The Renault Alpine GTA was produced by the Renault-owned French manufacturer Alpine between 1986 and 1991. It was the first car launched by Alpine under Renault ownership (though Alpine had been affiliated with Renault for many years with its earlier models using many Renault parts). It effectively updated the design of its predecessor, the Alpine A310, updating that car's silhouette with modern design features like body-integrated bumpers and a triangular 'C' pillar and with large rear windshield. It used the PRV V6 engine in a rear-engined layout with extensive use of Polyester plastics and fibreglass for the body panels making it considerably lighter and quicker than rivals such as the Porsche 944. It was one of the most aerodynamic cars of its time, the normally-aspirated version achieving a world record 0.28 drag co-efficient. The PRV engine, (The PRV engine is a car petrol V6 engine that was developed jointly by Peugeot, Renault and Volvo Cars), in the normally aspirated model was identical to the version used in the Renault 25, a 2,849cc unit producing 160hp. Also available was the turbocharged model which increased the power of the PRV unit to 200hp. This original right-hand drive turbo example was delivered new in 1988 and comes to sale from a private collection. In good condition throughout the car has been serviced and maintained regularly. The body panels are straight and all the interior components are in fine working order. Finished in the desirable colour combination of Diablo Red the exterior paint is detailed and shows very little sign of its age as is the interior which shows extremely well. All in all, a fantastically well preserved an honest example of one of Renaults finest models. View 1988 Renault Alpine GTA V6 Turbo on 'http://www.coys.co.uk/cars/1988-renault-alpine-gta-v6-turbo' 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 condition of the example on offer here today is commensurate to its extremely low mileage, and every single MoT since 1994 has been retained by its fastidious owners. Even its factory detachable hard-top has been kept in near-perfect condition as has its soft-top including the rear plastic window. The car has recently undergone a major service by an Alfa-Romeo specialist with works including removing and replacing the carburettor rubber mount spacer, clutch master cylinder, clutch slave cylinder, clutch flexible hose and a general check and top up for fluids. Provided with the cars original owner's manual, this desirable specification Alfa-Romeo Spider is described to be in near-excellent condition throughout and ready to be enjoyed by its new owner. View 1989 Alfa-Romeo Spider 2000 on 'http://www.coys.co.uk/cars/1989-alfa-romeo-spider-2000-2' for further details.

Porsche's strong historical links with Volkswagen were re-affirmed in 1969 with the launch of the Porsche-designed 914, a mid-engined, Targa-top sports car to be assembled by Karmann of Osnabr™ck. At the time Volkswagen needed a new car to replace the ageing Karmann-Ghia while Porsche was looking for another option to add to its line-up. First seen at the Frankfurt Auto Show, the 914/4 used the 1,679cc, four-cylinder. 914's employed all-independent suspension - a mixture of 911 and VW parts - to which four-wheel disc brakes and a five-speed gearbox were married. The 914 always had reputation for excellent handling, this highly original example is no exception. Having never been restored, this all original panel matching numbers 914 comes from the dry states of California where it has remained unmolested since 1971. Complete with its COA, and with a recent MoT and fluid and filter change you would struggle to find a more original 914. View 1971 Porsche 914 on 'http://www.coys.co.uk/cars/1971-porsche-914-3' for further details.

Having demonstrated that there was indeed sufficient demand to justify production of an open XJ-S, Jaguar grasped the nettle and proceeded to develop a conventional full convertible. For the latter they turned for assistance to coachbuilders Karmann in Osnabruck, a firm with considerable expertise in the manufacture of open cars. As well as developing the host of new panels and associated tooling required, Karmann also designed the hood, which was electro-hydraulically operated and featured a full lining and glass rear window complete with heating element. This beautiful one owner example has covered a mere 45,000 miles from new, supported by a full Jaguar Dealer service history. The XJS is offered with a current MOT until February 2018. Service books manuals, and current MOT. Following rapidly on the heels of the meteoric rise of the E-Type, this is a hugely enjoyable grand tourer and we feel a canny buy for the investor. View 1990 Jaguar XJ-S Convertible on 'http://www.coys.co.uk/cars/1990-jaguar-xj-s-convertible-2' for further details.

The XJ-S had been under development since 1968 and as a 2+2 fixed head coupe was intended as a replacement for the now legendary E-type. From the beginning it was only available with the V12 engine which gave excellent performance with 0-60mph being dispatched in a very respectable 6.9 seconds and a top speed of 150mph. Later in the XJ-S’s life it was also available with a six cylinder engine and a manual gearbox. As with any vehicle that has had as long a production life as the XJ-S there have been major developments. One of the more significant ones for the XJ-S was the launch of the convertible in May 1988. The XJS we have for sale was manufactured in 1990 with Right-Hand Drive specification and the classic 5.3 V12 engine and automatic transmission. This example has been fastidiously maintained and garaged, with the vendor informing us it comes with a full service history. The car looks extremely elegant in Arctic blue with a lovely dark blue Mohair hood. In the current market the Jaguar XJ-S represents exceptional value for money and surely represents the ideal way to enjoy open air motoring whilst still maintaining the gentleman’s club effect.

As launched in 1994, the X300 range featured a choice of the 3.2-litre and 4-litre versions of the six cylinder engine, now in a modified form known as the AJ16, while the 6-litre V12 was also available. Most exciting however was the new supercharged version of the 4-litre, fitted to the XJR model. With a top speed of 155mph (250 km/h), it was just as fast as the 12 cylinder car, but had even more spectacular acceleration. As before there were basic XJ6 models, Sport versions and Sovereign models, as well as the traditional Daimlers. In 1995 long wheelbase models were added to the range. The XJ8 in its various forms, including the Sport model, the Sovereign, the supercharged XJR and the luxurious Daimler, is true to Jaguar's traditions and keeps the marque at the pinnacle of the global prestige car market. Presented in light metallic blue with a matching leather/cloth interior, this stunning example is in truly excellent condition in all respects, having covered a mere 14,000 miles from new. The Jaguar is beautifully preserved, and with such a low recorded mileage is we feel a fantastic prospect for the enthusiast. The XJ8 will be offered with a UK V5, UK MoT certificate, copies of service invoices and the relevant owners books and manuals. View 1997 Jaguar XJ8 on 'http://www.coys.co.uk/cars/1997-jaguar-xj8' for further details.

The Maserati 3200 GT was styled by Italdesign whose founder and head, Giorgetto Giugiaro, previously designed, amongst others, the Ghibli, Bora and Merak and so certainly had the pedigree behind him. Sold mainly in Europe, the 3200GT shared the twin-turbo 3.2 litre, V8 featured in the Quattroporte IV and Shamal, revised and tuned to 365bhp. The tail-lights consisted of LEDs arranged in the shape of a boomerang. The outer layer of the 'boomerang' provided the brake light, with the inner layer providing the directional indicator. Sadly, the US insisted on bulbs and so, as is so often the way, style made way for bureaucracy. Nevertheless, it went on to be a great success until 2007, when it was replaced by Maserati's bigger and more elegant GranTurismo which saw the return of LED taillight clusters, this time meeting US regulations. This nicely presented 3200 GT has a very impressive service history, with a total of seventeen garage visits have been recorded in total over the years (with the cambelt being changed three times). A new gearbox was fitted in the summer of 2017, and in August 2017 the 3200 enjoyed a further service at Maserati London. All previous MoT certificates support the mileage as recorded on the odometer. Finished in the stylish combination of Grigio Touring with a Navy leather interior, these wonderful thoroughbred GTs look fantastic and go just as well, and this well-historied example is no exception. An impressive motor car and exceptional value. View 1999 Maserati 3200 GT on 'http://www.coys.co.uk/cars/1999-maserati-3200-gt' for further details.

Put into production in July 1964, the 911 presaged the end of 356-production. It was July 1965 before the 911 made it to the US, and customers immediately noticed the differences from its predecessor. In addition to being more modern and more powerful, it was also more expensive: nearly $2,000 more than the comparable 356 model. In Europe, too, this was a problem. Thus, by April 1965 a "transitional model" entered production. Essentially a 911 with a 356-type flat four, the new car, designated "912," was not only less expensive, selling at near-356 prices, but enjoyed more even weight distribution and better economy. The combination of the four-cylinder engine and the slipperier 911 design was capable of achieving 30 mpg. More than 30,000 were eventually built. Finished in its original colour scheme of Slate grey with red interior, this left hand drive Karmann built example is the 348th 912 built for the 1966 model year. Located as a barn find in the back yard of a private residence in South Pheonix, USA, this very interesting 912's paint was faded and its interior had been refitted with very 80's-esque grey velour interior. It was from here that the restorer collected the car by trailer and began its restoration which has been fully documented. Now returned to its original colour combination, this early 912 with its 5-speed transmission and 3-gauge dash cluster will not disappoint. Karmann built this Porsche 912, and it is the 348th 912 built for the 1966 model year. It is a very early 912, with the perfect combination of options, Slate grey, red interior, 5-speed transmission, and 3-gauge dash cluster. Overall the car is said to be in great shape, with only some minor imperfections. The vendor informs us that this Porsche 912 gets lots of attention, and has great curb appeal. View 1966 Porsche 912 Coupe on 'http://www.coys.co.uk/cars/1966-porsche-912-coupe' for further details.

Recalling the firm's glamorous Grandes Routi_res of pre-war days such as the Phantom II Continental, the coachbuilt variants of the new Rolls-Royce Silver Shadow and T-Series Bentley were limited to just two: a two-door coupÕ© or similar convertible, the former arriving in March 1966 and the latter in September the following year. Some of the frontal panels were shared with the standard four-door saloon but otherwise the new bodyshells were unique, featuring a distinctive dipping upper wing line with parallel crease, and revised, more rounded posterior. Construction involved shuttling the bodyshells between the Crewe factory and H J Mulliner Park Ward's Willesden plant, a necessarily lengthy process that took all of 20 weeks for the saloon and slightly longer for the more complex convertible. These exclusive cars were hand built in the best traditions of British coachbuilding using only materials of the finest quality including Wilton carpeting, Connolly hide and burr walnut veneers, such painstaking attention to detail resulting in a price some 50% higher than that of the standard Silver Shadow. Nevertheless, demand for these more glamorous alternatives to the much more numerous four-door model was strong right from the start, a state of affairs that resulted in them being given their own model name - 'Corniche' - in March 1971. In Corniche form Rolls-Royce's well-tried 6.7-litre V8 produced around 10% more power than standard and proved capable of propelling the car to a top speed in excess of 120mph with sports car-beating acceleration to match. Despite its sky-high asking price, the model proved a major success for Rolls-Royce; periodically revised and up-dated, it remained in production well into the 1990s, the last (Convertible) examples being delivered in 1995. Easily one of the most recognisable models built by Rolls Royce, most people have seen a Corniche Convertible on television, in movies or on exotic locations around the world. As a sportier model than the Shadow, the Corniche features a rev. counter, 10% more engine power, and uprated suspension. Finished in Shell grey over blue this beautiful 1974 example has recently undergone a £11,000 refurbishment that included a bare metal re-paint, re-varnished woodwork, leather refurb and re-chromed brightwork. As such this V8-powered coupe, with a mere 72,000 miles recorded on its odometer, and being one of a mere 780 built, we feel is a solid investment for years to come. Included in the history file is a condition report, current MoT and UK log book. An excellent example of a stylish and appreciating motor car. View 1974 Rolls-Royce Corniche on 'http://www.coys.co.uk/cars/1974-rolls-royce-corniche-3' for further details.

In 2000, Porsche introduced the 996 Turbo, equipped with four-wheel-drive and a 3.6-litre, twin turbocharged and intercooled flat-six producing 420bhp, making the car capable of 0-60mph in 4.2 seconds. In 2002, the standard models underwent minor re-styling, which included switching to the Turbo-style headlamps and to a new front fascia. These were sometimes known as the Mk2 generation of the 996. Although the Turbo is water-cooled, it is not the same engine that is found in regular 996s. The turbo engine can trace its ancestry back to the old air-cooled units and is directly related not only to the 996 GT3 but also the GT1 racer (3.2-litres and 600bhp!). The other 996 engines were a completely different design and had gasket problems that could lead to catastrophic failures, but not so the Turbo. This engine is very strong and can be tuned up to well over 500bhp. This fabulous late 2005 model year 996 Turbo was specified from new with the rare and desirable ''09991' option which designated that the car was produced via Porsche's Exclusive Programme. Amongst many original features present are the rare factory upgraded 18" Sport Techno wheels, and even the original (and often mislaid) Porsche occasional umbrella which tucks neatly into the passenger door sill. Originally supplied by Porsche Centre Reading to 'C16' UK specification, this wonderful 996 has covered a mere 40,000 miles from new in the custody of just two owners, supported by a full Porsche Main Dealer service record. Notably the current lady owner has enjoyed the Porsche for now 11 years. The Turbo has recently benefited from a service and Health Check by the Porsche Centre in Guildford, and is supplied with all relevant Porsche invoices, a stamped Porsche Service Book and relevant Porsche manuals, All in all is an extremely carefully owned and maintained 996 Turbo which would be a welcome addition to any serious Porsche collection. The Porsche is offered with a new UK MoT certificate, two sets of keys, and a full book pack. View 2005 Porsche 996 Turbo on 'http://www.coys.co.uk/cars/2005-porsche-996-turbo' for further details.

The DB9 was the star of the 2003 Frankfurt Motor show where it was unveiled to the public for the very first time. The DB9 was powered by a third generation version of the now familiar 6.0 litre, V12 and had a top speed of 186mph. It was the first of what was to become a long line of production Aston Martins to use VH architecture; using Superformed parts in the chassis and footwell as well as the body panels. The individual die-cast, extruded or stamped aluminium elements of the VH platform are bonded with strong adhesives and self-piercing rivets to make a lightweight but stiff backbone. Aston Martins have always made the interior of their cars to be very special places. Beautifully tailored with the finest of materials, the DB9 uses Bridge of Weir leather, aluminium and wood. The use of wood in the interior was different from previous Aston Martins with customers offered a choice of walnut, mahogany or bamboo. This extremely rare late facelift example, fitted with the highly desirable manual gearbox and factory Sports Pack, has been in the custodianship of just two former keepers from new. The DB9 is showing 42,000 miles recorded, supported by a full Aston Martin Main Dealer service record. The Aston is finished in metallic Onyx Black with a matching Obsidian Black Leather interior, and is supplied with an MoT valid to May 2018, and two sets of keys. Well specified from new, a full list of features is available upon request. The DB9 is the car which put Aston Martin back on the map, and this rare manual version is a must for the true collector. View 2009 Aston Martin DB9 on 'http://www.coys.co.uk/cars/2009-aston-martin-db9' for further details.

An unusual departure for a firm more noted for its stately limousines, the SP250 sports car was Daimler's final fling before its acquisition by Jaguar. Aimed at the North American market and launched in 1959, the SP250 employed a separate ladder-type chassis on which sat controversially styled fibreglass coachwork manufactured by Daimler themselves. Four-wheel disc brakes were an unusual feature at the time but unquestionably the car's biggest virtue was its magnificent 2.5-litre V8 engine. An outstandingly flexible unit, the smaller of Daimler's two Edward Turner designed V8s produced 140bhp, an output good enough to propel the SP250 to a top speed of 125mph. In keeping with the demands of its intended market, automatic transmission was available as an option. The model survived Jaguar's 1960 take-over, benefiting from its new owner's attention that resulted in the much-improved 'B' version. Introduced in April 1961, the SP250 'B' boasted a stiffer chassis and thicker fibreglass coachwork The Dart offered here is the B-Spec or SP250 model and was first delivered to Stratstones in London on 8th May 1961. The current vendor purchased the car in 1990 from Filching Manor (original purchase order can be found in the history file) and undertook a restoration of the mechanics and bodywork. The car was repainted in British Racing Green at this time and as many original parts as possible were kept. The car maintains its original grey leather interior which shows wonderful patina. More recently the car has had over £4,500 spent with new brake callipers fitted, complete exhaust system replaced, radiator core and all rubber pipes replaced; as well as a new hood, tonneau cover and rain cover fitted. The car has been extensively maintained during its current ownership and always stored in a heated garage. Showing 86,000 miles from new, which is believed to be correct, this car is said to be very sound mechanically, with a strong engine showing good compression. There is also a hardtop with chrome fittings which is in need of re-trimming but retains the original rear glass. The car comes complete with extensive history file, maintenance manual, jack and wheel brace, as well as UK V5C registration and current MOT. This car comes from the private collection of a discerning collector and enthusiast, which can be seen in the care taken with this car. A great opportunity to own a very rare, usable and appreciating car. View 1961 Daimler Dart B-Spec on 'http://www.coys.co.uk/cars/1961-daimler-dart-b-spec' for further details.

The Aston Martin DB4 GT Zagato was introduced in October 1960 at the London Motor Show. It was effectively a DB4 GT rebodied by the Zagato Factory in Italy to the design of the mercurial young talent, Ercole Spada. Spada transformed the DB4 GT into a smaller, more aerodynamic, super-lightweight car; many steel components were replaced by aluminium, helping to shave many kilos off the weight of the original DB4 GT. All non-essential elements (such and bumpers) disappeared. With the help of hand crafted Perspex and aluminium components, more than 100lbs was shed from the original DB4 GT. Initially the Zagato factory had plans to produce 25 cars, but surprisingly demand in period wasn't as strong as expected and production ceased and the 20th unit. Nowadays, due to the rarity and popularity of the DB4 GT Zagato, the cars are now among the most valuable sports cars of all, world class blue chip investements and rarely, if ever, come onto the open market. The team at the highly regarded Evanta Motor Company based in Hertfordshire, England have hand-assembled one of the finest cars available today. Using a handmade tubular chassis, Evanta has created a spectacular homage to the legendary DB4 GT Zagato. The car is fitted with the LS3 6.0 V8 engine, producing 430hp, making it more powerful than the original Zagatos, mated to a manual gearbox this make the car not only a joy to look at but a joy to drive. The vendor informs us that this chassis number 003 car is one of only 25 Evanta built on license making it a truly collectable car. The tan interior matched with the iconic racing green colours are reminiscent of the original '1 VEV' car. The extraordinary blend where old meets new can only be perceived as a stroke of genius, the result, a classic Gran Turismo that can be used on a daily basis. This rare, elegant yet powerful car represents true value for money with original DBG4 GT Zagatos making well over £10 million, and Sanction II car worth £1 million plus. View 2016 Evanta DB4 GT Zagato on 'http://www.coys.co.uk/cars/2016-evanta-db4-gt-zagato' for further details.

The final Mondial evolution was 1989's Mondial T (Coupe and Cabriolet). It was a substantially changed model, "spearhead of a new generation of V8 Ferraris", according to Road & Track magazine. It was visually different from preceding Mondial models, the most recognisable being the redesign of the air intakes to a smaller rectangular shape. Additionally, the door-handles were of a visually different design, as were the front and rear bumpers which became body coloured. New front and rear wings cover wider tracks and are re-profiled to a fuller shape compared to preceding models, which feature a rolled lip. The 'T' called attention to the car's new engine/transmission layout: the previously-transverse engine was now mounted longitudinally whilst the gearbox remained transverse, thus forming a 'T'. By adopting this layout, a longer engine could be mounted lower in the chassis, improving handling dramatically. The 'T' configuration was used by Ferrari's Formula One cars of the 1980s, and would be the standard for the marque's future mid-engined V8 cars, beginning with the 348, introduced later in the year. The transverse manual gearbox was fitted with a Limited Slip Differential with a twin-plate clutch design with bevel gears driving the wheels. Considerably more spacious than previous Ferrari 2+2s, the Pininfarina-styled Mondial has been described by Car magazine as 'the closest you'll get to supercar family transport.' This wonderful privately owned original UK, right hand drive, 3.4 litre Mondial T' Cabriolet is one of only 51 RHD examples ever made and considering over 1,000 cabriolets were produced in total, it is a very special specification indeed. The car is accompanied by all of its requisite books and a complete factory toolkit. Included in its comprehensive history file are numerous service invoices from main dealers and its stamped service book. Over recent years a small fortune has been spent on the car in preparation for long distance touring with the family around Europe. Having completed several enjoyable tours the car is now being sold off as part of an estate, and represents an excellent opportunity to purchase arguably the most desirable Mondial model that is ready to hit the open road. Finished in Rosso Corsa with cream leather interior and with a modest 59,000 miles recorded and an extensive history file to substantiate it, this car has spent a large part of its life being passed down between two families. A true family sports car. View 1990 Ferrari Mondial 3.4 T Cabriolet on 'http://www.coys.co.uk/cars/1990-ferrari-mondial-3-4-t-cabriolet' for further details.

The 997 became the most commercially successful 911 to date, having sold 100,000 units of the first generation alone between its introduction in 2005 and July 2007. It has also received lots of positive reviews from the worldwide motoring press, with even the Porsche-baiting Jeremy Clarkson noting that the 997 will "make love to your fingertips and stir your soul." For over fifty years the Porsche 911 was the only mainstream sports car available, that would reliably start on cold mornings, thunder down the motorway, corner with confidence and had enough room in the back for shopping or children on the way to school. It became the professional's sports car of choice, without the histrionics of Italian exotica or the occasional frustrations of British sports cars. The 997 was, and still is, widely regarded as the greatest version of the 911 with the four wheel drive system providing the grip that ensured stable handling and predictable cornering, eminently suitable for our wet British roads. The C4S differed from its sibling with an increased engine capacity to 3.8 litres, lowered suspension with PASM (Porsche Active Suspension Management), in simple terms dynamically adjustable dampers, 19inch wheels and an uprated braking system from the 911 Turbo. The larger wheels suited the car well and the sports exhaust made the 997 C4S a bit of a growler, prowling through town, sheathed in flawless, understated metal with Zero to Sixty being achieved in comfort and safety in a mere 4.5 seconds. Produced in 2006 this lovely low mileage example has been carefully maintained in its current ownership coming from a private Porsche collection, dressed in its original colour of jet black metallic paint the car is complemented with a matching leather interior and black alloy wheels. The paint is in very good condition as is the interior which shows no real sign of use. Previous Service and MoT records are logged in the comprehensive history file as well as the UK registration document. 997 Carrera 4S are hugely enjoyable and rewarding cars to own, a genuinely excellent example of one of Porsches' most successful models. View 2006 Porsche 911 Carrera 4S on 'http://www.coys.co.uk/cars/2006-porsche-911-carrera-4s' for further details.

Unveiled at the Geneva Motor Show in 2003 the Bentley Continental GT differed significantly from the previous Continental R & T models in terms of its concept: although much of the car is hand assembled, it is a mass-produced car made in significantly larger numbers. It is not a coachbuilt car and as a result, the price at launch was significantly less than the Continental R (approximately half) and this immediately exposed the car to a much wider and new customer base as a more affordable car. Equipped with a 6.0 litre twin-turbocharged W12 engine the Continental GT gave an output of 552bhp and 479lb ft torque. This output was fed through a six-speed automatic box from an Audi A8, and distributed by the Quattro four-wheel drive system. With a 0-60 time of just 4.7 seconds and a top speed of 196mph the Continental offered the most comfortable way of reaching supercar speeds. The example on offer today is presented in Beluga Black with Magnolia & Nautic Hide Leather Interior. Complete with a fully documented service history the car has covered circa 46,500 miles from new and is in excellent all-round condition. The paint work is good with no signs of age as is the interior which shows very little sign of use. Delivered new to Essex Bentley Motors the car has been well maintained throughout its life, a specialist service has been completed when required and is documented in the booklet with service stamps from the Essex and Chelmsford branch and more recently HR Owen of Surrey. Offered with a Bentley approved warranty until 2018 and a comprehensive history file the example on offer resembles a fantastic opportunity to acquire one of Bentleys finest models. With its classic roadster looks and German engineering, the GTC offers you a lot of car for your money. View 2006 Bentley Continental GTC on 'http://www.coys.co.uk/cars/2006-bentley-continental-gtc' for further details.

Intended to make sports car motoring more affordable, the Donald Healey-designed Sprite entered production at MG's Abingdon factory in March 1958. The new car was officially introduced a few months later in Monte Carlo, just prior to the Monte Carlo Rally, underlining this brand new car's sporting intentions. Its unitary construction body shell featured a distinctive, rearward-hinging, combined bonnet and wings, which was topped by two 'frog eye' headlamps, thus ensuring instant recognition and the now familiar nickname. Powered initially by the Austin A35's 948cc A-Series engine, the Sprite used independent front suspension and rack-and-pinion steering, ensuring great roadholding. Equipped with twin SU carburetors, the engine produced 43bhp, which was good enough for a top speed of around 86mph. Despite a Spartan equipment level - even the front bumper was listed as an extra! - the 'Frog Eye' sold well, which perhaps was unsurprising as there was nothing competing with it either on price or performance. This delightful frogeye was originally delivered to the west coast of America, a forward opening steel bonnet car, and is equipped with all round disc brakes. Complete with roof, side screens and tonneau, this Sprite should be a fun companion on the backroads for a relatively modest investment. View 1959 Austin Healey Frogeye Sprite on 'http://www.coys.co.uk/cars/1959-austin-healey-frogeye-sprite-2' for further details.

'Complex, sophisticated, and very fast, it is the quantum leap that has enabled the Ferrari V8 to run in proud parallel with the 456GT and 550 Maranello,' enthused Car magazine's review of the F355. First presented to the motoring press in May 1994, the F355 effectively re-forged the reputation of Ferrari's V8 which, 328 and 348 notwithstanding, had suffered since the introduction of the Mondial 'world car'. The latter, with its four seats, well-appointed interior, and - relatively - soft ride, was considered far too sensible to be a 'proper' Ferrari; the F355 however, was cast in the mould of that great drivers' car, the Dino 246GT. Just how great an advance it was may be gauged from the fact that the F355's best time around Ferrari's Fiorano test track was three seconds quicker than the formidable 512TR's. Despite its prodigious performance the F355 was no mere 'racer on the road', but a thoroughly modern automobile employing state-of-the-art technology, in the form of computer-controlled variable damping, to reconcile the differing requirements of ultimate roadholding and acceptable comfort. A light-action clutch, proportional power-assisted steering, and driver's air bag were other features calculated to make the car reassuringly user-friendly. The heart of the F355 though, was its phenomenal 3.5-litre V8 engine. Equipped with four overhead camshafts and five valves per cylinder - a layout borrowed from Ferrari's Formula 1 engine - this remarkable unit produced a claimed 370bhp at 8,250rpm, with 268lb/ft of torque available from 5,000 to 6,500rpm. A six-speed gearbox, mounted transversely behind the longitudinally disposed engine, ensured a sufficiency of ratios to keep the motor on the boil whatever the situation. This left-hand drive F355 Spyder is finished in Argento Nurburgring silver with Nero leather, carpets and hood. With only 2 previous owners from new, a mere 38,000 miles recorded and a total service history with stamped original service book including a recent Cam belt service and M.O.T earlier this year, the car is supplied with extras including , Bluetooth stereo with dab radio and hands free, sports exhaust, air conditioning, electric seats, electric hood, power steering, original tool kit, and a desirable leather hood cover . Sounding suitably throaty this classic 355 offered in arguably the best colour combination, with its desirable manual gearbox makes this car an instant classic that represents very fair value. View 1996 Ferrari 355 Spider on 'http://www.coys.co.uk/cars/1996-ferrari-355-spider-2' 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. The car on offer has seen much renovation work in recent years including a respray to feuerwehr rot (red) that it displays today. During this time, many mechanical components were sourced and replaced including shock absorbers, brakes and an injection pump. Bills exceeding £7,000 are documented in the history file for mechanical parts alone and a further £12,000 spent on various other parts including the full respray and re-chroming of the bumpers. The interior is in good all-round condition, new leather dashboard and carpets have been fitted as well as renovation work to the headlining of the roof. In its original left-hand drive specification, the car comes complete with a rare factory hard top that fits the car perfectly. Recently serviced the car is supplied with a UK registration document and MoT until July 2018. We are sure this must be one of the best 250SL Pagodas on the market today. View 1967 Mercedes-Benz 250SL on 'http://www.coys.co.uk/cars/1967-mercedes-benz-250sl-5' for further details.

Timing is everything and it's something that British motor industry veteran Donald Healey knew a bit about. This was a man who had won the Monte Carlo Rally in 1931 driving an Invicta, but failed to finish in 1935 after colliding with a train while driving one of the three Triumph Dolomite straight-eights. Following World War II, Healey struck out on his own and from his base in Warwick, UK, began building very high-quality sporting cars using Riley running gear. There were roadsters and dropheads and coupes. These were cars that an upper middle-class owner could drive to work and rally or race on the weekends. But they weren't cheap. Next came the Nash-Healey sports car. But despite modestly priced-running gear from the American independent manufacturer, the chassis, suspension and coachwork still resulted in a car that cost more than $4,000. Healey was well aware that he needed a car that could be built in larger numbers and sold at a lower price in the rapidly emerging sports car market in the new world. MG and Jaguar were selling the bulk of their production to North America and Triumph was readying the TR2. Using the four-cylinder 2.6 litre Austin A-90 engine and transmission, as well as other components from the parts bin of newly-formed BMC (a merger of the Austin and Nuffield/Morris companies), Healey produced a sleek and beautiful prototype styled by Gerry Coker. Healey showed his "Healey Hundred" at the 1952 Earls Court Motor Show in the UK and caught the eye of BMC supreme Leonard Lord. Again, Healey's timing was perfect. Lord selected his car over a new MG prototype, thus delaying the replacement of the old-fashioned MG TD, which was also in the BMC family. When it went on sale in 1953, the beautiful Austin-Healey 100 cost less than $3,000 in the United States and would top 100mph. Those first cars, designated BN1, used the 90 bhp Austin engine, a three-speed transmission with overdrive and were happily received in the United States, which took most of the 10,688 cars produced. The beautiful BN1 Austin-Healey 100 on offer was built in March 1955 and was delivered through Dove Limited, Croydon London with a heater and wire wheels. The chain of ownership can be traced back to Mr Van Santen who owned the car in Middlesex from 1961 to 1970. The car changes hands twice in two years before a December 1973 Motorsport Magazine highlights the car for sale. Detailed letters dating January 1974 show correspondence between the new owner and the Healey owners Club. Correspondence in the cars file confirms it underwent a detailed restoration at this time. The car changed hands again in 1979 to 1989, where it was the property of Mr McIntyre ( A Director of the Royal Automobile Club) and formed part of the well regarded Sorn Castle Collection. In 1989 the car was sold to Mr Summers who owned the car until 1991. Denis Welch carried out an engine overhaul at this time. The car moves to Cumbria in 1992 where it remained the property of a Mr Coulthard until changing hands to the present keeper in 2000. In 2005 the car underwent its second restoration by Colin Groom of Newton Abbot, Devon. Details are in the file. Between 2002 and 2009 £30,000 was spent on a variety of works, both mechanical and to the body. With over £5,000 spent with Molesey Coach trimmers re-trimming the vehicle to a very high standard indeed. With its M specification upgrades, and larger radiator this car has been caressed by its fastidious owner to insure it has become an excellent example mechanically- performing as well in London traffic as it does on a country lane this well sorted example, with a large history file would be perfect for continental tours and events. View 1955 Austin Healey 100 M specification on 'http://www.coys.co.uk/cars/1955-austin-healey-100-m-specification' for further details.

It is easy to understand why the most desirable first-generation Porsche 911, the Carrera RS, is also the most satisfying. The RS was created to fill a void in the Porsche racing paddock when a change in regulations effectively took the venerable 917 out of commission. Porsche designated its already formidable 2.4-litre 911S as the starting point for a new Group 4 GT class entry. Following the proven racing formula of reducing weight while adding power, Porsche's engineers got to work and went on to create the most sporting 911 yet available to the public. The Carrera RS came in two flavours, the M472 "Komfort", also known as the "Touring" version, which retained most of the interior trim of the 911 S and had a steel rear bumper, and the lightweight M471 "Sport" model, which was aimed at club racers. The most distinctive feature of the RS was its new "ducktail" rear spoiler, which had been demonstrated in wind-tunnel testing to greatly reduce rear-end lift at high speeds. Interestingly, the ducktail was not legal for highway use in Germany, but most cars were retrofitted with them by their owners. The Carrera RS could be ordered in a fairly wide range of colours, with highly visible "negative" side stripes and an engine lid decal in blue, red, green, or black. The wheel centre spokes were painted to match the trim colour, helping to make the Carrera RS stand out. This wonderful 911 SC has been modified to resemble the iconic 911 RS of the early 70s. No expense was spared during the build which included a full RS touring body backdate as well as much mechanical work. Both the engine and gearbox have been the subject of renovation work as to the brake and suspension system. In 2017 the car was treated to further maintenance work completed by a well-respected marque specialist. Presented in Gulf Blue the body and paint work are both in good general condition as is the interior which is very presentable. A fantastic opportunity to acquire one of Porsches most sort after models fitted with easily the most iconic specification. Supplied with a UK registration document and MoT until August 2018. View 1973 Porsche 911 SC to RS Specification on 'http://www.coys.co.uk/cars/1973-porsche-911-sc-to-rs-specification' for further details.

Introduced in 1993, the handsome new DB7 was Aston Martin's first six-cylinder model since production of the DBS had finished in 1971. Designed by Ian Callum at the same time as he designed the coupe, the Volante looks elegant both hood up or down, much like the earlier Aston Martin drop head cars. Well received, it attracted new customers worldwide, with the traditional layout of the curvaceous two door coupÕ© body, robust six-cylinder engine and a luxury interior. Power was supplied by an all-alloy, double overhead camshaft, supercharged, 24-valve, in-line six-cylinder engine which produced 335bhp at 5750rpm. The DB7 was undoubtedly the catalyst for the modern line of Aston Martin Presented in the original Rolls Royce Aegean Blue, with cream leather interior, this DB7 Volante is said to be in a very good condition throughout with a reported 58,000 miles covered from new. Fully equipped with electric windows, seats, air conditioning, electrically operated convertible top, sports wheels, tool kit, service records and a complete work shop manual. The car spent most of its life in Beverly Hills, California and comes to auction with all EU Taxes paid and a NOVA reference ready for registration. A wonderful example of this swiftly appreciating classic and the genesis of the modern Aston Martin line; a great investment. View 1997 Aston Martin DB7 Volante on 'http://www.coys.co.uk/cars/1997-aston-martin-db7-volante' for further details.

Penned by Marcello Gandini who created the iconic Miura just one year before, the Montreal concept featured innovative side gills and retractable slotted headlight shades on a classic, flowing shape. This sleek, unnamed coupe was met with much acclaim and began to be colloquially referred to as the Alfa Romeo Montreal. Three years later, Alfa debuted the Alfa Romeo Montreal as a production model at the 1970 Geneva Auto Salon. The production model abandoned the Giulia's four-cylinder for a high-revving quad-cam V8 based on the 2.0 litre Tipo 33 Stradale engine. This 90£ dry-sump V8 redlined at 7,000rpm and brought this stylish coupe to 60 from a standstill in 7.1 seconds, and on to a top speed of nearly 140mph. The distinctive headlight grilles are similar to those used on the concept, albeit with one grille per side, rather than one per light. The C-pillar vents are likewise similar, and the car grew only slightly from the concept. This example retains correct Alfa Romeo alloy wheels and trim. This 1972 Alfa Romeo Montreal is a European-market model finished in red, arguably the most desirable colour for an Alfa Romeo. The cabin is upholstered in black vinyl with red piping and matching carpets. The instrumentation, switchgear, and radio are correct for the model. 50,000 kilometres are shown. Most recently the car has had an upgraded billet aluminium steering box fitted, along with a service by Alfaholics. Other recent services include a new Alfaholics prop shaft with centre support and bearing, new torsion bar bushings and thrust washers, and more. Extensive service documentation is included within the sale, this striking Montreal is a stylish and powerful sports Coupe, ready for spirited touring. View 1972 Alfa Romeo Montreal on 'http://www.coys.co.uk/cars/1972-alfa-romeo-montreal-3' for further details.

Sporting elegant coachwork designed and built by Pininfarina, the Alfa Romeo Giulietta Spider was a huge success and continued virtually unchanged in 1.6-litre Giulia guise when the latter joined the line-up in 1962. Launched at the Monza Autodrome on 27th June that year, the Giulia range was the work of a design team headed by one of the greatest of Italian automobile engineers, Dr Orazio Satta Puliga, who had been responsible for all the post-war Alfa Romeos. The capacity increase from 1,300 to 1,600cc boosted maximum power of Alfa's classic twin-cam four from 80 to 92bhp and the car's top speed to 109mph. Reliability was likewise enhanced and the larger engine was noticeably smoother and less fussy. A five-speed gearbox was standard on the Giulia 1600 Spider, which remained in production until 1966. Described by Cars Illustrated as 'probably one of the most delightful small sports cars which will ever be produced,' the Giulia Spider is certainly one of the most attractive Alfa Romeos of its day and remains highly regarded now. This beautiful example of the ever appreciating larger engined 1600 Giulia Spider has had only three owner's form new and was subject to an extensive mechanical and cosmetic restoration in 2008-2011. The factory 1600cc Normale engine was rebuilt to Veloce specifications and having driven approximately 1,600km over the last year, the car remains in excellent condition throughout. Its last thorough service and inspection was completed 8 months ago. On top of stripping the car to bare metal for its respray, a coating of rust inhibitor was also applied to the underside. Numerous photos documenting the restoration are available on request. The AR00112 coded 1600 engine is correct for the car's Normale specification and fitted with a pair of Weber carburettors, it was given a complete rebuild in 2010 beyond standard Normale specifications, and is described by the seller to be a 'strong runner'. An all-round excellent matching numbers car supplied with thorough photo documentation of its older restoration. View 1965 Alfa Romeo Giulietta 1600 Spider on 'http://www.coys.co.uk/cars/1965-alfa-romeo-giulietta-1600-spider' for further details.

It was the need for a production-based engine for the new Formula 2 that had prompted the introduction of a 'junior' Ferrari, the Dino 206 GT, at the Turin Motor Show in 1967. The latest in a line of Dino V6 'quad-cam' engines stretching back to the late 1950s, the new unit proved as successful on the racetrack as in the showroom, Derek Bell and Ernesto Brambilla both winning races in the European Championship, while Andrea de Adamich triumphed in the 1968 Argentine Temporada series. Building on experience gained with its successful limited edition Dino 206 S sports-racer of 1966, Ferrari retained the racer's mid-engined layout for the road car but installed the power unit transversely rather than longitudinally. A compact, aluminium-bodied coupÕ© of striking appearance, the Pininfarina-styled Dino - named after Enzo Ferrari's late son Alfredino Ferrari and intended as the first of a separate but related marque - was powered by a 2.0-litre, four-cam V6 driving via an in-unit five-speed transaxle. The motor's 180bhp was good enough to propel the lightweight, aerodynamically-efficient Dino to 142mph, and while there were few complaints about the car's performance, the high cost enforced by its aluminium construction hindered sales. A 2.4-litre version on a longer wheelbase - the 246 GT - replaced the original Dino 206 in late 1969. Built by Scaglietti, the body was now steel, and the cylinder block cast-iron rather than aluminium, but the bigger engine's increased power - 195bhp at 7,600rpm - adequately compensated for the weight gain. The 246 was built in three series, referred to internally as "L," "M," and "E." Series "L" cars, produced in late 1969 through 1970, have road wheels with a single knock-off spinner, front quarter bumpers that extend into the grille opening, and head rests mounted on the rear bulkhead. A short run of Series "M" cars were produced in early 1971; these had five-bolt road wheels, an internal rear boot lid release catch, and seat-mounted headrests. Series "E" cars were produced from early 1971 to the end of production in 1974. They incorporated all the changes to the Series "M" examples, together with further modifications to the engine and gearbox and detail revisions. While not quite as fast in a straight line as its larger V12-engined stable-mates, the nimble Dino was capable of showing almost anything a clean pair of heels over twisty going terrain. Though Enzo was intent on marketing the Dino as a separate, lesser marque, these beloved cars are today considered "proper" Ferraris in every respect. This lovely left-hand drive example rolled of the Maranello production line in 1971. According to the Dino register this European specification example travelled in its early life to San Diego, California where it remained with until 1987, from then the register confirms the car was offered by classic Motors of La Jolla, California where it was sold and repatriated to Europe in 1989. Mechanically in very good working order the car has been maintained regardless of cost in the current vendors ownership. Renovation work in recent years included a comprehensive mechanical overhaul as well as a full interior retrim at a well-respected marquee specialist, Moto Technique where over £80,000 has been spent. The history file that is supplied with the car includes many bills and invoices of the recent work completed. From a private collection, this lovely Dino is presented in good all-round condition and is said to drive superbly. Less than half the price of a Daytona, and trailing some way behind a 206 GT it offers terrific value, coupled with the fact this late 1960s Pininfarina designed Ferrari is arguable one of the most beautiful motor cars ever created. View 1971 Ferrari Dino 246 GT on 'http://www.coys.co.uk/cars/1971-ferrari-dino-246-gt-2' 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 integrated 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 D001086 is a left hand drive example with black interior and was delivered in 1981. Purchased by the current owner from DMC Florida in January 2015 after having DeLorean replace the seats and door seals. The car was first registered in the UK 6 months later and was subject to a battery replacement, all new brakes and fitted with a UK standard fog light. Since arrival in the UK has only been driven socially by the current owner and kept under cover, along with a current UK V5, a new MoT has been completed as well as a full service, replacing the oil and filters. 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 a well sorted example. View 1981 Delorean DMC-12 on 'http://www.coys.co.uk/cars/1981-delorean-dmc-12-2' for further details.

The elevation of the GT class to Manufacturers' Championship status for 1963 prompted Jaguar to develop a small batch of very special lightweight cars to challenge Ferrari. The FIA's regulations for the Gran Turismo category stipulated that a minimum of 100 cars had to be built, but permitted coachwork modifications, thus enabling Jaguar to claim that its lightweights were standard E-types fitted with altered bodywork. (This is the same loophole exploited by Ferrari to get the limited edition 250 GTO homologated, by claiming that they were re-bodied 250 GTs). In fact, all 12 lightweight E-Types constructed in period were built from scratch with aluminium bodies, though they were invoiced as a new standard road car with additional modifications and numbered in the normal production sequence, albeit with an 'S' chassis number prefix. To create the 1963 lightweight version, the E-Type's steel monocoque tub and outer body panels were remanufactured in aluminium and the engine dry-sumped and fitted with an alloy cylinder block, 'wide-angle' head and Lucas mechanical fuel injection, producing in excess of 300bhp. The production four-speed gearbox was used initially before a ZF five-speed unit was adopted towards the end of 1963. '4 WPD', the works development E-Type racer campaigned by John Coombs and driven by Graham Hill, was converted to lightweight specification and served as the prototype. The 12 cars built by the factory were intended for the use of competition orientated Jaguar dealers or specially selected private entrants. Today, modern interpretations of these rare competition variants are among the most popular and sought after of all E-Types. This beautiful matching numbers UK- delivered example had been subject to a "nut and bolt" rebuild to Semi-Lightweight specification, which was completed to a very high standard. The body was rebuilt and finished by Brian Wilkinson of Zealia Engineering, very well known and highly regarded for his accurate recreations of the factory Lightweight cars. During the build the doors, boot, bonnet and roof were replaced with lightweight aluminium items, and both side and rear windows replaced with Perspex screens. As in period, the correct air vents were added to the roof and boot, and the wheel-arches extended with correct extensions as per Le Mans regulations. Finally, aluminium buckets seats, clad in period-correct blue leather, were fitted to the interior, whilst a set of magnesium knock-off wheels complete the exterior of the car. Mechanically the E-Type enjoyed many race-orientated upgrades. Notably the original 4.2 litre motor was fully rebuilt and mated to triple Weber carburettors, breathing through a stainless steel free-flowing manifold and full stainless exhaust. Twin fuel pumps were fitted, in addition to an oil cooler, breather tank and aluminium radiator to improve engine cooling. The braking system was also upgraded and the suspension was also improved with a new adjustable setup. This wonderful E-Type has been completed to an exceptionally high standard, is licenced for the road and presented in truly outstanding condition. So much so that the car won "Best In Class" at the Warren Concours in 2016, and was invited to be displayed at the Hampton Court Concours in September 2017. With c.5,000 miles recorded since completion, this is an extremely fast, well balanced car with upgrades that inspire confidence to drive the car at ten tenths. A mouthwatering prospect for the E-Type enthusiast and an amazing road car for any keen driver. Chassis IE20883 will be offered with a current UK MoT certificate, UK V5 document and Jaguar Heritage Certificate. View 1965 Jaguar E-Type Series 1 on 'http://www.coys.co.uk/cars/1965-jaguar-e-type-series-1' for further details.

Launched in 1933, the first of what would become known as the 'Derby Bentleys' continued the marque's sporting associations but in a manner even more refined than before. Even W O Bentley himself acknowledged that the 3.5-litre model was the finest ever to bear his name. Based on the contemporary Rolls-Royce 20/25hp, the 3.5-litre Bentley was slightly shorter in the wheelbase and employed a tuned (115bhp) twin-SU-carburettor version of the former's overhead-valve six. Add to this already remarkable package an all-synchromesh four-speed gearbox and servo assisted brakes, and the result was a vehicle offering the driver effortless sports car performance in almost absolute silence. 'The Silent Sports Car', as it was quickly dubbed, had few peers as a tireless long-distance tourer, combining as it did traditional Rolls-Royce refinement with Bentley performance and handling. The Derby Bentley was, of course, an exclusively coachbuilt automobile. Of the 2,442 manufactured, almost 50 percent were bodied by Park Ward in a limited number of styles. Most of the other great British coachbuilding firms offered designs, many of them unique, on the Derby Bentley chassis, one of the most admired being the James Young bodied examples. This beautiful 1934 Derby Bentley finished in Royal Claret with deep red fluted hide upholstery, rosewood veneered woodwork and Wilton carpets, is a four seat, two door drophead with coachwork by James Young, who was probably one of the most highly acclaimed coach builders of the era. James Young only produced 16 of these dropheads on the 3.5-litre chassis. The Bentley has been in single ownership for the last 24 years, during which time it was subject to an extensive restoration at a cost of well over £50,000. The work has been mainly carried out by one of the most highly regarded pre-war Bentley and Rolls-Royce specialists, Fiennes Restorations, and has included in the last three years both a complete brake and engine overhaul. During its current ownership B39BL has also been fitted with a high ratio rear axle, introduced while the rear axle was rebuilt, giving the fourth gear the equivalent to overdrive. Supplied with an extensive service history, together with registration documents, road fund licenses, insurance documents, MOT's covering most of the last quarter of a century and all of the Bentley's relevant car data. In addition, there is a detailed engine rebuild file, with hand-written documentation of work carried out day-by-day, together with a large pictorial record of the complete rebuild 24 years ago, and a large photograph of the car after leaving the factory in 1934. Having been invited by Bentley Motors to assist with the launch of the Bentley Arnage at Le Mans with certificates to authenticate this, the car was also used for Harry Patch ( the last Tommy ), to ride in at the Bath and West Show, when he was 104. He stood in the car to deliver the eulogy before 104 British Legion standard bearers and was watched by a crowd of many thousands. There are also photographs and references in published books that come with the car. The Bentley has enjoyed holidays abroad and still cruises comfortably at 70 mph. turning heads wherever it goes and brings smiles to so many. The vendor informs us that the car is ready for extensive touring with the new owner. Having been maintained to the highest degree, regardless of cost, with all invoices provided in a large selection of history files, this represents a fantastic opportunity to enter the Derby Bentley world in style. View 1934 Bentley 3.5 litre Drophead Coupe by James Young on 'http://www.coys.co.uk/cars/1934-bentley-3-5-litre-drophead-coupe-by-james-young-2' for further details.

The Jaguar E-Type (a.k.a. Jaguar XK-E) is a British sports car, which was manufactured by Jaguar Cars Ltd. between 1961 and 1975. Its combination of good looks, high performance and competitive pricing established the marque as an icon of 1960s motoring. More than 70,000 E-Types were sold. The Series 2 introduced a number of design changes, largely due to U.S. design legislation. The most distinctive feature is the absence of the aerodynamic glass headlight covers, which impacted several other imported cars, like the CitroÕ‰n DS, as well. Unlike other cars, this retrograde step was applied worldwide for the E-Type. Other hallmarks of Series 2 cars are a wrap-around rear bumper, re-positioned and larger front indicators and tail lights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable.. The interior and dashboard were also redesigned; rocker switches that met US health and safety regulations were substituted for toggle switches. The engine is easily identified visually by the change from smooth polished cam covers to a more industrial "ribbed" appearance. Air conditioning and power steering were available as factory options. Finished in Pale blue with contrasting blue interior #1R9517 was purchased by its current private owner a number of years ago. Described to be in excellent condition throughout, this particular E-type has received regular yet sparing use over the years and included in the cars history file are various MOT's, the latest due to expire in May 2018 and a V5 registration logbook. View 1969 Jaguar E-Type Series II 4.2 Roadster on 'http://www.coys.co.uk/cars/1969-jaguar-e-type-series-ii-4-2-roadster-4' for further details.

In 1992, 12 years after the last MG sports car had rolled off the Abingdon production lines, Austin-Rover made the inspired decision to revive this most charismatic of British marques by introducing an entirely new model - the MG RV8. The success of the Heritage MGB replacement bodyshell had demonstrated the continuing popularity of that car, so the decision was taken to base the new model on MG's most successful sports car, suitably re-engineered for the 1990s. The MG RV8 was announced at the 1992 Motor Show, its launch being timed to coincide with the MGB's 30th anniversary. Although recognisably related to its distinguished forebear, the RV8 was wider, lower and sleeker, featuring fully integrated body-coloured bumpers in the modern idiom. Beneath the power-bulged bonnet there was the latest 3.9-litre version of the Rover V8 engine, a modern derivative of that used to power the MGB V8 back in the 1970s, mated to a Rover LT77 five-speed manual gearbox. With a maximum power output of 188bhp and capable of a top speed of 135mph, the RV8 was the most powerful MG ever at the time of its launch. The UK price on introduction was £26,500. Only 1,983 MG RV8s were built in total making this a future classic, around 75% of these were exported to Japan with the remainder sold new in the UK. There was no left-hand drive version. This particular MG is finished in woodcote green. Most RV8's (1269) were green, making it the most iconic colour of the model . The heart of the car is the fuel injected 3.9 Rover V8 which powers the car from 0-60mph in 5.9 seconds, so it's a very quick little sports car. This car is in very good condition throughout. The engine is very sound and smooth. A recent service was carried out along with a routine maintenance. This is without a doubt a future classic and highly desirable for any respected collector in by far the best colour combination. View 1994 MG R V8 on 'http://www.coys.co.uk/cars/1994-mg-r-v8-2' for further details.

Announced in 1981, the 944 was the third of Porsche's new family of front-engined sports cars. A close relative of the 924 original, the 944 was constructed along similar lines and from a distance was hard to tell apart from its progenitor. Beneath the bodywork (50mm wider than the 924's) was a 2.5-litre, 163bhp overhead-camshaft 'four' fitted with twin balancer shafts to counter the vibration often encountered in such units. The rear transaxle - a five-speed affair this time - was retained, while the 924-type running gear was suitably up-rated to cope with the 944's superior performance. Subsequent developments included a Turbo, 16-valve 944S, 3.0-litre S2 models and a cabriolet, while the base model's 8-valve engine grew to 2.7-litres. Porsche claimed a maximum power output of 211bhp for the S2 and a top speed of around 150mph. First registered on the 1st of August 1989, this car displays a modest 92,000 miles from new with full service history to support. Supplied with a current MOT due to expire in July 2018 its last belt and clutch change was a mere 10,000 miles ago and a major service was undertaken less than 2000 miles ago. With no scratched or unexpected paint chips on the body, all four alloy wheels are in perfect condition and its spare wheel, tools and air pump are also present. Fitted with a CD player with USB input, this wonderful example of arguably the most undervalued Porsches available, represents not only a fantastic investment opportunity, but also a practical and fun asset. Described to drive, sound and handle exactly as you would expect, the car is completely rust free and ready to be enjoyed. Provided with an extensive history file. View 1989 Porsche 944 S2 3.0 Litre on 'http://www.coys.co.uk/cars/1989-porsche-944-s2-3-0-litre' for further details.

The Silver Spirit III and Silver Spur III, introduced in 1993, introduced improvements to the engine and some cosmetic updates. A new design of intake manifold and cylinder heads increased the power output, although it was still stated simply as “adequate” in company literature. Dual airbags were introduced, and independent adjustment of the rear seats. The parameters of the active suspension system were also modified so that the shock absorbers would default into “soft” ride mode when they wore out (in the previous Mark II, the shock absorbers defaulted into “hard” ride mode when they wore out, noticeably impacting ride quality). For the 1996 model year the numeric portion of the model name was dropped since the designation IV is unacceptable in certain Far-Eastern markets. These cars had wraparound bumpers front and rear extending into the wheel arches, to make the models appear more modern. The tops of these bumpers were placed above the level of the earlier cars, thus reducing the height of the radiator. To maintain the balance, the Spirit of Ecstasy mascot’s height was reduced by 20%. There are more stylish alloy wheels. The external rear view mirrors were moved from the door to the quarter-light (which was deleted). There was a change in the centre console, which extended back to the armrest between the front seats. The gearing of these cars was raised to 40mph/1000rpm with no change to the Turbo R’s gearing. This fabulous 1996 example is finished in a supremely stylish combination of Navy blue metallic with a Magnolia interior featuring navy piping. The Rolls Royce has covered a mere 40,000 miles from new, and as you can imagine presents extremely well. These later Rolls Royce’s are a particular favourite of Coys, featuring exquisite finish and detailing with modern performance and reliability, whilst offering the looks and sense of style that only the best of this marque can offer. A fabulous motor car and exceptional value for the connoisseur.

The BMW "New Class" Series of cars were introduced in 1962. These compact, well built and fun to drive cars became a benchmark for this type of car for decades to come. The 2002 variant, which was most famous in America, remains a cult car today. The excellent chassis featured rear wheel drive with fully independent suspension and front disk brakes. The fine four-cylinder BMW powerplant, in its final evolution as a two-litre, was most potent and tuneable, and the cars were well known for many racing exploits both in Europe and in the US. BMW wanted to offer a more upscale GT type Coupe based on the "New Class" platform, so they turned to German coachbuilder Karmann to produce the bodies for the 2000 C series. The new Coupe was penned in house by BMW's legendary designer Wilhelm Hofmeister, famous for the Hofmeister-Knick Ó the iconic upwards kink on the lower window-line of the C- or D-Pillar found on most BMW's to this day. The stylish new Karmann-bodied coupe bodywork, combined with BMW's brilliant two-litre overhead-cam engine, made a compelling package and its sales were only hampered by its premium price. The 2000 C would eventually serve as the basis for the legendary BMW E9 coupes. Sold out of a private collection in Germany, this wonderful 1967 BMW 2000CS was imported and registered to the UK in April 2017. Still finished in its original colour combination, this matching numbers car is in very good condition throughout. Recently it had a complete carburettor rebuild, fuel lines cleaned and undergone a complete service. It has also had a brand-new headlining fitted. The interior is completely original and in perfect condition. No cracks or delaminating have been found in any of the windows which are all original. The chromework is all complete and in perfect order and all five wheels are found in as new condition. Described to drive very well, the current owner has had the pleasure of using the car over the summer period. Starting on the button and without any visible rust, this charming 2000CS is ready to be enjoyed by its new owner. View 1967 BMW 2000CS on 'http://www.coys.co.uk/cars/1967-bmw-2000cs' for further details.

Designed by Alex Issigonis in 1959, a new concept in car design was born. With a monocoque shell, transversely mounted engine and front wheel drive, the new 'Mini', soon became popular across a broad spectrum of the population. The potential for competition use was soon seen by John Cooper; BMC were finally persuaded by John Cooper and the two worked together in culminating the birth of the Austin Mini Cooper and the Morris Mini Cooper in 1961. Victories in the 1964, 1965 and 1967 Monte-Carlo Rallies set the Mini on the road to fame but probably the greatest publicity was gained from their somewhat unfair, disqualification for lighting irregularities in the 1966 event after coming in 1st, 2nd and 3rd. A more powerful Mini Cooper, dubbed the 'S', was developed in tandem and released in 1963. Approximately 2,500 Mk.II Cooper S were built making it one of the rarest versions of this very collectible motor car. This beautiful example of one of the last Mark II Cooper S models produced, is an original UK car as confirmed by its heritage certificate. Restored in 2009 with a high attention to detail, the car has travelled a mere 4,000 miles since and remains in very good condition throughout. It has been finished beautifully in green as per the specification for the Cooper Racing Team cars. Privately owned, the car was restored by its keeper as a labour of love and having cost in excess of £35,000 to complete, it was never intended to be sold. For personal reasons the car is now offered through our auction as a reluctant sale. View 1969 Mini Cooper S Mk II on 'http://www.coys.co.uk/cars/1969-mini-cooper-s-mk-ii' for further details.

'Since its launch in 1999, the Porsche 911 GT3 has been the benchmark against which every other track-focused car has been rated. There are more powerful, more expensive 911s, but the GT3 represents the sports car at its purest and most intense. In fact, all four generations of GT3 arguably rank alongside 1973's legendary 2.7 RS in the annals of greatest 911s.' - Auto Express. Intended primarily for racing, though still road legal, the Porsche 911 GT3 - first introduced in 1999 - can trace its ancestry all the way back through a succession of high-performance models to the legendary 911 Carrera RS of 1973. The car takes its name from the FIA's GT3 category of production sports car racing, and has been produced in a variety of versions since its introduction in 1999 on the Type 996 iteration of the perennial 911. Following the launch of the original Type 996 GT3, Porsche introduced an even more track-focused variant in 2003: the GT3 RS. Standing for RennSport (literally 'race sport') the 'RS' designation referenced that iconic first-of-the-line model of 40 years previously. In GT3 RS specification, the 3.6-litre flat-six 'Metzger' engine was up-rated, producing around 400bhp, although the claimed output remained unchanged at 318bhp for homologation purposes. The RS was lighter than the 'ordinary' GT3, weight saving measures including a polycarbonate rear window, and carbon-fibre bonnet and rear wing, while the stock cast-iron brake discs were replaced with ceramic composite rotors for greater fade resistance under competition conditions. RS suspension was adjustable, and the car ran some 3mm lower than the stock GT3. For 2006 the GT3 was extensively redesigned and improved on the Type 997 platform. New features included 'zero lift' aerodynamics and Porsche's PASM electronically adjustable active suspension system, specially configured for track use. Porsche claimed a 0-60mph time of 4.1 seconds and a top speed of 193km/h for the new GT3. By the end of the year there was also an RS 'homologation special'. Weight-saving measures similar to those seen on the Type 996 RS were applied, while the body was wider than that of the Type 997 GT3, accommodating an increase in rear track. A new 3.8-litre engine was introduced on the 2nd Generation Type 997 GT3 in 2009; maximum output increased to 429bhp, with 444 horsepower available from the RS version. And just in case there was any doubt about the Type 997 GT3's abilities as a competition car, in 2006 Porsche's official test driver, rallying ace Walter RÕ_hrl, lapped the spectacular N™rburgring Nordschleife circuit - widely recognised as one of the most demanding tests of man and machine - in an astonishing 7 minutes 42 seconds, then the equal fastest time posted by a production car - a feat that attracted much favourable publicity. A 2nd Generation Type 997 GT3 RS with the 444bhp engine, this right-hand drive car has had only two owners from new. Offered with full Porsche main dealer service history it has covered just over 16,000 miles. Finished to Meteor Grey it offers a huge options list including: Dynamic Mount Engine, Front Lift Axle System, PCCBs, Leather Sport Bucket Seats (Carbon Back), Dynamic Curve Lights, Sound Package Plus, Navigation Module, Telephone Module, Chrono Package Plus, PCM Package Plus and Carbon Interior Package.Presented in generally excellent condition, this stunning low-mileage Porsche supercar is offered with sundry bills and a V5C document. View 2009 Porsche 997 GT3 3.8 Generation II on 'http://www.coys.co.uk/cars/2009-porsche-997-gt3-3-8-generation-ii' for further details.

A rare overdrive car with stunning foursome coachwork by famed French carosserier De Villars; one of 5 derby Bentley chassis built by them. After bodying, the Bentley was displayed at the 1938 Paris Motor Show, at the end of which it was, reputedly, purchased by a French Army general. The car's next recorded owners are Edgar de Evia and Robert Denning of New York, who purchased it in 1955, by which time the interior had been re-trimmed in red. There were two further owners and then in 1975 the Bentley passed to Dominic Cappelli of North Carolina. Mr Cappelli commissioned a restoration, which was completed in 1989 by John Griffin of Montgomery, Alabama at a cost of approximately $50,000. Since being repatriated to the UK B8MR has been the recipient of a further £50,000 spent with motor engineer Michael Hibberd and also Fiennes Engineering. The car is thus in very fine order and ready for immediate extended use. The excellent exterior paint is pale blue over darker grey wings with a grey flash down the side. The interior is lovely pale grey leather and matching grey carpets with a grey painted dash board. The car is tidy under the bonnet as one might expect and has a quiet powerful engine registering good oil pressure and running cool. The coachwork affords comfortable seating for four people with a capacious rear seat. The front seats are fitted with Bugatti style grab rails to their tops. Marechal headlamps are fitted up front along with a fog lamp and twin horns. All knobs and switches are placarded in French. The car comes to us with an enormous history file detailing minutely the various works that have been undertaken to bring it up to the standard we find it in today. A full set of tools is located in the fold out boot tray. View 1938 Bentley 4 1/4 Sportsman's Coupe by De Villars on 'http://www.coys.co.uk/cars/1938-bentley-4-14-sportsmans-coupe-by-de-villars-2' for further details.

The legendary Honda NSX (standing for New Sportscar Experimental) was developed by the Honda Motor Corporation between 1984 and its eventual launch in 1990, with major chassis and suspension input from three times F1 World Champion, Ayrton Senna. The NSX featured a state of the art 3.0-litre V6 'VTEC' engine (variable valve timing) and an all-aluminium monocoque body, encompassing a revolutionary extruded aluminium alloy frame and suspension. This made the car extremely light and extremely strong. Other game-changing features included 4 channel ABS brakes, titanium connecting rods in the engine and later in the model's life - an electric power steering system as well as an upgrade to a 3.2-litre V6 engine. The car was the first real Japanese 'Supercar', proving itself and quickly establishing respect from its key competitors. Production continued right up until 2005, with only subtle changes made throughout its life. Finished in Sebring Silver Metallic with contrasting Black Leather, this beautiful three owner example was supplied from new in 2001 by UK dealer John Cooper Honda of Worthing. The NSX was specified with a rare and desirable removable Targa roof, and 6-speed manual gearbox. In the intervening years the NSX has been serviced regularly by either Honda dealers or specialists, with a total of seven services recorded, the last being in 2017 at 11,570 miles by Honda of Derby. This is an investment quality example of what is now regarded as a true modern classic, and certainly the best example that we have seen. View 2001 Honda NSX Targa on 'http://www.coys.co.uk/cars/2001-honda-nsx-targa' for further details.

By 1995 big things were happening at Porsche. The vital Boxster was just around the corner, and the 964-replacing 993 had garnered praise from the media and owners alike. Porsche's investment in pressing ahead with one last air-cooled 911 was paying off, the essence of which was distilled with the launch of the now legendary 993 Turbo. With this incredible road car Porsche took the 911 Turbo concept into a whole new space. All-weather ability met ferocious power, and with the latest electronics and looks not wholly dissimilar, the son of the 959 set a class leading theme that holds constant today. Since 1989 there had been no production cabriolet versions of the Turbo. Porsche in fact turned in the opposite direction and broadened the Turbo brand by wheeling out of Weissach the formidable GT2; surely the ultimate expression of the angry road-going 911. Track success duly followed for this homologation special, but for those that wanted the unquestionable power advantage of a turbocharged flat-six within the friendlier environment of a convertible, there was no alternative on offer. Step forward one Herr Fritz Haberl, owner of the significant MAHHAG southern German chain of dealerships based in Munich, which happened to include a Porsche franchise. He was convinced there was a market for a 993 Turbo Cabriolet model, and approached Porsche with the idea. The company representatives retreated to Stuttgart, and things went rather quiet. Just when Haberl thought he had reached a dead end with the idea, Porsche came back with a response. If Haberl could find 12 buyers up front, Porsche would build the cars. These were set to be one of the most exclusive models Porsche has ever built, and hid much of their performance potential under a subtle and stylish cabriolet exterior. Porsches eventually built just 14 of these cars with the chassis number sequence 8501-8514; the car on offer today being chassis number 8513. Haberl reportedly sold six cars to Germany, with the rest going to clients throughout the world. Chassis #8513, finished in Right Hand Drive specification, found its way to none other than the Sultan of Brunei, where it was registered to his collection in May 1995. Retailing at $176,000 dollars, these Exclusive cars were fitted with amongst other unique features 17 inch cup alloy wheels, electrically operated Komfort seats, a Porsche Exclusive rear spoiler, air conditioning and a special four-brand exhaust system. The Porsche certificate of Authenticity for #8513 extends to two pages in order to cover the many options fitted. Showing a shade over 9,000 kilometres recorded from new, this unique 993 Turbo Cabriolet has been part of a significant European collection since 2009. Offered with UK registration and a current UK MoT certificate, this wonderful low mileage example offers exhilarating performance and the chance to join a tremendously exclusive club. View 1995 Porsche 993 Turbo Cabriolet on 'http://www.coys.co.uk/cars/1995-porsche-993-turbo-cabriolet' for further details.

Introduced in 3.8-litre form in 1961, the Jaguar E-Type caused a sensation when it appeared, with instantly classic lines and 150mph top speed. Its design owed much to that of the racing D-Type: a monocoque tub forming the main structure while a tubular space frame extended forwards to support the engine. The latter was the 3.8-litre, triple-carburettor, 'S' unit first offered as an option on the 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. The Jaguar 3.8 fixed head coupe is probably one of the most desirable 'E' types and this superb example has one of the best specifications one could wish for. This lovely example is a matching numbers LHD U.S car that was originally delivered to Jaguar Motors New York in August 1962, ready for its first owner. Although delivered to the east coast the car spent most of its life in the dry states of the US, and since arriving in the UK in 2016 has undergone sympathetic renovation work. Included in this work was a bare metal re-spray to the original carmen red as well as having a new clutch and reupholstered seats fitted. The interior is genuinely very presentable, the original aluminium dashboard shows very little sign of wear as does the headlining and carpets. Showing a mere 88,000 miles on the odometer the car is in all round good condition; the body is straight and rust free and the engine bay is very clean. The history file that is supplied with the car includes many bills of maintenance work as well as a Jaguar heritage certificate and MoT. An exceptional early example ready to be driven on the open road or perhaps a future entrant in the ever popular tourist trophy racing series. View 1962 Jaguar E-Type Series 1 3.8 Fixed-Head Coupe on 'http://www.coys.co.uk/cars/1962-jaguar-e-type-series-1-3-8-fixed-head-coupe' 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-f355-3' for further details.

The 356 series was without doubt the model which catapulted the Porsche marque into world-wide contention in the hotly-contested sports car market. It put into practice Dr Porsche's highly-evolved theories about ensuring traction through rear-mounted engines, as had been put into practice in some of his mighty pre-war racing designs, and subsequently some of the early Cisitalia racing cars. Another keynote was to keep everything as light as possible, so that all 356 bodywork variations always demonstrated the classic engineering principle of form following function, remaining sharp and purposeful. This is a left-hand-drive example of the ever-popular Cabriolet, it left the Reutter factory in 1962 and is delightfully presented Ruby red with a black leatherette interior and black roof. The body has recently been subject to a ground up restoration and bare metal respray. The outer and inner frames were completely restored and all joints were protected with sealant and Poli-primer, Raptor bed-liner was applied to the under-body to ensure hassle free body maintenance for this great driver. During the restoration, all engine metal, differential sleeves, stabilizing bar, backing plates, spindles, etc. were media blasted and powder painted. The parts that needed chroming were re-chromed. The upholstery was done in black leather, and a new German Wocheslander wire harness was installed. The engine is a 1962 1600 Super 616/12 and runs superb according to the current owner. This fine example looks stunning from every angle and appeals to buyers for its high build quality and stunning, sleek and aerodynamic looks. This 356B could be a proud attribute of any private collection, or serve as a nimble yet comfortable ride for continental touring, vintage rallies and club events. View 1962 Porsche 356B 1600S Cabriolet on 'http://www.coys.co.uk/cars/1962-porsche-356b-1600s-cabriolet' for further details.

Unveiled at the Geneva Motor Show in 2003 the Bentley Continental GT differed significantly from the previous Continental R & T models in terms of its concept: although much of the car is hand assembled, it is a mass-produced car made in significantly larger numbers. It is not a coachbuilt car and as a result, the price at launch was significantly less than the Continental R (approximately half) and this immediately exposed the car to a much wider and new customer base as a more affordable car. Equipped with a 6.0 litre twin-turbocharged W12 engine the Continental GT gave an output of 552bhp and 479lb ft torque. This output was fed through a six-speed automatic box from an Audi A8, and distributed by the Quattro four-wheel drive system. With a 0-60 time of just 4.7 seconds and a top speed of 196mph the Continental offered the most comfortable way of reaching supercar speeds. The Continental GTC on offer today is presented in Diamond Black with matching Beluga Leather interior, and is finished to the desirable Mulliner Driving Specification from new. The GTC is supplied with a number of additional features, the full list of which are available upon request. Showing a mere 43,000 miles recorded from new, with its classic looks and German engineering, this GTC offers you a fine driving experience with exceptional build quality. View 2009 Bentley Continental GTC on 'http://www.coys.co.uk/cars/2009-bentley-continental-gtc' for further details.

Since its introduction it has undergone continuous development, though the basic concept has remained little changed. The engines were air-cooled until the introduction of the Type 996 in 1998. The 993 is the company's internal name for the version of the Porsche 911 model manufactured and sold between late 1993 and early 1998, replacing the 964. Its discontinuation marked the end of air-cooled Porsches. Like previous and future generations of the Porsche 911, there were several variants of the car manufactured, varying in body style, engines, drivetrains and included equipment. The external design of the Porsche 993, penned by Englishman Toni Hatter, retained the basic bodyshell architecture of the 964 and other earlier 911 models, but with revised external panels, with much more flared wheelarches and a smoother front and rear bumper design, an enlarged retractable rear wing, teardrop mirrors, but keeping the doors and roof panels. Delivered new on the 1st March 1995 this lovely right hand drive example is offered with the attractive colour combination of avantime green over black leather interior and is in fantastic all-round condition. Supplied with a comprehensive history file with many bills and receipts as well as the original service and workshop booklets. A one owner from new example the car has been kept in a private collection and has been maintained by marque specialists throughout its life. The body work, paint and interior are all in excellent order as is the powerful 3.6 litre flat six which is also in excellent working condition. Showing a mere 25,300 miles on the odometer and being a one owner example, this must be one of the best 993's on the market today. An iconic example of this exceptional marque. View 1995 Porsche 993 Carrera 2 Coupe on 'http://www.coys.co.uk/cars/1995-porsche-993-carrera-2-coupe' 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-4' for further details.

The Chairman of Jaguar at the time "Lofty" England declared that the new V12 luxury saloon was to be baptized the Daimler Double Six, and so it came to pass and a legend was born. The Series III, the final derivative of the Daimler Double Six, arrived in 1979 and like its predecessors benefited from the clean-cut, new body designed by famed Italian design house, Pininfarina. The new design featured more glass, slightly squarer lines around the roof area, and up to date front and rear styling. The Series III soldiered on until the late 1980s, outliving the XJ6, the departure of which was delayed by problems installing the engine in the new XJ40 series. This was the flagship car in the Jaguar/Daimler line and was produced until the very end of 1992. The term "XJ12" is also inaccurate as this referred only to the base-trim model and the vast majority sold were the upscale V12 Sovereign or Double Six models. It would be hard to imagine news footage of the 1980s and early 1990s without a member of the cabinet or the House of Windsor ascending elegantly out of a Double Six. No other car of that period epitomised brisk luxury travel like a Daimler, and in such a truly understated British fashion. This car was not concerned with the pomp and showmanship of a Rolls Royce, it was a Daimler and it meant business. The export market adored it. Rolling off the production line in 1992, finished in a British Racing Green with a Biscuit leather interior, this Double-Six is offered with a current MOT, UK V5 document and shows only 56,700 miles recorded from new, confirmed by a mileage authentication certificate. If ever there was a car which epitomises the Jaguar motto of Grace, Pace and Space, it really must be the classic Double-Six. View 1992 Daimler Double-Six on 'http://www.coys.co.uk/cars/1992-daimler-double-six' for further details.

The XJ-S had been under development since 1968 and as a 2+2 fixed head coupe was intended as a replacement for the now legendary E-type. From the beginning it was only available with the V12 engine which gave excellent performance with 0-60mph being dispatched in a very respectable 6.9 seconds and a top speed of 150mph. Later in the XJ-S's life it was also available with a six cylinder engine and a manual gearbox. As with any vehicle that has had as long a production life as the XJ-S there have been major developments. One of the more significant ones for the XJ-S was the launch of the convertible in May 1988. Produced in 1989 the car on offer today is presented in easily the most desirable colour combination of metallic Solent Blue with a stunning Beige Full leather interior. The body is straight and shows little sign of its age as does the leather interior which is very presentable. The comprehensive history file indicates that the car has covered just 56,800 miles from new and has recently been treated to a full service just 400 miles ago. During the vendors ownership, the car has been maintained by marque specialists with recent work including a replacement gearbox and refurbished radiator. This lovely example has just received a 100 point check over and fresh MoT certificate and comes equipped with two sets of keys and a UK registration document. A fantastic example of perhaps the most iconic grand tourer of its era. View 1989 Jaguar XJS Convertible on 'http://www.coys.co.uk/cars/1989-jaguar-xjs-convertible-2' for further details.

In March 1963 the 230SL made its debut at the Geneva Show, replacing the much acclaimed 190SL and 300SL models. Like its 190SL predecessor, its mechanical elements were derived from a contemporary saloon, in this instance the popular 220SE model. The 230SL's 2.3 litre engine was an enlarged version of its fuel injected six cylinder overhead camshaft unit and there was the option of automatic or manual transmission. Suspension was all independent with a low pivot swing axle at the rear. Mercedes engineering integrity, together with elegance and practicality, made the pagoda top SL cars among the most distinctive designs of the era, in closed form offering handsome proportions and coupe-like comfort and with the hard top removed offering lively open-top performance. It is largely thanks to these attributes that they remain so universally popular today and command such a large market following. These popular Mercedes sports cars are very much in demand today and this example is no exception. This genuine UK-delivered car is offered with a wealth of history dating back to 1980, via known marque specialists such as Roger Edwards and John Griffith, in addition to Mercedes-Benz authorised dealers. Notable the 230SL benefitted from a detailed engine rebuild just c.800 miles ago, and has seen nominal use since. The SL is offered with every MoT certificate since 1980 and a file of invoices substantiating the recorded mileage of 104,000. More recently a process of recommissioning has been undertaken, which included a full service with new fluids. Additionally the SL received a cosmetic refresh, which covered a refinish to the exterior paint and the fitting of a new mohair convertible roof. Finished in Papyrus White with Black Leather Interior, and complete with Factory Pagoda Hardtop, this is a very nice example of one of the most influential sportscars of the 1960s. View 1964 Mercedes-Benz 230SL on 'http://www.coys.co.uk/cars/1964-mercedes-benz-230sl' for further details.

The policy of rationalisation begun in the late 1930's continued at Rolls-Royce after the war with the introduction of standard bodywork on the Mk. VI Bentley. Rolls-Royce's first post-WW2 product, the Mk. VI was introduced in 1946, a year ahead of the Rolls-Royce Silver Wraith. Although mechanically similar to the Mk. VI, the latter was exclusively a coachbuilt car, the first 'standard steel' Rolls-Royce, the Silver Dawn not appearing until 1949. With greatly improved reliability, a Bentley Mk. VI made the perfect platform to build into a special recreation - encapsulating the magic of pre-war Bentley Motoring during the golden age. Most interesting this wonderful Mk VI special was built and developed just six years after the Mk VI finally rolled off the production line in 1958 by no other the R.J.Biddle in Wiltshire. A body was built that took its inspiration from an aeronautical engineer, Eli Cotter. This car is not to be confused with specials that have been built in the last decade, as so many have, this body has remained on the car for almost 60 years. Presented in dark blue, this striking Bentley has covered a little over 86,000 miles from new but only around 3,000 miles in the last 34 years. The car was bought by the current vendor's father in 1983 and passed on in 1988. Described to be in excellent condition throughout, this Mk. VI has been fastidiously maintained during its long family ownership with any works carried out with no expense spared. A history file and UK registration are supplied with this wonderful car that is ready to be enjoyed. View 1951 Bentley Mark VI Special on 'http://www.coys.co.uk/cars/1951-bentley-mark-vi-special' 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 body shell 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. This all matching numbers 911, as confirmed by its Porsche Certificate of Authenticity, has been subject of an exceptionally high quality and complete restoration. Its history file is accompanied by a full German 30 page inspection report coving all body, interior and mechanical details. Every detail of the restoration has been focused on complying with its COA specifications. Its engine is the original 2.0L 901/05 96Kw 130PS, the gearbox is the original 902/01. The vehicle comes with a very well documented history, having originally been purchased by Mr J D Drake 08th March 1967, followed by Mr K Sweeny 24th April 1977, Mr J Cooper 25th September 1978, Mr J Wurderlich 28th July 1981 and Mr B McCarty 21th August 1983. Included in the cars extensive history file are numerous invoices for work carried out on the vehicle dating back to the 70's. Amazingly we also have the original bill of sale for the car purchased in 1967 for $6845.26. Finished in factory ivory white exterior code 6604 with red leatherette interior, this example represents a fantastic investment opportunity and with rapidly rising appreciation of the pre 1968 short wheel base 911's this is an exceptional example for any collector. View 1967 Porsche 911 Short Wheel Base on 'http://www.coys.co.uk/cars/1967-porsche-911-short-wheel-base' for further details.

View 2004 Ferrari 360 Spider on 'http://www.coys.co.uk/cars/2004-ferrari-360-spider' for further details.

Launched in October 1964, the 4.2-litre version of Jaguar's sensational E-Type brought with it a more user-friendly all-synchromesh gearbox and a superior Lockheed brake servo along with the bigger, torquier engine. Like its 3.8-litre forbear, the 4.2-litre E-Type was built in roadster and coupe forms, and in 1966 gained an additional '2+2£Ñ_ variant on a 9" longer wheelbase. Changes to United States safety and emissions legislation prompted the revised Series II E-Type of 1968. The headlight fairings were deleted, enlarged side and rear lights adopted, while a thickened front bumper centre section bridged a larger radiator intake. Interior changes included a collapsible steering column and rocker switches in place of the earlier toggles. Part of a collection for two decades before coming to the U.K this pretty series two fixed head on offer was produced in 1969 and was delivered new to the United States in its current left-hand drive configuration. Although it started life dressed in sable brown the car still retains a lot of originality, the fabulous original interior displays a wonderful patina. As well as retaining its correct manual gearbox the engine and chassis numbers are also correct. More recently the exterior colour was changed to a striking Ferrari Giallo Modena yellow that the car wears today. The body and paintwork are both in good order as are the chrome bumpers which show little sign of wear. Mechanically in good working order this lovely example has recently been granted a new MoT test certificate and sits on a set of Dunlop SP Sport tyres ready for use. View 1969 Jaguar E-Type Series II Fixedhead Coupe on 'http://www.coys.co.uk/cars/1969-jaguar-e-type-series-ii-fixedhead-coupe' for further details.

As 1960s jet-setters partied down at sandy beaches all over the world, they were most often seen not in their Ferraris or Maserati's but behind the wheel of a Fiat Jolly. The Jolly, based upon the reliable mechanicals of the Italian "people's car," the 500, featured dune buggy-like bodywork by Ghia of Turin, with open sides, a simple surrey top, and wicker seats that would have looked at home at an English garden party. It was often finished in brilliant, shiny colours, making it all the better to match one's swimsuit or yacht club burgee. Jollies were all the rage on the streets of resort towns, and if you were really a member of the jet-set, you carried one upon the deck of your yacht as a tender. For a mere two years between 1964 and 1966 an "economical" version was available with normal bumpers without chromed tubes and tubular chassis seats and a wrapped plastic cord. The Fiat 500D Jolly by Ghia that is offered today is one of the rarer "economical" versions and was purchased as a gift for Mrs. Klier Mariannein by her husband in 1963 in celebration of her daughter's birth. This wonderful Ghia 500 Jolly has always been owned by the same family until this year. Included in the sale are numerous photos of the car that resemble exactly how it appeared when it was purchased by Mrs. Klier and her children, as well as when it was repainted in yellow livery during the '80s. At this time Mr. Klier's family owned a Hotel in the prestigious marine town of Alassio in Liguria and #273192 on occasion held the privilege of chauffeuring VIP's in and around the hotel grounds. The car was recently discovered by Coys specialists in a garage of Alassio, a village in Liguria, in the same barn-find condition that it is offered today, the history of the car is known, certain and continuous. The body is in very good condition and quite understandably as a barn find, we are advised that the mechanics will require light recommissioning. Included in its history file are the original Italian registration papers alongside a certificate from the Reistro Italiano, both confirming that the Jolly body was built in period by Ghia. This is certainly a unique opportunity to acquire an original and "barn find" condition Fiat 500 D Jolly Ghia. View 1963 Fiat 500 D Jolly by Ghia on 'http://www.coys.co.uk/cars/1963-fiat-500-d-jolly-by-ghia-2' for further details.

The Bentley Turbo R is a high-performance car which was produced from 1985 to 1999. The "R" stood for "Roadholding", to set it apart from its predecessor. It initially inherited the turbocharged engine from the Mulsanne Turbo and also sported a re-tuned suspension and wider tyres on alloy wheels, a first for a Bentley. From the 1987 model year, the Turbo R's V8 engine was upgraded with fuel injection for added torque. Motor Trend called the Turbo R, "the first Bentley in decades deserving of the famous name". The wonderful Bentley Turbo R offered here today is finished in Sherwood Green with Gold metallic fine lines complete with quarter badges. The interior hide is Parchment with Spruce piping on the seats and Spruce top roll, complimented by Conifer carpets and sheepskin over-rugs. This car also benefits from a full service history, complete tool kit, climate control, 6 disc CD changer, electric tilt steering wheel, factory alarm and electric windows. The car comes with a current MOT and UK V5C registration and has been fastidiously maintained, making it an excellent prospect for an everyday driver or future classic. View 1994 Bentley Turbo R on 'http://www.coys.co.uk/cars/1994-bentley-turbo-r' for further details.

Launched in 1954, the production 300 SL retained the spaceframe chassis and lightweight aluminium-alloy bodywork of the W194 racer while its mechanical underpinnings, like the latter's, owed much to the contemporary Mercedes-Benz 300 luxury saloon. A 2,996cc overhead-camshaft inline six, the 300 SL's engine was canted at 45 degrees to achieve a low bonnet line and produced 215bhp (DIN) at 5,800rpm using Bosch mechanical fuel injection. A four-speed, all-synchromesh manual gearbox transmitted power to the hypoid bevel rear axle. Suspension was independent all round: by wishbones and coil springs at the front, with swing axles and coil springs at the rear. The company's U.S. distributor, Max Hoffman, decided that there was a market in America for a fast, sensual Mercedes-Benz coupe, and a production version of the racing 300 SL (complete with the fascinating gullwing doors) would be it. This 300SL Recreation was built by the well known Anton 'Tony' Ostermeier. As a former Mercedes employee, Ostermeier had a workshop in Gardena, California called Gullwing Car Company. From that location the well-made, hand craft 'gullwings' were created. This SL on offer is a Tony Ostermeier car with many original Mercedes components. The cars were built on a modern 300E chassis, featured an updated drivetrain, suspension, and brakes that made for a very usable street car. Molds were made from an original 300 SL Gullwing, ensuring accuracy. The panels were made of aluminium reinforced with aircraft epoxy/fiberglass and steel. The parts crafted by Tony were so accurate and of high quality that they were ultimately purchased and used on authentic 300SL coupes and roadsters. Mercedes-Benz in Germany was one of his customers. The running gear and suspension were borrowed from the E-class Mercedes 300E. Most of the cars built were shipped to Japan and Germany, and only a few made it to the United States. In total, it is believed that only 50 of these Gullwings were created. The 3-litre, six-cylinder engine produces 177 hp and is mated to a manual transmission, the car is stopped by all four wheel disk brakes and sits on Rudge wheels. The vendor informs us the current V5 document dates the car as a 1954 vehicle, and the vehicle has had only two owners from new, with a prestigious first owner. Having covered only 32,000km this car is a brilliant opportunity to own one of the most sought after recreations of the iconic Mercedes-Benz 300sl 'Gullwing', at a fraction of the cost of the £1 million pound plus, that the original examples are currently commanding. View 1986 Mercedes-Benz 300SL 'Gullwing' Evocation on 'http://www.coys.co.uk/cars/1986-mercedes-benz-300sl-gullwing-evocation' for further details.

The TVR Cerbera was manufactured between 1996 and 2003. The name is derived from 'Cerberus', the three-headed beast of Greek legend that guarded the entrance of Hades. The car itself was designed from the start as a four-seater. The rear seats are smaller than the front, a design commonly referred to as a '2+2'. However, the interior is designed so that the passenger seat can slide farther forward than the driver's seat. This allows more room for the person sitting behind the front passenger. TVR have referred to this as a '3+1' design. TVR maintained its tradition of building cars that were not only exceptionally powerful but also very light for their size and power output. Like all TVRs of the Peter Wheeler era, the Cerbera had a long-travel throttle to compensate for the lack of electronic traction-control and very sharp steering. Although series production ended in 2003, a handful of cars were registered the following year, and this stunning Cerbera is one of those few very late examples. The late Mark III Final Edition models featured a distinctive and unique arrangement for the front lights, in addition to a number of other detail alterations, and represented the pinnacle in development of TVR's flagship supercar. Presented In Metallic Titanium with a Mulberry/Shadow Grey hide interior, our example benefits from a full documented service record. Notably the engine enjoyed an overhaul at 17,000 miles, the brakes have been boosted with braided hoses, and the suspension has been upgraded with the fitting of a Protech 400 Series Coil-Over kit which was added in the summer of 2017. Importantly the chassis has seen an inspection and is shown to be in excellent condition, Supplied with an MOT Until September 2018, both sets of keys, original owners manual, books, and service invoices, this is an exemplary example of one of the fastest, most focussed TVRs of the modern era. A unique car and a truly tempting proposition. View 2004 TVR Cerbera - Very Rare Mark III Final Edition on 'http://www.coys.co.uk/cars/2004-tvr-cerbera-very-rare-mark-iii-final-edition' for further details.

First seen in prototype form in 1987, the Ferrari 348 entered production in 1989, replacing the immensely successful 328GTB/GTS. Mid-engined like its predecessor, the 348 differed by mounting its four-valves-per-cylinder, quad-cam V8 engine - now enlarged to 3.4 litres - longitudinally, enabling it to be positioned lower in the chassis. Another new departure was the transversely mounted five-speed gearbox - a spin-off from Ferrari's contemporary Formula 1 technology - which enabled weight to be concentrated within the wheelbase, thereby further improving the already brilliant roadholding. Initially typed 'TS' and 'TB' - trasversale berlinetta and trasversale spider - the 348 reverted to Ferrari's traditional GTB/GTS nomenclature part way through production. With its aerodynamic skirts, spoilers, minimal overhangs and distinctive gill slats feeding air to side-mounted radiators, the stocky 348 looked very much like a scaled-down Testarossa and, with around 300bhp on tap and a top speed of 170mph, gave little away in terms of outright performance to its larger, 12-cylinder sibling. Production ceased in 1994 after 8,745 348's of all types had been built. This wonderful example was first registered in France before being imported to the UK in 1998 and has been owned by the current vendor since 2002. Showing a mere 41,300 miles on the odometer from new, the car is said to be in a very good condition throughout. Finished in brilliant Giallofly paintwork and Nero leather interior, the car has been kept in a garage during its current ownership and benefits from a recent service in July of this year. Included is a history file along with warranty book, owner's manual, V5C registration and a current MOT. Here is a chance to acquire a superb V8 Ferrari spider that has been excellently maintained and benefits from a limited mileage. View 1991 Ferrari 348 TS on 'http://www.coys.co.uk/cars/1991-ferrari-348-ts-3' for further details.

The Delage company has to their credit many records including a world championship and more awards at the principal concour d' elegance than any other car in the world and they have made the highest known degree of luxury performance available at the price the average motorist can pay. Even a new world land speed record mark was set in 1924 together with victories in the Le Mans and Indianapolis races. Only a few D6 chassis's have been sent to the most fashionable French coachbuilders like Henry Chapron or Figioni Et Falaschi or others who created real masterpieces and objects d' art and are highly sought after all over the world. This car has been built to special order for a gentleman and the coachbuilder's label Guillaume Busson, Nanterre is displayed on the dashboard.Only one similar car survived which was raced by the daughter of one of the most remembered Bugatti Racing drivers. Very recently this car has seen a complete nut and bolt restoration by specialists and has Argentinian documents and all EEC taxes paid.Until today this car has been on display at the Automobile Museum Stainz and is presented in brilliant condition throughout. View 1929 Delage D6 on 'http://www.coys.co.uk/cars/1929-delage-d6-2' for further details.

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 World's 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 maintained that reputation, 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. Here we have a very rare specimen indeed: not a yellow submarine but the next best thing; a yellow AC Cobra in a high specification with virtually every conceivable option ordered from the factory with just 2000 miles from registration. With full service history, off the chart performance and very low ownership, this car must be one of the lowest mileage in existence. Car number 9 of 18. View 1999 AC Superblower on 'http://www.coys.co.uk/cars/1999-ac-superblower-2' for further details.

In its all-too-short lifetime Invicta carved out an enviable reputation for building fine sporting motor cars, the bigger Meadows-engined models in particular offering class-leading performance and impeccable build quality. For customers less concerned with ultimate performance, the company offered the 12/45. Introduced in 1932 and built to the firm's customary high standards, the 12hp 'Small Invicta' was an intriguing exercise in circumventing the ludicrous tax on engine capacity that dictated British design policy between the wars. Strongly built and well finished in typical Invicta fashion, the 12/45 used a 1£_-litre, six-cylinder, single-overhead-camshaft, Blackburne engine and was available with either tourer or saloon coachwork. Like its big 4£_-Litre sister, the Small Invicta had a massive chassis with wide-set springs for maximum stability; nevertheless, it was geared for good acceleration. Contemporary press reports praised the car's beautiful proportions: 'the wheelbase is long and the track full width£Ñ_ the effect is to suggest a machine in at least the 16hp class£Ñ_ the chassis is very low in relation to the ground, which enables the height of the complete closed car to be kept as low as 5ft£Ñ_ this effect is secured without suggestion of freakishness.' This low centre of gravity also aiding and abetting roadholding. Only a handful of around 60 12/45 Invictas were produced by the factory from 1931 - 1934, equipped with the 1.5 litre Blackburne engine. The Invicta Car Club's records that chassis number L 239 was registered in January 1934 as AXE 750, a London registration number. One of the few 12/45s to survive, the car was owned by much of the post-war period by Mr. Standing, and lattterly a Mr. Bentley. By the 1980s the car was owned by a Mr Heard of Malmesbury in Wiltshire, who rebuilt the car. At this time the engine was rebuilt by Rendall Hour Time, known for preparing cars for VSCC events. It is known to have competed at Enstone and other venues, as well as touring in France. By 1997 it was in the stewardship of the late Roger Lees of Poole, Dorset. This is a well sorted car with vintage sports pedigree and as such ideal for VSCC events. View 1934 Invicta 12/45 Open Tourer on 'http://www.coys.co.uk/cars/1934-invicta-1245-open-tourer-3' for further details.

By the end of the 1930's the 'Derby' Bentley, introduced towards the beginning of that decade following the firm's take-over by Rolls-Royce, had undergone a number of significant developments, not the least of which was an increase in bore size in 1936 that upped the capacity to 4,257cc; a move that coincided with the adoption of superior Hall's Metal bearings. This new engine was shared with the equivalent Rolls-Royce - the 25/30hp - and as had been the case with the preceding 3£_ litre model, enjoyed a superior specification in Bentley form, boasting twin SU carburettors, raised compression ratio and a more sporting camshaft. Thus the new 4£_ litre model offered more power than before while retaining the well-proven chassis with its faultless gear-change and servo-assisted brakes. The construction of modern highways in Continental Europe, enabling cars to travel at sustained high speeds, that had prompted the introduction of the Hall's Metal bearings, would lead eventually to the adoption of an 'overdrive' gearbox, improved steering and lubrication system on Bentley's 'Silent Sports Car', with the introduction of the 'MR' series cars in 1938. This car has chassis number B28MR and is therefore the 28th such car. The Derby Bentley was, of course, an exclusively coachbuilt automobile. Of the 2,442 manufactured, almost 50 percent were bodied by Park Ward in a limited number of styles. This particular example though was bodied by H.J. Mulliner as one of a handful of 'High Vision' saloons built by them; it was exhibited on their stand at the 1938 Earls Court Motor Show and is thought to be the only example with a full Perspex roof over the front seats, rather than just a small strip. It is also said to be the highest priced Derby Bentley ever sold; possibly because of the high price of Perspex, which had only been invented a few years earlier. View 1938 Bentley 4£_ Litre MR Overdrive on 'http://www.coys.co.uk/cars/1938-bentley-4%c2%bc-litre-mr-overdrive-2' for further details.

The Porsche 964 is the company's internal name for the Porsche 911 manufactured and sold between 1989 and 1994. Designed by Benjamin Dimson in 1986, it featured significant styling revisions over previous 911 models, most prominently the more integrated bumpers. It was the first generation 911 to be offered with Porsche's optional Tiptronic automatic transmission and all-wheel-drive as options. Porsche introduced the 964 Turbo model in March 1990 as the successor to the 930, choosing to adopt the well-proven 3.3 litre engine from the 930, with several minor revisions that made the engine smoother, less prone to turbo lag and more powerful. Power was improved, with an output of 320PS (240kW or 320bhp) at 5750 rpm. A total of 3,660 of the 964 Turbo were built, across all markets. Coys are delighted to offer this very special 964 Turbo, developed with no expense spared by Richard Chamberlain of CTR Developments. The 964 was the personal project of a 911 obsessive with the single aim of driving over 200mph in his dream specification 964 Turbo. The base car, a factory 964 Turbo, was installed with a genuine 993 GT2 Evolution motor fitted with twin K27 hybrid turbos, Motec race engine management system and BTB Inconel exhaust. Braking is taken care of with 993 'Big Red' brakes and Pagid pads, and suspension is revised with the highly regarded KW Clubsport kit. The bodywork was entrusted to specialist Paul Conboy, who performed the conversion to Flachbau specification. Paul removed the rain gutters to improve aerodynamics, installed a light weight RUF-style sunroof, and painstakingly re-profiled the rear scoops to increase airflow to the intake system. The cabin was finished in Turbo S Clubsport lightweight style components and completed with an AIM full digital dash. Driven by successful racer Richard Chamberlain after extensive testing by Judd Developments and CTR, this astonishing car has achieved 212mph at Bruntingthorpe, whilst still offering the long driving comfort of other road going GT cars. As testament to the work completed, the 964 featured on the front cover of Issue 208 of specialist title 911 & Porsche World with the headline 'WILD THING - 212MPH AND COUNTING, THE FASTEST 911 WE'VE EVER TESTED' With accompanying receipts of over £250,000 this is possibly the best developed 964 Turbo in existence. A very well thought out, packaged and executed Porsche, and one of the very fastest cars on UK road today. The 964 will be offered with a full history file, UK V5 document and current UK MoT Certificate. View 1991 Porsche 964 Turbo on 'http://www.coys.co.uk/cars/1991-porsche-964-turbo-5' 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 a 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 a well-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-3' 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-4' for further details.

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' coupÕ© 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 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 100,000 GBP then by English Cars of Distinction) The car was uprated to the high specification presented today, which included Connolly leather throughout with matching bound carpets and burr walnut veneer dashboard. The steering and suspension system was also uprated with all components Zinc plated or powder coated. Brakes were uprated to vented discs and chrome wire wheels. The engine was also enhanced with a 90Õ‹70 bore and stroke firing from 4 strombergs and producing 272bhp mated to a 5 speed gearbox. The result is a sensation. Finished in iconic primrose, over chocolate bean interior and having covered just 2,500 miles this has to be one of the lowest mileage V12 roadsters to be offered on the open market. View 1973 Jaguar E-Type V12 Series III Roadster on 'http://www.coys.co.uk/cars/1973-jaguar-e-type-v12-series-iii-roadster-2' for further details.

Introduced in 1948, the Porsche Type 356 is acknowledged to be one of the world's greatest sports cars. Over a 15-year production run, the handsome and durable 356 evolved from a streamlined little aluminium-bodied coupe powered by a VW-derived, 46hp 1100cc air-cooled flat four to a powerful autobahn burner with a 130hp 2-litre 4-cam boxer Carrera engine. Over time came coupes, luxurious cabriolets and more spartan Speedsters and Roadsters, and more than 76,000 were built by the time production ceased in 1965. By the time the 356B arrived in September 1959, Porsche's first sports car had gained a one-piece rounded windscreen and 15-inch wheels, along with further styling revisions and a 1,600cc engine. Outwardly very similar to the final 356B, the ultimate 356C model arrived in 1963 sporting disc brakes all round (first seen on the 2-liter Carrera 2), a new ZF steering gear and a compensating spring at the rear to calm the swing axle rear suspension. Engines options were the 75bhp 'C' and the 95bhp 'SC', both 1,600cc, the latter replacing the Super 90 model. On offer today is one of the extremely rare SC specification examples produced in the very final year of production for the 356 before it was replaced by the 911. Finished in the original paint colour of Light Ivory (6404), over Fawn and red leatherette, this 1964 Porsche 356C Karmann Coupe in original SC 356C/1600 Karmann Coupe specification is equipped with the numbers matching, body and transmission. Rolling out of the factory on the 29th of June 1964, this wonderful example of the overwhelmingly loved 356 is supplied with a Porsche Certificate of Authenticity. View 1965 Porsche 356SC Coupe on 'http://www.coys.co.uk/cars/1965-porsche-356sc-coupe' for further details.

Although MGs had been available in the United States in the 1930s, the marque's great popularity really began after World War II. The classic TC model, with its large wire wheels, right-hand drive and exposed rear fuel tank, was regarded as the quintessential British sports car. In 1949, the improved TD offered independent front suspension, rack-and-pinion steering, disc wheels and left-hand drive for New World markets, and in 1952, MG became the best-selling import in America. After the TD came the TF; the new model was given an evolutionary makeover, with a swept-back radiator grille and more sweeping fenders. Headlamps were nestled into the inner surface of the front fenders. Mechanically, the new TF model was TD-based, using the same XPAG 1,250cc engine, but with valve and carburetor improvements. In mid-1954 a new enlarged XPEG 1500cc motor was fitted making 63hp and the model was now designated the TF 1500. MG's TF is the final evolution of the T-series, a lineage dating back to the TA of 1936. The inherent rightness of MG's concept when designing the TA is evident in the long life enjoyed by the T-series, and in the effect these cars had in the years just after World War II, when they formed the foundation for the sports car movement in America. This MG TF 1500 is finished in British Racing Green and is confirmed as a matching-numbers car. British built and right-hand drive, it spent most of its life in Australia and, as a result, was never subject to the hard British climate. It has been fully and sympathetically restored at considerable expense. Features include: tan leather upholstery, tan cloth top with matching sidescreens, Michelin tyres and more. The engine has been fully rebuilt with a new crankshaft and uprated valve seats for unleaded petrol. The gearbox is a 5-speed unit which, , is a sensible concession to driving in modern-day traffic. There are masses of receipts dating back to the 1970's. View 1955 MG TF 1500 on 'http://www.coys.co.uk/cars/1955-mg-tf-1500-4' for further details.

Like almost every other American motor manufacturer, Pontiac recommenced civilian production in 1946 with what were essentially 1942 models. Two ranges were offered, Torpedo and Streamliner, both of which were available with six- or eight-cylinder engines, the latter being the larger and more expensive. Pontiacs of this period are often referred to by the 'Silver Streak' name, a reference to their multiple chromed hood strips. This styling device was first introduced in the mid-1930s but the 'Silver Streak' name would not actually appear on a Pontiac until the 1948 range was announced. This model of Pontiac, commonly known as the Silverstreak, was originally introduced in 1941 although production ceased the following year due to America's entry into World War 2. The model, little changed, went back into production from 1945 to 1948. Available in both 6 cylinder and 8 cylinder variants in a range of body styles from Woody station wagons to Streamliner Coupes. South Africa had long been a good market for GM who had established a factory in Port Elizabeth in 1926 where this car, an original right drive, 6 cylinder model, was built in 1948. The current owner brought it to the UK in 2008. He undertook a significant mechanical rebuild including the engine, steering, suspension, brakes, exhaust, upgrade to 12v etc. and there are bills for parts and labour of around £12,000 including a new set of white wall tyres. The car had already been nicely reupholstered in South Africa although the respray carried out the same time does have some blemishes. It was MoTed and UK registered in May last year and has been used regularly on the road since then. View 1948 Pontiac Silverstreak on 'http://www.coys.co.uk/cars/1948-pontiac-silverstreak' for further details.

The Mercedes-Benz SL range of models have been in production for over sixty years metamorphosing from the Le Mans winning W194 of 1952 to the technologically advanced, aluminium bodied supercars we find today at Mercedes-Benz World. One thing however, has not changed over the years - its fundamental character and identity as an upmarket well-built sports car. You could say the fabulous SL AMG model of today with its gull wing doors is the spiritual successor of the 1956 W121 class Gullwing. Backed by its racing pedigree the SL's glamorous reputation was further enhanced by its appearance on TV when it was rare to see an episode of Dallas or Dynasty in the 1980's without the SL making an appearance! These 3rd generation SL's, the R107, looked 'the part' in all their guises - the soft-top up or down or with the Pagoda hard-top in place. The simple to use, almost genius soft-top mechanism when folded down out of sight under a panel gives the car its beautifully sleek, uncluttered appearance. With the hard-top in place you could be forgiven for thinking you were in a fixed head coupÕ©. No less than eight different engine options were available ranging from the straight six 2.8 litre to a mighty 5.6 litre V8. Although a manual gearbox was available, it is very rare and most examples are fitted with an automatic gearbox which best suits the car's designation as a grand tourer. This striking deep blue 1984 example presented here boasts the 3.8 litre, V8 engine and an automatic gearbox which provides a more than adequate turn of speed with the low revving V8 engine effortlessly propelling this 'Sport Leicht' along. The contrasting interior is described as being in good condition. The history file contains the V5 registration document together with a current MoT test certificate. The car was subject to a respray in early 2017 and is mechanically excellent. This SL presents an inexpensive opportunity to own an iconic Mercedes-Benz with the added benefit of being able to join The Official Mercedes-Benz Club which covers all the needs of an SL owner. View 1984 Mercedes Benz 380SL on 'http://www.coys.co.uk/cars/1984-mercedes-benz-380sl-3' for further details.

At its introduction in 1982, the Sierra's revolutionary new shape proved a touch more divisive than Ford had anticipated and some serious marketing became a priority, so it was the obvious choice to become the platform for Ford's new competition aspirations in conjunction with Cosworth. It fitted the brief well as it was rear wheel drive, had good aerodynamics, albeit being prone to lift at high speeds and was available as a three-door. The new body kit and rear spoiler would sort out the lift issues but, more importantly, Ford still needed to build 5,000 units for homologation, somewhat worrying when the company's initial approach to the dealer network came back with an estimate that suggested they could sell around 1,500 units! The eventual sales record is, of course, history. Ford went on to sell 5,545 three-door cars including the RS500, of which only 500 were built, and the Cosworth engine also found its way into nearly 30,000 Ford Sierra Saloons (Cosworth 3dr, Sapphire 2wd, and 4wd). The Sierra Cosworth comfortably exceeded Ford's best expectations and it went on to become one of the most successful Touring Car racers of all time, winning races all over the world. This wonderful original three-owner example was supplied by Rates Ford of Essex in 1991, in the later and highly regarded 4Õ‹4 Sapphire Cosworth specification. The Cosworth has a well documented history file, with notably the all important Running In Service carried out at 1320 miles on 9th November 1991. In addition the file contains a number of older invoices for maintenance over the last 26 years, and several previous MoT certificates. Presented In Metallic Flint Grey with a beautiful matching velour interior, this lovely unmolested example is fitted with all original body panels and glass, and sounds fantastic through a full stainless steel exhaust system. The Cosworth has recently enjoyed a major service including cambelt change, and benefits from new brake pads and discs, also new Continental tyres on each corner. Offered with a fully stamped service book, UK V5, a recently issued MoT certificate, and two sets of keys with alarm fobs, this must be one of the nicest examples available in the UK today. View 1991 Ford Sierra Cosworth on 'http://www.coys.co.uk/cars/1991-ford-sierra-cosworth' for further details.

The Bentley T1 was a Bentley badged version of the Rolls-Royce Silver Shadow, differing from it's Rolls Royce counterpart by it's more rounded front grill, and Bentley motif badging throughout. It's price also undercut the Rolls-Royce by £50, designed to be sold to owners wanting an understated luxury saloon. With only 1,703 saloons produced compared to over ten times that number of Shadows, the Bentley could be considered more exclusive. The car for sale here was first registered in Septmeber 1975, and has been with its current custodian since 2005. Complete with a history file, current MoT and Uk V5 registration this T1 is finished in Serpia Brown. Bentley T1s are highly sought after and this example is offered with a sensible reserve. View 1975 Bentley T1 on 'http://www.coys.co.uk/cars/1975-bentley-t1-3' for further details.

The VW Golf is surely one of the most iconic 'hot-hatches' ever conceived. Its popularity has never diminished and a plethora of variants and styles have always been hungrily anticipated and universally enjoyed by the car's cult following all of whom treasure the next instalment from Volkswagen, the hot-hatch giant. This particular Golf cabriolet has been subject of much recent work, to the engine and body. Offered in light silver metallic with UK V5 and current MoT. View 1987 Volkswagen Golf Cabriolet on 'http://www.coys.co.uk/cars/1987-volkswagen-golf-cabriolet' for further details.