• Matching numbers, Belgium-delivered, rare factory options and desirable non-sunroof Coupe, top-of-the-range 911 S

• Taken off the road in 1984, rediscovered in the UK, with just 63,000km and retaining much originality

• The subject of a four-year exacting restoration to original Porsche COA specification

• Now simply stunning with commendable attention to detail

• Just 69,356 km/43,095 miles

• Must be one of the best examples of its type currently available anywhere

In the early days of the 911, the model continued to be developed and improved on an annual basis and the 1969 C-series cars saw a huge step forward in the car's evolution, with a longer wheelbase, wider wheels, low profile tyres, improved lighting, trim and ventilation, stronger suspension and brakes, plus the introduction of the excellent race-derived CD ignition and mechanical fuel injection. These advances were consolidated in the following 2.2-litre range.

The D-series 911 models were produced from August 1970 to July 1971, and for model-year 1970, the engines of all 911s were increased to 2,195cc. The 911 S 2.2 was fitted with the SOHC, flat 6-cylinder, Type 911/02 engine, with an uprated power output of 180bhp at 6,500rpm, giving it a claimed top speed of 138 mph and a 0-60 mph time of 7.0 seconds. It had a 5-speed gearbox, 4-wheel ventilated disc brakes and 4-wheel independent suspension.

The top-of-the-range 2.2 911S represented the ultimate development of Porsche’s original 911 engine and transmission design, retaining the short-stroke free-revving engine and ‘open road’ dog-leg gearbox of the original cars, whilst benefiting from the larger cylinder bore, stronger clutch and transmission, much-improved wiring and electrics, Fuchs alloy wheels and a discrete front spoiler. Relatively expensive in the UK, they were a rare sight on British roads in the early Seventies, with only 44 examples sold here in 1971, and of these, the survival rate has not been good, with modifications, corrosion and some inevitable accidents taking their toll.

The car presented here was something of a local legend, rumoured to be lost and slumbering somewhere in the West Country for decades. It was re-discovered in a dry lock-up garage and is now known to be left-hand drive car, manufactured on the 2nd March 1971 and sold new in Belgium, before being imported and registered in the UK on the 2nd December 1981. For unknown reasons, the car was only used until 1984 when it was taken off the road having covered just over 69,000 kilometres (an old MOT Certificate indicates the car had covered 63,718 km in 1983). In the years that followed, its previous custodian was approached by the, then, owner who explained that her husband had left her the car and she had little need or understanding of it. The gentleman eventually purchased the rather 'down-at-heel' 911 in the early 1990s with the intention of restoring it and moved it into his lock-up garage to start the restoration process. After removing some parts and replacing numerous panels the process stalled with life and business interests taking over, and that is how it remained until 2016. Silverstone Auctions were invited to view the car and subsequently sold it as a restoration project in 2016. Four years later, we now have the privilege of offering it for sale once again. With its full potential on show, after a four year, exacting and costly restoration, this top-of-the-range 911 is now resplendent in its fully restored condition.

Chassis #0785 is a real survivor and is a fully matching-numbers, Belgium-supplied (even retaining its original Belgian VIN Tag in addition to its original Porsche one), Euro-spec, non-sunroof Coupé.

The nut and bolt restoration was commissioned and overseen by a real Porsche enthusiast, ensuring that the car was returned to its rare Certificate of Authenticity spec with the best factory options, utilising the skills of leading industry professionals in all areas, however small (full list of companies used below).

In brilliant Gemini Blue Metallic with leather Sports Recaro seats and fog lights, this car is simply stunning. The engine and gearbox were fully and correctly restored, using SSI heat exchangers. Our vendor is a 'details guy', so the car has the correct ‘S’ spec alloy rear deck lid and license plate panel - often missed in a restoration, plus all the date codes are correct, including the beautiful Blaupunkt Frankfurt radio which was restored by Konigs in Germany, the car even has four date matching Fuchs wheels & also a correct date range spare whee

• Registered to the first of four former keepers on the 09/02/2001

• A well-specified range-topping Autobiography HSE finished in smart Bonatti Grey

• The 4.0-litre petrol V8 of the HSE provides smooth acceleration amid acres of wood and leather

• The service history is well documented and supports the mileage of some 42,000 miles

• Recently had new discs and pads all round

• This car has just had a complete rebuild of the original engine and is now running in

• Offering a more refined experience compared to its predecessor, the P38 is rarely found in this condition

Following the enormous success of the original Range Rover and its successively more luxurious upgrades, Land Rover introduced a new model, designated P38, in 1994. Produced up to 2001, the P38 was considerably better appointed than its predecessor and became the benchmark for luxury motoring in town and county. The all-new Range Rover could be ordered with a choice of three engine options: 4.0-litre and 4.6-litre petrol units or the BMW sourced 2.5-litre diesel, with many opting for the diesel. Various equipment levels were available but the Range Rover Autobiography rivalled the best from Mercedes-Benz and Jaguar when it came to luxurious interiors.

The successor to the P38, the Range Rover L322, was being developed in late 2001 and, mindful of demand for the soon to be released new model, the final P38 ranges were exceptionally well equipped. This 2001 Autobiography 4.0 HSE in Bonnati Grey was sold by Guy Salmon Land Rover, Stratford-upon-Avon on the 09/02/2001 to the first of three former keepers and it is believed to have been a press car. It was bought by our vendor, the proprietor of a garage specialising in Land Rover and Range Rovers, for his personal use in 2013. Naturally, as the boss’ car, the Range Rover has been carefully looked after in the workshop.

Such is the condition of this car and our vendor’s reputation within Land Rover circles that it was selected by Jaguar Land Rover to be displayed at the 70th Anniversary celebrations for Land Rover at the Goodwood Festival of Speed in 2017. It took part in the parade lap and later, during a conversation with a knowledgeable enthusiast, our vendor was told that it was one of just four such cars built. We have been unable to substantiate this claim but it will make for some interesting research by the next owner. The odometer reading of just under 42,000 miles is substantiated by the entries in the original service book.

It is presented to auction with a history file that includes that service book, reams of receipts and old MOTs - with the current valid until November 2020. The car has recently had new discs and pads all round, but more importantly, a complete engine rebuild of the original engine with new liners, 8 new pistons, skimmed heads and other sundries to complete the build and as such is currently just running in! As the successor to the iconic Range Rover Classic, the P38 had a tough act to follow, but in recent years the P38’s enhanced driving experience has meant that it has found its place within the Range Rover line up.

• Built by the Swallow Coachbuilding Company in Foleshill, Coventry

• This is an early model of the SS1 dating from 1934

• Powered by a 2.1-litre, standard straight-six side-valve producing 53bhp

• Delivered new to Buenos Aries, Argentina, in April 1934. Right-hand drive with a KPH speedo

• Purchased for the Danish Aalholm Automobile Museum where it resided until 2012

• Subsequently, it was cosmetically restored by the Key Museum to an incredible level

• It now looks fabulous in its distinctive two-tone black and white paintwork

• The interior with its Sunburst Art Deco styling cues is a work of art

• Now roadworthy and we understand the car starts and runs well

Forerunner of the 'Jaguar' marque, 'SS' originally stood for the Swallow Sidecar & Coachbuilding Company, which had been founded in Blackpool, England by William Walmsley in 1922. The company branched out into motor manufacture in 1926, its first major success being an attractive sports saloon on the Austin Seven chassis. The design was the work of Walmsley's business partner, William Lyons, whose future Jaguar creations would confirm his reputation as one of the British motor industry's most gifted stylists. The SS1, launched in 1932, is a close-coupled coupé based on the Standard Ensign 16hp. The chassis and body were designed by Lyons; a long bonnet, tiny passenger compartment and helmet-type front wings imply the ultimate in high performance of the time and this is what ultimately created a blueprint for Jaguars of the future, combining sporting good looks with a better-than-average specification. Indeed, so successful was Lyons' new venture that production of Swallow-bodied cars ceased altogether in 1933, and SS Cars Limited was formed, initially as a subsidiary of the Swallow sidecar-building business.

For 1934 the SS1 gained a new wide-track chassis and slightly enlarged Standard engines of 2,143cc and 2,663cc, while the body - now available in four different configurations - underwent yet another restyle. In this, its final form, the SS1 remained in production until 1936, by which time 2,503 examples of this ultimate version had been made.

This 2.1-litre model SS1 fixed-head Coupe, Chassis number 247848, is unique as records show that it was delivered new to Buenos Aries, Argentina, in April 1934. This is further confirmed by the car being a right-hand drive example with an original km speedo to suit its South American home. The car was eventually purchased for the Danish Aalholm Automobile Museum Collection where it resided before being sold in 2012. Subsequently, it was cosmetically restored by the Key Museum, giving it the distinctive two-tone paintwork and black leather interior that it proudly displays today. Some years later it was purchased by the current owner who repatriated it to the UK and went on to commission further mechanical restoration to bring the car from a museum piece to a roadworthy example and, as a result, the car starts and runs well, having been driven sparingly and dry stored undercover ever since.

The car has a NOVA number, and a UK V5 can be applied for with the new owners’ details. It is well known that these cars left the factory without a fixed chassis plate, instead, a simple chassis tag was supplied with its factory handbook. As such, many examples have lost their original chassis tag and in turn also their true identity. Chassis no. 247848 however, whilst its original supplied tag is not present, has been subject to much research and scrutiny by marque experts meaning it is one of the few SS1 Coupes with a confirmed identity.

This little SS is an exceptional survivor, all the more surprising considering it has travelled the world. Early cars such as this are rare, highly desirable and do not come to market very often and one in this condition would fit comfortably into any collection of important automobiles.

• Finished in Almond Green/Old English White over a Dove Grey/Porcelain Green interior

• An older restoration, it's believed to have spent most of its life in Portugal

• It has been well kept in dry storage and, we understand, runs and drives well

• With its original handbook, Portuguese documents and a NOVA. A Heritage Certificate has been applied for

• A lovely little Coop, nicely restored, in wonderful usable condition and ready to be enjoyed

Launched in September 1961, the Mini Cooper offered a size/price/performance package that was nothing short of miraculous. It soon established its credentials as a rally and race winner, and the stage was set for even faster versions. The first of these - the 1,071cc Mini Cooper 'S' (late 1963 until August 1964) - took engine development a stage further and provided the basis for the 970 'S' and 1275 'S' of 1964.

Manufactured in 1966, this rare original 1275 Cooper 'S' is the most desirable of all variants and has covered only 12,350km, a remarkably low mileage that is clearly reflected by the condition of the car. Having been restored some years ago, this little 'Coop' still presents superbly and is now beautifully bedded in.

One of the very few left-hand drive cars produced in 1966, it's believed to have spent most of its life in Portugal and is fitted with all the period-correct 1275S features including the optional Twin Tanks, correct 200kph speedometer (120mph), 7.5in servo-assisted front disc brakes, twin SU HS2 carburettors and 9-slot vented 10 x 4.5" Cooper S wheels.

Finished in the attractive colour combination of Almond Green with an Old English White roof over a Dove Grey/ Porcelain Green interior, the Mini has been well kept in dry storage, runs and drives well and comes complete with its original handbook, Portuguese documents and a NOVA. The vehicle can be registered with a UK logbook if desired and a Heritage Certificate has been applied for. A lovely little car, nicely restored, in wonderful usable condition and ready to be enjoyed by its new owner.

• Sold through Newbury Motors of Halesowen in January 1971 to Mr DE Sharpe of Scunthorpe

• Purchased by Ian Orford, Managing Director of Jensen Cars Ltd. in 1987 but not used

• Fully restored between 2015 - 2018 when it was returned to its original colour of Pimpernel Red

• Upgrades included a Retrosounds DAB radio, iPod connectivity, and modern cooling fans

• Recently treated by our vendor to a back-to-metal, glass-out respray at a cost of £15,000 and a set of the correct alloy wheels with Michelin XWX tyres

• Good history file, parts invoices, DVLA vehicle records, MOT to June 2020 with no advisories, vehicle build & specification sheet and a full photographic compilation of its restoration

Unveiled in 1966, at the London Motor Show, the Jensen FF was immediately voted 'Car of the Year' by the motoring press based on its outstanding technical ability. “FF” stood for Ferguson Formula, the four-wheel-drive system developed by Harry Ferguson for racing cars, that split the torque unequally between the front and rear wheels to give the car unheard of handling qualities for a big GT car of the mid-60s. This combined with Dunlop Maxaret anti-lock braking - another first - is what led the pundits to call the FF the "World's safest car".

In October 1969, a significant number of improvements heralded the arrival of the 'MkII'. The newcomer incorporated revised front suspension and Girling brakes as well as a new front bumper and countless minor alterations, however, the main improvement was a completely redesigned interior featuring a new dashboard and seats. Mechanical changes to the FF kept abreast of those made to the standard Interceptor, although, there were numerous subtle differences, the most obvious being the FF's twin side vents. Looking almost identical to the standard Interceptor, it was actually nine inches longer in the bonnet to accommodate the extra space needed for a front differential. Priced at around 30% above the Interceptor, itself not a cheap car, the FF was the privilege of a wealthy few, and when production ceased in 1972 only 302 had been made.

This 1971 FF was originally ordered in late 1970 from Jensen by German Distributor GHS, however, plans subsequently changed and the car was prepared for the UK Market and sold through Newbury Motors of Halesowen in January 1971 to Mr DE Sharpe of Starco Engineering, Scunthorpe. It's original registration number was PWP 646J and the history file shows various warranty claims and a regular service voucher at 36,000 miles in 1973.

Little is known of the car during the intervening years until it was purchased and registered to Mrs Atterbury of Brierley Hill in 1979 until mid-1980 when her husband became the registered keeper until June 1987. The car was subsequently purchased by Ian Orford, Managing Director of Jensen Cars Ltd. in 1987 and at this point, it appears that the car had been repainted blue with a vinyl roof and acquired the registration 6 DNX. For some reason, the FF was left languishing at the rear of the Jensen Motors Ltd. Kelvin Way factory partially dismantled until it was rescued in 1989 by a Mr Winter of Sevenoaks. Winter retained the car until he passed away in 2003 when his good friend and renowned Jensen enthusiast Tom Scullane purchased the car and in 2004, his daughter passed the car onto the owner prior to our vendor.

The FF was dry-stored for a number of years before being fully restored between 2015-2018 when it was returned to its original colour of Pimpernel Red. The defective speedometer was changed during this time. The restoration was comprehensive with many NOS panels and a new floor, stainless steel fuel tank and new bumpers. On the mechanical side, the gearbox and engine were rebuilt, the latter by Geoff Hauser, the braking system was fully overhauled, whilst the interior was beautifully refurbished with seat belts front and rear. Subtle modern upgrades included a Retrosounds DAB radio, with iPod and telephone connectivity, and upgraded modern cooling fans. In all, there are invoices on file for more than £20,000. Finally, back on its feet, this well-travelled FF was purchased by our vendor, lightly used and dry-stored for a short period before he, in turn, felt the need to take the FF up to another level with a full, back-to-metal, glass-out respray at a cost of £15,000 and a set of the correct alloy wheels with Michelin XWX tyres.

A well-kept history file accompanies the car and contains parts invoices, DVLA vehicle records for the car when on its’ pr

• The first Mokes were built at BMC's Longbridge, Birmingham plant 1964/68

• Originally conceived as a military vehicle, its cute looks soon attracted a different audience

• This right-hand drive, UK-supplied example retains all its original Mk1 features

• Subject of a no expense spared, total Concours restoration to original factory specification

• Class winner at the Mini Cooper Register Day, Beaulieu 2015. Good history file

• This immaculate little Spruce Green Moke is possibly the best example available

The Mini Moke is famed for its versatility and classic design. Built in the UK between 1964 and 1968, it was originally conceived as a lightweight military vehicle, utilising parts from the Minivan, however, as the Mini became successful, so the Mini Moke gained a sort of ‘cult’ status, later becoming popular as a low maintenance recreational car. Despite this, it is estimated that only 1,500 vehicles were produced for the home market, including this car. Popular as a ‘beach buggy’ in island destinations such as the Seychelles and Barbados, these great little vehicles were once also used as the official transport for the local police in Macau!

This right-hand drive Mini Moke retains its original Mk1 features such as the single windscreen wiper and floor mounted headlight dip-switch and remains in its production colour of ‘Spruce Green’ with green trim. Sold new in the UK, the car has been the subject of a no expense spared, total Concours restoration to original factory specification and has covered very few miles since.

The history file contains various MOT Certificates, the original 1974 green logbook, the V5, the build sheet from its extensive JD Classics restoration and the all-important Heritage Certificate.

This immaculate little car is possibly the best example in existence and, despite its low mileage, starts and drives very nicely. Class winner at the Mini Cooper Register Day, Beaulieu 2015, it truly represents an opportunity for its new owner to enjoy all manner of open-air escapades.

• A left-hand drive, California car that returned to the UK in 2011

• Thoroughly restored; chassis stripped and rebuilt, bare metal respray, new wiring loom, seats and brightwork, new leather interior, superior carpet set, new side screens and soft top, short tonneau cover

• Engine bored out to 1380cc and fully balanced. Fitted with a fully rebuilt, 5-speed, Ford Type-9 gearbox

• Documentation from the USA including receipts for repairs and maintenance, along with UK MOTs, a multitude of invoices from the restoration, a memory stick of images of the car and a current V5c

• There is no point in being modest, this is one of the best T-Series restorations that we have ever seen

The penultimate T-Series Midget, the TD, appeared in 1949. A continuation of the 1930s designed TC, The TD heralded some well-received post-war refinements; independent front suspension, rack and pinion steering, steel wheels, and the availability of left-hand drive, made the TD an appealing motorcar for the export market. When production of the TD finished in 1953 it's reported that all but around 1,650 of the 30,000 cars produced were exported, with 23,000 or so heading to the USA alone, this very car amongst them.

Supplied originally to California this lovely MGTD was used as a daily driver for the first 70,000 miles of its life before returning home in 2011. It then underwent a thorough restoration by its previous custodian; chassis stripped and rebuilt, bare metal respray, new wiring loom, seats and brightwork, engine bored out to 1380cc and fully balanced, fitted with a fully rebuilt, 5-speed, Ford Type-9 gearbox, new leather interior, superior carpet set, new side screens and soft top, short tonneau cover.

After being purchased by its current owner, the car has been driven sparingly and stored indoors undercover and we understand that the little MG starts, runs and drives very nicely indeed.

The generous history file shows documentation from the USA including receipts for repairs and maintenance, along with UK MOTs, a multitude of invoices from the restoration, a memory stick of images of the car and a current V5 certificate.

A superbly presented example in MG-Red with a Biscuit leather interior, this lovely 1953 MGTD is primed and ready for adventure.

• Rare and desirable, early-production, manual gearbox, pre-HE car

• Delightfully finished in Squadron Blue with a smart Biscuit interior

• Outstanding history file; older MOTs, its Jaguar Heritage Certificate, invoices for maintenance, service records dating back to 1978, a parts catalogue and an original XJ-S brochure

• Previously UK-registered but now sits on Irish plates. A NOVA has been issued

• A lovely, usable, classic which would now benefit from some light recommissioning work

The development of the E-type's replacement, the XJ-S, had begun in the late 1960s as project XJ27 with an initial design by Malcolm Sayer, but after his death in 1970, it was completed by the in-house Jaguar design team, headed by Doug Thorpe. Power came from the Jaguar V12, initially with a choice of a manual or automatic transmission, but the manual was eventually dropped as the gearboxes were left over from V12 E-Type production and when they ran out of stock it was decided not to manufacture any more.

There was a considerable delay in finalising the XJ-S design as, although everyone on the design team was happy with the front and middle of the car, the problem was the back. Sir William Lyons was notorious for micro-managing the design details of his beloved Jaguars and no matter how many different approaches and designs were suggested by the drawing office, the 'Old Man' didn't like any of them.

One evening Stan Keyworth, a Production Director in the company, and the man responsible for reaching the decision that the E-Type could simply never be built to the new American safety regulations received a late afternoon phone call from Sir William. He wanted to know 'what was selling' and 'whose cars had captured the public imagination'. Stan felt that the 246GT Dino was top of the pops at the time and Sir William requested that he wanted a good look at one. So Stanley managed to scrounge a Dino from a Ferrari dealer friend and duly delivered it to Wappenbury Hall where it was parked outside the drawing-room window. Apparently, Stan remained in the kitchen eating sandwiches for several hours whilst Sir William stared out of the window with his sketchpad. If you have ever wondered where those distinctive 'flying buttress' features at the back of the early XJS came from, have a look at a Dino.

The XJ-S finally debuted on 10th September 1975 as a 5.3-litre V12-powered Coupe. V12-engined production automobiles were unusual at the time, normally being the territory of Italian luxury sports cars like Lamborghini and Ferrari. Indeed, the specifications of the XJ-S compared well with these high-end sports cars; 287hp, able to accelerate to 60 mph in 7.6 seconds and reaching a top speed of 143 mph.

The earliest and undoubtedly most desirable XJ-S is the pre-HE model, with the rare manual gearbox, just like the one offered here. This car was purchased new by a Mr T Brown through his company, Superior Seals Ltd. Initially used and kept by him as his company car, the vehicle was then sold in the mid-’90s to its second owner who in turn sold it to a Mr Malcolm Verey who went on to keep it until the early 2000s. It changed hands and found its way to Ireland in 2007 where it stayed until it was purchased by our vendor and repatriated to the UK in 2018. Since then, the car has enjoyed a more leisurely life, dry stored and driven sparingly, and remains in very good order.

Finished in Squadron Blue with a Biscuit interior, the car is accompanied by an outstanding history file which contains older MOTs, its Jaguar Heritage Certificate, various invoices for maintenance, service records dating back to August 1978, a parts catalogue and an original XJ-S brochure.

The car was previously UK-registered but now sits on Irish plates. A NOVA has been issued, and a UK registration can be supplied to the new owner if desired.

A lovely, usable, classic which would now benefit from some light recommissioning work as the car has suffered from the usual sagging XJS headlining and perished bushes from lack of use. The previous owners have clearly spared no expense in its upkeep and maintenance, as is reflected in the extensive history file. Early production, manual gearbox, pre-HE cars are regarded as the most desirable so this is an excellent opportunity.

• Stylishly presented in Anthracite Grey Metallic paint with a tan interior

• Recently subject to extensive recommissioning work at a cost of over £29,000

• Hydraulics and braking system overhauled, air suspension stripped, vacuum system and tank tested

• New Pullman-spec airbags, interior refurbished, bumpers chromed plus a deep clean

• Copies of the original Factory Data Card. On a NOVA number and ready for UK registration

• A rare and desirable motorcar, exhibiting cutting edge 1960's luxury, engineering and style

The Mercedes-Benz 600 was a line of ultra-luxury cars produced between 1963 to 1981. A forerunner of the modern Maybach marque, the 600 was the company's flagship and most expensive model. Among the variety of 600 models produced was the long-wheelbase four-door "Pullman" limousine, with two additional rear-facing seats separated from the driver's compartment by a power divider window. Just 429 of these substantial motor cars were built, including the superb example on offer here.

This home-market car was delivered new to the German company “Alpine” in 1964, presumably to transport important staff and clients, before the company was subject to a take-over by a Japanese firm around 20 years ago. As a company asset, the vehicle then made its way over to Japan where it spent many years before being purchased by our vendor and brought to the UK.

Representing state-of-the-art automotive engineering of the era in just about every department, this supremely well-equipped luxury car featured four-speed automatic transmission, all-round disc brakes, power-assisted steering, central locking, separate air conditioning systems for the front and rear compartments, and insulated glass all round. The 600 Pullman’s great size, weight, and numerous hydraulically driven amenities required more power than Mercedes' largest engine at that time could produce. A new V8 with more than twice the capacity was developed, the 6.3-litre M100. Featuring single overhead camshafts (SOHC) and Bosch mechanical fuel injection, it developed around 250bhp offering highly respectable performance, reaching 60mph in a little under 10 seconds and exceeding 125mph flat out.

One of the most notable features of these models is their sophisticated 150-bar (2,176 psi) hydraulic pressure system which operates the multi-way adjustable seating, windows, opening and closing of doors and boot lid, whilst adjustable air suspension delivers variable control, excellent ride quality and sure handling over any road surface.

Stylishly presented in Anthracite Grey Metallic paint with Tan interior, the car has been subject to extensive recommissioning work at a cost of over £29,000. This attention includes; overhaul of the hydraulics and braking system, air suspension stripped and sent to the leading specialist in Germany to be worked on, vacuum tank tested, new Pullman-spec airbags on all sides as well as having the interior refurbished, bumpers chromed plus a deep clean and pre-sale detail.

The car is accompanied by copies of the original Factory Data Card showing the vehicle specification and sale to ‘Alpine’ in Augsburg, Germany. Also supplied is a printout from Mercedes-Benz confirming the vehicle details and invoices for recent works to the hydraulics and suspension plus new tyres. The car has a NOVA number and is ready for UK registration.

A rare and desirable motorcar, exhibiting cutting edge 1960's luxury, engineering and style.

• Home market, right-hand drive XK150 Fixed Head Coupe with a factory overdrive

• Subject of a fastidious restoration by its previous owner with incredible attention to detail

• Fitted with a rebuilt and uprated 3.8-litre engine with its original cylinder head, drawing through a pair of 2" HD8 carburettors and the gearbox is the original 4-speed, overdrive unit

• Upgrades include power steering from Vicarage, Coopercraft Disc brakes and Turrino wire wheels

• The valuable registration number 150 X is also included

• One of the best presented, best-driving XKs available today

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

This, home market right-hand drive XK150 Fixed Head Coupe is a factory overdrive example and was first registered in August 1959. It has been the subject of a fastidious restoration by its previous owner. No nut was left untouched and the attention to detail throughout is superb, not only in the quality of the finish but also the driving experience. Mechanically, the car is fitted with a rebuilt and uprated 3.8-litre engine with its original cylinder head, drawing through a pair of 2" HD8 carburettors and the gearbox is the original 4-speed, overdrive unit.

There is a raft of upgrades such as power steering from Vicarage, Coopercraft Disc brakes and Turrino wire wheels, all of which really make this Jaguar a useable modern-day classic. The valuable registration number 150 X is also included as are a number of invoices detailing the restoration.

One of the best presented, best-driving XKs available today.

• The BT7 featured front disc brakes, wire wheels as standard and a more powerful engine

• This left-hand drive example was initially supplied to the US but returned to the UK in 1991

• Restored in the US. Recently been repainted to a very high standard in its original colours

• Classically finished in Old English White over Black with a matching factory hardtop

• The 2+2 black leather interior sports a wood rim wheel and remains pleasingly standard

• Fitted with the 124bhp, 2,912cc BMC C-Series engine and a four-speed gearbox with overdrive

• We understand it took part in the 2000 Monte Carlo Classic Historique Rally, starting from Oslo

• Supplied with a partial history file containing some older documentation

• Gleaming paintwork, chrome wire wheels and tidy engine bay

• Very sensibly guided, this classic Healey would make a wonderful European touring companion

The 'Big Healey' enjoyed steady development with the early four-cylinder cars giving way to the 100/6 in 1956 which, in turn, was replaced by the first of the 3000s in 1959. The new car featured an enlarged 2,912cc version of Austin's six-cylinder engine with twin SU carburettors and Girling front disc brakes offering excellent performance and resulting in the model becoming a great success. The 3000 was only referred to as the Mk. I once the Mk. II model was introduced in 1961. Other changes were minor compared to those between the original 100 and the 100/6. The wheelbase and body were unchanged as were the body-styles, a 2+2 (BT7) and a two-seater BN7.

341 UYK was initially supplied to the States in 1960 where it remained until coming back home in August 1991. Whilst away the car was restored and, by the look of the way it presents today, to a very high standard. Finished in Old English White over Black with a factory Black hardtop, this early 3000 sports front disc brakes, wire wheels as standard and a more powerful engine over its predecessor. Only two owners since 1991 and with its current custodian since 2017, it has more recently been the subject of a total repaint bringing this Healey bang up to date and looking super fresh.

The car has been documented as taking part in the 2000 Monte Carlo Classic Historique Rally joining in Oslo and the car still wears the identification plate to confirm its entry. The Healey is supplied with a history file we believe detailing some of the older works and some of its more recent UK history since 1991. Guided very sensibly, this lovely old 'Squealey' is crying out for a new owner to cherish it and take part in all those things that Healeys are good at, like burbling down a country lane in a 1950's black and white movie sort of way with the six-cylinder exhaust offering more 'snap, crackle and pop' than a box of Rice Crispies.

• ??????The original James Bond boat having been supplied to the late Sir Roger Moore KBE, who owned it for over ten years

• Named 'K' believed after Sir Roger's wife Kristina 'Kiki' Tholstrup, who bought it for him

• Sir Roger and Kristina enjoyed many happy times on the boat, whilst spending a few weeks every year at their private villa in Cap d'Antibes and latterly in an apartment in Monaco

• Two fresh Cummins 250 HP Turbo-diesels with new drives professionally installed in Monaco

• Only c489 running-hours since. Runs beautifully up to 30 Knots+. Great sea handling

• Weekend accommodation below. Fitted galley, separate heads, saloon area and double berth forepeak

• Last fully serviced in 2019 with very few hours since

• New anodes, fresh anti-foul treatment and inspection service just completed in July 2020

• A chance to be part of the Sunseeker family. Viewing at short notice can be arranged, currently lying near Dartmouth

• Featured in 'Motorboat and Yachting' magazine; verifiable ownership and maintenance history, accompanied by much paperwork and interesting Sir Roger provenance

When news broke in September 2018 that Sir Roger Moore KBE had died, we didn’t just lose a man who had dedicated his later years to helping others, we also said a final farewell to the greatest 007 of all time. Moore took over the role from the universally loved Sean Connery after a brief cameo by George Lazenby. Although most regard the first official Bond as the greatest, and there is no doubt that the Scot did a wonderful job of bringing the British secret agent to life on the big screen, for many it was always the third 007 who perfected the part of the globe-trotting Lothario.

Moore first played Bond in 1973’s Live and Let Die. Featuring an outstanding title track by Paul McCartney as part of his Wings ensemble, the film was hugely different from the movies of Moore’s predecessor. Looking back, the film was steeped in the decade’s influences. Moore later became something of a punchline for his dry delivery, famous 'raised eyebrow' and quintessential ‘Englishness’, but that was the charm of the man. More importantly, for many, it was what made Bond work.

It’s widely believed that 007 creator Ian Fleming wanted Moore to play the role in the first place, and he was delighted to finally land the actor, who was best known for his roles on the small screen at the time, for Live and Let Die. Although the author eventually warmed to Connery and even went on to become a fan of his portrayal, to him the character had to be English. You can argue for as long as you want about what ‘English’ means in this context, but just watch the peak-era films that Moore starred in and you will understand exactly what this means.

Britt Ekland, who starred opposite Moore in 1974’s The Man with the Golden Gun, told The Telegraph that "Roger [Moore] is the best Bond, of course – not just because of being my Bond, but because if you read the early Ian Fleming books describing him, that’s how he was."

With Moore stuck in a seemingly inescapable TV contract, Connery returned looking older for a half-hearted outing in Diamonds Are Forever. Two years later, the stars aligned, and Moore finally got to play the part he was born for. Having given us a taste on the small screen with The Saint and The Persuaders, the actor would go on to play 007 seven times in total. His final film, 1985’s A View to a Kill, is another highlight of the series.

Moore was a reassuring and somewhat safe pair of hands. He could convince you he was the man who was about to save the world while focusing just as much on bedding a string of women. If his character came across as a misogynist, then that was more to do with the era he occupied rather than the man himself. Let us be honest, Fleming wrote the character to have those attitudes towards women, and perhaps that’s why he liked those films best. When thinking of James Bond, many will always think of Roger Moore.

The Sunseeker back-catalogue is positively dripping with super desirable, high-quality boats that always perform well. However, this particular example is extra special because the first owner was none other than Sir Roger Moore! He bought it new in 1995 to replace his Tomahawk 37, kept it in Monaco and ran it along the French Riviera for many years.

You can now book a one to one appointment (up to one hour) to view this lot at our central location between the 16th and 30th July. Please contact Arwel Richards on 07434 960868 or arwel@silverstoneauctions.com to secure your appointment or to discuss the car in more detail.

The health and safety of both our customers and team remains the utmost priority, we are therefore operating to strict COVID-19 guidelines and full instructions for arrival and inspection protocols will be given when making your appointment.

• SHS317C was despatched to coachbuilders H.J. Mulliner, Park Ward Ltd. in August 1964

• Registered to its first owner on 01/04/1965 via supplying dealer H.R Owen Ltd., London

• One of just 70, right-hand drive Cloud III two-door saloons out of total production of 107

• Part of a large collection it was repainted from bare metal at a cost of £23,770 in 2010

• Further works included a full interior re-trim to include the seats, carpet and headlining

• Showing 380 miles (atoc) it was either 'zeroed' at restoration or has gone 'round the clock'

• The history file includes detailed copy build records and an MOT certificate until March 2021

Enthusiasts have an industry-wide nickname for the Cloud III two-door saloon, and perhaps in consideration of remaining politically correct, it's best not committed to print, but the most noticeable external feature of this exceptionally stylish and rare motor car is its slanted quad headlamps. Coachbuilt by H.J. Mulliner, Park Ward Ltd. using a Crewe-supplied chassis and to design #2041, the two-door saloon combined the best traditions of a Rolls and the rakish lines of an exotic sports coupe.

The 6.2-litre V8 engine provided effortless power, the four-speed gearbox enhanced the driving experience and the interior was a luxurious mix of wood and leather, with individual seats upfront. The, cosmetically similar, Bentley S3 Continental was sold in greater numbers, at 312 cars, but there was still a demand from certain quarters where only a Rolls would do. Just 107 Cloud III two-door saloons were built with only 70 supplied in right-hand drive. According to the extensive copy build sheets, chassis number SHS317C was supplied to its first owner, A. Jelly Esq. of Northumberland on the 1st April 1965, by H.R. Owen, London. A further three owners enjoyed the car over the decades until it joined the substantial private collection of a noted Rolls and Bentley enthusiast.

The car was treated to a programme of restoration works in 2010 that included a bare metal respray, the bill coming to £23,700. The interior was fully re-trimmed with dark red leather, contrasting cream carpeting was fitted together with a new headlining. The woodwork was also attended to and the chrome switchgear polished. The receipts for the works are included in the file together with more recent maintenance invoices that total some £30,000 since 2010. Together with the build sheets, these invoices can be emailed upon request. The vendor confirms the car is matching numbers as detailed in the build sheets, the original engine number, SS158H, can be clearly seen on the car's engine block. The odometer reading is some370 miles, at the time of cataloguing, and we presume it was either zeroed at restoration in 2010 or has gone 'round clock'. The MOT is valid until March 2021.

In the 1960's Tom Jones was famously photographed astride the grille of his car and, as an indicator as to how cool these cars have become, recent owners include supermodel Kate Moss. As one of the rarest post-war Rolls-Royce, this stylish coupe ticks every box for the dashing enthusiast who wants style over staid, who prefers St. Tropez to St. Albans.

• The Silverstone was a lightweight attractive two-seater powered by a 2.4-litre Riley engine

• First registered on 02/05/1950 and retains the same registration to this day (LGK 49)

• 105 Silverstones were produced. Chassis D26 is an early D-type Model, of which 51 were built

• Lived happily in Ray Fieldings eclectic car collection in Scotland for 50 years

• Hardly used for the last decade or so and is presented in unrestored condition

• An excellent opportunity as, when fully returned to its best, this rare British roadster will be welcome at prestigious motoring events anywhere in the world

You can now book a one to one appointment (up to one hour) to view this lot at our central location between 16th and 30th July. Please contact us on 01926 691 141 to secure your appointment or steven@silverstoneauctions.com to discuss the car in more detail. The health and safety of both our customers and team remains the utmost priority, we are therefore operating to strict COVID-19 guidelines and full instructions for arrival and inspection protocols will be given when making your appointment.

Introduced by Donald Healey Motors in 1949, the Healey Silverstone gained attention from both motor enthusiasts and racing drivers alike with its ability to be used on the road and for competition. Powered by a 2.4-litre Riley Engine and mostly assembled by hand, the Silverstone was designed as a lightweight attractive two-seater with innovative and practical design elements.

These clever designs details included readily detachable flared wings, a windscreen which drops into the scuttle instead of folding flat, twin headlamps mounted behind the radiator grille and the famous spare wheel design that tucks into the tail compartment of the car, meaning that the wheel doubles up as a bumper. However, these forward-thinking innovations did not distract from the sleek and clean outline of the Silverstone’s appearance.

The Healey Silverstone proved itself to be a success on rallies, with Donald Healey himself achieving a class win at the 1949 Alpine Rally alongside co-driver Ian Appleyard. Further International success for the Silverstone included other victories at the Liege-Rome-Liege Rally in the hands of Bill Lamb and Peter Riley and the 1951 Coupe des Alpes, driven with Le Mans competitor Edgar Wadsworth and Cyril Corbishley at the Wheel. Gaining recognition on Rallies and proving to be a desirable model, the Healey Silverstone would attract customers such as US Racing Driver, Briggs Cunningham and gave first track experience to future racing drivers, most notably Tony Brooks.

A total of 105 Healey Silverstones were produced and the example offered here, chassis ‘D26” is an early D-type Model, of which 51 were built. According to The Healey Silverstone Register, the first owner of D26 was a Mr Howard Riddel. As noted in the history file, D26 was first registered in 2nd May 1950 and retains the same registration to this day (LGK 49).

In 1969, D26 was purchased by well-known racer and collector Ray Fielding of Forres, Scotland who kept the car in his famous collection for around 50 years! Originally Red, Mr Fielding decided to repaint the car white which was not a decision he took lightly, in fact stating he would only paint the D26 in white if other Silverstone models were originally painted in this colour. Mr Fielding was very careful to keep the car as authentic as possible and corresponded and consulted with Donald Healey Motors and the Healey Owners club regarding works carried out on D26, to ensure that he was using the correct parts and materials whilst carrying out an engine rebuild and various cosmetic repairs to the upholstery. During his long ownership, he used it on Hill Climbs and Sprints, participating at Fintray in 1994 and the 2004 Historic Wheels Club rally in Aberdeenshire.

Mr Fielding displayed D26 at his famous Motor Museum in Forres for a number of years alongside some other extraordinary cars in his collection and on his passing, his widow, now aged 90, continued to display the little Healey until last year meaning that D26 has had limited use over the last decade or so.

Today, presented in unrestored condition, D26 presents an excellent opportunity to acquire a sound example of a super fifties sports car that would be welcome anywhere.

• A competitive historic racer that was actively raced in period. Works-built lightweight aluminium body

• Very special all-steel, full-race engine with twin 45 Webers and original Lawrencetune manifold

• Close-ratio gearbox; 4.1:1 GKN differential; aluminium short and long-distance race fuel tanks

• Aluminium floors, sump, and rocker cover; Alfin rear brake drums

• Complete with sundry bills, a V5 registration document, and current FIA HTP papers (2026)

Morgan's first four-seater, four-wheeled sports car - the Standard 10-engined 4/4 -appeared in 1937, forming the mainstay of production up to 1950 when it was superseded by the larger and more powerful Standard Vanguard-engined Plus 4. With 70% more power than the 4/4 courtesy of the 2,088cc Vanguard engine, the Plus 4 represented a major step forward in the evolution of the Morgan sports car. Although the traditional chassis layout was retained - what else would one expect from Morgan? - it did undergo extensive alteration, gaining in both wheelbase and track dimensions while being considerably strengthened. The centrally mounted Moss gearbox was carried over from the 4/4.

With supplies of the old flat-fronted radiator and free-standing headlamps coming to an end, Morgan opted for a front-end makeover for 1953, filling in the gap between wings and body with a sloping valance that incorporated the headlamps in a pair of cylindrical fairings. The radiator grille was cowled and gained a quarter-moon trim panel at the top, which carried the Morgan badge. A change in vehicle regulations soon forced Morgan to raise the headlights, but the result remained dissatisfying and led to a further revision that saw the 'interim' radiator grille replaced by a curved design and the headlamps placed in teardrop-shaped housings atop the valance. At last, the quintessential Morgan look had arrived.

This particular Morgan Plus 4 was despatched to Thomas Haddon, Newcastle-upon-Tyne on 2nd June 1954 and was actively raced in period. More recently, it was acquired by well known Morgan main agent and racer, John Macdonald, and developed as a replacement for his ex-Chris Lawrence/Shepherd Baron Plus 4, 'PGP 123' (known as 'Choc Ices'). It was returned to the Morgan works and fitted with an ultra-lightweight aluminium body, and completely rebuilt to Super Sports specification. The latter included a very special all-steel full-race engine with twin 45 Weber carburettors; a close-ratio gearbox; 4.1:1 GKN differential; integral aluminium short- and long-distance race fuel tanks; aluminium floors, sump, and rocker cover; Alfin rear brake drums and original Lawrencetune manifold. The Morgan won its first race in this form, beating a field of rapid historic sports cars including a lightweight E-Type, Tojeiro Buick V8 and assorted single-seaters, one of which was Roddy McPherson's Cooper-Bristol Grand Prix car. It also came second to Ben Cussens' Jaguar C-Type at Oulton Park.

The previous owner has had the engine completely rebuilt (by John Macdonald) and a dynamometer sheet showing an output of 128.3bhp at the rear wheels is on file. The previous owner also fitted new wheels, a new clutch, and a hardtop so that the Morgan could compete as a GT as well as a sports car. Under current ownership, this Morgan has been looked after with no expense spared and he reports the car has strong mechanicals with a recent engine dyno. Accompanying paperwork consists of sundry bills, a V5 registration document, and current FIA HTP papers.

• 48-valve, 5.5-litre V12 developing 485bhp at 7,000rpm and a six-speed manual gearbox

• A V12 at the front, perfect weight distribution, and a manual gearbox

• Real-world GT ability combined with timeless elegance

• 79,494km (46,288 miles) presented in Nero with Tan hide

• Supplied by Al-Tayer Motors LLC, entered the UK soon afterwards and a good history file

Firmly placed in Ferrari's history as one of their finest modern-era big GTs, the 550 Maranello's combination of elegant lines and legendary front-mounted 12-cylinder engine, meant that these cars had the potential to become instant classics. Following in the footsteps and sharing the DNA of the 365 GTB/4 'Daytona', the 550 Maranello is inevitability compared to its forbear. Few front-engined Ferraris have quite justified that comparison quite like the 550 Maranello.

Styled by Pininfarina, like its illustrious predecessor, the 550 Maranello was similarly proportioned, adopting the classical combination of long bonnet, a small cabin and a truncated tail. Classic Ferrari styling cues include a bonnet air scoop and hot air outlets behind the front wheel-arches recalling the great Competizione Ferraris of the past, whilst the rear incorporates Ferrari's characteristic twin circular lights.

The heart of any Ferrari is its engine, and the 550 Maranello's 48-valve, 5.5-litre V12 develops 485bhp at 7,000rpm. The powertrain was housed in a tubular steel chassis, to which was attached aluminium coachwork, whilst the all-independent suspension incorporated dual-mode (normal/sports) damping, switch-selectable by the driver, which was complemented by speed-sensitive power-assisted steering.

The six-speed manual gearbox complements a slightly more even torque curve ensuring that the power delivery was a little less frenetic, whilst excellent weight distribution and delightful road manners make the 550 Maranello a truly refined driving machine, whilst still capable of almost 200 mph. With styling that is ageing particularly well, a high-quality cabin, generous storage and an enormous 100-litre-plus fuel tank, the 550 Maranello really is the consummate 'European Grand Tourer' in the true Ferrari mould.

Supplied by Al-Tayer Motors LLC, this left-hand-drive 550 entered the UK soon afterwards, and the history file shows that it has benefitted from a comprehensive service schedule with Ferrari main dealers and marque specialists. Nero is an unusual colour that suits the 550 profile well, and the Tan interior makes for a great combination. Having covered just 46,300 miles (79,494 km) this front-engined, V12, manual box Ferrari is the ultimate Grand Tourer.

You can now book a one to one appointment (up to one hour) to view this lot at our central location between the 16th and 30th July. Please contact Arwel Richards on 07434 960868 arwel@silverstoneauctions.com to secure your appointment or to discuss the car in more detail.

The health and safety of both our customers and team remains the utmost priority, we are therefore operating to strict COVID-19 guidelines and full instructions for arrival and inspection protocols will be given when making your appointment.

• Initially registered on the 28/09/1988 to the first of five owners, current since 2015

• Finished in Tudor Red piped Magnolia. The hood shows no faults and operates as it should

• Just 33,889 miles from new (atoc) supported by its historic and recent invoices and the old MOTs

• Presented to auction with refreshed woodwork and a light cosmetic refresh may well benefit the car

• Supplied with service book, invoices, V5c, MOT until September 2020 and recent bills for brake works

• Driving a Rolls-Royce is always an event but a Tudor Red Corniche Convertible guarantees a stylish arrival

The two-door convertible version of the Silver Shadow has been without a doubt the most successful convertible ever produced by Rolls-Royce. First introduced in 1966 as the "Silver Shadow Mulliner Park Ward two-door, drophead coupé", it eventually became apparent by popular demand that this version deserved to have its own model name so, after a few cosmetic changes in 1971, the Corniche was born. When Rolls-Royce launched the two-door cars in 1966, the international jet set began to clamour for attention at the dealerships. With waiting lists measured in years, these hugely desirable vehicles began to change hands at significant premiums over list price and one can imagine the hushed negotiations over the green baize of the gaming tables at Crockfords, the Palm Beach and Aspinalls. Rolls-Royce envisioned a time when owners would like to drive their own cars and the Corniche continued to be developed with this in mind and even had a rev counter fitted as standard.

Both the fixed-head coupé and drophead by Mulliner Park Ward wafted to 60mph in 9.8 seconds, powered by the whisper-quiet 6.75-litre V8 engine and it is widely regarded that the success of the Corniche saved Rolls-Royce for future generations. A mild restyling was on the cards for the Spring of 1977 and the differences included rack-and-pinion steering, alloy and rubber bumpers, aluminium radiator, oil cooler and a bi-level air conditioning system. Later changes included modifications to the independent rear suspension in March 1979. In March 1981, after the Silver Spirit had gone on sale, the Coupé version of the Corniche and its Bentley sister were quietly discontinued but such was the popularity of the Corniche convertible that production went on until 1995.

This lovely example was ordered new by a Mr O’Sullivan of Cranham Hall, Upminster via Jack Barclay Ltd., Mayfair on 5th February 1988 at a total cost of £96,917, it was registered in the September of that year. It was ordered in Tudor Red with a Magnolia leather interior piped red, Cherry Red carpeting, black mohair hood with magnolia cloth headlining and an opening rear seat armrest amongst other options. Passing through three other named owners the car was subsequently bought by our vendor in June 2015. As a renowned restorer of antique clocks, it was the craftsmanship and engineering of the Rolls that initially drew him to the car and he has enjoyed “cutting a dash” whilst motoring through the neighbouring Oxfordshire villages.

The mileage of some 33,889, at the time of cataloguing, is corroborated by the service book, MOTs, and historical and recent invoices and the Corniche was driven to our viewing facility by our vendor, hood down, for a final 'hurrah'. To this consignor’s eye, the paintwork may need a light refresh at some point and the leather interior a deep clean. The fitment of a key fob alarm system is very useful as is the factory fitted battery cut-off switch in the boot. The copy order form and build sheets make interesting reading and a valuation letter from Hanwells of London dated July 2018 suggest a figure of £65,000.00. The car is presented to auction with the aforementioned MOT valid until September 2020, the full book pack, Rolls-Royce sales literature, reams of invoices, Swansea V5c and ready for late summer motoring.

You can now book a one to one appointment (up to one hour) to view this lot at our central location between the 16th and 30th July. Please contact Arwel Richards on 07434 960868 arwel@silverstoneauctions.com to secure your appointment or to discuss the car in more detail.

The health and safety of both our customers and team remains the utmost priority, we are therefore operating to strict COVID-19 guidelines and full instructions for arrival and inspection protocols will be given when making your appointment.

• The Jaguar Heritage Certificate confirms registration to 'Jaguar Cars Ltd Experimental Department for Mr England'• As such this 1967 E-Type is the first and only known example to have been fitted with Overdrive• Unlike most prototype Jaguars of the period, the car was not destroyed and sold to Mr Keith Ballisat• Our vendor bought the car in 2014 and has generously included the private registration number 2 MXN• This historically significant E-Type is presented to auction with a UK V5c and an odometer reading of some 63,000 miles (atoc)​​​​​​​​​​​​​​

Like its 3.8-litre forbear, the 4.2-litre E-Type was built in roadster and coupé forms, and in 1966 gained an additional 'family friendly' 2+2 coupé variant on a longer wheelbase. With the 2+2's increased length and additional rear seats came greater headroom, more luggage space and improved heating/ventilation. This longer wheelbase also brought with it the space to accommodate an automatic gearbox, the unit chosen being the tried and tested Borg-Warner Model 8.

Overdrive had been an option on the preceding 'XK' range of Jaguar sports cars and continued on its contemporary saloons but was never offered on the E-Type, the experimental car presented here is the only known factory-built example. Its chassis number is '1E50706DN', the 'DN' suffix as always in Jaguar nomenclature indicating the presence of an overdrive.

The accompanying Jaguar Heritage Certificate records the first owner as 'Jaguar Cars Ltd Experimental Department for Mr England', the latter being the legendary Frank Raymond Wilton 'Lofty' England. 'Lofty' England had joined Jaguar from Alvis in 1946, taking the job of service manager. His pre-war experience, following the completion of an apprenticeship at Daimler, had included spells as a race engineer working for Whitney Straight, ERA, Dick Seaman and the Siamese Princes Chula and Bira. When Jaguar began to exploit the competition potential of its new XK120 sports car, England's track record made him the logical choice for the crucial role of team manager. By the time the works effort was wound up at the end of the 1956 season, Jaguar had won the prestigious Le Mans 24-Hour Race four times, the '56 victory going to the D-Type entered by Écurie Écosse, which repeated the win the following year. Returning to mainstream management, England was appointed assistant managing director in 1961 and eventually succeeded Sir William Lyons as Jaguar's Chairman and Chief Executive. He retired in 1974 and died in 1995 aged 83, having done more than anyone other than Lyons himself to determine Jaguar's policies and public image.

Manufactured in January 1967 and delivered in March of that same year, '1E50706DN' remained with Jaguar for the next couple of years before passing to its second owner, Keith Ballisat, in August 1969. Jaguar would not normally have sold an experimental car to a private owner but Keith Ballisat was no ordinary Joe. Competitions Manager with Shell Oils, he had previously enjoyed a successful career as a rally driver/navigator and circuit racer with experience of Formula Junior and Formula 2 single-seaters, and was one of the 'movers and shakers' in the motor racing world of the 1960s.

The E-Type appears to have previously belonged to one N Brady, Esq, whose name is on a detailed invoice on file relating to its extensive restoration in 1986 by D W Autos of St Leonards on Sea, East Sussex. There is also an album of photographs recording the work and the car has had some six former keepers. In 2014, when our vendor was viewing a 1972 Bentley Corniche the E-Type was in the corner of the showroom and it naturally piqued his interest sufficiently to buy it. We have the privilege of offering both the Corniche and the E-Type in this sale. Presented to auction with recent mechanical works amounting to some £2,500.00 and a planned MOT. The car’s interior appears to be original and although the older aforemention

• Chassis number #YD1-2451 was originally produced in 1959 as a Twin-Cam

• Brought out of storage in 2012 and a body off chassis, bare metal full recommissioning commenced

• Prepared to FIA 'Appendix K' regulations compliant MGA race car with an1840cc full race engine was fitted

• Coltech big-valve cylinder head gas flowed and ported, Farndon steel conrods, JE forged race pistons, Cambridge Motorsport forged 3-bearing crankshaft, Aluminium flywheel, Helix Competition clutch plate, New HS 6 SU carburettors/ Dellorto 48, Aluminium radiator, close-ratio straight cut gearbox

• Aluminium body panels (bonnet, boot, doors and wings), ‘Works’ adjustable rear shocks, de-cambered rear springs, competition front anti-roll bar shocks and springs, Tillet race seat, Quick release steering wheel, Integral removable roll bar, door bar and diagonal, Aluminium fuel tank, disc brakes all round, and Dunlop Peg-drive wheels

• Brand new Coltech unit for the 2018 season at c£10K. Rebuilt 2019 with only three hours running since

• FIA paperwork valid until 2024. Currently road registered and taxed

Beginning in April 1960, there was an option available on MGA dealer sales ordering checklists called 'Competition Suspension'. This is sometimes referred to in factory parts books as the "All-Wheel Disc Brakes” option and was, in fact, a near-complete Twin Cam chassis, with knock-off steel wheels, Dunlop four-wheel disc brakes, and separate master cylinders. This required a variation of the frame for mounting the master cylinders, but no change of the body in the area of the standard heater box, and no change around the radiator, although the steering rack was (usually) set forward a bit like the Twin Cam cars. The term “Deluxe” was never used by the factory as a model designation although the 'Competition Deluxe Seats' did, in fact, have that proper name in the options list. Cars fitted with the Competition Suspension package were frequently fitted with a Close-Ratio Gearbox, Competition Deluxe Seats and sometimes a hardtop as well. The use of "Deluxe" as a model designation stemmed from dealers advertising cars with some (any) combination of these expensive options and calling them "Deluxe" for the sake of simplicity. Over time, the term has come to be used for pushrod engined cars with twin-cam bodies, competition suspension, four-wheel discs and 'knock-off' wheels. Records indicate that around 70 roadsters left the factory built to this specification. The car was homologated in this form and enjoyed much competition success at home and abroad including a 2nd in class at Sebring in 1961. Currently road registered and taxed.

This MGA, Chassis number #YD1-2451 was originally produced in 1959 as a Twin-Cam with the MGA competition 1600 DOHC (Twin Cam) engine installation. After many years in hibernation, TSV 41 was brought out of storage in 2012 with the intention to restore it and create an FIA 'Appendix K' compliant MGA race car. Initially, the twin-cam engine was to have been used however this plan was changed and a bored out 'B'-series was fitted. A body off chassis, bare metal full recommissioning commenced in 2012. New aluminium wings front and rear were acquired from Bob West of Pontefract who owns the original MGA metal bucks and formers. Bodywork and painting were completed by Neil Cawthorne Bodyworks in Cambridgeshire. There is too much to list here but the basic spec is;

BMC 'B-Series' 1840cc race engine with Coltech big-valve cylinder head gas flowed and ported, Farndon steel conrods, JE forged race pistons, Cambridge Motorsport forged 3-bearing crankshaft, Aluminium flywheel, Helix Competition clutch plate, New HS 6 SU carburettors/ Dellorto 48, Aluminium radiator, close-ratio straight cut gearbox.

Aluminium body panels (bonnet, boot, doors and wings), ‘Works’ adjustable rear shocks, de-cambered rear springs, competition front anti-roll bar shocks and springs, Tillet race seat, Quick release steering wheel, Integral removable roll bar, door bar and diagonal, Aluminium fuel tank, disc brakes all round, and Dunlop Peg-drive wheels. Also fitted is a Racelogic V Box with data logging and video cameras both front and rear.

TSV 141 made its competition debut in May 2014 at the Donnington Historic Festival competing in the Pre-63 GT sportscar race collecting 3rd in class. Thereafter the car has competed regularly in AMOC, MGCC, Silverstone Classic as well as being driven to local car club gatherings at various pubs and venues. It is currently