Built between 1989 and 1999, the BMW 8 Series was offered with a V8 or V12 engine and whilst commonly thought to be a successor to the 6 Series models, it was,in fact a new series entirely designed to be BMW's flagship model and thus commanded a premium price with looks and performance to match. The 840Ci was produced with two different engines the first of which was a 4-litre V8 M60B40 unit producing of 286bhp and fitted from 1993 to late 1995. This was later changed to a new 4.4-litre V8 M60B40 unit which produced the same power output but had significantly better torque. Available with a 5-speed automatic or a 6-speed manual gearbox, the only external distinguishing features from the earlier V12 models were the quad round exhausts fitted to the latter cars. Reportedly 3,075 4.4-litre V8 BMW 840 Ci's had found homes when production finished in May,1999. This particular BMW 840Ci Sport is finished in Estoril Blue Metallic with a black leather interior and has the 4.4 litre V8 engine married to a 5-speed automatic gearbox and the distinctive 'Sport'mirrors. A bill from 11th February 2003 shows the car was serviced by L&C BMW Croydon, with an indicated mileage of 106,188 miles. An MoT from January 2011 records 141,206 miles, at which point the car was put into storage and has remained unused. We would recommend that this car needs an amount of recommissioning work and would suggest it's fully serviced before returning to the road, as it has been at a standstill for some time. Supplied with the drivers handbook & manuals, and a UK V5c bearing registration 'B19 GRS', this 840Ci, offered at no reserve, looks highly appealing!        

The Ford Capri is a fastback coupé that was built by Ford Motor Company from 1969 to 1986. The inspiration came from Ford of America's phenomenally successful Mustang, and Ford of Europe were keen to replicate that success this side of the pond. The resultant new coupé was actually designed by American Philip T. Clark, known for being one of the main designers of the Mustang. The Capri made its sensational debut at the 1969 Brussels International Motor Show, although production at the Halewood plant in Liverpool had actually begun two months earlier to ensure that every UK dealer had at least one in its showroom by the time sales started in February 1970. This level of forward production ensured that Ford's brilliant marketing department were able to leave examples of its new car parked outside prominent buildings and near the entrance to 150 railway stations in the south-east of England. Initial sales exceeded the predicted demand by 100%, mainly because the Capri created an exciting new breed of car on this side of the Atlantic. Here, at last, was a sleek, eye-catching 'fastback' that bridged the gap between the traditional two-seater sports car and the family saloon. The Capri concept was made all the more attractive by a remarkably wide choice of engines from a 1.3-litre to the lusty 3.0-litre V6. As exciting as the Mkll was rational, the Capri Mklll (1978-1986) was one of the industry's most effective facelifts with a distinctly modern shape, and its improved aerodynamics naturally resulted in better performance and economy. Quad headlights, wrap-around bumpers and a plethora of TV star appearances restored the Capri's ‘mojo'. From November 1984 onwards, the Capri was only produced for the British market and only right hand drive cars were available from this date. The normally aspirated 1.6 and 2.0 litre Pinto-engined variants were rebranded 'Lasers' with a big marketing push by Ford. These new models featured more stylish interior trim and a number of changes from the outgoing cars including a fully populated instrument pod (with a 4-speaker digital stereo cassette player), a leather gear lever, a leather steering wheel, four-spoke alloy wheels (as used on the S models), a rear spoiler, an electric aerial, tinted windows and colour-coded grill and mirrors. A Capri Laser was instantly recognisable by their chequered side stripes running above the side trim and matching chequered cloth seats. Here is a 1986, 2.0 litre, Mklll Capri Laser which is presented in amazingly original and unrestored condition. This car has covered just 6,904 miles from new and comes with lots of history, its original bill of sale, numerous old MoT certificates and some early Ford service history. Its owner was involved in the car maintenance/servicing business and was equally fastidious when it came to his own car. It has seldom been out in the rain, retains its original rust proofing from new and still sits on its original tyres with an untouched spare! Looking fantastic in Ford 'Mineral Blue', it really is exceptional in its level of preservation, and is surely one of the best examples available. Capris are now becoming sought after, with low mileage original-condition examples becoming harder to find and naturally it is these cars that are the most desirable. Completely unmolested examples are very rare. One in standard specification, as it was when it left the factory, very rare indeed. To find an original car boasting just one registered owner - now that would be a tall order. One with all of this and that had covered just 6,904 miles from new - well, that surely would be impossible........wouldn't it?

Manufactured between 1987 and 1994, the Jaguar XJ40 was officially unveiled on the 8th October 1986 and was a major redesign of the XJ to replace the Series III, although the two model ranges were sold concurrently until the Series III was discontinued in 1992. Throughout the 1970s Jaguar had been developing "Project XJ40", which was an all-new model intended to replace the original XJ6, and despite a number of serious delays for various reasons it was eventually decided to go ahead with an in-house design, and £80 million was allocated to the project. Sadly, the XJ40 was to be the last car to which, company founder Sir William Lyons, made a major contribution. During development, the XJ40 pioneered significant improvements to the way Jaguar designed, built, and assembled cars. Among these improvements was a 25 per cent reduction in the number of bodywork panels required per car, resulting in a weight saving and a stiffer structure. Greater attention to panel gaps improved the drag factor, whilst also improving the fuel economy and lowering wind noise inside the cabin. From 1988, the Sovereign model came equipped with significantly more features than the base XJ6. Included was air conditioning, larger rectangular headlamps with washers, a six-speaker sound system, rear self-leveling suspension (SLS), ABS, and the window frames were now chrome-plated. Supplied new on 15/04/1988 by Jaguar dealer, Harvey Hudson of Woodford at a cost of £29,572.25, this lovely Sovereign 3.6 Automatic presents superbly having covered a nominal 39,000 miles whilst under the obvious care of its first and only owner. Having been used sparingly, and snoozed gently under its dedicated car cover in the garage its entire life, the sparkling condition of its Grenadier Red paintwork is not a surprise. The interior is, quite frankly, outstanding with the soft cream leather remaining supple, the grey carpets are excellent and the cross-banded veneers on the dashboard and door cappings look immaculate. Lifting the bonnet you're met with one of the cleanest, tidiest engine bays we have seen on a XJ40. Supplied with lots of supporting documents and history and boasting a recent MoT, this car is surely, pound for pound, one of the best value cars you can buy.  

The 944 is a luxury sports car that was built by Porsche from 1982 to 1991 and was a step-change evolution of the preceding 924 model. Following the international success of the 924, a more powerful Porsche-designed all-alloy 2.5 litre inline-four engine, producing 163 bhp, was introduced in 1982 for the 944. Porsche engineers were able to produce a very smooth running four-cylinder engine by utilising two counter-rotating balance shafts running at twice engine speed. These carry eccentric weights which produce inertial forces that balance out the unbalanced secondary forces, making a four-cylinder engine feel as smooth as a six-cylinder. Cosmetically, the bodywork was revised with wider wheel arches (similar to that of the 924 Carrera GT), a fresh interior and upgrades to the braking and suspension systems. With greater visual presence and the performance to match, better handling, stopping power and more creature comforts, the 944 was a major step forward. The front to rear weight bias was evened out thanks to the newly positioned rear transaxle balancing out the engine in the front. This meant that understeer could be transformed into oversteer progressively with accurate throttle control, resulting in one of the best and most predictable handling cars available in its day. The power steering is progressive with full power assistance at low speed, gradually decreasing as the speed increases, negating the age-old problem of steering vagueness at higher speeds. The model history can be split in to two distinct periods: 1982 to 1989 (S1 cars with 2.5 & 2.7 litre engines) and 1989 to 1991 (S2 cars with 3.0 litre engines). In mid-1985, the 944 underwent its first significant changes, including a new dash and door panels, embedded radio antenna, upgraded alternator, increased oil sump capacity, new front & rear cast alloy control and semi-trailing arms, larger fuel tank, optional heated and powered seats, Porsche HiFi sound system, and revisions in the mounting of the transaxle to reduce noise and vibration. The ‘cookie cutter' style wheels used in the early 944s were upgraded to new ‘phone dial' style wheels. For the 1987 model year, the 944 Motronic DME (digital engine control unit) was updated, a newly incorporated anti-lock braking system became standard as did air-bags. The car presented here is a 1987 944 2.5-litre, in stunningly original condition having covered just 19,523 validated miles. The sheer state of preservation of this car is remarkable. This is not a restored car, just one that has been used sparingly and maintained to the highest standards. Supplied with all its supporting book-pack components, including a fully stamped-up servicing interval book, all done by main dealers and marque specialists, this car is very special indeed. In its original Alpine White paint, contrasting well with the Grey pin-striped cloth/leather sports-seats, the quality of this car is something special. Everything about the car suggests that this 944 is "right", from the factory smell of the cabin, to the engine bay appearance and the factory stickers under the boot carpet, this is a car that just emanates originality and enthusiastic levels of conservation. The 1987 S1 is the 944 in its purest and most unspoilt form, with this example being a potential Concours d'Elegance winner with just minimal work. The 944, the 968 and even the 928 are seeing their values rise in the wake of the '911 explosion' and the smooth and nimble 944 is now happily being recognised as a very desirable classic car.  

The Rolls-Royce Silver Cloud replaced the post-war Dawn and was the core model in their range from April 1955 until March 1966. The J. P. Blatchley design was a major step forward from the pre-war models but still embodied the ethos and build standards for which Rolls-Royce had become internationally famous. The single headlamp version of, what was to become known as the Cloud I, harks back to earlier models and was the last Rolls model to feature them. Arguably the best looking of all Clouds, the elegantly simple lines and eerily quiet purr of the straight six 4.9 litre engine, helped secure the future of Rolls-Royce prior to the arrival of the more mass-market Silver Shadow. Construction was body-on-frame, which permitted 'coach built' versions although the overwhelming majority were built with the standard Pressed Steel Company manufactured steel bodyshell. A lightweight aluminium based alloy was used for the doors, bonnet and the boot lid. The engine was a 4.9 litre six-cylinder unit with inlet over exhaust valves and twin SU carburettors were added in September 1957. Critics of the Cloud’s later variants noted that the new 6.75 V8 was neither smooth nor quiet compared to the Cloud 1's 4.9-litre straight-six. Registered on the 3rd March 1958, this wonderful example stands resplendent today in Tudor Grey with a green leather interior and the beautifully veneered dashboard, door cappings and picnic tables shine brightly. With an odometer reading of 47,000 and an interesting history file, the Cloud I is a rare beast on British roads. The swooping lines have bewitched landed gentry and pop stars alike, and for many years the Silver Cloud was the transport of choice for our own Royal Family. Presented to auction freshly serviced and MoT'd, this stately car offers timeless looks and an elegance that some believe is lacking in later generations.

Ford finally entered the mini-car market in 1976 with the launch of the Fiesta. The model proved an unqualified success right from the word go but surprisingly, it took nearly six years before a genuine performance version was added to the range, in the neat & tidy form of the XR2. This sporting model may well have been inspired by the famous success of the two Ford Fiestas in the 1979 Monte Carlo Rally with the British entry driven by Roger Clark and aided by co-driver Jim Porter, and a German entry piloted by Ari Vatanen and co-driven by David Richards. Both cars were highly modified and were powered by competition tuned versions of the 1600cc Kent 'crossflow' engine - a later version of which was fitted in the Fiesta XR2, launched in 1981. Visually, the XR2 popped into the limelight in a range of new colours, with alloy wheels, large circular driving lamps and black plastic trim decorating the interior and exterior. With a quoted performance of 0-60 mph in 9.3 seconds and 105 mph top speed, the XR2 hot hatch became a cult car beloved of boy racers throughout the 1980s. The car offered here is a 1983 XR2 in exceptionally original condition. Sparkling in the classic Ford colour of Caspian Blue, this car is a multi-award winning Concours example. It has covered just 32,000 miles in 33 years, but frankly, with its state of preservation and maintenance, it could be one tenth of that. Having been treated to rust-proofing from new, it has all its original panels, glass, alloy wheels (fitted with perfect Pirelli P6 tyres) plus an unused spare. It is completely unmodified and has a new genuine Ford exhaust. The car was bought new by an elderly couple in Northern Ireland who used it sparingly up until 1988 but must have really enjoyed their sporty little Fiesta as they then bought a Mk2 XR2 for daily use. Consequently, the earlier car was laid-up in the garage and was unused, having covered 29,000 miles, until 2000. The couple then sold the car to a Ford enthusiast, who re-commissioned it for occasional use and for showing at car events. This XR2 won several Concours d' Elegance in Northern Ireland, accumulating quite a collection of trophies which will come with the car. In addition, there is also the original service book showing three stamps from the supplying Ford main dealer, numerous old MoT & SORN certificates, all original manuals and a spare key. Rarely do cars of this standard leave collections. Almost as infrequently, do we describe cars as immaculate, but both mechanically and cosmetically, this little XR2 really is just that. This example, not to be confused with other run-of-the-mill XR2s, is surely one of the best available, and would be welcomed at any Ford marque event. The market interest in classic Fords is widening, with enthusiasts and collectors wanting to seek out immaculate examples of cars that, perhaps, they really wanted during their boyhood.  

A car-starved Britain, still trundling around in perpendicular, pre-war hangover motors glimpsed the future in October 1948 with the launch of the Jaguar XK120 at the Earls Court Motor Show. Production commenced in 1949 in Coventry, and the XK's swoopy shape and stylish occupants would become a common sight on British roads over the next fifteen years. The '120' referred to the car's top speed which, at the time, made it the fastest production car in the world. The flowing lines of the body shell were pressed from sheet steel and the doors, bonnet and boot were formed from lighter aluminium and hand-finished. The 120s were powered by a 3,400cc Jaguar dual overhead cam (the basis of all their engines for the next 25 years) with an alloy cylinder head and twin side draft SU carburettors giving 160bhp. All XKs had independent torsion bar front suspension, semi-elliptic leaf springs at the rear, recirculating ball steering and 12 " drum brakes all round. Offered here is a genuine UK, right-hand drive, Jaguar XK120 Roadster retaining its original Dudley registration and buff logbook. It's incredibly original and must be one the soundest unrestored examples available. All the panels and chassis appear corrosion free and this a great basis for a ‘blank canvas' restoration. Originally registered in July 1951 to a Mr.W.Morgan of Rugby, Warwickshire, it was purchased from him in 1959 by Mr. Arne Nils Persson who, according to his wife, fitted a 4.3 Alvis engine and proceeded to race the Jaguar, most notably at Silverstone. The pre-war Alvis engine was an ohv, six cylinder power unit with a seven main bearing crank producing around 150 bhp at 4,000 rpm with lots of torque, and immediately post-war, was the most powerful un-supercharged engine generally available and featured extensively in competition in the early fifties as the world of motor racing came back to life. It was dry-sumped, and LNX 277 still retains the original fabricated oil tank. The next owner, prior to our vendor, removed the Alvis engine and fitted a period-correct (1952) Jaguar engine. This original car is effectively a four owner from new, UK XK120 Roadster with an interesting history, and is patiently awaiting a new owner who recognizes its potential as the basis for the proper restoration of an iconic piece of fifties style.

Introduced in May 1961, the Jaguar E-type was a sensation with great looks and performance unrivaled at the price. Often heralded as the most beautiful car of all time Jaguar, not surprisingly, made no significant model changes till the introduction of the 4.2 engine in October 1964.and the introduction of the Series II in 1968. Additionally, they incorporated an all synchromesh gearbox, increased legroom and better torque from the new capacity engine. This resulted in the best E-type and now Grand Tourer to match the best being produced by Jaguars rivals. The E-type still continued to hammer the opposition on pricing and reliable performance. This series II E-Type roadster is a matching numbers car with supporting Jaguar heritage certificate. It spent the majority of its life in the warm climate of California and was brought to the UK in the 1990s and upon arrival, it was professionally converted to right-hand drive by a Jaguar specialist. It was then stored for almost 20 years until being discovered by our vendor in the summer of 2015 and reassembled by a marque specialist. The car is currently running and driving and many jobs have already been completed. These include work on the engine, carbs, gearbox, clutch, rear axle, diff, brakes and suspension. A wiring loom has been fitted along with a radiator, stainless steel exhaust and reconditioned bright work. Our vendor states that the body is solid with many repairs undertaken, such as the transmission tunnel and floors, and this E-Type would certainly suit a hobby restorer or enthusiast. Paintwork is required, along with a new hood and interior, but this is a relatively straight forward project and prospective buyers are encouraged to come and view the car at the auction to assess the condition. We welcome all pre-sale inspections and the car is sold strictly as seen. E-Type roadster prices are currently seeing a resurgence as fewer and fewer sound examples find their way on to the open market. However, this Series II is a worthy project and deserves to be finished and loved for many years to come.  

Introduced at the 1973 Paris Motor Show, the Dino 308 GT4 was a significant departure for Ferrari in several ways. It was the first production car from Modena to feature a mid-engined V8, a layout that would become common to their core range for decades to come, along with the first production model to feature Bertone styling rather than Pininfarina bodywork. The styling was controversial at the time, with some journalists comparing it to the Bertone-designed Lancia Stratos and Lamborghini Urraco. The chassis was based on the Dino 246 but was stretched to make space for a 2+2 Configuration. The 3.0 Litre V8 was integrally joined with the gearbox and had an alloy block and heads with dual overhead camshafts fed through 4 Weber 40 DCNF carburettors. This Ferrari 308 GT4 was supplied new by HR Owen in South Kensington on 8th June 1976. The V5C states 4 former keepers from new and the last owner bought it from John Pogson at Italia Autosport in 2003. He kept the car until 2015 when it was purchased by the current owner. Finished in the extremely rare and original colour of Pino Verde with a tan interior, this Ferrari is one of just 547 examples manufactured for the UK market. Between 1994 and 1996, with an odometer reading of 5,350 miles, the car was restored by marque specialists Italia Autosport and there are bills, receipts and photographs that document the process. The photos show a car that was stripped with all the glass out and all rust areas attended to. The car was then repainted in its original colour. The odometer is now reading 18,293 miles and whilst not warranted, there are previous MoT certificates that date back to 1991 showing the car at 5,251 miles. The current condition of this 308 GT4 suggests it does need some light recommissioning. The wheel arches will require some attention and the car would benefit from a re-spray. However, the car is supplied with a current MoT, tool roll, aforementioned history file and represents Ferrari ownership for a most realistic outlay. We have never seen a Pino Verde 308 GT4 for sale through our auctions and it must be one of the rarest and most attractive colours for this ground breaking and increasingly sought-after 1970's Ferrari.

The 944 is a luxury sports car that was built by Porsche from 1982 to 1991 and was a step-change evolution of the preceding 924 model. The car was the brainchild of the newly appointed Peter Schutz, the CEO of the Porsche company, and the bodywork was revised with wider wheel arches (similar to that of the 924 Carrera GT), the interior was modernised and the suspension and braking systems were upgraded. With a brand new, Porsche designed and developed, 2.5 litre four cylinder engine, the car had greater visual presence and the performance to match, plus better handling, stopping power and more creature comforts.A turbo version of the 944 was always on the cards and it boosted the 2.5 litre engine by nearly 60bhp, whilst both the clutch and gearbox were uprated to suit. The chassis got thicker anti-roll bars, four pot brake callipers were fitted and a smooth nose panel and a larger rear spoiler distinguished it from its less powerful sibling. MPD 15P is a 1986, manual, right-hand drive 944 Turbo and was delivered new to Colin Campbell in Nottingham on 12th April of that year. It's been the 'pride and joy' of six owners in total and Mr. J Dunne, the custodian prior to our vendor, had the car for 22 years and there is a bill of sale relating to his purchase in the history file. The mileage is stated as 78,300 and there is a full service history with 17 stamps from main dealers and specialists. It was serviced last year when the mileage was 78,103.The car looks good in Porsche Black (L041) on its polished phone dial wheels and the interior is tidy in grey/ beige pinstripe cloth. The vendor is planning to put the car through an MoT prior to the sale. 944s look better in dark colours and this example looks splendid and 'all-square'. In the vendor's words "It's all original and a peach of a car".  

The TVR 'M' series were produced between 1972 and 1979 replacing the outgoing Vixen and Tuscan models and all are characterized by a common chassis and shared body style. As with all TVR models, before and since, the M Series use a front mid-engine, rear-wheel drive and GRP body-on-frame construction. This particular part of the TVR story, encompassing the 'M' Series' time in the limelight, is commonly associated with Martin Lilley who, together with his father, took over ownership of the company in late 1965. The M Series cars were regarded by contemporary reviewers as true TVRs with great performance and handling and all the chaming idiosyncrasies of a traditional 'Trevor'.They retained styling cues going right back to the early Grantura but with every development they became more 'civilised'. The range comprised the1600M, 2500M, 3000M, 3000S, the Taimar and some later Turbo cars. As a higher-performance alternative to the 1600M and 2500M, TVR debuted the 3000M at the October 1972, Earl's Court Motor Show. It used the 3.0 litre Ford Essex V6 mated to a 4-speed manual box with an optional Laycock overdrive. Just 654 naturally aspirated 3000Ms were built and weighing in at 950 kilos, they were quick little cars. Offered here is a one owner from new TVR 3000M finished in the striking combination of Fjord White with Onyx Brown decals and tan trim. It was supplied new to its excited owner on 1-6-1978 by The Chequered Flag in Chiswick and still sports the original number plates. Interestingly, the original invoice shows a Jaguar XJ-6 was part exchanged which must have represented a bit of a change in style. The very comprehensive history file contains twenty seven MoTs and the current one expires in January 2017. In May 2004, having covered 44,300 miles, our engineer owner decided to have the engine rebuilt by JW Developments to their 'High Efficiency' specification. These engines are pretty well bomb proof and a quality rebuild, including a conversion to unleaded heads, by respected engine builders should ensure years of life. The engine bay carries their specification plate. Two sets of original keys, original documents and handbooks are present completing a remarkable story. Cars of this type, with a documented and continuous history line, really excite us, and this particular TVR 3000M, having had all (most) of its 'little ways' dealt with, deserves a second owner who appreciates how special his new purchase is. This is a one owner, 37year-old TVR, in excellent condition and looking fabulous. Hackneyed cliché but it needs to be said, ‘not to be missed'!  

Acquiring a mid-engined, Pininfarina-built, Italian classic would normally require pretty deep pockets, both to buy and run but there are one or two exceptions, though, one of which is the distinctive Lancia Beta Montecarlo. The first car to be fully designed and built in house by Pininfarina, this compact two-seat sports car was originally intended to be sold as the Fiat X1/20, however, once the opportunity to offer the car at a higher premium presented itself, the responsibility of development was delegated to Lancia.  Despite the name, it shares very little else in common with the regular Beta. Early on in the development phase it was powered by 3.0-litre V6 engine mounted behind the driver, but with the arrival of the 1973 oil crisis and its necessary economies the decision was made to change to a 1995cc twin-cam four-cylinder. The Montecarlo was offered as either a Coupé or a Convertible, the latter featuring a 'targa-like' opening with a manually retracting roof. Two versions of the Montecarlo were produced over a six year period. The first, known as the Beta Montecarlo, was released in 1975 with an inline-four cylinder producing 118bhp, enough for a sub-10 second, 0-60 time and a top speed of 119mph. Alloy wheels measured 13 inches, while the cabin was trimmed in vinyl, with fabric upholstery an optional extra. A total of 5,638 Beta Montecarlos were manufactured, 3,558 were coupés, the remainder being convertibles. Two years later, the second-generation (S2) model appeared, which along with a brake fix (which involved fitting larger front discs and calipers, and removing the servo altogether) introduced a number of updates. The front-end styling featured a new split grille design first seen on the Delta a year earlier, while the buttresses were partly glazed to improve rear visibility. At the back, an aluminium strip sits in place of the body coloured metal where the badging was located previously. A new alloy wheel design, measuring 14 inches, was necessary to house the larger brakes. Inside, the Montecarlo (the Beta prefix was dropped for the second-gen model) gained new materials and the two-spoke steering wheel was replaced with a three spoke Momo, ‘de riguer' for Ferrari's of the period. Mechanical changes were fairly limited. The engine gained a higher compression ratio, new carburettors and electronic ignition to improve drivability, while the suspension geometry was also revised. Production ran for a single year, with 1,123 coupés and 817 spyders produced.  Offered here is a fantastic example of Lancia's ‘baby Ferrari' with only 23,800 miles and three owners from new it is totally original. Importantly, it is the final evolution of the Series 2 and is one of only 172 UK RHD examples built. Supplied new by Lancia main dealer, Cloverleaf Cars of Basingstoke, it had remained with its previous owner since February 1984 when it had covered 8,900 miles.Finished in Red with a dark and light grey interior, the car appears immaculate and has patently been well cared for. The bodywork and trim look unmarked and the engine bay is excellent. The comprehensive history file contains the original purchase invoice showing that a Lancia Fulvia 1.3S had been part exchanged. All the original owners books, tools, manuals and two sets of keys are present together with the old MoTs. It has a new MoT through to February 2017 showing no advisories. If ever there was a perfect haven for an investment this great little ‘mini Ferrari' must surely be it. Faultless to drive and in need of nothing except an appreciating new owner to further cherish and enjoy.  

Aston Martin's customers had been clamouring for an eight-cylinder car for years, so Aston Martin designed a larger two-door saloon for V8 applications. The engine was not ready, however, so in 1967, the company released the DBS with the straight-six Vantage engine from the DB6. Two years later, Tadek Marek's V8 was ready, and Aston released the DBS V8. With the demise of the straight-six Vantage in 1973, the DBS V8, now restyled and called simply the Aston Martin V8, became the company's mainstream car for nearly two decades. It took a well-earned retirement in favour of the Virage in 1989. This example, chassis #11973, is an original UK right-hand drive automatic, built on 23rd June 1978. Supplied by H.W.Motors Ltd of Walton-On-Thames to its first owner and finished in Imperial Burgundy with a Fawn leather interior. This car has the VIN suffix ending RCAS, indicating that it is one of the last Series III V8s produced and features four twin-choke, downdraught Weber carburettors replaceing the Bosch fuel injection system. The history file shows that a Mr Philpott of Clapham took ownership of the car on 2nd September 1986. There are numerous invoices from specialists such as Rikki Cann and Pugsley & Lewis addressed to Mr Philpott for work carried out, the last of which is dated 21st May 2003. After some years in storage, our vendor acquired chassis #11973 in 2012 and immediately put the car through a successful MoT test. Since this point, the car has once more remained inactive, with our vendor commenting that as he parked it up again, he noticed that the oil pressure was low, and he made the decision that the time had come to restore this big Aston and return it to rude health. Chassis #11973 wears registration 'AMV 88T' and is supplied with a UK V5c and a host of old MoTs and invoices. Offered as a matching numbers, but non-running project, this Aston Martin is the perfect candidate for a full restoration.   

When the DS was unveiled at the 1955 Paris Salon, there were gasps of amazement all round-and rightly so. Looking like something that had just arrived from outer space, the DS was revolutionary in every sense, and suddenly Citroen's Traction Avant looked decidedly 'old hat'. In the first 15 minutes of the show, 743 orders were taken, and orders for that first day totalled 12,000.It pushed the boundaries in the ‘ride versus handling' compromise equation beyond what was thought possible in a motor vehicle. The DS was the first mass produced car with front disc brakes that were mounted inboard on either side of the differential and was effectively a mid-engined front wheel drive car. It also featured 'hydropneumatic' suspension, which included an automatic leveling system, and variable ground clearance, power steering and a semi-automatic transmission.Over its twenty years of currency, the DS appeared in a variety of body shapes with a number of different engines and transmissions, and in 1957 it was decided to produce a simplified version known as the ID19 (in French ID is pronounced "Idée"- idea). This was essentially a DS19 but without the hydraulic steering, brakes or gearbox, while the engine had a lower output and the interior was a little less luxurious. IDs and their variants went through a similar evolution to the DS, generally lagging its sibling by about a year. In 1973, pretty well at the end of the model's lifespan, the top of the range ID was introduced and was known as the 'DSuper 5', featuring the 2,175cc engine and five-speed gearbox from the DS. This original RHD Citroen ID DSuper 5 was delivered new to Cyprus where it has remained until just last year. Having spent its more recent years laid up and unused, the car was extensively restored and brought back to life in 2014. All the panels were removed leaving the basic skeleton and all concerned were delighted to find that, primarily because of the dry climate, the car was remarkably well preserved enabling much of the original car to be salvaged and restored to the fantastic condition in which it's presented today. All mechanical aspects of the car were, of course, similarly treated and the engine benefits from being stripped and checked before being rebuilt with new gaskets and valves. Much the same with the all important hydropneumatic system that has been overhauled and rebuilt. The car is accompanied by a number of invoices detailing the new parts used in the restoration. This car is superb example of a true icon, and with all the hard work undertaken, this wonderful French 'spaceship' requires nothing else other than to be driven and enjoyed. Amusez-vous bien!    

Land Rover had continued to update the original 1948 model from inception and the Series III was the culmination of nearly thirty years of development and improvements. For the first time, they sought a new buyer demographic, amongst leisure users. The Series III had the same body and engine options as the preceding IIA and was little changed cosmetically from the IIA to the Series III, however the III is the most common with 440,000 of the type built from 1971 to 1985. The headlights were moved to the wings on late production IIA models from 1968/9 onward (ostensibly to comply with Australian, American and Dutch lighting regulations) and remained in this position for the Series III. The traditional metal grille, featured on the Series I, II and IIA, was replaced with a plastic one for the Series III model. The 2.25-litre engine had its compression raised from 7:1 to 8:1 increasing the power slightly although the high compression engine had been an optional fit on the IIa model for several years, During the Series III production run between 1971 and 1985, the 1,000,000th Land Rover rolled off the line in 1976. The Series III saw many changes in the later part of its life as Land Rover updated the design to meet increased competition. This was the first model to feature synchromesh on all four gears as only some late H-suffix SIIA models, mainly the more expensive Station Wagons, had used the all-synchro box in the past. In keeping with early seventies trends in automotive interior design, the simple metal dashboard of earlier models was redesigned to accept a new moulded plastic dash and the instrument cluster, which was previously centrally located, was moved to the driver's side. The 1982 Series III soft-top we have on offer here is the combination of Land Rover's ingenuity and the demands of the 2016 leisure user and it's quite rare to see a Series III with updated mechanical and interior features, This vehicle has had a full rebuild and extensive restoration. Briefly, the car was rebuilt around a brand new Richards galvanised chassis, rebuilt bulkhead including new foot wells and the 2286 cc petrol engine was stripped down, cleaned, inspected and parts changed where needed. The gear and transfer boxes had a full inspection and replacement of parts where required, as did the axles. The suspension and wheels had significant attention with new Rocky Mountain parabolics including new gas shock absorbers and five 750 x 16 Avon Range Master tyres were mounted on refurbed wheels painted in Old English white. A genuine replacement fuel tank, new radiator and Lucas battery have also been fitted together with a new wiring loom, lights and wing mirrors. The whole vehicle was re-assembled carefully with all the new bits that have to be sourced when you carry out a comprehensive restoration such as this.There are some really good photos of the whole process. The bodywork was taken back to bare metal and given a proper respray in Sage Green which was the original 1948 colour and a new PVC hood was fitted over the galvanised frame.To finish off the project, the interior was upgraded with three new Defender seats in the front covered in a 'diamond stitch' pattern, matching bench seats in the rear and new mats and belts.  With just 82,500miles and a new MoT until November 2016, this superb Land Rover is perfect for summer fun, at a fraction of the price of a Series I or Defender.   

By the late 1960s, both Volkswagen and Porsche were in need of new models; Porsche was looking for a replacement for their entry-level 912, and Volkswagen wanted a new range-topping sports coupé to replace the Karmann Ghia. At the time, the majority of Volkswagen's developmental work was handled by Porsche, part of a set up that dated back to Porsche's founding. Volkswagen needed to contract out one last project to Porsche to fulfil their end of the deal, and decided to make this that project so Ferdinand Piëch, who was in charge of research and development at Porsche, was put in charge of the 914 project. The Porsche 914 replaced the top of VW's line, the Type 34 Karmann Ghia.It was originally intended to sell the vehicle with a flat four-cylinder engine as a Volkswagen and with a flat six-cylinder engine as a Porsche, however Porsche decided during development that having both companies sharing the same body would be risky for business in the American market, and convinced Volkswagen to allow them to sell both versions as Porsches in North America.On March 1, 1968, the first 914 prototype was presented, however development became complicated after the death of Volkswagen's chairman, Heinz Nordhoff, on April 12, 1968. His successor, Kurt Lotz, was not connected with the Porsche dynasty and the verbal agreement between Volkswagen and Porsche fell apart. However, in the end it didn't really matter and over the seven years of the model's life, the 914 would outsell the 911 and eventually find over 118,000 homes.The 914 on offer here is a 1973, 2litre European model and was delivered in early January of that year to Michael Roche who lived near New Ross in Waterford County in Ireland. The car was sourced through AFN in Isleworth and ordered in the special colour of Saturngelb (L99A Metallic-Chrome Yellow) with Corduroy Fabric and pile carpets, and the original 1972 colour chart is in the history file. First registered on 12/01/1973 the car was to remain in the possession of the Roche family (father Michael and son Matthew) until its sale to Chris Knowles in May of 2015.Used initially as daily transport, after a couple of years Michael Roche chose to use it sporadically and during 2003/4/5 he decided to restore it, and there are bills in the history file for many thousands of pounds. The car was fully resprayed at some point and we understand that he was happy with the result at the time although it now appears that some panels have since reacted badly and will need further attention. During this period the engine was rebuilt by classic Porsche experts Roger Bray Restorations in Exeter and the suspension, brakes, shock absorbers and exhaust were restored or replaced as part of this 'rolling' restoration. Our vendor had planned to complete the restoration after his purchase last year but other projects have taken priority and the car is now for sale.Basically this little yellow 914 is almost there. The interior is in fine condition, the contemporary Fuchs wheels are good as is the Targa top. The engine has recently been run but needs setting up and tuning and the bodywork needs a sympathetic repaint. The history file with the car makes interesting reading and contains the Eire Registration Book, the last Tax Disc, the transfer of ownership certificate in 2015, confirmation that no VAT is due, a large pile of invoices relating to work carried from 1973 up until last year and a number of photos. In addition there are half a dozen period brochures from 72/73 and a couple of contemporary road tests in 'Road and Track' and 'The Motor'.After import from Ireland into the UK last year a NOVA form was submitted, but since the car does not yet have an MoT, a UK licence number cannot be obtained. These cars have a lovely seventies appeal and are rapidly becoming sought after, and, with a bit of paint and a little tlc, could soon be someone's pride and joy.  

In 1947, whilst holidaying at his North Wales farm, Rover's chief designer Maurice Wilks came up with a plan to produce a light agricultural utility vehicle in the style of the Willys Jeep. He would have no idea that his design would become an icon and launch a whole new industry sector. The original Land Rover was presented in Sage Green with a canvas roof and revolutionised rural transport. As an engineering marvel it can still outstrip its modern counterparts, and the Series I rightly belongs in the Motoring Hall of Fame. Hugely successful globally, dozens of improvements were made throughout the long production run. The holy grail for any Land Rover enthusiast is an early Series I, and there are a number of visual clues for an early car. The lights must be behind the grille, no exterior door handles and a ‘side plate' engine. This very special Landy, chassis number 860149 ticks those boxes and more. Built on the 13th September 1948 and delivered new to Steels Garage Limited of Cheltenham on the 1st October 1948, Chassis #149 was collected and then registered on 6th October by the Royal Agricultural College, Cirencester, as confirmed in the ‘buff log book', supplied in the history file. We are very grateful to the Royal Agricultural College for delving into their archives and unearthing a period photograph of HDG 600 being used in 1950, and a copy of their accounts for the financial year 1949 confirm that they paid £509.46 for it. As one would expect from a very early Series I the lights are indeed behind the grille, there are no exterior door handles and the engine is the correct ‘side plate', with the oil filler close to the bulkhead. Sympathetically restored and owned by our vendor, a Land Rover enthusiast who is downsizing his Land Rover collection, Chassis #149 is finished in the correct Sage Green and we are told is on the original chassis. The very rare side plate engine starts on the button, although we cannot categorically confirm or deny that it's the original engine as Land Rover records for this period are incomplete. The engine number (as stamped) is 860659 but does not tally with the V5, which shows the same chassis and engine number, a not uncommon occurrence with DVLA historic vehicles records. Frustratingly the original buff log book does not list the engine number, just the chassis number. A Land Rover Heritage Certificate has been applied for and should be ready in time for viewing, and we have also asked The Royal Agricultural College at Cirencester for their assistance in digging up any documents in their archives, including period photographs during their ownership of the car between 1948 and 1966. This consignor is no stranger to the Series I Land Rover, Silverstone Auctions holds two of the Top Five World records for a standard Series I, and when we are offered a car like this it is hard not to get excited, especially with the final Land Rover, the Defender, going out of production just last month. It is notable that the last ever Land Rovers produced, part of the limited run of four hundred ‘Heritage' models, are finished in nearly identical colours. Wouldn't it great to have one of the first Land Rovers, in the same colours, parked alongside the last ever produced? We firmly believe that Chassis #149 is the most important Land Rover to be offered for auction in recent years.

Regarded by many as the last really pretty Ferrari, the 355 was launched in early 1994 and shared most of its dimensions with its predecessor the 348, but was, in most respects, a brand new design although retaining the 'flying buttress' rear window styling cue which dated back to the 1965, 206 Dino GT. The Berlinetta and the Targa topped GTS, were available initially with the 355 Spyder joining the range about a year later.An increase in capacity from 3.4 to 3.5 litres and a new 5 valve head, managed to produce 375 bhp from the longitudinally mounted V8 at a spine tingling 8,250 rpm and the innovative F1 electro-hydraulic, 'paddle-shift' automatic six-speed gearbox, combined with the instantly adjustable shock absorbers and extra engine power meant that the 355 was considerably more competent and consequently more enjoyable, than its predecessor. This lovely, 1998, left-hand drive 355 Berlinetta F1, was delivered new to Switzerland and has been enjoyed by two owners. It's finished in classic Rosso Corsa with a factory bespoke interior featuring Carbon Fibre, Black leather and Red carpets. It was fitted from new with 'Challenge' side skirts and grill, ceramic shields, detailed black graphite wheels and a custom exhaust.Complete with its dedicated tool kit (with belts and bulbs), a file containing invoices for around 20,000 Swiss francs for mechanical upkeep, all the normal manuals/service history, and its current MoT.The car has been serviced by Ferrari dealers on a regular basis and the appropriate service records stamped.(below). 10/06/1999 7,638km26/04/2000 20,685km22/04/2002 32,253km24/04/2004 37,444km05/05/2006 43,621km16/04/2008 48,636km10/02/2012 51,224km10/12/2014 54,870km Since the last service the vendor informs us that he has covered a little over 1,000kms and the car is running perfectly.A great opportunity to acquire a well maintained, two owner, 355F1 with a full Ferrari history.  

De Tomaso's replacement for their successful Mangusta in 1971 was the avant-garde and stylish Pantera. Retaining the best of the ingredients from the Mangusta, including the mid mounted 300 horse power Ford 351 cubic inch V8 Cleveland engine, 5 speed ZF transaxle and dramatic styling, the Pantera also added monocoque construction into the mix. The cars sold well, limited production running from 1971 through to the early 90s with various derivatives emerging from the factory, although it is the early cars that have a certain purity of line ensuring they remain the most attractive and collectible. The car offered here today is an early and restored 1972 example finished in the superb combination of two-tone grey and black paintwork with a black leather interior. This Pantera was comprehensively restored approximately 10 years ago and there are bills and receipts in the history file totalling $50,000. Photographs of the restoration show the car stripped back to bare metal and suggest this was a nut and bolt rebuild. The previous owner decided that the original 351 cubic inch Ford V8 was not sufficient, so this one is powered by a Ford 420 cubic inches (7,327cc) 'stroker' mated to the original 5-speed ZF gearbox. "The addition of big-block power in a small-block package makes this car feel invincible on the street." Although not 100% original, the engine is still a Ford unit and provides a refined and very impressive driving experience. The exhaust system is a work of art and "sounds downright nasty" according to a previous owner. Following our inspections, we can confirm the bodywork is presented in very good condition with excellent paintwork and shut lines. The interior is delightfully original and is presented in lovely re-trimmed order. The engine bay suggests no expense was spared during the rebuild and the mid-engined V8 certainly takes centre stage. The odometer is reading an unwarranted 57,248 miles and the Campagnolo wheels have been nicely refurbished. Supplied with a UK V5C registration, current MoT certificate and aforementioned bills and photographs of the restoration, this example represents superb value. The prospective new owner will get the best of both worlds, stunning seventies supercar styling with performance figures that could embarrass many modern cars. "The Pantera has become an A-list celebrity and this one with a frame-off restoration and a brutal powerplant make the argument that Ferraris may be garage art, but Panteras are meant to be driven."  

The outstanding success of the Maurice Wilks designed Land Rover saw the car being used by every sector of society. One could say the Land Rover was the first truly classless car, and remains so to this day. Enjoyed by King George VI on jaunts across the Balmoral and Sandringham estates, The Queen remains a loyal fan to this day, the Land Rover could then ferry a battalion of gun dogs and their beaters in the same manner. As much as the Land Rover was beloved by all, it was rather bereft of certain luxuries that post-war drivers had come to expect in their cars. There was a demand from the armed forces and Commonwealth countries for a capable, go-anywhere vehicle that could ferry officers and dignitaries in a degree of comfort. Here at home there was a growing market from landowners who wished to transport their shooting guests across moorland without being battered by the elements. Rover therefore, developed a seven-seater Station Wagon variant of the Land Rover in October 1948 based on the 80-inch chassis and powered by the petrol 1,595cc engine. This had a body made by Tickford of Newport Pagnell, coachbuilders to Rolls-Royce, constructed in the traditional way with alloy panelling over a wooden frame. Early Station Wagons were finished in Light Green, from mid-1949 some were finished in Light Green over Bronze Green, and the final vehicles were in all-over Bronze Green. The Station Wagon was never a commercial success. In the first place, its coachbuilt body made it expensive to manufacture. Secondly, it was classified as a passenger-carrying vehicle on the home market and was therefore subject to Purchase Tax from which the basic Land Rover (classed as a commercial vehicle) was exempt. This inflated its price to unreasonable levels, a whopping £950.00 plus tax, ten times the average annual salary of £100.00 in 1950. As a result, just 650 were built in three years, and the model was withdrawn in the summer of 1951. It wasn't until the launch of the Range Rover some twenty years later that the idea of a competent and relatively luxurious off-road vehicle could be seriously engineered and marketed. The Range Rover, the car that launched the SUV market borrowed a number of features from the Tickford, namely the split tailgate, a feature still seen on the current Range Rover today. Because of the low production numbers, this Tickford we have the honour of offering to market is very, very rare and certainly one of the last surviving road going examples, quite possibly numbered in single figures. Most Tickfords were destined for overseas markets and this car, supplied new to Charles Hurst Ltd, of Belfast, was first registered in May 1950 and retains its original registration mark 'MZ 9750'. On return to England, it had several owners in Cheshire before being acquired in October 1981 by well known Land Rover enthusiast Mr. D. M. Leather, and it was restored sympathetically in the 1980s. Purchased by the penultimate owner in 2003 who treated the Tickford to a programme of works between 2004 and 2006 that included a respray in the correct Bronze Green and mechanical works that totalled around £15,000. The Tickford joined our vendor's sizeable Land Rover collection in September 2012. A true enthusiast, he grew up around Land Rovers with both his father and grandfather being Land Rover dealers, and the sale of the Tickford is a result of downsizing the collection due to our vendor's advancing years. Presenting today in good overall condition, this sixty-six-year-old car would not be described as a 'Show Queen', but as a road going example it performs admirably, starting and running well. Retaining many original parts and fittings, the vendor believes the engine is also original which cannot be confirmed as Land Rover engine number records pre-1951 are incomplete. A Land Rover Heritage Certificate has been applied for and a copy will available to view should it arrive in time. Although largely immaterial in a car of this age, the odometer reads 51,493 at the time of consignment. To conclude, we believe that this car not only has the privilege of being one of the last true survivors of the first attempt to 'civilise' the Land Rover, but is an historically important motor car when considered as an early concept of what was to become the legendary Range Rover.

Generally speaking, being 'last' gets a bit of a bad press. Naturally there are exceptions to this, and I think that the last Lamborghini Diablo SV imported into the UK, the last Diablo SV off the production line in 1999, and, most importantly, the Last Lamborghini to leave Sant'Agata that Millenium, would certainly qualify as an exception. We are led to believe this car may be all of these, but until Lamborghini can confirm in writing that this is the case, we shall have to wait and see.In January 1990, Automobili Lamborghini S.p.A. introduced their latest mid-engined, high performance sports car, and in keeping with their tradition of naming their cars after legendary fighting bulls, chose a ferocious example raised by the Duke of Veragua in the 19th century known as "Diablo".Prior to its introduction, the sharp and dramatic lines of the Marcello Gandini design were somewhat softened by the pen of Tom Gale and his presentation of the car opened to rave reviews. The two door, rear wheel drive, mid-engined coupé was powered by a 5.7 litre, V12 and about 490 horses found their way to the tarmac through a 5-speed manual transmission, resulting in a 0-60 time of 4.5 seconds and a top speed of 202 mph. The SV (super veloce) was introduced at the Geneva Auto Show in 1995 and among the more significant changes was an increase in power to 517bhp, an adjustable rear spoiler and better brake cooling. In 1999, a face-lifted Diablo was launched, with a further hike in power output to 536bhp and 446 lb-ft of torque (aided by variable valve timing) with 0-60mph now an impressive 3.9 seconds and Kelsey-Hayes ABS was fitted as standard. There were a number of cosmetic changes to the interior and exterior, the most obvious of which was the replacement of the earlier pop-up headlamp units with fixed composite lenses and the new ergonomically improve dashboard. This special Diablo SV left the factory on the 21st of December in 1999 immediately before they shut down for the Christmas break and their celebrations to mark the end of the Century. For the previous few months the Volkswagen Group had been in financial control of Lamborghini but the end of that year marked a turning point, and from the opening of 2000, Teutonic efficiency began to replace the magic of Italy in terms of the bloodline, style and general madness of Italian supercars. The car is finished in, what we believe, may be a one-off colour of three-coat Pearl Red/Orange and was fitted with the optional (£3.5k) side skirts from the SE30 Monterey and the interior is in grey/black leather/alcantara with Lamborghini floor mats.Originally registered as KCZ 7574 in Co.Antrim on 02-03-2000, our vendor is now the car's fourth owner having purchased it on 13-08-2010 from Top Gear Specialist Cars of Edinburgh with 25,569 miles recorded. Now registered V12 SVR, the odometer indicates around 32,200.Now for sale through Silverstone Auctions, this wonderful Diablo is still very much original. The condition of the car is amazing for the year with no history of being damaged and although the paint has a few minor blemishes, as a result of its proximity to the road, they are hardly noticeable. The car drives superbly, particularly after a chassis and suspension restoration in 2013 at a cost of over £10k. The interior shows normal wear and tear but is in very good overall condition and again is original apart from from the new Alpine multi-media system with Sat-Nav, Ipod and Bluetooth connectivity which functions perfectly.Four new Pirelli P-Zero 182 Asymetrics were fitted at the end of the suspension rebuild (600 miles ago) and a full geometry set-up was carried out by Grimaldi Engineering. They have also very recently (25th. Jan) serviced and MoTd the car and fitted a couple of battery conditioner leads to simplify charging the battery.With the car, are the original Lamborghini tool roll with its appropriate tools, the original tyre inflator and a very posh, custom-made, fleece-lined indoor car cover in red with an embroidered Lamborghini logo. The service history is intact from 2002 and there are MoTs from 2007 (20,019 miles), the missing bits and pieces probably as a result of frequent registration number changes, however all four owners are contactable and the vendor has a clear idea of the history of ZA9DE21A0XLA 12330 from day one. There must have been enormous pride felt by those talented and passionate car builders at Sant'Agata as this last SV left its spiritual home fittingly painted in the colours of "The Devil" Owning a Diablo SV is a dream for most people, however if purchasing one is an option for you, then the appeal of this Lamborghini 'Devil' may be too much to resist.    

With the 928, Porsche created a serious long distance grand touring car that was also at home on twisting B-roads thanks to super direct steering, 50/50 weight distribution and a clever Weissach rear axle that kept the car firmly planted. Porsche continuously developed the 928 throughout its production life, culminating with the launch of the S4 in 1987, which differed slightly from the earlier Series cars with its smoothed off front and rear bumpers, larger rear spoiler, more interior equipment and a 5-litre version of the V8 engine developing 316bhp. 1989 saw further development of the 928, with the launch of the GT model, featuring a more powerful 5.0-litre V8 capable of 326 bhp, but more importantly, the introduction of a 5-speed manual gearbox for those who wanted a more sporty driving experience. The model also feature twin exhaust, uprated camshafts and sports suspension -the ultimate 928 had arrived! Supplied by Porsche Cars Great Britain, Reading on 11th October 1991, this original UK right-hand drive car is a rare manual 928 GT finished in probably the most desirable colour combination of Satin Black Metallic with a black leather interior and carpets to match. Accompanying the car is a comprehensive service history which includes a fully stamped service book beginning with a service at 1,779 miles at Lancaster Porsche when the car was barely a month old. 18 stamps later in 2011, and recorded at 96,871 miles, the car was sent to Paul Anderson at Hayes Engineering where in excess of £8,000 was lavished on this 928 GT. Work carried out at the time included; new engine mounts, a new clutch, a steering rack rebuild, replenishment of all fluids, fitment of new auxiliary drive belts, damper replacements, the list goes on....! Most recently in January of this year, and only 4,500 miles since its last major service at Hayes Engineering, our vendor sent the car to Porsche Centre Swindon for its annual service at the cost of £1,600. The complete & original book pack containing all relevant literature and the toolkit are both present, along with a folder full of invoices and 15 previous MoT certificates. In fabulous condition both inside and out, and now showing a warranted 101,432 miles on the odometer, this car is supplied with a UK V5c and MoT until 14th May '16. Being a rare and much sought after manual 928 GT, this car presents the next owner with a chance to enjoy a highly collectable front-engined Grand Tourer which has been thoroughly maintained throughout its life.   

When Maurice Wilks, Rover's chief designer, came up with a plan to produce a light agricultural utility vehicle in 1947 he would have no idea that his design would become an icon and launch a whole new industry sector. The original Land Rover was presented in sage green with a canvas roof and revolutionized rural transport. As an engineering marvel it can still outstrip its modern counterparts, and the Series I rightly belongs in the Motoring Hall of Fame. Hugely successful globally, improvements were made throughout the production run. In 1950, the lights moved from a position behind the grill to protrude through the grill and in 1952 a larger 2.0 litre petrol engine replaced the original 1.6 litre. This Series 1 86 inch was first registered on 13/06/1955 in Southampton, Hampshire the car has been continuously maintained rather than restored during its life and remains in fine fettle. Having been in the ownership of the previous custodian for over 18 years, Evidence of the continued upkeep of OAA 308 is on file with details of a full engine rebuild aprox 12,000 miles ago when an aluminum head and SU carburetor (from a Rover 60) were fitted to improve its general drivability. The original head, carburettor and many other spares are included in the sale. It has also been fitted with a Fairey overdrive and MAP freewheeling hubs, along with a new Autosparks wiring loom. A presentable car both inside and out, with scope for some further aesthetic improvements should you wish, this matching-numbers, 1955 Landie is an honest example with great charm that could be cosmetically tweaked a bit, or just left to do what Land Rovers do best.  

Porsche's first production car, the 356 was launched way back in 1948 and remained in production until 1965. Lightweight, nimble and exciting to drive, this iconic rear-engined air-cooled marvel began a cult that continues to this day, winning the hearts of generations of driving enthusiasts who revere the blend of speed, style and wayward engineering genius that is uniquely Porsche. Designed by Ferry Porsche and styled by Erwin Komenda, it began life with an air-cooled flat-four 1100cc Volkswagen engine producing just 40bhp and was effectively little more than a VW Beetle in a party frock. However, by a process of continual engineering refinement and improvement, it quickly grew into a world-class sports car and achieved success in such top events as Le Mans, the Mille Miglia, Targa Florio and Carrera Panamericana, as well as countless other races and rallies at local level. The 356 developed over the years and depending on the specification, provenance and perceived desirability they are on offer in today's market at anything from £50k to £1m. Naturally, in much the same way as the AC Cobra and the D-Type Jaguar, these high prices have spawned an industry of small manufacturers building replicas to cater for the many people who would love to own a genuine 356 but simply can't afford to. One of the most respected is Dorset based Chesil, a company who have built a reputation for providing one of the best 356 re-creations on the market. Available as a complete factory build, or as a home-build kit, they can be tailored to the customer's requirements using whatever size of VW engine that's available and a quality GRP body, meaning that, effectively, no two are the same. The Chesil 356 Speedster here is a very well presented 1800 based on a 1969 donor Beetle and professionally finished in Metallic Silver with blue leather seats and matching blue carpets. The wheels are silver with chrome hub caps and the effect is enhanced by the optional luggage rack and period suitcase. Inside is pure nostalgia with a painted dashboard, chrome grab handle, aluminium gear knob and 3-spoke woodrim wheel. Registered as a 1969 Chesil, it benefits from free Road Tax and is accompanied by a large history file with old MoTs, the current MoT, bills for engine and gearbox rebuilds and some spare keys. Having spent some time as a passenger in a hugely expensive, genuine Shelby Cobra the most annoying and frequently asked question is "Which Kit-car is this?". This is not going to happen in a Chesil Speedster, partly because not many people would recognise a 356 if they have ever seen one, but mainly because it just looks like a great way of enjoying a sunny day. This is a soundly engineered little sports car that seems so perfectly 'Fifties' and would look at home shopping in Stow-on-the-Wold or boulevarding gently down the Promenade des Anglais in Nice.  

The Bentley Arnage was launched in 1998, replacing the legendary Bentley Turbo. Built by Bentley Motors in Crewe from 1998 to 2009, the Arnage and its Rolls-Royce sibling the Silver Seraph were introduced in the Spring of 1998 and were the first entirely new designs for the two marques since 1980 when the Silver Spirit and Mulsanne models were introduced. The new Arnage was to be powered by a BMW V8 engine with Cosworth-engineered twin-turbo chargers and was designated the 'Arnage Green Label' and the Seraph was to employ a BMW V12 engine. The far superior 'Arnage Red Label' was launched in October 1999 and the engine reverted back to the iconic Rolls-Royce derived 6.8-litre V8 power plant. Bentley launched the Arnage 'Le Mans Edition' to celebrate their return, after seventy-one years, to racing at Le Mans. Only sixty-two Arnage Red Label Le Mans Editions were ever produced in right-hand drive. Discreet external styling details were unique to this limited run including quad exhaust pipes, ducting vents in the front wing, wider wheel arches, sports bumpers, "Le Mans Series" badges on the front quarter panel and five spoke sport wheels. Internally "Le Mans Series" lettering was embossed on the speedometer and rev counter, dark burr walnut with Bentley wings etched in intricate detail and inlaid into the waist rails of the doors as well as into the dashboard. Resplendent in ‘Silver Storm', one of just three 'Le Mans Edition' colours, the interior is very special with cream leather piped in blue, blue leather on the dashboard top roll and steering wheel sections and dark blue lambswool carpets. This 2001 example boasts a full Bentley main dealer service history with ten stamps, nine by H.R Owen Bentley, Hadley Green and the last by Harwoods Bentley, Hampshire. The chassis number corresponds with the letter codes for the Le Mans Edition. The condition belies the 67,320 miles and the car has been in regular, but light use, as part of our vendor's wedding car business since 2012, waxed and polished more than most cars. The service intervals are as follows: 28/01/02 - Bentley Hadley Green - 10,114 miles 9/10/02 - Bentley Hadley Green - 19,650 miles 20/05/03 - Bentley Hadley Green - 29,177 miles 24/01/04 - Bentley Hadley Green - 40,081 miles 14/01/05 - Bentley Hadley Green - 50,884 miles 14/01/07 - Bentley Hadley Green - 53,062 miles 20/10/10 - Bentley Hadley Green - 56,323 miles 11/11/11 - Bentley Hadley Green - 59,233 miles 18/06/12 - Bentley Hadley Green - 63,404 miles 09/04/15 - Bentley Hampshire - 66,544 miles This car offers fabulous value in terms of road presence, luxury and performance attached to a great number plate. With just three owners, four new tyres and an MoT until February 2017 what a great opportunity to own a car that celebrates the success of the "Bentley Boys".

The legendary Honda NSX (standing for New Sportscar Experimental) was developed by the Honda Motor Corporation between 1984 and its eventual launch in 1990, with major chassis and suspension input from three times F1 World Champion, Ayrton Senna.The NSX featured a state of the art 3.0-litre V6 'VTEC' engine (variable valve timing) and an all-aluminium monocoque body, encompassing a revolutionary extruded aluminium alloy frame and suspension. This made the car very light and extremely strong. Other game-changing features included 4 channel ABS brakes, titanium connecting rods in the engine and later in the model's life - an electric power steering system as well as an upgrade to a 3.2-litre V6 engine. The car was the first real Japanese 'Supercar', proving itself and quickly establishing respect from its key competitors. Production continued right up until 2005, with only subtle changes made throughout its life. This particular NSX is a 1999 right-hand drive, UK Supplied, 3.2Litre, 6-speed manual car with the desirable 'pop-up' headlights. We understand that it's one of two 1999 cars painted in Imola Orange Pearl and as the other one is an automatic, then this is the only manual car disporting this dramatic shade. 'T000013' is presented here with a meticulously documented service history fully backing up the 51,000 miles currently reading on the odometer. Indeed, at the time of writing the car is at Chiswick Honda for a full service and will be sold with a fresh MoT. The vendor has reported that the wheels are not original, but are the correct size, however, in our opinion they are striking and flatter the car, as does the distinctive paint colour which suits the lines of this NSX really well. The overall condition of the vehicle is very, very good with the brilliant paint finish looking unmarked and the sort of 'shut lines' you might expect when Honda produce a 'show-off' car. The interior is excellent, subtle in black throughout with an exciting dashboard, and the presentation of the whole car belies its mileage. A rather appropriate and exclusive registration 'T99 NSX' will remain attached to the car, along with a Bluetooth and I-pod connectivity stereo, that's been upgraded internally and works very well. This is a UK, right-hand-drive, 3.2, six-speed car and there are perhaps only a dozen or so on the road in this combination. Given the rarity of this distinctive vehicle, and the fact that the new NSX is coming out this year, there will be a certain amount of focus on the earlier cars, and bearing in mind that they have always been undervalued as a 'supercar', what a great opportunity to own a topical, good-looking, fast and collectable classic.  

More details to follow....

Introduced in May 1961, the Jaguar E-type 3.8 FHC was a sensation with classic good looks and performance unrivalled at the price. Often heralded as the most beautiful car of all time Jaguar, not surprisingly, made no significant changes until the introduction of the 4.2 engine in October 1964. Additionally, they incorporated an all-synchromesh gearbox, increased legroom and better torque from the new capacity engine. This resulted in the best driving E-type and now a Grand Tourer to match the best being produced by its rivals. The E-type still continued to hammer the opposition on pricing. A Jaguar Heritage certificate show this particular Series I 3.8 Fixed Head Coupe was manufactured on 18th January 1962 and was destined for the US market in left-hand drive form and delivered to its first owner by Jaguar Cars New York in Carmen Red with a Black leather interior.  The coveted 'flat-floor' model E-Types finished their left-hand drive production run with chassis #885504, making this car intriguing as it was manufactured only 3 cars later, being chassis #885507, and probably on the same day as the body type change. This could mean that it's one of the earliest 'non flat-floor' cars to roll off the production line. First registered in the UK on 1st August 1984 but later changing registration numbers to the current 'WVS 980', this car was sold to a Mr D. Adams of Hertford in 2005 by the respected specialists, The E-Type Centre, who at the time carried out the necessary work and converted the car to right-hand drive. At the same time, a Luminition electronic ignition system was fitted, along with a Kenlowe fan to improve cooling. Later in 2005, further improvements were made to the car with the addition of Coopercraft front and rear brake callipers, an uprated fuel pump, new rear subframe mounts and a professional respray. The next traceable owner was a Mr Snow of Derby, who in July 2011 sent 'WVS 980' to classic Jaguar specialist, Michael Cannon of Derby for a full checkup. At that time the engine mounts were replaced, new exhaust manifolds were fitted on both sides, the braking system was given a full overhaul, the carburettors were cleaned, reset & tuned and some wiring was replaced where necessary. An invoice totalling £11,000 for this work is included in the history file. In April '12, the car was again taken to Michael Cannon where it was fitted with a new Elite Racing Transmissions Tremec 5-speed gearbox. A serial E-type owner for almost 40 years, our vendor purchased chassis #885507 in 2013 continuing his enthusiasm for the model. This car has been enjoyed in his ownership, covering around 1,000 miles over the last three years, however other projects now take precedence and this car is available for sale. Supplied with an MoT until 7th June 2016, a UK V5c and a folder of invoices, this is a 'cracking' E-Type awaiting a new owner.   

Some cars just get better looking with age and the W107 Series Mercedes-Benz SL is definitely among them.Overshadowed for a long time by its graceful ‘Pagoda' predecessor, it's now becoming better appreciated for what it is - a beautifully built sports roadster that is totally dependable. To this day, no car door closes with a more reassuring ‘thunk' than a Mercedes SL, and everything about the car suggests solid engineering.Fast, comfortable and discreetly understated, the SL has a matchless ability to munch up the miles for year after year without ever seeming to falter. No wonder it stayed in production, fundamentally unaltered, from 1971 until 1989 - the longest production run of any Mercedes car to date.Launched in 1985, and remaining in production until 1989, the 300SL is often considered to be the pick of the SL range, falling mid-way between the 2.8-litre and 5-litre V8 models. It was powered by a creamy-smooth 3-litre straight six that employed a new KE Jetronic fuel injection system linked to a modern engine management computer that not only achieved better fuel economy than the 280 it replaced, but offered more power as well. When this 'state of the art' modern engine was mated to the improved 4-speed gearbox it became a very effective package and epitomised intelligent Teutonic engineering.The official figures were 185bhp and 188lb/ft of torque, sufficient to propel the car to 60mph in just 9.6 seconds on its way to a top speed of 130mph. Almost as quick as the larger V8 models, it was not only more frugal but also handled better thanks to improved weight distribution.The automatic 300SL offered here today was first registered on the 1st of August 1988 and has been enjoyed by eight owners since. Finished in Arctic White with a matching hardtop and cloth interior, the indicated mileage is around 146,000 and the vehicle is accompanied by its V5, a number of old MoTs (most recent 20/06/2014) and its Maintenance Booklet stamped up until October 2013.Whilst in generally good condition, this lovely white SL will need recommissioning before being returned to the road. We are advised that both sills will need replacing and further work will be required before an MoT will be granted, however these cars were properly built and an ideal basis for a bit of a refurb.With asking prices for eighties SL convertibles in fine fettle up around £15,000, the guide price for the car you see here could make it an ideal project for the trade or an SL enthusiast.

  The Mondial saw Ferrari return to Pininfarina as its choice of styling house, and it was sold as a mid-sized coupé and, eventually, a cabriolet. Conceived as a 'more usable' model, offering the practicality of four seats with the performance of a mid-range Ferrari and hopefully attracting a slightly wider audience than their traditionally more focused two-seaters. The car's body was not built as a monocoque in the conventional way, but instead, the steel outer body was produced by the famous Italian coachbuilder Carrozzeria Scaglietti, just down the road in nearby Modena and clothed a lightweight steel box-section space frame. The Mondial was the first Ferrari where the entire engine/gearbox/rear suspension assembly was mounted on a detachable steel sub-frame, making engine removal for a major rebuild or cylinder head removal much easier than it had been on earlier models. Like the new 328 GTB, the Mondial's engine grew in both bore and stroke to 3.2 Litres for 1985, and its output was now 280bhp. Available in both Coupé and Cabriolet forms, the look was refreshed with body-coloured bumpers, similar to the 328 with more integrated indicators and driving lamps, and a set of restyled wheels. The 3.2 also boasted a major interior update with a more ergonomic layout and a more rounded instrument binnacle. Registered on the 10th March 1988 this right-hand drive Mondial, in the classic combination of Rosso and Crema hide, has been used by our vendor as part of his Wedding Car business, by definition ensuring that it was always looking its best. Offered with the original leather tool roll containing all of the tools, its history file confirming the service intervals and the original bill of sale. The thick folder has numerous invoices and every MoT since 1991. The mileage shows the car has been regularly but sparingly used by a succession of owners who have appropriately serviced it, and the mileage today reads 37,806.The service intervals are as follows: Maranello Concessionaires, Egham - 19/9/1988 714 milesReg Vardy Specialist Car Division Houghton Le Spring - 23/09/1991 1,704 milesReg Vardy Specialist Car Division - 28/01/1994 6,213 milesFerrari and AML - JCT Bradford - 8/02/1996 10,456 milesFerrari and AML - JCT Bradford - 31/02/1997 15,109 milesReg Vardy Specialist Car division - 21/01/1998 19,025 milesReg Vardy Specialist Car division - 17/02/1999 22,107 milesItalia Autosport Meltham, West Yorkshire - 30/01/2001 26,417 milesSpecialist Cars, Marston Business Park, York - 26/11/2003 29,405 milesBob Houghton Ltd, Northleach - 29/11/2006 32,530 milesBob Houghton Ltd, Northleach - 23/02/2009 33,746 milesBob Houghton Ltd, Northleach - 31/05/11 34,997 milesBob Houghton Ltd, Northleach - 20/7/2012 35,576 miles cambelt changedAE Performance Engineering, Knutsford - 15/01/2015 37,019 miles cambelt checked, found to be excellent. With sales of its contemporary, the 328, regularly reaching £100,000, this Mondial is a great opportunity to join the ranks of Ferrari owners with a much more sensible budget.  

The Volkswagen Type 2 was introduced in 1950 as a multi-variant utility vehicle, known as the Transporter (basic panel-van), Kombi (basic dual-purpose freight/passenger vehicle) and Microbus (luxurious passenger vehicle). It was devised as an evolution of the Volkswagen Type 1, the original Beetle. The first generation of these versatile vehicles (named the T1) were produced with distinctive split-screens from 1950 until 1967. Among enthusiasts, it is common to refer to the different models by the number of their windows. The Kombi and Microbus are the 11-window with a split windshield, two front cabin door windows, six rear side windows, and one rear window. Presented here is a LHD 1959 VW Type 2 (T1) 11-window split-screen van which started life in the USA as an 8-seater Microbus (mod. 221). This is confirmed by the corresponding VW ‘M-code' (i.e. original specification code) which can be taken from the specification plate (which is still in situ). It also tells us that it was produced on the 12th March 1959 and was supposedly destined for Boston. This M-code also correlates to a correct chassis number (present on the V5C). Originally supplied in Seagull Grey (upper) over Mango Green (lower) - it still sports this great combination today. Imported from the US to the UK in 1974, this VW has lead somewhat of a cherished life. It has been professionally converted into a camper-van with a fully bespoke interior. As a Microbus originally, it would have been well-appointed (with interior & kick panels plus a headlining) and not designed or intended to carry freight. It would have a lead relatively easier life than a similar Kombi van of the same era, making it a good basis for a camper. This camper has obviously been much cared for and maintained over the years. Our vendor and previous owners have sought to make subtle but sensible improvements to the usability of this 57 year old vehicle. Marque specialist John Mayer has upgraded the engine (now 2110cc) giving more power (145bhp) and torque. It has covered 15,000 miles (approx.) without issue. This special engine is mated to an American-built performance gearbox. The driving improvements also include the reassurance of independent rear suspension plus rack & pinion steering (supplied by Creative Engineering), servo-assisted disc brakes all-round and Porsche 356 wheels. New windows were fitted (Creative Engineering- £1200) as were a 'Firetec' auto suppression system and a Fairbanks & Craven alloy fuel tank. The interior has been finished to a very high standard, whilst retaining period features such as the dashboard and steering wheel. The camping side of things includes a bespoke interior finished in Ash veneer (including a double bed, wardrobe and storage cupboards). The electrical features include a completely new 12v wiring system with leisure battery and main hook-up, USB outlets, a Waeco CF35 (£450) fridge and a quality music system with remote control. This unique camper van comes with a file of invoices and paperwork documenting its maintenance and upgrades. The chassis is said to be in fine condition and free from rot or rust. This genuine split-screen bus is in fabulous condition and strikes the perfect balance between 60's camper-van cool, VW enthusiast credibility and real-life modern drivability. It's fast enough but not too loud, long-legged and easy to drive, comfortable with good ride quality, and is just waiting for its next trip!  

The Porsche 911 GT3 RS 4.0 was launched in 2011, and was the final development of the track-inspired series of 997 GT3 RS models. Only 600 examples were made and it was the last hurrah for the motorsport-derived Mezger flat-six that was bored out from 3.8 to 4.0 litres, the largest displacement 911 engine ever. The normally aspirated power plant was crucially mated to a 6-speed manual transmission and achieved 494bhp at 8,250rpm. The 4.0 RS is considered by many to be one of the greatest drivers' cars of all time and according to EVO Magazine when the car was released: "It is the ultimate 911, and you could easily argue it's all the car you'll ever need. It will become an icon." First delivered and registered in Germany, this RS 4.0 is finished in Carrera White with contrasting Carrera GT Silver wheels and is trimmed in Black leather and Red Alcantara, complementing the exterior perfectly and resulting in a stunning and eminently desirable 911.The car has spent its entire life in Germany up until recently when it was imported into Monaco and is now indicating a modest 11,600kms (7,250mls). It has a full service history, most recently in October 2015 and very reassuringly, a two-year Porsche approved warranty which has only just commenced in November 2015. Presented with invoices including the dealers bill of sale, this car is in superb original condition. The 'over revs' have also been tested and the results are extremely satisfactory with over revs in "Range 1" only. For those unsure of what this means, the Rev Range is measured from 1 to 6, Range 1 being just below the rev limiter, Range 2 is on the rev limiter with Ranges 3-6 being over the rev limiter, e.g if the car has been downshifted and mechanically over revved. Revs recorded in ranges 3 and 4 are considered by Porsche to be safe with such vehicles still eligible for Porsche Extended warranty. As such we can deem that this car has not been excessively driven. Furthermore, this 4.0 RS enjoys this huge list of desirable options: PCM including Satelite navigation system.Telephone module.Front lift system.Sport Chrono Pack.90L fuel tank.Sound package +.Leather dash and door inserts.Cup holders.6 point driver and passenger harness seatbelts.Rear section roll cage in black.Floor mats.Fire extinguisher (never used).PORSCHE engraved on front centre arm rest.Alloys in Carrera GT silver. This car is a must have for the Porsche collector/enthusiast. Not only is it the last of the Mezger engined Porsches, the RS 4.0 is the only limited edition where each car is numbered, and the 4.0 RS will probably be the last manual "RS" variant to have rolled out of the Porsche factory.  

When Maurice Wilks, Rover's chief designer, came up with a plan to produce a light agricultural utility vehicle in 1947 he would have no idea that his design would become an icon and launch a whole new industry sector. The original Land Rover was presented in sage green with a canvas roof and revolutionised rural transport. As an engineering marvel it can still outstrip its modern counterparts, and the Series I rightly belongs in the Motoring Hall of Fame. Hugely successful globally, improvements were made throughout the production run. In 1950 the lights moved from a position behind the grill to protrude through the grill and in 1952 a larger 2.0 litre petrol engine replaced the original 1.6 litre. This delightful 'shabby chic' Series 1 Land Rover, has an aristocratic history having been purchased by the Rothschild family as a gift for Romulus Christie the grandson of Sir George Christie the founder of the 'Glyndebourne Festival' at Glyndebourne Manor where, until very recently, the car resided. Originally registered on 12/05/1955, this is an 86 inch Series 1 presented in good useable order with an excellent chassis and apparently drives well. It does however have the outward appearance of a faithful servant who has fought valiantly for sixty years to defend the hedgerows of 'England's green and pleasant land'. Basically sound, this vehicle is an ideal candidate for ether a light restoration or even a full restoration should one be so inclined, however there is a school of thought that ROM 418 might be best left as it is. With its distinctive number plate and Country House background, this 'lived in' Landy would look equally at home 'picking up' on a Yorkshire moor, parked outside the Admiral Codrington in SW3, packed full of Springers down a Cotswold Lane or grabbing 'forty winks' in a corner of the Dog and Duck car park. The choice is yours.  

The RS (Rallye Sport) identity has been an important part of Ford's sporting image for a long time. Over the years, the Rallye Sport name has been applied to 19 spectacular road car models, which often proved their point by winning in races, rallies, in rallycross - and in the marketplace. The 'RS' badge has never been applied lightly, for each and every model and derivative has offered outstanding performance, roadholding, vehicle safety and value for money. RS-badged Fords have always shared a proud sporting tradition and have been built in many different forms. The Ford Escort RS 2000 was a huge success both in competition format and as the 'executive express' of its time. The RS2000 on offer today was built in 1979 and has had 6 former keepers from new, the last since 1988. Finished in black with black interior, this genuine Custom was restored over a 4-year period and was rebuilt to largely original specification. The shell was completely stripped, rebuilt to factory specification and required no welding as the car had been Ziebart treated at the factory. The suspension and brakes were all fully restored and the drive train had the following completed: New cam belt fitted, new water pump, new exhaust system including manifold, new rocker cover gasket, full carb rebuild, valve clearances adjusted, timing and fuel mixture optimised, rebuilt type 9 five-speed gearbox fitted and all oils replaced. The fishnet seats were stripped and re-trimmed in the correct Beta cloth and all original carpets were removed, cleaned and re-fitted. The results are very impressive and the car looks as good today as it did in 1979. Following the restoration, this highly sorted RS was featured as part of Pistonheads' 'PH Heros' by Dale Lomas in March 2015, and he certainly enjoyed his time with DPR 155T. "There's a temptation to offer a direct comparison to an E30 M3 or maybe a first-generation MX-5. But even those two differing examples of simple RWD fun can't quite match the wobbly hilarities and irresponsible sense of danger pedalling the Escort hard down a country lane... This particular example isn't just rust-free and shiny, it's also had more than its original purchase price spent on servicing in the last year alone." Supplied with a photographic record of the rebuild, V5C and fresh MoT, this is one of the nicest RS2000s we have seen for quite some time. Though not 100% original, it has been rebuilt with driving in mind and the driving experience is better for it. We encourage all prospective bidders to contact the office for further information or to arrange a pre-sale inspection.  

Willy Koenig started independent tuning operations in 1974 with the first Ferrari 365 BB supplied to Germany. A racing driver of some note in his own right, Willy was friendly amongst the paddock which in turn allowed him to establish intimate links with the professional racing teams, engineers, designers, and development and manufacturing companies. Right from the start, the philosophy of KOENIG-SPECIALS has been to build the ultimate in sports cars for the road, a synthesis of aerodynamics and design, with individual sporty or exclusive interior fittings and optimum driving characteristics, thanks to improved chassis, racing brakes, wide rims and tyres, sports exhaust systems, engine performance values, and, at the customer's request, with turbo, supercharger, or high-performance engines. The Koenig treatment was not famously inexpensive and as such appealed largely to those in the ‘have everything' category, however, as the 80's drew to a close and the era of excess wavered, many Koenig Specials disappeared into private collections and their whereabouts became unknown. It is now increasingly rare for cars such as this to be brought to the market, and as such, they shouldn't be ignored. This car was first delivered in Germany and has travelled a believed-genuine equivalent of just 29,000 miles. It sports the timeless colour combination of Rosso Corsa paintwork, with largely Nero interior, albeit the specialist Recaro race seats with stitched Ferrari emblem dominate the cabin and are finished in red and black trim facing the alcantara steering wheel on the left side. Despite some early Vittorio Strosek drawings of a Bi-Turbo Koenig Testarossa that had 512M style transparent headlights, the car offered today thankfully retains the original pop-up headlights we've come to admire on the Testarossa. This is a twin mirror example with a slim front-mounted chin spoiler and a surprisingly stylish equally slim rear-deck spoiler, which arguably all Testa's could have benefited from. The rear view being the one that most other road users will be used to seeing, the rear profile is largely unchanged from the standard road cars with twin exhaust pipes being visible, and the model's famous slatted rear panel still present, albeit there is duel badging with both ‘Pininfarina Testarossa' and ‘Koenig Specials' represented. Whilst enough hallmarks of the original Pininfarina design remain for this to undoubtedly be recognised as a Testarossa, it is really set-off by specially designed Koenig-BBS alloy wheels, studded, and with Ferrari logos to the centre. These we understand to be BBS racing wheels modified for road use. Offered ready for registration at any destination country, this Ferrari Testarossa is an outstanding piece of engineering and a real eyeful to behold. She's a far cry from the standard car and all the better for it! Koenig cars weren't produced for the masses and this is not your average Testarossa, so why not "have everything" and let this be your next classic car....  

The Ford Cortina GT was already building a major reputation for competitive success in International rallying and circuit racing when Walter Hayes of Ford approached Colin Chapman and Lotus and discussed how they could further build the potential of this car. The new Ford Cortina-Lotus or 'Lotus-Cortina' entered production in February 1963, with a starting price of £910. While the road cars boasted 105bhp, the racing version possessed more like 150bhp. Once fully developed, Lotus-Cortinas absolutely shone on track driven by household names including Jim Clark, Jackie Stewart, Graham Hill, Jackie Ickx, Roger Clark and many, many more. Of the 2,894 Mk1 Lotus Cortina's produced; only 64 were built by the factory as Special Equipment models. This rare version's upgraded specification included semi-race camshafts; larger valves; bigger diameter exhaust system; 115 bhp (up-rated from 105) as indicated by green cam covers; adjustable rear dampers; distinctive Lotus wood-rim steering wheel; Irvine ‘aircraft-specification' seatbelts/harnesses; and a unique ‘Special Equipment' script badge on the rear body panel. This particular Lotus Cortina has been kept in heated and ventilated accommodation whilst in the vendor's hands, resulting in the car remaining in gleaming condition throughout. Inside, there are few creature comforts other than the cars standard instrumentation, all of which is reported to work perfectly. Under the bonnet, the attention to detail is equally impressive, and all the ancillaries, down to the smallest hose clip, are exactly to the right spec, which again points to fastidious maintenance. If you're the type who likes to show off your classic's engine at shows, you would not be ashamed of doing so with this one. The vendor informs us that the car fires instantly, with a little choke, and soon settles to an even tick over with absolutely no knocks or rattles whatsoever. Once underway the car comes into its own above 5000 rpm with that charismatic bark from the Lotus twin cam, the gearbox is slick and precise in action and the handling is as you would expect if you have ever seen TV-footage of these amazing cars. BLJ 170B is sold with a fresh MoT and has a current odometer reading of 9,420 miles. We are informed by the vendor that the car has a reasonable history portfolio including old MoT's, tax discs, bills and receipts. The fact that this is a rare SE makes it highly sought after and will appeal to a serious Ford collector or anyone who just loves Lotus Cortinas. It will certainly grab lots of attention wherever and whenever it is used, and the quandary with cars in this condition is whether to use them or not, but it does seem a shame not to enjoy this car and use it how it was meant to be used.      

"The car you always promised yourself" was the advertising slogan used by Ford at the launch of their new Capri in 1969, and that may well have been true for lots of people, but if you were keen on 'sporting motoring', then the Capri 1300L was unlikely to have been on the letter you wrote to Santa Claus. However as the model range expanded and larger and larger engines became available, the Capri began to be recognised as a decent performance car.Ford were, and still are, experts in using their Motor Sport involvement to keep their showroom doors creaking, particularly so in the 1970s, and soon an RS 2600 Capri was commissioned and built to compete in the European Touring Car Championship, initially with considerable success. However, BMW had bigger ideas and introduced the more powerful 3.0CSL, rapidly stealing a march on Ford at the circuits. In response, Ford Advanced Vehicle Operations got the go ahead in September 1973, to build a batch of Capri RS 3100s to homologate the car for the E.T.C.C.and the motorsport public were treated to some very special racing in the '74/75 season as both manufacturers showed scant regard for cost, both on and off the track.The Essex 3.0 V6 was over bored to 3091 cc, developed by Cosworth, and when fuelled through a Weber 38DGAS, produced 148bhp and 187lb ft of torque. The gearbox was a standard Granada unit with an Atlas diff and this combination, when fitted to the road car resulted in 0 to 60 in 7.3 secs and a top speed of 125mph. The suspension was modified with stiffer front springs and competition rear springs and Bilstein Gas Dampers were fitted all round. Slightly flared arches, twin tail pipes, RS four-spoke alloys, a shallow front splitter and an enormous rear wing completed the look. The interior was pure 3000GXL with a flat 2-spoke steering wheel. The RS3100 was offered in a number of bright colours and they were all decalled in Gold around the power bulge, the rear panel and a triple line down the side. We now know that 248 were built, however in the middle of a world recession sales were slow and Ford wanted the space for the Capri II, so production was ended and the last 50 of the unsold cars were sent to Australia. The fabulous RS100 here, is finished in Sebring Red and was assembled in late '73 and registered in February 1974.The indicated mileage is 85,000 which is believed to be genuine but can only be verified back to May 1985 when the mileage was 75,156 according to the MoT certificate from that date. There are 13 subsequent MoTs kept safe by the last two owners, and the gentleman prior to our vendor, who owned the car from 1987 to 2012 obviously cherished it as he showed it extensively. Restored some years ago and returned to factory spec (it even has a Ford exhaust system), our vendor has used the car lightly and kept it in a 'Carcoon'. The current MoT (with no advisories) is in the paperwork file as are a number of old log books, MoTs, Tax Discs and information on previous owners. Occasionally a car comes along that does not require a description of its condition and this piece of Ford history is one such. Look at the photographs and look at the car and you will see that this is a 'show car', truly excellent. There weren't many RS3100s to start with, undoubtedly fewer now, and with 'Fast Fords' currently much in favour, this very rare RS will be welcome anywhere. Come to the Auction and have a good look at this sparkling Capri. Who knows, this time it really could be "The Car you always promised yourself".   

The XK120 was launched in 1948 and was an international sensation immediately, finally putting Jaguar on the world stage, and good results for XKs in motor racing and international rallying were instrumental in beginning a hugely successful period for the company. The XK150 was the final incarnation of the XK range, appearing in May 1957, and was a more refined and capable machine than its predecessors. Easily distinguishable from the 140 by its higher scuttle and door line, wider grille and improved interior space, the 150 however, retained much of the mechanical layout of the earlier car sharing the same 3.4-litre DOHC Jaguar straight-six, developing 180bhp at 5750rpm. "The Jaguar XK150 is undeniably one of the world's fastest and safest cars. It is quiet and exceptionally refined mechanically, docile and comfortable... we do not know of any more outstanding example of value for money," concluded The Autocar. Offered here is a much sought after 'Special Equipment' XK150 Fixedhead Coupe with the 3.4-litre/210bhp engine. The car was originally sold new in the States as a left-hand drive vehicle, but was imported back to the UK in 2012 where it has since undergone a full restoration, converted to right-hand drive and fitted with a Moss 4-speed gearbox. Professionally finished in Dark Green with the bumpers removed, stick-on number plates and the wire wheels painted in body colour, this XK now looks distinctly period and very 'Brands Hatch Paddock, 1961'. This effect is echoed by the fabulous interior with the black leather seats piped in green and the wood rim wheel. Supplied with a UK V5c, a pile of invoices detailing the considerable amount of work that has been carried out, and wearing the registration '325 YUT', this car represents the opportunity to own a distinctive and well-finished XK150 where all the hard work has already been done. With ample boot space compared to most classics, this car is the perfect candidate for a blast to the Le Mans Classic or the Goodwood Revival this summer!   

Some of the most easily recognised motorsport pictures are of Jim Clark and Sir John Whitmore cornering on three wheels in early Lotus Cortinas, or drifting them, revelling in the cars' composure and handling predictability. It may have been based on the entry-level Cortina, but with more power, much-improved suspension and better brakes, the Lotus Cortina is one classic you can really take by the scruff of the neck and have enormous fun with.   The Lotus Cortina came into being because of Ford's decision to step up their motorsport involvement in the early 1960s. Ford's Walter Hayes spoke to Colin Chapman, asking him to come up with a competitive saloon, using the Cortina as a base, that could be produced in sufficient numbers to satisfy the homologation requirements, and with which the Blue Oval could beat all comers. The solution was to take Ford's bullet-proof 1500 Kent engine and fit a twin-cam cylinder head, pop it into a stiffened Cortina shell, sort out the suspension and brakes and paint a green stripe down the side. The cars would be built by Lotus at its plant in Cheshunt, and marketed as the Lotus Cortina.   Sure enough, these cars went on to dominate saloon car racing and rallying, both here and abroad in the hands of Jim Clark, Graham Hill, Sir John Whitmore, Jack Sears, Vic Elford and Roger Clark all notching up one victory after another.   We are informed by the vendor that 268 UNN is a matching numbers car originally supplied and registered in Nottinghamshire and is a very early example of the model. Although restored a while ago, this cars gleaming white paintwork is smooth and blemish free, shut lines are spot on with doors that open cleanly and close with a smart snap and the overall stance of the car looks exactly right. Likewise the interior looks excellent and the all-round visibility and general lightness in the cabin helped by large windows and thin pillars make this a good place to be. The rorty four-cylinder delivers the kind of sound you want from a British sporting car, and like every good Lotus Cortina Mk1 it's the precise steering, the ‘A' frame rear suspension and communicative chassis that make driving this car a rich and rewarding experience. 268 UNN ticks all the right boxes, with a current speedometer reading of 2,740 and a fresh MoT certificate. These cars have been sought after for years and are still in demand and this is a definite contender for anyone looking to purchase a superbly restored and well maintained example that's on the button and ready to go.  

The story of the Beetle is well known; it was initially designed to provide cheap transport for the hard working German masses. Built in very small numbers before and during World War II, the Beetle literally rose from the ashes of Volkswagen's bombed-out Wolfsburg factory to become an instant success in Europe, Britain, America and virtually every other country in the world. The model evolved through various facelifts and numerous mechanical changes - there were more than 70,000 identifiable modifications - and it provided a platform for other models, including commercial vehicles and sporting derivatives such as those by Karmann-Ghia. It was this constant development and attention to detail which allowed the Beetle to maintain its position, and as production raced past the 15,000,000 mark, the Beetle went on to be crowned 'The Best Selling' car of all time. This charming Volkswagen Beetle Convertible has been owned by our vendor since 1991. The car was restored by a respected VW specialist in 1992 and was then sympathetically driven for 8 years. Between 2000 and 2016, the car has been in storage and it now requires restoration. Offered without reserve, this Beetle features a very rare semi-automatic gearbox, immobiliser and the engine is reported to turn over. Presented in black with cream interior, we feel this right-hand drive convertible would make an ideal project for the VW enthusiast, as a blank canvas for their dream Beetle. We encourage all prospective bidders to come and inspect the car in the flesh at the auction. Buyers should be aware that the number plate 64MRR is included with the sale of this vehicle and the car is sold strictly as seen.  

The Ford Thunderbird began life in February 1953 in direct response to Chevrolet's new sports car, the Corvette, which had been publicly unveiled in prototype form just a month before. Under rapid development, the Thunderbird went from idea to prototype in about a year, being unveiled to the public at the Detroit Auto Show on February 20, 1954. Although the initial Thunderbird had been considered a success, Ford executives felt that the car's position as a two-seater restricted its sales potential, and as a result, the car was re-designed as a four-seater for 1958. It was offered in both hardtop and convertible body styles, although the latter was not introduced until June 1958, five months after the release of the hardtop. With 37,892 sold in 1958, outselling the previous model year by well over 16,000 units, the new Thunderbird began a sales momentum previously unseen. It also made history by becoming the first individual model line (as opposed to an entire company) to earn Motor Trend "Car of the Year" honours. With little more than a new grill and a newly optional, 350 horsepower 5.8 litre V8 for 1959, sales climbed even higher to 67,456. This beautiful convertible T-Bird resplendent in Corinthian White was bought by the vendor's late father in 2014 and shows an odometer reading of just under 13,000 miles. At the time of purchase, he was told that the car had once belonged to 'star of stage and screen' Frankie Avalon, and although this interesting fact is not substantiated in the history file it would be a good homework project for the new owner. Having been treated to a re-spray in 2010, the vendor's father completed a programme of mechanical and electrical works totalling £5,000 shortly before his untimely death. These included the installation of new air conditioning from Classic Auto Air, US retro washer pump, new rear leaf springs, shackles, bolts etc., new ignition coil, distribution cap, rotor arm, both front and rear wheel cylinders, new fuel pump, steering valve, sleeve and inner and outer track rod ends and a replacement carburettor. A regretful sale, the vendor has had one last hurrah to Cornwall in it, a six hundred mile round trip mostly with the top down, and this, on the button, 'Happy Days' T-Bird is now ready for some 'boulevard cruising' this spring.  

More details to follow shortly...

Ford finally entered the mini-car market in 1976 with the launch of the Fiesta. The model proved an unqualified success right from the word go and the sporty 'S' models and XR2 models are now considered very collectable amongst Ford enthusiasts. Whether as your first car or your grandmother's shopping companion, the Fiesta holds a special place in the hearts of millions of car enthusiasts. This 1.4 S Fiesta has covered just 22,201 miles from new and is presented in superb condition. Offered without reserve, cars in this remarkable condition are certainly few and far between and we urge all fans of the legendary Fiesta to come and see this car in the flesh. The brilliant white paintwork presents very well, the interior is hard to fault, the engine bay is extremely clean and the whole car retains a highly original feel. The mileage is supported by nearly all previous MoT certificates along with the original book pack. With three previous owners from new and fresh from a recent major service, we can think of no better way to relive your youth!  

Planned in Sweden, designed in Italy, unveiled at the Brussels motor-show, built in Britain and a huge success in the USA. The Volvo P1800 is perhaps Volvo's most internationally renowned model ever, and the one that arouses most emotions. The P1800 is a two-door, front-engine, rear-drive sports car manufactured and marketed by Volvo Cars as a coupé (1961-73) and later as a shooting-brake (1972-73). The P1800 was never intended to be a mass-produced car. It was and still is a niche product, the top of the model range, yet at the same time viable enough to be within the reach of ordinary people who wanted a car that looked like Italian exotica but with the ethos of a Volvo. The thinking behind the P1800 was that it should be an Italian design, given their reputation for style. However, the favoured final design was actually conceived by the Swedish son of the man behind the project who, fresh from an industrial design degree from New York's Pratt Institute, was working for the Italian designers Frua. His father managed to arrange for his son's design to be considered in the final five contenders and that was the one that everyone picked. The President of Volvo president in particular liked it since he had very definite views about wanting an Italian-designed car. Volvo insisted for a long time it was an Italian design by Frua and only officially credited the young Swedish designer in 2009 for conceiving what many consider one of the world's most distinctive sports coupés. The prototype was presented to Karmann, with the hope that the firm would be able to take on the tooling and building of the P1800. They were ready to build it, but Karmann's most important customer, Volkswagen VAG, forbade Karmann to take on the job. They feared that the P1800 would compete with the sales of their own cars, and threatened to cancel all their contracts with Karmann if they took on this car. This setback almost caused the project to be abandoned.  It began to appear that Volvo might never produce the P1800. However, after a press release surfaced with a photo of the car, Volvo renewed its efforts and it was presented to the public for the first time at the Brussels Motor Show in January 1960. Volvo eventually turned to Jensen Motors, whose production lines were under-utilised, and they agreed a contract for 10,000 cars. Another UK firm Pressed Steel Ltd. was in turn sub-contracted by Jensen to create the uni-body shells, which were then taken by rail to be assembled at Jensen in West Bromwich. In September 1960, the first production P1800 (for the 1961 model year) left Jensen for an eager public. Production got under way but it was beset with problems and Volvo eventually transferred production home to Sweden. During the coupé's long life, no radical changes were made to the successful exterior lines. Only details such as the grill, trim mouldings, wheels and colours differentiate the various model years. For 1970 numerous changes arrived with the fuel-injected 1800 E, which had the B20E engine with Bosch D-Jetronic fuel injection, a revised camshaft, and produced 130bhp without sacrificing fuel economy. Now with the power to match its style, the 1800 E had a top speed of around 120 mph and could accelerate from 0-60 mph in 9.5 seconds. In addition, the 1970 model was the first 1800 with four-wheel disc brakes. The car presented here is a UK RHD 1971 P1800 E and is a very special example indeed. Purchased new by hotelier George Archibald T Brown on 23rd February 1971 from The Bedford Garage (Simca & Volvo Dealers) in Exeter, it was then sold to our vendor in 1990. He has owned the car ever since, for some 26 years, and to say it has been his pride & joy is a real understatement. Being just the second owner of this 45 year old car, he has systematically restored and maintained it during his long and devoted ownership. The car has done 53,323 documented miles. The car has never been denied anything, and following its most recent period of restoration during the last 4 years, it was worthy of a six page spread in Classics Monthly (August 2015 issue 232) and featured on the cover of the club magazine. As you'd expect, all this work is meticulously documented, photographed and recorded. The car comes with a fully re-built blue-printed engine, a re-built gearbox with overdrive, new clutch, refurbished/balanced prop-shaft & differential, completely new running gear, wheel bearings, shock-absorbers, springs, suspension linkage arms, new fuel injection and braking systems and new exhaust. Where parts were worn, some were fully professionally refurbished whilst others were replaced with new original Volvo components sourced from CVI Automotive (Sweden) and Brookhouse Volvo (UK). It is thought to be the last UK car in its originally specified gold colour (having benefited from a very good quality full respray in recent years). The black interior has been sympathetically renewed and comp

Launched at the Turin Auto Show in 1971, the 365 GT4 Berlinetta Boxer was aimed squarely at the potential buyers of Lamborghini’s Miura and Maserati’s Bora. It was Ferrari’s first road car with a mid-mounted flat 12-cylinder, and was most controversial as the model that indicated that Enzo Ferrari had finally backed down in terms of his legendary insistence that they would continue building front-engined cars. At its Turin debut, the 365BB was pitched directly at the Lamborghini Miura, however as things turned out, it was the Muira’s unexpected successor, the Countach, that became its showroom rival. Although absolutely stunning, Bertone’s Countach design ignored one or two necessary practicalities, making the more approachable Boxer the sensible choice. The Pininfarina-penned and Scaglietti-built 365 BB however, managed, despite its now classic seventies wedge shape, to still be a usable supercar. Equally impressive was the Formula One inspired flat-12 ‘boxer’ engine, which was shallow enough to house the gearbox underneath the block whilst still maintaining a low centre of gravity, allowing for a short wheelbase and overall a smaller, more nimble car. Contemporary road tests praised the 365 BB as being the fastest Ferrari yet, high praise indeed for a car the ‘boss’ was initially reluctant to engineer. Despite the complimentary press, Enzo was also reluctant to officially export the car to North America, thinking the market would fail to understand it and that regulations would dampen the 365 BB’s lively nature. Therefore, just 387 of these, now-revered, models were built over a three-year period between 1973 and 1976, with only 86 in right hand drive. Succeeded by the heavier, less powerful and more portly 512 BB, the 365 BB remains the connoisseur’s choice with recent price expectation in the retail arena seemingly confirming this fact. This right-hand drive Ferrari Berlinetta Boxer, chassis number 19153, according to the inside of the Owner’s Handbook, was delivered new to a Mr Ivan Butterworth of Melbourne, Australia. Other records indicate that the car was later owned by a Mr Graeme Rapier, in Australia. The odometer currently reads 730 kilometres. Since being in the UK, the car has been in the care of renowned Ferrari specialists Foskers, who had it fully resprayed in the correct Rosso Chiaro and have detailed the Nero leather interior. The engine was fully serviced, new cambelts fitted and the brakes received appropriate attention, and the car was prepared to be returned to the road. The account for all this work totalled in excess of £25,000. Accompanying the car is an owner's handbook, tool roll and tool kit in its fitted attaché case. Currently on a NOVA number with UK taxes settled, the new owner will need to register the car with the DVLA.

When E.C. Seagar created his famous cartoon character "Popeye" in 1936, and surrounded him with a cast of characters, one of whom was called "Eugene the Jeep", he could never have imagined that the term "Jeep" would be in common use, world wide, some eight decades later. Eugene the Jeep was Popeye's "jungle pet" and was "small, able to move between dimensions and could solve seemingly impossible problems", characteristics shared by the General Purpose (GP) vehicle issued to American combat soldiers fighting on the front lines in war-torn Europe. Having been brought up on a diet of Popeye cartoons, it was not surprising that this tough little vehicle, which would frequently get them out of some real "scrapes", became affectionately know as a Jeep. Impressively the time taken from conception and tenders being sent out, to the production lines starting to roll, was less than two hundred days, amazing for a vehicle that has stood the test of time and become an unlikely motoring icon. This ability to get things done quickly and well, was the deciding factor in America being asked to produce military hardware in vast numbers and build hundreds of ships, arguably influencing the outcome of the Second World War. As the war progressed Willys-Overland produced over 300,000 Jeeps and the Ford Motor Co. was drafted in to help boost production and contributed over 250,000 units. Ford manufactured Jeeps were recognizable by their pressed steel grilles as opposed to the Willys' slat grille style. Considering the manner in which the Jeep was conceived and its role in warfare, it's remarkable that most of the finest classic car collections will include a Willys or Ford WWII Jeep, making the restored example offered here a candidate for serious consideration. This beautiful Jeep was built on 21st October 1942 and imported into the UK last year, having been fastidiously restored over a two-year period by the last owner. This piece of military history is supplied with numerous pictures of the restoration, a UK V5C registration document and previous registration paperwork. Nearly every nut and bolt received attention and the detail is fantastic, even down to the period tools and jerrycan attached to the vehicle. Every rural car show in the country now has a section for Military Vehicles, and with WW2 re-enactments and the prestigious classic car meetings such as Goodwood all clamouring for 1940's Jeeps, this stunningly well-restored example will be sure to keep you busy all summer.

The Ferrari 365 GT4 2+2 was introduced in 1976 as the successor to the rather larger 365 GT 2+2. With its much sleeker looks the Ferrari 365, also designed by Pininfarina, remained in production with very few styling changes until 1989 and proved to be a great success for the company. The 412 was introduced in 1985 and this was technically a much improved and modernised version of the classic design, whilst still retaining a timeless and most elegant shape. With a displacement of nearly 5 litres, the V12 engine now produced a healthy 340 hp and ABS was available for the first time in a Ferrari. The Ferrari 412i is the ultimate version of the 400-series four-seat Grand Touring cars and remains highly respected for its performance, luxury and ease of operation. A total of 576 examples of the 412 model were produced during the production run, in the chassis number range 56275 to 82153. It would be another three years before a 2+2 model reappeared in the Ferrari range catalogue, with the 456 GT, and nearly seven years before automatic transmission would once again become available on a Ferrari. This left-hand drive 412i is finished in the desirable combination of Azzurro Blue with a cream hide interior and has covered just 19,997 kilometres or 12,425 miles. This example features a smooth automatic transmission, ABS, air conditioning and Cromodora alloy wheels. The car was supplied new to Europe and was exported to Japan early in its life. Our vendor discovered the car, having been stored in a collection for 10 years. He repatriated the vehicle to Europe and set about recommissioning it to its former glory. The paintwork looks superb and has benefitted from a re-spray to a very high standard. The panel fit is excellent and the engine bay is in fine order. The cream leather interior is presented in stunning condition and has recently been Connolised. The V12 engine has also been refreshed with new cam belts, injection system overhaul and oil seals. Consequently, this Ferrari is ready for Spring and must be seen to be fully appreciated. We welcome all pre-sale inspections and encourage prospective buyers to contact the office for further details.

Founded by Jean Daninos in 1939, Forges et Ateliers de Construction d'Eure-et-Loir (FACEL) originally specialised in the production of aircraft materials before the outbreak of war in 1939. After World War II, Facel distributed car bodies to Panhard, Simca and Ford France. It would not be until 1954 that Facel began to manufacture its own vehicle, the Facel Vega FV, which was unveiled at the Paris Salon in 1954. Crippling legislation immediately after the war made it virtually impossible for luxurious cars to be manufactured in France, but despite this, Jean Daninos was passionate about reigniting the romance of lavishly glamorous French motoring. With no post-war European power unit available that would suitably complement the magnificent luxurious interior and exterior of his new creation, Daninos turned to the 276 cubic inch (4.5 litre) De Soto Firedome V-8. This was a dependable engine, with a 7.5:1 compression ratio and pushrod-operated overhead valves, pushing out 170 horsepower at 4,500 rpm and capable of propelling this imposing piece of French architecture to a top speed of 130mph. Despite the staggering $7,000 asking price at launch, buyers were still flocking to take ownership of Daninos beautiful creation. Later developments saw the introduction, in 1956, of the Facel Vega FVS, further evolving into the all-new HK500 in 1959. The chosen engine to power the next chapter in Facel history was the most famous of them all, the 383 cubic inch V-8, which produced a thundering 360bhp and a claimed top speed of 147mph. Through this outstanding combination of alluring styling and significant power, the Facel Vega HK500 legend was born. The media were hugely excited with Facel's latest sports coupé. A Mechanix Illustrated magazine tester, Tom McCahill, said the HK500 was, "Sexier than the Place Pigalle and throatier than a Russian basso; A sporting piece of equipment that looks like money, which is exactly what it costs ($9,795 new). A car to be appreciated as a remarkable and wonderfully satisfying road companion". Adored for its charm and style, the Facel Vega HK500 captivated the hearts of the masses, with numerous celebrities such as Dean Martin and Ava Gardner taking ownership of this pinnacle of French elegance. Drawn by Jean Daninos himself, the Facel Vega seamlessly incorporates American styling with French glamour. Mechanically, the HK500 was very similar to its predecessors. The chassis was designed by Lance Macklin, a tubular frame featuring independent front suspension coils and wishbones; whilst at the rear, a live axle is held in place by longitudinal semi-elliptic springs. With over 350bhp available from the roaring Chrysler V-8, the HK500 was one of the fastest cars of its day. This UK-supplied HK500 HK1 was delivered new to Westcote Manor, the Oxfordshire pile of Captain Hesketh Raoul (Liony) Millais, noted equestrian, portrait artist, keen sportsman and son of Johnny Millais, noted explorer, artist and landscape gardener. Though it left the factory in a gleaming Peony Red, 'Liony' had the car relacquered in Silver grey prior to receiving it on May 5th, 1960. This car has a lovely specification featuring power assisted disc brakes, 3-speed Torqueflight automatic gearbox, power steering, and electric windows. This is a unique barn find having been out or circulation in the UK for some 35 years prior to being acquired by its current owner last year. It has been stored sympathetically and is in highly original and relatively complete order. The interior is all there and the bodywork is in need of restoration. We encourage all buyers to inspect this vehicle in person. It is noted that at some point the wheel housings have been relieved and a modern Moto Lita steering wheel added but these modifications can be easily reversed. A very important right-hand drive supercar with real provenance, this Facel would benefit greatly from a 'concours' restoration. Sold strictly as seen, this car deserves to be brought back to life and applauded for what it is, a brave creation in the face of adversity and a wonderful piece of French automobile history.

The Ford Mustang was conceived in the full knowledge that in the mid 1960s the biggest population bubble in history was now coming of age in America, ‘baby boomers' would rule the '60s and there was little or no reason to think that they wanted to drive cars that were anything like the ones their parents owned. This dramatic new model, therefore, created a storm when it hit the streets and it still does to this day. Ford wanted to make the Mustang affordable, and consequently it needed to share much of its engineering with an existing Ford product, so it made sense to use the Falcon as it was their smallest model at the time and its floor pan and drivetrain had only recently been designed saving considerably on 'tooling' costs. Initially offered as either a ‘Notchback' Coupé or a Convertible with the 'Fastback' appearing later. It shared its front double-wishbone/coil spring and leaf spring rear suspension with the Falcon but compared to the saloon the cockpit sat further back on the chassis, resulting in a longer front and shorter rear end design, and both its roof and bonnet were also lower in comparison. Those proportions somehow just worked, and with a full complement of new styling details such as the galloping horse in the grille, the cut-away side sections, the 3-section rear lights and that 'shark-nose front profile, everyone wanted one and within the first 18 months over one million people had bought one. The 1968 Mustang was little changed from its 1967 counterpart. Most of the changes were in subtle refinements to the interior and exterior. New options for the '68 model included an AM/FM stereo radio, rear window demist (coupé and fastback only), re-designed front power disc brakes, and the all new 302 ci engine. The 302-4V, 230 horsepower engine replaced the 289 Challenger Special of previous years. By December of 1967, the 289 engine was replaced entirely by the 302 version. Other changes included the deletion of the horizontal grille bars, the deletion of the F-O-R-D letters at the front of the hood, simplification of the quarter panel ornament, and many safety features were added. Due to increasing governmental regulations, the 1968 Mustang now included front and rear side marker lights, folding, flush mounted interior door pulls, and an energy absorbing steering column. Total production for 1968 was 317,404 units. Our Mustang here is one of those 1968 cars, and is a left-hand-drive, Dearborn built, 'S' code, 390, 2-door hardtop (Notchback) assembled on July23rd and finished in Acapulco Blue with Blue Vinyl bucket seats. Supplied by the Quality Motor Company of Whiteville, North Carolina it was ordered with C-6 Automatic transmission, an Electric Clock, Power Disc Brakes, Power Steering, Tinted Glass, AM/FM Radio and a Louvered Bonnet. After its import to the UK it was subject to a total 'nut and bolt' restoration. There are over six dozen photographs of this work being carried out, and whilst we do not have the details of exactly what was done, from the photos it looks like every nut, bolt, clip, hose, bush and bracket has either been repaired, refurbed or renewed. I guess its the sort of restoration you would carry out if you had just won the lottery! There is a later (July 2015) invoice in the file, from American Automatics to recondition the C6 transmission and supply a new Torque Converter. In addition to the dozens of photos, the history file also contains some old American titles, a 'Marti' report dated 2015, the original dash chassis plate, the owners manual, a Holley Carburettor manual and the current MoT indicating that the mileage on 08/05/2015 was 41,978. This '68 Notchback is fabulous, and the best way to appreciate its condition, is to come and have a look.

The Fiat X1/9 is a two-seater mid-engined sports car designed by Bertone and manufactured by Fiat from 1972-1982 and subsequently by Bertone from 1982-1989. With a transverse engine and gearbox in a mid-mounted, rear-wheel drive configuration, the X1/9 was noted for its excellent handling, lightweight-removable hardtop and front and rear-storage compartments. Unusually the X1/9 retained its factory design code as its marketing name. Offered here is a beautiful, original and rare 1984 1500cc Fiat X1/9 VS (Versione Special) with a 5-speed box and finished in Rosso Red over Grigio Scuro Metallic with a black leather interior. The VS differed mainly cosmetically as it was fitted with leather seats, different alloys and wore an attractive, two-tone colour scheme. This car has covered only 19,400 miles from new and comes with a comprehensive history file documenting its timeline. Supplied new by Cloverleaf Cars Ltd. of Basingstoke in May 1984, it still carries the factory stickers and Cloverleaf's own screen sticker and tax disc holder. The extras ordered at the time included Blaupunkt's Hamburg push button radio and Fiats CrylaGard body protection. Cromodora CD -179 alloy wheels completed the look. The history file contains interesting documentation from new which includes the original purchase invoice and a photo of this pretty X1/9 on the day of delivery. It has always been in the hands of cherished owners which have included Fergus Powell the renowned X19 owner and founding member of the X1/9 owners club. It comes complete with all handbooks, a service book that contains eleven service stamps and two sets of keys. It has recently had a service that included replacing the cambelt. The MoT is current until January 2017. From the photographs this car looks immaculate and has patently been cared for all its life. It has everything going for it, 1500cc, 5-speed, Bertone built, rare 2-tone, low mileage and a great history. If an X1/9 is on your shopping list, you may have to look for a long time to find a better one.

The original Land Rover with its 80-inch chassis was a roaring success, as we all know. Demand from landowners, adventurers and the armed forces of the world grew however for a capable off-roader with seating for more than six. This demand in 1956 saw the introduction of the first five-door model, on the 107-inch chassis known as the "Station Wagon" with seating for up to ten people. The 86-inch model was a three-door, seven-seater. The new station wagons were very different from the previous Tickford model, being built with simple metal panels and bolt-together construction instead of the complex wooden structure of the older Station Wagon. Like the Tickford version, they came with basic interior trim and equipment such as roof vents and interior lights. By the time this model was ready for production in 1956, the basic 107 inch chassis was about to be superseded by the 109-inch version. The '107 inch Station Wagon' was announced with that name in June 1956, just three months before the other 107s were replaced. It remained available throughout the period when the other long-wheelbase Land Rovers had a 109-inch wheelbase but was latterly renamed the Long Station Wagon. Although other 109 inch examples were replaced by Series II models in spring 1958, the 107 inch Station Wagon carried on until the autumn, when it too was finally replaced by the Series II model. There were just 7,000 examples of the 107 inch Station Wagon, all with the 2-litre petrol engine. Only 239 were built for the Home market, and of those, about 15 were specially bodied by Bonallack as RAF mountain rescue ambulances. Paintwork was grey or blue, but beige was also available for export and other colours were available to special order. The Station Wagons saw the first proper expansion of the Land Rover range and they were fitted with a "Safari Roof" which consisted of a second roof skin fitted on top of the vehicle. This kept the interior cool in hot weather and reduced condensation in cold weather. Vents fitted in the roof allowed added ventilation to the interior. While they were based on the same chassis and drivetrains as the standard vehicles, Station Wagons carried different chassis numbers, special badging, and were advertised in separate brochures. Unlike the original Station Wagon, the new in-house versions were highly popular and cemented Land Rover's reputation. It can be said that it was the Land Rover Station Wagon that transversed the globe reaching parts that no other car had done so in the past. Simply put, the Station Wagon could carry more support crew and supplies than the earlier, shorter wheelbase Land Rover, and could therefore travel further. It was in a 1956 107 inch Station Wagon that the Leyland brothers, Mike and Mal, successfully crossed Australia from West to East by car for the first time ever, their crossing was filmed as a documentary and became a national focus point, as important to Australians as the moon landings to the Americans. The Land Rover used in the expedition is now in the care of the National Motor Museum, donated by the Leyland brothers. This beautifully restored 1957 example, has the distinction of being an extremely rare variant of the 107 inch Station Wagon, one of the 239 built for the home market. Restored over a new chassis supplied by the Series 1 Club, the interior is in very good condition but would benefit from a new headlining, and the period correct 2-litre petrol engine runs well. The restoration has been completed with an eye to originality and although the aluminium bodywork, finished in the correct shade of blue, is not as perfect as it left the factory, it in no way detracts from the overall appearance. The odometer reads 67,068 miles. A Heritage Certificate has been applied for, and the regretful sale of the car is the result of our vendor downsizing his large Land Rover collection due to his advancing years.

Introduced in 1995, the Bentley Azure was based on the platform of the Continental 'R' Coupé which had been launched originally in 1991. By definition, a fully strengthened luxury convertible to seat four adults very comfortably, accommodate their luggage, and hide an engine sufficiently powerful to propel the entire ensemble towards the horizon in a linear fashion is never going to be a small car and the Azure often surprised with its remarkable 'presence'. Power came from the company's stalwart 6.75 litre V8, fed by a single inter-cooled turbocharger producing in the region of 380bhp which, when mated to a General Motors sourced, four-speed automatic gearbox enabled this superbly designed Bentley to silently waft up to 60mph in an impressive 6.1 seconds. Owing to the limited space at Bentley's Crewe factory, the Azure was assembled and finished by Pininfarina, significantly adding to the vehicle's production costs. The selling price varied, naturally, with the specification (the option list was deliciously indulgent), but the base price was around £200,000 when new. One of just 209 Bentley Azures produced in 1998, this superb motorcar has been very lightly used and in fact, was in storage for three years between 2009 and 2012. Indicated mileage was 14,024 at the time of consignment which is completely in accord with all the MoTs and service records which accompany the car. Finished in a delightful colour combination of Peacock Blue with Cream Leather highlighted in Blue, Lambswool over-rugs and gleaming stainless steel sills the interior of this convertible emanates tasteful luxury from the beautiful hand-polished wood, sumptuous leather and thick carpets and is a lovely place to be. The service records indicate the following: 1998 Bentley Birmingham 1,226 miles 1998 Bentley Birmingham 5,527 miles 1999 Bentley Birmingham 10,379 miles 2000 Bentley Birmingham 11,704 miles 2001 Bentley Birmingham 11,900 miles 2002 Bentley Birmingham 12,156 2007 Bentley Birmingham 12,407 2014 Bentley Specialist Crewe 13,811 2015 (December) Bentley Leicester 14,100 miles. This 1998 Bentley has sat next to its stablemate, a Rolls-Royce Silver Seraph for many years, and is only offered for sale as our vendor is purchasing a Bentley Sedanca. This striking car will be offered with a fresh MoT and, at this guide price and with such low indicated miles, represents a massive saving on the new list price with an engine that has, effectively barely been run in. Please note the private registration P4FRS is not included in the sale and is currently on retention and an appropriate, age related plate will issued by the DVLA in due course.

The Ford Mustang was conceived in the full knowledge that in the mid 1960s the biggest population bubble in history was now coming of age in America, ‘baby boomers' would rule the '60s and there was little or no reason to think that they wanted to drive cars that were anything like the ones their parents owned. The dramatic new Ford Mustang, therefore, created a storm when it hit the streets and it still does to this day. Ford wanted to make the Mustang affordable, and consequently it needed to share much of its engineering with an existing Ford product, so it made sense to use the Falcon as it was their smallest model at the time and its floor pan and drivetrain had only recently been designed saving considerably on 'tooling' costs. The Mustang was initially offered as either a ‘Notchback' Coupé or a Convertible with the 'Fastback' appearing later. It shared its front double-wishbone/coil spring and leaf spring rear suspension with the Falcon but compared to the saloon the cockpit sat further back on the chassis, resulting in a longer front and shorter rear end design, and both its roof and bonnet were also lower in comparison. Those proportions somehow just worked, and with a full complement of new styling details such as the galloping horse in the grille, the cut-away side sections, the 3-section rear lights and that 'get outta my way' front end, everyone wanted one. This rare, left-hand drive, four-speed manual 1966 ‘A' Code Ford Mustang is in fantastic condition after having a complete bare metal restoration over a number of years using as much of the original bodywork and running gear as possible and where required, new OEM parts. Brilliantly painted in the delightfully named "Candy Apple Red" and with an equally brilliant red interior, this car sits on original 15" Mustang-Mag wheels and looks, quite simply, 'the business'. It was optioned from new with the Rally Pack, which includes the wood-rimmed steering wheel, a trio of ancillary gauges and a radio, all of which the car retains to this day. The original 289 engine has been stripped and fully rebuilt with a 'mild cam' to give it a little more 'edge' and the Autolite 4100, 4-barrel carburetor has been serviced and rebuilt also. Needless to say, the 4-speed manual gearbox and the rest of the transmission have also been subject to being stripped, checked and reassembled with new parts as required. The car is fitted with a custom stainless steel exhaust and apparently sounds incredible. This is a real 'show' quality car both inside and out, top and bottom and is presented with a photographic album documenting the restoration. Having recently been serviced just prior to the auction it's ready to go. The Mustang is surely one of the most iconic cars in the world, and this fabulous example in 'put-your-sunglasses-on' Red represents an excellent opportunity to own a well-restored example that is sure to be a head-turner wherever you go.

Based on the Mulsanne chassis, the Bentley Turbo R was built to be a serious high-performance machine and, like its predecessor, this Bentley had a turbocharged engine, however it was more highly tuned than the Mulsanne. With Bosch fuel injection increasing torque levels, uprated suspension, anti-roll bars and superior dampers, the Bentley Turbo was surprisingly nimble for a car of its size and fitted with a 6750cc V8 capable of 135mph it was a real performer in a straight line too. Rave reviews in the press helped dealers move the Turbo R in relatively substantial numbers - one report by Motor Trend described it as "The first Bentley in decades deserving of that famous name". Introduced in 1985, the Turbo R was a clear indication that the manufacturer intended to be at the leading edge of the fashionable performance car market. Sales were high enough for production of the Mulsanne to cease, despite the initial intention being for both cars to be produced in parallel. Indeed, the Turbo R went on to be one of the best-ever selling models that either Rolls-Royce or Bentley had ever built. A slight face-lift of the Turbo went ahead in 1989, with the most noticeable changes being the replacement of the two large square front headlamps with quad round headlamps giving the car a more sporty and individual look. The Bentley Turbo RT eventually replaced it in 1997, and by then a total of 7,230 Turbo Rs had found homes. Offered here is a 1996 'facelift model' Bentley Turbo R finished in Wildberry with a Sandstone interior piped and augmented in Wildberry. The usual high specification includes Wildberry Wilton carpeting piped in Sandstone, Wildberry lambswool over rugs and a 6xCD player with a remote for rear seat passengers. Originally supplied by H.R.Owen, it has only travelled 47,800 miles from new. The comprehensive service record is Bentley main dealer and a well respected Rolls-Royce specialist. The history file contains fourteen old MoTs and the current one expires in January 2017. It comes complete with all the relevant books and manuals and two spare keys. These cars are a firm favourite with Silverstone Auctions because of the undisputed value that they represent, especially in this fantastic condition.

The Triumph Stag is a British sports car sold between 1970 and 1978 by the Triumph Motor Company and styled by Italian designer Giovanni Michelotti. In 1965, Michelotti requested access to a Triumph 2000 to form the basis of a new a styling piece for the forthcoming Turin Motor Show. The resulting design (see photo) was liked so much it never featured at the show and instead the Stag was born. The name Stag was originally the ‘code' name given to the model, but was adopted as the actual name during development in 1966. The original idea was to take two years developing the concept to launch in 1968, however it was delayed by a further two years because of a number of problems, partly financial. Engine selection for the final production example also played a big part. Many alternatives were tried, but it was a specially developed Triumph V8 3-litre power unit which was chosen and this engine would become exclusive to the Stag. Technically, the car was very advanced at launch in 1970, including independent suspension all round, servo-assisted disc/drum brakes and power steering and electric windows as standard. All Stags were four-seater convertible coupés and with its refined styling, distinctive roll-over bar (originally installed to stiffen the body to reduce scuttle-shake) and hard/soft top options, the car was widely acclaimed. Envisioned as a luxury sports car, the Triumph Stag was designed to compete directly with the Mercedes-Benz SL models. The first car built from production tooling in Triumph's Project Development workshops, was pre-production car LD1. This famous car (still surviving and having been immortalised as a Corgi model) is very important in Triumph history as only two pre-production cars were built in this configuration. The other example, LD2, was a left-hand-drive car to US specification. Among Triumph Stag enthusiasts there is a real following and interest in these pre-production hand-built series of cars. The series of ‘LDx' cars starts with LD1 (RRW 97H), with LD2 and LD3 still surviving outside UK, and then runs on consecutive plates from LD4 (RVC 425H - which starred in ‘The Sweeney' and ‘The Professionals') through LD9 (RVC 430H - which starred in ‘Straw Dogs') to LD14 (RVC 435H - which starred in ‘Diamonds are Forever') plus LD17 (RVC 438H - a much-used press car) and LD19 (a crash test car). The series concludes in late March/mid-April 1970 - still two months before the public launch - with LD20 being the first car sold to the public. Presented here for sale is LD6, produced on the 26th March 1970, and still wearing its original Coventry plate of RVC 427H. Our vendor, himself a Triumph enthusiast, has owned the car for the last 12 years. He has set about fully restoring it, whilst ensuring it maintains a matching numbers status and the preservation of its specific original features, spending approximately £25,000 on it over the years. The car is in excellent condition and is said to drive superbly, having benefitted from a very good quality re-spray and a full engine & gear-box overhaul (the correct Borg-Warner 35 automatic BW-35 unit). With a recent MoT and full service, this car is ready to be enjoyed and appreciated. It's one of a small and unique group of Triumph cars and is part of Triumph's history, making it incredibly rare and sought-after. This pre-production, hand-built and now fully restored car represents a great opportunity to buy into what many people want from classic car ownership and that is ‘exclusivity' - well, this is it and within a very accessible budget.

The 993 was the final generation of air-cooled 911s, and as such will always have a special place in the affections of Porsche enthusiasts. It is also widely said to be the last of the 911s that were built whilst engineering integrity overruled accounting pressures at Porsche. Twenty years on, it still looks modern - a truly timeless design. The 993 was launched in the autumn of 1994 and was claimed to be 80% new. The bodywork was altogether more curvaceous, with a number of new panels and the overall look was much smoother and more integrated. Importantly, this new style was still every inch a 911 in the traditional manner, with the profiles of the doors and rear quarter windows remaining unchanged from earlier models. The biggest change under the skin was the new multi-link rear suspension, giving greater driver confidence, less road noise and excellent ride quality. Designed to give a level of passive rear-wheel steering (the 'Weissach effect'), thus controlling the way the suspension behaved under cornering, braking and acceleration, it transformed the 911. It was also the first 911 to be equipped with power steering and an advanced ABS system. The 993 uses essentially the same 3.6-litre engine as the 964, mated to a development of the worthy G50 gearbox, but now with six forward gears. Whereas the Porsche 964 produced 247 bhp, the 993 from 1995 produced 272bhp enabling a top speed of over 150mph and acceleration to match. The car seen here is a UK right-hand drive, 1995 993 C2 coupé with a manual gearbox. This all-original car has covered just 32,936 miles. It was delivered new on the 28th June 1995 via Dick Lovett Porsche Centre (Swindon) displaying registration M289 DMW. It comes with its fully complete Porsche book pack (as supplied when new), including its master key. Also present is a copy of the 'new car consignment note', showing the car's full specification and options. It confirms it as a 1995 model year 911 Carrera Coupe (993331) plus all the details as per the current V5. The car was ordered in Midnight Blue Metallic (F8F8) with a Marble Grey / Midnight Blue Leatherette (SF) interior. Its options choices included a lowered chassis front & rear (033), sport bucket seats (373 & 374), 'New Cup Design' alloy wheels (398), a rear wiper (425), top tinted windscreen (567), sunroof (650) and Midnight Blue carpets (1693). It's very comprehensive history file shows a fully stamped up service book (all from Porsche Centres: Dick Lovett, Lancaster, Evans Halshaw and Solihull), numerous invoices for maintenance and a series of seven old MoT certificates (helping to verify the mileage). The low mileage is attributed to a previous owner buying the car and not having the chance to drive it and the car was stored well but was effectively unused from August 2003 until May 2014. Its MoT certificate in 2003 shows a mileage of 29,180, whilst the MoT certificate in 2014 shows 29,340 miles. The car covered just 160 miles in 11 years! Upon buying the car, our vendor set about having the car recommissioned and fully serviced. He replaced perishable items such as gaskets, tyres and wiper blades, but also took it to Porsche Centre Solihull for a full health-check and a comprehensive service (at 32,370 miles). The car required little real work, as it was in such good condition, but was refreshed and made fully fit for the road again. This car is surely one of the most original and least used 993s available today. The 993-series 911 is regarded by many as a true modern classic, offering genuine usability but still with a real and important place in the history of Porsche's most famous model. This example is very worthy of the expression 'best-of-breed' and is ready to be enjoyed and appreciated. **(The vendor is in the process of removing a cherished plate from the car with the DVLA issuing a date-correct registration in due course)**

More details and pictures to follow shortly..First introduced in 1952, the Bedford CA was a light delivery van built on a separate chassis with production continuing through to 1969. The chassis allowed specialist bodywork to be fitted such as the Dormobile and Campervan conversions and was offered in either short or long wheelbase with carrying capacities of 10cwt, 12cwt or 15cwt. The basic van, with its two opening rear doors and sliding front doors, despite being the mainstay utility vehicle of the period, is an uncommon sight on our roads nowadays. This Bedford CA is 1 of 2 specially prepared vans for the award-winning Alan Bennett film 'The Lady in the Van' starring Dame Maggie Smith. The van offered, was purchased as a fully restored vehicle by the current owner and was subsequently distressed to mimic the true story of Miss Mary Shepherd, who resided in a Bedford CA van on Alan Bennett's driveway for over 10 years. The van is featured extensively throughout the film and is towed away and even painted by Dame Maggie on camera. In addition, it features in the title of this classic piece of British cinematography directed by the National Theatre's Nicholas Hytner. The van itself is presented in good order with excellent rust-free bodywork, hand-painted Maggie Smith paintwork, a rebuilt engine, 3-speed manual transmission and electrics reported to be in good working order. A unique opportunity, this 1957 Bedford CA is an early split-screen example of an increasingly sought-after classic British van and has genuine big-screen credentials to match. Any fan of Alan Bennett, Dame Maggie Smith or Bedford vans is encouraged to come and view this important piece of film history at the NEC restoration show.

By the mid-1970s, the 911 had already been on sale for 15 years and Porsche had decided that a replacement model was long overdue. Unveiled at the Frankfurt Show in September 1977, the 911SC was thus seen by the Stuttgart firm as the swansong of this iconic rear-engined, air-cooled sports car before it was replaced by the radically different 928 with its front-mounted, water-cooled V8. How wrong they turned out to be. Available in either Coupé or Targa forms, the new 911 proved such a success and so reignited Porsche's enthusiasm for their howling flat-six that it has remained in production to this day - although the modern water-cooled versions are in many ways a far cry from the air-cooled legends of old. Essentially the new 911SC was very similar to the previous Carrera 3.0 with the same basic specifications, styling, and features, sharing the same 2,993cc engine as the brutal Turbo model but with Bosch K-Jetronic fuel injection and no turbocharger. Power was up slightly from the previous 2.7 model, and a flatter torque curve made the car a little easier to drive. In 1980, the SC's engine received modifications increasing the power to 188bhp while improving fuel economy by 10 percent. Driving through a 5-speed manual gearbox, the 1979 SC could reach 60 in just six seconds on its way to a top speed of 142mph with a fabulous mechanical wail from the flat-six engine. Further improvements in 1981 pushed the power up to 204bhp making it good for 145mph with 0-60 coming up in 5.7 seconds. Simple, quick and bulletproof, the SC is widely regarded as one of the most user-friendly of all the 911 range and good ones are more sought after today than ever before. Most manufacturers struggle with torsional rigidity when trying to convert their coupés into convertibles (the other way around is often easier), and Porsche were no exception in the early sixties when trying to let the breeze into their new 901 (later 911). The solution was to build the car with a roll hoop as part of the chassis and when this was streamlined and cosmetically enhanced it worked well, and the result was an attractive "half-convertible" that was stiff and handled predictably. At a marketing meeting to decide a name for this new concept, Cologne dealer Walter Franz threw "Targa" into the hat conjuring up images of their success with an open-top car in the hard-fought Targa Florio under a glorious Sicilian Sun. Whilst considering this possibility, someone pointed out to Harald Wagner, the marketing director that "targa" was Italian for "shield" and signified strength and safety, which obviously appealed to the Teutonic sense of responsibility, and so the name was adopted and is still in use today. This 'Super Carrera' was originally registered on 6/08/1982 and lived most of its life North of the Border, being sold by its fourth keeper to David Stuart Ross from Glasgow on 17/04/1985 who kept the car until purchased by our vendor on 25/03/2011. Just prior to that Stuart Ross had substituted his cherished plate (5DSR) for the registration HBA 325Y which is still worn by the Porsche today. From the document file, it appears that Stuart Ross' use of the car was sporadic and it was continuously SORN'd from 1/11/04 until 31/10/10 although there are a number of periods when the car was MoTd during these years. The pile of MoTs runs from 3/07/93 (mileage 37,127) until 03/04/2015 (50,309) with gaps when the vehicle was presumably off the road, but most importantly it currently has one. The invoice file has the usual bills for routine maintenance, tyres etc. The car is supplied with the Porsche book pack containing the Drivers Manual (dealer stamped up until 1991) and the 'Lifetime Guarantee of Repair' authentication. This, 3 litre SC, looks fabulous in unmarked Guards Red which contrasts perfectly with the Black roll hoop, Targa panel, wheel arch protectors and other detailing. The wheels appear recently refurbished and with their black centre sections look just right. The interior is in excellent condition and the Brown/Beige 'Pascha' combination is very rare, only being an option for a couple of years. All in all, our vendor has returned this lovely, early eighties Porsche to sparkling good health, and it's offered for sale with a fresh MoT and V5, ready to be enjoyed by a proud new owner.

The 'Marathon' Beetles were produced to celebrate the Beetles World Record production figure of 15,007,034 recorded on 17th February 1972. This 1300cc Beetle was subsequently called the World Champion, 'Weltmeister' in German, and was painted in a special 'Marathon' metallic paint, paint code: Silver Blue L96M. The car was fitted with unique silver and black sports wheels, made by Lemmerz, part number: 000 071 475B and had wheel nut caps and octagonal VW alloy hub covers. Black leatherette basket weave seat covers and rubber bumpers inserts completed the car. This particular Beetle, registered 'WJO 444K', is a UK right-hand drive example that has undergone a sympathetic tidy-up between 2012 to 2015 and during that period the brightwork was re-chromed and rubbers replaced. The glass is original and the engine bay itself is in presentable condition. Contained within the history file are a number of old MoTs and bills detailing expenditure and maintenance. Most of the servicing and repairs have been undertaken by respected VW specialist P.W. Euro parts, and the current MoT expires in October 2016. The gold medallion originally supplied with the car having the inscription "Der Weltmeister, Wolfsburg, Germany" is also present. Approximately 1,000 right-hand drive 'Marathon Weltmeister Beetles' came to the UK, of which now only 160 appear on the Marathon register. With the odometer now reading 89,954 miles, this rare Beetle would be a great addition to any Volkswagen collection.

This stunning Mk1 Scirocco GTi was only manufactured for 1 year, making it extremely rare as most Sciroccos brought to the UK were the Storm, or the lesser GLS variants. The car has covered a mere 24,700 miles since it was registered on the 1st of August 1981. The car is finished in Biakal Blue with a contrasting cloth interior and again this is a very rare colour only offered at the time on the GTi model. The car was supplied with tinted windows, an original Blaupunkt period Radio Cassette, dealer fitted Solite GT Sunroof in working order and externally finished off with unmarked original 5.5J alloys. Mechanically the car has a fully documented service history complete with all MoTs dating back to the early days having been serviced by Hayselden VW and Snape Hill Garage. More recently the car has received more attention after coming out of hibernation and fitted with a new cam belt, fuel pump, rear brake cylinders, and fully serviced. The vendor, who is particularly fastidious, decided that, as he had no intention of ever selling his beloved Scirocco, he would deal with the inevitable stone chips and touch-ups on a 34-year-old car by commissioning a bare-metal respray. Lots of documentation including the V5, Original Bill of Sale, Original Service VAG Wallet with Service Book, 1st Service Coupon, Scirocco Instruction Manual, Original T Hayselden Tax Disc Holder to name a few. There are two sets of keys also supplied. The driving experience is pure early eighties Golf GTi and mechanically it feels as you might expect having had 14 services in 24,600 miles. To summarise, this is a very special and rare car from a respected manufacturer, that has been cherished, pampered and garaged all its life. Its one owner, our vendor has spent over £10,000 keeping the car looking the way he wants it. It will certainly be a great investment and a perfect addition to anyone's private collection.

The Talbot Sunbeam Lotus was one of the most exciting hot hatchbacks to emerge from the 1970s. Originally conceived when Chrysler Group's competition manager Des O'Dell had a desire to create a contender for International Group 4 rallying, he approached Lotus and offered them a Sunbeam 1.6 GLS as the basis for their work. Lotus supplied not only the 2.2 type-911 version of their 16v four cylinder engine coupled to a 5-speed ZF dog-leg gearbox, but also brought notable chassis and exhaust system improvements to create a car able to beat the dominant Escort RS and Vauxhall Chevette HS/HSR's at their own game. Lotus' efforts were rewarded in 1980 when a Sunbeam piloted by Henri Toivonen won the RAC Rally of Great Britain, indeed this would be the last time a rear-wheel-drive car ever took the title. In 1981, the Constructor's World Championship was claimed by the Sunbeam for the newly christened Talbot team (having been renamed by new owners Peugeot in 1979). Homologation rules dictated that for the new car to be eligible for competition, the car would also have to be offered to the general public and sold in a minimum number. Talbot set up a separate production line at their Linwood factory which would build the body shells that would then be shipped directly to Ludham Airfield where Lotus would then fit the engine, suspension and gearbox. The special road-going Sunbeam was more than just fast, it certainly looked the part too; initially offered only in Embassy Black with silver stripes and Marchal spotlights and tailored ‘double four-spoke' cast alloy wheels. Launched to an eager public in 1979, the 2174cc twin-cam engine, breathing through twin Dell'Orto carburettors developed 150 BHP and delivered excellent performance. Glowing reports from the motoring press followed, noting the cars razor-sharp handling and rapid pace, indeed even when driven today the Sunbeam is still considered a truly thrilling drive, set apart from most by it's rear wheel drive balance, beautifully weighted controls and the lightness of the body. This beautiful Series 1 example was supplied new by Cathedral Garage Ltd of Bristol in April 1980, since then it has led a very pampered life and been meticulously maintained over the years. The documented history file states that after purchasing the car in 1984, with 19,000 miles on the clock, the second owner kept a meticulous record of expenditure on the car for 29 years. MLH 944V is supplied with the original dealer pack, handbooks, 2 sets of keys and a number of bills and receipts. The mileage of 55,500 miles is warranted and the engine has been confirmed as original. We are told that in 2001 the second owner decided that the original black coachwork was looking a little tired, and therefore decided to pay for a bare-metal, windows-out repaint, which was carried out by Falcon Restorations near Bath. A photographic record of this work is also included, merely emphasising the attention to detail the car has received over the years. The black paintwork is currently smooth and blemish free, the shut-lines perfectly aligned and the overall stance of the car looks and feels ‘right'. The level of care and attention is continued into the cockpit where the interior looks much as it did when delivered in 1980. Under the bonnet, the spotless leak-free Lotus twin-cam is complimented by a very tidy engine bay. Reassuringly, in December 2012, MLH 944V was taken to marque specialist Skip Brown Cars in Cheshire for a major service, cambelt change and vehicle inspection report. Suffice to say, the car is reported to be in beautiful condition throughout and is offered with a fresh MOT. This has been a truly cherished vehicle and we doubt you will find a better example on sale today. Following a recent inspection by the Lotus Sunbeam Club, this specific example was highly praised and suggested to be one of the finest remaining examples.

The end of an era, after 67 years of making one of the most iconic off-roaders, Land Rover called time on the Defender, so closely linked in heart, body and soul to the original Series I. To mark the occasion, Land Rover launched the final Defender Heritage series. Limited to just 400, the last ever Land Rover, as we have known them, rolled off the production at 9.15am on the 29th January of this year, the 2,016,933rd Heritage Defender built at Solihull became the last true Land Rover. Never has there been a car that has so captured the imagination of the world. Land Rovers have saved lives, won wars, delivered aid and hope, conveyed Kings and Queens and numerous Popes, ferried injured animals from the lowliest sheep to the proudest lion to safety. The Land Rover has conquered ravines, deserts and snow, broken records and won the hearts of millions. What an exciting opportunity therefore for this auction house to offer one of the first Land Rovers, Chassis #149 and one of the last, this 2016 Heritage Edition in the same sale. Registered to its first and current owner on the 18th January 2016, eleven days before the production of the last ever Defender, this car is the coveted 110. Resplendent in its Grasmere Green paint, a close match to the first Land Rover, HUE 166 which left the factory in Sage Green. This Heritage Edition has, as standard, an equipment list that's a far cry from the original 1948 Land Rover. Heated seats! The only heated seats this consignor ever experienced in an early Land Rover was after a pair of Labradors had been asleep on them. The list goes on, as you would expect from a modern car, including Bluetooth, electric windows and heated front and rear screens. Subtle cues to the heritage of Land Rover, and its elder statesman, HUE 166, are dotted about the car, like the graphics on the wings and tags on the seats, just little reminders and a thank you. Supplied with its owner's pack and bound commemorative book entitled"One of 400", this 2.2 litre turbo-diesel had a mere 108 miles on the odometer at the time of consignment and will benefit from Land Rover Warranty & Assistance Cover until January 2019. This is possibly the newest vehicle we have ever sold, but WD 65 PXW sits comfortably amongst its neighbours, classics all and part of automotive history. To own this Heritage Defender, one of the last traditional Land Rovers ever produced is a privilege, a privilege available to just 400 individuals today. It will be difficult to stand next to our shiny Defender parked next to its great, great grandson, Chassis #149, their shared DNA much in evidence despite the 67 year age gap, and not feel intensely proud of British engineering.

In 1957, Porsche decided that their 550 Spyder had reached 100% of its competition potential and quickly developed its successor, the 718 RSK Spyder which was built primarily as a racing machine between 1957 and 1962. The 718 RSK ( the RS stands for RennSport and the 'K' refers to the shape of the new front frame) became known as the 'Silver Bullets' and were powered by a 1.5-litre, quad-cam engine that generated around 142bhp, which may not sound much nowadays, but the 718 weighed practically nothing so these were quick little cars! The works cars were world-beaters in the hands of Moss, Hill, von Trips, Behra and Gurney and the original cars are now very rare and extremely expensive. It's sporting looks and simple construction made it an ideal candidate for several low volume special builders to produce 'replicas' since a very smart body could be mated with the chassis and running gear from the relatively humble but plentiful VW Beetle. The result is a sensibly priced, surprisingly rapid and very nimble little 'Silver Bullet'! Offered here is a 718 RSK Spyder replica based on a 1961 Volkswagen Beetle with the V5c declaring the engine to be a 1200cc unit from the donor vehicle. It was driven to the storage unit where it has remained for a number of years but sadly has been neglected since. The bodyshell, being glass fibre, has remained in sound condition however the interior and engine bay are in need of some serious elbow grease and tlc. The seats and Luke 4-point harnesses are dirty but there are no rips or tears and will clean up well. This car is supplied with a hood, a jack and a UK V5c bearing registration '245 BXT'. This may well be the perfect candidate for a full restoration, resulting in a cracking little fifties 'Sports Racer' providing endless affordable fun this summer!

In 1971, British Leyland began developing a new car with David Bache at the helm of the design team. Inspired by the looks of Italian exotica such as the Ferrari 365 GTBB 'Daytona', Mr Bache and his engineering designer Spen King collaborated on a project titled SD1 (for Specialist Division 1), the specialist division being where British Leyland had chosen to park Rover and Triumph. The big car was surprisingly successful in motorsport, was adopted as a 'jam jar' by a number of Police Forces around Britain and became the 'company car' of choice for thousand of 'representatives' in a hurry. This particular SD1 2600S is finished in a light metallic green with a brown velour interior. Open the door, and the cockpit is in good condition and would only really need a vacuum to make it look presentable. There is some corrosion on both the left side doors, but nothing a good body shop couldn't repair. This car is in need of recommissioning and a full service, but our vendor states that it was running when it was put into storage several years ago. It is even thought to have featured in 'Practical Classics' magazine at some point. Having been sat for a number of years, it's clear this car needs some attention. Offered at no reserve and with a UK V5c, this desirable manual transmission SD1 2600S looks to be an excellent project for a new owner who doesn't mind getting his hands dirty!  

Although Cadillac had invented the tail fin in 1948, by the late 1950s others were offering their own take on the theme. In fact, the 1959 Cadillac fins were a response by Cadillac to the 1957 Chrysler line, which had borrowed Cadillac's own idea and taken it one step further. According to the late David Holls, former design director at GM, the famous fins of 1959 were the result of a directive from management that Cadillac would not be outdone by Chrysler products, in effect "Whatever they can do - we can do bigger". There was little danger of that, as the 1959 Cadillac was a modern classic that truly represented the high point of the era of fins and flash. It was huge yet remarkably docile to drive, thanks to abundant power, a first-rate automatic transmission, and excellent power steering and brakes. No other car captured the essence of the Jet Age quite like the 1959 Cadillac. In addition to sharply swept and dramatically pointed fins, surface development was a series of curves, nacelles, and character lines that could have come from one of the new jet fighters of the time. Wheel covers carried a turbine wheel motif, and there were even vestigial ventral fins at the lower edge of each rear side, passing through the fender skirts to merge into the massive rear bumper. This dramatic 1959 Cadillac is a statement about American motoring philosophy at that point in history and it is said that every old car enthusiast should own at least one at some point in their lifetime. The outrageous styling belies that fact that these are fantastic cars to drive on the road, assuming it's wide enough. When compared with its contemporaries, both domestic and European, it's a true luxury car and a pleasure to own and be seen in. The example on offer today is in overall very good condition and is reported to need no immediate work. The white paintwork and bodywork are said to be in good condition from an older re-paint, the trim is tidy and the engine and automatic gearbox are reported to be running very well indeed. We feel that the car, if so desired, could be immediately put to work as a bridal car and as such would complement any fleet of wedding cars. It would be most welcome at the dozens of County Shows that have sections for classic and interesting cars or maybe you would just like to light up a big 'Ceegar' and burble down your High Street "Boss Hog" style. A '59 Cadillac is a piece of classic Americana and we encourage all prospective bidders to come and see this one in the flesh. We welcome pre-sale inspections and think that this is a seriously tempting proposition given the realistic guide price and sheer scale of this impressive American icon.

Unveiled in 1978 to rapturous appreciation, the Porsche 928 created its own niche as a long-legged front-engined sports car with the refinements, comfort, equipment, power and poise of a luxury saloon.During their long history Porsche have only ever offered seven models that were front engined and amongst these, the 928 carries the distinction of being the only coupé. The car offered here today is from the later stages of production that ended in 1995 and is an S4 model boasting simple styling updates and a spoiler. Finished in the attractive colour combination of Anthracite paintwork with Linen coloured leather seats and a Maroon top roll, centre console and armrests, all of which are in a very good condition making this a sleek, classy and desirable GT. We understand this car to have been delivered new to Japan where it lived a coveted life with regular maintenance and service throughout its modest mileage at the following intervals; 16/10/1991 @ 21604 Klms 09/10/1992 @ 32921 Klms 27/01/1993 @ 37068 Klms 01/02/1994 @ 50834 Klms 02/06/1994 @ 53493 Klms 01/01/1996 @ 66582 klms 05/03/1997 @ 75001 Klms 01/02/1998 @ 79540 Klms 27/02/1999 @ 96767 Klms 01/01/2003 @ 99405 Klms 19/05/2005 @ 100030 Klms 05/10/2005 @ 104877 Klms 26/02/2007 @ 110375 Klms 19/07/2007 @ 110774 Klms 23/07/2009 @ 115277 Klms 21/07/2011 @ 118272 Klms There are 29 pages of bills in total. Now showing just shy of 75,000 miles (c120,000 kms), this 928 S4, like many of its 1980's and 1990's contemporaries, has begun to appeal to a new generation of ‘modern classic' car owners for whom this car is capable of delivering many years of enjoyable ownership. Offered with a NOVA ready for registration in its destination country, and accompanied by an MoT test certificate, this is a fine example of the marque with comparatively low mileage and an enviable maintenance record.

The 1976 Porsche 924 was a complete departure by the company, in that it featured a front mounted water cooled engine. The 1984cc engine was essentially an Audi unit which Porsche then tweaked to 125bhp. The power went to a rear mounted gearbox/transaxle, the advantage of this layout was that it gave the car near perfect weight balance which naturally improved the handling. The 924 was clothed in a pretty two plus two body shell which featured a large glass hatchback giving access to a relatively large rear boot making this a very practical sports car. The 2-litre engine, which powered the earlier models, developed 125bhp and the maximum speed was in excess of 125mph. Things were to improve with the arrival of the 924S which was fitted with a 2.5-litre engine with 163bhp available. With its sure-footed handling, the car was to prove a great success and nowadays is a popular choice as a potential future classic. This particular 924S was supplied new on 1st May 1987 by Dingle Garages, Colwyn Bay, Wales. The Porsche Certificate of Authenticity shows the car was finished in Alpine White with an interior of black leatherette & black cloth inlays and had optional equipment such as a sports steering wheel, rear wiper, sunroof, electric windows and power steering. Accompanying the car is a well-documented maintenance history with the first 7 stamps in the service book from the supplying dealer in Wales and thereafter from marque specialists, Road Range of Liverpool. The last major service was carried out in July '15 by OCD Porsche of Wallasey at a cost of £1,178. The car itself is in superb condition, with sporty red brake callipers, great paintwork and presentable wheels containing their original Porsche wheel centres. The toolkit is present, as is the book pack containing all the manual / service records and even the original stereo puller! This two-owner car is now showing 94,867 miles on the odometer and is supplied with a UK V5c and an MoT until November '16. This car offers the next owner affordable Porsche ownership at its best, and we strongly recommend viewing this great little 924S!

In March 1962, Mercedes-Benz released their new 300SE Coupé. For marketing reasons, this car, like its saloon stablemate, was kept apart from the W111 220SE that had been launched in 1960 and was attributed its own model number-W112-which positioned it as a successor to the W187, 300S two-door series, rather than the Ponton range. The car was distinguished by the Daimler-Benz top of the range 2996cc, M189 engine, a chrome strip, air suspension and a much higher level of cabin appointments. These vehicles were marketed separately from the rest of the W111 family as Mercedes presumably felt that they were more likely to appeal to different potential buyers. This car is not just a run of the mill 300SE but a fully prepared successful classic rally car. Overall winner of the prestigious Monte Carlo Winter Challenge in 2002, and well known in Historic rallying circles with the memorable registration number 5POT.....Spot the winner!! The work carried out back in 2001, has not just given this car all the tools to compete in historic rallies, but has much improved the day to day drivability of this car on the open road. With just 46,000 miles on the clock since new, we are informed it performs much better than the other W112s the current vendor has previously owned, with improved gear ratios, better brakes and suspension. Internally the period Recaro seats are so much more comfortable and supportive than the original seats and upon close inspection, as a result of the original Mercedes leather being used, they suit the car perfectly in our vendors opinion. Further work entailed the removal of the complicated air suspension in favour of the steel springs used on the V8 models, stronger back axle, a sump guard, strengthened engine mounts and ventilated, chrome plated wheels. Vented brake discs and harder pads with Castrol hi-performance fluid give much-improved braking with less fade when pressing on. The interior is fitted with Recaro seats with electric height adjustment trimmed in original Mercedes perforated leather, twin fire extinguishers and a discreet map reading light. The restoration of this golden 'rocket ship' cost in excess of £35,000 and all the invoices are in the file, as is a host of other fascinating documents, including four charming caricature drawings of the car in action by the renowned motorsport artist, Ian Shapland. There is also a large file of photos of 5POT on various rallies. MoT certificates going back to 1983 are present, together with the original inspection sheet from the supplying Mercedes-Benz Dealer back in 1964. What a rare opportunity to own a model that is following the same upward financial climb as the SL Pagoda's but, more importantly, has a lot of sporting history and drives like a dream.

The Buick Super was produced from 1940 through the 1958 model years (excluding WW II) and was built on Buick's larger body shared with the Roadmaster. It and the Roadmaster were replaced by the Electra in 1959. When introduced in 1940, the new Series 50 Super featured the cutting-edge "Torpedo" C-body. When combined with a column mounted shift lever the cars offered true six passenger comfort. The basic formula for the 1940 to 1952 Super was established by mating the Roadmaster's longer, behind-the-engine-cowl body, to the Series 40 Special's smaller straight-eight engine. This led to an economical combination of voluminous passenger room and relatively good fuel economy. Initially, four body styles were offered: a 2-door coupe, a 2-door convertible, a 4-door sedan and a 4-door convertible. This Buick Super 50 is a strikingly impressive car that lends itself to the Jive and Lindy Hop lifestyle and makes a great impression where ever it is taken. This example is described by the owner as in good overall condition. The older black paintwork is reported to still retain a good shine, the interior is in good condition and the engine is said to run well. Sporting the ubiquitous Buick Straight 8 mated to a 'three on the tree' manual gearbox, a new clutch assembly ensures smooth gear changes and the brakes have been overhauled. We have contacts within the film props industry and there is a constant demand for American late 40s-early 50s Classic Sedans to feature as 'Street Furniture' in forthcoming movies, should that be of interest. Americana doesn't come any more reasonably priced than this charming Buick. We welcome all pre-sale inspections and encourage bidders to contact the office for further information.

The original Mini had three major UK updates, the Mark II, the Clubman and the Mark III. Within the range there were a number of variations, including a Traveller estate, a pick-up truck, a van and the Mini Moke. From 1960 to 1982, a commercial (Quarter Ton) panel van was offered and was built on the longer Traveller chassis but without the side windows. It proved popular in 1960's Britain as a cheaper alternative to the car as it was classed as a commercial vehicle and, as such, carried no sales tax. A set of simple stamped steel slots served in place of a more costly chrome grill on the early cars but as the years went by they became more luxurious with the need to compete with Japanese micro-vans. The simplification of Mini branding in 1969 reduced things to Mini Van and Mini Pick-up and in 1978, the commercial vehicles were renamed 'Mini 95' to reflect the 0.95 ton gross weight of the van and pick-up and an 'L' pack was introduced in 1979. The 'L' pack consisted of hound's-tooth cloth centre sections to the seats, front carpets, a passenger sun visor and more sound-proofing. The brightly coloured minivan we see here began life as an Austin Morris Mini 95L, and was first registered on 03/08/1981.The last change of ownership was on 20/08/2013 and the colour, according to the V5 was 'Green/Blue', however the vehicle today is bright red. It's 'earned its crust' recently functioning as a promotional vehicle for the "Classic Motor Show" and has been seen at Goodwood and Beaulieu and a number of local shows in the South East. It was certainly eye-catching at that point, heavily vinyled in red with a blue roof and silver Minilites. Currently SORN'd with no MoT we are offering this vehicle "No Reserve" and cannot offer any suggestions as to its mechanical or structural condition, but when properly recommisioned could be returned to a great little working van for a small business or could be pressed into service promoting whatever you want to promote!