Known as the poor man's 'E' Type, the GT6 is a 6-cylinder sports coup_ build by Standard-Triumph. It was based on their popular Triumph Spirtfire convertible with a new GT style body designed by Giovanni Michelotti, with production running from 1966 to 1973.The MKI received only one major criticism, it's use of swing-axle rear suspension that it inherited from the Spitfire, which in turn was copied from the Herald small saloon.In response the MKII was unveiled with significantly re-engineered rear suspension, using reversed lower wishbones and rotoflex driveshaft couplings, taming the handling and turning the Triumph into an MGB beater. The 2 litre engine was also up rated to 104bhp and together with other minor refinements enabled Triumph to advertise in 1969 - "New GT6 MKII - more sting in the engine, more cling in the tail" This Triumph GT6 MKII was manufactured on 3rd June 1970 and despatched to Puttocks Ltd. of Guildford, Surrey on 30th September 1970 who registered the car to its first owner on 26th October that year. Sold in 1989 and progressively restored, the MKII is painted blue and for sale with a current MOT valid until March 2018 with no advisories and a UK V5 document. A wonderful British Sportscar which still provides great sporty motoring and the sounds of a 6 cylinder at max revs is one to behold. View 1970 Triumph GT6 MK2 on 'http://www.coys.co.uk/cars/1970-triumph-gt6-mk2' for further details.

Carrozzeria Vignale of Turin was founded in 1948 by Alfredo Vignale, it would become one of the most iconic and respected of the Italian coachbuilders. Vignale designed cars, most often low volume variants of main production cars from manufacturers such as Ferrari, Lancia and Maserati. As well as Vignale-penned designs for the previously mentioned titans of the industry, the Turin-based design house was often enlisted by Fiat for prototypes, motor-show concepts and limited editions, much like the 750 which came in Coupe, Berlinetta and Spider body-styles. In essence a Fiat 600, an icon of the Italian economic boom, with its four-cyclinder engine increased from 600cc to a rather zippy 750cc. The bodywork was completely re-styled by Vignale with sleek 1960's Italian styling just as well suited to some of Fiat's Italian contemporaries; the car was bodied at a new factory in Grugliasco, near Mirafiori, whilst the Maserati and Lancia coachwork continued to be done in Turin. The 750 on offer here, finished in a classic colour combination of silver with red interior, was produced in 1963, and had only one owner in Italy until it was imported to the UK in 2016. An interior restoration took place whilst with the previous owner in Italy, and the 36,000 kilometers presumes to be genuine. Offered with UK V5 registration and MOT valid until May 2018, the 750 represents great value for money for a Vignale bodied, collectors example of one of the most iconic 60's Italian cars. View 1963 Fiat 750 Vignale on 'http://www.coys.co.uk/cars/1963-fiat-750-vignale' for further details.

Between 1987 and 1992, the Lanica Delta Integrale utterly dominated its branch of motor sport, winning 46 rallies and six consecutive World Rally Championships outright. In order to keep the rally car at the sharp end of the results table, the road car went through a number of iterations with each more potent than the last. The second 4WD version of the Delta, the Integrale HF 16v, was introduced at the 1989 Geneva motor show and was an instant success on the rally circuit, claiming victory in the San Remo Rally of that year. The raised bonnet now housed a new 2.0 litre turbocharged 16v engine dispensing 200bhp and a 0-62mph of 5.7 seconds. The 4WD system had been tweaked so that 53% of the power was delivered to the widened rear wheels and paired with the more responsive Garrett T3 turbocharger. This makes the Integrale a true drivers machine which delivers a huge amount of feel and feedback that has made them irresistible from the very beginning. This truly stunning Lancia Delta Integrale HF 16v, with a mere 53,000 miles (86,000 km) from new, benefits from a lovely original leather interior that presents extremely well. For the last ten years the car has been dry stored and during the latest ownership, kept in a carcoon - showing the level of care for this Integrale. Therefore the body shows no signs of rust and the Evo White paint is in superb condition. No expense has been spared in the maintenance of the car either, which has been carried out by Lancia Delta specialists, Walkers. With a comprehensive history file, this is probably one of the best and most original sixteen valve Integrale's out there, which has been lovingly maintained inside and out. An opportunity to buy an excellent example of one of the most iconic Italian cars of the 80's and 90's and a swiftly appreciating modern classic. The car holds a valid MOT and will be offered with the UK V5. View Lancia Delta Integrale HF 16v on 'http://www.coys.co.uk/cars/lancia-delta-integrale-hf-16v' for further details.

Testing the E-Type Series III back in 1972, Road & Track magazine reckoned the new V12 power unit, 'a sheer delight, by itself almost worth the price of admission. The V12 is a lovely piece of machinery, lovely to listen to and lovely to behold. The exhaust has that hurried sound characteristic of a multiple-cylinder engine where the many explosions per revolution make it sound as if it's running faster than an engine with fewer cylinders. The idle is smooth and quiet with none of the mechanical busyness one normally experiences from the likes of a Ferrari or Lamborghini V12. And the smoothness lingers throughout the rev range.' One consequence of the E-Type's long process of development had been a gradual increase in weight, but a good measure of the concomitant loss of performance was restored in 1971 with the arrival of the sensational Series III V12. Weighing only 80lb more than the cast-iron-block 4.2-litre XK six that it replaced, the new all-alloy, 5.3-litre, overhead-camshaft V12 engine produced 272bhp, an output good enough for a top speed well in excess of 140mph. Further good news was that the 0-100mph time of around 16 seconds made the V12 the fastest-accelerating E-Type ever. Other mechanical changes beneath the Series III's more aggressive looking exterior included ventilated front disc brakes, anti-dive front suspension, Lucas transistorised ignition, and Adwest power-assisted steering, while automatic transmission was one of the more popular options on what was now more of a luxury Grand Tourer than out-and-out sports car. Flared wheelarches, a deeper radiator air intake complete with grille, and a four-pipe exhaust system distinguished the Series III from its six-cylinder forbears, plus, of course, that all-important 'V12' boot badge. The interior though, remained traditional Jaguar. Built in two-seat roadster and '2+2' coup_ versions, both of which used the long-wheelbase floor pan introduced on the Series II '2+2', the Series III E-Type continued the Jaguar tradition of offering a level of performance and luxury unrivalled at the price. Manufactured in October 1973, this Series III E-Type roadster has covered an unbelievably low 2,500 miles from new- having been cared for and caressed by its current custodian since 1990. At this time the car was restored to an exceptional standard ( costing in excess of 120,000 GBP then!)- the car was uprated to the high specification it is today ( details available on request) . It comes with a large history file and a total breakdown with the restoration along with a variety of bills, MoT's and receipts to substantiate the mileage. Finished in iconic primrose, over chocolate bean interior this has to be one of the lowest mileage V12 roadsters to be offered on the open market. View 1973 Jaguar E-type V12 Roadster on 'http://www.coys.co.uk/cars/1973-jaguar-e-type-v12-roadster-2' for further details.

The Ferrari 348 first entered production in 1989 as a successor to the immensely successful 328 GTB/GTS. The new car featured a naturally aspirated 3.4 litre quad-cam V8 engine mounted longitudinally so it could be positioned lower in the chassis. Another new development was the transversely mounted five-speed gearbox, derived from the hugely successful 312-T Formula 1 race cars, which helped to lower the centre of gravity and gave the early models their name: TB/TS. In late 1993 the 348 was revised, featuring subtle styling changes and more power, this time producing 320bhp from the same 3.4-litre engine, with an improved engine management system. The suspension was also tweaked to offer even greater handling and ride control in partnership with a widened rear track. This wonderful 348 Spider is offered showing a mere 5,800km recorded, having been stored for 15 years up to 2016. Once out of storage the car was re-commissioned by specialists, receiving new cam belts, alternator and battery. With invoices dating back to 1996 and a fresh MOT this must be one of the lowest mileage 458's in the market. View 1995 Ferrari 348 Spider on 'http://www.coys.co.uk/cars/1995-ferrari-348-spider' for further details.

A 'modern classic' if ever there was one, Porsche's long-running 911 arrived in 1964, replacing the 356. The latter's rear-engined layout was retained, but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3 litres and, in turbo-charged form, put out well over 300 horsepower. Porsche's first take on a 911 convertible had been the Targa model of 1965, a 'halfway house' design chosen because of fears that a genuine soft-top would not meet US Federal safety regulations, but by 1981 the company felt able to proceed with the genuine article. Introduced in normally aspirated 3.0-litre form in 1982, the 911 Cabriolet lost little, if any, rigidity with the deletion of the Targa roll-over bar, while its speedily raised/lowered top featured a detachable, zip-fastened rear window. Introducing a 'proper' soft-top proved to be a shrewd move by Porsche, as sales immediately exceed those of the Targa version, and the popular Cabriolet continued when the 'Carrera' name was applied to all 911 models in 1983, co-incidentally with the introduction of the 3.2-litre engine. Not merely enlarged, the new engine was also extensively revised and produced 231bhp, 27 horsepower up on its predecessor. The 911 Carrera's top speed was now 152mph, with 100mph reachable in a breathtaking 13.6 seconds. Finished in Stone grey with black interior, this 3.2-litre Carrera Cabriolet was subject to a restoration that finished in 2015, when the car was subject to a respray. The leather interior is reported to be in equally good order. Recently serviced this right hand drive 3.2 offers exceptional value and is offered with a realistic reserve. View 1986 Porsche 911 3.2 Cabriolet on 'http://www.coys.co.uk/cars/1986-porsche-911-3-2-cabriolet-4' for further details.

The Italian co-star Dustin Hoffman and Anne Bancroft had in the 1967 film The Graduate, a sleek red Alfa Romeo 'Duetto' Spider, brought the great marque to the attention of millions who had never heard the name before. It also set a new expectation for stylish, fun open-top driving, with a level of sophistication that artfully slotted in somewhere between Fiat and Ferrari. Through a production run from 1966 until 1994, the evergreen Alfa Spider defined open air sporty motoring for decades. Steady development kept the Spider current through cycles of US emissions and safety requirements and Alfa Romeo found better ways to meet those demands as the years went on. A major advance was the arrival of Bosch electronic fuel injection in 1982, which allowed a measure of performance to return while meeting ever more stringent regulations. The exceptionally well presented Spider on sale today comes from a large UK collection. Most recently it has benefited with 2,600 pound expenditure - converting it to Webber carburettors. Driving beautifully this elegant little Italian sports car is now ready for summer use by its lucky new custodian. For fun per pound per mile, few cars can equal the Alfa Spider. It's an enjoyable companion for long weekend drives or simply for making running Saturday errands feel a bit more like the Mille Miglia. View 1985 Alfa Romeo Spider on 'http://www.coys.co.uk/cars/1985-alfa-romeo-spider' for further details.

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 had a stunning 380 horsepower at a spine tingling 8250 rpm. The gearbox now had six speeds with a new type of synchromesh that made it much easier to shift. New electronically adjustable shock absorbers varied their stiffness within milliseconds to suit the road surface. Around Ferrari's 1.86 mile Fiorano test track the 355 was two seconds a lap faster than the 12 cylinder 512 TR; that level of performance combined with its sensational shape made it a worldwide success story. Finished in an unusual and highly attractive shade of Grigio Titanio with a Nero leather interior, this highly attractive F355 has covered a mere 18,000 miles from new. Offered with the relevant Ferrari tools, and UK registered, this is a good example of what is increasingly becoming a very collectible modern supercar. View 1998 Ferrari F355 on 'http://www.coys.co.uk/cars/1998-ferrari-f355' for further details.

In the spring of 1963, Mercedes-Benz debuted an all-new roadster to replace the 190SL and 300SL - the 230SL. The 230SL 'Pagoda' was a stunning Paul Bracq designed two-seat convertible that followed Mercedes' new design language, featuring crisp lines and upright headlights. The 230SL was fitted with a prominent three-pointed star in its grill as a reference to the already iconic 300SL. To save on weight, the hood, door skins, trunk lid, and tonneau cover were all composed of aluminum. The nickname 'Pagoda' was quickly adopted thanks to the slightly concave roof on the optional removable hardtop that resembled a pagoda roof. Although controversial at its introduction, these SLs are now considered a masterpiece of design. In 1967, Mercedes introduced the third and final iteration of the 'Pagoda', the 280SL, and it then became apparent that some cars don't change, they just get better. "The Mercedes-Benz 280SL, the latest version of a line that began as the 230SL in 1963, is the same as ever, just better," concluded Road & Track after testing a 280SL in 1968. "For those who value engineering, finesse and high quality construction, it's alone in the field," enthused the highly respected American motoring magazine, while its manufacturer considered the 280SL: "a Grand Tourer in the traditional sense" and "a unique combination of sports car performance and saloon car comfort (a Mercedes-Benz saloon naturally)." The 280 featured the same modified W111 chassis with a rear swing axle and independent front suspension and four-wheel disc brakes. Power came from a 2.8-liter version of Mercedes' robust inline-six and used Bosch fuel injection, a combination producing 160 horsepower in US-market variants, which had to be modified slightly to comply with emissions standards. To compensate, the rear-end ratios were changed in these US-market cars to offer greater low-end acceleration. While the 280SL did not offer the performance of the 300SL, it is a very charming model with capable handling and braking thanks to its suspension and all-wheel disc brakes. These roadsters also have one of the most beautiful bodies produced in the 1960s. Thanks to their robust inline-six and their luxurious Mercedes interior, they are wonderful cars to be driven and enjoyed. If one is looking for the perfect all-around car for rallies, shows and Sunday cruising, this might be the car. The stunning car on offer is finished in the classic white exterior color, over a period correct dark blue leather interior, and Blue soft top. This beautifully restored 280SL was delivered with the desirable automatic transmission from the factory. Recently the subject to a restoration, and with a recent service by Marque specialist it is supplied with UK V5 document, MoT'ed until May 2018 and with various bills and receipts. View 1970 Mercedes Benz 280SL on 'http://www.coys.co.uk/cars/1970-mercedes-benz-280sl-2' for further details.

The right-hand drive TC Midget appeared in 1946, and was almost identical in appearance to the pre-war Types TA and TB. These MGs had many endearing features, including a slab fuel tank, 19-inch diameter wire wheels, folding windshields and octagonal dashboard instruments. Sales got a great lift when a Life Magazine photographer shot one being driven underneath a big lumber carrier on a Los Angeles street. Many soon found their way into amateur racing, and almost every one of the legendary American sports car champions of the post-war era began their careers in a TC. The MG TC on offer today is an original UK car, which was exported to Vancouver Island and then repatriated back to the UK where it was the subject of an in-depth restoration. Bills on file total over 23,000 GBP for the work. Most recently the car has been fitted with a new Pickering hood, along with side screens and tonneau covers and is running on Dunlop tyres with new tubes. For those collectors looking for an exquisitely presented T-Series MG, capable of participating in driving events and Concours shows alike, this outstanding example is worthy of serious consideration. View 1947 MG TC on 'http://www.coys.co.uk/cars/1947-mg-tc' for further details.

First introduced to the world at the Geneva Salon in 1977, and subsequently voted European Car of the Year in 1978, the 928 was intended as a more refined replacement for the long-running 911. With the 928, Porsche had created a serious long distance Grand Tourer that could also tackle twisting country roads with ease. Thanks to an alloy V8 attached to a rear mounted gearbox and 50/50 weight distribution, the car felt planted and nimble with a vast amount of grip. In 1979 the 928 S with 4.6 litre engine arrived and then in 1986 the model was further revised and restyled, becoming the 928 S4. This latest generation had a twin-cam, V8 producing 320bhp and a top speed of 160mph. This excellent 928 S4 was first registered in February 1987 to HRH Prince Pahlobad before transferring to the current owner in January 2004. Presented in the original colour scheme of diamond blue over blue leather and with only 44,750 miles on the clock, this RHD manual car is in superb condition. Sold with original documents including UK V5, current MOT, maintenance booklet with a long service history, driver's manual and original, complete, on-board tool kit. A wonderful chance to own this unmolested, Porsche V8. View 1987 Porsche 928 S4 on 'http://www.coys.co.uk/cars/1987-porsche-928-s4' for further details.

It was at the 1948 London Motor Show that Jaguar virtually threw the sports car world into turmoil with its stunning XK120. Here was a car with incredible style and looks, a powerful six cylinder engine installed in an outstanding chassis and a remarkably low price - a quarter that of a V12 Ferrari with similar performance. The combination was unbeatable and without doubt the Jaguar XK120 was an absolute milestone for both Jaguar and the motor industry as a whole. At the heart of the William Lyons styled roadster was that all-new 3,442cc, twin overhead camshaft XK engine producing 160bhp via twin SU carburettors - sufficient for 126mph and 0-60mph in 10.0 seconds. To further push the performance point home, in October 1948, with an aeroscreen and aluminium undershield the only modifications, an XK120 recorded 132.6mph for the flying mile in Jabekke, Belgium, making it indisputably the fastest off-the-shelf production car in the world. The XK120 was also endowed with fine road holding, its steel body - the originally planned limited production run used alloy bodies - clothing a shortened MkV chassis employing independent torsion bar/wishbone front suspension and a semi-elliptic leaf-sprung rear axle, while brakes were all round drums. The XK120 became a massive success both on the road and the track where it scored numerous victories. Many drivers raced the XK120 including Stirling Moss, Peter Walker, Peter Whitehead, Leslie Johnson and Ian Appleyard; indeed, in XK120C/C-Type form it won Le Mans in both 1951 and 1953 and its engine was to power three more Sarthe winners and a whole host of future Jaguars. The XK120 we have for sale here is a desirable right hand drive drophead coupe. The car has had only three owners since it left the factory on 5th December 1953 and was delivered to Mr James Wood in Worthing Sussex. It comes complete with full ownership and some service history spanning 60 years. This matching numbers car comes with a Jaguar heritage certificate. A thorough restoration lasting 4 years has recently been completed including a full engine rebuild and a photographic record of the restoration process is available to the new owner. It is therefore no surprise that the vendor describes the general condition of the car to be excellent. The car is presented in the stunning combination of grey with contrasting red hide interior. One of the finest examples of this legendary Jaguar that can be found on the market today and surely an opportunity not to be missed. View 1953 Jaguar XK120 Drophead Coupe on 'http://www.coys.co.uk/cars/1953-jaguar-xk120-drophead-coupe-7' for further details.

As a prototype, the Iso Rivolta Lele debuted at the 1969 New York International Auto Show. It was a 2+2 configuration that filled the gap between the two seater Grifo and the four door Fidia. The 'standard' Lele also used the Corvette 327 cid V8 with either a manual or automatic transmission. Giugiaro of Bertone styled the Lele, naturally. Based on what came later, therefore, the Iso Lele can rightly be termed today as an act of vision. It resulted from a promise that Piero Rivolta, son of Iso founder Renzo Rivolta, made to his wife, for whom the Lele was named, that Iso would be a full-line car company. Even among Italo-exotica, the Lele is an incredible rarity. A total of 285 Iso's were built from 1970 through 1974, when Iso left the car business with a maximum of 20 Lele Sport models (Lele IR6 Sport) produced. The Sport had the Ford 351 Cleveland V-8 engine uprated to produce 360 bhp (35 bhp more than a standard car) and a ZF five-speed manual gearbox. The Sport was also fitted with additional gauges set into the passenger-side dashboard, Sports trim and lightweight bumpers with chin spoilers and an air intake - all of which are retained in this 1975 Lele Sport. This is a very rare car, there were only 285 Lele's produced, the rarest incarnation was the SPORT of which 40 were produced with only 11 Right Hand Drive versions. These cars were defined by the following features and specification, fitted with the Ford 360 cobrajet engine (5763 cc) producing 360 bhp coupled to a 5 speed ZF gearbox, the Sport was also fitted with lightweight seats and bumpers giving a saving of 550 pounds over a standard car and an extra 35 bhp made this a very potent motor car in period, with a quoted top speed of 167 miles an hour, the sport was also fitted with an integrated front chin spoiler to make it more stable at speed, it also serves to make the car look great, all this at a cost of £11516-00 in 1975 a massive £1571-00 over and above the standard automatic car. ] All this verified by the original price list and sales brochure that come with the car. Finished in red with black leather interior, air conditioning, electric windows and power steering which was an extra on this late car. Showing 34000 miles which I believe to be correct, and fitted with a full length electric sliding roof and a radio cassette. The car has been subject to much recent refurbishment, including a full screens out repaint, new head lining, new window rubbers, 4 x correct Michelin XWX tires, brake over haul, high flow radiator, new clutch, new water pump, cylinder heads removed checked skimmed and refitted with new head gaskets, plus the usual plugs points, leads, coil etc. The car performed extremely well on a recent trip to the Goodwood Members Meeting, a 250 mile round trip, it surprised me greatly by returning over 20 to the gallon! With the price of the ISO Griffo now In excess of £250000-00 this car must surely be an interesting alternative. View 1975 Iso Lele Sport on 'http://www.coys.co.uk/cars/1975-iso-lele-sport-2' for further details.

The Ferrari 365 GT4 2+2 was introduced in 1976 as the successor to the rather larger 365 GT 2+2. With its much sleeker looks the Ferrari 365, also designed by Pininfarina, remained in production with very few styling changes until 1989 and proved to be a great success for the company. The 412 was introduced in 1985 and was a technically much improved and modernised version of the classic design, whilst still retaining a timeless and elegant shape. With a displacement of nearly 5 litres, the V12 engine now produced a healthy 340 bhp and ABS was available for the first time in a Ferrari. The Ferrari 412i is the ultimate version of the 400-series of four-seat Grand Touring cars and remains highly respected for its performance, luxury and ease of operation. Just 574 in total were built, of which 85 were right-hand drive. One of the very last of the RHD examples produced, chassis 78339 was chosen to star on the Ferrari stand at the Earl's Court Motor Show in 1989. Since then the 412 has been cosseted and very well maintained, with only two owners in the last 14 or so years. Servicing and repair work has been handled by leading specialist QV Ferrari for much of that time. As testament to the quality of this example the 412 won its class in the Ferrari Owners Club concours in 2006. As maintaining originality has been important the 412 is fitted with a period-correct Blaupunkt stereo, and the correct Michelin TRX metric tyres all round. A new stainless exhaust (fitted in 2014) is a useful upgrade. The 412 shows 28,000 miles recorded from new, supported by a file of invoices totalling c. £20,000. Presented in Chiaro Blue with Crema leather interior, and complete with a file of receipts, service records, relevant articles and publications, this is a wonderful example of a fast and understated V12-engined Ferrari, the likes of which we may never see again. View 1989 Ferrari 412i on 'http://www.coys.co.uk/cars/1989-ferrari-412i' for further details.

Despite the rather leisurely acceleration afforded by its four-cylinder engine, the DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount. It won the Monte Carlo Rally in 1959 and, controversially in 1966, after the disqualification of the BMC Mini-Cooper team. The CitroÕ‰n DS placed fifth on Automobile Magazine's '100 Coolest Cars' listing in 2005. It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers. In 1965, a luxury upgrade to the DS, the Pallas, named after the Greek goddess, was introduced. This included comfort features such as better noise insulation, a more luxurious and optional leather upholstery and external trim embellishments. This delightful numbers matching DS23 Pallas was first registered in 1973 and is one of only 33 known examples on British roads today. The DS has benefitted from a significant amount of work in recent times; the engine has been stripped and rebuilt with new piston rings, valves, liners and bearings, and a reground crank, and as such is just being run in, assisted by a newly fitted coil and spark plugs. The famous hydraulic suspension has been overhauled with a new pressure pump and belt, new pipes, a new centrifugal regulator and new suspension ball joints. To improve starting a new starter motor has been fitted, and to improve cornering new tyres have been added to each corner. Fuel delivery has been improved with rebuilt carburettors, new filters, and a new petrol tank pick-up. To keep everything cool a new radiator has been fitted, as has a new waterpump. The bodywork has also been subject to some cosmetic improvement, with a repaint in the original colour. Finished in Blanc Meije with a Wine Red cloth interior, and showing just 49,000 miles recorded from new, this wonderful top of the range DS is offered with a Citroen Heritage Certificate, current UK MoT and UK V5. View 1965 Citroen DS23 Pallas on 'http://www.coys.co.uk/cars/1965-citroen-ds23-pallas' for further details.

Italy's location on the Mediterranean Sea meant innumerable beachfront cities and resorts. There was a brisk trade in beach buggy conversions of regular cars by the many specialist coachbuilders throughout Italy at the time. One such specialist was Ghia, who created the Jolly conversions on Fiat's 500, 600, Multipla and Giardiniera platforms. Known at home as a La Spiaggina, the Fiat beach-buggy was marketed worldwide as the Jolly. It was quite expensive costing around double that of a standard 500 and was bought by the rich and famous (Aristotle Onassis, Yul Brynner, President Tito) as yacht tenders, golf carts and estate runabouts. As a result, most surviving examples have covered low mileages only. They were sold in the USA between 1958 and 1961. Considered a success, the model had a healthy run from 1958 to 1966. The cars' specification included cut-down sides and windshield, a striped and fringed surrey top, and chromed body-pipework. They were available in pink, coral, white, pale yellow and sky blue. Mechanicals were standard Fiat. For a mere two years between 1964 and 1966 an "Economical" version was available and such is the one we have on offer here today. Owned from new by President Josip Broz Tito of Yugoslavia, leader of the Yugoslav guerrilla movement, the Partisans from 1941-44. After the war, Tito became Prime Minister of Yugoslavia from 1944-1953 and President for life between 1953 until his death in 1980, of the Socialist Federal Republic of Yugoslavia. Not undermined by its distinctive provenance, this charming Fiat Jolly is an original European version from the limited production run between 1964 and 1966 and not uncommon for these luxury cars, this example has a very low odometer reading of a little over 20,000km or 12,500 miles. One of an estimated 100 surviving Ghia-made Jolly's, this car has spent most its recent past as part of the Classic Automobile Museum's collection in Belgrade, where it was refreshed and subsequently brought to London in preparation for sale. We are told that this rare Jolly 'drive's like new', and included in the history file is a certificate of authenticity from the Classic Automobile Museum's collection in Belgrade confirming that the car was indeed formerly owned from new by Marshal Josip Broz Tito. View 1964 Fiat 500 Jolly by Ghia on 'http://www.coys.co.uk/cars/1964-fiat-500-jolly-by-ghia' for further details.

Introduced in 1989 as a replacement for the very successful 328 series, the 348 production line ran until 1995, when the 355 was took its place. Late in 1993 the 348 saw subtle revisions in the bodywork and a new engine management system giving a power increase from 300bhp to 320bhp from its 3.4-litre V8. At the same time, the suspension was revised and rear axle widened, vastly improving both the handling and ride quality. In a 2015 retrospective, EVO Magazine compared the 458 Italia against its 308, 348, F355, 360 and F430 ancestors, where Henry Catchpole noted the primary highlight of the day being the 348's steering, describing it as, "instantly obvious this car has some of the best steering, possibly the best, that I have ever sat behind." He expounded on the car's analogue character, describing the steering as, "coming alive in my hands. It literally starts wriggling around, talking excitedly about all the bumps in the road and sometimes making a bigger gesture as a camber attracts its attention. Despite the lack of assistance and the wheel's relatively small diameter, it's not heavy in any way, there's just perfect weight and no slack to add to the constant communication." This rare right hand drive, UK delivered 348 Spider is offered in its original Giallofly paintwork with black interior. There is a large history file with details of an extensive recent service carried out at The Supercar Rooms in Worcestershire which included an important replacement of timing belts and a general mechanical overhaul. A great deal of expense and care have been put into this car and it shows 56,500 miles recorded from new. A very original example of this modern classic which is ready to be enjoyed in time for the summer. Private plate 'F1 5PDA' included in the sale. View 1994 Ferrari 348 Spider on 'http://www.coys.co.uk/cars/1994-ferrari-348-spider' for further details.

The policy of rationalisation begun in the late 1930s continued at Rolls-Royce after the war with the introduction of standard bodywork on the Mark VI Bentley. Rolls-Royce's first post-WW2 product, the Mark VI was introduced in 1946, a year ahead of the Rolls-Royce Silver Wraith. Although mechanically similar to the Mark VI, the latter was exclusively a coachbuilt car, the first 'standard steel' Rolls-Royce, the Silver Dawn, not appearing until 1949. A separate chassis was retained, the same basic design being built in three different wheelbase lengths, that of the Mark VI (and Rolls-Royce Silver Dawn) measuring 10' exactly. Notable features were independent front suspension and hydraulic front brakes. Powering the range was a new 4,257cc six-cylinder engine featuring 'F head' (inlet-over-exhaust) valve gear that permitted the use of larger valves than the pre-war overhead-valve unit with a consequent improvement in gas flow. As a concession to the marque's sporting pedigree, the Bentley version was equipped with twin SU carburettors, the Rolls making do with a single Stromberg. The Mark VI was a 90mph car while its interior was typically well appointed, boasting leather upholstery and walnut dashboard and door cappings, while the right-hand manual gear change was a characteristically pre-war inheritance. Despite the popularity of the 'standard steel' body, a coachbuilt alternative remained the preferred choice of many customers. Indeed, of one's preference was for an open car it was the only option, there being no factory-built convertible in either the Rolls-Royce or Bentley range at this time. A rare and desirable right-hand drive example dating from 1950, this wonderful Mk VI carries drophead coup_ coachwork by Rolls-Royce's in-house coachbuilder Park Ward featuring a rare early power-operated hood. Only 45 examples of this body were made, making this Bentley particularly uncommon. The car is beautifully presented and ready for Continental touring. Accompanying documentation consists of sundry invoices and a V5 registration document. View 1950 Bentley Mk VI Convertible coachwork by Park Ward on 'http://www.coys.co.uk/cars/1950-bentley-mk-vi-convertible-coachwork-by-park-ward' for further details.

Aston Martin had always planned that the DBS of 1967 would be powered by the company's new V8 engine, first seen in 5-litre form in the works Lola-Aston Martin sports-racing cars. Production problems, however, intervened and the DBS used the 4-litre, twin overhead camshaft, straight six of the concurrently produced DB6. It was not until September 1967, that the DBS V8 was finally announced with production commencing the following April. With its platform chassis and independent suspension - coil spring/wishbone front, de Dion tube rear with Watt linkage and twin radius arms - the fine handling DBS was a perfect home for Tadek Marek's all-alloy V8. Boasting four overhead camshafts and Bosch electronic fuel injection, the 5,340cc V8 produced an impressive 320bhp at 5,000rpm; the resultant 160mph plus performance was nothing short of sensational in 1970. After David Brown sold Aston Martin in February 1972, the DBS V8 was replaced by the Series II model, now simply called the Aston Martin V8. Gone were the four headlamps and slatted grille and in their place was a black mesh grille flanked by single headlamps. The major mechanical changes were limited to electronic ignition and standard air conditioning. One of only 967 examples built between 1973 and 1978, this stunning example is recognisable by its twin headlights, black grille and the pronounced air intake on the bonnet. We are pleased to note this stunning Aston is fitted with its original 310hp V8 and automatic gearbox, which when combined make for very nicely driving GT car. Finished in a striking combination of Navy Blue metallic with a contrasting grey leather interior, and offered with Dutch title papers, original owner's manual and history file, this is a beautiful thoroughbred GT car which offers strong investment potential for the future. View 1974 Aston Martin V8 Saloon on 'http://www.coys.co.uk/cars/1974-aston-martin-v8-saloon-3' for further details.

Developed from the 1998 Project Vantage concept car, the V12 Vanquish entered production in 2001. The Vanquish marked a large step in the company’s engineering featuring a bonded aluminium chassis combined with many pieces of traditional craftsmanship ushering in a new era for Aston Martin. V12 Vanquish featured a body tub made from extruded aluminium and Carbon Fibre with extensive use of more Carbon Fibre and composite materials throughout the crash structure of the car. This extremely rigid and safe body-shell was then clothed in hand-finished, Superformed aluminium panels. Underneath the handmade bonnet sat a 460bhp version of the Aston Martin V12 engine, delivering its power via a 6-speed manual gearbox controlled by an electro-hydraulic paddle shift gear change. In 2002 the V12 Vanquish became the latest Aston Martin to be driven by James Bond. This special car was painted in Tungsten Silver and was fitted with a number of non-standard options including rockets, guns, ejector seat, and an invisible ‘cloaking device’ – all provided courtesy of ‘Q-branch’ of course. Building on the sales success of the original Vanquish the Vanquish S featured an increase in engine power (up from 460bhp to 520bhp) and revised gear and back axle ratios. Top speed was quoted as being in excess of 200mph, making it one of the fastest Aston Martin road cars built at Newport Pagnell. The exterior panels were still lovingly hand finished in the factory panel shop from ‘Superformed’ aluminium. Discreet changes to the ‘S’ included a bigger, revised grille, front splitter and a raised rear ‘spoiler’ built into the boot lid to keep the car stable at high speed. Inside, the Vanquish S showed what could be achieved with beautiful hand stitched leather. The dashboard and many of the smaller interior pieces were now trimmed in hide adding to the bespoke feel of the already impressive coupe or 2+2. Very late cars adopted updated switchgear, an Aston Martin audio system and standard fit Satellite Navigation screen. Described by the vendor to be in excellent condition, what we have here is an example of the revamped Vanquish S coupe that superseded the original version following its debut at the Paris Auto Show in 2004. Chief upgrade concerned the engine, which now produced 514bhp, an output good enough to make the Vanquish S a genuine 200mph car. The previously optional Sports Dynamic Pack of enhanced steering, suspension and brakes came as standard with the Vanquish S. Finished in black with matching interior, this UK delivered right hand drive Vanquish S has covered a mere 14,000 miles from new and included in the history file is a V5 log book, service history and MOT certificate valid until December 2017.

The last Bentley to be built on a separate chassis, in 1962, saw the introduction of the Bentley S3 factory bodied standard steel saloon and at first glance it would appear that the all new S3 was merely an S2 with different headlamps. The introduction of the twin headlamps was clearly the most obvious change but the differences did not end there. Further changes included the introduction of smaller bumper overriders and the repositioning of the front indicators and side lamps into one single unit on the front wing resulting in an arguably more attractive appearance. The S3's interior now had individual front seats in place of the split bench seat found in the earlier S types; some, like this one, had air conditioning, electric windows and front seat belts. Mechanically speaking the S3 was the same as the S2 with a 6230cc Rolls-Royce V8 engine and automatic gearbox but this model was fitted with larger carburettors, improved power steering to aid smoother movement at parking speed and a Lucas vacuum-advance distributor to aid fuel consumption making it almost identical in mechanical specification to the S3 Continental that was being produced at the same time. Presented in Tudor over Shell Grey, this wonderful SIII has covered just 38,000 miles from new- as supported by invoices and MoT certificates- copies of which are available in the cars file. With an MoT until February 2018 and recent work totalling over 3,000 GBP the car comes complete with its original toolkit, jacks, foot pump, tyre tools and fitted torch. An excellent example of the model, which must be one of the lowest mileage examples in existence. View 1964 Bentley SIII Saloon on 'http://www.coys.co.uk/cars/1964-bentley-siii-saloon' for further details.

'Most important was the double overhead cam engine. Like Rolls-Royce, no horsepower figure was quoted, but surely it was at least 320. More important was its massive amount of torque. Taken together with the turbine-like characteristics of the V12 engine, it mattered little which gear one was in or at what speed.' Stanley Nowak on the 356GT4 2+2, 'Ferrari on the Road'. Introduced towards the end of 1972, the 365GT4 2+2 was the biggest and best equipped four-seater Ferrari so far. Flagship of the Maranello range, it reaffirmed Ferrari's determination to compete with the world's finest luxury saloons. Based on the preceding 365GT 2+2, albeit lower, longer and wider, the newcomer was fitted with a four-cam version of the 4.4-litre V12 engine while retaining its predecessor's mechanical underpinnings. A total of only 524 had been completed by the time production ceased in 1976. This wonderful and original right hand drive 2+2 Pininfarina Coupe is an example of the ultimate Ferrari of its day and - being one of only 100 right hand drive cars in existence- it is also incredibly rare. Chassis 19603 was the subject of an engine rebuild in 1999. Having covered less than 5,000 miles since the carburettors and clutch were replaced in 2014, the brakes and suspension were also rebuilt in the early part of 2016, and most recently tuned by Dick Lovett in April this year. Finished in arguably the best colour combination for a 365, this is perhaps your last chance to own a front engined manual V12 Ferrari on carburettors for under £100,000. View 1976 Ferrari 365 GT4 2+2 on 'http://www.coys.co.uk/cars/1976-ferrari-365-gt4-22-2' for further details.

On its 1961 Geneva Show debut the E-Type caused a sensation, with all the promise of its looks confirmed by independent road test results that not only recorded a 150mph top speed, but also 0-60mph and 0-l00mph in 6.9 and 16.2 seconds respectively; fast indeed, and the match of any exotic thoroughbred then available, combined with superb road-holding and remarkable docility. One of the greatest post-war sports cars, Jaguar's E-Type made immediate headlines on its launch in March 1961. Here was a sleek and beautiful 150mph car with a competition pedigree that was a direct descendant of the XK120 and competition C and D-Type models that so dominated fifties sports car racing, the E-Type shared its 265bhp 3.8 litre twin-cam straight-six engine with the XK150 'S', mated to a Moss four-speed gearbox with synchromesh on the top three ratios. Beneath the William Lyons/Malcolm Sayer-styled body, available in either closed or roadster form, the steel monocoque chassis sported all-independent suspension and four-wheel disc brakes, mounted inboard at the back. Manufactured on the 24th of August 1962 this is an excellent matching numbers example of arguably the most sought after specification for any E-Type; an early Series 1 3.8 Roadster. Still fitted with its original triple SU carburettors and complimented with the original factory 4- speed manual Moss gearbox, this very early, desirable and usable Series 1 RHD 3.8 litre roadster is offered in outstanding condition and has been part of a private collection where it has been cherished for a number years. It's clear to see that the climate controlled environment where she has lived in has done her proud. Finished in Metallic Silver with full blue leather and corresponding blue carpets, she looks fabulous while boasting matching numbers to the Jaguar Heritage certificate. Having undergone light restoration work in 1994, MoT's dating back to 2006 would indicate that the car has done a mere 7000 miles since. The interior is in excellent condition with the original sport seats, aluminium dash and wood & aluminium steering wheel. The blue soft top is in fabulous condition and comes with matching hood cover. All the chrome work, wire wheels and body lines are as new. This car is in excellent condition in all respects, and rather unsurprisingly is described to 'start every time and drive like a dream'. Looking through the extensive history file and service invoices, its plain to see that the car has been loved and well maintained though-out her life. With the iconic E-Type considered to be an ever appreciating asset, this very early example is not to be missed. : View 1962 Jaguar E-Type Series 1 3.8 Roadster on 'http://www.coys.co.uk/cars/1962-jaguar-e-type-series-1-3-8-roadster-2' for further details.

By 1961, Ferrari was taking road cars very seriously and production was running at a rate of nearly one a day. The 250 GT in both LWB and SWB forms therefore became the first 'production' Ferrari. With the company's policy of developing models 'on the run', it meant that hardly any two cars were identical and improvement were made all the time. At the Geneva Motor Show Ferrari unveiled a series II version of the immortal 250 GT. With wider track front and rear, telescopic shock absorbers replaced the earlier lever shocks and, with the new cylinder heads and larger valves, the classic 'short block' 3-litre V12 engine developed 240bhp. Further chassis revisions were introduced for 1961. Customers had a choice of body style but, by 1961, the majority were opting for Pininfarina. In effect, the 250 GT had become the common ground on which all coachbuilders fought for prominence, and Pininfarina emerged the clear winner. Customers had voted and thereafter Pininfarina became the first choice - and made an incalculable contribution to the Ferrari legend. In his book on Ferrari, the late Hans Tanner wrote of the 250 GT Series II: 'they are very highly regarded today as amongst the most collectable of all Ferrari's road cars.' The car on offer today was purchased by a French collector in Burgundy in 1992. It was immediately decided to restore the car the same standards as the other cars in his collection, and so work commenced. The engine was sent to Vergorini in Italy to be rebuilt with new Pistons, liners, crankshafts and camshafts. The four-speed plus overdrive gearbox was stripped and rebuilt, as was the back axle, and the electrical system was rewired. The braking system and suspension were overhauled and a new ANsa four pot exhaust fitted. All bodywork was stripped and sanded, the chassis checked and the car reassembled with a stunning new midnight blue paintwork and best quality Connolly hide upholstery. Carpets were wool and a new hood was fitted in the finest Alpaca. Finally the Borrani wire wheels rebuilt in Milan. The current vendor purchased the car in May 2000, after the car had covered a mere 1000km from the comprehensive restoration. The car has resided within the vendors collection ever since seeing very little use, light recommissioning is advised before use. With its ample boot space, luxurious interior, long-legged V12 mated to an overdrive transmission, there are few more comfortable and stylish conveniences with which to melt away the miles. Redolent of the dolce vita era, Ferrari's first production convertible was a natural choice for playboys and aristocrats, a silver example serving as David Niven's personal conveyance in the original Pink Panther film and Dominican bon viveur and sometime racing driver Porfirio Rubirosa also choosing one as his personal transport. The chance to join this exclusive club is a rare one; 1783GT is certainly one of the most stylish ways to do so. Bidding requires pre-registration with Coys and will be subject to separate terms and conditions that do not appear in this catalogue. Please contact Coys offices for more details. View 1961 Ferrari 250GT Series II Cabriolet on 'http://www.coys.co.uk/cars/1961-ferrari-250gt-series-ii-cabriolet' for further details.

The 911T was added to the Porsche line up in 1968 as the "Touring" form of the 911. The 911T had the 2.0 liter engine, but with only 110 horsepower. The T was the "base" model, costing 10% less that its more powerful brother, the 911S. As of 1969, the 911T got the 2" lengthening in its wheelbase as did the other 911s. It retained its Weber carburetor while the other 911s received mechanical fuel injection. 1970 brought on the first engine displacement increase, to 2.2L. (2,195cc). That upped the output to 125 horsepower. For both '70 and '71, the engine had Zenith carbs, and kept the same compression ratio of 8.6:1. Until 1972, all 911T models had a different transmission than the 911S and 911E. In 1972, the 911s received 2.4Liters (2,341cc) and the 911T output 140 hp at 5,600 rpm. Part of this power came from the addition of mechanical FI, something other 911s had for years. Compression was lowered to 7.5:1. All the 911 models shared the same 915/12 transmission. This is a lovely matching numbers engine and gearbox example, still retaining its original black interior and panels. Its 2.0 litre engine pulls well and is a joy to drive according to the owner. These lovely classic 911 Porsches' are always in high demand and this one is surely be one of the nicest available. View 1969 Porsche 911T on 'http://www.coys.co.uk/cars/1969-porsche-911t-6' for further details.

The Ford Mustang first rolled off the production line in April 1964 and its introduction created a new class of automobile for a new generation of drivers. Aimed at the affluent young, who saw a new car as a lifestyle statement as much as a means of transport, the Mustang could be a gentle town cruiser or an aggressive 130mph bruiser. The car was an instant success having sold over three quarters of a million cars by the end of 1965. The secret to this success was a broad appeal that extended beyond the target market thanks to a great value-for-money package combining sporty looks, decent economy and brisk performance. Mustangs could be ordered in specifications ranging from six-cylinder 'economy' to V8-powered muscle and the almost endless options list means that it's very rare to find two that are the same. This Mk1 'Cruise O'Matic' V8 Convertible left the Ford Metuchen Plant in February 1966 and is presented in its original vintage burgundy colour. Owned by one family for several decades, the car was subjected to a $30,000 restoration by Mid Country Mustang, Pennsylvania. The brief for the work carried out was only to enhance the original aspects of the car and where possible maintain the patina - it even has the correct FoMoCo washer bottle. Since arriving in the UK with the current owner over ten years ago, the car has only been used in the dry and maintained fastidiously. Offered with a UK V5 and current MOT, along with an extensive history file; this is probably the most original and unmolested Mustang available on the market. View 1966 Ford Mustang V8 Convertible on 'http://www.coys.co.uk/cars/1966-ford-mustang-v8-convertible' for further details.

Manufactured between 2003 and 2010, their new supercar allowed Mercedes-Benz and its then Formula 1 partner McLaren to showcase their collective experience in the development, construction and production of high-performance sports cars and, just like its legendary 300 SLR predecessor of 1955, it incorporated technological developments that were ahead of their time. Yet the term 'supercar' does not do full justice to the SLR, which, its peerless performance notwithstanding, is a luxurious and finely engineered Gran Turismo in the best traditions of Mercedes-Benz. The heart of any car is its engine, and that of the SLR McLaren is truly outstanding. Produced at Mercedes-Benz's AMG performance division, it is a 5.5-litre, 24-valve, supercharged V8 producing 617bhp, making it one of the most powerful engines ever found in a series-produced road-going sports car. Impressive though this peak horsepower figure is, it is the torque produced by this state-of-the-art 'blown' motor that is its most remarkable feature. The torque curve is almost flat: there is already 440lb/ft by 1,500 rpm and well over 500lb/ft between 3,000 and 5,000 revs. As Car & Driver magazine observed: 'This lends mind-boggling elasticity to the SLR, with passing performance that has to be felt to be appreciated.' In the interests of maximum fuel efficiency, the screw-type compressor is controlled by the engine management system and only activated when the driver floors the accelerator. Needless to say, the SLR McLaren delivers performance figures that are still among the best in its class; taking just 3.8 seconds to sprint from 0 to 100km/h (62mph), it passes the 200km/h (125mph) mark after 10.6 seconds and from a standing start takes just 28.8 seconds to reach 300km/h (186mph). The two-seater has a top speed of 334km/h (207 mph). A front-engined layout was chosen in the interests of optimum weight distribution, handling dynamics and braking stability, the motor's dry-sump lubrication system enabling it to be mounted lower in the chassis. The five-speed automatic transmission was specially optimised for very high torque and also offers the driver the option of choosing between different shift characteristics using the Speedshift system. Reflecting the long-term technological collaboration that Mercedes-Benz and McLaren enjoyed in Formula 1, the SLR's carbon fibre composite monocoque body/chassis structure was produced in the latter's then all-new facility in Woking, England. Clearly showing its Formula 1 parentage, the suspension is by means of double wishbones all round. The power-assisted rack-and-pinion steering is speed sensitive, while the SLR's Sensotronic Brake Control (SBC) and Electronic Stability Program (ESP) enable its sporting nature to shine through while maintaining the usual safety standards. The pioneering use of composite technology has also been extended to the brake discs, which are manufactured from a fibre-reinforced ceramic material capable of withstanding extremely high temperatures and offering a level of fade resistance hitherto unattainable in series-produced road cars. Topping off this technological tour de force is the electronically controlled rear spoiler, which rises to an angle of 65 degrees when the driver brakes heavily, boosting the braking effect by increasing aerodynamic drag and lending the SLR outstanding stability when braking from high speeds. Finished in its striking and iconic colour combination of 'Arrow 300 SL' Silver with complementary red leather trim this particular example was delivered new in 2004. In close to showroom condition, this striking supercar begs to be taken out on the open road and enjoyed. Mercedes intended to produce 500 SLRs per annum over the course of a seven year production run but fell well short of that figure virtually every year. This SLR dates from 2004 production when only 45 SLRs were finished. These historically important supercars will remain one of the most iconic, powerful and luxurious cars made in the early 21st century, this particular example having covered a mere 1960 km from new must be one of the lowest mileage examples available. Here is an excellent opportunity to own an exclusive, usable, low mileage and iconic supercar that will undoubtedly be a future classic. View 2004 Mclaren Mercedes Benz SLR on 'http://www.coys.co.uk/cars/2004-mclaren-mercedes-benz-slr-2' for further details.

Ferrari's most successful model since the 308, the F355 was always going to be a tough act to follow. Its successor needed to be groundbreaking and revolutionary; two words which, without doubt the 360 lived up to. Starting with a clean sheet of paper in designing the 360 Modena, the new car attracted superlatives that put even its illustrious predecessor in the shade. Just about the only item carried over from the F355 was its glorious V8 engine, enlarged from 3.5 to 3.6 litres for the 360, producing 400bhp. In every other respect the 360 was entirely new, the most striking break with Ferrari tradition being the body's frontal treatment; gone was the omnipresent oval grille, replaced by two separate intakes set low into the front wings. A larger car than the F355, the 360 owed its radical new shape to the quest for increased downforce, generating four times as much as its predecessor yet achieving the impressively low Cd of 0.33. There was further innovation beneath the skin: a lighter, stiffer aluminium spaceframe/monocoque replacing the old tubular steel arrangement, resulting in a dry weight around 220lbs less than that of the F355. The 360's on-the-road dynamics constituted a significant advance, its best time around Ferrari's Fiorano test track being some three seconds faster than the F355's. Commencing with the 348, Ferrari had started the first factory-backed, one-make race series for amateur and semi-professional racing drivers back in 1993, and the immensely successful Ferrari Challenge increased in popularity with the subsequent introduction of the F355 and 360 Modena. The latter first appeared on the grid in Challenge form in 2000, featuring a multitude of alterations making it more suitable for track use. Three years later, at the Geneva International Motor Show, Ferrari introduced the 360 Challenge Stradale, which in essence was a lightened version of the 360 Modena incorporating some of the racer's suspension and braking improvements while remaining sufficiently civilised for road use. Finished in the traditional shade of Rossa Corsa with Italian racing stripes and black leather racing seats, this 2004 Challenge Stradale has recently benefitted from a major service including cambelts. During this maintenance work any additional minor items have been attended to, with no expenses spared. As a result the Stradale is said to drive as well today as when first delivered. Showing a mere 24,000 kilometers (c.15,000 miles) recorded, this excellent example provides a highly rewarding driving experience with strong investment potential over the coming years. View 2004 Ferrari 360 Challenge Stradale on 'http://www.coys.co.uk/cars/2004-ferrari-360-challenge-stradale-2' for further details.

Despite numerous racetrack successes that included Juan Manuel Fangio's fifth World Championship - at the wheel of a 250F - and runner-up spot in the World Sportscar Championship with the fabulous 450S, both in 1957, the marque's most successful season, Maserati was by that time facing a bleak future. Its parent company's financial difficulties eventually forced a withdrawal from racing and Maserati's survival strategy for the 1960s centered on establishing the company as a producer of road cars. The Modena marque's new era began in 1957 with the launch of the Touring-bodied 3500GT, its first road model built in significant numbers. A luxury '2+2', the 3500GT drew on Maserati's competition experience, employing a tubular chassis frame and an engine derived from the 350S sports car unit of 1956. Its designer was none other than Giulio Alfieri, creator of the immortal Tipo 60/61 'Birdcage' sports-racer and the man responsible for developing the 250F into a World Championship winner. The twin-overhead-camshaft, six-cylinder engine was a close relative of that used in the 250F and developed around 220bhp initially on carburettors, later examples producing 235bhp on Lucas mechanical fuel injection. Built initially with drum brakes and four-speed transmission, the 3500GT was progressively updated, gaining five speeds, front disc brakes and, finally, all-disc braking before production ceased in 1964. The wonderful 3500 GTi on offer today was the subject of an in-depth restoration from 2005 onwards. Finished in arguably the best colour combination for a 3500 - gunmetal grey over red this wonderful example of the marque is also reported to be in excellent mechanical order. 3500GTs continue to gain popularity among collectors and are an excellent value compared to their Ferrari equivalents. Their handsome styling and luxurious appointments make them standout cars of their era. It is increasingly difficult to find good examples like this one. The presentation of this 3500GT makes it stand out from its peers and it is no doubt going to attract attention and admiration where ever it goes. View 1963 Maserati 3500 GTi Superleggera by Touring on 'http://www.coys.co.uk/cars/1963-maserati-3500-gti-superleggera-by-touring-3' for further details.

Throughout their illustrious history, Ferraris have retained a strong racing pedigree in all their road cars, but the further back one goes into the companies history, the closer the relationship between the production road cars and factory cars =. In the earliest days of the companies history they produced racing sports cars and single seaters, and those who purchased the sports cars either accepted their shortcomings as road cars, or used them purely for sport. As the company and their clients developed, the factory racers became more extreme, whilst remaining based on the more civilised road cars sold to the privileged clients. This development gave rise by the early 1960's to a number of 'homologation specials' such as the GTO and the competition SWB. Based on the production 250 cars, and similar in so many ways to the GTE and the Pininfarina coupes etc. these cars were the most accomplished competition cars of their day. The transition period of the mid 1960's saw the new 275GTB model develop both as an accomplished and civilised GT (in the truest sense of the word); as well as uphold and strengthen the company's reputation on the race tracks of both Europe and abroad. Launched in 1964, the 275 GTB model range featured a rear mounted transaxle for improved weight distribution and independent rear suspension, making it an altogether more sophisticated vehicle than the by then antiquated technology of the solid back axle of the 250 series form which it took over. With these features it proved to be both a classic road car and a hugely successful racer both in the factory's hands and with privateer teams and individuals throughout its production up to 1968. The styling of the GTB is regarded by many to be Pininfarina's finest work, a purposefully 'haunched' rear end with a long flowing bonnet and wings punctuated by only the most essential louvers to dissipate heat, rather than the many additional vents which litter the surface of the earlier, competition-derived GTOs which, in many ways the 275's profile echoes. On its public debut the 275 was greeted with universal praise both on the road and for its styling. It heralded a successful period for Ferrari, now very much geared towards 'mass production' of the new car. Throughout its production the model was developed, as with all Ferraris this was competition-led and, by 1967, the engine boasted numerous race proven improvements to the engine and drive train. The car on offer today is most significantly the first 275 GTB 4 produced and was used to unveil this legendary model to the world on the Ferrari stand at the Paris Motor show in 1966. 08769 was then taken to the United States by the next owner, a Mr. Gordon Walker of Northbrook, Illinois. The car was in the ownership of Mr Walker until 1983 when it was offered by Ferrari South USA. In the late eighties 08769 resided in the Swiss collection of Albert Obrist who put together, arguably the most comprehensive and renowned collection of Ferraris in the world. This car was chosen by Obrist because he believed that it was the most seminal of 275's given its background. A few years later the car was passed to another world renowned car collector, to include many road and competition Ferraris and Mercedes Benz cars and until in the early 2000's has been stored with other priceless automobiles at a collection in England. As JeanPierre Beltoise, a racing driver and journalist for l'Auto Journal wrote when he tested the car in 1967: "It is, first and foremost, a serious and comfortable gran turismo, but it retains the lineage of a race car in the response of the engine and the quality of the handling. The 275 GTB/4 is one of the greatest automobiles created in our times." In 2004 the car was sold through Coys Monaco Auction to the current vendor, who has used the car for a variety of events. The car has resided within the vendors collection ever since seeing very little use, light recommissioning is advised before use. Finished in Traditional Rossa Corsa with Black leather trim this must be the ultimate and arguably the most documented 275 in existence. Bidding requires pre-registration with Coys and will be subject to separate terms and conditions that do not appear in this catalogue. Please contact Coys offices for more details. View 1966 Ferrari 275 GTB/4 - The First Prototype GTB-4 on 'http://www.coys.co.uk/cars/1966-ferrari-275-gtb4-the-first-prototype-gtb-4' for further details.

This beautiful French Blue S3 is one of a handful of Elans known to have been produced as a "Super Safety" model, manufactured in the last months of S3 production. Supplied by Lotus Cars to the first owner Mr. R. Walker, via Sports Motors Limited in Manchester, the Elan was fitted with black badges throughout after the passing away of the legendary Jim Clarke at Hockenheim in 1968. The Elan has just come from long term ownership of 40 years, with 30 years as a daily driver before being comprehensively restored. The restoration including a bare body repaint, a new galvanised chassis, and full mechanical overhaul. After the rebuild was completed the Elan retired with its owners to the South of France, where it remained until 2016. Since returning to the UK in early 2016 the Elan has enjoyed a thorough re-commissioning, with attention to the braking and cooling systems, servicing of the engine and drive-train, electrical testing and repair where necessary, and numerous smaller jobs such as replacement seals, and new carpets and interior trim. The Elan was also treated to a few sensible upgrades such as electronic ignition and the fitting of an alternator. Fitted with a period radio and now shod with a nice set of Goodyear GT80s, the Elan presents very well with excellent panel gaps and a nice paint finish to the outside. The engine shows good oil pressure, the handling is precise and all electrics work as they should. Offered with a current MoT and V5C registration document (retaining its original 1968 registration number), a folder of invoices, MoT certificates and correspondence, Certificate of Provenance and letter confirming original build data, and showing a mileage of just 45,000 miles, this is a lovely genuine Elan which we are sure will provide huge amounts of fun over the summer months. View 1968 Type 36 Lotus Elan Series 3 'Super Safety' S/E Coupe on 'http://www.coys.co.uk/cars/1968-type-36-lotus-elan-series-3-super-safety-se-coupe' for further details.

John Z Delorean's superb track record as a General Motors Executive was beyond dispute, and it was in large part this reason which convinced the British Government to make huge investment in the plans for the DeLorean Motor Company's Belfast factory, to build a spectacular new sports car. Contrary to popular opinion he very nearly succeeded; the factory got built, all in the remarkably short period of three years. The innovative stainless steel body and hulling doors were well integracted into a strikingly attractive design by legendary Italian stylist Giorgetto Giugiaro; even today a DMC-12 will stop traffic like few other cars. However cash flow issues, and a bleak economical climate, sales eventually overwhelmed the company, and forced them into receivership in 1982. Chassis D006482 is an original LHD example with black interior, built in November 1981. The car has had only one owner from new, before the current owner sourced the car with the help of a well know DMC club member in the USA, he collected the car and confirms it came from the original owner. Amazingly it still has the slight signs of the adhesive tape, used to fix the protecting pads the bumper corners, used during shipping to the USA in 1981. Showing that it has never been polished or heavily cleaned The car comes with a letter from the club historian of the DeLorean Owners Club UK, stating "I have recently inspected and test driven, DeLorean Motor Car Vin. 6482, built in Nov. 81. It is in remarkably original, excellent and unmolested condition. I can truly say that of the 100's of cars I have looked at over the years, this has the best preserved and cleanest present chassis frame I have ever seen! The Interior is in very clean original condition. Having inspected the car, documents and know history, I have not the slightest doubt that the approx. 9,000 displayed mileage, is correct." We expect the car to be much in demand as Deloreans have become cult vehicles for both motor car, and of course since the celebrated 'Back to the Future' movies, film enthusiasts. With DMC-12s gaining momentum in the collector's car market, it is a joy to offer such an original, low mileage LHD example that with very little work could be concourse. View 1981 DeLorean DMC-12 on 'http://www.coys.co.uk/cars/1981-delorean-dmc-12' for further details.

The Porsche 911 GT3 RS 4.0 was launched in 2011 and was the final development of the track-inspired series of 997 GT3 RS models. Only 600 examples were made and it was the last hurrah for the motorsport-derived Mezger flat-six that was bored out from 3.8 to 4.0 litres, the largest displacement 911 engine ever. The normally aspirated power plant was crucially mated to a 6-speed manual transmission and achieved 494bhp at 8,250rpm. The 4.0 RS is considered by many to be one of the greatest drivers' cars of all time and according to EVO Magazine when the car was released: "It is the ultimate 911, and you could easily argue it's all the car you'll ever need. It will become an icon." Ordered new from Porsche Stuttgart, this car was exported and delivered to Japan where it resided with its enthusiast owner until earlier this year. It's finished in Carrera White with contrasting Carrera GT Silver wheels and is trimmed in Black leather and Black Alcantara, complementing the exterior perfectly and resulting in a stunning and eminently desirable 911. Having covered only 2,991 km from new, this car is a must have for the Porsche collector/enthusiast. The 4.0 holds a true place in Porsche history, not only is it the last of the Mezger engined Porsches, the RS 4.0 is the only limited edition where each car is numbered, and the 4.0 RS will probably be the last manual "RS" variant to roll out of the Porsche factory. This dazzling white GT3 RS 4.0 Limited Edition (25/600) is in superb condition and awaits your inspection. View 2011 Porsche GT3 RS 4.0- 2,991 km from new on 'http://www.coys.co.uk/cars/2011-porsche-gt3-rs-4-0-2991-km-from-new-2' for further details.

With the introduction of the Bertone-styled Giulietta Sprint in 1954, Alfa Romeo established the 'small car, big performance' formula that would characterise the Milanese marque's finest offerings from then on. Alfa's classic twin-cam four was downsized to 1,290ccc for the 750-Series Giulietta, gaining an alloy cylinder block in the process. The Sprint coup_ was soon joined by Berlina and Spider versions, the latter styled by Pininfarina and built on a slightly shorter wheelbase. The Giulietta family's success surprised even Alfa themselves; production targets were revised upwards and to satisfy demands for increased performance, upgraded Veloce versions of the Sprint and Spider were introduced. The combination of a rev-happy engine, fine-handling, responsive chassis and excellent brakes make the Giulietta Sprint a driver's car par excellence and explains why these stylish Alfa Romeos continue to attract the discerning enthusiast today. The Giulietta Sprint on offer today is presented in Alfa racing red with a blue and white racing stripe and yellow undercarriage has taken part in hill climbs, sprints and road rallies for over thirty years competing in Vernasca Silver Flag, Gran Premio Nuvolari and many other Italian events and more recently at the Crystal Palace Sprint and Shelsley Walsh Hill Climb. The car has had major work carried out over the last ten years including: brakes, suspension, bodywork and a full engine rebuild by Paul Nash Racing in 2014. The engine is from a TI, and was modified earlier in its life to accommodate some Veloc_ and other performance parts, it currently runs with a single Solex carb. It is a 101 model from 1959/60, and fully road registered for UK with current MOT. There is a full rollcage, fuel cell, 123 distributor, TZ replica alloys, Cobra rally seats and a beautiful Nardi steering wheel from a Giulietta SS. The car was part of the Auto Storiche SportItalia Team during the 1990's, previously owned and raced by Marco Bodini (Son of Alceste Bodini, the Techno works driver of 1970's). It was first issued with FIA/FIVA papers in the late 1980's, however these are not current. The car is also said to have competed in one of the early Mille Miglia retrospectives. A stunning car and sure to be a strong investment, this Giulietta Sprint represents great value for money. View 1960 Alfa Romeo Giulietta 101 Sprint on 'http://www.coys.co.uk/cars/1960-alfa-romeo-giulietta-101-sprint' for further details.

The first BMW Z1 (Z standing for Zunkuft, German for future) was shown at the 1987 Frankfurt Motor show. Initial demand was so strong that 5,000 orders were placed before production even began. The car developed by BMW Technik GmbH featured a unique door arrangement where the doors, instead of opening outward, dropped down into the car's sills. Of the 8,093 produced, around 7,000 stayed in Germany, and a mere 77 cars were registered to new owners in the UK, of which just 50 or so are estimated to survive today. You will recognise a genuine UK-delivered car by the speedo in MPH and fuel gauge measured in gallons. First registered at German BMW dealer Fett & Wirz, this well maintained BMW Z1 has been in the UK since 1998. The Z1 is offered with a substantial service history file documenting its life both in Germany and the UK. The current owner purchased the Z1 in 2003 and since has maintained it every few thousand miles with either his local BMW agent or respected specialists. Finished in Dream Black Metallic with its original 'Nubuck Suede' and Camouflage Leather, the paintwork presents well, and the interior is free from the watermarks common on Z1 interiors. Now showing a sensible 85,000 kilometers (53,000 miles) from new, this well sorted Z1 is offered with a fresh service, UK MoT, original toolkit, book pack and thick file of invoices. If you are looking for a beautifully maintained classic with strong investment potential, then look no further. View 1989 BMW Z1 on 'http://www.coys.co.uk/cars/1989-bmw-z1-2' for further details.

This particular 'right hand drive' 360 Modena was supplied by new by Marenello Concessionaires in the year 2000, it was originally a 'W' registration but now it where's the distinctive plate (CHZ 360) which is included with the car. The 3.6litre flat plain crank V8, supplies 400BHP and is connected to the rear wheels through the 6 speed manual gearbox. The car also benefits from a full service history (main agent and specialist) and all its MOT's to back up its low 39,000 miles. Extras included in this car are its 6 disc CD multi-changer, air-conditioning, Blue-tooth connectivity, original tool kit, Ferrari tyre inflator, all its books in the original leather wallet and 2 keys. It comes with an extensive history file including a recent invoice for servicing work completed by the current owner at JCT 600 Brooklands in Leeds for over £6000, including the all-important cam belt change. All in all this is a very desirable UK supplied, RHD Manual 360M, owned by an enthusiast owner, it looks outstanding in its Argento Nurburgring colour scheme with deep blue leather and carpets. View 2000 Ferrari 360 Modena on 'http://www.coys.co.uk/cars/2000-ferrari-360-modena' for further details.

The Heritage Edition Land Rover Defender was one of 3 special editions designed to celebrate the end of production of this iconic vehicle. They came in LWB, Commercial and Station Wagon. On offer is the latter Station Wagon which has 4 seats and rear windows. The details which set the Heritage out from its more basic brother is the distinctive Grassmere, metallic, pearl paintwork with white roof, it also has beige cloth interior, HUE166 decal on the n/s front wing and tags on the seats, it also has red and yellow rings on the gear and range levers which hark back to the series Land Rover gear levers, it also sits on body coloured steel rims and knobbly off-road tyres. Limited to a production run of 400 this is a rare vehicle, unlike many of these vehicles the current owner has used his car but only in good weather. It has circa 12,000 miles on the clock and recently benefited from its first service at Hatfield Land Rover in Hull. It is powered by a 2.2litre Transit engine which delivers excellent economy and emissions. Fitted with the following optional extras from new; the Land Rover tailor made seat covers bought to protect the beige cloth underneath (which is unmarked) and a CD/ radio with blue-tooth connectivity. These uncommon Land Rovers rarely come to market other than a few overpriced delivery mile cars which were purchased purely as investments, this Land Rover is enthusiast owned and well cared for. It is presented in as-new condition and drives beautifully. View 2015 Land Rover Defender 'Heritage' on 'http://www.coys.co.uk/cars/2015-land-rover-defender-heritage' for further details.

Introduced in 3.8-litre form in 1961, the E-Type caused a sensation when it appeared, with instantly classic lines and 150mph top speed. The newcomer's design owed much to that of the racing D-Type: a monocoque tub forming the main structure, while a tubular spaceframe extended forwards to support the engine. The latter was the same 3.8-litre, triple-carburettor 'S' unit first offered as an option on the preceding XK150. An optimistic 265bhp was claimed, but whatever the installed horsepower, the E-Type's performance did not disappoint; firstly, because it weighed around 500lb (227kg) less than the XK150 and secondly because aerodynamicist Malcolm Sayer used experience gained with the D-Type to create one of the most elegant and efficient shapes ever to grace a motor car. Taller drivers though, could find the interior somewhat lacking in space, a criticism addressed by the introduction of foot wells (and other, more minor, modifications) early in 1962. But of all the versions of Jaguar's long-lived and much-loved sports car, it is the very early 'flat floor' 3.8-litre cars built prior to February 1962 which, for many enthusiasts, remain the most desirable. One of some 400 right-hand drive 'Flat-Floor' roadsters made, of which around 170 are estimated still to exist, this incredible restored matching numbers example was manufactured in December of 1961, and delivered to its lucky first UK owner in the January of the following year, originally supplied in Cream with a Red Leather interior and Black Soft Top. Over the last two years Chassis #322 has benefitted from a hugely detailed restoration at the hands of very well respected Jaguar marque specialist Rothwell Engineering. To give interested parties an insight into the quality of their work, Rothwell restored E-Types have been displayed in the London Design Museum, have won the Autoglym Grand Final and Concours Champion of Champions, and have been supplied to prominent leaders of the UK automotive industry. Before embarking on our car's restoration the owner took advice from the Jaguar Enthusiast's Club, who confirmed our vendor had made the right decision with his choice of restorer. Unsurprisingly the restoration work was extremely comprehensive, and is detailed in a nine page report which summarises the attention given to the each area of the car. The report breaks down restoration work into the subjects of bodywork and paint, suspension, steering, drivetrain, engine/gearbox, fuel and exhaust systems, brakes, electrical, interior trim/hood and chromework. Notably the engine was rebuilt to exacting standards by VSE in Wales, during which the moving parts were balanced, and the engine built up to run on modern unleaded fuels. It comes as no surprise that the cost of the restoration exceeded £100,000. After carefully rebuilding this rare early example, Rothwell have delivered an E-Type of truly outstanding quality, which truly runs and drives as good as it looks. Chassis #322 shows just under 59,000 miles recorded, and is offered with a heritage certificate, detailed written and photographic account of the restoration work, current MoT and UK V5 document, Finished in a stunning shade of Gunmetal Grey with a contrasting Red leather interior, this is by far one of the best E-Types we have seen in a very long time. View 1961 Jaguar E-Type 3.8 Litre "Flat Floor" Roadster on 'http://www.coys.co.uk/cars/1961-jaguar-e-type-3-8-litre-flat-floor-roadster' for further details.

'At the top, at the absolute top, in the automotive enthusiasts' hierarchy of the cars of the world, there is only one. Ferrari. Is there really any question?' Forty-plus years after Car & Driver magazine voiced that rhetorical enquiry the answer, of course, remains the same. And the car that prompted that eulogy - the Ferrari 330GTC. Intended to fill a gap in Ferrari's line-up between the four-seat 330 GT 2+2 and the racer-on-the-road 275GTB, the two- seat 330GTC debuted at the Geneva Motor Show in March 1966 and was essentially a closed version of the 275GTS. Pininfarina's understated coachwork combined elements of the latter at the rear with touches of the 500 Superfast at the front. Few would disagree with Car & Driver's opinion that the result was most agreeable. 'The GTC is a tasteful blend of the mean-and-low look of Ferrari competition GT cars, with the elegance of super-luxury street Ferraris of the past. Detail work, finish, panel fit, every aspect is superlative.' Beneath the 330GTC's bonnet resided the 4-litre, 300bhp version of Ferrari's familiar, two-cam, 60-degree V12, as used in the 330GT 2+2. The short (94.5" wheelbase) chassis followed Ferrari's established practice of tying together sturdy oval- section main tubes in a steel spaceframe, while the suspension was independent all round by wishbones and coil springs. First introduced on a road-going Ferrari (the 275GTB) in 1964, the rear suspension incorporated the five-speed gearbox in a transaxle, an arrangement that created a better-balanced car and one that gave its driver, "the wonderful sense of knowing just exactly what's going on between one's posterior and the pav_." Much development work had concentrated on the reduction of noise levels in the cabin, which was luxuriously equipped in the best Gran Turismo manner: leather seats, electric windows and heated rear screen were standard; radio, air conditioning and Borrani wire wheels the options. With a top speed in excess of 150mph, excellent ride comfort and sure-footed handling, Ferrari could justifiably claim the 330GTC to be the finest of high-speed conveyances for two people and their luggage. This wonderful 330 GTC has only just come onto the market since 2005. In the current long-term ownership and in addition to servicing work, the car has benefitted from an interior trim in Nero leather, refinishing of the interior wood trim, a rebuild of the Borrani wheels, the carburettors rebuilt, the fitting of a replacement stainless exhaust system and also attention to the brakes. To improve the engine running electronic ignition has been fitted, and the distributors adjusted. Bills are on file to support the work completed. The 330 is supplied with a current UK MoT certificate and UK V5 document. Finished in the classic Ferrari livery of Rosso Corsa with a Nero leather interior and showing just 28,287 miles recorded from new, this is a beautiful example of one of Ferrari's very best GT road cars of the last century. View 1968 Ferrari 330 GTC on 'http://www.coys.co.uk/cars/1968-ferrari-330-gtc-4' for further details.

The Mercedes-Benz W113 roadsters, designed by Paul Bracq, were produced from 1963 through to 1971. They were known as the 'pagoda roof' SL. All models boast an inline six-cylinder engine with multi-port fuel injection using a mechanical pump system adapted from the diesel motors. Rear-wheel drive configuration was complemented by independent rear suspension, a feature that greatly improved road handling. Most of these early SLs were sold with both the removable hard top and a soft top. In 1960, Nallinger eventually proposed to develop a completely new 220SL design, based on technology from the W112. The 250 SL was introduced at the 1967 Geneva Motor Show. Production had already commenced in December 1966 and ended in January 1968. The short one-year production run makes the 250 SL the rarest and most collectable of the W 113 series cars. The 250 SL retained the stiffer suspension and sportier feel of the early SLs, but provided improved agility with a new engine and rear disc brakes. Range also improved with increased fuel tank capacity from 65 L to 82 . Like its predecessor, the 250 SL was offered with a 4-speed automatic transmission, and 4-speed or ZF 5-speed manual transmissions. For the first time, an optional limited slip differential was also available. Finished in the rare and sort after original Black with red interior this stunning and rare right hand drive 250SL was subject to an in-depth restoration ( documented in six hardback volumes with invoices). At this time the engine was rebuilt , with a recent service by steve Redfern at a cost of £3,500, ready to enjoy, this timelessly classic and iconic 250SL still represents great value for money. View 1967 Mercedes Benz 250SL on 'http://www.coys.co.uk/cars/1967-mercedes-benz-250sl-4' for further details.

In the spring of 1963, Mercedes-Benz debuted an all-new roadster to replace the 190SL and 300SL – the 230SL. The 230SL ‘Pagoda’ was a stunning Paul Bracq designed two-seat convertible that followed Mercedes’ new design language, featuring crisp lines and upright headlights. The 230SL was fitted with a prominent three-pointed star in its grill as a reference to the already iconic 300SL. To save on weight, the hood, door skins, trunk lid, and tonneau cover were all composed of aluminum. The nickname ‘Pagoda’ was quickly adopted thanks to the slightly concave roof on the optional removable hardtop that resembled a pagoda roof. Although controversial at its introduction, these SLs are now considered a masterpiece of design. In 1967, Mercedes introduced the third and final iteration of the ‘Pagoda’, the 280SL, and it then became apparent that some cars don’t change, they just get better. “The Mercedes-Benz 280SL, the latest version of a line that began as the 230SL in 1963, is the same as ever, just better,” concluded Road & Track after testing a 280SL in 1968. “For those who value engineering, finesse and high quality construction, it’s alone in the field,” enthused the highly respected American motoring magazine, while its manufacturer considered the 280SL: “a Grand Tourer in the traditional sense” and “a unique combination of sports car performance and saloon car comfort (a Mercedes-Benz saloon naturally).” The 280 featured the same modified W111 chassis with a rear swing axle and independent front suspension and four-wheel disc brakes. Power came from a 2.8-liter version of Mercedes’ robust inline-six and used Bosch fuel injection, a combination producing 160 horsepower in US-market variants, which had to be modified slightly to comply with emissions standards. To compensate, the rear-end ratios were changed in these US-market cars to offer greater low-end acceleration. The example on offer here comes complete with a service file detailing recent works carried out by marque specialist Steve Redfearn. Works include a recent repaint and a new soft top in dark blue, and a new leather interior and new carpets. Fitted with a factory option rear seat, this is an excellent opportunity to acquire a superb example of this classic Mercedes.

AC has thirty six years association with the Superblower and its illustrious predecessor, the Cobra - one of the best known models in the lexicon of classic sports cars. The Cobra is a by-word for fast, muscular motoring and for many years in its original guise was listed in the Guinness Book of Records as the worlds fastest production car. Now in its latest reincarnation, the AC Superblower - powered by a supercharged 5.0 litre V8 engine - still combines mighty power with unique and distinctive body styling. Conceived more than 40 years ago from the original AC Ace, the all-aluminium body continues to be hand crafted using the original tooling and retains the enduring good looks which have found it favour with a loyal circle of driving enthusiasts around the world. The Superblower's interior is trimmed with finest English leather and deep pile wool carpeting. Superblower motoring has more to do with muscle-power than creature comfort, however. When the Cobra was originally conceived it developed a well-earned reputation for delivering the ultimate in performance. Today's Superblower has changed all that, and - through the introduction of supercharging - has restored this motoring icons extremes of power, putting 320 entirely useable bhp at the driver's disposal. Top speed is 155 mph and the Superblower delivers a 0-60 mph time of a blistering 4.2 seconds. This wonderful Aluminium AC Superblower has covered a mere 700 miles from new, and is the 18th of 18 cars built. The last Superblower built by AC Cars. Finished in arctic silver over maroon this example has to be the lowest mileage car available on the market worldwide. We are advised the car was fitted with every possible option by AC, making it quite simply unique. View 2002 AC Superblower on 'http://www.coys.co.uk/cars/2002-ac-superblower' for further details.

The Alfa Romeo 1750 and 2000 Berlinas (both 105 series) were executive 4 seater saloon cars produced by Alfa Romeo between 1968 and 1977. Berlina is the Italian for 'saloon' and both cars had Alfa Romeo's fabulous twin cam inline-four engines. The 1.8-litre 1750 Berlina was produced between 1968 and 1971 and then phased out in favour of the improved 2.0 litre Berlina which continued in production until 1977. The 2 litre Berlina Twin Cam produced 130 bhp, a top speed of 124 mph and 0-62 mph in 9 seconds and was made famous due to its popularity with the Mafia! Interestingly, although Left Hand Drive, this lovely example was actually supplied new in the UK in November 1973, fitted with the more powerful 2 litre twin-cam engine and 5-speed gearbox. The Berlina has had just 4 owners from new, with the current vendor having purchased the car in 2010. The Alfa has just benefited from a repaint to a very high standard, an interior retrim and the fitting of GTA style road wheels all round, also a new wooden steering wheel. The Berlina is offered with a current UK MoT certificate, with no advisories noted. This is an exceptional example of a rare sporting saloon car of the 1970s, one which we are sure will provide its next enthusiastic owner plenty of fun over the coming summer months. View 1973 Alfa Romeo 2000 Berlina on 'http://www.coys.co.uk/cars/1973-alfa-romeo-2000-berlina' for further details.

Despite only being in production for a couple of years(1976-77) the 911 "Carrera3" is an historically important model, combining two significant elements from the long 911 timeline. It was the latest incarnation of the Carrera name, originally applied to the 911 with the legendary RS in 1972, and the Carrera 3.0's engine was essentially the same as its sibling the 930 Turbo, without the forced air induction. Chassis #816 is a rare UK-delivered RHD version, supplied new by Gordon Lamb in Chesterfield on 1st May 1977. The Carrera3 has been well maintained during its lifetime, having benefitted from servicing and maintenance by well known main dealers and recognised marque specialists. Notably there is an invoice for engine rebuild work at Autofarm (at 56,594 miles), and £11,500 in invoices for bodywork restoration (including sills and kidney bowls) by Clarke and Carter. The current owner of 9 years has used Autostrasse for mechanical work, supported by receipts totalling £9,000. In 2014 the gearbox was rebuilt, a new clutch fitted, and is said to now perform extremely well. Lastly the exhaust system has been upgraded with the desirable SSI heat exchangers. Ted Gushue of Petrolicious, having driven this very example, commented, "I can confidently say that I've never craved anything else until I drove this 3.0 Carrera for a few hundred miles over Goodwood's Member's Meeting Weekend. It's the perfect power to weight ratio, runs like a top, and is just a sublime delight to drive at speed or around London. Mechanically speaking the car is bulletproof, and cosmetically speaking it's right where you want it to be inside and out". Offered with a comprehensive history file and UK V5 document, this is a very well sorted classic Porsche, and we feel a strong investment for the future. View 1977 Porsche 911 Carrera 3 on 'http://www.coys.co.uk/cars/1977-porsche-911-carrera-3' for further details.

Convinced that a market existed for an inexpensive sports car combining European chassis engineering and American V8 power, Le Mans-winning Texan racing driver Carroll Shelby concocted an unlikely alliance between AC Cars and the Ford Motor Company. The former's Ace provided the simple twin-tube chassis frame - strengthened and supplied with four-wheel disc brakes for the Cobra - into which was persuaded one of Ford's lightweight, small-block V8s. The 260ci (4.2-litre) prototype first ran in January 1962, with production commencing later that year. Exclusively for the USA initially, Cobras - minus engines - were sent from England to be finished off by Shelby in California, and it was not until late in 1963 that AC Cars in Thames Ditton got around to building the first fully finished European-specification cars. After 75 Cobras had been built with the 260ci engine, the more powerful 289ci (4.7-litre) unit was standardised in 1963. Rack-and-pinion steering was the major MkII up-date; then in 1965 a new, stronger, coil-suspended MkIII chassis was introduced to accommodate Ford's 427ci (7.0-litre) V8 engine. Wider bodywork, extended wheel arch flares and a bigger radiator intake combined to create the definitive - and much copied - Cobra MkIII look. Only 1,000-or-so Cobras of all types were built between 1962 and 1967 but such was the model's enduring popularity that production was resumed in 1982 under the auspices of Brooklands-based Autokraft. But for Brian Angliss, the Cobra story would have ended in 1967. The Autokraft boss had built up a business restoring Cobras and supplying parts, and in the early 1980s acquired the rights to the AC name plus a quantity of jigs and tooling from the old Thames Ditton factory. Keeping the overall style of the MkIII, Autokraft produced the MkIV, which was appropriately updated to meet current legislation and powered by a 'Federalised' Ford 5.0-litre V8 engine. Around 480 were built before Autokraft folded in 1996, largely due to costs incurred developing its new Ace model. This stunning , very high specification car comes with a very large history file. Having covered just 7,500 miles from new, and finished in striking Guards red over black. ! 'E19 COB' is offered complete with its cherished registration, chassis instruction book, sundry bills, current road fund licence, MoT to October 2018 and Swansea V5 document. View 1989 AC Cobra MK IV on 'http://www.coys.co.uk/cars/1989-ac-cobra-mk-iv-2' for further details.

The Fiat 128 was a small family car manufactured by Fiat between 1969 and 1985 and was famous for being Fiat's first front engine/front-wheel drive car, although the Autobianchi Primula, built between 1964 and 1970 was in fact Fiat's first 'real' model with its innovative Dante Giacosa designed front-wheel drive, transverse engine layout. Fiat built an entirely new factory in Rivalta, near Turin specifically to build the new 128 and it was styled similarly to the Fiat 124 and 125 and featured rack and pinion steering, front disc brakes, independent rear suspension with a transverse leaf spring and McPherson strut front suspension with an integral anti-roll bar. The car was only available with a 1,116 cc engine on launch, but a 1,290 cc unit was introduced on some models from 1971. It was named European Car of the Year in 1970 and over three million were manufactured. It was widely publicised that Enzo Ferrari drove a 128 as his own personal car! This wonderful 128 was built in Turin in the summer of 1973, and since has clearly been cared for over the years. A rust-free example, the little Fiat has recently enjoyed a repaint and now looks resplendent in white with a contrasting red interior. The interior in particular is very original and presents well, the peppy 1,116cc engine performs eagerly and the gearbox changes smoothly. The chrome work is said to be very good, and the car wears its original steel wheels with chrome hub caps and new tyres. A hugely enjoyable starter classic which we're sure will provide many miles of fun for its lucky next owner. View 1973 Fiat 128 Berlina on 'http://www.coys.co.uk/cars/1973-fiat-128-berlina' for further details.

The Giulia was produced in 12 different versions over its 15 years of production. The final version was released in 1974 as the Nuova Super (1300 and 1600). This featured a new black plastic front grille and a flat boot (trunk) lid. Otherwise the cars differed little from their Giulia Super predecessors and bore the same Tipo numbers with an S suffix. Production ceased in 1977. This superb late example of the Giulia Super has had only one previous owner, - a Belgian diplomat who lived in Portugal. Imported to the UK in July 2016 the gearbox was subsequently rebuilt at Sunnyside Alfa Romeo specialists. The car has also received four new tyres. With a mere 16,000km recorded on the odometer, included in the history file are its original certificate of conformity, copy of original registration and current MOT certificate. Fitted with the more powerful and desirable 1600cc engine and Finished beautifully in black with tanned interior, this car is described to be in excellent condition throughout and represents a fantastic opportunity to purchase a fun and steadily appreciating 70's classic. View Alfa Romeo Giulia Super Nuova on 'http://www.coys.co.uk/cars/alfa-romeo-giulia-super-nuova' for further details.