• One of Abarth's most successful and iconic models. 982cc, OHV in-line 4-cylinder engine

• Single downdraft Weber, 68bhp at 6,000 rpm, 5-speed close-ratio gearbox

• 4-wheel disc brakes, independent front suspension, rear swing axle/coil springs

• Just four owners and, we’re informed, only 27,000km from new

• Largely original and unrestored condition. Eligible for a variety of classic rallies or other driving events

The Fiat-Abarth 850TC Berlina (Turismo Competizione) was introduced towards the end of 1960 and utilised the Fiat 600 bodywork with some modifications, most notably a boxlike structure ahead of the front bumper which held the engine's oil cooler and extended wheel arches to accommodate wider wheels.

In parallel with the 850TC was the larger 1000TC designed essentially for competition. They became popular in the States where they were aggressively raced against Mini Coopers in the 'D Sedan' class and provided plenty of competition for the British-built Coopers. They were so competitive that they were eventually banned from SCCA competition entirely. The 1000 TC evolved over several years and a variety of improvement programs implemented by Abarth kept them competitive. As such, they represented the last and most potent evolution of these models and with continued development were raced successfully well into the mid-1970s before being eventually banned in most classes!

The first 1000 Berlinas appeared in 1962 and used a version of the Fiat 600D engine. Prepared for road racing and track use, these cars helped win points in the 1000cc Touring Car Class. They were initially limited to only 68 bhp but managed a respectable 32nd at that year's Rally Monte Carlo. In 1964 the racing version was replaced by the Berlina Corsa which incorporated a variety of overall improvements.

This lovely example is powered by a 982cc, OHV in-line 4-cylinder engine with a single downdraft Weber, producing 68bhp at 6,000 rpm and mated to a 5-speed close-ratio gearbox. It features four-wheel disc brakes, independent front suspension and a rear swing axle with coil springs.

It's UK-registered, left-hand drive and we are informed that it's largely original and unrestored, has been enjoyed by four owners and has covered less than 27,000km from new. It certainly appears very smart and, as very few of these iconic little Abarth racers are seen in the UK, we imagine that it would be made most welcome at any number of motorsport events.

• What an opportunity – two specially commissioned Jaguar GT4 cars and spares package in one lot with an amazing story

• Invictus Games Racing was a collaboration between James Holder, co-founder of Superdry and the Invictus Games Foundation

• The Team's mission was to give WIS servicemen or women the opportunity to experience the adrenaline of competitive racing and to inspire others to embrace the ethos of the Invictus Games of Triumph over Adversity

• Two F-Types were developed and built to GT4 specification by Jaguar Land Rover SVO’s bespoke division

• Key modifications to the F-TYPE SVR include optimising the 5.0-litre supercharged V8 petrol engine for competition use, fitting motorsport-specification brakes, wheels, tyres, suspension and transmission components and converting the all-wheel-drive SVR to rear-wheel drive

• #JLRS.VOG.40002 raced in '18/19 as ‘Car 44’. #JLRS.VOG.40003 raced in '18 as ‘Car 22’ and test car in '19

• Sold as one Lot, including a significant spares package, these are unique cars with a unique story

According to their website, “The Invictus Games use the power of sport to inspire recovery, support rehabilitation and generate a wider understanding and respect for wounded, injured and sick servicemen and women”.In 2018, Invictus Games Racing was set up with the aim of selecting a group of wounded, injured and sick (WIS) veterans of the British Armed Forces to compete in the 2018-19 British GT Championships as part of a new motor racing team in specially-designed  Jaguar sports cars.

Invictus Games Racing was a collaboration between James Holder, co-founder of the successful clothing brand Superdry, and the Invictus Games Foundation. Holder commissioned Jaguar’s Special Vehicle Operations (SVO) division to develop and build two bespoke F-TYPE SVR racing cars to GT4 specification in which the selected drivers could compete. The team’s mission was to give WIS servicemen or women the opportunity to experience the adrenaline of competitive racing and inspire others to embrace the Invictus Games ethos of 'Triumph over Adversity'.

At the launch of the programme in 2018 John Edwards, Managing Director of Jaguar Land Rover Special Operations, said, “The F-TYPE SVR was the first series production Jaguar developed by SVO, exemplifying our precision engineering, performance and design capabilities. It’s appropriate that this specially-commissioned F-Type SVR will be the first SVO-designed race car to hit the track. While the F-Type SVR is all about duality – the 200mph all-weather supercar that you can drive every day – this bespoke commission is 100% competition focused. SVO’s world-class attention to detail in high-performance design and engineering are inherent in both.”

Key modifications to the F-Type SVR include optimising the 5.0-litre supercharged V8 petrol engine for competition use, fitting motorsport-specification brakes, wheels, tyres, suspension and transmission components and converting the all-wheel-drive SVR to rear-wheel drive. 

During the 2018 season, competing in the ultra-competitive British GT championship, the team and drivers went through the usual steep learning curve when competing in the high profile GT series in the UK. The renowned motorsport engineering company, David Appleby Engineering, who have been running competition cars for over 30 years, worked hard behind the scenes with Jaguar’s SVO’s division to ensure the impressive rate of development in both car and driver.All of this hard work came to fruition during the 2019 season:

• Oulton Park Race 1: 1st GT4 Pro-Am (6th GT4 Overall)

• Oulton Park Race 2: 2nd GT4 Pro-Am (2nd GT4 Overall)

• Snetterton Race 2: 2nd GT4 Pro-Am

• Spa: 2nd GT4 Pro-Am

For reference, #JLRS.VOG.40002 was campaigned in the 2018/2019 as ‘Car 44’ and #JLRS.VOG.40003 campaigned in the 2018 season as ‘Car 22’ and was used as the test car in 2019 season.

As the story behind this amazing project is unique, along with the fact that these two cars were specially commissioned by Jaguar Land Rover themselves, Silverstone Auctions have decided to offer both cars and the significant spares package as one Lot at our 2020 Race Retro Competition Car Sale. Please note that the spares will not be at the sale b

• No expense spared initial build, now running the latest spec Rob Beere engine

• Full FIA papers from 2016 obtained to compete successfully in the 2018 Le Mans Classic

• Placed on pole position by Win Percy at the Goodwood Revival in 2004

• 304bhp, all safety equipment up to date, a dialled-in, proven car ready to race

This beautiful 1959 Jaguar 3.4-litre Saloon was initially prepared to race by a wealthy businessman in 1990 with a ‘money is no object’ budget. He competed in the Mark I for a number of years before the car was fitted with hand controls to enable Win Percy to race at the Goodwood Revival in 2004 which he did with some success having put the car on pole. Our vendor purchased the Jaguar in 2014, removed the hand controls and had the car commissioned by Advanced Engineering ready to race once again The car was raced with great success often winning in class at many events across Europe in the Jaguar Heritage Challenge. FIA papers were obtained for the car in 2016 to allow our vendor to race in the 2018 Le Mans Classic and they remain valid until 2026. After supplying evidence to the FIA that 3.4-litre cars raced in period with triple SU carbs, this car has been granted papers with this performance-enhancing setup. Boasting the very latest specification Rob Beere engine (only three hours use since) producing a reliable 304bhp at the crank with the optimum chassis set up (full details available on request) this Mk I is fast, predictable and dependable. It’s fitted with a straight cut, close-ratio gearbox with a competition clutch and modified LSD by BTA. Brakes were taken care of by BG Developments to provide maximum stopping power within the limitations of FIA regulations.

Our vendor is a veteran racer with a long and interesting racing career including podiums with motorcycles at the Isle of Man TT and is a knowledgeable gentleman with a lifetime’s experience of looking after and setting up competition cars and bikes. Between races, the car has always had fresh fluids and only been worked on where necessary by the best in the business. Sadly, the car is now being offered due to slightly impaired vision.

Well known and highly regarded within Jaguar circles, it is with pleasure that we offer you the opportunity to own and continue the successful racing career of this Jaguar Mark 1. All safety equipment is in date and with current FIA papers, this car is eligible for, and would be welcome at, prestige motorsport events all over Europe. Offered with a spares package including a cast iron manifold for FIA events, all related paperwork, pictures including a signed image of Win Percy on pole at Goodwood and a CD with the Rob Beere engine build/full spec.

Last raced by Andy Wallace at Silverstone in 2019 his comment after winning the class was "That is a fast predictable Mark 1 and great fun to drive”.

• Built by one of the foremost experts in the development of SWB Quattros in the market today

• Forged 2.2-litre, 5-cylinder Porsche Development RS2 ADU engine

• Running at low boost to around 500bhp but potentially rated up to 1,000bhp

• O1E six-speed manual gearbox with sequential shifter. Absolutely massive spec

• FIA-approved safety equipment (8-point cage, fuel cell, harnesses, extinguishers etc)

• Correct 'HB Audi Team' period livery with hand-painted sponsor graphics

• Full MSA Papers for Time Attack, Hill Climbs, Sprints, Festival of Speed, Race Retro etc

• This is a very accurate re-creation and will do, pretty well, everything that the original could

The original Audi Sport Quattro S1 E2 was introduced at the end of 1985 as a development of the Sport Quattro S1 and featured an inline 5-cylinder engine that displaced 2,110cc and generated an officially quoted power output figure of 473bhp. The turbocharger utilised a recirculating air system allowing the engine to resume full power immediately after the resumption of full throttle, reducing turbo lag considerably. In addition to the improved power output, an aggressive aerodynamic kit was added that featured very distinctive wings and spoilers at the front and rear and the car's weight was reduced to 1,090kg.

The Evo 2 made its debut at the 1985 Rally Argentina, with Stig Blomqvist driving and the car enjoyed much success on the rally circuit, with Walter Röhrl, Christian Geistdörfer and later Michéle Mouton. The S1 E2 would become the final Group B car produced by Audi, with the works team withdrawing from the Championship following the 1986 rally in Portugal.

In the world of rallying, those years represent the golden era. Group B took the World Rally Championship and turned it on its head. In a matter of just a few short years, factory-backed cars doubled their power output and were packed full of cutting edge technology and exotic components. Many people likened them to Formula 1 cars for the gravel, and that wasn’t far from the truth. But they were too fast and ultimately too dangerous, which is why we will, unfortunately, never see anything like Group B in the WRC ever again.

However, there will always be enthusiasts who would love to own a mid-eighties Group B car but with such small numbers of competition cars built during the heyday, owning a proper Works-spec machine is a privilege that only a few can enjoy. Most surviving cars are in collectors hands and subsequently don’t come up for sale very often and when they do there’s the small matter of price, which is anything but. So what to do if you crave a slice of Group B, but can’t lay your hands on the real thing? The answer may well be here.

The car we are presenting here is one man’s tribute to these sporting icons.  Blending the front end of an Audi 80 Saloon and a Coupe back end, in exactly the same way as the originals, our vendor's engineers set about building a usable re-creation of an SWB Quattro for time attack, hill climbs and sprints. With an outstanding reputation for his knowledge of all things Audi of the period, he set about creating this masterpiece.

The power unit is a fully forged, 2.2-litre, 5-cylinder Porsche Development RS2 ADU engine fitted with JE pistons, Jamo Rods, Race-King shells, ARP Crank and Head bolts, Race Cams, ported and flowed CNC head, a solid engine cover, and an Auto-Verdi dry-sump set up. It has an S1 Borg Warner Turbo with a large intercooler, modified intake manifold, twin Bosch 044 pumps, a custom Swedish Header and all lines are Aeroquipped. Fresh cambelts and new gaskets throughout. Engine management is by Maxx Sport and, even running at low boost, will produce 500bhp. The engine was tuned and set-up by the legendary Keith Edwards who believes that it might be possible to take it up to 1,000bhp safely.

The gearbox is a 01E 6-speed manual with a sequential shifter and a quick-release 90mm single piece prop shaft. The car is fitted with sold-mounted subframes with solid top-mounts, KW Coil-overs, Group B tubular T45 rose-jointed lower arms with poly bushes, poly-bushed roll-bars front and rear, S2 5x112 Hub Carriers, RS2 drive shafts, big brakes and Compomotive 16x9 S1 wheels wearing Hankook FIA slicks.

The

• Originally built by Kelsport for the 2001 Autobytel Lotus Motorsport Elise Championship

• Professionally prepared and smartly finished in Monaco White and Lotus Racing Green

• 220bhp K-Series built by Damico (two hours use since full rebuild). Emerald M3DK ECU

• PG1 gearbox/Quaife internals rebuilt by John Danby Racing in 2018. Quaife LSD

• 'Multimatic' suspension refresh in 2017. Lotus Racing AP 4-pot front and 2-pot rear calipers 

• O.Z split-rims and spare set. 6-point roll cage, carbon race seat and a 6-point harness

• A competitive race car suitable for a variety of championships or track days (not road-legal)

This smart Lotus Elise S1 Race Car was originally built in 2000 by Kelsport to compete in the Autobytel Lotus Motorsport Elise Championship in 2001. It was raced between 2001 and 2007 in the Autobytel Lotus Motorsport Championship, 750 Motor Club Roadsport series and the LMA Euro Saloon Championship, later competing in the 2015 750 Motor Club Cartek Road Sports Endurance Series. In 2016 and 2017 it was prepared for the Classic & Sports Car Club New Millennium Series achieving a class win in 2016 and the following year won the series with 6 class wins. The Elise was more lightly used in 2018 with just two outings in the MSVR Trackday Championship.

The car features Lotus Motorsport Exige bodywork and rear wing and an offset driver's seat to improve weight distribution. The specification includes a 220bhp K series engine built by Damico (2 hours use since full rebuild), PG1 gearbox with Quaife internals rebuilt by John Danby Racing in 2018, Quaife LSD, Multimatic suspension refresh in 2017, Lotus Racing AP 4-pot front calipers and Lotus 2-pot rears, OZ split-rim wheels + a spare set, Emerald M3DK ECU, Lotus Motorsport steering arms and gear linkage, rearview camera, 6-point roll cage, carbon race seat and 6-point harness.

The Elise appears professionally prepared and certainly presents well in Monaco White with a Lotus Racing Green stripe, spoilers and skirts, black wheel centres and a carbon rear wing. It appears to be ready to race, however, we would advise interested parties to check the currency of any 'lifed' safety items (extinguisher, seats, belts etc). Please note that the car is not road registered or legal for road use.

With its purposeful Lotus Motorsport Exige bodywork, this little Series 1 Elise racer really looks the part and, being eligible for a number of different championships, could offer an ideal entry into competitive motorsport. 

• Five wins, five fastest laps, finished 3 rd  that year behind teammate Matt Neal and Yvan Muller

• Won all three races at Round 2 at Thruxton and two in Round 10 at Brands

• Subject to a top-to-toe extensive overhaul which included a new Neil Brown BTCC engine (as original) and fully refurbished X-Trac gearbox (over £44,000)

• Paint, steering, suspension new hubs/struts/fuel lines etc. to get the car into its current, ready to race, condition

• BTCC Technical Logbook and HSCC Identity Form confirming it qualifies for Super Touring Car Challenge, Class ST4

• These were Championship winning cars in 2005 and this is the last Halfords car in the UK

• Three additional sets of refurbed wheels and tyres with a selection of parts for sale separately

Having had to fully develop the Honda Integra DC5 Type-R from a road car and consequently missing most of the pre-season testing, the team at Team Dynamics Motorsport under the guise of Team Halfords commenced the 2005 British Touring Car Championship with no clear idea of how competitive they might be. The record books tell the story, however, with drivers Matt Neal, Dan Eaves and latterly Gareth Howell sharing a record-breaking season wrapping up the Drivers, Teams, Independent Teams and Independent Drivers championship making it one of the most successful debut seasons of any team in modern BTCC history. In fact, the only trophy they didn’t win that year – the manufacturers – they were not eligible for!

Team Halfords' driver Dan Eaves became the first driver in the history of the BTCC to win three races in a day at Thruxton on May the 1st, the 29 year old was the class of the field as he guided his Honda Integra to victory in each of the day’s races despite having started virtually at the back of the reversed grid for Race 3. The car we are offering today is that Dan Eaves car #TD-02.

Now painted Pink and Black, TD-02 was campaigned during the 2006 BTCC by the experienced Dave Pinkney with the car run by Motorbase Performance. 

#TD-02 was purchased by our vendor in late 2016 with a view to competing in HSCC Super Touring Cars in 2017 and subsequently the expanded Super Touring Car Challenge in 2018. It was immediately fully rebuilt and subject to a top-to-toe extensive overhaul which included a new Neil Brown BTCC engine (as original) and fully refurbished X-Trac gearbox (over £44,000). No expense was spared returning the car to 100% race-ready and refinishing it in Dan Eaves, Team Halfords' colours with all the appropriate graphics. Having had two enjoyable seasons racing as a father and son team, our vendor has found that he no longer has the time to devote to this and is reluctantly offering the car for sale.

It's accompanied by the BTCC Technical Logbook and HSCC Identity Form confirming it qualifies for Super Touring Car Challenge, Class ST4. A full spec sheet and details of the cars rebuild are available at our Documents Desk and we understand that three additional sets of refurbed wheels and tyres and a selection of spares are available for sale separately.

• Powered by the same 3.9-litre, turbocharged V8 as the 488 GTB road car (660bhp/570lb.ft)

• Race-focused engine mapping and shorter gear ratios for its dual-clutch transmission

• 488GTE-inspired aerodynamics, different bonnet, bumper, side vents and rear wing

• Finished in sparkling Rosso Corsa. Delivered in 2018 and has covered less than 5,000 km

• Optioned with a passenger seat, upgraded front dampers and car-to-pits radio system

• Proven to be very competitive with fastest laps, pole position and a number of podiums

• Immaculately prepared by established FF Corse and now ready for its next owner to enjoy 

If you exclude the Italian-market 208 GTB Turbo tax-break special of the 1970's and 1980's, the 488 GTB is only Ferrari’s second turbocharged mid-engined car after the F40. Its engine retains the flat-plane configuration of all Ferrari V8s and has a capacity reduced from the 4.5-litres of the 458 to just 3.9-litres but its power output has been raised by an incredible 100bhp. The car’s construction is still all-aluminium, Ferrari resisting as ever the lure of anything more than cosmetic carbon fibre in its production models, but even so, there are no fewer than 12 different alloys in its structure and body and, despite the additional turbos, wastegate and 20% increase in required cooling capacity, the 488 is still 10kg lighter than the 458 it replaces.

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 488 Challenge, the latest car specifically built for the marque’s single-make series. The concept is similar to the Challenge specification variants of the 348, F355, 360, F430, and 458, all of which were based largely upon their relevant road-going versions specifically developed with upgrades and lightweight materials to make them more suitable for the strains and stresses of one-make racing.

With each new model, Ferrari has pushed the limits on what it considers to be a suitable package for an amateur driver, perhaps accepting that Challenge entrants, although obviously sufficiently comfortably-off to spend their summers motor racing in Europe are now more likely to be focused athletes who take it a little more seriously and with the 488 Challenge Feratri has taken this mentality a little further, producing a car that is four seconds quicker than a LaFerrari around Fiorano.

Compared to the production 488 GTB V8, the Challenge's powertrain features specific engine mapping, optimised for racing and shorter gear ratios. The variable torque management has been modified to prompt the (perhaps comparatively inexperienced) driver to change gear at the optimal moment making maximum use of the performance characteristics of the turbo engine. In terms of dynamics, Ferrari's patented Slip Slip Control (SSC) software makes its first-ever appearance on a Challenge car. This is integrated with the vehicle's electronic dynamic controls and is calibrated, along with the traction control and E-Diff3, to improve turn-in, cornering, and acceleration out of corners ensuring that maximum traction is available throughout.

To enable Challenge drivers to tailor the car's handling to their driving style to an even higher degree, the vehicle control functions (traction and braking) are now governed independently, thanks to the adoption of three 'Manettinos', one is dedicated just to braking, while the other two, set either side of the steering wheel, govern the traction control and electronic differential.

Externally, a massive carbon-fibre rear wing from the 488 GTE dominates proceedings, with lower side skirts, a new bonnet, and a reprofiled nose section completing an aerodynamic package that apparently creates 10% more downforce than its predecessor, the 458 Challenge Evo. In the pursuit of weight loss, lightweight plastic panels replace the main windows and internally the car differs extensively from the road-legal version. Gone are the standard centre console, seats, dashboard, door panels, carpets, and trims, all replaced by a fully stripped-out motorsport cabin with integrated roll bar, fire-extinguisher system, racing steering wheel, and fixed racing bucket seat.

Finished in gleaming Rosso Corsa, 488 Challenge was de

• Built as a one-off special by TVR in 1985 with lightweight Kevlar and fibreglass bodywork

• Initially fitted with a 4.2-litre V8 but later developed using a 4.5  Rover/TVR V8

• Raced successfully by TVR Factory driver Steve Cole, 21 class wins out of 24 races

• Comprehensive history file. Extensive spares package including nose mould

• This car is an important part of TVR's racing history

In 1985, TVR Engineering Ltd had been developing a new lightweight body design to be combined with a high-performance V8 engine hoping to take on the competition in the 750 Motor Club Sporting Cars Magazine Road Going sports series and BARC (NW) Sports Saloon Challenge in the production class.

The resulting 420 S.E.A.C. (Special Equipment Aramid Composite) utilised a mixture of kevlar and fibreglass for the bodywork to keep weight down but not at the expense of rigidity. The bodywork had a shortened front end and incorporated a glass cover over the indicators, driving lights and licence plate. Widened front wheel arches bulge over special Compomotive split-rim road wheels front and rear on Bridgestone 225/50 x 15 tyres and flared sill panels run into the extended rear arches, with the back of the vehicle being dominated by a wide aggressive spoiler covering the entire boot lid.

The car first appeared as a race car in 1986 and, during the 1987 season, Steve Cole trounced the opposition amassing a total of 21 class wins (19 outright) from 24 races in the 750 Motor Club Championship. It was banned shortly afterwards when it became clear that TVR hadn't quite built the number of cars that they had claimed on the Homologation paperwork. The car was then used for promotional purposes and the occasional race, including a race in Macau, after which it spent a couple of years in Singapore before returning to the UK in 1990. Subsequently, between 1994 and 2010, it enjoyed occasional outings in Sprints and Track Days before being purchased by our vendor in 2012.

He prepared the car as a show car, refurbishing it completely and returning it to the colour and livery it wore as a factory race car in 1986. It's still fully equipped to go racing and is powered by a Rover/TVR V8 dry sump race engine now taken to 4.5-litres in the configuration of the early TVR Tuscan Challenge cars.

It has solely been used as a display and show car since then, including being on the TVR Car Club stand at the NEC in November 2012.

**Catalogue Amendment**

Car is fitted with a Rover/TVR 4.5 lt dry sump V8 not the TVR AJP as listed in the A5 catalogue

• Full-race SD1 professionally prepared for modified production saloon car championships

• Rover 4.6-litre V8, TVR T5 Quaife 5-speed, multi-link Volvo axle with Watts linkage

• Four x Dellortos, Pipercross filters, belt-driven external oil pump, tubular exhaust manifolds

• Brakes, suspension, electrics and safety equipment all prepared properly. Big spec

• Steel shell, lightened doors/tailgate, fibreglass bumpers, arches and polycarbonate windows 

• Presents well but could be painted to replicate one of the legendary Group A Rovers

Offered here is a Rover SD1 that has been built as a very quick, modified production saloon powered by a Rover 4.6-litre V8 engine. The comprehensive engine specification includes a cross-bolted block, four downdraught Dellorto carburettors, Pipercross air filters and a belt-driven external oil pump. It has a tubular exhaust manifolds, high torque starter motor, race alternator, large race alloy radiator and remote oil filter and oil cooler. Ignition is courtesy of an MSD multi-spark management system with cockpit advance and retard. The front cross member has been fabricated to allow the engine to sit very low improving the centre of gravity.

The gearbox is a TVR T5 Quaife 5-speed built by Competition Services coupled to a multi-plate racing clutch. The rear axle is a modified Volvo unit with an LSD, oil cooler and pump and is a live multi-link with Watts linkage. The front brakes are AP with four-pot calipers and 303mm vented grooved discs. The rears are Lockheed two-pot calipers with vented and grooved 270mm discs and the braking system is cockpit adjustable. The front suspension is coil-over with Koni dampers and fully camber adjustable and the rear suspension has adjustable dampers. The exhaust is BTB custom with a packable rear silencer to comply with noise regulations at a variety of events.

The body shell is steel with lightened doors and tailgate and the multi-point roll cage picks up on the front and rear suspension turrets. The bumpers, arch mouldings and bonnet are fibreglass and the windows are polycarbonate. The large alloy fuel tank has a pump with pressure adjustment and has a fully plumbed in fire extinguisher. The electrics are state of the art with an Anderson plug, Varley battery, Stack logging tachometer and the necessary gauges. The Rover is offered with eight split-rim Revolutions with Toyo 888 tyres and Hoosier wets.

This quick Rover SD1 is eligible for a number of championships and it would be fun to present it as one of the iconic Group A cars from the mid-eighties (TWR-Bastos, ICS, Marlboro, Sanyo, Hepolite or Istel). Incredible performance at a very realistic guide.

• Built by Crosslé in Northern Ireland in 2013 for Nick Ledger and raced for three seasons

• A continuation car built in the same factory as the original and successful 1960's race cars

• Acquired in 2016 and used for occasional track days. Meticulously maintained since

• Dunnell-prepared, 2-litre Ford Zetec producing 220bhp, Hewland Mk 9 gearbox and LSD

• Tubular steel spaceframe (as the original 1966 design) incorporating an integral roll hoop

• Six-section bodywork in lightweight self-coloured fibreglass. Comprehensive spares package 

The 9S was regarded by many in the sixties as one of the most rewarding race cars to drive as well as one of the prettiest cars of its era – a claim that can justifiably still be made today. In 2005, when the FIA decided to permit the original manufactures of racing cars to produce continuation models to comply with the new HTP regulations, the opportunity for many historic racers to experience these values once again became a reality.

#C9S 66 66 is a late run car built by Crosslé in Hollywood, County Down in 2013 for Nick Ledger and raced successfully for three seasons. The build of this particular car is featured in a really excellent nine-minute video here. See: https://www.youtube.com/watch?vaK_LYqhNqbA

It was purchased by our vendor in 2016 but he has never raced it, only using it for occasional track days. We understand that the total running time during 2016/2017/2018 is around 16 hours (full details available). The car has been maintained throughout our vendor's ownership by an ex-race mechanic and remains in excellent condition. It's well known to the Crossle Race Drivers Club (CRDC) and according to their Chairman, Eammon Ledwidge, "The car is one of the best available and meticulously maintained".

Superbly finished in white with a green stripe and graphics, the car is powered by a modern and extremely reliable 2-litre, 220bhp, Ford Zetec engine prepared by Dunnell Engines, giving long-lasting service between rebuilds. It's supplied with two sets of Minilite wheels, three sets of tyres (slicks, intermediates and wets) and a fitted car cover. It has a long-range tank but currently, this has been replaced by a passenger seat with a new Schroth harness fitted in 2017 for Track Days.

The full technical spec of the 9S can be found here  https://crossle.co.uk/9SSportscar.html

With the appealing classic shape of sports racers designed in pre-downforce days combined with safe modern mechanicals and the support of a particularly friendly Drivers Club, this seems to tick, pretty well, all the boxes.

• Highly revered as one of the best-handling Porsche models ever

• Converted from a road car in 2008, to a race-ready competition car

• 2019 Full engine rebuild included a 'knife-edge' crank and uprated pistons

• In Grand Prix White, with a full roll cage, lightweight wings, lightweight 968 Turbo front end

• Has been campaigned in the Aston Martin Intermarque Championship on various occasions

• We understand the car is on the button, ready to race (apart from pre-race prep) and comes with a set of spare wheels and a Recaro SPG seat

In 1993, with the arrival of the stripped-out, back-to-basics 968 'Club Sport' Porsche had created a car tailored for the driving enthusiast and, in particular, one with competition potential.

This was achieved by removing all luxury-orientated equipment from the basic build specification, for example, less sound deadening material was used and the electric windows were replaced with hand-wound units. In addition, Porsche installed manually adjustable, lightweight Recaro racing seats rather than the standard power-operated, leather buckets, and revised suspension optimised and lowered by 20mm, with 17-inch wheels also helped the quest for lightness and crisp handling. With the no-frills approach, less weight, and clever suspension, Porsche could now focus media attention on the Club Sport's fast road and track abilities.

This lovely example is an original, UK-supplied Porsche 968 ‘Club Sport’ (non-sunroof model), initially supplied in black to a Scottish Porsche dealer during March 1994. After changing hands a few times, the car was declared an insurance write-off, making it the perfect contender for conversion to a race car.

It was fitted with a full roll cage, lightweight wings, a lightweight 968 Turbo front with a splitter and was painted Grand Prix White. New belts and the race seat were fitted in 2017. The gearbox has been rebuilt and the engine has had extensive work too in recent years, including a bottom end rebuild costing circa. £2,000. It sports uprated pistons, a knife-edged crank that better reduces friction, balancer shaft and more. It's had an LSD and big brake conversion and has 3-way fully adjustable suspension.

The current owner raced the car in the Aston Martin Intermarque Championship for a few years, and in the right hands proved competitive.

This is perfect for some very good value, fun and quick motor racing in a very capable car. It's supplied with a Porsche Certificate of Authenticity to validate that it's a genuine ‘Club Sport’.

• Purchased by our vendor and raced in the States before returning to the UK

• Totally rebuilt with a new chassis (the original had been shortened). Old chassis included in the sale

• This is a rolling chassis (dummy engine not part of the sale). New engine fitting kit and exhaust

• Although essentially a Chevron B17, best be regarded as the basis for a Formula Libre, hill climb or sprint car

• Professionally built by the respected race car engineer, John Bright. Presents really well

The 1970 Formula 3 Chevron B17 was a development of the B15 with a stiffened centre section, new uprights and a tidied engine cover and Jürg Dubler and Peter Hanson both won major F3 races in this model using Novamotor engines. Dubler got the season off to a good start with a win at Montjuich Park in April, and Hawthorne beat a strong British national field at Brands Hatch in May. Later in the season, Hanson won an International at Karlskoga and Dubler won the high-profile Zandvoort race at the end of August. Both Barrie Maskell and newcomer Chris Skeaping took their B17s to victory in significant British races. 

This Chevron B17 was bought by David Wood in Florida who paid $3,400 for it before it was subsequently purchased by our vendor whilst working in the USA for Lola race cars and raced by him over there before bringing it back to the UK. It's been fully rebuilt with a new chassis as the original had been chopped by 10" to create a short-circuit, car-park racer. This original chassis forms part of the sale. The newly built car has only competed in four races since it was finished. It has a Hewland MK8 gearbox with a new 7/31 CWP but is being sold as a rolling chassis as the MAE engine was on loan from a colleague. The dummy engine is fitted to aid transport and will not come with the car, however, the engine fitting-kit is complete and has a new exhaust system so the process should be straightforward.

Fully rebuilt and just awaiting an engine, this immaculate 1970s single-seater may well be eligible for Historic Formula 3 but that eligibility would have to be established, however, it has been professionally built by ex-Lola engineer, John Bright, and the quality of his workmanship is evident.  With its nose cone reminiscent of the 1967 AAR Eagle-Weslake and its neat yellow 70s F3 bodywork, this is a remarkably pretty little car and, no matter what discipline its next owner chose to pursue, it's certain to turn heads in the paddock.

• Excellent 1980's hot hatch prepared for club rallying showing 79,800 miles (atoc)

• Lively 1.4-litre engine with good simple mechanicals ideal for entry-level motorsport

• Described as running and driving very well with a solid, rust-free bodyshell

• Full cage, rally seats, harnesses, new stainless exhaust, sump guard, brake system refurbished 

• MOT valid until October 2020 and offered without reserve

Offered without reserve, this UK-supplied, right-hand drive Peugeot 205 1.4 XT has been prepared for club rally events and is described as running and driving very well. Preparations for rallying include a full roll cage, rally seats, harnesses, sump guard, fire extinguisher and ignition isolator. The car also benefits from a recent stainless steel exhaust and brake system refurb including new calipers and discs. With a current MOT to October 2020, this is an opportunity to get your foot on the motorsport ladder in a cool 1980's hot hatch with basic mechanicals and easy to obtain parts.