• South African built, right-hand drive superbly rebuilt as a track day car

• It took the car's engineer owner three years and the result is exceptional

• Stripped to bare metal, jigged, some new panels, reinforced floor, 6-point cage

• Koni suspension, new bushes, OMP race seat, Willans harness and Yokahama AO48s

• 1750cc engine (fitted when purchased) has been fully refreshed

• Impressively finished in Alfa Rossa. Immaculate track-day ready interior

The Alfa Romeo 105/115 series Coupes were built from 1963 until 1977. They were the successors to the celebrated Giulietta Sprint Coupe and used the shortened floor pan from the Giulia saloon car. The basic body shape, shared by all models, was designed by Giorgetto Giugiaro for Bertone as one of his first major projects and is regarded as one of his finest commercial efforts. The balance of glass and metal, the influence of the front and rear screens on the shape of the cabin, and the flat grille with incorporated headlamps were all considered ground-breaking styling features of the era. Apart from their good looks, these cars are often considered as some of the best handling classic saloons, and with a five-speed gearbox, all round disc brakes, independent suspension and torquey engine they were very advanced for the time and have the capability to embarrass many of their modern counterparts.

This particular GT Junior (115) dates from 1975 and was imported from South Africa a few years ago prior to being purchased by our engineer vendor with the intention of building a fast road/track day classic. It was stripped back to bare metal, jigged, and new metal used where necessary. Both sills and the floor pan were stitch welded to strengthen the shell at the same time. A six-point roll cage was fitted and the driver's floor reinforced to provide a better location for a competition seat.  The shell was then prepared and treated to a number of coats of Alfa Rosso. The suspension was lowered 40mm, Yellow Konis were fitted all round, all bushes renewed throughout and a new 29mm front anti-roll bar fitted. All wheel bearings were replaced along with new brakes/discs, calipers, master and slave cylinders and new servos. The prop shaft was balanced and a new fuel tank sender and lines were installed. The 1750cc engine, which was fitted when purchased, was refreshed and fully detailed prior to being replaced in the immaculate engine bay. The carburettors were rebuilt, the drive train refreshed and a new exhaust fitted. The interior was finished to the same remarkable standard and is prepared for circuit use with an OMP seat, Willans harness and various items of safety equipment. The de-bumpered, classic racer theme follows externally with tow straps, mesh-covered intakes, taped headlights and eight-spoke alloys wearing sticky Yokahama AO48s.

Now completed, this is a very impressive little Alfa, however, our vendor has his eye on another project so the Alfa has to make way. This car has yet to turn a wheel on the track and therefore will need to be 'shaken down' before being used in anger, but it shouldn't be too difficult finding volunteers for that job.

• Genuine 2006-season Super Aguri  F1 car superbly converted into a simulator

• Wider tub and adjustable steering wheel and pedals to suit any age or size

• Vibrational feedback through the steering and pedals. Great soundtrack

• 55’’ monitor, up to date F1 laptop running the latest F1 programmes/multi-circuits 

• Bespoke 2013 Brian James Shuttle double-axle trailer. Four new tyres and recently serviced

• Sound commercial proposition or addition to a special ‘man-cave’ for post-dinner party fun

Founded by former F1 driver Aguri Suzuki, Super Aguri was an unofficial Honda 'B-team' and, although officially headquartered in Tokyo, its actual base of operations was the former Arrows factory at the Leafield Technical Centre in Oxfordshire. The team began with an all-Japanese driver line-up. Future Indy 500 winner Takuma Sato was the lead driver, with Yuji Ide in the second car. Sato remained with the team in 2007 and was joined by British driver Anthony Davidson. Sato finished in the top ten on two occasions in Spain and Canada and the team ended the year ahead of Spyker in the Constructors Championship. Sadly, Super Aguri never got to build on their sophomore season as mounting financial problems meant that the team pulled out of Formula 1 after four races in 2008.

Offered here is a Formula One simulator that utilises an original Super Aguri 2006 Formula One car which still carries FIA stickers on the bodywork and on some parts. It comes complete with all the latest F1 2019 software, monitor and its own dedicated 2013 Brian James enclosed transporter. The car utilises a replacement wider tub to facilitate drivers who are not F1 size and the steering and pedals can be adjusted electrically to suit any age or height.

The software is a 55’’ monitor with an up to date F1 laptop running the latest F1 programmes with lots of different circuits available. With life-like vibrational feedback through the steering and pedals and a sound system delivering the soundtrack through the air intakes, this is a remarkable experience.

The car and associated kit are transported in a bespoke 2013 Brian James Sprint Shuttle double-axle trailer, 14.1 feet long and 6.2 feet wide which has just had four new tyres fitted and was recently serviced.

This is a commercial proposition suitable for weddings, events and private parties or could simply be an addition to a very special ‘man-cave’ for post-dinner party fun. We understand that two events for 2020 are already booked as is a pitch at the British Grand Prix (campsite). A very interesting lot with plenty of possibilities commercially or the chance to own a Formula 1 car with a dedicated trailer.  www1st-Place-events.co.uk

• Developed over a five year period by an experienced competitor

• Powered by a single precision turbo, inter-cooled 2JZGTE 3.0-litre, DOHC, inline-six engine

• Now producing 627bhp/570 lb/ft at the hubs with the aid of a 3-way boost adjuster

• 6-speed Getrag/Toyota V160 gearbox. Quantum suspension

• Spare wheels and tyres package

• Eligible for a number of high-profile UK championships

• Includes a Brian James covered twin-axle trailer with an electric winch and tyre rack

Finally unveiled at the 1993 Chicago Motor Show after four years in development, the A80 Supra's proportions and flowing design owed more to the 2000GT of the Sixties than its predecessor. With a long, low bonnet line and high-rise optional rear spoiler it was aerodynamically efficient and clearly aimed at delivering a much higher top speed.‘Less is more’ was the key concept during development of the A80, manifested in external dimensions that were shorter, lower and wider than the outgoing Mk3, while the extensive use of lightweight materials helped the engineers lose 100kg of mass compared to its predecessor.

The visually dramatic, full-race Mk4 Supra on offer here has been developed over a five year period by our vendor who is an experienced competitor but at the respectable age of 74 has now decided to hang up his helmet. He has enjoyed his motor racing in the Supra in the past but it hasn't been used in anger for a couple of years now apart from a track test in August 2019. Smartly finished in Toyota Super White with gold graphics and gold 6-spoke 18" alloys, it's fitted with all the appropriate safety equipment required to comply with circuit regulations, however interested buyers will need to check the currency of dated items.

The car is fitted with the legendary 2JZ-GTE twin-turbocharged, inter-cooled 3.0 litre, DOHC, inline-six which, we understand, now produces an attention-focussing 627bhp/570 lb.ft at the hubs fed through a 6-speed Getrag/Toyota V160 gearbox. We are informed it has Quantum suspension, a 3-way boost adjuster, new precision ball bearing Turbo, power steering with a cooler, new front and rear brake discs and a heated front screen. It's currently fitted with 18” Pirelli P-Zero slicks and the spare set are fitted with intermediates. There is also a set of Toyo 888 wets. The package is completed by a Brian James covered twin-axle trailer with an electric winch and tyre rack. 

The car is eligible for a number of UK championships including the Classic Saloon Car Club; Liqui Moly New Millenium Series + Special Saloons and Modsports, the Track Attack Race Club; Nippon Challenge, the Classic Touring Car Racing Club; Thunder Saloons, Bernie's Sports Racing and V8s and the BARC Quaife Cannon Series.

Perhaps not for the faint-hearted but this fully developed, well prepared Toyota racer will allow you to enjoy that certain purity of thought engendered by sitting behind 630 bhp as you thunder down to Paddock Bend.

• Dry stored for 15 years prior to a full restoration with lots of mechanical input.

• Big spec. New floor and remaining body remarkably sound displaying no structural damage 

• One of the last YB200 engine blocks from Cosworth. New Mahle pistons, crank and cams

• Original T5 gearbox with an all-new, close-ratio, Quaife cluster and quick-shift

• An outright win in March 2018 in the Legends Class of the Rally Isla Mallorca

• One of the most competitive Group A rally cars available. Incredible value  

When Stuart Turner was appointed Head of Motorsport for Ford Europe in 1983, he quickly came to the conclusion that the company was no longer competitive in those areas that had traditionally influenced sales of their road cars for the past couple of decades. Walter Hayes, having instigated the Cosworth DFV engine and Fords assault on Le Mans with the GT40, was still the driving force at Ford and, not surprisingly, he was enthusiastic about his new colleague's plans to produce a turbocharged Cosworth 2.0-litre engine that would power a Ford saloon in motorsport. Cosworth already had an appropriate cylinder head design that fitted the Ford T88 Pinto block so they agreed to produce the 2.0-litre turbo engine, but only if Ford signed-off a production run of 15,000 units.

When introduced in 1982, sales of the Sierra were a little lacklustre and, as a bit of a marketing boost, it was selected to become the platform for Ford's new competition aspirations. It was rear-wheel drive, had good aerodynamics, albeit being prone to lift at high speeds, and it was available as a three-door, absolutely perfect apart from the aerodynamics at speed but a new body kit and rear spoiler would sort that out. But Ford still needed to build 5,000 units for homologation which was somewhat worrying when Turner's initial approach to the dealer network came back with an estimate that suggested they could sell around 1,500 units! The Sierra's eventual sales record is of course history and Ford went on to sell 5,545 three-door cars including the RS500 and the Cosworth engine also found its way into nearly 30,000 Ford Sierra Saloons (Cosworth 3dr, Sapphire 2wd and 4wd). The Sierra Cosworth comfortably exceeded Ford's wishes and went on to become one of the most successful Touring Car racers of all time, winning races all over the world. In rallying, the Group A Sierra, on tarmac, was equal to all the four-wheel-drive opposition, particularly when Didier Auriol won the 1988 Corsica Rally outright.

Offered here is an immaculately prepared and engineered 'Group A' Sierra Cosworth having had an outright win in March 2018 in the Legends Class of the Rally Isla Mallorca. It began its life as an original DDR Motorsport factory car first used by Frederik Blaresque in the French Rally Championship in 1988. In the early nineties, it was sold and registered in Spain and campaigned by the late Juan Luis Sarasola, a well known national rally driver before being sold once more prior to becoming the property of our vendor, himself a winner of the Rally Isla Mallorca.

The Cosworth had been dry stored for some 15 years before he embarked on a full restoration and the quality of the work and massive mechanical input have resulted in one of the most competitive Group A rally cars available anywhere today. The restoration of the shell required only a new floor, which is almost a rallying consumable, with the remaining body remarkably sound displaying no structural damage over its lifetime. The original engine block was replaced with one of the last YB200 units from Cosworth and built up with modern know-how. New Mahle pistons, a new crank, and new camshafts were fitted and all other parts replaced where necessary. The engine build was completed by knowledgeable Cosworth engineer, Diego De Casa, with mapping by the specialist, Ahmed Bayjoo, resulting in a reliable 350bhp at 1.7-bar boost.  The gearbox is an original T5 with an all-new close-ratio Quaife cluster and quick-shift built and installed by John Roberts of the Tommi Makinen camp. He also assembled the differential which is a 7.5 inch unit with a new Gripper Limited Slip unit and a 4.4 final-drive. The suspension and running gear is all-new Bilstein and Group A 909, built to the original Ford homologation specification, front and

• Originally raced as a touring car by team Schnitzer – driven in period by works driver Jonny Cecotto, as well as Patrick Slaus and L.Pensis

• Interestingly the car boasts a genuine motorsport shell with full Matter cage - M3-120607

• Now a turn-key, ultra-competitive, potential podium rally car with a 2.3-litre full Group A engine by Delage Sport (290bhp at 8,800rpm on 99 RON fuel) 

• Impressive specification and ready to rally in any global championship 

The M3 was first introduced in 1986 and was the first-ever production saloon designed specifically for racing and rallying that could also be road registered and bought new with a warranty. All cars were left-hand drive, regardless of the supplying country, and they were built in limited numbers and priced at a premium level as the most expensive of the 3-Series range.

In competitions, the car was to become a legend immediately ~ winning several European and World Touring Car Championships, as well as a round of the World Rally Championship.

BMW Motorsport built a limited number of competition only shells which were prepared for them by Matter in Germany and came in full Group A form with a Motorsport chassis number and a unique Matter body shell number. They were distributed to noted teams of the day, including Bigazzi in Italy, Schnitzer in Germany and in the UK – Prodrive in Banbury.

Unlike most of the E30 M3s competing in FIA historic rallies today, this car is a genuine original period Motorsport shell and has the full Matter cage and unique identity number M3-120607. Originally raced as a touring car by team Schnitzer – and driven in period by 'Works' driver Jonny Cecotto, as well as Patrick Slaus and L.Pensis.

Converted into a rally car later in its life, it was acquired by our vendor and imported into the UK in 2016 to be fully prepared for European FIA tarmac historic events by the highly respected preparer, Richard Lepley of Prepfab. Developed and enjoyed in European historic rallying ever since, the car has enjoyed considerable success, both here and abroad and is a well known regular and very competitive car. It is built to correct and legal FIA spec and has full FIA papers allowing it to compete anywhere in the world.

The spec today includes:

• 2.3 Full Group A engine by Delage Sport France giving 290bhp at 8,800rpm on 99 RON fuel

• This engine has completed 450km since last being rebuilt by Prepfab and since been checked for compression prior to sale (with tappets also checked) and has passed a full leakdown test with no issues reported. Engine spec includes a full carbon airbox, big front pulley kit, big-wing 6-litre baffled sump, original BMW Motorsport ECU, alloy large capacity radiator and Delage side exit exhaust (with the 100DB FIA spec rear exit exhaust available for the purchaser to collect).

• The gearbox is the FIA spec and fully homologated 6-speed Samsonas which has just been rebuilt and is offered with 0 miles running. (the original 6-speed Sadev comes with the car – buyer to collect)

• The differential is a 210mm c/w Gripper LSD that has just been overhauled by Prepfab with new bearings, plates and re-shimmed and filled with fresh oil. The competition driveshafts with new Motorsport joints have covered just 200km of competitive running.

• The suspension includes Reiger Dampers (the best available) although the original Bilsteins are available with the buyer to collect post-sale. It has Prodrive rally uprights with 'Group A' arms and strengthened rear trailing arms and rear beam.

• Alcon homologated brake discs and calipers with Mintex F6R pads are fitted and a Bremax Motorsport wiring loom was new in 2016. The Advanced Systems fuel cell was new in 2016 and valid until 2022 and the Recaro competition seats are valid until 2023.

• A period matching lamp pod is also included with four spot lamps and the TRS harnesses are in date until 2022

In short, this is a rare and very special, turn-key ready to go, ultra-competitive FIA spec Historic tarmac M3 that, in the right hands, is a potential podium car. As an original Motorsport bodyshell, it is also a rare and highly collectable piece of motorsport history. 

Video of the BMW M3 E30 Group A rally car

Credit: With thanks to Black Mountains Media for granting permission to use earlier photos of the car.

• An original, 1973 left-hand drive, 911T brilliantly modified to 2.8 RSR specification

• Delivered to the US in 1973. Returned to Germany in 2009

• Converted to RSR-spec by Scuderia-Eleven GmbH. Engine rebuild Bienert Boxer-Motoren

• Finished in Grand Prix White. UK-registered with historic vehicle status

• Accompanied by its UK V5c, MOT certificate, DMSB Historic Technical Passport, FIA papers and an inspection report from Gunther Frey. Dipl.Ing (FH)

The 'RSR', introduced in 1973 by the factory as an evolution of the already potent 2.7 RS, was both an official 'works' team car built to contest International World Championship 'Group' 4 GT endurance events and also available for privateer race teams in full competition trim. The 'RS' itself was a hugely successful development of the standard 2.4-litre flat-six. The engine was bored out to 2.7 and carefully massaged to produce 210 horsepower which was fed through a five-speed gearbox with uprated 4th and 5th cogs, all contributing to remarkable acceleration and a top speed of over 150 mph. Revised and stiffened suspension and larger four-wheel disc brakes complemented the increased power and ensured the RS remained perfectly balanced.

An initial order of 500 RS' was produced to meet FIA 'Homologation Requirements' but the cars were so popular that production eventually totalled some 1,580 units. The most hardcore, no-nonsense, version of these race-focused 911s was the RSR. These Rennsport specials, with their dramatic, pumped-out wheel arches, intensified the standard 2.7 RS flavour in every way. Wider, lighter, faster, and more capable in every performance category, the RSR was the RS unrestricted, dialled in for maximum capability with scant regard for creature comforts. The formula was successful – the 2.8 RSR is still recognised today as one of Porsche’s most successful race cars. Sadly, however, if the RSR was in the 'Periodic Table of Elements, it would be 'Unobtanium' as just 49 were built resulting in them rarely coming to market, and when they do, the numbers are not for the faint-hearted, broadly equivalent to a row of terrace houses in Bradford. Consequently, anyone wishing to experience the addictive blend of handling, balance, performance, feel and simple purity that is the RSR, has no choice but to create their own.

We are pleased to offer for sale an original 1973 left-hand drive, 911T brilliantly modified to 2.8 RSR specification and accompanied by an FIA Technical Passport (Competition GT; Class GTS27). Unusually, for a conversion of this nature, the car is UK-registered with Historic Vehicle tax status and could be used on the road or circuit.

Chassis Number 9113100481 was originally delivered to the USA in March 1973, however much of its early history is unknown. In 1991, it was registered as belonging to Patricia J Vanleen of Baton Rouge, Los Angeles and in October 2009 was returned to Germany in the care of the S & N Automobilzentrum Aachen Gmbh. From July 2010 until October 2017, the car was the pride and joy of the previous owner, who sold it through Silverstone Auctions Porsche sale in October 2017. During his seven-year ownership, upon arrival in Germany, the decision was taken to create an accurate RSR replica using the 911T as a basis and this work was entrusted to 'Scuderia-Eleven' with the engine left in the capable hands of Bienert Boxer-Motoren, who have over 25 year's experience in preparing air-cooled Porche engines.

The specification is too long to detail here but briefly; Original engine type 911/51 (2.4 Litre, 140bhp) replaced with 1974/75, 911/41 engine taken out to 2.8-litres, compression ratio 10.8: 1 producing 265 bhp with mechanical fuel injection, and dual ignition. Five-speed, 'short-shift' 915 gearbox and a ZF LSD. Front strut-brace, adjustable front shocks, adjustable front and rear anti-roll bars, front and rear polyurethane axle bushes, thicker torsion bars, and steel braided brake lines. Front tyres: 215/55 R1, rear tyres 270/45 R15. Wheels front: 9Jx15 and rear 11Jx15. The bumpers, front and rear bonnets and the wings were replaced with composite parts. 'Makrolon' polycarbonate side and rear windows. Welded-in multi point roll cage. Sports steering wheel, sports seats with full harnesses and aluminium footplates. The final set-up was completed by Kadach.com for Harry Utesche at DLS Automobile in Stuttgart.

The previous owner, a well-known racing driver who has raced RSRs in the past, admits “There

• Superbly prepared, FIA-compliant Anglia eligible for the CTCRC and HRDC TC63 series

• Campaigned by the Maskell family, well known for their success in Superspeed Anglias

• Purchased by our vendor in 2014. Subject to major expenditure. Full build spec available

• FIA Historic Technical Passports 2007 and 1964 (Model). Eligible for pre-65 

• Delightfully presented. Mechanically fresh and sure to be competitive in 2020

Offered here is a competition-prepared (Appendix 'K'), 1200cc, pre-crossflow 1968 Ford Anglia Super with its original and undamaged body and chassis. Over the last few years, almost everything has been refreshed including the engine, gearbox, cooling system and ignition. In 2007, the car was purchased by the Maskell family – Glen Maskell had enjoyed considerable success in a Superspeed Anglia in period – and was prepared by them for circuit racing, going about it as they used to, fitting a larger capacity engine, short-shift gearbox and finishing the car in Superspeed Red.

In their ownership for seven years, and competing in events like the Historic Masters, and the Spa 6 Hours driven by Andy Maskell, it was subsequently purchased by our vendor in 2014 who then recommissioned the car completely fitting a close-ratio gearbox, Weber carburation and fully prepared to the appropriate regulations allowing it to compete in CTCRC and the HRDC TC63 series. It has a steel crank, steel rods, JE pistons, gas-flowed head, Kent A6 cam, lightweight flywheel and is blueprinted and balanced, all with Dyno time only. It's fuelled from a 40-litre alloy tank through a Facet fuel pump to twin DCOE Webers on a gas flowed manifold and exhausted through an Ashley exhaust with side-exit and quick release clamp. The gearbox is FIA-compliant, short ratio with a Helix 7.5" clutch, balanced prop shaft and LSD. An FIA-compliant disc brake conversion is fitted with new calipers, braided lines, master cylinder and pedal bias adjustment. Suspension is courtesy of MacPherson struts with a big anti-roll bar at the front and adjustable Armstrong lever-arm dampers, stiffened parabolic springs and (homologated) anti-tramp bars at the rear. The interior is superb and is fitted with a welded-in 6-point cage, Perspex windows, heated screen, FIA 'Lifeline' extinguisher, Sparco 2000 seat and TRS race harness.

The car has an FIA Historic Technical Passport dating from 2007 and remains in FIA-spec (apart from the ignition and trailing arm suspension-original parts with the car). It also an FIA passport relating to the model's original date of homologation in 1964, making it eligible for Pre-65 racing series.

For those sufficiently ancient to remember the days of the Broadspeed Anglias pedalled by John Fitzpatrick, Peter Proctor, Chris Craft and Anita Taylor, these little cars will always be rather nostalgic but, make no mistake, this particular example is freshly prepared, potentially competitive and ready for 2020. 

• Smart little Series 1 Appia C10 right-hand drive, four-door saloon

• Now powered by a more modern Fiat Twin-Cam

• Its first owner was Piero Taruffi, the Italian Grand Prix, motorcycle and sports car racer 

• Recent outings in significant historic events include the Targa Florio (1986), Vernasca Silver Flag (2006 and 2015), Grand Tour of Sicily (2009) and Mille Miglia (2010)

• Fascinating history including copies of original Italian Libretto and various press cuttings

By 1952, Lancia’s Ardea was starting to look a touch dated for a recovering post-war Europe keen to move on and when its replacement - the Appia - was premiered at the Turin Motor Show in 1953 it was welcomed as the future. However, Lancia’s tradition of innovation in automotive technology wisely continued with the Appia's ultra-compact engine: a narrow-angle (10 degrees), 1,089cc V4 whose inclined overhead-valves were set in hemispherical combustion chambers and operated by twin, block-mounted camshafts. The unitary chassis construction adopted on the pre-war Aprilia also continued, as did Lancia's traditional sliding-pillar independent front suspension. Body styling was similar to that of the bigger Aurelia, and Series I cars featured aluminium doors, wings, and bumpers. In a tradition inaugurated by the pre-war Augusta, the front doors were hinged forwards, the rears aft, and there was no central pillar.

A passion for Motorsport and Italy are synonymous and naturally, the new Appia was pressed into service in the hands of privateers in the late 1950's and early 1960's. In 59 international races, the Appia scored four overall victories, 19 class wins, four poles and 12 podiums, not bad for a 1.1-litre car.

The first owner of this Series 1 Appia was Piero Taruffi, the Italian racing diver whose Grand Prix career included works drives for Alfa Romeo, Ferrari, Mercedes-Benz, Maserati, and Vanwall. A former motorcycle champion and holder of various speed records on both two and four wheels, Taruffi was also an accomplished sports car driver winning the Mille Miglia in 1957.

First registered as RA 20851 in Ravenna, the Appia appears to have changed hands by 1956 when it was entered in that year's Rally Lido di Venezia driven by Sergio Lipizer and also competed in the Rally Sestriere in 1957. It is currently fitted with a FIAT twin-cam engine, though when this conversion was done is not known.

By 1978, the Appia was in the ownership of the Scianna family of Padua, there being bills on file addressed to Dr Rosario Scianna (1978) and Dr Francesco Scianna (1994) together with an ACI registration document (issued December 2011) in the name of Emma Scianna. Whilst in the Sciannas' possession the Appia has competed in the Targa Florio (1986), Vernasca Silver Flag (2006 and 2015), Grand Tour of Sicily 'Targa Florio' (2009), and Mille Miglia (2010). Copies of the car's original Italian libretto, various press cuttings, and the aforementioned bills may be found in the car's fascinating history file.

If Italian motorsport from the fifties interests you and the chance to sit where Italy's most charismatic Grand Prix driver once sat appeals, then this little Lancia rally car may well be the answer.

• The RS1600 utilised the BDA engine, essentially a detuned Formula 3 unit

• Featuring strengthened Type 49 body shells, only 1,137 RS1600s were ever produced

• Apparently campaigned by Minilite Wheels in the East Africa Safari Rally

• Taken part in eight Monte Carlo Rally Historique with a top 20 place in 2019

Shell; Fully seam welded, full FIA roll-cage, works metal bubble arches, suspension tunnels strengthened, widened gearbox tunnel, fuel tank 75 Ltrs, remote oil tank in boot, works fuel filler, Safari window holders on rear straps to hold, Safari rear bumper with footsteps, Safari quarter-window vents, fuel, brake and oil lines inside car (2016). Shell was restored and resprayed Monza Blue in 2014 with new outer seals.

Running gear, suspension, steering and brakes, all parts replaced to original spec. Any replacement parts were original Group 4. The Diff is an Atlas with extended rear plate for cooling-Safari (new 2019), inner and outer bearings larger (new 2019), shafts and hubs Group 4 (new 2018), prop shaft strengthened, rear brakes M16 wider than standard RS1600 (full rebuild & shoes replaced 2019), suspension leaf springs upgraded (new 2017), shocks (new 2018), diff protection plate, front springs upgraded for Safari (new 2016), front shocks (new 2018), Group 4 hubs (new 2017), two-pot brake calipers (new 2017), vented discs (new 2017), Group 4 bearings(new 2019), Group 4 cross-member strengthened, original Group 4 rose-joints (new 2017), quick steering rack, Safari engine and gearbox protection.

Engine; BDG 2.0-litre complete rebuild 2019, high-pressure oil pump new 2019, complete new group 4 gasket set, Rally manifold new in 2017, all pulleys, tensioners and belts new 2019, 90amp alternator new 2018, electric fan two speed, Safari radiator aluminium new 2017, Gearbox T9 -5 speed upgraded to rally spec rebuilt 2018.

Interior; Complete rally-spec wiring harness, 4-point harnesses, Sparco rally seats Pro-2000, Safari leather original storage, Safari side-mounted storage, battery behind navigator seat, navigator footrest, window wash inside, hydraulic handbrake, rear net, flocked dash, extra oil pressure gauge, extra water temp gauge, fuel mix ratio gauge, four wheel sensors two per side for rally computer installed, navigator lights, LED lights inside, LED under bonnet lights and so much more.

This remarkable 1972 RS1600 is turn-key and ready to compete. We would be inclined to investigate its history a little further and you never know what you will find. Anyway, with this specification and in this condition, it seems remarkable value.

• A three-year project (c £100,000); all mechanical parts are new/professionally rebuilt

• Highly professional restoration work carried out by Bodytech Restoration Ltd.

• Terry Van Der Zee, 2.0-litre Nord race engine, twin 45 DCOE Webers

• Recon 5-speed box, rebuilt diff and steering box, reinforced chassis pick-up points 

• New competition clutch, uprated race brakes with servos, race springs and dampers

• Alfaholics GTAm wings, GTAm wheels with 235/50/16 Yokohama AO48R race tyres

• Alfaholics competition exhaust manifold and exhaust system, fire system and safety cage

• Immaculately presented and prepared with all components having zero hours

Introduced in 1965 at the Amsterdam motor show, the GTA (the 'A' stood for alleggerita - lightened) was the official competition version of the Giulia Sprint GT. The model was produced in road and race variants, the latter, as usual, the responsibility of Autodelta. Visually almost indistinguishable from the road-going Sprint GT, the GTA differed by virtue of its aluminium body panels, Plexiglas side and rear windows, and lightened interior fittings and trim. As a result, the GTA tipped the scales at around 200kgs lighter than the stock steel-bodied car. Alfa's classic twin-cam 1,570cc four underwent extensive modification for the GTA, the angle between the valves being reduced from 90 to 80 degrees and the valve sizes substantially increased, however, as there was no longer enough room between them for a central spark plug, a change was made to twin-plug ignition. In road trim, the revised engine produced 115bhp, with up to 170bhp available in race tune. The GTA made its racing debut on 20/03/1966 at Monza, Andrea de Adamich and Teodoro Zeccoli triumphing in the Jolly Club Four-Hour Race. From then on, the Autodelta-prepared GTAs enjoyed outstanding success, winning the European Touring Car Championship three years running from 1966-68. The following year, Alfa Romeo updated the concept in the form of the GTAm, which was based on the Giulia 1750 GT Veloce export model for the United States market. Equipped with SPICA mechanical fuel injection, the engine was enlarged to 1,985cc, bringing it closer to the 2-Litre class limit, and the GTAm made liberal use of lightweight glass fibre body panels and Plexiglas for the windows. The 'm' is commonly supposed to stand for maggiorata (enlarged) though some believe GTAm stands for GT America. Autodelta built just 19 GTAm works cars plus only 21 customer cars for Group 2 racing between 1969 and 1971.

The example presented here originally started its life as a 1976 Alfa Romeo 105 1.6-litre GT Junior Bertone Coupe, bought from a private buyer in an unrestored state, with the intention of building a race car 'in the style of' an Alfa Romeo GTAm of the early 1970s – the actual end result being a superbly executed and recently finished race/fast road-car to an impressive specification.

The car has been completely stripped back to bare metal, with all corrosion cut out and new metal welded in, the start of a three-year uncompromising project costing circa £100,000, with all mechanical parts either new or professionally rebuilt. This highly professional restoration work was carried out by Bodytech Restoration Ltd., along with the fitting of a Terry Van Der Zee (of TT Motors Racing Ltd.) 2.0-litre Nord race engine with twin 45 DCOE Weber carbs. The specification includes a new competition clutch, a high capacity radiator with bespoke catch tanks and ancillaries, reconditioned 5-speed gearbox, re-built diff, a rebuilt steering box, reinforced chassis pick-up points, uprated race brakes with servos, race springs & dampers, Alfaholics GTAm wings, Alfaholics GTAm wheels with 235/50/16 Yokohama AO48R race tyres, Alfaholics competition exhaust manifold and track-compliant exhaust system, fire system, safety cage and interior/exterior battery cut-off switches, and new Cobra Monaco race seats.

The restoration and race preparation phases of this project have been carried out with no expense spared. The result is an immaculately presented and prepared race car, with all components having zero hours. It only needs the fitting of a timing transponder before entering its first race. What fun-per-pound!

• Originally a two-door, 1098cc Deluxe saloon from Cowley

• Finished in the delightful Lilac colour used for the Minor Million in 1961

• Professionally built and developed by Moto-Build Surrey in 2018 at a cost of £35,000

• Superbly prepared for the HRDC Academy Series to full Academy-spec

• Correct HRDC sealed CMES 90bhp engine. Fibreglass panels

The HRDC Academy is a control series for Austin A30/A35/A40 and Morris Minor 2-door cars and is an invitation-only series devised to establish an affordable route into Historic Racing based on BMC Saloons from the fifties and early sixties. Now in its fifth season, the regulations have been reviewed to offer competitors a little more technical flair whilst maintaining the original low cost entry-level ethos. The engines are based on a 1275cc MG Midget power unit and are sealed and maintained by Classic and Modern Engine Services (CMES) to ensure absolute parity. Full details of this fantastic championship can be found here  http://www.hrdc.eu/academy.html?LMCLkHGTdk

The striking Morris Minor on offer here has indeed been built to conform with those Academy Regulations. It started life in 1968 and from the Chassis Number, we can establish that it was a 1098cc, Series V, 2-door Deluxe Saloon that was built at Cowley and finished in Trafalgar Blue. Where it's been in the last 50 years we can only surmise but we do know that it was purchased by Darryl Davis, proprietor of multiple award-winning race car preparer Moto-Build of Surrey with the intention of building the best Academy Morris Minor he could. The full process would take far to long to describe here but fortunately, every detail of the resurrection of 'Doris' is described here  http://www.moto-build.com/morris_doris.html   The result was truly spectacular and this is one of the best prepared historic saloons we have ever seen helped, no doubt, by the unusual colour. Academy saloons have to run with a white roof but the bodywork colour is free so Moto-Build chose to paint the car in the distinctive Lilac hue used by BMC in 1961 for their Minor Million. Morris Minor production had reached one million in early 1961 and the decision was made to celebrate this by finishing 350 Minors in Lilac with a white interior and badging them Minor 1,000,000.

On completion, Doris was shaken down at Brands on 01/06/2018 and placed a splendid 5th in class with a novice driver a couple of days later. It was subsequently sold to a new owner who's son enjoyed success in 2019 but is now moving on to bigger things.

We welcome any inspection of this delightful little Minor racer.

• This fabulous TZ2 re-creation was envisaged from the start as a completely accurate “tool-room copy” of a 1966 Alfa Romeo TZ2 race car

• Two original cars (#115 & #117), an original Autodelta-measured drawing and supporting period photos were used for reference throughout the build

• Chassis constructed by the original Italian constructor using the correct specification chrome-moly steel to the original Autodelta TZ2 design

• The bodywork was formed in the original Autodelta TZ2 moulds which luckily still existed

• Original Autodelta monobloc, dry-sump engine and drive train came from the ex-Bardelli, factory TZ2 (#750 117) that had been campaigned at Imola, Mugello and the Targa Florio

• Engine fully rebuilt with a Dyno print-out. Final commissioning by Hall and Hall

• FIA HTP (Class GTS10 Period F 1961 - 1965) should ensure invitations to all of Europe's Blue Riband Historic meetings

The factory team Alfa Romeo TZ2, nicknamed in period ‘Il Bambino GTO’, is undoubtedly one of the most charismatic small-capacity Gran Turismo competition car designs of all time. But where some 36 Ferrari 250 GTOs were produced, in stark contrast only ten, or possibly 12, true Autodelta TZ2s are understood to have been completed. It was conceived, designed and manufactured by the Autodelta subsidiary of Alfa Romeo in Italy, this quasi-works specialist competition-unit having been created by ex-Ferrari chief engineer Ing. Carlo Chiti and his friend and associate Ludovico Chizzola in 1963 so it is understandable that the inspiration and passion of the Ferrari 250 GTO infused this project. From 1965, Alfa Romeo’s commitment to factory racing changed up a gear, and Autodelta had become an integrated division of the Milan-based giant, moving from its modest original facility in the provincial town of Udine to occupy extensive workshops nearer to the Alfa Romeo production plant, at Settimo Milanese.

The TZ2 chassis was similar to the original TZ consisting of a steel-tubed space-frame but significantly developed with lower suspension mounts and more adjustability. The prototype was wrapped in an all-alloy body shell designed by Ercole Spada for Zagato but subsequent cars were moulded from this and clothed in glass fibre. The total height of the vehicle was a mere 41-inches and the low-nose, flowing design proved very aerodynamically efficient, resulting in much higher speeds than anticipated. Under the bonnet lay an Alfa Romeo double overhead-camshaft, four-cylinder engine displacing 1570cc. The engines were built by Virgilio Conrero's Torino shop, Autotecnica Conrero and were fitted with larger valves, magnesium casings, upgraded camshafts, twin side-draught Weber carburettors, dry-sump lubrication, and a twin-plug head. These improvements produced around 170bhp at a sonorous 7000rpm and, when combined with a featherlight 620kg and a slippery shape, the top speed was in excess of 160mph, pretty impressive for a 1600. The racing debut of the Alfa Romeo TZ2 was at the 1965 24 Hours of Le Mans when three cars were entered, however, all three failed to finish the race. That was to be their only outing for the season, however, in 1966 they re-appeared, and in very strong fashion, winning the 1.6-litre GT-Class in every race they entered. Surprisingly, even with this new-found racing success, the TZ2 program was soon dropped and efforts were focused on the GTA and Tipo 33 program. Most of the original cars were later sold to privateers and remain in private collections to this day rarely, if ever, coming to market.

The sheer impossibility of finding an original TZ2 (as opposed to the much more plentiful TZ, cosmetically modified) inspired the builder of this fabulous TZ2 re-creation and he intended that the car was to be a thorough and completely accurate “tool-room copy” of an Alfa Romeo TZ2 race car. The project began assembly in 2003 and used two original cars, Alfa Museum car #750 115 and #750 117, as a very close reference throughout the build, as well as an original Autodelta-measured drawing of the chassis and supporting period photo reference material gathered over time. The car had to be built to the original standard and therefore the chassis was constructed by the original Italian constructor using the correct specification chrome-moly steel and all to the original Autodelta TZ2 design. The glass fibre bodywork wa

• Built by Prodrive, two of only four Rally GT cars ever made. Both cars prepared and run by David Appleby Engineering with no expense spared as the ultimate club rally cars

• RAL 7Y – a complete car with reported 420bhp at the wheels, GEMS dash, Hewland six-speed sequential gearbox and rose-jointed suspension 

• OU06 ETJ – presented to auction needing completing having been stripped with the aim of competing in European GT rally class. Lightweight specification 

• Comprehensive spares package – approx 50 wheels and tyres, three Hewland sequential gearboxes, exhaust systems, sump guard etc

Prodrive is a world-leading motorsport and advanced technology business which has been involved in some of the most memorable moments in motorsport history. Perhaps the most iconic moment in the company’s history was Colin McRae’s victory on the RAC Rally in 1995, making him Britain’s first World Rally Champion and bringing Subaru the first of three consecutive manufacturers' titles. Prodrive’s success in rallying is mirrored by their success in circuit racing, a discipline they started in 1987 by running BMW’s entry in the British Touring Car Championship.  

Since 2005 Prodrive have successfully been running the Aston Martin Racing programme, which is where the lots we have here come into the story. During the production of the V8 Vantage in GT2, GT3 and GT4 format, Prodrive investigated the suitability of using the Vantage in rallying and four cars were built.  

The two cars we have on offer here, which rather excitingly are offered as one Lot including the spares package, are two of those four cars and both were prepared and run by David Appleby Engineering for our vendor, as the ultimate club rally cars with little regard to cost. Our vendor has enjoyed the thrill on offer with the Vantage Rally GT cars for many years and has had great success along the way. Unfortunately, due to ill health within his family, the time has come to move these cars onto a new home. Both cars, and the significant spares package, are therefore coming to auction as one Lot and are presented to auction ‘as is’. These are very special motor cars and full details of the build, components and specification would run to several pages and there is simply not enough space here to do them justice so we encourage any interested parties to come to the auction to see the cars for themselves, or, call the office for more detailed information. However, below is a short summary: 

RAL 7Y is a complete car although it must be noted it has not competed for a number of years so interested parties will, therefore, need to factor in currency and legality on some parts such as seat, extinguisher, belts etc. The car boasts a Hewland sequential 6-speed gearbox, upgraded Prodrive WRC brakes, Rose-jointed suspension with Extec dampers, an uprated engine with many steel parts (reported circa 420bhp at the wheels), GEMS dash, floor-mounted pedal box, Peltor intercom and a trip computer.  

OU06 ETJ is presented to auction needing completion having been partially stripped with the aim of competing in the European GT rally class. The lightweight specification of this car includes an aircraft-quality lightweight loom with full GEMS management system, carbon fibre Group 3 dash and extensive weight saving. Furthermore, it boasts WRC brakes, Rose-jointed suspension with Extec dampers, 6-speed sequential Hewland gearbox (ready to be fitted), competition CATS and stainless-steel exhaust system and the engine is currently stripped and with the engine builder.  

Included with the two cars is the aforementioned spares package (please note the spares will not be at the sale but will be available to pick up from the vendors home after the sale). A full list will be available to see at the auction and some pictures have been taken that will be available on our website listing. The vendor informs us that there are approximately 50 wheels and tyres, three Hewland sequential gearboxes (one stripped), sump guard, exhaust systems, open rear pipes for both cars, alternator, cables etc.  

Interestingly offered as one lot, this is an extremely rare opportunity to buy two of the four

**Catalogue Amendment**

For the Aston with registration ‘OU06ETJ’, In regard to the engine, the unit is currently at the rebuilders. The owner will settle his account to date leaving the purchaser free to either instruct them to complete at their cost or collect as is . The heads have been rebuilt now, it just requires re - assembly and dyno’.

• UK- supplied, right-hand drive HF beautifully prepared for historic rally events

• Showing 62,507 miles (atoc). Fully rebuilt engine with just 3,000 miles use since 

• Excellent condition overall, presents beautifully, ready for competition, current FIVA ID card 

• Accompanied by a good history file, build sheets, spares package and current MOT 

As well as being a delightful and rewarding road car in the best Italian tradition, Fulvias are notable for their role in motorsport history, including winning the International Rally Championship in 1972. On testing one of the early cars in 1967, the American magazine Road & Track summed up the Fulvia as "a precision motorcar, an engineering tour-de-force".

The second series Fulvia Sport was launched at the 1970 Turin Motor Show and featured a number of updates including a 5-speed gearbox, revised suspension geometry, increased ride height, an alternator in place of the previous dynamo, a taller final drive compared to earlier cars, and wider tyres. 

On offer here, we have a UK-supplied, right-hand drive, second series Fulvia HF 1600. Having been subject to a total loss insurance claim in 1989 (at a time when the value of these cars was minimal) the car remained in storage for a number of years before the decision was made to convert it to competition use. Our vendor purchased the Lancia in 2013 and set about a thorough schedule of work to convert it to an historic rally car. With no expense spared, the engine was rebuilt by a highly regarded marque specialist resulting in an output of 137bhp-supported by the dyno print out. A 50-litre aluminium fuel cell was fitted, fuel and brake lines re-routed, sump guard, suspension, steering and roll-bars upgraded, and all safety and necessary rally equipment fitted. As such, this HF 1600 is very well equipped and could be, in the right hands, a very competitive historic rally car. Accompanied by a box of history containing all related invoices for work and upgrades, together with specifications, essential information on instrumentation and electrical information including relay details. Photos of the car in action, concise workshop manual and the Tavola book containing a full schematic parts description are also included with Dyno graph, FIVA ID card and the current MOT valid until 22/05/2020. 

This is a very presentable example of an iconic rally car suitable for a number of historic events. It’s a lively car that’s only had light use since its build and promises to be a lot of fun, particularly at this very appealing guide price.  

• An immaculate example of John Cooper's Formula 2 design for the 1957 season

• Number 27 of 28. Shipped to Cooper's US Agent, Joe Lubin

• History since 1958. Returned from the US in 1989 and a comprehensive UK history from then

• Dozens of wins with Mike Haywood, Martin Stretton, Harvey Sykes and Clive Wilson

• 1475cc Climax FPF recently rebuilt by Sid Hoole (£11,000). Only a few hours running since

• FIA Historic Technical Passport (HTP) for the F2/2 Class valid until 31/12/2025

• Superbly presented, on the button and eligible for Goodwood, pre-1961 Monaco Historique, HGPCA and more

Stirling Moss and Vanwall had won the last two races of 1957 but by then the world title was done and dusted. But anyone who expected Juan Manuel Fangio to resume his stranglehold on the championship when the real action resumed in Argentina in early 1958 was in for a wake-up call. The world of Formula One was moving on with some fairly major rule changes. Alcohol-based fuel was banned in favour of Avgas, drivers pitting and swapping cars was all but outlawed and a championship for manufacturers had also been instigated for the first time.

Fangio’s Maserati team had withdrawn from the sport but were still providing cars to privateers, and Vanwall also opted not to travel to Buenos Aires leaving Moss free to drive for his friend and mentor, whisky heir and absolute gentleman, Rob Walker in his RRC Walker Racing Team Cooper-Climax T43 recently purchased from John Cooper.

The T43 gearbox had been a source of problems all through the development of the car and it wasn’t solved until ERSA in Paris were prepared to manufacture some thicker casings. Time was tight so with the Walker car’s departure for the Argentine in a matter of days, John Cooper flew to Paris and brought the first three casings back in his suitcase. Customs concerns at London Airport meant that John didn’t get back to his unit until mid-evening and he and the legendary Alf Francis worked all night to rebuild the gearbox and get it back in the car in time to be loaded and off to the airport bound for South America.

The 2-litre, rear-engined, Cooper-Climax was the only non-Maserati or Ferrari in the field and the 'Little Bug' was the subject of much derision from the established teams. Defending champion Fangio, who had won the previous four Argentine Grands Prix, took pole in his privately-entered Maserati and led early on, breaking the lap record several times. Starting from well back on the grid, Moss cautiously got to grips with the rear-engined Cooper and quite soon fought his way past both the V6, OHC Dino Ferraris of Musso and Hawthorn. When Fangio pitted on lap 35 for tyres and fuel (5-6 minutes in those days) Moss sailed into the lead requiring neither fuel nor tyres as the Cooper was comparatively fuel-efficient and Stirling was famously kind to his tyres. In the closing stages, and with his Continental tyres now shredded, Moss just managed to hold off Luigi Musso with Mike Hawthorn a close third.

Moss’ Argentine Grand Prix win was the first in the championship for a rear-engined car, the first for an independent team and the first for Cooper Cars bookmarking the start of a complete sea change in the design of Grand Prix cars. A leading motorsport publication recently described the Cooper T43 as “One of the ten most important Grand Prix cars of all time”.

According to John Cooper’s excellent biography “Grand Prix Carpetbaggers”, 29 examples of the T43 were built in 1957, one prototype and 28 customer cars. The car offered here is # F2-27-57 which presumably was one of the last assembled. We know that it was shipped to the States where Cooper’s US agent Joe Lubin sold the car to the husband-and-wife team, Bob Drake and Mary Davis. Some old photos in the owner’s file show the car being raced at Paramount Ranch, California in December 1957, where Mary Davis finished second overall. Shortly after, the car was sold to Ron Ellico who used it to some effect in the Palm Springs Road Race in April 1958, and in Hawaii’s International Speed Week the following month – achieving a Formula Two class win at the latter. We understand that #F2-27-57 was next raced by John McLaughlin, making several appearances at Sports Car Club of America (SCCA) regional events, as well as the Pomona Road Races in early 1959.

Having spent the first 30 years of its racing life in America, the Cooper was destined to return home. Mike Haywood is a

• Raced in period by Moss, Hill, Gendebien, Maggs and Ireland – Jim Clark won in this car!

• Potentially eligible for all the best events on offer in the classic car race scene – Le Mans Classic, Goodwood etc.

• The last car driven by Sir Stirling Moss before he retired as a professional

• FIA HTP papers are being prepared in time for the auction

• During our vendor's ownership (2017), significant expenditure has been incurred with Andrew Tart for recommissioning, competition preparation and development

• Will be presented to auction with a fresh engine (dyno sheet on file-240bhp) and fresh competition preparation by Andrew Tart- the car will Not be shaken down so the new owner will need to do that

• Extensive history file including race results, period race programmes, artwork as part of a series on ‘Clark's Winning Cars’, the 1962 BRDC International Trophy (1st in Class) and much more

• First time on the open market for 55 years – what an opportunity

The Lotus 19 was a remarkable car from the fertile mind of Colin Chapman during a period when he was at his most creative. A two-seat, mid-engined sports racer with a particularly beautiful fibreglass body clothing a classic Lotus spaceframe and powered by a willing 2.5-litre Coventry-Climax, it emerged as the proverbial giant killer taking on the V8 Chevys and Buicks that were being raced at the time – and any number of the more fancied Jaguars and Ferraris. Chapman named the car ‘Monte Carlo’, ostensibly as a tribute to Stirling Moss’ victory in the 1960 Monaco Grand Prix but possibly as a friendly poke at John Cooper whose considerably heavier and less petite Monaco was named after the marque’s similar success at the same event in 1958. Most testing of the new Lotus 19 was undertaken by Stirling beginning on 25/07/1960, and in his hands, it made a winning race debut on 07/08/1960 at Karlskoga in Sweden. A total of 17 cars were constructed.

Chassis 953 was built in 1960 equipped with a Coventry Climax 2.5L FPF engine and a Colotti gearbox. Over the seasons, it competed with Climax engines of capacities ranging from 1.5 to 2.75 litres and was hugely successful winning at home and overseas, driven by many of the top drivers of the era including Jim Clark, Graham Hill, Innes Ireland and Stirling Moss.  #953 was first raced in April 1961 by the British Racing Partnership (BRP) alongside the team’s other two 19s - #950 and #952, however for 1962, only #953 was retained.

BRP was a UK-based racing team established in 1957 by Alfred Moss and Ken Gregory - Stirling Moss’ father and former manager respectively - to run cars for Stirling, when not under contract with other firms, along with other up-and-coming drivers. For the 1961 and 1962 seasons, BRP was renamed UDT-Laystall Racing as part of a sponsorship deal. UDT was United Dominions Trust who, amongst other holdings, owned Laystall Engineering, the principal supplier of crankshafts to the British automotive and aviation industries. Their race cars sported a distinctive green livery, a McGregor tartan noseband (possibly at the request of a certain Robert McGregor Innes Ireland) and a golden hare emblem. For 1963, the team reverted to its original name, pleasingly retaining that lovely pastel hue which, to this day, is known as "UDT-Laystall Racing Green".

In 1961, the UDT 19s completely dominated the races in which they competed. During the early part of the season, all three cars were achieving podiums in every race, although it is often unclear which chassis number finished in which position. On the back of their success, the team planned to run all three cars in the Nurburgring 1000km in May 1961. New knock-on hubs were fitted to two of the 19s to enable fast tyre changes for endurance racing, however, at Crystal Palace the week before the Nurburgring, the hubs - which had not been correctly heat-treated - sheered on the cars driven by Henry Taylor and Mike Parkes resulting in the German expedition being cancelled. It has been suggested (and noted in 953’s competition history on racingsportscars.com) that 953 was also entered for that year’s Le Mans 24-Hours and (sensibly) withdrawn. A Lotus 19 was entered by Lotus Engineering, but the chassis number has not been confirmed. During the late season, much underrated Belgian Olivier Gendebien (four Le Mans wins, winner of the Sebring12-Hours and Nurburgring 1000 Km) raced #953 in Canada and the US, achieving class wins at Riverside and L

• Excitingly offered at No Reserve – an ex-works Diahatsu Charade Turbo

• Chamberlain built Group N for the late, great Will Hoy's first works drive in the 1985/1986 Production Saloon Car Championship

• Shared with fellow BRDC lifelong members Ray Mallock and Mike Salmon for the Willhire 24 hours races 1985 and 1986

• Piff (Mountune)-built engine, original alloy cage, bag tank with twin ATL dry break fillers – just as it left the track in 1986

• Unrestored condition. Reported to start, drive and stop. A piece of British motorsport history 

This piece of British Motorsport History is a very interesting find indeed. The vendor informs us that it’s a Chamberlain-prepared, Group N, Diahatsu Charade Turbo that was built for the late, great Will Hoy for the 1985/1986 Production Saloon Car Championship. Indeed, the vendor informs us this was Will’s first ‘works drive’ in his illustrious career, which included a British Touring Car Championship along with many other successes.

We believe that this car was also shared with fellow BRDC members Ray Mallock and Mike Salmon for the Willhire 24 Hour races in 1985 and 1986. The vendor describes the car as in "unrestored condition" looking like it did after the 1986 season. It boasts a Piff (Mountune) engine, original alloy cage and a bag tank with twin ATL dry break filler.

Excitingly offered at No Reserve, this Charade Turbo is reported to start, drive and stop and is an interesting piece of British motorsport history.

• Highly competitive race car, excellent history in both CSCC Swinging 60s and HSCC 70s Road Sports - 2nd overall in its first HSCC 1970s Road Sports race; a potential race winner

• Road legal, very easy to drive, tractable and reliable, suited to road/tour as well as race use

• Fully documented complete rebuild overseen by marque specialists Richard Thorne in 2012 to 70's Road sports HSCC and FIA specification costing circa £100,000, including new chassis and body, new JE Developments 3.5-litre V8 to full FIA Spec, Tillet Seats, bespoke roll-cage

• Two sets of wheels – 1 x set Yokahama, 1 x set Toyos; aero-screens are included

• Recent run-out at Goodwood for charity rides where it performed very well

• Until 2012 the car was a single ownership, low-mileage road-car, now still just 27,000 miles

Introduced in 1968, the Morgan Plus 8 was immediately popular and remained in production for 36 years, an income stream that has been widely credited with keeping the company afloat during difficult times. Design and development of the Plus 8 were led by the larger-than-life, Maurice Owen, a race engineer taken on specifically for the role. The Plus 8 prototype was based on a modified version of the Plus 4, to which was added a Rover 3.5 litre V8, purchased from GM-Buick in 1967. Built along familiar Morgan lines, its ladder frame chassis was equipped with independent sliding-pillar front suspension, a leaf-sprung rear axle, and disc/drum brakes. Supported by an ash frame, its swooping bodywork looked as traditional as ever but gave no clues as to the new model's extraordinary performance potential.

The car presented here is a 1973 Morgan Plus 8 which, in 2012, was completely re-engineered to the highest standards into a best-of-breed, FIA-papered, race machine, with an impressive specification, costing circa £100,000. The original car was the perfect example to use for this process, as it was a well-maintained, one-owner, low-mileage road-car (having now covered just 27,000 miles).

The fully documented rebuild was overseen by marque specialist, Richard Thorne, and included a new chassis and body, a new JE Developments 3.5-litre V8 to full FIA Spec, Tillet Seats, and a bespoke roll-cage.

As a race car, it has proved competitive and reliable with an excellent history in both CSCC Swinging 1960's and HSCC 1970's Roadsport, finishing 2nd overall in its first HSCC 70s Road Sports race and is undoubtedly a potential race winner in the right hands.

The car is road legal, very easy to drive, tractable and reliable and consequently, as well as being a competitive racer, is well suited to road use, touring, classic car events and obviously hill climbs, sprints or circuit days. Offering great value for money, this super ‘Moggie’ really is a fabulous example and is waiting to be used to its full potential.

• One of only 24 2.7 Carrera MFI 911s supplied to the UK in 1975

• Later cosmetically modified to present as a 1973 RS

• Prepared for Regularity Rallying during 2008/2009 by Francis Tuthill

• Much success over the last ten years including a gold medal in the 2018 LeJog

• Displayed in the Rotunda of the RAC's Pall Mall clubhouse during January 2019

• Engine and gearbox rebuilt around 10,000 miles ago. Recent service and refresh

The Porsche 911 Carrera 2.7 MFI (mechanical fuel injection), was aimed at worldwide markets apart from the United States, where the Carrera 2.7 was restricted to the 2.7 K-Jetronic engine to sit more easily with Porsche America's marketing strategy. So the rest of us were able to benefit from a new model utilising the same brilliant power-plant as the, now-iconic, 1973 Carrera RS, making them mechanically identical, but with a few concessions towards civility and day to day use. In its introductory year of 1974, the Carrera 2.7 MFI came fitted with a ducktail spoiler and the new G-Series chassis was beefed-up to appease ever-stricter US crash-worthiness requirements. The floor pans were strengthened, lighting was improved and larger bumpers incorporated. Importantly, the Carrera 2.7 MFI is capable of the same performance and engenders the same feel and driving enjoyment as the RS and its dramatic styling cues including the ducktail and wide rear wings pay homage to its more focused sibling. With an impressive 210bhp, 2,687 cc Type 911/83 air-cooled horizontally opposed six-cylinder engine with Bosch mechanical fuel injection, 0-60 mph was achieved in just over five seconds and the car was geared for 150mph through the 5-speed manual transmission. The suspension was fully independent with torsion bars, McPherson struts and anti-roll bars. The total weight was just over 1,075 kilograms, which made the 2.7 MFI a very fast car in its day and in fact, it was the fastest production 911 until the late 1980's. In total, 1,647 MFI Carrera Coupes were built for Europe/non-US markets during this three-year run, along with 631 Targas, with total production figures not vastly outnumbering that of the original 1973 Carrera RS. 

This 2.7 Carrera is a genuine UK-supplied, right-hand drive car and appears to have been built in August 1974 as one of the very first of the 1975 Model Years production run. The chassis number is 0096 and the engine number is similarly low at 665 0130 suggesting it was one of the first 1975 M/Y cars off the line. It was delivered to the UK in September 1974 and registered to its first owner on the 23rd of that month. The 2.7 MFI was often the second choice for buyers in 1974 as the RS or RSL were simply too expensive or, more likely, impossible to find so it was no surprise that a number of these cars were subsequently transformed into RS lookalikes. The extent of these modifications and any mechanical alterations will be detailed here as soon as we receive the appropriate invoices from our vendor.

In 2008/2009, KLM 544N was converted to a spec that would enable it to run in 'Regularity Rallies' with much of the work carried out by the Francis Tuthill Workshops in Banbury, probably the most highly respected specialists in this field and certainly vastly experienced in preparing 911s for demanding rallies. They have continued to assist in the running of the car and we understand that KLM has now competed in some 53 events in the UK and Europe, with roughly half of those being multi-day events that could last up to a week. One of the most notable was the gruelling 2018 HERO LeJog Reliability Trial, which winds its way up through 1,500 miles of the UK from Land’s End to John O’Groats, the most southerly point of England to the northernmost tip of Scotland. It challenges crews with incredibly tough navigational challenges, difficult terrain and a schedule that doesn’t really allow for sleep. If you can survive LeJog, you earn serious rally kudos. To quote Petrolicious, "Of the 71 starters, just 51 made it through the four days, three nights, 16 driving tests and 31 regularities to the finish, with retirements due to mechanical failures, accidents and sheer exhaustion". Not only did this cracking Porsche make it through, but it also won a Gold Medal demonstrating its mechanical reliability and overall capability. Naturally, with years of successful competition, there is a fair amount of magazine features and articles written about

• Subaru's 'factory' Impreza S12B (WRC2007) campaigned in six rounds of the 2007 WRC by Petter Solberg

• Accompanied by its FIA Gold Book confirming that ‘PR0GDB06014’ finished 2nd in Rally Portugal and 3rd in Greece

• Campaigned in several rounds of the 2008 and 2010 WRC by Mads Ostberg. Finland 2010 (7th) and Rally GB 2010 (9th)

• Recent engine, gearbox and turbo rebuild by respected marque and model experts

• On offer with a large spares package (a full list will be available at the sale)

• Poignantly, the last car driven in public by the late, great Colin McRae (2007 Goodwood Festival of Speed)

• A real collector’s item - special provenance but still able to be used for what it was originally designed to do

Subaru's first venture on to the world rally stage was at the 1980 Safari Rally with the less than competitive Leone model, and the arduous African event would remain the focus of the firm's rally campaign for those first few years. In 1990, the commencement of what would turn out to be a highly successful partnership with the Prodrive of Banbury enabled Subaru to undertake a full international season for the first time. Despite adequate power from the Legacy 4WD's turbocharged engine, and the presence of Finn Markku Alen in the Prodrive works team, outright victory at international level continued to prove elusive, though Scot Colin McRae's back-to-back RAC Open Championships in 1991 and 1992 hinted at greater things to come. Following the arrival of the new Impreza Turbo model in 1993, Subaru made its long-awaited breakthrough in August of that year when Colin McRae/Derek Ringer in the Prodrive-prepared Impreza 555 won the New Zealand Rally, the marque's first major international success. The following season brought three more World Rally Championship (WRC) victories – two for McRae and one for Carlos Sainz – before Subaru finally achieved its long-sought goal of outright victory in the World Championship in 1995. In a closely fought contest, Subaru team-mates McRae and Sainz won five of the eight rounds between them – the split being three/two to the Spaniard – with the Drivers' Championship eventually decided in the Scot's favour by virtue of his greater consistency. Subaru also claimed the Manufacturers' title, a feat it would repeat in 1996 and again in 1997. Further Drivers' World Championships were secured in 2001, courtesy of the late Richard Burns, and in 2003 when Petter Solberg emerged triumphant. Subaru pulled out of the WRC at the end of the 2008 season citing the economic downturn then affecting the automotive industry for their withdrawal.

According to the accompanying Gold Book, the stunning Subaru Impreza WRC S12B (PRO.GDB.06.014) on offer here was campaigned in six rounds of the 2007 WRC driven by the legendary driver, Petter Solberg and some notable results include a worthy second place in Rally Portugal and a hard-fought third in Greece in the talented hands of the Norwegian ace.

The FIA Gold Book also notes entries during the 2008 season in the Rally Acropolis and Rally Finland with the up and coming Mads Ostberg at the wheel. Mad’s continued to campaign this car in two rounds of the 2010 season at Rally Finland (7th) and Wales Rally GB (9th). 

In private hands in more recent times, our enthusiastic vendor has owned this very special car for the past four years and he has clearly cherished it under his caring ownership. FT56 SRT has enjoyed significant recent expenditure with ex-Prodrive employee and model expert, Graham Sweet, who has rebuilt the engine, Jason Bridge the gearbox and WRC Spares the turbo returning this important rally car to full health and ready to do what it was designed for. We understand that the car has only covered a few bedding-in miles since.

On a separate, rather more poignant note, this particular Impreza was demonstrated at the Goodwood Festival of Speed in 2007 by the late, great Colin McRae and, sadly, was to become the last car he ever drove in public.

Offered with a decent spares package (list available upon request), this amazing S12B (#014) continued to be developed during the whole of the 2007 season and with Subaru having decided during 2008 that this was to be their last year and turning off the financial taps, it's fair to assume that #014 is likely to be one of the most technologically advanced Impreza’s ever made.

• A road-legal Ginetta racer – a previous GRDC Championship winning car

• Currently owned by Wheeler Dealers presenter and TV personality, Ant Anstead

• 150bhp Ford Zetec 1.8-litre four, Quaife ATB diff, 5-speed box, Avon ZZRs

• New engine and clutch fitted as a precaution by Ginetta in 2017, little use since

• Built with the track day enthusiast in mind, light, agile and offers exceptional handling

Whilst Ginetta’s history stretches right back to 1958, the G40 is a fairly new offering. Launched in 2010 it represented a significant development of the G20 open-top racer that came before it. With around 150bhp and weighing 820kg, performance is at the next level, but it stayed true to the G20’s simple, lightweight philosophy to ensure it remained relatively affordable to buy and run. The motive power unit is a Ford Zetec 1.8-litre four-cylinder with drive sent rearwards through a Mazda MX-5 sourced H-pattern five-speed manual gearbox and a Quaife ATB diff. Grip is provided by a set of sticky Avon ZZR tyres.

According to the Ginetta Racing Drivers Club website the G40 GRDC is “Built with the track day enthusiast in mind, the G40 Club offers a pure driving experience. Fully road legal yet able to withstand the rigours of track driving, the G40 is light, agile and offers exceptional handling”.

The car was created to offer an entry-level opportunity to anyone who was considering getting involved in motorsport but didn't feel able to commit to a full championship. To quote the GRDC website again "The perfect way for amateurs to test their mettle at racing, our all-inclusive Ginetta Racing Drivers' Club package is designed specifically for the first-time racing driver. Alongside fellow Club members, we equip our GRDC drivers with all they need to get racing each other in our four-round, UK series in their very own, road-legal, G40 Club Car". 

The well known and respected TV personality, Ant Anstead, needs no introduction and amongst his many activities, he is probably best known as the likeable presenter of the popular Wheeler Dealers show on the Discovery channel. Ant bought this Ginetta a few years ago after it had won the GRDC championship but the time has come for someone else to enjoy this road-legal pocket rocket.

It's had very little use since 2017, when a brand new engine and clutch were fitted by Ginetta, purely as a precaution we understand. The odometer shows just over 8,000 miles but the engine mileage is significantly lower. Priced attractively, this special little car offers very good value and the ability to drive to the circuit, race hard and then drive home again.

• The Elan +2 (Type 50) was introduced in 1967 with a longer wheelbase and two rear seats

• This example (50/2072) dates from late 1969 and was converted to a race car three years ago

• 180bhp, 1600cc Twin Cam built by the legendary Gathercole Race Engines. Only three races

• Standard rear chassis, clad space-frame front. Straight-cut 3J gearbox

• Billet rear axles, Billet front hubs, 26R-type with 5-peg fittings and Bilstein dampers all round

• Well prepared and race-ready. Full mechanical spec and safety equipment on request

• Eligible for Classic Sports Car Club 'Swinging 60s', sprints, hill climbs and more

Elan + 2 (50/2072) appears to have been completed on the 10/11/1969 and presumably was sold to its first owner in early 1970. We understand that it was prepared for club racing around three years ago and certainly looks to be professionally put together. The rear chassis is standard with a clad space-frame front. We are advised that the 1600cc Twin-Cam was built by the talented engine builders, Gathercole Race Engines in Peterborough, and has only raced on three occasions. Power output is 180bhp fed through a straight-cut 3J gearbox and a limited-slip diff. It utilises Billet rear axles, Billet front hubs, 26R-type with five peg fittings and Bilstein dampers all round. The car sits on silver Minilite-style alloys with three-eared knock-offs.

The interior is functional with a 6-point roll cage with driver's side door bar, bespoke alloy dash, competition seat with a full harness, Firesense plumbed-in extinguisher system, ignition cut-outs and data-logging etc. Fuel is pumped forward from the competition fuel cell by a Facet pump and Aeroquip lines. Smartly presented in red and white the whole car seems well prepared. As always, we advise potential buyers to check the currency/validity of any dated/lifed safety items.

Eligible for Classic Sports Car Club 'Swinging 60s', possibly HSCC Guards Trophy and lots of Hill Climbs and Sprints, this rare Elan + 2 racer could be a stylish entry into the world of club motorsport.

• Chassis #660332 left Browns Lane on 22/11/1950 finished in Suede Green with a matching interior

• Supplied by Henlys of London in mid-December 1950 to Mr Philip Fotheringham-Parker

• He promptly lent it to his friend Duncan Hamilton who proceeded to race it at National and International events 

• Raced extensively with much success during the 1951 season by Hamilton

• Restored to its early race specification during 2011 and since maintained regardless of cost

• Subsequently successfully completed the Mille Miglia (twice) and the Le Mans Legends support race

• Offered with a comprehensive history file, this is a unique opportunity to acquire LXF 731, an important part of Jaguar's motorsport history

LXF 731 (660332) came off the Browns Lane assembly line on 22/11/1950 and was delivered, through Henlys of London, to its first owner a Mr Philip Fotheringham-Parker a little over two weeks later classically finished in Suede Green with a matching interior. Fotheringham-Parker was a typical amateur racing driver of the immediate pre-and post-war years combining sufficient levels of wealth, talent and enthusiasm to enjoy a respectable level of success in both national and international events. His first competition forays were with an Alvis at Brooklands where, in 1932, he had the unpleasant experience of losing control in the wet and going over the top of the banking. Escaping this accident without serious injury he subsequently drove a Lancia Lambda and Ford V8 in other meetings at Brooklands and Donington Park.

Unfortunately the outbreak of the Second World War interrupted his promising career and by the time racing had re-started he was already 38 years of age and considerably older than many up and coming drivers, including his good friend ex-Lysander pilot and ebullient character, Duncan Hamilton. In spite of this, Fotheringham-Parker continued to race and achieved some success with his pre-war Maserati including a second place in the Wakefield trophy at the Curragh in 1949.

With the successful competition debut of the XK120 at Silverstone in 1949, Fotheringham-Parker was naturally keen to join the growing list of drivers who were keen to acquire one for themselves and immediately confirmed his order. When the car arrived in late 1950, he promptly honoured the promise he had made earlier in the year and lent it to Hamilton to prepare and race at national and international events throughout 1951. This was the start of a very fruitful relationship between the Jaguar marque and Hamilton, culminating in victories with the works team at Le Mans in 1953 and Rheims in 1956.

The first recorded event for LXF 731 was the 1-hour production car race at the Daily Express Silverstone International Trophy Meeting held on 05/05/1951. With Hamilton at the wheel, LXF 731 came home in third place behind Stirling Moss and Charles Dodson. The next outing at the Portuguese Grand Prix on June 17th was less successful with Hamilton retiring but he soon made amends by securing two victories in the XK120 at Boreham in the Williams Lyons Trophy race and the Unlimited race on August 11th. A week later Fotheringham-Parker himself would earn a brace of second places at Goodwood in the Sports Car and Handicap races at the BARC 7th members meeting while Hamilton would complement this with two handicap second places of his own. At the September Goodwood International Meeting, Fotheringham-Parker would finish a respectable fifth in the Sports Car race and third in the Handicap race against strong opposition in both events including Moss driving the new C-Type, chassis XKC001. An entry at Winfield in October wrapped up the 1951 season and, with the arrival of Jaguar’s new sports racer, both Hamilton and Fotheringham-Parker decided that a faster car was needed for 1952; consequently Hamilton upgraded to a C-type, driving XKC004, and Fotheringham-Parker moved on to drive an HWM-Alta.

However, this was not the end of LXF 731’s competition career and the car was soon seen in action at the hands of C M Kemp on the RAC and Morecambe Rallies in the spring of 1952. It returned to Silverstone on August 30th where Kemp took part in the 750 MC Six Hour Relay race driving for the Sporting Owner Drivers Club team who finished fourth overall. His XK120 was the highest finisher beating those of more accomplished drivers such as Jim Swift and Denis O’M Taylor who had been rather severely handicapped. Competition appearances for LXF 731 declined thereafter but it

• Originally built by David Sutton Motorsport to FIA Appendix K regulations

• The brief was to source the best period shell available for Roger Clark and Tony Mason

• This left-hand drive car was sourced in California (Autumn 1990) and prepared for the 1991 Autoglass RAC Rally

• Featured in Autosport/Top gear (1992) when Colin McRae and Roger Clark swapped cars

• Multiple rally wins and class wins during the nineties. Last rallied in 2004

• Purchased in 2010 and occasionally used for corporate demonstrations/Goodwood Festival of Speed etc.

• The car’s original preparer (ex-DS Motorsport) still looks after its regular maintenance

• Current V5c and rally-ready (apart from some out of date safety items)

Offered here is an historic rally car built by world-renowned experts David Sutton Motorsport to FIA Appendix K regulations. The brief was to source the best period shell available for Roger Clark and Tony Mason to compete in various high profile events and a left-hand drive Lotus Cortina was imported from California in the autumn of 1990 and prepared for the 1991 Autoglass RAC Rally where Roger Clark and Tony Mason finished 7th overall. Roger also finished third overall on the Charringtons RAC Rally in 1992 with David Nicholson co-driving.

Later in that year Colin McRae and Roger Clark swapped cars for Top Gear and Autosport magazine feature where they each drove the Lotus Cortina and Colin’s Rothmans Subaru Legacy. The magazine is on file and the film features on YouTube  https://www.youtube.com/watch?vbIt_npqFNdQ

The Cortina also competed in other historic events such as the Classic Marathon, Circuit of Ireland, Killarney Rally of the Lakes, Welsh and Scottish rallies with many class wins and overall victories in the nineties. The car's final outing was in 2004 and remained in storage until being purchased in 2010 by one the country’s leading historic rally preparation teams for corporate demonstrations and outings at the Goodwood Festival of Speed around their rally stage. Preparation and maintenance have been entrusted to an ex-David Sutton senior technician who helped prepare the car in the nineties so it remains basically rally ready but obviously, as it's not being used competitively, some of the safety equipment will be out of date.

The full specification includes; Fully prepared body shell with Safety Devices bolt-in roll cage, Nick Stagg engine on twin Weber carburettors and twin cable throttle linkage, Close-ratio straight-cut gearbox, limited-slip differential, Bilstein suspension, Bias pedal box, Alloy fuel tank foam-filled, Twin Facet fuel pumps, Fully aero-quipped, Recaro seats on alloy brackets, Safety Devices seat belts and a 'Motorsport' wiring loom.

Supplied with the Cortina are its current V5c (Historic Vehicle), its original California registration history, original HVIF from 1991 and then again from 1995, and its original RAC logbook.

This very well built and maintained historic rally Lotus Cortina represents a great opportunity to get involved in the historic rally scene with the added cachet that it has been driven by two of Britain’s greatest rally legends.