Although very much a part of the three-day Silverstone Festival, this is an event in its own right, and is presented here as such, not least because the main Silverstone Festival report got so large that it had to be broken down so it would fit!

Also undergoing a name change, the company known as Silverstone Auctions is now called Iconic Auctions. They had their usual area above the international pits where the lots that were up for auction were on show, and there were live sales on each of the three days. We headed in there early on the Friday before things got too busy to have a good look at a mouth-watering array of lots. Among them were these:

1969 Alfa Romeo A12 Transporter: An amazing opportunity to acquire what may be the very best Italian race transporter of its type anywhere in the UK, and maybe even within Europe. Supplied running a twin-cam Alfa Romeo engine, this amazing transporter should surely be the mode of choice to accompany any historic race car of Italian descent. Fully restored and finished in faultless white paintwork, with an Italian Tricolore decal, this is a show-quality vehicle that would grace any historic meet, Goodwood, Salon Privé and of course the Silverstone Festival would welcome this thoroughbred. A matching numbers example, it is based upon the Autocarro models of Alfa Romeo trucks, the A12 signifying the 1,200kg payload. It runs a de-tuned 1,300cc twin-cam engine, later replaced by a much less-popular diesel powertrain in the 1970s. Whilst there were believed to be over 17,000 Alfa Romeo Fugone (vans) and Autotutto (trucks) built during a 30-year build history, we are still to see another of these, and would be surprised to see one in anything like this condition. A wonderful cab with superb brown vinyl interior can only be described as show-worthy. The rear of the truck is constructed in black mesh steel. It has recently been fitted with a new electric winch, has chocks and straps and sits on steel wheels with stainless hubcaps. Purported to be good for around 70mph in-period. We thoroughly recommend this really special and rare little Alfa Truck, perfect for any collector or historic racer with an affection for all things Italian. Bellissima!

1965 Alfa Romeo Giulia GTA replica: The successor to the successful Giulietta range was unveiled in 1962 with the launch of the Giulia Series 105 with various models to follow, including the GTA, which arrived in 1965 as the official competition version of the Giulia Sprint GT. Produced in both road and race variants, the GTA went on to become an iconic touring car of the day, no doubt down to the lightweight ‘Alleggerita’ styling and the excellent twin-cam 1,570cc four-cylinder engine which was extensively modified specifically for the GTA, bringing about outstanding results over the following years, the most notable of which were consecutive victories in the 1966-68 European Touring Car Championship, no mean feat once never mind three times on the trot. This particular ‘GTA’ replica, chassis number #AR752501, was discovered in Italy in the mid-1990s where it was road-registered by Irma Zanella in 1997 as shown by the Italian registration documents that are included within the comprehensive history file. It should also be noted at this point that there is another GTA that bears the same chassis number. In 1998, ownership passed to Cees Van Haver in the Netherlands before it joined the extensive collection of Sir Anthony Bamford. First registered in the UK in 2007, it later passed through the hands of Historic Racing guru, Willie Green, before being sold to Michael Sexton and Paul Halford, in whose hands it completed the 2009 Tour Auto. FIA/HTP papers were first issued in 2016, enabling this very appealing Alfa to take to the circuit, competing initially in HSCC and Equipe events. Purchased by the current custodian in 2018, it was mechanically overhauled and checked over by Ian Gwynne of BGM prior to his participation within the CSCC and HRDC race series being checked over and maintained during races as one would expect. Current specification includes the Furani built engine, gearbox and final drive with recent dyno set up showing 170bhp. Professionally stored  and maintained since 2020, and remaining in outstanding condition throughout, an element of minor recommissioning may be required depending on what the next custodian may have in mind for this rare and desirable Alfa Romeo. Offered at a fraction of the cost of a genuine GTA, and eligible for some of the most competitive historic race series, this beautifully presented Alfa comes complete with current FIA/HTP papers and could provide an entry into some of the most prestigious events on the Historic Motorsport calendar.

1966 Alfa Romeo Giulia GTC: Launched in 1963, the Giulia Sprint GT featured classically stylish four-seater coachwork designed by Bertone’s Giorgetto Giugiaro. Beneath the skin, the new coupé utilised the recently introduced 105-Series Giulia TI saloon’s all-synchromesh, 5-speed manual gearbox, independent front suspension, coil-sprung live rear axle and – early cars excepted – all round Dunlop disc brakes. The Sprint GT offered a healthy 106bhp from its 1,570cc version of Alfa Romeo’s all-aluminium twin-cam, inline-four, breathing through two twin-choke Weber 40DCOE 4 carburettors. Quite rightly, the Giulia Sprint GT remains a very fashionable and in-demand classic car to own and drive, noted for their good looks, driving enjoyment, and ease of tuning, with values having increased significantly in recent years. Building further on this appeal, but adding rarity, bespoke coachwork and wind-in-the-hair motoring to the mix, there is a Giulia model built between 1964 and 1966, with just 998 examples plucked from the Arese production line and sent to expert coach-builders ‘Touring’ at Nova Milanese to be subtlety transformed into svelte four-door cabriolets, a model known as the Giulia ‘GTC’. With its roof removed, its floor strengthened, a slightly more sloping tail, larger boot, wind-up rear quarter-lights, and a hood that folded unobtrusively into a recess behind the rear seats, the GTC was the consummate Italian soft top. At a heady £2,000 when new, Alfa Romeo were sufficiently confident of GTC sales in the UK that it commissioned a small production run of just 99 examples in right-hand drive form. This rare Alfa Giulia GTC, finished in Alfa 105 Rosso, is the 54th of those 99 right-hand drive cars produced with possibly only 12 known to still exist. It was comprehensively restored some years ago by Richard Norris and Justin Banks of Alfaholics with an engine rebuild completed by Bob Dove. The body rebuild utilised a complete set of NOS body panels, but not before the chassis and sill sections were strengthened to address the inherent scuttle shake for which the GTC is known. This was followed by a complete retrim in black hide topped off with a replacement hood. Now, some years later, it’s evident that the delightful Giulia has been well-cared for by subsequent owners and still presents superbly not only in terms of its looks, but also mechanically having been constantly maintained, as and when required, by its present long-term custodian. This delightful little cabriolet is accompanied by a comprehensive history file containing various bills and invoices, a large selection of previous MOT Certificates, and photographs of the rebuild. A must-have for any Alfa collector, this rare convertible has all the right elements that may make it rewarding in investment terms, however, imagine opening the curtains on a sunny Sunday morning and seeing this little red Alfa, nicely polished and top-down looking back at you. Now that’s rewarding.

2010 Aston Martin Rapide: It is remarkable to think that Aston Martin has launched more new cars over the past two decades that it had done through most of the 20th century. Thanks to new investment and the success of the beautifully refined DB9, a design so timeless that it influenced the penmanship of virtually every model that followed, Aston Martin had become ambitious. Some would say that a relatively small luxury sports car maker’s intention to take on the sporting saloon market was beyond ambitious, but it wasn’t Aston’s first foray. There had been three production four-door saloon over the decades, the first being the 1961 Lagonda Rapide which ran for three years with just 55 cars built, followed a decade later by just seven examples of the extended wheelbase V8 coupe of 1974 and known as the Lagonda Series 1. However it is the wedged design of the Lagonda Series 2 launched in 1976 as a full size luxury four-door sports car that is most remembered by Aston heritage enthusiasts. In production until 1990, a remarkable 645 cars were built, ending with the restyled Series 4 model. With a nod to the company’s heritage, the 2010 introduction of the four-door Rapide was a sensation. Based on the sleek lines of the DB9 and intended to compete with Porsche’s Panamera, the 5.9-litre V12 engine was mated to a 6-speed Touchtronic II automatic gearbox. The exterior coachwork was matched in beauty by a simplistic interior trimmed in the finest leather with metallic accents complementing the traditional Aston woodwork. The standard Rapide had a global production of 2,872 cars until the introduction of the Rapide S in 2013, and mainstream production began to peter out over subsequent years, until the final car in 2020. According to online sources, there are some 918 Rapides registered in the UK, which accounts for the car’s rare appearances on the road. This lovely example was supplied by JCT600 Aston Martin of Leeds in the rare colour scheme of Hardly Green Metallic over an Obsidian leather interior. Optioned from new with rear screen entertainment, ventilated seats and an alarm upgrade, it cost £159,212 and was first registered on 22nd October 2010. The accompanying service book shows 11 Aston Martin main agent stamps, whilst the car’s odometer reading is a shade under 33,500 miles and the Aston is supplied with it’s original book pack, V5C and a fresh MOT.

1990 Audi Quattro 20v: The Audi Quattro may not have been the first four-wheel drive production car (that honour belongs to the 1966 Jensen Interceptor FF), but its place in history is assured. Thanks in no small part to its enormous rallying success, the Quattro popularized all-wheel drive, and is now regarded as one of the most influential and important sports cars of the 1980s. The brainchild of Jorg Bensinger, an Audi chassis engineer, development work was started in 1977 and, three-years later the finished product was released. Although the floor pan had much in common with the Audi 80 and the running gear was largely taken from an Audi 200, the Quattro used a manual centre differential lock (operated by levers next to the handbrake) to govern the 197bhp and 210lb/ft power outputs delivered by the 2.1-litre in-line five-cylinder turbocharged engine. By the time this particular car arrived in 1990, the crude cable-operated 50:50 split differential had been replaced with a much more advanced Torsen (torque sensing) diff and the engine had been uprated with double overhead camshafts and a larger 2,226cc capacity, upping power to 217bhp. Finished in Pearl White with a grey half leather and cloth interior, H945 TNV was first registered on 1st August 1990 and is believed to be one of the first, if not the first, 20-valve cars to be registered in the UK. It’s been enjoyed by five keepers in total, the last being a private Collector who has cherished and cossetted this Quattro for the last few years. Whether or not it’s the first UK-20 valve car has not been established yet, but it does have some celebrity status as this particular car appeared on television and was magazine featured by Jeremy Clarkson in Performance Car, January 1991. The car has just recently had a total going-over by Pete Berry of White Cottage Quattros in Horsham and is good to go. It’s accompanied by its original book pack, including the Owners Manual, two stamped service books and a copy of the magazine feature. Described by our vendor as ‘extremely nice and a joy to drive’, with such provenance this highly sought after 20V Quattro would enhance any collection and be a great talking point at local shows and events.

1954 Austin Healey 100 M Spec: Following the Austin-Healey 100’s sensational debut at the 1952 Motor Show, the works had entered two mildly modified cars in the 1953 Le Mans 24-Hour Race. They finished in 12th and 14th places, a highly praiseworthy achievement for what were recognisably production sports cars. Accordingly, the name ‘Le Mans’ was chosen for a bolt-on tuning kit offered through Austin-Healey dealers, by means of which private owners could bring their cars up to a specification approaching that of the works’ entries. The kit included a pair of 1¾” SU HD6 carburettors, plus a special inlet manifold and cold air box, high-lift camshaft, stronger valve springs, and a distributor with alternative ignition advance curve. With the kit installed, power increased from the standard 90 to 100bhp. From October of 1955, the conversion was available, factory-fitted on the succeeding BN2 model in the form of the 100M. In addition to the Le Mans kit, the latter boasted high-compression pistons, a stiffer front anti-roll bar, special Armstrong front dampers, and a louvered bonnet. Power increased to 110bhp and top speed, with the windscreen folded flat, was within a whisker of 120mph. The number of BN1s converted by their owners is unknown, but 1,159 cars — mostly BN2s — were built or subsequently modified to 100M specification between 1955 and 1956. Of these, approximately 640 were completed at the factory, some 544 of which were exported to the USA. OWD 726, the delightful 1954 BN1 100/4 on offer here was shipped from Longbridge to the Donald Healey Motor Company in Warwick on 29th March 1954. It was registered by Healey Cars Limited on the 30th April 1954 (Certified copy of Warwick-Registration in the history file) and we assume that in the intervening few weeks, whilst at the Cape, it was fitted with the factory’s popular ‘Le Mans’ tuning kit as mentioned above. Fully restored in the past and now classically presented in BRG over a gently patinated black leather interior, this lovely BN1 is being offered for sale as our private vendor’s plans have changed. It’s accompanied by a full history file which contains its BMIHT History Certificate, photographs of the bare metal restoration, receipts for thousands of pounds worth of work carried out over the years, a set of current FIA papers, and an FIVA passport meaning that it is potentially eligible for many of the major historic motorsport events around the world. It has recently been set-up by engine tuning specialist Andrew Grabowski, and details of this work are available upon request. The Healey looks exactly as you might hope with silver wires, a Moto-Lita wood-rim wheel, a single leather strap over the louvred bonnet, 100M badges and a full set of weather protection, hood and side screens and, with its 4-speed overdrive gearbox, we understand that it drives and performs very well. It was most recently in action at a Blyton Park track-day where noted VSCC racer and multiple class record holder, David Pryke, took it out for several laps and proclaimed it ‘exceptional’. As a genuine BN1 with the factory-fitted ‘Le Mans modification kit’, FIA papers and an FIVA Passport, this eminently usable 100/4 would be welcome anywhere.

1965 Bentley Continental Flying Spur S3 MPW: Building on the legendary status of the ground-breaking R-Type Continental, Bentley soon announced a two-door S-Type to be available as a stunning drophead coupé by Park Ward and a desirable and sporting fastback by H.J. Mulliner. These cars were fast – thanks to aluminium coachwork, a raised compression ratio and longer final drive – and once again found favour with the super-rich of the day. It took two-years before the company relented to customer demand for the pace and exclusivity of the Continental, combined with the practicality of four doors. H.J. Mulliner of Willesden, London created a superb Continental saloon, subsequently entitled the Flying Spur. Facing competition from across the Atlantic, in August 1959 Rolls-Royce announced a new 6,230cc V8. The new S2 Continentals – only ever fitted with automatic gearboxes – were faster and even more refined than ever. At the same time, making use of the more compact profile of the new engine, the distinctive radiator shell was lowered and slightly raked forward. The Bentley S3 Continental, introduced in October 1962, was the last of the coach-built cars, and apart from being beautiful, provided a fitting closing entry in the history of aluminium sporting saloons for monied enthusiasts that preferred to put their own foot down rather than ask the chauffer. With the Silver Shadow and Bentley T1 saloon cars in the pipeline, the era of the coachbuilt Rolls and Bentley was coming to an end. By 1966, a total of 310 S3 Continentals had been sold, 87 of them four-door Flying Spurs and of these, 69 were in right-hand drive. This car, number BC24XD, was delivered as a rolling chassis to H.J. Mulliner, Park Ward Ltd. of Willesden, London on 17th December 1965, as per the original sill plaques still in place and the copy build sheets confirm the dates. Delivered to HR Owen Ltd., London, it was duly presented to Mr Leslie Porter of J.E. Cohen and Sons Ltd. of Tesco House, at a cost of over £6,500. Later knighted in 1983, Sir Leslie had been the chairman of Tesco since 1974, but interestingly for us, his first job at the age of 14 was in the Rolls-Royce and Bentley showrooms of H.R. Owen. How fabulous it must have been to return to the showroom to order such a car! Knowing his stuff, the extras included white-wall tyres, an electric aerial, electric windows, special front seats and Marchal headlights. The history file is a carefully collated record of the car’s early build history and the maintenance carried out in recent decades. Our vendor’s family have been main dealer motor traders for over 60-years, and with a grandfather who started a Collection that once featured a Mercedes-Benz 300SL Gullwing, they have been inspired to seek out important motorcars ever since. Subsequent decades of curation focussed on the rarer examples by Bentley, but with younger members of the family wishing to add some modernity to the collection, this fabulous motorcar is therefore presented to auction. Subject to a restoration ten-years ago when it was re-sprayed in the current shade of Regal Red, the re-trimmed magnolia leather is complemented by matching carpets whilst the woodwork has been finished to a high standard. The current odometer reading of 43,200 miles is believed accurate. Often on display at one of the family’s many showrooms, the car has benefitted over the previous decade of £28,000 in mechanical works plus a £6,500 engine rebuild. The Bentley was fitted with air conditioning with discreet vents to the rear parcel shelf. In conclusion, the Flying Spur has long been regarded as the connoisseur’s choice of this era Bentley, rarer and more elegant than the Standard Steel Saloon whilst significantly cheaper than the similarly aluminium-bodied coupé. Yes, there is indeed something a bit special about the Flying Spur, and back in the day, once the sun had set, they were as likely to have been found parked outside a nightclub as a manor house. Confirmed, in part, by the previous owner of the sister car to #BC24XD, Rolling Stone Keith Richards, who said about his own 1965 Flying Spur: ‘A car that was made to be driven fast at night’.

1964 Bentley Continental S3 Coupe MPW: In 1961, Rolls-Royce (the owner of Bentley at the time) combined two of its subsidiaries, Park Ward of Willesden, London, and H. J. Mulliner & Co. of Chiswick, to create the prestigious coachbuilders known as Mulliner Park Ward. This strategic merger enabled the pooling of their expertise and craftsmanship, establishing Mulliner Park Ward as a prominent name in luxury automobile design and customisation with Bentley’s typically being designed with a sportier and more dynamic character. Although appearing externally unchanged from the S2, its performance was considerably enhanced by the new 6,230cc V8 engine. Power-assisted steering was now standard and there was no longer the option of a manual gearbox with Bentley’s own four-speed automatic being the sole offering. Of the 312 S3 Continentals built between 1962 and 1966, a considerable number were supplied to prominent sportsmen and contemporary celebrities including Jayne Mansfield, Fanny Craddock, Sir John Mills and Harry Belafonte as they were “the car to be seen in” and pleasingly the Continental still retains that cachet. This particular example is one of just a handful of right-hand drive S3s to be bodied by Mulliner Park Ward and remains finished in its stunning original specification of Caribbean Blue with a St. James Red hide interior, adding to the car’s timeless charm and appeal. Supplied new by Weybridge Autos to FJL Green Esq. in February 1964, it began its life in Great Britain before being relocated to California where it remained until 1982 covering an indicated 82,000 miles. From California the car was sold and shipped to Australia to be united with its new Antipodean custodian, renowned Rolls-Royce & Bentley specialist Robert McDermott. Remaining in Australia the car was sold in late-1982 to a Mr. Bowen who kept it until 1996 when it returned to McDermot for a second time, with the odometer then reading 98,140 miles. It wasn’t until 2015 that this well-travelled Continental finally returned home. As one can imagine with a car that cost more than an Aston Martin DB5 or Ferrari 250 Lusso, the S3 was very well-equipped from standard. Some notable factory options selected by Mr. Green, according to the build sheets, were air-conditioning, electric windows, a Hirschmann electric aerial, blue Sundym glass, combined brake and indicator lights, brake pipes routed through the floorboards and a speedometer calibrated for both miles and kilometres in readiness no doubt, for European motoring. This wonderful S3 has been well-loved and meticulously maintained throughout its lifetime, covering an average of just 5,000 miles a year from new and is supplied with a history file that makes very pleasant reading. The car has seen modern, necessary upgrades in recent times including twin electric fans, a full-length Webasto roof, headlight upgrade, improved suspension set-up, hydraulic tappet overhaul, sundry re-chroming, replacement heater matrix, and refurbished electric window motors, amongst other things, all of which are detailed in the history file. In the last 6 months, the S3 has undergone a significant, preventative mechanical refresh to the tune of £7,321 with renowned marque specialists Bensport in Ilminster, ensuring its readiness for a new custodian. Very stylish, old-school Bentley motoring and all the better for it.

1975 BMW 2002 Tii Lux: Launched at the 1968 International Auto Show in Frankfurt, Germany, the BMW 2002 was a notable model in the company’s history, credited with helping to establish BMW’s reputation for producing sporty and compact luxury cars. Following the standard 2002’s success, BMW launched the 2002 Tii in 1971, again at the Frankfurt Motor Show. Designed by the legendary German engineer, Wilhelm Hofmeister, it quickly gained popularity for its remarkable performance and handling. The 2002 Tii was specifically built to offer a more dynamic driving experience, whilst boasting a fuel-injected 2-litre M10 engine with a rating of 130bhp, delivering a top speed of 118mph yet maintaining practicality for everyday use, solidifying its status as a timeless classic in BMW’s history. The 2002 Tii Lux is a rare find, with only 3,680 right-hand drive Tii models ever produced, and just a limited number equipped with the luxurious Lux package, which offered enhanced interior features including wooden accents, a padded steering wheel, velour-covered seats, and other home comforts. Under the bonnet, this car has a mechanical Kugelfischer fuel injection system, which contributed to its impressive performance. The forward-leaning stance and low waistline along with the large glasshouse provide the 2002 Tii Lux with a purposeful appearance and excellent all-round visibility. Acquired by its current owner in August 2014, this BMW has received meticulous care and attention. Although there is no history file from prior ownership, invoices indicate ongoing maintenance and restoration work carried out over recent years. Notably, the car underwent a repaint between 2016 and 2017, giving it a factory-correct Golf Yellow finish, a testament to the owner’s commitment to preserving its authenticity. The car comes with its Owner’s Manual, two sets of keys, a spare wheel and the factory jack, making it ready for its next owner to enjoy. With just 13,000 miles on an unstamped BMW replacement engine, this rare and sought after 2002 Tii Lux is sure to impress collectors and enthusiasts alike, offered at a hugely enthusiastic price point.

1973 BMW 3.0 CSL: Visually indistinguishable from its more commonplace counterparts, the CS and CSi, the 3.0 CSL (Coupé Sport Leicht) showcased creativity in the realm of homologation. As we all know, success in motorsport sells cars, and the marketing department’s demands prompted BMW engineers to develop a limited-production ‘homologation special,’ to meet the constrictive framework of the ‘Group 2’ racing class regulations at the time. They achieved this by stripping away unnecessary trim, using thinner steel for the main bodyshell, using aluminium alloy for the doors, bonnet, and boot lid, and even opting for Perspex for the side windows. This clever approach resulted in a significant weight reduction of 300lbs (136kgs) – truly living up to its name, ‘Leicht,’ meaning light in German. From a mechanical standpoint, these cars were nearly identical to the fuel-injected CSi which meant 200bhp and a top speed of over 140mph. However, to compete in the over-3-litre class, the engineers slightly increased the engine displacement to 3,003cc. With all-round independent suspension (McPherson strut front and semi-trailing arm rear), disc brakes, and responsive steering, the CSL displayed impeccable balance and driving dynamics. When new, it carried a hefty price tag, surpassing that of a Porsche 911 2.7 RS by several hundred pounds. Now, the CSLs from the 1970s are the most sought-after BMWs, owing to their fabulous competition history including winning the European Touring Car Championship every year between 1973-1979 with the exception of 1974. We understand that a mere 1,039 CSLs were ever produced, out of which 500 came in right-hand drive for BMW UK. Interestingly, virtually all UK cars were fitted with the “City Package,” technically an optional extra, that included a front bumper, electric windows, power steering, a heated rear screen, boot lock, a tool kit, and sound deadening. This upgrade undoubtedly enhanced the car’s civility, but it naturally offset some of the initial weight savings. The particular car in question is one of those 500 right-hand drive models and has been privy to a meticulous and impressive restoration. The car we’re offering is a truly incredible example with an interesting story. Currently owned by its 5th keeper from new, with its 3rd custodian owning the car for 26 years, keeping it in a heated garage but having it laid up in said garage since 1999 until being sold in rolling project form at auction in 2014. A well-known amateur racing driver purchased the car but unfortunately passed away before any significant work was done so it was re-sold in 2015 in running and driving project form to the current owner who set about bringing it up to rude health, investing over £100,000 in the process, with a plethora of bills and invoices on file for parts, labour and maintenance. The majority of the restoration was undertaken by Paul Baker Restorations to an incredible standard. As part of the work undertaken, the car was taken down to the bare shell including removal of old paint and rust with photos documenting these processes. It was repainted in Polaris Metallic Silver and adorned with high-quality BMW Motorsport (Martini) side-stripes. The bodywork restoration was done meticulously with modern materials, resulting in an excellent condition. While we don’t know why, but presumably because both the cars and parts were so cheap at the time, and with no indicators of any foul play at hand, the car was re-shelled in the late-1980s, using a CSA shell but retaining its lightweight alloy bonnet, doors, and boot lid, the main characteristic of the CSL. The previous owner made it clear that the car has been re-shelled by omitting certain markings. Completing the pleasing external aesthetic, the car was fitted with new replica Alpina 16” wheels with Michelin tires. The old 14” wheels were retained and will come with the car. Mechanically the engine was upgraded to a reconditioned CSL engine with 3.3-litres displacement, a big step up from the original 3.0-litre. It was a genuine BMW factory reconditioned unit as it is coded 33 indicating 3.3 litres (BMW rounded up the displacement), E indicates “Petrol Injection” and “D” indicates D-Jetronic. 1096 is the serial number and “A” indicates remanufactured. By good fortune, this upgrade will compensate for the slightly heavier shell because it increases the mid-range engine torque by 23ft/lbs. The cylinder head and bores were serviced, and various components were replaced or tested, and a gas-flowed stainless-steel exhaust was installed. All suspension parts were restored, and new suspension bushes were fitted, front wishbones were replaced, brake servos were changed, and brake components were overhauled as well as installing thicker anti-roll bars and replacing the power steering pump. Inside the car the interior wood was re-veneered, the panels were restored and reused, the Scheel seats were recovered, a new period correct carpet set was installed but the original roof lining was retained. It almost goes without saying that the car is exceptional in its appearance and condition. Its overall quality, finish, and presence on the road make it highly desirable to collectors and enthusiasts alike. Since completion, it’s been used and enjoyed for both short trips and long, including a drive out to Le Mans 24hr where it behaved beautifully, as expected. As can happen with significant restorations the car now feels too precious to our Devon based vendor to warrant regular use tight and twisty West Country roads knowing the cost of even a minor ‘tap’. This is a stunningly restored BMW CSL with a rich ownership history, outstanding looks and incredible workmanship. Whilst the re-shelling and engine upgrade impact its originality, to even the most well-trained eye one would be strained to know this without prior knowledge. With performance, heritage, history, restoration, rarity and stunning looks all in its favour, this may be one of the best CSLs to broach the market in recent years, and very attractively priced.

1989 BMW M3 (E30): The pedigree of the original E30 M3 is obvious all the way from its race-bred four-cylinder engine (designed to rev past ,not a new M3, could hope to match. Admittedly today’s M3 has double the power but it isn’t all about bhp. To really understand the M3, you need to get behind the wheel and drive one, and really drive it. Head down and fully focussed and you’ll be approaching automotive nirvana, safe in the knowledge that the car is so delightfully well-balanced that it will forgive any momentary lapse of talent and quietly sort itself out. It’s easy to see why, in its short life, the E30 M3 won a dozen Touring Car Championships across the globe and is often regarded as BMW’s finest sporting saloon ever. Offered here is a really interesting example that’s fresh to market being offered from long-term private ownership. Its first owner was based in Germany and, as was an option at the time, he took it straight to BMW specialists, A.C. Schnitzer, who upgraded the engine to their 2.5-litre, ‘S3 Sport’ specification complete with their bespoke exhaust system, suspension and uprated Motronic ECU. Our vendor, the car’s current owner, bought the M3 in October 1997 shortly after it had been imported to the UK and it has remained in his care ever since. It’s superbly finished in Brilliant Red with an Anthracite Uberkaro Grey Sport fabric interior and the odometer, at the time of cataloguing, was showing just 89,900km (55,861 miles). The owner’s business is running and preparing BMW race cars combined with specialising in BMW engine rebuilds so he knows a thing or two when it comes to spotting the right car and looking after it properly. Indeed, he recently decided to inspect and reassemble the engine ensuring that the car is fresh and on the button for its next lucky owner, and there are full details of this work in the accompanying history file. Described as near immaculate and highly original by our vendor, its looks are enhanced by freshly refurbished alloy wheels painted Nogaro Silver to ‘Evo Sport’ specification. This is a real enthusiast’s example that has clearly been well-looked after and benefits from the Schnitzer 2.5-litre upgrades along with the recent engine refresh. Realistically guided, this is a great entry into E30 M3 ownership and to be enjoyed doing the things that M3s do best. We welcome any inspection of this modern-classic to fully appreciate the quality on offer.

1995 BMW 850 CSi: The BMW 850CSI was the factory’s flagship model in the mid-1990s and featured the silky smooth S70 V12 engine mated to a Getrag 6-speed manual transmission and was one of the first cars ever to offer drive-by-wire throttle control. Developed from the M70, the S70 increased the bore and stroke and utilised more aggressive valve timings, resulting in an increase in maximum power to an impressive 380bhp at 5,300rpm and torque to 402lb/ft at 4,000rpm. With the hydraulic control unit mounted on the differential, the 850 uses hydraulic rear steering linked to Servotronic front steering to give precise, high-speed stability and harness the S70’s significant power output for a great driving experience. Although considered avant-garde when it first arrived, the pillarless coupé was blessed with classically proportioned, understated and essentially timeless styling that has not dated, and these beautiful and exclusive Gran Turismos still look modern today. This fabulous example was supplied new to its first owner on 5th January 1995 by BMW Green Bower Garages Ltd of Haverford West and was transferred within the same family before finally becoming the property of our vendor in 2017, and it immediately joined his private Collection. The car has only had three keepers in total (two from the same family) and has travelled just 49,500 miles from new which is supported by a history file and a stamped service book with various BMW stamps in it. It presents exceptionally well in Hellrot with a classic two tone grey leather interior which appears virtually unmarked. This particular car has never before been offered on the open market, making this a unique opportunity. These are rare cars with only 138 right-hand drive manual gearbox cars being allocated to the UK. It’s supplied with its original book pack and a copy of BMW Magazine within which the car is featured. Rarely do these special cars come to market and one in this remarkable condition may well turn out to be one of your better investments. Please note that the Cherished Registration Number, 856 BMW, does not form part of the sale but may be available by separate negotiation.

1973 Chevrolet Corvette Stingray C3: This fabulous, full-race, FIA-papered C3 Corvette is offered by its current owner, a well-known and respected historic racer, who purchased it in 2008 from a fellow racer based in Michigan, Ted Kovoch. Ted had raced the car in both HSR and SVDRA, and there are documents to back this up in the accompanying history file. Ted is quoted below when he sold the car to our vendor: ‘This Vintage Racing Corvette is an homage to the Tony DeLorenzo/Maurice Carter entry in the 1973 Daytona 24-Hours. It was raced on the West Coast in the late 1970s through to the late 1980s and was subsequently purchased in Colorado and brought to Michigan for restoration in the late 1990s. This is a professionally built race car, rebuilt by RM Motorsports in Wixom, Michigan to recreate one of Tony DeLorenzo’s great and famous race cars. It also has GM factory-issue ‘Bug Eye’ headlight buckets and covers. I have raced this car in HSR and SVDRA and have a first and second finish’. After our vendor’s purchase, the Corvette was imported into the UK and delivered to Speedworks Motorsport where an assessment of the work needed to convert it to a full FIA specification was undertaken. This work was duly carried out, including an Andy Robinson full roll-cage and the car gained its first set of FIA papers shortly after coming to the UK. Throughout its competition career, here in the UK, it has been professionally looked-after, moving to TT Motors Racing when Speedworks became a BTCC team, and latterly to RW Racing in Brackley, where it’s currently prepared. As with any competition car, a programme of continuous development is necessary to remain competitive and, in this case, a variety of engine upgrades/refreshes have been tried and it’s currently fitted with a zero-hours, Peter Knight, 7.4-litre V8 fuelled through a custom-built 1,000cfm Holley carb to allow smoother power delivery. Further developments include gearbox and diff oil coolers, upgraded Duntov power steering, uprated discs with custom formula brake pads, upgraded drive shafts and prop shaft, a bespoke straight-pipe exhaust system (the 105dB limit-complying exhaust is with the car), bespoke genuine Minilite wheels and additionally six American Racing alloys wearing wets. Period accuracy is supported by a correct dashboard and recreated decals, the style and positioning of which have been confirmed by Tony DeLorenzo as the original car was destroyed at Road Atlanta in April 1973 but it was featured in several Corvette race history books. This car has been feature in Classic American magazine. Whilst in current ownership, the Corvette has been raced in the Heritage Touring Car series before moving to Masters Historic Sports cars, PRE 80s Series Thundersports and CSCC Future Classics. The car is eligible for Classic Le Mans and recently competed in the HSR 24 HR Daytona event. It’s supplied with a spare gearbox, used cylinder heads, a custom cover, and all necessary race-day spares are included in the sale and there are a couple of the original body moulds available. There is a huge file of documents to support this information, copies of invoices totalling over £80,000, all the relevant FIA paperwork and, pleasingly, there is some history from the original owner with bills, copies of entries, results and programmes. This handsome C3 Corvette FIA racer appears to offer superb value for money and, whilst it was built to replicate the short-lived 1973 car of Tony DeLorenzo, it is not stuck in the past and has been continuously developed by some of the best V8 engineers in the business. In the right hands, it will be very competitive and offers an entry into some of the most glamorous and often prestigious motorsport events around the world. A fire-breathing, 7.4-litre, early-seventies Corvette would be welcome anywhere.

1974 Chevrolet Camaro Z28 FIA: As the 1960s roared on, so too did the introduction of a new generation of powerful, big block V8 saloon cars in the United States that came to be known as ‘Muscle Cars’. Ford claimed ‘bragging rights’ with its dramatic new Mustang, destined to become one of the all-time greats, whilst other ‘Motor City’ favourites included the Dodge Charger, Pontiac GTO, Plymouth Barracuda and the Chevrolet Camaro. Introduced in 1966, the Camaro was offered in two-door form with both coupe and convertible body styles to choose from, as well as a range of different engine sizes and trim and styling packages. Top of the pile at Chevrolet was the macho Z28 powered by a rumbling 302 cubic inches 5-litre small-block V8 and this was their chosen contender for the battles that lay ahead. Whilst salesmen in car dealerships across the States fought it out for units sold, Chevrolet decided that it wanted to take the fight to Ford on the race tracks of America, and prepared cars that complied with the ‘Group 2’ regulations drafted for the Sports Car Club of America Trans-American Series, allowing cars with up to 5.7-litre engines to compete. Famous Camaro drivers included Mark Donohue, ex-F1 pilot Ronny Bucknum and Jerry Thompson. It was Donohue though, who took the spoils in the 1968 and ’69 seasons, driving a Penske-prepared Camaro with utter domination in the Trans-Am series. Naturally, it wasn’t long before European teams and drivers spotted the successes of their American counterparts, and these cars soon appeared at race circuits across Europe. Coming from many years of Camaro race-preparation, this freshly/prepared FIA Group 2 Camaro ZL-1 was built with engineering by Nigel Garrett. It was conceived to challenge BMW CSLs and Capri GAs, both adversaries in period, but at a realistic running budget today. Pulling on credentials as a long-time Goodwood front-runner in a Camaro, the 1974 Frank Gardner SCA Camaro European Touring Car specification template was used to gain FIA/HTP papers valid until 31st December 2033. It has a 7-litre, all-aluminium, ZL-1 big block, dry sump engine, built by Ken Coleman and dyno’ed by Knight Racing Services. The dyno read-out shows 550Ib/ft of torque and 580bhp at 6250rpm. It has a dog box with oil cooler. The suspension is period-correct with integrated modular front bearing hubs and uprights. The rear axle is multi-linked with a 12-bolt casting and LSD. The clutch is multi-plate sintered. Discs are fitted all round and have the correct homologated AP calipers. It comes with two sets of 16” split-rims, one set fitted with fresh Avons and the other set with fresh mounted wets. The exhaust system can be run open or silenced. With exceptional paintwork that offers a nod to the iconic Faberge Brut Camaro’s liveries, it has twice been invited to the Goodwood Festival of Speed and would be welcome at the most Blue Riband events including Peter Auto throughout Europe, Motor Racing Legends, American Speedfest in the UK and various categories in the US for an American owner.

1990 Daimler Double Six Series 3: Manufactured in the first week of March 1990, this UK-spec Series III is finished in metallic Diamond Blue with Saville Grey leather upholstery. It was originally commissioned by Methods and Techniques as a reference car for technical publications, however most of the study work was done in static conditions, and the car only covered 800 miles during that period. It was then passed to Whitley Engineering and covered a further 900 miles before being registered for the road and sold by H A Fox of Cheltenham (the original vehicle order form is on file dated 24th July 1998). Costing £26,000, the car was specified with rubber mats, a car cover and Waxoyled (certificate on file). This was the very last Series III model registered by Jaguar Cars Ltd. and, by September 2001, the MOT records show a mileage of just 4,308. The Daimler then went to Monaco and was used from 2001-2016 by Marc Devito who was the Honorary Consul of Canada in Monaco. Whilst in Monte Carlo, the car was looked after by British Motors S.A.M and there are many invoices on file for their servicing and maintenance etc. The original service book and warranty card are included in the history file and the current mileage is just 6,606. The car is currently being re-registered with the DVLA, having been registered in Monaco, and it is hoped to possess a V5C by the time of the sale. Import duty has been paid. A truly remarkable car, offered in original paint and trim, exceptionally well-maintained and the cachet of diplomatic use in Monaco.

1973 Datsun 240Z: Thanks to the vision of legendary automotive designer, Albrecht von Goertz, and the commercial determination of Nissan’s US-chief, Yutaka Katayama, the 240Z was first released to considerable acclaim on 22nd October 1969, aggressively positioned and priced to compete with the directly comparable Mercedes 280SL, Chevrolet Corvette, Porsche 911T and Jaguar E-Type. Over time it evolved in to the 260Z and latterly the 280Z, but it’s the original 240Z that has always been the most desirable due to their purity of line and simplicity of design. The car put Datsun (now Nissan) firmly on the map in the States as a credible Japanese sports car in the early 1970s, and those early cars remain the most collectable. Those early cars were powered by a lusty 2.4-litre, straight-six, overhead cam engine developing around 150bhp resulting in a 0-60 time of eight seconds and a top speed of 125mph. A 5-speed manual gearbox was standard, and the car featured independent suspension all round with MacPherson struts at the front and Chapman links at the rear which, when combined with rack and pinion power steering and front disc brakes, meant that the 240Z was a thoroughly modern package. Having been identified as ‘best of breed’ due to its provenance, history file and apparently corrosion-free condition, this 240Z, finished in Datsun White (904) with a black interior, was chosen and imported into the UK from the dry state of California in June 2015 by a private individual and was immediately UK-registered for use on the road. In early 2016, in accordance with the owner’s plans, the car was subjected to a professional, right-hand-drive conversion and treated to a full mechanical and cosmetic overhaul that saw the car transformed into the superb example on offer today. During its conversion to right-hand drive, it became apparent that the body structure was as good as our vendor had hoped, and required no chassis or bodywork repairs. The car was then subject to a carefully crafted deletion of many of the typical hallmarks of an average US-import. Gone are the ugly American bumpers, replaced by UK-specification items, professionally re-chromed and fitted with genuine Datsun rubbers on each corner. Removed are the rear side-repeater lamps and installed are UK-spec front indicators. The rear light assemblies, unsightly and unmistakeably from across the pond, have been discarded and replaced with the prettier UK-spec items. The silky-smooth 2,393cc in-line engine with original matching numbers has been stripped and rebuilt with hardened valve seats and refitted without any of the emission control systems that stifled the US-cars. It’s mated to the original factory optional 5-speed manual gearbox to provide long-legged cruising and 21.6mph per 1,000rpm in top gear, making this car a delight to drive over here. Most 240Zs suffer from the usual malaise of a tired and tatty interior, however in this case, the interior presents really well with the healthy looking original diamond-patterned vinyl trim being retained, and the seats have been reupholstered in black Ambla to provide beautiful-looking and supremely comfortable seating with genuine safety belts. The carpet set was renewed throughout and is fitted on to original-specification insulated floor-pan padding. It’s also somewhat unusual for a US-import of this age to arrive with any paperwork of value, but within the history file you’ll find annual registration renewals over a number of years together with a raft of service and maintenance invoices, made out in the name of its keeper at the time, that appear to substantiate the indicated mileage of 66,307. The current owner has done a good deal of research in this regard and has no reason to suspect that the indicated mileage is not accurate, with just a handful of those miles covered in the eight years since the car arrived in the UK. Add in adjustable dampers, new suspension bushing and a set of unmarked period Wolfrace wheels and you have an excellent example of Japan’s legendary sports car ready to be enjoyed as one of the ‘greats’ of the 20th Century.

1973 Datsun 240 Z Samuri: The Datsun 240Z, (latterly the 260Z and 280Z) was the first generation of ‘Z’ two-seat coupés, produced by Nissan in Japan from 1969 to 1978. Its dramatic looks owed a considerable amount to a 1960’s styling concept drawn by Count Albrecht Goertz for Datsun, presumably at a time when they were considering ways to break into the European sports car market. The 240Z was powered by a lusty 2.4-litre, straight-six overhead cam engine developing around 150bhp, resulting in a 0-60 time of eight seconds and a top speed of 125mph. A 5-speed manual gearbox was standard and the car featured independent suspension all round, with MacPherson struts at the front and Chapman links at the rear. Rack and pinion power steering and front disc brakes meant that the 240Z was a thoroughly modern package. In the 1970s, these cars were hot property everywhere, and given that the car’s drivetrain was heavily based on the 510 saloons used widely in motorsport, it was only a matter of time before the 240Z (or the 24ounce as they were frequently called) came under the scrutiny of those companies that like to modify the road going products of mass manufacturers. One of the most notable of these was the Samuri Motor Company, who in the early 1970s, built modified 240 and 260Zs for sale as turn-key offerings. One such was Spike Anderson. Having trained at Broadspeed in the 1960s working on Minis and Anglias, he went on to set up his own business called Race Head Services, and one of the first cars to benefit from his experience was a humble Datsun 1200 from which he managed to extract 105bhp! This was the first car to carry the Samuri name, a deliberate mis-spelling as the ‘Samurai’ trade name was not available. Having bought a standard 240Z, it wasn’t long before it was taken apart and put together faster – very much faster. A UK-car magazine published a glowing review of Spike’s personal car, and the next thing he knew, the Samuri Motor Company was born, offering modified Zs and performance parts to the buying public. Certified and documented as a genuine Samuri, and well known in Samuri circles, this is number 16 of the 177 produced during the 1970s, and only became available as the previous owner sadly passed away. The car was regularly seen in the Suffolk area, attending shows and events where our vendor admired it, and when it became available he added it to his private Collection. It was restored some time ago but still presents really well today. The paintwork is a slightly lighter shade of red and the bonnet was finished in Matt Black as opposed to the Samuri Bronze, however this was purely down to personal choice and could easily be reversed if required. The cabin is still in excellent condition and the epic sound track emanating from that super straight-six will keep you smiling whilst you soak up a good B-road. The car is supplied with an in-depth history file containing magazine features, old invoices and MOTs, and references to previous restoration works completed. The Samuri community still flourishes today and is a great source of information and a great help in obtaining parts when required. This fabulous Samuri represents a once in a lifetime opportunity to own one of these famous ‘Z’ cars, and with all of its authentication and provenance, could well represent a wortwhile investment for any potential buyer.

1977 Datsun Cherry FII Coupe 120A: One thing that never seems to change is the ability of copywriters to put a positive spin on virtually anything. This extract is from a Datsun Sales Brochure from 1977, some 46 years ago; “If you think that high-performance motoring with sports car handling means sacrificing economy and space, meet the fun-to-drive Cherry 120A Coupé. Powered by an 1171cc engine that develops 69bhp at 6000rpm, the 120A reaches 60mph in about14 seconds and has atop speed of 93mph. Yet it’s an economical car and most owners can expect at least 35mpg. Real GT motoring at a sensible price.” To be fair, the Cherry range were decent all rounders, although the coupe’s looks were a bit divisive. Popular in the UK at the time, very few appear to have survived. Supplied new by J.J. Howlett Datsun of Edgeworth Road, Sudbury to its first owner, a Mrs. Wheeler, and first registered 16th of May 1977, this second-generation Datsun F10 Series 120A F-II Coupé is no doubt now a very rare car. It was used by her up until the early nineties and then secured in dry storage until 2021. Purchased by our vendor in very sound, low-mileage condition and, after some light recommissioning and detailing, it now presents very well. Finished in Polar White with black cloth and vinyl seating, the car looks wonderfully period, sat on its correct steel wheels, the simple but effective coupé styling looking ever so retro and, whilst it looked a bit odd back in 1977, it now looks rather cool. Under the bonnet, we find the A12, 1171cc, 69bhp, four-cylinder petrol engine, and four-speed manual gearbox in a very impressive engine bay. The current indicated mileage is 26,433 which our vendor believes to be correct. The small accompanying history file includes the V5C showing one former registered keeper, the original warranty and service booklet with just one hand-written entry dated 1978 at 1,095 miles by Howletts Garage of Suffolk where Mrs. Wheeler lived, plus the original owner’s manual.

1959 DeSoto Fireflite Sportsman Coupe: Whilst the DeSoto brand was long ago abandoned by the Chrysler Corporation, this remarkable example gives just a hint of what it was like to own a classic American Cruising Coupe in the days before oil crises, passenger and pedestrian considerations, and when just looking cool was the main concern. This remarkable motor car dates from 1959 which was the final year of Virgil Exner’s dramatic Fleetwing styling. It’s powered by a 383ci (6.3-litre) V8 generating just under 300bhp and mated to a TorqueFlite 3-speed automatic gearbox which is operated by steering wheel-mounted push buttons. Big enough to carry five or six with ease, this stunning Coupe is dressed with chrome almost everywhere, the double headlights and scooped bonnet leading the eye to the rear with those amazing rear fins and vertically stacked triple rear lamps. It was acquired by a previous owner in the US and imported to the UK in 2008 but has undoubtedly been well-restored in the US at some stage. The black paintwork remains in excellent condition as does the substantial amount of chrome, and the six-seat interior has been fully retrimmed and presents really well. The dashboard has the original radio fitted and all of the dials, buttons and switches are said to be in full working order including the odometer which reads 36,519 miles, unlikely to have been from new but you never know. It’s supplied with the original Owner’s Handbook, the V5C, some invoices for repair and maintenance and other bits and pieces from its days in the US. 316 XUM is likely to be the only example on the road in the UK, and it’s almost certainly the case that this is the very best example this side of the Atlantic. With its huge swooping tail fins, acres of chrome, jet-age triple rear lights and white-wall tyres, this is an impressive automobile and would fit perfectly into any collection of period Americana. A fabulous looking, well preserved and well maintained ‘Happy Days’  American coupe that is sure to turn heads wherever it goes.

2000 Dodge Viper GTS: Wonderfully politically-incorrect, the Dodge Viper has always been one of the most vicious performance cars ever to grace the car world and, given it’s blueprint, there is really no wonder why. It’s an superb concoction of a two-seat machine housing a Lamborghini-derived V10 engine paired with rear-wheel drive and huge rear wheels with very little in the way of driver assistance. It was launched in January 1992, a pure American muscle car conceived by Bob Lutz, Tom Gale, Francois Castaing, and Carroll Shelby. Built around a tubular-steel backbone chassis equipped with all-round double-wishbone independent suspension, vented disc brakes and power-assisted rack and pinion steering, it came without ABS or a traction control system. Extensively reworked by Lamborghini (another Chrysler subsidiary at the time), its 8-litre V10 former truck engine gained a new aluminium block and cylinder heads. Early cars were quoted as developing some 400bhp and 465lb/ft of torque, although these numbers would rise over time and the efforts of all these horses were corralled through a beefy six-speed Borg-Warner T-56 manual gearbox. Having spanned a production life of just over 20-years, the Dodge Viper is a recipe that has proven so popular that finding a low-mileage, well kept example in the UK is becoming increasingly difficult. Its ‘double bubble’ roof line, designed to accommodate a pair of crash helmets, and its polished 18″ Alloy Wheels set the GTS apart. The Steel Grey Viper GTS Coupe that we offer here has covered only 26,667 miles from new and has a superb service history. The seriously cool colourway of Steel Grey with Silver Stripes was limited to the year 2000 alone, and so this is likely to be the only one of its kind in the UK which is probably why it was featured on the cover of Autocar magazine back in March 2017. It was last serviced in November 2020 and subsequently dry stored for the last three-years but will come to the sale with a fresh MOT. With many of these late-edition Vipers now changing hands in the US for well in excess of $100,000, this example appears very sensibly guided and would be a great addition to any collection.

1957 Elva Mark IIB: A superb example of this rare, alloy-bodied Elva Mk II finished in white with blue stripes running front to rear with motivation coming from a Coventry Climax FWA 1,100cc. A well known Elva that comes with period racing history, most notably from the US, where it raced at Laguna-Seca in the hands of Dan-San Abbott as well as additional outings at Sonoma, Monterey and Virginia International Raceway. Moving on to more recent times, the Elva has been maintained and prepared by Ian Nutall at ‘IN Racing’, and we are advised by the present owner, that the car is on the button and ready to race. It has its  FIA / HTP  ‘Class TSRC2 – Period 1947 to 1960’ valid until 31st December 2027, offering eligibility for such race series as the Stirling Moss Trophy or even the possibility of appearing at the Goodwood Revival. More recently, the Elva has undergone and passed an MOT inspection to allow for an application to be presented to the DVLA for road-registration which is expected to be confirmed in the near future and prior to sale, opening out the opportunities to compete in additional events throughout the UK and Europe. An enjoyable and compliant 1950s race car that could provide its next custodian with numerous possibilities to explore its capabilities to the full and as intended.

1964 Elva Mark 7S BMW: Designed by Keith Mardsden, the Elva MkVII was built during 1963 and proved to be a great success, showcased by a fantastic win for the ‘out-of-the-box’ Porsche-engined car at Elkhart Lake for the Road America 500. There were 19 Elva-Porsche cars built, but other engines were fitted including Climax, Ford DOHC, Ford 1,100 & 1,600, and Osca, with two cars being supplied without engines. The Mk7S was the upgraded car for 1964 when the BMW power unit became the engine of choice, and this included modifications to the chassis (particularly to strengthen the engine bay area), larger brakes with Girling AR calipers, wider wheels to 6″ and 7″ rims, modified bodywork to accommodate, and various other mods. The build list suggests 15 BMW-powered cars were factory-built, however a number of earlier cars have subsequently been modified to BMW-power and to Mk7S spec. The BMW engine was developed in conjunction with BMW by Nerus Engineering under the control of Frank Webb based on the 1,500 unit. It was offered as a race engine in 1,600 and 2,000 format, the dry sump system being designed by Ted Martin. Only one 1,600 appears to have been factory fitted, for a hill climb car, the rest being the 2,000 units which generated around 1,82bhp initially but are now rated at more than 220bhp when cleverly built by engineers like Lester Owen. The outstanding  Mk7S offered here has been prepared by Valley Motorsport and is presented in race-ready condition with current FIA/HTP papers that are valid until December 2026. According to the original factory build-sheet, Chassis #70/024 was completed on 17th August 1963, powered initially by a Ford 1,600cc unit mated to a Hewland MKIV gearbox latterly upgraded and now powered by a Laranca-prepared 1,991cc BMW engine also mated to a Hewland gearbox. It’s believed to be the ex-Alain Mahe/Quinlou Szyndelman car that was widely raced until 1997, at which time a full rebuild was undertaken before reappearing and achieving a class win at the Oldtimer Grand Prix at the Nurburgring in 1998. A continuous and successful career followed, with additional class wins in such prestigious events such as the Spa Six Hour race, the 2000 Jarama 12 Hours in Spain and second overall in the Gran Premio Storico at Jerez. The car is eligible for some of the most prestigious ‘historic’ events on the racing calendar including the HSCC Guards Trophy, the Goodwood Members Meeting, the Masters Series and many more. This highly-competitive Elva is widely regarded as one of the most successful examples of its type and is accompanied by a spares package consisting of a full set of Minilite wheels, a set of magnesium wheels including tyres, numerous Hewland gear ratios, a spare clutch, some front wishbones, assorted suspension components and a fascinating history file. Your early inspection is welcomed and encouraged.

1985 Ferrari Mondial Qv 3.0: Launched at the 1980 Geneva Auto Salon, the Mondial was the first Ferrari to depart from the company’s familiar three-digit naming scheme, and its name was inspired by their famous Mondial sports-racers from the 1950s. The Mondial saw Ferrari return to Pininfarina as its choice of styling house, and it was sold as a mid-sized coupé, and eventually a cabriolet. Conceived as a more usable model, offering the practicality of four-seats with the performance of a mid-range Ferrari and hopefully attracting a slightly wider audience than their traditionally more focused two-seaters. The car was not built as a monocoque in a conventional way, but instead, the steel outer body was produced by the famous Italian coachbuilder Carrozzeria Scaglietti, just down the road in nearby Modena, and clothed a lightweight steel box-section space frame. The Mondial was the first Ferrari where the entire engine/gearbox/rear suspension assembly was mounted on a detachable steel sub-frame, making engine removal for a major rebuild or cylinder head removal much easier than it had been on earlier models. Of the 1,145 coupé QVs built between 1982 and 1984, just 152 were in right-hand drive, with fewer still finding themselves on British roads. Supplied new by HR Owen, Middlesex, in February 1985, this original UK-supplied, right-hand drive, 3-litre QV is presented in stunning Rosso Corsa with Nero leather and Nero carpets and is fitted with a ‘sports’ exhaust. Our vendor purchased the car from a respected Ferrari Specialist in March 2018 and it has been annually serviced by them since then. Indicating 48,876 miles at the time of cataloguing, the Mondial is accompanied by a good history folder, containing a breakdown of servicing and MOTs carried out on the car from new, the original leather wallet, book pack and tool kit. B76 XOW features as the lead image and is mentioned in the text in a recent issue of Autocar magazine (31st May 2023). This beautiful QV is offered to auction with a fresh service and cambelt change by the aforementioned Ferrari Specialist at the request of our vendor, and an MOT until March 2024, issued with no advisories. Your viewing of this well-maintained Ferrari is highly recommended.

1986 Ferrari 328 GTS: Debuted at the 1985 Frankfurt Auto Show, the Ferrari 328 was the second model in Ferrari’s long and popular line of mid-engine V8 sports cars, continuing through to the present day 488 GTB. The 328 was the replacement for the popular 308, and featured notable performance and design advancements over the outgoing model. Under the engine cover is the same transversely-mounted, fuel-injected V8 from the Ferrari 308 Quattrovalvole, with an increase in displacement. By increasing both bore and stroke, the ‘quattrovalvole’s capacity was raised to 3,186cc which, together with a higher compression ratio, revised pistons, and an improved Marelli engine management system, lifted maximum power to 270bhp at 7,000rpm. Top speed was raised to within a whisker of 160mph (258km/h) and 60mph arrived from a standing start in 5.5 seconds. A significant difference from the 308 is the use of galvanized steel, which greatly reduces potential rust problems compared to its forebear, however beneath the skin, the tubular steel chassis remained much as before, with all-round independent suspension by double wishbones, four-wheel servo-assisted disc brakes, and aluminium-alloy wheels, though the latter were increased in size. The interior too had come in for some subtle revision and now featured improved instruments, switchgear, and heating. The iconic Leonardo Fioravanti-designed body was updated for a smoother, more contemporary appearance with integrated bumpers and revised cooling ducts, resulting in a more cohesive and streamlined profile. Pininfarina built two variants of this mid-engine sportscar, the Gran Turismo Berlinetta Coupe and the Gran Turismo Spider, featuring a removable Targa top. The GTS offered an exhilarating open-air driving experience and afforded the driver and their fortunate passenger unbridled access to the unmistakable sound of the dry-sump Ferrari V8. In the short four year run of the 328, 6,068 examples were produced, a great success which, combined with the success and popularity of the 308, ensured the position of the mid-engine V8 in Ferrari’s permanent stable. The car presented here is a UK-market, 1986 Ferrari 328 GTS which left Ferrari’s Maranello factory finished in the classic combination of Rosso Corsa with contrasting Tan leather, specified with A/C. It was originally delivered new via HR Owen of Kensington to its first owner. As often happened at the time, at the end of 1991, it followed its owner to Hong Kong. It was subsequently enjoyed there by a further three expatriate owners, who, as you’d expect, lavished great care of it, covering some 40,000 miles by June 1998. In May 1999, it returned to the UK and by 2007 it had still only covered 43,000 miles. Our vendor purchased the car nearly 10 years ago (and regales the story of the seller being nearly in tears as it was driven away) and has only driven it sparingly, and just in dry weather. The service history shows it has benefited from 10x cambelt changes over its conservative 51,500 miles and is accompanied by a 3-inch folder of receipts and MOT certificates, plus its complete book-pack (with service booklet/manuals). It is currently fitted with 308 wheels and tyres, but will come to auction with the correct and fully refurbished 1986 Cromadora ‘Star’ alloy wheels with new tyres. In today’s collector market, very few cars offer the same stylish road presence, relatively modern driving experience and performance of the 328 and with the ability to pop the top off and listen to that glorious V8 howl, these have become very desirable classic Ferraris.

2005 Ferrari 612 Scaglietti: As a mark of respect for their decades-long working relationship, Ferrari named the 612 after the legendary Sergio Scaglietti, whose famous design house, Carrozzeria Scaglietti, was responsible for the look of some of the most stunning coachbuilt Ferraris in the 1950s and 1960s. The design of the 612 is said to have been inspired by the 1954 Rossellini-Bergman custom 375MM, which was commissioned by film director Roberto Rossellini for his lovely wife, the actress, Ingrid Bergman. The model features deep side scallops and large headlights together with a long, sleek silhouette and the result is an imposing, unusual looking car, projecting dynamism and power. This sporty front-engined, rear-wheel drive Berlinetta is a paradox Ferrari, being an energetic car to drive, yet also having four full seats for passengers, making it suitable for longer journeys and city use too. A genuine departure from previous GT models, the 612 Scaglietti’s transaxle transmission sees the rear-mounted 6-speed F1 gearbox working with the limited-slip differential in a shared function and this, combined with the first-ever all-aluminium body on a 12-cylinder Ferrari, makes for fantastic dynamics as well as improved comfort and safety. The majority of these cars were built with the F1 gearbox, however there are always customers who prefer a three-pedal option, and this is one of just 32 examples produced for the UK-market and one of just 199 worldwide manufactured with a manual gearbox. It’s finished in Argento Nurburgring Silver with Nero Hide and is in superb condition throughout having been maintained regardless of cost. The interior shows minor wear as you would expect for a Ferrari that has clearly been cherished but also used as intended covering some 55,000 miles over the last 18-years. Continual care and maintenance has been carried out by main Ferrari dealers for the first ten years of its life, followed up by Ferrari Specialists from 2015 onwards, with recent invoices on file detailing replacement front brake discs and pads, an air conditioning compressor overhaul and replacement suspension bushes. In addition, the clutch was replaced at 45,000 miles, the gearbox rebuilt at 49,000 miles with the cam belt being replaced at 50,000 miles as well as inlet gaskets and an in-Vee water pipes demonstrating the level of care that has been ongoing. One of the most rare and desirable 612 models, a true four-seater and a very special Ferrari GT that is worthy of your serious consideration.

1968 Fiat 600F: The austerity of the basic 500, was known as the ‘Economica’, was not well received initially, prompting the swift introduction of a revised and better-equipped model which first appeared towards the end of 1957 at the Turin Show. Refinements incorporated in this less spartan version included wind-down windows, an upholstered rear seat, column-mounted switch-gear stalks and hubcaps. Introduced in 1960, the succeeding 500D used the 499.5cc engine of the 500 Sport in de-tuned form whilst, in 1965, that was superseded by the 500F. The latter’s altered bodywork incorporating front-hinged doors and a shortened sunroof, whilst mechanical improvements included a strengthened transmission. Maximum power increased to 22bhp and the top speed to within a whisker of 60mph. An immense success for FIAT, almost 3,000,000 of these adorable little cars had been sold when production ceased in 1975. On offer here is a delightful Fiat 500F, finished in Aquamarine with a period-correct, red and cream interior. WGU 476F was purchased in 2017 after having had the bodywork refreshed but still in need of a little TLC to bring it up to the next level. With that in mind, a schedule of works was embarked upon which included a full mechanical overhaul, including the sensible decision to fit an all-synchromesh gearbox together with a full suspension strip and rebuild with all components refreshed or renewed as required. With the focus on keeping as close to the factory-specification as possible, the interior was correctly retrimmed, including the ribbed rubber matting, alongside a new folding roof and even the tool kit received careful consideration, such has been the attention to detail. Accompanying this outstanding Fiat is a comprehensive history file including an original Italian handbook, a workshop manual and factory parts catalogue, various invoices and some rare factory advertising material. Delightfully presented and offering a much-improved driving experience, this is one Cinquecento that would be happy within any collection, or being used as intended, as a fun urban run-around. Acquired by our vendor around 12-months ago on a whim and little-used since, a change in circumstances and a lack of space means it returns to the market on offer at No Reserve, which may well make it the bargain of the day.

1967 Fiat Abarth 595SS replica: The Italian performance and racing car company, Abarth, was founded by Austrian-Italian Carlo Abarth and Italian Armando Scagliarini in Turin in 1949. Abarth adopted his Scorpio birth sign as the company logo and became known for producing various tuning kits for road vehicles, mainly for Fiat. Abarth soon evolved into a car manufacturer in his own right, with Fiat most often supplying the bodyshells or partly completed cars, which Abarth modified. The Fiat/Abarth arrangement benefited both concerns since it resulted in the many class victories that his cars captured in competition. These little cars were raced, rallied, and hill climbed all over Europe and won countless saloon championships. They were also the favourite café-racer and a fashionable alternative to the Mini Cooper. Mechanically, the Abarth 595 was a vastly improved car over the standard Fiat 500 with special pistons, valves, a high-lift camshaft and large downdraft Solex or Weber carburettors. The power output increased from 22bhp at 4,400rpm to 32bhp at 6,000rpm. The suspension was stiffened and lowered, and the coachwork adorned with Abarth badges inside and out. Today, genuine period Abarth cars and performance parts are much sought after by collectors worldwide. The car presented here started life as a standard right-hand drive 1967 Fiat 500F but was completely restored between 2015-2017 to create an Abarth replica by our vendor, a prominent member of the Owners Club. He was able to utilise the assistance of the ‘Museo Della 500’ in Italy who provided drawings and photographs of an Abarth component kit to help accurately replicate this period details of a 595 SS. The bodywork had a full bare-metal restoration and was painted in the correct Abarth/Fiat Bianco 233 paint colour with all the correct badges, logos and decals, plus new Borrani wheels and tyres. The interior has fully reupholstered seats, new door-cards and new rubber mats. Also fitted is an Abarth instrument pod with new Veglia instruments and a period-correct steering wheel, plus SS and 595 logos on the dashboard. The engine was completely rebuilt to 595 specification, with a type 110F.000 block, ported & flowed cylinder head with larger valves, 73.5mm bore & 70.0mm stroke, compression ratio 10.5:1, with a new steel-forged crankshaft and H-Beam conrods, a 35/75 Abarth-spec camshaft, a Dell’Orto FZD carburettor, all coupled-up to a new synchro gearbox, and vented via a Monza twin exhaust system. The front suspension was upgraded to an independent fully adjustable set-up, with coilovers replacing the leaf-springs. The front brakes likewise were also enhanced, with a Fiat disc conversion. The exceptional little car has only covered c.1,000 miles since this most thorough of restorations/upgrades, having recently been utilised as centrepiece in a Fiat dealership, run by a long-time friend of our vendor (who sadly, due to ill-health, is now unable to drive the car). The thoroughness of its ground-up restoration, to ensure accuracy and period-correctness, plus gaining much-improved driving attributes, is a credit to our vendor and we hope it finds a like-minded marque-enthusiast to fully enjoy and appreciate it. We believe that this 595 Replica is presented with a realistic guide price and is most certainly one of the better examples on offer at this time.

1964 Fiat Abarth 595SS: In the summer of 1963, Carlo Abarth was still fired by the determination to make “a sports car within everybody’s means.” He officially presented his amazing 595, a direct variation of the Fiat 500 D. With this little pocket-rocket, Abarth turned evermore towards younger enthusiasts and all their potential as buyers throughout the future. Compared to the original 500, the new 595 cars were externally very similar—the differences lay under the skin. Abarth’s speciality was his ability to implement the right mechanical upgrades for any given package, and the 595 did not disappoint. A special cylinder casting was used, and the exhaust ports and manifold pipes were polished. New valve springs were fitted, along with a revised camshaft that permitted higher engine speeds and correspondingly greater output. Specially designed pistons were fitted, and the rods and crankshaft were improved. Even the lubrication system was modified, with the adoption of a special gear-driven high-output pump situated at the bottom of the sump. These mechanical improvements transformed the little 500 and resulted in a significant increase in power, from 22 to 30 horsepower, though the biggest gain was in mid-range torque. Abarth’s conversion halved the standard car’s acceleration times endowing the 595 with a top speed of more than 75 mph and lowered suspension and wider wheels and tyres transformed the little Fiat’s handling. Those still not satisfied could opt for the 595 SS (essesse in Italian) which offered around 34bhp and 80mph. This 595 SS is a rare factory car with an Abarth chassis number as well as a Fiat one and according to its current UK V5C, it was first registered on 01/01/1964, however, the accompanying Automobile Club D’Italia ‘Libretto’ dates the car from 01/12/1964 which is probably more accurate. It was based on a 500D hence the rear-hinged ‘suicide doors’ whilst the specific donor car originally had a canvas section over the front half and a metal panel for the rear section which was replaced as part of the Abarth conversion with a full length bolt-in metal panel to replace the soft top. Originally built as a 595 SS, at some point it was upgraded to a 38bhp, 695 SS spec. bDTV 338B (the illustrated registration number, 67 CAN, does not form part of the sale) certainly looks the part with its enlarged arches, wide wheels and a substantial amount of negative camber and its low purposeful stance shouts ‘racer’ from every angle. It presents very well in Bianco with lots of Abarth badging and the trademark ‘Corsa’ mirrors. Finished in Red Vinyl, the interior is classic Abarth with the correct bucket seats, Jaeger instruments, Abarth polished-spoke steering wheel and the sense of authenticity is enhanced by the original dealer and RIA stickers on the glass. First registered in the UK on 01/08/2015, this stunning little Abarth has been with our vendor in his amazing Collection ever since. As well as the aforementioned V5C and the ACD Libretto, the car is accompanied by some Italian import documentation and its current MOT Certificate which is valid until 21/03/2024. This 595 SS features alongside the Giannini 500TV (which we are also offering) in a super article by Richard Heseltine in the January 2023 issue of Classic and Sportscar. What a great opportunity to see an Abarth and a Giannini, fierce rivals for the affections of the Fiat 500 buying public for many years, now sitting happily side by side.

1961 Ford Zodiac Mark 2 Rally Car: Built in 1961, our vendor describes this car as ‘Foremost a rally car that happens to be a Zodiac Mk2 and not the other way around’, and that certainly does appear to be the case. TSK 795 was built as a standard car back in the early 1960s, before the swinging era, when Ford were producing solid, post-war cars, evoking be-finned American saloons of the period. Top of the range Zodiacs were frequently finished in two-tone colourways, as is the case with this car, to distinguish them clearly from the similar looking, but much less luxurious Zephyr. Originally registered as 6565 MF on 6th June 1961, that registration stayed with a previous owner and the Zodiac was subsequently re-registered as TSK 795. There is little known about the early history known of TSK, until it was modified for rallying and FIA accredited back in 1991, after which it competed in the Monte Carlo Classic Challenge in 1992. Subsequently it rallied within the UK regularly, including the 1992 Irish Retrospective, the Pirelli Challenge in 1993 and achieved a fourth and fifth overall in the Highland Fling in 1994 and 1995 respectively. Our vendor’s late husband acquired the car in 2000, and competed in the Rally of the Tests every year from 2002 to 2007 with a top-three position in class every year, however in 2008 a navigator error took him up a down road, and he had a head on collision. The car was damaged on the driver’s side but it was all quickly repaired to a very high standard, chassis professionally straightened, new wing etc. Whilst the car was away, our vendor’s husband, an experienced engineer and long-established classic car specialist, took the opportunity to remove the engine prior to rebuilding it himself, however he had become ill in the meantime and wasn’t able to complete the rebuild. Consequently, it was sent to Scholar Engines of Ipswich, well-known builders of race and rally engines to be rebuilt. It’s fitted with a period Aquaplane head and other slight modifications (within the regulations) and details of the rebuild and spec will be supplied with the car. It’s now complete apart from refitting its original racing harnesses and is supplied with some spares, spare wheels and tyres. In excellent condition, it’s been suggested that it could be returned to standard as a show car, however, that would seem to be shame given its history and the fact that it’s rally-ready. Eligible to compete in the RAC Memorial Rally, some HERO events, most Classic Rally Association events and club road rallies anywhere, this venerable Zodiac will attract lots of affectionate attention wherever you go, as everyone’s dad or grandad had one. It is, however, a competitive Historic Rally Car and needs to be back in action, negotiating the twisty roads in North Wales or the leafy lanes in Southern Ireland, with the September/October rally season just around the corner. Offered at No Reserve, we invite and encourage your inspection of this classic Ford.

1969 Ford Escort Twin Cam, ex Hannu Mikkola: The Mk. I Ford Escort was introduced in Ireland and the UK at the end of 1967, making its show debut at the Brussels Motor Show in January 1968 replacing the successful, long-running Ford Anglia. The front suspension and steering gear were differently configured, and the brakes were fitted with dual hydraulic circuits; also the wheels fitted on the Genk-built Escorts had wider rims. At the beginning of 1970, continental European production transferred to a new plant on the edge of Saarlouis, West Germany. They were hailed as an immediate success both domestically on the roads and for motor sport, particularly rallying. A higher performance version for rallies and racing was available, the Escort Twin Cam, which was built for Group 2 international rallying. It had an engine with a Lotus-made eight-valve twin camshaft head fitted to the 1.5 litre non-crossflow block, which had a bigger bore than usual to give a capacity of 1,558cc. This engine had originally been developed for the Lotus Elan. The Mk. I Escorts were incredibly successful and they eventually went on to become one of the most successful rally cars of all time. This rare and historically interesting ex-Ford Works rally car was driven in period by Hannu Mikkola at the Rally of Cyprus in October 1970 and also in period by the British rally star, Roger Clark, although he didn’t compete in the car (as pictured in the book ‘The Works Escorts’ Second Edition by Graham Robson). The car was first registered in February 1970 and was sold (shown in a used vehicle brochure) as an ex-Works car on 30th June 1972. It still carries the same registration from new which is recorded in its original ‘buff’ logbook and again confirmed in the present logbook. This car is depicted in various magazines and Works Escort publications being rallied by the sporting luminaries mentioned and has been in storage for most of its latter-day life, forming part of a small private collection presently. This car is known by the AVO Club who inspected and valued it in 2011 confirming its provenance. A wonderful piece of motorsport history not to be missed.

1972 Ford Escort RS 1600 BDA: Originally delivered to a director of Ford Motor Company in America, this right hand drive car was ordered at the same time as his GT40. The car was purchased and imported from Alabama in 2007 and entrusted to Neil Twyman Racing to carry out a complete restoration of the car back to original specification. Apparently it competed on the 1973 RAC International Rally running as number #14 so the decision was made to return it to this specification and finish. The extensive history file details all these works, and viewing of the impressive file is recommended. Completed in 2008/9. The original 1600 BDA engine was rebuilt by DTW Engines and, running on Weber 40 DCOEs, the accompanying dyno print-out shows an impressive 171bhp at 7000 rpm. The car features original factory flared arches and two period Cibie Super Oscar spot lamps. The interior is in very good order. It was used at the 2011 Goodwood Revival Ford of Britain Centenary celebrations and no doubt there is video footage of this. It was purchased for our vendors Collection in  2016 and has been maintained and lightly used in recent times. A superb example of a rare RS1600.

1972 Ford Escort RS 1600 BDG: Built for our enthusiast vendor by Rally World, Maldon, Essex between 2010 – 2013 and based on a Mexico shell which was stripped, repaired and painted. The car has ‘forest’ flared wings with many Group 4 features included. The engine has been rebuilt by Jondel Race Engines, the rear axle by Gartrac and the gearbox by Rally World, who then restored this stunning Escort. Completed in August 2013, the car was entered on the Red Kite Rally and subsequent outings include the Dmack Rally Carlisle, Neath Valley, and the Roger Albert Clark Memorial rally. There are a number of invoices on file that relate to the restoration. It was last MOT’d in 2021 (although exempt) and the car is running and driving well with a very responsive engine! Bucket seats, cage, digital dash etc. this Escort is ready to use. Huge performance with a superior professional build and viewing is highly recommended.

1972 Ford Escort Mexico 4 Door: Offered here is a beautifully-restored Ford Escort Mexico, one of only six ever produced by Fords AVO factory in Aveley. Of the six produced, four white examples went to the Jersey Police, one was a test and development car, and our Tawny Brown car was a private sale into the public domain. It came about quite extraordinarily when a shopkeeper went into his local Ford Main Dealer and asked if it was possible to buy a Mexico with four doors. After a couple of phone calls to Aveley, they confirmed that they could build a four-door car to full Mexico specification for an extra £45 (quite a lot of money in those days). Perhaps they assumed that the increase in price would deter the potential buyer, but it didn’t and the four-door car was ordered there and then. The specification is exactly as per an early shell with all the correct unique parts common to a two-door Mexico. It has the big wing sump, the long-shaft steering rack, the early dished 8.000rpm tacho in the six-dial dash and the deep-dished slotted steel wheels. In addition. It has all the correct AVO Mexico chassis reinforcements including the underside stone-guard fixings. The car was subject to a painstaking restoration three-years ago by marque specialist, Tony Collins of Car and Classic Restorations in Herne Bay, and the quality of his work is evident today. The history file is comprehensive and contains everything you would want to see, substantiating its provenance including a letter from Ford AVO confirming that its a Mexico four-door. This level of detail is possibly as a result of the car being owned by one of the AVO Club Registrars in the past. Remaining in superb condition, this lovely piece of Ford history, with the Mexico name that defined Ford from the 1970s onwards, would be a fine addition to any collection or perfect for a Blue Oval enthusiast who would like to own one of the rarest Fords of all time.

1972 Ford Escort RS2000 recreation: With their Escort doing so well in the rallying world, it made sense that Ford would try and sell developed versions beyond the usual homologation specials. The job of creating more widely-produced fast Escorts was left to Ford’s new Advanced Vehicle Operations based in Essex. Following up on the RS1600 of 1970, which was quite a specialist car that demanded a lot of care and attention, came the Mexico and RS2000 which were far more suited to the man in the street. In June 1973, the Mexico was supplanted by the RS2000. The car fitted nicely into the AVO line up with its performance almost comparable to the complex RS1600, but with the same reliability and ease of maintenance as the Mexico and, importantly, the RS2000 utilised the same Type-49 body shell as the Mexico and RS1600. The RS2000 was the first Escort to be powered by the overhead cam four-pot, as Ford decided that their 2-litre Pinto engine was to be used in the new model, however Ford was faced with the problem of persuading the bulky Pinto engine to fit into the engine bay. The only way of achieving this was to discard the engine-driven cooling fan and replace it with a thermostatically controlled Kenlowe unit. When finally nestled in place, the Pinto engine produced 100bhp (2bhp more than in the Cortina). The RS2000 once again proved to be a quick and delightful car to drive, whilst being more accessible to buy and still offering customers a great choice in terms of colours and options. The car presented here is offered to auction from a Ford enthusiast, who recently bought the car from his friend (who’d had it for ten years), having known it for all this time. The friend owned another RS2000 which, due to the ravages of time, was beyond repair. Being a similar enthusiast, he bought this lovely (still with its original bill of sale) and extremely solid Escort and transferred all the RS2000 componentry over to this car – with a regular Mk1 Escort shell (chassis number: BBATMT03880 not an AVO BFAT******* number – hence ‘Recreation’). So, driving/performance-wise this is a full-spec and standard (apart from the Weber 40 IDF Carburettor conversion kit, a rear-axle tramp bar and a 5-speed gearbox ) RS2000. Our knowledgeable vendor states the car is in excellent condition and drives as well as any RS2000 could. With the best RS2000 examples now commanding £40,000-plus, this very capable and enthusiast-owned car offers great value and a real taste of that early Fast Ford magic.

1973 Ford Capri RS2600: During March 1970, the RS2600 made its debut at the Geneva Motor Show, albeit with a mock-up fuel injection system, but it wasn’t until September the same year that the first fuel injected RS2600 left the Niehl assembly line in Cologne. The RS was easily recognisable as it had no bumpers, two vents in the front panel and sported Richard Grant road wheels, – the lightweight versions of the car used Minilites – it also had a pair of rectangular wing badges reading RS2600 and an RS roundel on the boot lid. These cars had the front cross-member re-drilled for negative camber and were fitted with uprated brake pads and linings supplied by Ferodo, competition front springs, single-leaf rear springs and Bilstein shock absorbers all-round. Inside, as with the lightweights, Scheel sports seats were used though these were now reclining and the rear seats were of a bench design trimmed in the same heavy cord material. A Springall deep dish steering wheel was used, but there was no centre console, which was widely used on the Mk1 Capris. Production cars gained chrome quarter bumpers with the front ones incorporating the indicators, but the two vents in the front panel were now deleted and the wheels were now RS 4-spoke items similar in design to those of the Mk1 RS Escorts but 6 inches in width. Twin Cibié headlamps also adorned these cars. Performance figures for the RS2600 were very impressive with 2,637cc producing 150bhp at 5,800rpm which was sufficient to propel the RS2600 from 0-62mph in 8.6secs and on to a top speed of 124mph, pretty impressive fifty years ago. This 1973 Ford Capri RS2600, was supplied new in France, spending some time in Italy and then returning to France again when it became the property of the Mayor of a small provincial town. He added, what appears to be an aftermarket body kit, very much in the style and the colours of the ‘works’ Cologne/Broadspeed RS3100. It remained in his barn for many years before being discovered and imported to the UK around 2010. We understand that the car, chassis number #GCECND21796, was inspected by British RS expert, Len Pierce, who confirmed that it was an RS2600, that all the correct identification plates and chassis stampings were present, and that it still has its original engine. The current indicated mileage is 10,371km but, naturally, this is unwarranted. Purchased by our vendor in 2014, the car has recently undergone servicing and a partial mechanical restoration with parts replaced for original parts where required to ensure it runs and drives. Offered at auction with a NOVA Certificate, your inspection at the Silverstone Classic is very much welcomed.

2005 Ford Escort Mark 2  ex McRae: The remarkable career of Colin McRae MBE has filled volumes and is too long to list here, but it did include becoming Scottish Schoolboy Motocross Champion at 13, the Scottish Rally Championship in 1988, winning the 1991 and 1992 British Rally Championship and, in 1995 he became the first British driver and the youngest person to win the World Rally Championship Drivers title, a record which stood for 27 years. Success continued with a total of 25 wins in the WRC, a third place at Le Mans in the GTS Class, a win in the Baja 500 Portalegre, stage wins on the Dakar and many other rallies worldwide. Despite the passage of time, Colin McRae is still one of the biggest names in the world of rallying, certainly the most recognised. Colin was an iconic figure at the time. ‘Everybody took a step back when they heard Colin driving. He was just using the road as a rough guide. His style and approach were something to watch. At one time he held the record for the most rally victories. His ‘never say die’ attitude, always flat out, it really sat with people and endeared him to them’. But people often forget that he was a mechanic, too. He worked well with engineers and understood how to set a car up and its mechanical limitations. He is frequently discussed in terms of his wild, aggressive style, but if you watched him drive on tarmac at Le Mans or ASCAR at Rockingham, he was really quite smooth. He won two Safari rallies, which takes a lot of mechanical empathy and an intelligent approach as to just how much you can get away with. Here at Silverstone Auctions, we feel truly privileged to have been entrusted by the McRae family with the sale of three of Colin’s favourite cars. They are significant cars in the history of rallying and will be available to view prior to our auction on Friday, August 25th. For some time, Colin had been thinking about building a really special Mk II Ford Escort, the fastest rally Escort ever built. In Colin’s own words,  ‘The Mk II is the rally car of all time. When my father started rallying, these were the type of rear-wheel drive cars that were at the top level of the sport. I remember watching in the forests and they always sounded the best and looked the most spectacular – sideways. Ever since then, they have stuck in my mind’. So, in 2002, Colin made the decision to start the project and recruited Dave Plant of DJM race prep in Newark to build it. In Dave’s own words, ‘In late 2002 we were asked by colleague and friend Gordon Birtwistle of Proflex UK Ltd. if we could convert a Mk II Escort into independent rear suspension instead of the conventional live axle, for a rather special customer, this being the late great Colin McRae and of course, we were only too pleased to take up the challenge. The donor car was supplied to us in early 2003 and after numerous telephone conversations with Colin, the project commenced. The original specification was to be an ultra-long wheel travel, gravel rally car. With fully independent front and rear suspension to our own design and using our own aluminium uprights, finished off with a T45 roll cage to support the modifications. Colin first visited our workshop in April 2003 to see how his ‘toy’ was shaping up. He took a particular shine to our brand new, 4WD tarmac-spec KA rally car and it became apparent to him that we were a ‘one-stop shop’ and were able to bring WRC attributes to any vehicle. This led to us doing more work than was initially intended and it was decided on that day that the project was now to be a turn-key rally car designed to be as lightweight, compliant and agile as we could make it.’

1980 Ford Escort 1600 Sport Mark 2: Built at Fords Halewood plant in 1980 using the last of the heavy-duty RS shells, this 1600 Sport was then shipped to South Africa. Having just two owners in South Africa, the car had covered just 57,000 miles when purchased by the previous owner in 2011 via Montescorts and was described at that point as being in “totally original condition”. The Sport was enjoyed and clocked up at further 35,000 miles. Purchased by our vendor in August 2020 for his Collection. The Escort has been serviced regularly, and rolling road tuned. A letter on file from the Sporting Escort Owners Club confirms this is a AD chassis car dating from March 1980 and there are invoices on file for servicing, old MOTs, tax disc etc. The car remains in very nice original order finished in Clifton Sands, an attractive shade of beige only available in South Africa, with a striking period interior!

1974 Ford Capri 3.0 GT Mark 2: Five years after the launch of the original Capri, in 1974, Ford decided to introduce a practical element to their market-leading Capri. The original car is well known as being influenced by the iconic Mustang, but interestingly for the new 1973 Mustang II, Dearborn had a good look at what their European division was doing with their Capri II which was being developed at the same time. Similar outcomes in many respects, with both being somewhat overshadowed by the originals, however, of the two very different cars, the Capri II was arguably the better. The design brief was to improve the boot access and space, and resolve the poor rearward visibility, and the new ‘Hatchback’ design was bang-on-trend. Apart from the Reliant Scimitar, no other sports coupé combined the folding seat and rear hatch combination. Around 150 changes separated the original and Capri II, but the engines and much of the running gear and chassis design were carried over. Prior to the arrival of the 3000 Ghia and much later the JPS, the 3000GT was the top of the Capri II range. Powered by a 2,993cc V6 generating 138bhp and 174lb/ft it was quick and, with independent coil springs, telescopic dampers, MacPherson struts, an anti-roll bar and rack and pinion steering, it handled really well. Never known to miss a marketing opportunity, Ford UK decided that it would be advantageous if their new 3000GT could be seen by as many people as possible in the right environment, so the decision was made to gift one of the early cars to Silverstone Circuits Ltd to be used as the circuit’s first ‘Flying Doctor’ Medical Car. Finished in Daytona Yellow with a black vinyl roof and sporting their new Mk 3S alloys, the Capri certainly looked the part, particularly when sign-written with Silverstone Resuscitation Unit down each side. It was in use until the early 1980s and must have been seen by millions of people. The car was subsequently enjoyed by two further owners before being purchased by our vendor, Brian Pallett, in March 2013. Brian is a friend of Silverstone Auctions and was the circuit manager of Silverstone for many years. We understand that the car has been repainted in its original Daytona Yellow and has been regularly serviced and kept garaged. As an interesting aside, PTW 473M had a minor action role in the 2018 film ‘Yardie’ directed by Idris Elba. The film is set in London in 1983 and the car can be seen outside a rather seedy Turkish Social Club.

1979 Ford Fiesta Group 2: In mid-1977, the original Fiesta had just gone on sale in Britain, and Ford’s marketing team were looking for ways to promote their new toy. Motorsport was their traditional approach but the Fiesta was never designed with motorsport in mind. Although it was a nimble little car, with front-wheel drive and good handling, the road cars weren’t very quick, and there was no RS model in prospect. All was not lost though, and a good deal of work went into developing the little car. Now, because the US-market Fiesta launched in 1978 was fitted with a five-bearing 1.6-litre ‘Kent’ engine as standard, and was selling in sizeable quantities, there was no problem in getting it homologated. Even so, a great deal of effort would be needed to make such a car go at all fast enough, or indeed to transmit all its limited power through the 13” cast-alloy front wheels. Purely as a try-out. Ford decided to enter two newly-homologated Fiesta 1600s for the Monte Carlo Rally, running them to ‘Group 2’ regulations, meaning that engine-builder, Brian Hart, could boost the engines using twin-choke Weber carburettors. By using every scrap of knowledge already gained with the ageing ‘Kent’ engine, and by fitting two double-choke Weber carbs, Hart was able to squeeze about 150bhp from the 1.6-litre engine. Lubrication was now ‘dry-sump’ with the cylindrical oil tank in the boot. It was never going to be enough to win the event, although the cars might be surprisingly rapid in GRP2 form. Even in Monte Carlo, where front-wheel drive might be good on icy roads, transmitting that power through those little front wheels might be a problem and in GRP2, fitting larger diameter wheels was strictly against the regulations. Two cars were entered for the Monte, one (Roger’s car) to be built at Boreham, the other at Ford-Cologne. On the event itself, both Roger (in DHJ 500T) and Ari Vatanen (his German-built car carrying a French registration, 9543GR92) struggled to find enough grip, although Ari set one third-fastest and one fourth-fastest stage time overall on the snowy stages. If his car hadn’t suffered from a broken driveshaft at one point he would certainly have finished higher than tenth while Roger finished a creditable 13th. Offered here is an FIA-papered, ‘Group 2’ Ford Fiesta Rally Car, DHJ 508T-only eight away from the original, which is a recreation of Roger Clark’s 1979 Monte Carlo Works car that’s just been built, offered at a fraction of the build cost, and has yet to be used in anger.

1980 Ford Capri x 2 “The Professionals”: By the mid-1970s, most of the flamboyant British spy shows had been decommissioned in favour of grittier crime-action dramas filmed on location with live action car chases. The Sweeney’s debut in 1975 set the standard for real life action-dramas, pubs replaced casinos, gone were exaggerated karate chops and rep-mobile saloons screeched around grimy street corners. British police departments didn’t issue Aston Martins, and few blue-collar sports coupés were affordable or reliable enough to be featured regularly. The producer and screen writer, Brian Clemens, who was behind the definitive British spy series , The Avengers, back in 1961, had just seen his 1975 re-launch end after two years. Although The New Avengers had live action scenes to rival American imports, audiences failed to connect with the outlandish plots, but did appreciate the cars. The deal with British Leyland to supply the cars for the series was ground-breaking, a marketing masterstroke, but reliability issues caused problems and the continuity department had to deal with replacement cars, often in different colours. Ever the innovator, Brian Clemens could see that audiences were tiring of the cops and robbers formula and, with the realities of domestic terrorism a daily threat and foreign atrocities widely reported, The Professionals was launched in 1977 against the backdrop of the Cold War. The two heroes, who were neither police officers or members of the security services, were instructed by the Home Secretary to use any means to deal with crimes of a serious nature. The fictional department, Criminal Intelligence-5, was headed by George Cowley, and our heroes, Ray Doyle and William Bodie, were his best operatives. Doyle, an ex-detective constable who worked the seedier parts of London, partnered with Bodie, a former member of the SAS. Their regional accents and high-street style connected with audiences and, for the first time on British TV, there were heroes that were both relatable and inspirational. The conversation in the typing pool (this was 1980) discussed who was the sexiest out of the two, and lads in pubs admired the cars and the driving. Having learned the significance of a motor manufacturer as an important partner in supplying the cast with specific, character-oriented cars, Ford of Britain were approached and were happy to supply a Ford Granada for George Cowley and, later in the process, this pair of rather special Ford Capris. Designed to be the Ford Mustang of Europe, the mind-boggling array of options meant that the Capri could be whatever you wanted it to be; just like the Mustang. The Capri was in fact a far more varied animal with engines ranging from 1,300cc to 3,100cc as well as a myriad of trim specifications. The most popular engine was the 1,600cc unit, but the object of most desire was the 3-litre version, which was available from the 1969 Mk 1 through to 1981 as the 3.0 S. Over time, the 3.0 S became synonymous with our action duo and undoubtedly inspired a generation of car enthusiasts whilst coincidentally giving a bit of a boost to Ford’s performance car market. We are therefore privileged to offer these fabulously-presented cars on behalf of our vendor from his 16-year ownership. Most people seem to agree that these two cars should always be garaged together and consequently they are to be offered as a pair and sold as one Lot with the auction estimate of £200,000 to £230,000. First registered on 4th June 1980 to the Ford Motor Company, Essex as OWC 827V, it was loaned to Mark 1 Productions Ltd. for the filming of Series four. Ford stipulated that the car was to wear the false registration plate ‘OWC 827W’ on screen so that the vehicle appeared new on the first TV transmission date of Series four on 19th October 1980. So when the first episode ‘Blackout’ went out the W suffix had already been released by the DVLA on the 1st August 1980. Ford therefore received free advertising of a ‘new’ Ford Capri 3.0S on a W plate. Production notes and filming schedules confirm the car’s original “V” registration as does the definitive book of the TV series, The Professionals  by Bob Roca and Julian Vogt. Supplied in Stratos Silver and fitted with roll-top head rests as opposed to Recaro fish-nets, it was allocated to Lewis Collins who played William Bodie and the car went on to feature in 10 episodes of the series: Black Out, The Gun, Wild Justice, Blood Sports, Hijack, You’ll be All Right, Kickback, Discovered in a Graveyard, The Ojuka Situation, and The Untouchables. OWC 827V has the distinction of appearing on screen more than all of the cars used in the five series of The Professionals between 1977 to 1981. Bought by our vendor on 1st October 2007, it was sympathetically restored in 2021 with meticulous attention to detail, retaining many original features, most notably the interior. The original engine and gearbox have been fully reconditioned and a stainless steel exhaust was fitted at the same time. The vehicle still features its original alloy wheels which are shod with period-correct Goodyear Grand Prix 185 x 70 x 13 tyres. The speedometer reading, at the time of cataloguing, was 53,939 miles and the car is presented to auction with a detailed history file, V5C, receipts and memorabilia.

1983 Ford Capri 2.8 Injection: Restyled three times in its 33-year life, the Capri always remained close to its roots. The initially exaggerated ‘belt line’ would smooth and the impression of almost scalloped sides would flatten out. By the Mk III of 1978, Capri sales were in decline although the model was still an attractive, roomy and individual coupe. Consequently, in 1982, Ford decided to launch a new fuel-injected power plant and dropped the 3-litre V6 in favour of the all-new 2.8-litre injection Cologne V6, with a power output of 160bhp and a top speed of 130mph through the existing 4-speed gearbox. This was swiftly upgraded to a 5-speed and, along with an interior facelift, it enabled Ford to keep the Capri in production until it finally bowed out in 1986. The increasingly popular ‘Performance Ford’ market keeps on revealing hidden gems, many of which are unrepeatable, with this Ford Capri being no exception and a prime example of the breed. With just one former keeper and a genuine recorded mileage, at the time of viewing, of just 14,438, its condition has to be seen to be believed. This unrestored 2.8i is exceptional throughout with the word ‘concours’ never being more appropriate. Mothballed and stored correctly for 30-plus years by the previous owner, due to ill health, nothing has been altered or changed from the original specification, even the original Bill of Sale is present detailing the ‘on the road cost’ as being £7,732.50. It’s complete with both its original keys and, of course, the original book pack as presented by the supplying dealer, Bristol Street Motors, Bromley, Kent on 3rd August 1983 who also kindly included a pin badge which is still present stating ‘Go Capri, Go Bristol Street’, a true time-warp marketing tool for the next custodian to enjoy. It even sits on the original tyres it was wearing when it rolled off the production line. Now fully recommissioned with a totally overhauled fuel system, this benchmark Capri is ready to grace the home of any serious Ford collector or fanatic, and will surely be welcomed at, and be one of, the stars of any Blue Oval event.

1981 Ford Escort XR3: No one could do go-faster quite like Ford, and at its unveiling in August 1980, the XR3 represented a master class in addenda-driven design. The whale-tail spoiler, the distinctive – soon to be iconic – cloverleaf alloy wheels both became instant classics. Its 1.6-litre four-cylinder engine was hailed as the height of modernity and could rustle up a whole 96bhp. Okay, it may have been less than 100bhp, but this was 1980 and in the XR3’s defence, its 8.5sec 0-60mph time was quicker than the Golf GTI’s, with 14bhp less. First registered on 1st August 1981 to it’s one and only keeper, this superbly presented Ford XR3 has just been recommissioned, with new fuel and water pipes and a new exhaust system after being laid up when it had covered just 992 miles on the road between 1981 and 1984. It’s finished in its original Diamond White, accented by the correct black plastic and rubber trims with factory sunroof, and sits on its original 14″ Clover alloys. It’s trimmed in red/grey laser cloth and has the the small two-spoke steering wheel which was fitted to the early cars. Its factory Philips ‘P-Series’ radio remains, along with factory features including climate control/ventilation, wind-down windows and a heated rear window. The Anthracite headlining, door cards, and carpeting show only minimal wear reflecting the super-low-mileage. Powered by Ford’s (revolutionary at the time)1.6-litre Canted Valve Hemispherical chamber (CVH) engine mated to a twin-choke Weber carburettor which generated 96bhp at 6,000rpm offering 0-60 in 8.5 seconds and a top speed of 113mph. It’s fitted with a 4-speed manual transmission which was standard on pre-February 1982 cars. This time-warp Ford is supplied with the original keys and the dealer book pack, as presented by Spate Ford of Malvern, including the service record detailing its one and only service. This superb XR3 would grace the home of any serious Ford collector or enthusiast, and will surely be one of the stars of any Blue Oval event. With less than 100 reported to be left on the road, is this the lowest-mileage XR3 left?

1986 Ford Sierra RS Cosworth: At its introduction in 1982, the Sierra’s revolutionary new shape proved a touch more divisive than Ford had anticipated and some serious marketing became a priority, so it was the obvious choice to become the platform for Ford’s new competition aspirations in conjunction with Cosworth. It fitted the brief well as it was rear-wheel drive, had good aerodynamics, albeit being prone to lift at high speeds and was available as a three-door. The new body kit and rear spoiler would sort out the lift issues but, more importantly, Ford still needed to build 5,000 units for homologation, somewhat worrying when the company’s initial approach to the dealer network came back with an estimate that suggested they could sell around 1,500 units! The eventual sales record is, of course, history. Ford went on to sell 5,545 three-door cars including the RS500, of which only 500 were built, and the Cosworth engine also found its way into nearly 30,000 Ford Sierra Saloons (Cosworth three-door, Sapphire two-wheel drive, and four-wheel drive). This cherished example has covered just 18,787 miles, corroborated by older MOTs and service stamps in the dealer service record and remains in truly remarkable original condition. Finished in Ford Motorsport Diamond White, the dealer certificate shows that it was originally registered to the Ford Motor Co. of Brentwood by RS Dealer, Gates Ford of Essex. The car is accompanied by a comprehensive history file which contains a concise owner timeline showing that it was sold to its first private owner, who kept it until March 1994, and the file also contains a copy of the advert he placed when it was time to sell the car. The second private owner (effectively it’s third keeper) changed the registration to D151 ENV and kept the RS until 2016, at which point it was purchased by our vendor who changed the registration back to its original recognisable Ford registration, D436 SVW, and the car has been cosseted and cared for in his private Collection ever since. Pleasingly correct and immaculately-presented, this five-owner RS Cosworth comes with all the correct documentation, an impressive history file and the kudos of its FoMoCo heritage. We are privileged to have been asked to sell a number of these ever-popular performance saloons cars and feel that given this car’s history, low-mileage and fabulous condition, D436 SVW is very sensibly guided.

1987 Ford Sierra Cosworth RS500: The original Ford Sierra RS Cosworth was the first Ford to wear the Cosworth badge and was presented to the public at the Geneva Motor Show in March 1985. It was introduced as a means of homologating the Sierra for Group A Touring Car racing, with a requirement that 5,000 cars were built and sold. Launched for sale in July 1986, and based on the three-door Sierra body-shell, it was designed by Ford’s Special Vehicle Engineering (SVE) and was powered by a Cosworth-designed 2-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 an 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, modified bodywork and the cachet of being hand-assembled – the RS500 really is the ultimate 1980s Fast Ford! This particular Ford Sierra Cosworth RS500, No 0125/500, is offered fresh to market after almost 20-years of continuous ownership and must surely represent one of the most original and unmolested examples to become available in recent times. Prior to purchase in 2004, our vendor made the decision that an RS500 was on his bucket list, but not just any old RS500, it had to be one of the very best. With that in mind, and the object of his desire sourced, an inspection by Alastair Mayne, Graham Goode Racing’s Technical and Development Engineer was enlisted to inspect the vehicle to ensure that this was truly original and unmolested, even checking the often abused ECU for signs of tampering!  As you would expect all was good and the purchase rubber-stamped with many years of meticulous and fastidious ownership to follow. E290 VFD remains in the same condition to this very day with the exception of the front air dam and rear bumper which required minor refinishing to bring back up to the superb and original finish of the remainder of the vehicle and, with the exception of general service items, this is how the RS presents today. With a comprehensive history folder, Dating Certificate and workshop manuals, there is little more to say other than that if you are looking for one of the most original, unmolested and desirable Performance Fords, freshly serviced and MOT’d, we suggest that your search may be at an end.

1985 Ford Sierra Cosworth Group N: At its introduction in 1982, the Sierra’s revolutionary new shape proved a touch more divisive than Ford had anticipated, and some serious marketing became a priority, so it was the obvious choice to become the platform for Ford’s new competition aspirations in conjunction with Cosworth. It fitted the brief well as it was rear-wheel drive, had good aerodynamics, albeit being prone to lift at high speeds, and was available as a three-door. The new body kit and rear spoiler would sort out the lift issues but, more importantly, Ford still needed to build 5,000 units for homologation, somewhat worrying when the company’s initial approach to the dealer network came back with an estimate that suggested they could sell around 1,500 units! The eventual sales record is, of course, history. Ford went on to sell 5,545 three-door cars including the RS500, of which only 500 were built, and the Cosworth engine also found its way into nearly 30,000 Ford Sierra Saloons (Cosworth three door, Sapphire two-wheel drive and four wheel-drive). The Sierra Cosworth comfortably exceeded Ford’s wishes and it went on to become one of the most successful Touring Car racers of all time, winning races all over the world. In rallying the ‘Group A’ Sierra, on tarmac, was equal to all the four-wheel drive opposition, particularly when Didier Auriol won the 1988 Corsica Rally outright. Offered here is what must be the most successful ‘Group N’ Sierra Cosworth in British rallying history. C234 HVM is a Ford Works registration number, as ten of the early Sierra Cosworths were used to launch the car to the World’s press. These ex-press cars were then converted at Ford’s Competition Department at Boreham, and seven of them were assigned to the 1986 Securicor Sierra Challenge rally series. C234 HVM went to Ford dealer, Peacocks, to be driven by Chris Mellors who took it to second overall in the Championship in 1986. This car then had many category wins between 1986 and 1988. It took part in The Lombard RAC Rally in 1987 and 1988, driven by Gwyndaf Evans, and in 1988 he went on to win the Shell Oils British Rally Championship (GPN). It also contested the 1987 Manx International Rally driven by Bertie Fisher. This important piece of the British 1980s ‘Group N’ rally scene is on the button and beautifully finished in its 1988 Ulster Rally livery. Prior to our vendor’s purchase in 2013, the Sierra had been checked over by BGM Sport who reported that all the compressions are correct and that the car is ‘rally-ready’ with an impressive 291bhp on tap. Since then, our vendor has only used the RS on a couple of occasions, mainly for demonstrations. The belts and extinguisher are out of date but that would be a small investment considering the historical importance of this car. It’s supplied with a comprehensive history file containing important period documents and logbooks.

1989 Ford Sierra Cosworth RS500 ex Andy Rouse: We are delighted to be asked to present to market this significant piece of British Motorsport history. It’s a fascinating story as it’s recently been unexpectedly discovered and has subsequently been 100% authenticated by Andy Rouse himself making this a particularly special find. #0189 was driven and prepared by Andy Rouse during the entire 1989 British Touring Car Championship, achieving six wins, six poles, and four fastest laps resulting in third overall in the Championship and first in Class A. At the end of the season, the car was shipped to Macau in company with Tim Harvey’s similar car (also run by Andy Rouse Engineering) to participate in the ‘Group A’ Saloon Car race which traditionally supported the Macau GP. Despite an early lead, a failed left front shock absorber allowed Tim past for the win, with Andy a distant second, but at least it was a first and second for the team. After the race, the car was sold to a Japanese team who used it for six races in 1990 and one in 1991 wearing the Power Craft livery that you can see in some of the pictures. However, the era of the Nissan GTR was about to commence, rendering the RS500 a bit less competitive so, after its one outing in 1991, the car was ‘retired’ and presumably sold privately in Japan, quietly disappearing for almost 30 years. We pick up the story from a couple of years ago. Our vendor, who has raced successfully for years, had always wanted to own a Sierra Cosworth race car having spent much of his youth watching well known drivers such as Andy Rouse and Steve Soper compete at Brands Hatch and other circuits. One day he heard about a Sierra that had recently come to these shores from Japan and was available to purchase so he went to see it. As it fitted the bill, he subsequently acquired it and then set about getting the car ready for the occasional track use to experience what his heroes did in the late 1980s. After starting work on the car, various ‘ARE’ – labelled (Andy Rouse Engineering) parts started to be found which naturally raised his curiosity. Whilst gently stripping areas of paint, two previous liveries could be seen with the famous Kaliber colours at the bottom. As he continued to work on the car, more and more clues appeared, suggesting that this might just be something ‘rather special’, so the first move was to contact Andy for a discreet chat about what he had found. Andy asked for various pictures, which were duly sent and then Andy suggested that he should come and see the car for himself. After briefly looking underneath, he immediately confirmed that this was, in fact, his 1989 BTCC and Macau car. Apparently none of his cars used chassis plates and he knew that this was his car as there was only ever one chassis like #0189, given various clues from the suspension and roll cage. Remarkably, Andy also confirmed that the original engine was still in place, incredibly rare for a competition car of this nature – quite a remarkable day for everyone involved. After this exciting news, our vendor set about completing the recommissioning project to return the RS to its former glory. Marque experts, Xpower, rebuilt the original engine and the rest of the car was fastidiously rebuilt exactly as it would have been in period, with the exception of the engine management system, fitted in the interests of protecting the very valuable original engine. Now accurately finished in its distinctive original Kaliber livery, #0189 has also recently been issued with FIA papers. Once completed, our vendor then invited Andy to drive the car at a recent BRDC Track day at Silverstone and you can see Andy driving his old car in the accompanying images and video. Please note that our vendor has generously offered to attend a day with the car’s new owner to help with information and pass on a few tips about how to get the best out of this very special motor car. Arriving fresh to market having been effectively ‘lost’ for almost 30-years, this really is an unrepeatable opportunity to acquire a significant piece of British Motorsport history. Pleasingly, it’s accompanied by a Letter of Authenticity from Andy Rouse offering rock solid provenance from the car’s original builder and driver and someone who was one of the most respected preparers and drivers in British Motorsport.

1990 Ford Sierra Sapphire RS Cosworth: In 1988, Ford launched the four-door Sapphire Cosworth, a family saloon which was, perhaps, a little more discreet than its be-spoilered sibling. As the name suggests, it was based on the Sapphire saloon and used the existing 1,993cc Cosworth twin-cam turbo. In January 1990, the third-generation Sierra RS Cosworth was launched, this time with four-wheel drive. As early as 1987, Mike Moreton and Ford Motorsport had been talking about a four-wheel drive Sierra RS Cosworth that could make Ford competitive in the World Rally Championship. Ford Motorsport’s desire for a three-door Motorsport Special equivalent to the original Sierra RS Cosworth was not embraced however, as the more family-friendly four-door version was considered to have a better marketing potential. It was therefore decided that the new car should be a natural development of the second generation, to be launched in conjunction with the facelift scheduled for the entire Sierra range in 1990. Registered on 28th March 1990, this two-owner RS is finished in arguably the best colour of  Moonstone Blue and has the preferred Raven Black leather interior. This two-wheel drive example has covered 74,159 miles from new and, with the exception of the exhaust, is totally original and as it left the factory, even down to its factory radio and amplifier in the centre console. Moreover, this particular Cosworth has had just two registered owners, the last since 1993, making it super rare amongst a sea of multiple-owner examples. The car is believed to have last been on the road in 2019, so it was appropriate to give it a light recommissioning, full service and cambelt change prior to the sale in order to offer its next owner peace of mind. Guided very sensibly, this lovely Sapphire would be at home in any collection of performance Fords, or better still, use it for what it was intended, doing the things that Cosworths do best.

1987 Ford RS200: The RS200 was born in the era of ‘Group B’ rallying, undeniably the most extreme period in rally history with all competing manufacturers turning every dial up to 11. The power was immense, the courses dangerous and, no matter how high the level of a driver’s skill, it was always outmatched by the sheer bravery required to pilot these machines at full chat. Whilst Ford’s competitors developed their rally cars from suitable models in their road car range, Lancia with their S4 Integrale, Audi with the S1 Quattro and Peugeot with their T16 205, Ford took a more extreme route, building a competitive rally car and then using it as the basis for a well-engineered, road-legal version, purely to tick the homologation boxes. Produced by Ford Motorsport in Boreham from 1984-1986, the plastic-fiberglass composite body was designed Filippo Sapino of Ghia Design Studio and enclosed a mid-mounted engine, four-wheel drive, and a front-mounted gearbox for ideal 50/50 weight distribution. The chassis was designed by Formula 1 designer, Tony Southgate, in conjunction with F1 engineer, John Wheeler, so the car had real potential for greatness. Motivation was provided by an 1,803cc Ford-Cosworth BDT engine fitted with a Garett T03/04 turbocharger which produced 250bhp in standard road-going trim although, as production progressed, more power became available. At the time, ‘Group B’ regulations required manufacturers to assemble 200 road-going versions of their race-bred competition cars, however, with the passing of time it’s become clear that Ford did not manage to sell 200, with Justin Smith, the Ford RS200 authority, believing as few as 147 were actually sold. Towards the end of the program, a 350bhp version was offered, and our car is identified as one of these incredibly rare ‘Group B’ evolutions, with the adjustable boost rotating control behind the left-hand seat and, when combined with the fact that it’s one-owner from new, showing 6,180 miles, in delightful original condition and with an impeccable history file, it must surely be the ultimate RS200. #112 was supplied new by Stormont of Tunbridge Wells, having been ordered by its excited owner after he had visited Boreham to see the RS200 road program on 12th August 1986 as a VIP. We believe this RS200 to be one of the best of the 147 supplied in full road-trim by Ford. Uniquely, it comes with a copy of the original RS200 Customer Sales Record, showing it to be one of the very rare 350bhp factory upgrade examples. It still displays its original JQF Engineering sticker on the cam cover showing build number 158. The iconic red seats and steering wheel complete an incredibly sharp interior without the secondary red gear knob, which means its locked in 37/63 4×4 mode, although the mechanics below the gaiter are the same for all models. It’s still running on its original Pirelli tyres, complementing its superb original condition. The suspension struts have been refurbished in the past and, in 2017, it was subject to a cam-belt change and a full service including a new Gold-Flo fuel pump. Despite having not covered any miles since, it was treated to another service recently by Graham Hathaway Racing. #112 is supplied with a massive RS200 workshop manual, two keys – one with the Stormont key fob, complete Ford-embossed tool kit, its Ford Security Pack, custom car cover and plumbed-in battery charger. The history file contains all the documentation necessary to corroborate the fascinating story of RS200 #112. This is a collector-quality RS200, with the 350bhp factory upgrade and in incredibly original condition.

1996 Ford Escort RS Cosworth: The Escort RS Cosworth is a unique motorcar and the high regard for a ‘good one’ in the Performance Ford market of today, which we know a little about, requires a trip back in time to the mid-1990s for some historical context. The Escort RS Cosworth, shortened by many to Cossie, was often the enthusiast’s first proper car, usually a pre-marital extravagance and bought new after a succession of rather ropey performance cars. There was, however, a snag. An inherited condition that stalled the aspirations of the many who could afford the asking price, insurance companies hated Fords with an RS badge. Bought, therefore, by underwriter-friendly older drivers for daily commutes and those cars which did survive enthusiastic drivers, whether insured or not, usually clocked up high mileages or were subject to modifications by subsequent owners. Very rarely a car was bought and kept for Sunday best, and as values rose, these careful owners became custodians of valuable motor cars. Some, like our vendor, a long-standing member of the RS Owners Club, acknowledge that these cars also need to be driven and enjoyed as intended. Having recently clicked over into his 70s, and to help fund his passion for restoring older RS Fords, this car is now regretfully offered to auction after 27-years. The original radio and a set of five-spoke alloys, with centre caps, are also included in the sale. Back in the day, our vendor had a reputation at his local Ford dealership for such high standards that he was invited to inspect his new Escort RS Cosworth straight off the lorry. Once satisfied, he removed the factory delivery stickers from the car, which no new owner ever sees, and with incredible foresight for a future collector market that appreciated such things, retained them in the file. Supplied in Diamond White with black leather, the car was registered on 27th February 1996 to our vendor on the first of two private registrations, the second of which has just been taken off, and the age related N851 WUP has been newly-issued to the car. The bulk of the mileage was accrued in fair-weather motoring during the first decade of ownership, and the following years saw the car regularly exercised over short distances, which accounts for the incremental mileage increases in the MOT history. With the facilities and 50-years of experience maintaining his Ford collection to an exacting standard, our vendor would change the oil and attend to any minor maintenance himself after virtually every journey. The recent advisory-free MOT Certificate is valid until 29th June 2024. The history file not only includes the aforementioned factory delivery stickers but, incredibly, the car itself still bares rarely-seen labels as evidenced in the photographs. Supplied to auction with just 17,366 miles at the time of cataloguing, this car is one of the few remaining Escort RS Cosworths to be offered directly from sole ownership from new.

1992 Ford Escort Cosworth Group N rally: The Escort RS Cosworth was an ‘homologation special’ and its sole role was to incorporate parts that Ford planned to use in their rally cars to ensure success in International Rallying. Because it was smaller, lighter, and more nimble than any of the Sierras, the combination of Cosworth power, four-wheel drive transmission, and an effective aerodynamic package made it a Rally Giant in all conditions. Success duly followed between 1993 and 1998 in the World Rally Championship for Manufacturers, but the road cars were very rare – with just 2,500 ‘homologation special’ versions made, becoming known as ‘big turbo cars’, all capable of 150mph and easily identified by the aptly named ‘Whale Tail’ rear spoiler. From these 2,500 early examples, you could specify from the factory a ‘Motorsport’ version, being easily recognisable as they are only available in Diamond White, with no sunshine roof, wind-up windows, rear quarter panel windows that are fixed and did not open (unlike the Luxury Model), no A/C unit, Recaro cloth seats with the word ‘Motorsport’ embroidered in the seat cover. Many were not even fitted with a radio and just had blanking panels in front of the gear lever. The bodyshell had strengthened front and rear suspension mounts, which had white unpainted filler around the seams, plus floor grills for both the driver and navigator (to allow extra ventilation into the car). All ‘Motorsport’ cars were fitted with the YBT RS500 blue-top engine with a Garrett T35 or Hybrid T34 Turbocharger, the ECU was a P8 fitted with a Pectel PEC board and re-mapped to produce 300bhp; Ford Escort Cosworth ‘Motorsport’ cars also ran no front fog lights from the factory and were issued with genuine Sierra RS500 front grills instead to aid airflow. The car presented here was built on 19th August 1992 and is one (chassis number: WF0BXXGKABNE93383) of those early 2,500 cars delivered new in factory ‘Motorsport’ specification, so in Diamond White (73) paintwork, with the specification above, and like many others in this configuration, was destined to become a rally car. It was originally purchased through Brooklyn Ford of Redditch by Co-ordSport of Oldbury, the hugely well-respected and long-standing motorsport specialists, who have built and run rally cars with many major teams and sponsors, around the World and have won FIA events and Championships and the SCCA North American Rally Championship. The car was subsequently rally-prepared to ‘Group N’ + standards, utilising genuine Ford Motorsport 909 parts (its Motorsport bladder fuel tank was made by Premier Fuel Systems of Castle Donnington); Co-ordSport also upgraded the camshafts and other engine components, plus tuning which upped the power to well over the 300bhp – hence the ‘GRPN Plus’-spec name given by them. The car is equipped with all Ford Motorsport ‘909’ parts as per from the factory, including semi-straight cut gears / paddle clutch. After this preparation, in 1993, it was exported to Jakarta (photo attached of it waiting to leave in the Co-ordSport offices) for their customer, a Mr Maher Algadri, a businessman and son of Hamid Algadri, the prominent Indonesian political figure. The Escort was destined to have an extremely short career though, and after tackling the Indonesian forests in only a couple of events, where Maher was co-driven by Peter Collinson (the MD of Co-ordSport), it was parked up in late 1993, having covered only a few hundred miles. Maher’s new rally cars had started to arrive and were to take priority. The Escort was destined not to turn a wheel for a very long time, and although garaged, with the dust beginning to gather on its bodywork and the rally tyres starting to deflate, the car’s hibernation was well underway. Although very much hidden from public view, there was the odd, rare sighting and one occasion being when the engineers from Possum Bourne Motorsport came across it. Richard Rowlands, the former head mechanic for Peter ‘Possum’ Bourne, the late champion New Zealand rally driver, recalls a vivid memory seeing this Escort in Maher’s basement: ‘In July of 1995, myself and one of the other boys from Possum Bourne Motorsport went to Indonesia to look after a ‘Group A’ Impreza that our customer Maher Algadri was running in a round of the Indonesian Rally Championship. Whilst there, we were staying at Maher’s residence in Jakarta, and I ventured down into his extensive underground car park and found a Group N Escort Cosworth sitting in the corner on semi flat tyres, covered in dust.’ Although still a current model at the time, it was seemingly just forgotten about. As the legacy of the Escort Cosworth rally cars was beginning and they were making their attack on rally stages all over the world, quickly becoming a fan favourite, this car was properly disconnected from the action, distant and lost, but its day was still to come. Many years later, Richard Rowlands tried to track the car down but to no avail as it had already started the next chapter of its story over the ocean in Australia. In the 2000s, the Escort became the property of an enthusiast-owner in Australia however, sadly for the car, many more years lay ahead of being under a cover and tucked away in a garage and its new life in Australia was to be even less action-packed than in Indonesia. The hibernation continued. In 2021, the Escort was to get its first big break in almost 30-years, as it was ‘stumbled across’ by its next and more proactive owner, who instantly recognised its outstanding originality and appreciated its sought after status. As Ford’s RS Cosworth range had never been made available on the Australian market, this rally car had perhaps been overlooked for many years presumed to be a ‘foreign Ford’ with its wider appeal and reputation perhaps lost on those ‘not-in-the-know’ Down Under. Under new and dutiful ownership, the little RS received a well-deserved 30th birthday when it was meticulously checked-over, with all appropriate maintenance carried out, ensuring its originality was upheld whilst all serviceable components were replaced. Only after this most thorough and careful recommissioning process was it then ready to begin its new life. This astonishingly original and barely used Escort RS rally car has covered just 703 miles from new, with an integrity and condition wholly commensurate with such low-mileage. It remains a fully matching numbers, engine-and-Motorsport-tags-present car and all the Ford Motorsport 909 parts are still in place with even the numbers-matching factory glass remaining in-situ. In the car’s boot is yet another reminder as to just how unused it is, the original spare wheel and Michelin FB81 gravel tyre are still present and correct. The underside of the car is immaculate and would be a remarkable sight on a road car, let alone a rally car! The composite underbody protection has merely a few chips and light grazes, the only slight sign this car has seen any form of use. After recently travelling 30,000 miles by sea over eight weeks, but only 703 miles on land over 31 years, this unrepeatable Escort RS ‘Cossie’ Motorsport has finally now returned home. It has never been registered/owned in the UK (only ever showing on the internal Ford dealer data system) and consequently any buyer will be its first UK owner. Importantly, it is recorded as an Escort RS Cosworth for logbook/V5C purposes, not as an ‘Escort’ as many of the rally cars are. A hugely rare opportunity to a acquire a ‘time-warp’ car that could be used as a template for any restoration – it is that good!

1964 Ford Falcon Sprint: Offered here is probably the most famous of all the Alan Mann-prepared Falcons that were the backbone of the Ford’s Total Performance program in 1964. This unique batch of Ford Falcon Futura Sprints, fourteen in all, were assigned to Alan Mann by John Holman of Holman and Moody USA at the end of 1963. The association allowed him to firmly establish Alan Mann Racing which dominated the British Saloon Car racing scene until the end of the decade and the distinctive Red and Gold livery became synonymous with well-prepared successful saloons and big GT cars. They won numerous major championships including the British Saloon Car Championship, the European Touring Car Challenge and the FIA World GT Championship for Manufacturers, all with a variety of specially prepared Ford cars. Many of the leading race and rally drivers of the time were employed by Alan Mann Racing, including Sir John Whitmore, Jacky Ickx, Bosse Ljungfeldt, Graham Hill, Frank Gardner, Sir Jackie Stewart and Bruce McLaren. The Falcon on offer today was originally built by AMR for Graham Hill to drive in that years Monte Carlo Rally where he famously slid wide on the Col de Turini damaging the Falcon’ left-hand wing and losing ten minutes. The ex-Monte Falcons were so successful that all the best drivers queued up to drive them including Frank Gardener and they dominated the sixties. It’s really then that the our Falcon began its illustrious career in British saloon car racing. Returning from the Monte, the team commenced preparing the car for the British Saloon Car Championship to be driven by Roy Pierpoint. The new Group 5 regulations offered greater scope for innovation and the lightweight Falcons promised to be faster than the Mustangs and Galaxies had ever been and they were. At over 180kg lighter and, with modified suspension and eight-inch rims, they were certainly formidable looking racers.  Alan Mann Racing must have been awash with racing Fords at the time with Falcons and ex-Tour De France Mustangs dominating and endorsing The Total Performance Ford ethos. Roy Pierpiont made the Falcon a staple diet of the British saloon car scene and the history file contains numerous period photographs leading and racing with all the luminaries of the day and driving the Falcon to many, many wins. Of the twelve races in 1969, Falcons won six times and four of those victories went to Roy Pierpiont in this car. It was then sold to Martin Birrane prior to Martin Thomas becoming the new owner shortly afterwards. For 1970, the regulations switched back to Group 2 and the Falcons in this ‘fibreglass panelled, homologation form’ had no real home in UK motorsport and were sold off around the world This car eventually had a full rebuild in the nineties by Cambridge Motorsports before being purchased by Ken McBride of Seattle. It was subsequently bought by our vendor and graced The Goodwood Revival in 2022 forming part of the Graham Hill tribute cavalcade. Appropriately it was prepared for the event by Alan Mann Racing nearly sixty years on from when the ex-Monte Falcons of AMR defined saloon racing in the sixties. This lovely piece of British motorsport history, hallmarked by Graham Hill in the ’64 Monte and Roy Pierpoint’s ‘tin-top’ domination over the following years, is ready for the next chapter and would undoubtedly be very welcome at prestige motorsport events anywhere.

1966 Ford Mustang Coupe 289: From its VIN number, we can establish that this Mustang is a Hardtop (coupe) built in 1966 in San Jose and is an A code car meaning that it was optioned with the 225bhp, 289ci, 4-valve V8. It’s in outstanding mechanical condition, owing partly to its careful refurbishment in Texas before being brought into the UK. Finished in Silver Blue Poly, it’s fitted with the 3-speed automatic gearbox and was optioned from new with the GT Equipment Package. Mechanically, the car benefits from a recent engine rebuild in 2022 with American car specialists, Tornado Automotive, Buckinghamshire, with over £5,000 invested. During our vendor’s eight-year ownership, it has always been looked after, serviced and maintained by Tornado with a no-expense spared approach, including yearly servicing and MOT testing for peace of mind, despite being exempt. Beyond its impressive mechanical prowess, the car cosmetically presents remarkably well. Just prior to its arrival in the UK in 2015, it went through a thorough refurbishment by Fontain/Alex Green, ‘The Mustang Specialist’, which entailed a hugely impressive list of jobs, all on file. The car was fully resprayed in Silver Blue including the engine bay, body, and boot. The list is significant and needs to be read to understand the extent of the parts and labour that went into this mini-restoration. Unusually, for a car from the US, its history is well documented and can be traced back to Texas with a plethora of bills and invoices on file for work undertaken. The Mustang is an emblem of automotive history and an icon of American muscle. Its legendary status and popularity are well-deserved, as it offered a unique blend of performance, style and affordability. This particular Mustang, with its outstanding mechanical and cosmetic condition, stands as a testament to the enduring appeal of the model and is offered at a very sensible guide.

1966 Ford Mustang 302ci FIA Car: Built in 2017 from a good original ‘Notchback’, this soundly engineered and very well prepared car runs a 302ci (4.95-litre) V8 and, although powerful, is relatively under-stressed, just what you want when you are crossing continents. It’s ability to do the job is illustrated by its recent record having taken part in the Geneva-Cannes, Trans America and Iceland Rallies and in 2022 the London-Lisbon Rally performing beautifully for the 3,600km, across five countries, 46 regularities, 14 special tests and all in ten days. Our vendor bought the Mustang specifically for these type of rallies to provide a powerful reliable vehicle that would be welcome at a plethora of events across Europe and the world.

2016 Ford Mustang Shelby Super Snake: 800bhp in an American muscle car is not a great idea, especially if that car is being driven on UK-roads, however if you’re going to almost double the power output of an already powerful Mustang, it’s best if the work is carried out by someone who knows what they’re doing. Someone like Shelby American. Carroll Shelby created his first fettled Mustang, the GT350, in 1965, and since then, numerous high-performance variants have borne his name. Following his death in 2012, the firm he founded has continued to build cars and develop new models worthy of that name. The scale of the business has grown significantly in recent years thanks to Shelby’s reputation as the company to tune V8 Fords and now there are franchises across the world. The only official home for Shelby Mustangs in the UK, and one of only three in Europe, is Bill Shepherd Mustang. Thanks to Shepherd’s background in racing old Fords, Cobras and Mustangs, he got to know Carroll Shelby personally and his Surrey-based concern was chosen as the US firm’s UK-representative. In the past few years they have developed a thriving business converting brand-new Mustangs into a ‘Shelby’, complete with a Shelby VIN and an entry in the Shelby American World Registry. Offered here at the Silverstone Festival is this rare 2016 Shelby Super Snake built under licence by Bill Shepherd and one of only four that remain. It’s a UK-supplied right-hand drive car and was displayed on the Michelin stand at Goodwood in 2016. The Super Snake package transforms the already capable Mustang with an aluminium body and an incredible 800bhp that’s fed through a 6-speed manual gearbox with a Shelby short-shift. Other features include a performance exhaust, uprated traction control, bigger brakes, 20″ Super Snake wheels, carbon fibre additions and a unique Shelby stripe with badging. LY16 HKD is finished in Oxford White with a black stripe over a black leather interior and presents in super condition inside and out. Its high-specification includes unique Caroll Shelby badging, centre console switches for normal/sport+/race track/snow/wet, steering feel normal/sport/comfort, central information screen, electric windows, electric folding mirrors, climate control, heated front seats and SatNav. It’s accompanied by a comprehensive history file including the original book packs including the service records which confirm periodic maintenance with the most recent in 2022 including brake pads front and rear. This maintenance, along with the MOT history, supports the current indicated mileage of just over 14,000. Another important feature includes a modern tracker and security system that will minimise the risk of the car disappearing unexpectedly. Do you really need 800bhp through the rear wheels on a wet Sunday in Wales? Probably not. But then you’re only young twice.

1970 Francis Lombardi Grand Prix: Carlo “Francis” Lombardi had achieved eight kills in Italy’s struggle against the Austro-Hungarian Empire, including a reconnaissance flight some 100km deep into enemy territory. After the war’s culmination, he found he hadn’t tired of adventure and so undertook a series of long distance flights, including Vercelli (near Turin in northern Italy) to Tokyo, in an 85hp aircraft. Although aircraft design was his first love, there was no market for his services in post-war Italy so he turned his attention to designing affordable, small motor cars with plenty of Italian style for which there was a market (and still is). Setting up his own company in Vercelli, ‘Carrozzeria Francis Lombardi’ based most of their designs on existing Fiat chassis, most often the 850. The 1968 production release of the Grand Prix model was the coachbuilder’s most well-known contribution to on-land motoring, although with production lasting just four years, only a small quantity of these stunning little machines were ever manufactured. Achieving a claimed 99mph from an 843cc engine, the top speed statistic of the Lombardi Grand Prix, clearly owed much to Carlo Lombardi’s knowledge of aerodynamics. Introduced in 1968, the Grand Prix was built around a Fiat 850 floor pan. Utilising the 843cc inline-four, rear-mounted engine—which had previously achieved a top output rating of 37hp—the Grand Prix retained the 850’s four-speed, rear-engine, rear-wheel drive configuration. The styling however, couldn’t have been more different. The in-house design was done by Giuseppe Rinaldi, and featured a steel unibody with a Kamm tail and a long, low bonnet that culminated in a sharp nose panel, with electrically powered retractable bucket headlights—“pop ups”— a very modern addition for the time. These were constructed from fibreglass, as was the rear fascia and dash panel. Front suspension included traverse leaf springs below, with control arms above, and coil-sprung semi-trailing arms on the rear. According to a press release at the time, it was good for 47bhp at 6400rpm and 43lb ft of torque at 3600rpm. That might not sound like much, but the car weighed only 625kg so 100mph was just about possible. The Grand Prix adventure finally came to a juddering halt in 1971 when Fiat refused to supply platforms directly. The company folded in 1973, its founder dying 10 years later aged 85. As for how many cars were made in any of the Grand Prix’s many varieties, estimates suggest around 500, perhaps a few more. According to its accompanying Fiat Classiche ‘Certificato Di Origine’, this little Lombardi is listed as a 100GB Fiat 850 and dates from October 1970.There is also documentation which relates to the export of the car dated 08/05/ 2018 which fits nicely with the UK V5C which indicates that it was first UK-registered to renowned Maserati specialists, Bill McGrath Ltd, on 01/07/2018 before becoming the property of our vendor. From the file we can see that a set of number plates, FMW 627J, was ordered in August of 2018 but, from the file, it appears that the car wasn’t recommissioned by McGraths until October and November 2021.This work mainly involved consumables, engine mounts, bushes, wheel cylinders, water pump, wheel bearings, fluids, filters,belts, discs and pads etc. and invoices detailing this are in the file. The 13″ cast-alloy Campagnolo wheels were refurbished and fitted with a set of new Cinturatos on 24/11/2021 and very few miles have been covered since. Known as ‘the little Miura’ in period, there are design cues in there from Monteverdi, Iso and Ferrari and it appears a little like a scaled-down ‘supercar’, apart from the fact that the term didn’t exist then. The car is in excellent overall condition and we encourage your inspection of this diminutive Lombardi. Should you be the lucky purchaser, we can provide a suitably sized carrier bag to take it home.

1966 Giannini 500TV: Founded in 1920 by the Giannini brothers – Attilio and Domenico – as a garage, the company began tuning the little FIAT 500 Topolino in the 1930s and secured 12 world speed records with one of its modified cars. In the early 1960s, the original company closed, the brothers going their separate ways to found new enterprises. Attilio’s new design company lasted only until 1971 but, that founded by Domenico, – Giannini Automobili SpA – survives today as part of the FIAT Group. In 1963 Giannini Automobili began modifying cars and selling tuning kits. That same year it introduced its own modified version of the baby FIAT – the 500TV – and throughout the decade and into the 1970s Giannini-tuned cars battled with those of its rival Abarth on the racetracks of Europe. In more recent years, Giannini has specialised in the production of limited-edition versions of FIAT production models. For the 500TV (Tourismo Veloce), the standard 499.5cc engine was retained but benefited from a ported head, fast-road cam, a larger aluminium oil sump, a different distributor advance curve, a new exhaust and a larger main jet resulting in a power output of 25bhp. The gearbox in this car appears to have synchromesh which suggests it may be fitted with a box from the Fiat 126. Externally, HVK appears virtually identical to a regular 500F apart from the badging and hub caps. It was registered new in 1966 as a Giannini so presumably was a factory-built car as opposed to a converted 500. According to its accompanying Fiat Classiche ‘Certificato Di Origine’, this little Giannini is listed as a Tipo 110F Fiat 500F and dates from 1965.There is also documentation which relates to the export of the car dated 23/04/2018 which fits nicely with the UK V5C which indicates that it was first UK-registered to renowned Maserati specialists, Bill McGrath Ltd, on 01/07/2018 before becoming the property of our vendor and joining his remarkable Collection. From the file, we can see that a set of number plates, HVK 909C, was ordered in July 2018 but it appears that the car wasn’t recommissioned by McGraths until October and November 2021 so presumably the Pandemic was a factor. The history file also contains its UK V5C, a Certificate of Historical Importance from the Automotoclub Storico Italiano and, pleasingly, its original service records. HVK features alongside the Abarth 595SS (which we are also offering) in a super article by Richard Heseltine in the January 2023 issue of Classic and Sportscar. What a great opportunity to see an Abarth and a Giannini, fierce rivals for the affections of the Fiat 500 buying public for many years, now sitting happily side by side.

1950 Healey Silverstone E Type: The Donald Healey Motor company completed its first car in 1945, going into full-time production the following year with a 2.4-litre Riley-powered sports saloon with a welded-up chassis and Healey’s own trailing-arm independent front suspension. For the ‘clubman’ racer, they offered the dual purpose Silverstone, a model equally at home on the circuit or on UK-roads. Designed by Len Hodges, the lightweight two-seater body was crafted in aluminium, whilst the car’s purposeful look was enhanced by cycle wings and closely-spaced headlamps mounted behind the radiator grille. Another unusual feature was the spare wheel protruding from its compartment in the tail, thus doubling as a bumper. ‘The Motor’  magazine, when it announced and featured the model in July 1949, described the Silverstone as a light ‘competition type’ two-seater for sale at the basic price of £975. This latter figure was important as getting the price down to less than £1,000 had been an important consideration in the Silverstone’s development, as that was the level at which the swingeing 66% Purchase Tax was levied. With a weight of only 18.5cwt, the new Healey offered improved performance for competition work, yet remained entirely suitable for normal road-use and soon made a name for itself in rallying and circuit racing. Donald himself, together with co-driver Ian Appleyard, secured a second in class and second overall in the 1949 Alpine Rally and they were the highest placed British car. Other noteworthy international successes included Peter Riley and Bill Lamb’s class win in the 1951 Liege-Rome-Liege Rally, Peter Simpson’s sixth place overall in the 1951 Isle of Man Manx Cup Races and Edgar Wadsworth and Cyril Corbishley’s victory in the 1951 Coupe des Alpes. Many future stars gained their first track experience in the Silverstone, most notably Tony Brooks. There were two generations of the Silverstone, designated D-Types and E-Types, in addition to two prototype ‘X’ models. The D-Type had a front anti-roll bar and stiffer springs and retained the Riley power plant and rear axle. An improved E-Type, with a wider body and more comfortable cockpit, was introduced in 1950. Offered here is chassis #E95 which remarkably has been in current family ownership since 1966. First registered in November 1950 to its first owner a Maj. D. Taylor, LLO 495 is one of only 54 examples of the rare and more desirable E-Type with the slightly wider body and cockpit area which makes it the car of choice for competing in special events such as the Millie Miglia, Goodwood etc. It was subject to a ground-up restoration carried out by the owner in the late 1980s (there is a photograph album documenting the whole process) and the car continues to present very well, a real head-turner. The car is well known to the Healey Association and considered to be one of the best available. It’s accompanied by an excellent history file containing its original ‘buff’ logbook, previous logbooks, an original instruction book, old MOTs, and period photographs etc. There is too much to list here so we encourage all interested parties to come and study for themselves at the Silverstone Festival. This is a wonderful and rare opportunity to take ownership of this brilliant British 1950s sporting classic, available for the first time in 57-years.

1960 Hillwood Formula Junior: Immerse yourself in the captivating history of the Hillwood-Fiat Formula Junior, a true gem from the golden era of motorsport. This extraordinary vehicle was the brainchild of Norman Hillwood, a skilled jeweller from Edgware, London, who ventured into the world of racing and engineering in the 1950s. In 1959, he unveiled the innovative Hillwood-Fiat front-engined FJ, a masterpiece powered by a 1,089cc Fiat engine. The car’s intricate chassis was designed by Brian Urlwin, and its exquisite aluminium coachwork was crafted by Maurice ‘Mo’ Gomm. The Hillwood-Fiat made its mark on the racing scene, driven by the talented Norman Hillwood and the esteemed John Anstice-Brown, showcasing its prowess in several events throughout 1960 and 1961. From the Brands Hatch Easter Trophy to the Silverstone Peterborough MC, this remarkable car left its tyre tracks etched in motorsport history. By 1962, the game had changed slightly, with most FJ cars transitioning to a rear-engine configuration meaning that front-engined cars were becoming less than competitive. Not the case in America, however, and when offered for sale, the Hillwood found a new home in the United States when an American Navy serviceman acquired it and took it on a voyage across the Pacific. However, the plot thickened when faced with a substantial tariff to get the car out of the country. Determined to avoid this burden, the owner decided to dismantle the car and cleverly declared it as car parts. A twist of fate followed, as the plane carrying the engine, chassis, and running gear vanished somewhere in the Pacific, never to be found. The body shell and other precious aluminium components did safely make it to the US, starting the next chapter in the Hillwood-Fiat’s adventure. Fortunately, this tale takes a turn for the better. After changing hands several times, the car eventually made its way back to the UK in 2009, where it was lovingly restored to its former glory by a dedicated FJ owner, builder, and driver. Norman Hillwood and Brian Urlwin lent their expertise to ensure the car was returned to its original condition when raced by Hillwood and Anstice-Brown. Today, the Hillwood-Fiat is in the possession of a passionate owner who has taken great care to maintain its performance and authenticity. Recent developments include rebuilt brakes, gearbox, and back axle, along with uprated half-shafts and a new electric plumbed-in fire extinguisher system. The engine, rebuilt by Setford Engineering, boasts a current FIA Historical Technical Passport (HTP) to the end of 2028. The Hillwood-Fiat’s illustrious racing legacy continues, with recent race results showcasing its remarkable performance. The car won the Formula Junior Class A front-engined championship in 2018 and set the modern era class lap record at Mallory Park in 2021, achieving a remarkable time of 56.71 seconds. This year the Hillwood, took third place overall in the 2023 Goodwood Members Meeting Threlfall Cup, was the first Fiat-powered car to cross the finishing line and recorded the fastest lap of the eight Fiat-engined cars in a time of 1:33.14. Marking the return to single seater racing post – WWII, Formula Junior produced some healthy grids in the 1950s and early 1960s and, pleasingly, FJ is becoming increasingly popular again, with brightly-coloured grids at most circuits around the UK and on the continent. With its FIA papers and remarkable history, Norman Hillwood’s little racer appears very competitive and would be welcome at some of motorsports most prestigious events.

2017 Holden Maloo R8 LSA: The Holden Special Vehicles Maloo, otherwise known as the HSV Maloo, is a performance coupé utility, or UTE, built by Holden’s performance vehicles department, Holden Special Vehicles (HSV), in Clayton, Victoria. Produced from 1992 until 2017 (the final assembly of the last four vehicles was completed in 2018), the Maloo holds a World record for World’s fastest production truck. On offer here is an extremely rare, one former keeper, UK-supplied GEN-F2 Maloo R8 LSA with £12,000-worth of engine modifications by Walkinshaw Performance and now generating in the region of a substantial 720bhp. The increases in power and torque aren’t the only things about the Maloo R8 LSA’s 6.2-litre, supercharged V8 that will get your heart racing, press the throttle and the uprated exhaust system with quad outlets will roar to life with a soundtrack no rock band could ever beat! This is mated to an upgraded 6-speed automatic transmission with Active Select and paddle shift specifically calibrated to the LSA engine power and torque output. Finished in striking ‘Some Like It Hot’ Metallic Red, this UTE sits on upgraded Matte Anthracite SV Rimfire 20″ forged alloy wheels wrapped in Continental ContiSports with huge AP ventilated discs with forged 4-piston Red callipers peeping through. The HSV styling includes a performance body design consisting of a subtle front fascia splitter, HSV remote-locking hard tonneau, HSV side-skirts along with the ‘Pitch Black’ style pack incorporating Pitch Black fender vents, mirror scalps, bonnet vents, and belt line and door frame moulding. The cabin is equally dramatic with HSV Performance seats in Onyx leather trim with four-way electric adjustment of driver seat and a multifunction, leather wrapped sports-profile steering wheel with height and reach adjust. The driver preference dial controls electronic vehicle systems including ESC, traction control, torque vectoring, launch control, electric power steering calibration and the bi-modal exhaust, increasing performance with every clockwise turn. Its 8″ high-resolution, colour touch-screen display enables USB input, Bluetooth, single CD player with the capability to play MP3 tracks, full iPod® integration and a six-speaker enhanced audio system. It’s supplied with the original handbooks, original HSV floor mats and its service history. Having covered only 11,000 miles and in totally sparkling condition, this is a fabulous beastie. It may be totally non-PC and ‘drink like an Irish poet’ but it’s a free world and there is no finer way to upset the neighbours.

Jaguar D Type

1955 Jaguar XK140 Drophead: Jaguar Cars launched the XK140 at the London Motor Show in October 1954 with a raft of improvements over its predecessor, the landmark XK120. The styling was enhanced by a revised grille and larger bumpers along with new rear lights, which now incorporated the indicators. The handling was improved by rack and pinion steering and telescopic dampers and the interior space was enlarged to allow the addition of occasional rear seats. The power unit remained Jaguar’s well-proven, 3.4-litre, twin-cam six, which now produced 190bhp in standard trim thanks to higher-lift camshafts and revised porting. To ensure reliability, steel bearing caps replaced the previous cast-iron type. A close-ratio gearbox enabled better use to be made of the increased performance whilst a Laycock de Normanville overdrive became an option for the first time. Special Equipment (SE) XK140s came with wire wheels and Lucas fog lamps and could be ordered with an engine developing 210bhp courtesy of a ‘C’-type cylinder head. According to its Heritage Certificate, this right-hand drive, XK140 DHC was completed on 16/06/1955 finished in Dove Grey with Tan leather and a Fawn hood. It was despatched on 24/06/1955 to Belle Vale Service Station (now Henlys, Manchester) prior to being delivered to its first owner, a Leo McParland of Wallasey who registered it as DHF 28 on 27/06/1955. From the helpful ownership history provided with the car, we can see that in 1978 it was purchased by a Mr Adams who commenced what was to be an extended restoration. One further owner followed before DHF became the property on 03/03/1986 of Edward Billins who picked up the reins of the restoration and handed the car over to the Marina Garage in Southampton. Some 14 years later, the restoration was still not complete and, for whatever reason, ownership of the Jaguar passed to the Marina Garage. The final chapter of this long-running saga commenced in 2010 when the XK was purchased by the Beaulieu Garage, also in Southampton, and according to the file it was “running but required the trim and woodwork finishing”. This was obviously done as there is an invoice in the file from 2010 for £9,437 detailing a full retrim, new hood and associated fittings. There are a number of further invoices in the file including one for £5,000 for labour in 2011 and we assume this relates to the Jaguar being refinished in a deep coat of Indigo Blue. DHF 28 was purchased by our vendor in June 2011 and has been enjoyed since then being maintained and upgraded in-house by his experienced engineers. A substantial invoice from October 2014 details a full engine rebuild with a new clutch, the installation of a 5-speed T5 gearbox, power steering kit and upgraded cooling fan. (the original parts have all been retained in the interests of returning the car to standard. Next to the XK150S Roadster, the right-hand drive XK140 drophead is the second most rare of the XK range and this stunning dark blue example with chrome wire wheels and a crisp grey and blue interior is one of the best we have seen. We invite and encourage you to view this lovely Jaguar at the Classic to appreciate the quality on offer.

1955 Jaguar XK140 Coupe: This is a rare find indeed, an original, unrestored XK140 Coupé finished in its original Birch Grey with a red leather interior. It’s a true time-warp example believed to have last been on the road around 1970 and the last MOT within the history file states an expiry of 1971 which also adds to that theory. The odometer is showing 26,610 miles which may well be correct due to the time it’s been off the road. It’s supplied with a small history file and the original buff logbook showing two keepers. The rear wheel spats are in the back of the car as they are shown to be missing in the photos. The car sits well and looks remarkably healthy but, for over 50-years this XK has formed part of at least two Collections and has received little or no use. The XK has recently had a minor service having been unused for some time. New fluids, plugs, points etc saw the XK roar into life, showing good oil pressure and running well. However, a more serious recommissioning would be advised prior to active use, tyres being of unknown age for example. Your inspection is welcomed to establish just how much work (or how little) will be required to return this lovely mid-1950s Jaguar to the road. The XK comes with its rear wheel spats, removed at time of photography – there is something so delightful about an XK on steels with spats. It’s a rare car and they are sought after, so it could be a worthwhile project and with that UK-registration number, a tour of the North Coast 500 would surely be on the cards.

1954 Jaguar Mark VII: Launched at the Earls Court motor show in October 1950, the MkVII was a fabulous offering from Jaguar which swiftly gained praise and admiration due to its unusual combination of luxurious interiors, smooth and powerful engines, impressive handling and even more impressive practicality. The MkVII was a real thorn in the side of Jaguar’s main rival Bentley as the MkVII was a great balance of elegance and power, and was priced at just 40% of its Bentley MkVI counterpart which made it a hit in both the home market and target export market of the USA. Additionally, despite their size, they were competitive competition cars in period both with rallying and circuit racing, as they still can be to this day! This 1954 example is simply wonderful both mechanically and cosmetically. Running and driving exceptionally well following a recent £9,000 overhaul with Richard Colburn of Westbourne Motors, this car presents as well as it drives in the timeless colour combination of black over tan leather interior. Under its previous ownership, the car underwent an extensive restoration, leaving it in excellent condition. In 2000, it represented the Mk 7 to 10 Register in the Jaguar Drivers Club Champion of Champions Concours at the NEC. The bodywork, expertly repaired by Leaping Cat at Hinckley, looks stunning in its black coat and the interior, adorned with tan leather and brown carpets, exudes luxury. The sliding sunroof is always welcome and the exceptional interior woodwork adds a touch of refinement to the whole experience. As we all know far too well with restorations, the devil is in the detail, and we’re pleased to report that everything from the headlining to the door trims has been meticulously attended to. It’s fitted with a manual gearbox and overdrive, making it more enjoyable and engaging to drive and the wafting ride is rather guaranteed as the suspension, steering, and brakes have all been sympathetically rebuilt. The engine benefits from a conversion to unleaded valves and seats, along with high lift camshafts for extra performance. Helping the car sing is a full stainless steel exhaust system and it has been substantially rewired. Purchased by the current owner in 2004, this venerable Jaguar has been cherished and used on family high days and holidays. In preparation for sale, it underwent an extensive overhaul by Richard Colburn of Westbourne Motors, with around £9,000 invested to bring it to its present impeccable condition with bills on file. It’s supplied with its original tools. With its rich history, impressive restoration, and elegant features, this MkVII undeniably represents the epitome of 1950s sporting saloons.

1961 Jaguar Mark IX: The Jaguar Mk IX is a large luxury saloon car produced by Jaguar Cars between 1959 and 1961. The bodywork was generally similar to its predecessor, but the sunshine roof became a standard fitting for the UK-market. An enlarged-bore, 3.8-litre, double overhead cam, straight-six with twin SUs replaced the 3.4-litre unit of its predecessors. Standard transmission was a 4-speed manual gearbox with an overdrive option, but most cars, including this, were built with a Borg Warner 3-speed automatic box. Four-wheel, servo-assisted Dunlop disc brakes and recirculating-ball power steering were now standard equipment and the torsion bar independent front suspension and leaf-sprung rear live axle were retained from the Mk VIII. With 220bhp, disc brakes all round, 0-60 in 11 seconds and 115mph, the Mk IX was a serious performance saloon. However, outright performance was not high on the list for most customers who simply wanted to enjoy the style, elegance and comfort of the new Mk IX. The interior was unashamedly luxurious with extensive use of leather, walnut wood trim and deep pile carpet. A range of single and duo-tone paint schemes was offered although the car here looks particularly elegant in a single shade of Claret. Christened ‘Yobbo’ (Reg. YBO 123), although hardly that, the glorious Mk IX on offer here was professionally restored at no expense-spared by a well-known restorer, and care was taken to ensure great accuracy down to the last detail. The interior is lavish with rich leather, immaculate woodwork and extra thick rugs offering the fortunate occupants first-class travel. Tray tables, a drinks cabinet and a convenient arm rest satisfy the requirements of rear-seat passengers, whilst the driver can enjoy the impressive handling and power from the sonorous XK straight-six. The car was subsequently sold to another well-known Jaguar enthusiast and a new chapter in Yobbo’s life began. Its new custodian initially spent quite some time on the mechanics, improving the handling, braking etc. A radiator cooling fan was fitted, and a CD-player was installed, discreetly hidden from view. When all was well, he started to enjoy the car, although quite sparingly. In 2013, Yobbo took part in the JEC London to Brighton run and was awarded the top prize of the ‘Jaguar most people would like to take home’. Yobbo then repeated the run in 2014 and 2015 and, unbelievably, won the same award both years also – a hat-trick which had never been achieved before! In 2015, Yobbo was entered in the Mk VII, VIII and IX Class at the main JDC Concours and, what do you know, it won convincingly, which qualified it for the ‘Champion of Champions’ class on the JDC Stand at the NEC. Unfortunately, the car was involved in an isolated incident causing some superficial damage needing repair and some paint rectification, which meant missing the NEC. In 2016, Yobbo was back to her most beautiful self in time for the main JDC day, and happily won the class for the second year running. This time, it made it to the NEC on the JDC stand and won the Jaguar Mk VII,VIII and IX Class of the ‘Champion of Champions’. It was the only car on the stand that drove under its own steam to and from the exhibition. Yobbo has attended other smaller events often winning awards, but these are too numerous to list! Very few cars in this price range come close to the levels of comfort, style and performance that comes with this restored Mk IX and, with the minimum amount of fettling, it could be back on the JDC stand once again, receiving the top award.

1972 Jaguar E Type Series 3: On offer here is a delightfully original left-hand drive Series 3 V12 E-Type Roadster automatic that has clearly led a very cherished life. Despatched to New York in September 1972, it returned to the UK in 2018 arriving at the well-known classic car dealers ‘Roman Garage’ of Grantham, Lincolnshire, where it remained for just a short while before passing into the hands of the present owner. Stroll around the Jaguar and gradually your attention is drawn to the apparent originality, take a look under the skin and the underside of the bonnet, look into the door shuts, at the interior trim and into the boot where all appears to be as it left the factory, remaining untouched and in superb condition. The, once not so desirable, external colour of Sable somehow now appears to fit the bill, even more so when the accompanying hard top is in place, giving the Jaguar a certain nostalgic appeal, even the automatic gearbox ticks the boxes and adds to the feel of a gentle Grand Tourer. Subtle upgrades including a stainless steel exhaust and Gaz coil-over shock absorbers suggest interested and caring ownership. With recent works completed by the renowned Jaguar E-Type specialists, Butlin & Sons, the Jaguar has clearly been exceptionally well-cared for with no expense spared and maintenance carried out as and when required, not only under present ownership, but from the overall condition since it rolled off the production line in 1972. Your early inspection is welcomed and encouraged to fully appreciate the overall quality of this remarkable Jaguar, to find an example that has so much originality still in place is a rare find indeed and, as they say, ‘it’s only original once’.

1971 Jaguar E Type Series 3 Roadster: A decade after the original Jaguar E-type arrived, the design progressively matured through 1971 with the introduction of the Series 3. Designed to showcase the new smooth and torquey 5.3-litre engine, originally developed for Le Mans, the Series 3 cars were available as a Roadster (convertible) or a 2+2 Coupe. The Series 3 is easily identifiable by its large cross-slatted front grille, flared wheel arches, wider tyres, a larger bonnet bulge, updated bumpers, four exhaust tips and a badge on the rear that proclaims it to be a V12. It also featured uprated brakes, power steering as standard and a large horizontal scoop added to the underside of the bonnet to assist with cooling. The interior was entirely new in the V12, with more comfortable seating, stylish new door panels and a smaller dished and leather-rimmed steering wheel. Being slightly larger and altogether much softer in nature, the E-type in Series 3 form had lost the wildness of its youth but gained the long-legged touring profile, to which it was arguably better suited. On offer here is an original UK-registered, right-hand drive Series 3 Roadster finished in Opalescent Silver with red hide and a black roof, complemented by the almost obligatory set of chrome wire wheels. Rolling off the production line in December 1971, the Jaguar was initially supplied through Ritchie’s of Glasgow and first registered with the very interesting registration number ‘7R’ which unfortunately no longer remains with the vehicle, however the present private registration, PDO 94, is to remain assigned to the E-Type once sold, an attractive addition. Restored some years ago to a very high standard, the Jaguar remains in outstanding condition throughout. The exterior paintwork is almost blemish free with the interior looking as if it has been freshly retrimmed. Mechanically we understand that it runs and drives superbly, underlined by bills and invoices detailing regular care and maintenance in recent years, including detailed paperwork from Corton-Miller of Boston, Lincolnshire, classic car specialists and tuning experts. Also in the history file are older registration documents, previous MOT Certificates, and a Heritage Certificate issued in 2021, as well as the original Handbook and Passport to Service. Finished in one of the most pleasing of E-Type colour schemes and with the desirable manual gearbox, PDO 94 is ready to enjoyed once again by its next custodian, be that at the local Classic Car Show or pressed into use as the Grand Tourer that it was always intended to be.

1991 Jaguar XJS 5.3 V12 Convertible: 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. It was not until 1988 that a full convertible became available, however, and it was a marvel of engineering. It is fair to say that Jaguar took their time to perfect the convertible mechanism and such was its durability it was adopted by Aston Martin for the DB7 Volante. The 5.3 V12 Convertible produced between 1988 and 1991 is acknowledged as the XJ-S Convertible in its purest form. This remarkable XJ-S was commissioned new by the Scottish Business Achievement Award Trust but somehow the dal was never completed and the car was never registered. It remained with Jaguar Land Rover for a few years prior to being purchased by a well known Herefordshire dentist to add to his amazing Collection. Subsequently purchased by the Warwickshire Collection in 2014, it has covered delivery mileage only but has never been anywhere apart from being moved between secure storage areas.  Running and driving it’s effectively a ‘new’ 32-year old Jaguar. Finished in Regency Red with Barley hide, Bordeaux carpets and a black hood this is rather special.

1993 Jaguar XJS 6.0 Celebration: The Jaguar XJ-S is perhaps the only motorcar that overcame a hostile launch, multiple recessions, the industrial issues of the period and, incredibly for a single model, helped secure the future of another car manufacturer. Rarely acknowledged, it was the XJ-S that saved Aston Martin, providing, as it did, the basis for Aston’s DB7, the success of which guaranteed the marque’s future. Jaguar’s long awaited 1989 launch of the full convertible finally met the demand for British top-down luxury motoring, and at a reasonable price. The perfect car for the successful gentleman of a certain age wanting a comfortable convertible, the Jaguar cut an elegant dash. A faintly re-styled model, now branded as the XJS, was launched in 1991, sporting ‘smoked’ wrap-around rear lights and an improved interior with more conventional instrument displays. Two engines were made available, the 6-litre V12 and the AJ6-derived 4-litre. From 1993, the XJS was produced with colour-coded bumpers and these earlier cars are often mistaken for the ‘Celebration’ model launched in 1995. The earlier pre-1995 cars are easy to identify by their leather-trimmed gear selector capped at each end in chrome. Our vendor’s late father firmly believed that a ‘Big Cat’ should be powered by a V12, as his previous E-Type had been, and specified this car with the 6-litre V12 when ordering it in the Surrey showrooms of Guy Salmon Jaguar in June 1993 at a cost of £51,603, as confirmed by the accompanying order form and Bill of Sale. The car was delivered a few months later on 25th August 1993, finished in Solent Blue with magnolia leather and a blue mohair hood. Interestingly, this XJS is perhaps one of the last to have been specified with lattice alloy wheels from new. The car was enjoyed by our vendor’s father until his sad passing in 2006, whereupon it was registered in our vendor’s name on 17th June 2006. Presented to auction with a shade over 32,000 miles at the time of cataloguing, the toolkit is present whilst the detailed history file boasts the original order form, Bill of Sale, previous MOTs, receipts, tax discs and brochures. The Jaguar-embossed green wallet includes the service book, handbooks and radio code booklet. The advisory-free MOT is valid until 16th October 2023 and the accompanying V5C confirms our vendor as the second registered keeper. Like all low-slung cars, the XJS has inevitably collected a few stone chips along the way, as seen in the photographs, but these are not hard to rectify. The ‘Big Cat’ had became an endangered species by the mid-1990s and the XJS was the last convertible V12 offered by Jaguar. Keenly estimated, we can think of no other comparable car with this much history that offers a modern driving experience with coachwork penned in the early 1970s and a quintessentially British interior. For those entering the classic car market for the first time, this rare motor car ticks virtually every box whilst also presenting the seasoned enthusiast with a luxurious and powerful alternative to an older British classic.

1993 Jaguar XJR-S: One of the rarest of all XJS, the XJR-S was a special development by JaguarSport, a conjunction between Jaguar and Tom Walkinshaw’s TWR. Owned 50/50 by both parties, JaguarSport was launched in 1988, and planned to produce the epitome of all things Jaguar, and with the XJR-S they certainly achieved that. Hand-built at JaguarSport in Kidlington by the TWR engineers who had worked on the XJ220. With the focus of the car not just being upon the unique engine fitted to those cars made post 1989, the chassis was developed to ensure this was the most competent it could be to handle the 160mph top speed from its V12 engine. Compared favourably to Italian and German competitors of the time, the work between Jaguar and TWR certainly ensured these of all XJS are the most sought-after.  The JaguarSport  XJR-S may have looked similar to their production counterparts but differed immensely with many parts unique to the model and, of course, its 6-litre V12 engine. The engine was rated at 318bhp and was 700cc larger than the previous 5.3-litre V12. A modified intake system, Zytek engine management and a low-loss true dual exhaust system were part of the car’s advanced specification. The Hydramatic GM400 was modified with different ‘changing points’ to better suit the 6-litre car, and a Salisbury limited-slip differential was standard. The suspension was further-developed by TWR with increased coil spring rates and the Bilstein shocks, front and rear, were specially tuned for the XJR-S. Externally, the cars were modified with a subtly aggressive body kit, 16″ ‘Speedline’ aerodynamic wheels and host of modifications inside included a bespoke Connolly Autolux leather interior and the steering wheel was made for JaguarSport by Momo of Milan. They were normally built to order, with cars being transported from Browns Lane to Kidlington to be hand-finished. At £45,500, it was £11,000 more than the 5.3 which explains why a little over 500 were made (115 in RHD) before production stopped in 1993 making them highly sought after today. This low-ownership, very low-mileage example comes with an excellent history file, detailing services from delivery in 1993 until 2005 with just a few periods of inactivity until it had covered 23,000 miles approximately. It has covered very few miles since that point, indeed only showing a touch over 29,500 miles at the time of cataloguing, having formed part of a large private Collection for the last few years. Owned by our vendor since 2016, it’s supplied with its original book-pack, tool roll and more, and a history file detailing relatively recent expenditure including brake pipe replacement, a power-steering refresh and some interior cosmetic work to ensure that the car remains at its best. With a fresh MOT and, at guide price that could only be described as sensible given the results for some recent XJS sales, this very special car is sure to create interest from collectors of the very best Jaguars.

1953 Jensen Interceptor: The first-generation Jensen Interceptor was launched at the Earl’s Court Motor Show in 1949, with the saloon version beginning production in 1951, the second creation from the esteemed West Bromwich firm, Jensen Motors. During its production life from 1950 to 1957, a total of just 88 cars were built, 32 convertibles, 52 saloons, and four Sedancas, with even fewer than the initial 88 surviving today. As a luxury car, the Interceptor featured a lightweight hand-built aluminium alloy body over a steel chassis with an ash frame. Built on an Austin A70 chassis with styling by the talented Eric Neale, this new model was powered by the potent Austin 3,993cc straight-six engine from the Austin A125 Sheerline limousine. Impressively, at the time and to this day, the Interceptor gained the distinction of being one of the few four-seaters capable of achieving 100mph. With its smooth and comfortable ride, coupled with refinement at higher speeds, the car was placed in the same league as the glamorous luxury vehicles of the time like the Bentley R Type, Bristol 401, and Jaguar MK VII but very few were ever sold. Surprisingly, despite its outstanding performance and opulence, the Jensen Interceptor remained competitively priced at around £2,500 compared to its prestigious counterparts from Bristol and Bentley. This unique blend of top-class driving experience and exceptional value contributed to its enduring allure. A rare gem, this recently restored, matching numbers, 1953 Interceptor Saloon is a sight to behold. Purchased around 25-years ago by our vendor as a running and driving project, to be restored when the time was right. Unlike most projects that never quite get off the ground, this Interceptor bucked the trend, came out of storage in 2018, began its restoration and, four years later, the car was completed. The car was originally purchased by a friend of our vendor as part of a duo, a convertible and the saloon you see here. With his friend having his heart set on the convertible, our vendor agreed to purchase the saloon. Unfortunately, the convertible was sold in 2021 due to the owner’s passing, offering a sentimental incentive to our vendor to finally complete the saloon. The restoration efforts were comprehensive and meticulous. In 2019, the car underwent a full respray in its original red, while the cream leather interior was reupholstered in 2021, reinstating the timeless colour combination and appeal, truly capturing the essence of the era. Mechanically, the car matches its cosmetic condition, delivering an impressive driving experience. Both the engine and 4-speed manual gearbox function smoothly, benefiting from an older refurbishment, assisted by a new stainless steel exhaust system with the rate of retardation aided by upgraded front brakes. Offered in exquisite condition and accompanied by a heartwarming backstory, this Interceptor is now in search of a new home. Embrace the opportunity to own a rare piece of Jensen’s history, as this remarkable classic awaits its next chapter with an enthusiastic owner.

1974 Jensen Interceptor Series 3 Convertible: Débuting at the March 1974 Geneva Motor Show, the Interceptor Convertible was based on the same tubular chassis as its fixed-head sibling, albeit with suitably-strengthened sill sections and windscreen pillars. It retained the same independent coil and wishbone front suspension, a ‘live’ rear axle and four-wheel disc brakes. Powered by 7.2-litre Chrysler V8 mated to a TorqueFlite automatic transmission, the new model was supposedly capable of 0-60mph in 7.6 seconds and 126mph. Intended as a rival to the Rolls-Royce and Bentley Corniche convertible which it undercut in the UK by almost £7,000 at £9,863, the open Interceptor soon attracted a following among the international jet set. Only in production for two-years, during which a mere 456 are thought to have been built, the vast majority headed to the continent and the United States and consequently the Convertible remains the rarest and most sought after Interceptor variant. Finished in Oakland Green Metallic with a Tan Hide interior and matching hood, this particular, left-hand drive Interceptor III Convertible has benefitted from an older restoration that included a bare metal respray, a comprehensive mechanical overhaul including the rebuilding of the gearbox, a stainless steel exhaust and an internal retrim in Connnolly Hide. Having resided in France in recent years, the Jensen has been carefully maintained, as and when required, so as to be on the button and ready to go when required, proving itself on the recent journey back to the UK, arriving without any issues. With NOVA Certification, the vehicle is ready to be UK-registered if required and, if remaining in the UK, our vendor has kindly agreed to pay any taxes due. Your early inspection is welcomed and encouraged to fully appreciate this increasingly rare and desirable Jensen variant.

1994 Lancia Delta Integrale Evoluzione 2 Bianco Perlato: Arriving in June 1993, a further development of the HF Integrale naturally became known as the Evo 2, and featured an updated version of the 2-litre, 16-valve turbo engine producing a little more power (215bhp) and incorporated a three-way catalyst and a Lambda probe, with everything being organised by a new Marelli integrated engine control system. In addition to the mechanical changes, the Evo 2 received a cosmetic and functional facelift that included, new 16″ light-alloy rims with 205/45 ZR16 tyres, a body-coloured roof moulding to underline the connection between the roof and the Solar-control windows, an aluminium fuel cap, air-intake grilles in the mudguards and a red-painted cylinder head. Based on both the Evo 1 and 2, Lancia produced various Limited Editions, and these cars were shared amongst its own dealer network. Naturally, with very low production numbers, they became sought after in period and even more so now. In particular demand was the Evoluzione 2 Bianco Perlato known affectionately amongst enthusiasts as La Perla. Only 365 were built worldwide, finished in White Pearl with a blue leather Recaro interior including the Momo steering wheel. On offer here is a beautiful Lancia Delta Evo 2 Bianco Perlato first registered in Padova, Italy, in 1994. It was imported to the UK in 1999 showing 77,000km, complete with a full service history from Macola Auto Lancia in Padova and the service records have been carefully kept up to date by its four subsequent UK-owners. The engine was rebuilt a few years ago by well known marque specialists, and the body was recently repainted to a very high standard. It has recently been thoroughly refreshed mechanically including a replacement clutch, turbocharger, brakes, suspension etc. all to original specifications. The lovely original blue leather interior is in fantastic condition. Although now showing 152,400km (94,500 miles) this Perlato has been the subject of careful restoration to original specifications.

1970 Land Rover Range Rover “Velar”: Offered here at the Silverstone Festival 2023 is this spectacular 1970 Range Rover Velar Chassis number #31. Registered to the Press Department in May 1970, and assigned registration NXC 236H, this example was the first of five finished in Davos White. In early 1971, NXC 236H was sent to Finland for cold-weather testing and was fitted with an extra heater in the rear compartment for assessment. At the time of the trials, final development was also taking place of the Land-Rover Series III due for release that autumn, and the Land-Rover test team were asked to see how a new ABS-type grille performed in the cold conditions. Images within the history file show the prototype grille strapped to the front of 236 and the test was deemed satisfactory. Back in the UK, 236 was used by the Engineering Department in a differential testing programme that was carried out at Rover’s off-road testing area in Herefordshire. By autumn 1973, 236 was surplus to requirements and, on 30th October 1973, it passed to Land Rover dealer, William Ellis Garages, and the Range Rover has remained in his family until now. The family displayed 236 at the Velar Reunion gathering in 1995 at Gaydon, but by the late 2000s, the old girl was in need of a bit of a refresh. After a short period off the road, the family decided to return their Velar back to its best, and a full restoration was commissioned in 2018 with the focus on originality. 236 now presents beautifully in its original Davos White and, as you can see in our detailed photography, retains some lovely original features. It’s accompanied by a history file which fully supports its fascinating provenance, including an original sales invoice from the purchase in 1973, images from winter testing in Finland, features from the book ‘Range Rover, the First Fifty’, original book packs and its current MOT Certificate valid to August 2024. This is an exceptional opportunity to take ownership of a truly iconic British classic, one of the first 50 prototypes and offered, lovingly restored, from 50-years ownership.

1981 Land Rover Range Rover 2 door Classic: The no-nonsense Land Rover was an unashamed agricultural workhorse and, though fully roadable, was never intended to cosset its occupants. Therefore, from day one, there lay scope for the production of a sibling that combined the Landie’s much vaunted off-road prowess with a greater degree of on-road chic and comfort. Though various such plans were mooted in the 1950s, it was the emergence of the SUV market in America a decade later that finally convinced Rover to create such a model. Spen King famously oversaw the 100 inch Station Wagon project that was finally revealed to the world as the Range Rover in 1970 – a David Bache design that created a whole new genre of go-anywhere vehicles, which remains in full bloom today. This two-door Classicr was sourced locally from a private individual by its current Land Rover enthusiast owner back in 2011. It was first registered in the UK on 20th May 1982 as UMY 456X and has an indicated mileage (unwarranted) of 23,870. Preserving its authenticity, the vehicle maintains its original Lincoln Green paintwork that has been enhanced in places but would benefit from some attention here and there. The bumpers have been powder-coated and the wheels recently repainted. The engine has been refreshed and serviced, and a new battery ensures it’s ready to hit the road. The car is accompanied by its V5C Registration Documents, a small history file, parts catalogue, maintenance manual and a small tool kit with some additional original factory tools. A handsome Classic that is eminently useable on a daily basis and it wouldn’t take much to take it to the next level.

Land Rover Range Rover CSK

2012 Land Rover Defender 90 Hard Top: Only a canny Cambridgeshire farmer would decide to have a spare new Defender in the barn to replace his aging example come the day. Whilst visiting his local Land Rover dealer, Marshalls of Cambridge, in 2012, he was informed that the Defender 90 was in its ‘run-out’, so purchased one there and then. He drove it home where it was beautifully stored unused to this day as he clocked up some 158,000 miles in his old Defender which just kept on going, as they do. There came a time, when it seemed appropriate to use the new one, however at that point it would no longer be new, so there it stayed. Unfortunately our farmer died recently and, at some point in the past, he had offered the Land Rover to a friend should anything happen to him. Upon his passing, his friend went to the barn and took a Land Rover as they were fully entitled to do and, given the choice, anyone would have taken the brand new one, however it was the old one that the executors had in mind. When they discovered it was gone, they informed the National Farmers Union who informed the DVLA who issued a ‘stolen’ marker which shows on the CAP HPI. Once the confusion has been cleared up, all was amicably agreed and so we find this incredible, delivery-miles Defender 90 seeking its new rightful owner, agricultural or otherwise. Finished in Paris Blue with a Limestone roof and wheels, the 90 remains in the sort of condition that you might expect from an 11-year-old ‘new’ car. It’s accompanied by its dealer book pack, but there is no history or MOTs as it hasn’t been anywhere and the only service was a PDI.

1972 Lola T290 S: Offered here is chassis HU17 of the 34 Lolas built in 1972 and designed by Williams Formula 1 Team co-founder, Patrick Head. Lola’s Eric Broadley realised the Group 5 T70 Coupé was being outpaced by both Porsche and Ferrari which instigated the need to develop a new sportscar from the ground up, and the result was the purposeful T-290. Chassis HU17 was built for ex-F1 driver and sportscar supremo, Jo Bonnier, in April 1972 who then supplied it to Marcel Van Hool who entered it for several races with Belgian driver Goffredo (Freddy) Grainal, at the wheel. September 1972, Nurburgring 500km (car number 25) – finished an impressive fifth having started 19^th; October 1972, European Sportscar Championship, at the Barcelona 400km (car number 29); November 1972, Seat Trophy at Jarama (car number 24); May 1973, Spa 1,000km; October 1973, European Sportscar Championship, at the Barcelona 400km (car number 23); HU17 raced in various other endurance event and club meetings across Europe throughout the early 1970s, achieving several victories prior to being retired and put on display in Jean ‘Beurlys’ Blaton’s museum in Belgium. In 2001, the car was sold to Newbridge Motorsport’s Richard Tovey, who restored it to its original specification. The following year in 2002, the car competed in the first ever 24hr Le Mans Classic and again in 2004, where Richard and Chris Ward drove the car to a stunning pole position. Between 2005 and 2012, the Lola competed in various events and tests before it underwent a complete refurbishment when it was fitted with a brand-new Ford BDG engine and a Hewland gearbox. All chassis and suspension parts have been crack-tested and all rose-joints replaced. This lovely Lola is race-ready and still represents cost-effective racing at the front end of some the greatest Historic motorsport events around the world. With a great, undisputed timeline, hall-marked by the late Jo Bonnier connection, it would be a joy to own and race.

1991 Lola T91/50: This Lola T91/50, or ATOL-Judd T95, is a highly-developed ex-F3000 car boasting an illustrious racing heritage that spans decades. Originally an ex-Marco Apicella car, expertly run by Paul Stewart Racing, this machine achieved greatness in its era, becoming the highest-placed Lola in the 1991 International F3000 Championship finishing fifth overall with impressive results, including two second place finishes at Mugello and Autodromo di Pergusa. Notably, it was also utilised as the 1992 Judd test car with none other than the esteemed David Coulthard at the helm. Following its official duties, the car was purchased and meticulously enhanced by ATOL Racing in collaboration with renowned F1 designers and a prestigious hill climb car company, with Andy Priaulx MBE as the development test driver. The monocoque was professionally shortened, resulting in a shortened wheelbase and expertly-revised suspension, now with a lowered steering rack and a short-ratio gearbox, promising a hugely competitive car when finished. To cater to different track conditions, an alternative nose cone and F1 front and rear wheels are supplied with the car. Throughout the late-1990s and early-2000s, this Lola dominated the British Hillclimb Championship, piloted by illustrious drivers such as Keith Watts, Amanda Furby, Martin Groves, and Roger Moran. The original Mugen MF308 engine was replaced with a more powerful Judd KV for testing in 1992 then a Judd EV, a modification that remained throughout the car’s hill climb career. Sold essentially ‘complete less engine’, the car remains equipped with essential components including fully functioning brakes, wishbone jigs, a dash, data logger, power module, loom, starter motor, dampers, fuel system, and radiator. A bespoke Lola casing houses the recently rebuilt and complete Hewland FGB gearbox. It’s ready to be fitted with a Judd engine and the fitting kit is included along with numerous additional fittings and fasteners for the new owner’s convenience. Recently refinished in its iconic Labatts livery, the car has been meticulously repainted and vinyled during the summer of 2023 as a wonderful ode to its original racing days. Immaculately-presented, this exceptional car requires minimal work to return to the hills or track, offering exceptional performance with historical significance. With the inclusion of pre-1990 F3000 cars in the new HSCC Formula Libre Trophy debuting at Silverstone Festival 2023, the scope for circuit racing in addition to thundering up the hills make this good-looking Lola a strong contender for a reasonable way into classic single-seat racing.

1962 Lotus Elite SE: The Lotus Elite Type 14, when first launched in 1958, put Colin Chapman and Lotus cars very firmly on the map. It utilised a monocoque construction which meant there was no separate chassis and the body was load-bearing, and whilst this was becoming accepted practice, the Elite was the first time it had been attempted in glass-fibre. When combined with independent sporty suspension, a ZF gearbox, disc brakes, a Coventry Climax all-aluminium engine and a very low drag coefficient of just 0.29, it made for a great drivers car, so much so that by production end in 1963 over 1,000 had been produced and Lotus was now a credible British sports car manufacturer. Offered here is an Elite SE, the higher performance variant with twin SU carburettors, a fabricated exhaust system giving 85bhp, the ZF Gearbox and Lucas PL700 headlamps. With a change of colour to red in 1990 and the roof painted silver, it has created a very pleasing combination that suits the lines of this pretty coupé, enhanced by the addition of chrome wire wheels in 2008. The S2 cockpit is slightly less spartan than the early cars, and in this case it’s furnished in black leather with blue carpets and fitted with Willans harnesses. The history file shows that #1912 benefitted from a reconditioned steering rack in 2002 together with front and rear wishbones. The differential was overhauled with new bearings and seals, together with a dynamo rebuild and new rear brake pads have been fitted. The history file contains a number of old invoices and some old MOTs. Minimalistic and with great looks, Colin Chapman knew he had another winner back in the 1950s with the Coventry Climax-powered Elite, which still looks fresh and sharp today.

1982 Lotus Esprit S3: The Esprit S3 was officially unveiled at the British International Motor Show at the NEC Birmingham in October 1981 and, like its predecessors, it was designed by the legendary automotive engineer Giorgetto Giugiaro as an early example of his polygonal folded paper designs. The Esprit S3 gained popularity for its distinctive wedge-shaped body and advanced engineering, captivating enthusiasts worldwide. As an evolution of its predecessors, the Esprit S3 solidified Lotus’ position as a pioneer in the realm of lightweight, high-performance sports cars. Despite the styling remaining relatively similar to the previous generation S2 Esprit, the S3 saw a host of upgrades and benefits. Mechanically, it featured a more powerful (Type 912) 2.2-litre inline four-cylinder engine offering 160bhp mated to a 5-speed gearbox and, weighing just 1,000kg, the performance was spritely, with 0-60mph taking just 6.7 seconds. Cosmetically the S3 received redesigned front and rear bumpers, side-skirts and front spoiler, with the interior revised to provide more headroom and additional space in the footwells. This handsome early S3 was purchased by our vendor in August 2021 on 91,000 miles, and came with a quintessentially Lotus story on how it was painted in JPS colours. Having managed to trace back the car’s lineage, our vendor found himself speaking with the son of the original owner of the car, who told the story of how his father took delivery of XRE 383X, a brand-new Jupiter Red S3. Within six months of ownership, he became so fed up with the car breaking down that it was sent back to Lotus to fully disassemble and re-assemble to iron out any issues, and reportedly, as a goodwill gesture, the factory also resprayed it in the JPS colours the car wears today at the owner’s request. However, upon taking delivery of their freshly rebuilt and repainted car, it continued to break down in the following three months to the extent that the AA recovered the car back to Lotus who provided a full refund. Shortly after our vendors purchase, a restoration was undertaken to return the car to its former glory having been believed to be lost/stored in a garage for 18-years. The restoration process was extensive with a full respray including the engine bay, door shuts and wheels by AD Panelcraft in Milton Keynes. The interior was stripped, with the leather either retrimmed or restored, and a new carpet set in the correct Blenheim Champagne colour was added, as well as a new gear knob and headlining. The gauges were taken out and restored in addition to a new heater surround and matrix due to corrosion spots. Mechanically, the car is in lovely condition with the main components having been addressed. A new clutch and cambelt were installed ensuring improved performance and reliability. The engine received a thorough service and freshen-up, bringing it back to its optimal condition including a new SU fuel pump. The car sits on AVO front and rear adjustable dampers with standard front callipers and a VW rear calliper conversion with new cables by PNM Motorsport as the handbrake mechanism wasn’t working. Bushes and ball joints have been replaced as required to ensure the whole driving experience is as flawless as its overall appearance. Presented to market in the wonderfully iconic JPS black and gold colours, complemented by the refreshed champagne leather interior and very attractively-guided, this Esprit is surely a worthy addition to any collection or perhaps just drive and enjoy it.

1988 Lotus Esprit Turbo X180: In October 1987, the Esprit received its first revamp since its initial launch in 1976 and was given the project codename ‘X180’. This design was the work of Peter Stevens, who was also responsible for the styling of the Lotus Elan M100 and McLaren F1. Whilst it retained the basic creativity behind the original Giorgetto Giugiaro design, it featured rounder, smoother lines, which helped to reduce the drag coefficient to only 0.33. It was, in essence, a restyled bodyshell on an established, proven chassis and displayed ‘Turbo’ badges behind the line where the door shut. At the rear, there was an aerodynamically profiled under tray/spoiler to remove hot air from the engine compartment and cool the brakes. Mechanically, the X180 differed little from its predecessor, the Esprit Turbo HC, with its 2,174cc, 16-valve, double overhead cam, Lotus 910 engine, developing the same 215bhp, and 220ft/lbs of torque. One important change was the gearbox with the Citroen/Maserati 5-speed unit being replaced by that from the Renault Alpine GTA saloon, which provided slightly higher gear ratios. Other improvements, following a redesign of the interior, included increased headroom and legroom, and a wider footwell. With the higher gearing and low drag, it was slightly faster than the HC variant, and with a 0-60mph time of 5.4 seconds and a 0-100mph time of 13.3 seconds, it was actually faster than a Ferrari 328 GTB and Porsche 911 Carrera 3.2. The X180 was a financial success, with 1,058 Esprits being built in 1988, a figure that would never be repeated. The car presented here was built in April 1988 and was originally registered in St Helier, Jersey, where it resided until coming to the UK in 2011. Today, it remains just a two-owner (in total) example and is accompanied by a comprehensive service history which details the gearbox rebuild (at 52,000 miles in 2002) and the replacement of both alloy fuel tanks in 2005. In early 2022, the car was the recipient of over £15,000 worth of mechanical refurbishment, with corresponding invoices/receipts documenting the work carried out (see details below). Prior to this recent work, the car had covered only 6,000 miles since 2011, having been dry stored when not in use. This recent refurbishment included all the following: Upgraded full clutch kit, replacement exhaust manifold, reconditioned Turbo, performance wastegate, Plenum volume extender, upgraded radiator and three-cooling fan conversion, new oil cooler and hydraulic pipes, full silicon hose set, full set of refurbished brake callipers and pads, full carburettor overhaul with new mounts, all new heater hoses, new water pump, powder-coating of engine parts, new battery, new crank pulley, new spark plugs/full service kit, new timing belt/tensioner and ancillary belts installed, air horn, refurbished starter motor and alternator, new battery terminals, new ignition leads, new starter coil, new temperature-sender unit/pipework, new distributor cap, full engine cylinder head overhaul (including valve guides), engine painted, chassis cleaned and Buzzweld-treated, bottom of engine inspected (all bearings good), all electrical glitches sorted, interior cleaned, minor repairs completed and the exterior polished and touched-up. These gorgeous Stevens-era Esprits are often overlooked in the world of Supercars, yet have the looks, sound, performance, and rarity of exotics being offered at five times today’s guide price. In lovely condition, with ‘driver’s mileage’ and in a very stylish colour combination, this cherished example would undoubtedly enhance the life of any enthusiast or collector alike.

1993 McLaren MP4/8 F1 Display Car: The McLaren MP4/8 was the Formula 1 car with which the McLaren team competed in the 1993 Formula 1 World Championship. The car was designed by Neil Oatley around advanced electronics technology including a semi-automatic transmission, active suspension, two-way telemetry, and traction control systems, that were developed in conjunction with McLaren shareholder Techniques d’Avant Garde (TAG). It was powered by the 3.5-litre Ford HBD7 V8 engine and was the first McLaren to feature barge boards. Motorsport fans will remember vividly the yellow and green striped helmet of Ayrton Senna positioned in the car along with the Marlboro team livery. Seeing the profile of this MP4/8 replica evokes instant memories of courageous battles between Ayrton Senna in the underpowered McLaren and Alan Prost in the superior Williams Renault. Senna’s skill enabled him to win five races in 1993 eventually finishing second to Alan Prost in the Drivers Championship. Senna won the final round in Australia and McLaren would not score another win until four years later at the 1997 Australian Grand Prix, which was won by David Coulthard in the MP4/12. This was the final season for Senna with McLaren before signing with Williams in 1994. Offered here is an Mp4/8 F1 display car that is understood to have been constructed in 1993 for the team sponsor Marlboro. A relatively lightweight full-size replica, beautifully finished with painted Marlboro livery that could easily be transported and displayed. In fact, this item would be ideal to mount on a wall or ceiling adding an instant focal point to any suitable area. Also forming part of the sale is a full-size 1993 Ayrton Senna replica race helmet to complete the package.

1961 Mercedes-Benz 190SL: The Mercedes-Benz 300SL was the first iteration of the SL class of Grand Tourers and the fastest production car of its day. Introduced in 1954 as a two-seat coupé with distinctive gull-wing doors, it was later offered as an open roadster. Hugely successful in Europe and across the pond, coupé and roadster production topped out at 3,258 cars. For those not wealthy enough to afford the 300SL, or simply not able to find one, Mercedes-Benz offered the less exotic but no less refined 190SL. Announced in 1954 and based on the 180 Saloon, whose all-independently-suspended running gear it shared, the 190SL did not enter production until January 1955, the delay being caused by the time taken to strengthen and develop the saloon’s shortened platform to compensate for the open car’s reduced stiffness. This glamorous Mercedes-Benz 190SL was purchased by our vendor in 2016 from our Silverstone Auctions, Salon Privé Sale and has benefited from much recent expenditure.  According to the Salon Privé listing, this 190SL was delivered new in finished in DB190 ‘Graphitgrau’ ( graphite grey) with red leather, matching red carpets and a black soft top. The proud first owner was John J. Termini of Southampton, New York in 1961, and he kept the car until the summer of 1969 when he sold it to its second custodian, Dr Costanzo, on June 24th. For the next three decades, the small Mercedes roadster would be a stylish daily driver used as a car should be, commuting to work, country clubs, and events in Dr Costanzo’s home town on Long Island. In 2003, the decision was taken to comprehensively refurbish the Mercedes and the car was fully stripped. The body was taken back to bare metal, repairs were made in the areas that required it and the shell was then carefully prepared and professionally painted in its original colour. We understand that it was completely gone through mechanically, but photos and receipts documenting the tens of thousands of dollars invested in this project were lost by the previous owner. With its matching hardtop and soft top, this matching engine number, left-hand drive, Mercedes 190SL was imported into the UK in 2015 and has had one former registered keeper prior to its current ownership during its time here. The odometer indicates circa 94,000 miles and the car has benefited from significant expenditure whilst with our vendor.

1962 Mercedes-Benz 190SL: The 1955 launch of the 190 SL cemented Mercedes-Benz’s reputation as the car manufacturer for those who wanted elegance, build quality and a good turn of speed. Its hugely successful production ran to 25,881 cars from 1955 until 1963, the vast majority in left-hand drive, with most going to the North American-market. Understandably, few were made in right-hand drive and, according to records, the total number of cars destined for the British market stood at 562, with only 53 of these arriving here in 1962. This lovely 190 SL is understood to have been delivered to a lady in Yorkshire and registered on 18th May 1962, supplied in the attractive combination of white with a red interior and a matching white hard-top. The car was bought soon after by Mr John Mantell, only driven on the odd special occasion and kept very much for Sunday best. Following a bicycle accident in 1984, Mr Mantell never drove again, and the car remained in dry storage until 2007, as confirmed in detail by a poignant letter signed by Mrs Mantell. As a contribution towards Mr Mantell’s long-term care needs, the car was sold at auction in September 2007, together with its hardtop, whilst showing an odometer reading of some 12,000 miles at the time. Still on the private registration 23 CWF, it was subsequently sold again in 2009 with the auction catalogue stating that the 12,400 miles on the clock is believed to be absolutely genuine and it was bought by a valued and long standing client of ours who set about a meticulous programme of sympathetic restoration works, compiling a photographic record along the way. Most of the original mechanical components were retained where possible, whilst parts that could not be refurbished were sourced directly from Mercedes-Benz through Jacksons of Poole. As expected from such a low-mileage example, 23 CWF is fully matching numbers with engine, transmission, front and rear axles confirmed factory original by the data card obtained from Mercedes-Benz Heritage. The photos of all number-stamped components can be found in the history file, and the car remains on Solex carburettors. The interior is remarkable, with the Becker Radio and tool kit present, and we note with professional enthusiasm that the odometer and milometer show the occasional faded number as they tick over, with those digits that remained static during the decades in storage discoloured slightly. Externally the car was treated to a professional bare-metal respray in the original colour of DB-050 white, whilst the bright work was re-polished. Amazingly, after 61 years, the car also retains its original fuel filler cap complete with the three-pronged star. The original hardtop was not restored, acting as a cover note of the car’s originality and superfluous to use like all 190 SL hard tops, whilst the hood was re-trimmed in black mohair and fits well. The car was consigned to our sale in July 2015, with a mileage of 14,354 miles, and the determined bidder saw off stiff competition to secure the car. The buyer, our vendor, was so delighted with 23 CWF that he gifted the Silverstone Auctions team with several crates of beer on the anniversary of his purchase! Bought with the intention of fair-weather touring in semi-retirement with his wife, he sourced matching fitted luggage and added power steering. Often exercised locally, having covered just 2,500 miles since 2015, our vendor has no intention of retiring yet, so this very special 190 SL is regretfully offered to auction with its delightful history file, V5C, tool kit, luggage and hardtop. Very few cars of this age can boast such originality, and 23 CWF should be considered free of any judgment when compared to the ‘as new’ restored examples of the 190 SL one occasionally sees in right-hand drive.

1969 Mercedes-Benz 280SL: Offered here at the Silverstone Festival 2023 is a beautiful Mercedes-Benz 280SL Pagoda that has been cherished since it was purchased from a specialist Mercedes-Benz dealer in Paris almost 40-years ago. Rachel Riley, at the time, was a fashion model and, sometime after falling hopelessly in love with a young Parisian photographer, they decided to purchase a smart 280SL to enjoy one of Europe’s most romantic cities together. When the couple re located to London, the Pagoda naturally came with them and since then has been meticulously maintained by the same specialist workshop. Finished to European-specification in left-hand drive, this beautiful, manual gearbox 280SL is presented in arguably the most ‘en vogue’ colour combination of silver metallic with a burgundy leather interior with matching carpets and a black hood. The SL retains many carefully-preserved features including the indentations on the front wings that are, more often than not, lost in careless body restorations. It starts on-the-button and is described as performing very well thanks to regular attention from the dedicated local specialists who have been entrusted with its maintenance since it arrived here. It’s accompanied by its body-coloured, factory hard top and supplied with a history file which contains old French paperwork, the current V5C and UK-registration paperwork ready for transfer or export, and a wealth of invoices outlining its fastidious maintenance from its long-term specialists. Nowadays, Rachel Riley is a globally renowned, award-winning children’s fashion designer who finds herself spending more time in her beautiful garden than behind the wheel of the Pagoda, and consequently the time has come to find her beloved SL a new home.

1971 Mercedes-Benz 280SL: Throughout its lifetime, the W113 quietly underwent a transformation, transitioning from a spry and agile ‘sports car’ into an opulent and smooth ‘grand tourer.’ Typically, this elegant machine came adorned with a 4-speed automatic transmission, however there were some rare models that were specified with the coveted 4-speed manual gearbox, elevating the driving experience. Beyond its exceptional engineering, the 280SL’s interior offered classic Mercedes quality including comfortable leather seats and wooden accents further reinforcing its status as a true premium roadster. The 1971 280SL Pagoda offered here is a very special motorcar, presenting in good condition in Dark Blue (332) over a grey leather interior with a matching dark blue hardtop with stand. It’s a UK-delivered, right-hand drive, final year of production example with a 4-speed manual gearbox with three owners from new and offered directly from the final owner of those three who has looked after it for 42 years. The odometer currently read just over 75,000 miles, and there is every reason to believe that these are genuine. When initially purchased in 1981, the car had only covered 54,000 miles in the previous 10 years which is supported by a comprehensive collection of MOT Certificates from 1978 onwards, with every bill and invoice from the past four decades verifying the 21,000 miles covered during that period. It is evident that it has been lovingly cared for and sparingly driven throughout its life. It benefitted from new front wings and rear inner and outer wings in the 1990s primarily as preventative work and mechanical attention around the same time included an engine rebuild (piston rings, shells, camshaft and oil pump) as a precautionary measure in response to faint whispers of blue smoke whilst idling. This thoroughness and dedication to maintaining the vehicle’s good condition have surely contributed to its lasting appeal. A treasure trove of documentation accompanies the car, chronicling its journey over the years. A full folder of bills and receipts showcases the extensive servicing, maintenance, oil change records, and MOTs dating back to the early days of ownership including the owners’ handbooks. Such a complete and well-preserved history is a rare find and adds substantial value to the vehicle.  Accompanying the car itself, is a spare set of Pagoda wheels, the matching hardtop and the all-important hardtop stand. This Pagoda is incredibly special in many ways, and cars with these wholesome stories are becoming so rare these days. It is more than just a beautiful car, it’s a classic example of attentive ownership and meticulous upkeep. With its good condition, extraordinary 42-year ownership, and comprehensive documentation, it stands as a testament to the enduring allure of classic motorcars.

1971 Mercedes 280SL: The Mercedes-Benz 280SL ‘Pagoda’  (W113) was introduced in December 1967 and continued in production through until February 1971 before being replaced by its successor, the entirely new and substantially heavier R107 350SL. Over the years, the W113 had quietly evolved from a nimble ‘sports car’ into a comfortable ‘Grand Tourer’ and was usually equipped with four-speed automatic transmission and air conditioning. The final evolution of the Pagoda was the 280SL, launched in November 1967 with a host of technical improvements, and is now seen as the most refined iteration of the W113 Series with its robust new seven-bearing, 2778cc, M130 engine developing 170bhp and perfectly suiting the automatic transmission. By the time production ceased in March 1971, some 23,885 had been made making the 280SL the most popular of all W113 variants. The simply stunning, left-hand drive, 280SL does appear to have led a well-travelled life. It spent its early days in sunny California before arriving in the UK in 2005. It was registered here and immediately commenced a full ‘rotisserie’ body and interior restoration with a change in colour to Midnight Blue and a fabulous tan interior. When the car was fully restored in 2006, it’s owner kept and used it in Monte Carlo, we can’t think of a better car to use in the Principality, prior to returning to the UK and being purchased by our vendor in 2009. Whilst he was happy with the way the car looked, there were one or two mechanical issues, so it was off to respected marque specialist, John Haynes, for a full mechanical and electrical restoration in 2010/11. We understand that during his ownership our vendor invested over £33,000 in keeping this glorious Pagoda in top form corroborated by invoices in the accompanying history file. As soon as the car was ready, it was back to the sunshine with our vendor in the Algarve. More recently it has been dry stored and the current indicated mileage is 21,081, believed to be since the restoration. As you can see from our images, this little Mercedes looks simply fabulous in a very stylish colour combination and we invite and encourage you to come to Silverstone and view this delightful ‘Pagoda’. With decent performance and excellent brakes, these cars are totally happy in modern traffic making them a perfectly usable Classic in the true sense of the word. The 280SL has never gone out of fashion but interest – and values – have never been stronger than they are today.

1956 MG MGA Roadster: Officially launched at the Frankfurt Motor Show in 1955, the MG A’s looks must have come as quite a shock to MG aficionados who had become accustomed to the perpendicular pre-war look of the company’s sports cars. It was a complete departure in styling and its beautiful streamlined bodywork was as curvaceous and attractive as anything from Italy or France. The modern look required a modern engine and, with the old XPAG unit getting a touch wheezy, the shiny new ‘B-Series’, recently debuted in the new Magnette saloon, seemed to fit the bill. The appeal of the MG A was quite staggering, in the first full year of production in 1956, more than 13,000 cars were built, which far exceeded the entire production achieved over a four year period with the TF. Offered here at the Silverstone Festival, one of Europe’s most prestigious historic motorsport events, is this smartly presented, European-spec, MG A 1500 Roadster. It has been specially prepared with the intention of participating in historic regularity rallies with a strong focus on reliability and driveability. Over the past few years the MG A has successfully completed Gran Premio Nuvlari 2017 & 2019, Summer Marathon 2018, Winter Marathon 2018 & 2019, Coppa Franco Mazzotti 2021 and most recently the Mille Miglia 2021. It’s an original European-spec, left-hand drive export car manufactured in 1956 and delivered new to Italy prior to being registered there in January 1957 and is classically finished in Old English White with a red leather interior, black hood and sits on a set of premium Turrino wire wheels. The cabin is fully equipped for the task with a state of the art Brantz set up including a WPT001 electronic precision stopwatch and a Brantz International 2S Pro Rally Meter with a remote. It sports a Vic Derrington steering wheel, correctly-mounted seat belts and has recently been treated to a new set of alloy side-screens. The MG is currently UK-registered and is accompanied by a history file containing its current FIVA Passport ready for transfer, the V5C, its MM Registro and various invoices for maintenance and parts over the years. Most recently the car has been maintained and supported by the highly regarded Noci Motoclassic in Italy. With many brilliantly organised events here in the UK and over in Europe, this MG A is absolutely on-the-button and ready to participate. HERO have some challenging and enjoyable events for which this car is perfectly suited or perhaps just enjoy open top motoring in this lovely British classic.

1962 Mini Pickup: Introduced in January 1961, the Mini Pick-Up was based around the same stretched platform as its Panel Van sibling. Similarly exempt from sales tax as a commercial vehicle, it sported a pressed steel grille, sliding windows and external door hinges throughout its 22-year production life. Initially powered by an 848cc four-cylinder, it could be specified with the more powerful 998cc engine from1967 onwards (both A-series units being mated to the same 4-speed manual transmission). Benefiting from a 4″-longer wheelbase, taller rear suspension turrets and underfloor fuel tanks, the Pick-Up/Panel Van derivatives were arguably even more fun to drive than their saloon equivalents. Mini became a standalone brand during October 1969, with parent company, British Leyland, dropping the compact saloon and its derivatives from the Austin and Morris ranges, a change signified by simplified badging and a new logo. The otherwise unchanged Pick-Up could still be had in 850 or 1,000 guises. Dating from 26th February 1962, this pretty little Morris Mini Pick-Up found it’s way into the hands of our vendor in January 2011 and underwent a comprehensive and meticulous nut and bolt restoration, leaving no detail overlooked. Now very smartly-presented in Willow Green with black trim, it retains its original 848cc engine and 4-speed gearbox, and can truly be described as excellent in every area, one of the best we have ever seen. Part of our vendor’s significant Collection, it’s kept safe and dry, regularly maintained, with a small history file including the Heritage Trust Certificate, and used for a bit of fun and the occasional trip to Goodwood. For collectors and enthusiasts alike, 6396 MU presents a golden opportunity to acquire a meticulously restored 1960s classic, offering more than its fair share of nostalgia.

1965 Mini Moke: The Mini Moke was designed by Sir Alec Issigonis at the same time as the Mini saloon, and used an identical engine, transmission and suspension parts. Although the pre-production prototype came out in 1959, full-scale production did not start until 1964. It may seem strange to design and build a vehicle with no clear idea what you are going to do with it, but this was BMC in the 1960s. It was initially mooted as a parachute-dropped utility vehicle for the British Army, but this notion failed at the first hurdle when they rejected it due to its low ground clearance. It was then decided that it would make an excellent tool for farmers and as a light commercial vehicle. This was partially scuppered yet again when it was rated as a passenger car and therefore subject to Purchase Tax. It did, however, gain a strong following and became a cult classic after featuring in the TV series, The Prisoner, and found its true role as a fun beach car at which it excelled. Some 14,500 Mokes were produced at BMC’s Longbridge plant between 1964 and 1968 before production moved to Australia where a further 26,000 were made between 1966 and 1981. Another 10,000 were made in Portugal before production finally ceased in 1993. This early, UK-Supplied, right-hand drive Austin Mini Moke underwent a complete frame-off restoration, and was rebuilt to factory-specifications, retaining its original Mk1 features such as the single windscreen wiper and floor mounted headlight dip-switch. Finished in a shade of Spruce Green with black trim, it still has its original 850cc engine and 4-speed transmission, which has also been completely rebuilt. Superbly restored with no expense spared and very few miles since, it’s supplied with a small history file and UK V5C. A British classic to enjoy with friends and family, always attracting the right attention and welcome at any classic car event or garden party.

1964 Mini Cooper 970 S: The Mini Cooper soon established its credentials as a rally and race winner, and the stage was set for even faster versions. The more powerful Mini Cooper 1071 ‘S’ appeared in 1963 and quickly became the basis for competition-focused models. Larger disc brakes, more luxurious upholstery and discrete ‘S’ badges on the bonnet and boot were subtle upgrades with the real changes made to the adaptable A-series engine. With competition in mind, particularly the British Saloon Car Championship, in 1964 Cooper produced two ‘S’ models, the 970 and 1275 aimed clearly at the under-1,000cc and under-1,300cc BSCC classes respectively. The road-going 970 ‘S’ was a real ‘Homologation Special’ with its ‘revvy’ little short-stroke engine producing over 65bhp but it was expensive to manufacture, so BMC made it a ‘special-order’ model, and consequently, very few were sold (with even fewer remaining today). The 970 ‘S’ was only produced from June 1964 until April 1965 and with just 963 examples supplied, of which 397 were badged Morris, it’s one of the rarest and most sought after Mini models. According to the accompanying Heritage Certificate, this Morris Mini Cooper S Mark 1 970cc was a right-hand drive, home-market car, finished in Fiesta Yellow/Old English White, built on 7th December 1964 prior to being despatched two days later to BMC Dealers, Phil Read of Torquay, and onwards to its first owner. The interior was listed as ‘blue and gold’ (Powder Blue and Gold Brocade) and the only option selected appears to have been a fresh air heater. We move forward to 2012 when DAP 93B was treated to a sympathetic restoration by well-regarded specialist, John Barker, and needed only a nearside front wing and outer sill before being finished to a high standard in its original Fiesta Yellow and Old English White. The interior was retrimmed in the correct Powder Blue/Gold Brocade material by Newton Commercial including a pair of new front recliners and a new set of NC carpets (the original seats and carpets will be included in the sale). It sits on its original 3.5″ Cooper S steel wheels, which are now very rare. The mechanical aspects of the restoration were the responsibility of Richard Longman and included lowered Hydrolastics with additional front gas dampers, adjustable track control arms, negative camber, competition bump stops, a straight-cut, close ratio Longman gearbox, competition diaphragm clutch and a ‘Power-Lok’ limited-slip diff. The engine was fully rebuilt by Longman engineering and now measures 999cc. Development included a polished and ported cylinder head with 11:1 compression ratio, uprated valve springs and rockers, balanced and lightened flywheel, Works-spec twin H4 carbs with trumpets and a Downton exhaust manifold. A rolling-road print-out from 2019 shows that the car at that time was producing around 64bhp @ 6,000rpm. The MOT History shows that the indicated mileage in February 2007 was 45,453, however in June 2010 it was 18,172 which suggests a change of speedo head, and Subsequent MOTs indicate a few hundred miles a year up until its present indicated mileage of 23,559. As well as the BMIHC , DAP 93B is supplied with its V5C, several old MOTs and Tax discs, some image prints of the body during restoration and a copy of Mini World Magazine May 2021 featuring this very car in their 50 years of the Mini Cooper feature. Enthusiast-owned for the last four years, this rare 59-year old 970 S, one of only 397 wearing the Morris badge, must be of consideration and your inspection at the Silverstone Classic is welcomed. Although developed primarily for fast road work, this delightfully restored 970S does retain a substantial amount of originality and, in our vendor’s own words ‘This car needs to be driven to fully appreciate what fantastic fun it is’.

1979 Mini Twin Cam Maguire racer: It’s certainly very rare that a John Maguire Mini comes to the market, especially one as original as this, and with a very interesting back story. It was built at John Maguire Racing in Coventry by Tom Shepherd (TS in the chassis number) for its first owner, Dave Horsley (the DH in the chassis number). He couldn’t get on with it and very quickly sold it to Peter Wartenburg, from Munchengladbach. He had a company called PW Racing and he ran the car in Germany for a few years with a normal five-port race engine. Photographs are in the electronic archive that accompanies the car of the Mini on pole at the Nurburgring and with the ‘P1’ board after victory! It comprehensively beat everything over there and was banned from the series so Peter used to come over the channel and race in the Wendy Wools series alongside Peter Baldwin and Doc Enderby. The car wasn’t quick enough over here so Peter got involved with an ex-Weslake employee called Gary Oldfield, who had designed a 16-valve cylinder head for the A-Series along the lines of the BDH, and made all the casting patterns. Peter and Gary machined and built-up the first head which was duly installed into the Maguire and launched to the German press in 1989. Peter did considerable testing here and in Germany, ironing out many of the bugs, most of which centred around reliable valve springs. In 1993, he built the final version of the engine, however personal matters meant that he wasn’t able to devote the time to further development. Coincidentally, at the same time, the rights to the head design had been acquired by Kent Automotive Developments. The story continues in our vendor’s words; ‘The car, prepped and all ready to go went into a storage container until 2020 when Peter decided to put it up for sale. I had been looking for a Maguire mini for some time, and when the word came to me it was for sale, I contacted Peter and made him an offer. During our discussions I explained that Tom Shepherd (the cars builder) was my cousin, and unbeknown to me Peter knew him well and contacted him to vet me. I met Tom at Autosport that January, and he walked up and said ‘Congratulations on buying Peters car’ It was the first I heard that Peter had decided to sell it to me.’ ‘Later that year we put the car on SH Engineering’s dyno, where it recorded 167bhp, and Tom Shepherd recommissioned the car (the company being GT Services) and prepared it for the first Prescott Mini Festival, in May 2021. I discovered during this process that Tom had never driven one of his Maguire creations, so I asked him if he would like to run it instead of me. At Prescott, Tom, having never driven there either, came 2nd overall from an 80-car entry, posting a 47 second run. I then took it to the inaugural York Motor festival Wolfstone Hillclimb where we came second overall again, missing FTD by 0.1 of a second.’

1966 Mini Cooper 1275S ex Mersey Police: According to the accompanying Heritage Certificate, this Austin Mini Cooper S (1,275cc) was a right-hand drive, home-market, single tank car finished in Police White with Tartan Red and Gold Brocade trim. Built on 24th November 1966, it was dispatched on 1st December 1966 to Voss Motors Limited of Liverpool, and first registered on 16th December 1966. Police White was a particular shade designed to be more reflective at night, so we assume this little Cooper was destined for the Merseyside Police. We understand that the car was previously re-shelled as the original shell had rotted away and was replaced with a slightly earlier shell. The engine was also replaced and was fitted with a desirable Downton-tuned 970S unit. The only other obvious variation from the original spec is a Moto-Lita woodrim and reclining front seats but they are correctly trimmed in Tartan Red and Gold Brocade. In the accompanying history file, there are 18 pages of invoices dating from 1996 showing work carried out over the years, including re-assembling the vehicle after the re-shell, as well as separate parts invoices dating from 1998. Also in the history file are the accompanying Heritage Certificate, old green logbook, previous MOT Certificates and an earlier photograph of the car. On offer from long-term current ownership, the car seems to sit well on its silver Minilites and looks good in classic Cooper black and white. With a little bit of time and effort and further detailing, this little S could be taken to the next level, and we feel that it’s very sensibly-guided given the potential on offer.

1967 Mini Cooper 1275S: According to the accompanying Heritage Certificate this Morris Mini Cooper S Mark 1 1,275cc was a right-hand drive, home-market car finished in Tweed Grey with an Old English White Roof, built on 2nd May 1967 prior to being dispatched 5th October 1967. The interior was listed as Dark Grey and Dove Grey and the only option selected appears to have been a fresh-air heater. The car has twin tanks, which was originally an option on the 1275 S, but became standard later. It was first registered on 4th April 1968 and, pleasingly, in the car’s history file there is a full keeper history, issued by the DVLA (photocopies) offering a fascinating insight into earlier ownership. Also included in the file are previous tax discs, old MOT Certificates and 13 pages of invoices showing that the little Cooper was subject to a bare-shell restoration in 1998. The labour cost alone was £4,102 plus VAT, which would equate to about three times that amount today, so it must have been a substantial restoration. The car was purchased by our vendor in 1987 and the odometer currently indicates 31,826 miles, however the MOT from June 2003 lists the mileage at 31,758 so it has obviously had very little use since then. The car is in decent, honest condition and is eminently usable as is with a light recommission, however it wouldn’t take much, just a bit of time and effort, to take it to the next level.

1968 Mini Cooper 1275S: The car presented here is a 1968 Austin Mini Cooper Mk2 and, according to its accompanying BMIHT Certificate, was manufactured on 25th April 1968, finished in Snowberry White and black paintwork. By the end of May 1968, it had caught the eye of its original owner, Mrs Vanna Clutterbuck, a commercial artist and wife of Graham Clutterbuck, the renowned TV producer who helped bring the original Paddington Bear series and The Wombles to our screens. The couple lived in cosmopolitan W1 Curzon Street (later Chester Square) in Mayfair, living the type of London life you’d associate with the late-1960s and being young creatives. This Mini was used for dashing about, running errands, even a European jaunt to Rome through France, and according to Vanna, would often give Michael Bond CBE and his creation, Paddington Bear, a lift around swinging London! The stories and chat, you can only imagine. Quite a time. Vanna and Graham kept the Mini for some 42-years, ensuring a huge amount of original paperwork (all MOT Certificates, except 1971, 1972 ,1973, its original/complete ‘Passport to Service’, Drivers Handbook, old tax discs, old V5s, parking permits, invoices etc.) remained with it, all helping to corroborate its story/history and, quite remarkably, its mileage of just 21,000. The condition of the Mini is totally commensurate with this low-mileage, having seemingly never been apart/restored – the panel gap, the interior/carpets, the floor-pan stampings, the fit and finish – are all factory-original – a real ‘time-machine’ transporting back to 1960s London and the ‘birth’ of one of our beloved and most endearing British characters, and favourite of the late Queen Elizabeth ll. The car is said to drive and run well, testimony to its regular services, having been always garaged, Ziebarted when new and further undersealed in 2000. Classic cars of this era often benefit hugely from such a length of single-ownership, and are special because of it, often in unrepeatable condition, having been lavished with much care and love due to such a strong association. With amazing provenance, originality, verifiable mileage, and a direct link back to the heart of Swinging ‘60s London, plus having the original Paddington Bear and his creator onboard, this really is a special Mini, and manages to epitomise the creative and quirky British character all in one place. This Mini is accompanied by an original Paddington Bear famously made by Jeremy Clarkson’s mother, Shirley Clarkson.

2010 MINI Cooper S JCW World Championship 50 Edition: With just 32 miles on the odometer, this is possibly the lowest-mileage Mini John Cooper Works World Championship 50 (WC50) offered to market, a true collector’s example. The World Championship 50 (WC50) was a special edition of the British icon, commissioned to commemorate the back-to-back Formula One success of the Cooper Cars racing team in the 1959/60 Constructors’ and Drivers’ World Championships. It’s one of the rarest Minis ever built, with this car being number 22 of just 250 examples produced worldwide (100 for the UK). Under the bonnet sits a twin-scroll turbocharged 1.6-litre engine producing a remarkable 211bhp, coupled to a slick, six-speed manual gearbox. John Cooper’s son, John Michael Cooper, came up with the idea for the JCW World Championship 50 edition. It was his suggestion to apply the original Cooper Racing Team colours of Connaught Green for the body and Pepper White for the roof and bonnet stripes, where his signature marks his involvement in the project – in addition to his signature on the dashboard. The exterior features a full JCW aerodynamic kit consisting of front splitter, front brake ducts, aero bumper with front fog lights, aero grille with black surround, vented side skirts, rear aero bumper and spoiler. The chrome JCW twin exhaust provides the characterful low-level burble, with increased resonance when in Sport mode, giving the car a more dynamic persona with enhanced throttle and steering response. It’s adorned with a carbon bonnet scoop, carbon mirrors, carbon boot handle and a carbon exhaust diffuser surround, as well as heated front and rear screens, and heated mirrors. Bi-xenon headlights with black interior reflectors are accompanied by genuine MINI spotlights in black. Dynamic Traction Control and the Electronic Differential Lock Control system are fitted as standard, enabling a switchable setting driving experience to unlock a more dynamic character when accelerating out of tighter corners. Moving inside, with keyless-entry and start, the cabin is trimmed in Carbon Black leather upholstery with Rooster Red accents and stitching. The interior is race-inspired with a carbon-fibre dashboard, JCW carbon door grips, John Cooper signature plaque, and chrome pedals. #22 is also fitted with a 6-disc CD changer, auto AC, integrated SatNav and a Harman Kardon Hi-Fi system. The cars production number (22) is shown on the chrome side scuttle panels along with JCW badges on the front and rear. Delivered new to BMW Dick Lovett Bristol and registered on the 5th January 2010, Number 22 has remained with the current keeper within their private Collection ever since. Naturally, it’s accompanied by the dealer book pack, owners’ manual, and guides etc. exactly as it left the showroom. This special edition combines rarity, performance and historical significance, and may well turn out to be a worthwhile investment.

2005 MINI Cooper World Cup Edition: The car presented here is very interesting indeed – looking past the standard Cooper model, spec and colours (115bhp, 1.6-litre engine driving the front wheels via a 5-speed manual gearbox, black leather/cloth interior, air conditioning, electric windows/mirrors and Chilli Red paintwork complete with white bonnet stripes and roof finished with the flag of Saint George) and even past its incredible ‘as new’ condition, and even further past its single-owner status and amazingly-low mileage of just 59 miles, this is rather special. This is one of only five examples officially commissioned for Martin Johnson’s testimonial year, and released in celebration of England’s victory over Australia on 22nd November 2003, to win the Rugby World Cup – with all 22 squad members’ hand-written autographs adorning the roof (reassuringly, a lacquer was originally applied to the roof to protect the autographs). Accompanying the car is the original owner’s book-pack, purchase paperwork, two keys, and the Logbook of Authenticity, again complete with the England squad signatures. We understand this Mini was originally sold for £90,000 at auction, so is guided attractively here. This autographed Mini Cooper ‘Rugby World Cup Edition’ represents an exciting opportunity for any collector of limited-edition Minis or a serious rugby fan. Perhaps the ultimate piece of memorabilia for any sport/motoring fanatic, this car marks an amazing achievement by what is considered the best-ever England rugby team.

2000 Mitsubishi Evo VI RS Sprint: The Mitsubishi Lancer Evolution was launched by Ralliart, Mitsubishi’s rally car division, for the 1993 season and literally evolved over the years into one of the most successful rally cars of its era. By January 1999, the Lancer legend was already well established; the outgoing Evo V had proved its might, providing immense attitude, performance and tuning potential. The Evo VI used the same four-door bodyshell, four-wheel drive chassis and fantastic turbocharged powerplant packing a 276bhp punch. But now the Evolution was, at last, officially available in the UK, priced £25,940 through Ralliart dealers in GSR trim. It offered supercar-slaying statistics of 155mph top speed and sub-five second 0-60mph sprint. At its heart was the familiar 4G63 engine, now improved for durability and including new pistons with oil cooling channels, bigger oil cooler and intercooler. Likewise, the Lancer’s basic underpinnings remained, with trick AYC (Active Yaw Control), 320mm Brembo four-pot front brakes (300mm rear) with new 7.5×17′ OZ wheels. The suspension was revised, with forged front arms and knuckles to reduce unsprung weight. Even the bodyshell was stiffened, with thicker steel and extra spot welds. Love or loathe the styling, you can’t deny an Evo VI looks purposeful. Its massive motorsport-spec front bumper now housed a wider mouth, with revised spot-lamps and offset number plate. Regular Evo side-skirts remained, but a new twin-blade rear wing was used to meet WRC regulations. Meanwhile, the GSR interior included black Recaro seats, climate control and blue gauges. By 1999/2000, such was the UK-demand for more potent incarnations, a series of ultra-hot, ultra-rare Evos were made available, including several Ralliart-built UK cars like the 320bhp RS Sprint, 340bhp Extreme, RSX (RS spec plus some GSR trim) and 380bhp RS450. The car presented here is a 2000 Mitsubishi Lancer Evolution VI RS Sprint, being #001 of just 12 examples produced (a plaque on the lower dashboard denotes this), being fully (officially) fettled by Ralliart UK. As a Ralliart-tuned, limited edition rally icon (in appropriate Scotia White paintwork) it is hugely sought after; powered by a turbocharged 2-litre inline-four, tweaked to produce 330bhp (tuned by Ralliart, now featuring a titanium turbocharger, a modified ECU, ARP Racing conrod bolts, a HKS exhaust system, and a HKS air filter) coupled to a 5-speed gearbox and a limited-slip differential. It also features shorter gear ratios and a quicker steering rack, while the A/C, electric windows, electric door mirrors, central locking, and rear wiper have been omitted to save weight; it is fitted with the optional OZ Racing ‘GSR’ wheels and a twin-plate clutch. The car is accompanied by a comprehensive maintenance history, including a full service and underside restoration in 2021, and a major timing belt service with CPP Motorsport in October 2019, its original Owner’s Manuals, spare key and Bill of Sale, along with correspondence to the original customer, and eight x MOT Certificates.

2004 Mitsubishi Evo VIII: With a genuine recorded mileage of just 36,400 miles, this Mitsubishi Evo 8 #0466 was originally bought to the UK by Mitsubishi Reading/Ralliart in 2004 before ownership transferred to its one and only private custodian in October 2005. It is fresh to market and in very original condition, with only minor alterations from new, all sensibly carried out so that they can be easily reverted if required, as the factory parts have been retained and will accompany the Mitsubishi at point of sale. The front splitter has been replaced with a carbon fibre item, and the coil-over shock absorbers have been swapped for more compliant items. Having been in storage for almost 14-years due to bereavement, the Evo has now been recommissioned as required, and has recently been presented for an MOT inspection, passing without any noted advisories. The original book pack is present including the service book with a complement of Ralliart service stamps completed prior to the extended period of storage, various invoices, the spare key and Trakker information. A rare, rally-inspired performance icon in superb condition with exceptionally low-ownership which will make a welcome addition to any performance-related Collection, but is also docile enough to be pressed into day to day action should you be that way inclined. It is very seldom that we see a performance car of this nature that has covered just over 36,400 miles yet remains in such excellent condition.

1959 NIKE Formula Junior: The late Ken Nicolls was a talented and creative engineer, passionate about motor racing and the man solely responsible for building Nike competition cars from 1959 until the early 1980s. To quote his daughter, Carole, who still hill climbs one of his early Formula Fords, ‘We used to spend a lot of time at hill-climbs and sprints with dad: he wouldn’t come out of the workshop unless it was to go and watch something ‘racing’. Between 1960 and 1980 we think he built 100 cars. We were based at Bideford in Devon then. There was a Formula Junior, which is still running, a sports-racer, then Formula Vees and then he went to Formula Ford. The Mk4, the Mk6 and Mk10 were all Formula Fords. There was a one-off Formula 5000 and more sports-racers.’ This superbly-presented 1959 Formula Junior was Ken’s first proper customer car and, not surprisingly, has become known as the Mark 1. The chassis was based on a Cooper F3 with the wheels/hubs/brakes taken from a Cooper Bristol  (the original parts are claimed to be from Mike Hawthorn’s Cooper Bristol but this can’t be confirmed). It was built at the end of the front-engined period in Formula Junior and was Ken’s only FJ car. It’s race history in FJ is unknown but it’s believed to have raced in Monoposto later in period. Moving forward some 50-years, the car was found and recovered by Duncan Rabagliati and Peter Denty in 2011. Peter immediately began a full restoration to his normal high standards, and the Mk1 returned to the circuits when it made its debut at the 2012 Goodwood Revival with Duncan at the helm. It took part in various races between 2012-2015, driven by James Denty and Duncan prior to being purchased as a rolling chassis in 2016 by Simon Goodliff. There followed a number of outings in FJ championship races (always in the top five) through to 2022 including the Goodwood Revival in 2021 (fifth overall and a best of 1:30.5).

1997 Nissan Skyline GT-R R33 V-Spec: We believe the next GT-R to catch the wind is the R33 GT-R V-Spec Series III in its final evolution in 1997. The V-Spec stood for Victory Specification, referencing the car’s upgrades that bought so many Group N and Group A race victories. Besides the mechanical upgrades for racing that included new oil coolers for the engine gearbox and the revised differential, the V-Spec featured a larger front spoiler, Xenon headlights, reversing lights and red stitching in the cockpit. We are proud to offer this R33 GT-R V-Spec late-Series III in Motorsport White. It was imported here in mid 2021 and our vendor is the first UK owner and has enjoyed the GT-R for only just over a 1,000km, having formed part of his Collection. With the exception of the 18″ centre-lock style wheels, it’s a very original example with all the correct paperwork from Japan and, importantly, it’s supplied with its BIMTA Certificate confirming the very low-mileage of 35,750 (57,200km) and part-Japanese service history. The car’s appearance is enhanced by some Nismo goodies including floor mats, a gearshift knob, fuel filler and the oil filler cap. It benefits from a recent wheel refurb with a set of new Michelins, a very recent MOT with ‘No Advisories’, and a full service including belts and fluids by Japanese specialists, Autotorque, in Bicester with an invoice in the history file for £1,700. Very few of these late-Series III V-Spec cars in original condition come to market and, with the soaring values of Japanese Domestic Market cars and GT-R R34s achieving substantial amounts, the R33 V-Spec will surely follow suit.

2014 Nissan GT-R: Offered here is Gran Turismo winner, Jann Mardenborough’s, actual Nissan R35 GT-R, which features in the big screen film Gran Turismo, due for global release this August, and as raced by him as one of the Nissan GT Academy winners. Traditionally, cars showcased in big-budget movies do not become available for sale, as the film company retains them for promotional PR duties and sequels. As well as featuring heavily in the film central to Mardenboroughs journey, he raced this car in real life when the car was active as a Nissan Europe’s Works car. Purchased by RJN Motorsport in 2014, it had a major upgrade to the 2015 Nismo specification before entering into a full race program as a factory car entered by Nissan GT Academy Team RJN. The GT-R had two excellent results in the Nurburgring 24HRS with a ninth position in 2015 and an 11th place in 2016 in a well-documented, epic battle with Bentley for tenth and 11th place. Besides Jann Mardenborough, our GT-R GT3 was driven by other GT Academy winners including included Ricardo Sanchez, Gaetan Paletou, Lucas Ordonez and Matt Simmons. It also competed in GTs with Alex Buncombe, Struan Moore and Autosport Award-winner, Matt Parry, driving. It was subsequently sold to Graham Tilley who achieved several excellent results in GT CUP in 2019/20 before being purchased by our vendor, who incidentally was responsible for starting the whole Nissan GT Academy, and whose role in the film is played by Orlando Bloom. R35 GT-R 8A01 was fittingly prepared for its film duties by RJN Motorsport and subsequently was fully checked over back in the workshops prior to a final shakedown on April 24th 2023. The Nissan R35 GT-R GT3 can be raced in many championships globally, it would be a great fit in the UK with the GT CUP

1962 Ogle 1000SX: The Birmingham-built Austin Mini is universally acknowledged as one of the best cars ever created – a ground-breaking vehicle that was the blueprint for virtually every stylish, small and affordable car that has come along since. But the clever transverse engine, front-drive layout, simple floor pan and a wheel at each corner opened up a raft of possibilities for small-batch manufacturers, particularly with the arrival of the Cooper and Cooper S-engined cars from 1961 onwards. A whole host of small GTs, sports cars, roadsters and fun cars made an appearance, mostly disappearing after a handful of examples had been built but a few made a lasting impression, and continue to be sought after today including the Broadspeed GT, Mini Marcos, Mini Jem, Unipower GT, Cox GTM and the Ogle SX1000. While most companies building Mini-based cars sought to increase performance, David Ogle went in search of luxury. The SX1000 was easily one of the best resolved designs of its niche and used the complete floorpan from the Mini (Van) rather than just the subframes and an independently designed glassfibre body utilising the windscreen from a Riley 1.5 was bonded onto this. The car caught the attention of the Mini’s maker and, uniquely for a ‘special’, BMC supplied brand new components to Ogle. Whilst the pure conversion cost £550, the price for a complete vehicle was £1,190, meaning that the Ogle SX1000 cost twice as much as a Mini Cooper S and actually weighed a tad more, however, despite this, things were going pretty well for Ogle Designs, with over 60 cars completed when company founder, David Ogle, was sadly killed at the wheel of an SX1000 Lightweight on the way to a race at Brands Hatch. BMC accordingly withdrew its support, and the SX1000 was wound up after 68 cars had been built. The moulds were sold to Fletcher Marine and the project moved on to become the, less handsome, Fletcher GT. In 1963, prior to David Ogle’s untimely demise, he and fellow director, famed racer Sir John Whitmore, decided that a State to State marketing tour of America was the way forward. The car on offer here #MO/62/037 fitted with a 998cc Cooper unit was suitably tuned and prepared for the trip and shipped to the US. Sadly, the trip was a complete failure and Sir John was forced to sell the car to fund his air fare home. Whilst in the US, #MO/62/037 was used in local sprints and SCCA events, before passing through the hands of a few dealers, and eventually becoming the race car of one Mr and Mrs Gretkorp in Florida. They had a great assortment of race cars, including the Paddy Hopkirk, Sebring-winning Mini Cooper S. The Gretkorps kept the Ogle for over 25 years before it, and the Cooper, were sold to an arch enthusiast in Cincinnati. The Cincinnati owner only wanted the Cooper so the Ogle was sold to its present owner, our vendor who is a UK-based enthusiast. After arriving on these shores, it was treated to a complete restoration and rebuilt to fully correct, period racing spec with a roll-cage, hi-back drivers seat, extinguisher, etc. and retains, vitally, its correct 998cc Cooper engine. The work and SCCA records, as well as its history and place in the global Ogle register are noted in the history file, along with photographs of it competing in the USA and during restoration. During his ownership, our vendor has used the car at Castle Combe, Blyton Park and Curborough amongst other venues, and it has been carefully maintained by Acespeed in Yorkshire. One of only a dozen or so left, this is an interesting car with an interesting story, a rare opportunity.

1984 Opel Manta 400: In mid-1983, as part of GM’s continued International Motorsport branding effort, Opel officially made the transition into Group B from the Group 4 Ascona B 400 with its upgraded, sister car, the Manta B 400. Opel’s use of a conventional rear-wheel drive production car would, however, render it almost instantly obsolete when faced with the four-wheel drive, money-no-object Group B competition from other major manufacturers. Unlike the Ascona 400, the Manta made full use of Kevlar body panels; the front panel, front wings, hood, doors, rear arches, boot lid, spoiler and even headlight holders are all made from the lightweight material, saving a total of 80 kg. It was also a bit longer and lower and, to further help distribute the weight, the engine was moved back around six cm. With a raft of further improvements, the Manta 400 was ultimately more competitive than its predecessor, however, in its inaugural 1983WRC season, the Manta was instantly outclassed and could only watch the fight between Audi and Lancia without being able to truly impose itself. The only highlight was a third-place podium finish at that year’s RAC Rally in the capable hands of Jimmy Mc Rae. The Manta B400, however, proved to be a major contender in national rallies where the level of competition was more even and featured similar machinery. This was particularly the case in the British, Irish and German National Championships where local star drivers like Jimmy McRae, Russel Brookes, Austin MacHale and Erwin Weber won their share of titles whilst driving Mantas. We are delighted to have been asked to offer this very special 1984 GM Dealer Sport Opel Manta 400, a rare and storied rally car with an impressive history. Chassis number #RM 25, registered WIA 5958, was owned and driven by Jimmy McRae, accompanied, mainly, by navigator Mike Nicholson, from brand new in 1984 to 1987. A busy and successful 1984 season, included a fourth at the Castrol International Welsh Rally, a second at the Scottish and a third in Ulster, culminating in a win at the Rothmans Manx International Rally. Consistent scoring throughout the season resulted in 5958 and Jimmy McRae taking the 1984 British Open Rally Championship beating Hannu Mikkola and Russel Brookes. Having undergone a full restoration and a nut-and-bolt rebuild by the esteemed Chris Berbeck Rally Team, this Opel Manta 400 is now presented in superb condition, finished to a very high level with remarkable attention to detail. Formerly owned by Peter Smith, it has been in the current cherished ownership since 2022. This is an important piece of British rallying history from a time when Group B was, temporarily, changing the face of World Rallying and here at home, the British Rally Championship was enjoying much success. It’s also a part of the success story of the versatile and talented Lanarkshire lad, Jimmy McRae, five times British Rally Champion, including 1984 when he collected the laurels using this very car.

1973 Porsche 914 2 litre: Designed as a joint venture between Porsche and Volkswagen, the car suited both companies, with Porsche looking for a new two-seater sports car, and Volkswagen needing a replacement for their Karmann-Ghia sports coupé. The 914 was also called the VW-Porsche 914 but effectively was an entry level Porsche at an affordable price. The modern, mid-engine two-seater featured pop up headlights and a removable centre section ‘Targa’ roof which clipped neatly out of the way to the underside of the boot-lid when you wanted fresh air. In its earliest form, the 914 was powered by a fuel-injected 1.7-litre flat-four engine, based on the Volkswagen air-cooled power unit, developing a modest 80bhp and, to counter this, the engine was mid rather than rear-mounted, ensuring the little 914 was blessed with excellent handling, aided by an all-round independent suspension. In 1973, the 1.7 was joined by a 2.0-litre flat-four. The owner prior to our vendor imported this rare little left-hand drive Porsche which had undergone a full restoration in California. When it arrived in 2020, although generally pleased with it, he felt it was the wrong shade of green despite looking correct on the images that he had been sent. He has a keen eye for detail and is in the classic car restoration business, so after looking at it for a while he decided that even though it looked smart and was perfectly saleable, it wasn’t the Ravenna Green that Porsche had painted it. There was no choice, so back to the metal it was, and on went several coats of Ravenna Green (65K-3310), some Raptor underbody protection and the result is simply stunning. The interior, however, had been retrimmed during the restoration and was excellent. It’s finished in black vinyl with perforated vinyl to the centre of the seats and door cards, with retrimmed dashboard and carpets. There is no heater box fitted, the controls are there but the heater flap boxes had been removed in the USA, the thinking being that a heater doesn’t get a lot of use in California, and it’s just extra weight that’s not required. Our vendor didn’t plan on using the car in the winter here so he felt there was no point in re-fitting them. The car sits on very attractive chromed steel wheels wearing a decent set of Falkens. Recent work includes new shock absorbers, valve guides, exhaust value seats, and cam followers in 2022, and a new exhaust system has just been fitted. The indicated mileage is 35,135 which is obviously not warranted but it doesn’t really matter with a restoration of this quality. 2-litre 914s are now quite rare and have started to become rather cool. This superbly-presented example, finished in what became known in the trade as ‘Ravishing Green’, is very sensibly guided and we welcome and encourage any inspection at the Silverstone Festival.

1995 Porsche 928 GTS: In terms of the 928, in 1989 Porsche moved the game on with the even more powerful 928 GT which, with a top speed of around 170mph, was the Stuttgart firm’s fastest production car at that time, before launching the model’s ultimate incarnation, the 928 GTS. Introduced at the Frankfurt Motor Show in 1991, the latter boasted a 5.4-litre engine producing all of 345bhp and automatics were fitted with the much faster-responding Dynamic Kickdown gearboxes setting them apart from the previous models. Externally, the GTS differed from the S4 with its new style of alloy wheels, flared rear arches and a body-coloured rear spoiler. What Porsche was not advertising when the 928 GTS was released was the price, which was amongst the most expensive cars on the road at the time. This severely hampered sales despite the model’s level of competency and long standard equipment list. Porsche discontinued the GTS in 1995 after selling only 2,904 examples in total, which at the time was a problem, but in 2023 makes for a rare and incredibly desirable model. This lovely Porsche 928 GTS automatic, finished in Polar Silver with a Midnight Blue Leatherette interior, is certainly one of the best that we have seen of these immensely capable Grand Tourers. Supplied new by Lancaster Porsche Cambridge, it has only had two owners prior to our vendor and has covered just 40,639 miles. It’s supplied with a service book boasting nearly 20 stamps from either Porsche Main Dealers and latterly a Porsche specialist. The most recent full service included front brakes and the invoice amounted to a substantial £7,148.10. The MOTs go back to 2006 with the odometer reading 30,746 miles at that point. This stunning GTS has led a coveted life which is reflected in its remarkably fresh appearance. Very few Grand Tourers match the timeless looks and the quality that Porsche obviously put into building these long-legged, front-engined GTs.

1983 Porsche 911 SC Targa: In 1978, Porsche introduced their latest development of the 911, christened the 911 SC, with the ‘SC’ standing for Super Carrera. Powered by a 3-litre, six-cylinder engine with Bosch K-Jetronic fuel-injection and a 5-speed 915 transmission, power output initially was 180bhp, subsequently 188bhp and finally, in 1981, it was increased to a heady 204bhp. The SC Targa was also launched in the same year, and by the end of production in 1983, some 15,682 Targas had been delivered worldwide. It is generally accepted that the UK-market made up about 10% of Porsche sales during this time, and subsequently those high-mileage cars that did survive the salted roads of winter commuting are incredibly scarce and are no strangers to a welding rod or a paint gun. Whilst rarely found, very low-mileage UK-supplied Porsches of this period often show signs of rectification works to remedy long-term storage under damp blankets in drafty garages. The ‘Holy Grail’, therefore, for any British Porsche enthusiast, is a sub-10,000 mile low-production C16 car stored in a temperate climate and exercised under sunshine. The Channel Islands are therefore the perfect, but very scarce, source for UK-supplied low-mileage Porsches with their limited road networks and the warm weather that enabled Jersey to retain its title as the sunniest place in the British Isles. This leads us nicely to this fabulous Porsche that was amongst the first to be built in the final months of production for the SC Targa in 1983. The accompanying Porsche Certificate of Authenticity confirms that the car was supplied under option Code C16 in Guards Red with recoil bumpers, forged alloy wheels, rear wiper, electric aerial, three speakers, black rubber sports shock absorbers and stabilisers to the front and rear. Interestingly, whilst earlier SCs sold in the UK could be specified with the Sport Group Package (UK) which added stiffer suspension, the rear spoiler, front rubber lip and black Fuchs wheels, this car appears to have many options as standard, perhaps as an aid to boost sales ahead of the launch of the 3.2 Carrera a year later. The brown leatherette interior is complemented by the seat inlays of brown checked velour, commonly referred to as Pasha. The car was supplied by Jersey’s Porsche dealer, Jones’ Garage, to a Mr Bisson on 12th July 1983 and registered as J11875. The accompanying Jersey Registration Book confirms the re-registration of the Porsche by Mr Bisson on 15th September 1989 as J32911 and the car was last taxed in 1992. The booklet also bears a DVLA stamp dated 30th October 2015 just prior to the issue of the V5C bearing HBA 949Y to Hexagon Modern Classics of London on 1st November 2015. Hexagon, having been an official dealer in 1970s, are respected for the quality of the classic Porsches they sell and are noted in particular for low-mileage examples. Following recommissioning works, the car went on display on their stand at the 2015 Classic & Sports Car London Show, the odometer reading was confirmed as being 8,100 miles at the time. On 26th August 2016, the car received an advisory-free MOT and the mileage stated at the time was 8,635 miles. The car was subsequently sold to a Mr Dickie on 20th October 2016 who remains the car’s second UK-mainland keeper. With Mr Bisson listed as the car’s owner in the 1989 issued Jersey Registration Book, which was used to confirm the car’s history by the DVLA, the evidence supports Mr Dickie’s status as the car’s second private owner from new. Having been correctly stored but not driven since, the car’s second MOT since 2016 was issued on 15th May 2023 with an odometer reading of 8,647 miles and later trailered to and from Porsche Centre Cardiff for a service that cost £1,869. It’s offered to auction with the aforementioned Jersey registration, service book and current V5C. Fully matching numbers, the car presents beautifully today. The painted underseal inside the wheel arches appears to be factory original, as evidenced by exploratory tests, both option code stickers are present, as are the two locking keys for the roof, which has had its perished inner foam lining re-trimmed. A superb example of the very desirable 911SC Targa.

1987 Porsche 930 Turbo 3.3 litre: Much of the Porsche 911’s development can be traced back to its racing program at the factory. The catalyst for the creation of the legendary 911 Turbo, known as Project 930, came from the Group 4 Homologation regulations of that era which required the production of 400 road cars, inspiring the birth of the iconic 911 Turbo. Starting its production run in 1975 and lasting until 1989, the Turbo married a KKK turbocharger with the 3-litre Carrera RSR engine used in road trim. This powerful combination delivered an impressive 260bhp, allowing the Turbo to reach a top speed of 155mph. In 1978, the engine was enlarged to 3.3-litres, and an intercooler was added, resulting in a power increase to 300bhp and a top speed exceeding 160mph. It already held the title of the fastest accelerating road car of its time, and the enhancements made it even more formidable. But speed wasn’t the only aspect of the Turbo that left enthusiasts in awe; it was also remarkably versatile. Despite having only four speeds in the gearbox, the Turbo could achieve 100mph from a standstill in just 14 seconds. Its distinctive flared wheel arches and tea tray rear spoiler had been seen on the Carrera model before, whilst the interior set new standards for luxury in a 911, leather upholstery, air conditioning, and electric windows making it the best-equipped version yet. Offered here is a right-hand drive, UK-supplied by Cooper Exeter in Devon, C16, 3.3-litre, 4-speed manual gearbox example that’s finished in the rare colour of Lagoon Green Metallic (L35Y) with a black leather interior. Lagoon Green under most lights looks more blue than green, think of it as a very light metallic turquoise. It was available on the 911 Carrera but not the Turbo. At the time of purchase, back in 2001, our vendor noted that this was the only 930 Turbo registered in the UK in this colour and that’s believed to still be the case. Purchased with 72,000 miles on the odometer, and now showing just 83,420 miles, the car was bought on recognition of the quality of its condition. It’s been the pride and joy of its long-term custodian of 22-years and is in simply wonderful condition with a full service history documented in a large lever-arch folder, including a Certificate of Authenticity from Porsche GB in 2015. It has recently been serviced by Parr, including a glowing report in January 2023. There is a huge amount of detail in the history file dating back to its original purchase order, which makes for exceptionally pleasant and reassuring reading. Offered directly from our enthusiast vendor following his long-term ownership, he now feels it is time to move the car on to its next custodian. Having covered just 11,500 miles since 2001, this 930 has been undeniably looked after, and represents a wonderful opportunity to own a highly useable example of one of these iconic German coupés in one of the best colour combinations we’ve ever seen on a 930 Turbo. With the market for these cars continuing to gain strength, we are delighted to offer this classic supercar that could well prove to be a rather shrewd purchase.

1978 Porsche 911 SC: In 1978, Porsche introduced their latest development of the 911, christened the 911 SC, with the SC standing for Super Carrera. Powered by a 3-litre, six-cylinder engine with Bosch K-Jetronic fuel injection and a 5-speed, 915 transmission, power output initially was 180bhp, subsequently 188bhp and finally, in 1981, it was increased to a heady 204bhp. 1979 was the year that Porsche had envisioned that their new 928 would replace the 911 (we are still waiting for that to happen), however 911 sales remained so strong that Porsche revised its strategy and decided to inject new life into their core model. Having been acquired by our vendor a few years ago, this stunning SC was treated to a total strip down, and has been the subject of a total nut and bolt rebuild by him. Having always admired the 1970s Martini cars, the decision was taken to finish his Grand Prix White SC in Martini colours. A wide-body kit and an RS rear spoiler were added to the mix, and when those iconic Martini stripes were added, the result, as you can see, is stunning. During the restoration, the engine was fully rebuilt and the gearbox overhauled, the car was rewired, and the refurbished five-blade Fuchs alloys were treated to some new rubber. Since the rebuild was completed the car has only covered a few miles and has been kept in private storage. Thousands of man hours have gone into this build and, with the initial cost of the car, our vendor has invested over £100,000 which makes today’s guide seem very sensible. It’s supplied with a detailed history file dating back to the 1980s and contains a full set of photographs detailing the works completed adding to the car’s provenance. This is a very special 911 that is guaranteed to turn heads wherever it goes.

1993 Porsche 993 Turbo X50: Intended for drivers who demanded top performance, the 993 Turbo was first launched to the world in September 1985, where in Germany it was voted Sports Car of the Year by Auto Motor and Sport magazine. A sensation when it was launched, the 993-series Turbo was based on the Carrera 4; it was very clear that the 911 Turbo was conceived and built by motorsport enthusiasts. Three developments contributed to its tremendous performance; the engine had low inertia turbos, the transmission had six close-ratio speeds, and of course it came with four-wheel drive. At least 5% of the engine’s power is permanently applied to the front axle and the ratio will increase to 40% under extreme driving conditions. Combined with bigger brakes, fatter tires, a wide body and lower stance, the 993 Turbo was one of the fastest cars on the planet. With all four wheels helping to evenly distribute great handfuls of power, 0-60mph was dispatched in a staggering 3.7 seconds, 100mph whistled by in a further 5.7 seconds, and the linear forward thrust continued until the speedometer needle had said goodbye to 180mph and you were on conversational terms with the horizon. The addition of the X50 power-pack with the use of larger K24 turbos and intercoolers, a revised ECU, and a freer-flowing twin-pipe exhaust, meant that the maximum output rose to 430bhp. The X50 power upgrade measurably improves the 993 Turbo, and the car is far better at being civilised and coping with everyday driving conditions than its competitors. The car presented here is a 1997 Porsche 911 (993) Turbo Coupe, a UK-market/C16 example, manufactured on 16th June 1997, and supplied with the factory-fit X50 upgrade. On top of all the standard Porsche options, this car was further highly-specified – X79: Turbo S side air vents of rear wings, 373/374: sports-seats, X45: instrument dials in interior colour, 408: 18-inch Techno-Rad wheels, showcasing yellow brake calipers (XRF) and X54: oval stainless steel tailpipes, plus numerous interior carbon/aluminium accents. Believed to be commissioned through Porsche’s ‘Exclusive’ Manufaktur department, this 911 Turbo also comes with genuine Porsche front and rear GT spoilers, typically found on the 911 Carrera RS and GT2 models, which we believe were professionally installed by the delivering Porsche dealership. In distinctive – and ‘oh so Porsche’ of the 1990s – Pastel Yellow paintwork, this special car has covered just over 46,000 miles with its two previous owners. Its third owner, our vendor, has lovingly been its custodian since 2006. He has only used the car sparingly, having it professionally stored when not in use, and has ensured it’s accompanied by a large history file of paperwork showing diligent upkeep and servicing. This superbly-presented and very well equipped X50 993 Turbo is a wonderful example of the last of the classic, air-cooled 911s, and would reward any inspection.

2012 Porsche 997 Turbo S: The facelifted version of Porsche’s 997 Turbo was unveiled at the 2009 Frankfurt Auto Show. It was fitted with a completely new 3.8-litre engine generating a maximum power output of 530bhp, thanks to revised Borg-Warner variable turbine geometry (VTG) turbochargers, whilst the optional 7-speed PDK dual-clutch gearbox replaced the Tiptronic. With PDK and the optional Sport-Chrono package, which includes the availability of electronically controlled launch control and an over-boost function for temporarily increasing the turbo-pressure, Porsche claimed the 911 Turbo would accelerate from 0-62 mph in 3.4 seconds on its way to a staggering 194mph. Porsche has traditionally raised the appeal of the 911 Turbo during the latter part of its lifecycle with a heavily-optioned S model, and the 997 Turbo is no exception. The twin-turbocharged 3.8-litre engine of the regular Turbo model was subtly tweaked to boost performance and received a nominal 1.0 bar of boost (against 0.8 bar on the standard version) along with lightly modified turbocharger vanes and a carbon fibre air manifold endowing the S with 530bhp and a continuous (not over-boosted) 516lb/ft of torque. That’s 30bhp and 37lb/ft more than the standard Gen II Turbo, resulting in a class-leading (at the time) 0-62mph in 3.1 seconds, although the top speed remained unchanged. Finished in Carrara (Marble) White with contrasting black leather and the Sport Chrono Package, this Turbo S will ultimately be seen as an engineering masterpiece. It represented the ultimate in performance with sledgehammer acceleration and an engaging drive. If you had to reverse-engineer back to a driving experience second to none, you would stop in 2010 with the Turbo S. Matched to that, add superb reliability and drivability and you have probably the most involving Porsche to date. Supplied new by the Porsche Centre Edinburgh, it comes complete with its dealer book pack, a complete service record and both keys. It was last serviced in September 2022 by Porsche Centre London and has covered only 200 miles since then, with a total mileage of only of 34,198.

1989 Reliant Scimitar GTE Middlebridge: Following the demise of the Reliant brand in 1986, the beloved Scimitar GTE looked destined to disappear in to automotive history. When the rights to the model were acquired by Middlebridge Engineering in 1987, they set about changing the car into the vehicle it always should have been making more than 450 modifications. Some of these were minor but others, such as the installation of the more modern Ford 2.9-litre V6 engine and a five-speed manual gearbox from the Granada/Scorpio (an automatic gearbox was also offered) gave the car a top speed of 140mph in addition to vastly superior driveability. They were fitted with 15-inch alloy wheels and modified suspension for better ride and handling and the cars looked more modern too, thanks to body-coloured bumpers and a revised interior with more equipment. A galvanised chassis, in lieu of the original’s mild steel, made them all but rust-proof thanks to that gorgeous fibreglass body. These changes transformed the car, however, sadly they did make it rather on the expensive side and just 77 were sold. We are delighted to be able to offer Middlebridge Scimitar GTE #0001, the ‘Production Prototype’ that became known as ‘Number 1’. It’s well-known in the Scimitar world as it was the Motor Show Launch Car, the Press Car, and used by Dennis Nursey and Paul Kalwa for the official ‘Cannes’ South of France photo-shoot when it was driven to Cannes averaging 100mph where possible. A further trip to France by the same team on the 1989 Beaujolais Run kept Number 1 in the public eye and all of this generated lots of publicity but nowhere near as much as Number 1’s main claim to fame. Having been very impressed with the car at it’s launch, HRH The Princess Royal placed an early order and was allocated #00005. Middlebridge Scimitar Ltd. were running behind schedule with the car and loaned her Number 1 for a week. This was duly returned, however, her car was still not ready so the company loaned her No1 again for a period of six weeks this time. At some point during this period, she was enjoying Number 1 down the Fosse Way when she was pulled over for speeding by a local officer. Amazingly, having let her off, and reminded her of the local laws, he was then forced to pull her over the very next day for the same crime. Naturally, the national press made the most of it (a double page spread in Autofocus) and it featured in the evening news on television. Number 1 became the most recognisable car in the country for a day or two at least. HRH obviously took a bit of a shine to Number 1 as she chose the exact same colours and specification (Pearlescent Pine Green and Charcoal Velour/Leather) for her car, #00005. In fact the two cars remain very similar to this day apart from, being a prototype, Number 1 has some additional dials and pre-production fittings.

1986 Renault R5 GT Turbo: During the mid-1980s, the tenacious little Renault 5 GT Turbo was utilised for racing with great effect. In the 1990s, Renault specialists Prima Racing started racing in the Harlow race series for the cars that had previously competed in the Renault Cup Series. The latter was disbanded after a couple of years and ended up as BRSCCs SuperCup race series, with a variety of marques competing together. At this time, Prima Racing rented out their own car, so this example was bought from fellow Renault experts Mark Fish Motorsport. It was originally a Radbourne Racing Cup Car, being supplied by Renault in 1986, and badged Coupé (only the actual race cars were badged as such and were not road-registered). Prima Racing’s Tony Hart then competed in the car quite successfully, with several race wins and fastest laps. The car was then rented out to another driver for its last two seasons before, in 2004, Prima sold it to be used in sprinting/hillclimbing. It then changed hands again to another sprint racer before being acquired by Luke Wos (of WOSPerformance) who turned it back into a race car and used it for Future Classics 40-minute races, which were organised by his father. In 2015, in conversation with Luke, Tony bought the R5 back. Around this time, Tony was working with INRacing who specialise in historic cars, and he was subsequently drawn to the Legends series. He entered the car for the 2015 Portimão race in the October and the rest is history – winning the ‘Group A’ class at the first attempt! Over the winter, the car was upgraded to full ‘Group A’ specification and run in the MRL Historic Touring Car series until 2020, its last race at Silverstone, having notched up a class win at Donnington. The very capable car achieved several class wins in this series, as well as an Annual Class win. Tony shared the driving duties with Will Nuthall from INRacing, proving a very capable pairing in a well-sorted car. Further developed over its time in Legends, to where it is now, this plucky R5 it is now ready to go racing again. This fabulous car was previously offered by Silverstone Auctions back in February 2023, but unforeseen circumstances meant it wasn’t quite ready at the time of sale; I quote our vendor: ‘The engine is as good as you can get for a ‘Group A’-spec unit; I have had a problem with the cylinder block, recently discovering a hairline crack in it. This showed up after we had refitted the upgraded engine. So luckily, I have a spare block which has gone off for machining. I had taken the engine out originally to ‘top & tail’ it ready for racing season. At this time, I changed the camshaft to improve the spread of power and torque and have actually retarded its setting to do this. Hence, it needs to be re-mapped; I have also made it possible now to adjust the cam timing on the rolling road, which normally is impossible on a standard engine. We will be able to optimise the engine power/torque figures. I should have the block back in about 10 days time, and then it has to be put together and back in the car.’ This work has now all been completed; the engine is now fully refreshed with revised camshaft settings and a freshly machined cylinder block. It’s mapped for fuel mix 99/102 and giving 175bhp at low boost and 210bhp at high boost with great power/torque curves; recently tested at Donnington Park and is absolutely ready to go!

1986 Renault R21 Turbo: The car presented here is a 1986 Renault 21 Turbo (Phase 1), in left-hand drive built in Dieppe. It was supplied to Renault Holland for Michael Bleekomolen, the ex-F1 and F3 driver, and Renault stalwart, to use with some success in 1988/89 Dutch Touring Cars, being sponsored (quite infamously) by top-shelf magazine publishers, Penthouse (see historical images). Following this period, it was brought to the UK by GB Motorsport and Renault UK and prepared to compete in the Willhire 24-hour races, their first real foray into production saloon racing as a precursor to their commitment to BTCC. Subsequently raced by James Roseblade whose team continued with the long-distance racing theme supported by Renault UK. Then followed a period when the car was in storage. Our vendor, of Renault specialists Prima Racing, bought the car from the Renault Alpine Club UK in 2018 in an already partially-stripped state; his plan was to fully restore the car and race it in the Motor Racing Legends Historic Touring Car Series in ‘Group A’. He continued the car’s preparation and sent it to Custom Cages for a new roll cage and then to Pro-Alloy to have new intercooler, water radiator and header tank manufactured. Later in the restoration, Pro-Alloy also manufactured a 100-litre FIA fuel tank with revised ‘period’ quick-fill fuel system through the boot lid. The fuel system includes a swirl pot, lift pump, and two Bosch 044 spec fuel pumps. The car was then fully stripped out, the bodyshell stripped and blasted, modified to accept 8″-wide wheels on the rear, new fuel tank holder, sill stand tubes and new standard jacking points. The shell was then etched-primed and painted in its original black and silver livery. The underside of the car was given a protective coating. This year our vendor was obtained a DVLA Registration Document for the car which will help with taking the car abroad for events; it has only been used for two track sessions for testing and two demo runs at Shelley Walsh for the 2023 Classic Nostalgia.

1997 Renault Sport Spider: The idea for the Renault Spider was formulated in the early 1990s, in the midst of a revival, after a difficult second half of the 1980s, Renault wanted a car to promote as a sporting brand (similar to the Renault 5 Turbo from a decade earlier) and as a result the Spider was the first car to be produced under the new brand name of ‘Renaultsport’. The Renaultsport Spider started life as a futuristic concept car dubbed ‘Laguna Roadster’ that made its international debut at the 1990 edition of the Paris Motor Show. Public response to the Laguna Roadster was surprisingly positive, so Renault’s top executives attempted to make a reasonable business case for it. The project was a tough sell at first, few automakers can justify investing in a low-volume niche model, but it was finally given the green light for production in September of 1993. The Spider was intended to serve as both a racing car in a one-make series organised by Renault and as a slightly more civilized road car. The first prototypes for ‘Project W94’, as it was known at the time, were completed in mid-1994, and a concept version was presented to the public at the Geneva Motor Show in 1995. The car went on sale in late 1995, assembled at the Alpine factory in Dieppe. Designed from the outset as a driver’s car, the chassis was made of aluminium (combining low weight and substantial strength) clad in a GRP body. The gearbox and engine were one unit, transversally fixed in an oscillating hinge (an arrangement inspired by aeronautical design), which all but eradicated the interference of engine vibration with the chassis. The pedals of the Spider were adjustable as well as the seat so the driver could achieve the absolute optimum driving position. The heart of the Spider was a mid-mounted 2-litre, DOHC F7R four-cylinder engine which was borrowed from the Clio Williams and later used in the Mégane Coupé. Tuned to generate 148bhp and 129lb/ft. of torque, the 16-valve unit was linked to a five-speed manual transmission that sent power to the rear wheels. The 930kg two-seater sprinted from 0 to 62mph in 6.9 seconds and went on to a top speed of 133mph. According to the official production numbers there were just 1,685 examples of the Spider assembled in Alpine’s Dieppe factory from 1996 to 1999. Each car was hand-built from start to finish and took about 90-hours to complete, which partially justified its relatively high price at the time. The Spider model was unfortunately discontinued after only a year and a half of production. 400 LHD cars were produced as ‘saute vente’  with a wind deflector (instead of a windscreen) which created an air-screen in front of the driver. For the UK-market, a number of RHD cars were built with windscreens, but only 60 RHD cars were sold. The remainder of the cars were sold in the German market converted back to LHD with the addition of a driver’s airbag. The 1997 Renaultsport Spider presented here is one of those 60 windscreen-equipped, right-hand drive examples sold new to the UK-market and has covered just over 5,000 miles since new. It’s finished in the original three-stage Pearlescent Liquid Yellow paintwork – arguably a Spider’s signature colour. Incredibly original and still in ‘showroom condition’, there cannot be many better examples available. It has quite obviously has never seen any rain or winter roads, its condition being wholly commensurate with its low-mileage, fully backed-up by servicing records. It was supplied new on 16th December 1997 through Bailey’s of Hanley Ltd. (Renault) and is still accompanied by its owner’s book-pack, service book, numerous receipts and invoices, V5C, previous MOT Certificates, and both keys, as well as clear and weatherproof cockpit covers. It also retains its original ‘briefcase’ in the front luggage compartment which houses the locking wheel nut, spares, tow hook, and jack.

2003 Renault Clio V6 Phase 2: Once dubbed ‘The World’s Smallest Supercar’ by Evo Magazine, the Renaultsport Clio V6 255 remains a motoring oddity if ever there was one. Renault took a big, Laguna-derived, 3-litre V6 engine producing 255bhp and 221lb/ft torque, dropped it in the middle of the short Clio chassis, hooked up a rear-wheel drive system and mated it to a 6-speed manual transmission. If that wasn’t enough, it looks like they then injected styling steroids into the bodywork to give it that wide, aggressive stance and put it out to the world in 2001, with the Phase 2 being revealed as an even sharper variant in 2003. Early models had a reputation for spikiness on the limit, but the car became more refined with time and later, V6s managed to be both usable and better to drive than earlier models. Both guises (230 Phase 1 and 255 Phase 2) stand out on the road with levels of charm achieved by few other cars – and rising prices suggest the market didn’t take long to catch on to their value as drivers’ cars. At the time of its release, the Phase 2 was the most powerful hot hatch ever made. Only 1,309 Clio V6 255 Phase 2s were manufactured for the global market, with 354 supplied to the to the UK. A rare car with very limited production numbers, now becoming increasingly sought after. This Phase 2 joined our vendor’s Collection of landmark classic and sports cars in 2014 after being carefully sourced as a good, original example with a comprehensive service record. It has been correctly-maintained by both Renault main agents and marque specialists with the most recent attention, a major service completed in 2021, and very little use since. Currently indicating just 29,189 miles, the cherished registration number, V6 YCC, is included in the sale and the car has a current, clean MOT to July 2024. We are informed that it has always been correctly dry stored, performs as well as it looks and shows minimal wear, commensurate with the age and mileage. Born in an era when global manufacturers could sneak an interesting concept past the accountants and manufacture something totally outrageous, never to be repeated, as nowadays it’s far more important to be seen to be ‘green’ and profit fits further up the agenda than fun. Therefore, the Clio V6 ticks all the boxes for a devoted enthusiast or collector with real drivability, low production numbers, a growing cult following and an evocative design. TV presenter and now vegetable grower, Jeremy Clarkson, has stated that the Clio V6 is in his ‘Top Ten’ of all cars so, if you suddenly run out of onions, hop in this Clio V6 – there is no quicker way to get to the farm shop before it closes.

1965 Rolls Royce Silver Cloud S3 Drophead Coupe MPW:  The introduction of the Silver Cloud III and Bentley S.3 saw the marked the arrival of several contemporary design cues. Most obvious were the dual-quad headlamps, a lower hood and radiator shell, and smaller bumpers. The non-standard Vilhelm Koren-designed body for the S.2 cars built by Park Ward, who would later merge with H. J. Mulliner, pleased buyers so much that the design was adopted for the Bentley S.3 and its fraternal brother, the Rolls-Royce Silver Cloud III. It was felt that the horizontal twin headlights detracted from the overall presentation, so they were fitted on a slight slant. The new interior was updated with a padded cap rail above the fascia, separate front seats, and more leg room for front and rear passengers. The car’s weight was reduced by over 100kg, and performance was improved by fitting 2” SU carburettors and increasing the compression ratio to 9:1, resulting in a 7% increase in horsepower. Rolls-Royce enthusiasts agree that the Cloud III was the finest of the series and 2,044 were built, plus 253 on the long-wheelbase chassis. All coachbuilt cars were long-wheelbase and are identified by the letter ‘L’ preceding the chassis number. This car, chassis LCSC21B, is the tenth in the series and one of 79 Coachbuilt Silver Cloud examples, denoted by the instantly identifiable CSC in the chassis number. Production continued with the CSC series until March 1966, well after the Cloud-series ceased production. Documents show LCSC21B was shipped to its first owner, Gordon Carruthers, in Johannesburg, South Africa in 1964. It was the first Rolls-Royce drophead coupé ordered with air-conditioning, a necessity in the oppressive African climate. It was further equipped with power windows, a power-operated folding roof, a radio aerial, a second set of louder ‘Grande Vitesso’ horns for high-speed touring, and extremely rare for Rolls Royce, a tachometer. Johannesburg is located at 5,751 feet asl and is surrounded by ridges and deep valleys, so the car was naturally fitted with an altimeter. It was sold in 1978 to its second owner, a foreign correspondent based in South Africa. He shipped it to Europe for family holidays and then stored it in an automobile museum in Germany when he was assigned to Istanbul, where he felt this valuable car may not be safe. On his retirement, the car was shipped back to Johannesburg and in recent years, LCSC21B has resided with its third owner in his private Collection consisting mainly of this model. These days, discerning collectors are trending towards preservation rather than restoration, and an original, correctly maintained car may hold a higher value than the same car in restored condition, with open coachbuilt cars like this one bringing the highest numbers. Rolls-Royce Silver Cloud Drophead Coupés are sought after for both their form and function and, with a 0–60 time of 10.8 seconds and a top speed of 115 mph, they are delightful cars to drive and perfectly comfortable in modern traffic. There can be few more stylish ways to arrive anywhere than in a 1960s Rolls-Royce convertible and, in this lovely original condition, finished in a rare colour and sensibly guided, this stunning Silver Cloud III makes a lot of sense.

2001 Rolls Royce Corniche V: By the 1960s, Rolls-Royce had finally accepted that many owners might actually prefer to drive their own cars, launching the Silver Shadow with owner-driver comfort in mind, and no doubt appreciated by those chauffeurs still in service. The two-door convertible version of the Silver Shadow soon followed and has been without argument the most successful convertible ever produced by Rolls-Royce. First introduced in 1966 as the Silver Shadow Mulliner Park Ward Two-Door Drop Head 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. Whilst the coupé was discontinued in 1980, the Corniche Convertible was produced until 1995, remaining largely unchanged cosmetically, with a production total of 5,678 convertible cars. The purchase of Rolls-Royce Motor Cars Ltd by Volkswagen in 1998 may have raised a few eyebrows, but it secured the future of not just Rolls-Royce but also Bentley, a roaring success that surely would have pleased old W.O. himself. The licensing and production agreement between Volkswagen and BMW came to an end in 2003, and the two brands went their separate ways, with Rolls-Royce production moving to the new BMW-owned factory in Goodwood, launching the V12-powered Phantom later that year whilst Volkswagen spearheaded Bentley’s new chapter, one of the most significant relaunches of a brand in living memory. Only one new Rolls-Royce model was produced under Volkswagen holding ownership, the Corniche V, and the last Rolls so named. Launched in 2000 with a list price at of £300,000, the most expensive car then offered by Rolls-Royce, the Corniche V has many unique distinctions, not least being the last V8-powered Rolls-Royce, with the 6.75-litre engine enhanced by a turbocharger borrowed from Bentley. Whilst sharing design elements with the Silver Seraph it was based on the Bentley Azure’s platform. The Corniche V remains one of the rarest models produced by Rolls-Royce and, out of 329 cars hand-built at Crewe, just 38 were produced in right-hand drive. Interior refinement and build quality remained as high as ever with lashings of leather and the finest of wooden veneers, and Rolls-Royce still remained the watchword for excellence. This delightful car was one of just 14 Corniches that left the factory in right-hand drive in 2001, finished in Royal Blue, trimmed in Magnolia leather with dark blue piping and topped by a contrasting dark blue hood. Registered to Rolls-Royce on 5th July 2001, the car was bought by our vendor’s boss soon afterwards and serviced at the workshops of Sytner Rolls-Royce, also known as Bentley Manchester of Knutsford, Cheshire. The private registration number is to be retained and the original number Y512 GFM is likely to be reinstated. Presented to auction with the aforementioned service book, receipts and an advisory free MOT Certificate valid until 3rd July 2024. Finished in possibly the perfect colour combination and with an odometer reading of 9,900 miles at the time of cataloguing, this rare motorcar offers perhaps the only opportunity to own a Rolls-Royce that is both old school and modern in equal terms, bridging the best of both worlds, and so rare that very few people have had the chance to admire the elegant coachwork in person, an omission that can be corrected by taking the opportunity to view this wonderful motor car prior to our sale.

1999 Subaru Impreza RB5: For many people the Impreza WRX is the epitome of Subaru; standing for World Rally Experimental – the WRX and its rallying success transformed the Subaru brand from a company famed for workhorse 4x4s loved by farmers to a firm synonymous with performance and handling. ‘RB5’ is the name of a very special first-generation Impreza, a rare limited edition version of the iconic rally-derived performance saloon. The return of Richard Burns in 1999 to the Subaru World Rally team brought this Special Edition to the Subaru fans, with just 444 examples produced. Named after the late Richard Burns and his rally-winning car’s number, all RB5s were finished in Blue Steel paintwork with colour-coded mirrors, door handles, skirts and driving lamp covers, in addition to 17” six-spoke Speedline alloys, blue Alcantara and suede trim, plus air-conditioning, PIAA front driving light conversion, roof-mounted map reading lamps, RB5 side and rear decals, RB5 embossed carpet mats and individual RB5 interior number plaques. However, of more interest, was that an RB5 could be ordered with the Prodrive Performance Pack (PPP), a dealer option offered by Subaru’s World Rally Championship team operator that included revised intercooler piping, uprated centre and rear stainless-steel exhaust silencers, a quick-shift gearchange and – crucially – a remapped ECU that helped boost peak output to 238bhp. Lift the passenger carpet and you’ll find the box adorned with the pink go-faster lettering of the firm’s tuning arm – Subaru Tecnica International. EVO magazine said ‘The RB5 is truly outstanding, each ingredient perfectly in balance with the next – power to grip, weight to damping force’. The car presented here is a 1999 Subaru Impreza RB5 (PPP), number #70 of the 444; it was ordered from new with the PPP (documented on its accompanying original order form) and was supplied new via long-established Tiley Motors Ltd. of Bristol (Subaru) to an older customer, also based in Bristol. He returned the car to Tiley routinely for servicing, accruing just 40,000 miles over the last 24-years. The car is completely unmodified and is in superb condition. It is surely one of the best, low-mileage/one-owner examples of its type available and is accompanied by its full book-pack, invoices for maintenance and all the associated RB5 accessories. If limited edition, great in-period reviews, originality, low-mileage and low-ownership are ‘markers’ for what makes a great modern-classic then this car is surely ‘Holy Grail’ material – and even today, when journalists have revisited the driving experience of the RB5, the sheer composure, agility and dynamics are about the best an Impreza can offer – this side of a 22B. Coming to auction freshly cambelt-serviced and MOT’d, this rally-car-for-road is one for the enthusiast to really appreciate.

1998 Subaru Impreza 22B ex Colin McRae: Built to celebrate both the marque’s 40th anniversary and its third straight WRC manufacturers’ title, the 22B STi was billed as the production version of Subaru’s already-iconic two-door World Rally Car. With its beefy front and rear arches increasing width by 80mm, a high-rise rear spoiler and the unique EJ22 engine, the 22B was as close to Colin McRae’s rally car as any mortal was ever going to get. It wasn’t so much an homologation special but more of a road-going replica. Often misunderstood, the 22B in the model’s name is derived from the car’s ‘555’ WRC sponsorship. Five hundred and fifty-five is 22B in hexadecimal, the number base used in computer programming. At the time, the IT world was booming and the Impreza was the icon car for successful IT contractors in both the UK and Japan alike. ‘22B’ is often incorrectly attributed to the engine capacity, which was increased from 1,994cc to 2,212cc. The ‘B’, meanwhile, supposedly stood for Bilstein, the damper supplier. Whichever way you look at it, Subaru created a truly fabulous machine. Only 399 22Bs were built for sale to the domestic market (another 25 were made for overseas markets including 16 allocated to the UK) and they pre-sold within 48 hours in early 1998, costing a shade under £40,000 at the time. The engine wasn’t simply a standard 2-litre bored out to 2.2-litre, the EJ22 was built around a separate casting. Whilst they are exceptionally strong engines, people liked to push the boundaries a bit, and often found out the hard way where the engine’s limit was, post-remapping. Consequently, getting hold of replacement engines was a nightmare as there were no more and many owners who blew them up resorted to putting in the later EJ25 2.5-litre engine that was originally developed to offer more power for the heavily emission-controlled US-cars. Even Nicky Grist couldn’t get a replacement when the engine in his second one (he had an #000 and an import) let go. In addition to its EJ22 power unit, the 22B boasts a seam-welded bodyshell (supposedly identical in shape to the WRC cars), special gearing, a twin-plate racing clutch, strengthened drive/prop shafts, driver-adjustable front/rear diff and bigger brakes. The suspension utilised unique forged-aluminium lower links, rose-joined transverse links, inverted Bilstein dampers and Eibach springs, plus a fetching set of Gold 17” BBS alloy wheels. Theoretically, Subaru were upholding their end of the Gentleman’s Agreement between all Japanese car manufacturers including Toyota, Nissan, Subaru and Mitsubishi to limit all JDM production cars to 280bhp and 180kmh in order to reduce road fatalities. However, as so many have found since, cars such as the 22B, R34 GT-R, Evo VI and Supra all seem to produce comfortably more than the agreed 280bhp, so whilst the 22B is officially listed as having an output of 276bhp, real world figures suggest the actual number comfortably starts with a 3! As one of only 399 examples, even a regular 22B is regarded as rare and desirable, however the car on offer here is even more special. This is one of only three 22B prototype cars — each featuring a unique #000/400 plaque to commemorate the occasion. As a gesture of thanks for their services to Subaru over the years (winning the 1995 World Rally Championship, finishing second in 1996 and 1997 and third in 1998 and gaining the company their third consecutive WRC Manufacturers Title), three 22Bs were offered to three special people. One was offered to Prodrive’s David Lapworth, currently residing in the USA, one to Colin’s co-driver Nicky Grist, and this one, offered to Colin McRae himself. It was assumed that Subaru gifted the cars however Colin is quoted as saying he had to buy his, which ‘hurt as a Scotsman’. Colin was once quoted in a TV interview about the 22B as saying it is one of his favourite cars, whilst admitting ‘it gets you into bother’ by virtue of its character. The mind boggles at what qualifies as bother to a man of McRae’s talents but anyone who has driven or been in a 22B will vouch for the sheer capabilities of the car, and its confidence-inspiring nature to go faster and faster. JDM cars typically suffer when living in the UK, with difficulties such as salt on the roads and rust creeping in, however, #000/400 presents in simply immaculate condition, having covered less than 12,000km from new. All three of the #000 cars were JDM-spec as compared to the 16 Type-UK 22Bs, which means it retains the 4.444 final drive providing better acceleration, a kmh speedometer and a few visual differences such as covered fog lights and no Type-UK badging. The only change from standard specification is the uprated exhaust, but for maximum originality the car is supplied with its original tyres and exhaust. There is no doubt this car has been cherished throughout its existence, despite the legendary driving style of it’s first owner. The history file is comprehensive since our vendor’s purchase in 2006 and includes every invoice for parts, maintenance, and servicing, leaving any prospective bidders in no doubt that this car is flawless mechanically and cosmetically with MOTs dating back to new. With the ever-skyrocketing prices of cream-of-the-crop JDM cars, this is surely the halo car for any collection. One of the lowest mileage, fabulously original 22Bs in existence, with the added provenance of being the personal car of Subaru’s most infamous driver, ensures that #000/400 is one of, if not the, most desirable Subarus in the world. A unique opportunity.

2000 Subaru Impreza P1: A limited-edition developed especially for British roads by Prodrive, the company which helped Colin McRae, Richard Burns and Petter Solberg become World Rally Champions. Aerodynamically honed by Peter Stevens of McLaren F1 fame and based around a lighter and stiffer two-door bodyshell, the exclusive Prodrive One, abbreviated to P1, had more in common with the legendary 22B than its lesser four-door Subaru Impreza WRX siblings. All were painted in Sonic Blue and using the WRX STi Type R as a base, Prodrive engineers installed the anti-roll bars from the European-specification Impreza Turbo, along with firmer springs and shock absorbers, to create a suspension set up better-suited to continental roads. The cars also featured ABS, as well as the Peter Stevens-designed anthracite OZ Racing wheels, front spoiler and rear wing. The P1 is powered by a revised version of the rally engine with re-calibrated electronics and develops 280bhp, 69bhp more than the standard Impreza Turbo. With a performance exhaust, quick-shift gear linkage, 17″ titanium-finish alloy wheels and a rally proven suspension set-up, the Impreza P1 limited run of 1,000 examples gained an instant cult following. As an eminently drivable sports-saloon, very few examples of the P1 are available in today’s market that do not have six-figure odometer readings, accident damage or heavy modifications. Offered fresh to market from long-term ownership, this P1 was first registered on 11th August 2000. Presenting beautifully, the Sonic Blue paintwork still retains a deep gloss and is uniform across the entire car. It retains its original stereo, fog light surrounds as well as orange front lights. It has been fully treated underneath and has not been driven in winter conditions for 13-years. Indicating just under 50,000 miles from new, the Impreza is accompanied by a comprehensive history file including 27 service stamps in the book. Also in the file are receipts and invoices supporting the car’s regular maintenance along with spare keys and manuals and a copy of the 200th edition of Evo magazine which features the car. In preparation for the sale, the P1 has had a new MOT and cambelt service less than 500 miles ago. The private registration number, P1 RGY, will remain with the car and does form part of the sale. With soaring prices of Japanese domestic market cars, and 22Bs heading well north of £100,000 in recent years, this smart Impreza P1 seems exceptionally good value in comparison and is ready to carry on doing the things that Imprezas do best. Don’t miss out on the opportunity to own one of these coveted pieces of UK Subaru history.

1997 Subaru Impreza WRX Type R Version 4: The MY Impreza WRX STI Type R was introduced to the Japanese Domestic Market in January 1997 and remained available until August of that year. Utilising the two-door bodyshell it had several features aimed directly at homologation for rallying. This is the vehicle that Prodrive used for its Group N customer cars and was also the donor vehicle for the Group A WRC in 1997, 1998, 1999 and 2000. The two-door body is slightly stronger/stiffer than the four-door RA and a solid rear bulkhead increased torsional stiffness even further. Apart from the bodyshell, differences between the Type R and the JDM four-door STi models included a short-ratio gearbox, an adjustable Electromechanical Center Differential (DCCD), the absence of ABS, Intercooler water spray, two opposed pistons on the rear brake calipers (instead of four) and some cosmetic differences like rear tinted glass, a radio/aerial delete, Oxford Blue dash clocks and the 555 SWRT seats. The Type R was also the first Impreza STi to have a high-rise rear spoiler and colour-matched side skirts, the standard STI models only benefitted from the larger spoiler and coded side-skirts the following year. Gear ratios of the Type R and Type RA were much shorter than those of the standard STi (which themselves are lower than those of the British model) and the 1997 Type R’s fifth gear is actually shorter than the British Impreza’s fourth. Our vendor is well-known within the word of motorsport having competed in Formula Ford, F3, BSCC, BTCC and Le Mans plus many, many years taking part in club circuit racing and rallies all over Europe in everything from a little Healey to a well-sorted 911. Having started life as a fine art dealer and author, he graduated to financial management, and it was with this hat on that he met the late Richard Burns. They rapidly formed a firm friendship, and before long, he became one of the three members of Richard’s management team helping him run various aspects of his busy life until his premature passing in late 2005. He was working with Richard during the 2000 WRC season, when he and Robert Reid managed to snatch defeat from the jaws of victory, and during the victorious 2001 season when Richard took the Driver’s Title home. I understand that the celebrations lasted several days, and it was with somewhat poignant memories of those happy days that our vendor chose to add this Bluebaru Type R to his small collection when it became available in 2010. This Type R, GC8056980, was one of the 20 cars provided by Subaru in early 1997 for their rally team, Prodrive, to use for their 1997 and 1998 World Rally Championship campaign. Prodrive worked their magic on this select group of Subarus and converted them to WRC-spec cars for team and customer entries plus a small number of Recce cars. We understand that 12 were prepared to Group A regulations, four for Group N and four as Recce cars. P800 WRC was built for recces and was purchased, alongside his WRC car, by Indonesian Rally champion, Tonny Hardianto, as part of his World Championship campaign. It was built with bash guards to protect the engine, final drive and fuel tanks, fitted with a full Kevlar underfloor and the standard ‘red top’ engine was thought to be sufficient at 275bhp. We understand that it was used on just two events, the 1997 WRC event in Indonesia and the Indonesian National Rally. The cars were on a ‘Carnet’ and returned to the UK in late 1997 to be sold. The renowned Bill Gwynne snapped up this leading technology pair, selling this car to the Enduro biker and rally driver, David Rayner, who registered it as B2 WRX and kept it as an adrenaline-generating road car for over 40,000 road miles over nearly ten years. Shortly after his purchase, our vendor arranged for WRC specialists, Autosportif Engineering, to rebuild the engine and to check the rest of the package. It remains exactly as it was built with the exception of a ‘Group N’ baffled sump and a longer final-drive suitable for UK-motorway speeds. This blue and gold iconic rally tool now draws respect from enthusiasts from all walks of life and delivers electrifying road performance. The car comes with a second set of wheels, engine bash guard, spare low-ratio gearbox and final-drive together with a standard exhaust system. It will have a fresh MOT prior to the sale and is accompanied by its V5C, items of correspondence and the usual invoices etc. This is a rare car indeed, one of only a few hundred MY97 Type Rs, one of only 20 selected by the factory to be sent to Prodrive, and one of only four built to a ‘recce’ specification. We invite and encourage your inspection of this important Subaru.

1965 Sunbeam Tiger 4.2 litre race spec: A muscle car version of the Alpine Roadster, the Sunbeam Tiger was conceived on the West Coast of America, inspired by the success of the AC Cobra – the result of inserting a small-block American V8 engine into the British-designed AC Ace. The West Coast Sales Manager of Rootes American Motors Inc., Ian Garrad, realised that the Sunbeam Alpine’s image was that of a touring car rather than a sports car, and he saw the potential for performing a similar operation on the stylish but rather pedestrian Alpine, replacing its humble 1.5-litre four with a big Yankee V8. Carroll Shelby was hired to develop the prototype, and Ford’s 4,261cc (260ci) Windsor unit was the power unit of choice. George Boskoff was the project engineer tasked with shoehorning the V8 into the Alpine’s engine bay, which he managed by moving the firewall back to create additional space, and redesigning the rack-and-pinion steering and the exhaust system. A total of some 7,085 Sunbeam Tigers were eventually produced, including 536 of the, now, very rare 4.7-litre Mk2 versions which arrived in 1967. The final cars rolled off the lines in 1968, production being shelved when Chrysler took over the Rootes Group, their new bosses unable to sanction a car powered by their arch-rivals, Ford. The Sunbeam Tiger Mk1 offered here was first registered in 1965 and was converted to competition specification in the mid 1990s. Work included taking the bodywork and hardtop back to bare metal and preparing them for several coats of Forest Green, an unusual colour for a Tiger. The interior was retrimmed in black with black leather bucket seats piped in green and a roll hoop was fitted. The car then underwent a comprehensive documented mechanical overhaul including the engine and transmission. The engine is a 260 CID Ford OHV V-8 with a single Holley 4-barrel carburettor accompanied by a 4-speed manual gearbox. Suspension and running gear were appropriately modified with its planned use as a rally car in mind. It was issued with FIA GTS-12 papers in 2009, and in more recent times, the Tiger has been maintained by specialists Don Law Racing and Pearson Engineering and has been regularly campaigned. As with any competition car, it’s important to check the currency and suitability of any safety-related equipment (roll-hoop, seats, belts, extinguisher etc.). Offered for sale with an interesting history file including invoices, previous MOT Certificates and other records. Potentially eligible for various exciting historic competitions worldwide and still road-legal with a V5, this looks like a good value V8 sports car ready for its next lucky owner.

1977 Talbot Sunbeam Ti Group A: The remarkable career of Colin McRae MBE has filled volumes and is too long to list here, but it did include becoming Scottish Schoolboy Motocross Champion at 13, the Scottish Rally Championship in 1988, winning the 1991 and 1992 British Rally Championship and, in 1995 he became the first British driver and the youngest person to win the World Rally Championship Drivers title, a record which stood for 27 years. Success continued with a total of 25 wins in the WRC, a third place at Le Mans in the GTS Class, a win in the Baja 500 Portalegre, stage wins on the Dakar and many other rallies worldwide. Despite the passage of time, Colin McRae is still one of the biggest names in the world of rallying certainly the most recognised. Colin was an iconic figure at the time. ‘Everybody took a step back when they heard Colin driving. He was just using the road as a rough guide. His style and approach were something to watch. At one time he held the record for the most rally victories. His ‘never say die’ attitude, always flat out, it really sat with people and endeared him to them’. But people often forget that he was a mechanic, too. He worked well with engineers and understood how to set a car up and its mechanical limitations. He is frequently discussed in terms of his wild, aggressive style, but if you watched him drive on tarmac at Le Mans or ASCAR at Rockingham, he was really quite smooth. He won two Safari rallies, which takes a lot of mechanical empathy and an intelligent approach as to just how much you can get away with. Here at Silverstone Auctions we feel truly privileged to have been entrusted by the McRae family with the sale of three of Colin’s favourite cars. They are significant cars in the history of rallying and will be available to view prior to our auction on Friday 25th August. Colin competed in his first rally, the 1985 Kames Stages, in a borrowed Hillman Avenger, and despite dropping off the side of the road, finished 14th overall and first in class in his first event. He was eager to go rallying regularly so sold his autotest Mini and paid £850 for the Talbot Sunbeam Ti, YSG 980S, on offer here. The car’s first event, the Galloway Hills Rally in December 1985, ended in a tree, so that winter was spent repairing the bodyshell, fitting a new engine and generally preparing the car ready for an assault on the 1986 ‘Group A’ Scottish Rally Championship. The first round of the Championship was the Snowman Rally, co-driven by Ian Grindrod and subsequently with co-driver Nick Jack, Colin entered a further seven rallies, finished six, came 18th in the Championship and was awarded a Jaggy Bunnett Flying Brick for being the year’s ‘hardest trier’. With hindsight, YSG 980S can be regarded as the car that started Colin’s career and its importance is illustrated by the fact that it was modelled by Corgi as part of the ‘Colin McRae Tribute Collection’ and as a slot car by Scalextric-Passion. During the early 2000s, this legendary rally car was carefully restored and rebuilt in to a new shell by Barry Lochhead, McRae family mechanic, who built the car originally with Colin, and who ensured that every detail of the rebuild was correct, enabling YSG to retain its original ‘Group A’ identity. Colin was keen to replicate YSG as it looked, and felt during that first full season in 1986 and the remarkable level of accuracy and attention to detail can be seen in our images. It’s fully complete and runs well but is not event-prepared and the safety equipment, seats, belts, extinguishers etc. are no longer current so consequently the car will need complete preparation before any events are entered. It has been looked over and checked by Ian Gwynne of BGM Sport in Brackley and is being stored by him until our sale at the Silverstone Classic on the 26th/27th of August. He is a friend of the McRae family and seriously interested parties are welcome to speak directly to Ian and view the car prior to the sale if they wish. This delightful Talbot Sunbeam Ti is the first rally car that Colin owned, a special favourite and one that he would probably have kept forever. The legend began here. For sale for the very first time and offered directly from the McRae family, a unique opportunity.

1979 Toyota Celica RA40 Group4 Ex Works: Excitingly for rally enthusiasts, Toyota made their return to the FIA World Rally Championships in 2017, overseen by rally superstar Tommi Mäkinen as team principal. The WRC began in 1973, unifying numerous rally events held independently around the world into a single series to create a world championship. Toyota have competed in the WRC from the very beginning, having a long and illustrious history winning four drivers’ and three manufacturers’ championships. The origins of Toyota’s involvement in rallying dates to the late 1950s with involvement in the Round Australia Trial, then competitively at the Monte Carlo Rally, and with much success following in the South African National Rally Championship. The sporty new Celica range was introduced in the early 1970s, with Swedish driver Ove Andersson chosen to compete in a Japanese-prepared 1600GTV (TA22) at the 1972 RAC Rally in Europe, finishing a respectable ninth place. At this point, Toyota established a more formal team – Toyota Team Andersson. The team consisted of only four mechanics, and was initially run from Andersson’s home in Sweden, before moving to a more central headquarters in Belgium after the prospect of an ongoing programme of international rallying events arose. This is where the official name, Toyota Team Europe (TTE), was adopted in 1975 (now known as Toyota Motorsport GmbH). With the start of the WRC in 1973, a long debate started about the most suitable Toyota model to use in this competition. The team in Belgium knew that the Corolla possessed superior speed and handling abilities (with Canadian Walter Bruce in 1973 driving such an example to the first ever WRC victory for Toyota in the American POR Rally), though the Toyota Celica conveyed the desired sporting image. The ‘Corolla vs Celica’ debate continued throughout 1976, with TTE continuing to run the Corolla and Celica alongside each other, deciding which vehicle to race based on the nature of the event it would compete in. The Celica proved itself the more competitive machine, and by 1977 the Corolla was phased out and only used occasionally. For the rest of the 1970s, throughout the 1980s (from 1983 to 1986, the Group B Celica Twin Cam Turbo TA64 won all six WRC events in Africa they entered) and onward (after the demise of Group B, the Celica GT-Four competed in Group A rallying racing from 1988 to 1997), the Celica firmly established its rallying prowess. In Group A, the car won two manufacturer’s titles and four driver’s titles; Carlos Sainz was its most successful driver, winning WRC titles with the ST165 in 1990 and the ST185 in 1992. The ST185 also won the 1993 and 1994 titles with Juha Kankkunen and Didier Auriol respectively. The ST185’s fourth consecutive Safari Rally victory came in 1995, which was also Toyota’s eighth victory in this event. The Celica pedigree as a rallying machine is undeniable. We are privileged to be able to offer for sale one the very last surviving ex-Toyota Team Europe 1979 Toyota Celica GT RA40 Group 4 WRC rally car, the actual example driven by Björn Waldegård, the WRC’s first drivers’ champion, on the 1980 Lombard RAC Rally. This car is thought to be one of just a handful of such examples built and campaigned by Toyota for only a six-month period or so whilst competing in the WRC. This car, chassis #TA40000100666, as the last of its kind has, in recent times, inspired the creation of a faithful well-respected replica example, which is very well-known to the historic rallying fraternity, and is regularly campaigned and seen at such places as the Goodwood Speed Week. The original works car was built by Toyota Team Europe (TTE) in Cologne and first registered in Germany, bearing assigned ‘K-AE 3460’. The car’s international rallying career began in May 1980 at the WRC Acropolis International Rally, with Andersson Ove and Liddon Henry finishing sixth overall. The car was then used in August 1980 by Tapio Rainio and Erkki Nyman on the WRC 1000 Lakes International Rally in Finland to finish 7th overall. The car’s next outing in November 1980 saw the, then, reigning World Rally Champion, Björn Waldegård, drive it in the WRC Lombard RAC International Rally of Great Britain accompanied by Hans Thorszelius. A competitive drive saw them leading until their retirement in the Grizedale stage, and records show that they set fastest time on four of the 70 special stages. In early February 1981, the motoring press announced (see attached article) that Toyota GB would be opening their own motorsport programme, based in their new competition department and preparation workshop in South London. They announced that they would enter Per Eklund in the full Group 4 Celica in all rounds of the Open Championship. The article went on to further confirm that the car to be used throughout the season was the same car that Björn Waldegård had used on the previous year’s RAC Rally. Initially, #TA40000100666 was assigned the UK-registration ‘FYY 48W’ and competed in the 1981 Mintex International Rally driven by Per Eklund with Spjuth Ragnar, who were third overall but were dropped down to 11th overall due to penalties awarded by the organisers. The car was subsequently assigned the Guernsey registration ‘G-23484’ and competed in the following events (in addition to the 1981 Rally Sprint): 1981 Circuit of Ireland International Rally (Per Eklund/Frank Main) to sixth overall, 1981 West Park International Welsh Rally (Per Eklund/Frank Main) Retired, 1981 Lombard Scottish International Rally (Per Eklund/Frank Main) to ninth overall, 1981 Rothmans Manx International Rally (Per Eklund/Frank Main) Retired, and Pace Petroleum National Rally (Per Eklund/Frank Main) to sixth overall. In November 1981, the car was advertised in Autosport (see attached) by Toyota (GB) Limited, the advert confirming that Per Eklund had used it during that season and that Björn Waldegård had also used it at the end of the previous season. The car was offered for sale without its engine. Because the new-shape Celica was not available at the start of 1982, #TA40000100666 was pressed into service one more time in the February 1982 Mintex International Rally, crewed by Per Ekland and Dave Whitlock, but retired early. In 1983, according to the vehicle registration organisation in Guernsey, #TA40000100666 was removed from their register and subsequently reassigned the aged-related UK-registration ‘BPA 857Y’ which it has retained for the last 40-years. Our vendor purchased #TA40000100666 over 30-years ago and has lovingly maintained it, preserving its original body panels/components and curating its history file. Considering the international events it competed in, it maintains most of its original features, including its bodyshell. Despite competing on some of the roughest events of its time, such as the Acropolis and Scottish rallies, it remained solid with only a little TLC required. Over a period, it has been sensitively restored. Over the past ten years or so, #TA40000100666 has been used for non-competitive demonstration events, such as the Donington Park Historic Festival, Rally of the Midlands, Oulton Park Gold Cup, Lombard Bath, Mintex Rally Yorkshire and Rally Day. The engine fitted is a lightened and balanced, 18RG in-line, four-cylinder unit with twin overhead camshafts with fully adjustable pullies, competition pistons, polished rods and a gas-flowed head. It’s fitted with twin 45 Webers, a  custom exhaust manifold, a bespoke six-paddle clutch and a heavy-duty starter motor/alternator etc. Previous rolling-road printouts show approx.193bhp.

1957 Triumph TR3 Racer: the car presented here is rare home-market 1957 Triumph TR3 race car (chassis # TS21946), registration ‘SBC 333’. This is a well-known TR3 full-race car, belonging to Peter Swete, and more recently campaigned by Ben Norfolk, which has recently successfully competed in FISCAR. Due to personal circumstances, the car’s HTP papers ran out earlier this year, but could easily/quickly be renewed if required. A family friend is facilitating its sale on behalf of the owner and his family. The engine was built by Pace Historic in 2013 using parts from Cambridge motorsport, an original invoice refers. There are Carrillo rods, a steel crank and 83mm JE pistons. It was then rebuilt again by Pace and increased capacity to 87mm, this was around 2016/17. Since then, it has only done a couple of Goodwood track days and two or three races; The body was bare metalled and resprayed in 2012; the suspension was upgraded then too, Gearbox and back axle rebuilt in 2014; it has done very little since then; It has a limited slip differential, Alfin brake drums on the rear, Seat belts and fire extinguisher were replaced in 2021 and are all in date. The fire extinguisher will (in all probability) need recharging. It comes with four spare wheels with road tyres on, race tyres will need replacing. Comes with a windscreen and hard-top. This well-respected TR is ready to compete mechanically but, as with all race cars, a full check over is always advised before going out. It is tax exempt and does not require an MOT. This has been a very competitive car, and would make a perfect introduction to Hill Climbs, Sprints and Historic Racing, is eligible for Thoroughbreds (MGCC), Swinging 60s (CSCC), Top Hat/Masters and various other classic and historic series, including Equipe GTS and HSCC with minor modifications to conform to the different regulations.

1964 TVR Griffith 200: Finished in Radiant Red with a black interior, this particularly rare right-hand drive Griffith Series 200 has been restored to an exceptional standard – no nut, bolt, washer or screw remaining untouched. Originally produced in rolling chassis configuration for the American-market, where it was known as a Griffith 200 after its New York distributor Jack Griffith who offered them as a credible alternative to the legendary AC Cobra, with this example being possibly one of just a handful of right-hand drive examples to be produced.  It’s well known that the British Motor Trade in the 1960s was never cash rich and, consequently, low-volume manufacturers were always open to any offer that would assist their cash flow predicament. This Griffith 200 was to aid that process, with this example being verified by the TVR register as having left the factory in kit form, or factory disposal stock as it was known at the time! Initially, as with many Griffiths, the chosen route was motor racing, with various power units being employed in the early years before eventually being fitted with a correct 289ci V8 engine in 1984 by the then-owner, Ian Barnett, with the car deteriorating over time before being purchased by our vendor as a basket case in 2010. After some 12-months research, an exhaustive rebuild commenced in 2011 seeing fruition some years later. This was no cosmetic makeover, it was a total chassis-up, nut and bolt restoration utilising the original body and chassis rather than cheaper and more financially viable reproductions, sensibly upgraded along the way resulting in what must be one of the finest Griffiths still to exist. The fully rebuilt and balanced 289 engine now has alloy heads, a Holley carburettor, Mallory distributor, stainless steel manifolds and an exhaust system by AAS in Newcastle and enhanced cooling is courtesy of a bespoke alloy radiator by Simon King Fabrications who also supplied the header tank and required pipework. The attention to detail is outstanding throughout, and your early inspection of this magazine-featured Griffith is highly recommended to fully appreciate what some would call a work of art, suitable for the Best-of-Breed collector or TVR aficionado.

1969 TVR Vixen S2: When the TVR Vixen appeared in 1967, the tiny Blackpool carmaker had been around in one form or another for almost 20-years. The formula for every TVR after the first handful was pretty much the same: a fiberglass coupé body over a unique tubular frame with as many high-volume parts from major manufacturers as possible. Along the way, engines included side-valve Fords, B-series MGs, Coventry Climaxes and Ford V8s but the engine that really helped TVR reach volume status was the Ford Cortina 1,600cc crossflow unit. 12 of the early, short-wheelbase Vixens used up supplies of MG B 1,798cc engines, but the Cortina unit was lighter, revved a bit more freely and came with the slick all-synchro Cortina GT 4-speed gearbox. If it gave up a few horsepower to the MG unit, it gave away nothing in performance. When the S2 Vixen came along in 1968, the chassis and body rode on a 90” wheelbase, which enlarged the doors and made the interior roomier, and, for the first time, a TVR body was bolted – not bonded – to its chassis, greatly easing collision repairs and restoration. The body was uniquely TVR, with a wraparound rear window that made for a very bright cockpit. Also unique were the tidy corner bumpers, aluminium window frames and the alloy wheels that came on virtually all S2 Vixens. Electrical components (such as the Cortina taillights) and switches came from Lucas, while the front uprights, differential and brakes were from Triumph. This is one of 438 hand-built Series 2 examples and is powered by the venerable 1,600cc crossflow ‘four’ paired with a 4-speed manual gearbox. Remarkably, it has been owned for the last 50-years by the same person, our vendor. After manufacture at the TVR Bispham factory, it was bought by her in June 1974 from a garage in Alderley Edge then used as a ‘normal’ everyday car, filling it with microwave ovens (when she worked for Toshiba) or cases of wine when she set up her own wine business. By the early 1980s, the chassis had been shot-blasted and galvanised, whilst the engine was ‘fettled’ and very possibly ‘developed’ by David Gerald TVR of Inkberrow; she never had a complete breakdown of the work done, but suffice to say, a few years later she had to have a ‘tamer’ cam fitted. Between 1999 and 2001, the car was fully restored by local engineer and car/rally enthusiast, Peter Kukainis of Crickhowell, with the work totalling around £6,000, accompanied by a full photographic record and invoices. Since then, the car has routinely been serviced (again, with all invoices) and used regularly in the summer months, whilst always being garaged when not in use. It is running and driving as well as you would want and presented in very authentic condition, with just the right amount of patina. The hope is that this little TVR will be bought by a similar enthusiast, as it has lots of driving fun and miles yet to offer; a special car coming from a very special ownership.

2000 TVR Chimaera: The TVR Chimaera was launched at the British Motor Show in 1992 and, unusually for TVR, the show car looked as if it was actually production-ready, and so it proved. At the time, TVR were basking in the adulation heaped upon the Griffith, and the Chimaera only served to reinforce the perception that here was a home-grown manufacturer capable of mixing it with the big boys. The ‘S’ series of cars were, at the time, still selling well, but with the advent of the Chimaera, TVR’s management knew that their immediate future was V8-powered. Both the ‘S’ and Griffith range were all-out sports models, and the Chimaera’s emphasis was slightly softer, but it was all fairly relative and in Blackpool a ‘soft TVR’ was akin to blasphemy, so the power was blistering. Legend has it that during the styling of the Chimaera, TVR boss Peter Wheeler’s dog, Ned, took a bite out of one of the foam models. Wheeler decided that he liked the new styling feature and incorporated the recesses to house the front indicators! The Chimaera’s underpinnings were based on the Griffith’s, which were in turn based on the Tuscan racer. Different dampers and an anti-roll bar were fitted, as was a more accommodating boot to reinforce the new car’s Grand Touring image. TVR’s development of the V8 engine offered a range of displacements from 4-litres to 4.5-litres and up to the range-topping 5-litres. The Chimaera’s styling is now accepted as a perfect representation of 1990s British sports car design, neither retro or bloated. It is the interior of the Chimaera, however, that sets it apart from its contemporaries, a masterclass blend of modernity and heritage. Whilst Aston Martin’s DB7 Vantage Volante was a rival in terms of speed, the Chimaera was 0.3 seconds faster to 60mph at 4.6 seconds, and the TVR’s interior was beautifully simplistic compared to the myriad Ford parts-bin switchgear and plasticky walnut veneers of the Aston. The Chimaera was the only sports car that offered the driver the raw power, exhaust bark and blistering performance of a bum-skimming old-school sports car whilst enveloped in a world of leather and wood. The walnut dashboard is both beautifully traditional and low-key, apart from the rev-counter and speedometer. The only other dials below the hand stitched top-roll are the cream-faced clock, oil pressure, fuel and temperature gauges. First registered on 1st September 2000, this remarkable Chimaera 400 was purchased by our vendor’s late husband on 4th January 2003. The car was put into long-term storage soon after and is yet to receive it’s first MOT. The current odometer reading is 4,282 miles at the time of cataloguing and, although running and starting, an element of recommissioning is recommended.

2008 TVR Sagaris GT: Tailored for GT racing, the TVR Sagaris GT was born and developed as a follow-on from the Tuscan Challenge race car, utilising the same-style round tubular-steel chassis, but now fitted with the lightweight Sagaris bodyshell. This example is likely the most highly-developed racing Sagaris in existence and has a phenomenal amount of wins under its belt, having been meticulously built from the ground up by an ex-Tuscan Challenge team to deliver unparalleled performance on track. This is the final example built by GTF, chassis #4 of four, and is a truly remarkable machine with plenty of stories to tell. Designed as an endurance-spec 24-hour car for Tim Hood, it comes equipped with all the necessary features for long-distance racing as, not only did it have to be fast, but it had to last. Having conquered the Silverstone 24-hour race twice, and clinching victory in every TVR Challenge race it attended, this car boasts an impressive racing pedigree. Under its sleek bonnet rests a front-mid-mounted GM LS7 V8 engine on just four hours, punching out nearly 600bhp and generating a formidable 550lb/ft of torque. With the whole car weighing in at just 1100kg, the power to weight ratio is a staggering 527bhp/ton, meaning 0-60 is dispatched in just 3.0 seconds, 0-100mph takes just 6.5 seconds and the top speed is over 200mph when geared to do so. The car is further enhanced with a full JE dry sump system, all controlled and customisable by a Motec multimap ECU with traction control, launch control, auto-blip downshift, and paddle-shift, this car is undeniably well-engineered. The drivetrain features a Quaife 69G 6-speed sequential gearbox with a pneumatic paddle-shift system and a BTR limited-slip differential with adjustable gear ratios. Built upon the sturdy TVR racing chassis, the car now features custom-designed billet aluminium uprights at the front, independent double-wishbone suspension with three-way adjustable Ohlins both front and rear. Braking is courtesy of AP Racing 6-piston front brakes and 4-piston rears ensuring full confidence in slowing the car down when needed. Efficiency meets elegance with the lightweight fibreglass bodyshell, fitted with gull-wing doors and 18″ slick-shod aluminium alloy centre-locking wheels. Endurance racing is made possible by the inclusion of a 120-litre ATL Bag Tank, a pit radio and air jacks. Completing this masterpiece is a full aerodynamic package, featuring a profiled front splitter, flat floor, rear diffuser, and adjustable rear wing providing optimal downforce. Spares included in the sale are: eight wheels, a spare bonnet and a N/S door. This is a rare chance to acquire a highly competitive and unique race car, primed for GT Cup, Britcar, AMOC, and CSCC Slicks. Meticulously developed over the years and with the fastest lap of any TVR around Oulton Park, this car guarantees a reliable and exceptional performance on the track and is both forgiving and easy to drive, making it suitable for drivers of all levels.

2004 Vauxhall VX220 Turbo: The noughties gave us some true future classics, although not all were appreciated equally at the time. Take the Vauxhall 220, which made its debut in 2000. The two-seat roadster may have a following today, but it failed to ignite the wider buying public’s enthusiasm during the early years of the new millennium – despite its eye-catching looks and a genesis that involved the expertise of one of the finest sports car makers in existence. Under the skin, the VX220 shared much with the contemporary Lotus Elise as the product of a partnership between Lotus and Vauxhall; it was built at Hethel and shared many crucial parts with the Elise S2, including the stiff, aluminium chassis tub. It also benefited from Lotus’s know-how with glass-fibre bodywork and suspension tuning. Being a mainstream car maker – and to put a bit of distance between the VX220 and the Elise – Vauxhall opted to temper its new roadster by giving it a longer wheelbase and a wider rear track than the Elise, plus a driver’s airbag and ABS. It chose 17″ wheels over the Elise’s 16s, too, although it stopped short of adding air-con and electric windows. Rather than the Elise’s K-series powerplant, a strong, 145bhp 2.2-litre Ecotec petrol engine was shoehorned in, which was enough to propel the 870kg VX220 to 62mph in 5.6 seconds. In 2003, the option of a 2-litre turbo petrol unit from the Astra GSi became available, resulting in blistering performance, as a 0-62mph time of 4.7 seconds attests, despite being heavier than the previous model, at 930kg; the new VX220T also sported cosmetic changes, such as large side air intakes and a spoiler. The car presented here is a 2004 Vauxhall VX220 Turbo and is, we believe, the lowest mileage example of its type in existence – just 800 miles covered in total from new. Quite remarkable. This striking sportscar was used for a very brief period when new by its more senior custodian, who not long after, sadly passed away, meaning the car was returned to its garage in 2008. As can happen, life continued by and the VX220 became somewhat overlooked. It was eventually rescued from hibernation by a Lotus enthusiast, who undertook a full recommissioning process of it which included draining and renewing all fluids, a new cambelt, water pump and battery – it responded as well as you’d expect an 800-mile example to, as fresh as it was in 2004. This completely standard, basically as new VX220 is truly a time-warp example; the paintwork is still bright and the leather elements of the interior remain supple, the whole car is in quite superb condition (testimony to its excellent storage location, being both dark and dry). Underneath, everything is almost as new too, with most of the original wishbone coating still in situ – the car has obviously never seen any rain/salt during its 800 miles. The value for these focussed diminutive sportscars perhaps bottomed-out a few years ago and is now very much on the climb. An active forum supports owners, whilst specialists have begun to remanufacture unobtainable parts, all clear signs that the VX220 has reached modern-classic status. This must be one of – or even the – lowest mileage VX220s available anywhere, carrying a certain kudos for both the collector and enthusiast alike.

1964 VW Type 2 “Double Door” Camper: The Type 2 presented here is extremely rare and widely considered to be one of only three Factory Original ‘Double-Door-Walk-Through’ campers still remaining. Its type, configuration and history are supported by both the all-important ‘M-Code’ plate and chassis number plate, which are proudly still in place, denoting it as the ‘holy-grail’ – cargo doors right and left/walk-through. Built in Germany on 26th August 1964, this Type 2 was exported new to San Francisco whereupon renowned camper company, EZ Campers of Little Rock, California, set about installing one of their bespoke interiors with accessories before it was sold through the main Volkswagen Dealership. This camper still retains its exceptionally rare and highly desirable EZ front steps. The slogan at the time proudly declared ‘EZ Camper will convert your VW 211 Van into a wonderful weekend cabin on wheels!’. This particular Type 2, with its double doors on both sides, lends itself to this mantra perfectly, with the potential for a tent awning on either flank. It is known to have spent most of its life in the Sacramento area, having been owned by a local airport worker. After a period of inactivity, it was bought at a VW Show in Vallejo by Vintage Warehouse who are a globally renowned company specialising in unique and unusual Volkswagens. It was used by the company owner for a number of years, and it was during this period that it was fitted with its pop-top and double-roof bunk arrangement. It became something of a star after appearing in a series of ‘Tent Day’ photo-shoots which are very well known to Volkswagen aficionados. These images are present in the history file, along with much more. The camper was imported into the UK in 2005 and subsequently subjected to a no-expense-spared traditional method of restoration by VolksWorld show-winners, Haywood Classic & Custom. It presents well in the sophisticated colour combination of Agave Green (L240) and Silver White (L820). Using the original EZ Campers template, whilst retaining the original EZ pull-down bed, the whole interior has been significantly upgraded with the use of teak and marine-ply, all professionally installed and French polished. The leather seating was created by the multi-show winning Bernard Newbury Auto Interiors. It has been completely rewired and fitted with an Eberspacher heater, very effective in these vehicles, and great attention has been paid to insulation and sound deadening. With its EZ bed and double-roof bunk beds, it comfortably sleeps four people. The engine is a genuine new-old-stock 1,600cc twin-port single carb and points Volkswagen unit purchased directly from the Volkswagen factory in Mexico. This was sourced and installed with all new ancillaries (fuel pump, uprated alternator etc.) in 2008. The gearbox was overhauled by ‘Bears Motor Sport UK’ in 2016, and the brakes have been upgraded with discs on the front and drums at the rear. The restoration was completed in 2012, and the ownership file contains many receipts from that period, totalling approximately £50,000. Purchased by our vendor from our Silverstone Classic Sale in 2018, we are told that it has covered less than 200 miles during the current ownership, just a trip to Goodwood and back, and it’s supplied with a brand-new canvas bell tent that can clip onto the side of the camper. The current displayed mileage is 11,118 miles, presumably since the rebuild. This special camper has largely been kept out of the public eye for most of its life, known only to a select few within the Volkswagen community, but on one of the rare occasion it has been ‘out and about’, it won a national show! Rarely does such a rare and individual Volkswagen come to market, offered freshly serviced with a new MOT before the sale, and comes with a New Canvas classic Bell tent that attaches to the side of the camper for max family space. We welcome any inspection of this special Type 2 at the Silverstone Classic.

1972 VW Type 2 Westfalia Camper: Starting in 1951, Volkswagen offered an officially sanctioned camper conversion for its Type 2 by Westfalia-Werke of Franz Knobel & Sohne in Rheda-Wiedenbruck, Germany. Interiors were panelled in birch plywood, and standard equipment included screened jalousie windows, a laminated folding table, storage cabinets, an icebox and electrical hook-ups. Some models included a sink and pressure water system. A number of fold-out seat arrangements provided sleeping accommodation and optional equipment included a pop-up roof section, awnings and side tents, a chemical toilet, camping equipment, a small map table and even a child’s crib in the driver’s cab. This is an original UK-supplied, right-hand drive Volkswagen T2 Campervan that was first registered on 26th June 1972. It has been subject to a recent restoration which included a full strip-down to bare metal, the removal and replacement of all rusted panels and a full respray with the interior fully retrimmed and painted, and a new ‘pop-top’ roof, fitted with body-matching blue and white stripes. When the camper was prepared, it was finished in Pastel Blue and Cumulous White and sits on a set of white-painted, Fuchs-style steel wheels wearing Continental ContiEcoContact 3 tyres. The interior has been refreshed with new beige cloth upholstery and matching carpets, and the rear has been fitted with a plank effect, light grey Vinyl flooring. The recently-painted cockpit features manually-operated windows, a Benkson CR3 radio, heater and ventilation controls and push-up roof ventilation panels, and the naturally-aspirated 1.6-litre engine sits in an engine bay which appears to be smartly-presented. Transmission is classic Type 2 4-speed, and the odometer indicates a mileage of 54,000, however this is not warranted. Unlike the majority of campervans that we see, this example hasn’t been personalised by previous owners, offering an opportunity for its next owners to furnish and equip it exactly as they and their family would like. This genuine early bay-window bus strikes the perfect balance between 1960s camper-van cool, VW-enthusiast credibility and real-life modern drivability. It’s fast enough, but not too loud, long legged and is easy to drive and is ready-made fun for all the family. We invite you to have a look at the Silverstone Festival and start planning how you would fit out the interior ready for those long weekends away.

1976 VW Type 2 Pickup: It is hard to comprehend that Volkswagen’s domination of the light commercial van, and as a by-product, campervan market, started as far back as 1950. The first iteration of the Type 2, known as the T1, was the iconic split-screen version which enjoyed a 17-year production life with over 1,400,000 ultimately built and sold. Such was its popularity worldwide that its various versions spawned a plethora of affectionate nicknames. These included Bus, Barndoor, Kombi, Bullie, Microbus, Split-screen, or Splitty, Samba, 21 Window and 23 Window to name but a few. After 17-years of world domination, the ‘Splitty’ was showing its age, and so the new Type 2 T2 was introduced. The most obvious change was the replacement of the iconic split windscreens with a modern, single piece, curved item. In line with Volkswagen enthusiasts’ love of a nickname, this soon became known as the ‘Bay Window’ or just, simply ‘Bay.’ The changes were more than glass-deep however, with virtually every panel and mechanical component either new or significantly uprated. The newcomer was bigger and heavier than its predecessor and benefitted from more sophisticated suspension and running gear. This included ball-joint front suspension, rather than king and link pin. Independent rear suspension, also known as IRS, was fitted instead of the reduction boxes and swing arms of the Splitty. The extra bulk necessitated an engine upgrade, too, with the earliest Bays now packing the 1,600cc ‘B’ single-port version of the air-cooled boxer engine with a full 47bhp on tap. By 1974, the T2 had reached its aesthetic zenith with the grooved and squarer bumpers and the indicators set high on the front panel. The vehicle presented here is a 1976 Volkswagen Type 2 T2 (model 261) Single Cab Pick-up, but quite unlike any other. Remaining to this day as original as is possible, it was manufactured in February 1976, and ordered new for the Greek-market in Neptune Blue paintwork with a Canyon Brown leatherette interior (with a few special M-code additions that the VW geeks will clock straightaway – M156: larger oil bath filter, M616: twin reversing lights, M240: low-compression engine built with dished pistons specially to run on low octane fuel). It hasn’t done much running, mind you – only ever registered for the road in July this year (by our vendor) ‘ORR 936P’ – with just over 600km covered in 47-years. Little is known of the story as to why or how it came to be so unused and thus so well-preserved, only what can be gleaned from its original accompanying paperwork and ‘birth certificate’ from Volkswagen. To simply marvel over its time-machine abilities or to use as a template for a restoration, there cannot be many, if any, better than this in terms of ‘factory’ original. Our vendor is something of a classic VW connoisseur, a real UK-authority of these machines, having worked with the brand and its classic models for decades, expertly curating a small collections of choice vehicles and helping many others with theirs. Due to his connections, he got to hear about this ‘one-off’ pick-up and was immediately intrigued, and ended up buying it – it was just so special, even for an expert who’d thought he’d seen it all when it comes to VW T2s! It arrived in the UK and our vendor was able to see for himself the extent of the originality – all commensurate with the super low-mileage to his expert eye – even down to the 1970s fuel in the tank and air in the tyres! It was cleaned through and prepped to run, and it did straight away, with its distinctive sewing machine hum. Due to its one-off condition, it was selected to feature in Volksworld Camper magazine, the World’s bestselling VW camper publication, with the journalist waxing lyrical about how extraordinary this humble pick-up really is. Stored in such a way as to maintain its condition and used occasionally on our vendor’s farm, up and down his private driveway just to keep things moving and lubricated, this very special T2 is coming to market with the massive reassurance of our vendor’s know-how and insight of just how rare and well-preserved this ‘Bay’ pick-up is, come and behold.

2012 Zytek Z11 SN LMP2: The Zytek Z11 SN has a long and proud race career and can trace its DNA back to the Reynard 02S, a racer designed in 2000 to compete at Le Mans in the LM P675 class. The project was eventually acquired by the motorsport arm of the engineering group, Zytek. In the following years they updated the chassis to comply with changing regulations and to improve performance, particularly in aerodynamics. The Z11 SN was the final evolution of this long serving and very successful sports prototype and in 2015, following Zyteks rebranding to Gibson Technology, the Z11 SN was updated to the Gibson 015S. This example, #008 is one of two brand new Z11 SN chassis that were ordered from Zytek for the 2012 season. It raced in ELMS and at Le Mans. The ELMS car was funded by Nissan with inaugural Gran Turismo PlayStation Academy winner, Lucas Ordóñez, and F2-graduate, Alex Brundle, to join reigning champion Tom Kimber-Smith for the season. The headlines were stolen by Alex’s father, Martin Brundle who was announced as being in the line-up for Le Mans in place of Kimber-Smith. At Le Mans, the car was running in the top five until a spin on Saturday evening beached the car, costing four laps ending its chances of a podium. 2013 saw Jann Mardenborough join the team for Le Mans 24 hours. The car also competed in the ELMS, once more with Nissan backing. Leading the team was the vastly experienced Michael Krumm, a factory driver for Nissan since 1999 and the FIA GT1 World Champion in 2011. Ordonez was back on the driver roster for the French classic, joined by up and coming star Jann Mardenborough, a top graduate of the Gran Turismo PlayStation Academy. The car received aerodynamic upgrades, unlocking further performance. The LM P2 class was extremely competitive, and the Greaves Motorsport team showed their true form by finishing on the podium, third in the category. Jann was the faster of the three drivers. #008 enjoyed success over the 21 endurance sports car races, including four times at the Le Mans 24 Hours, with three finishes at La Sarthe. A class podium at Le Mans, two outright victories and being overall winner of the 2015 ELMS Championship were the high points in the career of this outstanding race car, however the profile of #008 has suddenly been elevated by the fact that it was co-driven by Jann Mardenborough to a third place at Le Mans. Jann is the subject of a, soon to be released, major American Movie called Gran Turismo, a biographical coming-of age sports drama directed by Neill Blomkamp, produced by Columbia Pictures and starring Archie Madekwe as Jann Mardenborough, a teenage Gran Turismo player aspiring to be a race car driver. Nissan’s revolutionary driver discovery and development programme, ‘GT Academy’, struck gold in 2011 when it unearthed the raw talent of Jann Mardenborough.  He was a student on a gap year when he heard about GT Academy and, whilst he knew that he was totally comfortable lapping circuits on his PS3, could his skills in the virtual world be transferred just as successfully onto a real circuit? On his very first visit to Le Mans in 2013 and having only completed a handful of laps in the car before the event Jan finished a remarkable third in class in this very car. This result was a testament to both Jann’s talent and how fast and easy to drive the Zytek is, allowing drivers to get up to speed quickly. #008 is currently powered by a Nissan VK45, 4.5-litre V8, producing 475bhp (restricted for Le Mans but capable of 560bhp) @ 7,250rpm which was rebuilt by Judd in 2021. It has logged two hours running time with a further 38-hours remaining before its next rebuild. The gearbox is a Ricardo LMP Transaxle with ten-hours before the next rebuild. Well-prepared and presented, much success in the hands of some notable drivers, low-hours engine, eligible for numerous prestigious historic events worldwide and about to appear on our screens as part of a major Hollywood movie, an exciting opportunity to own the actual car driven in 2013 by Jann.

Among the smaller items were this duo of motorsport related scooters:

1989 Honda Vision: This smart little 50cc, single cylinder, automatic, Vision 50 NE50 was painted in Marlboro livery by the McLaren paint shop in 2003 as a gift for Lorina McLaughlin. At that time, the lovely Lorina was the owner of the ex-James Hunt, World Championship-winning McLaren M23 which she raced in Historic Formula 1 events over many seasons. The car was prepared and run from the McLaren Factory in Woking by McLaren personnel so they were enthusiastically involved in the project as the Team themselves did not own an M23. The little Marlboro scooter whizzing around the paddock became almost as well known as the McLaren itself around UK and  European circuits.

1992 Benetton 50cc: Circa 1992 Pit Scooter well presented in early Benetton colours with appropriate decals. On offer from our vendor who currently owns an ex-Schumacher Benetton B192. Wearing Monaco plates, it is not UK-registered and does not have any paperwork so consequently will be restricted to circuit paddocks and private property. On offer at ‘No Reserve’.