Brilliantly basic Series I, ready to 'rock and roll' without reserve

• Home-market, right-hand drive 86'' Series I built in late 1955, starts on-the-button and said to drive well

• Offered  with a current MOT showing no advisories, serviced and ready for work

• Recent expenditure of around £7,500 including a new wiring loom and mechanical attention

• A good example, some history, Heritage Certificate, enjoy as is or fully restore this iconic British classic  

When Maurice Wilks, Rover's chief designer, came up with a plan to produce a light agricultural utility vehicle in 1947 he would have no idea that his design would become an icon and launch a whole new industry sector. The original Land Rover was presented in Sage Green with a canvas roof and revolutionised rural transport. As an engineering marvel it can still outstrip its modern counterparts, and the Series I rightly belongs in the Motoring Hall of Fame. Hugely successful globally, improvements were made throughout the long lifespan of the Landie. In 1950, the lights were moved from a position behind the grille to protrude through the mesh and in 1952 a larger 2.0-litre petrol engine replaced the original 1.6-litre. The wheelbase was extended to 86 inches in 1955 to give the vehicle more stability and greater load capacity. The strong, reliable 2.0-litre petrol engine was standard until 1957 when, with the introduction of the Series II, a diesel engine was offered as an alternative.

According to the Heritage Certificate that accompanies this Series I, this right-hand drive home-market example was built in November 1955 and supplied new by Vincent Greenhous Limited, of Shrewsbury. Today 'PVS 518' presents rather well, starts on-the-button and is said to be in good condition. Our vendor purchased this early example with the intention of occasional use whilst slowly restoring it to Concours condition. Unfortunately, after losing his storage facility, the reluctant decision was made to move the Land Rover on, offering a great opportunity for someone with a bit more space. Although not required by law, our vendor obtained an MOT Certificate for peace of mind indicating that, at the time of the test, this vehicle was structurally sound and safe to use on British highways. Invoices within the history folder also indicate recent attention to the engine (which is a factory rebuild unit), a new wiring loom, and a replacement axle amounting to some £7,500. The Series I Land Rover is a remarkable British classic with a 'back to basics' charm, easy to work on, cheap to maintain and good fun to drive on the road or across the fields. Offered without reserve, recently serviced, a current MOT, reported to be reliable and drive well, what's not to like.

The fastest production bike in the world at the time; fully restored

• This Kawasaki 750cc two-stroke triple was the hottest motorcycle on the street in the 1970's

• The Mach IV put out an eye-watering 74bhp, its closest rival, the Triumph Trident, could muster only 58bhp

• The slightly evolved H2-A model had minor mechanical changes to the carburettor jets, oil injection pump and cylinder port timing in an effort by the factory to improve MPG

• This is a UK-registered, recently professionally restored H2A in Candy Gold, with a fully rebuilt engine 

• Repainted frame whilst still retaining its original VIN sticker

• 14,947 miles are indicated, with only a handful of miles since rebuild 

In the early 1970's everyone had to have a 750 superbike in their range. Norton had the 120mph Commando, MV the 750S and Ducati the 750SS. When Kawasaki entered the fray with the Mach IV they tore up the rule book and the tarmac!

Kawasaki well and truly set their stall out in the H2 brochure in 1972, and they had good reason to, stating: “We've just pulled a fast one on the competition. Named the Kawasaki 750cc Mach IV. Of all the world's production models, it's the fastest thing on two wheels. Faster than any Suzuki. Faster than any Triumph. Faster than any BSA, and Honda, any anything.”

The H2 was designed for one thing and one thing only: speed! Noise, pollution, fuel consumption and even handling were all afterthoughts.

Prior to the H2, with 60bhp on tap and weighing just 184kg, Kawasaki's 500cc ‘H1 Mach III’ triple had set the benchmark for road bike performance, but the early 1970's were a numbers game, and the key number was ‘750’. The newly formed Formula 750 race series had every motorcyclist wanting to go bigger and faster, and every manufacturer clambering to help them. Kawasaki had to up their game, and up it they did.

Unlike the disc and reed-valve, two-stroke designs then coming on to the market, Kawasaki stuck to a piston-port design for simplicity and compactness. Three Mikuni 32mm carburettors provided the mixture, and Kawasaki's new Capacitor Discharge Ignition lit the touch paper. It was a basic set up, but it worked. The Mach IV put out an eye-watering 74bhp (its closest rival, the Triumph Trident, could muster only 58bhp) but weighed just 8kgs more than the H1. The result was arm-wrenching acceleration and a blistering 126mph top speed. The industry, the press and the riders of the day hadn't experienced anything quite like it. 

In the hands of an experienced rider, the Mach IV was the fastest production bike in the world, but with someone less skilled on board, it was a real handful! It earned its nickname 'the widow maker' all too often. By 1974, Kawasaki had made a few chassis alterations and tweaked the motor to tame the awesome power delivery, but by the standards of the day, the H2 was a still a hooligan. 

It wouldn't, however, be just its reckless reputation that sealed the H2s fate. By the mid-70s, the realities of an oil crisis, and increasingly strict safety, environmental and noise regulations, meant that the writing was on the wall for all the big ‘strokers’. The last H2 howled off into the distance in a haze of blue smoke in 1975. The last of a generation.

The motorcycle presented here is a UK-registered, 1973 Kawasaki H2-A Mach IV 750 ‘triple’, recently professionally fully restored in Candy Gold paintwork. The repainted frame still retains its original VIN sticker. The fully rebuilt and serviced engine was professionally ultrasonically cleaned before having its carburettors fully set up. A new chain, sprockets, tyres and seat complement its original refurbished exhaust system and chrome-work. With just 14,947 miles indicated (but not verified), and only a handful of miles since the rebuild, this Mach IV is described as immaculate and today is a rare find, especially in this sort of condition. 

Not to be missed, this is a ‘legend’ of a motorcycle and this example is as nice as they get.  Perfect for the enthusiast and collector alike, have you got what it takes?!

Smartly presented 3.4-litre car in excellent order

• 3.4-litre car with a manual gearbox and overdrive

• Finished in its original colours of Pearl Grey over red leather

• Coombs-style wheel arches and bonnet. Wood-rim wheel with Jaguar horn push

• Engine fully rebuilt (£6K). Polished crank, bores honed, pistons, D-Type cams, oil pump and clutch

• Supplied with a Jaguar Daimler Heritage Trust Certificate. '410 ECY' will remain with the car  

Manufactured in December 1962 and finished in the original colours of Pearl Grey with a Red interior, this is a fine example of Jaguars famous sports saloon with a manual/overdrive gearbox. The Jaguar Daimler Heritage Trust Certificate that accompanies the car indicates that the original supplying dealer was Nortons and various invoices and items of paperwork suggest that it has spent most of its life with just five former keepers in the East of England.

The car sits square and true on chrome wire wheels and sports Coombs-style rear wheel arches, bonnet louvres, and a period-style wood-rim steering wheel fitted with the Mk2 horn push. The interior is lovely with lightly patinated red leather and the dashboard and door cap veneers appear in good shape. From the history file, we can glean that the bottom end was rebuilt in 2000 and most recently the engine has been fully rebuilt at a cost of around £6,000. The crankshaft was polished, the bores honed, fitted with new pistons, bearings, D-Type cams, valves, new oil pump, clutch and a straight-through exhaust. Our vendor, an accomplished Historic racer, has recently covered over 1,000 miles in the car and he is enthusiastic about the way the car performs and handles. The classic 'three by three' number plates (410 ECY) will remain with the Jaguar.

Amongst enthusiasts, it's generally accepted that the 3.4-litre is a sweeter handling car than the 3.8, and only gives away 10bhp to its larger engined sibling, however, it doesn't really matter as the Mk2 Jaguar is an absolutely classic 'Classic'. All the key ingredients are there, the bark of the exhaust note, the slick manual gearbox, the delightful Smiths dials, the row of rocker switches, the indefinable aroma of lived-in leather and varnished wood, and that view down the long bonnet to the gleaming mascot. Addictive.

This is a lovely example of these iconic sporting saloons, on the button and ready to please.   

An icon, and rightfully so, allowing Audi world rally domination

• UK-supplied, right-hand drive, warranted 65,000 miles, full documented Audi main agent service record

• Specified new in Tornado Red, presenting in fabulous condition, rare to find in this order

• Original condition, original book pack, large history folder from PDI inspection to recent main dealer service

•  A rapid modern classic with razor-sharp styling, highly regarded by collectors and enthusiasts alike

The Audi 'Quattro' presented at the Geneva Motor Show in March 1980 represented a quantum leap in the re-positioning of the Audi brand with their mission statement 'Vorsprung durch Technik' having been applied literally. A new 20-valve engine was introduced in 1989 and with it, the Quattro became the last series production model to be given a controlled catalytic converter. After 11,452 Quattro cars had been built, production of the longest built Audi model ceased on 17 May 1991.

First registered on 12 March 1990 and supplied new by Listers of Coventry, this 20v Audi Quattro today presents very well. Clearly, this car has lived a pampered life with just under 65,000 miles showing of which only 15,000 have been covered in the last 19 years. Described as driving as well as it looks which is no surprise as this example is accompanied by a large history folder documenting its entire ownership and maintenance record from new. The original book pack is also supplied containing a fully, main agent-stamped service book  which is also supported with paper invoices. Rarely do examples such as these come to market with a full Audi service record and unquestionable history, this would make a fine addition to any classic car collection.

An icon from the golden era of International Rallying, these Audi Quattros will continue to be highly sought after and this example with sensible miles and documented history may turn out to be rather a smart purchase.

Superbly restored and delightfully presented, late-model C1

• Desirable 1961 Corvette C1 with a 4-speed manual gearbox

• Restored in America prior to being imported to the UK in 2013

• Resprayed in the UK and fitted with later Corvette C5 suspension for a smoother drive

• New hood fitted at considerable cost whilst in the States

• Supplied with a UK V5c and invoices  

In the early 1950's, a team of GM engineers, headed up by Harley Earl, went to work trying to create a car that had the appeal to compete with European sports cars.  This car, dubbed the Corvette 'Dream Car', debuted at the GM Motorama show, which was held at the stylish Waldorf-Astoria Hotel in New York City.  At the conclusion of Motorama's US tour, GM stated that over four million people had seen the car with the majority expressing a desire to get behind the wheel of the new Corvette.  The first true American sports car was born! 

Intended as competition for the T-Series MG, the Corvette cost way above the target figure, ending up in Jaguar XK120 territory but with decidedly less performance. Sales were sluggish initially and the model came close to being axed, surviving thanks to Chevrolet's need to compete with Ford's Thunderbird. A V8 engine for 1955 and a radical restyle for '56 consolidated the 'Vette's position in the market, the model going on to become the world's best-selling and longest-lived sports car.

In 1961, the rear of the car was completely redesigned with the addition of a 'duck-tail' with four round lights, a signature look that continued until 2014. 1961 was also the last year when a contrasting colour for the scalloped 'cove' areas of the bodywork was available and it was 1978 before it was again possible to order your Corvette in two-tone.

Offered here is a 1961 Chevrolet Corvette with a 4-speed manual gearbox, that spent its life in the United States before being imported to the UK in 2013 and registered with the DVLA being allocated registration number '495 YUY'. The car had previously been the recipient of a full restoration in America, with the bodywork and the original engine receiving much attention and, prior to being imported, was fitted with a brand new hood at considerable cost.

Upon import, our vendor, an electrical engineer by trade, decided to improve the car further, which resulted in him having it fully resprayed by a local company who have much experience working with fibreglass. At the same time, the suspension was updated and it's now fitted with a front suspension clip utilising later Corvette C5 components. Our vendor confirms that this results in far more modern and enjoyable driving dynamics, however, in the interests of originality, the removed suspension setup and wheels are included in the sale. The original dynamo has been fully rewound and reconditioned, and the points replaced with a Crane Cams ‘pointless’ system making for easier starting. By 1961, the C1 was at the end of almost 10 years of development and these very late, pre-Stingray, cars are probably the most desirable. This left-hand drive, manual gearbox example appears to have been well restored and, superbly finished in Polo White with Silver panels, brilliant Sportsman Red interior and chrome 5-blade wheels, is a real head-turner. It's supplied with a UK V5, a number of invoices, and the wheels and suspension parts to return it to standard.

This is an iconic and powerful, sixties sports car that does everything that Italian exotics do but at a third of the price. Things don't fall off, you won't need a trickle charger, a cambelt change every three days, or a bloke with a B.Sc. to change the plugs, and when you 'woofle' down the High Street on a sunny afternoon, people will look at you and think California and Fonzie and “Happy Days” and they'll smile. 

This lovely C2 is totally correct, fabulously original and a rare find

• Owned for around 45 years by Stephen Ouvaroff of the American Car Centre

• Incredibly unrestored. No paint cracks just the odd touch up of a stone chip or two

• The Rally Red paintwork retains a lovely shine and the light general patina of an unrestored 1966 car 

• Interior is original unmolested black leather. Wheels recently totally refurbished

• Built in St. Louis and fitted with the 327ci/350bhp engine option with a manual 4-speed box

• Recent new clutch within last 1,000 miles. Radio and aerial, revolving headlights everything working as it should 

• Amazing history, every MOT on file back to the year dot, and 44,000 miles believed accurate

Now in its seventh generation, the Corvette began life in 1953 with the C1 - a model that inspired a generation of young Americans and gave the Ford Empire a nine-year headache. However it was the C2, the immortal Sting Ray produced between 1963 and 1967, that really set Chevrolet's cash registers ringing and left us with the most desired and collectable Corvette to date. Designed by Larry Shinoda under the guidance of the legendary Bill Mitchell, influences on the Sting Ray's unique and unforgettable form are said to include: the E-type Jaguar, a Mako shark once caught by Mitchell, the 'Q Corvette' concept car of 1957 and the 'Mitchell Sting Ray' design exercise. By the autumn of 1959, elements of the two unique Corvettes had been built into XP-720 - the design programme that led to the production of the Sting Ray as we know it.

Amongst the design aims for the new car were improved passenger accommodation, more luggage space, and superior ride and handling and, with this in mind, a new ladder chassis was created for the car by Zora Arkus-Duntov, the most important element of which was the move away from a live axle to independent rear suspension, courtesy of lateral struts, radius rods and transverse leaf spring. The independent front suspension was much as before, as was the recirculating ball steering and there were a number of drivetrain options available including four small block V8 engines, three transmissions, and six axle ratios. One major innovation was that the C2 was available in both Convertible and Fastback Coupé form and the latter initially featured a dramatic split rear window, but rear vision was poor so this was discontinued a year into production. Detailed changes were made through the years, with the first of the big block engine options offered in 1965, the same year that four-wheeled disc brakes became standard.

When describing this remarkable 1966 Corvette Stingray, the keyword is undoubtedly 'originality'. Owned for 45 years by Stephen Ouvaroff of the American Car Centre, it has only covered 44,000 miles, substantiated by a raft of MOT Certificates going back for years and years, and remains amazingly unrestored. The Rally Red paintwork retains a lovely shine with no cracks, just the odd touch up of a stone chip or two, and the whole car radiates that, impossible to replicate, light general patina of originality. The black leather interior is original and unmolested and the distinctive 'turbine blade' wheels with three-eared spinners have recently been refurbished. It's still fitted with the 327ci/350bhp engine option and manual 4-speed box that was originally installed in Chevrolet's St. Louis plant in mid-1966 and, within the last 1,000 miles has benefitted from a new clutch. We understand that the electrics function correctly with the radio, aerial and headlights all behaving and, according to our vendor, the car 'drives superbly'.

When it comes to classic cars, the word 'iconic' is seriously overused, however in this case, with a Beach Boys album cover and Prince's 'Little Red Corvette' in its CV, we think the word truly applies.

Probably the best MK1 you can buy

•    Probably the best Mk1 you can buy – subject to a superb 20-year 'rotisserie' restoration•    ‘VGC 915’ - First registered in Coventry in April 1959•    Uprated 3.4-litre engine rebuilt during the restoration. Only 200 miles since rebuild•    Large detailed history file. Rare Mk1 front wings sourced from a non-rusty California car•    Before restoration, this Mk1 competed in various national races during the 1970's

This remarkable, right-hand drive Mk1, was enjoyed by its first two owners before being purchased by a Mathew Dodson who enjoyed the car on the road but also campaigned it in club racing in 1976 and ’77. Indeed, in the accompanying impressive history file, there is a copy of a racing review of a B.R.S.C.C meeting at Snetterton on the 31st May 1976.  In July '77 the car was sold to Barry Byford, who in turn sold it to his friend Philip Grigg in 1979. The Mk1 was enjoyed for a few years until it was laid up in the '80s. Philip, who still owned the car, was inspired by the car's former owner, his friend Barry Byford, who had worked on classic Jaguars including XKs and C-Types and it was decided that between Philip, Barry and their friend, Bernard Hankin, they would use their undoubted expertise and engineering backgrounds to restore this Mk1 to the highest of standards. The restoration was carried out over 20 years by the three friends, with the aim of having the best Mk1 available at the end of the process.  Incredible attention to detail is clearly evident.  For example, on the strip down, it was found that the original Mk1 wings had at some point been replaced by wings from a later Mk2, presumably as they had corroded. In their search for Mk1 parts, an incomplete Mk1 bodyshell was found in the dry state of Arizona and both front wings with the small connecting panels were found to be in excellent condition. 

With the benefit of Barry’s fabricating, welding, lead loading and panel beating skills, and using all original and correct Jaguar parts, the body was accurately rebuilt and prepared to be painted in its new colour of Jaguar British Racing Green.  The engine was uprated from the original 2.4-litre to a 3.4 with alloy sump and was completely rebuilt and balanced by VSE Engineering to Barry’s specification. 

We could go on as to the level of attention to detail that leaps out from the car and you almost get the feeling that the three friends were in competition to see who could be the most fastidious, but really interested parties should just come and see this amazing car for themselves and review its fascinating history file. To summarise, the ethos of the restoration was to use original parts, most of which have been unavailable for many years, and credit must be directed at their tenacity scouring the globe for original rust-free Jaguar body parts in preference to rusted out or repaired panels from easier sources. Interestingly, unlike most Mk1s, this car still retains its original Mk1 pressed steel front subframe. For clarity, the donor bonnet catch-panel retains the original LHD part number, a trace of which can be seen under the paint, and no attempt was made to mask or alter it, as it remains part of VCG 915s restoration history. 

Our vendor firmly believes this could well be the best Mk1 you can buy anywhere. So much love and passion have gone into this car over a 20 year period and that really needs to be seen in the metal to be appreciated. Having only covered around 200 miles since all of this impressive and painstaking work, this remarkable motor car is now ready for its lucky next owner. We welcome any inspection of this amazing old Jaguar.  

Quintessentially British and 'Jean Shrimpton' pretty

• Imported from California in the late nineties by MGA guru, Bob West

• Completely restored over six years. Professionally converted to right-hand drive

• Engine lightened, balanced and converted for lead-free fuel

• Only two owners and 6,000 miles since the restoration. MGGC 'Concours' winner

• Paintwork, bodywork, engine bay and weather equipment remain in wonderful condition

• Massive history folder full of receipts, photographs and useful spares

Conceived as a replacement for the traditional T-Series MGs, the MGA combined a rigid chassis with the Austin-designed, 1,489cc B-Series engine that had first appeared in the ZA Magnette. Initially, this engine produced 68bhp at 5,500rpm, although this was later raised to 72bhp at the same revs to further improve performance. Running gear was based on that of the TF, with independent front suspension and a live rear axle, but as far as its road manners were concerned, the far superior MGA was in an entirely different league. Clad in a stylish aerodynamic body and capable of topping 95mph, the MGA proved an instant hit, selling 13,000 units in its first full year of production.

In common with the majority of MGAs in 1957, the car offered here was off to sunny California from new and was to remain there until the early nineties when it was purchased by MGA guru Bob West and returned to sunny Yorkshire. He sold it to a close local friend who over the following six years, with some help and assistance from Bob, restored it to a very high standard.

The car was completely dismantled and every part was either refurbished or replaced using many O.E (Original Equipment) parts. The engine was professionally restored and was lightened, balanced, and converted to run on lead-free fuel. The gearbox is a standard four-speed but the differential was upgraded to a 3.9/1 ratio for more comfortable high-speed cruising.  Naturally, the carburettors, brakes, suspension and all the electrics were completely gone through and whilst everything was out, it was converted properly to right-hand drive using OE BMC parts. It's finished in Orient Red with a Black leather interior piped in Red and the paintwork and the interior including the Hood, Side-Screens, and Tonneau cover remain in excellent order, clearly illustrating the quality of the twenty-years-old restoration.

So all in all a great little MGA that has only covered just over six thousand miles since the restoration. It's been enjoyed by two owners in the last twenty years who, patently, have both cherished it.  To quote Bob West “ The car drives beautifully and will not disappoint, its an ex MG Car Club Concours winner, the detailing is properly done with all the correct fasteners, and it's been maintained regardless of cost.”

It comes with a massive history folder full of receipts, and photographs of the restoration, and some useful spares, that include the OE parts to convert it back to left-hand drive if the new owner so wishes.

Good looking, easy to maintain, and quintessentially British, MGAs offer real driving pleasure on the open road and make great entries into local rallies and club events. This older restoration is gently patinated and nicely settled and with its slightly more powerful engine and raised axle ratio would make a classic cruiser, par excellence.

RHD, Manual, 4,500 miles and first delivered to Gordon Ramsay

• Right-hand drive, manual, 4,500 miles and first delivered to Gordon Ramsay

• Superb F430 Berlinetta gloriously finished in Argento with a Nero interior

• One of circa 100 examples in right-hand drive supplied to the UK with a manual gearbox

• Unbelievable condition that needs to be seen

• Unmarked throughout impeccable service history. Just serviced by Meridien with an auxiliary belt change 

• Considered a high-tide point for 'real' Ferraris and the last model to offer a fully manual, open-gated gearbox    

Manufactured from 2004 until 2009, the Ferrari F430 was the successor to the very successful 360M and, according to its creators, was at least 70% new compared with the previous model, itself a ground-breaker. Its aluminium structure was more rigid than the 360's, it had a new engine, a new F1 gearbox, a new differential, and a brand-new chassis and, although the styling is obviously reminiscent of the 360M's, in reality, it's pretty much a ground-up design. Largely the work of Pininfarina, although overseen by Ferrari's design chief Frank Stephenson, the F430 still looks fresh today, more crisp-edged than the 360, with a strong hint of Enzo around the surface-erupting tail-lights.

Its all-new 4.3-litre V8 engine, with four valves per cylinder instead of the 360's five, and chain camshaft drive instead of belts, with a consequential reduction in service costs, has a variable-valve-timing system lifted straight from the Enzo's V12, dry-sump lubrication, a very high compression ratio (11.3:1), a variable airflow plenum chamber, and an enormous electronic brain making the decisions in the form of not one, but two, Bosch Motronic ME7 ECUs. At 483bhp, it boasts 21% more power than the 360, exceeding even that of the mighty (and turbocharged) F40, whilst the torque spread is extraordinary for an engine keen to howl beyond 8500rpm.  All of these factors contribute to a 0-62mph time of just 3.7 seconds and a maximum speed in excess of 196mph.

The advancements in the 430 continued with the 'Manettino', the steering wheel-mounted selector for stability systems, damping, shift speed, and throttle response.  Additionally there's the 'E-diff', whose calibrations this alters, a clever, clutch-controlled active differential that sorts out waywardness, not by inhibiting one rear wheel, but by pouring more torque into the other. Ferrari reckons that it's worth three seconds a lap at the Fiorano test track, and it certainly helps make the F430 a far more forgiving machine than the 360, and a car of supremely subtle and keen responses.

The car presented here is one of circa 100 UK-supplied, right-hand drive examples produced with the desirable manual gearbox. It has only covered 4,500 miles from new and was first delivered to the world famous chef and TV personality, Gordon Ramsey. The car was then sold to a Charles Walker, of shortbread fame, and our vendor is the third proud owner, and has kept the Ferrari in his significant private collection since May 2015. Finished in the stunning combination of Argento with a Nero interior this amazing car has an impeccable service history and, indeed, has just been serviced by marque specialists Meridien, including the important auxiliary belt change.

Presented to auction in truly stunning condition, the time has now come for someone else to enjoy what must surely be one of the finest examples on the market today and, when combined with the remarkably low mileage and undoubted celebrity provenance, this could turn out to be one of your better decisions.

A unique opportunity to own a piece of Volkswagen history

• One of 300 last edition VW Beetles, the last cars to roll off the production line in Germany in 1978

• Showing just 81 miles, never registered, correctly dry-stored and offered from a significant collection

• Jubilee Silver metallic paintwork, untouched Marine Blue velour trim. Unbelievably 'as new'

• Probably an unrepeatable opportunity to own a VW motoring icon presented in 'showroom' condition

The Volkswagen Beetle enjoyed staggering success for many years, and in 1972 became the best selling car ever, with total production worldwide exceeding 15 million vehicles. However, by that time, the Beetle was starting to seem dated compared with much of the modern competition, and sales were flagging. In an attempt to maintain interest in the cars, VW produced numerous special edition models during the final years of European production. These included the Jeans Beetle, City Beetle, Sun Bug and Marathon Beetle, to give just a few examples.

Despite all the special editions, with the Beetle now looking seriously dated, sales continued to decline and the last European-built car left the production line in Emden, Germany on the 19th of January, 1978, immediately taking early retirement in the Wolfsburg Auto Museum. In 1978, to mark the occasion, the final run of 300 German-manufactured, right-hand drive Beetles were all finished in the very special ‘Jubilee Silver’, a colour unique to this batch and never used on any other model year. The vehicles were each equipped with a 1200cc engine (the most famous of all), blue-corded velour trim, a flat screen (as a nod to the past), heated rear window, fresh air blower and a handbrake dash light. Finally, a dash-mounted plaque states the vehicle's number in the sequence. Unfortunately, these seem to have been supplied to VW dealers separately from the cars, and quite a number of LEBs never received the plaques intended for them.

This example was purchased by our vendor, who at the time owned a VW franchise, the car has resided in his collection ever since and over the years has only covered 81 miles. It has never been registered and can only be described as ‘brand new’. As such, the car will be offered recommissioned and ready to reside, no doubt, in another significant car collection.

A comprehensively restored 3.4-litre XK with subtle upgrades

• UK-delivered residing initially in the Isle Of Wight

• Superbly presented in Indigo Blue over Biscuit leather with chrome wire wheels

• Totally restored over recent years to a very high standard. Fully documented subtle upgrades including power steering,  five-speed gearbox and stainless-steel exhaust

• One of only 110 UK, right-hand drive XK150s produced

• Lots of interesting history contained in the large owners file  

The XK150 was the final incarnation of the XK series and it appeared in May 1957, as either a fixed or drop-head coupé. A more refined and capable machine than its predecessors, the 150 was noticeably different from earlier versions of the XK theme with a higher scuttle and door line, whilst the radiator grille reverted to the thinner slats of the XK120 but was altogether wider. The bumpers were deeper and wrapped around, a curved windscreen replaced the divided one on the XK120 and 140, and much needed servo-assisted Dunlop disc brakes were fitted at each corner. However, the XK150 retained much of the mechanical layout of the 140 sharing the same 3.4-litre DOHC Jaguar straight-six, which developed 180bhp at 5750rpm.

Originally manufactured on the 25/11/1958 finished in Sherwood Green, this stunning XK150 was registered on the 17th of December as VXT 240 and according to the original Buff Logbook, was destined for the Isle of Wight after it was distributed from Henlys of London. It appears to have remained there until around 1974 as, within the history file, there are a number of old MOT Certificates, two of which are from the Isle of Wight along with a selection of old Tax Discs and a Bill of Sale relating to our vendor's purchase of the XK back in August 2007.

He was to use the car for a few years up until around 2011/2012, and obviously loved it, as a decision was made to invest in the Jaguar's future and have it fully restored. XKs are fairly complex to restore, and it was felt that only the best people would do, so the bodywork and paint were entrusted to Jules Bodycraft of Staffordshire and the mechanics and trim to Vicarage Ltd of Wolverhampton.  A disc within the owner's file, compiled by Jules Bodycraft, illustrates the ongoing care and attention lavished on the Jaguar's bodywork and, overall the invoices from all concerned amount to over £55,000  to restore this delightful XK. This included the supply and fitting of a 5-speed gearbox along with the power steering conversion.

Now finished in a beautiful shade of Indigo Blue with a Black mohair hood, a perfectly contrasting Biscuit leather interior, and sitting on sparkling Chrome Wire Wheels, this is a heart-stoppingly attractive car added to by the classic soundtrack emanating from the bespoke stainless-steel exhaust system.

Now registered VDW 70, this XK150 is certainly one of the best we have seen and with the confidence imbued by the recent restoration, represents very good value for money.  The car is of 'Collector's quality' and would fit nicely into a private collection, however, we can't help feeling that it really ought to be used on the open road, doing the things that XK150s do best.

A rare and very special opportunity with a realistic price guide

• A UK-supplied, matching numbers, Series 3, 2 + 2 automatic in Jaguar Light Blue

• Recently emerged from 40 years in storage and now ripe for a full restoration

• The fuel system and tank were cleaned, new spark plugs, oil and filter fitted

• New starter motor fitted and the car started straight away with excellent oil pressure

• The appropriate registration number 'VEE 12J' will remain with the car

• A lovely original Series 3 that could be an outstanding example of the marque when finished

The Series 3 V12 was the final version of the famous E-Type and was introduced in 1971 as a 2 + 2 Coupe or Roadster variant. The car that Enzo Ferrari once claimed was the 'Most beautiful car in the world' finally ended production in 1974 and was eventually replaced by the Jaguar XJS.

This particular car is a UK-supplied Series 3 V12 Coupe fitted with an automatic gearbox and has had just one owner from new. The rather appropriate registration number, VEE 12J, has been on the car from new and does indeed form part of the sale.This is a matching numbers car and still in its original colour scheme, as confirmed by the Heritage Certificate in the paperwork, and has very recently emerged from some 40 years in storage. The engine was found to turn over freely, so the fuel system and tank were cleaned, new spark plugs, oil and filter fitted, along with a new starter motor and - hey presto- she started straight away with excellent oil pressure. The brake system has been gone through, fresh fluid bled into the system, and all transmission fluids refreshed. The car drove superbly and today is a totally original example with no obvious welding anywhere, all original panels and floors, and good quality panel gaps throughout.

This remarkable survivor is now ripe for a full restoration and will become an outstanding example of the marque when finished. A rare and very special opportunity with a realistic price guide.

The Mk III is undoubtedly the most desirable of the Feltham-built DBs

• 'Matching Numbers' and accompanied by a detailed history folder with a photographic record of the restoration

• Supplied new to Johannesburg in right-hand drive, returning to the UK in 2000. The restoration invoices exceed £85,000

• Beautifully finished to proven Concours winning standards, offered from a dedicated enthusiast owner

• Bare metal respray in Pacific Blue, engine and gearbox rebuilt. A fine example ready to be used and enjoyed

The DB 2/4 Mk III (normally known as the Mk III, even at the time of its introduction) was a sports car hand-built and sold by Aston Martin from 1957 through to 1959. It was an evolution of the DB2/4 Mk II and retained the earlier car's W.O. Bentley-designed, Lagonda 2.9-litre, straight-6 engine, redesigned by Tadek Marek. Changes included a grille similar to the company's racing DB3s, a new instrument panel, and for the first time ever on an Aston, disc brakes. The hydraulically operated clutch was new as well, and an optional Laycock-de Normanville overdrive, attached to the 4-speed gearbox became standard after the first 100 cars. Worm-and-sector steering and a live axle rear end were also carried forward from previous models. The standard DBA engine model with twin SU carburettors produced 162hp, though an optional dual-exhaust system (a claimed 16 bhp increase) raised this to a reputed 178hp. Thus equipped, the car could reach 60 mph in 9.3 seconds and hit 120 mph.

Supplied by Fred Wilmot Sports Cars (Pty) Ltd. of Johannesburg in February 1958 to local resident, Mr R H Jacobs, our lovely Feltham-built DB Mk.III Aston Martin is today offered from near twenty-year ownership, under whose tenure this car has been the subject of a thorough and Concours-winning restoration costing many thousands of pounds.

First brought to UK shores in the late 1990's, it became the property of our vendor in 2000. He had been searching for an Aston restoration project for a while and, as a matching numbers, Mk III from a dry climate, this seemed a worthy candidate. Despite having only covered a modest 18,000 miles in his ownership, the Aston has been lavished with a remarkable amount of attention and benefits from an extensive programme of restoration work including a full bare metal respray of the Tickford-built body to Pacific Blue; engine and gearbox rebuilds, rear axle rebuild, new brakes, hubs, wheels and tyres, a partial retrim, and numerous other works with a total spend in excess of £85,000.

This sentence alone doesn’t do justice to the extent to which the restoration has been completed by professional outfits such as Trevor Farrington of Cheshire, Tim Stamper of Penrith, and Headshop in Warrington for engine work.  We have a digital document summarising the full restoration and listing who, what, where and the associated costs and, naturally, this is available to be shared with interested parties.

What’s important is that the resulting restoration is really exceptional, prompting a journalist from Classic Cars magazine to recently comment “the body is beautiful, with perfectly matched blue paint all round and straight flanks with tight panel shutlines”.  Further, “On the road the DB Mk.III is discretion personified, only raising eyebrows with its induction snort under heavy throttle.  The whole package is wonderfully tight and drives majestically”.

The full review from this magazine feature, plus, a generous file containing lots of invoices relating to the restoration, a photographic record, original build sheets, and evidence of this car’s post-restoration Concours success in 2014 and 2015 is all available to prospective purchasers to view at the auction.  A modest spares package is included in the sale of this car too, including a new front hub (c£450 cost), fan belt, rotor arms, points and condenser.

The DB2/4, and more pertinently the prettiest variant, the Mk.III, has for too long remained in the shadows of the DB4s and 5s, despite arguably offering a sportier drive and being easier to live with.  Our advice, take advantage of this disparity before the gap closes and values rise…

Concours Success.

1 st in Class for Feltham built DB’s at the Ragley Hall Spring Concours, 2014.

2 nd in Class for “Elite”, Sudeley Castle Autumn Concours, 2014.

1 st in Class for Feltham built DB’s at Woburn Abbey Spring Concours, 2015.

3 rd in Class for Feltham DB’s at Alnwick Castle Autu

Incredibly restored and one of only 289 2.4T Mechanical Fuel Injection (MFi) cars

• This F-Series, left-hand drive, 2.4T MFi was first registered in February 1973 and supplied by Porsche America in its original colour of Light Ivory White

• Bought from Silverstone Auctions in 2016 and stripped to the last nut and bolt prior to a two year rebuild

• Engine totally rebuilt with new pistons and liners, all bearings crank and heads rebuilt etc

• The important MFI pump fully reconditioned by Andy Prill Classic Porsche specialists

• Rebuild carried out by Anthony Seddon Classics. Invoices for in excess of £100,000

• This is a matching numbers, very rare model that has been restored to a level barely seen

Introduced in September 1963 at the Frankfurt Motor Show, the Porsche 901 concept heralded the start of a production run that even Porsche probably couldn't have imagined, and now into its sixth decade, the Porsche 911 is still the model that underpins the whole Porsche range. At the Paris Auto Show in October 1964, French car maker Peugeot formally objected to the use of model numbers '901' so, before the end of 1964, Porsche changed the designation of their flagship model to 911. By the end of 1972 Porsche was ready to release its latest series of 911. The 1973 'F-Series' is considered by many purists as the definitive and most coveted 911, the final series before the vastly different impact bumper 'G-Series'. By 1973 the engine capacity had increased to 2.4 litres and the top of the range model was the, soon to be, iconic 2.7 Carrera RS.

In early 1973, Porsche made a small number of 2.4T Mechanical Fuel Injection (MFi) cars in a short run in-between the 1972 2.4T side oil-fill model and the later 1973 2.4 CIS Injection and Zenith Carburettor models. By the end of February 1973, the 2.4T MFi production run ended in favour of the less powerful but more emission friendly CIS injection, and in total Porsche produced less than three hundred 2.4T MFi cars, rendering this 1973 2.4T MFI a very rare model indeed.

This F-Series, left-hand drive, 2.4T MFi was first registered in February 1973 and supplied by Porsche America in its original colour of Light Ivory White, considered by many as one of the most beautiful 70s colours on offer at that time. Used very sparingly for its first 12 years from 1973 to 1985, it was decided in late 1985 that a colour change to Guards Red would be appropriate and so the car was taken off the road to prepare it for its new 'coat of colours'. However, little progress was made over the ensuing years, and the car remained unfinished for the next 30 years, fortunately, stored in a temperature controlled garage, hence its wonderfully rust-free condition. Given the time the car was off the road, the indicated mileage of 22,582 miles may well be correct, although we are unable to confirm this.

The car was purchased by our vendor from Silverstone Auctions in 2016 with the intention of carrying out a full restoration of this rare Porsche. Rust free it may have been but the California heat had not been kind to the car so it was taken back to the original steel by hand with no chemical dipping involved. Once stripped, it was clear that it had never been welded and remained free of rust, so a two-year rebuild was commenced, only finished a few months ago, that results in the spectacular 911 on offer here.

Having been stripped to the last nut and bolt, everything plastic or rubber has been renewed. The engine was totally rebuilt with new pistons and liners, all bearings, crank and heads rebuilt to 'as new' condition and the important MFI Pump was fully reconditioned by Andy Prill Classic Porsche specialists.

The gearbox was stripped and rebuilt by a Porsche specialist, the original suspension totally restored to 'as new' by Koni, and every last nut and bolt has been restored or renewed with genuine parts. Naturally, the interior was restored to the same standard and all dials and gauges were fully restored.

The majority of the rebuild was entrusted to Anthony Seddon Classics Historic F1 specialists who are renowned for their fastidious attention to detail and a desire to get the car as close to new as possible. We understand all this attention attracted invoices in excess of £105,000.

Our vendor commissioned local Porsche specialists to use the car for a short period to assess the restoration and they said  “We have driven the car 100s of miles to shakedown and ensure it is all good for the next lucky owner. This car drives superbly and is without a doubt one of, if not the the best MFi available and as one of only 289 2.4 cars so fitted, it's a rare 911”.

Guided very sensibly, considerin

Superbly prepared little 1500cc MG Racer

•    Recently part of the famed Robert 'Bob' Koons Collection in the US•    Expertly prepared for (US) vintage racing and competition•    Extremely well built with period-correct upgrades and no expense spared•    Eligible for a host of events and welcome anywhere

Offered here is an absolutely stunning MG TC racer that was originally prepared for the late Robert ‘’Bob’’ Koons forming part of his renowned US collection. It was expertly prepared by Robert and Roy Gane; a team that worked for the Penske Racing Team in the glorious 1960s and early 1970s. The work was carried out at Bryn Mawr, PA-based Updraught Enterprises from 2007 until 2009. R&W Enterprises of East Fallowfield, PA built up a competition engine using a later MG TF1500cc block, Carrillo rods, billet crankshaft, forged Arias pistons, and various other vintage speed parts, resulting in 125bhp and 123ft/lbs. at 5,500rpm. The original, matching numbers engine was retained, in case anyone might want to re-install it in the future. A Lucas Laystall head, Vertex Magneto, 1½' SU carburretors, and duel SU fuel pumps were fitted as well.

In addition to the performance work, the car was restored cosmetically, with high-quality respray in Woodland Green and a leather interior with exact replica MG competition seats. Throughout the whole process, the intent was to engineer, construct, and finish the little MG to the sort of standards Gane and Koons were renowned for when they worked on Roger Penske's cars. The TC debuted at the U.S. Vintage Grand Prix at Watkins Glen in September 2009 and subsequently has raced successfully at other SVRA events, including the Pittsburgh Vintage Grand Prix, New Jersey Motorsports Park, and Pocono International Raceway. Although prepared to US competition regulations it should be possible to convert it to be eligible for UK events or remove the American roll hoop and return it to a road car. Simply lovely.

Fresh to the market, from 19-years of current private ownership

•    Fresh to the market, from 19 years of current private ownership•    AMOC Multi Concours winner in the late 1990's. Body restored by Bodylines prior to Concours success•    Engine top-end rebuild by RS Williams. Electric power steering and new clutch by GTC Engineering•    Recent works include: new disc brakes all round, new shock absorbers and the underside of the car fully stripped and detailed•    Matching numbers, right-hand drive, Silver Birch with red leather – everything the Aston Martin enthusiast could wish for

Aston Martin's post-war evolution took a major step forward with the launch of the DB4 in 1958. Classically proportioned, the beautiful, Touring-designed, body established an instantly recognisable look that would stand the marque in good stead until 1970. The engine was still an all-alloy, twin-overhead-camshaft, six but the old W O Bentley-supervised 3.0-litre unit had been superseded by a new design from the pen of Tadek Marek. The new 3,670cc straight-six developed 240bhp at 5,500rpm and the David Brown gearbox was an all-new, four-speed all-synchromesh design.

Five distinct 'Series' were built as the DB4 gradually metamorphosed into the DB5 which was introduced in July 1963. The new '5' boasted an enlarged 4.0-litre engine which had seen service initially powering the four-door Lagonda Rapide of 1961 and, having proven itself reliable, was subtly modified to suit the sporting aspirations of Aston's new 'flagship'. Equipped with three SU carburettors, the '400' engine produced 282bhp at 5,500rpm and was mated to a four-speed/overdrive gearbox, a 'proper' ZF five-speed unit becoming standard later. 

The DB5's distinctive cowled headlamps had first appeared on the DB4GT and the newcomer was the same size as the lengthened, Series 'V' DB4. Outwardly there was little to distinguish the DB5 from the last of the DB4s apart from twin fuel filler caps, although these had already appeared on some of the earlier cars. Beneath the skin, however, there were numerous improvements including alternator electrics, Girling disc brakes instead of Dunlops, Sundym glass, electric windows and an oil pressure gauge as standard equipment. 

This, very special, UK-supplied, right-hand drive DB5, has been lovingly owned by our private vendor since 2001 and this is its first visit to the open market in nearly 20 years. Prior to our vendor's custodianship, ‘EOL 613C’ enjoyed much success in the AMOC Concours circles, with the body having been superbly restored earlier in the decade by ‘Bodylines’. The badges sit proudly on the dashboard from various Concours success in '94, '96 and '97. 

Our vendor, who enjoys a significant private collection, has therefore never needed to restore the DB5 whilst in his care but that hasn’t stopped him lavishing money on the car to keep it up to his exacting standards. During his ownership, marque experts RS Williams carried out a top end engine rebuild and GTC Engineering, based in Silverstone, fitted electric power steering along with a new clutch. More recent work prior to the sale includes new discs all round, new shock absorbers, and the underside of the car has been fully stripped and detailed. There are invoices on file detailing the recent work carried out.

This DB5 is therefore ready for its next owner to use and enjoy, as our vendor has done. This is no ‘garage Queen’, having been used for what it was intended and is all the better for it! Showing over 60,000 miles, ‘DB52023R’ is accompanied by a comprehensive owner's folder detailing the cars illustrious history and we recommend any interested party to review it thoroughly prior to the auction. Pleasingly, the original workshop manual and full set of original tools is also included. 

Silverstone Auctions are very proud to offer this stunning, usable example to the market for the first time in nearly two decades. Offered at a competitive estimate, this DB5 is one for the enthusiast is and is a chance to join a very exclusive club of the most famous of the ‘James Bond’ Aston Martins.  

The car has been recommissioned however although stated in the script will require a new cambelt

Homologation special that became a highly competitive FIA rally car

• Genuine homologation special and very rare Motorsport edition ‘Big Turbo’ Escort Cosworth

• Just 12,500 miles indicated, two owners from new, dry stored correctly and never used on a wet road

• Forming part of a private collection, offered fully recommissioned with a major service and fresh MOT

• Factory-built 'Motorsport' edition in lightweight spec missing sunroof, power windows, air-conditioning

The Ford Escort RS Cosworth proved that it was indeed possible to follow its legendary 1980's Sierra namesake. Just like the Lancia Integrale and Subaru Impreza, this was a Group-A ‘rally car for the road’ - pure and simple. It was actually underpinned by a shortened version of the Sierra Cosworth RS Cosworth's platform and powered by the same 2.0-litre turbocharged, longitudinally-mounted Cosworth-developed engine driving all four wheels. The car was designed and engineered in Boreham, styled by noted designer Stephen Harper, and ended up being assembled by Karmann in Germany. The Escort's potential was seen in its first event, the 1993 Monte Carlo Rally, where Delecour and Biasion came 2nd and 3rd respectively. The Escort continued to be very competitive throughout the '93 and '94 seasons but it was a 'one-off' guest drive by Tommi Makinen that provided the win on the 1994 ‘1000 Lakes’ Rally. Importantly, and true to Ford's 'grassroots' philosophy, the Escort Cosworth provided a platform for National Rallying and Club enthusiasts throughout the world to enjoy 'off-the-shelf' competitive motorsport.

Three levels of Escort Cosworth were available to purchase through your Ford agent;

• A 'Motorsport Shell 909' to be assembled using the running gear from your Sierra Cosworth. These shells carry a different chassis number to the factory-built  Motorsport cars

• A 'Motorsport base' car, a complete car built in the factory but missing some of the standard features from the production model notably the sun-roof

• Standard Escort RS Cosworth, with standard features and optional upgrades to Lux or Lux with leather. Other limited-edition models were released including the Monte Carlo

This ‘T35 Big-turbo’ Escort Cosworth Motorsport was first registered on the 14th April 1995 and as a 'motorsport' version has no sun-roof, no electric windows and no air conditioning. A factory-built example, carrying the correct chassis number, it is not to be confused with a built up Motorsport shell. It is believed that very few of the genuine factory-built Motorsport cars remain as road-going examples as most were converted for competition use making this car rare and very sought after by collectors, motorsport enthusiasts and connoisseurs of the ‘Blue Oval’. Our vendor, who is a highly respected client of Silverstone Auctions, has owned the car since 1997 and it has always been correctly dry stored and used in dry weather conditions. The car presents beautifully, the Imperial Blue paintwork is virtually flawless, the interior appears unworn and the car will be fully recommissioned prior to the sale with a major cambelt service and a fresh MOT.

We have noted that the value of this models predecessor, the RS500 has rapidly increased over the last few years with low-mileage,  all original examples becoming most sought after by collectors. These little Cosworths had a generation-wide appeal and would occasionally fall into the hands of impecunious, less than honest, enthusiasts and can have a chequered history, however, this car comes from a knowledgeable, highly-respected collector and is in outstanding condition with no stories.

Rarely do examples this good  come to market and with only 2,500 of these very special Fords out there, we would venture to suggest that depreciation may not be a factor worthy of your consideration.

One of just 99 RHD examples, from long ownership & fully restored

• A very rare, four-seater cabriolet version of the Giulia Sprint GT, with the same specification and performance

• Only available between 1964 and 1966, with just 998 examples produced, only 99 in right-hand drive 

• UK-supplied GTC with coachwork designed and carried out by Superleggera experts Carrozzeria Touring of Milan, designers of the Aston Martin DB4/5/6

• Fitted with Alfa Romeo's lively 1,570cc all-aluminium, twin-cam inline four

• Bought by our vendor in 1982 and fully restored. Further refurbishment in 2010 including a full re-trim

• Featured in the July 2016 edition of Classic and Sports Car magazine

Launched in 1963, the Giulia Sprint GT featured classically stylish four-seater coachwork designed by Bertone's Giorgetto Giugiaro. Beneath the skin, the new coupé utilised the recently introduced 105-Series Giulia TI saloon's all-synchromesh, five-speed manual gearbox, independent front suspension, coil-sprung live rear axle and - early cars excepted - all round Dunlop disc brakes. The Sprint GT came with a healthy 106bhp on tap from its 1,570cc version of Alfa Romeo's all-aluminium twin-cam inline four, breathing through two twin-choke Weber 40 DCOE 4 carburettors. 

Quite rightly, the Giulia Sprint GT remains a very fashionable and in-demand classic car to own and drive, noted for their good looks, driving enjoyment, and ease of tuning, with values having increased significantly in recent years. Building further on this appeal, but adding rarity, bespoke coachwork and wind-in-the-hair motoring to the mix, there is a Giulia model built between 1964 and 1966, with just 998 examples plucked from the Arese production line and sent to expert coach-builders ‘Touring’ at Nova Milanese to be subtlety transformed into svelte four-door cabriolets, a model known as the Giulia ‘GTC’. 

With its roof removed, its floor strengthened, a slightly more sloping tail, larger boot, wind-up rear quarter-lights, and a hood that folded unobtrusively into a recess behind the rear seats, the GTC was the consummate Italian soft-top. At a heady £2,000 when new, Alfa Romeo were sufficiently confident of GTC sales in the UK that it commissioned a small production run of just 99 examples in right-hand drive form. 

The car presented here is a 1966 Alfa Romeo Giulia GTC, car #43 of those 99 right-hand drive examples, and one of only 13 UK cars whose whereabouts are known. Chassis 760043 is an original UK-supplied GTC, first registered on the 17th February 1966, having been completed at the factory on the 23/06/1965. 

The current owner, a real Italian car enthusiast, bought the car in 1982 and set about a two-year, bare metal, nut and bolt, labour-of-love, restoration. The car underwent further refurbishment in 2010 for the Alfa Romeo Centenary in Milan, including a full interior re-trim. Originally Verde with a Tan interior, the vendor opted to change the colour combination to classic Alfa Romeo AR501 Rosso Alfa Red with a Black interior whilst he had the chance. 

This actual car was featured in the July 2016 edition of ‘Classic and Sports Car’ magazine, being reviewed favourably against a Lancia Flavia Vignale, and receiving much praise for its elegant appearance, its agility and a more ‘sports-car’ driving focus from its engine and handling.  

Having been loved and cared for by the same owner for the past 35 years, the Alfa is described as being ‘highly original with all correct interior and exterior trim including original dashboard, gauges, map light, steering wheel and Touring badges on the bulkhead and front wings.’

Needless to say, 760043 comes with an excellent history file including a confirmation e-mail from the Alfa Romeo archives detailing the car’s production information. Also included in the documentation are copies of all the former keepers making the car traceable right back to its first owner, as well as its service history and past MOT Certificates.

A must-have for any Alfa collector, this stylish convertible has all the right elements that should make it rewarding in investment terms, however, imagine opening the curtains on a sunny Sunday morning and seeing this little red Alfa, nicely polished and top-down looking back at you, now that's rewarding. 

Fully restored 356C in sparkling condition.

• Fully restored in Tennessee during 2014-17. Refinished in its original Sky Blue 

• Superbly re-trimmed in Light Tan. Great attention to detail

• Not the original engine but period and model correct. Restoration-related invoices for $31,000 with the car. Only lightly used since

• With its Porsche Certificate of Authenticity, NOVA Certificate and MOT valid until September 2019  

Widely acknowledged as Porsche's first venture into motor manufacturing, the 356 was a lightweight and nimble rear engined, rear-wheel-drive, two-door sporting car available in hardtop coupé and open configurations. Over a 15-year production period, the 356 evolved from an aluminium bodied coupé with an 1100cc air-cooled flat-four engine, to a proper sports car with a 2,000cc four-cam Carrera engine producing 130 bhp.

At first glance, the 356C, introduced in mid-1963, differed little from the prior 356B since it continued to use the T-6 body type which had arrived in 1962. Porsche, however, brought the 356 concept to its zenith with the 356C, which was available in coupe and cabriolet form. The new 356 also benefited from the addition of Dunlop four-wheel disc brakes as standard, a higher-lift camshaft for the 1600cc engine, new flat-face hubcaps, and deeper bucket seats. These seats came courtesy of Porsche's acquisition of Reutter, which included the future Recaro subsidiary.  356 production peaked at 14,151 cars in 1964 which was the first year the new 911 model went on the market. Porsche did, however, continue to sell the 356C in North America through to the end of 1965. In 2004 the US magazine ‘Sports Car International' named the 356C number ten on the list of Top Sports Cars of the 1960s. Today the Porsche 356 is a well-regarded collector's car that has stood the test of time and worldwide, thousands of 356 owners maintain the tradition, preserving their cars and driving them regularly.

According to its Porsche Certificate of Authenticity, this very smart 356C/1600SC Reutter coupe, Chassis number 126301, was built on 16/8/63, fitted with Engine number 820059, finished in Sky Blue, and trimmed with grey leatherette with pearl grey corduroy inserts. From the history with the car, we can see that it was fully restored in Tennessee during 2014-17 and refinished in its original Sky Blue although the trim is now Light Tan. The engine has obviously been changed at some point although the replacement (821818) is period and model correct. There are restoration-related invoices for $31,000 with the car and, judging by its wonderful condition, it has only been lightly used since.

The car sits on disc wheels but there is also a set of as new Fuchs-style alloys and tyres included. It's accompanied by the Certificate of Authenticity, a NOVA Certificate and an MOT valid until September 2019.

Unfortunately, the weather dictated that the car was photographed indoors, but our photographer was really impressed with this little Porsche's sparkling condition and recommends a close inspection at the sale.  

A superb MK1, honest and delightfully original

•    An early, UK-supplied, right-hand drive, 3.4 Mk1 manual with overdrive •    Owned by the first owner from 1957 until 1991. Impressive history •    Subject to restoration over 20 years ago, only a few thousand miles since•    Retains many rare period features such as Bray Heater, Redex Lubrocharger (upper cylinder lubricator), period radio and tool kit•    A superb Mk1, honest and delightfully original. A rare find in this condition 

This wonderful Jaguar 3.4 Litre Model (subsequently known as the Mk1) is fitted with a manual gearbox with overdrive and was first registered as UVM 180 to F.H Irving on the 18th July 1957. Remarkably, he was to own the car until 1991 when, at the age of 83, he was advised to sell it. There are a number of tax discs and MOT Certificates in the history file which offers a fascinating insight into the car's life and low mileage of just over 66,000. The file also contains the original handbook and a rare Jaguar 'Periodic Maintenance Voucher' booklet. 

In 1991, the Jaguar was sold to highly regarded Jaguar engine specialists VSE of Llandrindod Wells.  At this point, the Mk1 was fitted with disc brake and during 1991 the car competed in the Targa Rusticana Road Rally in Wales. In 1993, it was registered for 16 months to Davenport Vernon Jaguar dealers of Milton Keynes before subsequently being sold to the owner previous to our vendor who has had the car for the past 20 years.

Soon after purchasing the car in late 1994, the Jaguar was the subject of a major body and mechanical restoration. With a mileage of just 63,000, the interior was mainly still in beautiful, original condition and only required the woodwork re-polishing and a new carpet set. The bodywork was completely stripped, restored and re-painted in Jaguar Carmine Red. All of the brightwork was re-chromed and the car carefully built up to a high standard. The Moss gearbox was stripped and rebuilt, a new stainless steel exhaust system was fitted, and the petrol pump, engine and gearbox mountings, front and rear cross member rubbers, rear springs and all rubber rear mountings and shock absorbers were replaced. The handbrake calipers were overhauled, brake cylinders all replaced, and the car was fitted with power assisted steering. 

Since that major rebuild 20 years ago, only a few thousand miles have been completed and the car still retains a wonderful level of originality and provenance. Lots of the older features have been retained including the engine ‘Bray Heater', Redex Lubrocharger (upper cylinder lubricator), rear window demister fan, period radio, and complete tool kit. The interior is a true delight, the woodwork is still superb, the original and correct gauges are all in place and the car has a wonderful 'old car' feel. Additionally, UVM 180 retains its correct wide grille, horn grilles, 5' Lucas spot lamps, and original ‘Ace' peaked number plates.  Supplied with the aforementioned history file this is a top quality Mk1 that will reward closer inspection.  

A celebrity Aston from celebrity ownership

•    SKX IIJ the famous factory V8 press car. Tested in 1971 at an average of 160 mph on the M4•    Currently owned by actor, comedian and distinguished car collector, Steve Coogan•    Superbly restored to the highest standards by marque experts •    Manual transmission, right-hand drive, V8 Fi, the Aston connoisseurs choice •    Amazing condition. Celebrity provenance and a real piece of Newport Pagnell history 

Although always intended to house the new Tadek Marek-designed V8 engine, the Aston Martin DBS first appeared with the 4.0-litre 'six' of the concurrently produced DB6. Styled in-house by Bill Towns, the beautiful DBS caused quite a stir, 'Autocar' magazine observing that “Without the aid of an Italian stylist the Newport Pagnell team came up with something as modern, handsome and Italianate as anything from the Turin coachbuilders at that time.”  A full four-seater, the DBS employed a platform-type chassis with independent suspension all round: wishbone and coil springs at the front, De Dion with Watts linkage at the rear. Bigger and more luxuriously appointed than the DB6, the heavier DBS disappointed some by virtue of its slightly reduced performance, but there were no complaints when the V8 arrived on the 27th September 1969. With an estimated 345bhp available from its 5,340cc, fuel-injected, four-cam engine, the DBS V8 could reach 100mph in under 14 seconds, running on to a top speed of 160mph - a staggering performance in those days and one which fully justified the claim that it was the fastest production car in the world.

‘SKX 11J’ has been in the media spotlight since 1971. This, very special and significant motor car was the V8 'Factory press car', as tested and documented by Motor magazine at an average 160 mph over a measured mile, on the, as yet unfinished, M4 in 1971. This was an extended test of over 3,000 miles on behalf of 'Motor' magazine and over 20 years later one of their testers, Tony Dron, was re-acquainted with the car when they undertook an overview of the car’s restoration. Pleasingly, the magazine article is included in the car’s fascinating history file. 

Little is known about the car's history from leaving  Aston Martin in 1973 until an enthusiast, Gordon Burns, remarkably discovered ‘SKX 11J’ in a field in Scotland. It obviously needed a full restoration and Andy Chapman, of Chapman and Spooner, undertook the engine work and expert Gary Wright took on the interior refurbishment.  Immediately after purchase, its next owner commissioned John Armitage to finely tune the chassis and the fuel injection system was entrusted to David Reed, from Aston specialists, Davron. After the work had been completed, knowledgeable Classic Car journalist, Mark Dixon, was invited to drive the car and, happily, acknowledged that the fuel injection system was working exactly as the car's designers had always intended and any gremlins were now fully sorted. 

Silverstone Auctions are proud to announce that the Aston now belongs to the multi BAFTA winning Academy award nominee, Steve Coogan, who has enlisted our services to offer this very special car at the Silverstone Classic on his behalf. 

Steve has owned the Aston since 2011 and it has clearly enjoyed a pampered life whilst under his caring ownership. Marque specialists, Aston Engineering and more recently, Stratton Motor Company have looked after the car for him and there are a number of invoices on file detailing the expert attention the car has received. The results of this expenditure are clear to see and the Aston presents superbly. Really the car needs to be seen to be appreciated and we encourage any interested party to come along to the Silverstone Classic and see for themselves. 

Presented in Dark Blue with black leather, a manual gearbox, and that famous fuel-injected V8 engine. It has iPod connectivity and pleasingly retains its Becker-Mexico radio. ‘SKX 11J’ has lead an interesting life and is a significant piece of Newport Pagnell history. Combined with its current celebrity provenance and overall fantastic condition, Silverstone Auctions are naturally very proud to present this unrepeatable opportunity to the market.  

Race-ready, on the button and ready for the top step of the podium

•    Legendary and iconic-liveried Rouse Kaliber 'Group A' Sierra from 1988•    Continuous history line and long-term single ownership from the early nineties•    Purchased from the Bathurst Museum in 1993 by our vendor•    Fully engineered to a very high standard and on-the-button with spares•    Eggenberger-pattern steel roll cage update from 1994

Offered here is one of the two legendary Kaliber Group A Sierra Cosworths built by Andy Rouse Engineering for the 1988 British Touring Car Championship. Chassis #ARE 0988 was built and used in the 1988 season and driven, predominately by Guy Edwards, to four podium finishes. Throughout the season the Kaliber Sierras were the cars to beat and in a golden era, the spectacle of these seriously powerful touring cars belching flames defined a magnificent chapter of saloon car racing.

At the end of the season, Andy Rouse Group A Sierras were very much in demand and one car went to Peter Brock and ARE 0988 was sold to Adrian Fu who raced the car at Macau and in various rounds of the Asia Pacific Series. ARE 0988 then left Asia and was entered in the 1992 James Hardie at Bathhurst for drivers Ken Matthews/Rod Jones/Mike Newton before being displayed in the Bathurst Museum until subsequently purchased in 1993 by our vendor, an accomplished New Zealand racing driver and businessman, who continued to race the Sierra in the New Zealand Endurance Championship after some re-engineering by Peter Brock. The Sierra still had its original alloy cage which was replaced with a Matter-style steel cage as used in the Eggenberger RS500s. The new cage directly supported the rear suspension points resulting in a massive improvement in stiffness with less flexing of the shell. With wins at Timaru International Motor Speedway and Teretonga, it helped him to win the Championship with co-driver Murray Cleland in 1996. After 1997, the Sierra was retired and remained uniquely within the ownership of our vendor until in 2016/2017 it was decided that the Sierra should be totally rebuilt and returned to its original livery with the possibility of running in the Archibald’s Historic car series in New Zealand which it did most successfully. Today's result is a superbly prepared Group A Sierra Cosworth that, in the right hands, could be a front running car in the HSCC 'Supertourers' series, the Grand Prix Legends Touring Car Challenge, as well as numerous prestige events throughout Europe.

In period, the car was continuously developed and evolved with input from Australia’s favourite son Peter Brock and all this hard-won know-how has been incorporated into the rebuild making this, possibly, the most race-ready and immaculately presented 'Group A' Sierra to land back in the UK, its spiritual home.

The specification includes running the original Zytec system which has benefitted with various upgrades, primarily enlarging the fuel delivery capacity. The engine is a new, long-stud, 205 block with only fifteen hours of running designed to run with 2.1 bar boost producing 540 bhp with much of the engineering carried out by renowned tuner, Ivan Tighe, of Brisbane with particular attention being paid to cam profiling and reliability. Much of the suspension work was engineered by well-known specialists Harrop Engineering of Brunswick in Victoria applying new manufacturing processes to the Peter Brock suspension. The Brock driveshafts, which in the day were recognised as twisting less than any other preparer, were reverse engineered. Both driveshafts are new and the complete rear end has new bearings.

This iconic Group A Rouse Kaliber Sierra is on the button and ready to race or test. It's accompanied by a basic spares package (rebuilt turbo, Rouse developed viscous differential, Getrag gearbox in pieces requiring rebuild, original front hubs and twelve wheels) with the option of a complete inventory to support a race effort over many seasons.

Extensively and expensively restored and now ready to enjoy

• Lovely Series 3 V12  2+2 presenting beautifully in Primrose Yellow over black leather

• Just under 69,000 miles indicated and has covered only 500 miles since 2006

• Restored over a seven-year period at a cost in excess of £100,000

• UK-supplied,right-hand drive car described by our vendor as matching engine, chassis and manual gearbox

• Large detailed history folders including a photographic record of the restoration 

A decade after the original Jaguar E-Type arrived, the design progressively matured through 1971 with the introduction of the Series 3.  Designed to showcase the new smooth and torquey 5.3-litre engine, originally developed for Le Mans, the Series 3 cars were available as a 'Roadster' (convertible) or a '2+2' Coupé.  The Series 3 is easily identifiable by its large cross-slatted front grille, flared wheel arches, wider tyres, a larger bonnet bulge, updated bumpers, four exhaust tips, and a badge on the rear that proclaims it to be a V12.  It also featured uprated brakes, power steering as standard and a large horizontal scoop added to the underside of the bonnet to assist with cooling. The interior was entirely new in the V12, with more comfortable seating, stylish new door panels and a smaller, dished and leather-rimmed steering wheel.  Being slightly larger and altogether much softer in nature, the E-Type in Series 3 form had lost the wildness of its youth but gained the long-legged touring profile, to which it was arguably better suited.

The lovely example on offer here is the property of a family estate, being sold after its loving owner sadly passed away. It's an original UK-supplied, right-hand drive car, factory specified with the desirable manual gearbox and finished in Primrose Yellow with a black leather interior, arguably, one of the best-suited colour combinations for the Plus 2 silhouette. Our vendor purchased the Jaguar in 2012 and, whilst overall it appeared in good condition, some areas of the underbody were suffering from corrosion. Consideration was given to attempting localised repairs but, eventually, the decision was made to commission a total nut and bolt restoration of engine, body, interior and axle. The owner was fastidious in keeping track of all his expenditure and, accompanying the car, is a ledger detailing all payments made during his tenure totalling over One Hundred Thousand Pounds. He also recorded the various stages of restoration photographically. Also supplied with the car are a large number of invoices and MOTs dating back to 1985, and other partial history dating back to the 1990's, and viewing of the various document folders is highly recommended.

Having spent some time in storage, the family asked the company that carried out the restoration to refresh it and prepare it for sale. This fabulous E-Type is now in show winning condition, on the button and absolutely ready to enjoy. 

36,000 miles, well-maintained and with the desirable manual gearbox

•    UK-supplied right-hand drive, manual box, 36,000 miles•    Superb F430 Berlinetta gloriously finished in Argento with a red leather interior•    1 of circa 100 examples in right-hand drive, supplied to the UK with a manual gearbox•    Most recent service carried out (February 2019) by marque specialist Stewart Roden Motors•    Supplied with a UK V5c, the original tool kit and tyre compressor

Manufactured from 2004 until 2009, the Ferrari F430 was the successor to the very successful 360M and, according to its creators, was at least 70% new compared with the previous model, itself a ground-breaker. Its aluminium structure was more rigid than the 360's, it had a new engine, a new F1 gearbox, a new differential, and a brand-new chassis and, although the styling is obviously reminiscent of the 360M's, in reality, it's pretty much a ground-up design. Largely the work of Pininfarina, although overseen by Ferrari's design chief Frank Stephenson, the F430 still looks fresh today, more crisp-edged than the 360, with a strong hint of Enzo around the surface-erupting tail-lights.

Its all-new 4.3-litre V8-engine, with four valves per cylinder instead of the 360's five, and chain camshaft drive instead of belts, with a consequential reduction in service costs, has a variable-valve-timing system lifted straight from the Enzo's V12, dry-sump lubrication, a very high compression ratio (11.3:1), a variable airflow plenum chamber, and an enormous electronic brain making the decisions in the form of not one, but two, Bosch Motronic ME7 ECUs. At 483bhp, it boasts 21% more power than the 360, exceeding even that of the mighty (and turbocharged) F40, whilst the torque spread is extraordinary for an engine keen to howl beyond 8500rpm.  All of these factors contribute to a 0-62mph time of just 3.7 seconds and a maximum speed in excess of 196mph.

The advancements in the 430 continued with the 'Manettino', the steering wheel-mounted selector for stability systems, damping, shift speed, and throttle response.  Additionally, there's the 'E-diff', whose calibrations this alters, a clever, clutch-controlled active differential that sorts out waywardness, not by inhibiting one rear wheel, but by pouring more torque into the other. Ferrari reckons that it's worth three seconds a lap at the Fiorano test track, and it certainly helps make the F430 a far more forgiving machine than the 360, and a car of supremely subtle and keen responses.

Offered here is a UK-supplied, right-hand drive 2005 Ferrari F430 Berlinetta with the desirable manual gearbox. Finished in Argento Silver the interior is trimmed in red leather. Our vendor purchased the car some six years ago and has since had all maintenance carried out by marque specialist, Stewart Roden Motors of Edinburgh. The latest service was done in February ’19 resulting in an invoice for £2,500+vat. For the last three years, all maintenance work has been photographically recorded.Now showing 36,000 miles, this car is in super condition and presents an opportunity to own a useable Ferrari with sensible mileage. Supplied with its 6-CD changer, original Ferrari toolkit, compressor and foam tyre compound. All the original manuals and handbooks are included, except for the F430 Owner’s manual, which is on PDF. The vendor is to retain his private registration so the car will arrive at the sale with an age-related registration.

A manual V8 Ferrari, what’s not to like?

Fastidiously built to a high standard, fast, fresh and ready to race

• Bodyshell built five years ago from an original 1991 E30 M3 to a very high standard. Strengthened and seam-welded

• Full custom-made roll cage with front and rear turret pick-ups including differential and rear beam

• 2.5-litre engine rebuilt by Lester Owen. Just five hours light use. Group 'A' Gearbox, 4:1 Diff by JC Racing

• Suitable for circuit racing or rallying, a beautifully put together package with no corners cut

The legendary E30 M3 needs no introduction, and in Classic rallying or Historic touring car racing, these are proven cars that remain competitive and continue to deliver results, not to mention being a superb driving experience. This example has been painstakingly prepared to the very highest standards four/five years ago by Mark Astill, Bob Shields and Graham Tathams, and has an extensive specification which includes;

  Shell

• Bodyshell built to ‘Prodrive Rally M3' specification. Fully seam welded and strengthened

• Carbon bonnet. Carbon boot. Lightweight front wings

• Custom cage using front & rear turrets, differential, and rear beam pick up points. Overhead cross roll bar

• Side exhaust shell prep. Rally quick-jack pick ups

• DTM style wing mirrors. All windows and screen are glass

• Finished in Alpina Group 'A'/DTM livery

Suspension

• Fully rose-jointed. 'Cornering Force'

• Group 'A' front legs with Prodrive front hubs Group 'A' front control-arms. Strengthened rear beam axle carrier

• Strengthened rear trailing arms, all Group 'A' specification

• 'Cornering Force' adjustable blade anti-roll bars, front & rear

Engine/wiring

• Motorsport wiring loom with intercom. DTA ECU

• Full Lester Owen engine rebuild with receipts 2018, circa 285hp 

• 'Motorsport' carbon Group 'A' air intake with carbon cold-air front intake duct

• VIBRA-TECHNICS engine mounts. Large baffled sump. Larger alternator pully

• Bespoke stainless exhaust with DTM style rear silencer

Gearbox

• Group 'A' dog-box, long first gear with AP racing clutch (5 hours use)

• 4.1 diff by JC Racing with Z3M rear back-finned cooling cover

• DTM gear linkage and gear knob

Brakes

• Front Brembo 4-pot. BMW discs 330mm. Pagid pads

• Rear TAROX 6, BF 4-pot on TAROX discs. Pagid pads

• Full stainless braided brake lines with all stainless steel fittings (elbows and unions)

• Front to rear bias system

Interior

• Flock dash with DTM 6-dial centre console

• Front & rear M3 door cards

• Fully plumbed-in fire extinguisher (needs service), FEV on-circuit test system 

• 5-point harness (belts in date). Lightweight battery with jack points

Wheels

• 5-stud, 3-piece AGS lightweight DTM-style wheels with one track day use fitted with Kumhos

In summary, with a cost-to-build far exceeding our suggested guide price, we believe this E30 M3 competition car represents superb value and, with very little time or cost, could be eligible for many events including club racing, rallying, sprint racing or hill climbs, making it a very versatile package indeed. 

The GT was the ultimate development of the 928

• Only 25,900 warranted miles and never been restored

• 5.0-litre V8, 326bhp, a 5-speed manual gearbox and sports suspension 

• Superbly finished in Guards Red with Linen leather piped in black

• Supplied new in June 1991 by Roger Clark Cars of Leicester

• With a comprehensive history and a recent service by Porsche Centre Guildford  

Porsche's intended replacement for the 911 may not have achieved that particular goal, but it wasn't for a lack of performance or technological wizardry.  An alloy V8 was attached to a rear-mounted gearbox, and the galvanised body had aluminium doors and bonnet, plus body-coloured plastic bumpers - pretty radical for its time. The 928 was launched to a fanfare and surprised many by being named European Car of the Year, an award that traditionally went to worthy, but dull, family hatchbacks.

Critics immediately recognised the advances inherent in the 928 over the 911, and the car was universally praised as one of the greatest 'GT' cars of all time.  It handled, it was quick, it looked fantastic and it was comfortable. With the 928, Porsche created a serious long distance grand-touring car that could also tackle twisting B-roads with ease, thanks to super-direct steering, 50/50 weight distribution and a clever Weissach rear axle that kept the car firmly planted.  Many road testers found that their nerve ran out long before the 928's grip.  Porsche continuously developed their range-topper throughout its production life, culminating with the launch of the S4 in 1987, which differed slightly from the earlier Series cars with its smoothed-off front and rear bumpers, larger rear spoiler, more interior equipment and a 5-litre version of the V8 engine developing 316bhp.

1989 saw further development in the story of Porsche's 928 with the launch of the GT featuring a more powerful 5.0-litre V8 capable of a creamy 326bhp, but more importantly, the introduction of a 5-speed manual gearbox for those who wanted a more sporty driving experience. The GT also sported twin exhausts, uprated camshafts, and sports suspension - the ultimate 928 had arrived! 

H550 NGM was registered on the 01/06/1991 at Roger Clark cars of Leicester and was maintained by them in its early years. The car has travelled a mere 25,900 miles in its 28 years and has clearly been cosseted and never been restored or indeed needed to be. 

This delightful GT has a fully documented history as detailed below,

October 1991 - 1,800 milesNovember 1992 - 5,000 milesJanuary 1994 - 7,986 milesMay 1995 - 10,360 milesOctober 1996 - 13,667 milesDecember 1998 - 15,098 miles (stored then for 11 years)May 2011 -  20,400 milesMay 2012 - 21,850 milesMarch 2013 - 22,182 milesJune 2015 - 24,301 milesMay 2016 - 24,662 milesMay 2018 - 25,229 miles 

Presenting really well in its Guards Red livery with a stunning Linen leather interior and the seats piped in Black, this 928GT is simply unrepeatable with this sort of provenance. The car is accompanied by the original Book Pack and, as mentioned, fully stamped service book whilst it was on the road. It has been enjoyed by six, obviously careful, previous owners with the current custodian having that pleasure since 2014.  

A truly outstanding find for any Porsche collector or enthusiast.

UK-supplied, right-hand drive and only 78 miles from new

• 'Tailor-Made' Livery No. 54: “Celebrating an Anniversary”

• Inspired by the 1987 F40 in 'Monte Shell' livery Chassis #80742

• UK-supplied, right-hand drive and only 78 miles from new

• The sole California 'T' finished in these colours

• One of only five Ferraris produced worldwide in this unique livery

To celebrate and mark Ferrari’s 70th anniversary, the legendary manufacturer looked to its 'Tailor-Made' (Fatto so Misura) department to showcase its capabilities, rather than producing a limited-edition model, as they had done on previous occasions with cars such as the F40. The Tailor-Made programme continues a longstanding Maranello tradition which began in the 1950s and 60s, a time when clients personalised their cars as a matter of course and enjoyed huge freedom when it came to materials, colours and finish. The result was genuinely unique cars tailored to suit the desires of each individual owner.

Using their existing model range; the F12, GTC/4 Lusso, 488 GTB, 488 Spider, and the California T, seventy varied liveries and specifications were designed representing models or individual cars from Ferrari's illustrious history. Each of the 70 liveries and specifications was applied to only one car, meaning that each car was unique, in the correct sense of the word, making them hugely desirable.

One such example is the car offered here, a 2018 Ferrari California 'T' sporting 'Livery number 54' in Bianco Italia paintwork with Giallo Modena and Rosso Corsa stripes. Known as ‘Celebrating an Anniversary’ the inspiration for this car came from the 1987 Ferrari F40, chassis #80742, which was driven to Italian GT Championship victory in 1993 by Marco Brand and went on to become the most successful F40 in history and the only F40 to have won an FIA Championship.

Aside from its subtle, but stunning colour scheme, this limited-edition California 'T' sports other desirable options such as; red brake callipers, carbon exterior sill kicks, special handling package, aluminium driver and passenger footrests, Navtrak anti-theft system, and fully electric seats.

This UK-supplied, right-hand drive car has only covered 78 delivery miles and presents in sublime condition. The commemorative plaque shows the car is 1 of 1. Any low production or limited-edition Ferrari is likely to remain sought after, probably for ever, but these 70th Anniversary, Tailor-Made cars with their unique liveries and specifications are even more special. 

A superbly restored example of the rare and exclusive Aceca.

•  #AE743 is a UK-delivered, right-hand drive AC Aceca originally ordered in Mist Green with green leather

• Owned by our vendor for the past seven years, having purchased it, fully restored, from a Mr Humphries in 2012 

• Mr Humphries bought this Aceca to restore with the intention of making it 'the best in the world'

• Engine completely rebuilt by Hurley Engine Services. Water jacket and crankshaft modified by Rod Briggs

• Superbly finished in Javelin Grey. Completely new tan leather interior by David Nightingale

• This is a rare and desirable motor car and represents exceptional value for money  

Following WWII and in an effort to modernise their lineup, AC was keen to replace the trusty Weller-designed, overhead cam, six-cylinder, two-litre 85bhp engine, which was first used in 1919. The company met John Tojeiro, chassis engineer and racing car designer, and an existing tried and tested design of his (Cliff Davis' little sports-racer) was purchased and modified for road use. The new model, named the Ace, used a strong 76-mm tubular ladder frame chassis with transverse leaf and wishbone independent suspension front and rear but for the time being, retained AC's own venerable, 2.0-litre, long-stroke six. The light aluminium bodywork bore more than a passing resemblance to Ferrari's pretty 166 Barchetta, however, the car's styling was right up to date, and incredibly handsome if somewhat derivative. Announced in 1953, deliveries of the first 85-bhp Ace from Thames Ditton were not available until April 1954. The Motor magazine claimed 0-60 mph in 11.4 seconds and 103 mph with 25.3 mpg. A total of 223 AC-engined Aces were built, weighing in at 1,685 lbs and carrying an initial price tag of £1,439.

The AC Aceca, a three-door and very sleek fastback, was previewed in 1954 becoming one of the very first hatchbacks along with the new 1953 Aston Martin DB2/4. Deliveries were delayed until January 1955, and eventually, only 151 AC-engined Acecas were built. Unlike the Ace, the Aceca had wood-framed doors, was slightly heavier at 1,840 lbs, and to reduce noise levels within the cabin, AC mounted all major components on rubber bushes. Performance was respectable, if not outstanding, but the combination of a fine-handling chassis, light weight, and classic good looks resulted in a desirable GT in the best AC tradition.

According to the AC Aceca Registrar, 'AE743' is a UK delivered, right-hand drive AC Aceca originally ordered in Mist Green (one of only six ever finished in that colour) with a green leather interior. The engine is the original six-cylinder AC unit (CLB2431W7) fitted from new. Our private vendor has owned 'RPN 626' for the past seven years, having purchased it, fully restored, from a Mr Humphries in 2012 and the V5 shows only three owners prior to him.

According to correspondence in the history file, Mr Humphries bought this Aceca to restore with the intention of making it 'the best in the world'. At the time of his purchase, he owned three garages in and around Bath and he tasked one of his long-standing technicians with the responsibility of returning RPN 626 to its very best. However, all major works requiring specialist skills were contracted out to various experts in the marque including Spencer Lane-Jones, TT Workshop, Rod Briggs, Hurley Engine Services, and David Nightingale. A brief summary is below:  

• Engine: completely rebuilt by Hurley Engine Services

• Water jacket and crankshaft modified by Rod Briggs

• Gearbox overhauled by the TT Workshop. New clutch assembly and master cylinder. 

• Chassis and Bodywork cleaned and powder coated

• Rear axle stripped, checked, and reassembled with all new seals and joints

• Prop shaft, driveshaft and universal joints stripped, cleaned and reassembled

• All suspension parts stripped, cleaned, powder coated, and reassembled with new parts as required

• All wheel-hubs and bearings replaced  

• Bare metal repaint in Javelin Grey.

• All new interior alloy panels

• New tan leather interior, headlining and carpets by David Nightingale

• All dashboard wood replaced by the 'Posh Dash Co'

• New shoes, wheel cylinders, drums, master cylinder, handbrake and ratchet with a new cable

• Electrics: new wiring loom, new front and rear lights, new dynamo and new battery

The results of this long-term attention by talented people are remarkable and the car's post-restoration freshness has

The sixth production car, bought new by acting legend Tony Curtis

• The sixth production SS Roadster built, bought new by acting legend Tony Curtis in 1965

• Purchased directly by Donald S. Gilmore for display at the Gilmore Classic Car Museum until 2007

• Bought by our vendor and UK registered in 2008. In superb unrestored condition. 6,500 miles

• 5385cc Chevrolet V8, auto box, steel chassis, aluminium body and independent suspension

• 0-60 in 5.7secs and 150mph. Classic & Sportscar Magazine featured. 'Every journey is an adventure'

• Included are the transfer documents from Tony Curtis and even a photo of him with the car  

The Excalibur story began back in 1964 when renowned industrial designer Brooks Stevens, at that time working as a consultant to Studebaker, was asked to design a show car for that year's New York Auto Show. An avid automobile enthusiast and collector, Stevens was a fan of the pre-war Mercedes-Benz SSK and sold the idea of a 'contemporary classic' take on the German sports car to Studebaker, at that time Mercedes importers. Brooks Stevens had first ventured into automaking on his own account with the Excalibur J, a two-seat sports car on a Ford chassis, that enjoyed a successful, if brief, competition career in the early 1950s. The prototype Excalibur SS was ready three days before the New York Auto Show where it caused something of a sensation, albeit too late to save the ailing Studebaker Corporation. A long list of potential buyers resulted, one of whom - a Chevrolet dealer - asked if the car could be built with a Chevrolet Corvette engine. Stevens was only too happy to oblige. An advertisement in the Wall Street Journal generated sufficient deposits to enable production to start, and in 1966 the company moved into premises in Milwaukee, Wisconsin, trading as SS Automobiles Inc.

Since then Excaliburs have been owned by many famous celebrities including Frank Sinatra, Steve McQueen, Dick Van Dyke, Burt Lancaster, Ronald Regan, Sonny & Cher, Dean Martin, Jackie Gleason, Rod Stewart, Jay Leno, Arnold Schwarzenegger and of course, Tony Curtis. Having been catapulted to the Hollywood A-list during the 1950s with films such as 'Some Like it Hot' and 'Operation Petticoat', Tony Curtis had it all by 1965. He owned a string of cars that included 1930s Rolls, Bentley and Duesenburgs and probably appreciated the 1930s 'look' of the SS but with a modern automatic gearbox and reliable Chevrolet V8.

The car delivered to Tony, chassis number 1006, was finished in Maroon with contrasting black interior, and an accompanying photograph shows Tony posing proudly. However, his ownership appears to have been very brief for, on the 16th February 1965, the car was bought by philanthropist Donald S. Gilmore for $7,895, as seen in the accompanying Tax Declaration. The declaration is one of two documents that ratify this unique provenance, noting Tony Curtis' then home address at 1178 Loma Linda Drive, Beverly Hills. Mr Gilmore was a friend of Walt Disney and very probably it was he who introduced Tony Curtis and the car to Mr Gilmore. Upon purchase, the car was destined to become one of the star attractions at the soon to be launched Gilmore Car Museum in Michigan where it was on display until 2006. Press clippings from the period state that Mr Gilmore's brother had achieved nearly 100 miles per hour in the car before it was put on display.

The car was put up for auction by the museum in 2006 in the same condition it is today with a mileage then of some 6,252 miles. In 2007 the car was for sale with the highly regarded Motorcar Gallery of Fort Lauderdale, Florida whereupon it caught the eye of our vendor Dr David Williams who personally imported it car into the UK, registered as 'KSK 693' on the 1st March 2008. As a life long fan of 'The Persuaders!' and finding himself with more in common with Tony Curtis' Danny Wilde than Roger Moore's Lord Brett Sinclair the car formed the cornerstone of his collection. Since 2013 Dr Williams has been a valued client of Silverstone Auctions, adding to and refreshing his collection over the years with us.

As part of a substantial car collection made up of an eclectic mix of low mileage high performance and luxury motorcars, the Excalibur has only been driven on high days and holidays, covering just 200 or so miles during his ownership. The stated mileage of 6,420 miles is highly credible due to the fact that from a month or so old it was in the Gilmore collection and on display in the museum until 2006. The car has featured in a number of articles, including The Times and Classic and Sports Car magazine.

A test drive by this consignor found the car to be responsive

A low-mileage, manual gearbox Spider in a classic colour combination!

• Finished in Rosso Corsa and Nero with a desirable 6-speed manual gearbox

• UK-supplied, right-hand drive showing just 12,600 miles

• Offered with a UK V5c. MOT tested until 23/04/20

• Full cambelt service by Greypaul Edinburgh Ferrari in October 2018  

The Ferrari F355 is now considered 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 F355 Berlinetta burst onto the world stage in the Spring of 1994, with the Targa GTS and Spider following in 1995. The new car shared almost exactly the same dimensions as its predecessor, the 348, yet it was virtually a new car, as its flowing coachwork indicated. Many hours of wind tunnel testing influenced the harmonious shape which incorporated an F1-style flat bottom with channelled airflow generating enough down force to offset any lift.

The F355's name is derived from its 3.5-litre V8 engine and five valves per cylinder - as denoted by the ‘Cinquevalvole' inscription on the rocker covers, and this longitudinally mounted power unit generates an impressive 374bhp at a spine-tingling 8250rpm. The con-rods are titanium alloy, the clutch is housed in magnesium alloy, and the Bilstein shock absorbers use electronic sensors to provide active damping. In 1994, the Ferrari F355 was a technological tour de force. Around Ferrari's 1.86 mile Fiorano test track, the F355 was two seconds a lap faster than the 12-cylinder, 512 TR and that level of performance, combined with its sensational shape, ensured its success on the world stage.

This particular example is a right-hand drive 1997 Ferrari F355 Spider registered in the UK on 21/04/97 to its first owner. Finished in Rosso Corsa with a Nero interior, this striking car is fitted with the more desirable manual gearbox and was specified from new with air conditioning, a stereo CD player, and black brake callipers. Accompanying the car is the service book which records the latest service in October 2018 carried out at Graypaul Edinburgh Ferrari where the car was the recipient of a major service including cambelts, resulting in an invoice of £2,699.

The car has had four former keepers and is supplied with a UK V5c, an MOT until 23/04/20, its original handbooks in their leather wallet and its toolkit. This, highly sought-after, 6-speed manual F355 Spider finished in a classic colour combination is now showing just 12,600 miles and is undoubtedly one of the finest 355s on the market today  

Truly stunning and very rare, showing just 39,000 miles from new

• Superbly presented Series III supplied new by Jack Barclay in 1991

• Absolutely delightful combination of Royal Blue over blue-piped magnolia hide

• Excellent electric hood in matching blue mohair with a blue-piped magnolia fitted cover

• Just over 39,000 miles from new confirmed by the comprehensive service history

• Offered with an MOT (January 2020), spare keys, full and original book pack set and service schedule

• Just 574 Bentley variants were produced compared to 4,458 Rolls-Royce Corniche convertibles    

The Bentley continental and Rolls-Royce Corniche convertibles were built in Crewe both utilising the 6750cc traditional Rolls-Royce alloy engine, and GM auto gearbox found in their saloon variant, known as the Silver Shadow. The Series I Bentley and Rolls-Royce Corniche Convertible versions of the Shadow and T1 models first appeared in 1967, and production continued up until the first major face-lift in 1988 to the Corniche II with ABS and airbags now standard, and subsequently the Series III at the 1989 Frankfurt Motor Show when new alloy wheels, a revised interior, colour-coded bumpers, a more advanced suspension, and MK-Motronic fuel injection were introduced. The final version, the Series IV, arrived in 1992.

This particular Continental Series III has the benefits of the Rolls-Royce Corniche III upgrades and is a UK car supplied through Jack Barclay when new. The full and comprehensive service history confirms the current indicated mileage of just over 39,000 miles. It is finished in arguably the best colour combination of Royal Blue with Magnolia hide, piped blue, and a blue electric soft top. It sits well, drives superbly and looks very smart in the metal. Between 1967 and 1995 just 574 Bentley convertibles were ever made, compared to 4,548 Corniche convertibles, making this car a rare and special opportunity underpinned both by its condition and provenance.

Coming from a private Bentley collector and connoisseur of note, it is offered with an MOT until January 2020, spare keys and both the full and original book pack and service schedule.  

Very rare and provides some of the most visceral thrills available in a road car

• A genuine 'Clubsport' (One of only 100) delivered new to its German owner in April 1995

• Subsequently, owner and car moved to Australia in 1997. Shipped to the UK in 2013 by our vendor

• Whilst in Australia, the car was used for Motorsport events only and never registered for the road 

• New factory engine no. 63S86220. The original has been rebuilt by a Porsche specialist and exists today

• Lots of attention on its arrival in the UK. Details in the history file

• Now UK-registered (M100 RSR) and will be freshly MOT'd prior to the sale

Perhaps the wildest normally aspirated Porsche 911 produced by the factory is the Carrera RS 3.8, and it is indeed a venerable wolf in wolf’s clothing. There is no hiding the car’s intent, which is to cover ground . . . very quickly.

It was based on the Carrera Cup competition car and specifically conceived as a homologation special built in a great enough quantity (at least 50 units) to qualify it for the BPR GT3 and GT4 categories as the RSR 3.8. It was offered only to the European market and appeared after the original 3.6-litre engine RS of 1992 had gone out of production. The standard 3.6-litre engine of the Carrera RS was bumped up to 3,746 cubic centimetres by an increase in its bore to 102 millimetres, but it still retained the RS’s standard 76.4-millimetre stroke.

This engine, the Type M64/20, was fitted with Porsche’s innovative Varioram variable-length intake system and produced a very healthy 300 brake horsepower at 6,500 rpm and 262 foot-pounds of torque at 5,400 rpm. The latest version (2.10) of the Bosch Motronic engine-management system kept tight control over both the twin-plug ignition and the fuel delivery through individual port throttle bodies. A new hot-film sensor replaced the previous flapper-valve arrangement, and at the exhaust end of the equation, waste gasses were fed through a pair of catalytic converters and out the twin tailpipes.

Along with the engine updates, an important component of this competition-oriented machine was to make it as light as possible. The RS was brought down to a svelte 1,280 kilograms by deleting such amenities as the headliner, electric windows, electric mirrors, central locking, intermittent windscreen wipers, radio speakers, power-adjustable seats, a rear defroster, airbags, and sound insulation. Removal of all these comforts resulted in an effective weight loss of 100 kilograms. The RS package added a number of performance features to the car, which included thinner window glass , simplified interior lighting, an alloy front boot lid and doors, lightweight interior door cards, Recaro sports seats, a front strut-brace, ball-joint front damper mounts, and adjustable anti-roll bars with five positions for the 24-millimetre front bar and three positions for the 21-millimetre rear piece.

The gearbox is a Type G50/31 six-speed manual transmission, with its gearing optimised for acceleration rather than top speed. Immense 265/35ZR-18R tyres in the rear and 225/40ZR-18 tyres in the front are mounted on specially made 18-inch “Speedline for Porsche” three-piece, light-alloy wheels with magnesium centres, which are 9-inches wide on the front and 11-inches wide at the back.

Offered here is a great example of the 993 RS delivered new to its German owner in April 1995 and ordered in the rare 'Clubsport' specification. Aimed directly at endurance racing events, such as the Nürburgring, the Clubsport was further stripped of carpeting and fitted with a welded-in roll cage, strut tower brace, bucket seats with six-point Schroth harnesses, as well as a battery kill switch and fire extinguisher. Compared to the “standard” RS, only 100 such examples were built for GT2 homologation. When he subsequently moved to Australia in 1997 he took the car with him. 

As per the design remit, it was used for some club motorsport events only and never registered for the road which explains its low mileage of only 48,970 miles ( 78,353 km). Whilst being driven by Cameron McConville, latter-day V8 Australian Supercar driver, the engine developed a fault and was replaced by a new factory unit (Engine no. 63S86220). This original engine (63S85579) was purchased by John Good and rebuilt by a Porsche specialist in Melbourne and exists today should a new owner wish to complete the marriage of the car and original engine. The Porsche Letter of Authenticity confirms the original details and a photo record of the old engine is present in the history file. The Australian Motorsport Logbook lists the car's competition histor

Bullet point should read - Recent top end engine refresh at Tolman Motorsport, 5-Speed ZF Gearbox FIA papers are not in date and will need to be re applied for

A real 'Racing car for the road' just as Colin Chapman always intended.

• Recent engine refresh at Tolman Motorsport, 5-Speed ZF Gearbox

• Restoration by Specialist Paintwork

• Prestigious and continuous Motorsport history. FIA Historic Vehicle Identity Form, FIA Identity Card

• Eligible for Goodwood Revival, Tour Auto andTour de France

• Independent suspension, a ZF gearbox, disc brakes, a Coventry Climax all-aluminium engine and a very low drag coefficient of just 0.29 - makes for a great driver's car

The Lotus Elite, when first launched in 1958, put Colin Chapman and Lotus cars very firmly on the map. It utilised a 'monocoque construction' which meant there was no separate chassis and the body was 'load bearing', and whilst this was becoming accepted practice, the Elite was the first time it had been attempted in glass-fibre. When combined with the independent sporty suspension, a ZF gearbox, disc brakes, a Coventry Climax all aluminium engine and a very low drag coefficient of just 0.29 - it made for a great drivers car. So much so, that by production end in 1963 over one thousand had been produced and Lotus was now a credible British sports car manufacturer.

The elite on offer here was originally invoiced and exported new to Yngve Nystrom in Sweden on 16/03/61 in Stage III tune as Nystrom had recently become the Lotus dealer in Sweden and set up a team of Elites for the 1961 Swedish GT Championship. This was not his own car but sold to A B Motale Bilstrum in May 1961 and is understood to have raced in the Championship in the early 1960s.

The engine number is different from than that referred to in Lotus records which may be explained as a clerical error or, more likely, the fact that Elites became eligible for the 1150 cc class in the Swedish GT Championship in the early 1960s by taking advantage of regulations that permitted the fitting of new cylinder liners that reduced capacity to 1140cc. 

The car appears to have been first road-registered (L25406) from 1966 until at least 1971. In the summer of 1989, the car was shipped to Neil Twyman Engineering in England and bought for rallying by the present owners that December. The body was stripped, re-gel coated and painted by Alan Rigarlsford's Specialised Paintwork Ltd who had more than 50-years’ experience of fibreglass restoration, specifically of Lotuses, since working for Mike Spence’s Lotus dealership in Maidenhead in the 1960s. The engine and ZF gearbox were rebuilt by Doug Lawson (ex-McLaren). All Elite replacement parts, modifications and advice were sourced from Tony Bates, the leading Elite expert at the time.

Upon completion, it was UK registered in March 1990 and competed in several UK-based rallies during the year, including the RAC Britannia Rally and the Belgian Historic Rally. In the winter of 1990/91, the engine and gearbox were stripped, checked and re-assembled with replacement parts as necessary in preparation for the FIA European Historic Rally Championship – an exclusively tarmac stage rally championship - and other overseas events in 1991. Participation subsequently became less frequent, so much so that the car was eventually put into dry storage in the late 1990s, remaining there until 2011 when it was readied for road use, covering less than 100 miles a year until 2019 when the decision was taken to prepare the car for sale.

The body was returned to Specialised Paintwork to restore to pristine condition. Tolman Motorsport refreshed the engine and fitted a 4.22 differential (in place of the 4.88 used for rallying), carried out a detailed inspection and replacement of all other mechanicals. Detailed invoices for this work, the 1991 restoration, and the 1990/1991 engine and gearbox work are available for inspection together with related photographs and photographs of the car on its repatriation in 1989 and subsequently in competition. 

The Elite is fully road legal, with the all-important, in-date FIA Historic Vehicle Identity Form and FIVA Identity Card and is in competition-ready condition for rallying/racing where it would be eligible for events such as Tour de France, Goodwood Revival, Tour Auto etc. Alternatively, it can easily be returned to road-going trim. 

Competition Highlights;

1990 Coppa D’Italia (1st event)

Rally Britannia

Belgian Historic – 1st in class; 6th overall

Bavaria Rallye Historic 

Historic Vltava Rallye (Czechoslovakia) – 1st in class; 5th overall

500 Minuti Historic (Italy) – 1st in class; 3rd overall

Mitropa Historic Cup Series 1991 – Winner

San Remo Rallye Storica

Classic Marathon &nd

A collector-quality example with just 23,000 miles

• UK-supplied (C16) right-hand drive 911 (997.1) Turbo in Slate Grey Metallic with Sport Chrono package

• 6-speed manual gearbox, the most involving and driver-focused means of swapping cogs

• Legendary Mezger 3.6-litre engine; 473bhp, 0-62mph in 3.9 seconds and a top speed of 193mph

• Just 23,000 miles, a full service history and diligent ownership 

• Given a clean bill-of-health following a full Peter Morgan (Porsche specialist) inspection 

The Porsche 911 needs little in the way of introduction and the signature model of the road car line-up has, since 1975, always been the Turbo. When it first appeared, the 911 Turbo was something to be feared. Drivers clung on to this fearsome thing, its 258bhp making it one of the quickest production cars on sale. Each successive generation saw the 911 Turbo become more powerful and better resolved. By the time the water-cooled '996' generation car appeared in 1999, the Turbo had become genuinely civilised; rocket ship fast but civilised nonetheless.

The '997' generation 911 was an evolution of the 996 with many changes designed to improve quality while retaining that car's winning blend of performance and usability. Although the 911 (997) Carrera models appeared in 2004, it wasn't until 2006 that the Turbo version was launched. First shown at that year's Geneva Show, it was initially offered as a coupé (and later as a cabriolet) with an impressive specification. The Mezger 3.6-litre engine was continued, now producing 480bhp at 6,000 rpm and featuring VarioCam Plus and a pair of clever Borg Warner variable geometry turbochargers - a totally new technology for Porsche. With a manual gearbox, the 997 Turbo requires just 3.9 seconds to reach 62 mph and will go on to 193 mph. Power is transmitted to all four wheels with Porsche Traction Management (PTM) which uses an electronically controlled multi-plate clutch. This intelligent technology provides variable drive to each axle. The front/rear split is continuously adjusted based on current road conditions and driver inputs. Although biased towards the rear, the front receives more power whenever the situation requires.

The car presented here is a UK-supplied, right-hand drive, 2006 Porsche 911 (997) Turbo Generation I - which, importantly, means it utilises the well-proven and legendary 'Mezger' race-derived engine, which has a bulletproof reputation and doesn't suffer the same potential faults as the engine found in 997 Carreras or the later 997 Turbo Gen ll cars (launched in September 2009). This car really suits its Slate Grey Metallic paintwork and also has a 6-speed manual gearbox, providing the most involving and driver-focused means of swapping cogs. The car’s specification, including the Sports Chrono package, is also very desirable (for full specification codes please see image attached of Vehicle Identification sticker in front of the service booklet). 

This car has obviously been much-cherished, bestowing a level of condition, maintenance and performance that would have you believe it is perhaps only a few years old.  It was first delivered new, through the Porsche Centre West London, on the 22nd November 2006, and has an enviable service record, which ratifies its low mileage, being methodically serviced back at Porsche Centre West London, Porsche Centre Hatfield, Porsche specialists ‘Two Plus Two’ of the West Midlands, and latterly Porsche Centre Bristol (the latest at 22,993 miles).  The car has now covered a very conservative 23,052 miles. 

Back in January 2015, our fastidious car-enthusiast vendor was searching for the best 997 Turbo example he could find and commissioned renowned Porsche specialists ‘Peter Morgan Consulting’ to thoroughly inspect the car. They gave it a ‘clean-bill-of health’ and produced a detailed report for reassurance (a copy of which will accompany the car), with our vendor subsequently buying the car in March 2015. He has used it very sparingly on dry days, always ensuring it was garaged and serviced as required.  Regrettably, due to an impending house move, our vendor has conceded that the car must now find a new owner. 

These cars are just so well engineered and generate a real sense of purpose, being both a consummate GT car and an all-out race-car, when and if required. This is a real opportunity to buy a superb Gen l 997 Turbo for a remarkably tempting guide price. 

Superbly restored, historically important, post-war benchmark Mercedes 300 Cabriolet

• 1953 300b Cabriolet 'D' built in right-hand drive and finished in Gloss Black with a red leather interior

• Delivered to London, it was one of only seven Mercedes-Benz finished in right-hand drive during 1953/1954

• At 24,700 DM it was one of the most expensive, if not the most expensive car in the world at the time

• Stripped to bare metal and painstakingly repainted over the course of six months

• Engine, gearbox and suspension were fully rebuilt with parts sourced from marque specialists Neimoller of Mannheim

• The interior glass and interior brightwork were entrusted to a former Bentley craftsman

• Complete authenticity was paramount to the restoration effort and subsequently the car was selected by Mercedes-Benz UK to go on display at their Brooklands headquarters for eight months  

More expensive than the 300SL sports car and almost double the price of the contemporary top-of-the-range Cadillac, the Mercedes-Benz 300b was one of the world's most exclusive automobiles. It is also historically significant as one of Mercedes-Benz's first all-new designs of the post-war era, debuting at the Frankfurt Auto Show in 1951. The 300's arrival re-established Mercedes-Benz in the front rank of prestige car manufacturers, marking as it did a return to the marque's tradition of building high-performance luxury automobiles of the finest quality.

Although Mercedes-Benz would adopt unitary chassis/body construction for its lower and mid-priced cars as the 1950s progressed, the retention of a traditional separate frame for the 300 enabled a wide variety of coach built body types to be offered. The 300's cross-braced, oval-tube chassis followed the lines of the 170S and 220, with independent suspension all round and four-wheel drum brakes, but incorporated the added refinements of a hypoid bevel final drive, dynamically balanced wheels, and remote electrical control of the rear suspension ride height.

Initially developing 115bhp, the 3-litre, overhead-camshaft, six-cylinder engine - used in fuel-injected form in the 300SL sports car - was boosted in power for the succeeding 300b and 300c models, finally gaining fuel injection in the restyled 300d of 1957.

Custom built by Mercedes-Benz's most experienced craftsmen, the 300 was luxuriously appointed and trimmed with materials of the highest quality. Fast and elegant, it was one of the very few contemporary vehicles capable of carrying six passengers in comfort at sustained high speeds. The 300 was the car of choice amongst West German government officials, and throughout Europe and the USA, it was widely favoured by businessmen, financiers and politicians. Indeed, 'Adenauer' became the 300's unofficial model name, after German Chancellor Konrad Adenauer, its most high-profile customer. The conservatively styled 300 Saloon was soon joined by the 300S (Super), a model which succeeded in recapturing all the elegance of the pre-war 540K. Introduced at the Paris Salon in October 1951, the 300S was built in two-seater coupé, cabriolet and roadster forms on a shortened 300 saloon chassis. The roadster was the more sporty of the three, featuring a relatively simple hood that was almost totally concealed when folded down, whilst the cabriolet was more luxurious. Indeed with its lined hood erected the cabriolet was every bit as quiet and comfortable as the fixed-head Coupé. Unlike some of its spartanly furnished contemporaries, the 300b boasted a lavishly equipped interior featuring supple leather upholstery, beautiful burr walnut trim, chromium-plated dashboard instrumentation and precision-made switch gear.

This absolutely fabulous 300b Cabriolet D was built in late 1953 and its build sheet shows that it was right-hand drive, finished in Gloss Black with a red leather interior and was to be delivered to London. There may seem nothing remarkable about that until you consider that it was only nine years since the end of the war, the embargo on German cars had only just been lifted, and at 24,700 DM it was probably the most expensive car in the world at the time. It must have taken a certain disregard for sensibilities to drive a plutocratic German Cabriolet around the war ravaged streets of London which is probably why, during 1953/1954, only seven Mercedes were built in right-hand drive.

The story moves forward to 2013 when our vendor agreed to purchase OXP 2 in a stripped down state from a restoration company in the Midlands who were ostensibly restoring the car. However, over the following 12 months, very little appeared to be done, and the stand

Car has MOT to 11th July 2020

A superb example of these remarkable motor cars

•    UK-supplied and purchased from Maidenhead Honda in March 1992•    Four owners and a warranted 39,000 miles from new•    Presented in Sebring Silver and patently cossetted all its life•    Full service history, Honda bookpack and an extensive history file•    Every MOT present since 1995. Will be MOT'd prior to the auction

The legendary Honda NSX (standing for New Sportscar Experimental) was developed by the Honda Motor Corporation between 1984 and its eventual launch in 1990, with major chassis and suspension input from three times F1 World Champion, Ayrton Senna. The NSX featured a state of the art 3.0-litre V6 'VTEC' engine (variable valve timing) and an all-aluminium monocoque body, encompassing a revolutionary extruded aluminium alloy frame and suspension. This made the car very light and extremely strong.  Despite being developed during F1's turbo era, the NSX's 24-valve 3.0-litre V6 engine was normally aspirated. Equipped with the new VTEC variable valve timing system, the all-alloy unit produced 270bhp initially, which was good enough for a top speed of 168mph and a 0-60mph time of less than six seconds. Those performance figures put the NSX on a par with Ferrari's 348 GTB, but in terms of comfort, ergonomics, driving dynamics, and build quality, the NSX was in a different league entirely. Sadly, this superiority was not translated into sales, and by the time production ceased in 2005 fewer than 20,000 NSXs had been sold.

This lovely 1992 UK-supplied car is presented in Sebring Silver with a black leather interior has covered a documented 39,000 miles and is currently tucked away in storage where it has been for the last 3 years.Purchased from Maidenhead Honda in March 1992, its first owner kept it for 10 years before selling it in 2002 having covered just 8,000 miles. Coincidentally, the car's second owner also kept it for 10 years before selling it back to the son of the original keeper in 2012. Our vendor, who purchased the NSX in 2015 is, therefore, the 4th owner since new.There is a large amount of detailed history with the car including its service records which indicate that it has regularly been presented to both main Honda agents and independent specialists over the years, although not always annually due to the low mileage. It's supplied with the original bespoke briefcase supplied by the original Honda dealership which is packed full of history, NSX memorabilia, every MOT since 1995, the original Bill of Sale from Maidenhead Honda for £56,380, the PDI document, and the Honda book pack.

MOT history (date/mileage) documents included18.03.1995          5,39630.03.1996          7,26008.05.1997          7,45703.08.1998          7,96801.09.1999          8,11102.03.2001          8,18828.02.2002          8,35119.02.2003          14,44923.02.2004          19,37921.02.2005          23,71628.02.2006          26,12427.02.2007          27,97414.02.2008          29,63711.02.2009          31,53925.02.2010          33,20516.02.2011          35,40606.02.2012          36,56123.08.2013          38,29828.01.2015          38,51515.12.2015          38,71420.04.2017          38,933

The car will have a fresh MOT prior to the sale.The NSX is a remarkable motor car and, patently cossetted all its life, this is an absolutely lovely example. 

A magnificent example of Mercedes' luxury flagship

• A left-hand drive 300D delivered to Florida in 1960 and imported into the UK in 1989

• Some light restoration work in the early nineties. In a private collection prior to our vendor acquiring her in 2016

• Delightfully finished in Silver over Glazing Maroon with a unique Sahne leather interior also piped in maroon matching numbers. Fitted from new with power steering, a central lubrication system and an AM/FM Becker radio

• 88,000 miles from new, verified by many old MOTs. V5c and an MOT valid until January 2020

• New Stainless Steel exhaust fitted prior to the sale

Daimler-Benz AG emerged from the smoking rubble of World War II in somewhat precarious health, with production plants that had been pretty comprehensively levelled by Allied bombing. Far from being a broken nation, the resilience of the workforce was remarkable and Mercedes-Benz resumed car production in 1946, albeit with the prewar 170V, a modest middle-class car that had been their best-seller in the 1930s. However, in less than six years, the company was sufficiently confident to return to the luxury market when the Mercedes 300 was introduced at the 1951 Frankfurt Motor Show and for the duration of the Fifties, Mercedes-Benz prestige line-up was based on the 300 range, at the heart of which was essentially the same superb 2996cc overhead-camshaft six-cylinder engine found in the legendary 300SL 'Gullwing'. 

The 300 Saloon was aimed squarely at Captains of Industry and Heads of State - indeed, the model was nicknamed 'Adenauer' after Konrad Adenauer, the first Chancellor of the Federal Republic of Germany. In office from 1949 to 1963, he employed six custom convertible, hardtop, and landaulet versions during his tenure. Inside, the 300 was beautifully executed in polished wood, with deep bucket seats trimmed in either cloth or leather and a division was available as an option for those who preferred to be chauffeur driven. Improvements came with the 300B of 1954 in the form of twin Solex carburettors, along with servo-assisted brakes and minor styling changes while the 300C model of September 1955 saw the option of a Borg-Warner three-speed automatic for the American market. Introduced in August 1957, the 300d was the linear successor to the 300c, with a longer wheelbase, fuel injection, and unique hardtop configuration transforming it into a pillarless 'Phaeton'. An additional four-inches of wheelbase provided greater rear legroom, equalling that of the long wheelbase Rolls-Royce Silver Cloud. Removable rear quarter lights allowed an unobstructed view in and out from the front vent window all the way to the back, much valued in the model's popular role as a 'parade car'. Employing a slightly detuned version of the 300 SL sports cars Bosch fuel injected engine, the 300D produced 180 hp at 5500 rpm. Automatic transmission was standard and power brakes, power steering, and Artic-Kar air-conditioning were added as options.

This, wonderfully finished, 300D was delivered to North America in 1960, where its first proud owner was a lawyer in Tampa, Florida. It remained there until 1989 when it was shipped over to the UK and underwent some restoration work in the early nineties before spending some time in a private collection prior to being purchased by its current owner in 2016. Today, the car presents beautifully and does have real 'presence'. The  Tunis Beige over Glazing Maroon paintwork is clean and properly detailed with high gloss and quality finishing over the expansive surfaces with just a little evidence of paint touch up on the lower front arches. Although there are a few minor flaws, the car is remarkably preserved and in excellent overall condition. Panel fit is representative of the precision factory assembly as are the tight body to wing bead lines and door chrome trim. The stout doors hinge smoothly open and shut very well, retaining very good panel gaps and crisp latching. The bonnet and boot lid also exhibit proper fit and closure with consistent gaps. The chrome throughout is in very good condition, clean, bright reflections, though some areas show light hazing on the bumpers. All lenses, lighting, and glass are in excellent condition including the windscreen. The steel wheels are covered with beautifully polished stainless wheel covers, painted to match the factory paintwork.

The interior is a remarkable example of Mercedes-Benz quality showing handsome leather finishes and retains a fine original patina. The factory optional AM/FM Becker radio remains installed in the dash but currently is not working. The engine compartment is in very good condition overall and properly presented with correct p

One of only 42 RHD examples, in original, unrestored condition

• Arguably Maserati's first 'proper' supercar, named after an Adriatic wind

• Penned by the great Giorgetto Giugiaro, named 'Designer of the Century' in 1999

• The first Maserati mid-engined road car with the glorious 90-degree alloy V8 from the Ghibli 

• 4.7-litres, 310bhp, 0-60 mph in 6.6 secs and a top speed of 177 mph

• From 1971 to 1979, just 530 Boras were built, of which only 42 were 4.7-litre cars in right-hand drive

• In the striking combination of Rosso Fuoco, Senape Tan and stainless-steel

• In original, unrestored condition having been part of a Swiss collection for many years 

• The car has recently been treated to a sympathetic high-quality re-upholster (updated images of which will follow)

Maserati had enjoyed a golden age in the 1950s and 1960s, both on the track and with high-performance GTs like the original Ghibli.  But it wasn’t until the early 1970s that it produced arguably its first proper supercar.  Unveiled in 1971, the Maserati Bora was undoubtedly the star of the Geneva Motor Show, and one of the first great supercars of the 1970s.  It was also Maserati’s first mid-engined car with the glorious 90-degree 4.7-litre development of the Ghibli’s V8 engine mounted behind the front seats, producing a healthy 310bhp @ 6000rpm, the Bora transmitted its power to the road through a five-speed ZF gearbox, pushing this stunning coupe to a top speed of 170mph. 

Also pinched from the Ghibli was its designer, Giorgetto Giugiaro, who won out against Pietro Frua in the competition to clothe the Maserati flagship.  An impressively solid piece of work it was, too, and not just because Giugiaro was pretty much at the top of his game, ensuring the Bora’s iconic status amongst the Seventies supercar-elite.

The Bora stands just 1138mm high, with a stylish, brushed stainless-steel roof and windscreen pillars, and a huge rear window, enveloping a stunning interior with sinuous bucket seats, and sumptuously leather clad dash, door trim, centre console and rear bulkhead.  But it was practical too, with a decent-sized luggage compartment in the front end and a carpeted engine cover.  Maserati also fitted an adjustable pedal box, which was just one of a myriad of innovations that showed the influence that new owner Citroen was to bring to bear.  It made for a rather odd, old-school-brute-force-meets-idiosyncratic-French-tech driving experience, but that didn’t stop it becoming a must-have set of wheels for the rich and famous. Customers included Karim Aga Khan and Sophia Loren’s husband, movie producer Carlo Ponti.

With as few as 530 cars built, the Maserati Bora remains a rare car, and even more sought-after in right-hand drive form.

The car presented here is a 1975 Maserati Bora 4.7-litre and, intriguingly, just one of 42 such examples in right-hand drive.  This is a particularly desirable example in the classic colour combination of Rosso Fuoco, Senape Tan and stainless-steel. 

This matching-numbers car was bought by our vendor in 2013 to form part of his small and carefully selected, UK collection of classic cars.  He purchased it from a prominent Swiss car collection, where it had been since 1995, having been acquired from renowned UK classic car dealer Nicholas Mee. For the 18 years following 1995, the last owner always ensured that the car was regularly maintained/serviced, including an engine overhaul, at international classic car specialist ‘Bart Holland’ in The Netherlands.  

The car is in very original, unrestored condition and is believed to have covered the indicated mileage of just 16,651 miles (but this cannot be verified).  The car has recently been treated to a sympathetic high-quality re-upholster (updated images of which will follow) and some remedial cleaning to the chrome-work. 

Offering the perfect combination of performance, refinement and usability, the Bora is an eccentric grand tourer from a fascinating time in Maserati’s history.  Thanks to their rarity, especially in RHD, Boras have become quite collectable in recent years, and finding a well-kept original example can be difficult. Well maintained and ready to drive and enjoy, this Bora warrants serious consideration.

A lovely Mk1 Cortina with a freshly rebuilt Holbay engine

•    A lovely Mk1 Cortina with a freshly rebuilt Holbay engine •    Run by renowned historic racer, Martin Stretton, five seasons ago•    Has formed part of our vendors private collection since. Will require a check over before running again•    FIA papers expire soon but new ones have been applied and paid for•    Well cared for car offered at a competitive estimate 

The Lotus Cortina's serendipitous arrival resulted directly from Ford's decision to step up their motorsport involvement in the early 1960s. Their Head of UK Public Relations, Walter Hayes, spoke to Colin Chapman, asking him to come up with a competitive saloon, using their mainstream Cortina as a base that could be produced in sufficient numbers to satisfy the mandatory 'Group 2' homologation requirements, and with which the Blue Oval could beat all comers. The solution was to take Ford's bullet-proof 1500 Kent engine, fit it with a twin-cam cylinder head, pop it into a stiffened Cortina shell, sort out the suspension and brakes and paint a green stripe down the side. The cars would be built by Lotus at its plant in Cheshunt and marketed through their dealer network as the Ford Cortina Lotus. Once fully developed, the Lotus Cortina's (as they quickly became known) absolutely shone on track driven by household names including Jim Clark, Jackie Stewart, Graham Hill, Jackie Ickx, Roger Clark and many, many more.

This particular Cortina has been owned by our vendor, who is a well-known and respected historic racer, for the past few years and was run, around five seasons ago, by the renowned historic race car preparer, Martin Stretton Racing, to the highest of standards. Having sat in our vendor's collection for the past few years, the FIA papers will run out at the end of the year but new papers have been applied and paid for and, pleasingly the Holbay engine has just been fully rebuilt. There are two spare Minilite-style wheels with tyres that will accompany the car.

The car is eligible for a variety of prestige events such as the U2TC (in which the buyer of this car will get a free entry into the next race courtesy of our sponsor deal with Motor Racing Legends), Masters Pre-66 Touring Cars, and HSCC Historic Touring Cars. This lovely example, after the usual pre-race checks, could be gracing the track again and presents a fantastic opportunity to be in the thick of it on some of the most competitive and well-supported grids in historic motorsport and all at a very approachable cost. 

Restored in 2018 at a cost of å£150,000 and one of just 109 examples

• Built in 1968 and one of just 109 right-hand drive Silver Shadow Drophead Coupes

• Benefiting from a recent £150,000 restoration by marque specialists Michael Hibberd

• The receipted invoices show no expense spared. The engine was rebuilt at a cost of £28,000

• The odometer reading of some 50,000 miles is largely immaterial with such a well-restored car

• One of the finest examples we have seen and approaching its fiftieth year in outstanding condition

The Corniche, two-door convertible version of the Silver Shadow, has been, without doubt, the most successful convertible ever produced by Rolls-Royce. First introduced in 1966 as the Silver Shadow Mulliner Park Ward two-door drophead coupé. With waiting lists measured in years, these hugely desirable vehicles began to change hands at significant premiums over list price and one can imagine the hushed negotiations over the green baize of the gaming tables at Crockfords, the Palm Beach and Aspinalls. The car used a silky smooth 6.75-litre Rolls-Royce V8 engine mated to a three-speed automatic transmission, featured independent suspension with coil springs and hydraulic self-levelling, and the roof was electric, naturally. During its production run, a total of only 1,306 would glide smoothly out of the doors of Mulliner Park Ward.

This early Silver Shadow Convertible was supplied new through Mann Egerton Ltd, Norwich to an L A Trafford Esq. of Mulbarton Lodge, Norfolk and registered as 'GCL 11'. In September 2002, the Rolls-Royce was registered in Ireland, passing in 2006 to Robert Archibald of County Carlow. The next owner had the interior woodwork restored by A J Hickman of Lichfield in 2013, invoice on file, and then commissioned a mechanical refresh to include a brake service by PJG Autos of Bristol, which included new callipers, new master cylinder, and new discs etc. The steering box seals were replaced at the same time. With the car in fine fettle, it was purchased by the owner preceding our vendor in August 2014 and offered for sale two years later in 2017.

It was during our vendor's ownership that the car was to be the subject of a mammoth £150,000 mechanical and cosmetic restoration between 2017 and 2018 carried out by respected Rolls-Royce specialist Michael Hibberd of Langley, Berkshire. The invoices are incredibly detailed, every part used is listed together with the corresponding part number and cost. Running to some fourteen pages, the invoices show the commitment that our vendor made in restoring the car with no expense spared. Brief highlights of the restoration include an engine rebuild at a cost of some £28,000 and extensive works to the brakes and suspension. Attention was also paid to the chassis, fuel tank, boot floor and the underbody which was treated with Waxoyl rust proofing. The current odometer reading is a shade over 50,000 miles which is largely immaterial in such a well-restored car. We can supply electronic copy invoices for the work to interested parties prior to the auction.

Supplied to auction with an MOT until July 2020 and the superb history file noting its early ownership, this car is one of the finest restored examples we have ever seen and we recommend allowing plenty of time to read the extensive history, detailed invoices, and enjoy a close inspection of this unimpeachable restoration.

A magnificent right-hand drive example of the 599 with just 12,600km

• Delivered in right-hand drive, to its first owner through Ferrari Singapore in 2008. HGTE fitted 2010

• Finished in Nero with Bordeaux leather and carbon fibre Daytona seats with black inserts

• Main dealer serviced in Singapore with a recent Graypaul Ferrari service in 2018

• UK registered on 01/07/2018. The accompanying service history supports the mileage of 12,600km

• The 599's 6.0 litre V12 engine was capable of 0- 62mph in an incredible 3.7 seconds

• Supplied with book pack, UK V5c and a Shiltech condition report commissioned for the sale

The Ferrari 599 took over from its predecessor, the 575, in the summer of 2006 and brought the front-engined V12 Grand Tourer into the modern age. Whereas the 550 and 575, even at their introduction, always felt like modern classics, the 599 was every inch a new-age Ferrari. The all-aluminium chassis, F1 SuperFast gearbox, F1-Trac stability and traction control, magnetic semi-active dampers and carbon-ceramic brakes, all wrapped in aggressive, aero-optimised bodywork with minimal overhangs and maximum presence. Top billing, though, went to the engine - a lightly modified version of the Enzo's 6-litre V12 with a mighty 611bhp at 7600rpm, endowing Ferrari's new series-production flagship with truly sensational performance with 0-62 in 3.7 seconds and a top speed of 205mph.

Delivered in right-hand drive to its first owner through Ferrari Singapore in October 2008 and fitted with the HGTE handling package in 2010 by Ferrari Singapore. The Handling Turismo Evoluzione package was designed to deliver a more dynamic driving experience. The technical modifications included a modified set-up with stiffer springs and rear anti-roll bar as well as new calibration settings for the magnetorheological shock absorbers and most notably yellow brake callipers. The striking interior is a wonderful blend of dark red leather and carbon fibre trim, particularly to the dashboard, doors and kick plates. The steering wheel is also finished in carbon-fibre and incorporates LED change-up lights.

The car was UK-registered on the 1 st July 2018 and dispatched to Graypaul Nottingham Ferrari for a service. Present are the service booklet, original handbooks, and print outs of the maintenance history. The MOT is valid until May 2020 and on our recommendation, the vendor has agreed to get the car inspected by an independent specialist. The report by the Ferrari specialists Shiltech can be made available to interested parties before the sale.

The 599 GTB design is arguably the prettiest of the latter-day Ferraris and suits this colour combination perfectly.

Professionally prepared and competitive in the 458 ChallengeÊTrofeo

• 4.5-litre V8 with 570bhp and a 7-speed, dual-clutch paddleshift 

• A properly prepared, competitive car. Race winner in GT Cup and Britcar during 2017

• Maintained by the UKs leading 'Ferrari Challenge' specialist

• Driven at Goodwood Festival of Speed

• Fitted with an 'FF Corse' GTC Aero Kit. VBOX Lite in-car video system with OLED

Born as a racing car manufacturer that made road cars to pay the bills, Ferrari has never forgotten its illustrious sporting heritage. Today, alongside Formula One, the firm produces an unrivalled range of racing cars for customer motorsport one of which is the 458 Challenge. These cars were built to contest one-make Ferrari Challenge competitions - which the firm has run since 1993 and currently organises in Europe, the US and in Asia - the 458 Challenge was introduced in 2011.

The 458 Italia was a game changer for Ferrari, its jaw-dropping lines and eye-watering performance had petrol heads hooked at first glance, and coming shortly after the launch of the road car, the '458 Challenge' was debuted at the Ferrari Annual Dealer Meeting on 14th July 2010. Ferrari claimed their newest Ferrari Challenge racer lapped the Fiorano test track in 1:16.5, which was two seconds faster than its F430 Challenge predecessor and only 0.2 seconds slower than the Ferrari FXX.

Based on the 458 Italia, the Challenge uses the same 562bhp 4.5-litre V8 engine, which is left unaltered and in the same state of tune. It's matched to the road car's seven-speed dual-clutch gearbox, although here the ratios have been altered to deliver better torque at lower revs. However, whilst the engine and gearbox are carried over from the road-legal 458, don't be fooled into thinking the Challenge isn't a proper racer.

The most obvious visual clue to its intent is the large rear wing that debuted on the 2014 Evoluzione model and, as in the example here, has been retrofitted to earlier cars. In conjunction with under-body aerodynamics and a new front splitter, it helps generate lots of downforce, and the Challenge's wider front grille helps with cooling. Sitting 50mm lower than the road car, the Challenge's stiffer springs and single-rate dampers give the suspension a much firmer set-up, while centre-nut competition wheels are matched to Pirelli slick racing tyres.

Opening the feather-light composite door is a giveaway to the Challenge's focus on weight saving via the use of carbon panels and polycarbonate side-windows, although, thanks to the addition of racing kit like the roll-over cage, competition fuel tank and quick-lift air jacks, the Challenge is actually only 10kg lighter than the road car. Designed for gentleman drivers rather than professional racers, the Challenge retains ABS and traction control and from behind the wheel, the familiar 458 driver-focused dash is unaltered. The racing steering wheel features a three-stage 'manettino' controller that offers two track-optimised traction control calibrations and a fully-off setting.

This particular example was beautifully prepared by the factory to full European Challenge specification and, from new, was subsequently run and prepared by Ferrari Challenge specialists FF Corse, achieving race wins in both Britcar and GT Cup. This particular car benefits from a number of upgrades above a standard 458 Challenge car, notably an FF Corse 'Aero pack' which includes the multi-adjustable rear wing from the post-2014 regulation change along with a carbon fibre front splitter. It has been fitted with a VBOX Lite in-car video recording system with OLED. Recent works include a new CCP clutch pack at 29,700 Kms, rebuilt oil pump and oil service, a new battery, and a new starter motor. It recently benefitted from a high-quality re-spray which was then protected by Armorfend stone-protection film. The driver's seat belts are in-date until 2021 with the extinguisher valid until January 2020 and the car is supplied with two sets of wheels and tyres.

The 458 Challenge is a hugely competent design and, given the options of electronically controlling the car's responses, it will react well to drivers of limited experience who will quickly develop the talents required to handle 560bhp and 1350kg, and thanks to retaining an adjustable steering column and sliding seat, it's easy for drivers of any size to get comfortable. However, after a bit of practice and a few races, any reasonable driver should be able to return this car to being competitive, particularly if run by one of the acknowledged 'Challenge' specialists or, alternatively, it could simply be the most incredible 'Track-Day' car. Just a thought.

Very rare, Targa roof Morgan with only 5,650 miles and 2-owners from new

• Delivered new to Cyprus in right-hand drive in 2012. 4.8-litre BMW V8 mated to an automatic transmission

• Absolutely beautiful in Luna Grey with a silver steel roof

• Amazing interior in Yarwood Brecon leather, black carpets and a Tawny Ash dashboard 

• Supplied with an MOT until June 2020, handbooks and a Morgan photo album showing its build

• A rare chance to own a SuperSport – the only Targa roof model Morgan have produced

Making its debut in 2001, the Morgan Aero 8 was the first all-new model to come out of the factory since 1964. Revolutionary in its design, the car featured an all-aluminium bonded chassis, a huge step away from the traditional ‘ladder’ style chassis which had been a mainstay through Morgan history. The powerplant was initially a 4.4-litre BMW M62 V8 mated to a 6-speed Getrag gearbox before being superseded by the large 4.8-litre N62 V8 in 2007, offered with both manual and automatic gearboxes.

Morgan hired a budding young designer by the name of Matthew Humphries in the mid-2000s, and it was his ‘Aeromax’ design that became a reality in 2005 when the concept was first shown at the 2005 Geneva Motorshow. Well received, the Coupe was to be limited to 100 production vehicles, and it was at this time that Matthew became Head of Design at the Morgan Motor Company. Following on from the success of the Aeromax, further cars were designed and built, namely, the Aero Coupe and the Targa-roofed Aero SuperSport. Matthew went on to design the new Morgan 3-Wheeler, which became an instant hit.

Offered here is a rare 2012 Morgan Aero SuperSport, supplied new in right-hand drive to its first owner in Cyprus through Mototrend, who also hold the Ferrari, Maserati and Lotus franchises. Sporting an automatic gearbox, it's finished in Luna Grey with a Silver Steel roof, the interior is trimmed in Yarwood Brecon leather with white stitching, black carpets, and a dark grey dashboard with Tawny Ash wood stain. After barely a year in Cyprus, the car was purchased by our vendor through well-known Morgan specialist SGT in Taplow and it was registered with the DVLA to obtain a UK V5c on 14 th January ’13.

Since being in the care of our vendor, it has been serviced and maintained by Morgan dealer Krazy Horse, with the most recent full service being carried out in June ’19, for which there is an invoice in the file. Now having covered a mere 5,649 miles, this two-owner car is ready to find a new home.

The vendor is to retain his private registration, and hence the car will return to an appropriate age-related plated. It is MOT tested until 6 th June ’20 and is supplied with a Morgan photo album documenting its build, its handbooks and some invoices. The design of the SuperSport was truly ground-breaking at the time, encapsulating modern construction techniques, such as ‘superformed’ aluminium out panels, whilst still maintaining the traditional methods of motor manufacturing. With a 4.8-litre V8 rumbling through its side-exit exhaust pipes, you will certainly turn heads with its striking looks and the accompanying soundtrack. This is the only Targa roof model Morgan has ever produced making it a rather special motor car.   

One of only three cars built by Billy Needham (Coldwell Engineering)

• Designed and built by Bill Needham for 1971 European Group 6 Sports Cars

• New Cosworth FVA/C 1840 engine built by Gathercole Race Engines

• Original Hewland FT200 gearbox

• FIA Historic Technical Passport Class TSRC16 Valid until December 2026

• Eligible for Masters FIA Sportscar Series, HSCC Thundersports and the CER Series

• Some spares accompanied by 2 sets of spare wheels with Avon slicks and wets

This 1971 Coldwell C14B is an original and well-known car in excellent condition and was one of three cars built by Yorkshire’s Billy Needham (Coldwell Engineering) in the early 1970's to contest 'Group 6' International Sports Car races.

Originally,  Group 6 was introduced for the 1966 racing season, at the same time as a new Group 4 Sports Car category. Whilst Group 4 specified that competing cars must be one of at least fifty examples built, Group 6 had no minimum production requirement. Nor did it have a maximum engine capacity limit although there were weight, dimensional and other restrictions placed on the Group 6 cars. The Prototypes and Sports Cars categories each had their own international championships to fight for, but many of the major international endurance races such as the 24 Hours of Le Mans would count as qualifying rounds for both championships.

1968 saw a three-litre engine capacity limit imposed on the Group 6 category and the dual-championship format was replaced by a single 'International Championship for Makes' open to both Group 6 and Group 4 cars with Le Mans retaining its place as a championship round. For 1969, the FIA relaxed a number of Group 6 regulations relating to weight, spare wheel, windscreen height and luggage space requirements.

Finished in Bright Red and in excellent condition, the car has recently been fitted with a new Cosworth FVA/C 1840 engine built by Gathercole Race Engines, but retains its original Hewland FT200 gearbox. The front suspension incorporates double wishbones with magnesium uprights and the rear utilises trailing links with reversed ‘A’ wishbones. The front brakes consist of vented discs with AP 4-pot calipers and the rear features solid discs with AR2 calipers. New drive shafts and uprights have been fitted.

The car was previously owned by the late Jeremy Lord of  F3 and FOTA fame and has a current FIA HTP, Class TSRC16 valid until December 2026. We understand that it's suitable for the FIA Masters Historic Sportscars (Post 66), HSCC Thundersports, and the CER Series. There are some spares, patterns and body moulds available and two sets of spare wheels with Avon slicks and wets will accompany the car.

This is a quick, well-prepared car with a fresh engine and would be really enjoyable, particularly in the Masters with the big-bangers battling the smaller-engined sports prototypes and GT cars. Chevrons take on Porsche, Lola and Ferrari, with Osella, Coldwell and Ford all represented, and a well-driven Coldwell could be really competitive on the tighter circuits.

One of only 248 made exclusively for the Japanese market

• One of only 248 Type-S models supplied exclusively to the Japanese home market

• A 3.2-litre V6 mated to a desirable 6-speed manual gearbox

• Supplied with comprehensive Japanese Service history, UK V5c and MOT tested until 25/06/2020

• The perfect compromise between a standard NSX and the Type-R model

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 and a 3.2-litre V6 engine. The car was the first real Japanese 'Supercar', proving itself and quickly establishing respect from its key competitors. Production continued right up until 2005, with only subtle changes made throughout its life.

This particular right-hand drive NSX is incredibly rare and one of only 248 cars produced exclusively for the Japanese home market. The NSX Type-S featured a 3.2-litre engine mated to a desirable 6-speed manual gearbox and pushing out a reported 290 bhp. The Type-S featured a high specification cockpit to including a Titanium gear-knob, a Momo steering wheel, Recaro full-bucket carbon-kevlar seats, Alcantara and leather seats, beautiful stitching around the dashboard, mesh design engine cover (similar to that of the Type-R), and a coloured roof. The suspension was also stiffer than the standard Honda NSX. This car is finished in Source Silver Metallic with a body coloured roof and a black/orange interior which looks absolutely stunning.

First imported and registered in the UK in 2017, this car is supplied with a solid history file from Japan documenting its service intervals. Since residing in the UK, it has been maintained by a specialist, is now showing 94,545km (equivalent to 58,748 miles), and is MOT tested until 25 th June 2020. This is Honda's 911 GT3 Touring equivalent, i.e. lots of power, good handling, manual gearbox and importantly some creature comforts making it a very useable supercar.

We urge you to come and view this car in person as it will not disappoint.

Winner of 'Best in Class' at the 2016 Ferrari Owners Club Concours.

• UK-supplied and first registered on 1st August 1989 with every MOT warranting the 31,584 miles

• With its original book packs, tool-kit, jack, two keys, Ferrari inspection lamp and Targa cover

• Bought by our vendor in 2011 and meticulously maintained since. A cambelt service is planned before the sale

• A well-regarded car in Ferrari circles featuring on the front cover of Auto Italia and Ferrari Club magazines

• Best in Class at the 2016 Ferrari Owners Club Concours, trophies and certificates included

• Presented in classic colours with a history file bursting with invoices and detailed maintenance notes 

The entirely new Ferrari 308 made its debut at the Paris Salon in 1975 and marked a welcome return to Pininfarina styling, with rakish lines and curved haunches. After ten years of huge success, particularly in the United States, Ferrari had grown weary of the “Federalisation” of their lovingly designed motorcars in America, with mandatory ugly rubber bumpers ruining the Pininfarina-penned lines. With their Italian aesthetics under attack, Ferrari launched the new 328 with body coloured front and rear bumpers which adhered to US guidelines, and for the first time, the design remained unadulterated by bureaucracy.

Increasing both bore and stroke, the quattrovalvole engine's capacity was raised to 3,186cc which, together with a higher compression ratio, revised pistons, and an improved Marelli engine management system, lifted maximum power to 270bhp. Top speed was raised to within a whisker of 160mph with the sprint to 100km/h covered in a fraction over 5.5 seconds.

Beneath the skin, the tubular steel chassis remained much as before, with all-round independent suspension by double wishbones, four-wheel servo-assisted disc brakes, and aluminium-alloy wheels, though the latter were increased in size. The interior too had come in for subtle revision and now featured improved instruments, switchgear, and heating. Production ended in 1989 and by then some 7,412 GTS and GTB variants had rolled out of Maranello, with just 542 of them in right-hand drive.

This simply stunning 328 GTS is one of the rarest variants, an ABS model and just one of 292 produced in right-hand drive. UK-supplied on the 1st August 1989 in classic colours, the car was purchased by our vendor in 2011 from a private collector via the Ferrari Owners Club UK. He was impressed by the service history and a bulging file that boasts every MOT, original book packs, two keys and pocket fob, a complete tool kit, unused bulb kit and even the very rare Ferrari inspection lamp. To complement the rigorous maintenance by previous owners our vendor, an engineer by profession, maintained the car to his own exacting standards, making maintenance notes over the years and filing the parts receipts.

It's very rare to encounter a Ferrari owner who has such an in-depth relationship with his car, and knows practically every nut and bolt, but such is our vendor’s knowledge and generosity he has contributed over 2,700 posts to the online owners' forum 'Ferrari Chat' as a technical advisor. The works completed since 2011 are too numerous to list but the highlights include a full front and rear suspension rebuild with the bushes replaced with genuine new Ferrari parts, all shocks rebuilt by the manufacturer, and front wheel bearings replaced. Mechanically the valve clearances were checked and adjusted some 3,000 miles ago, and although the cam belts were replaced in 2016, our vendor will replace them prior to the sale. There is a list of works that can be emailed to prospective purchasers ahead of the sale and our vendor will be in attendance at the auction and would be happy to answer any questions from interested parties.

With the car’s condition catching the eye of magazine publishers, it appeared on the front page of Auto Italia with an accompanying article and, as a well-regarded car within UK Ferrari circles, it would naturally feature on the front cover of the Ferrari Owners Club UK magazine. The car was entered in the 2016 Ferrari Owners Club Concours winning 'Best in Class' and a 'Platinum Award' and the trophies and certificates will remain with the car. In conclusion, this GTS is one of the finest examples we have seen and our vendor's dedication to maintenance is extraordinary. It ticks virtually every box, and the warranted mileage of some 31,000 miles allows the car to sit within the finest collections or to be used as intended by its new owner.

A one-previous owner RS500

• A UK-supplied RS500 originally registered to its first owner, Cameron Hall Developments Ltd in August 1987

• Sold to its second owner in 1990 and now showing a believed genuine odometer reading of just 35,909 miles 

• Supplied with a UK V5c with apt registration ‘E500 ARG’ and MOT’d until 26th February 2020

• The most revered of all the Cosworths…...the RS500

The original Ford Sierra RS Cosworth was the first Ford to wear the Cosworth badge and was presented to the public at the Geneva Motor Show in March 1985. It was introduced as a means of homologating the Sierra for 'Group A' Touring Car racing, with a requirement that 5,000 cars were built and sold. Launched for sale in July 1986, and based on the three-door Sierra body-shell, it was designed by Ford's Special Vehicle Engineering (SVE) and was powered by a Cosworth-designed 2.0-litre turbo engine of now legendary repute. At this time, the Sierra Cosworth was a new kind of performance car - a ‘blue-collar hero’ able to humble true sports cars!

In total 5,545 cars were produced - of which 500 were sent to Aston Martin Tickford for conversion to the Sierra ‘RS500 Cosworth’. If the RS Cosworth was a homologation car, the RS500 was an evolution special. Once Ford had built the requisite 5,000 RS Cosworths, Group A rules allowed an upgraded 'evolution' model to be launched. This could carry changes focused on improving its racing potential, provided Ford sold 10% of the original number as road cars, hence the 500. The RS500 was announced in July 1987 and had a mechanically uprated Cosworth engine (more similar to the one to be used in competition), with power boosted to 224bhp, upgraded brakes, modified bodywork and the caché of being hand-assembled - the RS500 really is the ultimate 1980's Fast Ford! Indeed, during the model’s 30th anniversary year in 2017, the RS500 was named the ‘Ultimate Cosworth’ by one of the UK’s biggest one-make car shows.

This stunning, UK-supplied, right-hand drive RS500 was finished in Black and delivered through Reg Vardy Ltd to its first owner, Cameron Hall Developments Ltd, in August 1987. It remained with its first owner until August 1990 when it was purchased by a Mr Patrick Town of Huddersfield. In his ownership, the car led a cossetted life and usage was kept to a minimum. Sadly Mr Town fell ill and passed away and hence the majority of the history file is not present. In November 2016, at which point the car had covered 35,822 miles, it received a new fuel pump, spark plugs and engine oil service. Although we can’t warrant the mileage, we believe the current odometer reading of 35,909 miles to be correct and commensurate with its overall good condition. Supplied with a UK V5c, an MOT until 26.2.20 and an RS500 brochure, these 1980s Fast Fords are becoming increasingly sought after and interest shows no signs of abating anytime soon.

**Regretfully Withdrawn** Will be offered for sale in November at the NEC Classic Auction

A delightful fully-restored early Mk1

• An early matching-numbers Mk1 997cc twin-carb A-series example

• Manufactured on the 8th November 1962 as a left-hand drive North American export model

• Discovered in remarkably solid/original condition and repatriated in March 2018 by a Mini enthusiast 

• Subject to an extensive restoration. Fully stripped down, soda blasted and epoxy-primed before being repainted in its original colours. Original floors, sills, front/rear sub-frames and stainless steel seam covers have all been retained

• Converted to right-hand drive, 997 engine and gearbox sent to specialists Somerford Mini for a complete rebuild back to original 997 specification; new wiring loom and a new Newton Commercial interior 

• Odometer reads 34,711 miles and is believed correct (but cannot be verified)

To many, its designer Alec Issigonis included, the notion that the Mini might have a future as anything other than basic transport was an anathema, and the idea of a high-performance version was laughable. One man, though, saw it quite differently. Racing car manufacturer John Cooper already knew quite a bit about tuning BMC's A-Series engine - he was running the company's Formula Junior effort at the time - and a test drive in a prototype Mini convinced him of its competition potential. John Cooper appealed to BMC Management, with Issigonis' concerns being disregarded and the two good friends eventually cooperated in creating what rapidly became, and still remains, a legendary little motor car - the Mini Cooper. The Austin Mini Cooper and Morris Mini Cooper debuted in 1961.

The car presented here is an early 1962 Mk1 997cc twin-carb A-series example, and according to its Heritage Certificate, was manufactured on the 8th November 1962 as a left-hand drive, North American export model. What its exploits were state-side we do not know, but we can deduce it found its way to a dry State, as it was discovered in remarkably solid/original condition - it still even retains the original 7-inch discs - and was subsequently repatriated in March 2018 by a UK Mini enthusiast. He has treated the car to an extensive restoration, fully stripped down, soda blasted and epoxy-primed before being repainted in its original colours. The original floors, sills, front/rear sub-frames and stainless-steel seam covers have all been retained. It has also been converted to right-hand drive and the 997cc engine and gearbox sent to specialists 'Somerford Mini' in Wiltshire for a complete rebuild back to the original 997 specification. The car has been fitted with a new wiring loom and treated to a new interior courtesy of Newton Commercial, absolute specialists when it comes to early Minis. The original 100mph speedometer reads 34,711 miles and is believed correct (but cannot be verified).

Sadly, unforeseen circumstances mean our vendor must now part with the car and is keen that it should go to a like-minded enthusiast. This is a super little Cooper and would be a credit to any new owner.

Arguably the best looking Ferrari GT in a stunning colour combination

• UK-supplied in right-hand drive, 17,500 miles, Fiorano handling pack, bespoke fitted luggage

• Tastefully specified in a rare combination of Verde Zeltvig (dark green) with Tan Daytona seats

• Detailed history folder. Original book pack, stamped service book, supporting invoices, spare keys, tools and MOTs

• Stunning example of the fast and comfortable 575 incorporating the latest F1 technology of the time

In 1996, Ferrari introduced the 550 Maranello in a bid to revive their fabled line of grand tourers, and the 550 quickly proved to be an overwhelming success. Six years later, in 2002, the 575M Maranello appeared bringing with it a host of healthy updates adding additional potency to an already incredible car. Increasing the displacement of the V-12 by 250 cubic centimetres to 5748 cc, resulted in 508bhp and 434lb/ft of torque, 0-60 in 4.2 seconds and an advertised top speed of 202 mph. The front end was slightly revised with newer headlights, a redesigned air intake and front spoiler, and the weight distribution was improved to 50/50. Two six-speed transmissions were available – a conventional manual gearbox and, for the first time on a Ferrari V12, Magneti Marelli’s semi-automatic (electro-hydraulic manual) ‘F1’ gearbox. Further mechanical improvements included bigger brakes and an adaptive suspension set-up (the four independent suspension units are also controlled by the gearbox, to minimise pitch throughout the 200-milliseconds gear shift time). Inside, the interior was modernised and refreshed with an updated dashboard, trim, and steering wheel. Only 158 575M's were delivered to the UK with the F1 gearbox, and 64 with the manual box making a UK- supplied example still rather an exclusive car to own.

First registered on 25/07/2002, this 575M Maranello had been very tastefully specified with Verde Zeltvig paintwork (a dark metallic Green) with a Tan leather interior including Daytona seats. The specification also included the F1 paddle-shift gearbox, Fiorano handling package and, pleasingly,  a matching set of bespoke 575 fitted luggage. The tool kit is also present with the spare wheel, spare keys, and the Ferrari book pack containing the service booklet stamped to date with the most recent service dated October 2018 at a Ferrari main agent. The history folder contains a wealth of supporting invoices and old MOTs corroborating the 17,500 miles displayed on the odometer.

Today this example presents very well, the paintwork retains a deep gloss and the interior shows very little sign of wear, evidently a well-cared for car always stored correctly. The 575M Maranello offers a very useable 'modern-classic' Ferrari GT that is both powerful, elegant and comfortable. Mechanically the 575M has a reputation for excellent reliability when maintained correctly, so you wouldn’t hesitate, given the opportunity, to book the tunnel, fill the bespoke luggage, turn the key, and aim for the south of France, enjoying the scenery whilst the locals enjoy the sight and sound of one of Maranello’s finest GTs go howling through.

The rare and desirable 'Side Oil Fill' 2.4S

• An Italian market, left-hand drive example imported to the UK in 2002 with 50,976 kilometres indicated

• Finished in Sepia Brown with a black interior and optioned from new with Recaro sports seats

• Owned by fastidious enthusiasts since and subject to considerable attention

• Documented mechanical refresh by Autofarm in 2010 (£20,000)

• £6,000 more recently at Peter Chambers. UK speedometer fitted in 2002 and only 16,700 warranted miles since

• One of the finest 2.4S available, well sorted and set up, in super condition and superbly detailed  

The first of countless upgrades to the perennial 911 came in 1966, two years after production had commenced, with the introduction of the 911S. Easily distinguishable by its stylish Fuchs five-spoked alloy wheels, the 'S' featured a heavily revised engine producing 160bhp. In 1967 the 911T (Touring) was introduced as a new base model, initially with the 2.0-litre engine in 110bhp form before adopting the 2.2-litre unit along with the rest of the range in 1969, by which time the 911's wheelbase had been extended by 57mm to tame the sometimes wayward handling. Such was the 911's success that within a few years Porsche was selling cars faster than it could build them, a state of affairs that led to a substantial proportion being manufactured by coachbuilder Karmann at its Osnabrook factory.

By this time the models on offer had stabilised at three: the entry-level 911T, middle-ranking 911E, and top-of-the-range 911S, all of which were available as either a closed Coupé or Targa convertible. With the 2.2-litre engine's arrival, a common type of cylinder head was adopted, the differing power outputs being determined principally by valve timing rather than valve sizes as had been the case hitherto. In 1972 all 911 variants received the 2,341cc (nominally 2.4-litre) unit, which in 'S' specification produced around 190bhp, 60 more than the original 911 of 1963.

For 1972, in addition to the larger engine, the' E' series had a further two revisions. An aggressive new front spoiler was incorporated below the bumper and, in an attempt to move as much weight as possible towards the centre of the car, the oil tank was re-positioned inboard of the right rear wheel arch, resulting in the introduction of an external oil filler cap on the right-hand side rear wing behind a flap ('Oel Klappe'). The propensity for petrol station attendants to fill the oil tank with fuel, and the resulting warranty claims, quickly persuaded Porsche to change the design and 1972 'Oel Klappe' cars became difficult to sell, possibly resulting in their comparative scarcity today. As is often the case, that rarity has resulted in the 'Oel Klappe' cars now being the most desirable.

The car on offer today is a left-hand drive 1972 2.4S finished in Sepia Brown with a black interior and fitted with Recaro sports seats. It was originally supplied to Italy and following a number of years there, was purchased by a Dutch enthusiast who retained the car until 2002 and looked after it well judging from the number of invoices on file from a Porsche specialist. The 911 arrived in the UK in 2002 and was obviously in largely original condition as indicated in a pre-purchase inspection report completed by Andy Prill. The customer who commissioned the report purchased the car and commissioned marque specialists, Autostrasse, to carry out a major service and deal with any recommendations arising from the report.

In 2004, the car was offered for sale by well-known Porsche people, Gantspeed, and an email on file confirms the good original, accident-free condition of the car and mentions that 50,976km was on the original speedometer with a further 4,800 miles being covered on the UK mph speedo fitted when the car came to the UK.

Porsche enthusiast, Robert Barrie, purchased the car from Gantspeed and sent it to be serviced and checked prior to using it on a track day at Goodwood. He used the car minimally, the mileage rising to 9,700 and sold it in 2006. Its next custodian also used it lightly with the car serviced by Autofarm before he, in turn, sold it in 2010 to a gentleman with an extensive collection of special Porsches. As was his way, he sent it to Autofarm for a full inspection and subsequent overhaul and there are invoices on file amounting to in excess of £20,000 for this work. All areas requiring attention were addressed, the gearbox was rebuilt, the engine removed, checked over and detailed, as was the engine bay, the wheels were refurbished, and a myriad of other smaller jobs all extensively documented in a CD. More recently, the 911 has been looked

Lightened and more power - one of 618 Superleggeras produced

•    2007 left-hand drive Superleggera with 522bhp from its 5-litre V10•    In a collection in Dubai before being imported to the UK in 2015•    Serviced on arrival by SB Race Engineers (three stamps prior)•    Finished in black but wrapped in Verde Ithaca Green (removable)•    29,000 miles indicated. Lamborghini wallet, service history and two keys•    All UK taxes paid but has never been UK registered 

Lamborghini’s brief for the Superleggera was initially pretty straightforward; to make a Gallardo that would weigh exactly 100kg less than the standard car, and in the process create a machine to make the Ferrari F430 and Porsche 911 Turbo look decidedly second-rate. For a while, Lamborghini toyed with the idea of binning the Gallardo’s four-wheel-drive system because that would have saved 50kg in one hit. But in the end Sant'Agata’s top brass decided that four-wheel drive is an integral part of a modern Lamborghini’s genetic make-up, so the weight would have to be saved in other areas.

About 500 miles of carbon fibre later, the engineers reached their target. Everything from the seats to the engine cover to the electric rear wing to the door inserts was binned and replaced with lighter, carbon fibre equivalents. Even the gearbox casing was re-engineered out of magnesium to save weight while the regular alloy wheels were swapped for lighter forged alloy items. The exhaust system, too, was redesigned to save kilos, and the specified unit not only weighs 8kg less but also produces less back pressure. Combined with some re-mapping, the 5.0-litre V10 engine was rewarded with another 10bhp making 522bhp at 8000rpm in total. Factor in the Superleggera’s new featherlight 1330kg kerb weight and that means the power-to-weight ratio has jumped from 358 to 392bhp per tonne, while torque-to-weight has gone from 263 to 282lb ft per tonne. As standard, the Superleggera was fitted with a carbon spoiler, side skirts, diffuser, wing mirrors, door cards, centre console, steering wheel bottom, and bucket seats unique to this limited-edition model and the vinyl decal along the sides easily distinguish this lightweight special from the standard Gallardo. The engine cover is also made from carbon, as is the fixed rear wing, complete with reversing camera. The engine cover’s glass window is the factory transparent polycarbonate, while the rear window is made from similarly lightweight Makrolon polycarbonate. Pop the engine cover release and raise it aloft and you can feel the difference, the lid flying up with minimal effort. 

The wheels are the very special thin-spoke ‘Skorpious’ rims, which are forged from magnesium for minimal unsprung weight. Proof of the engineer’s fixation with weight-loss can also be found in the titanium wheel nuts, which clamp the lightweight alloy wheels to lighter but stronger wheel hubs.The special factory-fitted and super-rare Alcantara bucket seats are fantastic to look at and sit in and bear ‘Superleggera’ logos. Close the doors with the special carbon fibre clad door cards and you notice the centre surround and steering wheel which are again unique to this model and have carbon fibre used extensively. Factory alloy pedals and factory stitched floor mats set off the interior nicely.

The car on offer here is actually finished in Black but has had the benefit of a £3,000 Verde Ithaca Green wrap that can be removed if the new owner so wishes. The exterior has the limited edition 'Superleggera' touches such as the large rear carbon aero spoiler, carbon fibre side skirts,  diffuser and wing mirrors.

Originally supplied to Dubai in 2008 and spent some time in a collection there before being imported to the UK in 2015 with all taxes paid. We understand there were three service stamps in the book and since its arrival here it has been serviced by SB Race Engineers. The current odometer reading is 29,000 and it's accompanied by its Lamborghini wallet and service history along with the two keys. The Lamborghini remains unregistered here so the new owner will be its first UK owner.

A lovely, UK-supplied, Mk 1 Mexico from a private collection

• An original 1600 Mexico correctly finished in Monza Blue with white stripes

• A combination of the Type 49 body-shell, the 1600cc Kent 'crossflow' and the 2000E gearbox

• Clearly restored to the highest standards. Full engine rebuild in 2015 (invoice in file)

• Bought by our vendor in 2016 and offered from his private collection

• A very fine example offered at a sensible guide

The Ford Escort Mexico was introduced in November 1970 and was so named because of Ford Motor Company's victory in the World Cup Rally. This rally started in London on 19th April 1970 and finished some 16,000 miles later in Mexico. Originally Ford intended to use Escorts with the Twin Cam or BDA engine, but after some local reconnaissance, it was decided that high speeds and high power were less important than reliability and ease of servicing, and therefore the 'Kent' pushrod engine was used in the Escort shell.

It seems likely that Ford already had plans to produce a high-performance Escort to fit in the range between the 1300GT and the Twin Cam/RS1600, but their victory in Mexico provided an ideal platform to launch such a model. The engineers at the newly formed A.V.O (Advanced Vehicles Operations) quickly developed the 'Mexico', marrying the Type 49 bodyshell as used in the Twin Cam and RS1600 with the 1600cc Kent 'crossflow' engine and 2000E gearbox. So, effectively, the Mexico was basically a re-engined Twin Cam / RS1600.

The Mexico became AVO's most successful and numerous of the 'Rally Sport Escorts,' and had a number of advantages on the road, in that it had good performance, was easy to maintain, relatively easy to insure, and above all it was great to drive, something which is still very true today.

Offered here is an original, UK-supplied 1600 Mexico correctly finished in Monza Blue with White stripes. Purchased by our vendor in 2016, it has remained in his private collection since but he is in the fortunate position of being able to shuffle his collection around every few years and has only used the little blue Ford occasionally.

The car has clearly been fully restored to a very high standard and within the car's history file is an invoice for a full engine rebuild dating from 2015. Also in the file is a communication from the DVLA detailing the car's nine former owners.

The Mk1 Escort Mexico remains high on most enthusiast's 'wish list' and this is a very fine example offered at a sensible guide.

The original classless conveyance; fully restored

• The enduring Spencer King-designed Range Rover was one of the British Motor Industrys proudest success stories

• Instigator of the SUV and introduced the joys of off-roading to a whole new clientele

• Powered by the venerable Rover ex-Buick V8, with chassis technology similar to Land Rover’s

• Off-road ability and style beyond reproach

• UK/right-hand drive example subject to a recently completed extensive nut & bolt restoration, more than of 1,200 hours invested, captured in over 1,000 photographs

• Accompanied with a DVLA output of previous owners and a Heritage Certificate

An outstanding landmark design that almost single-handedly created the booming market in dual-purpose 4x4s, the Range Rover was greeted with universal acclaim on its arrival in 1970 and has remained the class leader, despite ever-increasing foreign and domestic competition, ever since.

With the initial concept of a dual-purpose 4x4 hatching as early as the 1940s, it took two decades until Spencer King, Gordon Bashford, and David Bache fully crystallised the idea. Their concept employed an enclosed aluminium body, long-travel coil suspension for overland needs, and a powerful V8 for high-speed cruising. The car has true off-road DNA, with a ladder frame and two rigid axles. The Range Rover was the first step towards the SUV and was the first all-terrain vehicle outside the United States to combine luxury and capability with a powerful engine.

The first-generation Range Rover (now coined Range Rover ‘Classic’) was produced between 1970 and 1996 and initially, only two-door models were built, followed by the four-door from 1980/81. Whilst certainly up-market compared to preceding Land Rover models, the early Range Rovers had fairly basic, utilitarian interiors with vinyl seats and plastic dashboards that were designed to be washed down with a hose. Convenience features such as power assisted steering, carpeted floors; air conditioning, cloth/leather seats and wooden interior trim became more common later on in the production run. The Range Rover also served as the base for specialist utility vehicles including fire engines and command centres for the army and police. Marketed as 'A Car for All Reasons', the Range Rover was more capable off-road than the Land Rover but was much more comfortable, whilst also offering a top speed of almost 100mph.

The car presented here is a 1972 Range Rover (Suffix A) which has benefitted from a recently completed ground-up restoration and looks particularly striking in its original specification paintwork of Davos White. Our vendor bought the car in March 2015 from the widow of the 6th owner, intending it to be used by his father and, with this in mind, took as much time as was needed to achieve the desired result. According to our fastidious vendor, over 1,200 hours have been invested (documented by 1,500 photographs) in this Range Rover, and absolutely no expense spared to make it as good as possible. Whenever feasible, original components have been rebuilt rather than replaced.

This philosophy is evident top-to-bottom with this project, starting with the axles which are A-suffix and believed original to the vehicle, with the differentials found to be in excellent condition, but were still fully stripped, checked and rebuilt. Likewise, the LT95 gearbox is A-suffix and believed original to the vehicle, which along with the integral transfer box, was again stripped down and found to be in excellent low mileage condition. It too has been fully rebuilt, with only one new item required, a high-quality British-made main-shaft bearing! A brand-new clutch has also been fitted.  The brakes too have been completely overhauled, with the callipers refurbished with new seals and pistons, likewise, the brake servo-assist has been fully cleaned and rebuilt, with every other component in the braking system being replaced with new.

When the vendor bought the Range Rover, it had been fitted with an engine from a late SD1. This has now been replaced with an F-suffix Range Rover 3.5 V8 which in turn has been fully rebuilt to original 8.13:1 compression specification (cylinders +20thou, crank +10thou) and fitted with Stromberg carburettors. 

The body and chassis too have been fully renewed, with all areas of rust cut away and new sills and inner wings being fitted, whilst the bulkhead and A/B posts received similar attention. The chassis was blasted back to bare steel, with older repairs thoroughly checked and made good, before being prepared and powder coated. The car’s wings, bonnet, doors and tailgate have all been given the same reassur

There is no spare engine and gearbox with this lot

Originally built to 90s ICS Historic Touring Car regulations

•    A 1965 1600 Twincam originally built to 90s ICS Historic Touring Car regulations•    Fully rebuilt by renowned historic preparations experts Barwell Motorsport in 2016. Only shake down mileage since•    Impressive specification and good spares package, including a spare rebuilt Twincam engine•    Eligible for a variety of events and offered at a very competitive guide price 

The Lotus Cortina came into being because of Ford's decision to step up their motorsport involvement in the early 1960s. Their Head of UK Public Relations, Walter Hayes spoke to Colin Chapman, asking him to come up with a competitive saloon, using the Cortina as a base, that could be produced in sufficient numbers to satisfy the mandatory 'Group 2' homologation requirements, and with which the Blue Oval could beat all comers. The solution was to take Ford's bullet-proof 1500 Kent engine, fit it with a twin overhead-camshaft cylinder head, pop it into a stiffened Cortina shell, sort out the suspension and brakes and paint a green stripe down the side. The cars would be built by Lotus at its plant in Cheshunt and marketed through their Ford dealer network as the “Consul Cortina developed by Lotus” which was the correct title for the new car and a title that graced all the launch brochures. Once fully developed, the Lotus Cortinas (as they quickly became known) absolutely shone on track driven by household names including Jim Clark, Jackie Stewart, Graham Hill, Jackie Ickx, Roger Clark and many, many more.

On offer here is 1965 Ford Lotus Cortina 1600 Twincam that was built to the 1990s ICS Historic Touring Car Series regs (homologation number 5018). Presented in the iconic Red/Gold Alan Mann/Ford team colours this car was extensively rebuilt (excluding external repaint) by the top historic preparation experts, Barwell Motorsport, in 2016. A dyno and shake down is all that’s been done since this extensive rebuild. The Specification is listed below:

•    Chassis/Shell – Seam-welded with modified suspension pickup points, repainted inside and engine bay•    Bodywork – Lightweight fibreglass bonnet, boot and doors•    Lightweight Perspex side windows, door windows and rear screen•    Full FIA roll cage•    Period Dash/Performance Dial Cluster•    Engine fully rebuilt, inc high-spec pistons, rods, crank,  high lift cams, and ported. Dyno’d at 161 BHP (see separate build sheet for details)•    Full dry-sump lubrication system with boot mounted oil tank.•    Fabricated race-spec exhaust manifold and system.•    Alloy, boot-mounted fuel tank•    Suspension – Leda Front struts, Penske rear coil-overs.•    Brakes, twin adjustable AP master cylinders, vented front discs•    Rear axle – 5-link, LSD,  with rear discs and AP calipers•    Transmission – Quaife 5- speed 'dog box'•    Clutch – AP Twin plate•    Fire Extinguisher system - Lifeline•    OMP Head restraint. Composite Race Seat, OMP 6-Point race harness•    Minilite 15” plus 12x Minilite 13” spares

Included with the price of the car is a fully rebuilt, FIA Lotus Twincam engine (inc. carbs), Quaife gearbox, and 12 x 13” Minilite wheel rims. We are informed this particular car is elgible for a variety of high quality events such as the CSCC Swinging Sixties Championship, sprints, hill climbs and 'modified saloons'. 

Offered at a very sensible guide price, considering what’s included in this package, this is a fantastic opportunity to join well supported grids at an approachable cost.   

Really well-cared for, low mileage, example of BMW's Flagship Coupe

• Dealer demonstrator and very highly optioned. Only two keepers

• 15,607 miles from new 6,000 in the last 19 years. Full service history

• Cherished number forms part of the sale

• Recommissioned in 2018 just 40 miles ago

• A lovely, lovely, lovely 8-Series

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Built between 1989 and 1999, the BMW 8-Series was offered with a V8 or V12 engine and whilst commonly thought to be a successor to the 6-Series models it was, in fact, a new series entirely designed to be BMW's 'flagship' and thus command a premium price with looks and performance to match. The 840Ci was produced with two different engines the first of which was a 4-litre V8 M60B40 unit producing 286bhp and fitted from 1993 to late 1995. This was later changed to a new 4.4-litre V8 M60B40 unit which produced the same power output but had significantly better torque. Available with a 5-speed automatic or a 6-speed manual gearbox, the only external distinguishing features from the earlier V12 models were the quad round exhausts. As well as stupendous performance - 0-60mph in around 5.8 seconds and an electronically limited maximum speed of 155mph - the 8-Series offered the latest in suspension technology, featuring computerised monitoring and adjustment of damper settings, and some rear-wheel steering. Reportedly 3,075 examples of the 4.4-litre V8 BMW 840 Ci had found homes when production finished in May 1999. 

Although out of production for almost 20 years, the 8-Series was blessed with classically proportioned, understated, and essentially timeless styling that has not dated, and these beautiful and exclusive Gran Turismos still look modern today. 

The 840 is such an enjoyable car to drive that it is very rare that we come across one with very low mileage, like the 15,607 miles example offered here. This fabulous car was supplied to Coopers of Thames Ditton and they first registered it as a dealer demonstrator on February the 10th 1997. Its finished in a most attractive shade of Boston Green and, being a demonstrator, was particularly well-spec'd including electric memory seats, electric sunroof, black ruffled leather interior, and 17' bolted split-rim alloy wheels. After six weeks it was sold to its first keeper, a Mr Manning of Epsom, who subsequently sold it two years later to the car's current keeper at an indicated mileage of around 9,000. The sale advert for that transaction is in the owner's file along with the original purchase invoice, 16 older MOT certificates, documents relating to the Cherished Number 'B11 BMW', service records relating to 6 services in total (with the most recent at 15,000 miles) and the original handbooks and spare keys.  It has obviously been used very sparingly by its current keeper as he has only covered 6,000 miles since 1999. 

Having spent some time in the doldrums, these understated coupes have suddenly started generating serious interest, and this low mileage, really well cared for, two owner example deserves serious consideration.

Superbly maintained and only 45,600 miles from new

• UK-supplied new by Heddell and Deeks of Dorset

• 1984 MY registered on the 04/11/1983 signifying a very early UK example 

• Presented in the classic colour combination of Guards Red with a black hood and black leather seating

• Showing just 45,600 miles from new backed by a comprehensive service history  

The 3.2 Carrera is revered as the ultimate development of the original 911 that first appeared in 1963 and these final cars (before being replaced by the more complicated 964) were the most flexible and usable of Butzi Porsche's original design. Launched in late 1983, and reviving the 'Carrera' name for the first time since 1977, the 3.2 is often regarded as the quintessential 1980's sports car.

The all-alloy, flat-6 engine, which had been fuel injected since 1971, received a final stretch to 3,164cc, contributing a torque-rich 231 bhp - enough to propel the lithe and slippery coupé to over 150 mph, with 0-60 mph coming up in 5.6 seconds.  Cars built from September 1986 onwards were fitted with the more user-friendly G50 Getrag gearbox, but all 3.2 Carreras feature galvanised bodies, which together with Porsche's legendary build quality, ensure that these classics are long-lasting.

The 'Sport' variant had upgrades to the shock absorbers and aerodynamic spoilers back and front, however, the standard UK specification was actually quite extensive and, if needed, more extras could be added from the optional equipment list. This is a driver's car, designed for intelligent enthusiasts, and isn't equipped with today's ubiquitous airbags, anti-lock brakes, and 'we won't let you hurt yourself' electronics but did benefit from safety features of the day including a collapsible steering column, dual-circuit braking with discs all round, and deformable body contours. The Carrera 3.2 was the definitive 911 prior to the arrival of the 964 in 1989 and still remains an engaging drive and a practical and usable grand tourer. 

This particular car, A828 DMO was manufactured in November 1983 and registered new by Heddell & Deeks of Dorset. It was finished in Guards Red with a Black Hood (G1V9) and black leather interior and was ordered with the following options; Twin-scale speedometer MPH/KPH, Recoil bumpers, Forged alloy wheels, Electric aerial with three speakers, Rear fog light, Front and rear spoilers, Tinted glass, and the Leather Interior.

The car was originally serviced by the supplying dealer up until 1986 with the mileage logged at 7,447 and subsequently looked after by a mixture of main dealers and Porsche specialists, with the most recent service carried out by Autofarm. The current indicated mileage of 45,600 is corroborated by the car's depth of history and incredible 25 documented services. It was purchased from Porsche Centre Solihull in 2017 and after a full service by them developed a gearbox fault, however, it was agreed that the gearbox would be fully rebuilt under warranty and a 'short shift' gear lever and a brand new clutch were fitted at the same time.  More recently, the Guards Red paintwork has been treated to a Gtechniq Ceramic Coating, the interior refreshed, and the wheels refurbed including new centre caps and wheel nuts. The rear spoiler louvre has also been repainted, the engine detailed, and all new bulbs fitted including the dashboard.

This well-sorted package is supplied with its original book pack,  three keys including a new Torch Key and the original Red Key, and a Porsche Certificate of Authenticity. The car is provided with a Tonneau cover and wind deflector and the roof is said to be in perfect condition with a non-yellowed rear screen. A perfect opportunity to purchase a well maintained and clearly cared for example of this marque still sporting its original Panasonic Radio Cassette and Hirshman Aerial.

A magnificent example with 10,000 miles covered by just two previous owners

• Supplied new by Stratstone Aston Martin, Cheshire in Toro Red with Obsidian black leather interior

• Just two owners have covered 10,000 miles with servicing carried out by Stratstone Aston Martin

• Few cars offer such style and power in an understated package and Toro Red is a rare colour

• The 5.9-litre V12 engine propels the car from a standing start to 60mph in 4.6 seconds

• Offered to auction with full book packs in a condition commensurate with the low mileage

Launched at the 2003 Frankfurt Motor Show, the exceptional Aston Martin DB9 promised to be one of the most sought after 'Supercars' of the decade with Henrik Fisker's flowing design retaining all the good looks of its predecessor, the highly acclaimed DB7. Weight was kept low by the use of aluminium and composites for the bodywork, whilst power from the 5.9-litre V12 was a healthy 450bhp, providing the Aston with acceleration to 100mph from standstill in only 10 seconds, and on to a near 190mph maximum speed. Weight distribution was a perfect 50:50 thanks to the front/mid-engine layout with a rear-mounted sequential transmission. 

Most DB9s were delivered with a six-speed ZF automatic gearbox featuring paddle-operated semi-automatic mode, perfect for pootling around town or continental touring. The DB9 was aimed at, like all proceeding Astons, a certain type of owner; an enthusiast who appreciated the speed and soundtrack but also the refinement and discretion. 

This delightful example, according to the Stratstone Aston Martin order form, was specified with Toro Red coachwork and Obsidian Black leather interior optioned with perforated seats, amongst other selected options, at a total cost of £117,930 in December 2007. The first owner, a Mr Balchin, took delivery some four months later on the 6th March 2008 and he was to use the car sparingly until it was sold to our vendor in 2016, who lived just six miles up the road and is the car’s second recorded keeper. An Aston enthusiast since her formative years, our vendor doubled the mileage to just over 10,000 miles, and it has been serviced at the following intervals:

09/09/2009 Stratstone Aston Martin at 1,226 miles25/02/2011 Stratstone Aston Martin at 2,214 miles22/02/2012 Stratstone Aston Martin at 3,169 miles16/02/2014 Stratstone Aston Martin at 4,458 miles22/02/2015 Stratstone Aston Martin at 4,766 miles07/13/2017 Stratstone Aston Martin at 6,548 miles06/06/2018 Stratstone Aston Martin at 7,052 miles06/03/2019 Stratstone Aston Martin at 9,577 miles

This fine example of the DB9 has a service record that is virtually unparalleled and an MOT history that reflects the low mileage. It's presented to auction with a history file that includes the service book, receipts, original order form and an MOT valid until March 2020. 

Fabulous fast road-spec, supercharged Falcon Sprint ready to rock and roll

• Late 1964-build genuine 'Sprint' imported from California and UK-registered in 1990

• Built for fast road use with a 289ci 5-bolt V8 and period Paxton Supercharger

• Rebuilt engine, rebuilt 5-speed T5 gearbox with Quaife internals, uprated suspension, rose-jointed links

• Rare and highly sought after with a detailed history folder including all recent invoices

This genuine Ford Falcon Sprint was dispatched from the Ford factory in St Jose on the 27th of December 1964, imported into the UK in 1990, and subsequently registered. As a late ’64 model Sprint, the car features as standard the desirable 289 V8 and has been upgraded with a period Paxton supercharger. This period correct supercharger was an option on the Shelby Mustangs of the '60s and recognised by Ford. Having spent the majority of its life in the kind climate of California and stored correctly since its import to the UK, this car is described by our vendor as “rock solid and corrosion free”. It was upgraded in the late ‘90s and commissioned by accomplished track/hill climb driver John Atkins of AC Cobra fame. Accompanying the car is a large detailed history folder containing invoices for an engine and drive train rebuild by CES Power Ltd, a wealth of old MOTs, magazine features, and various supporting documents.

Designed for fast road use the rebuild includes;

Engine;

Period Paxton Supercharger, C.E.S POWER LTD built 289 V8, 5-bolt block , forged TRW pistons, Boss rods, 312-350 main caps and steels straps, larger stainless steel valves, flowed 302 heads, roller rockers, solid lifter cam, baffled sump, Holley 4-barrel double pumper carb, competition fuel pump, dynamo replaced by alternator, 3' stainless steel twin exhaust. A detailed 3-page parts/labour print out on engine build, including dyno readout of 350bhp. Since the rebuild, the engine has covered approximately 4,000 miles.

Chassis and drive-train;

5-speed T5 manual gearbox with heavy-duty Quaife internals, new HLX 70-4710 clutch recently fitted, lowered suspension, rose jointed links and Panhard rod, Detroit locker, Australian Falcon 1972/3 disc brakes and uprights. 7x15 Super-light wheels on 225/50/15 tyres. Monza fuel cap.

Interior;

Period bucket seats with Willans full harnesses, original radio rebuilt to F.M., Race-tech extra gauges including rev counter, oil temp and pressure, supercharger boost, multi-function rally clock, fuel pressure, 1960s clock from a MIG fighter, and a fire extinguisher.

In summary, this is a rare model, only in production for just one year, that has been re-engineered for fast road use in the UK and represents a good opportunity to purchase an interesting Ford from the swinging '60s. Sure to be the talk of any car show and, with some further upgrades, potentially suitable for historic rallying, track use, hill climbs and possibly circuit racing. Nothing beats the rush of adrenaline, waiting at the lights, supercharged V8 burbling away in front of you…

Built by respected marque specialists QV London and road legal

• An original manual right-hand drive F355 Berlinetta built to ‘Challenge Specification’ by respected marque specialist QV London in 2017

• Road registered and supplied with a UK V5c and a spare set of black Challenge wheels

• Eligible for AMOC Intermarque series or CSCC Modern Classics Series and possibly Ferrari Owners Club Pirelli Ferrari Classic series

• Whilst genuine Challenge cars are now starting to command a high premium, this car built to spec provides a perfect alternative 

In 1995, Ferrari introduced a race-ready F355 Challenge model designed for use specifically in the Ferrari Challenge Series. The bespoke model was created by starting with a standard Ferrari F355 Berlinetta and modifying it with a $30,000 factory-to-dealer supplied kit.

Although not an original F355 Challenge car, this particular right-hand drive 1995 F355 Berlinetta was imported from Japan by QV London Ltd to be used as a basis to build a race car to Ferrari Challenge-specification plus. It had covered some 11,000 road miles when the build commenced and the only mileage since has been covered on track.

Finished in Rosso Corsa with gloss black Challenge wheels, the bodywork was modified to include; carbon fibre front wings and bonnet, a safety roll cage to Challenge plus specification incorporating additional rear struts fabricated and fitted through the rear screen, which involved modifying the engine cover to locate the rear of the cage to the tops of the rear suspension towers. The car looks striking with its new fixed, Testarossa-style, front headlights with Lexan light covers, together with single centre-park windscreen wiper and adjustable carbon rear wing.

The interior was completely stripped and two original Ferrari 360 Challenge seats sourced along with in-date 6-point harnesses. The dashboard was replaced with a bespoke carbon fibre unit with new race instruments and dials, whilst the centre console was removed and replaced with an alloy switch plate. The gear gate was fabricated with a hinged reverse gear lock-out lever fitted to the gear selector. Lightweight door cards were fitted along with fixed Lexan side windows. A new race pedal-box with adjustable dash-mounted brake-bias adjuster was fitted along with a hydraulic handbrake. The original front windscreen was retained in the cabin and a new race battery was mounted in the front luggage compartment.

The engine and gearbox have been rebuilt and refreshed where necessary with Challenge engine mounts, race catalytic converters, and a Motec ECU have been fitted together, along with a custom race exhaust (100 DB), larger oil cooler, uprated fan covers and throttle bodies. Oil and coolant catch-tanks fitted along with a gearbox oil cooler. The engine has completed less than 12 hours racing since its build.

The suspension has been built to Challenge specification and settings with new springs and adjustable dampers while stopping power is provided by Challenge-spec Brembo callipers, race pads, and grooved ventilated steel discs, while the ABS has been removed and new servos fitted. A power-steering rack has been fitted together with a detachable steering wheel. For safety, the car has interior and exterior engine kill switches fitted and a fire system with an in-date extinguisher mounted in the front luggage compartment.

There are 2 sets of Challenge wheels freshly painted gloss black, fitted with Pirelli P Zero 'Trofeo' race tyres (one set used at one race meeting and the other for two race meetings) and new Challenge magnesium wheel studs.

Unlike most race cars, this car is in fact registered with the DVLA and does have a UK V5c. Not MOTd currently, it would need to be MOT tested to ensure its fully road legal. Weighing in at 1,300 kg with a half fuel load this car has since competed in the AMOC Intermarque Championship and also the CSCC Modern Classic series, in both of which it would be welcome again in the future. It is also understood that the car is eligible for the Ferrari Owners Club Pirelli Ferrari Classic series. Other commitments for our vendor mean that it has not raced in 2019, but he informs us that it is ready to go.

Whilst genuine F355 Challenge cars now appear to be rising in value, this well-built F355 race car to Challenge-specification would have cost a considerable sum of money to build and is the perfect alternative. If you have always wanted to race a Ferrari, this is undoubtedly a very sensible option.

Lovely, late-production UK car with the desirable five-speed gearbox

• Right-hand drive, UK-supplied, 5-speed G50 gearbox, 930 Turbo

• Dating from 1st August 1989, only 56,000 miles and in stunning condition

• Comprehensive service history from new. Will be serviced just prior to the sale

• Beautifully presented in Gloss Black with matching Fuchs alloys

• Fitted with the optional rear-arch vents. Superb cream leather seating piped in black

• One of the very last 930 UK-supplied Turbos

Having accrued a wealth of experience of turbocharging air-cooled engines from their racing program, it seemed to make perfect sense for Porsche to utilise that knowledge by applying it to their famous rear-engined sports car, and consequently, at the 1973 Paris motor show, they unveiled a prototype turbocharged 911, the ‘Type 930’.  Porsche engineers tested both the 2.7 and 3.0-litre engines, with the 3.0 air-cooled flat-six (that could trace its origins back to the 911 RSR) being chosen as it produced more torque low down.  By attaching a Kühnle, Kopp and Kausch (KKK) turbocharger, the 930 was the most powerful production Porsche thus far and, suddenly, the 911 was a supercar.

The production-ready 911 Turbo was shown at the Paris show in autumn 1974, and not surprisingly in an era when turbocharging was seen as rather exotic, captivated the world's motoring press.  Rightly, it was billed as a supremely fast and luxurious flagship model, combining ballistic performance and head-turning looks with air conditioning, electric windows and other creature comforts.  In 1977/78, capacity went up from 3.0 to 3.3 litres and an air-to-air intercooler was positioned under the rear spoiler. The spoiler was re-profiled and raised slightly to make room for the intercooler assembly, and this meant saying goodbye to the ‘whale-tail' and welcoming the equally distinctive ‘tea-tray'.

Porsche enthusiasts often consider the 911 (930) of 1989 to be the ultimate incarnation, as it was the only year that this model was fitted with Porsche G50 5-speed gearbox, offering more flexibility and better acceleration, and 1989 was also the last year of production of the iconic 930, which makes it that bit more 'special'.

The car presented here is a right-hand drive, UK-supplied (C16) 1989 Porsche 911 (930) Turbo coupé, and is one of only 130 such examples for the 1989 model-year. It was supplied new by Heddell and Deeks of Bournemouth on the 1 st August 1989 and they continued to maintain it, servicing it six times for its first owner. Its second owner was equally fastidious and, having purchased it from Meridian Ferrari in Lyndhurst, entrusted them with it for the next two services. The service book shows further services with Parkwood Porsche, Universal Turbos, 9-Eleven and Classic Car Workshop Porsche Specialist and, we understand, will have a further service before sale.

Having been enjoyed and comprehensively maintained by just five former keepers the odometer shows 46,363 miles, however, the total mileage is actually 56,168 as there was a documented speedometer change in 2004 when a second-hand unit was sourced which had 9,805 fewer miles on it.

This rare 911 remains beautifully presented in its original colours of Gloss Black with Cream Leather piped in black and, with its optional SE rear-arch air intakes and colour-coded, five-blade Fuchs alloys is worthy of a place in any collection. These end of production, five-speed, cars are arguably the most collectable of the 21,589 Turbos built over the models 14-year life and this comprehensively maintained, sparkling Schwarz example represents an exclusive and exhilarating ownership proposition.

Purpose built and backdated by Rennsport in the style of Steve McQueen's 'Le Mans' 911S

• Built by Rennsport as an 'Homage' to the famous 911S driven by Steve McQueen in the film Le Mans

• This 911S Rennsport Evolution is based on a 1982 'G-Series' 3.0-litre SC

• Stripped back to a bare shell before being built up with new suspension, brakes and interior

• Engine 'blueprinted' and fully rebuilt. Only 3,278 miles since

• Naturally finished in the correct shade of Slate Grey

• Very comfortable 'backdated' interior in Harris Tweed

Despite the fact that Steve McQueen's 1971 film 'Le Mans' is full of drama, disaster and despair, it's most commonly remembered for the opening sequence with McQueen quietly making his way through Northern France in his 1970 'D' Series 911S. The Slate Grey car looks entirely at home on a misty early morning as the Porsche gently negotiates the sweeping, tree-lined curves of the D35 between Brulon and Cheville with no soundtrack apart from a little Michael Legrand flute music and an occasional 'gruffle' from the flat-six.

I guess there must be lots of people who have thought from time to time of replicating that trip and, whilst the D35 has changed little, the values of early 911s have moved on quite considerably. For many years the '73 and '74 RS have enjoyed a similar tariff to a row of terrace houses in Bradford and the 2.2 and 2.4-litre 911S have been catching up quickly with even the 'E' and 'T' becoming a carefully considered purchase. And then there is the rebuild and a couple of coats of Slate Grey. What was to be done?

The answer was to take a much later car, a mid-eighties Carrera 3.0 or a 964, clothe it in those lovely sweeping curves of the pre-impact bumper cars, 'backdate' a number of features and update those creature comforts and safety features that can't be seen from the outside. A sort of bespoke early seventies 911 that goes, stops, and steers and has a little socket for your MP3 player.

That's exactly what Rennsport of Moreton in Marsh has achieved here with their '911S Rennsport Evolution' based on a 1982 'G-Series' 3.0-litre SC. The bodyshell was stripped back to bare metal, before the necessary modifications were made to ensure it looked like a ‘71/’72 model and everything fabricated in steel, save for the composite bumpers front and rear. We understand that the engine was ‘blueprinted’ and fully rebuilt at this time to ensure it was running at peak performance before being re-installed back into the freshly prepared shell. Bilstein suspension was fitted along with modified brakes, SSi manifolds and a Le Mans stainless steel silencer.  It was built with touring in mind and although the interior has been 'backdated' it is in no way spartan with really comfortable reclining front seats covered in an attractive 'Houndstooth' Harris tweed with matching rears.

Now showing 3,278 miles on the odometer which we understand is the distance covered since being built, this car is supplied with a UK V5c and a copy of the book, The Rennsport Story, in which this car features.

This is not a replica of McQueen's 1970 911S but is a special car in its own right, perhaps what the 911S would have become if it had developed over the years. Sympathetic, not sycophantic.

The D35 awaits. 'Faites de beaux reves' (Sweet Dreams).

Much sought-after, UK-supplied RHD car from 36 years private ownership

• Rare, four-speed manual, right-hand drive 2.3-litre 'Pagoda' fully restored in 2009

• Two owners until 1983 and in the care of our vendor ever since (36 years)

• Full, bare-metal restoration in 2009 with documentation in the extensive history file

• Delightfully presented in 'Coffee and Cream' (Havana Brown over Light Ivory)

• Well-patinated tan leather interior. Would benefit from further detailing

• Smart little 'Pagoda' ready to use or take to the next level 

The second generation of the SL series began with the 230 of 1963. Designed by Paul Bracq, its wonderfully crisp styling clothed a monocoque chassis equipped with all-round independent suspension, power assisted disc/drum brakes, recirculating ball steering and a 2306cc straight-six engine producing 150bhp and 145 lbs-ft of torque mated to either a four-speed manual or automatic transmission. The car was an international hit for Mercedes-Benz throughout the 1960's and has remained hugely popular amongst film stars, musicians and enthusiasts ever since.

The 230 SL Pagoda we have on offer here has been fully restored but, pleasingly, retains the honesty, character and charm of an original early car. It's a UK, right-hand drive car finished in Light Ivory with a hard top in Havana Brown, a colour combination frequently referred to as 'Coffee and Cream'. In common with its predecessor, the 190SL, the Pagoda was envisioned as a bit of a 'boulevard car' and by far the majority were fitted with an automatic gearbox, however, this example was supplied with the four-speed manual box, now regarded as being considerably more desirable. The car was first registered on the 1st of April 1966 and was enjoyed by its first owner until 1976, when it was looked after for seven years until 1983 by its second custodian, prior to being part of the family who have looked after it ever since.

During the late eighties, the car embarked on a bit of a rolling restoration, being initially dismantled prior to the chassis and bodywork undergoing a thorough restoration and the details of this are to be found in the history file. Later the seats and panels were recovered in Tan leather and the rest of the interior was refreshed and new carpets fitted. We understand that restoration was finally completed in 2009. Throughout the long process, our vendor made a conscious effort to maintain the cars original feel, and the only modifications were to the cylinder head to enable the use of lead-free fuel, and the fitting of a Selka 1M 3.22 Immobiliser, a sensible precaution.

The car's history file is very good, going all the way back to the original owner with various invoices, receipts, service stamps and restoration records. On test, this well-preserved little Mercedes appears to drive very well, as you might expect from such a well looked after, low ownership example. The chrome is excellent, and the interior is lovely with an excellent dashboard and gently patinated seats. The whole car has an aura of having been sensitively refreshed rather than over-restored which makes it that much more attractive.

Rarely do Pagodas, UK-supplied in right-hand drive with such low ownership and lots of history, come to market making this, surely, an opportunity not to be missed.

One of only four, an extraordinary motorbike project concept.

• Interesting concept. Café Racer looks with comfort, practicality and off-road ability

• Created by our vendor, one of the UK's leading Custom Bike builders

• Based on a  BMW R1200GS TU Triple Black SE with 3 previous owners and 25,950 miles

• Number 1 of only 4. Superbly crafted. Great attention to detail

• 'The ultimate ride, a truly stand out Street Racer for the discerning'  

In the early sixties, it became possible to buy a new four-seat, well-designed, reasonably fast saloon car for less than £500 and models like the Mini and Hillman Imp sold in their tens of thousands. A lot of these customers had previously been motorcyclists, and motorcycle manufacturers were forced to recognise this sea-change and move their products away from transportation and towards recreation.However motorcyclist are often noted for their individuality and ingenuity and no matter how impressive these new sports bikes from the major manufacturers were, none of them really excelled at every level. Enthusiasts began to mix and match parts in the pursuit of a handling and power balance and it wasn't long before a clear leader emerged in the form of the 'Triton'. At the time, Norton motorcycles were based on the 'Featherbed' frame which was light and stiff and resulted in their bikes being the best handling in period and, although their engines were efficient and well-designed, they were a touch 'agricultural'. On the other hand Triumph engines, particularly the 650cc parallel-twin with twin carburettors and twin camshafts, were leaders in their field, smooth, quick and relatively vibration free. So it made a lot of sense to mix the two and produce a motorcycle combining the best elements of each marque and whilst you were at it, pop on a 'racing' alloy tank, a single seat, a chrome headlight, matched speedo and tacho, rear-set rests and a pair of 'clip-ons'.  A number of small enterprises started building kits of parts to make the conversion easy and Tritons, in a variety of guises became a common sight. Frequently seen outside coffee bars and used to get to the next one as quickly as possible, this style of bike became known (a few years later), somewhat romantically, as a Café Racer. A look that is as popular today as it was in 1965 although, these days, the bike is more frequently based on a Japanese 'multi' or an Italian V-twin. 

However, two words that are never applied to Café Racers are practicality and comfort, and it was this aspect that was the topic of conversation one evening around the campfire in deepest Africa. Our vendor, the creator of the remarkable BMW on offer here, has long been involved in the world of custom motorcycles and was a member of the team that took part in an incredible adventure across Africa with Charley Boorman and Compass Expeditions in 2017. In his own words; 'Having successfully designed and customised Café Racers in the past, I wanted to set myself the ultimate challenge; build four, spectacular, limited edition bikes to commemorate the expedition of a lifetime from Cape Town to Victoria Falls, covering South Africa, Namibia, Botswana and Zimbabwe. This bike is extremely rare, bike collectors dream of owning a bike like this, but no one has ever had the guts to design and build a bike like this, until now......'

It's hard to believe that this passionately hand-crafted, limited edition 1/004 custom-built bike started life as one of the last air-cooled BMW R1200GS in the country. The holy grail was to produce a Street Racer with all the capabilities of a GS. This resulted in major modifications including; chopping the rear end, replacing the fuel tank, discarding the air box, exhaust and massive oil cooler. This is an 1170CC Café Racer with a twist.

The only thing this bike shares with BMW's 'R Nine T' model is the fuel tank. Yet it remains very capable off road as the original BMW engine mapping on the GS model has been kept including the electronic adaptive suspension. This transformation has resulted in a substantial loss of weight close to 45kg, creating a lighter weight, high performance bike maximising its engine power output to full capacity with K&N air and oil filters. The original large oil-cooler has been replaced with a smaller but more efficient BMW unit and relocated from being mounted on the forks to sitting snugly in front of the engine. The biggest challenge was housing the extensive cabling, sensors and electronics in a confined space having discarded the original large plastic fuel tank and replaced it with the smart, new aluminium tank; and no longer having the vast amounts

The 'Supersport Equipment' was undoubtedly the ultimate version of the 3.2 Carrera

• Sparkling 'Option M491 Turbo-look' with only one owner and 30,000 miles

• In superb condition with excellent panel gaps and almost flawless paintwork 

• Black leather interior in excellent original condition

• Comprehensive owners file containing the full service history from new  

Possibly the ultimate version of the 3.2 Carrera was the 'Option M491 Turbo-look' or 'Supersport' as it later became known in the UK. Initially, Option M491 was only available on a Coupe and had to be ordered through the 'Special Wishes' programme, but this was later extended to include the Targa and Cabriolet in 1985, before becoming an official model available from dealers in 1986. From 1987 onwards, these dramatic versions were known as SSE (Supersport Equipment), and the cars in this final three year run up until 1989 were fitted with the more user-friendly G50 Getrag gearbox.   

M491 was a popular option offering the 'macho' good looks of the Turbo without the mechanical complexities. However, it was not cheap adding over £10,000 to the cost of a standard variant by the end of the model's life in 1989, possibly explaining the relatively small build numbers. The SSE spec also included a limited slip differential, the stiffer suspension and superior braking from the 930 Turbo, a wrap around deep chin-spoiler, the famous 'tea -tray' rear spoiler and wider Fuchs wheels. The rarity of Supersport models is undeniable, especially in right-hand drive and official figures are hard to come by, however, a respected source quotes that just 651 C16 (UK-supplied) M491 cars (including all Coupes, Targas and Cabriolets) were manufactured between 1984 and 1989.   

The Guards Red example offered here is one of just 220 C16 (UK specification), right-hand drive, Supersport Targas produced. It has been enjoyed by just one owner from new and is in remarkable condition inside and out. It was purchased in 1989 by the current owner directly from Swinford Motors in the Midlands and has an indicated 30,000 miles from new. The car remains in superb condition with excellent panel gaps, almost flawless paintwork, a smart black leather interior and a very tidy engine bay. The service record accompanying this car can be regarded as substantial, being backed up with paper invoices from new. Within the owner's file are some old MOT certificates, the original book packs, and a spare set of keys.  

In summary, this is a superb example of these collectable classics, whose looks and performance inspired a generation, and considering the extremely low mileage, single ownership, and complete service record, is on offer at a very realistic guide.

UK-supplied, 31,000 miles and three former keepers

•    A UK-supplied, right-hand drive Azure convertible in striking Wildberry with cream leather •    Only 31,000 miles under its four owners since being delivered new in July 1999•    Good history file and fresh MOT prior to the sale •    Competitively guided considering the low mileage and fabulous condition

Brand new, J-spec, 2014 chassis, superbly presented, ready to race and win

•    Over £50,000 build cost using SMR Milwaukee Yamaha parts •    Built and ridden by TT and BSB Superstock rider•    Regular wins and podiums•    2014 factory frame and swinging arm, P5 link, factory Ohlins TTX Shocks•    208 bhp James Ellison-spec engine, YEC, STM, CR Gearbox•    To be presented in full-sheet Milwaukee Yamaha graphics 

The legendary Yamaha YZF-R1 needs no introduction to the motorcycle racing fraternity in both WSB and BSB format. Riders Alex Lowes and Micheal van der Mark have had an impressive couple of seasons piloting the Pata Yamaha Official World SBK Team bikes, whilst in BSB, the smooth riding Jason O’Halloran, and the plucky young Tarran Mackenzie are both serious championship contenders. Here’s your chance to emulate these guys at a fraction of the cost.

This amazing bit of kit was put together from the Yamaha and SMD Milwaukee spares shelves at the point when Yamaha were starting to concentrate on the 2015 model. Utilising a brand new 'J-spec', 2014 chassis, which had remained unused in the UK as the team preferred the adjustable headstock. The J-spec chassis is from the Japanese SBK Championship and has all the bracing of the full World SBK chassis but without the adjustable headstock. This chassis has a factory modified raked headstock which increased stability under braking and turning in. In Japan and the USA, they were attempting to keep costs down on cycle parts for competitors by banning 'aftermarket' fork, brakes and wheels and insisting that everyone used OE parts explaining why this was built with the cost-effective OE yokes, forks, wheels and brakes and, since it was working and good enough overseas, then it would be good enough for its builder and rider… and it was!

SMR Milwaukee Yamaha parts utilised include:

2014 Factory frame, factory Swinging Arm, P5 Link, factory Ohlins TTX Shock, James Ellison BSB Motor 208 Bhp, YEC, STM, CR Gearbox, 24 litre endurance fuel tank, carbon fibre Gorman SBK Body kit, carbon fibre air intakes and airbox, lithium lightweight battery, Brembo front master cylinder, K-Teck 30mm gas cartridge fork set, Ohlins steering damper, big alloy radiator, oil cooler and conversion set, Brembo rear thumb-brake, dual pedal system, YEL Q/A/ throttle set, YEL Bellmouth set. Akrapovic Evolution Race Line Titanium System.

The bike weighs in at 175kg dry and the 208bhp output is equivalent to around 1200 bhp per tonne !!  The total build cost was in excess of £50k.

• Competed at Macau Grand Prix 2014

• UK Endurance Championship in 2014/15

• Used for a parade lap at the IOM TT 2016

• Unused 2017,'18,' 19.

2015 Results.

• National 1000 class. 

  • 6th in class Brands Hatch. 

  • 2nd overall Snetterton

  • Pembrey DNF whilst leading by 2 laps. 

  • Donnington 3rd place. 2nd fastest lap. 

  • Various wins in sprint warm-up races. 

  • 3rd overall in the championship. 

Having previously sold one of our vendor's other Superstock bikes, the quality of his preparation and presentation is second to none, so rest assured, it will be ready to race and win…