC horizontally opposed air-cooled six-cylinder engine with a single turbocharger and Bosch electronic fuel injection, Type 930/36 four-speed manual transmission, independent front and rear suspension, and four-wheel ventilated disc brakes. This beautiful original Porsche 911 Turbo is finished in the traditional Porsche colour scheme of Grand Prix white, complemented by a black leather interior. This Turbo is described by the vendor as being in good all-round condition and is supplied with the four speed gearbox a UK V5C Document and an Mot until June 2018 amongst other paper work included in the history file. A great example of one of the poster cars of the ‘80s.

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1947 Triumph 1800 Cabriolet

1947 Triumph 1800 Cabriolet

Lot # 210 (Sale Order: 11 of 80)

The 1800 Roadster was designed in the closing days of World War II. Triumph had been bought by the Standard Motor Company in 1944, and the managing director of Standard, Sir John Black, wanted a sports car to take on Jaguar, who had used Standard engines in the pre-war period. After getting Black’s approval for the general shape, Frank Callaby worked with Arthur Ballard to design the details of the body. Early post-war steel shortages meant that the body was built from aluminium, using rubber press tools that had been used making panels for the largely wooden bodied Mosquito bomber that had been built by Standard during the war. The engine was a version of Standard’s 1.5-litre, four-cylinder side-valve design that had been converted to overhead valves by Harry Weslake and built by Standard exclusively for SS-Jaguar before World War II. The Triumph version differed from the Jaguar version in having a 6.7:1 compression ratio instead of the Jaguar’s 7.6:1 and a downdraught Solex carburettor instead of the Jaguar’s side-draught SU. A four-speed gearbox with synchromesh on the top three ratios was used. The tubular steel chassis was a short-wheelbase version of the 1800 saloon, featuring transverse leaf sprung independent suspension at the front and a live axle with semi-elliptic springs at the rear. The rear track was wider than the front by some 4 inches. Brakes were hydraulic. On test by Autocar magazine in 1947 the top speed was found to be 75 mph and 0–60 mph took 34.4 seconds. Evidently keen to be positive without misleading their readers, the magazine described the maximum speed as “satisfying but not startlingly high”. This Triumph 1800 cabriolet with the much loved dickey seats to the rear, is nicely presented after an expenditure of ca. €20,000, invoices for which are available in the history file. Having been imported to Germany from England in 2009, TRD 868 was registered to a German historic registration and has a TÜV to April 2018. Surely good value, if not a snip at the estimate here and not to be missed, this is becoming a rare car and is just right for summer use and a lot of fun.

The 1800 Roadster was designed in the closing days of World War II. Triumph had been bought by the Standard Motor Company in 1944, and the managing director of Standard, ...moreSir John Black, wanted a sports car to take on Jaguar, who had used Standard engines in the pre-war period. After getting Black’s approval for the general shape, Frank Callaby worked with Arthur Ballard to design the details of the body. Early post-war steel shortages meant that the body was built from aluminium, using rubber press tools that had been used making panels for the largely wooden bodied Mosquito bomber that had been built by Standard during the war. The engine was a version of Standard’s 1.5-litre, four-cylinder side-valve design that had been converted to overhead valves by Harry Weslake and built by Standard exclusively for SS-Jaguar before World War II. The Triumph version differed from the Jaguar version in having a 6.7:1 compression ratio instead of the Jaguar’s 7.6:1 and a downdraught Solex carburettor instead of the Jaguar’s side-draught SU. A four-speed gearbox with synchromesh on the top three ratios was used. The tubular steel chassis was a short-wheelbase version of the 1800 saloon, featuring transverse leaf sprung independent suspension at the front and a live axle with semi-elliptic springs at the rear. The rear track was wider than the front by some 4 inches. Brakes were hydraulic. On test by Autocar magazine in 1947 the top speed was found to be 75 mph and 0–60 mph took 34.4 seconds. Evidently keen to be positive without misleading their readers, the magazine described the maximum speed as “satisfying but not startlingly high”. This Triumph 1800 cabriolet with the much loved dickey seats to the rear, is nicely presented after an expenditure of ca. €20,000, invoices for which are available in the history file. Having been imported to Germany from England in 2009, TRD 868 was registered to a German historic registration and has a TÜV to April 2018. Surely good value, if not a snip at the estimate here and not to be missed, this is becoming a rare car and is just right for summer use and a lot of fun.

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1955 Ford Thunderbird

1955 Ford Thunderbird

Lot # 211 (Sale Order: 12 of 80)

Conceived to challenge Chevrolet’s Corvette sports car, the iconic Thunderbird debuted in October 1954 and was one of the first models produced with Ford’s new overhead-valve V8 engine. Introduced in two-seat ‘personal car’ form, the Thunderbird was intended to appeal to image-conscious younger customers, and beat the Corvette hands down in the sales war thanks to its superior V8 engine and greater refinement. A low, sleek two-seater, the Thunderbird offered amenities not found in the competing Chevrolet Corvette, most particularly rollup windows, offering comfort and convenience options tailored to an affluent market. Ford’s product planners hit the market dead centre and over 16,000 Thunderbirds were assembled in the 1955 model year. Finished in Black with black and white interior, this elegant and iconic Thunderbird is described by the vendor to be in good to excellent condition throughout. It has received a mechanical restoration within the last few years that included overhauling the brakes, steering, cooling system, 12v electrics, windows, seats, servo continental kit and radio. A car that is on the button and ready to be enjoyed by its next owner!

Conceived to challenge Chevrolet’s Corvette sports car, the iconic Thunderbird debuted in October 1954 and was one of the first models produced with Ford’s new overhead-v...morealve V8 engine. Introduced in two-seat ‘personal car’ form, the Thunderbird was intended to appeal to image-conscious younger customers, and beat the Corvette hands down in the sales war thanks to its superior V8 engine and greater refinement. A low, sleek two-seater, the Thunderbird offered amenities not found in the competing Chevrolet Corvette, most particularly rollup windows, offering comfort and convenience options tailored to an affluent market. Ford’s product planners hit the market dead centre and over 16,000 Thunderbirds were assembled in the 1955 model year. Finished in Black with black and white interior, this elegant and iconic Thunderbird is described by the vendor to be in good to excellent condition throughout. It has received a mechanical restoration within the last few years that included overhauling the brakes, steering, cooling system, 12v electrics, windows, seats, servo continental kit and radio. A car that is on the button and ready to be enjoyed by its next owner!

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1964 Maserati 3500 GT

1964 Maserati 3500 GT

Lot # 212 (Sale Order: 13 of 80)

In 1957 Maserati enjoyed its most successful season in motor racing when Fangio won the World F1 Championship in a lightweight 250F and the mighty 450S sports-racer came within an ace of winning the World Sports Car Championship. Such success normally calls for celebration and the planning of the next move but Maserati’s parent company had invested heavily in Argentina and the overthrow of Presiden Juan Peron in 1955 had caused a severe cash-flow crisis, so at the end of its most glorious season in the sport Maserati had to withdraw to concentrate on becoming a profit centre in the Orsi group of companies. The writing had been on the wall for some time and Maserati was prepared. As the racing side wound down so it set on the road to becoming, for the first time in its history, a significant maker of high quality sports cars. Over the next few years Maserati would challenge Ferrari as a maker of road cars and perhaps the reason why Ferrari finally drew ahead was not mechanical competence but the close relationship with Pininfarina. There could hardly be any question about the mechanical competence since the Maserati 3500 GT was designed by Giulio Alfieri, who was the best all round designer of his day. In creating a road car, Alfieri was able to draw on a 3,486 c.c. dohc straight six, derived from the sports-racing 350S unit and half-sister of the engine which had powered Fangio to the World Championship. This originally drove through a four-speed ZF gearbox but a five-speed ‘box was optional from 1960, standard from 1961, and this car has one. The tubular chassis was recognisably the descendent of the classic Maserati A6/1500 but the live rear axle was suspended on semi-elliptics. Front disc brakes were optional in 1959 (ahead of Ferrari, naturally) and standard in 1960. Typical of Alfieri’s pioneering, Lucas fuel injection was fitted from 1961 and this gave a small power increase, when it worked. This car has triple Weber carburettors, which are completely reliable and produce a much nicer sound! This fabulous example has been the subject of a full restoration between 2012 and 2016. Presented in grey metallic with cognac interior, this surely is one of the finest examples of this iconic marque on the market today. The engine has to be seen to be believed and these sports cars still turn heads today as they did back in the 1960s when first produced.

In 1957 Maserati enjoyed its most successful season in motor racing when Fangio won the World F1 Championship in a lightweight 250F and the mighty 450S sports-racer came ...morewithin an ace of winning the World Sports Car Championship. Such success normally calls for celebration and the planning of the next move but Maserati’s parent company had invested heavily in Argentina and the overthrow of Presiden Juan Peron in 1955 had caused a severe cash-flow crisis, so at the end of its most glorious season in the sport Maserati had to withdraw to concentrate on becoming a profit centre in the Orsi group of companies. The writing had been on the wall for some time and Maserati was prepared. As the racing side wound down so it set on the road to becoming, for the first time in its history, a significant maker of high quality sports cars. Over the next few years Maserati would challenge Ferrari as a maker of road cars and perhaps the reason why Ferrari finally drew ahead was not mechanical competence but the close relationship with Pininfarina. There could hardly be any question about the mechanical competence since the Maserati 3500 GT was designed by Giulio Alfieri, who was the best all round designer of his day. In creating a road car, Alfieri was able to draw on a 3,486 c.c. dohc straight six, derived from the sports-racing 350S unit and half-sister of the engine which had powered Fangio to the World Championship. This originally drove through a four-speed ZF gearbox but a five-speed ‘box was optional from 1960, standard from 1961, and this car has one. The tubular chassis was recognisably the descendent of the classic Maserati A6/1500 but the live rear axle was suspended on semi-elliptics. Front disc brakes were optional in 1959 (ahead of Ferrari, naturally) and standard in 1960. Typical of Alfieri’s pioneering, Lucas fuel injection was fitted from 1961 and this gave a small power increase, when it worked. This car has triple Weber carburettors, which are completely reliable and produce a much nicer sound! This fabulous example has been the subject of a full restoration between 2012 and 2016. Presented in grey metallic with cognac interior, this surely is one of the finest examples of this iconic marque on the market today. The engine has to be seen to be believed and these sports cars still turn heads today as they did back in the 1960s when first produced.

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1992 Porsche Carrera 964 RS Coupe

1992 Porsche Carrera 964 RS Coupe

Lot # 213 (Sale Order: 14 of 80)

Representing a major step forward in the development of Porsche’s perennial 911, the Carrera 4 and Carrera 2 (‘Type 964’ in factory parlance) had been launched in 1989, the former marking the first time that four-wheel drive had been seen on a series-production model. Porsche had experimented with four-wheel drive on the 959 supercar, and many of the lessons learned from the latter influenced the design of the new Carreras’ chassis and suspension. Face-lifted but retaining that familiar shape, the newcomers had been given a more extensive work-over mechanically, 87% of parts being claimed as entirely new. The pair shared the same 3.6-litre, flat-six engine, while power-assisted steering (another 911 ‘first’), anti-lock brakes and a five-speed manual transmission were standard on both, with the Tiptronic auto gearbox a Carrera 2-only option. Its new engine enabled the 964 to out-perform the old ‘3.2’ yet still met the latest emissions regulations, top speed increasing to 162mph with 60mph attainable in 5.4 seconds (5.6 seconds Tiptronic). Evoking memories of the legendary 2.7 and 3.0-litre RS and RSR ‘homologation specials’ of the 1970s, in 1992 Porsche introduced a Type 964 Carrera RS, which was a lightweight variant like its illustrious forebears. It was based on the ‘Carrera Cup’ competition car and sold in the European market only. The Carrera RS retained the 3.6-litre engine, which was boosted in maximum output to 260bhp. The Porsche 964 RS is already a collector’s item and finding a superb example like the one on offer here might be considered difficult, the fact that this car has come to us from its first and only owner makes it even more special. Finished in rare ruby star livery, the car is a matching numbers German example with a total mileage of ca. 112,000 kms from new. This is supported by its full service and documented history. Described as being in near perfect condition, this is a rare opportunity to buy an honest 964 RS which has not been through a catalogue of owners.

Representing a major step forward in the development of Porsche’s perennial 911, the Carrera 4 and Carrera 2 (‘Type 964’ in factory parlance) had been launched in 1989, t...morehe former marking the first time that four-wheel drive had been seen on a series-production model. Porsche had experimented with four-wheel drive on the 959 supercar, and many of the lessons learned from the latter influenced the design of the new Carreras’ chassis and suspension. Face-lifted but retaining that familiar shape, the newcomers had been given a more extensive work-over mechanically, 87% of parts being claimed as entirely new. The pair shared the same 3.6-litre, flat-six engine, while power-assisted steering (another 911 ‘first’), anti-lock brakes and a five-speed manual transmission were standard on both, with the Tiptronic auto gearbox a Carrera 2-only option. Its new engine enabled the 964 to out-perform the old ‘3.2’ yet still met the latest emissions regulations, top speed increasing to 162mph with 60mph attainable in 5.4 seconds (5.6 seconds Tiptronic). Evoking memories of the legendary 2.7 and 3.0-litre RS and RSR ‘homologation specials’ of the 1970s, in 1992 Porsche introduced a Type 964 Carrera RS, which was a lightweight variant like its illustrious forebears. It was based on the ‘Carrera Cup’ competition car and sold in the European market only. The Carrera RS retained the 3.6-litre engine, which was boosted in maximum output to 260bhp. The Porsche 964 RS is already a collector’s item and finding a superb example like the one on offer here might be considered difficult, the fact that this car has come to us from its first and only owner makes it even more special. Finished in rare ruby star livery, the car is a matching numbers German example with a total mileage of ca. 112,000 kms from new. This is supported by its full service and documented history. Described as being in near perfect condition, this is a rare opportunity to buy an honest 964 RS which has not been through a catalogue of owners.

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1983 Ferrari 512i Berlinetta Boxer

1983 Ferrari 512i Berlinetta Boxer

Lot # 214 (Sale Order: 15 of 80)

Ferrari’s newest Berlinetta Boxer model was introduced at the 1981 Frankfurt Salon, and although it appeared to be very similar to the outgoing model from a distance, its biggest change was found under the rear clamshell and in the new model’s nomenclature. The 512 BBi replaced the 512 BB’s four Weber carburettors with a Bosh K-Jetronic fuel-injection system, hence the “i” in 512 BBi. This upgrade proved the 512 BBi to be much more user-friendly, making the car not only easier to start but also easier to maintain. For many clients, the addition of the fuel injection was a welcome change, and the 512 BBi is often considered to be the most liveable of Ferrari’s Berlinetta Boxer models. The 512 BBi also received a handful of cosmetic updates, including fitting exposed driving lights in the nose, shortening the aluminium egg-crate grille, and fitting rectangular parking lights in a new shroud for the exhaust at the rear. Just 1,007 examples were built from 1981 to 1984, before production transitioned to the Testarossa. Unusually this late European-delivered example was specified from new with special wool interior inserts styled by world renowned fabric mill owner Ermenegildo Zegna. Wool was chosen for ”even better comfort, eliminating the inevitable build-up of heat from seats totally covered in leather.” It is believed that only 27 cars were specified with this interior, and this being the first of that production run. Interestingly the BB was owned for some time by a prominent Japanese businessman who in the late 1990s was undertaking some trading with a Belgian counterpart. The Belgian, upon visiting his Japanese colleague’s house during a business trip, was greeted with the sight of the Ferrari displayed right in the middle of his living room with a magnificent view onto the Japanese garden. After lots of persuasion he finally managed to acquire the prized BB and bring it back into Europe. Now showing a mere 21,000 kilometres recorded, the BB has recently benefited from servicing work to the tune of c. €20,000. Offered with relevant books, and finished in Nero with the contrasting red leather and wool interior, this is by far one of the nicest Ferrari BBs that Coys have seen. A truly collectors-grade example of the iconic Boxer.

Ferrari’s newest Berlinetta Boxer model was introduced at the 1981 Frankfurt Salon, and although it appeared to be very similar to the outgoing model from a distance, its...more biggest change was found under the rear clamshell and in the new model’s nomenclature. The 512 BBi replaced the 512 BB’s four Weber carburettors with a Bosh K-Jetronic fuel-injection system, hence the “i” in 512 BBi. This upgrade proved the 512 BBi to be much more user-friendly, making the car not only easier to start but also easier to maintain. For many clients, the addition of the fuel injection was a welcome change, and the 512 BBi is often considered to be the most liveable of Ferrari’s Berlinetta Boxer models. The 512 BBi also received a handful of cosmetic updates, including fitting exposed driving lights in the nose, shortening the aluminium egg-crate grille, and fitting rectangular parking lights in a new shroud for the exhaust at the rear. Just 1,007 examples were built from 1981 to 1984, before production transitioned to the Testarossa. Unusually this late European-delivered example was specified from new with special wool interior inserts styled by world renowned fabric mill owner Ermenegildo Zegna. Wool was chosen for ”even better comfort, eliminating the inevitable build-up of heat from seats totally covered in leather.” It is believed that only 27 cars were specified with this interior, and this being the first of that production run. Interestingly the BB was owned for some time by a prominent Japanese businessman who in the late 1990s was undertaking some trading with a Belgian counterpart. The Belgian, upon visiting his Japanese colleague’s house during a business trip, was greeted with the sight of the Ferrari displayed right in the middle of his living room with a magnificent view onto the Japanese garden. After lots of persuasion he finally managed to acquire the prized BB and bring it back into Europe. Now showing a mere 21,000 kilometres recorded, the BB has recently benefited from servicing work to the tune of c. €20,000. Offered with relevant books, and finished in Nero with the contrasting red leather and wool interior, this is by far one of the nicest Ferrari BBs that Coys have seen. A truly collectors-grade example of the iconic Boxer.

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1998 Ferrari F355

1998 Ferrari F355

Lot # 215 (Sale Order: 16 of 80)

“Complex, sophisticated, and very fast, it is the quantum leap that has enabled the Ferrari V8 to run in proud parallel with the 456GT and 550 Maranello,” enthused Car magazine’s review of the F355. First presented to the motoring press in May 1994, the F355 effectively re-forged the reputation of Ferrari’s V8 which, 328 and 348 notwithstanding, had suffered since the introduction of the Mondial ‘world car’. The latter, with its four seats, well-appointed interior, and relatively soft ride, was considered far too sensible to be a ‘proper’ Ferrari; the F355 though, was cast in the mould of that great driver’s car, the Dino 246GT. Just how great an advance it was may be gauged from the fact that the F355’s best time around Ferrari’s Fiorano test track was three seconds quicker than the formidable 512 TR. Despite its prodigious performance the F355 was no mere ‘racer on the road’ but a thoroughly modern automobile. It employed state of the art technology, in the form of computer controlled variable damping to reconcile the differing requirements of ultimate road holding and acceptable comfort. A light action clutch, proportional power-assisted steering, and driver’s air bag were other features included to make the car reassuringly user friendly. The heart of the F355 though, is its phenomenal 3.5-litre V8 engine. Equipped with four overhead camshafts and five valves per cylinder, a layout borrowed from Ferrari’s Formula 1 engine, this remarkable unit produced a claimed 370bhp at 8,250rpm, with 268lb/ft of torque available from 5,000 to 6,500rpm. A six-speed gearbox, mounted transversely behind the longitudinally disposed engine, ensured a sufficiency of ratios to keep the motor on the boil whatever the situation Still presented in its original first paint of Argento Nürburgring with dark blue interior, the mechanics are described to be in excellent condition throughout with the paintwork and trim resembling a mere 25,000km having been travelled from new. Having been purchased by the current owner directly from the President of the Ferrari Club, Germany, the car has been immaculately looked after and comes with a history file that includes a current TÜV due to expire in September 2018, its original books, service history and a valuation by Classic Data. The vehicle itself has been valued at €105,000 with a condition report of 2+ and is fitted with nearly-new tires, Scuderia emblems, sports exhaust and its original radio and CD player. Simply put the car is in excellent condition throughout and has undergone an extensive service including replacing the timing belt, all liquids, fitment of rear wheels, new hood dampers, new hoses and overworking of all adhesive plastic parts. With little over 25,000km from new, this must be one of the best examples of the iconic F355 spider on the roads today.

“Complex, sophisticated, and very fast, it is the quantum leap that has enabled the Ferrari V8 to run in proud parallel with the 456GT and 550 Maranello,” enthused Car ma...moregazine’s review of the F355. First presented to the motoring press in May 1994, the F355 effectively re-forged the reputation of Ferrari’s V8 which, 328 and 348 notwithstanding, had suffered since the introduction of the Mondial ‘world car’. The latter, with its four seats, well-appointed interior, and relatively soft ride, was considered far too sensible to be a ‘proper’ Ferrari; the F355 though, was cast in the mould of that great driver’s car, the Dino 246GT. Just how great an advance it was may be gauged from the fact that the F355’s best time around Ferrari’s Fiorano test track was three seconds quicker than the formidable 512 TR. Despite its prodigious performance the F355 was no mere ‘racer on the road’ but a thoroughly modern automobile. It employed state of the art technology, in the form of computer controlled variable damping to reconcile the differing requirements of ultimate road holding and acceptable comfort. A light action clutch, proportional power-assisted steering, and driver’s air bag were other features included to make the car reassuringly user friendly. The heart of the F355 though, is its phenomenal 3.5-litre V8 engine. Equipped with four overhead camshafts and five valves per cylinder, a layout borrowed from Ferrari’s Formula 1 engine, this remarkable unit produced a claimed 370bhp at 8,250rpm, with 268lb/ft of torque available from 5,000 to 6,500rpm. A six-speed gearbox, mounted transversely behind the longitudinally disposed engine, ensured a sufficiency of ratios to keep the motor on the boil whatever the situation Still presented in its original first paint of Argento Nürburgring with dark blue interior, the mechanics are described to be in excellent condition throughout with the paintwork and trim resembling a mere 25,000km having been travelled from new. Having been purchased by the current owner directly from the President of the Ferrari Club, Germany, the car has been immaculately looked after and comes with a history file that includes a current TÜV due to expire in September 2018, its original books, service history and a valuation by Classic Data. The vehicle itself has been valued at €105,000 with a condition report of 2+ and is fitted with nearly-new tires, Scuderia emblems, sports exhaust and its original radio and CD player. Simply put the car is in excellent condition throughout and has undergone an extensive service including replacing the timing belt, all liquids, fitment of rear wheels, new hood dampers, new hoses and overworking of all adhesive plastic parts. With little over 25,000km from new, this must be one of the best examples of the iconic F355 spider on the roads today.

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1966 Lancia  Fulvia Sport 1800

1966 Lancia Fulvia Sport 1800

Lot # 216 (Sale Order: 17 of 80)

Launched in 1961, the Flavia saloon maintained Lancia’s enviable reputation for advanced and innovative automotive engineering. Designed by Antonio Fessia and inspired by his Cemsa prototype of 1947, the Flavia was Italy’s first series-production car to employ front-wheel drive. Carried well forward of the front wheels, the engine was a 1,488cc, overhead-valve, horizontally-opposed four; suspension was independent at the front and by beam axle at the rear, and there were dual-circuit, servo-assisted disc brakes all round. The saloon was joined by the shorter-wheelbase Pininfarina-styled Coupé in 1962, the latter providing the basis for a convertible version by Vignale, while Zagato designed an outlandish-looking light weight two-door sport version. An attractive four-seater sports car, the Convertible enjoyed the stability, comfort, and handling virtues common to the rest of the range. In 1963 the range was updated with a 1,800cc engine, which when installed in the Coupé and Convertible produced 92bhp, good enough for a top speed of 173km/h. Traditionally clothed in aluminium by Zagato, this third series Flavia Sport comes with the larger 1800cc engine and more practical fuel injection. We are reliably informed that in this specification, the Lancia Flavia was only produced 38 times. This rare example left the factory in Italy in 1966 and the original Italian registration document is available. The car was restored in 2012 and is presented in silver-blue livery with a black interior. A stunning combination and in totally mint condition throughout, the car is also supplied with the Italian OSI certificate and German historic registration documents. Definitely a very rare and superb example and not to be missed.

Launched in 1961, the Flavia saloon maintained Lancia’s enviable reputation for advanced and innovative automotive engineering. Designed by Antonio Fessia and inspired by...more his Cemsa prototype of 1947, the Flavia was Italy’s first series-production car to employ front-wheel drive. Carried well forward of the front wheels, the engine was a 1,488cc, overhead-valve, horizontally-opposed four; suspension was independent at the front and by beam axle at the rear, and there were dual-circuit, servo-assisted disc brakes all round. The saloon was joined by the shorter-wheelbase Pininfarina-styled Coupé in 1962, the latter providing the basis for a convertible version by Vignale, while Zagato designed an outlandish-looking light weight two-door sport version. An attractive four-seater sports car, the Convertible enjoyed the stability, comfort, and handling virtues common to the rest of the range. In 1963 the range was updated with a 1,800cc engine, which when installed in the Coupé and Convertible produced 92bhp, good enough for a top speed of 173km/h. Traditionally clothed in aluminium by Zagato, this third series Flavia Sport comes with the larger 1800cc engine and more practical fuel injection. We are reliably informed that in this specification, the Lancia Flavia was only produced 38 times. This rare example left the factory in Italy in 1966 and the original Italian registration document is available. The car was restored in 2012 and is presented in silver-blue livery with a black interior. A stunning combination and in totally mint condition throughout, the car is also supplied with the Italian OSI certificate and German historic registration documents. Definitely a very rare and superb example and not to be missed.

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1973 Porsche 911 2.4 T Coupe

1973 Porsche 911 2.4 T Coupe

Lot # 217 (Sale Order: 18 of 80)

The 911T was added to the Porsche line up in 1968 as the “Touring” form of the 911. The 911T had the 2.0-litre engine, but with only 110bhp. The T was the “base” model, costing 10% less that its more powerful brother, the 911S. As of 1969, the 911T got the 2” lengthening in its wheelbase as did the other 911S. It retained its Weber carburettor while the other 911S received mechanical fuel injection. 1970 brought on the first engine displacement increase, to 2.2L (2,195cc). That upped the output to 125bhp. For both ‘70 and ‘71, the engine had Zenith carbs, and kept the same compression ratio of 8.6:1. Until 1972, all 911T models had a different transmission than the 911S and 911E. In 1972, the 911S received 2.4-litres (2,341cc) and the 911T output 140bhp at 5,600 rpm. This wonderful matching numbers 911 2.4”T” we offer is fitted with the desirable sunroof option and has in recent years been comprehensively restored, and mechanically overhauled. Included in the history file are numerous photos documenting the restoration work. Finished in the very chic colour combination of Ivory White with black “Pepita” interior, the bodywork is in great condition, and we are pleased to note that the 911 is fitted with some special factory options including sports seats, sunroof, stabilizer bars, electric windows and a comfort package. This well specified example is Porsche certified and ready to enjoy!

The 911T was added to the Porsche line up in 1968 as the “Touring” form of the 911. The 911T had the 2.0-litre engine, but with only 110bhp. The T was the “base” model, c...moreosting 10% less that its more powerful brother, the 911S. As of 1969, the 911T got the 2” lengthening in its wheelbase as did the other 911S. It retained its Weber carburettor while the other 911S received mechanical fuel injection. 1970 brought on the first engine displacement increase, to 2.2L (2,195cc). That upped the output to 125bhp. For both ‘70 and ‘71, the engine had Zenith carbs, and kept the same compression ratio of 8.6:1. Until 1972, all 911T models had a different transmission than the 911S and 911E. In 1972, the 911S received 2.4-litres (2,341cc) and the 911T output 140bhp at 5,600 rpm. This wonderful matching numbers 911 2.4”T” we offer is fitted with the desirable sunroof option and has in recent years been comprehensively restored, and mechanically overhauled. Included in the history file are numerous photos documenting the restoration work. Finished in the very chic colour combination of Ivory White with black “Pepita” interior, the bodywork is in great condition, and we are pleased to note that the 911 is fitted with some special factory options including sports seats, sunroof, stabilizer bars, electric windows and a comfort package. This well specified example is Porsche certified and ready to enjoy!

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1979 Ferrari 308 GTS

1979 Ferrari 308 GTS

Lot # 218 (Sale Order: 19 of 80)

The Ferrari 308 GTB, introduced at the 1975 Paris Motor Show, marked a significant change for the company from Maranello. Powered by a mid-mounted transverse V-8, the 308 opened up a market segment unexplored by Ferrari, which had aimed its products solely at an elite clientele. As a successor to the V-6 Dino, the 308 was powered by a 240 horsepower 3.0-liter four-cam 90-degree V-8 transversely mounted ahead of the rear axle. The four cams were driven by toothed belts and the engine was fitted with a quartet of Weber twin-choke carburettors. A five-speed all-synchromesh rear transaxle was included, and the chassis, with fully independent front and rear suspension, was much like the Dino’s, including the 92.1-inch wheelbase. A GTS variant was unveiled at the 1977 Frankfurt Motor Show, featuring an open targa roof. Bosch fuel injection arrived at the end of 1980, and the adoption of four-valve per cylinder technology came two years later. Thanks to the popularity of the Magnum, P.I. television series, this is to many, the quintessential Ferrari. This beautiful Ferrari 308 GTS was delivered new to a Mr. McAdam in Santa Monica, California in 1979, by Hollywood Sport Cars Incorporated. Since being repatriated into the EU the 308 has benefitted from a cosmetic refresh and repaint. Finished in the classic colours of Rosso Corsa with a tan leather interior, the Ferrari presents very well, with good panel gaps all round, and is very clean underneath. Over the years the 308 has always been very well maintained, and as such drives very nicely. Offered with original service and instruction booklets, this is a very original example of one of Ferraris most usable and enjoyable sportscars.

The Ferrari 308 GTB, introduced at the 1975 Paris Motor Show, marked a significant change for the company from Maranello. Powered by a mid-mounted transverse V-8, the 308...more opened up a market segment unexplored by Ferrari, which had aimed its products solely at an elite clientele. As a successor to the V-6 Dino, the 308 was powered by a 240 horsepower 3.0-liter four-cam 90-degree V-8 transversely mounted ahead of the rear axle. The four cams were driven by toothed belts and the engine was fitted with a quartet of Weber twin-choke carburettors. A five-speed all-synchromesh rear transaxle was included, and the chassis, with fully independent front and rear suspension, was much like the Dino’s, including the 92.1-inch wheelbase. A GTS variant was unveiled at the 1977 Frankfurt Motor Show, featuring an open targa roof. Bosch fuel injection arrived at the end of 1980, and the adoption of four-valve per cylinder technology came two years later. Thanks to the popularity of the Magnum, P.I. television series, this is to many, the quintessential Ferrari. This beautiful Ferrari 308 GTS was delivered new to a Mr. McAdam in Santa Monica, California in 1979, by Hollywood Sport Cars Incorporated. Since being repatriated into the EU the 308 has benefitted from a cosmetic refresh and repaint. Finished in the classic colours of Rosso Corsa with a tan leather interior, the Ferrari presents very well, with good panel gaps all round, and is very clean underneath. Over the years the 308 has always been very well maintained, and as such drives very nicely. Offered with original service and instruction booklets, this is a very original example of one of Ferraris most usable and enjoyable sportscars.

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1976 Porsche 911 G-Series Carrera RS

1976 Porsche 911 G-Series Carrera RS

Lot # 219 (Sale Order: 20 of 80)

Immediately after the legendary 1973 Carrera RS finished production a series of Carreras were built for the European market that were equivalent to the M472 optioned 73 RS Touring models. This rare and desirable Porsche was the G-series Carrera 2.7 MFI which used the same 911/83 RS mechanically fuel injected (MFI) engine that produced 210 bhp. The major difference between these Carreras and the RS was that they were built with the “G-series” body and interior instead of the earlier long hood form. The weight of the G-Series Carrera MFI was also 1075 kg like the 1973 RS Touring cars. All 1974 Carrera MFI cars either came with a ducktail or tail delete, while 1975 and later Carrera MFI either came with the whale tail or tail delete. What makes the early 911s, Carrera RS, and the 2.7-liter “euro” Carrera so interesting and thrilling to drive is the Bosch Mechanical Fuel Injection (MFI) setup. The glorious sound and instantaneous throttle response has a remarkable feel compared to the computerized injection systems of the 70s and 80s. In the December 1974 issue of Motor magazine the Carrera 2.7 MFI was extensively tested and they measured a 0-60 mph time of 5.5 seconds. Porsche built only 123 Coupes and 30 Targas in 1976, as can be seen on the attched letter from the Porsche – Works, dated 24.02. 1999 These cars were never imported by Porsche into North America. The strict US emissions laws required smog equipment that drastically impacted the performance of the 2.7-liter motor. The US version of the Carrera in 1974-1975 used the significantly less powerful CIS (K-Jetronic) based injection engines to meet the California and US emission standards. This particular G series Carrera RS, was delivered new through the Porsche dealer Mahag Munchen in June 1976. As certified by Porsche in the cars file, it was finished in black, with a ‘kunstleder schwarz’ / black interior, with option code M481 a desirable five speed gearbox. Invoices within the cars file account for its first engine rebuild in August 1990, through worldwide recognised tuners RUF Automobile GmbH. The invoice totals over 45,000 DM for this alone. In its most recent history chassis 6609061 has resided within a significant European collection, and , as you would expect with a car of this pedigree is described to be in excellent condition and highly original. The car was subject to a re-sprayed in 2010, and the engine was once again overhauled at a cost of € 7,500 by Kobus Tuning in 2013. The car has covered very little mileage since. Collectors must remember the bloodlines of the 1976 Carrera 2.7 MFI – it was the last street car Porsche ever produced with mechanical fuel injection. In fact there were only three MFI based cars produced by Porsche after 1976, all race cars. First were the ten turbocharged Porsche 934 ½, then Porsche 935 built for Group 5 , later, the twenty 3.0-liter 911 SC/RS (954) rally cars built in 1984 to compete in Group B. With its 210 hp Carrera RS engine, this matching numbers, original colour combination G series Carrera RS is for the most discerning collector or Porsche connoisseur. One of 123 produced presented in excellent condition throughout and not to be missed before the car follows suit of its 1973 elder brother.

Immediately after the legendary 1973 Carrera RS finished production a series of Carreras were built for the European market that were equivalent to the M472 optioned 73 R...moreS Touring models. This rare and desirable Porsche was the G-series Carrera 2.7 MFI which used the same 911/83 RS mechanically fuel injected (MFI) engine that produced 210 bhp. The major difference between these Carreras and the RS was that they were built with the “G-series” body and interior instead of the earlier long hood form. The weight of the G-Series Carrera MFI was also 1075 kg like the 1973 RS Touring cars. All 1974 Carrera MFI cars either came with a ducktail or tail delete, while 1975 and later Carrera MFI either came with the whale tail or tail delete. What makes the early 911s, Carrera RS, and the 2.7-liter “euro” Carrera so interesting and thrilling to drive is the Bosch Mechanical Fuel Injection (MFI) setup. The glorious sound and instantaneous throttle response has a remarkable feel compared to the computerized injection systems of the 70s and 80s. In the December 1974 issue of Motor magazine the Carrera 2.7 MFI was extensively tested and they measured a 0-60 mph time of 5.5 seconds. Porsche built only 123 Coupes and 30 Targas in 1976, as can be seen on the attched letter from the Porsche – Works, dated 24.02. 1999 These cars were never imported by Porsche into North America. The strict US emissions laws required smog equipment that drastically impacted the performance of the 2.7-liter motor. The US version of the Carrera in 1974-1975 used the significantly less powerful CIS (K-Jetronic) based injection engines to meet the California and US emission standards. This particular G series Carrera RS, was delivered new through the Porsche dealer Mahag Munchen in June 1976. As certified by Porsche in the cars file, it was finished in black, with a ‘kunstleder schwarz’ / black interior, with option code M481 a desirable five speed gearbox. Invoices within the cars file account for its first engine rebuild in August 1990, through worldwide recognised tuners RUF Automobile GmbH. The invoice totals over 45,000 DM for this alone. In its most recent history chassis 6609061 has resided within a significant European collection, and , as you would expect with a car of this pedigree is described to be in excellent condition and highly original. The car was subject to a re-sprayed in 2010, and the engine was once again overhauled at a cost of € 7,500 by Kobus Tuning in 2013. The car has covered very little mileage since. Collectors must remember the bloodlines of the 1976 Carrera 2.7 MFI – it was the last street car Porsche ever produced with mechanical fuel injection. In fact there were only three MFI based cars produced by Porsche after 1976, all race cars. First were the ten turbocharged Porsche 934 ½, then Porsche 935 built for Group 5 , later, the twenty 3.0-liter 911 SC/RS (954) rally cars built in 1984 to compete in Group B. With its 210 hp Carrera RS engine, this matching numbers, original colour combination G series Carrera RS is for the most discerning collector or Porsche connoisseur. One of 123 produced presented in excellent condition throughout and not to be missed before the car follows suit of its 1973 elder brother.

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1963 Austin Healey 3000 MkIIA

1963 Austin Healey 3000 MkIIA

Lot # 220 (Sale Order: 21 of 80)

The enlargement of its C-Series six-cylinder engine to 2,912cc, and the adoption of Girling front disc brakes, differentiated the new-for-1959 Austin-Healey 3000 from the preceding 100/6. In 3000 form the rugged Austin six delivered 124bhp at 4,600rpm, good enough for a top speed (in overdrive) of 114mph. Otherwise, the car remained much as the 100/6, though the more-powerful disc brakes were a welcome improvement. The original 3000 was built from March 1959 to March 1961 as models BN7 Mark I (2-seater) and BT7 Mark I (2+2 version), becoming known as the Mark I after the Mark II was released. Robust and tuneable, in its time the Big Healey was immensely popular with privateer racers and ralliers. Today, forty years after production ceased, Healey 3000s continue to be extensively campaigned in historic motorsport, both in tarmac events and on the rough stuff. Replicas of the works rally cars are among the most sought-after variants, and an extensive cottage industry of recognised specialists exists to cater for the demand for Austin-Healey parts, servicing and competition preparation. Finished in Red over Old English White, this lovely 3000 is fitted with the more desirable triple SU carburettors, and has benefitted from much restoration work. The Healey is presented very nicely inside and out, and must be said is a lovely example of one of Britain’s most successful sports cars. A real must for any serious collector.

The enlargement of its C-Series six-cylinder engine to 2,912cc, and the adoption of Girling front disc brakes, differentiated the new-for-1959 Austin-Healey 3000 from the...more preceding 100/6. In 3000 form the rugged Austin six delivered 124bhp at 4,600rpm, good enough for a top speed (in overdrive) of 114mph. Otherwise, the car remained much as the 100/6, though the more-powerful disc brakes were a welcome improvement. The original 3000 was built from March 1959 to March 1961 as models BN7 Mark I (2-seater) and BT7 Mark I (2+2 version), becoming known as the Mark I after the Mark II was released. Robust and tuneable, in its time the Big Healey was immensely popular with privateer racers and ralliers. Today, forty years after production ceased, Healey 3000s continue to be extensively campaigned in historic motorsport, both in tarmac events and on the rough stuff. Replicas of the works rally cars are among the most sought-after variants, and an extensive cottage industry of recognised specialists exists to cater for the demand for Austin-Healey parts, servicing and competition preparation. Finished in Red over Old English White, this lovely 3000 is fitted with the more desirable triple SU carburettors, and has benefitted from much restoration work. The Healey is presented very nicely inside and out, and must be said is a lovely example of one of Britain’s most successful sports cars. A real must for any serious collector.

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1987 Porsche 911 Turbo

1987 Porsche 911 Turbo

Lot # 221 (Sale Order: 22 of 80)

Beginning in the early 1970s, Porsche had demonstrated the worth of an exhaust-driven turbine for developing tremendous power for a given engine displacement, astounding the racing community with its World Endurance Championship-winning 917s. The company was quick to adapt turbocharging to its Group 4 Type 934 and Group 5 Type 935 racing coupes, basing those ferocious machines on the street-driven Type 930. Throughout the later 1970s and into the 1980s, the 930 evolved into an ever-more sophisticated, luxurious, and powerful road car. By 1987, the Turbo boasted a 3.3-liter engine, which was connected to a smooth four-speed manual transaxle and could produce 282 horsepower at 5,000 rpm and 289 foot-pounds of torque at 4,000 rpm, The ventilated brake rotors were drilled for increased efficiency, and a large intercooler was housed within the “Tea-tray” rear spoiler. The 1987 930 Turbo, of which 1,695 were built for the U.S. market and another 786 for the ‘Rest of the World’, was capable of a near-160 mph top speed. The Porsche Turbo coupe on offer is presented in very good condition throughout, which is supported by an expert report from August 2016, showing a condition of 2 and a value of €110,000. Furthermore the car has just received a new TÜV valid to July 2019. With a mileage of ca. 70,000 this US model is described by its vendor as in excellent condition cosmetically and technically. Its engine and gearbox have never been out of the car, which has been re-sprayed in its original colour of black only once in its lifetime. The original Porsche stickers at the doors, under the bonnet etc. are still there and the original radio and steering wheel come with the car, which is ready to be enjoyed by its next lucky owner.

Beginning in the early 1970s, Porsche had demonstrated the worth of an exhaust-driven turbine for developing tremendous power for a given engine displacement, astounding ...morethe racing community with its World Endurance Championship-winning 917s. The company was quick to adapt turbocharging to its Group 4 Type 934 and Group 5 Type 935 racing coupes, basing those ferocious machines on the street-driven Type 930. Throughout the later 1970s and into the 1980s, the 930 evolved into an ever-more sophisticated, luxurious, and powerful road car. By 1987, the Turbo boasted a 3.3-liter engine, which was connected to a smooth four-speed manual transaxle and could produce 282 horsepower at 5,000 rpm and 289 foot-pounds of torque at 4,000 rpm, The ventilated brake rotors were drilled for increased efficiency, and a large intercooler was housed within the “Tea-tray” rear spoiler. The 1987 930 Turbo, of which 1,695 were built for the U.S. market and another 786 for the ‘Rest of the World’, was capable of a near-160 mph top speed. The Porsche Turbo coupe on offer is presented in very good condition throughout, which is supported by an expert report from August 2016, showing a condition of 2 and a value of €110,000. Furthermore the car has just received a new TÜV valid to July 2019. With a mileage of ca. 70,000 this US model is described by its vendor as in excellent condition cosmetically and technically. Its engine and gearbox have never been out of the car, which has been re-sprayed in its original colour of black only once in its lifetime. The original Porsche stickers at the doors, under the bonnet etc. are still there and the original radio and steering wheel come with the car, which is ready to be enjoyed by its next lucky owner.

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1973 Alfa Romeo 1600 GT by Zagato

1973 Alfa Romeo 1600 GT by Zagato

Lot # 222 (Sale Order: 23 of 80)

Alfa Romeo produced just 402 Zagato Coachbuilt examples of the 1600 Junior Z between 1972 and 1975, of which just 121 cars are known to exist in the Zagato Register. As with its predecessor the Giulietta SZ, Zagato chose to base its new coupe on an Alfa Spider chassis rather than a GT chassis to take advantage of its lighter weight, shorter wheelbase and shorter front and rear overhangs. Zagato created a low drag aerodynamic fastback coupe featuring a very low frontal area, low roofline and fastback profile. As with its predecessor the Giulietta SZ, weight was minimized with several characteristic Zagato features such as an aluminum hood, ultra-lightweight bumpers, unique lightweight Zagato seats and a special lightweight dashboard devoid of a glove box door. The specially designated 1600 high performance Š—“SŠ— engines for the Junior Z were fitted with double twin choke Weber Carburetors and featured a unique Zagato Š—“Ram AirŠ— induction system fed by eight openings in the front clear headlight cover. The carŠ—Ès high performance mechanical specification and lightweight construction prohibited Alfa Romeo from originally offering the car in the United States. With bespoke Zagato features throughout including an electrically elevating rear hatch for low drag flow through ventilation and construction taking place at both Alfa Romeo and the Zagato coachworks, the Junior Z proved very expensive to produce resulting in just 402 examples being produced as compared to 3,917 Alfa Romeo Montreals. This Alfa Romeo GT Zagato comes with the larger 1600 cc engine and was imported from Italy to the Netherlands over 30 years ago, where it spends its life in a collection of mainly Italian sports cars. The car was restored extensively in 2007 and is described by its vendor to be in excellent condition throughout. It has also been featured in a Dutch article in 2014 by CitroMan in comparison to a Lancia Fulvia Sport, a copy of which is available in the cars file. Presented here with Dutch vehicle registration, this is indeed a superb specimen of the sought after Zagato clothed version and very desirable not only amongst the Alfisti fraternity. View 1973 Alfa Romeo 1600 GT by Zagato on 'http://www.coys.co.uk/cars/1973-alfa-romeo-1600-gt-by-zagato' for further details.

Alfa Romeo produced just 402 Zagato Coachbuilt examples of the 1600 Junior Z between 1972 and 1975, of which just 121 cars are known to exist in the Zagato Register. As w...moreith its predecessor the Giulietta SZ, Zagato chose to base its new coupe on an Alfa Spider chassis rather than a GT chassis to take advantage of its lighter weight, shorter wheelbase and shorter front and rear overhangs. Zagato created a low drag aerodynamic fastback coupe featuring a very low frontal area, low roofline and fastback profile. As with its predecessor the Giulietta SZ, weight was minimized with several characteristic Zagato features such as an aluminum hood, ultra-lightweight bumpers, unique lightweight Zagato seats and a special lightweight dashboard devoid of a glove box door. The specially designated 1600 high performance Š—“SŠ— engines for the Junior Z were fitted with double twin choke Weber Carburetors and featured a unique Zagato Š—“Ram AirŠ— induction system fed by eight openings in the front clear headlight cover. The carŠ—Ès high performance mechanical specification and lightweight construction prohibited Alfa Romeo from originally offering the car in the United States. With bespoke Zagato features throughout including an electrically elevating rear hatch for low drag flow through ventilation and construction taking place at both Alfa Romeo and the Zagato coachworks, the Junior Z proved very expensive to produce resulting in just 402 examples being produced as compared to 3,917 Alfa Romeo Montreals. This Alfa Romeo GT Zagato comes with the larger 1600 cc engine and was imported from Italy to the Netherlands over 30 years ago, where it spends its life in a collection of mainly Italian sports cars. The car was restored extensively in 2007 and is described by its vendor to be in excellent condition throughout. It has also been featured in a Dutch article in 2014 by CitroMan in comparison to a Lancia Fulvia Sport, a copy of which is available in the cars file. Presented here with Dutch vehicle registration, this is indeed a superb specimen of the sought after Zagato clothed version and very desirable not only amongst the Alfisti fraternity. View 1973 Alfa Romeo 1600 GT by Zagato on 'http://www.coys.co.uk/cars/1973-alfa-romeo-1600-gt-by-zagato' for further details.

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1961 Jaguar XK150 Fixed Head Coupe

1961 Jaguar XK150 Fixed Head Coupe

Lot # 223 (Sale Order: 24 of 80)

As its nomenclature suggests, the XK150 was a progressive development of the XK120 and XK140, retaining the same basic chassis, 3.4-liter engine and 4-speed Moss transmission of its predecessors while benefiting from a new, wider body that provided increased interior space and improved visibility courtesy of a single-piece wrap-around windscreen, replacing the XK140’s divided screen. Cleverly, the new body used many XK120/140 pressings, the increased width being achieved by means of a 4”-wide central fillet. A higher front wing line and broader radiator grille were other obvious differences, but the new model’s main talking point was its Dunlop disc brakes. Fade following repeated stops from high speed had been a problem of the earlier, drum-braked cars, but now the XK had stopping power to match its prodigious straight-line speed. Introduced in the spring of 1957, the XK150 was available at first only in fixed and drophead coupe forms, the open Roadster version not appearing until the following year. At 210bhp, the standard 3.4-liter engine’s maximum power output was identical to that of the XK140, so performance was little changed. Overdrive and a Borg-Warner automatic gearbox were the transmission options, the latter becoming an increasingly popular choice, while a Thornton Power-Lok limited-slip differential was available for the XK150S. This very well sorted XK150 Fixed Head Coupe was delivered new in 1961 to Special Equipment specification, and fitted with the larger 3.8 litre engine. The XK has enjoyed a detailed restoration by a Dutch Jaguar specialist approximately 15 years ago, and has covered only 12,000 kilometres since. During the restoration and upgrade work the motor was uprated to a 4.2 litre E-Type unit featuring a lightened flywheel and electronic ignition, and now delivers a healthy 265bhp. The motor is cooled with an aluminum radiator and additional bonnet louvres. The transmission has been uprated to a 5-speed unit, and power steering has been added. Ride and handling have been improved with Koni shock absorbers all round, while the braking system has also been uprated. Finally the Jaguar was treated to a rare and desirable set of Borrani wire wheels on each corner. Supplied with extensive history and invoices for works completed, this is an incredibly competent car for classic rallying or long distance touring holidays.

As its nomenclature suggests, the XK150 was a progressive development of the XK120 and XK140, retaining the same basic chassis, 3.4-liter engine and 4-speed Moss transmis...moresion of its predecessors while benefiting from a new, wider body that provided increased interior space and improved visibility courtesy of a single-piece wrap-around windscreen, replacing the XK140’s divided screen. Cleverly, the new body used many XK120/140 pressings, the increased width being achieved by means of a 4”-wide central fillet. A higher front wing line and broader radiator grille were other obvious differences, but the new model’s main talking point was its Dunlop disc brakes. Fade following repeated stops from high speed had been a problem of the earlier, drum-braked cars, but now the XK had stopping power to match its prodigious straight-line speed. Introduced in the spring of 1957, the XK150 was available at first only in fixed and drophead coupe forms, the open Roadster version not appearing until the following year. At 210bhp, the standard 3.4-liter engine’s maximum power output was identical to that of the XK140, so performance was little changed. Overdrive and a Borg-Warner automatic gearbox were the transmission options, the latter becoming an increasingly popular choice, while a Thornton Power-Lok limited-slip differential was available for the XK150S. This very well sorted XK150 Fixed Head Coupe was delivered new in 1961 to Special Equipment specification, and fitted with the larger 3.8 litre engine. The XK has enjoyed a detailed restoration by a Dutch Jaguar specialist approximately 15 years ago, and has covered only 12,000 kilometres since. During the restoration and upgrade work the motor was uprated to a 4.2 litre E-Type unit featuring a lightened flywheel and electronic ignition, and now delivers a healthy 265bhp. The motor is cooled with an aluminum radiator and additional bonnet louvres. The transmission has been uprated to a 5-speed unit, and power steering has been added. Ride and handling have been improved with Koni shock absorbers all round, while the braking system has also been uprated. Finally the Jaguar was treated to a rare and desirable set of Borrani wire wheels on each corner. Supplied with extensive history and invoices for works completed, this is an incredibly competent car for classic rallying or long distance touring holidays.

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1975 Alfa Romeo 1300 Junior

1975 Alfa Romeo 1300 Junior

Lot # 224 (Sale Order: 25 of 80)

The first of Alfa Romeo’s much-loved, Bertone-styled Coupes – the 1.6-litre Giulia Sprint GT – was launched in 1963. Mechanically, the stylish new 2+2 was much the same as the Giulia TI Sports Saloon, featuring a five-speed manual gearbox, independent front suspension, coil-spring live rear axle and disc brakes all around. A 1300 model, the GT Junior, arrived in 1966, and the range was further extended the following year by the launch of the 1750 GTV, which was powered by a 1,799cc, 118bhp version of Alfa’s classic twin-cam four housed in a four-headlamp version of the existing bodyshell and running on 14” (down from 15”) wheels. Driver’s cars par excellence in true Alfa Romeo tradition, Bertone’s timelessly elegant Giulia-based coupes are among the most exciting sports models of the ‘60s and ‘70s and today all versions are highly sought after. Sold and delivered new to Italy this charming 1300 is finished in light powder blue. Mechanically reported by the vendor to be in very good condition , the attractive interior is highly original. Increasingly popular, these great Alfa Romeo GTs are the right mix between beautiful Bertone lines and sophisticated Italian power.

The first of Alfa Romeo’s much-loved, Bertone-styled Coupes – the 1.6-litre Giulia Sprint GT – was launched in 1963. Mechanically, the stylish new 2+2 was much the same a...mores the Giulia TI Sports Saloon, featuring a five-speed manual gearbox, independent front suspension, coil-spring live rear axle and disc brakes all around. A 1300 model, the GT Junior, arrived in 1966, and the range was further extended the following year by the launch of the 1750 GTV, which was powered by a 1,799cc, 118bhp version of Alfa’s classic twin-cam four housed in a four-headlamp version of the existing bodyshell and running on 14” (down from 15”) wheels. Driver’s cars par excellence in true Alfa Romeo tradition, Bertone’s timelessly elegant Giulia-based coupes are among the most exciting sports models of the ‘60s and ‘70s and today all versions are highly sought after. Sold and delivered new to Italy this charming 1300 is finished in light powder blue. Mechanically reported by the vendor to be in very good condition , the attractive interior is highly original. Increasingly popular, these great Alfa Romeo GTs are the right mix between beautiful Bertone lines and sophisticated Italian power.

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