The Fiat 500 was produced by Fiat S.p.A (Fabbrica Italiana Automobili Torino) between 1957 and 1975 and was designed by Dante Giacosa. Despite its diminutive size, the '500' proved to be an enormously practical and popular vehicle throughout Europe and captured the hearts and minds of the public until production ended in 1975.Launched as the Nuova (new) 500 in July 1957 it was marketed as a cheap and practical town car. Measuring only 3 metres long, and originally powered by a 479 cc two-cylinder, air-cooled engine, the 500 redefined the term "small car" and it is considered to be one of the first 'city cars'. The 'L' or Lusso penultimate model, like the car offered here today, was produced between 1968 and 1972 and featured a much modernised interior including a revised dashboard which brought the Fiat 500 up to date. Greater comfort and style were provided in this new model for a new generation, and the engine benefited from a capacity upgrade to 499cc which produced a little more power.Finished in the charming colour combination of Mustard Yellow with a black vinyl interior, so typical of the 1970s, this particular FIAT 500L has spent most of its life in its native Italy. It has the correct Pirelli tyres, including the spare, and is described as in generally good condition, starting readily and running well. The car is offered with the old Italian registration documents, has been UK registered this year, and is now ready to bring a ray of sunshine into these grey winter mornings.

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Noble Automotive Ltd. was founded in 1999 by British entrepreneur, car designer, and engineer Lee Noble and using his experience from his time spent at Ascari, he quickly established his company's commitment to designing and manufacturing high-performance sports cars with a mid-engine, rear wheel drive layout. As chief designer, he oversaw the evolution of the company's first model, the M10, into the M12 which was first produced in 2000. This soon became a benchmark for its incredibly compliant ride, pin sharp handling and impressive power delivery, receiving almost universal praise from, frequently difficult to impress, motoring journalists.Lee Noble sold the company in August 2006 to Peter Dyson and later moved on in 2008 to work on other ventures, however, as well as being a knowledgeable collector of exotic cars and a successful business entrepreneur, Dyson was an M12 owner and a huge admirer of both Noble Automotive and the M12's attributes. He has taken Noble Automotive forward, with new hi-tech premises in Leicestershire and their current model, the M600, is a highly regarded supercar and a serious competitor to many more established and revered marques.The M12 was produced in four versions (GTO 2.5, GTO-3 3.0, GTO-3R 3.0, with the M400 being the ultimate variant), all being powered by a sympathetically tuned (forge decompressed rods, cylinder block modifications with cylinder bore oil spray jets, crankshaft balancing, and turbo oil feeds built into the heads, along with ST 220 camshafts, coil top plugs, and a new MBE engine management system) twin-turbocharged Ford Duratec V6 engine.The basic structure is a steel tub with a full steel roll cage and G.R.P composite clam shell body parts. These cars are extremely lightweight and stiff, with the ability to perform very well on both road and track, and offer surprisingly good ride quality and lots of confidence-inspiring feedback.At launch, the M12 had 310 bhp with the help of its pair of Garrett T25 turbos, giving a top speed of 165mph and a 0-60 mph time of 4.1 seconds. With its quasi-racer feel, being heightened by the very visible, Alcantara-trimmed roll-cage and no-nonsense instruments, this really is a driver's car. There was no ABS, no traction control and no ESP, just real engineering integrity and a brilliant design. These special cars were able to compete dynamically with the best junior supercars of the day.The car offered here is a 2001 M12 GTO 2.5. Rarely for a Noble, we are informed that this car has only ever been used on the road and never tracked, and its fantastic condition and originality would strongly support this. This M12 has been well maintained, having covered just over 15,700 miles, which must make it one of the least driven examples currently available. This mileage is backed up by a series of old MoT certificates and a number of receipts, and is supplied with uk V5c and fresh MoT.

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Silverstone Auctions are delighted to have been asked to offer 'Margo', this sparkling little red Mini, with the entire sale proceeds being donated to Prostate Cancer UK. We are indebted to David Lofts from the Markerstudy Group for the following information."Until we found her Margo had been living in a shed in East Sussex for many years. The family who owned her had bought her new in 1969, and in her 46 years she has clocked up just 33,000 genuine miles. The condition of this little Mini when we found her was a testament to her owner, Mrs. Millie Properjohns, who bought her ( at age 60) as a car to learn to drive in. Millie had clearly cherished her Tartan Red MkII Morris Mini.Margo remained in regular use by Mrs. Properjohns and was passed on to her daughter when Millie gave up driving at the age of 98! The dedication of this family in keeping Margo in a roadworthy condition has made the Lancaster Insurance restoration job much more straightforward than it might have been – a fact welcomed by the team at the MG Owners’ Club who carried out the work. We were particularly pleased that the original hydrolastic suspension had already been swapped for the much more reliable cone system!Margo made her first public appearance as a restoration project at the 2015 Lancaster Insurance Classic Motor Show, and this year she will appear again, as she goes under the hammer at Silverstone Auctions’ annual Classic Motor Show sale, with all sale proceeds being donated to Prostate Cancer UK.Work began in earnest after Margo was delivered to the MGOC after the 2015 show. Following a thorough assessment, the initial ‘To Do’ list for the restoration included surprisingly few major jobs, replacement of both 'A-panels', a small amount of welding to the wings and floor pan, a small repair to the boot lid and a full strip and repaint being the most significant.The engine was in fine form, given the age of the car, and required only a cylinder head overhaul, new gasket and relapped valves to bring it back to tip top condition, and with interior cleaning, new screen seals, an underseal and cavity wax and refurb of the road wheels all planned, the restoration began. The ethos of the restoration was to return Margo back to as close to original as possible.The stripping out was completed by early February 2016, with Margo and her engine, minus rocker cover and head, taking pride of place on the Lancaster Insurance stand at the Restoration Show at the NEC in March, where MGOC technician Alex Cursley discovered to his delight that there was not so much as the slightest sign of a lip at the tops of the bores. The valves were unmarked, requiring only lapping and replacement valve seals to restore the 998cc Morris unit to full compression. In fact, Margo’s cylinder head was in such good order that we felt converting the head to unleaded was unnecessary, and so she is offered for sale in the same "completely original" road condition as when she rolled off the Longbridge production line in 1969.With a full, air-sanded bare metal strip down and the small welding jobs complete, Margo was ready for her respray, and following three coats of etch primer and three coats of filler primer she was meticulously sanded by hand before three coats of her original Tartan Red top coat were added, all rounded off with a full undercarriage treatment using stone chip resistant underseal.With the Mini restoration really starting to shine it was time to refit the original glass, window seals, locks, handles and all the other carefully stored parts that would take the car on to the detailing stage. Even the original carpets were refurbished and refitted to give Margo an absolutely authentic look and feel."We understand that the car now drives, feels and even smells like stepping back into a newish 69 Mini and the restoration is generally regarded as a great success and a tribute to the team at the MGOC.Margo is offered for sale with no reserve, and I know that we have said this before but it's important, with all sale proceeds being donated to Prostate Cancer UK.Bid generously.

A decade after the first Jaguar E-Type arrived late in 1961, the design progressively matured through 1971 with a smooth and torquey V12 engine replacing the straight six that had effectively reached the end of its development life. Known as Series III cars, they also featured a larger bonnet bulge, larger wheel openings, a slightly wider track, a revised grille, and updated bumpers. The convertible now rode on a longer 105-inch wheelbase and as a result, the doors and sills were longer, and the length and depth of the floor pan increased. A large horizontal scoop was added to the underside of the bonnet to assist in cooling. The interior was entirely new in the V12, with more comfortable seating and stylish new door panels. The centre console was now vacuum-formed with a simulated leather finish and a smaller, dished and leather-rimmed steering wheel was fitted. Slightly larger, and altogether much softer in nature, the E-type in Series III form had lost the wildness of its youth but gained the long-legged touring profile to which it was arguably better suited.This right-hand drive 5.3 V12 manual roadster was first registered on the 13th June 1974 and is showing one previous owner. The present owner bought the car in 1983 and took it to France where he was living at the time. Some time later the car was sidelined by a minor mechanical issue and, as is often the way in the world of classic cars, it lay in his garage for over 20 years. He then moved to Brazil and began the sale of his house in France, at the same time arranging for the E-Type to be transported to 'Classic Restorations' in Alyth in Perthshire for a full restoration (including a bare metal respray). He has a good friend in that part of the world who agreed to oversee the project on his behalf. As the owner is not a British national he was unable to get the log book (V5C) in his name, however, after corresponding with DVLA it was agreed that the log book entry would be in his friend’s name in order for him to drive it when the work on the car was completed. So the registration document lists two keepers, the second of which is the good friend of the E-Type's owner.Classic Restorations Ltd of Alyth, carried out the majority of the work with Brayon Classic Engineering from Alexandria being entrusted with the engine. There are invoices available in the history file detailing the process and pictures of all the work carried out during this cars restoration. Included with the car is the original bill of Sale from Greencoat Motor Co. of Chessington to the present owner, the number Plate Authorization Certificate, a range of MOTs from the early 80s, the original Operating, Service and Maintenance Handbook, and then MOTs for the past two years since the car was returned to the road. The vendor reports that this sleek E-Type's Primrose Yellow coachwork remains in excellent condition as does its black interior. With an MOT until May 2017, this is a lovely and honest example of a well-restored Series III manual roadster and we are sure, at this competitive guide, it will be heading for a new home soon.

The Austin Healey 3000 has become one of the best-known British classic cars of the 1950s and 1960s following spectacular success in international rallying and circuit racing. A development of the Austin Healey 100-6, itself born of the four-cylinder 100, the 3000 was launched in March 1959 and was a significant improvement on the earlier cars featuring front disc brakes, wire wheels as standard and a more powerful (124bhp) 2,912cc BMC C-Series engine, ensuring a top speed of approximately 120mph. There was also a choice of 2 seater (BN7) or 2+2 (BT7) body styles. The new 3000 was an instant success on the road, on the track and on the rally stage and has enjoyed a large club following ever since. The Mark II (BN7) was introduced in March 1961 with a higher performance camshaft and, initially, a trio of SU HS4 carburettors which turned out to be difficult to balance and were replaced with twin HS6s with the arrival of the BJ7 in January '62. Known as the 'Mark IIA', the BJ7 differed by having wind-up windows and a wrap-around windscreen and could be identified externally by a vertical barred front grill. A total of just over 6,000 BJ7s were built. Amongst Big Healey aficionados, the Mk IIA is the one to have in terms of purity. The earlier 100/4s and 6s, whilst gorgeous to look at were a bit "agricultural" and are now becoming very expensive whilst the very late 3000s were being adorned with more and more creature comforts with a consequential increase in weight. As long as the BJ7 was properly set up with attention to 'camber' and 'castor' and all the other factors in suspension geometry, they handled superbly and were a dream to drive. With the top down, the burble from the exhaust note was a delight in a fifties, six-cylinder, down a country lane in a black and white movie, sort of way and on the overrun had more "snap, crackle and pop" than a box of Rice Crispies. This delightful Austin Healey 3000 Mk.II (BJ7) dates from 1963 and is finished in Colorado Red over Old English White with Silver wires and a black interior. Since 1977, it's has had just two keepers with one of them enjoying this quintessential classic for 38 years! The current indicated mileage is 27,629 which is not warranted, but the 1977 MOT Certificate clearly says 18,015 miles, so it may well be accurate.Last year (invoice date 3/08/2015) this pretty Healey benefited from an overhaul and full service to the value of £4,258.54 carried out by a local specialist and that included £600 for four new Blockley 205/70VR15 tyres which were popped on at the same time. According to the file, work on the car in the past included a new exhaust, petrol tank, and rear springs.Having seen and heard the car we were very impressed. It sounds healthy, makes all the right 'Healey' noises and idles as it should. The hood and rear screen look good, the engine bay complete with chrome rocker box cover is particularly tidy, the dash is excellent, as is the rest of the interior apart from a loose seam on a small area of carpet. We are told it drives well for its 53 years.This very smart 3000 comes complete with a full tonneau, original workshop manual and handbook, sizeable history file including the old buff logbook, Heritage Certificate, current V5 and an MOT valid until 16th August 2017 issued with no advisories.A true enthusiast's car in super condition from long-term ownership with a good history file that is now looking for a new custodian to experience that special Healey magic.

Unveiled at the 2001 Geneva Motor Show, the Ian Callum-designed Vanquish was an instant sales success and the fact that it was James Bond's transport of choice only added to the appeal. Featuring a 6.0-litre V12 generating nearly 450bhp mated to a six-speed paddle shift gearbox, the car sat proudly at the top of Aston's range throughout its seven years of production. Aston Martin's position as the ultimate makers of British sports cars continues, bolstered by the muscular Vanquish, and when sprinkled with a little magic from the James Bond- 'Die Another Day' connection, the image was complete.This Aston Martin Vanquish V12 is a 2+2 model, supplied new in the UK to its first owner, a Mr. Edgar, on 26th October 2001. Originally finished in silver with a black and white leather interior, the car featured such options as; satellite navigation, integrated telephone, premium audio system, heated front seats, 'Powerfold' exterior mirrors. and an aluminium trimmed steering wheel. The service records are as follows:DateSpecialistMileage29.10.2001HWM Aston Martin (PDI)1527.12.2001HWM Aston Martin1,20726.7.2002HWM Aston Martin5,00112.6.2003HWM Aston Martin7,65929.11.2004HWM Aston Martin9,26823.1.2006Harwoods Aston Martin11,62822.8.2006Grange Aston Martin13,72822.10.2007Grange Aston Martin15,82931.3.2010Chiltern Aston Martin19,75510.8.2010Chiltern Aston Martin21,03629.9.2014HR Ownen Aston Martin27,20512.10.2015Stratstone Aston Martin27,962 During previous ownership, the car was fully professionally resprayed in brilliant white, which complements the Charcoal and Soft White interior nicely. An Aston Martin battery charger and a car cover are supplied with the car, and a Tracker device is fitted. The drivers manual and service records are contained in the file, along with a selection of invoices and previous MOT certificates.Now showing just 28,449 miles on the odometer and having covered less than 500 miles since its last service, this striking Vanquish will ensure that you stand out from the crowd in an appreciating contemporary classic.

Registered initially as CB 23. 1958 Earls Court Motor Show Lotus display car. Bought new by Jazz Legend Chris Barber. Extensively raced in top level, International Sports Car racing 1958-1963. Class Winner: 1963 Tourist Trophy, Goodwood. Just emerged from a top quality, very exacting restoration as an historic racing car for C4's 'For the Love of Cars' TV program. Stored for many years prior to its restoration commencing in early 2016. Restoration carried out by renowned engineer Ant Anstead's team at Evanta Motors with assistance from Lotus marque experts.Lotus Elite 1009 represents a unique proposition for buyers wanting to race in top-level historic motor sport or add to a stable of historically interesting cars. Its history and provenance make this Elite one of the most famous in the world and mean it would be welcome at any prestigious historic race meeting or show, worldwide.Not only is it the first Elite produced as a production vehicle for sale rather than a pre-production prototype as the previous eight were, but it was originally purchased by one of Colin Chapman's favoured customers and friends, jazz legend Chris Barber, a man whose music was influential in the British Blues and Jazz scene of the 1950s and 1960s and whose band was behind the UK's first Rock'n'Roll record, 'Rock Island Line' by Lonnie Donegan.Barber entered and raced the car extensively for 5 seasons in top-level international sports car racing in the UK and Europe including the Nürburgring, Spa and Zandvoort. During this period it was driven regularly by Sir John Whitmore, the 'Racing Baronet', who famously broke the class lap record at Spa using CB23 while on his way to class victory in the Grand Prix GT Support Race of 1962. Other notable drivers who drove the car include Mike Beckwith and Bob Olthoff as well as Chris Barber himself. Lotus Elite HistoryThe Lotus Elite was debuted at the 1957 Earls Court Motor Show and caused an absolute sensation, the star of the show. At this time it was, without any doubt, the most beautiful and aerodynamic British-built road car ever designed, yet it was being presented by Lotus, a company that was just five years old! The fact it was also made entirely from the new wonder material, glass fibre, simply added to the Elite's aura of other-worldliness. It cost just under £2,000, double the price of the Lotus Seven Chapman had also recently announced, but good value for a car of its complexity, performance and elegance when you consider an Aston Martin DB MkIII was well over £3,000.Lotus' first foray into building a race inspired GT road car for serious production, the Type 14 Elite was the first car to be produced using 'fibreglass' monocoque construction; a technology then in its infancy and first seen, in a much cruder form, on miniature economy sports car the Berkeley SA322. Chapman, however, was obsessed by efficiency and in a car, whether road or race, that meant light weight and low drag. The Elite had a CD figure of 0.29, remarkable now let alone in 1958, and utilised the maximum amount of energy then possible from every ounce of petrol it consumed; amazingly it was capable of returning around 40mpg even when touring at 80plus mph! Chapman saw the fibreglass monocoque as a way of achieving this without the need for expensive tooling, which he simply could not afford.Though still a young man, he was just 29 when the Elite was launched, Chapman was not in awe of more established companies or designers; indeed he relished looking at the basic problem of making a car go as fast as possible over a given distance with completely fresh eyes. He was also very ambitious and saw that if he wanted to grow Lotus into a serious force in racing he had to follow Enzo Ferrari's model of making road cars which paid for the racing. His first attempt, the Six, was a successful but basic car and by 1956 he had ideas about producing a small upmarket GT car with serious performance using the Coventry Climax engine he was so familiar with from racing.He gathered together his small army of young volunteers, who often worked for beer and sandwiches just to be part of a world-beating racing car company, for this exciting new project. Frank Costin looked at the aerodynamics of Peter Kirwan-Taylor's overall shape, while friends from the Ford Motor Company design office, John Frayling, Peter Cambridge and Ron Hickman, did the detail work on the interior and other aspects. The aim, to produce a coupe that could be used on the road for touring and also race at Le Mans was very ambitious, but the young team more than achieved it. Chapman's own suspension design, softly sprung yet firmly damped, all independent by wishbones at the front and Chapman struts at the rear, gave the Elite fantastically predictable handling while the brakes, all disc but fitted inboard at the rear to reduce unsprung weight, proved more than able to cope with stopping this lightweight gem.

Twenty-five years ago, the 190 E 2.5-16 Evolution II thrilled professionals and the general public alike when it was unveiled at the Geneva International Motor Show. Legend has it that the limited run of 502 cars were all sold pre-launch, possibly squirrelled away by international car collectors. The long-standing rivalry between BMW and Mercedes-Benz was carried over into motor racing and helped to hone some of the greatest Touring Cars of the era. The Evo II was set the unenviable task of beating one of the most successful racing saloons of all time, the BMW E30 M3. A compromise was out of the question and the Mercedes 'Touring Car', developed for Group A racing using this sports saloon as a basis, went on to acquire legendary status in a number of national championships. Mercedes-Benz took the first three places in the DTM championship in the 1992 season with this vehicle, which was referred to succinctly as the "Evo II".The engine's output had been raised once again in comparison to the first Evolution model from the previous year, and was now generating 235 horsepower. Top speed was 250 km/h, and the Evo II accelerated from a standing start to 100 km/h in 7.1 seconds. The body had also undergone further refinement on an aesthetic and aerodynamic level and the car's sporting pedigree was emphasised by its muscular stance. The Evo II's bodykit is perhaps the most outrageous ever applied to a production car and the fact it was a product of the ultra-conservative world of early-nineties Mercedes-Benz is even more incredible. Its ostentatious, fully adjustable, rear spoiler was aerodynamically perfect and the front splitter would make a decent job of cutting the grass. However, despite outward appearances, the Evo II is seriously comfortable and totally tractable in daily use.The car we are offering today is number 28 of 500 in 'Blauschwarz', a striking combination of blue-black metallic paint. The interior remains largely identical to a highly specified 190E of the period, however, Black Anthracite leather, wood trim and a couple of discreet touches show how special this car is. All Evo IIs had their production numbers on the dog-leg gear stick and fortunately, considering the proximity of the front spoiler to the tarmac, the full SLS suspension allows the ride height to be adjusted from an interior switch. The options ordered when new included, air conditioning, a fire extinguisher, rear mounted loudspeakers and heated front seats, luxuries of which a Ferrari Scuderia driver could only dream.This German registered car has had five previous owners, with the penultimate owner, who sold the car through us in 2015, purchasing #28 direct from the third owner who was reducing his extensive car collection. The service book has three stamps at the correct intervals, and the original Mercedes-Benz factory stickers are present in the windscreen. The seats have the patina of regular but careful use, with some rubbing to the leather of the seat bolsters, a common issue with all cars of this type featuring supportive seats. Having bought the car from us our vendor undertook a program of light corrective works by race engineers Stancombe Vehicle Engineering and the bodywork was cosmetically enhanced by Harris Coachworks. The car joined our vendor's extensive and varied car collection and he has had his eighteen months of enjoyment with it, adding a mere 2,000 kilometres to the odometer since July 2015.We are happy to note that Silverstone Auctions has had significant success with the Mercedes Evolution II, with £300,000 achieved in February and £180,000 in September of this year. The car is presented to auction with a UK registration, a fresh MOT and an odometer reading of some 41,000 kilometres or a mere 25,500 miles, absolutely ready for its next lucky owner.

The Coupé incarnation of Jaguar's ground-breaking XJ saloon didn't peek from showrooms until 1975 although it had been announced publicly rather earlier, back at the 1973 London Show. Its original design dated from even earlier still as it was developed alongside the original Series 1 XJ back in the late 60s and in fact the company even issued project numbers for the Series 1 Coupés- XJ33 for the six-cylinder and XJ34 for the V12- although they were destined never to be produced. Instead, the car was launched in Series 2 form known as XJ35 and XJ36 respectively. However, a combination of Sir William Lyon's frequent tweaking of the design and engineering 'issues' with the roof panel and side windows, meant that it was early 1975 before the first XJ-Cs would glide stylishly out of Jaguar Showrooms.The Coupé was based on the short wheelbase version of the XJ and offered in 4.2 and 5.3 engine sizes from Jaguar known as either the 'Sovereign' or the 'Double Six' from Daimler. In 1977 just 329 Jaguar XJ12 5.3 Coupés were built by the factory making this particular car a very rare production model. In fact, only 1,200 were ever made by the factory in total. The car has had just three fastidious owners from new and covered 42,300 miles, corroborated by the old MOTs which are in the history file along with its fresh MOT, a full service history, and a photographic record of the car's restoration in 1990. Judging by the results, this restoration process must have been painstaking and prolonged, and there are details in the file of the respray which cost £7,500 (in 1990) and a full renovation of the interior by respected trimmer Mick Turley. A Concours standard was the aim, and that was obviously achieved, as it has won over 18 national Concours d'Elegance competitions, including one at the N.E.C. Classic in Birmingham, and also various Jaguar Drivers Club and Jaguar Enthusiast Club events nationally between 1999 and 2011.Our vendor tells us that since he has owned the car "The Jag has been maintained by Graces in Tring. They are a locally renowned classic Jaguar specialist who have relieved me of a couple of thousand pounds in servicing costs since I’ve had the car, but it is now largely as it was when I purchased it. ie. in multiple-concours winning condition." It can't be a fluke, when on 18 separate occasions a group of people who are selected for their knowledge and valued judgement, arrive at the same conclusion, that what they are looking at is simply the best. Surely then, this must be one of the very best XJ Coupés in the world and deserving of a place in any collection of distinguished and important British motor cars.

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The E36 M3 was a more refined, six cylinder range-topper derived from the 325iS, unlike its four-cylinder E30 predecessor. Critics claimed it was closer to a 6 Series replacement than a true M3 and to an extent they were right, but then, BMW never argued otherwise, it was a quick car that would appeal to everyone from the racer to the family man and business user. At this time, the Motorsport Division's new take on the iconic M3 was to utilise the standard M50TU engine (used in other E36s and earlier E34s). However, there were numerous upgrades over the standard M50 including individual throttle plates for each cylinder, continuously variable ‘Vanos' valve timing, lightweight pistons, graphite-coated connecting rods, larger inlet valves and re-designed equal length exhaust manifolds.The resultant 24-valve, S50B30 engine had a capacity of 2990cc and produced 282bhp, an output approaching 100bhp/litre, which was (and is) pretty impressive. The torque curve is high and flat and the dual mass flywheel contributes to the engine's ability to rev to nearly 7,300rpm. In 1996, the M3 was developed further with an increase in capacity to 3,152cc becoming known as the (M3) Evolution.The Evolution Imola Individual (M3 GT) was a limited edition of 50, E36 M3s offered by BMW in 1999. They were finished in Imola Red with Nappa Leather and a bespoke interior in Amaretto and Anthracite. It also featured side airbags, the M3 GT Class II rear spoiler, front Class II corner splitter extensions, electric seats, and double spoke polished alloys.Offered here is a three owner, M3 GT with 87,000 miles indicated that's in fantastic condition and needs to be seen to be fully appreciated. The current owner is a close friend of Silverstone Auctions and purchased the car a couple of years ago to add to his private collection. Since then the car has resided in dry storage and has only completed around 50 miles during his ownership.For some reason, the E36 M3 has not only lagged behind its predecessor, the iconic E30 M3 but surprisingly behind its successor the E46 M3 in terms of values, but this sparkling M3GT Imola (number 5 of 50) is unlikely to ever suffer this malaise, offering rarity, genuine performance, and exclusivity. Supplied with a good history file, its relevant manuals, and a spare key, don't miss out on this sensibly guided and superb piece of BMW's history.

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One of just 767 DBS models ever built, the DBS reflected Aston Martins advances in engineering in the late 1960s by introducing a longer wheelbase steel chassis which offered a near perfect 50:50 weight distribution and better high-speed stability.Launched at the 1967 Motor Show, the new design featured 'De Dion' rear suspension, dramatic new looks from the all-aluminium body, and power steering as standard. It was instantly in demand, it was a new Aston after all, and the car's appearance in several high profile TV series and films of the day did not do its credibility and desirability any harm.The Tadek Marek-designed, 4.0 litre, straight-six, double overhead camshaft engine produced 325 BHP in Vantage form and when mated to a close-ratio, 5-speed gearbox, resulted in decent acceleration and a top speed in excess of 140 miles per hour.This particular car is a star of stage and screen having been featured in an episode of the popular Channel 4 series "For the Love of Cars", hosted by the ever enthusiastic Ant Anstead and the well-known actor, Phil Glenister. Restored by Ant to an extremely high standard, including a bare metal repaint in Olive Green (the same as James Bond in "On her Majesty's Secret Service") and a retrim in Oxblood red leather. The interior also had a new period dashboard, new wood trim, correct steering wheel and new carpets.The engine was rebuilt by highly respected Aston specialists, RS Williams, and upgraded to full Vantage specification including triple Weber carburettors. At the same time, the auto gearbox was swapped for a Tremec T5 manual transmission, as well as new MWS 15 inch wire wheels with Pirelli tyres, new Koni shock absorbers and high-performance brake pads. The car was sold in the programme to our vendor for £173,400 in Jan 2015. He enjoyed the car for a while but then decided it needed detail improvements and sent the car to highly experienced Aston specialists, Oselli Engineering, where a further £78,000 was then spent (all bills and receipts available), including re-detailing the engine bay which had suffered minor damage in a small under-bonnet fire.The car today presents and drives perfectly. All the gremlins have been 'de-gremlinned' and the car is now probably the ultimate version of any DBS today. It is offered complete with its history file, a new MOT, and all bills and receipts. This amazing Aston can be bought within our price guide for a significant six-figure saving on the total monies recently spent by our vendor. What an opportunity!

"The Murciélago embodies the pure, unadulterated values of our brand. It is truly extreme, uncompromising and unmistakably Italian." - the words of Stephan Winkelmann, President and CEO of Automobili Lamborghini, in a speech in 2010 outlining the company's future plans and celebrating the end of production of the Murciélago.The car may have been 'unmistakably Italian' but its name is unmistakably Spanish (Castillian for Bat), and is a continuation of Lamborghini's tradition of naming its cars after legendary figures from the world of bullfighting, 'Murciélago' being the name of a particularly brave animal, who, in 1879, refused to succumb during a long and bloody encounter and displayed such spirit and passion that his life was spared.Introduced in 2001, and in production through a couple of variants until 2010, the Murciélago is an all-wheel drive, mid-engined, supercar that sits less than four feet tall and sports dramatic 'scissor doors'. The power output of the early cars was around 570bhp, delivered through a six-speed manual gearbox with an integral differential driving the rear wheels and a viscous coupling centre differential providing power to the front. The very low-drag bodywork is constructed from carbon-fibre, steel and aluminium and the suspension is conventional independent double wishbone.In March 2006, Lamborghini unveiled a new version of its halo car at the Geneva Motor Show: the Murciélago LP 640. The new title incorporated the car's name, along with an alphanumeric designation which indicated the engine's orientation (Longitudinale Posteriore), along with the newly updated power output. With displacement now increased to 6.5 litres, the new car made 640 PS (471 kW; 631 hp) at 8000 rpm. The Murciélago's exterior received a minor facelift. Front and rear fascias were revised, and side air intakes were now asymmetrical with the left side feeding an oil cooler. A new single outlet exhaust system incorporated into the rear diffuser, modified suspension tuning, revised programming and upgraded clutch for the 6-speed "e-Gear" automated sequential transmission with launch control rounded out the performance modifications. Interior seating was also re-shaped to provide greater headroom, and a new stereo system formed part of the updated dashboard Offered here is a right-hand drive, UK supplied Murciélago that was delivered by Lamborghini London on the 19th August 2008 to its first owner. There are four stamps in the service book for work carried out by Lamborghini London every year between 2011-2014 along with other invoices in the history file. This LP640 has completed 15,600 miles since new in the hands of its two former keepers and has resided in our vendor’s significant private collection since early in 2012.Finished in a distinctly menacing Nero Pegaso with an equally dramatic Charcoal, Carbon, and Black interior, this spectacular Lamborghini has clearly been well looked after, but at the same time has also obviously been used and enjoyed on the roads as it was designed to be. As a result, the side trim and front splitter have clearly done their job of protecting the rest of the car well and perhaps a buyer who wants to return the car into showroom condition may need to address these small blemishes. Overall, this is a seriously cool and hugely quick motorcar that, when you look at the prices of some of its Porsche and Ferrari counterparts of the same era, looks remarkable value.

Jeff Uren was a very well respected racing driver, engineer and team manager in the late fifties and early sixties, and after some early club racing, drove in the inaugural year of the British Saloon Car Championship in 1958. The following year he won the series in a Ford Zephyr beating the 'Works' cars and drivers, prompting Ford to offer him a very prestigious 'works' drive. He left in 1962, and joined John Willment as competition manager, preparing and racing Ford Galaxies, Falcons, Cobras and of course GT40s. When Willment stopped racing Uren felt ready to strike out on his own and formed 'Race Proved Ltd' having recognised the rapidly expanding market in tuning and modifying road-going saloons. There were a large number of companies already catering for those customers who wanted better camshafts, big-valve heads etc., however, he planned a different approach by fitting larger capacity engines into production cars.When the Mk.2 Cortina was launched in 1966, Jeff saw the car’s potential as a fast long-distance cruiser and set about fitting a tuned version of the new Essex 3.0 litre v6 (140bhp) into one, and the results were spectacular. The 'Savage' had arrived. The motoring press raved about its relaxed muscle car-like performances and Race Proved were soon converting brand new 1600Es - at their peak in the late sixties- at a rate of 15-20 cars a week. The cars featured a revised cooling system, modified cross member, up-rated suspension, a 'powr-lok' diff, and an extra boot mounted, 8-gallon tank above the rear axle.Not surprisingly, they were very well regarded and even had tacit approval from Ford. Eventually, some 1,700 cars were converted by the time these upgrades finished of which around 1,000 were Mk2 Cortinas. A few of these were Estates, a strange concept at the time, but brilliantly predated the Audi RS Avant and the BMW M5 Touring by 30 years.The Ford Cortina Savage Estate offered here was Jeff Uren's own car, and you can imagine that it would have the best of everything and be continuously developed by the founder himself. It was ordered and delivered in 1971 to Jeff Uren Ltd. and in addition to the full Savage 3.0 litre Essex V6 conversion, it was also fitted with Automatic transmission, Lotus gauges and RS seats. The Savage remained Jeff's daily transport for twenty years before being sold in 1991. The fourth owner acquired this remarkable car in 2001 and immediately commenced a full restoration costing circa £30,000, and the very high standard of this work is evident when you inspect the car. The brief was to return the car to superb condition whilst retaining as much of the originality as possible. Included within the car's highly detailed service history is a fascinating notebook, hand written by Uren, detailing all mileages and services of the car up until 1979, as well as the original Ford Cortina Owner's Handbook and the Savage conversion invoices.Few conversions outside of the factory offerings conjure up such affection and credibility as Uren's ‘Savages' This is an important car that was a significant part of the seventies tuning scene. It has an impeccable history from a very exciting time, and offers outstanding value and provenance.

Proudly unveiled to an appreciative audience at the Geneva Motor Show of 1963, the Paul Bracq designed, second generation SL began with the 230. Its wonderfully crisp styling clothed a monocoque chassis equipped with all-round independent suspension, power assisted disc/drum brakes, recirculating ball steering and a 2306cc straight-six engine of 150bhp and 145 lb-ft of torque mated to either a four-speed manual or an automatic transmission. Remaining in production until 1971, the W113 Class, frequently referred to as the 'Pagoda', eventually spanned three engine sizes. Of the 48,912 W113 Series cars made between 1963 and 1971, 19,831 were 230SLsThis 1964, left-hand drive, automatic, Mercedes 230SL Pagoda presents well for its year and having seen and heard the car we were impressed. It sounds healthy, makes all the right noises and idles as it should. The Signal Red paintwork is bright and generally very good and the chrome is excellent. This is a very attractive car.Imported from the States earlier this year, the odometer currently indicates 49,690 miles and the car is presented to auction with an interesting history file that includes a raft of original items including its service booklet, Becker radio instructions and a file of receipts and invoices for work carried out in the past. This super little Pagoda is supplied on a NOVA, with a UK MOT valid until October 2017. Very sensibly guided this car would make a great, entry-level, Mercedes classic.

Undoubtedly one of the five most influential women of the Twentieth Century, the late Diana, Princess of Wales was born 'The Honourable Diana Frances Spencer' on the 1st July 1961 in Norfolk. She received the title Lady Diana Spencer in 1975 when her father inherited his Earldom, and on her marriage in 1981 to The Prince of Wales at St Paul's Cathedral became Her Royal Highness, the Princess of Wales. In the fullness of time it was expected that she would become the Queen of the United Kingdom of Great Britain and Northern Ireland, but sadly, fate would decree that was not to be.During her marriage, the Princess was president or patron of over 100 charities, and her dedication to duty was remarkable, however, those pressures would take their toll, and in December 1992 it was announced that the Prince and Princess of Wales had agreed to separate. A year later, reeling under the massive media spotlight, the Princess announced that she would be reducing the extent of her public life in order to combine “a meaningful public role with a more private life”. Her search for freedom and privacy proved a touch optimistic as her 'freedom' was neatly balanced with the freedom of the press who, released from the control of the Royal Household Press Office, were omnipresent observing her every move. At one point in 1994, she was statistically the 'most photographed person on earth'.Diana's chosen transport at this point, being no longer obliged to arrive in Royal Household limousines, was a sparkling metallic green Audi Cabriolet and naturally every time she left home the clatter of 1,000 camera shutters must have sounded like machine gun fire.Her beloved Audi, L449 TRP, was a new 1994, 5-cylinder, automatic, 2.3-litre Cabriolet finished in Gomera Pearl with Parchment leather and cream carpets and was presented to her for her personal use by Dovercourt Audi of St Johns Wood, and first registered on the 7th March 1994. Very few cars are actually owned by the Royal Mews, apart from the limousines intended for State use, and most vehicles made available for 'Junior' royalty are provided by manufacturers hopeful of some beneficial exposure, and this Audi Cabriolet was no exception. At around 4,000 miles, and possibly in the hope of keeping the press guessing, the Audi was returned to Dovercourt.Ian Campbell Dale is a well known and much respected political commentator, broadcaster, publisher and author and in July 1994, having been let down by Audi who had promised his new car in time for a motoring holiday in Germany, visited Dovercourt looking for a replacement and was immediately drawn to an immaculate, low mileage, metallic green, Audi Cabriolet. He was a little sceptical when told about its previous custodian, but when shown the photographs, bought it on the spot. After enjoying the car and its celebrity for a couple of years, he sold it to its third owner who, oddly enough, lived next to Kensington Palace. Obviously aware of its Royal connections the new custodian covered very few miles over the next 17 years and maintained it in excellent condition. It was purchased, in 2013, by our vendor and has only covered a handful of miles since with the odometer now indicating 21,412.This well presented Audi Cabriolet remains registered as L449 TRP and is offered to auction in superb condition with its history file containing the relevant handbooks and manuals and several good-quality photos of Diana using the car, one of which has the young Princes in the back with the registration number clearly visible.To conclude, it is an honour for Silverstone Auctions to offer a car with such special provenance, a car that was photographed extensively whilst being used by one of the most influential personalities of the Twentieth Century enjoying a period of independence with her two beloved sons, one of whom is destined to become the next King of the United Kingdom of Great Britain and Northern Ireland.

Bon vivant, film director, restaurant critic and charity pioneer Robert Michael Winner was born in Hampstead, London on the 30th October 1930. His parents, George and Helen, were of Polish and Russian extraction and had amassed a small fortune in the textile business between the wars. Following his father's death, Winner's mother gambled recklessly and to fund her losses was obliged to sell fine art and antique furniture (worth around £10m at the time) bequeathed to her, not only for her life, but to Michael thereafter. She died, aged 78, in 1984 and he often told the tale that when they dined together in order to discuss his ongoing legal action against her to regain control of his inheritance, piles of casino chips could be heard rattling in her handbag. His passion for celebrity was evident from the start when, at age 14, he wrote a regular column for the 'Kensington Post' entitled “Michael Winners Showbiz Gossip”, followed by frequent contributions to 'Showgirl Glamour Revue'.Gaining experience by working at the BBC as an assistant director in the late fifties he went on to make a number of short films, however, fame arrived with a series of six films made with hell-raiser Oliver Reed, and later some notoriety, as the director of Death Wish (1974) and its sequels with Charles Bronson, films that defined the subsequent careers of both men. Going on to make over 40 films, it was natural that he would develop close friendships with the leading actors of the 20th century, including Marlon Brando, Michael Caine, Roger Moore and Sophia Loren who were regularly entertained at his Holland Park mansion. The Holland Park property had enough garage space for half a dozen cars, and over the years would house a number of his Rolls-Royce and beloved Bentleys. One of his all time favourite cars was this Bentley T1, and when not chauffeured by his long-term driver Steve Gallimore, he would drive himself to various London restaurants, no doubt as part of his role as The Sunday Times’ amusing, if a touch acerbic, restaurant critic.With a larger than life public image that was unashamedly self-exaggerated, and cemented by his appearances in the more recent 'esure' insurance adverts spouting his famous catchphrase ('Calm down dear'), he was perhaps held in the highest of regard for his work in establishing the Police Memorial Trust. Winner himself attended as many plaque dedications to fallen police officers as he could, leaving a seven-figure sum in his will for the work to be carried on in perpetuity.This Silver Bentley was delivered new on the 1st August 1975 as one of just 1,703 Bentley 'T' Series, later to be known as the T1, a re-badged and understated stablemate to the Rolls-Royce Shadow I. According to the DVLA records in the car's detailed history file, it was bought by Michael Winner on 1st April 1984 and, it appears from the service book, was regularly maintained at Jack Barclay. On his much-publicised death in January 2013, the car was gifted in his Will to his chauffeur Steve who, in the fullness of time, moved it on. Subsequently bought by our discerning vendor, the purveyor of this magnificent collection of 'Celebrity' cars, the Bentley was taken to renowned specialists XK Engineering in Coventry for restorative works at a cost of some £21,000 in February of this year. XK were aware of our vendor's requirements to bring the car up to his standards, and it was superbly resprayed in Silver Chalice, all the brightwork was returned to gleaming perfection, and the underneath was coated in Waxoyl to ensure longevity.Having covered a shade over 112,000 miles, with most of the miles travelled by Winner himself and in excellent condition, this famous car is ready to raise the heart rate of many a long-established Restaurateur as they observe the sparkling silver Bentley glide on to their car park.

Recognised as Britain's oldest car manufacturer, Daimler was first associated with royalty in 1898 when the Prince of Wales, later Edward VII, was given a ride on a Daimler by John Douglas-Scott-Montagu later known as Lord Montagu of Beaulieu. Scott-Montagu, as a member of parliament, also drove his Daimler into the yard of the Palace of Westminster, the first motorised vehicle to be driven there. In early 1900, Daimler had sold the Prince of Wales the first royal car and was originally equipped with Mail Phaeton style four-seater bodywork with leather mudguards by coachbuilders Messrs. Hooper and Co.of St. James Street in London. In 1902, upon buying another Daimler, King Edward VII awarded Daimler a Royal Warrant to supply motor cars to the Royal Household. Daimler became part of Jaguar Cars Limited in 1960, and the distinction of the marque was not only preserved but strengthened. Daimler models were enhanced versions of standard Jaguars and marketed as direct competitors to Rolls-Royce and Bentley. According to the Jaguar Daimler Heritage Trust, more than one hundred Daimlers have been made for British Monarchs and their families, ranging from state cars, such as the DS21 limousine to more discreet saloon cars for private motoring and lower key engagements.Registered on the 4th June 2001 with its first and only number, Y694 CDU, this unique Daimler was built to the personal specification of Her Majesty Queen Elizabeth II. The Special Vehicle Department at Jaguar Cars undertook a 2,500-mile test drive to ensure that everything worked as it should. The discreet security features included blue flashing strobes occupying the front fog lamp inserts, alternate flashing headlamps and rear alternate flashing rear lights. A pair of neon blue lights situated behind the rear view mirror were installed to alert members of the Royal Protection Team as to which vehicle the Queen was travelling in and greater visibility in the event of a smoke attack. We understand from our vendor that these lights still work. In the boot, the fittings can still be found for direct contact to the Home Office and Downing Street, although the working components have now been removed.At The Queen's request, the car features a number of unique modifications, one of which was a factory adapted arm rest with a sliding holder specifically designed to hold her particular type of handbag, having commented that there was nowhere to put it when she was accompanied by her lady-in-waiting or her detective whilst at the wheel of the car. The reigning monarch had also mentioned that she enjoyed fresh air in the rear when being driven but did not want the air directly onto her face, so Jaguar fitted several extra switches to allow the Queen to operate the windows from either side.Her choice of colour scheme was British Racing Green with a "Catkin" Beige and Green leather interior, and she was to travel more than 11,000 miles in this environment. A huge number of photographs of Y694 CDU can be found online, some reproduced within the history file, and show both The Queen and His Royal Highness Prince Philip at the wheel on separate occasions whilst leaving Windsor Castle, as well as being chauffeured by staff from the Royal Mews. The history file includes a Jaguar Daimler Heritage Trust Certificate confirming the car's first owner as Jaguar Cars Ltd-V.I.P Leasing and an accompanying letter from the Trust confirms that the car was acquired by them from the Special Vehicles Division of Jaguar Cars in 2007.With four registered keepers, the first being Jaguar Cars Ltd, the second the Jaguar Daimler Heritage Trust, the third a gentleman in Surrey and the fourth our discerning client, the creator of this magnificent collection. Cars of this nature, with this provenance, tend to be treated with the same level of care as a cabinet full of delicate bone china which would explain its superb condition. Presented to auction with an odometer reading of approximately 15,000 miles, this peerless motor car will make an outstanding addition to any serious collector's stable.

When announced in 2003, the seventh generation Rolls-Royce Phantom was hailed as a breakthrough in terms of engineering and unparalleled luxury, re-affirming the ethos "The best car in the world" that drove its founders Charles Rolls and Henry Royce to settle for nothing but perfection. Under BMW ownership Rolls-Royce has been eased into the twenty-first century with a near perfect blend of German engineering and British craftsmanship. The Phantom was never about achieving a single superlative, the biggest, the fastest, or the most powerful, but rather it was about finding the optimum balance of all these attributes and more. Traditional design elements, such as a long bonnet and wheelbase, short front and long rear overhang, strong C-pillar and discreet rear window, run throughout the Phantom, and when combined with modern engineering integrity create a car with serious presence. With a Rolls-Royce, superlatives are found in the details. New thinking and attention to detail can be seen in every area of the Phantom - the coach doors designed to make entry and exit as graceful as possible, a retractable Spirit of Ecstasy that hides away at the touch of a button, the Teflon-coated umbrellas housed with dedicated drainage channels in the rear doors, and the interlinked RR wheel centres engineered to keep the company logo upright at all times.As expected from a Rolls-Royce, the interior of the Phantom features the finest materials found in any car, anywhere. Two types of leather finishes are used, a natural grain hide for seating and a textured ’tipped’ leather for door panniers and centre consoles. Naturally, it is the softest used in the automobile industry and customers could specify any colour. Deep-pile carpets are covered with sumptuous lambswool rugs, while metal surfaces have either a high-polish Sterling finish, such as the air vents, ’organ stops’ and lighting consoles, or a satin finish, which is used on the door handle surrounds and steering column stalks. The headlining is a wool and cashmere blend, providing a light and airy contrast to the leather surface of the central roof console. Ahead of the driver is an instrument cluster comprising three black-faced circular dials. A central speedometer is flanked by a split gauge for fuel level and water temperature, and a unique power reserve gauge which communicates the ’adequacy’ of available power - for example, at 100 mph, the engine has 75 % of its total power capability left. Powering this megalith of luxury is a 6.75 litre V12 built by BMW producing 453bhp and offering seamless acceleration from 0 to 60 miles per hour in some 5.3 seconds. It may have a German engine but the Phantom is the essence of a great British institution.And talking about great British institutions, Sir Elton John, took delivery of this car on the 29th April 2005 and it was registered with its only known number, RX05 BVR, to one of Sir Elton's companies, the cheekily titled William A. Bong Limited. In December 2005, the car was his carriage of choice on the occasion of his civil wedding to David Furnish at the Guildhall in Windsor. Extensive media coverage at the time shows the happy couple arriving in style in the rear of the Rolls.Purchased by our vendor on the 26th June 2014 to add to his superb collection of cars with notable previous owners, the Phantom was subject to several thousand pounds worth of routine maintenance and cosmetic detailing at Rolls-Royce Birmingham and is supplied to auction with an MOT until July 2017 and an odometer reading of some 6,600 miles. The history file includes a letter from Sir Elton's private office confirming the Phantom was owned and used by him.

The two-door convertible version of the Silver Shadow has been without doubt the most successful convertible ever produced by Rolls-Royce. First introduced in 1966 as the "Silver Shadow Mulliner Park Ward two door, drop head coupé", it eventually became apparent by popular demand that this version deserved to have its own model name so, after a few cosmetic changes in 1971, the Corniche was born. When Rolls-Royce launched the two-door cars in 1966, the international jet set began to clamour for attention at the dealerships. With waiting lists measured in years, these hugely desirable vehicles began to change hands at significant premiums over list price and one can imagine the hushed negotiations over the green baize of the gaming tables at Crockfords, the Palm Beach and Aspinalls. Rolls-Royce envisioned a time when owners would like to drive their own cars and the Corniche continued to be developed with this in mind and even had a rev counter fitted as standard. Both the fixed head coupé and drop head by Mulliner Park Ward wafted to 60mph in 9.8 seconds, powered by the whisper quiet 6.75-litre V8 engine and it is widely regarded that the success of the Corniche saved Rolls-Royce for future generations. A mild restyling was on the cards for the Spring of 1977 and the differences included rack-and-pinion steering, alloy and rubber bumpers, aluminium radiator, oil cooler and a bi-level air conditioning system. Later changes included modifications to the independent rear suspension in March 1979. In March 1981, after the Silver Spirit had gone on sale, the Coupé version of the Corniche and its Bentley sister were quietly discontinued but such was the popularity of the Corniche convertible that production went on until 1995.There are very few colours that truly suit the Corniche convertible, and by dint of its affordability when new and the nature of its new customer base, many Corniches were ordered in rather outlandish colours. However, the delightful Corniche offered here is not in that category being finished in a striking Royal Blue with magnolia leather piped blue. This magnificent example was ordered and subsequently delivered on the 13th August 1984 to the London Embassy of the State of Qatar in Chesham Place for the personal use of the Emir of Qatar, Sheikh Khalifa bin Hamad Al Thani and his family when in the United Kingdom and he was often to be seen enjoying the sights of West London with his wives and some of his fifteen children.In 2005, with a change in the pecking order at home, the car was released from the Qatari Royal Family’s private collection of London cars in impeccable order with an odometer reading of just 11,466 miles. The incredibly detailed history file boasts every MOT from 1989 at 9,487 miles to 2012 at 13,756 and the car has been on a SORN notice since then. The service handbook shows main dealer and specialist stamps, corroborating the mileage and there are dozens of invoices detailing ongoing maintenance.To conclude, therefore, it is an honour to offer such a stunning Rolls-Royce with warranted low mileage, an impeccable service history and Qatari Royal provenance. A truly unrepeatable opportunity.

For the last few decades now it has been traditional that Her Royal Majesty Queen Elizabeth II would arrive at ceremonial occasions in her State Limousine at the head of a fleet of official cars. These Rolls-Royce Phantom limousines and Daimler DS420s were traditionally finished in Garnet over Black, and with the Coat of Arms on the door and the Royal Standard fluttering in the breeze, sparkled like a crystal chandelier. Polished to perfection and regularly maintained, they are a credit to the dedicated staff at the Royal Mews, however, they were not getting any younger and in early 2001 it was deemed that the time had come for something more modern.As one of only four car makers who hold a Royal Warrant to supply vehicles to the Royal Household (the others are Jaguar Land Rover, Vauxhall, and Volkswagen) Bentley Motor Cars were delighted to be asked to design and build two Bentley State Limousines for Her Majesty's Golden Jubilee tour of Great Britain. Bentley's former bedfellow Rolls-Royce had, at that time, become a symbol of largesse and ostentation, whilst the Bentley brand continued to be, as it always had been, the transport of choice for those who would prefer to be seen as more modest and understated.For private events and lower profile duties, The Queen would normally arrive in a Range Rover, Daimler or Bentley. Whilst the Range Rovers were usually pressed into service at Balmoral and Sandringham, there arose a need for the need for a more subtle, but nonetheless luxurious car for The Queen's Diamond Jubilee year of 2012. Whilst the two Bentley State Limousines would be in service across the country, they did weigh a considerable amount as a result of the armour plating and armoured glass, and on long journeys at an average of 9 miles per hour and 5 miles per gallon they were just not suitable. Bentley, once again, came up with the solution and created a very special version of their top of the range Mulsanne which they delivered to the Royal Mews in early 2012.The car is finished in Barnato Green, a very 'British' shade of green named in honour of Joel Woolf Barnato, a British financier and racing driver. Barnato was one of the original “Bentley Boys” of the 1920s and he achieved three consecutive wins at Le Mans. It’s fitted with walnut burr veneered picnic tables, door panels and rear quarter vanity lights and the walnut veneered waist-rails featured inlaid Royal crests. Subtle security features were installed befitting a Head of State's car, including front and rear blue flashing lights, and strengthened glass where appropriate. The Mulsanne was used largely for London-based occasions from 2012 to 2014, and, most famously, it was this Bentley that conveyed The Queen to her only Cabinet Meeting at 10 Downing Street in 2012, flanked by police outriders, and David Cameron opened the door for her in front of the World's Media. Her Majesty was conveyed in the car to the London Clinic to visit Prince Philip on his 92nd birthday in 2013 during his convalescence from surgery. There is extensive online video footage of this car being used throughout its time as The Queen's car.As is common with cars that have been in high profile use by the Royal Family, registration numbers are changed and interior and security features removed when they are returned to the manufacturer. During The Queen's tenure the registration number, as seen extensively in the media, was DK61 FHM. Copy service records from Jack Barclay Bentley dated 3rd December 2013 show that chassis number SCBBA63Y5CC016596 received a service under registration number DK61 FHM and, for reasons of security at the time, the client was Bentley Motors Ltd. One aspect of the car's return to 'civvy street' that appears to have been overlooked is the sat-nav which, when the 'Home' button is pushed, immediately starts taking you to Windsor Castle!This amazing piece of British history is presented to auction in superb order showing an odometer reading of a shade under 6,000 miles with an MOT until April 2017. This Mulsanne is a modern and usable luxury car that has the virtually unrepeatable distinction of having once been The Queen's car during a period of intense media exposure and presents a collector with a rare opportunity to purchase a car that has been used to good effect by our longest reigning monarch.

Her Royal Highness Princess Margaret Rose, The Countess of Snowdon was born at Glamis Castle, the ancestral home of her mother Queen Elizabeth the Queen Mother on 21st August 1930. As the younger daughter of King George VI and the only sibling of Queen Elizabeth II, Princess Margaret led a colourful, and sometimes by the standards of the day, scandalous life. As a young woman with incredible beauty, an impish sense of humour and a love of performing it was said that of the two other great beauties of the era, Marilyn Monroe and Elizabeth Taylor, only Princess Margaret could command attention at an instant.Upon her marriage to the noted photographer Anthony Armstrong-Jones, later known as Earl Snowdon, Princess Margaret had two roles, as a loyal sister of the Head of State and the wife of an in-demand bohemian photographer at the epicentre of the Swinging Sixties. After their divorce in 1978 she divided her time between her home on Mustique and her apartments in Kensington Palace and sharing a vehicle with her ex-husband was not an option, so it was decided an appropriate new car was needed for both her public and private engagements. Subsequently, on the 16th May 1980, a Rolls-Royce Silver Wraith II registered 3 GXM was duly delivered to Kensington Palace.The Silver Wraith II, the longer wheelbase version of the Silver Shadow II, had been specified with particular details as per Princess Margaret’s instructions. Finished in Cardinal Red under a black Everflex covered roof, inset with Standard Pennant and Royal Crest mountings and a blue police light. The interior is truly bespoke and for a lady that was sometimes known for ostentation, is rather understated. The matte Rosewood dashboard is unique to this car, and as the Princess found her reflection in highly polished veneer distracting, the door cappings are covered in Black Nuala leather. In common with many Royal cars, the seats are green cloth, and the rear bench seating is raised so the Princess could be seen, aided by two extra lights above the doors.The car was regularly serviced by Rolls-Royce main dealers in London, and maintained by specialist mechanic Chris Lee, a friend of The Princess’ chauffeur, for ten years. The beloved Wraith was put into final service on the 15th February 2002 when it took members of her family to her private funeral at St. George’s Chapel, Windsor Castle. It was inherited by her son, Viscount Linley and being surplus to requirements was sold later that year to PandA Wood, from whom it was purchased by Mr. Allwright. He was an enthusiastic Royalist and proceeded to spend significant sums on returning the car to a pristine condition, including the purchase, from the Home Office, of the private registration number 3 GXM. The car was bought by our vendor, the purveyor of this wonderful collection, from JD Classics in March this year.During his ownership Mr. Allwright assembled a magnificent history file for this car, including Christmas cards from Dave Griffin, Princess Margaret’s personal chauffeur up until her death, dozens of colour photographs of the car in Royal use, press clippings, correspondence with Viscount Linley's office, copy invoices, and the original build sheets from Rolls-Royce. Presented to auction in truly superb condition, with the only negative point being the torn driver’s seat squab that is covered by a matching tailored cloth. In order to maintain the originality of the interior, it has not been repaired.Most Royal cars are leased to the Royal Mews by the manufacturers, few if any are retained for more than five years and rarer still, bespoke cars made to order and personally owned by the Royal Family seldom come to market. This Wraith, at just 48,000 miles, is a wonderful example with unique provenance and is a memorial to a remarkable Princess, the likes of whom we may never see again.

"The Mercedes-Benz S-Class: recognised all over the world as the ultimate large saloon for long journeys. Its concept, one of outstanding quality in every aspect, is based on the confidence that demanding owners have in Mercedes-Benz. Superb, proven engineering in a long-distance saloon, consistent through and through. Setting the standards and pointing the way to the future" Mercedes-Benz S-Class BrochureMeaning 'Sonderklasse' or 'Special Class' the W126 model was the second generation Mercedes-Benz to wear the S-Class badge. With the introduction of the new model came technological advancements in safety, including airbags, pre-determined front and rear crumple zones, electronically controlled belt tensioners and the Mercedes safety steering system with a deformable steering column and padded steering wheel and boss. Nine different S-class models were available to choose from, with the entry level 260SE 6-cylinde2.6-litrere engine through to the most powerful 560SE with a 5.6 litre V8 engine capable of 300 bhp. 24 body colours were available along with 24 interior options including fabric, velours and leather.Ordered new and formerly the property of the late King Hussein of Jordan and his wife Her Majesty Queen Noor Al Hussein. His Majesty King Hussein bin Talal is regarded as the father of modern Jordan and will always be remembered as a leader who guided his country through strife and turmoil to become an oasis of peace, stability, and moderation in the Middle East.This particular, right-hand drive, Mercedes-Benz 560 SEL is finished in Pearl Grey with a black leather interior and was retained at their private estate in Ascot for their use on royal duties whilst here in the UK. Fitted as standard the car has heated and electronically controlled front seats, its original Becker Mexico CD 'Autoradio' system, a telephone, and the glovebox conceals a microphone connected to an exterior speaker hidden in the grille. For protection, as one might expect, this car is armoured to 'B4 level' which includes thicker glass all round, strengthened roof and floor and armour plating elsewhere on the car. As a result, the car is no lightweight tipping the scales at around four tons, and back in 1988 would have cost in excess of £200,000.The original service book shows eight stamps, the first of which is a pre-delivery inspection on 18th December 1987 at the Mercedes-Benz factory in Sindelfingen. The majority of the upkeep of the car was then carried out at the Whitestone Capital Limited - the personal garage of His Royal Majesty.The current recorded mileage is 25,990 miles and this fabulous piece of automotive engineering is supplied with a UK V5c, its original book pack containing drivers manual and service book, original Mercedes-Benz S-Class brochures and sundry invoices and MoT certificates. This low mileage 560SEL was constructed to offer the maximum protection to its Royal occupants in a discreet and rapid package and is still perfectly able to fulfill those duties today. There may be a prospective purchaser who feels those qualities would be relevant to their particular lifestyle, and this carefully constructed Mercedes luxury saloon can transport VIPs and executives swiftly and silently with total peace of mind.

The Fiat 500 was produced by Fiat S.p.A (Fabbrica Italiana Automobili Torino) between 1957 and 1975 and was designed by Dante Giacosa. Despite its diminutive size, the '500' proved to be an enormously practical and popular vehicle throughout Europe and it captured the hearts and minds of the public until production ended in 1975.Launched as the Nuova (new) 500 in July 1957, it was marketed as a cheap and practical town car. Measuring only 3 metres long, and originally powered by a 479 cc two-cylinder, air-cooled engine, the 500 redefined the term "small car" and it is considered to be one of the first 'city cars'. The 'L' or Lusso penultimate model, like the car offered here today, was produced between 1968 and 1972. It featured a much-modernised interior including a renewed dashboard which brought the Fiat 500 up to date. Greater comfort and style were provided in this new model for a new generation, and the engine benefitted from a capacity upgrade to 499cc.This particular Fiat 500L was registered 'DUE 662K' on 20th August 1971 in Warwickshire and finished in White with a black interior. Eventually, it was purchased by former Prime Minister David Cameron as a surprise birthday present for his wife Samantha. A Witney-based taxi driver by the name of Tim Ashby, collected the Camerons from RAF Fairford on an evening in October 2005 and upon dropping them at their home, spotted the little Fiat 500 tucked away on the driveway looking rather neglected, which prompted him to write a letter to Mr. Cameron asking if the car would be for sale. Sure enough, a letter back from the former Conservative leader stated that he would sell the car for £1,000 and to contact his secretary.By the middle of 2010, when the car had covered only 11,500 miles, some refurbishment work was required to 'DUE 662K'. The engine was removed, cleaned and new gaskets fitted. The carburettor was rebuilt along with new hoses throughout, new engine / gearbox mounts, new fuel pump, and an electronic ignition system fitted. The braking system had a full overhaul with a new master cylinder, new wheel cylinders, brake shoes and all new pipework. A host of other jobs were taken care of at the same time and are fully documented in the history file. There are also numerous invoices from parts suppliers accompanying the car.This sparkling Fiat 500L is supplied with its original handbook and a spare set of keys. In great condition and having covered less than 15,000 miles, this sweet little Fiat offers perfect classic car ownership, will turn heads wherever it goes, and is a great conversation piece having been owned by our Prime Minister and his First Lady.

Synonymous with the Mini badge, Wood and Pickett have been converting, tuning and supplying parts for Minis since the 1960s. Proprietors and founders, Bill Wood and Les Pickett mastered their craft at Hooper and Co in London before joining forces and setting up their own company in 1947. Spotting a gap in the market, they were determined to offer Mini conversions better than that of leading rival Radford and the 'Margrave' Mini was their first offering, featuring a distinctive leather and walnut fascia panel, leather or Dralon seating and front and rear nudge bars, to which customers were invited to add from a long list of individually-priced options. Bill and Les retired in the early 1980s but the business still remains strong under the stewardship of Mike Standring and currently operates from its home in Leatherhead, Surrey. from where it is still able to supply a full list of parts for the early WandP Minis.This particular right-hand drive Morris Mini Cooper 'S' Mk II was supplied new to Stewart and Ardern Limited of Acton, West London on 9th December 1969, finished in El Paso Beige with a Snowberry White roof. At that time, Stewart and Ardern were the largest distributors of Morris vehicles in the UK and were at the fore of ensuring the success of the Morris brand in the intervening years. This Cooper S was then sent to Wood and Pickett where it was to be converted into the Margrave specification and finished in Pacific Blue. Modifications included; Aston Martin DB6-style seats, Aston Martin electric window switches, Radiomobile 8-track radio, a Benelite front grille, Jaguar dials, Mini-van doors with quarter-lights and unique front wings with a crease at the top, creating a very special look. It was then registered 'YYU 292H' on 11th September 1970 and sold to its first owner.Wood and Pickett Minis of the 60's and 70's were the preferred mode of transport for many musicians, actors, and pop stars, and this Cooper S has its own Rock 'N Roll story.....The third owner of the car in 1973 was a Mr. John Hammel, personal assistant and guitar technician to Sir Paul McCartney. Despite his love for the car, John sold the little Mini to Denny Laine of 1960's group, The Moody Blues, and at that time a member of Wings. Mr. Laine had bought it for his wife, but after only 8 months, John Hammel asked Denny Laine if he could buy it back and a deal was struck. He kept the car on this occasion car until 1997 when he sold it to a Mr. Andrew Stewart, but did stipulate to the new owner that if the car were ever to become available again, to please get in touch. A few years after that, Mr. Stewart made that call, and again, John bought back 'YYU 292H'!In the early 2000s and now onto his third 'chapter' with the car, he had it fully restored by Woods Restoration Services at Brand Hatch. The car was taken back to bare metal and given a coat of its original Wood and Pickett colour Pacific Blue. The wings had to be replaced and repairs had to be made on the sills, floors, and rear valance. Fortunately, the interior had stood the test of time and a simple re-Connolising was enough to bring it up to top spec.In 2009, this Cooper S won 'Car of the Show' at that year's London to Brighton Mini run with John Hammel proudly at the wheel. The car was sold in 2012 to a Mr. Ascione, ending John's 39-year love affair with this special car, before our vendor took the reins in 2014.Supplied with a superb history file, and now showing a little more than 72,000 miles from new, this is thought to be the only Cooper S Mk II to have received the Wood and Pickett magic. John Hammel's skill with guitars was legendary and in addition to Sir Paul, he helped a large number of musicians from different bands deal with technical issues with their instruments. The music and club scene at that time was pretty tight and we would imagine that he would have communicated his enthusiasm for his WandP to some of his other clients and even given them a lift in his pride and joy. John Lennon became a fan as did Ringo Starr, Mick Jagger, Laurence Harvey and George Best and who's to say if a ride in YYU 292H didn't influence their decisions. One household name regularly offered a ride was Steve Marriot of the Small Faces and it was he who once described it as a "100 mph pair of shades." Enough said. Seriously cool.

In 1961 Bristol Cars launched the 407, beginning the long-established British company's partnership with American V8 engines, which in this case came from Chrysler. Bearing a close resemblance to its predecessor, the 406, the new car had a powerful 5.1-litre V8 installed and a number of chassis and styling revisions re-establishing Bristol as a builder of true high-performance motor cars.After the 407, the marriage of the sleek and stylish Gentleman's Express and the less than sophisticated big V8 continued through a further five iterations of the 400 Series until the arrival of the 603 in 1976. The original 603 was offered with a choice of a 5.2-litre V8 engine (603E), and a larger 5.9-litre unit (603S). The 603 Series II arrived in their Kensington Showroom with the 5.9-litre engine becoming standard across all models and a revision of the headlamp cluster giving the car a much more modern look.Introduced in 1982, the 603 Series III acknowledged Bristol's aeronautical past by using the names of famous aircraft, the 'Britannia' and the 'Brigand', for the new model. Hand built in aluminium in traditional coachbuilding fashion, the Brigand utilised a Rotomaster Turbocharger unit to increase power and give the car a top speed of a 150mph. A bulge in the bonnet was necessary to squeeze the turbocharger in and the car had alloy wheels fitted as standard. At around £50,000, the Brigand attempted to justify its rarefied price tag by offering superbly finished, understated coachwork, a sumptuous 'Gentleman's Club' interior with acres of Leather and Walnut, and that very British quality, exclusivity.This particular Bristol Brigand was supplied new on 26th April 1988, registered E693 FLD, to its first owner, a Mr. D.Holland in London and was originally finished in White with a black leather interior. Mr. Holland evidently enjoyed driving his new Bristol, as his 1,000-mile service was completed only two weeks later. Invoices in the file show annual services during his care, until October 1991 when Bristol Cars re-purchased the car, by which time it had covered 29,301 miles. The car remained at Kensington High Street until early 1993 when it was sold to its second owner, a Mr. D.Starkey.The comprehensive service records in the history file from Bristol Cars show a string of further owners and a body colour change to Deep Burgundy before this Brigand was purchased in August 2009 by none other than 'Leave Right Now' singer and Pop Idol winner, Will Young. Upon his proprietorship, Mr. Young had Bristol cars complete a full respray in Grey and a re-trim of the interior in Oxblood hide, along with a host of other jobs on the car, in exchange for the not inconsiderable sum of £26,000. A national newspaper article from 2010 shows Will Young, looking rather dapper, and standing proudly by his freshly completed Bristol Brigand, citing his grandfather as his inspiration for his love of classic cars and Bristols in particular.However, in October 2010, two Bristol mechanics were sent to Mr. Young's Holland Park address to recover the Brigand and investigate the lack of oil pressure upon start up. Back in the Brentford workshop and after doing a compression check and removing the cylinder heads, it transpired that the pistons had picked up in the cylinder bores and caused significant damage to the engine due to lack of oil. The engine and gearbox were both removed and a new 5.9 litre V8 unit sourced from the factory, whilst the gearbox was rebuilt before being mated to the new power unit and installed back into the car. The new engine was tested and run-in by the team at Bristol before returning the car to Mr. Young, who was now some £7,000 lighter!A mutual friend, of both Will Young and our vendor, facilitated the sale of the car in January 2012, and this Brigand was then sent to Bristol specialists, Brabazon Motors, where it was to have lots of remedial work done at a cost of almost £3,000. Always in search of perfection, our fastidious vendor decided to have the car fully resprayed once again, entrusting the respected Aston Martin and classic car specialist 'Spray-Tec Restorations' to carry out the work. All the brightwork, glass, mouldings and interior were removed and the car was chemically stripped to bare metal. Corroded aluminium was cut out and replaced where necessary, and the bodyshell was prepared to receive paint. When ready, etched primer and high-build primers were applied and flatted, before the car was finished in Aston Martin Black Pearl. Re-assembled and given a final polish, the bill from the celebrated restorers was just shy of £28,000, indicative of the standard of finish achieved. Documented photographically from Spray-Tec, a CD accompanies the history file.Supplied with a comprehensive history file including a UK V5c, this car is thought to be one of 15 or so surviving Bristol Brigands and, in this condition, with celebrity provenance, you will struggle to find a better one.

The Corniche, two-door convertible version of the Silver Shadow, has been, without doubt, the most successful convertible ever produced by Rolls-Royce. First introduced in 1966 as the Silver Shadow Mulliner Park Ward two door drophead coupé, it became apparent by popular demand that this version deserved to have its own model name so, in March 1966, the Corniche was born. The car used a silky smooth 6.75 litre Rolls-Royce V8 engine, mated to a three-speed automatic transmission and featured independent suspension with coil springs and hydraulic self-levelling. During its production run, a total of only 1,306 would glide smoothly out of the doors of Mulliner Park Ward.Rarely do we offer a motor car that has such a comprehensive history file. Every detail of this car's life appears to be in there including the Confirmation of Order letter dated 4th November 1971 from official Rolls-Royce dealer J.D Barclay in Banbury to the first owner Mr. Sylvester, a gentleman farmer from Hampshire. Mr. Sylvester kept meticulous records and they include the original purchase receipt for the car dated 19th December 1972 for the sum of £14,541.85, which at the time was not insignificant bearing in mind a brand new E-Type Jaguar was around £3,000. In addition to confirming the car's original order specification, 'Nugget Gold, with black vinyl hood and black Anela leather', the receipt also details a full tank of petrol (100 litres) for the grand total of £8.50! The history file also includes two unused "Motor Fuel ration books" for use during the 1973 Oil crisis.First registered on the 1st January 1973, Mr. Sylvester had the car regularly serviced regardless of his low usage and fastidiously kept every service receipt and invoice. The history file reads like a Who's Who of Rolls-Royce main dealers including J.D. Barclay, Rolls-Royce at Crewe, Phantom Motor Cars, Frank Dale and Sons, and Hanwells of London. Virtually every MOT and SORN notice has been carefully kept. Mr. Sylvester relinquished his thirty-year custodianship of the car on the 17th October 2013 but it remained in the family and was passed to his grandson Mr. Gwydir of Kensington. The car received attention at a number of highly regarded Rolls-Royce specialists during his ownership and when the time came to part with the Corniche, he entrusted Hanwells with the task and they immediately made contact with our distinguished vendor in April this year. Despite the car being generally in superb condition, our vendor asked Hanwells to commission all the woodwork to be repolished and, when it was completed to his satisfaction, he took delivery.Presented to auction with an MOT until March 2017 and an odometer reading of just under 26,000 miles, this distinctive Corniche is effectively a 'one family' car and has patently lived a cossetted life.

By the beginning of the Seventies any serious supercar manufacturer needed a mid-engine design and Maserati was no exception, so the creative talents of Giorgetto Giugiaro were called upon. The result was the Bora and the Merak which virtually shared the same underpinnings and body design. By 1975 Maserati had shrugged off the restraints of ownership by Citroen and were revitalised with De Tomaso as a partner. Fortunately for the Merak this would see an increase in power from the 3.0 litre Maserati unit and further weight saving - the Merak SS was the ultimate evolution. The Merak was now fulfilling its design brief to provide an alternative to the Lamborghini Urraco and the Ferrari 308/GT4. Like the Bora, the Merak was comfortable and refined and really only differed by engine size and the treatment to the engine cover. The 2+2 design did offer occasional seating in the rear. When production ceased nearly a thousand Merak SS had been delivered.Offered here is a 1978 Maserati Merak SS, the lighter and more powerful variant, in Rosso Fuoco Red with a velvet blue and black interior. This car is thought to have been delivered new to Japan, from where our vendor purchased the car. Bodily, although the paint has faded, the panels themselves are remarkably rust free, and would provide a good basis for a full repaint. The engine bay is dusty and it is unclear when the car last ran under its own steam, so we would recommend an engine rebuild as a matter of course. Open the door to the interior and the dashboard and centre console are both in good condition, whilst the seats are worn in parts. Both door cards still retain the protective plastic coating, which leads us to believe that the 15,298 km shown on the odometer could well be genuine, although this cannot be warranted.Supplied with a Maserati Certificate and a Nova reference number, this car has had all UK import duties paid, but will need an MoT before applying for a UK V5c.In summary this Merak SS is a great candidate for a full restoration and once finished you will be sure to attract a lot of attention in this pleasingly styled Italian sportscar.

The Porsche 911 Carrera 2.7 MFI Coupe was introduced in 1974 on the new G-Series chassis that was built to appease ever stricter US regulations for crash worthiness. The floor pans were strengthened, lighting was improved and larger bumpers incorporated. With an impressive 210 bhp, 2,687 cc Type 911/83 air-cooled, horizontally opposed, six-cylinder engine with Bosch mechanical fuel injection, 0-60 was achieved in just over 5 seconds and gearing was good for 150mph through a 5-speed manual transmission. The suspension was fully independent with torsion bars, McPherson struts and anti-roll bars. The total weight was just over 1,075 kilograms, which made the Euro-spec 2.7 MFI a very fast car in its day. In fact, it was the fastest production 911 until the late 1980s. In total, 1,647 Euro-spec MFI Carrera coupes were built during this three-year run, along with 631 Targas, with total production figures not vastly outnumbering that of the original 1973 Carrera RS.There are currently 48 right-hand drive cars listed with the Carrera 2.7 MFI Registry. However, this sunroof-equipped model is believed to be 1 of just 21 Coupé examples produced for the UK market. A matching numbers Carrera MFI Coupé, it was sold new to its first, and only previous, owner on 13th November 1975 by Swinford Motors of Stourbridge. It has covered a total mileage of 55,500 miles from new and is presented in stunning order following a ground-up restoration carried out by respected marque specialists ‘RS 911' in Wales.Silverstone Auctions had the pleasure of selling chassis number 9115600513 for its first owner in May 2015 and are delighted to re-offer this unique Porsche, having undergone quite the transformation. When we first inspected the vehicle, the body shell had never been welded, the car had never been restored or seen paint and the beautifully thin Ice Green special order finish had faded almost down to bare metal. The interior was complete and untouched from new. Journalists, restorers and enthusiasts all agreed that it was one of the most original examples ever seen on the open market.Work began in earnest in June 2015 following the auction. The car was stripped of all components and the engine and gearbox sent to renowned Porsche engine builders 'Tech 9 Motorsport' in Liverpool. ‘RS 911' set about the bodywork and every effort was made to preserve as much of the original car as possible. Other than two new front wings and basic perishable items, the rest of the car was restored using existing components that were repaired or renovated. The sills and floor pans have never been touched.The fully rebuilt engine and gearbox were reunited with the car at Tech 9 and it was fully balanced and tuned. The suspension, brakes, differential and electrics were all rebuilt by ‘RS 911' and the original interior simply cleaned up, re-stitched and restored. The only non-original item in the cabin today is the headlining, which was too damaged to repair. The results of this restoration must be seen to be fully appreciated. The paintwork retains a superb shine and the shut lines are straight and true. The engine sounds superb and this 911 can now be returned to the road to relive its former glory. ‘RS 911' have done a fantastic job and it is the intention of the owner to re-unite the car with its first owner prior to the sale and take him for a drive.The history file for this Porsche is a joy to behold. From 1975 until 2008 the car was maintained exclusively by respected Porsche specialist Chris Best from 'Two-Plus-Two'. There are 6 service stamps in the original service book and many invoices for work carried out over the years. Complete with original tools, radio, windscreen transfers, wallet, service manuals and ownership paraphernalia, there are even letters between the current owner and the supplying dealer in 1975. A large number of bills and photographs document the complete restoration process.We welcome pre-sale inspections on this fascinating piece of UK Porsche history. A 911 that ticks all the boxes of rarity, provenance, a superb history file and a world-class restoration by leading Porsche specialists.More pictures to follow shortly...

Further details to follow...

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Prior to his departure in 1980, Rolls-Royce's charismatic Chairman, Sir David Plastow had been responsible for a series of models, amongst which was the Rolls-Royce Silver Spirit. His firm hand 'on the tiller' combined with the talented pen of Fritz Feller at their in-house styling centre, resulted in the superbly balanced and archetypical Silver Spirit. Unveiled in October 1980 as a replacement for the Silver Shadow, the new car gave the impression of being stretched compared to the dimensions of the previous generation, however, direct comparison showed only small differences. The new models had grown slightly in length and width and height had been cut a little, although the styling was more modern than that of its predecessor. The interior was dominated by the expected combination of fine wood and sumptuous leather, and to Sir David's great pleasure was unmistakeably, a proper Rolls-Royce.This exquisite Silver Spirit was originally supplied by Dutton-Forshaw Rolls-Royce in Preston and, according to its delivery docket, was handed over to its, presumably delighted, first owner on the 18th of September 1984, finished in a striking Balmoral Green Metallic with green piped Champagne Leather and Forest Green carpets.In addition to its Balmoral Green paint (code 9510455) and champagne leather (VM3099), other options from the list included an Everflex roof, Top Roll and Underdash in contrasting hide, Rear Parcel shelf in hide, RR-motifs to the rear quarters and White-Wall Avon tyres.This dignified motor car has been gently used in the hands of its three owners from new, but well looked after' and the Rolls-Royce service book is stamped with a mixture of Rolls-Royce and Bentley dealer service history. Services have been recorded at 3,077 miles, 3,521 miles and 3,867miles all at Mann Egerton Rolls- Royce Leicester, and finally at 6324 miles at Bentley Leicester. The last service in June this year also included a new battery and four original specification Avon White-Wall tyres. The current mileage is 6,690. As you would expect of a Rolls-Royce at this mileage, the car looks in superb condition throughout, with the original twin gold factory fine lines still intact and unmarked bright work, whilst the still fluffy sheepskin rugs, woodwork, carpets and plump Connolly hide, are all as you would hope for and the only slight evidence of use is minor patination on the driver's seat.With the car are the original invoice from Dutton Forshaw Preston for £50,529.85, the Rolls-Royce Enthusiasts Club factory chassis file, the original handbooks, service books, an unopened sachet of the original Hirschmann Ariel cleaner, the UK V5 and a MOT valid until May 2017 issued with no advisories.Rolls-Royce of this era are all too often a bit 'down at heel' having covered a lot of miles and no one would argue that they are cheap to maintain, however, this very special low mileage example appears very hard to fault. Come and have a look yourself.Looking fabulous, in this condition, with this history it's hard to imagine finding better value for money on four wheels.

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The Continental name evokes high-speed travel over long distances in the lap of luxury. Fittingly, that is exactly the experience that Bentley's Continental models provided to the favoured few during the 1950s.The S1 Continental of 1955 featured the last of Bentley's long-lived six-cylinder engine, which, being a Rolls-Royce design was smooth and silent but also appropriately powerful. An exceptionally rigid welded box section chassis was mounted on a new front suspension that had a semi-trailing wishbone and repositioned rear springs, which improved handling and softened the ride.Numerous catalogued semi-custom and custom body styles were used to dress the S1 Continental, usually in lightweight all-aluminum, as would be expected of a performance model.The car offered here is one of the rarest iterations; it is one of a believed 66 built by Park Ward of London to this striking coupe design. This design, which was originally created for the 1957 Paris show, was distinguished by its crisp, airy wraparound rear window, large rear quarter windows and narrow C-pillars. It is one of the most striking closed bodies fitted to the S1 Continental.This 1956 Bentley S1 Continental is an automatic fitted with the factory option of power steering from new. Built by Park Ward bodies, a highly respected individual coach maker to Bentley motors, as a 2 door saloon, and one of just 66 right hand drive examples ever built.Finished in a lovely Pewter green metallic with contrasting dark green leather upholstery this rare car has had a busy but cherished life from new. A letter from Rolls-Royce motor company in the comprehensive history file confirms that in 1964, and at a mileage of 71,000, both the engine and gearbox were replaced for brand new units of the correct and original type when first built.The same file confirms that the car was sold to the USA in 1968 and was exported to Holyoke, Massachusetts - where it was to remain until 1988. At this point it was returned to the UK and subjected to a lavish and very comprehensive restoration by Paddon Brothers of London. This full and complete restoration included the fitting of air conditionning as well as a modern stereo system. They also reprofiled the rear wings at this time which gives the car a unique and very smart appearance.Since that time the car has been a part of several significant private collections, including noted Bentley collector Terry Lister, and today is ready to be enjoyed once more. It now has the correct size of whitewall radial tyres recently fitted and the overall car exudes quality and a lovely mature patina. It is now both highly collectable, very rare and priced to sell.

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The question of how to tempt new customers into Porsche ownership has always been problematic. On the one hand, you're trying to uphold the reputation of the company as a purveyor of high-quality, high-performance sports cars while on the other, you're anxious not to alienate those potential customers whose budget won't stretch to a new 911.In 1964, Porsche had just such a problem with the sales of their new 911 proving a touch disappointing and continuing demand for the 356, which was scheduled to be phased out, necessitating that the production lines kept rolling. The solution seemed to be financial, and the decision was made to replace the 356 with a four-cylinder, more appropriately priced 911 and, as a result, the 912 (initially 902) was conceived. First available to European customers by June 1965 (initially with 1582 cc and 90bhp), the 912 soon became a market leader, particularly in the USA. In the UK, it was some 30% cheaper at £2,466 compared to the £3,488 price tag of the 911 and went on to outsell its six-cylinder sibling by no less than 188% in 1966. This well presented Gloss Black, 1968 Porsche 912 is believed to have been delivered new from Germany to Sacramento in August of '68, and was imported into the UK from the States earlier this year. The exterior of this Porsche presents well as does the interior, and the seats, fitted with the optional headrests, appear in good shape apart from a small split in a seam on the driver's side. The period AM/FM Blaupunkt radio is present. The engine bay presents impressively and looks like it has benefitted from some recent attention. Sitting on its steel wheels, this car looks unmolested and absolutely straightforward and, although we have no history, the whole car feels like it has been well cared for in the past.This charming Porsche starts up easily with no smoke and idles and revs nicely. Reading 89.757 miles this car is presented to auction with a MOT valid until October 2017, no history file and on a NOVA.A well set up 912 is a delight to drive and this, most attractively guided example, must be of consideration.

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When Ferrari introduced the Testarossa in Paris in 1984, it was regarded by many as possibly the best car they had ever built but, whilst the design was spectacular, it was not considered to be as sensually beautiful as some of the gorgeous GT Ferraris of the past. As a complete departure, Pininfarina had designed a modern, aerodynamic and efficient body shape, immediately recognisable by its very distinctive side 'strakes' unlike anything else seen in the post-war period. The name 'Testarossa', literally Redhead, became synonymous with Ferrari sports racing cars in the 50s and 60s and was resurrected at the launch of this new model at the Porte de Versailles in 1984.Housing a 4.9-litre V12 engine producing 390bhp, the car was capable of a respectable 0-60 mph time of 4.7 seconds and a top speed of 196mph. Produced between 1984 and 1991, some 7,177 Testarossas were made in total. Once again, time showed Pininfarina's innovative design to be durable, and throughout the eighties, the distinctive 'strakes' were echoed in other design disciplines from cars to kettles.However, although the design may have seemed to be 'of the moment', the Testarossa proved itself to be a well-built car, and despite its 'Eiger-rivaling' list price, turned out to be Ferrari's most successful model ever.Today it's a design icon, symbolic of eighties culture, and despite a period in the "boondocks", its popularity is returning rapidly. It's not a surprise really since the Testarossa offers a rare package of serious performance, practicality, and reasonable comfort and, although a little heavy at low speeds, its confidence-inspiring handling at high speed becomes almost addictive.First registered on the 6th March 1987, this left-hand drive, European market, Testarossa is finished in Rosso Corsa with a Nero interior and contrasting Red carpets. It was delivered new to the Italian market through Milan dealer 'CREPALDI' and its first owner is recorded as GEFINA S.p.A.. The early service history indicates that its first service was at CREPALDI on 28/4/87 and the next entry was considerably later, on 28/7/98 at GARAGE ZENITH in Switzerland with mileage unrecorded. A later owner presumably used the car between Monaco and Kent, as there is history of a cambelt change and annual service at Kent High Performance Cars on 18/1/03 (30,352km) and further services in Kent (27/04/03- 35,807km) and CAVALLARI- Monaco (25/06/04 - 37,961km).The car was imported from the South of France in early 2013 and went straight to Foskers Engineering for a replacement cambelt and annual service resulting in a bill for £2,800. A further £1, 500 was spent at Autoclass MK on 14/08/14 attending to some brake issues and repainting the stone chipped front spoiler.Our vendor acquired this Testarossa in 2015 to add to his collection, however, a change of circumstances now mean it is being offered for sale. In order to present the car in an absolutely sale-ready condition, our vendor left it with Keys Motorsport at Silverstone in early April, and they have carried out a further cambelt change at 51,000km( just 200km driven since), with some additional work (invoice for £4,700.00 in the file). The wheels have been stripped and repainted and the Ferrari was then MoT'd, fully valeted, and is now ready for inspection.This immaculate Testarossa is accompanied by its cherished plate, D12 FER, and a box file containing a fairly comprehensive history, import documents, service records, invoices, the Ferrari tan leather book wallet, an original brochure(in German), injection manual, wiring diagrams, a parts list and various related publications. All in all - a super package.

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The 993 Turbo, introduced in mid-1995, retained a tight hold on the torch of the most powerful 911 variant, whilst continuing the general developments and improvements to the breed as a whole. Amongst the new features on the 993 Turbo was an electronically controlled, viscous coupling all-wheel drive system, something Porsche had not offered on a turbocharged model since the 959 and a system that greatly improved the car's day to day usability. Under the engine lid, now topped with a sculpted spoiler tail with downturned edges, lived the 3.6-litre, flat-six fed by twin K16 turbos. Combined with bigger brakes, fatter tires, a wide body and lower stance, the 993 Turbo was one of the fastest cars on the planet. With all four wheels helping to evenly distribute great handfuls of power, 0-60mph was dispatched in a staggering 3.7 seconds, 100mph whistled by in 5.7 seconds, and the linear forward thrust continued until the speedometer needle had said goodbye to 180mph and you were on conversational terms with the horizon.A letter from Porsche confirms that this 993 turbo was originally manufactured in July 1997 to 'Thai Specification' (C25) in right-hand drive. However, there is also correspondence between Autofarm and the German factory which establishes that the car was first registered on the 7th May 1998 by the Porsche Tourist Delivery Department with a factory specification code of C25 (Thailand). An independent importer immediately purchased the vehicle and brought it to the UK where it was registered on the 14th May 1998 – this car never actually left the EU. The Porsche factory also confirms that the C25 specification is exactly the same as a UK spec, except for the stickers under the bonnet, and they even go on to mention that the very long list of Porsche exclusive options factory fitted to this particular car are rarely seen on UK cars.When initially ordered, the car's first owner decided to specify the desirable 'X50 Power Option, further enhancing this already quick car, with 430 'Pferde' now offering their services. Along with the X50 upgrade the first owner also opted for the Turbo ‘S’ interior and the letter from Porsche confirms the exact full specification. Along with that letter, a full service history is also present with a completely stamped service book up to 2014 when a new book was then needed, along with a large number of past invoices and MOTs. The service book shows stamps from Porsche specialists Autofarm and JZM along with Main Porsche Centres throughout its life. Finished in Artic Silver with a Chestnut full leather interior, this six-speed manual also enjoys an automatic slip differential, 18” techno alloy wheels, sports seats with electric height adjustment, carbon fibre trim and instrument surround, and Porsche fitted rear park assist. Again, the correspondence from Porsche confirms the car's exact specification. Now showing 64,500 miles and superbly presented, this very well equipped, X50 Pack, 993 Turbo is a wonderful example of the last of the classic, air-cooled 911s.

The Ferrari F355 is a modern classic, so beautiful, so well-engineered and so well received that it marked the beginning of the end of the old-guard 'Ferraristi' philosophy that the only "real" Ferraris were ones with 12-cylinder engines. The Ferrari F355 Berlinetta and Targa GTS burst onto the world stage in the spring of 1994. It had almost exactly the same dimensions as its predecessor the 348, yet it was virtually a new car, as its stunning coachwork indicated. Many hours of wind tunnel testing influenced the harmonious shape which incorporated an F1 style flat bottom with an air flow channel that generated enough down-force to offset any lift.The longitudinally mounted 3496cc V8 generated a stunning 380 horsepower at a spine-tingling 8,250 rpm and the gearbox now had six speeds with a new type of synchromesh making gear changes so much smoother. New electronically adjustable shock absorbers varied their stiffness within milliseconds to suit the road surface and the result of all these developments was evident around Ferrari's 1.86 mile Fiorano test track when the 355 was two seconds a lap faster than the 12-cylinder 512 TR. Considered the forerunner of all modern Ferraris, the 355 is a car that is every bit as exciting and beautiful and not to mention fast as any Ferrari should be, but it's all available in a very accessible and well-mannered package. Dating from March 1995, this lovely left-hand drive 355 Berlinetta has the desirable manual gearbox and is finished in the very rare colour combination of Argento Silver with a Bordeaux interior. Supplied new to Oman and subsequently moved to Spain before arriving in the UK, while in the custody of the original owner. From the history file this little Ferrari obviously spent some time darting around the lanes of South Herefordshire as there are a number of invoices relating to its last owner in Ross on Wye who, judging by the invoice file was particularly fastidious, even going as far as fitting brand new seats from Ferrari. Our vendor acquired the vehicle in August of last year to add to his collection but has hardly used it, and feels that this superb 355 should really be enjoyed by a new owner. The mileage at the latest MoT on 24/3/2016 was 55,256kms compared to 54,265 the previous year and despite having covered just under 1,000 kms in a year there are invoices for almost £1,500 for care and attention. The car is accompanied by a Tan Leather Ferrari book pack and an interesting history file.355 aficionados insist that the 'one to have' is the six-speed manual with the 2.7 Motronic ignition system and the slimmer, pre-airbag, steering wheel which is exactly what we have here, and when presented in this colour combination and in this condition this car is irresistible.

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This Morris Cooper 'S' Mk III is 1 of only 792 manufactured for the British home market, and according to its British Motor Industry Heritage Trust letter, was finished on 25th January 1971. It has covered 29,000 miles in the hands of three owners and has benefited from a full and complete nut and bolt restoration by an ex-BMC mechanic, completed in 2014.The bodywork was taken back to bare metal and was professionally painted to a high standard. The car now looks splendid in its Blaze Red coachwork with a Black roof, gold wheels and spot/fog lamps. The original blue vinyl interior has been fully restored and looks superb. The 1275cc Cooper 'S' engine (12H) has been professionally rebuilt and fully lightened and balanced with a flowed and ported cylinder head, road/race camshaft, new twin 1.5" SUs, a Stage 2 manifold and a free-flow exhaust system, and now produces 80.5 bhp on unleaded fuel.The extent of the restoration cannot be understated. The entire suspension was replaced and converted to rubber cones, with new Bilstein dampers front and rear, 'Adjustaride' suspension and new brakes all around. The new front and rear sub-frames have been powder coated, and the underside rust protected and painted Blaze Red. Professionally rewired with a new, period correct, wiring loom and fuse box, it's also fitted with period correct Cooper S wheel rims, new period Dunlop tyres, and 'Group Two' wheel arches with chrome trim.A huge history file complete with a photographic record of the work undertaken and all the relevant invoices is supplied with this stunning Mini. The car has covered less than 500 miles since the rebuild and has a fresh MoT Certificate valid until October 2017. There are original registration documents in the file from previous owners, along with old tax discs and a Cooper 'S' handbook. A beautiful and very collectable Mini Cooper 'S that will turn heads wherever you go.

Ralph Broad began racing in 1955 when he was in his late twenties and in 1959, purchased a very early Austin Mini and, despite the car being brand new, took it apart and applied his brilliant engineering brain to working out how to maximise the car's amazing potential in saloon car racing. Success arrived almost immediately and it wasn't long before hordes of Mini owners persuaded him to create and sell racing conversion packages.This arrangement developed into the establishment of Broadspeed Engineering Ltd and Team Broadspeed, for which Broad himself remained one of the drivers. The Broadspeed cars looked fabulous and were frequently serious competition for the works 1293cc Mini Coopers. In 1965, Broadspeed began to transition its support from BMC to Ford products after Broad was approached by Ford with an offer to begin campaigning the Ford Anglia, and later the Escort. In 1966, John Fitzpatrick won the British Saloon Car Championship in a 997cc Broadspeed Anglia and he and his team mates, Peter Proctor and Anita Taylor became household names. However, it was the Escort that put Broadspeed on the map. Broad recalls: “We won everything at the time with that Escort. We used a Watts linkage on the back end and twin trailing radius arms, basically like the old Aston Martin suspension.” But Ford wanted a car that could win BSCC races outright and fight with the Camaros at the longer circuits. At the time the series still ran a class system, so a car of any size could win the overall title. Broadspeed turned to the Capri, which was about as suitable for racing as a Volkswagen Campervan. But it had little choice if it wanted those wins – the other cars at its disposal were the Cortina, Zephyr, Zodiac and the Granada. Not the most sporting of line-ups.Broadspeed's success with the Capri is well documented elsewhere, but their expansion into engineering consultancy led to such projects as a turbocharged version of the Essex V6 engine, which appeared in the TVR M Series. With their knowledge of Capris, it seemed like a good idea to pop this engine into a Mk.1 Capri and the 'Broadspeed Bullit' was born. In addition to its new powerful engine, the Bullit benefited from Ralph Broad's experience in making these cars handle. A contemporary press release tells us “The suspension, steering and braking modifications are successfully aimed at making the ride more pleasant, yet firmly controlled, whilst the crossmember is removed, rebushed and re-installed to give 2 1/2 deg. of castor (the Ford setting is almost without castor in the interests of light steering on a nose-heavy car) and a shade of negative camber. Armstrong 'Adjustaride 22' telescopic shock absorbers are fitted at the rear. The car sits slightly lower on its haunches and a smaller diameter roll bar is fitted at the front to cut most of the car's normal understeer down to the point of astonishingly neutral handling for its 43/57% weight distribution.”YNE 125L left its Halewood birthplace on December the 1st. 1972 and was transported to Broadspeed, who were by now franchised Ford dealers. The car was duly prepared and fully converted into a Bullit before shipped to the Barcelona Motor Show as part of the Broadspeed display in April 1973. YNE was then bought by Rafael Barrios a Spanish racing driver who had previously raced for Ralph Broad, and it was at this point that the car was converted to Left Hand Drive. Having had a couple of owners after that point, the Capri finally found its way back home and was treated to a complete overhaul and re-commission before being returned to UK roads in 2008. We understand that this is the only left-hand drive Bullit and presents extremely well today with an excellent interior suggesting the mileage of 31,000 kms may well be correct although we cannot warrant this. As far as we are aware Broadspeed built 15 Turbo Bullits but only7 are known to survive and only one of these is left-hand drive, making this a true collectors car. Fast Fords, as we all know by now, are particularly sought after and one as rare as this with the caché of the Broadspeed name demands serious consideration.

October 1975, saw the debut at the Paris Motor Show of the most successful shape ever to wear the Cavallino Rampante emblem, the Ferrari 308. Over 20,000 examples of all engine types and sizes were produced from 1975-1989. This new car was constructed on a traditional steel tube chassis, but its beautiful body was firstly manufactured in GRP and then after two years, Scaglietti started making GTBs in steel. The 3-litre, four-cam V8 was more or less unchanged until March 1981 when Bosch fuel injection was added in place of the 4 double-choke Webers, although the final drive was altered on these cars to give similar acceleration to a carburettor car. Both versions have their supporters, but the 308 is generally accepted as one of Ferrari's all-time greatest road cars and prices are most definitely on the rise.This right-hand drive 308 GTSi was originally delivered to Switzerland and is finished in red with a cream interior. It was first registered in the UK in 1999 and there are service records of all the work carried out on the car since then. These records show five cam belt changes since 1999 with the latest being carried out during a major service in August 2015, which was completed by Slades Garage where they also fitted a new clutch. This year the car has received further love and attention with a new oil cooler, alternator and wheel bearings fitted along with a health check by Graypaul. The seats were also repaired and tidied up at the same time and the interior now presents very nicely indeed. In early 2000, Woodbridge Classic Cars in Suffolk carried out a speedometer change when the car was showing 58,407 kms. Since then the distance covered is shown in miles with 17,300 indicated on the odometer today, meaning a total of approximately 54,000 miles has been covered by this car since 1981. Supplied with an MOT until July '17, a large history file and presented in fabulous condition throughout, you’d be wise not to miss this prancing horse.

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 pioneered the company's introduction of monocoque construction into the mix.The cars sold well, with production running from 1971 through to the early 90s including various derivatives, although it is the early cars, with their purity of line, that have remained the most attractive and collectable.This beautiful, early, left-hand drive De Tomaso Pantera is thought to have spent the late 70s in Ohio, USA between a Mr. R. Sattler and latterly a Mr. K. MacDowell. In 2008 the car was imported to the UK by a Mr. H. Brogan who used it on home soil but presumably, also at a holiday home in Spain, as a copy of a Classic Car Club of Mallorca would suggest. Although the original 351ci (5.8-litre) 'Cobra Jet' V8 engine is not currently fitted, it does accompany the sale of this car. Instead, power delivery now comes from a 6.5 Litre Ford V8 which makes a thunderous noise upon start up!Finished in Dark Blue with a black leather interior and showing an unwarranted 32,492 miles on the odometer, this well-cherished car reluctantly leaves the collection of our vendor. Supercar styling, serious performance, and an incredible noise - what more could you want from an Italian classic?

The 308GTB, launched at the Paris Motor Show in 1975, was conceived as a direct replacement for the 246 Dino and was built alongside the 308GT4. Designed by Leonardo Fioravanti, the man who styled some of the most iconic Ferraris including the Daytona, the new 308 had a rakish and attractive body which fused classic elements of Ferrari styling with a thoroughly modern design. For the first two years of production, the body of the 308 was produced in fibreglass, before the decision was reached to change to steel. It shared a similar tube frame chassis to the original Dino and 308GT4, with four-wheel double wishbone independent suspension. The Targa topped 308 GTS arrived in 1977 and was perhaps best known for its regular appearances on the television series ‘Magnum, P.I'. Although Ferrari had used fuel injection in a number of his single-seater and sports racing cars, it had been considered too complex for use with road cars, however, as time went by, the technology improved until in 1979 fuel injection was introduced on the 400GT. Perhaps the ousting of Weber artistry was inevitable not only from an engine development point of view but also to help in meeting the increased demands of the legislators in a number of export markets. Whatever the reasons, it became Ferrari policy to introduce fuel injection on all production models, and for the 308 Ferrari chose to stay with the Bosch K-Jetronic system. It was available on the US specification 308s around the middle of 1980, but not until some months later on cars destined for Europe. Along with the introduction of fuel injection, there was a switch to Marelli-Digiplex electronic ignition and the gearbox was modified. Outwardly, there was little to distinguish these cars from those that have gone before. The 'I' on the back denotes the use of injection as do the twin tailpipes either side of the silencer box, but this was not infallible as twin exhausts had also been used as a high-performance option on earlier cars. Finished in the classic colour scheme of Rosso Corsa with a Tan leather interior, this 1981 left-hand drive, 3-litre, 308GTSi has the desirable combination of fuel injection and the 'Targa' roof. It was purchased to add to a personal collection and sourced from a respectable classic car company in California. The car had been in storage and was regarded as a very sound and standard car, and having spent its days in a 'Dry State' it's in very good original condition with decent paintwork. The only thing that needed attention was the bottom of the doors and these have now been professionally repaired. Since its arrival here it has been recommissioned by Keys Motorsport at Silverstone (Ferrari specialist) and the following was done; Cambelt service and tensioners, water pump gasket, gearbox oil changed, front and rear pads changed, new battery, reconditioned steering rack, new ducting to exhaust shroud, exchange starter motor, fuel pump and new pipes. The total cost was £3,219 and the car now drives very well.The car comes with a Ferrari service pouch containing the original owners manual and new service book which has been stamped by Keys Motorsport who undertook the mechanical work. There is also a file with some recent and some older bills detailing work carried out on the car, and its original Californian Certificate of Title. As is often the case with classic cars, 30 years of hindsight has a habit of clarifying the picture and, as with other Marques, the earlier models have become the most desirable. In the case of the 308, the succeeding 328, 348 and 355 became more sophisticated and better equipped but also heavier and more complex and, in the end, it's the 308 that retains the essential purity of Fioravanti's original concept.This is a very pretty little 308, sound and eminently usable, and a great way into Ferrari ownership.

When launched to an eager public in 1961, the new E-Type Jaguar was available in either Open Two Seater (OTS) or two seat Fixed Head Coupé (FHC) formats, the latter having a useful opening rear door giving access to the ample luggage compartment. By the mid-1960s, the high demand for the car prompted Jaguar to offer a third option, for the driver with a young family, in the form of a 2+2 coupé. By adding nine inches to the wheelbase and two inches in height, it was then possible to fit a rear seat capable of seating two adults in tolerable comfort. Of course, the rear seat was more suited to children or, as 'The Motor' put it at the time, the car could “extend Dad's youth for another seven years”. The longer wheelbase also had the added benefit of allowing Jaguar to mate a Borg-Warner automatic transmission to the 4.2-litre engine, thereby further widening the appeal of the E-type. We have pleasure in offering this attractive 1970, left-hand drive, Series II 4.2 E-type FHC. Purchased by our vendor from a reputable California Classic dealer who assured him that the car had spent all its life in California but had been put in long term storage a few years ago, and on re-emerging had been fully recommissioned over there on 24/09/2015.($2,000). When the car arrived in the UK, it was put through a specialist service and receipts are attached listing the parts replaced over and above what was needed for a new MOT. The car was then registered with DVLA. All V5 and other documents including the MOT are present and correct.This car is totally standard as per the original specification and having resided in the 'Sunshine State' the bodywork is in excellent condition, however, when it arrived in England it was evident that years of sunshine had faded the paint somewhat. It was entrusted to specialists Paintshop Pros who stripped it and finding all the panels in sound condition, carefully prepared the car and finished it in several coats of its original Old English White.As well as looking good, the mechanical aspects have not been ignored and the vendor tells us that “Engine: All serviced. Drives perfectly and has good oil pressure. The car runs very well and operates as it should. Transmission and Clutch: Very good and has no problem with selecting gear or judder from the gearbox: Electrical Equipment: All in working order”.The car comes with its Jaguar Heritage Certificate confirming matching numbers and no alteration, a copy of the original State of California Title, and the original service pouch containing the operating handbook, service book and manufacturers warranty booklet. The bulky A4 file also has over 50 service and maintenance receipts since 1975 all the way to an engine rebuild in 1998 (73,410 mls) and a note from the previous owner that the mileage since the engine rebuild is 10,562 before coming to the UK with service history to back this up. Surprisingly, it retains its original wheel jack, hammer and spanner.This lovely Jaguar is kept cosy and dry as part of our vendor's private collection, but he has decided to bring it to market as, in his words “I am selling some of the collection as I do not need 6 E-Types.” which, of course, we can all understand.We welcome any inspection of this very well presented Series II.

Introduced in 1989, the Ferrari Mondial 3.2 T was the 'spearhead for a new generation of V8 Ferraris' and the final version of the Mondial. The 'T' was reference to the new engine and transmission layout that now saw the engine mounted longitudinally with the gearbox transverse (forming a T), a characteristic of the Ferrari F1 312T which had just won the World Championship in 1989. This set-up would become the standard for all future mid-engined V8 Ferraris beginning with the 348 and continuing through to the 360. Servicing now became a (comparatively) easy operation and even a clutch change was simple. The Mondial T represented major advances in performance and handling and incorporated some firsts for Ferrari with power steering and ABS. The occasional rear seats now allowed it to be enjoyed by four occupants.This particular left-hand drive Mondial T was supplied new to its first owner, Monsieur Mathevet, on 15th January 1991 by Ferrari France, Charles Pozzi, in Paris. The car is finished in Rosso with a Nero Black leather interior, both of which present smartly. The service book shows the car was serviced in 1993 by the supplying dealer, when it had covered 6,478km. The car finally found its way to the warmer climes of the South of France and was owned by a good friend of our vendor, from whom he purchased the car. Before its arrival to the UK in November 2015, the car received a full service by Ferrari specialist, Juan Auto in Cannes, at which point, the odometer was reading 51,740km.Having now covered 53,013km, this car is supplied with a UK V5c and comes with its original leather bookpack containing relevant literature. At today's attractive guide price, this car represents great value and opens the door to Ferrari ownership.

Further details to follow shortly...

Beginning in 1968, Mercedes-Benz marketed their model range as 'New Generation Models', giving their ID plates the designation '/8' (1968 launch year). Because they were the only truly new cars of the so-called 'New Generation' and because of the '/8' or 'slash eight' designation, W114 and W115 models ultimately received the German nickname Strich Acht, loosely translated into English as ' stroke eight'.However, the existing W108 was still in production (until September 1972) and the remaining 280S and 280SE models were upgraded with the 2778 cc M130 engine. Naturally, performance was improved, and the 280S, fitted with two downdraught carburettors producing 140 hp, was capable of 185 km/h, whilst 0-100 (kph) was achieved in 12.5 seconds.TOR 421G is a right-hand drive 280SE presented in classic seventies Beige, a hue that has always split opinion, but in the case of this lovely Mercedes, looks perfect. It has a complementing, sumptuous and inviting deep Red leather interior which is in remarkable condition paying testament to the quality of the materials used by Mercedes. This gem of a W108 was shipped over to Australia, where it remained up until 1999 and was clearly pampered and garaged during this period, before returning to the UK in 2013. Upon its arrival, the engine was treated to a top end rebuild and some light re-commissioning, however, the body was found to be structurally sound with the paint still showing a good lustre, so it was simply polished. The car was MOT'd in April of this year and is said to drive as well as it looks, showing good oil pressure and getting to temperature in the correct time, and with just 45,000 miles indicated (unwarranted) this delightful Mercedes appears to be in 'the first flush of youth'. The 50's style column change takes you back to a different era, but it's smooth to operate and creates a generous space between the front seats. The car has recently benefited from a new set of tyres and a full exhaust system and having been upgraded at some point to four-wheel disc brakes, and with light power steering, this late sixties classic is very comfortable in modern traffic. Nothing to do except simply enjoy it!

Manufactured from July 1964, the Porsche 911 marked the end of the much loved 356, however, it was July 1965 before the 911 finally made it to the U.S. and American Porsche buyers immediately noticed the differences from its predecessor. In addition to being more modern and more powerful, it was also considerably more expensive: nearly $2,000 more than the comparable 356 model. In Europe too, this was becoming a problem and by April 1965 a 'transitional model' entered production. Essentially a 911 with a 356-type flat four, the new car, designated '912', was not only less expensive, selling at near-356 prices, but enjoyed more even weight distribution and better economy. Most manufacturers struggle with torsional rigidity when trying to convert their coupés into convertibles (the other way around is often easier), and Porsche was 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 actually 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 is a great example of the rare 912 Targa which has recently been imported into the UK from, we believe, California. It's left-hand drive, finished in Guards Red with a black interior, and sits on period correct, five-blade Fuchs alloys. The odometer is indicating 68,365 miles but naturally, that can't be warranted as there is very little history with the car.The vendor informs us that he believes the interior of this car is original and in reasonable condition for its age, however, like the rest of the car a little tidying and a few hours of detailing would make all the difference. Presented to auction with a valid MOT until September 2017 and a NOVA this little red Targa has been very sensibly guided which, we imagine, will attract a lot of interest.

The line-up for the 1972-73 Porsche 911 range consisted of the entry level 'T', the mid-range 'E' and the top specification 'S'. All were fitted with the new 2,341cc engine in various levels of tune. Both the 911E and the 911S had mechanical fuel injection (MFi) giving 165bhp and 190bhp respectively. The transmission was also redesigned to handle the extra power, the dog-leg first gear was dropped and this new gearbox was designated, internally, the 915. For the 1972 models, Porsche moved the engine oil tank forward to sit in front of the rear wheel line, as part of a number of small changes all designed to improve the front/rear weight distribution and reduce the notorious 'pendulum effect'. This 1973, left-hand drive, 911E Targa was imported by the current owner in 2013 from the sunny state of Florida, USA. He intended to restore the car himself, however, too many projects and not enough time have meant the car has remained untouched. Not much is known of its early life in America but there is a letter from HMRC showing all taxes and duties have been paid. In addition, there is a Florida Certificate of Title supplied with the car. Offered without reserve and sold strictly as seen, the car needs a complete restoration. The front and rear wings, boot lid, doors and replacement bonnet are all included. In addition, the car comes with a genuine 911 T 2.4 litre engine from 1973, but this is obviously not the original unit. An ideal project for the keen restorer, we would strongly advise pre-sale viewings to establish an accurate evaluation of this 911 E. Prospective bidders are welcome to contact the office for further details. ;

The Porsche 911(997) Carrera 4S just oozes capability. It's not a car that needs to shout about its abilities, instead providing the well-informed driver with a purposeful, no-nonsense and pragmatic approach to tackling wet roads. When the heavens open, you have a dark and unfamiliar journey ahead of you, and you need all the help you can get, there aren't many sports cars that can get anywhere near a Porsche 911 Carrera 4S with its 385bhp on tap, a top speed of just under 180 mph and Porsches Doppelkupplungsgetriebe (PDK) a.k.a dual clutch transmission. The double clutch transmission combined the best features of a manual gearbox with those of an automatic, honed on the race track it shifted through seven speeds electro-hydraulically in a seamless fashion and became a massive hit globally. ; We are informed by the vendor that SG59 XFT, when supplied new, cost a substantial £89,700 including £7,900 for a ;significant proportion of the Options List. We understand that the car fires at the first turn of the key and settles to a smooth idle, with all gauges showing nominal readings, the brakes are effective and bite when prompted, and all suspension bushes and springs are squeak and rattle free. This lovely Porsche has undoubtedly lived a cosseted existence. Mechanically this car appears equally healthy and there is no other mechanical device that can quite match the distinctive howl of one of these engines on full song. Externally the Basalt Black bodywork is beautifully straight, the gloss of its paintwork is deep, and the shut lines and gaps are reassuringly symmetrical and narrow. Likewise, the black interior is a superb place to be and is complimented by a superb black power hood mechanism that is reported to work perfectly. We are informed by the vendor that the car is freshly MOT'd, has an excellent service history and is accompanied by the supplying dealer's hand pack complete with all original paperwork and booklets. ;The odometer shows just 28,856 miles. These modern 911s are so much more than a means of transport, each drive is an event in itself. ; ; ; ;