Iconic Auctions, the new name for the established firm known for a long time as Silverstone Auctions hold what is traditionally their largest sale of the year during the Silverstone Festival. A collection of road and race cars and other memorabilia and artefacts are put up for sale with auctions taking place over the three days. Everything that is on sale is om display either inside the upper floor of The Wing, the massive building housing the International Pits, or right outside. You can view the outdoor lots quite freely, but to see those displayed indoors, you have to purchase a catalogue, which is common procedure among auction houses. This admits two, and as well as giving access to the auction lots, an additional benefit is you get access to a viewing terrace right over the pits, so you can take in the racing as well. A few of the bidders for the auction attend in person, but mostly, bids are made over the phone or online, but even so, the auctioneers deliver a performance to anyone listening that borders on the unintelligible as they get carried away in their enthusiasm for driving the prices up. Not all the cars sell, of course, but most of them do. Either way, there is the equivalent of a car meet in here all of its own, and there is always some nice metal on show. These are the highlights of the 2024 Silverstone Festival auction.

1959 Alfa Romeo Giulietta Spider Veloce: Alfa Romeo’s Giulietta Spider was among the many fruitful ideas of Max Hoffman, the astute and influential importer whose keen understanding of the American market birthed legends like the Porsche 356 Speedster, Mercedes-Benz 300 SL, BMW 507, and introduced the Volkswagen Beetle to the USA. Hoffman counted Alfa Romeo in his portfolio and he persuaded the firm to offer a new two-seat Spider variant of the superb new mid-sized Giulietta, explicitly geared for American tastes with a new Pininfarina-penned body. His instincts proved correct, and the Giulietta, particularly in high-performance Veloce specification, spawned multiple generations of beloved open-topped Alfas. It was powered by a 65bhp1,290cc four-cylinder fuelled by a single Solex carburettor and featured two chain-driven overhead Camshafts. The Spider was rear-wheel drive with drum brakes on all four wheels and the front suspension was independent with deformable wishbones, coil springs, hydraulic telescopic dampers and an anti-roll bar. The rear suspension was a traditional rigid axle, guided by longitudinal arms and reaction triangle, again with coil springs and hydraulic telescopic dampers. In 1956, they produced the so-called ‘first series’ (series ‘750 D in the ‘normal’ version and ‘750 F’ in the ‘Veloce’) and in late 1958, the ‘second series’ was introduced with a number of changes including a lengthened wheelbase, however nowadays, the Giulietta Spider ‘Passo Corto’ (short door) models are the most desired and sought after amongst collectors. On offer here is an absolutely stunning ‘first-series’ Giulietta Spider Veloce (750F) that, according to its ‘Certifcato do Origine’, was produced on 31st July 1958 and was destined for the US-market (New York). Its current, UK-based owner is a true classic car connoisseur with decades worth of owning and collecting experience and he was attracted to this particular car as it was a ‘short-door’, finished in his favourite colour (Mouse Grey) and was owned by the knowledgeable and much-respected Jim Sullivan, Chairman of the Pacific North West Alfa Club. After his purchase in 2015, our vendor commissioned Vintage Racing Motors (VRM) to carry out a full restoration which they did over a period of time. The whole process was photo documented and the car is unquestionably finished to a higher standard than when it left the factory. The appropriate invoices remain in the file and total around  $130,000, meaning that our vendor’s investment in this remarkable little Giulietta amounts to over $200,000. In the interest of pure driving pleasure, a period-correct 5-speed gearbox was fitted at the time, however the original ‘tunnel’ gearbox is included with the car and available to inspect at Silverstone over The Festival weekend. Once the work was finished, the Alfa was sent here to the UK, registered in 2021 and has been enjoyed immensely. It will be serviced by marque specialist Chris Robinson prior to the sale. This is a unique opportunity to acquire a rare Alfa Romeo that has been restored to an extraordinary standard and we encourage interested parties to come and see the car at Silverstone. It will not disappoint.

1965 Alfa Romeo Giulia Spider 1600: Sporting elegant coachwork designed and built by Pininfarina, the Alfa Romeo Giulietta Spider was a huge success and continued virtually unchanged in 1.6-litre Giulia guise when the latter joined the line up in 1962. Launched at the Monza Autodrome on 27th June that year, the Giulia range was the work of a design team headed by one of the greatest of Italian automobile engineers, Dr. Orazio Satta Puliga, who had been responsible for all the post-war Alfa Romeos. The capacity increase from 1,300cc to 1,600cc boosted the maximum power of Alfa’s classic twin-cam four from 80 to 92bhp and the car’s top speed to 109mph. Reliability was likewise enhanced and the larger engine was noticeably smoother and less fussy. A 5-speed gearbox was standard on the Giulia 1600 Spider, which remained in production until 1966. This rare right-hand drive Alfa Romeo Giulia 1600 Spider is finished in cool white with a classic red Alfa interior and was family owned until our vendor acquired it in 2018. It was the subject of an older restoration some years ago to an excellent level and has remained as part of a small Collection over the intervening years. It has been little used during those years but has been maintained as required and will have a complete check over prior to sale. The current recorded mileage is a little over 47,000 which we are led to believe, bearing in mind the low ownership, may well be correct. With outstanding period looks this is surely one of the most stylish cars of the era which will still turn heads today being in superb condition throughout. These cars are extremely rare in right-hand drive as, we understand, less than 400 examples rolled off the production line. Sadly there is little early history with the vehicle but the quality shines through upon inspection and we welcome and encourage your early viewing to satisfy yourself as to the opportunity that is on offer. The Giulia is not currently fitted with a soft top, however, and more interestingly, it will be accompanied by a very rare factory hardtop and hood frame albeit in need of restoration. Imagine it’s a balmy, late July, Sunday evening in central Rome and you pull up in this sparkling little Alfa right outside the Doney Café on the Via Veneto, hoping to enjoy some of Maria Foglieni’s famous Cantuccini Biscotti and a glass of Vin Santo. The Alfa ticks and pings as it cools and the yellow street lights are reflected in its gleaming Bianco coachwork, much to the delight of the laughing and chattering ‘beautiful people’ as they pass on the way up the Via Vittorio, making the most of the last hours of their Roman weekend. Well, the Café is still there and the Alfa will soon be here!

1969 Aston Martin DBS Vantage: Unveiled in October 1967, the DBS was the successor to the famed Aston Martin DB6, although the two ran concurrently for three years. Although always intended to house the new Tadek Marek-designed V8 engine, the Aston Martin DBS was launched with the 4-litre ‘six’ of the concurrently produced DB6. This twin-cam engine was available in standard or Vantage tune – the latter producing 325bhp at 5,750rpm with triple Webers and reprofiled camshafts. Styled in-house by William Towns, the beautiful DBS caused quite a stir, Autocar magazine observing: ‘Without the aid of an Italian stylist the Newport Pagnell team came up with something as modern, handsome and Italianate as anything from the Turin coachbuilders at that time.’ Longer, wider and more luxurious than the DB6, the DBS employed a platform-type chassis with independent suspension all round and offered a near perfect 50:50 weight distribution with better high-speed stability. In its road test of a DBS Vantage, Motor recorded 141mph with 0-60 and 0-100mph reached in 7.1 and 18.0 seconds respectively. Production of the DBS stretched between September 1967 and April 1972 during which time only 68 right-hand drive Vantage examples were produced, making the DBS 6 Vantage the lowest production Vantage model of all Aston Martins. Continuing Aston’s famed 007 connections, the DBS was used by George Lazenby’s James Bond in the 1969 film, On Her Majesty’s Secret Service. Offered here is a manual Vantage in the great colour combination of Gunmetal Grey with a black leather interior. This is most definitely the specification to have and this well sorted DBS is a drivers’ Aston Martin. Owned and used by our vendor for nearly a decade, it has been driven whenever possible and has only four previous owners. Supplied by well-regarded, marque specialist, Desmond J. Smail, in 2013, this lovely Aston has the feel of an ‘engineers’ car and makes a very practical, usable DBS. The history file contains multiple invoices from Olney totalling over six figures around ten years ago and it has covered ten thousand miles since then as testament to the quality of the work. The interior has a lovely, lived-in patina complete with its period Motorola radio.  All in all, this is not a pretentious DBS that has not been over restored, rendering it undrivable, but an example to be used … they drive so much better for it.

1991 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. By the time the 20V (RR) 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. Supplied new by Audi Main Dealer Keith Garages of Aylesbury on 28th October 1991, this Crystal Silver Audi Quattro 20V (RR) has only had two previous owners and has been with our vendor for ten years. Purchased by him in 2014 after an exhausting search to find the best and most original in the market place, as he started to build a collection of 1990s icons. The comprehensive history file contains multiple invoices from Audi specialists, the original sales invoice to the second owner in 1992 and many stamps in the original service book. In November 2021, it was subject to extensive mechanical work by SJH Motorsport Ltd to ensure it remained mechanically sound. The work included a full engine service including cambelt and pulley, water pump, alternator and power steering belts, new radiator core, rocker cover gasket, plugs, rotor arm, distributer cap, powder coat boost pipes, new manifold gaskets, water rail gaskets, fuel filter, clean injectors and flow test, powder coat fuel rail. Both front and rear subframes were removed and painted and old bushes replaced. The front wishbones were refurbished and new ball joints fitted. All roll-bars and links were fitted with new bushes and new Koni dampers were fitted. New wheel bearings were fitted and new top mounts. All new bumps stops and drive shaft gaiters were fitted and the springs were repainted. The rear diff mountings were renewed together with the rear wishbones and ball joints. All differentials fluids were drained and refilled. All the discs, pads and master cylinder were renewed, a new clutch fluid reservoir was fitted, the repainted sub-frames were Waxoyled, four-wheel alignment was checked and finally, all work was signed-off with a road test. The Audi Quattro 20V (RR) continues to be regarded as one of the most desirable modern classics and, with the vast expenditure lavished most recently on this cared-for example, it certainly warrants consideration.

2004 Audi A6 All-Road 4.2 Quattro, ex HRH Prince Aga Khan: Formerly the property of His Royal Highness Prince Aga Khan and kept in Ireland for his sole use. A bespoke build with a unique specification. His Royal Highness Prince Aga Khan (Prince Shah Karim al-Husseini, Aga Khan IV)  is renowned for his taste in bespoke Audis and his metallic blue Quattro Sport is an Audi Legend. This particular car started as the rare 4.2 V8 Allroad Quattro of which only a handful were produced in right-hand drive. Producing around 300bhp and fitted with height-adjustable air suspension, it is a deceptively fast car to drive, indeed it’s hard to believe that the car is some 20 years old. This car was taken from the production line and sent to Quattro GmbH who handle special build requests, much like Porsche Special Wishes dept. It was painted in Prince Aga Khan Green, a rich verdant dark green reserved for all his cars and the Recaro interior was trimmed in Audi Exclusive Fine Nappa (Cricket Beige) hides with matching green piping. Exclusive carpets in green were covered with matching overmats bound in beige leather and an Alcantara headlining completed this extraordinary interior. Unsurprisingly it was fitted with just about every option including Bose stereo, memory seats, Navigation Plus, heated seats front and rear, solar sunroof (to power ventilation when parked), folding tow bar, TV, Quattro GmbH alloy wheels, side window blinds etc. A printout of the build sheet with the specification is supplied in the history file. The car was kept at his Gilltown Stud in Ireland for use by HRH when visiting. Having covered a mere 26,500 miles from new, it has been kept in exceptional condition and the service book contains a scarcely believable 17 main dealer stamps. The car will be serviced by Basingstoke Audi before the auction. This is a unique and extraordinary car that is both collectible and highly useable.

1957 Ballino MM: The car presented here is a 1957 Balino MM, a one-off Italian Fiat ‘Special’ built by a very talented engineer-racer. It’s an aluminium-bodied/steel space-framed car in the style of a 1950s sports racer or Mille Miglia-type entrant, built by its owner (our vendor) and has been campaigned in VSCC and hillclimb events with much success. It was fastidiously built over three years and completed in 2010, immediately enjoying its first outing, then further evolved/refined and campaigned over an eight year period (VSCC Invited Class & MSA papers). All the mechanical parts are period Fiat, the engine being ‘upped’ to 1,290cc with a seven-port head, Simca conrods, high-compression pistons, four Amal carburettors, a longer duration 290° camshaft, electric water pump and tuned tubular exhaust. The rear axle is Fiat Balilla on ¼ elliptic springs, the front suspension is Topolino, whilst the elegant body is aluminium over a round tube steel space-frame. Our vendor: ‘The main target during the build was to make the car as light as possible, it ended up at 400kgs, pleasingly 100kgs at each corner’. The car was given a VSCC acceptance form for ‘Post-1940’ cars in 2010 and an MSA logbook in 2012. It’s been raced successfully at Silverstone, Donington, Oulton, Snetterton and Pembrey, but was most effective on the hills and sprints due to its low weight. It was last used in 2018, but has been started and moved regularly since, the last time just before consignment. What a stunning machine, lovingly created and maintained by its maker, is there a more cost-effective way into 1950s-style aluminium-bodied racing?

1922 Bentley 3/4.5 litre Supercharged: Bentley’s early success in the 1922 Isle of Man Tourist Trophy, when they finished second, fourth, and fifth to take the Team Prize, led to the introduction of the, appropriately named, ‘TT Replica’ on the existing 9′ 9½” wheelbase, short standard chassis. However, by the middle of the decade the 3-Litre was becoming less competitive and this, together with the fact that too many customers had been tempted to fit unsuitably heavy coachwork to the excellent 3-Litre chassis rather than accept the expense and complexity of Bentley’s 6½-litre ‘Silent-Six’, led to the introduction of the ‘4½’. The new 4½-litre model effectively employed the chassis, transmission and brakes of the 3-Litre, combined with an engine that was in essence two-thirds of the six-cylinder 6½-litre unit, retaining the six’s original bore and stroke and Bentley’s familiar four-valves-per-cylinder fixed-‘head architecture, but reverting to the front-end vertical camshaft drive of the 3-Litre. Equipped with their new power unit, the factory lost no time in race-proving its new car. We understand that the first prototype engine went into the 3-litre chassis of the 1927 Le Mans practice car and subsequently was removed and fitted to the first production 4½-Litre chassis, ‘Old Mother Gunn’ for that year’s Grand Prix d’Endurance at the Sarthe circuit. Driven by Frank Clement and Leslie Callingham, things looked promising, having set the fastest race lap at 73.41mph, however the car was eliminated in the infamous ‘White House Crash’ multiple accident. Bentley built approximately 1,600 3-Litre models, the majority of which were bodied by Vanden Plas with either open tourer or saloon coachwork. The exquisitely beautiful, two-seat, supercharged Bentley 4½-Litre on offer here was the creation of the late Malcolm Bishop, prominent member of the Bentley Drivers Club, Vintage Sports Car Club and Veteran Car Club, connoisseur of all things W.O., talented engineer and builder of beautiful motor cars. It was based on the short standard 9′ 9½” wheelbase chassis but there is no coachbuilder listed for ‘216’, which left the factory fitted with engine number ‘217’ and was delivered new to a Mrs Gilbey in April 1923. The subsequent fitting of Whitehead four-wheel brakes is noted. Malcolm entrusted the 3-litre chassis frame to marque specialists Green Farm Racing (Julian Ghosh), who modified it to incorporate ‘Blower’ cross members. The chassis is clearly and correctly stamped #216 on the rear dumb-iron. Correspondence on file from Julian confirms that it is ‘216’ (a 3-Litre chassis). Creating a ‘Blower’ involves the removal of the two pieces of chassis frame that are stamped with its identity, so these are no longer part of the car. The engine has been rebuilt around the crankcase of ‘SM3906’, incorporating Phoenix con-rods, Cosworth pistons, and twin Bosch magnetos. ‘SM3906’ started life in ‘SM3901’, which was the first production 4½-Litre Supercharged chassis, UK-registered ‘GF 776’. Historical records state that its ‘Last recorded owner was 1938. Front dumb-irons on 3-litre Ch. DE 1207. Parts in other cars’. This car’s other notable features include hydraulic braking, Zeiss lamps, and a four-branch stainless steel exhaust complete with Brooklands-style ‘can’. There are many notes on file detailing works carried out by engineers John Guppy and Adrian Butt, and some work by Clive Oliver. The coachwork was built by Specialist Welding & Fabrication of Okehampton in 2005. The car is beautifully presented in Midnight Blue, with a depth of shine that you could almost dive into and the wire wheels are finished in a matching hue. The seating is in navy blue leather and the attention to detail throughout is exceptional, top-points Concours d’Elegance standard undoubtedly, but what really stands out are the engineering solutions and presentation, every pipe, joint, clip and bracket thoughtfully designed and carefully fitted, a veritable work of art in Aluminium, steel, copper, brass, leather and chrome. However it wasn’t built just to turn heads. This is a very powerful, supercharged 4½-Litre created to compete and race and be driven with alacrity everywhere else. We understand that it’s on the button and eligible for events within the VSCC, Legends Pre-War, Bentley Drivers Club etc. and, if ‘function follows form’, will undoubtedly perform well. This is a stunning car, a credit to one man’s vision and to the talents and skills much in evidence within those small companies dedicated to the restoration and maintenance of pre-war cars. We invite and encourage your viewing of this wonderful ‘Blower’ Bentley.

1998 Bentley Continental R Mulliner Wide Body: Inspired by the highly collectible Continental R-Type of the 1950s, the elegant two-door coachwork was styled by John Heffernan and Ken Greenley, a duo whose résumé included sports cars like the Aston Martin Virage. Introduced in 1991, the Continental ‘R’ was the first Bentley in 26 years to not share a body style with a concurrent Rolls-Royce. Five years later, Bentley introduced a short-wheelbase version dubbed the Continental ‘T’ that was equipped with an uprated engine developing 420bhp and an impressive 650lbs/ft of torque available at only 2,200rpm. Customers expressed interest for similar styling and the T’s more powerful engine and so the Continental R Mulliner was consequently introduced at the 1999 Geneva Salon. The nomenclature was an homage to H.J. Mulliner, the British coachbuilder responsible for the original R-Type’s breathtaking fastback bodywork. The best of both worlds, the R Mulliner’s wide body configuration offered a spacious interior, especially for rear passengers, whilst the turbocharged V8 could rocket the car to a top speed of nearly 170mph, with just 5.6-seconds to 60mph from standstill. Often quoted as the fastest four-seat car of its time, many have been lulled into complacency on the motorway by the exquisite wood, comfortable seats and smooth ride, with very high speeds barely noticeable. Individually tailored to a customer’s order, the R Mulliner was Bentley’s ultimate 20th-century combination of luxury and performance, produced in a modest total quantity of 148 cars with 63 in right-hand drive. This fabulous example was the first production right-hand drive car, manufactured in late 1998 (for the 1999 model year) and the first of the proceeding model’s #XCH63160 numbers across both left and right-hand drive variants. Supplied by Jack Barclay in Silver Tempest with Magnolia hide at a cost of £280,000 or a whopping £400,000 in today’s money. The contrasting dark blue leather roll-top and carpets with cream over-mats provides a lightness to the cabin and beautifully offsets the acres of polished Walnut. Bought by our enthusiast vendor in 2016 after a long search as a retirement gift to himself, he appreciated the rarity and craftsmanship, having sold gold cigar lighters to the likes of Sir Roger Moore as part of the management team at luxury goods firm, Dunhill. An active member of the Bentley Owner’s Club, the car has often been on display and driven with pride to many club events. The service history is the usual mixture of main dealer and marque specialists, amounting to some 17 stamps with invoices for servicing less than 500 miles ago, and the odometer reading was 71,108 miles at the time of cataloguing. The car benefits from front and rear parking sensors, a Pioneer flip-out touchscreen Bluetooth and Sat-Nav system concealed in the dashboard. Presented to auction with handbooks, service book, myriad receipts, three keys, two Bentley alarm fobs, C-tek trickle charger and an MOT valid until January 2025.

1959 BMW Isetta 300:  The Italian-designed Isetta microcar was built under licence in a number of different countries, including Spain, Belgium, France, Brazil, Germany, and the United Kingdom. Produced in the post-WWII years, a time when cheap, short-distance transportation was most needed, it became one of the most successful and influential city cars ever created. Because of its egg shape and bubble-like windows, it became known as a ‘bubble car’, a name later given to similar vehicles from other manufacturers. With space for two and their luggage, the Isetta was perfect for the UK’s urban and rural roads. In 1957, Isetta of Great Britain began producing the ‘300’ model at their factory in Brighton under licence from BMW. The British cars were right-hand drive with the door hinged from the right-hand side of the car and the steering column moved across to the right as well. Being right-hand drive meant that the driver and engine were on the same side, so a counterweight was added to the left side to compensate. Lucas electrics replaced the German Hella and Bosch components, with a different headlamp housing being used, and Girling brake components replaced the ATE brake parts. In 1962, Isetta of Great Britain stopped production of the little cars but continued to produce Isetta engines until 1964. This lovely, show quality, Brighton-built, left-hand drive BMW Isetta 300 still sports its original Essex/Suffolk registration, 87 RPU. Being left-hand drive, it’s a bit lighter than the RHD cars as it doesn’t carry the 27kg counterweight. It’s finished in a smart Powder Blue with a crisp blue/white plaid interior and is complete with a luggage rack. All Isettas came with a sunroof, not so much as a luxury feature, but essential for climbing out if someone parked too close to the front. The history file contains a 1976 copy of the original ‘buff’ logbook and a letter from the BMW Isetta Club. Infrequently used recently, we would recommend a light recommissioning. Values of these great little cars have continued to rise and, at today’s guide, this little Powder Blue 300 seems good value.

BMW 3.0 CSi:

1975 BMW CSL “Batmobile” 3.5 FIA: On offer here is a very well built example of BMW’s legendary 1970s E9 Coupé with an estimate that’s a fraction of its build cost. Its private owner acquired a left-hand drive 1973 3.0CS road car with a V5C during the COVID lockdown period and set about building the very best FIA ‘Group 2′ BMW ‘Batmobile’-specification he could and the results are impressive. Marque experts, Laranca Engineering, who have built and run many CSLs in recent decades, were used for technical assistance throughout the project and the car was completed in 2022, with only test miles and dyno-time since. FIA HTP papers were issued once the build was completed (GB12959) and are valid until 31st December 2031. The remarkable specification is as follows: Roll-cage FIA and MSA Certificate included. Full chassis set up by Laranca Engineering; Laranca 3.5-litre race engine, billet dry-sump system, all their top spec components including modifying a brand-new BMW cylinder head; Dyno sheet included – 384bhp. Brand new slide throttle assembly and fully rebuilt race Kugelfisher pump (the fuel injection system alone cost in excess of £20,000); Getrag 265 gearbox built to race specification by Laranca Engineering. Laranca race spec differential, with high-grade output shafts and flanges; Fully plumbed-in diff cooler pump, and rear wheel arch-mounted radiator. These modifications are expensive but essential for reliability in endurance events. There is also a brand new, top-specification braking system with calculations by BG Developments (AP Racing UK). New discs, bells and callipers, all period correct AP CP 2270 & CP 2271 calipers. Bias pedal box, adjustable from driving seat and a 120-litre ATL bag tank in alloy container all features as does special billet alloy top plate, swirl pot etc. Note bladder will need either replacing or re-certification, new bladder readily available (new cost c.£800). There is a specially made heated windscreen. Also included is top specification suspension, Laranca Engineering struts and coil-overs, dynamically set, fully adjustable anti-roll bars with calculations and easily adjusted with slot-in various anti-roll bar diameters. Fully re-engineered rear suspension, reinforced and modified for full adjustment using spherical joints. The front subframe is fully reinforced and modified to include conversion to steering rack. There are aircraft-grade alloy control arms, spherical joints with full adjustability. There has been a complete body restoration by Normandale starting with stripped and blasted shell, full rotisserie build and it has been fully lightened and strengthened according to homologation. Correct homologated 1975 ‘box arch’ body kit. Handmade aluminium bonnet and boot, aluminium door skins. Painted in BMW racing colours, note all stripes are painted on (not transfers) – full photographic record of shell preparation. The car currently has period correct side exiting exhaust (unsilenced) however, the shell was built with potential future noise restrictions in mind so there is space to add full silencers without altering looks or ground clearance etc. A fully silenced system can be added without making any modifications to the shell or floor. There is a bespoke racing wiring harness with full range of Stack instruments, relays, circuit breakers, Lambda sensors fitted with fuel/ air gauges. Plumbed in OMP electric fire suppression system, FIA-approved, alloy bottle, New CNC machined billet centre split-rim wheels with almost new Avon slicks (test miles only), a MOMO steering wheel, lightweight flock sprayed dash. Note seat & belts date expired. There are so many special details, alloy rad and coolers, numerous CNC machined items. There are a considerable number of spares included with the car. To replicate this car to this standard would cost way in excess of £200,000 today and take many hours of hard work. Combine this with the fact that this car with its FIA papers offers access into some of the best historic motorsport in the world today makes this a really interesting proposition, and we highly recommend that interested parties come and see this simply remarkable ‘Batmobile’ for themselves.

1986 BMW M635CSi: Elevating its stylish, elegant 6-Series from a luxurious GT to an outright supercar capable of mixing it with contemporary Porsches and Ferraris, BMW launched the M635CSi at the 1983 Frankfurt Motor Show. Designed by BMW’s Motorsport division, the M6 was powered by essentially the same 24-valve M88 straight-six as featured in the mid-engined M1, except for having wet-sump lubrication, a higher 10.5:1 compression ratio and Bosch’s latest ML-Jetronic fuel-injection. With a close-ratio, Getrag 5-speed gearbox, the only transmission available, the M6 also boasted Bilstein dampers, higher spring rates and a lower ride height to sharpen up the handling, plus a ZF limited-slip diff to handle the 286bhp on tap. Make no mistake, this big BMW was a seriously quick motor car, with 0-60mph dispatched in six seconds flat on the way to a top speed of more than 150mph. Keeping all this performance in check were cross-vented disc brakes with ATE 4-pot callipers and ABS was standard. Unlike most supercars, the M6 added the practicality of a cabin capable of seating four adults in comfort, plenty of luggage space in the boot, and relatively moderate running costs (for a supercar!). The Recaro front seats and Motorsport steering wheel also set the model apart from lesser 6-Series and its M-Sport identity added muscle to the BMW’s lithe styling, with discreet ‘M’ badges and wider alloy rims filling out the flared arches. A driver’s car par excellence, the ultimate 6-Series derivative has always been sought after and thanks to its rarity (just 5,859 were built), its status as a classic is assured. The beautiful example on offer here is a tastefully specified M635 and is one of the earliest M-badged E24s sold in the UK and one of just 522 of these very special motor cars finished in right-hand drive for our home market. It’s finished in Arctic Blue with a light beige cloth interior and the desirable specification includes electric windows, air-conditioning, the correct 3-spoke steering wheel and even the period-perfect Blaupunkt Bologna Radio Cassette player remains in place. It’s accompanied by the original book pack and service book together with a comprehensive history file which includes numerous invoices from BMW specialists such as Munich Legends, Classic Heros and Classic Bahnstormers underlining the care and attention that has been lavished on the 635 over the years. A superbly presented modern classic which would be a worthy addition to any serious Collection but will be equally as happy out on the open road, stretching its competition-inspired legs as intended. Your early inspection is welcomed and encouraged to fully appreciate this exceptional ‘Shark Nose’.

1977 Chevron B38: After an absence of three years, Chevron returned to F3 in 1976 with a B20 Formula Atlantic car converted to F3-spec with the addition of a Novamotor Toyota engine and designated B34. Derek Bennett and Paul Owens carried out a systematic development programme on this wide-tracked car and all this work paid off when the Works-backed Trivellato run team soon showed the car was a winner with their new star, Riccardo Patrese, at the wheel. As soon as the car started winning, other orders followed and Geoff Lees in a semi-works car as well as Rupert Keegan soon showed the B34’s pace in UK races. The B38 was a refinement of the B34 and was to prove very successful indeed, with some 20 race wins with only rivals, Ralt, winning more. Due to the success of the 1976 car, a lot of top drivers were tempted over to the B38 and they were to be successful all over Europe. Derek Daly won one of the British titles and Elio de Angelis took the Italian championship. The chassis was a bathtub-style monocoque with detachable subframes, front suspension by double wishbones with transverse links and wishbones and radius rods at the rear. It had excellent braking capabilities and its wide track inspired driver confidence, especially in the rain. 28 B38s were built in total. This exceptionally pretty and original Chevron F3 (B38-77-01) is the Elio de Angelis championship-winning car from the 1977 Italian Formula 3 Championship and his 1978 Monaco Formula 3 race winner. The F3 race that supported the Grand Prix was always incredibly competitive and Elio’s win that year in this car was undoubtedly the springboard to his stellar career in Formula 1 with Shadow, Lotus and Brabham. B38-77-01 still retains its original tub which is a testament to the care and maintenance enjoyed by this lovely F3 that was originally set up by multiple Grand Prix winner, Carlos Reutemann, at Ferrari’s Fiorano track before its 1978 Monaco Grand Prix win. Although nothing to do with the car, the interest provenance is further enhanced by the infamous kidnapping in Sardinia of Elio’s father and his subsequent release brokered by Don Sergio Mantovani, the parish priest of Modena, all of which is documented in the history file. Our vendor has participated in the Monaco Historique Grand Prix weekend on three occasions with 38-77-01 and undoubtedly this fittingly historied Chevron F3 would gain an entry should Formula 3s be invited to support the Grand Prix in the future. The engine was rebuilt by Craig Beck and the gearbox by Mark Bailey in 2022 and the car’s only outing since was the Goodwood Spring Sprint in 2023, meaning that the rebuilt engine and gearbox have covered less than ten miles. A fresh FIA HTP has just been issued and is valid until 31st December 2034. There is a spares package with the car that includes two sets of rims with used slicks, a fully painted and decalled nose cone, two front splitters, a nose support frame, set-up jigs, spare radiator and some Hewland gear ratios. All in all, this is a delightful Formula 3 with a lovely history, on the button with new FIA papers and a ticket for Monaco when F3 returns to the program.

1970 Dodge Challenger R/T 383: Offered here from the golden age of American muscle cars is the infamous Dodge Challenger R/T 383. For its introductory year in 1970, the Challenger was available in two series, Challenger and Challenger R/T and three models, two-door hardtop, special-edition two-door hardtop, or convertible. The performance model was the Challenger R/T (Road/Track) with a 383ci (6.3l) Magnum V8 rated at 335bhp, however other engines were optional including the legendary 390bhp, 440ci (7.2L) Six-Pack. The RT was fitted as standard with a ‘Rallye’ instrument cluster that included a 150mph speedometer, an 8,000rpm tachometer and an oil pressure gauge. A ‘shaker’ hood-scoop was an option but was not available after 1971. In popular culture, the Challenger will always be associated with Vanishing Point, the 1971 American action film that starred Barry Newman as Kowalski, a disaffected ex-cop and part-time racing driver attempting to deliver a 1970 Dodge Challenger R/T440 Magnum to California. It’s now a cult movie but the Challenger is undoubtedly the star of the show. This sublime Plum Crazy Dodge arrived in the UK in 2014 having been fully restored in the States prior to coming over here and whilst US restorations can be a bit ‘hit or miss’, it was clear that this had been a professional ‘nut and bolt’ rebuild and the car looks stunning from any angle. It remains a matching numbers car and was highly specified from new with every option available at the time, including electric windows, six-way electrically operated drivers seat and a Ring Bow steering wheel. More recently, some £15,000 has been invested in bringing the underside up to match the top, with all new suspension, stripped and repainted floor, a refreshed braking system and much more. Whilst this work was being undertaken, the car was also treated to a pair of 3″ Dual Flowmaster exhaust boxes making that V8 soundtrack even more addictive. There is no point in driving around in a purple, movie-featured, 1970s muscle car unless you are prepared to join in the spirit of the thing and fortunately the Eight-Track player works well and there are an assortment of cartridges from the day, so roll down the windows and sing along. No one will look. Honestly. The car is supplied with a fabulous history file detailing the love thrown at this special car over the years. Said to drive every bit as well as it looks, this is a special piece of Americana that will grace any Collection.

2021 Dodge Challenger SRT SuperStock: The 2021 Dodge Challenger SRT Super Stock is the special edition, SRT-tuned version of the Dodge Challenger. Developed for racing at the dragstrip but still road-legal, the 2021 Challenger SRT Super Stock bridges the gap between the Challenger SRT Hellcat Redeye and the Challenger SRT Demon and combines a selection of elements from previous Hellcat, Demon and Demon Redeye models to create arguably the most desirable Challenger yet and quite possibly ever. The name is derived from the ‘Super Stock’ class in drag racing. Traditionally, these vehicles looked like ordinary passenger cars, but were highly modified racers under the shell. Starting with the typical HEMI V8, Dodge’s engineers have liberated a few more bhp from the 6.2-litre unit with the addition of a enormous supercharger. Peak power is rated at 807bhp, and torque is also suitably massive at 707lb/ft. This power is sent to the rear wheels via an 8-speed automatic transmission, whistling the Super Stock up to 60mph in 3.2 seconds and on to a limited 168mph top speed. New for the Super Stock were a number of chassis upgrades that Dodge hoped would help contain some of the fury that, in standard models, can occasionally overwhelm the cars equilibrium. These include adaptive Bilstein dampers calibrated specifically for this model, whilst the 18” wheels are wrapped in radial semi-slick tyres that are 11” wide. It also packs a set of Brembo brakes and a limited-slip differential. Encasing all this chassis development is wider bodywork attempting to contain the car’s substantial rubber footprint. The car presented here is a 2021 Dodge Challenger SRT Super Stock, with just 9,000 miles from new and in virtually ‘new car’ condition throughout. The slow-down of the production/supply-chain that came with the pandemic meant that the factory output of the Super Stock was curtailed somewhat, making it now a rare car – there were 3,300 examples of the Demon built, compared to just 192 Super Stocks built in 2020, the first year of its production. The 2021 Super Stock offered here is just one of 559 built in that year. Indeed, so few were available that muscle car enthusiasts in 2022 were left wondering for the preceding two years if the Super Stock really existed beyond mystical appearances on the internet! Pundits who follow such stats say the Super Stock’s multi-year production will top out at less than the Demon’s one-year production run, potentially a good thing for Super Stock owners. This would seem to be the case as, we understand, buyers in America of used 2021 Super Stocks are now paying a premium over the original list price, this often being a six-figure amount. Again, we are informed that this is just one of only a few examples in this signature-colourway of TorRed (aping the famous 1970s colour of Hemi Orange) and is, as we understand it, the only Super Stock currently in the UK and (we believe) in Europe. The car was personally imported by our vendor, is fully UK-registered with duties paid and is all clear on CARFAX, having had just a single US-owner and a full service history. The specification is huge and too large to detail here but will be made available to interested parties. This is an extremely rare and exciting opportunity, especially in the UK, to acquire a simply amazing American muscle car, offering ‘collector’ quality and unbelievable performance.

1979 Ferrari 308 GT4 Dino: Introduced at the 1973 Paris Motor Show, the Dino 308 GT4 was a significant departure for Ferrari in several ways. It was the first production car from Modena to feature a mid-engined V8, a layout that would become common to their core range for decades to come, along with the first production model to feature Bertone styling rather than Pininfarina bodywork. The chassis was based on the Dino 246 but was stretched to make space for a 2+2 configuration and the 3-litre V8 was integrally joined with the gearbox and featured an alloy block and heads with dual overhead camshafts fed through four Weber 40 DCNF carburettors. The styling was controversial at the time, with some journalists comparing it to the Bertone-designed Lancia Stratos and Lamborghini Urraco and the proportions gave traditionalists an attack of the vapours but, as is often the way, Bertone’s styling effort probably looks better now than it ever has. For all this, the car was a huge success, being bigger and more usable than any other mid-engine car had managed or would manage for a while. More than 3,600 were sold, dwarfing sales of V12 models and showing Ferrari the way forward. Today, these 1970s Ferraris have come of age with their classic looks and brilliant handling and are as fast as you are ever going to need in the real world, with a top speed of over 150mph and 0-60mph in 6.4 seconds. Classically presented in Rosso Corsa with a contrasting black interior, this example was UK-supplied in right-hand drive by Maranello Concessionaires on 29th March 1979 and is offered fresh to market from 11 years with its current owner. For most of this period it has been diligently cared for by the respected team at QV London and serviced annually as required with the last service carried out at 40,652 miles (current indicated mileage 40,955) at which time the cambelt, tensioner and cambelt pulley were replaced. The history file contains almost every MOT Certificate issued since the date of original registration, including the current one valid until June 2025 and the documented service history is stamped by notable names including Maranello, JR Etheridge, John Pogson at Autosport Italia and latterly, QV. With regards to the car’s overall condition, the external paintwork has clearly been refinished at some time but still retains a deep lustre with the interior thought to be as it left the factory, presenting extremely well with the odd blemish that could be very easily enhanced if required, however an air of originality is not always a bad thing providing a nod of approval to the years of enjoyable miles covered by previous custodians. It’s supplied with the original document wallet, service book and Ziebart Rust Proofing documentation and pleasingly, its original toolkit and an original spare wheel sitting snugly in their dedicated slots.

1994 Ferrari 512 TR: Launched at the Paris Motor Show in October 1991, with deliveries to customers commencing in 1992, the 512 TR was effectively a re-engineered Testarossa, although naturally all at Ferrari were keen that it was regarded as a new model. The model title witnessed a return to the old naming tradition using characters, with the figure ‘5’ referring to the cubic capacity of the engine in litres and the ‘12’ to the number of cylinders, the ‘TR’ was simply an abbreviation of Testarossa (Testa Rossa) as a nod to its origins. Externally, the main visual differences were the nose and tail treatment, the louvre design on the engine lid and the design of the road wheels and internally there were changes to the seats, steering wheel design and trim details. Mechanically there were numerous changes to the engine and gearbox, boosting power and providing a more satisfying and more user-friendly gearbox. The engine and transmission assembly location in the chassis had been dropped by 30mm, lowering the centre of gravity, and improving further the Testarossa’s remarkable roadholding. The net result of these changes was a more encouraging car to drive with a reduction in weight of 50kg and a jump in the claimed power output of 38bhp to 428bhp @ 6,750rpm for European models. The increased power provided improved acceleration with 0-60mph down from 5.2 seconds to 4.8 seconds, although the top speed was still in line with that of its predecessor. Produced between 1991 and 1994, 2,261 examples found homes worldwide with just 88 being supplied to the UK and of those, just 38 were fitted with ABS. Classically finished in Rosso Corsa with Nero leather and carpets, this superb example is one of the 38 that were fitted with ABS and was originally delivered to Maranello Concessionaires prior to being sold by Reg Vardy to its first owner in August 1994. It has covered just 41,850 miles from new and remains in simply outstanding condition, the paintwork, trim and mechanicals all excellent. The service history is equally impressive with 21 service stamps from a mixture of main dealer and marque specialists, the most recent of which documents a major, engine-out service by specialists Kent High Performance costing £6,899.62 on 14th March 2024. Within this service the cambelts were replaced, as was the water pump, brake lines and other minor mechanical jobs to return it to mechanical top form. The car’s exterior was not neglected either as confirmed by an invoice from Kent High Performance on 28the June 2024 totalling £5,403.82 relating to bringing the car’s bodywork up to what can only be described as ‘showroom condition’. The ring-binder history file makes for very pleasant reading, including a summary sheet of every MOT, service and inspection undertaken on the car since new, along with the associated mileage at each interval. There is copy documentation of the original order forms and specification list as supplied by Tony Willis of The Maranello Concessionaires Archive in 2013 and a plethora of service/maintenance invoices from Kent High Performance, SMDG Performance and Talacrest. The car comes with the all-important Classiche Certification showing impeccable originality throughout, complete with the supplied box file of supporting evidence. Accompanying the history file are the TR’s original books, wallet and Ferrari toolkit. This 512 is simply exceptional and drives as impressively as one would imagine with its sonorous V12. With the ever increasing electronic complexity of modern supercars and the concern that the right parts may no longer be available in the future, there is a growing focus on analogue cars, with three pedals and minimal electronic interference and this 1990’s Ferrari, with proper maintenance, should go on forever.

Fiat 500 Senna Tribute: This is a unique Fiat 500 Tribute to the late triple World Champion, Ayrton Senna. It was created by Peter Ratcliffe in memory of his friend, the late Ayrton Senna and is based on a 2015 Fiat 500 factory finished in Countrypolitan Yellow. The car has had two lady owners, correctly maintained from new and drives really well. Special features included dedicated graphics: blue, green and yellow side-stripes representing the Brazilian Flag (and Ayrton’s Helmet), facsimile Senna signatures on the wings and boot, KENWOOD and Nacional screen bands, and ‘Senna S’ logos on the wheel centres. It has the UK Registration Number NO15 ENA and the car has covered just over 70,000 miles from new, recently serviced and is in showroom condition.

1969 Ford Lotus Cortina: Following on from the enormous success of the Lotus Cortina in the hands of a plethora of star drivers including Jim Clark OBE, Sir Jackie Stewart OBE, Graham Hill, Sir John Whitmore and Frank Gardner, Ford introduced the Cortina Lotus Mk2 in 1967. With the move of production from Norfolk to Dagenham, the marketing team at Ford felt more comfortable with the car being seen as a Ford product rather than a Lotus one and the names were reversed. The famous Lotus 1600 twin-cam engine was now developing 109bhp and externally all the cars had a black front grill, steel wheels and Lotus badges on both rear wings and adjacent to the rear number plate. The gearbox ratios remained to 2000E spec, but the final drive was lengthened to 3.77 to one from 3.9 to one and comfort and handling improvements were made with a larger fuel tank and radial tyres. This very well restored Cortina Lotus offers the new owner a better built and more refined alternative to its earlier sibling and at half the price. Our example here was subject to a top quality restoration and has only covered 536 miles since. Leaving the Dagenham factory in the last few months of production and one of only 4,032 made. A revised final-drive and new gear linkage gave it a bit more driving modernity and comfort and handling improvements were accompanied by a larger fuel tank and radial tyres with Ford, perhaps, aiming at a slightly broader customer base. Classically finished now in Ermine White with the Sherwood Green stripe, it’s believed it may have had a colour change at the point of restoration which could have been around 2015 (second-generation cars were available in a number of colours). It still presents exceptionally well, sitting four-square with sharp panel work and good panel gaps. It still features its original air-box. At this estimate, and lesser examples have topped today’s upper estimate, this Cortina Lotus could be the one that got away.

1972 Ford Escort RS1600:  One step up from the Mexico, the Escort RS1600 was developed using an engine that was essentially a detuned Formula 3 unit designated BDA (Belt Drive A Series). Both the Mexico and RS1600 were built simultaneously at the Ford Advanced Vehicle Operations (AVO) facility located at the Aveley Plant in South Essex and as well as higher performance engines and sports suspension, these models featured strengthened bodyshells, making them ideal for rallying. Even today, Mk1 Escorts are still very popular in the historic rallying scene with their reputation for a great balance of power and handling, making them true drivers’ cars. The BDA engine emits a distinctive and appealing growl, which can be heard for quite a distance when the vehicle is being driven hard. This exceptionally well presented 1972 Ford Escort RS1600, finished in Bahama Yellow, offers a multitude of opportunities for its next owner. With a very strong John Wilcox BDA engine, it can either be enjoyed as a very fast road car or for light competition use at low-key club events that are not covered by roll-cage requirements or the rigours of MSA-type scrutineering. It has been used by our vendor for the occasional event and was lots of fun, indeed it would be hard not to have fun in a BDA-engine Mk1 Escort, even when you are being well behaved. The attention to detail in the engine bay indicates that this a seriously well prepared and fairly rapid road/rally RS1600, however it looks standard enough to grace a local Ford gathering. It has been re-shelled, but with one of the final new/old stock original Ford AVO shells, which accounts for the bodywork looking pin sharp with a particularly pleasing original interior. We doubt there is a quicker and more enjoyable RS1600 Escort Mk1 on the market currently and certainly not in such beautiful condition. We won’t even mention that glorious induction soundtrack!

1975 Ford Escort RS2000: 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 (AVO), based in Essex. The RS1600 of 1970 was quite a focused car that demanded specialist maintenance and attention, however the following Mexico and RS2000 were far more suited to the ‘man in the street’. In June 1973, the Mexico was supplanted by the RS2000 which 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, utilised the same Type-49 body shell as the Mexico. It was the first Escort to be powered by the overhead cam 4-pot, as Ford decided that their 2-litre Pinto engine was to be used in the new model, however they were 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 and 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 enjoyable 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 a 1975 Ford Escort Mk1 RS2000 in ‘very-1970s-cool’ Daytona Yellow and is on offer from a significant Ford Collection curated by a true aficionado of the marque, who ‘knows’ his Blue Ovals. Our vendor has known the car for a very long time, having owned it in the past and only selling it to a similar enthusiast who kept it in a similar Collection for some 15 years, until buying it back recently, returning it to his stable of Fords. Whilst in the previous ownership, it was fitted with four Cibie driving lights, with the correct brackets and a set of alloy wheels. He has thoroughly enjoyed driving it again, treating it to a comprehensive service at specialists Tremona Garage of Southampton (who have looked after the car in recent years), but has decided he just has ‘enough’ cars. He understands this car to retain its original shell, engine and chassis tags and ‘Beta’ cloth interior and it’s accompanied by a large history file with paperwork going back to 1982. A great driving example, this is a car to be treasured but isn’t merely a show-pony and still has all the ‘go’ you’d associate with an RS. With the best RS2000 examples now commanding £100,000-plus, this very capable and enthusiast-owned example offers great value and a real opportunity to own some of that early Fast Ford magic. Rallying in the early 1970s was defined by the Escort Mk1 and if you were a Blue Oval fan, the Porsche Turbo or Lamborghini Countach poster on the bedroom wall would have been rolled up, popped under the bed and replaced with one of a Daytona Yellow Ford Escort Mk1 RS2000.

1976 Ford Escort RS2000 Automatic: Henry Ford II, sometimes known as Hank the Deuce, was the eldest son of Edsel Ford I and the eldest grandson of Henry Ford. Head of Ford Motor Company for 34 years (1945-79), he is generally credited with reviving the firm’s fortunes. Following the unexpected death of his father, he was released from Naval duty, immediately becoming a Ford Vice President and after what amounted to a crash course in industrial management, he succeeded to the Presidency of the ailing company in 1945. He promptly set about modernising the company, introducing many successful models, including the Mustang and the Thunderbird, and by the mid-1950s Henry II had restored FoMoCo to rude financial health, becoming part of the bedrock of the modern auto‐industrial age. Harrow-born Walter Hayes enjoyed a successful career in journalism, however, with a young family to look after he was seeking a more stable career. Fortuitously the position of Head of Ford UK’s Publicity Department became available and in January 1962, he joined Ford UK at the start of a stellar career that would have an influence in every corner of British Motorsport for decades to come. His inclusion in this story relates to his early acquaintance and subsequent life-long friendship with HFII. During the early 1960s, HFII engaged in lengthy negotiations with Enzo Ferrari in an attempt to buy Ferrari, with a view to expanding Ford’s presence in motorsport in general and at the Le Mans 24 Hours in particular, however, negotiations collapsed due to disputes over control of Ferrari’s Scuderia racing division. As is well known, the collapse of the deal and his subsequent annoyance, led Ford to launch the Ford GT40 with much documented success, the story of which is well told in the 2019 film Ford v Ferrari  in which Henry Ford II is portrayed by Tracy Letts. During the crisis of the Ferrari purchase/development of the GT40, and latterly the development of the Ford Cosworth DFV, Hayes would often meet with Henry Ford II. The pair got on well, and thanks to the success of the DFV, Henry appointed Hayes to the board of one of his major projects, the establishment of Ford of Europe at its founding in 1967. With his own involvement with Ford of Europe, HFII found himself spending increasing amounts of time in the UK and, in 1974, decided to buy a property over here. Married to his second wife, Maria Cristina Vettore, they fell in love with and bought Turville Grange, a stunning Grade II listed property in Buckinghamshire. The estate was the former home of the younger sister of Jackie Kennedy, Lee Radziwill, who lived at the property with her European husband, HSH Prince Stanislas Radziwill in the 1960s. Whilst living at Turville, if HF II had to make longer trips, he would borrow something from the local Ford dealer or would be collected by a chauffeur, however, he liked to be independent and to be able to pop into the village occasionally on his own, so contacted his good friend, Walter Hayes (at this point Vice President, Ford of Europe) and asked him to find him “something special, a bit unusual.” Although, Henry was able to handle a ‘stick-shift’, he preferred an automatic gearbox and whilst Ford’s new RS2000 powered by the 2-litre, SOHC, four-cylinder Pinto engine was powerful, and its looks distinctive with a ‘droop snoot’ polyurethane nose and RS badge, it wasn’t available with an automatic gearbox. After some thought, Walter decided to create a bespoke, one-off RS2000 for HFII who, after all, was one of the most influential people in the history of Ford. The car was duly built with an automatic box, a really special interior luxuriously trimmed in cream leather with deep carpets, de-badged, meticulously finished in Roman Bronze Metallic with individual stripes and fitted with a set of bespoke wheels, prior to being registered to Henry Ford for his sole use on 8th June 1976 as NUF 617P. This unique RS commenced the next chapter of its life when it was purchased from Ford by John Redding on behalf of Melvyn Butcher who registered it in his name on 27th May 1978. Naturally, Melvyn was aware of the car’s provenance but used it as his family car for nearly ten years, covering around 40,000 miles, before selling it to John and Scott Redding who registered it in their company name, Webster and Lancaster Ltd on 13th March 1988. Established in 1960, Webster and Lancaster are very well respected motor vehicle engineers and restorers and knowing the cars history, planned to recommission it and offer it for sale. With dozens of projects on the go, they never got around to it and were persuaded to sell it by our late vendor. Externally, it had become a little tired so, in 2002, our vendor tasked Roger Taylor at Classic Cars of Bournemouth with a full external restoration of the RS to a ‘show standard’. There is an invoice within the file totalling £6,632.88 which details the repair of metalwork, preparing, priming and painting the car in its unique Roman Bronze. In the interests of originality and considering the car’s fascinating history, the interior wasn’t touched apart from a good clean. It was added to his Collection and we understand, made occasional appearances at shows and events, where it attracted much interest before, to all intents and purposes, disappearing for the last ten years. Henry Ford II was an ebullient, larger than life, character who was CEO of the Ford Motor Company from 1945 to 1979. Often regarded as a ‘tycoon’ in the mould of Rockefeller and Howard Hughes, he fitted well into British Society with his beautiful wives, country estate and noted generosity yet, when whizzing down to Turville Heath in NUF 617P to pick up the newspapers or have a pint at the Bull and Butcher, he was frequently described as modest, polite and kind. Prior to the sale the car has been recommissioned along with the other cars in the Focus on Ford Collection by Tremona Garage of Southampton. This work included an oil and filter service, new spark plugs and air filter, gearbox oil and filter changed, differential oil change, points and condenser changed, tappets adjusted with new rocker cover gasket, new rear brake hose, new front callipers, brake fluid changed, cambelt and tensioner changed, alternator belt and antifreeze changed, all using genuine Ford parts. We are delighted to be able to offer this unique RS2000 that was once enjoyed by one of the most influential figures in the history of the automotive industry and invite and encourage your viewing at Silverstone prior to our sale.

1979 Ford RS 2000 Custom: It was back in 1970 that Ford introduced their Rally Sport models – the RS range. Originally designed as a way of building limited numbers of homologation specials for serious competition use, it soon grew into a major marketing opportunity and one that Ford grabbed with both hands. By 1976, when the RS2000 Mk2 was launched, the term ‘RS’ had grown to mean something a bit special. Unlike the Mk1 Escort which was designed by Ford of Great Britain, the Mk2 was a much more sophisticated design that was jointly developed with Ford of Germany. Based on a standard Mk2 two-door saloon shell, the RS2000 used the familiar 2-litre, inline four-cylinder, SOHC Pinto engine mounted longitudinally in the bay driving the rear wheels. A single, twin-venturi 32/36 DGAV Weber carburettor was fitted with the option of a ‘Group 1’ dual Weber 40DCNF or IDF set up. The front suspension used independent MacPherson struts with an anti-roll bar and, at the rear, traditional leaf springs with telescopic dampers were utilised. Front-mounted discs and rear drums were used and 4-spoke alloy wheels came as standard. Its biggest distinguishing feature was a ‘droop snoot’ polyurethane nose housing four headlamps which gave it a rather aggressive look. The new car was capable of 110mph with 0-60mph taking 8.9 seconds, not too shabby in 1976 and which, combined with the car’s distinctive looks and that shiny RS badge, set Ford’s showroom doors swinging. In late 1978, the Custom Pack became an option and included Fishnet Recaro seats, full door cards, clock and pod centre console, 6J x 13″ alloys, boot carpet, remote drivers door mirror and the back panel around the rear lights was painted black. The subject of an older restoration and now offered from long term ownership, this particular Escort RS2000 Custom has clearly been cherished over the years and still presents extremely well today. Finished in Diamond White with a black interior, the colour scheme beloved by Blue Oval aficionados, the Escort has now been enhanced with a rear disc brake conversion in place of the original drums and the suspension has been upgraded. In recent years, the RS has been in safe and secure storage but has been cared for as required and we are told that it is running and driving well, ready for its next custodian to use and enjoy as intended. Unfortunately there is little paper work to accompany the car but we do suggest that the quality speaks for itself and welcome your early inspection to satisfy yourself as to the opportunity on offer.

1980 Ford Capri 3.0S: The Ford Capri made its sensational debut at the 1969 Brussels International Motor Show, although production at the Halewood plant in Liverpool had actually begun two months earlier to ensure that every UK dealer had at least one in its showroom by the time sales started in February 1970. This level of forward production ensured that Ford’s brilliant young marketing team were able to leave examples of its new model parked outside prominent buildings and near the entrance to 150 railway stations in the south-east of England. Initial sales exceeded the predicted demand by 100%, mainly because the Capri created an exciting new style of car on this side of the Atlantic. Here, at last, was a sleek, eye-catching ‘fastback’ that bridged the gap between the traditional two-seater sports car and the family saloon. The Capri concept was made all the more attractive by a remarkably wide choice of engines from a 1.3-litre to the lusty 3-litre V6. As exciting as the Mk ll was rational, the Capri Mk lll (1978-1986) was one of the industry’s most effective facelifts with a distinctly modern shape and its improved aerodynamics naturally resulted in better performance and economy. Quad headlights, wraparound bumpers and a plethora of TV star appearances (particularly Bodie and Doyle in their 3.0S) restored the Capri’s ‘mojo’. At launch, the existing engine and transmission combinations of the Capri II were carried over and the biggest seller eventually turned out to be the luxurious Ghia, however, the 3.0-Litre S was generally regarded amongst enthusiasts as the most desirable. On offer here is a UK-supplied, right-hand drive, 3.0-Litre S on offer from the private Collection of marque expert, Ric Wood. This was always Ric’s dream car and in 2019 he found this very car worthy enough to join his Collection. Finished in gleaming Venetian Red with Carla Check  ‘fishnet’ Recaros, the car has covered just over 25,600 miles since leaving the factory in 1980. Since its purchase, Ric has enhanced the car with XPAC-type upgrades including 7″ RS alloys, vented discs and a limited-slip differential. The engine was stripped, ‘blueprinted’ and subtly upgraded using his in-house expertise and to finish the job, he has repainted the car externally and underneath. The results are up to show standards and we highly recommend that interested parties view this rather special Capri at Silverstone and see the impressive results for themselves.

1981 Ford Capri 3.0 Ghia Auto: The third generation Capris such as the car we have here were unveiled in 1978 and whilst little changed from a mechanical standpoint compared to the Mk II, the aesthetics of the car were facelifted with new grilles, rear lights and quad headlamps introduced in an attempt to unify the design language seen across the Ford range at the time. Despite the 3-litre ‘S’ model being regarded by Ford to be the most desirable model on sale at the time, the Ghia, with its automatic transmission, higher specification and softer-sprung chassis, proved to be the bestselling V6-engined model in the UK. In 1981, Ford was forced to replace the 3-litre Essex V6 with a 2.8-litre fuel-injected V6 borrowed from the Granada range, which makes these late-model 3-litre examples particularly appealing to collectors. On offer here is a desirable right-hand drive 3.0-Litre Ghia finished in Tibetan Gold Metallic with the automatic transmission and is on offer directly from the private Collection of marque guru, Ric Wood. The odometer is currently indicating 119,000 miles and the V5C shows just two former keepers. It’s supplied with a full history folder that includes the original handbook and service books. This very smart, top of the range Capri Ghia has clearly been cherished and well cared for during its life. Ric was always looking for a very nice 3.0 Ghia automatic and this car stood up to his high standards and we can see why.

1980 Ford Transit 190 Van: Needing little introduction, the Ford Transit Van has earned legendary status and is without doubt a true British icon. Powered by Ford’s 2-litre OHC petrol unit developing 78bhp and 147Nm of torque and mated to a 4-speed manual transmission, this 190 model was the largest in the range. This incredibly rare and unrestored, original UK-supplied, right-hand drive MK2 panel van is quite possibly the best remaining example having covered only 4,500 miles from new. First registered in 1982, this very special MK2 190 was first supplied to a Royal Air Force Base in Jersey where it stayed for nine years until its first UK registration on 6th February 1991. There is a Defence Evaluation Research Agency journey log sheet in the accompanying history file. Walkers Bodywork of Watford were commissioned to carry out the high-top roof conversion when new. Forming part of private Collections since its arrival on the UK mainland, the Transit spent several years on display at Evans Halshaw Ford in Blackpool before being purchased by Alan and Phil Sherwood, the former being the RS Owners Club RS2000 Registrar. Having lived a life a far cry from the majority of examples, the amazingly low mileage of 4,500 miles and careful storage has ensured total preservation of this legendary commercial classic. In recent years, the van has formed part of marque expert, Ric Wood’s, personal Collection. Although it was generally in good condition, Ric’s Blue Oval DNA compelled him to fully recommission it to ensure it was absolutely mechanically on the button and whilst he was doing that, why not repaint it. The work was carried out, naturally, to a very high standard and the results are truly impressive. This is possibly the lowest mileage MK2 Transit Van in the country and when combined with the fact that its been the recent beneficiary of significant expenditure from Ric Wood Motorsport, this really is an unrepeatable opportunity to acquire an important example, ready to grace any historic paddock or private Collection.

1983 Ford Escort RS1600i: Since its first appearance in 1971 (on the Mk1 Escort), ‘RS’, for ‘Rally Sport’ has been associated with Ford’s most performance orientated models. One of the most exciting models in the Escort Mk3 range was the XR3 (later XR3i), a high-performance derivative powered by a tuned version of the new 1.6-litre CVH overhead-camshaft engine. It was the XR3 that provided the basis for the fuel-injected RS1600i, which was one of the first designs developed by Ford’s newly instigated Special Vehicle Engineering department (SVE). The Ford Escort RS1600i was built purely to meet ‘Group A’ homologation regulations. The RS1600i was based on the XR3 but featured fuel-injection – several months before that car – and more body addenda to differentiate itself from the series production car it was based upon. On offer here is a UK-supplied right-hand drive RS1600i finished in Strato Silver and was first registered in May 1983. Our private vendor bought the car in 2020 and since his purchase it has been the subject of a comprehensive restoration with the whole car stripped back to a bare shell before being repainted inside and out. Almost every component was either refurbished, rebuilt, repainted, or replaced. Many NOS parts were sourced and when replacements were unavailable, original items were reconditioned to an as-new finish. Mechanically, the car was treated to a rebuild of the engine and gearbox and the underside was also refreshed with the addition of new shocks and a Quicksilver stainless exhaust. The vendor informs us he’s spent around £50,000 on parts alone, even before taking his time working on the car (he did 80% of the work) into account. The accompanying history file contains an original Ford document wallet with handbooks, an original RS1600i sales brochure, a raft of MOT Certificates and invoices dating right back to 1983 and the V5C showing eight former keepers. The mileage, at the time of cataloguing, was just over 105,000 which is pretty academic when you think of the work this car has recently enjoyed. In summary, this is one of the best examples we have seen and it would sit well in any serious Ford Collection. When you consider the recent investment, this fabulous RS1600i appears to offer excellent value for money.

1985 Ford Escort RS Turbo Custom: The car presented here is a 1985 Escort RS Turbo Custom Series 1 which has been the subject of a quite remarkable restoration, making it one of the most ‘as new’ (and improved) modern-classic Fords we have ever seen. The car’s ownership continuity is well-documented, it being supplied via McCarthy Cars (Ford) of Croydon on the 18th July 1990 to owner Mr Oakley of Cockfosters; he subsequently sold it on, in late 1993/early 1994, to Mr Ramsey of Swanley, who kept it until the 14th June 1996, selling it to Mr Jeremy Palling (a close friend of our vendor’s) of Crawley. Mr Palling then dry-stored the car in his garage from August 2002 before selling it on the 27th April 2017 to our vendor who had coveted his friend’s RS Turbo for many years, it being the ‘poster car’ of his youth. He eagerly MOT’d and drove it for a short time, before becoming increasingly aware of just how special, solid and original an example it was – the ideal candidate, he concluded, for an uncompromised, no-item-too-small, money no object, all-in restoration! – and this is an understatement. He says: “The car needed to be like I was walking into a Ford showroom in 1985 to buy it, only I wanted to take advantage of some of the automotive developments which have taken place in the 40 years since it was built. I would describe the car today as OEM-plus – how Ford would have produced it had modern-day materials been available.” And so it began, one of the most impressive projects we have seen, lasting over 3 years (concluding in July 2024) and with over £50,000 invested, the car is easily one of the best RS Turbos we have offered for sale. Our vendor continues: “I had planned a full, total and no expense spared restoration of every component and began sourcing and collecting new old stock Ford parts. Having had plenty of these RS Turbos when I was younger, and having carried out my apprenticeship at Hancock Ford in Horsham (formerly Gilbert Rice from 1991 to 1995), I knew these cars inside out.” He says: “By the 19th March 2021 the time had come to commence the restoration. I took the car to my home workshop and commenced the strip down. The car did not look to have been ‘got at’ much in previous years and you could tell that this was the first time many areas of the car had been apart or touched since it was built in 1985. I photographically documented every part coming off the car as I wanted the rebuild to be factory-correct right down to every clip, nut, bolt and screw. The complete, photographic, documented restoration was completed in July 2024. Rather than zero the mileage at this point, which I feel ‘muddies the waters’ somewhat, I have put together these history files to demonstrate the cars ‘as new’ condition at this date and also provide this vital information to future custodians. I used many technical reference guides, manuals and drawings to cross reference exactly how everything should be to make sure it is presented and stays correct. Within this cars documentation you will find genuine Ford Escort Technicians Information guides 1, 2 & 3 along with a copy of Ford’s Escort RS Turbo Supplementary Technicians Workshop Manual (incl. a CD disc of it)” This highly collectable car is accompanied by a vast history file documenting its restoration, background and ownership. Definitely one for the collector! What a car. It was recently taken to Goodwood where it scooped an award, richly deserved.

1985 Ford Sierra RS Cosworth (pre-production): An exceptionally rare, matching numbers example of the 1980s premiere performance hatchback finished in Moonstone Blue and superbly original throughout. Rolling off the production line in November 1985, a full nine months prior to the official production run started, it was first registered in January 1986. It remained in the UK until 1994 when it was exported to New Zealand, returning here in 2016 at which point it went into climate-controlled storage remaining under cover until recent times. Designated ‘4P’ or Pre-Production Prove Out Programme Model, this particular example is just one of ten right-hand drive ‘4P’ examples that are understood to have been produced and is believed to be the only road-legal, right-hand drive ‘4P’ to have been specified in Moonstone Blue so a rare beast indeed. Notable differences from standard production models include no rear screen washer, a black fuse box cover not white, no First Aid kit, differing radio balance controls and an engine to gearbox brace to reduce vibration. With its status confirmed by Gordon Prout and Geoff Fox, members of the original Ford Special Vehicle Engineering Team (SVE), this is almost certainly one of the original magazine press cars and a star of the Ford ‘Cars of the Future’ TV advert. The owner’s file contains a comprehensive service history detailing such matters as a cosmetic external refurbishment and an engine rebuild during its time in New Zealand as well as the seats being re-foamed and a replacement headlining fitted in 2009. This very special Sierra will be welcome at any Blue Oval event or indeed a desirable addition to any serious Ford Collection. Your early inspection is welcomed and encouraged to fully appreciate the opportunity to acquire one of the rarest Sierra Cosworths to be offered on the open market.

1996 Ford Sierra RS Cosworth by BBR: 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 – 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 going on to sell 5,545 three-door cars (including the RS500, of which only 500 were built). Launched for sale in July 1986, and based on the three-door Sierra bodyshell, 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! David Brodie was a hugely successful saloon car racer in club, British and European championships, who will be forever associated with a wide-arched Mk1 Ford Escort affectionately known as ‘Run Baby Run’, a car that won dozens of races in the late 1960s and early 1970s. He’s held lap records at all the UK circuits, a few of which stood for many years, and became a regular BTCC driver in the 1980s and 1990s. He has long been a friend to motor racing’s elite, having helped out Frank Williams in his early career (later becoming a director of Williams Grand Prix Engineering at its outset) and was best man and limo driver at Ronnie Peterson’s wedding, a favour the Formula 1 driver later returned. David Brodie also formed Brodie Brittain Racing (BBR) with engineer Ken Brittain in Brackley, working closely with the Ford Works Motorsport division and going on to build a wide variety of road and race cars that achieved legendary status among UK car enthusiasts. The car presented here is a 1986 Ford Sierra RS Cosworth that has been well and truly given the BBR treatment; uprated in period and subsequently changed from Moonstone Blue to British Racing Green (in honour of a Sierra campaigned by David Brodie). Sometimes a car can do all its ‘talking’ through its specification:1997 BBR engine modifications: Cosworth pistons (with total seal rings), race-spec cylinder head with 26mm ports, inlet manifold ported/matched to head, Piper BD 10 cams, Isky valve springs, lightened/polished con rods, H/P oil pump, ARP head-studs, ARP rod-bolts, ARP main-studs, ARP flywheel bolts, T34/63 Turbo with 34 actuator, grey injectors (403s), billet fuel rail and regulator, lightened flywheel, racing paddle clutch, Quaiffe big tooth straight cut gearset, B&M quick-shift assembly, Pace RS500 intercooler, Brise Motorsport alloy radiator, 13-row oil cooler. Bodywork: Bare-metal repaint in Jaguar British Racing Green (paint code HEN), all new seals, rubbers etc. when rebuilt. Running Gear: Front 8×17 three-piece Compomotive split-rims wheels with 215/40/17 Kumho Tyres; Rear 8.5 x17 with 235/40/17 Kumho Tyres. Brakes: 325mm x 32 front discs with new hi-spec 6-pot callipers, EBC Red Stuff pads; 300mm rear discs with EBC Red Stuff pads and new callipers; Dot 5.1 racing brake fluid. Suspension: Gaz gold coil-overs, updated bushes all round, new rear beam mounting bushes, rose-jointed rear anti-roll bar drop links. Fuel system: new tank and strap, new 044 fuel pump, new filters & lines, all new A/N fittings and Teflon braided hoses. Miscellaneous: Bailey Motorsport header tank, swirl pot, washer tank and breather system, with red/blue A/N fittings, 10-row power steering cooler with A/N fittings; the engine has just had new oil and filters, a new thermostat, a new cambelt (Mountune), a new tensioner, all new drive-belts, new boost and water hoses (Roose Motorsport) and the injectors have cleaned and flow tested; all ABS sensors have been replaced and the system is fully operational.

1987 Ford Sierra RS500 Cosworth: 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. In total 5,545 cars were produced, of which 500 were sent to Aston Martin Tickford for conversion to the Sierra RS500 Cosworth. Once Ford had built the requisite 5,000 RS Cosworths, ‘Group A’ rules allowed an upgraded ‘evolution’ model to be launched. This could carry changes focused on improving its racing potential, provided Ford sold 10% of the original number as road cars, hence the 500. The RS500 was announced in July 1987 and had a mechanically uprated Cosworth engine (more similar to the one to be used in competition), with power boosted to 224bhp, upgraded brakes, modified bodywork and the cachet of being hand-assembled. The vast majority (392) were finished in Black, 56 in Diamond White and 52 in Moonstone Blue. Presented here is a 1987 Ford Sierra Cosworth RS500 (#372/500) finished in black with grey cloth interior and sold by Ford main dealer, Grays of Guildford, to its Surrey-based, only registered owner. First registered on 14th August 1987, it remains remarkably original, still fitted with its original Ford mild-steel exhaust and sitting on Dunlop D40 tyres. It’s supplied with its original wallet with the service record detailing five Ford main dealer (Grays of Guildford) stamps up to 1990 at 28,948 miles. A separate check lists shows a further service at 33,000 miles during 1993. The most recent MOT dates from 1994. The car was purchased by our vendor when it had covered just over 41,600 miles, however, he chose not to register the car in his name (the V5C lists ‘None’ against the number of previous owners) and has also chosen never to use it although it has been started regularly and maintained during this period. This ‘lost’ RS500 still sports its original Grays of Guildford number plates and as you can see from the images, still presents remarkably well considering its lack of use. It started immediately during our visit and appeared ready to drive off for the day.

1990 Ford Sierra Sapphire RS Cosworth: In 1986, the original Sierra Cosworth was a new kind of performance car – a blue-collar hero able to humble true sports cars. A couple of years later, Ford introduced the Sierra Sapphire RS Cosworth, a more ‘discreet’ version, built using the four-door Sapphire bodyshell, initially with the same rear-wheel drive layout as the three-door original and then later with four-wheel drive, but even with a more restrained exterior, a plush velour interior and an executive four-door shell, the Sapphire was far from dull. The early rear-wheel drive cars benefited from 204bhp from the YBB engine (205 block), a T5 gearbox, 7″ x 15″ lattice alloy wheels, front and rear spoilers, side skirts and Recaro seats, with 0-60mph taking 6.1 seconds. Despite the extra power and potential for greater traction, the later 4×4 Sapphire was slower to 60mph, reaching the speed in 6.6 secs. Approximately 13,140 2WD Sapphire examples were produced during 1988-1989 and all were assembled in Belgium at Ghenk powered by UK-built Ford-Cosworth engines. The car presented here is a 1990 Ford Sierra Sapphire RS Cosworth, chassis #GBBFKE59875, a late production two-wheel drive example in super original, unmolested condition. First registered on 29th March 1990, it has covered just over 17,042 miles within the same family (its two former keepers were husband and wife). A combination of diligent ownership, minimal use (due to circumstances) and sheer preservation now means this ‘Performance Ford’ is in collector-quality condition. Resplendent in its Diamond White paintwork, the original ‘Ford Motorsport’ colour, you’d struggle to find a better example than this. Accompanied by its complete book pack and history file, this is for the true aficionado of the Blue Oval. We are informed that this exceptional car still retains its original factory-fitted panels and its original paint throughout. The interior is described as showing virtually no wear on the switchgear or surfaces, all the dials and switchgear are said to function correctly, there are no cracks or UV damage to the dashboard and the original Recaro seats remain in beautiful condition. With the availability of a substantial number of aftermarket performance and cosmetic enhancements for these cars, it’s rare to find one with nothing added or nothing taken away, so if you are looking for an unmolested, original RS Cosworth, this is probably one of the worthiest candidates currently available. The lighter and rarer version of the Sapphire, this two-wheel drive example is one for the Ford connoisseur and is offered at an attractive price guide, offering its new owner entry into the exclusive world of RS ownership. The car comes to auction having benefitted from a full service (including cambelt), a new water pump and four new tyres.

1995 Ford Escort RS Cosworth: Performance Fords are our thing here at Iconic Auctioneers. We love them and their enthusiastic owners and occasionally we get a chance to offer something rather special from Ford’s motorsport-based back catalogue. Introduced in 1992, the Escort RS Cosworth was an homologation special and its sole role was to incorporate parts that Ford planned to use in their ‘Group A’ rally cars to ensure success in the World Rally Championship. Ford’s Special Vehicle Engineering (SVE) division managed to squeeze the workings of the Sierra Cosworth into the marketing-friendly Escort bodyshell and, hey presto, we had the Escort Cosworth. The enormous rear wing, front splitter and widened body panels all served a purpose too, being designed to assist the car at the high speeds it was expected to reach in rallying. They were built in their thousands, so the chances of finding a unique, factory-built car must be zero. Well no, actually, you are looking at one. N104 SVV was ordered through Ford’s Special Vehicle Operations by Cosworth Engineering in October 1995 for the sole use of their Financial Director at the time, Victor Smith. The car was to be finished in Zinc Yellow, the only right-hand drive example in this colour scheme to roll off the production line ever and Cosworth were to retain it for the next 30 or so years. One look at the condition and it’s clear to see that it has led a very cherished life, remaining in outstanding condition throughout with just 29,034 miles recorded at the time of viewing. Even the suppling dealer, E Ward (Wellingborough) Ltd dealer sticker and tax disc holder ae still in place. Open the door, hatchback or the bonnet and the condition remains the same, taking you back to a time when the RS badge had real cachet, with its Raven leather Recaros, cassette player and sunroof. As it was one of the last Escort Cosworths produced, it’s the ‘small turbo’ model, one of the most desirable and given that it is in exceptional condition throughout and unique in its presentation, it is possibly one of the most collectable Escorts to come to market in recent years. The car has just been serviced in preparation for the sale including a cambelt and brake overhaul, and the original exhaust is available should the new owner wish to retain it. With an unquestionable history and documented ownership from new, this particular ‘Performance Ford’ will be a very welcome addition to any Blue Oval Collection. Your early inspection is welcomed and encouraged to fully appreciate the condition and rarity of this particular RS Cosworth.

2003 Ford Focus RS: In 2002, Ford launched the Focus RS, returning those famous letters to one of its cars for the first time since the Ford Escort RS Cosworth. The new Focus RS was inspired by Colin McRae’s WRC rally exploits and featured a 2-litre Duratec RS engine with an advanced turbocharging system and oil-spray cooled pistons to achieve more power – which eventually peaked at 215bhp and 0-60mph in 6.4 seconds. The chassis was developed and a Quaife torque-biasing differential (when you turned into a corner and applied the power, it dug in like no other front-drive car to make the Focus remarkably quick across country) fitted to ensure optimal front-wheel drive tractability. Suspension was by uprated offset coil springs with Sachs Racing dampers whilst stopping power was provided by Brembo brakes. The cabin was competition-inspired and featured leather and Alcantara Sparco seats. Only sold in Imperial Blue, the exterior shared many styling cues with its rally sibling and even used custom 18” O.Z. Racing alloy wheels. Making the Focus RS this good on back roads meant changing almost every component. In the end, the roof, doors and bonnet remained the same as any other three-door Focus, but the rest of the exterior bodywork was new. In all, 521 parts were created just for the Focus RS, from the Sparco seats and handbrake lever, unique dials and starter button to the suspension and brakes. Ford built 4,501 Focus RS Mk1s, all individually numbered and all thought to have been sold at a £4,000 loss to the company. Out of that total, 2,147 RS Mk1s were sold in the UK, making it by far the biggest single market, and although the car may still split drivers’ views, what isn’t in doubt is that this is now a prized modern classic. The gleaming 2003 Focus RS Mk 1 on offer here is finished in Imperial Blue, as they all were, with the Sparco front seats trimmed in contrasting black and blue leather with Alcantara inserts. The rear seats are similarly trimmed and the handbrake and gear knob are finished in machined aluminium. The interior is further enhanced by the addition of carbon fibre to the gear stick surround and the door cards have blue-trimmed inserts. The odometer reading when the car was consigned indicated 13 miles from new although this may go up slightly as the car is moved around the sale. The Performance Fords on offer today from the Focus on Ford Collection have remained in storage for a number of years but, despite having only covered delivery mileage, our vendors took the sensible decision to bring them to sale in the very best condition possible and ready to drive away. Their recommissioning has been carried out by the respected Tremona Garage of Southampton and has involved a meticulous inspection of each car, commencing with a check for contamination of fuel. Subsequently the engine oil and filter were changed, spark plugs changed, air, pollen and fuel filters replaced, gearbox oil replaced, as well as the cambelt, idler and tensioner being replaced. The alternator belt was replaced and brake fluid and anti-freeze renewed. Only genuine Ford parts were used. Checks were also carried out on the fuel pumps and ECUs, the brake system and all electrics were tested, and new batteries were fitted in the cars as well as in the keys. Finally, once satisfied that the car was ready to be driven, they have been sensitively valeted to maintain the ‘fresh from the showroom’ look, so factory stickers and plastic trim covers remain in place and the cars have been cleaned to a standard one might expect at initial delivery. However, it will not have a current MOT as our vendor has chosen not to register the car on the MOT system, leaving that decision to its new owner.

2010 Ford Focus RS: The second generation Focus RS is the Focus that Ford originally claimed they would never build – a limited run 300bhp ‘super-hatch’ – but we’re delighted they did and make no apology for being enthusiastic about this remarkable little car with its huge twin-blade spoiler at the back, aggressive body kit and ballistic performance from the turbocharged 2.5-litre, five-cylinder engine. Only 11,500 examples were built in a production run that lasted a little over three years, with just 4,000 finding homes in the UK. The RS may not have had four-wheel drive, but a combination of Ford’s trick Revo-Knuckle front suspension, a Quaife limited-slip differential and well-judged ESP did a great job of putting the power down and managing the torque-steer while still providing plenty of involvement. The chassis was stiffened by about 30% and bigger drive shafts, a wider track, lower ride height and a faster steering rack translated into remarkably civilised road manners. With 301bhp and a massive 324lbs/ft available, the RS could hit 60mph in under six seconds and topped 160mph, all accompanied by a distinctive five-cylinder warble, plenty of turbo chatter and even the occasional pop and bang from the exhausts. When you weren’t on a charge, the RS was a polite and practical hatchback capable of returning 25-30mpg, easy to park, offering plenty of boot space and reasonably quiet at a constant speed. However, with its gaping grille, 19″ wheels, flared arches, deep diffuser and a wing that would embarrass a Porsche Turbo, the RS left you in no doubt about its intentions. The beautiful, Frozen White RS on offer here has been cherished and carefully stored since its purchase new by our vendor. It has covered just ten miles in that time although this may go up slightly as the car is moved around the sale.  The Performance Fords on offer today from the Focus on Ford Collection have remained in storage for a number of years but, despite having only covered delivery mileage, our vendors took the sensible decision to bring them to sale in the very best condition possible and ready to drive away. Their recommissioning has been carried out by the respected Tremona Garage of Southampton and has involved a meticulous inspection of each car, with remedial work as necessary. On this car, that has included fresh engine oil and filter, spark plugs replaced, air and pollen filters replaced, gearbox oil renewed, water pump, cambelt, idler and tensioner replaced, alternator and air conditioning belts replaced, brake fluid and antifreeze replaced, the brake system and all electrics tested, and new batteries were fitted in the cars as well as in the keys. All parts used were genuine Ford items. Finally, once satisfied that the car was ready to be driven, they have been sensitively valeted to maintain the ‘fresh from the showroom’ look, so factory stickers and plastic trim covers remain in place and the cars have been cleaned to a standard one might expect at initial delivery. However, it will not have a current MOT as our vendor has chosen not to register the car on the MOT system, leaving that decision to its new owner.

1957 Jaguar XK150 3.4 Drophead Coupe: This Jaguar Racing Green XK150 3.4 Drophead Coupé with tan interior and black hood was originally exported to the United State of America through Jaguar Cars in New York before, many years later in July 1989, being purchased by the present owner through a German dealer, sight unseen and ripe for restoration. Once the Jaguar arrived in the UK and the import papers were processed, work commenced with a total strip down to a bare chassis. Its new owner was clear that he wanted a very presentable but at the same time totally useable XK and carried out extensive research to ensure that the rebuild was carried out correctly and as required by the correct people. Now sensibly converted to right-hand drive format, the result is the superb specimen offered here today. Clearly cherished since and correctly maintained as required, it’s been enjoyed on many long European trips and remains in outstanding order throughout. It’s accompanied by an extensive history file detailing the purchase, import, rebuild and its subsequent trips throughout the UK and Europe, all beautifully detailed in page after page of handwritten notes which so rarely happens today. With invoices on file from the likes of VSE, Guy Broad, MWS International and others together with a photographic record of the build, it’s clear to see the effort that’s been made to, not only produce an outstanding Classic Jaguar, but also one that’s had input from the right people. Now ready for its next custodian, to be used as intended out on the open road, but would be equally as happy at your local ‘noggin and natter’.

1959 Jaguar XK150 3.4 litre Drophead Coupe:  The XK150 was the final incarnation of the XK series and it appeared in May 1957, as either a Fixed or Drophead Coupé. A more refined and capable machine than its predecessors, the 150 was noticeably different from earlier versions of the XK theme with a higher scuttle and door line, whilst the radiator grille reverted to the thinner slats of the XK120 but was altogether wider. The bumpers were deeper and wrapped around, a curved windscreen replaced the divided one on the XK120 and 140 and much needed servo-assisted Dunlop disc brakes were fitted at each corner. However, the XK150 retained much of the mechanical layout of the 140, sharing the same 3.4-litre DOHC Jaguar straight-six, which developed 180bhp at 5,750rpm. On offer here today we have an original, UK-registered XK150 3.4 Drophead Coupé that has been extensively restored from the chassis up. Purchased by the present owner in 1989, the XK was in need of some serious TLC and a comprehensive restoration was commenced, the result of which can clearly be seen in our images. Now finished in gleaming Signal Red with a black leather interior and chrome wire wheels, the quality of fit and finish is simply exceptional. That level of attention to detail was not restricted to the car’s cosmetics as the Jaguar is also mechanically superb throughout with some desirable touches incorporated such as dual exhausts, spotlights and overdrive. The car is accompanied by a comprehensive history file detailing the build and subsequent trips throughout the UK and Europe. A pleasant surprise are the pages of handwritten notes that are a delight and something so rarely seen today. Look further through the documentation and you will find numerous invoices and associated paperwork from the likes of VSE, Forward Engineering, Aldridge Trimming, Motor Wheel Services and M&C Wilkinson, names that have become part of the UK Jaguar scene over the years and are renowned for their expertise and knowledge and indicative of our vendor’s emphasis on having each aspect of the car’s restoration dealt with by the appropriate expert.

1971 Jaguar E Type Series 2 Coupe: Jaguar continued to develop the E-Type throughout its life and the first results of this programme of improvements were introduced in 1964 when the newly enlarged 4.2-litre XK engine was installed. Maximum power remained unchanged at 265bhp, however torque was usefully increased which, combined with the arrival of a fully synchronised Moss gearbox and more consistent fuel flow from the twin SU petrol pumps, contributed greatly to smooth progress. The Series 2 of 1968 was a further quantum leap with an improved cooling system and better Girling brakes addressing those less than endearing Series I characteristics of getting too hot and not being able to stop. The Series 2 also introduced several design changes, largely due to US Federal legislation and the most noted exterior features are the open headlights, a larger grille opening, re-positioned and larger front indicators and rear lights below the bumpers. The 4.2-litre XK straight-six now featured ribbed cam-covers, whilst inside there were better seats with headrests, new switchgear and the ignition switch was now on the steering column. Dating from 1971, the chassis number on this right-hand drive Series 2 Coupé indicates that it was one of the last few dozen S2 Coupés built, immediately prior to the arrival of the Series 3. We understand that it was subject to a bodywork restoration in the early 2000s and refinished in Warwick Grey although the red leather interior appears to be original. The history file contains a photographic record of the restoration. The Jaguar was purchased by our vendor in 2013 and there is an invoice in the file from Bishops of Peterborough dated 30th September 2013 covering various items including the fitting of a flat-bottomed Moto-Lita steering wheel and boss (£276) to make getting in and out easier. Bishops have continued to look after the car and there are a further three invoices in the file from them totalling £3,023. This is a charming example of a late-production S 2, nicely mellowed with an original interior and is on offer without Reserve. Running and driving, it wouldn’t need much to take it to the next level and is well worth your close inspection.

1972 Jaguar E Type Roadster V12  Series 3: 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’ Coupé. The Series 3 is easily identifiable by its large cross-slatted front grille, flared wheel arches, wider tyres, a larger bonnet bulge, updated bumpers and a badge on the rear that proclaims it to be a V12. It also features 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 gai1970ned the long-legged touring profile, to which it was arguably better suited. On offer here is a delightfully original, matching numbers, left-hand drive Series 3 V12 Roadster built in 1972 for the US-market, fitted with the smooth automatic gearbox and finished in Primrose Yellow. Despatched to British Leyland, New York in June 1972, it remained in the US before being spotted and purchased by our vendor in Oregon, returning to the UK in May 2015. The car has been the pride and joy of our enthusiast vendor and that shines through with quality evident throughout. The only deviation from its original specification is the black leather interior to match the roof, replacing the original Cinnamon interior, as confirmed by the Jaguar Heritage Certificate. The once not so desirable external colour of Primrose Yellow somehow now appears to fit the bill, even more so when paired with the new black leather interior, giving the Jaguar a certain nostalgic appeal, and even the automatic gearbox ticks the boxes and adds to the feel of a gentle ‘Grand Tourer’. This Jaguar has clearly been exceptionally well-cared for with no expense spared, with 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.

1993 Jaguar XJS 4.0 Convertible: The driver’s choice of XJS is the late model, 4-litre, six-cylinder. They are beautifully balanced cars which reward keen drivers, especially those built with the Getrag 290 5-speed manual gearbox as this example was. Only a very small percentage were built from the factory with a manual gearbox, and this is one in one of the very best colours, so is not to be missed. The styling revisions carried out by the late Geoff Lawson and his team at Browns Lane are perhaps even more attractive in convertible form and really accentuate the elegance of the car. This, two-owner, example wears its 170,000 miles lightly because from day one it’s been looked after by enthusiasts who have had it serviced on the dot, with no expense spared. In fact, the first keeper owned a racing team, so understood how to look after the car. The second owner was the Dealer Principal of a number of car dealerships and also looked after it carefully. Ant Anstead and his team have recommissioned the car after a period in good dry storage. This has involved work to the fuel system and also the rear brake callipers, which have been professionally refurbished, then refitted with new pads. Various small electrical gremlins were then traced and rectified, in most cases simply by cleaning the connections. The complex hood and window mechanism now works perfectly. Small paint imperfections were addressed, the hood waterproofed and hide food applied to the ‘antelope’ leather seats. After the engine bay was cleaned, Ant was able to identify a small oil leak from the cambox, which has been cured by the fitment of a new gasket. The car was then fully serviced so all the fluids are new. This rare manual XJS convertible, in one of the best colour combinations, is ready to be used as a classic daily car, fine weather trips or for the many shows and events that Jaguar enthusiasts can enjoy.

1970 Jensen Interceptor II: The Interceptor was as much Italian as British, designed as it was by Carrozzeria Touring with the bodyshells built by Vignale before being delivered to the West Bromwich factory to be paired with the inimitable 6.3-litre Chrysler V8 and mechanicals. When new, the Interceptor cost substantially more than an Aston Martin and was double the price of an E-Type Jaguar. One would struggle to find a connection between Frank Sinatra and Sir Matt Busby but both drove an Interceptor. The celebrity ownership list is extensive whilst the Interceptor’s appearance on a slew of glamourous TV action series during the period, gave the car a certain louche, playboy image. Production of the Interceptor II, occasionally called the Mk II or Series II, commenced in October 1969 and lasted for two years. This particular car has a chassis prefix, #123 and is one of the 694 right-hand drive UK-cars powered by the E-Series 383ci V8, generating around 330bhp. It was first registered in the spring of 1970 and supplied new on 6th May of that year to British actor, Robin Ellis, best known for playing the leading role in the original version of the BBC series, Poldark. Purchased for just under £8,000 or the equivalent of £150,000 in today’s money, this Jensen was a statement car for a jobbing actor who was yet to gain international success until five years later, and is surely a testament to the Interceptor’s attraction, as ‘the’ car to own at the time. Several enthusiastic owners enjoyed the Jensen over the years and in 2015, the decision was made to completely restore it, as detailed in the file. Less than a decade later, the car’s restoration has ‘bedded in’ nicely. The Interceptor’s early history is supported by a large file containing the factory pre-sale inspection documentation, older paperwork and historic MOT Certificates. The Heritage Certificate is filed with a wealth of maintenance invoices, with the most recent service carried out in January 2023. Purchased from us in May 2023 and subsequently fitted with a new power steering set up, the car was initially intended to be upgraded by Jensen International Automotive with their full Corvette engine and running gear conversion, at a cost of some £200,000. However, having viewed and successfully bid on one of the earlier Corvette-engined upgraded JIA cars at our Iconic Auctioneers sale in November 2023, this car therefore became surplus to requirements. Finished in a lovely shade of a very pale grey with a black leather interior that is reminiscent of luxury GT cars of the era. Subtly upgraded with a dash mounted starter button that is to be pressed once the ignition key has activated the fuel pump at half-choke following three pumps of the throttle. It is recommended to allow the car to burble for a few moments before selecting drive and setting off for a jaunt.

1969 Jensen FF: Introduced in 1966, the Jensen FF was the first non all-terrain production vehicle to feature both four-wheel drive and an anti-lock braking system (ABS). Prior to this, the Dunlop Maxaret mechanical ABS was utilised solely on aircraft, lorries, and racing cars. Recognising the competitive edge ABS provided to racing cars, Jensen decided it was essential to incorporate this technology into road vehicles. Named the FF for its pioneering four-wheel drive system (FF stands for Ferguson Formula, developed at Ferguson Research Limited), the vehicle is powered by a formidable Chrysler 6.3-litre V8 engine, generating around 330bhp fed through the TorqueFlite automatic transmission. This powerful engine ensures that the car’s performance matches its impressive appearance. MMA 40H, Chassis number #119 165, is one of just 195 Series 1 cars produced (Chassis prefix 119) and was delivered to its first owner during the summer of 1969. It was to remain in that ownership for over 30 years, although it was initially registered as a company vehicle for Auto Masters Ltd, an engineering firm in Hyde. In 2000, it was sold, or likely gifted, to Mr John Marsh, the director whose company car it had been, possibly upon his retirement. He enjoyed the car for an additional four years before selling it in 2004 and a further three owners followed before arriving in the care of our vendor. Originally supplied in white, the car now sports a stunning Royal Flag Blue exterior with a silver roof, a distinctive feature of early Jensens, but retains its original black leather interior and Walnut fascia. The Jensen is accompanied by an extensive and meticulously organised history file, housed in a beautiful green leather-bound ring binder. The file includes invoices totalling over £40,000, along with numerous historic MOT Certificates, tax and insurance documents and copies of older V5Cs that trace the car’s ownership history. There is even an old application form for the Jensen Owners Club featuring the car’s details from Mr Marsh’s membership application. The history file is a true highlight, offering insight into the car’s story and the care it has received over the years. After long-term storage, Mr Marsh commissioned a restoration in 1991, with the work completed in 1993 and all fully documented across some 15 pages of invoices. More recently, #165 has been maintained by respected marque experts, Cropredy Bridge Garage, from whom he bought the car. They have continued to look after it as is evidenced by a large collection of invoices showing that no expense has been spared. In summary, this 1969 Jensen FF, with fewer than 71,000 miles on the odometer, represents a significant piece of automotive history, combining groundbreaking technology with timeless design, a rare fusion of Italian styling, an American engine and British craftsmanship. These grand tourers are comfortable and relatively practical, with rear seats and a decent boot. Although an older restoration, the car still presents beautifully and is eminently usable and not so precious that you worry about taking it out. This is a super example and seems very sensibly guided when you consider the rarity and quality on offer.

1991 Lamborghini Diablo VT 6.0 SE: After 17 years in production, Lamborghini’s much revered Countach was superseded by the Diablo which, on its arrival, was the fastest, most advanced and most expensive Lamborghini ever built. First presented publicly at Monaco in January 1990, the Diablo improved on its predecessor in every way, setting a new standard in ‘supercar’ design. It was styled by the late Marcello Gandini, the man responsible for Lamborghini’s Miura, Countach, Uracco, Khamsin and Jarama, Alfa’s Montreal, the Lancia Stratos and many more stunning designs over four decades. The use of carbon fibre composite panels, first seen in the Countach Evoluzione model, was extended in the Diablo, which also featured revised suspension capable of accommodating the anticipated future developments of four-wheel drive and active suspension. Stretched to 5.7-litres for the Diablo, Lamborghini’s 48-valve V12 boasted fuel-injection for the first time. With more power and a lower drag coefficient than the Countach, the Diablo easily eclipsed its forebearer, exceeding 200mph on test. More importantly however, its acceleration and top-speed figures were marginally better than those of its main rival, the Ferrari F40. The Diablo though, was not a limited-edition model like the latter but a series-production car with a luxuriously appointed interior reflecting its designers’ intention to produce a civilised Gran Turismo as suited to city streets as motorways and fast A-roads. Four-wheel drive Diablo VT and Targa-style open roadster versions soon followed. When Automobili Lamborghini was purchased in 1998 by the VW Group subsidiary, Audi AG, Lamborghini’s famous 60° V12 engine – utilised for almost 50 years – continued undergoing constant upgrades, growing from 5.7-litres to the final displacement of 6.5-litres found in the Murciélago LP670-4 Superveloce. Audi extensively reworked the Diablo, with fixed headlamps plus an increase in engine size to 6-litres with numerous changes under the skin. In 2001, at the Geneva Motor Show, Lamborghini announced the production of a final run of 42 cars (with car #42 now in the Lamborghini Museum). These SE (Special Edition) versions of the already massively upgraded VT 6.0 were available finished in Oro Elios or Marrone Eklipsis to represent sunrise and sunset, and featured many mechanical upgrades. Other changes included a new magnesium intake manifold, short-ratio transmission, special upholstery treatment, Lamborghini-badged brake calipers, comprehensive road map software in the navigation system, and enhanced carbon fibre interior trim. The resultant Diablo VT 6.0 SE Coupé four-wheel drive supercar is powered by the 6-litre V12 and features an aluminium-alloy block, aluminium alloy/magnesium heads, chain driven DOHC per bank, intake variable valve timing and a magnesium intake manifold resulting in 550bhp @ 7,100rpm and 422ft/lb @ 5,500rpm. This fabulous power unit sits in a high-strength, tubular spaceframe with carbon fibre components, clothed in aluminium alloy, carbon fibre and fibreglass-reinforced bodywork and sits on lightweight magnesium alloy wheels. Comparatively light at 1,675kg (not much more than the svelte Gallardo coupé), the SE offered 0-62mph in 3.95 seconds on its way to 205mph. The right-hand drive SE presented here is #9 of the 42 produced, dates from 2001 and is finished in ‘Oro Elios’ or Gold Helios (Helios was one of the Titans, son of Hyperion and Theia and was the personification of the Sun). It was delivered new to Hong Kong, where it formed part of a significant Collection and was stored and maintained to the highest standards prior to being imported into the UK (with all taxes paid) and registered Y453 FBA. Benefiting from a thorough inspection/service at Lamborghini Tunbridge Wells (27th December 2023), this immaculate modern-classic supercar has covered an almost-inconceivably low 564 miles from new. It is as special as you would wish it to be, in superbly unused and beautifully preserved condition, the epitome of ‘collector-quality’. Striking in its design, specification and colour combination, this Diablo VT 6.0 SE Coupé is absolutely what a supercar should be and represents a unique position in the Lamborghini timeline. Retaining some of the dramatic design language that harked back to the Countach, whilst utilising the glorious old-guard V12 (albeit evolved/updated), but with the subtle reassurance of Audi’s yet-to-be dominant influence on improving reliability, electronics and usability and before there was a fundamental (but maybe not better) change in the model’s aesthetics. The last of the line, run-out model of any significant car is desirable, but when it’s one of only 42 examples produced worldwide, features a legendary 550bhp normally-aspirated V12 and has covered just over 500 miles from new, it takes ‘desirable’ to the next level.

2004 Lamborghini Murcielago: Successor to the Diablo as Lamborghini’s flagship model, the Murciélago ‘hypercar’ was introduced in 2001 for the 2002 model year and like its forebears was named after a famous fighting bull. The Murciélago was Lamborghini’s first new design for 11 years and also the Italian company’s first since its acquisition by the Volkswagen Group’s Audi division in 1998. Audi’s input ensured that build quality was of the highest whilst, with classic Teutonic efficiency, the manufacturing time was cut from the Diablo’s 500 hours to a more financially viable, 300. Major features, identified as synonymous with the Lamborghini brand, formed the basis of the design including a mid-mounted V12 engine, cab-forward layout, scissor-action doors and all-wheel drive. Styled by Lamborghini’s head of design, Luc Donckerwolke, the angular coupé was remarkably low, boasting a roof height of just under 1.2 metres and featured distinctive doors that swung upwards and forwards when opened. A combination of carbon fibre, steel and aluminium was used for the chassis/body, while the suspension featured the conventional supercar set-up of double wishbones all round. The Murciélago’s power unit was a longitudinally-mounted 6.2-litre V12, an engine that could trace its ancestry back to the very first Lamborghini of 1964. As installed in the Murciélago, this formidable power unit produced 572bhp, transmitted to the tarmac through a 6-speed manual gearbox, four-wheel drive and acres of bespoke rubber. An active rear wing, active air intakes which deployed automatically when required and further state-of-the-art ‘aero’ helped keep the Murciélago stable at its c.200mph top speed. On offer here is a UK-supplied, right-hand drive example that was first registered on the 26th March 2004 and boasts the desirable gated manual gearbox. Finished in striking Giallo Orion, one of three shades of yellow available in 2004, it has been enjoyed by two previous keepers before joining our vendor’s Collection in 2007. A ‘bottom-end’ rebuild was carried out by BHP Performance in 2012 and the car has been in storage since then, with the odometer currently reading 59,346 miles. Consequently, after some 12 years of storage, interested parties will need to factor in that the car will require some recommissioning and that is reflected in the competitive estimate when you consider it’s a UK-supplied, manual gearbox car. Our vendor has confirmed that it has benefited from some recent mechanical attention including 12 coil packs, spark plugs, fuel filter, fuel pump and oil and filters and the car now starts and drives. The vendor acknowledges that the new owner may well need to invest in tyres, brakes, a full service etc. before road use, considering the period the car has been off the road.

1969 Lancia Fulvia Sport Zagato: The introduction of the Fulvia saloon in 1963 maintained Lancia’s reputation for innovation in automobile design. The boxy-styled Appia replacement featured an all new narrow-angle, overhead-camshaft, V4 engine; front-wheel drive; independent front suspension by double wishbones and disc brakes all round. A 2+2 coupé on a shorter wheelbase was launched in 1965 powered by a 1,216cc engine producing 80bhp and although mechanically similar, the newcomer had all the visual presence its progenitor lacked. Tuned HF versions provided increased performance while, for the style conscious, there was the Sport Zagato with lightweight aerodynamic bodyshell. Introduced in 1967 with the 1,298cc (87bhp) engine, the Zagato was later offered with the 1.6-litre HF unit producing 114bhp. A 5-speed gearbox was introduced from 1971 and in its larger-engined form the Sport was good for around 120mph. This particular 1.3-litre Fulvia Sport Zagato was first registered on 3rd April 1969 and is believed to be one of only a handful of original right-hand drive examples known to still exist and one of the last ‘real’ Lancias built before FIAT’s takeover in late 1969. It has been sympathetically restored to a superb level with the emphasis being on originality and retains all of the signature Fulvia Zagato features unique to the Series 1 including the alloy side-opening bonnet, alloy door skins and spare wheel hatch. The bodywork was taken back to bare metal and fully prepared before being professionally refinished in many coats of Lancia Blue Mendoza. The engine was fully rebuilt with all new pistons and bearings, the twin Solex carburettors were refinished, the original Dunlop disc brakes were rebuilt and the suspension and underpinnings received equal attention. Naturally the interior was not left out and was retrimmed and refurbished as required with the seats and door cards benefiting from fresh, period correct tan vinyl. The little Lancia is accompanied by a comprehensive history file which includes a continuous ownership log detailing just four recorded keepers until 1978 and then the same family ownership until 2021, as well as further documentation helping to support the indicated mileage of 48,944. Ex-Works HF rally cars aside, the Sport Zagato is the most desirable and collectible of all the Fulvias and undeniably one of the most striking designs of its era. These period coach-built motor cars are becoming more and more sought after and this rare example seems very reasonably guided, especially considering the amount of time, money and love invested in it.

1968 Lancia Fulvia Coupe HF Rally: Launched at the Geneva Motor Show in 1963, Lancia’s little Fulvia was as intriguing and ambitious as it was innovative, swapping rear-wheel drive for a more advanced front-wheel drive, embracing Lancia’s DOHC V4 engine. Starting with a modest 57bhp but evolving to a sturdy 130bhp, its variants, especially the Coupés, gained fame for their rallying prowess. An undeniably underappreciated icon in the history books of Italian automotive successes. The Fulvia marked Lancia’s glorious and victorious return to motorsport, carving a niche in the rallying scene, paving the way for an era of dominance in the World Rally Championship far from the spotlight hogged by its successors – the Stratos, O37 and Delta Integrale. It is often forgotten that it was the Fulvia that earned the distinction of winning Lancia’s first World Rally title in 1972. This particular Fulvia was rebuilt as a rally car in 2017 having started its life as a standard 1.3 (1,300cc). It’s now powered by a 1,600cc engine fitted with twin-Weber 45 carbs, work-spec cams, Arrow conrods, a balanced crank, Mangoletsi intake manifold and carburettor linkage and a ‘Group 4’ manifold/free-flow exhaust, recently set up and dyno-tested by Stanton Motorsports. It’s a Fulvia HF body (steel construction with aluminium bonnet, boot, and doors) registered as a Rallye HF. The interior is as basic as one would expect, stripped back to save weight and fitted with a roll cage, two Recaro bucket seats, racing harnesses and fire extinguishers. Upon its conversion to rally-spec, the car was maintained by its owner’s in-house mechanic, who carried out all repairs, modifications, servicing and pre-event spanner checks. Recent work included stripping the engine and gearbox for check-overs and refurbing with fresh gaskets. Cosmetically, as is to be expected with a competition car, there are some dents and imperfections, however there are no major sightings of rust except for some light surface tarnishing where the paint has chipped. Lancia-based rally cars have traditionally been expensive, however this little Fulvia seems like tremendous value. It’s a well raced and ready-to-go example of Lancia’s legendary rally car.

2015 Land Rover 90 Defender County 2.2 GYRO Edition: Wallis & Son have had a long-term love affair with the Land Rover Brand, particularly the Defender. Having bespoke-built a couple of one-off Land Rovers some 15 or so years ago, it slowly turned into a passion and during the 2020 COVID pandemic, Wallis & Son ‘pressed the reset button’ on a couple of its departments creating Wallis Defenders Sales Department and indeed Built by Wallis Defenders Workshop – successfully building and selling high-quality Defenders under the Wallis name. The evolution continued into their new prestige, full custom-build division, GYRO, where only the highest level of build is accepted. The brand name GYRO is inspired by Wing Commander Ken Wallis DSO MBE, the decorated engineer/aviator whose creation ‘Little Nellie’ was the famous Autogyro flown in the James Bond film, You Only Live Twice. The Wallis’ family pedigree in engineering has much influenced the high quality, integrity and finish to the Defenders it now produces. GYRO Defenders are lovingly hand-built at their Cambridge workshop and all build projects strive to use British-made and supplied parts throughout the conversion process. Hand-picked Defenders from the Wallis stock are transformed into bespoke one-off machines (with all-known Defender weak spots being covered-off) to bring the vehicle, as much as possible, back to being a new (and improved) machine. Only premium parts are used in these builds and each example is always signed off by Mr Wallis himself when finished. The vehicle presented here is a 2015 Land Rover Defender 90 County 2.2-litre #002 GYRO Edition by Wallis Defenders. It started life as a low-owner, low-mileage Defender 90 County, before entering the Built by Wallis Defenders Workshop. Here it received a ‘no-expense-spared’ conversion (photos available) with a huge, high-end specification including LOF brake components and clutch kit, an On-Airs fully adjustable air suspension system, a Demand custom exhaust, Optimills billet hinge kits, new 18″ wheels (with BF Goodrich tyres), a panoramic roof, panoramic side, rear quarter and rear glass, full sound insulation, a Stage 3 premium audio (including a Pioneer Double Din Apple CarPlay unit with DAB Radio) installation and a reversing camera (full details available on request). Also benefiting from comprehensive servicing (including differential and C-service), plus the replacement of consumables, this Defender drives as well as it presents. With 2015 being the Classic Defender’s final year of production, the last of the line models (the most evolved) are now quite rightly in demand, with the modern JLR incarnation somewhat lacking the ‘character’ that owners often mention. What an opportunity this is, then, to acquire a ‘real’ Land Rover Defender, the likes of which we may never see again, with both a plethora of mechanical and cosmetic upgrades, a full recommissioning, mileage, condition and a backstory that would be difficult to replicate.

1970/1996 Lister Jaguar “Knobbly”: Motor racing has never been inexpensive and consequently in the post-war years, as an interest in motorsport began to return to the UK, a number of impecunious privateer racing drivers had no option but to build their own cars with varying degrees of success. One such was Brian Lister, a director of his family’s Cambridge-based light engineering firm, who was better placed than most to become a racing car designer. He enlisted the considerable talents of Don Moore and Archie Scott-Brown to help with engine tuning and driving respectively, and built his first car in 1954. The MG XPAG-powered Lister proved an immediate success, notching up five first and eight second places in short order. Upgraded that summer with a Bristol straight-six, the Lister won its class during the British Grand Prix support race and throughout the 1955 and 1956 UK racing seasons, was a serious thorn in the side of both the Aston Martin and Jaguar Works teams. The company’s success with MG and Bristol-powered cars was such that Lister soon had the financial backing of BP and Shell and also secured a deal with Jaguar for the supply of engines, thrusting the small company into contention for the World Sports Car Championship. The result was the Lister-Jaguar, which eventually developed into the now-legendary ‘Knobbly’, nicknamed for its curvaceous but rather bumpy bodywork. Nothing performed like a Lister ‘Knobbly’, and nothing quite looked like one either. This remarkably faithful and very well built Lister ‘Knobbly’ recreation was originally created by Eike Wellhausen in 1996 using a 1970 Jaguar E-Type that had been registered to John Gregson of Classic English Racing Automobiles/Proteus as a donor car (still registered as the donor car by the DVLA). Eike Wellhausen is perhaps best known as a Lister Jaguar ‘Knobbly’ exponent and, in addition to owning a genuine example, he has constructed (and raced) several evocations over the years, including the fabulous example on offer here. Intended for road use and thus equipped with a handbrake mechanism etc., the two-seater was purchased from Eike Wellhausen by enthusiast Richard Penney in late 1999. Determined to make the sports-racer as authentic as possible, Mr Penney took the considerable step of having it rebodied in aluminium by highly respected coachbuilder Michael Riley. (It’s still recorded with the DVLA under its donor identity). The general specification includes: multi-tubular chassis equipped with rack and pinion steering; All-round independent suspension; Bolt-in roll-cage. Twin full harnesses; 3.8-litre XK DOHC straight-six engine fed by triple Weber 45DCOE carburettors; Tubular Manifold. Faux ‘dry sump’ system; Dunlop ‘peg drive’ 15x7J alloy wheels and four-wheel disc brakes; 4-speed Jaguar manual transmission. Road-registered with a current V5C. Having covered less than 3,000 road miles and described by the vendor as ‘nothing to do but enjoy her’, this special car is estimated a fraction of what it would take to replicate. Offering both enjoyable fast-road use or potentially suitable for ‘open class’ competition, this aluminium-bodied recreation of the legendary late-1950s ‘Knobbly’ has been built to a very high standard and is certainly worthy of a closer inspection.

1988 Lotus Esprit Turbo: 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 Citroën/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. The X180 was a financial success, with 1,058 examples being built in 1988, a figure that would never be repeated. Having been laid up since c.2015, the decision was taken to strip the car back to its bare bones and restore it to a very high standard. The engine was removed, stripped and checked, but was found to have no issues, so it was cleaned, carefully rebuilt, and now sits unmarked in the engine bay topped with additional electric cooling fans to aid air flow. It’s been resprayed in its original black and appears to be unmarked. The interior has also seen a thorough refresh with new carpets and the cream leather seats have been re-connollised and now look particularly inviting. The suspension has benefitted from the same attention to detail with all necessary parts replaced or refurbished, finished off with freshly painted wheels and new tyres all round. The car is supplied with some service history, plenty of invoices and a large photo album cataloguing the restoration. Since then, it has been used sparingly, taken to car shows and enjoyed on fine days. An MOT was completed on 11th March 2024 with ‘No Advisories’.

1989 Lotus Esprit Turbo SE: In October 1987, the Esprit received its first major 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 Citroën/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. The X180 was a financial success, with 1,058 examples being built in 1988, a figure that would never be repeated. In mid-1989, the Turbo SE was launched as an additional model with the charge-cooled Lotus/Delco engine now offering 264bhp. At the same time, the new ‘eagle’ chassis was introduced to all Esprits. This lovely Turbo SE is finished in the vibrant shade of Calypso Red over a tan leather interior with burr wood trims. In addition to the more powerful engine, the ‘SE’ model differed cosmetically with revised side skirts, door mirrors and a low rear spoiler which really enhanced the looks of these now sought after models. Our vendor was keen to find the best low-mileage Esprit he could, to add to his private Collection and after looking long and hard, G540 BBC seemed to fit the bill. After its purchase in 2019, the car was sent to MAX 500 Ltd, the Esprit specialists, for a full check over and the history file contains a three-page invoice listing the work completed to bring this Esprit up to our vendor’s required level. These striking cars are still relatively undervalued and this example, in a lovely colour combination and having covered just 27,190 miles from new, seems very sensibly estimated.

1999 Lotus Elise 190 Sport Evo: The Type 111 Lotus Elise was well established with full order books, however Lotus felt the need to press ahead with the development of a radically uprated variant to satisfy those customers that wanted either the ultimate track day machine or a fully fledged competition car. Known as the ‘Sprint’, it was quickly deemed too extreme to make it commercially viable, but the idea of a high-performance Elise had not gone away and in November 1997, Lotus unveiled a more practical proposition – the Sport 190. Intended primarily for track use, the Sport 190 wasn’t strictly road-legal as it had never been through ‘Type Approval’, but to get around this, each car was sold as a standard Elise and then converted to Sport 190-spec by Lotus Special Vehicle Operations. Although the conversion could be carried out on an existing car, the overwhelming majority of Elise built to Sport 190 specification were converted from brand new cars taken straight from the production line. The first customer cars were built in February 1998 and each Sport 190 cost around 40% more than the standard variant. The list of enhancements was extensive and included more powerful engines (hand-built by Lotus’ race technicians) and suspension, gearbox, brakes, wheels, tyres and safety equipment were all designed/upgraded with competition in mind. The suspension set-up was courtesy of re-rated, mono-tube Koni dampers and competition Eibach springs which enabled the ride-height to be dropped by up to 50mm. A higher-rate adjustable front anti-roll bar was added along with toe-links on Uniball joints. Uprated, cross-drilled and ventilated disc brakes were fitted all round and to reduce fade during track use, the discs were now made from cast iron instead of aluminium. Front calipers were new Lotus-AP Racing items and standard Brembo units were retained at the back fitted with race-spec Pagid brake pads; a lightweight competition battery was also installed. At the heart of the Sport 190 was another all-alloy Rover K-series inline ‘four’ complete with the normal dual overhead camshafts and four-valves per cylinder. To extract the maximum levels of performance, Rover Sport and Lotus had collaborated to create a reconfigured Very High-Performance Derivative (VHPD). The VHPD engine featured a modified cylinder head plus redesigned valves, pistons, crankshaft and flywheel and solid valve-lifters enabled it to rev to 8,000rpm. The VHPD unit also came with carbon fibre air box, a competition air filter, supplementary oil cooler and the catalytic converter was removed. It was supplied as a complete assembly intended for competition use and was not covered by the normal warranty. Peak output went from 118bhp at 5,500rpm and 122lb/ft at 3,000rpm to 190bhp at 7,000rpm and 140lb/ft at 5,600rpm fed through a special close-ratio gearbox and single-plate clutch. Externally, the cars were fitted with thinner fibreglass composite body panels, a lightweight poly-carbonate rear window, a towing eye and an emergency power cut-off switch. Interior upgrades included an FIA-approved Corbeau competition seat with 6-point harness, an FIA-approved roll-over bar, removable steering wheel with a red leather rim, a battery cut-off switch and a fire extinguisher. To further save weight, the alarm, immobiliser, audio system, and floor mats were discarded. Customers could further enhance their cars by specifying a range of optional extras from Lotus including a passenger seat, plumbed-in fire system, metallic paint, spotlights, headlight covers and a lightweight sports exhaust which took output to nearer 200bhp. Also available were expensive carbon fibre front and rear clamshells. If configured to the lightest possible specification, the Sport 190 had a dry weight of just 670kg (this compared to 755kg for the standard Elise). The 0-62mph time dropped from 5.8 seconds to 4.4 seconds, 0-100mph required just 10.7 seconds and the top speed went from 126mph to ‘about 150mph’. Production of the Sport Elise (190 by S.V.O) – as Lotus actually refer to the car as – only ran for the 1998 and 1999 model year (with S.V.O. subsequently becoming Lotus Sport), with just 59 examples being built in total. The car presented here is a 1999 Lotus Sport Elise (190), ratified by its accompanying Certificate of Provenance and a letter from Lotus (see images). It confirms that this car was built in April 1999 in left-hand drive configuration for the USA, left the production line in the April and was upgraded by the Special Vehicle Operations to the Sport 190 specification, including a race fuel-filter for the US-market cars. It is the 50th example, out of 59, the 16th out of 21 cars for the USA, and the 18th out of 20 cars in Mustard Yellow Spice Metallic worldwide. It was imported to the UK in 2018 by our vendor, who is a real Lotus enthusiast, being an ex-Lotus employee and member of The Lotus Motor Club. He wanted the best possible Sport Elise 190 he could find and knew immediately that this car was in fantastic original condition (see images of underside), with low mileage, service history and paperwork from the US and had obviously led a cosseted life. For peace of mind, in September 2018, he oversaw the most thorough of recommissioning programs and then fastidiously documented the car’s continued maintenance carried out over his six year ownership by himself and a Lotus-trained technician. Our vendor, the car’s third owner, states: ‘When I got it from America my main aim was to get it back to stock 190 spec; it wasn’t far off, the window tint was removed, various bits were refreshed (as per summary of ownership document; see images), the ride height and alignment were sorted at Hethel and some mods to the fan circuit were rectified. I am fortunate to know a highly-experienced vehicle and powertrain technician from the Lotus factory at Hethel who has worked there since before the Elise was built, and still does. He and another did the ride height and alignment at Hethel, and he also did other work as detailed in the summary of ownership document (see images)’. The car is accompanied by an MOT until 23rd June 2025, two keys, its original LHD lights (RHD are fitted), a ‘race’ ECU (never used by current owner; increases the RPM limit to 8,000rpm, and is referred to in the Lotus Elise S1 Service Notes), a CAT bypass pipe (CAT is on car for MOT) and its bag for the roof components. This is an extremely rare car with interesting provenance and is remarkably versatile, being comfortable on both road and track with some serious performance available and who knows when a similar opportunity will come around again.

1963 Maserati 3500 GTi Spider Vignale: The 1950s had proved very successful for Maserati in both sports car and Grand Prix racing and in 1957 the Italian sports car manufacturer announced an exciting new road car called the 3500GT. The rakish new car was styled by Carrozzeria Touring of Milan and featured their new hallmark ‘Superleggera’ body construction which consisted of lightweight aluminium body panels supported underneath by thin steel tubing that followed the general shape of the car. The engine was a road-going version of the competition 300/350S motor, a double overhead-camshaft straight-six unit with two spark plugs per cylinder, fuelled by a set of triple side-draft Weber carburettors with Lucas fuel-injection as an option later in the model’s production. Presented at the 1957 Geneva Motor Show, the 3500GT was an instant hit and it wasn’t long before Maserati realised there could be a great demand for an open top version. Carrozerria Frua had built a Spyder prototype on an early 3500GT chassis in 1957 and Carrozzeria Touring constructed two open-top versions, however it was Vignale who were sanctioned to produce the car for Maserati in 1959. Interestingly the Spyder didn’t feature Touring’s ‘Superleggera’ construction but was built with a steel body with an aluminium bonnet and boot lid. The wheelbase was shortened and front disc brakes and a limited-slip differential were options in 1959 and became standard equipment from 1960 onward with rear brake discs introduced as standard equipment in 1962. In all, 243 Vignale Spyders were built between 1959 and 1964 of which a mere eight cars were right-hand drive. This car was the second to last right-hand drive car built and one of the five that were imported to the UK when new. It was completed in August 1963 and benefits from all the later developments, as well as the optional Borrani wire wheels. In 1986 it was acquired by respected UK collector, the late Tom Walduck, and formed part of his extensive Collection, maintained but little used. In 2003, the current owner acquired the car from Walduck and immediately handed it over to McGrath Maserati for recommissioning. The brief to McGrath was to make the car safe, reliable and ready to use and after assessment, it was deemed necessary to replace the wiring loom, re-instate the Lucas fuel-injection and the suspension and brakes were gone through with whatever was required being carried out. After a general service, the car was returned by McGrath to their customer as being, ready for use, which it certainly was as our vendor enjoyed it, albeit occasionally, for the next ten years during which time it was maintained throughout ‘on the button’ by McGrath. In 2016, the decision was made to restore the car properly. The body and paintwork were entrusted to Prestige Restorations in Surrey and the mechanical and trim work was undertaken by McGrath. The original exterior colour was Amaranto Roma however, during the restoration, it was decided to refinish the car in the origanal Maserati hue of Blue Scuro, a rich dark blue that really suits the Spyder’s elegant lines. The original interior was listed as ‘neutral’ and it was completely retrimmed in a very similar colour and a new hood fitted. At the same time, the engine, gearbox and suspension were rebuilt and numerous detail improvements were made. Whilst the engine is the correct type for this vehicle, it is not the matching numbers original. The work totalled approximately £175,000 and since then, the car has not been used at all, although it has just been recommissioned once again by McGrath.

1967 Maserati Sebring 4.0 Series II: Having spent extravagantly on their motor racing program over the years, Maserati’s coffers were a little depleted and their survival strategy for the 1960s centred on establishing the company as a volume producer of road cars. The Modena marque’s new era began in 1957 with the launch of the Touring-bodied 3500GT. A luxury 2+2, the 3500GT drew on Maserati’s competition experience, employing a tubular chassis frame and an engine derived from the Alfieri-designed 350S sports racing car unit of 1956. Suspension was independent at the front by wishbones and coil springs, while at the back there was a conventional live axle/semi-elliptic arrangement. Power output of the twin-cam six was around 220bhp initially, but later examples produced 235bhp on fuel-injection. Built on the shorter wheelbase but otherwise similar chassis of the Vignale-bodied 3500GT Spyder, the Sebring 2+2 coupé arrived to much acclaim in 1962 and is now widely considered to be one of the most elegant and understated of the 1960s Grand Tourers. Introduced in 1965, the Series II (Tipo AM 101/10) featured redesigned headlamps, modernised bumpers, new front indicators and new side grilles replacing the lower extraction vents used hitherto. At the rear, apart from the squared-off bumpers, the taillights were now mounted horizontally rather than vertically and the boot lid opening was narrower. A 3.7-litre version (lengthened stroke which enlarged it to 3,694cc) was offered later in production and eventually a 4-litre (4,012cc) car towards the end of the model’s life. Known as the 4000GTi, the 4-litre car produced 252bhp with an uplift to 261bhp right at the end. Numbers, as always with Italian cars of this era, are unconfirmed, but it’s believed that 247 Series II cars found homes of which 96 were 3.7-litre and 4-litre variants (combined), however we don’t believe that there are more than a handful of 4-litre cars currently in the UK. On offer here is indeed one of those rare 4-litre cars. It was finished in December 1967 and exported to New York where it was sold to its first owner by Bob Grossman Foreign Cars. Coincidentally, a later owner asked Bob Grossman to sell the car for him in January 1995 and it was purchased from there by its current owner, our vendor, who shipped it to the UK. In 2001, it was subject to extensive recommissioning by renowned marque experts, McGrath Maserati, with an engine rebuild and a fresh coat of its original Celeste Chiaro. Full details of this work are in the history file and the car has been looked after by them ever since. Our vendor moved to Spain in 2012 and took his beloved Maserati with him, so it is currently Spanish-registered and will be subject to a reduced Import Duty of 5% should the car remain in the UK. The current indicated mileage is just 2,539. Sitting on gleaming, tightly-laced Borranis wearing confidence-inspiring 205 Blockleys, the Sebrings stance is taut and purposeful – athletic even – and the light metallic hue emphasises the crisp, almost geometric lines of the panel-work softened by the gently descending classic GT roofline. The Sebring looks like it means business with no need for the voluptuous, curvaceous lines of its mid-1960s Grand Touring rivals, a car for the discerning, well-funded owner with no need to prove it. The interior is equally masculine with inviting black leather everywhere and the dashboard looks functional and businesslike in comparison to the random arrangement found in mid-1960s Ferraris and 911s. The rear seats look like they have never been sat in, which is probably the case, and this fabulous cockpit is enhanced by a classic 3-spoke wood-rim wheel and a period-correct (possibly original) Becker Grand Prix push-button radio. The engine bay is, as you would expect – neat, tidy and dry with areas of gentle patination – a classic McGrath sympathetic restoration. This is an exquisite example of the rare 4-litre Sebring with the bonus of two decades of maintenance by the UK’s leading Maserati specialists. A very good-looking GT from Maserati’s ‘Golden Era’.

1959 Messerschmitt KR200:  Introduced in 1953 as the ‘fend’, after its co-designer Fritz Fend, the KR175 Kabinenroller (scooter with cabin) was soon being marketed under the more famous Messerschmitt name. The narrow body and corresponding low frontal area was achieved with tandem seating and handlebar controls which also allowed the body to taper like an aircraft fuselage. Powered by a two-stroke 148cc Fichtel & Sachs engine that produced a modest 9bhp, the fuel consumption was reported to be 87mpg with a top speed of 55mph. In 1955, an improved KR200 was introduced with a larger 191cc engine, revised bodywork, an improved turning circle and floor-mounted accelerator and clutch. The tandem seating allowed centralised weight distribution irrespective of occupants, avoiding the flawed logic of the Isetta’s lop-sided engine arrangement, and providing the little tricycle with handling characteristics that outclassed its contemporaries. Four forward and four reverse gears made for rapid progress in either direction with a top speed of 62 mph, if you were brave enough. Available in the UK from 1955 onwards, production ceased in 1964 after some 30,000 KR200s had been built. Presented here in wonderful condition, is a KR200 fitted with the distinctive ‘bubble top’ and finished in Fire Engine Red with a distinctive interior in black leather and snakeskin with red piping. The history file contains an owners manual and a lovely period photo of WOU 177 lined up with two other KR200s with consecutive numbers plates, presumably at the UK distributors in 1959. It comes complete with luggage rack and wicker picnic basket and really is a super example of the Messerschmitt KR200 that would grace any garage. A delightful alternative to everyday motoring, but not for the shy and retiring!

1956 Mercedes-Benz 190SL: During the 1950s, when Mercedes-Benz were the dominant force in top-level motorsport, the undisputed flagship of the firm’s production car range was the stunning 300SL sports car. Highly desirable as it was, it was also financially out of the reach of most enthusiasts. Keen to capitalise on the 300 SL’s numerous competition successes and find a foothold in the increasingly lucrative sports car market, Mercedes-Benz introduced its smaller stablemate, the equally beautifully engineered 190 SL. The 190 SL was powered by a new, slightly over-square, 1.9-litre straight-four SOHC engine that developed 120bhp with twin-choke dual Solex carburettors and when mated with a 4-speed manual gearbox, endowed the sleek aerodynamic and comparatively light roadster with a top speed of 115mph and a respectable 0-60 time of 13 seconds. The fact that the 190’s ride was more ‘boulevard’ than sporting and that many contemporary sports cars could out-perform it while costing a good deal less did nothing to deter sales. 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 and unsurprisingly, most of the 26,000 units were sold to the North American market, with some 562 arriving in the UK in right-hand drive. Offered from long term ownership with a full restoration completed some nine years ago, this original UK, right-hand drive Mercedes 190 SL has had the benefit of being fully rebuilt from a bare shell with the bodywork superbly refinished in Opalescent Blue by PF Autos of Stoke on Trent. Redcastle Classics Ltd, Mercedes Specialists, based in Caerphilly, were entrusted with a complete engine overhaul including new pistons, liners and balanced crankshaft all breathing through twin Weber 40 DCIOE carburettors. Additional upgrades included a fully recommissioned steering box, an alternator upgrade and a fully refurbished drivetrain illustrating that this clearly was a no expense spared exercise. Internally, the same attention to detail continued with a full Burgundy leather interior and replacement carpets as required, all beautifully highlighted by the distinctive padded dashboard with an abundance of period chrome details such as the horn ring and courtesy light and the Bakelite steering wheel and gear knob. The car is accompanied by a comprehensive history file containing numerous bills and invoices and a photographic record of the extensive refurbishment. This is a lovely example of these late-1950s Continental Roadsters and would be welcome in any Collection or, as was obviously the intention, very much at home out on the open road with numerous trophy-winning outings covering the UK and even longer road trips to Classic Le Mans already under its belt. Your early inspection is welcomed and encouraged to fully appreciate the charismatic styling that truly epitomised the bright sense of optimism and ‘anything is possible’ feeling that pervaded Western Europe ten years after the end of hostilities.

1969 Mercedes-Benz 280 SL: Finished in silver with a navy blue leather interior, blue hood and body-coloured hardtop, this left-hand drive manual 4-speed 280SL is difficult to criticise in any way. Not only does it look outstanding, it’s also extremely impressive out on the open road. Delivered originally to San Diego in 1969, it clearly led an interesting and well documented life and was used as intended which, in time, necessitated some attention to the bodywork and mechanical aspects of the car. Located by our client on his travels in the early 1990s, it ticked all the boxes on his wish list and was subsequently imported into the UK in 1992 prior to being pressed into action and modified as required for long-distance rallies, at home and all over Europe. The passage of time brought about the eventual need for a complete strip down and rebuild. Overseen by its retired engineer owner, who understood what goes into making a good car even better, this included a full body refurbishment which, once stripped, was found to be exceptionally sound with little to no corrosion. All mechanical aspects were next on the list with the engine being stripped and fully balanced, the gearbox rebuilt and the final drive overhauled with a longer diff ratio for more relaxing cruising. The recommissioning however, did not stop there but also included a full retrim in navy blue leather, new glass and trims, a stainless steel exhaust system, new chrome work, ‘Mexican Hat’ alloys and so the list goes on. The car is accompanied by a comprehensive history file that includes a photographic record of the rebuild, detailed invoices from America and further invoices from its UK restoration with paperwork from some of the best people in the Mercedes world including Roger Edwards Motors, O’Keefe Restorations who handled the final assembly, Nuneaton Fine Finishing and Jacksons of Bournemouth. Also included is a genuine Mercedes Parts book, an original period sales brochure and the original set of steel wheels with refurbished trims.

1969 Mercedes-Benz 280 SL:  When Mercedes-Benz introduced the 230SL, devised by French automotive designer and classic car enthusiast, Paul Bracq, it was considered a landmark model spearheading a sports car dynasty that would prove an enormous commercial success for the marque. Introduced at the Geneva Salon in March 1963 as replacement for the 190 SL, the 230SL abandoned its predecessor’s four-cylinder engine in favour of a 2.3-litre fuel-injected six.  Nicknamed ‘Pagoda’ after its distinctive cabin roof it became an instant classic. The body design was entirely new, whilst beneath the skin the running gear was conventional Mercedes-Benz, featuring all-round independent suspension (by swing axles at the rear), disc front/drum rear brakes, and a choice of 4-speed manual or automatic transmissions. 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 the robust new seven-bearing, 2,778cc, M130 inline-six engine developing 170bhp. The 280SL 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 quietly evolved from a nimble ‘sports car’ into a comfortable ‘grand tourer’ and was usually equipped with 4-speed automatic transmission (with a manual gearbox option also being available and given the high-revving nature of the M127, 129 and 130 powerplants, is a fantastic way to enhance the Pagoda driving experience) and air-conditioning. These SL models were amongst the best loved sports-tourers of their day and remain highly sought after by collectors. The car presented here is a 1969 Mercedes-Benz 280SL Pagoda (W113) with the desirable manual gearbox and was delivered new to the UK in October 1969 finished in discreet Silver Metallic paintwork over a blue leather interior. We are informed that it’s a ‘matching numbers’ example, having had only three registered owners from new and comes with service invoices and MOTs dating back to 1995 and its original hardtop. The Pagoda is described as performing very well with a surprisingly powerful engine that creates a glorious sound. Coupled to the manual gearbox, this example is a little more engaging to drive than the more common automatics, and feels a little more like a sports car. There is no better all-round classic to own than one of these attractive 1960s Pagodas. Very easy on the eye, powerful with sharp handling, superb Mercedes-Benz build quality and a useful hardtop to be deployed in the chilly winter months. It’s a classic sports car that continues to remain popular and, with fully restored examples now being listed at specialist dealers at over £200,000, this delightful example seems excellent value at our realistic guide price.

1979 Mercedes-Benz 450SEL (W116): The Stuttgart Collection is a carefully curated selection of cars that were once part of a larger, private, UK-based Mercedes-Benz museum. The cars presented to auction offer a unique opportunity to own arguably the best examples available in today’s market. From the fabulous 500SL delivered new to Sir Stirling Moss himself with a later Mercedes F1 starring role to the modest 230 E saloon at a tantalising No Reserve, each car is on the button with unrivalled history files that detail the diligent maintenance from new. The Mercedes-Benz W116 range was produced between 1972 and 1980 and the first model to officially carry S-Class nomenclature, the S derived from the word ‘sonderklasse’, meaning ‘special class’. If the S was partnered with an E, then the car was fitted with fuel-injection, or ‘einspritzung’ and if it was tailed with an L, then it was the long wheelbase model. The W116 range offered smaller engines in the line up on standard wheelbases, but it was the 450 SEL, with its 4.5-litre V8 engine and extra legroom, that filled the gap in the market between the expensively ostentatious Silver Shadow and the cheaper but thirsty V12 Daimler. Performance was comparable and the build quality set an industry benchmark, whilst the three-pronged star remained aspirational for a new generation. Produced between 1973 and 1980 the 450 SEL was the third most popular W116 model with 59,578 cars sold. As ever with a popular car, very few remain today in this condition, rarer still as a right-hand drive car and naturally, UK-supplied cars have faired the worst due to our weather. Cars of this era, in this condition are rare but occasionally available, only found however, when the first owner and subsequent custodians have cherished it. As such, this UK-supplied 450 SEL in Magnetite Blue metallic with a dark blue velour interior is a testament to the car’s first owner, the inventor of the jubilee clip no less, who took delivery on 21st September 1979, remaining with the family until 2016. Joining the Collection in 2022, the car is presented to auction with V5C and a very detailed history file. The mileage at the time of cataloguing was 55,124 miles.

1979 Mercedes-Benz 450 SLC 5.0: The Stuttgart Collection is a carefully curated selection of cars that were once part of a larger, private, UK-based Mercedes-Benz museum. The cars presented to auction offer a unique opportunity to own arguably the best examples available in today’s market. From the fabulous 500SL delivered new to Sir Stirling Moss himself with a later Mercedes F1 starring role to the modest 230 E saloon at a tantalising No Reserve, each car is on the button with unrivalled history files that detail the diligent maintenance from new. The Mercedes-Benz roadster R107 and C107 coupé were produced from 1971 until 1989, as the second longest single series ever produced by the factory after the G-Class. They were sold under the SL (R107) and SLC (C107) model names in a variety of nomenclatures indicating the displacement of the engines. When Mercedes-Benz returned to Works rallying in the 1970s, they needed to homologate the 450 SLC’s new 5-litre V8 rally car and thus the 450 SLC 5.0 was launched, with just 1,636 built between September 1977 and March 1980. The enlarged 240bhp, light-alloy V8, 3-speed automatic transmission with aluminium body panels, front and rear spoilers enabled over 140mph and the car was the first V8-engined car (and the first automatic) to win a World Rally Championship event in a career that was short but impressive. Please see the other 450 SLC 5.0 Tour of Britain rally car also on offer from The Stuttgart Collection, for what the car can do on gravel, sand and dirt! This 1979 example, is finished in its original Light Silver Metallic with a contrasting green velour interior. The body and underside are free of structural rust, the paintwork presents very well and the interior is delightful. Mechanically the car is sound and performs wonderfully on the road, as road tested by Martin Buckley for Classic & Sports Car magazine. Presented to auction with 128,405km on the odometer, or the equivalent of 79,787 miles. The history file is a delight and this very rare, left-hand drive, multiple magazine-featured, homologation special may be the last ‘sleeper’ of its kind from this era.

1985 Mercedes-Benz 230E (W123): The Mercedes-Benz W123 was a range of executive cars produced by Mercedes-Benz from November 1975 to January 1986. The W123 surpassed its predecessor, the  W114, as the most successful Mercedes ever, at the time, selling 2.7 million units before production ended in the autumn of 1985 for the saloon versions and January 1986 for coupés and estates/station wagons. Following a slow production build-up during the first year, customers who placed their orders faced a lengthy waiting period of nine to twelve months and a black market emerged for customers who were willing to pay more for immediate delivery. Like its predecessors, the W123 gained the reputation of being well built and reliable, many taxi companies chose the W123, and they were a common sight in Germany. Reaching 500,000 or even 1,000,000km with only minor mechanical issues was common with taxicabs. Once the W123 reached the end of its service life, they were often shipped to Africa and third world countries where they were highly esteemed for their ability to travel on rough roads and to not require frequent maintenance. Finished in Light Ivory  with a Henna Red velour interior and first registered on the 5th August 1985, this impressive 230E is mated to a delightful 4-speed manual gearbox which drives through its original ‘Mexican Hat’ alloy wheels lined with new Continental tyres. The body and underside are free of structural rust, the paintwork presents very well and the interior is delightful. Mechanically the car is sound and performs wonderfully on the road. The history file contains the vehicle’s service booklet, complete with at least ten Mercedes-Benz stamps amongst other specialist garages. Recent remedial works include a new starter motor, all new tyres, battery and a new exhaust system. Presented to auction at No Reserve with an odometer reading of 81,176 miles this is a rare opportunity for those wanting a stylish useable classic with a timeless look and analogue electronics.

1990 Mercedes-Benz 190E 2.6: The Mercedes-Benz W201 was a compact executive saloon car manufactured from 1982 to 1993. Mercedes had enjoyed some good results competing in rallying, with V8-powered R107 Series Coupés and naturally they were keen to build on this success by taking the 190E on a similar path. Naturally the more powerful Cosworth 2.6 16v and later homologation Evo II cars were either thrashed or cherished, and the surviving variants are rightly highly desirable. We consignors, however, are enthusiasts at heart and, much like our clients, we appreciate even the most modest of classics, particularly those we remember as daily drivers cars back in the day. As such, when our vendor added this fabulous German supplied 1990 Mercedes-Benz 190 E 2.6 to his private museum of exceptional three-pronged cars in 2022, the condition and history file caught his attention and became a must have addition. The detailed history file, a video of which can be forwarded to interested parties, shows the diligent maintenance with main dealer receipts and evidence of restorative works, commissioned by a previous owner in Germany who wanted this lovely example to live on for future generations, regardless of the car’s value. We salute that passion. Registered with the DVLA as H931 JCV, this Astral Silver and Microfibre Grey clothed interior boasts a wooden automatic gear selector and the usual refinements. The service book is well stamped and the history file includes German inspection reports and the aforementioned receipts. Presented to auction with a fresh MOT and ready to go, the car’s condition belies the odometer reading of 196,763km or the UK equivalent of 122,262 miles and must be seen to be believed. An ideal, first time, modern classic saloon and smart enough for the show ring at local car shows.

1989 Mercedes-Benz SL500 (R129): From a firm lineage of beautiful Mercedes-Benz SLs, the R129 model was introduced in 1989 and continued the company’s tradition of fast and reliable ‘Grand Touring’ convertibles. Developed from the earlier 500 SL model, the new SL500 was powered by a 5-litre V8 engine that generated 302bhp. The new model also featured an expanding roll-over bar, a fully electric hood, electric seats, mirrors, anti-lock brakes and a multi-link rear axle. Speaking of lineage, many motorsport historians still rate Sir Stirling Moss OBE’s victory in the 1955 Mille Miglia aboard the mighty 300 SLR as the greatest racing feat yet achieved – he beat the reigning World Champion, Fangio, into second place by a staggering 32 minutes, by completing the 992 mile course in a remarkable ten hours, seven minutes and 48 seconds at an average speed of 97.95mph. Sir Stirling’s love for fast silver Mercedes lasted decades, and consequently he specified this fabulous R129 500 SL in Astral Silver and Royal Blue Leather and it was registered with his famous 7 SM plate on 23rd November 1990. Sir Stirling’s personal requirements are documented in the history file that also contains all the car’s old MOTs from the first in 1993 and a copy of his book Great Drives in the Lakes and Dales in which this car is featured. In 2014, the current private registration H7 SMX was applied to the car and is generously included in the sale. The car was thrust back into the limelight in 2021 when Mercedes Formula 1 driver, Valtteri Bottas and his wife were sat on the back of the car and conveyed to a great fanfare from the Mercedes-AMG Petronas F1 headquarters, coverage of which was extensive across social media and news outlets. Presented today with 63,724 miles on the odometer, at the time of cataloguing, H7 SMX comes complete with both a soft top, a hard top with stand and, of course, that priceless connection to one of the greatest racing drivers of all time.

2001 Mercedes-Benz SL500 “Silver Arrow”: The fourth generation SL, denominated the R129, was launched at the Geneva Motor Show in March 1989. The beautifully engineered roadster was based around a two-door monocoque bodyshell and its sophisticated all-round independent suspension was complemented by a host of active and passive safety features including: electronic stability control, ventilated ABS disc brakes, adaptive-damping shock absorbers, front airbags and an integral rollover bar that deployed in less than a third of a second if the car ever sensed an impending flip. The cabin was exceptionally well built, covered by a fully automated power hood, and featured such luxuries as memory seats, electric windows/mirrors and an adjustable steering column. Yet, lurking beneath all the luxury and refinement, was a performance-focused ‘grand tourer’. The SL500 was powered by Mercedes’ four-valves per cylinder, dual-overhead camshaft, 5-litre V8 producing 326bhp and 332lb/ft of torque, mated to a 5-speed automatic transmission as standard in the later cars. With 0-60mph dispatched in 6.3 seconds and topping out in excess of 150mph, the SL500 was no slouch, shaming some out and out sports cars of the period, whilst the driver relaxed in their luxurious cabin. With the R129 having been in production between 1989 and 2002, the limited edition SL500 Silver Arrow was released for two major reasons; to mark the end of production of a model that had been particularly successful worldwide and, more importantly, to pay homage to not just one of the greatest Mercedes-Benz Works drivers, but one of the greatest drivers of all time, Sir Stirling Moss OBE. The special edition Silver Arrow boasted a unique specification which included Silver Arrow ‘777’ paintwork, black/silver Nappa leather upholstery, AMG body styling, bespoke 18″ multi-piece alloy wheels, silver brake callipers, chrome-sheen aluminium exterior trim, illuminated door sills, ‘engine-turned’ aluminium instrument and gearshift surrounds and Bird’s-Eye Maple Black wood trim. Only 100 special-edition SL500 Silver Arrow cars were allocated to the UK-market. Dating from 2001, LC51 ELX is one of those 100 UK Silver Arrows and was first registered on 20th September 2001. The car presents exceptionally well, having covered a modest and warranted 59,000 miles from new in the hands of its three former keepers. In March 2024, the car benefited from a service and MOT by a marque specialist, which it passed with ‘No Advisories’. This Silver Arrow is a wonderful example, complemented by a reassuringly large history file showcasing the level of care and maintenance lavished upon it. Within the history file is the original owners book pack wallet containing the owner’s manual, supplementary manuals and stamped service book which displays ten entries, all completed by specialists, with an additional service invoice alongside. In addition to the official documentation, there is a plethora of old MOT Certificates, numerous previous invoices, a selection of former tax discs, ‘Own A Limited Edition Mercedes SL’ sales literature and two sets of keys. Limited edition Mercedes-Benz have been appreciating rapidly in front of our eyes and this wonderful Silver Arrows represents serious value and would look at home anywhere you park it, particularly at motoring events where the connection with the late Sir Stirling Moss OBE is always appreciated.

1993 Mercedes-Benz CL500 (C140): Placed at the top of Mercedes-Benz model range, the W140 S-Class saloon and C140 coupé (the latter of which later became the CL-Class from 1996) was introduced in 1991. It was penned by Oliver Boulay, and Bruno Sacco oversaw the project. Built during what many enthusiasts regard to be Mercedes’ ‘golden era’ of over-engineered vehicles, the W140 has rightly earned itself a reputation for longevity, reliability and ruggedness, with many enthusiasts also regarding the M119 5-litre V8 as being one of Mercedes’ finest ever engines and formed the basis of Peter Sauber’s C9 Le Mans winner. Available in both S500 (V8) and S600 (V12) format, the C140 remained in production until 1999 in Europe and 2000 in the US, being succeeded by the C220 which, although represented a technological improvement, was widely reported by journalists and enthusiasts to be a ‘step backwards’ in terms of build quality and reliability, as they lauded the previous W140’s ‘bank vault level’ of engineering. Joining the Collection in 2022, this delightful S500 Coupé was UK-supplied on the 19th November 1993 in Brilliant Silver Metallic (744U) with a Grey leather interior (268A) and is supplied with a detailed history that includes the service book with attached data card, handbooks and wallet, with additional historic receipts for maintenance. With an odometer reading of 46,487 miles, at the time of cataloguing, we can think of few period luxury coupés with modern drivers aids that offer the same at this modest estimate. An ideal first ‘classic’ or superb alternative for an ageing enthusiast.

1986 MG Metro 6R4 Group B Ex Works Car: In the early 1980s, fully aware of the influence of motorsport success on their sales figures, the British Leyland hierarchy were seeking another model to continue to carry the company name to sporting success however, in reality, there were no obvious candidates. It was only with the announcement of a new ‘Group B’ category for rally cars that the way became clear to commence what was to become the 6R4 programme. Under the new regulations, only 200 units were required for ‘homologation’ (plus 20 ‘Evolution’ models) and there were relatively few design restrictions. Turbocharged engines, four-wheel drive, state of the art materials and lots of aerodynamic modifications were allowed resulting, over the next four years, in some of the wildest and most powerful competition machines ever produced. As is well documented elsewhere, the world of International Rallying was devastated in 1985/1986 by a number of high-profile fatal accidents resulting in ‘Group B’ rally cars being outlawed for the 1987 season, effectively ending the 6R4’s International career which, owing to its long gestation period, had started a couple of years too late anyway. The car’s performance on the 1985 RAC Rally – its best-ever placing – indicated that an earlier start could have yielded much better results, certainly in the 1986 learning year. However, perhaps because of their slightly macabre, ‘bad-boy’ reputation or maybe due to their ballistic performance potential and the short timespan in which they ruled, genuine Works ‘Group B’ rally cars have become incredibly valuable, rivalled only by F1 cars with serious provenance and Le Mans winners. Consequently, we are delighted to be able to offer this genuine Works 6R4, C99 KOG. It was first registered on the 22nd April 1986 to Austin Rover and its original registration document is still present in the car’s history file along with the green insurance card in the name of BL Public Limited Company. The car enjoyed a short but impressive career in International Rallying, taking part in three rallies driven by Malcolm Wilson and Nigel Harris in the iconic Computervision livery, recording a fourth in San Remo, 17th in the Lombard RAC and fifth in the Bettega Memorial Rally. After the RAC, the car was sold by the Works to a UK-based collector in exceptionally original condition and placed into storage for several years. Sometime later, it was sourced and acquired by its next enthusiast owner who tasked well known UK 6R4 specialists with carrying out a sympathetic mechanical refurbishment in 2004. A total mechanical rebuild was carried out (documented in the file), but the exterior was left untouched so the original battle scars from its works rally career were left intact. On completion, the car was demonstrated at several events including the 2006 Goodwood Festival of Speed. Always remaining in UK-based ownership, this very important and historic Works 6R4 is now publicly offered for sale. C99 KOG comes complete with a huge array of documentation which includes its original RAC logbook, copies of the original Austin Rover specification sheets along with numerous invoices and magazine articles featuring the car. In 2023, as part of further investment, new fuel tanks were fitted with the appropriate certification. #SAXXRWNP7AD570214 (C99 KOG) has the distinction of having achieved the second-best WRC result of any 6R4 on the San Remo in 1986 and this, coupled with the fact that it is the very latest specification as developed ‘in period’, means that in our opinion, it is undoubtedly the best example of the breed currently available. With straight-line ownership directly from the Works team, retaining its original full Works-spec mechanicals and factory carbon-Kevlar panels from the 1986 RAC, this is an unrepeatable opportunity to acquire an historically important, original, ex-Works ‘Group B’ rally car. N.B. The eagle-eyed amongst you may have spotted that the front spoiler is a re-work. The original was forcibly removed by a tree stump back in 1986 and is not in the best of shape but will be supplied with the car in the interests of originality as will the original light-pod.

1987 MG Metro 6R4: Offered here is an MG Metro 6R4 with multiple period rally successes and a continuous competition timeline culminating as recently as the 2022 Goodwood Festival of Speed. It was purchased in 1987 from Austin Rover by Grant Shand and Frank Richer and registered D585 BRT. They also purchased numerous factory Works parts that included a Corsica dashboard and loom and a factory dog gearbox. It was campaigned by them in eight events in 1987 with a 16th place on that years Manx National Rally and a sixth on The Quip Forestry Rally. In 1988 it was entered and driven by Tim Harvey with Duckhams support in the Birmingham Super Prix, which resembled a one-make championship race with the entire 22-car grid consisting of Metro 6R4s. The race was won by Tony Pond and Tim Harvey retired whilst in 12th place. In 1992 Frank Richer and David Senior won the Rees Steelwork Breckland Forestry Rally. David Appleby became the next owner for two years before selling the 6R4 to John Price. Prior to the 1994 McRae Motorsport Stages, Colin McRae, a personal friend of driver John Gray, tested the car and was noted to be ‘considerably faster’. Gray/Fergus finished second. It continued to rally through 1995/96 until an accident in 1997 on the Steyr Puch Manx National which necessitated a repair by R&D in Daventry. When returned to John Price he had it painted Orange. It was subsequently sold to Barry Renwick and carried the registration B4 RRY for the 1988 Cheviot National Rally, with Errington co-driving. Throughout 1998, it was campaigned by Renwick/Errington on seven occasions with a 12th on the Tour of Epynt and other notable results included two first places on the DCC Stages and The Airport Stages. In 1999, it was sold to John Brodie in a part-exchange deal where Barry Renwick took an ex-Peter Lloyd Escort in exchange for the Metro. Naturally Barry kept the registration B4 RRY for the Escort and the Metro acquired the registration P4 PLR. During 2000/2001 it was driven by the Brodie/Whyatt partnership on 12 national rallies, winning twice on the Jack Frost Stages and the Festival Stages, and was a constant top-seven finisher in the other events. It was then sold to Duncan Holder who competed in six events, mainly the Brean Regency Stages with one win to the Holder/Reeves partnership. Acquired by our owner in 2011, it has competed multiple times (up to and including 2024) at the Goodwood Festival of Speed Forest Rally Stage and Goodwood Rally since 2018 with great success in its current Golden Wonder Crisps livery. A visit to G&G Motorsport of Hull in 2019 showed a healthy 350bhp after an ECU upgrade to Cosworth SQ5. The history file contains various invoices including one from Ramsport in June 2022 that included full preparation for Goodwood, engine service and belts, adjustment to raise the ride height, inspection of driveshafts, inspection to front differential, brakes inspection, fuel tank check, MOT and a clean. The history file also contains period photos and the car’s current MOT which is valid until May 2025. Well known in the historic rally scene, this 100% Works-specification Metro 6R4 is basically box-fresh with a Goodman engine completely tested to rally competitively with all safety equipment in date. It’s highly eligible for all the top historic rally events anywhere in the world and widely acknowledged as one of the most sorted and competitive Metro 6R4s to come to the market in recent years.

1997 Mitsubishi Pajero Evo:  Everyone knows about the Lancer Evolution and its WRC successes, but somehow Mitsubishi managed to sneak another Evolution into their line up, the Pajero Evolution. Mitsubishi is synonymous with their ‘off the beaten track’ form of racing, both literally and figuratively. Their undeniable successes in the World Rally Championship are well documented, but their Dakar Rally successes are not to be overlooked having taken the top trophy on 12 separate occasions with variations of the Pajero Evolution. As an homologation special, 2,500 Pajero Evolution road cars were built in order to meet Dakar Rallys production-based T2 class requirements. Of these 2,500 cars, just 200 manuals were produced worldwide in a short production window between 1997 and 1999. It was based on the second generation Pajero but had many features unique to the model. It was equipped with a 3.5-litre 24-valve DOHC V6 6G74 engine with MIVEC and a dual plenum variable intake producing 276bhp (that ‘Gentlemans Agreement’ figure) and 256lb/ft of torque. Actual figures suggest that the car was more likely to be pumping out around 300bhp. It would complete 0-60mph in just eight seconds, which is not bad for a two-tonne truck, and you can rest assured it will do that on whatever surface you like. The two-door body incorporated large wheel arch flares, two fin-like rear spoilers, a bonnet scoop, Recaro seats and various other racing-inspired styling elements. Skid plates and mud flaps were included for additional off-road protection. Double wishbone independent suspension was used on the front and the rear used a multi-link independent suspension unique to the Pajero Evolution. four-wheel drive was standard, with front and rear Torsen differentials. Offered here is this lovely 1997 Sofia White example, one of only 200 manual gearbox cars ever produced, presenting well and forming part of our vendor’s significant Collection of JDM modern classics. It has covered just 88,000 miles from new and the paintwork is good overall, as is the cloth interior. Externally, the wheels have recently been refurbished in white to match the body colour and the calipers painted to finish off the tidy look of the car. Within the history file is the original Bill of Sale from 1999 following its import, a catalogue of invoices for maintenance and full Mitsubishi servicing as well as original book packs from its time in Japan. Recently we have seen homologation specials from other manufacturers appreciate at incredible rates. This could just be the ‘one that got away’ with a true competition reputation ranking it alongside the RS500 and M3 in motorsport successes. Presented to auction after recent works, V5C, advisory-free MOT until 17th July 2025 and an odometer reading of 146,160 kilometres or the equivalent of 88,955 miles.

2000 Mitsubishi Evo VI Tommi Makinen Edition: Launched at the peak of rally-mania, Mitsubishi experienced huge success in Lancer Evolution sales, reportedly selling 6,000 Evolution IVs in the first three days of its launch! The 1996 WRC season brought Mitsubishi its first World Rally Championship drivers title, with thanks to a blisteringly quick driver named Tommi Mäkinen.In quick succession, the Lancer Evolution VI came to be and in the latter-half of 1999, Mitsubishi unleashed a special edition to celebrate its favourite driver’s four consecutive WRC drivers’ titles from 1996-1999; the Mitsubishi Lancer Evolution VI Tommi Mäkinen Edition (TME). The Evolution VI was already a technological tour-de-force but the TME came equipped with a more responsive titanium turbocharger, uprated and lowered suspension, quicker steering, an upgraded exhaust, a new ECU, beefed-up transfer case internals, a redesigned front bumper for improved cooling and authentic 17″ WRC Enkei alloy wheels. The interior featured embossed Recaro seats, a MOMO steering wheel and red stitching. The performance upgrades saw 0-60mph despatched in 4.4 seconds and a maximum top speed of 150mph. Power was rumoured to be north of 300bhp, rather than the 276bhp ‘Gentlemans agreement’. Offered here is the RS variant of the TME featuring a more aggressive bodykit, 10mm lower suspension with revised dampers, a helical front limited-slip differential and a faster-spooling titanium turbocharger, all with the aim of improving the cars performance on tarmac surfaces. Finished in Scotia White and featuring the correct red/black Recaro seats and interior which are generally in very good condition with only wear to the gear knob noted. First registered in Japan before being imported to the UK by our vendor in September 2020 and registered with the DVLA, in his possession since and forming part of his JDM Collection. As the lightweight RS variant of the TME of which it is believed only 200 were made – these famously with no traction control, ABS, air bags or electric windows. The car has been well maintained whilst in his ownership and driven sparingly, now displaying 115,657km (71,840 miles). Serviced in August in preparation for sale, this RS remains close to standard specification, with the only modifications being a mushroom air filter. Offered with a current MOT, V5C and some receipts for maintenance.

1991 Mitsubishi Galant Ralliart Group N: On offer here is an extremely interesting car that is currently owned by its original owner/driver and has a fascinating story to tell. This FIA-spec Galant VR4 RS ‘Group N’ was supplied to the Gudang Garam Rally Team in 1991 to compete in the Indonesian National Champion, supported by Mitsubishi and Ralliart, who wanted a ‘Group N’ car competing at top-level rallies based in Indonesia. The car was maintained on a day to day basis by a professional rally/race workshop located in Jakarta, with no budget restrictions during the 1991 and 1992 Championships, funded by Gudang Garam. It was looked after on events by a combination of local mechanics and Ralliart factory mechanics. Parts were supplied by Ralliart and paid for by the Ralliart Dealer Team, who ran two factory ‘Group A’ cars in addition to supporting the ‘Group N’ car. To our vendor’s knowledge, it was one of only three cars prepared to full Group N-spec by Ralliart Asia and was built to the limit of the FIA regulations. The shell was prepared to factory ‘Group A’-spec with only the fuel tank being ‘Group N’ and the interior trimmed as required. Our vendor drove the car in the 1991 and 1992 championships, beating most ‘Group A’ cars and winning the class making it the most successful ‘Group N’ Galant in Asia. With the arrival of the ‘Evo’ cars, it was then retired and remained untouched, which was unusual as most Galants were destroyed when the mechanicals were stripped and installed in Evo shells. However, it later came out of retirement to be driven by the team manager’s wife, who frequently won the Ladies Class in Indonesian events. The car was finally imported to UK in 1999 by the lady owner and sat in her Collection being cared for by Ralliart UK, until the current owner bought it back to join his Collection of rally cars, looked after by Protec, where it has resided ever since. In summary, it is very rare to find a period competition car offered from its first owner/driver, offering reassurance as to its special provenance. This is a factory-built car, driven successfully by mainly one driver, in completely original spec with its original shell, engine, gearbox, etc. Offered for the first time on the open market, this is an important car in the rally heritage of both of Ralliart and Mitsubishi.

1964 Morgan Plus Four Plus: Morgan’s new model, the Plus 4 Plus (or +4+) was built on the standard Morgan tube-framed roadster chassis but was clothed in a fibreglass two-seat coupé body with a very period bubble top, rather than the traditional Morgan construction utilising an ash frame with an open body clad with steel panels. The tall, rounded roof was shaped, as Morgan lore would have it, to accommodate the 6’4″ frame of Peter Morgan who sensibly insisted that he be able to enter, exit and drive the car comfortably. There were proper bucket seats, a full complement of instruments, a wood-rimmed steering wheel and some space for luggage. The Plus 4 Plus was launched at the 1963 Earls Court Motor Show to a somewhat frosty reception by Morgan aficionados. The new design was a slap in the face to tradition and to the company’s dismay, Morgan lovers wanted nothing to do with it obviously preferring the primitive inflatable bladder seats and archaic leaf-spring suspension setup of their beloved ‘wind in your hair’ Plus-Four roadster. They were having none of it and consequently production of the model ceased at just 26 examples over three years, just over half of the anticipated production run of 50 cars, with two additional bodies from EB Ware of Birmingham being retained for spare parts. Ironically, Morgan’s apparent misfortune turned out to be completely the opposite as, fearful that the new model signalled the end of what they had worshipped for decades, prospective Morgan buyers hurriedly jumped on the waiting list for a new Plus-Four roadster with deposits pouring in and boosting the company’s ailing cash flow. The car was fitted with Triumph’s 2,138cc pushrod inline four-cylinder engine, with twin-Weber carburettors, producing c.140bhp and mated to a 4-speed manual transmission. The handling was covered with sliding king pin front suspension and front disc brakes. On offer from 26-year long-term ownership, this example is arguably one of, if not the best, Morgan +4+ in existence. Every detail is stunning. The cosmetics, the mechanicals and the history file are all remarkable. It presents exceptionally well, finished in Smoke Grey with a black vinyl interior, running and driving beautifully, our vendor enjoying the car on many drive-out days and road trips over the years. It has been maintained with meticulous detail, as can be seen in the history file which makes for very pleasant reading. In our vendor’s ownership and before, the car has been looked after by approved Morgan service agent Techniques, with a plethora of bills for servicing and maintenance over the years. In addition to the service/maintenance records, the car comes with its original buff logbook, factory-fitted luggage rack, electric windscreen washers and period Phillips radio. Early ownership is recorded in the file, with our vendor purchasing the car in 1998, from the previous keeper who owned the car from 1969-1998. With only 26 genuine +4+s ever built, and just eight believed to remain in the UK, they are incredibly seldom seen and what a shame that is. Phenomenally rare, extremely well documented, presenting in extraordinary condition, this is a great opportunity to own a pivotal part of Morgan’s history for a very reasonable outlay.

1993 Morgan Plus Eight: Although Rover’s attempts to acquire the Morgan Car Company in 1966 had proved fruitless, it nevertheless granted the sports car manufacturer access to its newly acquired ex-Buick lightweight aluminium V8 engine with a view to cementing a supply contract. Hired by the Malvern works to assess the powerplant’s merits/suitability, race engineer, Maurice Owen, lost little time in shoehorning one into a Morgan Plus 4 chassis. With trials of the resultant prototype successfully undertaken in 1967, the Plus 8 debuted at the following year’s Earls Court Motor Show. Its lengthy production run has seen the Plus 8 alter little in outward appearance, save for ever-widening wheel arches accommodating fatter rubber, yet beneath the skin the changes have been innumerable. Better gearboxes, fuel-injection, rack-and-pinion steering, improved corrosion protection and paint, telescopic rear dampers, airbags and the obligatory catalytic converter have all become part of the Plus 8 picture over the years, along with, of course, bigger engines to offset the inevitable increase in weight and a growing desire for comfort from a growing population. However, no matter how powerful or sophisticated the Plus 8 became, it still remains a ‘real Morgan’ to this day in the eyes of any fan of quintessentially British classics. Indeed, it is almost guaranteed that a show of any merit will feature a Morgan amongst its prize winners in the 1960s and 1970s classes. It was against this backdrop that our vendor, a fastidious and principled chap, decided that his retirement present to himself was to be a Morgan. He had wanted one for years and waited the obligatory period (several years at the time) to acquire his Plus 8 which eventually arrived in 1993. Anyone familiar with the paint shop at the Pickersleigh Road factory will appreciate that the available choice of colours ran to dozens and in this case Porsche Oak Green Metallic was chosen with Stone leather upholstery piped in green and a Stone hood and tonneau cover, also piped in green. Amongst our vendor’s chosen options were aluminium body and wings, galvanised chassis, Walnut veneer dashboard, scuttle roll-bar, headrests, underseal and a luggage carrier. There is perhaps nothing unusual in the above. What is unusual is that, remarkably, the car still displays a delivery mileage of just over 50 miles – almost all from road tests which it would have gone through after production. Having purchased the car in late 1993, our vendor requested that it remained with the dealership, unregistered, until 1st January 1998, when it was decided to move the car and at this point it was UK-registered, however, it has continued to be cosseted in professional storage ever since. We have to assume that our vendor never really intended to drive the car, deriving pleasure from the ownership of such an iconic design in much the same way that important works of art are kept in vaults by their owners, enjoying the knowledge that they are safe and they can go and see them whenever they feel inclined. Consequently, the car has not been driven until recently when it was returned to the Morgan factory for a full, no-expense-spared, recommissioning at a cost of over £5,000 to ensure that it’s perfectly ready for its second owner. This is a rare, once in a lifetime, opportunity to acquire as perfect an example of a 1993 Morgan Plus 8 as one might ever find. Offered at a guide that does appear to be very inviting, our vendor hopes to raise significant funds to help save a local valley from development. The car is going to help preserve a small piece of Great Britain for future generations to enjoy and we hope that the new owner keeps this wonderful example of motoring heritage and all things Great and British.

1987 Peugeot 205 GTi 1.9: In many people’s eyes, the Peugeot 205 was the definitive 1980s hatchback and the most perfect, practical design for a small car ever. Launched in 1983, it was a brilliant rival to the Renault 5 and the Ford Fiesta with its ‘wheel at each corner’ design and flyweight 750kg kerb weight. No wonder it won What Car magazine’s ‘Car of the Year’ in 1983 and was declared ‘Car of the Decade’ by CAR magazine in 1990. The 1.6 GTi was particularly singled out for praise, being blessed with brilliant handling and a revvy and eager 105bhp engine and the 1.9 GTi that followed was more of the same with an extra 20bhp and a bit more torque. Ordered new from Peugeot Piccadilly this incredibly original 1.9-litre 205 GTi spent virtually its whole life in an underground garage in Monte Carlo. It was specified in Arctic White with contrasting trim by Formula 2 driver, Colin Vandervell, son of Tony Vandervell who founded the Vanwall Grand Prix Team. His fascination had been fired by Peugeot’s World Rally Championship successes and the 205 GTi was used between his residences in Nice and Monte Carlo with occasional trips back to London. Having spent the majority of its life garaged, the interior is pin sharp and with over-mats fitted, the red carpeting and interior are still immaculate with no fading. The undamaged alloy wheels have never been refurbished and it still sports its original manufacturers stickers under the bonnet and doors. The engine bay is impressive, remaining nicely original with even the weather protection over the distributor still in place. Recent work includes a cambelt change, water pump and new fuel pump. The car is supplied with all its books and manuals, sales brochures, various Peugeot Piccadilly promotional items, and the original Monaco number plates and documents. Patently looked after from new and pleasingly unmodified, this is a super example and the combination of originality and motorsport provenance is bound to generate interest. Possibly the hot hatch of the decade in period and only 55,274 miles.

2014 Peugeot 208 T16 R5 Evo 2: An ex-Works Peugeot 208 T16  R5, chassis #19, that has had some notable drivers behind the wheel including Francois Delacour and Alessandro Bettaga and with 72 registered International events under its belt, including an outright win in the Italian Rally Championship in 2014, this is one 208 that has a story to tell. It was purchased some four years ago in Italy, prior to it being imported to the UK with all taxes paid and now correctly road-registered with a current V5C. At that time, the current custodians had recently sold a 1984 ‘Group B’ T16 with this later R5 version being their next venture. They invested considerably in the car’s restoration and development, creating a reliable, front-running, National Rally car but at the same time uncomplicated to run and maintain keeping costs to a minimum and realistic level.  R5 cars are a step down from World Rally Cars in their power and performance. They are eligible to compete in the World Rally Championship and in a dedicated series known as the World Rally Championship-2. This championship is exclusively open to manufacturer and professional independent teams competing in R5 cars. This stunning 208 T16 Evo 2 is UK-registered and was built to R5 regulations with a 1.6-litre Turbocharged four-cylinder developing 300bhp fed through a 5-speed sequential box to all four wheels. Essentially it remains in ‘factory’-spec but has benefited from a new clutch and a brand new turbo less than 100 miles ago. In terms of safety equipment, the belts are new but the seats are no longer current after this year but we understand that there is two years grace. The bodywork is very good (it’s a rally car) apart from the bonnet which has a ding or two but our vendor was reluctant to replace it as it was signed by Irish rally legend, Craig Breen, not long before his fatal accident in 2023. The car continues to be competitive and successful as illustrated by its last outing at the Shelsley Walsh Classic Nostalgia event where it won the Rally Car Class outright against stiff opposition and also the esteemed Steve Davis Trophy. Described as being ‘one of the most rewarding, enjoyable and challenging cars that I have ever driven’ by the current owner and ex-Peugeot Works driver, Kevin Furber. The 208 is still registered with Peugeot Sport and consequently still receives technical support from the factory team with all components being readily available through specialists, Race and Rally. A comprehensive spares package is available by separate negotiation with the current owner who will also be delighted to offer ongoing advice to the new owner, an invaluable source of expertise and knowledge that has been built up during his very successful ownership. With invitations to numerous high profile events such as Goodwood and Blenheim as well as numerous club rallies, this R5-specification Peugeot has a variety of uses and could offer entry to some of the most exciting events on the Motorsport Calendar.

1968 Porsche 911 S Targa:  Offered here for auction at the Silverstone Festival 2024 is this beautiful, left-hand drive, European-specification, early 911 S Targa finished in gorgeous, period appropriate Tangerine. Manufactured in August 1967, it was supplied new by Hahn Stuttgart GmbH, Germany, before being exported to Canada later the same year. The Targa S would remain in North America until it was discovered by its current owner, imported into the UK in 2017 and subsequently registered in 2019. Once landed here, Autofarm, one of the UK’s most highly regarded early 911 specialists were instructed to set about a full body restoration, carefully retaining or reinstating the interesting features unique to this model-year Targa. Upon inspection, the ‘matching numbers’ engine appeared to be in good shape and featured some performance upgrades, so the decision was made to focus fully on the restoration of the body. This painstaking process has been fully documented from start to finish including images, video and detailed invoices. The interior was kept original where possible, retaining its carpets and unique model-year-only door cards and the optional, petrol-fired Webasto heater was restored but not commissioned in the interests of safety. Within the nicely presented and impressive history file are detailed restoration invoices, import documents, Canadian title documents, the Porsche COA confirming correct colours, engine number and the optional Webasto heater. Also present is the original service book, research into previous owners, correspondence with Porsche, images of the 911 as discovered in Canada and the current V5C UK registration documents ready for export or transfer of ownership. This rare, early 911 Targa is presented for auction from a Collection of landmark Porsches. Our vendor is a knowledgeable Porsche enthusiast and long term Porsche Club GB member who invested significant time and finances to bring this example up to the standard you see here now. To present this 911 to auction absolutely up to date, it has been checked-over by Autofarm and, although exempt, has a clean MOT valid to July 2025. Not to be confused with the average examples that occasionally come to market, this ‘soft window’ Targa is on point, pin sharp and ready to join another Collection of important sports cars.

1971 Porsche 911T Targa: For 1970, C and D-series 911s benefited from an upgrade in engine size to 2,195cc and the ‘T’ was fitted with ventilated discs from the ‘S’ and a 5-speed box became standard (unless the optional Sportomatic was ordered). Although the 125bhp ‘T’ had the lowest power output of the three available models, it had a flatter torque-curve which better suited its role as a Tourer, particularly with the Sportomatic gearbox. Although 125bhp doesn’t sound remarkable by today’s standards, it was 30bhp more than a contemporary MG B. Resplendent in Conda Green with a black interior, this stunning left-hand drive Targa-topped Porsche 911T (Touring) is believed to have been purchased by an American serviceman and shipped to California from Germany in the early 1970s. Since returning to the UK in 1978, it has a well documented history and before being acquired by our vendor in October 1998, the Targa had belonged to Lawrence Srodzinski who was very much involved with the Porsche Owners Club of Great Britain. At the time of his purchase, our vendor ran a commercial bodyshop and was a skilled panel beater by trade and ideally placed to carry out a full restoration. He conducted a full body rebuild using original Porsche panels where needed but still with a ‘nod’ to retaining as much originality as possible. The engine still runs on its original Zenith Carburettors. Naturally, as he was working on his own car, there was an emphasis on quality and attention to detail, all confirmed by the full photographic record of the restoration supplied with the car. The Sportomatic gearbox was well promoted in period by Porsche who entered a team of cars with this box fitted in the 1967 Marathon de La Route, an 84 hour slog around the Nürburgring. Vic Elford, Hans Hermann and Jochen Neerspasch took the honours with the gearbox acquitting itself well and establishing the concept that an automatic Porsche and sporting motoring were not mutually exclusive. Looking a picture in its period Conda Green with Satin Aluminium roll-hoop and Fuchs alloys, the car has been enjoyed on trips to various Porsche meets and an outing to Le Mans. A well set-up and maintained 911T, ‘E’ or ‘S’ driven with an intelligent right foot will provide some of the most quintessentially rewarding driving experiences you have ever had and the 125bhp 911T for sale here will leave you with a serious grin.

1972 Porsche 911E: By 1972, the 911 model range had stabilised at three: the entry-level 911T, middle-ranking 911E, and top-of-the-range 911S, all of which were available as either a closed Coupé or Targa convertible. With the 2.2-litre engine’s arrival, a common type of cylinder head was adopted, the differing power outputs being determined principally by valve timing rather than valve sizes as had been the case hitherto. In 1972, all 911 variants received the 2,341cc (nominally 2.4-litre) unit, which in the case of the 911E produced around 165bhp, 40 more than the original 911 of 1963. For 1972, in addition to the larger engine, the ‘E-series’ cars had a further two revisions. An aggressive new front spoiler was incorporated below the bumper and in an attempt to move as much weight as possible towards the centre of the car, the oil tank was re-positioned inboard of the right rear wheel arch, resulting in the introduction of an external oil filler cap on the right-hand side rear wing behind a flap (Oel Klappe). The propensity for petrol station attendants to fill the oil tank with fuel and the resulting warranty claims quickly persuaded Porsche to change the design and 1972 ‘Oel Klappe’ cars became difficult to sell, possibly resulting in their comparative scarcity today. As is often the case, that rarity has resulted in the ‘Oel Klappe’ cars now being the most desirable. The Porsche Letter of Authenticity confirms that this lovely 911E rolled of the production line on 1st March 1972 and was one of the rare 1972 MY models that featured the side oil-filler. It was destined for Porsche Great Britain and was finished in Porsche Blue Metallic (324) over a beige/tan leather and cloth interior and specified with Sports seats, sunroof and a rear wiper. It was purchased in 2003 by our vendor who is a Porsche enthusiast and the owner of a commercial bodyshop, so naturally a good bit of resource has been lavished on this fine narrow-bodied 911E. The distinctive beige/tan interior has been retrimmed by Southbound and really complements the car’s rich Metallic Blau hue. The V5C shows five previous owners and reveals that at some stage of its life the engine was replaced. The current engine number is only a few hundred digits different from the original which suggests that the engine was replaced very early on. Perhaps it was one of the many that didn’t respond well to petrol in the oil tank. It’s now running on carburettors and would benefit from some light recommissioning after a year in storage. Early 911s possess a certain purity of line, a complete world away from the aerodynamic extravagances of the 1980s and 1990s and in terms of style, it’s the early cars that engender the most appreciative glances. A well set-up and maintained 911T or E, driven with an intelligent right foot, will provide some of the most quintessentially rewarding driving experiences you have ever had.

1975 Porsche 911 Rally: The car presented here started life as a 1975 Porsche 911 Sportomatic, but was fully converted into a lightweight ‘Group B’-esque rally machine by specialists Gantspeed in the late 1980s. Robert Gant’s preparation style focused on cars being as light as possible in order to win, removing anything that was superfluous to that goal. The car went on to enjoy much success on rally/special stages, being driven by some prominent drivers in period – in 1993 by Björn Waldegård/Billy Coleman at the Killarney Historics Rally, in 1995 by Jimmy McRae/Chris Patterson at the Donegal International, in 1998 by Billy Coleman (again), in 2003 by Jimmy McRae (again) at the Killarney Historics Rally (the car was then known as the ‘VK Porsche’ with its Vodka Kick livery) and in 2008 by Björn Waldegård (again) in Barbados. With this sort of ‘alumni’ of drivers, it goes without saying that the car’s preparation, maintenance and upkeep have always been top notch, as it moved between owners within the established rally fraternity. Its most recent outing was winning its class at Donegal Hillclimb in September 2023.

1987 Porsche 928 S4: Porsche’s intended replacement for the 911 had an all-alloy V8 attached to a rear-mounted gearbox, the galvanised body had aluminium doors and bonnet and the body-coloured bumpers were plastic – all pretty radical for its time. The 928 was launched to a fanfare and surprised many by being named European Car of the Year, an award that traditionally went to worthy-but-dull family hatchbacks. Critics immediately recognised the advances that the 928 had made over the 911 and the car was universally praised as one of the greatest GT cars of all time. It handled, it was quick, it looked fantastic and it was comfortable. With the 928, Porsche created a serious, long-distance, grand touring car that could also tackle twisting B-roads with ease thanks to super-direct steering, 50/50 weight distribution and a clever Weissach rear axle that kept the car firmly planted. Coming of age and perceived as a compliment to the 911 rather than a rival, the 928 is now rightly appreciated, especially those well maintained cars with low mileages. Presented in its original factory colourway of Cassis Red Metallic with linen hide piped in Burgundy, this C16, UK, right-hand drive 928 S4 was originally supplied by Ian Anthony (Bury) in January 1987 and has since covered 91,651 miles. It was subject to a full restoration by Porsche Centre Leeds in 2016 and has only covered around 100 miles since. It’s complete with all Porsche Classic handbooks and original stamped service book, as well as a full ‘before & after’ restoration brochure and YouTube film links of the entire process as carried out 2016. The original invoice, featured in the restoration brochure, shows the vehicle as having been optioned from new with driver lumbar support, memory seat, electric sunroof and the High-Fidelity Amplifier pack. Service book stamps range from new through to 2008 pretty consistently and then coincide with a gap in MOTs from 2006 onwards until 2016, when it had completed the restoration. The car is described as being in good condition throughout, both mechanically and cosmetically, and the current MOT is valid until January 2025.

1990 Porsche 911 (964) Carrera 2: Despite the fact that Steve McQueen’s 1971 film Le Mans is full of drama, disaster and despair, it’s most commonly remembered for the opening sequence with McQueen quietly making his way through Northern France in his 1970 ‘D’ Series 911 S. The Slate Grey car looks entirely at home on a misty early morning as the Porsche gently negotiates the sweeping, tree-lined curves of the D35 between Brulon and Cheville with no soundtrack apart from a little Michel Legrand flute music and an occasional ‘gruffle’ from the flat-six and, with the benefit of nostalgia, Slate Grey is now the ‘coolest’ colour for classic 911s. This striking 911 (964) Carrera 2 dates from 1990 and is indeed finished in Slate Grey with a black leather interior and 968 alloys. It’s a right-hand drive Carrera 2 powered by 3.6-litre 250bhp flat-six with a 5-speed manual gearbox and capable of 0-60 in 5.3 seconds and 160mph. It was bought by our vendor, a Porsche enthusiast, in 2009 as a ‘Category D’ insurance claim (damaged but repairable – insurance company chose not to repair). Apparently there was front end damage to the bumper and the front oil-cooler. During the front end repair, the engine was refilled and ran perfectly, however, it was stripped with a view to a possible rebuild but very little wear was found and it was reassembled with a basic refresh only 5,000 miles ago. The front end was rebuilt with a new bumper assembly but the wings are original. Since completion, some ten years ago, he has enjoyed various trips including the Nürburgring and it was even loaned to Lancaster Porsche on an open evening launch as they were unable to find a suitably attractive Porsche 964! The car will come to the sale with a fresh MOT and is very sensibly estimated for a 964 of this quality, an ideal entry into the world of 911 ownership. Ready to be enjoyed during what’s left of this summer, maybe even a trip to Northern France with the Autumn sunshine dappling through the trees onto those gleaming Slate Grey wings and the soundtrack from Le Mans playing in the background. Why not?

1995 Porsche 993 RSR: From 1995, the RSR denomination once again disappeared from the tracks as Porsche focussed its efforts on the GTI and GT2 versions of its recently released 993 platform but, in ’96, they developed a race car to take part in national championship series in Europe, Japan and the United States. The stripped-down race car was officially named the ‘911 Cup 3.8 RSR’. Customers and private teams could choose between three distinct factory-built 3.8 litre engines, each one tuned to a different specification and designed for the appropriate class of competition. A true factory-build, the 993 Cup 3.8 RSR with 350 PS at 6,900 rpm was at 1,200 kg, a super-lightweight track weapon and the last truly hand-made 911. A total of 45 Carrera Cup cars were produced between 1996 and 1998 and Chassis number #9802 dates from 1997. It was fitted with the M64/75 motor which, with its bespoke pistons and high lift cams, was specifically tuned for endurance competition and generates 350 PS at 6,900 rpm An endurance race competitor, the RSR was equipped with a Premier Aluminium Fuel Cell (FIA and SCCA specifications) which was installed at the Porsche factory with all the required plumbing and quick-filler neck. Most are fitted with an optional 75-litre fuel tank. With limited creature comforts, it was assembled by the factory with a fully-welded Matter roll-cage and all the required safety systems such as the twin Sabelt six-point harnesses, Recaro racing seat, Werner Clubsport fire extinguisher and engine kill-switches. The Porsche branded 350mm high grip Momo steering wheel with a 70 mm dish allows the wheel to be moved closer to the driver and also provides for greater leverage and quicker steering corrections. A SPA 3-stage shift light module is on the dash.

1980 Porsche 924 Turbo:  he Stuttgart Collection is a carefully curated selection of cars that were once part of a larger private UK-based Mercedes-Benz museum. The cars presented to auction offer a unique opportunity to own arguably the best examples available in today’s market. From the fabulous 500SL delivered new to Sir Stirling Moss himself with a later Mercedes F1 starring role to the modest 230 E saloon at a tantalising No Reserve. Each car is on the button with unrivalled history files that detail diligent maintenance from new. This is the only Porsche in The Stuttgart Collection, simply because of its condition following a celebrated painstaking main dealer restoration. Porsche was commissioned by Volkswagen to develop the 924 project, originally conceived as a replacement for the VW-Porsche 914, but bought the rights to the car back when VW changed tack. Build quality was up to the usual superb Porsche standards and, from 1976, the 924 was an instant sales success. In production terms, the 924 was the first Porsche model powered by a water-cooled, front-mounted engine, an arrangement coupled with rear-wheel drive, that was normal for most other manufacturers, but was unique for Porsche having previously only used mid or rear-mounted engines all of which had been air-cooled. With Porsche at the forefront of turbo technology and the 924 chassis ripe for exploitation with more power, the 924 Turbo’s development was inevitable. Thanks to a 45bhp power boost that raised top speed by nearly 20mph, a 5-speed gearbox and uprated suspension, the car was very well-received and more than 12,000 were sold over a five-year period. Introduced in 1978, the 924 Turbo featured a distinctive row of four extra air-intakes in the nose panel and a NACA duct in the bonnet. Other unique features included aluminium 15″ spoke-style alloy wheels, four-wheel disc brakes, 5-stud hubs and a discreet, but effective, rear lip spoiler. Today, the 924 Turbo is a rare car, with Phillip Watson of the 924 Owners’ Club stating ‘We reckon that there are only about 60 left in the UK’ and as such, we must be grateful to the technicians at Porsche Centre Bournemouth for saving this car. First registered on 1st July 1980, this 924 had travelled some 96,000 miles when the car rolled into the main dealer’s workshop. Porsche Centre Bournemouth’s publicised account of the restoration was driven by three main philosophies: to find a car that needed the most attention in all areas, to find a rare model, and to retain the integrity of the original car. They state that in order to achieve their third objective, it was imperative to approach the restoration in a methodical way, beginning with a complete vehicle strip-down and assessment of the interior, bodywork and mechanical work required that amounted to an incredible 550 hours. They even recreated the original 1979 advert using this car and they would look fabulous framed as a pair. After completion, it was proudly displayed in the Classic Porsche section of their state-of-the-art showroom where it caught the eye of our vendor in 2021. Having only covered a couple of hundred of miles since the restoration, this rare little 924 Turbo remains in a wonderful condition.

1996 RenaultSport Megane Coupe 2.0 16v Cup: Renault Sport Racing and Renault Sport Cars, both commonly known as RenaultSport (RS) or Renaultsport, are the motorsport, performance and special vehicles divisions of Renault. Founded in 1976, RenaultSport has since become a household name in the performance car world. The brand was born out of Renault’s takeover of Alpine’s competition department and went on to handle the French marque’s rallying and Grand Prix exploits. The legendary Dieppe factory motorsport operation has prepared some of the most special racing and performance models of the marque. The car presented here is a 1996 RenaultSport Mégane 2.0 16v Coupé Cup race car, chassis #98-361, built in left-hand drive at the famous Dieppe factory. This motorsport example is fitted with a Matter roll cage, Renaultsport suspension (with Bilstein shock absorbers), a Renaultsport dashboard, wiring loom and other high quality components. It was utilised by Renault UK to feature in the televised 1999 Masters Rallysport event at Silverstone, which featured Martin Rowe (British Rally Champion), Jason Plato and Barrie Williams as part of the Renault team. Subsequently, the car was unused for several years before being bought by Prima Racing, the Renault racing specialists, some six or so years ago. It has now been meticulously prepared, having been carefully dismantled with the shell sent to SPL in Dudley to be stripped and electro-coated before being professionally painted in Renault Works colours with a Raptor paint coating underneath. The shell features steel panels except the larger front wings which accommodate the wide-track fully restored Bilstein suspension and upgraded front and rear axles. The engine is a fully rebuilt ‘Cup’ unit with forged steel con-rods, forged pistons, worked Prima Racing cylinder head, all lightened and balanced, giving approx. 200bhp; all aided by a remote oil filter, alloy oil-cooler and competition aluminium water radiator. The engine is mated to a period Sadev 5-speed gearbox, with a plate LSD, steel driveshafts and GKN Löbro joints with a quick-shift lever, all geared for around 120mph. The specification also features a stainless exhaust system, Aeroquip stainless brake and fuel lines, all-new new brake discs and calipers, and a hydraulic handbrake. The fuel system has a swirl pot and a Bosch 044 main pump (with a lift pump). The wheels are 7×16 ‘Group A’ aluminium items fitted with Hankook T71 rally slicks (plus two new/unused spares). Internally, OMP race seats with QSP 6-point Hans-type harnesses and a plumbed-in Zero 360 mechanical extinguisher feature. This striking, ready-to-go race car is eligible for a variety of uses, accompanied by a DVLA logbook, and would make quite the impression at a race meet, sprint or track day.

1935 Rover 14 Roadster Special: Rover’s Model 14 was launched in 1934 on a lengthened underslung chassis retaining its predecessor’s 1,577cc, six-cylinder, overhead-valve engine. The new frame enabled the adoption of lowline bodies, and attractive ‘streamline’ versions of both saloon and coupé. Specification included a 4-speed gearbox with freewheel, Lockheed brakes, Luvax-Bijur automatic lubrication and electric windscreen wipers. Offered in sports saloon, coupé and open tourer versions, the ’80mph from the factory’ Speed 14 was powered by a tuned engine incorporating ‘specially streamlined ports and manifolds’ and a high-compression cylinder head. This particular Rover 14 was built in Coventry and registered in 1935 as AVC 88, the number it still retains today. It was originally finished as a four-door saloon with the desirable 1,577cc straight-six mated to a 4-speed manual transmission and was sold by Huxley Sales & Service of Albany Road, Earlsdon with a dashboard plaque confirming this. During its time as a saloon, it was owned at one point by Peter Rowntree of confectionery fame with some documentation in the file to confirm this. The car was given a new lease of life in the mid to late-1990s when the then owner decided to re-create a period Derby Bentley-style, two-seat roadster which, as can be seen from our images, he achieved with great vision and attention to detail. Having sketched out what he hoped the car would look like, he engaged the services of Vintage Carriages of Shaw, Oldham who stripped the car back and built by hand the Ash-framed rear body covered with aluminium. The result was rather elegant, reminiscent of late-1930s Roadsters from the leading coachbuilders of the period. The work was photo documented and all the relevant technical details of the conversion are in the car’s history file with a list of costs which in today’s money would be probably in excess of £60,000. The file also contains many receipts for work done, parts bought and old MOTs etc. giving the Roadster some great provenance. More recently, the engine was refreshed by our fastidious engineer vendor with a head-off, top-end rebuild. New rocker shafts, valves refaced or new, seats cut, lapped and leak tested. Carburettor, distributor, and ignition system rebuilt with new key components. The engine runs like a straight six should. It presents really well, finished in British Racing Green with a lovely Apple Green leather interior and Olive Green carpets. There is a recent new hood and a perfect tonneau cover with side screens available as well. The car now also benefits from an overdrive unit on fourth gear, fitted seat-belts and a heater. This lovely Rover Special has had much success in local Concours d’Elegance and a number of those trophies will remain with the car. We invite and encourage your viewing of this one-off Model 14 Roadster and feel sure it won’t disappoint.

1982 Rover Vitesse “SD1” Group A Works Rally Car: Thought to be one of the first competition cars built under the Austin Rover Group Motorsport banner, this 1982 Rover SD1 was plucked from the assembly line for the purpose of competition. The car was originally destined for the gruelling Peking to Paris long-distance rally, the ultimate test of durability and before being used in anger, the V8 SD1 was the subject of considerable testing and fine tuning to establish its suitability for the gruelling event. Sadly, the event was cancelled and the car was mothballed for a short time. However, Rover wasnt going to see its efforts go to waste and after a short period in storage, handed the keys to motorsport legend, Tony Pond, who went on to campaign the car in the Century Oils and Pace Petroleum series of the early 1980s. Once Tony had had his fun with the car, Rovers attention turned to Scotland where champion rally driver, Ken Wood, was a regular competitor in a V8-powered TR7, a current production model at the time. However, when TR7 production ceased it was important for a current BL product to be winning, so an agreement was struck between Ken and Rover to campaign the SD1. Ken came second in the 1983 Scottish Rally Championship and the car was then given a facelift to bring it in line visually with the company’s new Vitesse model, important for marketing purposes. In 1984, the car was once again campaigned through the stages of Scotland and this time, it won the 1984 Esso Scottish Rally Championship and the 1984 East of Scotland Rally Championship! After Ken Wood’s time with the car, it was sold into private hands. We pick up the story when its current long term owner found the car laid up in the back of a garage in Oldham. He verified the identity of the car and then set about an extensive restoration in which the car was returned to its original dimensions before being built back up into full Ken Wood, Golden Wonder specification. Now the car exists as a functional show piece and has been used for several demonstration events.

1970 Royale RP6/17: Royale Racing was founded in 1968 by Bob King and was basically a further development of his existing business, Racing Preparations Ltd, with a name based on its location in Park Royal, London. The RP4 was aimed at the new Motor Racing Stables F100 Championship for lightweight sports cars powered by a 1,300cc engine, however there wasn’t much support for the new championship as it appeared to compete directly with the long-established and hugely popular Clubmans Championships and it only lasted two years (1970/71). 11 RP4s (plus four RP4As) were eventually built and won the championship both years. The RP4’s big sister, the RP6, also enjoyed success and we understand that a total of nine were built. The outstanding and competitive Royale on offer here was originally built as an RP6 (RP6/8) before being meticulously upgraded to RP17 specification for the previous owner by Peter Richardson with FIA/HTP papers being issued upon completion in 2014. Since then, it has been maintained to the highest of standards regardless of cost by Gerry Wainwright Motorsport with the ‘super reliable’ BDG being rebuilt by Craig Beck in 2022 with just five outings under its belt since. The harnesses were renewed in 2022 with the fire extinguisher system also being updated in 2023. Previously a front runner at the Silverstone Classic – now Silverstone Festival – (headed in qualifying only by an M8F and John Burton’s B26, and in front of all the Lolas, Marchs, Osellas and other Chevrons) and more recently an outright winner at Brands Hatch in 2023 on the GP circuit in the hands of Rob Wainwright with a fastest lap of 1:30:2. The car is accompanied by a useful spares package which includes one spare set of (MB) wheels, silencer for track-day testing, radiator, rear upright, wheel bearings, a starter motor and other sundry items. This fabulous Royale may well be the most cost-effective way onto the Masters Sports Car Legends grid, or any other series where Chevron B19s and the like are welcome. Your early inspection is encouraged to fully appreciate the potential on offer which, in the right hands, could provide the new custodian with the opportunity to experience historic motorsport to the full.

1967 S2 Engineering Lotus 49 Replica: The most important Grand Prix car of its era and one of the most significant F1 cars ever, Colin Chapman’s Lotus 49 harnessed a ground breaking design with the new Cosworth DFV. Driven by such legends as Clark, Hill, Andretti, Siffert and Rindt over four extraordinary seasons, it remains for many people one of the most beautiful Grand Prix cars ever. Somebody obviously felt that way, as S2 Engineering were commissioned to build a special car that invokes the spirit and the look of the Lotus 49, but with two seats and road manners – we are delighted to offer the result of this project here. This six year project started with an original Lotus 49 nose cone purchased from Classic Team Lotus to set the profile and shape of the car. A custom steel spaceframe was fabricated and reinforced with aluminium sheeting and then mated to a bespoke steering rack and purpose built suspension incorporating 49-style front rockers. The 1,137cc, 160bhp Honda Blackbird engine is mated to a 6-speed gearbox with an electric reverse gear and Honda’s legendary ‘superbike’ also provided a wiring loom, ECU and instrument cluster. The differential, driveshafts, hubs, brakes and steering column all come from a Mazda MX5 to provide a reliable and lightweight solution. We understand that the car is fully road legal, DVLA-registered on a Q-Plate, with the current MOT valid until July 2025.

2000 Subaru Impreza P1: Built at Subaru’s Fuji Heavy Industries plant in Japan and honed by rally ‘royalty’, Prodrive, the Impreza P1 was always destined to become the hugely desirable modern classic that we rightfully see it as today. Built in a limited run of just 1,000 cars, every one featured the iconic Blue Mica paintwork, Anthracite 17″ OZ racing wheels and a plethora of upgrades and unique features. It’s easy to see why the P1 has gained such a cult following. Based on the two-door bodyshell, with the aerodynamics enhanced by Peter Stevens of McLaren F1 fame, beefier running gear and a fabulous suspension setup by Prodrive, the P1 has more in common with the legendary Impreza 22B than its larger four-door Impreza WRX contemporaries. Developed with British B-roads in mind, by the very same company which helped the likes of Colin McRae, Richard Burns and Petter Solberg win World Rally Championships, the ‘Prodrive One’ was intended to counter the wave of ‘grey import’ STI Type Rs coming from Japan. The upgrades to the P1 were extensive, but not intrusive. The list includes a more powerful 280bhp engine (up 69bhp from a standard Impreza Turbo), mated to a 5-speed manual transmission with longer gearing and ABS brakes. Further upgrades include a big-bore exhaust, quick-shift gear linkage, 17″ titanium-finish alloy wheels and a rally-proven suspension set-up. With the sprint from 0-60 taking just 4.66 seconds, the P1 certainly has the bite to match the bark. The car offered here is #429/1,000 and was first registered on 16th June 2000. This P1 presents very well in (seldom seen) standard specification and has covered just 1,000 miles in the last nine years, being professionally stored in the meantime, and almost exclusively being brought out just for MOT testing. It has only covered 63,200 miles, and has recently been subjected to a full recommissioning service to ensure it is up to standard, MOT’d and ready to go. As is normal with cars being stored for extended periods of time, there are patches missing in the car’s history as it simply didn’t move, so had nothing spent on it. Nevertheless, the history file includes a plethora of past invoices and the service book is stamped in line with usage throughout the car’s life. With soaring prices of Japanese domestic-market cars, and 22Bs heading well north of £100,000 in recent years, this very smart, standard, useable P1 seems exceptionally good value in comparison, and is ready to carry on doing the things that Imprezas do best, taking on any B-road in sight.

2016 Subaru Levorg GT BTCC: Once synonymous with forest rallying and Colin McRae, the Subaru name returned to motorsport for the 2016 season of the British Touring Car Championship with the Levorg Estate. Subaru UK lent their official blessing and support to Team BMR’s 2016 Touring Car bid, with the Hertfordshire-based team impressing the manufacturer with a healthy budget and previous BTCC success. The offer of cars and a commitment for three years support came, giving Subaru a cost-effective way to get the kind of television exposure that would normally cost much, much more. BMR saying ‘The Levorg is essentially perfect for an NGTC; within the rules, it is all about the engine and the positioning of its centre of gravity. Previously, when the rules in the BTCC were more free, it was possible to engineer something trick with the suspension set-up or change something else on the car to overcome any problems. But with the NGTC rules the way they are, there is little freedom to do that because everyone has the same suspension. That meant that the boxer configuration of the engine plays an important part. It’s a flat engine and it carries the weight low down’. The engineers overcame the fact that the Levorg is a four-wheel drive road car (outlawed by BTCC rules since the Audi A4 crushed all comers during the 1996 season), adapting it (through a rule change) to two-wheel drive and in doing so, made it rear-wheel drive, which again aided performance. Input on the car’s build came from Subaru UK and Japan, assisting with cars, spare parts and body panels, plus a supply of engines from Japan (because Subaru didn’t sell cars equipped with the specific engine required in the UK). The turbocharged, 2-litre, four-cylinder, boxer engine supplied was upgraded for competition by the tuning experts at Mountune. The car presented here is a 2016-built BTCC Subaru Levorg GT (NGTC) #039-03 by BMR Racing, driven as car ‘99’ by BTCC legend Jason Plato in the 2016 and 2017 seasons, securing two wins. The car was then campaigned by Josh Price in 2018, before being fully refreshed with updated 2019 bodywork and livery. It is currently eligible to race in championships including the Goodyear Touring Car Trophy, Britcar plus many others. It was bought by our vendor in 2021 who has only used it for track days, demonstrations and at invited displays. What an opportunity to own a piece of BTCC history, a race-winning car with a build-cost of in excess of £300,000, that was driven by one of the best and most popular BTCC drivers, all for the price of a new family saloon!

1972 Triumph 2500PI: In 1969 Triumph updated its 2000/2.5 PI saloon range and introduced the facelifted Mk 2 derivatives which remained in production until 1975. These now featured the revised Michelotti front and rear panel changes which gave the car a graceful, modern look for the 1970s. New lamps were a key styling feature and the front of the car was virtually identical to the new Stag sports model. The interior of the 2.5 PI was particularly plush with a smart teak veneer dashboard housing more comprehensive instrumentation than lesser models. The 2.5-litre, fuel-injected, straight-six engine was a 132bhp version of that used in the highly rated Triumph TR6 and could whistle the saloon up to 60mph in just 9.7 seconds on its way to a top speed of 111mph, pretty impressive 50 years ago. This beautiful low ownership Triumph 2500 PI saloon has been restored to an extraordinary level, both bodily and mechanically. Finished in Saffron Yellow with a chestnut interior, we doubt a finer restoration exists of these stylish 1970s saloons. With lively performance, good handling and in manual form with overdrive, they are still a pleasure to drive today. There has been some serious mechanical expertise lavished on this Triumph which is evident as the engine fires immediately and is turbine smooth. The V5C details just two previous owners when the Triumph was purchased from Milestone Classics in 2017 by our vendor to become part of his private Collection where it earned its place on merit and quality alone, regularly generating more admiration than many of the more exotic classics. The history file contains its first MOT in 1975 showing that it covered just 15,760 miles in the first three years. This lovely 2500 PI would grace any Collection but it’s just too good not to be admired at events, and we are sure the drive there would be a sublime experience.

1980 Triumph Dolomite Sprint: The Dolomite Sprint Series 4 offered was first registered in February 1980 and is presented ready for its next adventure after being thoroughly recommissioned by Ant and his team. It is finished in Inca Yellow, which is much more unusual than the Mimosa Yellow which the first batch of Sprints made were all painted in, as this is a late Series 4 example, the Sprint’s final incarnation. Series 4s are considered more desirable and are definitely rarer, with only 834 produced in the model’s 7 year production run. Series 4s benefit from detailed improvements, most notably in having dual circuit brakes and a speedo calibrated in clearer 20mph increments. The drivers door mirror and rear fog light were also obligatory from 1st January 1st 1980, to meet new regulations. This car was purchased for restoration by Ant after being dry stored for some years. The previous owner had spent over £18,000 on restoring it over a period of years but not quite finished the task. This original restoration work included fitting poly bushes to the entire suspension, grooved and slotted front discs and height adjustable rear suspension. The engine was rebuilt and modified for better breathing utilizes twin Weber 45 DCOE carburettors, and Ant reports that it certainly pulls extremely well, being significantly more responsive than a standard Sprint. It also has a stainless-steel sports exhaust system connected to the standard manifold, so sounds superb. Ant and his team have sorted the brakes and fuel system where needed, fitting two new front springs and shock absorbers, and a high-torque starter motor. They have also restored the interior wood veneer which had, as is quite common on 1970s Triumphs, lifted away from base and gone cloudy. The luxurious interior ambience of these cars is an important part of their appeal and the black cloth interior trim on this car was otherwise in very good condition. Ant and his team have also fitted a new inner and outer sills on the driver’s side and repaired areas of damaged paintwork. There was no serious rust to fix other then the sill, just damage from the normal rigors of time and Ant feels that sills aside (which is common issue on these cars so knowing it’s been done to high standard is important) the shell has never needed any serious welding.

1959 TVR Grantura: The first production model TVR in a long line of TVR cars, the Grantura debuted in 1958 and went through a series of developments leading from the MkI to the MkIV and 1800S models, with production ceasing in September 1967. Hand-built at the TVR factory in Blackpool with varying mechanical specifications, the Grantura was also offered in ‘kit form’. The bodyshell was made from glass-reinforced plastic and made use of a variety of proprietary components, with a front-hinged bonnet. Buyers could choose from a range of powerplants which included a choice of side or overhead-valve engines from Ford, a Coventry Climax unit, the engine from the MG A and, ultimately, the 1,798cc BMC B-series engine. Other manufacturers ‘parts-bins’ provided the running gear including Austin-Healey brakes, VW Beetle or Triumph suspension parts and BMC rear axles. By the middle of 1960, Grantura MkI production was ending (with a total of 100 cars produced), and the MkII bodyshell design was nearly ready. In January 1961, Keith Aitchison and Bryan Hopton (of the Aitchison-Hopton Lotus/TVR dealership in Chester) expressed interest in investing in TVR so, as a bit of an incentive, Bernard Williams offered them a Climax-powered Grantura MkII #7C 119 (the car offered here) to use on a planned press/evaluation run to the Monza circuit in Italy. The trip did not go entirely smoothly but nonetheless, the two men were obviously impressed as, in September of that year, they bought a controlling interest in the company, renamed it TVR Cars Ltd and Hopton had appointed himself as Chairman. Between September 1961 and February 1962, the number of orders for cars had been doubled, and most of the stock of finished cars had been sold. Correspondence within the car’s extensive history file confirms that #7C 119 had started life as a 1959 Mk I (TVR records show that the chassis number before and after 119 were both MkI Granturas, as well as the electrical parts on the car being dated 1958 and 1959). The company had decided to get involved in circuit racing at club level and had ordered a new Climax 1,220cc FWE engine to power their new race car. The engine was delivered to TVR in May 1959, before being fitted to chassis #7C 119, meaning that the car on offer today is the documented first ever TVR to be fitted with a Coventry Climax engine. Knowing that it may well be sold as a new car one day, it was raced with a series of spurious registration numbers before the first MkII body was created in May of 1960. Chassis #119 was then re-bodied as a MkII, registered under 880 ABM and became effectively a Works car, enjoying some success with Malcolm Wayne. After the car returned from its ‘jolly’ to Monza, it was prepared for the 1962 Tulip Rally. It was fitted with a B-Series engine with appropriate rev counter, a MkIII bonnet, painted white, roof and front spotlights and a reversing light added set up to deal with the different requirements of a stage rally. Driven by Anne Hall and Val Dolmeo, it was going well until a crash on the Col de Charbonniers ended their hopes. On its return to Blackpool, 880 ABM, was repaired by the factory using parts from another car, blue seats with door cards were fitted, as was a new steering wheel, an original MkII bonnet and the Climax engine, #8409 would return to the car. In 1962, it was supplied, rather cheekily, by Aitchison Hutchinson as a new car to its first owner, Alan Rhodda, with whom it remained until 2019. We understand that he was under the impression that the car, now registered 603 FM, had been a cancelled order for a client in India who simply couldn’t import it. However, there were tell-tale signs that it was not a brand new car, the front flashers were in a different place, the 8,000rpm rev counter was a Works car feature and the 7-inline dial dash was not standard at the time. Similarly, it was reported that there was evidence of crash damage from the rally, but once the engine and rev-counter were adjusted to speak to each other, Mr Rhodda was obviously happy as he kept 603 FM for almost 50 years, during which time it covered just over 20,000 miles. It re-emerged in 2019 to be sold as a project and its subsequent new keeper undertook a sympathetic restoration, refinished the car in Old English White, and the interior was fully retrimmed in quality pastel blue leather by a Jaguar Heritage engineer. He had the engine (#8409) ‘boroscoped’ and confirmed as Stage 3 in good condition and undertook a serious amount of investigation and preparation of its now substantial history file. Fascinating reading, the file contains an original sales brochure, buff logbook, Coventry Climax letters signed by Chief Engineer, Wally Hassan, confirming the provenance on the engine and built date, Coventry Climax letters discussing the Stage 3 conversion (completed in 1964) including receipts for all parts from Coventry Climax, numerous Smiths letters discussing the issues with the rev counter and a large collection of receipts for restoration and recommissioning. Our vendor simply could not resist when offered this car a couple of years ago and is now its third owner. Although the car’s second owner had carried out all the work detailed above, personal circumstances meant that he needed to sell the TVR quickly and hadn’t completed a mechanical restoration. Over the last few years, our vendor has now set it up well, running and driving nicely although some minor electricals will need to be attended to prior to using it regularly. With a need to reduce his collection, #7C 119 complete with Climax engine #8409 is now looking for a new home. Historically important within the annals of the TVR Car Company, this charismatic little Grantura has enjoyed many adventures over the past 65 years and, we suspect, a few more are on the cards.

1981 Vauxhall Chevette 2300 HSR: The Vauxhall Chevette HS was launched in 1976 and was Vauxhall’s first ‘homologation special’, built to allow them to compete in ‘Group 4’ rallying. Powered by the 2.3-litre slant-four engine derived from the Magnum, upgraded with Vauxhall’s own twin-cam 16-valve cylinder head, the Chevette HS delivered 135bhp and was paired up to a Getrag 5-speed close-ratio gearbox. The upgrades weren’t simply mechanical, with the HS featuring uprated suspension and brakes, wider alloy wheels and front and rear spoilers, with all components being sourced from other high-performance models in the General Motors family. Dealer Team Vauxhall (DTV) was running the ‘factory’ competitions programme at the time, with both circuit racing and rallying being Bill Blydenstein’s responsibility from 1976. Blydenstein’s ‘Droop Snoot’ competition entries had traditionally been finished in silver and this evocative colour scheme was carried over to the Chevette HS, which also featured a tartan interior trim and additional instruments. The minimum number required by the FIA for homologation was 400, so in playing by the rules, 400 examples of the HS were built, and only 33 examples of the even hotter HSR are understood to have been built. Introduced for 1980, the Chevette HSR was the development of the preceding HS. It incorporated a better location of the rear suspension and flared wheel arches to allow for wider wheels and tyres, essentially refining the fabulous HS into the simply incredible HSR. Homologating the Chevette proved worthwhile, with the HSR immediately showcasing its prowess as a tarmac rally car and a competitive gravel-specification car. In 1981, DTV won five International events under the skilful control of Tony Pond. Representing the very best of DTV’s output, this incredibly rare Chevette HSR is one of 18 known to survive out of 33 built. Presenting in simply fabulous condition, offered from a private Collection of eclectic motorcars, all maintained to the highest possible standards. This HSR is undoubtedly one of the best examples remaining, with no expense spared on its upkeep however despite being a very good base, the car wasn’t quite perfect in our vendor’s eyes, so in 2020 the car received a top-end repaint with any/all bodywork issues being sorted, with bills on file. The car is well known having attended shows and events over the years, especially with the ‘Droop Snoot’ group. The car’s ownership and history is documented from new, with all owners being known and just three in the last 24 years. Our vendor reports using the car sparingly, but regularly ensuring that it is as ‘on the button’ as it has ever been. To ease usability, the car benefits from sensible upgrades including a catch tank and new wheels, with the valuable original magnesium wheels remaining with the car. With modern ‘hot hatches’ being an amalgamation of computer technology, sophisticated systems and a distinct lack of soul, the HSR really shows why you should respect your elders. An incredibly engaging drive, making all the right noises and providing great feedback to the driver, I challenge anyone lucky enough to have driven one to state they’d prefer a modern ‘hot hatch’ if given the choice. The Chevette HSR remains one of the truly great ‘hot hatches’, possessing the added cachet of being produced in strictly limited numbers.

1993 Vauxhall Lotus Carlton: The legendary Lotus Carlton is the kind of car that comes along once in a generation. At a time when really fast four-door saloons were the preserve of BMW and Mercedes, this Vauxhall (Opel) derived ‘super-saloon’ arrived on the scene demolishing the opposition. Oddly, it wasn’t its huge performance or masculine good looks that created the most fuss, but the fact that the Daily Mail was so outraged by its stated top speed of 176mph, that it declared it too fast for British roads. Of course, the Lotus Carlton – or Type 104 to Lotus aficionados – was nothing of the sort, and although it shared its major components with a mainstream executive car, its level of development across every aspect of automotive dynamics had resulted in a truly special performance car. It was powered by a twin-turbo version of the venerable straight-six used in the range-topping Senator, which developed a remarkable 377bhp. To achieve that figure, Lotus had put a lot of work into the 3.6-litre power unit, uprating and strengthening the bottom end, porting the 24-valve cylinder head (from the Carlton GSI), and fitting forged ‘slipper’ pistons made by Mahle atop new Lotus-designed connecting rods tied to a counterweighted, forged steel crankshaft. The gearbox was the same 6-speed used in the Corvette ZR-1, the only transmission in GM’s parts bin, capable of handling the car’s monster torque. AP ‘Group C’ derived brakes – 4-pot calipers with 330mm ventilated discs at the front and 2-pot at the rear – sat behind specially developed Goodyear tyres. Performance was brisk, to say the least. 0-60mph came up in five seconds, 0-100 was dispatched in 11.1 seconds and in 1992, Autocar  magazine recorded a time of 17 seconds for their 0-100-0 challenge, second best behind an F40, however it’s the car’s maximum speed of 176mph that will always be quoted by its fans. This beautiful example was one of the last off the line and, according to the Lotus Certificate of Vehicle Provenance, it was designated #0919. It’s obvious that it has been treasured and well cared for all its life and has spent the last ten years in correct storage as part of a bespoke Collection. The indicated mileage is 74,301 and its exceptional condition makes it one of the very best to come to market in recent years. A recent check over by a Lotus Specialist only revealed a slightly slow thermostat and it was noted that ‘the car drives exceptionally well’. What really sets this Lotus Carlton apart from other examples is that it’s accompanied by a fascinating volume of original R&D documents from the Lotus factory at Hethel. Quite by chance, over a motoring-themed evening, the marriage of these and the car was made possible. In addition to the very substantial, still unopened, cellophane-wrapped owner’s commemorative book, there are multiple volumes of development journals from the Test and Development Department at Hethel whilst pre-production tests were being carried out. Included are mission notes, current engineering proposal folders covering everything from brakes to charge-cooling systems, engineering reports for High Speed Testing and production schedules, and numerous project reports to be circulated out to the ‘who’s-who’ within Lotus, Opel, GM and Vauxhall. Also present is a record of a directive sent out to the Dealer Network advising against automatic car washes because the rear track was too wide. It’s also supplied with dealer service manuals and the cased TECH 1 dealer diagnostic computer. It would be an understatement to say the history content with this car is comprehensive and surely a unique package. ‘Sledgehammer’ was the word often used to describe the performance of these saloons but Vauxhall footnoted promotional content with the words ‘Very few will be made, very few will understand or appreciate it fully’. More than 30 years later, it’s fair to say that we do understand and with climbing values, it’s undoubtedly fully appreciated.

1979 Volkswagen Golf GTi: Offered here is a first generation Golf GTi with just one previous owner and only 53,540 miles from new. It was originally supplied new to its first owner by VW main dealer Guilders of Sheffield in Mars Red with black and white cloth trim which, even today, still looks like new. He enjoyed it for many years and then, for some reason, put into professional storage where it remained on stands for nearly 20 years. In 2018, it was recommissioned, and subsequently sold by us in 2019 to our collector vendor who has sympathetically improved it over four years and, as you can see from our images, it looks amazing. It’s supplied with the original book packs, manuals etc. and both keys. Rightfully heralded as the ‘Hot Hatch’ that started it all, the first generation Golf GTi truly deserves that accolade and surely makes the list of the top-ten cars of the last 50 years.

1964 VW Microbus 21-Window Samba: This particular right-hand drive Samba Deluxe was purchased by the current owner in 2011 as a family weekend fun bus. He very quickly added a very cool 1970 Yvonne Mostard Caravan which, amazingly, was in similar condition to the Samba, beautifully original and blue over white. What’s even more impressive is that both vehicles have retained so many of their original features. Over 10,000 miles have been covered curing the current ownership and our vendors have the most amazing memories. During their ownership, the family Beagle, Bruce, was always first in the van looking for an adventure. (We’ve all had dogs that couldn’t wait to jump in the car and just want to go where you go). Sadly Bruce passed away in May this year and driving the Deluxe doesn’t feel the same without your ‘pal’ so it’s time to pass this piece of history on to someone new to enjoy. This rare Deluxe Samba has been fully serviced and maintained by specialists, Export 56, since 2011 with invoices in the history file for c.£30,000. It’s worth noting that the Samba Deluxe originally left the factory in Sealing Wax Red over Beige Grey. Our vendor would like to note that this is not a Concours contender and that it’s been used, enjoyed and well maintained. He goes onto say that ‘the paint looks good and presents really well. No signs of rust or accident damage. The bus is serviced and ready to use. Both the caravan and the Samba are supplied with lots of additional camping equipment, accessories, tools, spares, far too much to list’.

There were also 34 motorcycle lots included in the sale.

And perhaps the most unusual item on offer, though not apparently in the catalogue, is this, “Little Nellie”, an Autogyro that featured in the James Bond film “You Only Live Twice”:

It was well worth spending the extra to buy the catalogue so as to be able to get a good look at these cars. As this report evidences, there was a mix of unusual, rare and nicely presented cars to see, not all of which were set with ambitious reserve pricing. The rest of the highlights of the Silverstone Festival 2024 feature in a separate report.