• Ultra rare '300' chassis numbers were the first few 911s off the line in March 1965

• #300723 dates from mid-March 1965 and was built in left-hand drive destined for California

• Excitingly offered at No Reserve

• According to its Porsche COA, it was finished in Signal Red (6407) with Black Leatherette and Peptia inlays, Webasto heater and Blaupunkt Frankfurt radio

• Imported by our vendor from the USA around 30 years ago and UK registered SPY 271C

• Used regularly up until three years ago when it was put into dry storage as part of our vendor's collection

• Although running well prior to retirement, should be considered a light restoration or recommissioning project

• Sensibly guided opportunity to own a very desirable, really early 911 in its purest form

We can glean from its Porsche COA that #300723 rolled off the line in mid-March 1965 resplendent in a coat of Signal Red (6407) with a smart interior in black leatherette with Peptia cloth inlays. It was fitted from new with a Webasto petrol heater (P1018) and a Blaupunkt Frankfurt radio before being despatched to California where its first owner would have parted with around $6,500. Until its arrival on these shores around 30 years ago little is known of this little Porsche's adventures in the US but certainly, since then, it has remained in the care of its current owner in North Yorkshire. For most of those years, it was his daily driver but for the last few it's been kept cosy in his heated garage amongst the rest of his collection. 

Just prior to its retirement in mid-2017, the 911 was subject to a fair amount of work. From the relevant invoice, we can see that there was some corrosion on the right-hand side and the door pillar and sill were cut out and replaced. A new sill was fabricated, the floor pan repaired and the door apertures were then prepared and repainted. The invoice indicates some 66 hours labour on this job. At the same time, the car was serviced with fresh fluids, filters and gaskets, clearances checked, brakes adjusted and the driver's door window mechanism rebuilt and had some minor electrical work. The labour content was 16.5 hours and the combined bill was £7,388. The indicated mileage at the time was 76,042 meaning that the Porsche has only covered 193 miles since the work was carried out (atoc).

Despite the above, we think the car needs to be considered as a recommissioning or possibly a restoration project. It sits well and generally looks quite smart although in need of some detailing. The car hadn't run for three years and there was evidence of a small oil leak when we collected it so the decision was taken not to start it and that aspect will need some consideration. In addition to all the regular owner's documentation, there is a copy of a magazine article featuring SPY 271C and indeed that attractive registration will remain with the car.

It is incredibly rare to find a first-year SWB 911 so unmolested and free of updates and modifications, making this example ideal to be gently returned to the purity of form that wowed the citizens of Stuggart as it rolled out of the factory in early 1965. Alternatively, if that's not on your agenda, there are a number of suitable (pre-1966) motor racing championships for which the car is eligible including events at Goodwood and Monaco and particularly the Peter Auto SWB 2.0-litre Cup for which SPY 271C would be perfect.

• Charismatic little flat-screen, metal dash, MacPherson strut, 44bhp Beetle 

• UK-supplied finished in Clementine Orange with charcoal and black interior

• Purchased by Peter Hawkes in 1971 and remained with him and his family ever since

• Garaged for the majority of this time explaining the brightness of the paintwork

• Original service book, owners manual and radio handbook, with service invoices back to 1974

• Wouldn't take much to bring it up to the next level

This brightly coloured, Type 2 1300 Beetle dates from 1970 and was UK-supplied in right-hand drive and it's finished in what was called Clementine. It was purchased new in 1971 by Peter Hawkes after he was made redundant from his job at Whitbreads in Tottenham. He had the option of moving out of London and relocating but, being a true Londoner, he decided to take the redundancy money, find another job and buy a Beetle, which is exactly what he did. Then along came "Bessie the Beetle", the first and only new car that he ever owned.

Bessie has remained in the family, sons and daughters and grandsons, ever since and incredibly appears never to have been scraped, molested or dented in all that time. We understand that for the majority of this period the car was garaged which would explain the brightness of the paintwork. According to his daughter Joyce, the car was religiously serviced, initially by the VW dealer and later by a local garage and certainly gives the appearance of being well maintained.

In these days of complex electronics, there is something really comforting about a shiny metal dashboard with a few black knobs dotted about, seats that look like they have been borrowed from a school bus and an engine out the back somewhere that has sounded the same every day for the last 50 years. 

The paintwork retains a decent depth of shine, the shut lines are factory standard, the functional interior is clean and tidy and the little Beetle looks totally lovable. It's supplied with its original service book, the owners manual, the radio handbook and a big pile of service invoices going back to 1974.

Properly looked after, 'Bessie the Beetle' could be a member of your family for the next 50 years.

• Delivered to Mart Road Garage in Minehead and first registered on 01/10/1981

• Finished in Diamond Silver with original charcoal and silver duo-tone upholstery

• Remarkably unmolested with no damage to the door cards or rear parcel shelf

• Just over 42,000 miles corroborated by the original stamped service book

• Good history file including original Owners Manual, old MOTs and service records

• Recently serviced with a fresh cambelt and new MOT. This is a super opportunity

Now in its seventh generation, the Golf GTi remains the hot hatch by which all rivals are judged. The inaugural version was made available to a delighted German public in June 1976 and, whilst it wasn't until July 1979 that right-hand-drive models landed on British shores, a special order of 22 left-hand-drive cars was imported by Volkswagen the year before in order to give already eager UK enthusiasts a sneaky peek at this new and exciting genre of performance car. The ploy worked perfectly as the car's unique combination of handling, performance, packaging and affordability was an instant hit. Suddenly, there was the perfect solution for the enthusiast who'd forsaken his sports car to transport a young family - the GTi was what you might call a 'cake and eat it' car. Models have a habit of growing over the years and todays Golf is, in fact, larger than the original Golf. Though naturally not as quick as the current offering, the first generation GTi is actually more nimble and immense fun to drive - no wonder then that collectors have long since latched on to these ground-breaking little saloons and tidy Mk 1s are becoming rarer.

On offer here we do, indeed, have one of those tidy Mk 1s and, pleasingly, it's in a remarkable, cared for, original condition. It's a UK, right-hand drive car and dates from late 1981 making it a 1600 (1588cc). The 1800 GTi, which replaced it the following year, had 110bhp which was only 1.6bhp more than the smaller car but offered a bit more torque, however, it's the original 1600 that has that extra cachét. It's finished in Diamond Silver with a duo-tone interior and is in lovely condition having never been troubled by the addition of speakers or sound systems requiring lumps cut out of the upholstery.

It has covered just over 42,000 miles (atoc) corroborated by the original stamped service book, still retains the supplying dealer number plates and rear window sticker and is supplied with a good history file including the original Owners Manual, old MOTs and service records. It has recently been serviced with a fresh cambelt and a new MOT.

Anyone who ever spent some time whizzing around in a Mk 1 GTi will remember just how much fun they could be and this smart, low-mileage, well-cared-for example seems like an unmissable opportunity.

• The Australian RS2000 was built for two years only (1979/1980) at the Homebush plant in Sydney

• Around 880 4-door cars were built with less than a dozen believed to be in the UK

• Immaculate in Signal Yellow with a fully retrimmed interior using original fabrics

• Refurbed original RS alloy wheels and new Pirellis. Unleaded head conversion

• These cars have some unique features including a larger fuel tank, strengthened shells etc

• Letter of Authenticity from the RS Owners Club confirming its pedigree

• 64,364 miles (atoc). Fresh MOT with No Advisories. UK V5c. Very sensibly guided

The Mk II Escort RS2000 story in Australia starts back in 1976 when Ford imported a batch of 25 German-built RS2000s, 25 being the important number to satisfy the Aussie touring car homologation rules of the day, giving Ford a ticket into the two-litre class of local touring car racing where guys like Bob Holden, a former Bathurst winner, went on to compete with other two-litre contenders such as Toyota Celicas and Dolomite Sprints. The German cars were snapped up by race teams, and since only 25 of these ultra-competitive cars were imported and with Bathurst heritage and the sort of exposure that racing brings, they were naturally sought after and developed a bit of a cult following.

Ford naturally reacted to this and, with an existing plant in Sydney already churning out Mk IIs, it seemed logical to produce the RS2000 locally. However, a number of complications and procrastinations, including the fact that the much-revered ‘RS’ moniker in Europe is a commonly used insult in Oz, meant that it was almost three years later that RS2000s began rolling out of the Homebush factory. Uniquely, in Australia, the RS2000 was available with four doors and 880 of these were made in comparison to 1,500 two-door cars. So, whilst people in Australia did slightly favour the 2-door version, it's clear that locals didn't directly feel that sports versions necessarily had to have only two doors. Probably, the fact that some of the fastest locally produced muscle cars were four-doors was a factor as well as the whole notion of a four-door not being sporty wasn't as entrenched in the mindset of Australian enthusiasts as it was over here.

However the Australian cars were not mechanically identical to their European cousins lacking the radius arms, alloy sump/bell housing etc. and the 2.0-litre single overhead camshaft Pinto engine. But they were effectively a standard 2-litre Mk II with the distinctive droop-snoot front end, RS alloys, all-black interior and RS graphics. Mind you, with 94bhp and a torquey delivery, a relatively close-ratio four-speed gearbox and a weighbridge ticket of about 950kg, the Mk II RS2000 was remarkably quick for a 4-cylinder car and it was really only rotary-engined Mazdas that could stay with a two-litre Escort.

This lovely, four-door, example dates from 1979 beginning life at Ford’s Homebush plant near Sydney and, according to the Letter of Authenticity from the RS Owners Club, is a genuine RS2000. It’s one of probably less than a dozen four-door cars to have returned to its spiritual home and having spent most of its life in a very favourable climate, has never required major bodywork and appears to be in lovely condition. The Signal Yellow paintwork retains a deep shine, the black window surrounds are in good shape, the engine bay is showroom standard. The RS alloys have been refurbished and fitted with fresh Pirellis and it has had a five-speed gearbox fitted. The interior, however, has been fully refurbished and sports the correct RS instruments and steering wheel and the black leather Fishnet Recaros are European-specification as opposed to the more basic Scheel ones fitted from new. It has also been converted to run on lead-free petrol and has just sailed through an MOT with no advisories.

This is a very rare fast Ford, a worthy addition to any collection and would certainly be a conversation starter at RS Owners meets where very few people would have seen another one.

• A UK-supplied, right-hand drive 968 Sport – 21,800 miles (atoc) miles with just three owners

• Porsche Certificate of Authenticity confirms that it was delivered in black with black leatherette interior, Recaro seats and the optional 968 Club Sport luxury package

• The previous owner acquired the car in 1999, used until 2008 when mileage was 19,869 and stored until 2017 when it was purchased by our vendor

• Impressive history with OPC stamps. Full book pack, original sales brochure, two keys, original load cover and sports badge

• Serviced at Porsche Centre Reading in April 2019 with little mileage since, find another!

Widely regarded as one of the finest handling front-engined, rear-wheel-drive cars ever made, the Porsche 968 was the ultimate development of the long-lived 924/944 transaxle range. For the real hardcore driving enthusiast, it was also offered in stripped out Club Sport specification, with no air conditioning, sunroof, electric windows, airbags, rear seats, and no sound-proofing either. Revised track-focused suspension, Recaro seats, 17” alloys, and a close-ratio 6-speed gearbox were standard, along with a lusty 3.0-litre, 16v, 240bhp, four-pot engine with VarioCam timing. Only 1,617 were made, however, in 1994 for the UK market only, a further 306 slightly different versions were produced and these were simply entitled Sport. 

The Sport was produced on the same production line as the Club Sport and has very similar chassis and suspension. The key difference between the CS and the Sport is that the Sport has a bigger wiring loom and battery to cope with the extra electrics that have been put in, electric windows, tailgate release, central locking etc. It also has the occasional rear seats, unlike the CS, and it has the comfort front seats. 

Dating from late 1994, this lovely Porsche is indeed one of the 306, UK-supplied, right-hand drive 968 Sports. Finished in black with a black leatherette interior it has only covered 21,800 miles (atoc) from new as the previous owner acquired the car in 1999, used it until 2008 (19,869 miles) and stored it until 2017 when it was purchased by our vendor. He tells us that "The car is in excellent condition with all original panels and no accident damage. Wheels are perfect with good tyres. Interior is excellent with the original Blaupunkt cassette player."

It's supplied with its book pack, service records (main dealer stamps only), Porsche COA, original sales brochure, V5c and old MOTs etc. It was most recently serviced at Porsche Reading in April 2019 and the MOT is valid until 19/04/2020.

This a really lovely 968 and we don't know where you could find another one at this mileage.

• The Quattro experience. An intoxicating combination of turbo power and four-wheel drive

• One of the very few UK-cars finished in Oceanic Blue Metallic

• Just over 90,000 miles, previous Concours history and in lovely condition

• Offered from a significant private collection and patently well cared for

• Hugely innovative in period and consequently now very collectable

Audi's Quattro is a legend that re-wrote the form book in International Rallying, as well as causing rival manufacturers to rethink their offerings and was, quite literally, a trailblazer. The story began with Audi chassis engineer Jorg Bensinger, who spent a Finnish winter testing the Volkswagen Iltis - a four-wheel-drive West German military and forest service vehicle - and found it could outperform all other machines on snow, whatever their type or power output. He put the idea of a four-wheel-drive version of the Audi 80 Coupe to the company's hierarchy and, well, you know the rest. The resulting model was launched to great excitement at the 1980 Geneva Salon and then released to European customers later the same year powered, initially by the WR, 2144cc in-line, five-cylinder, 10-valve SOHC unit with turbocharger and intercooler. Whilst the engineering is pure-Teutonic, the styling was overseen by Yorkshireman Martin Smith who was tasked with turning the elegant but mundane Coupe into the distinctive, flared-arched Quattro charger. This was the first time the mass car market had been introduced to the intoxicating combination of turbo power and four-wheel drive, and the results were spectacular. The road-going Quattro was clearly a success for Audi, with nearly 11,500 cars produced, but it was as a world-beating rally car that the model really gained its fearsome reputation. Throughout the early 1980s until the end of the Group B era, Quattro variants won 23 WRC rallies at the hands of rally legends Michèle Mouton, Hannu Mikkola, Walter Rӧrhl and Stig Blomqvist including two world championships and twice championship runners up.

This, UK-supplied, right-hand drive Quattro, is finished in stunning Oceanic Blue Metallic and is, we believe, one of the very few UK cars finished in this striking colour. This rare car has clearly been looked after by its seven owners and indeed the current owner enjoys a significant private collection with all his cars fastidiously cared for. In previous ownership, we understand this Quattro has some Concours history and remains in a similar condition today, which is particularly impressive considering the car has covered over 90,000 miles (atoc). This is, therefore, a very useable example and when combined with its superb condition and very rare colour, will make the next owner of this example a very lucky person indeed. Silverstone Auctions encourage any inspection of this highly desirable 1980's icon.

Video of the Audi Quattro 10V

• Introduced to celebrate Lamborghini's 25 years as a car maker

• 5167cc V12, 449bhp, 0-60 mph in 4.7 seconds with a top speed of 183mph (295km/h)

• A3 DUU is one of very few UK-supplied, right-hand drive Anniversary cars

• With our vendor from new. Long-term storage from 1995 to 2017. 6,390km

• Completely recommissioned in June 2017. Brake overhaul, carburettors and fuel lines (£17,600)

• Widely regarded as the best driving of all Countach variants 

Designing a successor to the delicious Lamborghini Miura was something of a challenge for Marcello Gandini, however, with the arrival of the Countach in 1971, he demonstrated to the world that his ability to create automotive drama was alive and well. In fact, the word Countach is Piedmontese slang for something that visually shocks and has no direct translation but 'wow' is probably the most polite.

The first Countach appeared at the Geneva Show in 1971. Big, bright and brash like the rest of the seventies, the Countach was to remain in production, through various iterations for 16 years. With hindsight, it's clear that the car's flying wedge design, with a sloping snout that appeared to descend directly from the windscreen, and innovative scissor doors, became a template for every supercar that followed. The original, beautifully clean profile was gradually bedecked with 'wings and things' as fashions changed over the years and frequent small mechanical changes were often the result of customer input in their capacity as unwitting development engineers. However, by the time Lamborghini was 25 years old and the Countach Anniversary was introduced in 1988, the majority of these teething troubles were in the past.

The Anniversary was effectively a new Countach, mechanically very similar to the 5000QV but sporting much-changed styling courtesy of Horatio Pagani. The rear air boxes were restyled and enlarged, while the vents behind them were changed so that they ran front-to-back instead of side-to-side. In addition, a new air dam and side skirting, both with air intakes, were fitted, and the taillights restyled to be narrower, with body-coloured panels replacing the upper and lower parts of the previous larger lights. These styling changes were striking on the 17-year-old design and had the added benefit of improving the engine's cooling, a problem with which the powerful Countach had always struggled. The Countach also featured 345/35R15 tyres, the widest available on a production car at the time. The factory only anticipated a limited demand but the sheer talent of this mature development meant that it actually became the most prolific Countach ever with 67 being finished in right-hand drive.

Offered here is an Anniversary Countach with a complete timeline and only one owner from new. The story begins with our vendor, a lifetime Lamborghini fan, ordering the Countach in UK right-hand drive specification from London dealer Portland, visiting the factory during the build in early 1990 and having a dialogue with all the Lamborghini notaries. He was the proud owner of one of the earliest ever Countach, a 1975 LP400 Periscopio which was finished in Arancio and was in the enviable position of being able to book-end the many years of Countach production. He was keen to have his new Anniversary model finished in the same Arancio Miura colour scheme but the management were initially reluctant as they no longer listed that colour. However, with a little bit of persuasion from no less than Sig Balboni, they eventually conceded. A fair bit of time was spent making sure that the new car's hue matched our vendor's 1975 LP400.

Since collection, it has been used lightly, covering only 6,390 km from new, and consequently must represent one the best examples of the original ‘poster car’ available today. It was moved into long term storage in 1995 and was completely recommissioned in June 2017 including a full brake overhaul, carburettors and fuel lines. The invoice from Colin Clarke Engineering amounted to a not inconsiderable £17,600 and this Countach 25A is now back on the road and ready to be enjoyed by only its second owner. The registration A3 DUU will remain with the car and it's supplied with the original document pack, the purchase and registration paperwork, service and recommissioning invoices, both keys, a set of Lamborghini driving gloves and a bespoke Portman car cover.

Very sel

• A genuine barn-find in 2012, discovered and bought by an MG enthusiast

• Recently completed full restoration by Panel Craft of Paignton, costing just over £10,000

• Period-correct 1588cc engine sourced and fully rebuilt, along with the gearbox and clutch, by marque specialists Moto-Build Racing

• Original logbook, numerous invoices and the endearing registration 145 COV

• A fantastic British classic, arguably as pretty as its Roadster sibling and great fun to drive

When the MGA arrived in 1955, it must have come as quite a shock to MG aficionados who had become accustomed to the pre-war look of the company's sports cars. It was a complete departure in styling and its beautiful streamlined body was right up to the minute in terms of appearance. It was powered by a new engine; MG had decided that the old XPAG unit had had its day and so introduced a much more modern B Series engine that had made its debut in the recently announced Magnette saloon. The 'A' was officially launched at the Frankfurt Motor Show in 1955. Only 5,869 cars were sold on the home market, giving the MGA the highest export percentage of any British car and the much-loved model was replaced by the MGB in May 1962.

In May 1959 the standard cars received an updated engine, now at 1588cc producing 79.5bhp. At the front disc brakes were fitted, but drums remained in the rear.

The car presented here is 1961 Mk 1 MGA 1600 Coupe, and is a UK-supplied, right-hand drive example fresh from a full nut and bolt, bare-metal exacting restoration. Presented in its original Chariot Red, with a red interior, it was purchased by an MG enthusiast in 2012 with a view to restoring it. A move overseas meant the project stalled, but not before he sourced a period-correct 1588cc engine, having this, the gearbox and clutch, fully rebuilt by marque specialists Moto-Build Racing Ltd. in Surrey. The car retains some refreshing patina in places, having an original interior and many period features in keeping with its charm and sheer usability as a fun classic car. The project was recently completed and the car is ready to use and enjoy. With accompanying invoices, some history and its original green logbook, there is much to recommend this car.

Seriously pretty and quintessentially British, MGAs offer real driving pleasure on the open road and make great entries into local rallies and club events.

• First registered in August 1973 and one of only 59 UK-supplied, right-hand drive, E-Series 911E Targas

• Fitted with the 165bhp, 2.4-litre flat-six, with the later K-Jetronic CIS fuel injection

• Factory optioned with a steel Targa top, 911 S air dam and a five-speed gearbox

• The subject of a total rebuild from 2010 - 2012 including a full engine rebuild

• Now superbly finished in Mercedes Silver over a new black interior

• Correspondence from the Porsche Club GB Early 911 Register confirming matching numbers

• Right-hand drive, E Targas from 1973 are incredibly rare making this example eminently collectable

One of only 59 UK-supplied, right-hand drive, 911E Targas from 1973, 321SXV was initially registered as NMR 720M on the 20th of August to its first owner in Wiltshire. Originally finished in Gold/Bronze, the car morphed into black circa 1986 and was finally changed in 2012 to the classic shade of Mercedes Silver it wears today. It was factory optioned with a five-speed gearbox, the front air dam from the S and a steel Targa roof. Within the history file, there is some correspondence from the Porsche Club GB Early 911 Register confirming that this appears to be a matching numbers example although not certificated as such.  

Its current custodian has owned this beauty for some 20 years (within his company initially and then privately) and it was used as his daily driver for years. In 2010, it was decided to return the little Porsche to its former glory and PCT Porsche Services in Coventry were called upon to fully rebuild the car.

The engine was taken out and sent to Motor Meister in Downey, California to be rebuilt. They were (at the time) well-respected engine builders and the invoices returned with the engine are very detailed and professional. Whilst the engine was away, PCT carried on with the rebuild at a pace dictated by our vendor. The gearbox had been rebuilt previously (documented) so this was left as it was and a new clutch installed. Over the following two years, the car was comprehensively refurbished including the whole interior and the Fuchs alloys were refinished to the original specification. Replacement door cards have been difficult to find so slightly later examples have been fitted, however, the originals are still available with the car. The only item still outstanding is the luggage compartment carpet set which will need putting in.

The car was returned to our vendor in 2012 and has been enjoyed as and when time allows, however, it's being used less and less and consequently is being offered to the market for the first time in 20 years. This is a rare car and would grace any collection.

Within the history file in addition to the Porsche Club GB correspondence and the thick pile of invoices from the US engine build and PCT restoration, there is a DVLA list of previous owners, some old MOTs and the usual ownership documents.

Video of the 1973 Porsche 911E 2.4 Targa (MFi)

• Zagato-developed Coupe based on the chassis, power unit and drive train from the Integrale HF Evoluzione II

• 1,995 cc inline 4-cylinder, 16v, 250bhp engine, Garrett turbocharger, 5-speed manual, ABS and 4WD

• Unique Zagato double-bubble, aluminium bodywork. Bespoke Carbon interior. 120kg lighter than an Integrale

• Conceived by Dutchman Paul V.J Koot. Very limited production. This is number nine of 24

• Only three keepers (two registered owners) and 9,500km from new. Left-hand drive. Recently arrived from Germany

• Last serviced by Paul Koot, October 2018 at 8,800km

• Homologation papers, service invoices, original sales brochure and magazine road test

Developed from a humble but sharp-suited five-door hatchback, the Lancia Delta spawned several performance derivatives and with the adoption of four-wheel drive and turbocharging, the Delta became a very accomplished competition car dominating the World Rally Championships in the late 1980's. With distinctively flared arches to accommodate the ever-increasing track, the Evoluzione began production in 1991 to meet with homologation requirements laid down by the FIA. The engine, although technically the same as the earlier 16V cars, was remapped to give 210bhp at 5750rpm in order to compensate for the slight increase in weight and larger frontal area. These developments were aimed at improving the handling potential of the car and it worked, with the new Integrale being considerably quicker over rally stages on both asphalt and gravel. 

In production for many years, the Delta HF Integrale was highly regarded, commercially successful and even today is recognised as one of Lancia's landmark cars, however, as is the way of these things, there is always somebody who feels they could have done a better job. One such was a well-funded classic car builder and collector by the name of Paul V.J Koot. Although totally enamoured with his Integrale Evo, the Dutchman decided that the somewhat cubic little hatchback would be infinitely more desirable as a Coupe and produced a series of sketches illustrating his vision. He approached legendary coach builders Zagato with his concept which retained the chassis, power unit, drive train and dynamic abilities of the Evo clothed with a pretty, wheel-at-each-corner Coupe. They were enthusiastic and accepted the challenge and the first prototype, incorporating a number of traditional Zagato styling cues including the 'double-bubble' roof, was unveiled in 1992.

The new car, now christened Hyena was well received and the decision was soon made to put it into limited production, but when Fiat heard of this they made their feelings very clear. They refused to have any involvement in the project at all, declining to supply Zagato with bare chassis to build their new creation.

But Koot was undeterred. Instead of having the chassis supplied by Fiat (Lancia), Koot went out and privately purchased fully finished HF Integrales by himself, had them stripped to a bare shell, before sending them to Zagato in Milan to have the newly developed bodies built for final assembly. To Zagato’s credit, the bodywork was completely handmade from aluminium and the interior featured a new dashboard, console and door skins made from carbon fibre. This use of lightweight materials meant that the new Hyena weighed in at an impressive 120kg lighter than an Integrale. They also squeezed a bit more power from the engine, increasing output to 250hp (184 kW) — achieving 100km/h in 5.4 seconds.

Originally a run of 75 Hyenas was planned, but only 24 were ever completed between 1992 and 1993, possibly as a result of a price tag of 140,000 Swiss Francs,  as much as a brand new Porsche 911 Carrera at the time.

The car on offer here today is Number 9/24 and is based on a 1993 Integrale HF Evoluzione II although it was first registered on 15/09/92 presumably to avoid the forthcoming catalytic convertor requirements. It's finished in a special order green metallic with a mainly black interior lifted with light tan leather seating. Its first owner lived in Luxembourg and kept the car until March 2005 at which point it had covered some 6,000km. The 1,000km inspection was carried out by Paul Koot. The car's second owner was a Mr Jef van Hoot in Holland who was a Lancia collector and rally driver and he added a further 2,800km over the next 13 years. He also sent the car back to Paul Koot in

• Hugely original and unrestored, with just one (titled) owner from new

• Just 64,450 miles indicated and in a commensurate condition. Drives superbly

• Recently recommissioned with a new timing belt, brakes and clutch assembly

• Accompanied by a large history file and its original book-pack

• In 1978, an RS2000 Custom was an extremely aspirational purchase, with the distinctive polyurethane droop snoot front end and air dam, plus a 2.0-litre, four-cylinder, SOHC, Pinto engine, offering 0-60mph in just 8.5 seconds and a top speed of 108mph 

Unlike the Mk1 Escort, which was designed by Ford of Great Britain, the Mk2 was a much more sophisticated design jointly developed with Ford of Germany. Based on a standard Mk2 two-door saloon shell, the RS2000 used the familiar 2-litre, four-cylinder, SOHC, Pinto engine mounted longitudinally in the bay driving the rear wheels. A single twin-venturi 32/36 DGAV Weber carburettor was fitted with the option of a Group 1 dual Weber 40 DCNF or IDF set up. The front suspension used independent MacPherson struts with an anti-roll bar and at the rear, traditional leaf springs with telescopic dampers were utilised. Front-mounted discs and rear drums were used, and four-spoke alloy wheels came as standard. Its biggest distinguishing feature was the droop snoot polyurethane nose housing four headlamps which gave it a rather aggressive look. The new car was capable of 110mph with 0-60mph taking 8.9 seconds, not too shabby in 1976, and which combined with the car’s distinctive looks and that shiny RS badge, set Ford’s showroom doors swinging.

In September 1978, Ford introduced the RS2000 ‘Custom’ which came fitted with ‘Fishnet’ Recaro seats, full door cards, clock and pod, centre console, 6Jx13" alloys, boot carpet, remote driver’s door mirror and a black panel around the rear lights. In 1980, an RS2000 Custom was an extremely aspirational purchase, with the distinctive polyurethane droop snoot front end and air dam, distinguishing it from any other Escort.

The car presented here is a 1978 Ford Escort RS2000 Custom in extraordinary unrestored condition.  The car was known to and admired by our vendor for many years, before eventually becoming its second owner in 2016. Apparently, it had front wing repeater lamps fitted from new as the original owner used to drive to France occasionally. It was professionally rustproofed from new by Vehicle Rust Proofing Ltd. of Aldershot (guarantee card present). Mostly left ‘as is’, it has always been well maintained, professionally stored, with very minimum paintwork and just refurbished alloy wheels, new Pirelli tyres and some recent recommissioning.

• UK-supplied, right-hand drive, matching numbers and presenting in fine order

• Subject to a thorough ground-up restoration in 1998, documented with images

• Finished in Azure Blue with Magnolia leather and a French Navy Blue mohair hood

• Indicating 3,700 miles, at the time of cataloguing, offered with a detailed history file

• Sensibly upgraded with wire wheels, 5-speed gearbox and modern anti-theft tracker

First registered on 29/08/1973, this home-market Series 3, V12 Jaguar E-Type had been specified from new as an open two-seater with a manual gearbox, Azure Blue paintwork and a tan interior. The car was delivered to and first registered by Howells Garages in Newport to its first private owner just one month later in the same year. DVLA records within the history folder document the car's ownership history from new.

In 1998, after ten years in his care, a previous owner decided to completely restore the car and a signed letter within the file suggests that the cost at that time amounted to over £70,000. Also contained within the file are quotes, invoices and a collection of photographs recording the ground-up restoration from bare metal up to the finished car. The history folder also contains documents detailing the car's continuous upkeep and maintenance including an invoice from CMC, the highly regarded Jaguar specialist, for a thorough cosmetic and mechanical refresh including a 5-speed gearbox upgrade dated 2007.

Our vendor, a knowledgeable classic car collector and enthusiast, purchased JAG 976 in September 2014 and during his ownership, it's been enjoyed occasionally, dry stored and always maintained correctly. Most recently the car visited a specialist for a major service, complete refurbishment of the carburettors, electronic ignition update and, as a preventative measure, the underside of the car was protected with clear Waxoyl. Consequently, this lovely Jaguar continues to perform well and shouldn’t require anything other than periodic routine maintenance for the foreseeable future. Pleasingly, it's accompanied by a substantial owner's file including the Jaguar Heritage Certificate, images of restoration, a detailed account of the CMC mechanical refresh, old MOTs, DVLA records, the current V5c and new MOT.

The final iteration of the E-Type was infinitely more approachable than its elder siblings and offered a comfortable cockpit, stress-free engine, compliant ride, and refined good manners. This example presents in fine order and we can't think of a better way of enjoying country roads on a sunny afternoon.

• A left-hand drive 356B imported from the US and now UK-registered

• Recently fully restored in the UK with the engine completely rebuilt by a marque specialists

• Superbly finished in silver with grey leather seats and Wilton carpets, re-chromed bumpers and trim and a new German mohair hood

• A letter within the history file from Porsche conforms VIN 88423 is a genuine 356 Super 90 Roadster

• Offered with a current MOT, V5c and the history file containing detailed restoration invoices

• Porsche letter of origin confirms this 356B retains numbers matching 'Super 90' engine

The 356 is acknowledged as Porsche's first production car and was a lightweight and nimble handling rear-engined, rear-wheel-drive, 2-door sports car available in hardtop, Coupe and open configurations. Design innovations continued during the years of manufacture, contributing to its motorsports success and popularity.

The 356B was produced from 1960 to 1963 and saw body changes that included a curved bonnet lid, more rounded wings compared to that of the 356A and new front and rear sheet metal. To comply with US-Federal requirements, the front and rear bumpers were raised and over-riders added. Other key changes were raised headlamps, larger door handles, upgraded brakes and some improvements to the cabin including a new deep-dish steering wheel and deeper front seats.  It was offered in coupe, roadster, and cabriolet styles, the cabriolets being quite luxurious vehicles compared to roadsters on offer from other manufacturers of the era as they were equipped with standard leather seats, a thickly padded folding top and other creature comforts. All these variants could be ordered with a choice of three compact and efficient, air-cooled OHV engines: the 60-horsepower Normal, the 75-horsepower Super, and, like the example offered here, the very potent Type 616/7 ‘Super 90’, so named for its peak horsepower at 5,500 rpm.

The Super 90 gained its muscle from a higher-lift camshaft, a 9.1 compression ratio and a pair of larger 40-millimetre Solex PII down-draft carburettors. Engine lubrication was upgraded for better longevity, and a stronger Hausermann clutch package was adopted. With this more powerful engine and a kerb weight of less than 900 kilograms, Super 90s were claimed by the factory to be capable of a 185km/h top speed whilst returning 27 mpg. Large finned-aluminium drum brakes provided more than adequate stopping power.

After importing this 1960 Porsche 356B Super 90 Roadster from the US, the decision was taken to set about a full ground-up, nut and bolt restoration. A specialist body shop stripped the bodywork back to bare metal renewing panels where necessary, however, pleasingly, many of the original panels were good enough to only require remedial attention. Carefully prepared and finished in a number of coats of classic Porsche silver, attention was then turned to the fixtures and fittings. All chrome work was refinished, the interior completely re-trimmed and a new German mohair hood fitted. The dashboard panel and instruments were also overhauled and a new wiring loom fitted. All mechanical work was entrusted to a marque specialist and invoices within the file document a thorough mechanical overhaul including a complete rebuild of the original numbers matching Super 90 engine.

Today, this truly charming 356B Super 90 Roadster presents and performs extremely well. The extensive restoration is supported by detailed invoices and receipts for parts and labour. Fully restored, with basic mechanicals, this little Porsche should only require routine maintenance in the foreseeable future allowing its new owner the opportunity to enjoy the 356 experience in its purest form.

• Delivered new on 03/02/1989 and finished in Solent Blue with cream leather

• The first owner, prior to our vendor, was around-the-world yachtsman Serge Paris

• With so much time away at sea, the car was little used and was sold to our vendor in 2014

• Now showing a shade under 24,960 miles (atoc) the car has been diligently maintained

• Offered to auction with original book packs, service books and V5c showing two owners

Conceived as a comfortable and long-legged Grand Routier, rather than an out-and-out sports car like the preceding E-Type, the XJ-S made use of the Jaguar XJ6/XJ12 saloon platform and running gear. Shorter in the wheelbase than its saloon siblings, the XJ-S debuted as a V12-powered Coupe, with six-cylinder and soft-top versions following in the 1980's. The introduction of the six-cylinder model in 1983 coincided with that of the Targa-style cabriolet - the first open Jaguar since the E-Type's discontinuation - but it was not until 1988 that a full convertible became available.

Jaguar's first response to demands for an open-top XJ-S was somewhat conservative in engineering terms. The XJ-S had not been designed with an open version in mind, so the Targa-style arrangement was adopted, which retained a substantial roll hoop in the interests of maintaining rigidity in the absence of a fixed roof. Essentially an exercise in niche marketing to test public reaction, the Cabriolet's production was entrusted to outside specialist contractors, with bodyshells being transported back and forth across the Midlands before returning to the Brown's Lane factory prior to final dispatch. Following the Cabriolet's deletion, both the Coupe and conventional Convertible models lasted until the end of XJ-S production in 1996.

This smart example was delivered new on 03/02/1989 finished in Solent Blue with Cream leather. The first of just two owners was around-the-world yachtsman Serge Paris and, whilst in his ownership, was maintained by Jason Mann who previously worked for H A Fox Jaguar in Guildford. Mr Paris spent many years away at sea, which explains this car's relatively low mileage, and this is confirmed by a letter on file. Our vendor, now in his 80th year, has used the car sparingly since its purchase in 2014, covering less than a thousand miles, but diligently maintained and correctly stored the XJ. It's offered today from a substantial Jaguar collection complete with the original handbook, service book, V5c document and a fresh MOT.

• /The Series 2 Escort RS Turbo (1986 - 1990) was a much more civilised driving prospect

• 1600cc, fuel-injected CVH engine now fitted with a water-cooled Garret T3 turbo

• Revised engine management, improved gearbox, larger clutch and a limited-slip differential 

• Residing with our vendor since 2001 and mainly mothballed with limited usage

• Fully recommissioned this year including cambelt, all fluids and a brake overhaul

• Comprehensive history and the MOT is valid until 31/07/2020

Based on the success of the previous model, the S2 Escort RS Turbo (produced between 1986-1990) was more suited to the road, whereas the earlier car was a bit of a homologation special. Many new features were adopted for the Series 2 including utilising the 1600cc fuel-injected CVH engine taken from the S1 Turbo but now fitted with the Garret T3 turbo (water-cooled, unlike the S1), revised engine management settings, lower overall gearing, an improved gearbox and limited-slip differential, a larger clutch and improved KE-Jetronic unit and inter-cooler. Suspension and chassis changes included stiffer front and rear springs, uprated anti-roll bars, mechanical ABS and larger brakes. The S2 produced an impressive 132bhp at 5750 rpm, with maximum torque of 133 lb/ft produced at 2750 rpm, offering ample performance with a top speed of 125 mph and a 0-60mph time of 8.3 seconds. Although on paper these figures were a tad down on the Series 1, the new car was considerably easier to drive quickly and, effectively, was a faster car. 

H308 EGS was first registered on the 20/09/1990 and is finished in Solid Black with a stylish grey cloth Recaro interior which remains virtually unmarked. Having had just three previous keepers, the current custodian has enjoyed this little bobby-dazzler since 2001 when it was given to him by his wife as a Birthday present! Since that time the car has had little usage and basically been mothballed until last year when it was treated to a thorough recommissioning with fresh fluids, brakes overhauled, cambelt replaced etc. It has just been fully detailed in readiness for the sale and now looks even better than it does in the photographs.

These cars are rarely found in a totally standard, unmolested condition and having covered just over 29,000 miles (atoc) this Series 2 RS Turbo appears very sensibly guided representing great value for money. Don’t miss a great opportunity to have this Fast Ford added to your collection.

• One of only 44 UK-supplied, right-hand drive, manual gearbox cars

• 300bhp, 3,967cc, SOHC V-12 with three Weber carburettors, four-speed manual transmission

• Independent front suspension with coil springs, live axle rear with semi-elliptical leaf springs

• Finished in Grigio Argento over Pelle Nera Franzi leather with Silver Borranis

• Restored in the late seventies and carefully maintained ever since

• Recent full engine rebuild and further attention (£25,000 in 2018/2019)

• A well-travelled Ferrari accompanied by a fascinating history file

The Ferrari 330 GT 2+2 made its debut at the Brussels Salon in January 1964, proceeding its earlier 250 2+2 GTE and 330 America cousins. The Series I, as it later became known, was much more than a re-engined 250, it was a bolder, more distinctive incarnation in both looks and performance. Pininfarina was once again entrusted with the styling, and their vision of Ferrari's evolution drew muse from the cars' predecessors, yet included some daring design elements. A sharper nose and tail, a wide grille, and the espousal of a characteristic quad headlight arrangement, all of which reflected the tastes of Ferrari's most important export market, the USA. Although some criticised its styling, the Series I four-headlight 330 GT has become truly evocative of 1960's fashion, lauded both for its individuality and Pininfarina's purity of design. The fantastic Gioacchino Colombo designed, high-output, V-12 engine was fitted to all 300 GT series and produced an impressive 300bhp, adorned with triple Weber carburettors, this combination taking the vehicle from 0-100km in an astounding 6.3 seconds, making it the fastest road-going Ferrari at the time.

We are pleased to offer this right-hand-drive Ferrari 330 GT 2+2 which was ordered on 15/03/1965 through Maranello Concessionaires Ltd, by Rolls-Royce and Bentley dealer R.S. Mead Ltd. of Maidenhead. It was finished in Grigio Argento over a Pelle Nera Franzi leather interior and was optioned with wire wheels and power-operated windows. The finish must have been special and extra-deep as four kilos of extra paint were charged for, as depicted by copies of the Bill of Sale and early correspondence.

It would appear that a Mr D. Sleeman took ownership of the car for a short period during 1966 before putting it up for sale with Maranello Concessionaires, who took a Ferrari 250 GT 2+2 in part-exchange and subsequently sold the car to a Mr R. Edbrooke of Orpington in Kent. A letter in the file, dated 04/04/1967, from Mr Edbrooke to Maranello confirms the order of a quantity of Rosso paint as, despite the fact that the car was only two years old, he felt it essential to repaint it Rosso as it was the colour of his previous Ferrari. Well cared for during the 1970's, the car was maintained by John Wortley of Sevenoaks, Kent, whilst also receiving a full bodywork overhaul which included; replacement sills, floor panels and a full bare-metal respray, again in red. In 1981, an American gentleman, Mr A. Gilas purchased the car and it was exported to his residence in New Jersey. There are numerous invoices included in the file for its time in the States before it was purchased by a Mr T. Hoffritz in the early 2000's and crossed the Atlantic once again, this time to Germany. There are various bills in the file from marque specialist S & T Manfred Irber of Munich during this period of ownership. Chassis #6875 was eventually repatriated back to UK shores in 2007 through respected classic car dealer Martin Chisholm, who placed it with one of his customers, a Mr Spencer-Percival. Upon delivery, the car was sent to Peter Chambers Automotive Ltd, where it benefitted from considerable attention generating an invoice for approximately £10,000. 

Our vendor is selling the car after a few years of ownership having just completed a full top and bottom end engine rebuild. Whilst the engine was out the oil pick up pipes were replaced as was the clutch, new fuel lines were fitted and the brakes were overhauled. The work, totalling about £25,000 since 2018, was carried out by The Ferrari Centre in Kent and more recently MD Allen Classic Ferrari Specialists.

The car is reluctantly being offered for sale and is accompanied by an interesting owner's file and its UK V5c relating to the very apt registration 330 AUE that will stay with the car. One of only 44 UK, right-hand-drive Ferrari 330 GT 2+2 Series I examples, this beautiful

• A very attractive, left-hand drive, 356B T6 US-delivered car originally supplied in 'Super' specification

• Subsequently fitted with a Harry 'The Maestro' Pellow built standard engine

• Drives and performs exceedingly well, very solid and genuine

• Used by a Porsche enthusiast for a tour around the US West Coast before exporting to the UK

• T6-body features include the fuel filler on the front right wing, twin engine-lid grilles and an enlarged rear window

Further photographs to follow.

The 356 model is acknowledged as Porsche's first production car and was a lightweight and nimble handling rear-engined, rear-wheel-drive, two-door sports car available in hardtop, Coupe, and open configurations. Design innovations continued during the years of manufacture, contributing to its motorsports success and popularity.

In model year 1960, the 356A was replaced by the completely redesigned 356B (T5). Visual differences include the front bumper which was positioned a little higher as were the headlights. The horn grilles were flatter and featured two chrome-plated slats and the number plate lights were integrated into the higher-positioned rear bumper while the reversing light was mounted below the bumper.

For model year 1962 (T6), the 356B was fitted with a significantly wider front lid and a tank cap in the front right wing. Two vertical ventilation grilles were integrated into the enlarged bonnet. The 1962 line (T6 production) was very different in that the new T6 notchback Coupe body did not start life as a cabriolet, but with its own production design, in essence, part cabriolet rear end, part T6 Coupe windshield frame, and a unique hardtop. Both years of these models have taken the name ‘Karmann notchback’.

The car presented here is a very attractive, left-hand drive 1962 Porsche 356B T6, US-delivered and originally supplied in S specification, but subsequently fitted with a standard engine that, according to paperwork in the history file, was rebuilt by the legendary Porsche mechanic Harry ‘The Maestro’ Pellow who wrote books on the subject and dedicated 20 years to improving 356 engines, including working on Jerry Seinfeld’s example.

The car was bought and used by a UK-based enthusiast for a tour around the US West Coast before he returned home bringing the little Porsche with him. In fine mechanical and structural fettle, it drives and performs exceedingly well, appearing very solid and wholly genuine. Currently having some recommissioning work carried out, the car will be serviced and UK-registered prior to our sale.

• A very significant Ford car - D114 VEV chassis #003, one of just four prototype RS500s

• Ratified by the RS500 registrar, associated paperwork and inspections

• Owned by Ford initially and used in the development process for Turbo/intercooler testing

• A fully verifiable 69,000 miles supported by MOTs/paperwork etc

• Chassis #003 retains its original shell, having had new wings fitted by Ford in period

• Fitted in period with the engine from Steve Soper's road-going RS500 (#010), tuned by Eggenberger Motorsport

• Recent service/overhaul by specialists Graham Goode

• Accompanied by boxed as-new fog-lights that were supplied with RS500s and now fitted with an OEM standard exhaust (see images)

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

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

The car presented here is where the legend started. This is a very important Ford Sierra RS500 Cosworth, 1 of only 4 prototype cars used for developing the model, build #003. All 4 examples were white and followed sequential registration numbers, all being registered at The Ford Motor Company, Brentwood on the same day before going to Bedworth, the home of Tickford. #003 was used to homologate the Turbo/intercooler/engine enhancements and is the example shown in the FISA documentation.

These test cars were supposedly never destined to survive past the development phase, but they did, with varying degrees of integrity and mystery. They were tested thoroughly by Tickford and often had various components swapped and upgraded etc. Interestingly, after ‘using’ various test engines, our understanding is, that #003 ultimately came to be fitted with the engine from build #010, an early example road-car that Steve Soper was given by Ford and which he subsequently returned in 1987. This particular engine had been specially tuned by Eggenberger Motorsport and was deemed bullet-proof by RS500 experts. #003 has had numerous visits to Ford specialists Graham Goode and a recent service/overhaul/inspection confirmed the engine’s link to Eggenberger Motorsport, with GG38610 (the number associated with #010 according to Tickford records) being stamped on the cylinder block.

Originally owned by the Ford Motor Company (as per the original V5 document), it was retained by them in storage until 1989 before being sold. In June 1989, #003 was offered for sale through Hensley Ford in Walsall and bought by a Mr Baurbour. It was later sold again in 1993 to a Mr Hanson of Scunthorpe (at 47,000 miles), who used it up to 56,000 miles. Subsequently, it was purchased in early 1995 by Darren Barber, one of the most knowledgeable RS500 experts in the UK and a long-standing RS Owners’ Club member. He kept and maintained it fastidiously for 17 years and during his research into the car's history with help from former Tickford employees, it is understood, that during the development testing, #003 suffered offside front damage, b

• There are probably less than half a dozen worldwide with this nominal mileage of 1,195 (atoc)

• Powered by an 1,803cc, turbocharged, Ford-Cosworth 'BDT' producing 250bhp in road trim

• Finished in Diamond White. Upgraded interior with red seats and leather steering wheel

• Late-production car road car (184/200) confirmed as being factory-built

• Finally registered in 1993 when L20 ORS (L200 RS) became available

• A report by RS200 aficionado, Justin Smith, will be available prior to the sale

• The Ford RS200 represents a truly classic era of modern rallying and this road-going version is in fantastic condition with incredibly low mileage. What an opportunity

Ford had been working on a turbocharged machine that could compete with the new breed of Group B Rally cars like the Audi Sport Quattro, Peugeot 205 T16, the Lancia Delta, and their remarkable 037. Unusually for Ford, the solution proved elusive and, with the Escort RS 1700T failing miserably, they were forced to return to the drawing board and start all over again. The result was the RS200. However, Ford had now become ‘late starters' and was effectively three years behind. The car was styled by Ghia and, unusually, the bodywork was entrusted to a company who knew a fair bit about building fibreglass cars.... Reliant. The chassis engineering was looked after by F1 gurus Tony Southgate and John Wheeler. Ford bosses demanded that it must have four-wheel drive and it was built around a space frame chassis, Kevlar bodywork, and a potent mid-mounted engine courtesy of well-proven race engine builder Brian Hart. Add to this an innovative front-mounted gearbox for better weight distribution and balance plus a variable torque split differential from Ferguson and you had a real beast of a car. The result was spectacular. At the peak of its powers in the hands of star drivers like Stig Blomqvist the larger 2.1 litre Evo engine was claimed to be pushing out around 650bhp, it was rumoured that even 700/800bhp was used. It looked like Ford finally had the package to win and things were looking promising after Kalle Grundell came home 3rd in the Swedish Rally of 1986. However, the fickle finger of fate was soon to be pointed at Group B. Tragedy struck on the opening stage of the Portuguese Rally when Joaquim Santos lost control of his RS200 and sadly three people died with many others injured. Marc Surer also crashed his RS200 in the Hessen Rally killing his co-driver. This was the beginning of the end for 'Group B' Rallying and the final nail in the coffin was hammered in when Henri Toivonen and his co-driver Sergio Cresto lost their lives on the Tour de Corse when their Lancia Delta left the road. This really was the end of Group B, and it was also the end of an era for the fastest, most dangerous, most spectacular period in modern rallying. As a result, after just one year in competition, it was all over for the RS200 so it never got to show off its full potential, however, it did prove that it had enormous promise with many of the cars being spectacularly successful in Rallycross particularly in the hands of Norwegian Martin Schanche.

FIA Homologation Rules for Group B required the construction of at least 200 road-legal vehicles and Ford complied with this building 200 units. It seems that six were classified as 'prototypes', so only 194 actually left the factory 46 of which were dismantled for spares, whilst just 90 of the cars built were converted and sold as road cars.

The RS200 offered here is number 184/196 and has only covered 1,195 miles from new (atoc). It was originally supplied to Ronald Hodgson, a dealer principal who kept it in his showroom unused and unregistered until 1993. An appropriate registration number became available and, obviously the temptation became too much, so the car was put on the road and used sparingly putting a thousand or so miles on it. Since then it has been owned by two collectors and correctly stored as part of two very significant collections.

Recently it has been authenticated by Justin Smith, the respected RS200 aficionado who eulogised positively and confirmed that it was a factory-built car and, prior to the auction, his report will be available to interested buyers. On inspection, the overall condition is commensurate with the mileage, the engine and all visible components look delivery fresh and the interior appears unmarked

• A lovely, UK-supplied, left-hand drive example of these innovative little roadsters

• First registered on 12/08/1991, three registered owners and 11,200 miles from new

• Finished in Urgrun Green Metallic with Lemon Nubuck leather and Biscuit cloth

• Moved to Germany in May 2018. Full German TUEV in May 2019

• Original Z1 Radio replaced. New tyres (500 miles), rear-axle rebush, full service with belts

• Supplied with both sets of keys, documents, invoices, MOT and TUEV reports

• Expensive when new and rare today. Distinctive looks and cool doors guarantee continued popularity

Of all the BMW Z cars, the Zukunft tag is arguably most fittingly applied to the Z1, a car that even now, thirty years after it first went on sale, looks fresh and modern. The Z1 used a skeletal frame on which the body panels were mounted, making it incredibly stiff, banishing scuttle shake and giving the car superb handling. The body panels were made of plastic, mounted on a substructure of hot-dipped galvanised pressed steel and the seams were continuously zinc welded, adding 25 per cent to body stiffness. The side panels and doors were made from General Electric's Xenoy injection-cast thermoplastic, the bonnet and boot lid were glass-reinforced plastic and the whole body was painted in a special flexible lacquer.

State of the art thinking was evident in every aspect of the car's design. Those magnificent doors were operated by toothed belts which lowered both the window and door at the touch of a button. The Z1 used the innovative Z-axle suspension set-up at the rear and also featured some clever aerodynamics, the front of the car was designed to create a high-pressure zone ahead of the wheels to induce downforce whilst the aerofoil-shaped rear silencer helped to decrease turbulence and lift. The engine is one of BMW's finest in the form of the M20B25 unit taken from the E30 325i. The Z1 is special in every sense of the word, it's special to look at, to sit in and to drive and importantly, as the years have passed, people have clearly started to appreciate it as prices have soared. This is a marvellous little car with almost universal appeal and is, without a doubt, one of BMW's finest moments of the past thirty years.

This super little Z1 is finished in a very attractive blue/green metallic know as Urgrun with a contrasting light yellow leather interior with cloth panels in light biscuit colour. UK-supplied in left-hand drive, it was first registered on 12/08/1991 to a Mr Ray of St Albans and he was to keep it until June 1995 when it had covered 3,443 miles. The car moved north to bonny Scotland at that point in the care of a Mr Kelly from Edinburgh before returning south once again in April 1999 with an indicated mileage of 6,330. The BMW's third registered owner was a Mr Hayhow from Hitchin who cared for the car for 19 years only covering a little over 3,000 miles during that period. In May 2018, the Z1 returned to its homeland and was looked after by a knowledgeable collector from Potsdam who re-installed the original Z1 radio, fitted four new tyres (500 miles), recommissioned the rear axle and ensured the car was fully serviced with fresh belts. It was granted a full German TUEV in May 2019 and has covered only a few miles since.

It's supplied with both sets of keys, documents, invoices, MOT and TUEV reports. Expensive when new and very rare in the UK today, the Z1's distinctive looks and cool doors will ensure its continued popularity.

• Superbly finished D-Type 'Long Nose' replica based on a Realm kit expertly re-engineered to very high standards

• Indicating less than 400 miles use (atoc) with invoices supporting a full engine rebuild in 2014

• Over £60,000 in receipts from 2010 to date, recording a fully documented build with no expense spared

• Offered with a V5c (registered as a 1969 Jaguar historic vehicle). Ready to be enjoyed

• This superb re-creation respectfully and elegantly pays homage to one of the greatest British sports cars of all time  

Realm Engineering of Honeybourne in Worcestershire has built up a fine reputation over almost four decades for its RAM recreations. In particular, their Jaguar D-Types have benefitted from chassis design input by Reynard Racing resulting in greater strength and ultimately better road-holding. After a three-hour stint behind the wheel of a Realm D-Type, Sir Jack Brabham commented: "That's a damn sight better than the original!"

Offered here we have a very handsome Realm Engineering-sourced, D-Type Long Nose replica, registered as a 1969 Jaguar and finished to an incredibly high standard. Documents within the history folder indicate that a previous owner purchased this D-Type replica as a part-complete project in 2010. Not long after his purchase, the part complete car was delivered to a local Jaguar specialist to be stripped down and fully rebuilt. Eyewateringly-large invoices hide away within the car's history folder telling the story of a thorough breakdown and rebuild using, where necessary, many new parts. The complete Sage Green and Apple Green leather interior, carpets and D-Type Dunlop-style wheels were sourced from Realm Engineering and a well-designed stainless steel inlet manifold and exhaust system were also fitted. With most mechanical aspects complete, the car was then sent to a specialist body shop where the bodywork panels were assessed, re-manufactured where necessary and refinished to, what can only be described as, a remarkable standard. Shortly after the project appeared to be near completion, the decision was made to have the engine professionally rebuilt again with detailed invoices on file and, in fact, a quick tally up of the invoices from between 2010 and 2015 suggest a spend of over £64,000!

Today, this wonderful D-Type replica presents extremely well and is finished with admirable attention to detail in every area. The history folder is replete with detailed invoices outlining works completed, old MOTs and the current V5c (historic vehicle). This super Jaguar re-creation respectfully and elegantly pays homage to one of the greatest British sports cars of all time.  

• One of just 29 UK-supplied examples, first registered on the 28/03/1991

• Supplied through Bradshaw & Webb, now Mercedes-Benz Chelsea, who have serviced it from new

• First registered to a member of the Vardinogiannis shipping dynasty and subsequently to her daughter

• Detailed history file that includes all the book packs, service book and maintenance invoices

• Meticulously maintained and recently serviced in September 2018 by Mercedes-Benz Chelsea at 35,415 miles

• The ultimate German 'Q-car'. Having lived a cossetted life in Belgravia it is on the open market for the first time

The ultimate 'wolf in sheep's clothing' of the 1990's, the 500E saloon was built to rival the BMW M5 and was created in close cooperation with Porsche. With its engineering department fully occupied with the development of the new S-Class, Mercedes-Benz commissioned Porsche in 1989 to redesign the W124 chassis to enable the 5.0L V8 from the SL to be shoehorned in, along with the necessary changes to the suspension system and drivetrain. The new stealth saloon offered no visible clues on the outside except for very slightly flared wheel arches, wider tyres and discreet side skirts. 60mph arrived in just five seconds and 100mph in just over 14 seconds, remarkable for a car with such stately presence. It was only available as a hand-built, four-door saloon in left-hand drive and the low production numbers rendered it an instant classic. 

It is believed only twenty-nine orders were placed by British buyers for the 500E, and this example was supplied by Bradshaw & Webb, now Mercedes-Benz Chelsea, to a member of the Vardinogiannis shipping family on the 28/03/1991. The car resided at Upper Grosvenor Street, Belgravia before subsequently being registered to her daughter at their Chester Square address. 

The mileage of 35,500 (atoc) is fully corroborated by the following service intervals in the book:

Pre-delivery Inspection - Mercedes-Benz, Chelsea 07/05/1991 954  Service -  Mercedes-Benz, Chelsea 10/01/1992 3,989  Service - Mercedes-Benz, Chelsea 28/01/1993 12,952  Service -  Mercedes-Benz, Chelsea 21/03/1994 16,998  Service -  Mercedes-Benz, Chelsea 12/04/1994 17,829  Service -  Mercedes-Benz, Chelsea 03/11/1994 23,839  Service -  Mercedes-Benz, Chelsea 24/03/1997 26,732   Service -  Mercedes-Benz, Chelsea 08/06/1998 27,651  Service -  Mercedes-Benz, Chelsea 30/03/1999 28,619  Service -  Mercedes-Benz, Chelsea 19/02/2001 29,999  Service -  Mercedes-Benz, Chelsea 26/09/2003 32,070  Service -  Eaton Square Group, Belgravia 15/02/2007 33,888  Service -  Eaton Square Group, Belgravia 10/02/2011 34,684  Service -  Mercedes-Benz, Chelsea 21/02/2014 35,024  Service -  Mercedes-Benz, Chelsea 22/09/2018 35,415

There is a documented engine replacement by Mercedes-Benz, Chelsea on 24/03/1993 at 13,907 miles.  

Purchased by our vendor from Silverstone Auctions a couple of years ago and forming part of his significant private collection, it has been lightly used during that period.

One of the finest examples on the market with exceptional provenance, the incredibly detailed history file has reams of Mercedes-Benz invoices, previous MOTs, and all of the book packs. If you are in the market for an 'Executive Express' that is hugely quick but totally refined, this is the car for you. 

• Fitted with a 255bhp, quad-cam, 3.5-litre V8 engine. Styled by Bertone 

• One of only three examples to leave the factory in the rare colour of Grigio Argento

• Imported into the US by Lamborghini North America in 1984 as a Euro-specification car

• Returned to Europe in early 2017 by a Lamborghini collector in Gibraltar. Some restoration, engine and gearbox checks/servicing and a full respray

• www.Jalpa.ch shows regular servicing in the US and current mileage of just 22,300 km

• Good history, the original manual and brochure, three key sets, the original spare wheel and an almost complete tool kit

The Jalpa was Lamborghini’s last throw of the Urraco dice. The Silhouette had been out of production for two years, but another attack on the Ferrari 308 was sanctioned. The Jalpa was usefully quicker thanks to its enlarged (by Alfieri) 3.5-litre quad-cam V8, with fuel flow controlled by four Weber 42 DCNF twin-barrel downdraught carburettors. Plus, with styling conceived and executed by Bertone, the Jalpa was unashamedly designed to go head-to-head with Ferrari’s 308 in the battle for V8 Italian sports car supremacy.

Though conceived as the junior Lamborghini of the 1980's, the Lamborghini Jalpa has been noted as being much easier to drive than the Countach, especially in heavy traffic and at slow speeds. With maximum power at 255bhp and a top speed of around 155mph, it’s hard for anyone to call this sports car junior. During its nine-year production run, it sold 200 in its most successful year, making it Lamborghini’s best-selling V8.

The car presented here is a 1983 Lamborghini Jalpa, originally destined for the Italian market, and was one of only three examples to leave the factory in the rare colour of Grigio Argento. Being a relatively early production car, one of the first 50 examples, it has the desirable Silhouette rear taillights and a front oil radiator. In 1984, the car was imported into the US by Lamborghini North America and painted red at the request of a Washington-based customer, remaining this colour ever since. Fortunately, as an early car, US emissions modifications did not have to be met and the engine was not revised with the unsightly large air-filter boxes and changes to the exhaust etc. that reduced power. Therefore, it has remained a European-spec car since production, ensuring a useful 255bhp at 7,000 rpm, and has never been modified. The car returned to Europe in early 2017 with a Lamborghini collector who lived in Gibraltar and who commissioned work on it, which included some restoration works, engine and gearbox checks and a full respray.

The car was bought by our vendor, a true Italian sports car enthusiast, in July 2018, after having owned some similarly special Italian machinery over the years. He searched the world for the best Jalpa he could find, eventually finding this car with classic car specialists Toro Classics in Spain, who confirmed its matching-numbers status, then with just over 19,000 km. Having obviously been diligently owned and cared for all its life, our fastidious vendor was able to trace the car, its servicing history (back to 2003) and its mileage via www.Jalpa.ch (the Jalpa register in Switzerland), showing regular servicing alongside mileage increments in the US. Such was our vendor’s connection to the car, its provenance and condition, he flew specially to the US to meet the previous owner and collect the original spare wheel for the car! Having now covered just 22,300 km (atoc) and having had a full service with Italian car specialists Shiltech of Loughborough on the 03/07/2019 at 21,246 km, this is a very fit and healthy Jalpa.

Accompanied by its original manual and brochure, three key sets, servicing invoices from 2007 and an almost complete tool kit, this really is a fantastic example of a rare and appreciating 1980's Lamborghini.

• An exceptional UK/right-hand drive example with just 3,997 miles (atoc) and full Mercedes-Benz service history

• From a private vendor, in as new condition with just two diligent owners from new

• Normally-aspirated 6.2-litre AMG V8 with 563bhp matched to a 7-speed, double-clutch AMG Speedshift gearbox, giving a 0-62mph time of 3.8 seconds and a top speed of 197mph

• Impressive specification including a carbon centre-console, carbon wing mirrors, Command Navigation, AMG Active Body Control, AMG Performance steering wheel, 10-spoke Diamond-cut AMG alloys, Alcantara roof liner, 'Airscarf' neck-level heating

• Remarkably torsionally stiff with a bodyshell that weighs a mere 2kg more than that of the Coupe with an identical drivetrain and lightweight carbon driveshafts

• A supremely refined and capable open-top supercar with the added benefit of being engulfed in the rousing soundtrack of one of the best V8 engines ever produced by AMG

The Mercedes-Benz SLS AMG Roadster is the open-top version of one of the most sought-after supercars of the last ten years. It’s low, sleek and sufficiently dramatic to stop pedestrians in their tracks, but can it possibly compete with the SLS Coupe in the way in which it drives?

With no exaggeration, reviewers of the Roadster were quick to say that it's an even more convincing proposition to drive than the Coupe. The level of grip is remarkable and it stops with great conviction, but where the soft-top really presses its case is in the more subtle areas of its handling repertoire, many of which are a nudge ahead of its fixed-roof sibling. The engineering changes Mercedes made to counter the loss of rigidity caused by the absence of a fixed roof provide the SLS Roadster with an even more fluid feel to its handling. Pushed hard, it feels better balanced and, with its overzealous traction control turned off, it's nothing short of sublime. The SLS Roadster possesses better body control and greater levels of feedback than the Coupé, and if there is any lack of rigidity it is never obvious. AMG claims that minimal strengthening to the chassis was required to compensate for the lack of a roof, as the car was designed as a Roadster from the start. Tweaks include thicker aluminium for the sills, a reinforcing cross-member under the dash and another brace positioned behind the seats. The end result is a level of torsional stiffness that’s almost identical to that of the SLS Coupe.

It’s not lacking in performance, either. Boasting the same 6.2-litre V8 as the Coupe, the Roadster produces 563bhp and 479lb.ft of torque generating an official 0-62mph time of 3.8 seconds, while top speed is put at a bouffant-rearranging, 197mph. And without a roof to filter out its soundtrack, there are tiny nuances in the exhaust note evident in the Roadster that you just don’t notice with the Coupe, whether it be entertaining pops and crackles on a trailing throttle or the NASCAR-grade growl on a wide-open throttle.

But perhaps the Roadster’s most persuasive sales attribute is its striking appearance, which is nothing short of spectacular. The retro-inspired exterior, credited to British-born Mercedes designer Mark Featherstone, lends itself well to the open-top treatment, giving the roadster a satisfyingly low-slung look that sets it apart from its fixed-roof twin. AMG has also introduced optional electronically adjustable dampers on the Roadster, with three settings, Comfort, Sport and Sport +.

The car presented here is a 2011 Mercedes-Benz SLS AMG Roadster in simply ‘as new’ condition. The original owner was a friend of our vendor and when the Mercedes was offered for sale, knowing the car and its fastidious ownership, he jumped at the chance to buy it. As good as you’d expect, with just 3,997 miles (at the time of cataloguing) from new, an enviable spec and a full-service history with Mercedes-Benz.