2024 sees the 13^th edition of the Concours of Elegance. Initially conceived as a one-off, as part of the celebrations for the late Queen Elizabeth’s diamond jubilee celebrations in 2012, the event was so well received, that the decision was taken to repeat it. The first few Concours of Elegance events moved around a number of Royal Palaces, evening heading north of the border for the 2015 event, before settling on Hampton Court, where the Concours has taken place every year, barring the 2020 interruption for Covid lockdown, since 2017. The format has not really changed since then, and there was no real need to do so. At its core is a true Concours of Elegance populated by 60 cars, carefully curated, which cover the last 120 years of motoring with some very special and often unique cars, many of which are brought in to the UK specially for the event. In addition, a number of high end dealers and invited Car Clubs bring along cars to ensure that there are hundreds of vehicles on display. One other thing has not changed and that is that this event almost always conflicts with the final day or days of the Salon Privé event, which seems something of a shame, as both events are competing for some of the same vehicles and dealers and indeed the same attendees. I had an additional diary challenge this year with an IAMC event on the Sunday, so the only solution was to go to this event on its opening day, the Friday. You pay quite a lot more for the ticket for this, but if you expect that a weekday will make it any less well attended, think again. It was quite busy and I had to be quite patient to get some of the photos I wanted. There was lots to see and enjoy, as this report evidences:

THE CONCOURS CARS

This is the core of the event: 60 cars that represent some of the most special, exclusive and elegant cars produced over the last 120 years. The idea is that every year, the cars that take part will not have done so in the past, so there is always lots here that is particularly special. As this is a Concours, this is an element of judging. Responsibility for that is given to the owners of the cars taking part, with an overall winner being chosen as well as winners for cars from each decade. It must be very hard to pick out your favourite, as just about everything here is truly special.

1922 Ballot 2 LS

 

1925 Rolls-Royce Silver Ghost Barrel Sided Tourer

 

1926 Bugatti Type 37

1927 Bentley 3 Litre Boat Tail Speed Model: Fresh from a three-year restoration, this Bentley 3 Litre bowled over enthusiasts at Hampton Court Palace, where it made its first public appearance in more than six decades. Its skiff-like lines were designed by coachbuilder Martin Walter.  The restoration was finished by the family of the car’s late owner, Chris Jaques, who asked them to finish the project he instigated.

1928 Alta Supercharged Sports – Prototype

1928 Bentley 4½ Litre

 

1928 Bentley 4½ Litre by Harrison

 

1930 Bentley Speed Six Sports Coupe by HJ Mulliner

 

1931 Bentley 8 Litre Saloon by Freestone & Webb

 

1933 Chrysler CL Custom Imperial Dual Windshield Phaeton

1935 Lincoln Model K Coupe by LeBaron: The 1930s was a challenging decade for makers of big, luxurious cars in America. Lincoln’s steadfast loyalty to building high-end vehicles in a country devastated by the Great Depression was a controversial move. It means that these cars are relatively rare today, and this LeBaron-bodied coupe was one of just 23 built in 1935 and is one of fewer than 20 of its kind still in existence. Known as the “Imperial 8,” the 1933 Chrysler Imperial came off the line with a new, nine-bearing, straight-eight engine—hence, the nickname—that was larger than anything previously produced by DeSoto or Dodge. In 2023, after its extensive restoration by the experts at LaVine, the Imperial 8 had a year to be remembered.

1937 Cord 812 Phaeton: The Cord 812 Phaeton Convertible was designed by American automobile architect Gordon M. Buehrig and set an early standard for luxury, design, and innovation. The Phaeton’s interior, featuring a machine-turned aluminum dashboard, closely resembles the cockpit of an airplane, and the Cord’s front-wheel-drive was the first of its kind in the American automobile industry. Earhart’s 1937 Cord 812 Phaeton Convertible went through several owners after the famed aviator’s 1937 disappearance and was ultimately disassembled and parted throughout the country. In 2018 The JBS Collection purchased the automobile from collector Ray Foster, who, after many years of research, was able to find the Phaeton’s original components and unite the car’s original frame with its original engine. After procuring the vehicle from Foster, Smith Jr. commissioned LaVine Restorations, Inc., of Nappanee, Indiana, to bring Earhart’s automobile back to its original specs and its original glory. In 2023 the fully-restored 1937 Cord 812 Phaeton Convertible was the 33rd vehicle to be inducted into the National Historic Vehicle Register. In honor of that achievement, the Cord was presented under glass on the National Mall as part of the 2023 Cars at the Capital event in Washington, D.C.

1937 Rolls-Royce Phantom III Convertible by Inskip: This was the overall Best in Show winner. Out of 727 Phantom IIIs produced, only a few were made in the USA, including this victorious car, a unique convertible coupé designed by JS Inskip and powered by a mighty 7.3-litre V12.

1937 Talbot BI 105 Airline Saloon by Darracq

 

1937 Talbot-Lago T150 C SS New York Teardrop: Winner of the 1930s category, perhaps the toughest of all from which to claim a single winner, was the exceptionally rare 1937 Talbot-Lago T150-C SS, the fourth chassis of this model, known for its striking ‘Teardrop’ or ‘Goutte d’Eau’ design by Parisian coachbuilder Figoni and Falaschi. Furthering its scarcity, the winning car is part of the ‘New York’ series, boasting no sunroof and twin outward-opening windscreens, allowing the passengers to let some wind in their hair. Not just a drop-dead gorgeous piece of design and automotive history, this example was a capable racer in its day, claiming 11th place in the Grand Prix of Watkins Glen in 1950. After a string of famous owners, this fine machine is now part of The Pearl Collection in Switzerland.

 

1938 Bentley 4¼ Litre Barouche de Ville by James Young

1938 Bugatti Type 57C Cabriolet by Gangloff

 

1939 Bentley 4¼ Litre MX Sedanca Coupe by Hooper

 

1939 Rolls-Royce Wraith by Thrupp & Maberly

 

1939 Talbot-Lago T150 C SS by Pourtout: The motorsport-inspired Talbot-Lago T150C SS was based on the firm’s open-wheel T150C racing car. Bodywork was entrusted to some of the top 1930s coachbuilders, and this streamlined coupé was one of three built by Marcel Pourtout. Chassis 90120 was completed in 1944, after being hidden from the Nazis during WW2.

1940 Aston Martin Speed Model Type C: The Speed Model Type C was designed with a focus on competitive racing, particularly with an eye on the prestigious Le Mans 24 Hours. Aston Martin’s engineers were invigorated by the potential of their new 2.0-litre engine, which was a major leap forward in performance. The Type C features a high-lift overhead cam and twin carburettors, pushing out an impressive 125bhp in ‘Works’ trim. Coupled with a newly designed close-ratio gearbox, the car offered lightning-fast gear changes, making it a dream for racers.

1948 Jaguar Mk IV Drophead Coupe

  

1952 Pegaso Z-102 Berlinetta ENASA

 

1953 Frazer Nash Mille Miglia Roadster

 

1953 Jaguar C-type – Le Mans winner, 1953

 

1953 Siata 208 CS Balbo: Fiat agreed to provide Siata with 50 Otto Vu-based V8 engines to create a sports car of its own design. The 208 S barchetta and the 208 CS coupé were the results of this tie-up. The aluminium-bodied berlinetta on display at Concours of Elegance was an example of the latter. This is one of just nine built and seven still in existence, the Carrozzeria Balbo-bodied classic has remained in single-family ownership since 1959, and it was awarded Best in Class at the 2018 Amelia Island Concours d’Elegance. It has also appeared at the Pebble Beach Concours and made a cameo in Jerry Seinfeld’s Comedians in Cars Getting Coffee.

1954 Cooper-Jaguar T33: British racing driver Peter Whitehead, who won the 24-hour race at the Circuit de la Sarthe in 1951, commissioned Cooper to build a sports-racer which could take on Jaguar’s C- and D-type cars, and this was the result.

1954 Lagonda DP115/2 and DP115/3: In 1954, David Brown, the owner of Aston Martin and Lagonda, commissioned an all-new engine for a new Lagonda ‘super saloon’. This engine would not only power the road car but also be race-proven in competition. To achieve this, a Lagonda racing car, coded DP115, was developed. The goal was ambitious: to compete on level terms with the powerful machinery from Ferrari and Jaguar. At the heart of the DP115 was a 4.5-litre V12 engine, built around a new aluminium casting. The engine boasted double overhead camshafts and was fed by three Weber carburettors. While a power output of over 350bhp was expected, this figure was never fully realised. Furthermore, the project suffered from persistent oil-pressure problems, which hindered its performance in both 1954 and 1955. Despite these challenges, a revised version, DP166/1, made a brief appearance at Le Mans in 1955. The first chassis, DP115/1, made its debut at Silverstone in May 1954, where it finished in fifth place. The car’s bodywork was later altered for the 1954 Le Mans 24 Hours, with the distinctive three-grille nose replaced by a simpler, one-piece design. However, the car’s Le Mans campaign was cut short when it spun into a bank in wet conditions, forcing it to retire. Evidently, the damaged chassis was scrapped soon after. A new car, DP115/2, was introduced for the British Grand Prix support race in July 1954. With Reg Parnell behind the wheel, the car finished fourth overall. It is believed that both DP115/2 and DP115/3 were intended to compete in the 1955 Mille Miglia. At some point, both cars received new nose treatments to suit this race. However, the entries were later withdrawn, and both models were sold to the Rank Organisation. Consequently, these Lagonda V12s soon found themselves on the silver screen, featuring in the 1956 thriller Checkpoint, which included scenes filmed during the actual 1955 Mille Miglia. After their cinematic roles, the two Lagonda V12s were sold to HWM, the main Aston Martin agent. Subsequently, they passed through the hands of private owners, including John ‘Jumbo’ Goddard, Joe Goodhew, and Noel Cunningham-Reid. By the early 1960s, both cars were owned by Maurice Leo, who held onto them for over 50 years. In 2014, Kidston SA brokered their sale to a significant private collection, and in 2020, the current owner acquired them. The decision was made to sympathetically restore DP115/2 to its original configuration as raced at Silverstone on July 17, 1954. This restoration included rebuilding its Lagonda V12 engine with its unique three-carburettor, four-cam, twin-plug setup. The nose was reshaped to its original design, and the car retained its ultra-rare David Brown five-speed gearbox. Altogether, this painstaking restoration took nearly ten years to complete.

 

1955 Bentley R-Type Continental

1956 Alfa Romeo 1900 C Zagato Coupe: The Alfa Romeo 1900’s steel monocoque helped the marque to thrive in the post-war world.  However, the new construction also prevented coachbuilders from creating more elegant, limited-run models. In response, Alfa created a separate, special platform available specifically for coachbuilders. First shown at the 1956 Geneva motor show, this one-of-39 aerodynamic coupé was Zagato’s interpretation.

1956 Jaguar D-type

1956 Maserati A6G/54 Zagato: Zagato built 20 Maserati A6G/54s, but this example – the 17th car produced – has some unique features. Following a crash on the 1956 Mille Miglia, the car went back to the Italian coachbuilder to be repaired. Whilst in the workshop, chassis 2155 was given a reworked radiator opening, new alloy trim and lowered headlamps.

1957 Talbot-Lago T14 America

1959 Ferrari Dino 196S Spider

1959 Maserati 3500 GT Vignale Spyder ‘Prototipo’: A quintessential model from the Trident’s golden era. Setting this example apart is a host of bespoke details that includes the design of the bumpers, grille, windscreen and headlight trim rings.

1960 Aston Martin DB4 GT Zagato Coupe

1961 Ferrari 250 GT SWB Comp SEFAC ‘Hot Rod’

1962 Ferrari 250 GT Berlinetta SWB

1962 Ferrari 250 GT SWB Speciale Aerodinamica: Ferraris are most commonly seen in the Italian marque’s distinctive shade of red, known as Rosso Corsa, which makes this bronze-coloured 250GT even more alluring. It was repainted Nocciola Metallizzato during a recent restoration of this one-of-four, Pininfarina-built car which was inspired by the coachbuilder’s Superfast III concept car. Delivered to businessman F Gatta in 1962, this bespoke model combines the 250 SWB chassis and V12 Colombo engine with sleek bodywork inspired by the Superamerica model. It has passed through the hands of several discerning collectors.

1962 Shelby Cobra 260 Independent Competition

1965 Ferrari 275 GTB/6C

 

1965 Lamborghini 350 GT

 

1965 Shelby 427 Competition Cobra Roadster

 

1968 Aston Martin DBS Vantage

1970 Range Rover Velar

 

1971 Ferrari 365 GTB/4 Daytona

 

1973 Porsche 911 Turbo ‘Prototype’: This year marks half a century of the Porsche 911 turbo, and Concours of Elegance celebrated with a car which is, err, 51 years old. That’s because this car was the original prototype, first shown at the 1973 Frankfurt motor show. Based on a modified 911S,  the car featured bodywork inspired by the 911 3.0 RS road car and RSR racer. Its ‘whale tail’ rear spoiler was an obvious addition, along with larger Fuchs alloy wheels and prominent ‘turbo’ graphics. It previewed the production model which arrived a year later.

 

1974 BMW 3.0 CSL ‘Batmobile’

 

1989 Aston Martin V8 Vantage Volante Prince of Wales

 

1995 McLaren F1: An example of true hypercar royalty, the inimitable McLaren F1. Designed and built without compromise, the McLaren F1 was designed to replicate the Woking based firm’s racing dominance on the road. It was so far ahead of its time when launched in the early 1990s that engineering highlights still feature on today’s McLarens. It was the world’s fastest naturally aspirated production car when launched – and more than 30 years later, it still is. The McLaren F1 that was on display at Hampton Court, chassis #040, was delivered to its first owner in the UK in April 1995. It is a very unusual specification, it was the first of just five cars fitted with the high door mirrors, and was also specified with high-intensity gas discharge headlights, which were specified on only 12 cars. In April 2001 it was sold to the current owner and over the first three years he drove an amazing 20,000 miles, enjoying the car fully as McLaren had intended, driving it frequently, almost daily. This F1 has been over much of western Europe and the owner has driven more miles in an F1 than almost anyone else.

2000 TVR Cerbera Speed 12: TVR has never been a stranger to wild looks or outrageous power output claims, but the 1996 Birmingham Motor Show launch of Project 7/12 was far beyond what the Blackpool-based manufacturer had ever conjured before. Designed to take the fight to the McLaren F1 GTR race car, and act as the ultimate road-going TVR, the engine was two Cerbera Speed 6 straight-sixes combined, with a steel block before being further developed by TVR’s John Ravenscroft creating a 7.7-litre V12. Such was the engine’s performance that according to legend, it snapped the input shaft of the 1000bhp-rated dynamometer when first tested. 800bhp was quoted as the peak figure for road use. TVR had developed the car for GT1 racing, and later, for GT2 regulations. It also developed a roadgoing version – 800bhp, 1200kg and a price of £245,000: the Cerbera Speed 12 was born. Deposits for the new car rained in, but it all came to an end when company boss Peter Wheeler took a prototype home one night. He declared it too powerful and wide for public consumption, and production plans were dropped. In 2003, a single Cerbera Speed 12 was offered for sale bearing the number plate W112 BHG – this is that car. Simply having the money to buy it was not enough – potential suitors had to be personally vetted by Peter Wheeler one-to-one. After being reviewed in Evo magazine, where it was described as “terrifyingly quick”,  the car was on display at Cumbria’s Lakeland Motor Museum for several years. The car has been in the hands of its current owner since last year.

2010 Lamborghini Reventón Roadster

 

2016 Pagani Zonda 760 Oliver Evolution ‘Hermes Edition’: The Zonda Oliver that will be on show was created as a one-off model, a machine that highlights Pagani’s uniquely bespoke approach to making hypercars. It is an evolved version of the iconic Zonda hypercar, evolved to create the ultimate example of the breed. The glorious, naturally aspirated Mercedes-AMG V12 engine, which is the heart of the car, was enlarged from the standard model’s 7.2 litres to 7.4 litres, increasing power to 750bhp. The aerodynamics were also specially developed to prioritise performance, while the suspension setup was optimised by the Canadian motorsport experts Multimatic, who developed special dampers for the car. Multimatic also independently re-examined the suspension alignment, including camber and toe, making adjustments for improved on-track performance. The icing on the cake for the car: a bespoke interior created in association with Hermès.

2023 Aston Martin DBR22

2023 Ferrari 812 Competizione Aperta

 

2023 Ferrari SP-8: The latest addition to Ferrari’s ultra-exclusive One-Off programme, and the result of a close collaboration with a British client and Flavio Manzoni’s design team at the Ferrari Styling Centre. The SP-8 is a thoroughbred two-seater with its roadster credentials compounded by the fact it is entirely without a roof. Based on the F8 Spider, the SP-8 inherits the same layout and chassis and its award winning, 710bhp, 3.9-litre twin turbo V8. Inspiration was drawn from a number of models: the rear lights are Ferrari Roma-derived with specific lenses; the windscreen and tailpipes are treated in the exactly the same way as the 296 GTB; and the specially designed five-spoke wheels are a modern take on the legendary F40’s. The design was capped off with a bespoke paint finish, featuring a Blu Scuro Stellato specially developed for the car.

 

2023 Porsche 911 Dakar

2024 Gordon Murray Automotive T.50

DEALER and CLUB CARS

A large part of the event, which is how it swells to reach the claimed total of 1000 cars on show, comes from a combination of various dealer displays and those of carefully selected Owners clubs. The dealers remain the same for the entire event but the Car Clubs do change and each day has a different focus, so if you were to attend on more than one day you would see quite a lot of different cars, I am told. I have to take that on trust! There seemed to be far fewer Car Club cars here than in previous years, but even so there was at least as much interest from this part of the event as those 60 Concours Cars.

AC

AC had come back to the market after the Second World War with the staid 2-Litre range of cars in 1947, but it was with the Ace sports car of 1953 that the company really made its reputation in the post war years. Casting around for a replacement for the ageing 2-Litre, AC took up a design by John Tojeiro that used a light ladder type tubular frame, all independent transverse leaf spring suspension, and an open two seater alloy body made using English wheeling machines, possibly inspired by the Ferrari Barchetta of the day. Early cars used AC’s elderly 100 bhp two-litre overhead cam straight-six engine (first seen soon after the end of the First World War), which, according to a 1954 road test by Motor magazine, gave a top speed of 103 mph, a 0–60 mph in 11.4 seconds and a fuel consumption of 25.2 mpg. It was hardly a sporting engine, however, and it was felt that something more modern and powerful was required to put the modern chassis to good use. Joining the Ace in 1954 was the Aceca hard top coupé, which had an early form of hatchback rear door but used the same basic timber framed alloy body. From 1956, there was the option of Bristol Cars’ two-litre 120 bhp straight-six with 3 downdraught carburettors and slick four-speed gearbox. Top speed leapt to 116 mph with 0–60 mph in the nine second bracket. Overdrive was available from 1956 and front disc brakes were an option from 1957, although they were later standardised. In 1961 a new 2.6-litre straight-six ‘Ruddspeed’ option was available, adapted by Ken Rudd from the unit used in the Ford Zephyr. It used three Weber or SU carburettors and either a ‘Mays’ or an iron cast head. This setup boosted the car’s performance further, with some versions tuned to 170 bhp, providing a top speed of 130 mph and 0–60 mph in 8.1 seconds. However, it was not long before Carroll Shelby drew AC’s attention to the Cobra, so only 37 of the 2.6 models were made. These Ford engined models had a smaller grille which was carried over to the Cobra.

The AC Frua is a British GT built by AC Cars from 1965 to 1973. It was also known as either the AC 428 or AC 427, depending on the engine installed. The Frua is built on an AC Cobra 427 Mark III chassis extended by 6 inches (152 mm). Chassis were built at the AC plant in England, then shipped to Frua’s workshop in Italy where the body was fitted, then sent back to England to have the powertrain and trim added. Production costs were high, and the cars could not be sold at a competitive price. Unlike similar contemporaries such as the Iso Grifo, Iso Rivolta, Monteverdi, and De Tomaso models, the AC Frua features fully independent racing-based coil spring suspension. The AC Frua was never fully developed because AC Cars lacked the financial means. The car’s main drawback is a tendency for engine heat to bleed into the cabin. Chassis construction was similar to that of most Italian supercars of that era, with square and rectangular tubing connecting the steel body to the frame. Though the 4-inch (102 mm) tubular chassis allowed both coupé and convertible versions to be rigid, the design was intricate and prone to rust. The bonnets and boot lids were fabricated from aluminium. The AC Frua competed with Ferrari, Lamborghini, and Maserati models. Built over a stretched AC Cobra 427 chassis, the car had immense performance; the big-block Ford FE engine had larger capacity, more torque and more power than comparable Italian cars, but in a car of similar weight. Towards the end of the production run a couple of prototypes for an extended range were produced. There was a four-door version of the coupe and a more streamlined version of the convertible that included electrically operated hidden headlamps. Neither was developed due to the precarious state of the company’s finances. The AC Frua may be confused with the very similar looking Pietro Frua-designed Maserati Mistral. However, only the front quarter windows and door handles are shared. Production totalled 81 cars: 49 fastback coupés, 29 convertibles, and 3 special bodies.

ASTON MARTIN

The DB6 was launched in 1965 as a replacement for the DB5 which had run since 1963. The wheelbase was now 4″ longer than before, resulting in an extensive restyle with a more raked windscreen, raised roofline and reshaped rear quarter windows. Opening front quarter lights made a reappearance, but the major change was at the rear where a Kamm tail with spoiler improved the aerodynamics, greatly enhancing stability at high speeds. “The tail lip halves the aerodynamic lift around maximum speed and brings in its train greater headroom and more luggage space”, declared Motor magazine, concluding that the DB6 was one of the finest sports cars it had tested. Famed employee, Tadek Marek, designed the six cylinder engine, which had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification. Premiered at the 1965 London Motor Show, the DB6 Volante marked the first occasion the evocative ‘Volante’ name had been applied to a soft-top Aston Martin. After 37 Volante convertibles had been completed on the DB5 short wheelbase chassis, the model adopted the longer DB6 chassis in October 1966. A mere 140 DB6 based Volantes were manufactured, and of these only 29 were specified with the more powerful Vantage engine.

The V8 Zagato model Aston Martin was a grand tourer of the 1980s. Just 52 examples of the coupé and 37 of the convertible were built between 1986 and 1990. The coupé was first unveiled at the 1986 Geneva Motor Show, and orders were quickly taken despite only showing the drawing of the car. The decision to build the later convertible was controversial – all 52 coupés had already been purchased at the height of the supercar speculation market and owners felt that producing additional cars would lower the value of the coupés. The convertibles consistently fetch higher prices than the roofed versions. As the name suggests, the V8 Zagato was based on the Aston Martin V8 Vantage but with a body by the coachbuilder Zagato. The design was an angular modern interpretation of the Aston Martin DB4 GT Zagato of the 1960s. The squared off grille was especially controversial. The Zagato was powered by a 430 bhp (436 PS) V8 engine with twin choke Weber carburettors. The all-alloy car could reach 300 km/h (186 mph). It was a luxurious car with a price tag of $156,600 at the time, but with the high rarity, and being released at the supercar price boom of 1987 to 1990, and by the end of the decade, the car was changing hands for £450,000. The later convertible sold for $171,000. The comedian Rowan Atkinson purchased the first right-hand-drive car produced in 1998 and had it converted to Aston Martin Owners’ Club racing series C2 specifications. He crashed it in July 2001 whilst competing at an enthusiasts’ meeting, but walked away unhurt. The conversion was undertaken by Aston Martin Works Service with a total rebuild cost of around £220,000. The Tadek Marek 5.3 V8 engine was reworked to produce an estimated 482 bhp (489 PS), carrying the unique designation 580XR. The car retired from racing in 2007 and Atkinson sold it in 2008 for £122,500.

Following the unveiling of the AMV8 Vantage concept car in 2003 at the North American International Auto Show designed by Henrik Fisker, the production version, known as the V8 Vantage was introduced at the Geneva Motor Show in 2005. The two seat, two-door coupé had a bonded aluminium structure for strength and lightness. The 172.5 inch (4.38 m) long car featured a hatchback-style tailgate for practicality, with a large luggage shelf behind the seats. In addition to the coupé, a convertible, known as the V8 Vantage Roadster, was introduced later in that year. The V8 Vantage was initially powered by a 4.3 litre quad-cam 32-valve V8 which produced 380 bhp at 7,300 rpm and 409 Nm (302 lb/ft) at 5,000 rpm. However, models produced after 2008 had a 4.7-litre V8 with 420 bhp and 470 Nm (347 lbft) of torque. Though based loosely on Jaguar’s AJ-V8 engine architecture, this engine was unique to Aston Martin and featured race-style dry-sump lubrication, which enabled it to be mounted low in the chassis for an improved centre of gravity. The cylinder block and heads, crankshaft, connecting rods, pistons, camshafts, inlet and exhaust manifolds, lubrication system and engine management were all designed in house by Aston Martin and the engine was assembled by hand at the AM facility in Cologne, Germany, which also built the V12 engine for the DB9 and Vanquish. The engine was front mid-mounted with a rear-mounted transaxle, giving a 49/51 front/rear weight distribution. Slotted Brembo brakes were also standard. The original V8 Vantage could accelerate from 0 to 60 mph in 4.8 seconds before topping out at 175 mph. In 2008, Aston Martin introduced an aftermarket dealer approved upgrade package for power and handling of the 4.3-litre variants that maintained the warranty with the company. The power upgrade was called the V8 Vantage Power Upgrade, creating a more potent version of the Aston Martin 4.3-litre V8 engine with an increase in peak power of 20 bhp to 400 bhp while peak torque increased by 10 Nm to 420 Nm (310 lb/ft). This consists of the fitting of the following revised components; manifold assembly (painted Crackle Black), valved air box, right and left hand side vacuum hose assemblies, engine bay fuse box link lead (ECU to fuse box), throttle body to manifold gasket, intake manifold gasket, fuel injector to manifold seal and a manifold badge. The V8 Vantage had a retail price of GB£79,000, US$110,000, or €104,000 in 2006, Aston Martin planned to build up to 3,000 per year. Included was a 6-speed manual transmission and leather-upholstery for the seats, dash board, steering-wheel, and shift-knob. A new 6-speed sequential manual transmission, similar to those produced by Ferrari and Lamborghini, called Sportshift was introduced later as an option. An open-topped model was added to the range in 2006 and then in the quest for more power a V12 Vantage joined the range not long after.

AUSTIN

The first Austin Sevens were built in 1922, and were four seat open tourers. Nicknamed Chummy, the first 100 featured a 696cc four cylinder engine, which was quickly upgraded to the 747cc unit that remained until the end of production some 17 years later. The first cars had an upright edge to the doors and a sloping windscreen, but from 1924, the screen became upright and there was a sloping edge to the doors, as well as a slightly longer body. Stronger brakes came along in 1926, along with a slightly taller nickel-plated radiator grille, conventional coil ignition, a more spacious body and wider doors. An even longer and wider body arrived in 1930, as well as a stronger crankshaft and improvements to the brakes which coupled front and rear systems together so they both worked by the footbrake. In 1931 the body was restyled , with a thin ribbon-style radiator and by 1932 there was a four speed gearbox to replace the earlier three-speeder. 1933 saw the introduction of the Ruby, a car that looked more modern with its cowled radiator. There were also Pearl and Opal versions. Development continued, so in 1937 there was a move to crankshaft shell bearings in place of the white metal previously used, and the Big Seven appeared. The last Seven was made in 1939, by which time 290,000 had been produced. Aside from saloons and tourers, there had been vans and sports derivatives like the Le Mans, the supercharged Ulster and the rather cheaper Nippy. Around 11,000 Sevens survive today.

AUSTIN HEALEY

Donald Healey had been producing a range of expensive sports cars from the 1940s, cars such as the Silverstone, the Abbott and the Farnham. For the 1952 London Motor Show, he produced a new design, which was called the Healey Hundred, based on Austin A90 mechanicals, which he intended to produce in-house at his small car company in Warwick. It was one of the stars of the 1952 Show, and it so impressed Leonard Lord, the Managing Director of Austin, who was looking for a replacement to the unsuccessful A90. that Lord struck a deal with Healey on the spot, to build it in quantity. Bodies made by Jensen Motors would be given Austin mechanical components at Austin’s Longbridge factory. The car was renamed the Austin-Healey 100, in reference to the fact that the car had a top speed of 100 mph. Production got under way in 1953, with Austin-Healey 100s being finished at Austin’s Longbridge plant alongside the A90 and based on fully trimmed and painted body/chassis units produced by Jensen in West Bromwich—in an arrangement the two companies previously had explored with the Austin A40 Sports. By early 1956, production was running at 200 cars a month, 150 of which were being sold in California. Between 1953 and 1956, 14,634 Austin-Healey 100s were produced, the vast majority of them, as was the case for most cars in this post war era, going for export. The car was replaced by an updated model in 1956, called the 100-6. It had a longer wheelbase,  redesigned bodywork with an oval shaped grille, a fixed windscreen and two occasional seats added (which in 1958 became an option with the introduction of the two-seat BN6 produced in parallel with the 2+2 BN4), and the engine was replaced by one based on the six-cylinder BMC C-Series engine. In 1959, the engine capacity was increased from 2.6 to 2.9 litres and the car renamed the Austin-Healey 3000. Both 2-seat and 2+2 variants were offered. It continued in this form until production ceased in late 1967. The Big Healey, as the car became known after the 1958 launch of the much smaller Austin-Healey Sprite, is a popular classic now. You come across the 3000 models more frequently than the 100s, as they accounted for more than 60% of all Big Healey production

BENTLEY

Oldest of the models present were a number of the 3 and 4.5 litre cars that were produced in the 1920s and which epitomise the classic Bentley to many people. The 3 Litre was the company’s first model, first shown in 1919 and made available to customers’ coachbuilders from 1921 to 1929. It was conceived for racing. The Bentley was very much larger than the 1368 cc Bugattis that dominated racing at the time, but double the size of engine and strength compensated for the extra weight. The 4000 lb (1800 kg) car won the 24 Hours of Le Mans in 1924, with drivers John Duff and Frank Clement, and again in 1927, this time in Super Sports form, with drivers S. C. H. “Sammy” Davis and Dudley Benjafield. Its weight, size, and speed prompted Ettore Bugatti to call it “the fastest lorry in the world.” The 3 Litre was delivered as a running chassis to the coachbuilder of the buyer’s choice. Bentley referred many customers to their near neighbour Vanden Plas for bodies. Dealers might order a short cost-saving run of identical bodies to their own distinctive design. Most bodies took the simplest and cheapest form, tourers, but as it was all “custom” coachwork there was plenty of variation. The 2,996 cc straight-4 engine was designed by ex-Royal Flying Corps engineer Clive Gallop and was technically very advanced for its time. It was one of the first production car engines with 4 valves per cylinder, dry-sump lubrication and an overhead camshaft. The four valve SOHC Hemi design, with a bevel-geared shaft drive for the camshaft, was based on the pre-war 1914 Mercedes Daimler M93654 racing engine. Just before the outbreak of the war Mercedes had placed one of the winning Grand Prix cars in their London showroom in Long Acre. At the suggestion of W.O. Bentley, then being commissioned in the Royal Naval Air Service, the vehicle was confiscated in 1915 by the British army, dismantled at Rolls-Royce and subjected to scrutiny. A notable difference to both the Mercedes and the aero engines was the cast-iron monobloc design, and the fully Aluminium enclosed camshaft, which greatly contributed to its durability. But having the valve-head and block in one-piece made for a complicated and labour intensive casting and machining. This was a feature shared during that time by the Bugattis which the car was later to compete with. The engine was also among the first with two spark plugs per cylinder, pent-roof combustion chambers, and twin carburettors. It was extremely undersquare, optimised for low-end torque, with a bore of 80 mm and a stroke of 149 mm. Untuned power output was around 70 hp, allowing the 3 Litre to reach 80 mph. he Speed Model could reach 90 mph; the Super Sports could exceed 100 mph. A four-speed gearbox was fitted. Only the rear wheels had brakes until 1924, when four-wheel brakes were introduced. There were three main variants of the 3 litre and they became known by the colours commonly used on the radiator badge. There was a definite rule controlling badge colours but astonishingly it has since been established that given “special circumstances” the factory would indeed supply a “wrong” colour. Blue label was the standard model with 117.5 in wheelbase from 1921 to 1929 or long 130.0 in wheelbase from 1923 to 1929. The Red label used a 5.3:1 high compression engine in the 117.5 in wheelbase chassis and was made from 1924 to 1929. The Green label was made between 1924 and 1929 and was the high performance model with 6.3:1 compression ratio and short 108 in wheelbase chassis. 100 mph performance was guaranteed. As well as 3 Experimental cars, Bentley produced 1088 examples of the 3 litre, and the Speed Model numbered 513 and there were 18 Super Sports.

This legendary Bentley is one of the all-time greats of pre-war racing and record-breaking, achieving more than 140mph on the famously bumpy and dangerous concrete banked circuit at Brooklands in Surrey. Built for the ex-chairman of Bentley Motors, Woolf Barnato, by the legendary brilliant Bentley engineer Wally Hassan, this racer’s sole purpose was to take the fastest outer circuit lap record at Brooklands. Developed and raced from 1934 until 1938, the Barnato Hassan Bentley competed in 25 races and broke the circuit record several times, ultimately with an unofficial lap of 143.11 mph in September 1938, before moving into storage for the War. It also holds the all-time best Class B lap record at Brooklands, driven by Oliver Bertram at 142.6mph. The car retains its original chassis and 8-litre engine. It’s fitted with the original-style single-seater bodywork but the later two-seater body has also been kept. Thanks to William Medcalf Vintage Bentley

This Speed Six Bentley was delivered new to Viscount Mandeville, 10th Duke of Manchester. Termed a ‘Folkestone,’ the close-coupled saloon was crafted by the coachbuilder Martin Walter. The only sister car to the one exhibited at the Olympia Motor Show in 1929, this saloon was ‘designed to accommodate four passengers at least 6 feet tall.’ It was also reported that, in view of the potential speed of the car, Sorbo rubber was employed in the upholstery to absorb vibration. Some time and several owners later, the car was purchased from the Ann Klein Collection in America and returned to England, where it was re-bodied and offered for sale. In 1982, Mr. Medcalf Sr. acquired the Bentley and drove it across Canada, New Zealand, Australia, Japan, Europe and the United States for more than forty years. When the original coachwork became available, a three-year restoration ensued. Today, this Bentley appears exactly as it left the factory in 1930.

Also present here was what are sometimes referred to as the “Derby” Bentley. These were produced after the acquisition of Bentley by Rolls-Royce, in 1934, at which point the focus of the brand shifted to the production of large and elegant tourers. The cars retained the famous curved radiator shape based on earlier Bentley models, but in all meaningful respects they were clearly Rolls-Royces. Although disappointing some traditional customers, they were well received by many others and even W.O. Bentley himself was reported as saying that he would “rather own this Bentley than any other car produced under that name.” The Rolls-Royce Engineer in charge of the development project, Ernest Hives (later Lord Hives), underlined the Rolls-Royce modus operandi in a memo addressed to company staff “our recommendation is that we should make the car as good as we know how and then charge accordingly.” At a time when the Ford 8 could be purchased new for £100, an early Bentley 3½ Litre cost around £1,500 (equivalent to £6400 vs. £96,000 today), putting it beyond the reach of all but the wealthiest consumers. Despite not being a car of remarkable outright performance, the car’s unique blend of style and grace proved popular with the inter-war elite and it was advertised under the legend the silent sports car. Over 70% of the cars built between 1933 and 1939 were said to have still been in existence 70 years later. Although chassis production ceased in 1939, a number of cars were still being bodied and delivered during 1940. The last few were delivered and first registered in 1941. The 3.5 litre came first. Based on an experimental Rolls-Royce project “Peregrine” which was to have had a supercharged 2¾  litre engine, the 3½ Litre was finally fitted with a less adventurous engine developed from Rolls’ straight-6 fitted to the Rolls-Royce 20/25. The Bentley variant featured a higher compression ratio, sportier camshaft profile and two SU carburettors on a crossflow cylinder head. Actual power output was roughly 110 bhp at 4500 rpm, allowing the car to reach 90 mph. The engine displaced 3669 cc with a 3¼ in (82.5 mm) bore and 4½ in (114.3 mm) stroke. A 4-speed manual transmission with synchromesh on 3rd and 4th, 4-wheel leaf spring suspension, and 4-wheel servo-assisted mechanical brakes were all common with other Rolls-Royce models. The chassis was manufactured from nickel steel, and featured a “double-dropped” layout to gain vertical space for the axles and thus keep the profiles of the cars low. The strong chassis needed no diagonal cross-bracing, and was very light in comparison to the chassis built by its contemporary competitors, weighing in at 2,510 pounds (1,140 kg) in driveable form ready for delivery to the customer’s chosen coachbuilder. 1177 of the 3½ Litre cars were built, with about half of them being bodied by Park Ward, with the remainder “dressed” by other coachbuilders like Barker, Carlton, Freestone & Webb, Gurney Nutting, Hooper, Mann Egerton, Mulliner (both Arthur and H J), Rippon, Thrupp & Maberly, James Young, Vanden Plas and Windovers in England; Figoni et Falaschi, Kellner, Saoutchik and Vanvooren in Paris; and smaller concerns elsewhere in UK and Europe. Beginning in March, 1936, a 4¼ Litre version of the car was offered as replacement for the 3½ Litre, in order to offset the increasing weight of coachwork and maintain the car’s sporting image in the face of stiff competition. The engine was bored to 3½ in (88.9 mm) for a total of 4257cc. From 1938 the MR and MX series cars featured Marles steering and an overdrive gearbox. The model was replaced in 1939 by the MkV, but some cars were still finished and delivered during 1940-1941. 1234 4¼ Litre cars were built, with Park Ward remaining the most popular coachbuilder. Many cars were bodied in steel rather than the previous, more expensive, aluminium over ash frame construction.

In every sense, the 8-Litre was probably the greatest British automobile ever produced. Yet, only 100 chassis were built before the sheer cost of developing and building such a machine drove the company into receivership. Other Bentleys would come in the decades to come, but the 8-Litre was the last of the “W.O.s,” the great driver’s cars built under Mr. Bentley himself. The majority of 8-Litre chassis were fitted with heavy, closed bodies, which were, for obvious reasons, often tossed aside by later owners and replaced with more sporting open coachwork. To find an 8-Litre with an open body that is the original for that chassis is extraordinarily rare, and most of those that do exist are four-passenger styles. Only a single 8-Litre was outfitted with two-passenger roadster bodywork when new, and that car is the one offered here today. Chassis number YR 5099 was the forty-ninth 8-Litre Bentley built, and it was one of thirty-four 12-foot wheelbase chassis intended for more sporting bodywork. It was ordered by Sir P. Malcolm Stewart, who was the owner of the London Brick Company, the largest brick manufacturer in the United Kingdom at the time. Stewart’s firm was highly regarded for its exceptionally fine working conditions, and after helping the Labour government devise methods to reduce unemployment in England, he was made a baronet in 1937. Sir Malcolm was a devout Bentley enthusiast who had earlier ordered a 6½-Litre Speed Six, chassis number LB2330. That car had been bodied by Barker & Company, the London coachbuilders to the British Royal Family and numerous Indian princes, which was renowned for the fine quality of their work on a variety of chassis. Barker’s design for the Stewart Speed Six was a dashing two-passenger roadster with flowing individual fenders, curved pontoon-style running boards, and a tail that tapered into a gently rounded point, reminiscent of a boat’s stern. In American parlance, it would have been called a “boattail” speedster. Barker dubbed it a sports coupe cabriolet. The owner apparently enjoyed that car, as he ordered this 8-Litre chassis to be finished with a virtually identical design. Sir Malcolm is pictured behind the wheel of chassis number YR5099 on page 132 of Johnnie Green’s respected Bentley: Fifty Years of the Marque. He retained ownership of the car for five years, and in 1934, it underwent minor maintenance, which was followed by the addition of a D.W.S. jacking system. In February 1935, the 8-Litre passed to its second owner, G. Stewart Ferguson of Birmingham, England. At some point before or during World War II, it was taken to Scotland, and following the war, it was owned by one J.A. MacHarg. Mr. MacHarg modified the rear of the body to convert it into a four-passenger car, which was the opposite of what usually happens with 8-Litre chassis, and he drove the Bentley for some time. In the late 1970s, the car was acquired from Mr. MacHarg by well-known McLaren racing team associate, Formula One boss, and car collector Peter Agg. Mr. Agg oversaw the Bentley’s restoration to its elegant original form, which included reshaping the rear of the body in the style of its original Barker design. The car won First Place at the highly competitive Bentley Drivers Club Concours at Kensington Garden in 1983, prior to being sold stateside to Bentley expert Frank Miller. Miller displayed the car at the Pebble Beach Concours d’Elegance in 1987, where it wore a two-tone blue similar to its original finish. For the past several years, chassis number YR5099 has received the best of care as part of one of Europe’s most prominent collections of fine pre-war automobiles, where it was looked after by noted Bentley historian and restorer Graham A. Moss. Most recently, a report was commissioned from esteemed Bentley authority Clare Hay, who is known for her painstaking research into every component of the surviving “W.O.” cars. Hay’s comprehensive report, which accompanies the car, records, all-importantly, that this sole original 8-Litre roadster retains its original chassis frame, engine (number YR5099), and gearbox.

After the R-Type Continental, the Continental S1 (1955–1959), S2 (1959–1962), and S3 (1962–1965) were delivered, beginning in March 1955. The first S1 was well received, and 49 were built. The S2 was delivered from July 1959, and it debuted with a new L Series V-8 engine. It also incorporated previously optional amenities, such as air conditioning and power steering. The S3, delivered from September 1962, was distinguishable principally by having four headlamps instead of two in the front wings. This series of the Continental ended with deliveries in November 1965, after the September 1965 introduction of the unitary construction T-series.

The R-Type Continental was “a car which would not only look beautiful but possess a high maximum speed,coupled with a correspondingly high rate of acceleration, together with excellent handling and roadability.” Designed as a car combining high-speed touring capability with well-spaced gear changes for city driving, the Continental was arguably the world’s first true “GT” car. However a return to racing was never considered by the factory. Yet the post war Crewe product was far stronger than the pre-war Derby cars, which themselves had put up spirited performances at Le Mans. So “what if” the senior management at Crewe had considered the possibility of continuing the Bentley heritage, and built a racer? The tantalising prospect of a post-war racing Bentley inspired Bensport to consider how such a car would appear in the metal. The founder of Bensport, Bob Perry, took the “what if” and for the fun of the project came up with La Sarthe. After a great amount of development work the prototype car was launched to acclaim in 2014 at the Techno Classica show in Essen. Each La Sarthe is a genuine period Bentley R-Type, retaining its original chassis, engine and drivetrain, mated to a lightweight, hand-formed aluminium two-seat fastback body. Every mechanical component of the original car, to its last bolt, is stripped and then rebuilt. The leaf springs are retempered, and front springs specifically designed and produced to give the correct height, with a firmer yet comfortable ride to match the sporting concept. A special stainless-steel exhaust system is fitted, and cooling is assisted by a more efficient, aluminium radiator with a thermostatically controlled electric cooling fan. A completely new bespoke wiring loom is fitted with all circuits individually fused and relay operated, all hidden out of sight. The rear axle ratio is altered (via a “Continental” 3.07:1 differential) to deliver steady motorway cruising speeds all day long. All major mechanical components on this car are either standard or potentially available period modifications, with subtle nods to modern requirements in terms of comfort and usability. The original engine is fully crack and pressure tested prior to a total rebuild to 4.9 litre specification, replacing all parts liable to wear with new high quality components. A full specification of the engine rebuild is available upon request. Driving comfort is greatly enhanced by the addition of EZ power steering, coupled with lightweight aluminium coachwork and uprated suspension. The original, fully specialist rebuilt, four speed automatic gearbox also adds to the ease of driving under modern road conditions, and all combine to provide a fine driving experience for a near sixty year old motor car. Alternator charging is fitted to satisfy the demands of the modern electrical system, which includes power steering, modern air-conditioning (by compressor driven from the engine), electric windows, electronic instruments, and a heated rear window. The external appearance of the fast back coupe body is a matter of personal taste but has received much admiration wherever presented for its curvaceous flowing lines. The interior is a delight; bespoke reclining sports seats trimmed in supple hides, matched to leather door cards, quarter panels and dash top, and the finest wood veneer dash and door cappings. Just 4 were made.

The Blizzard is based on a 1950 Bentley concept, of the same name, for a two-seater sports car to rival contemporary models such as Jaguar’s XK120. The car was never put into production and now Blizzard Motor Cars intend to build fifteen examples of this forgotten car. The Blizzard is powered by a 4.5-litre Bentley Continental R-Type straight six bored out to 4.9 litres, with increased performance coming from aluminium cylinder heads, forged pistons, triple carburettors and modern electronic ignition.  The car is driven through a standard Bentley four-speed or optional synchromesh five-speed gearbox, with a modern hydraulic clutch fitted to improve reliability and allow for quicker shifting. Bentley themselves, who are aware of the project, have supplied assistance for the engine development through their Experimental Department. Performance figures should improve on the original Continental on which the Blizzard is based, which was around 12.9 seconds for a 0-62mph (100km/h) time and a 115mph (185km/h) top speed. Underneath, the Bentley MKIV derived steering and suspension set-up has been improved to better match today’s handling standards. Disc brakes, however, are not part of the package, with large polished drums sitting behind 16in wheels sitting on narrow radial tyres. Outside, the elegant two-seater body features aluminium panels, coach-style doors, a prominent chrome radiator surround and removable rear wheel spats. Inside, period-correct and made-to-order Smiths instruments are set into a walnut-trimmed dashboard as standard, or finished according to the customer’s wishes. The same bespoke service is available with the seats, which are finished in Connolly leather unless otherwise specified. The limited edition Blizzard will be built to order on a ‘first come, first served’ basis.

More recent cars included the latest Continental GT Coupe and its immediate predecessor, as well as a Bentayga.

BRISTOL

The Bristol 401 saloon and Bristol 402 cabriolet are British luxury sporting cars, produced between 1948 and 1953 by Bristol Cars, an offshoot of the Bristol Aeroplane Company[2] They were developed from the Bristol 400, which continued in production alongside the 401 and 402 until 1950. The 401 and 402 use an improved version of the BMW 328 hemispherical-head engine and its unusual arrangement of two separate pushrods to operate the exhaust valves, necessitated by the hemispherical combustion chambers and opposite facing valves, as used in the 400. However, the styling was an advance on that first Bristol model. It was inspired by a Milanese designer, Carrozzeria Touring, and its most notable feature is that the door handles are not exposed. The doors are opened by pressing a button in the door. The body is more spacious than the 400, and is a full five-seater. At the front the 401 and 402 are also distinctive, with their headlights positioned quite a distance toward the centre-line of the body, either side of the narrow grille, which resembles BMW grille a little less than does the 400’s. They are also deeply curved at the front: this, along with the then-unique door handle arrangement, is believed to give the 401 a drag coefficient of less than Cd 0.36 – competitive even by today’s standards and remarkable for the time. The engine is the same 2-litre in-line six-cylinder petrol unit as in the 400, but upgraded with improved Solex carburettors to increase power by 5 bhp to 85 bhp. This improved the performance further beyond what was achieved by the aerodynamics. The suspension is independent at the front, using a transverse leaf spring and wishbones. The rigid axle at the rear has torsion bars. Steering is by rack and pinion. The brakes are Lockheed hydraulic, with 11 in (279 mm) drums all round. Bristol made 611 401s, which is still the largest production run of any Bristol model. However, it made only 23 402s, which makes it one of the rarest historic cars of its era. In a recent survey, 13 of those 23 were accounted for.

BUGATTI

This elegant car is a Type 57 SC Corsica. A larger car than the Type 55, the Type 57 was powered by a 3.3-litre, double-overhead-camshaft straight eight of modern design, derived from that of the Type 51 Grand Prix car, and was housed in Bugatti’s familiar vintage-style chassis. The range showed the strong influence of Jean Bugatti and at last gave the marque a civilised grande routière to match those of rivals Delage and Delahaye. The Type 57 was the firm’s most popular model and attracted coachwork of the finest quality executed in a startling variety of styles but was no mere rich man’s plaything, as evidenced by two outright wins at Le Mans. Proof, if it were needed, that ancestral virtues had not been abandoned when creating a car fit to rank alongside Rolls-Royce or Bentley. Its success is revealed by the production figures: some 630 examples of all Type 57 models were produced between 1934 and 1940, and the post-war Type 101 was based on its chassis. However, although many Type 57s were fitted with bespoke bodies, the most popular coachwork was built to Jean Bugatti’s designs by the marque’s preferred carrossier, Gangloff of Colmar, just a few miles from the Bugatti works at Molsheim.

The Bugatti Veyron EB 16.4 is a mid-engine sports car, designed and developed in Germany by the Volkswagen Group and Bugatti and manufactured in Molsheim, France, by French automobile manufacturer Bugatti. It was named after the racing driver Pierre Veyron. The original version has a top speed of 407 km/h (253 mph). It was named the 2000s Car of the Decade by the BBC television programme Top Gear. The standard Veyron also won Top Gear’s Best Car Driven All Year award in 2005. The Super Sport version of the Veyron is one of the fastest street-legal production cars in the world, with a top speed of 431.072 km/h (267.856 mph). The Veyron Grand Sport Vitesse was the fastest roadster in the world, reaching an averaged top speed of 408.84 km/h (254.04 mph) in a test on 6 April 2013. The Veyron’s chief designer was Hartmut Warkuß, with the exterior being designed by Jozef Kabaň of Volkswagen. Much of the engineering work was conducted under the guidance of chief technical officer Wolfgang Schreiber. The Veyron includes a sound system designed and built by Burmester Audiosysteme. In May 1998, Volkswagen AG acquired the rights to use the Bugatti logo and the trade name Bugatti Automobiles S.A.S. To succeed the EB 110 model produced under the previous ownership, the automaker quickly released a series of concept cars whose technological advancements would culminate in the form of the Veyron 16.4. Between October 1998 and September 1999, Bugatti introduced a series of Giugiaro-designed concept vehicles, each with permanent four-wheel drive and powered by the Volkswagen-designed W18 engine. The first car, the EB 118, was a 2-door luxury coupé presented at the 1998 Paris Motor Show. The next car, the EB218, was a 4-door saloon presented at the 1999 Geneva Motor Show. The third and final car, the 18/3 Chiron, was a mid-engine sports car presented at the 1999 International Motor Show in Frankfurt. In October 1999, Bugatti unveiled a fourth concept car at the Tokyo Motor Show. The EB 18/4 Veyron was a mid-engine sports car styled in-house under the direction of Hartmut Warkuß. In 2000, a modified version, the EB 16/4 Veyron, was displayed at motor shows in Detroit, Geneva, and Paris. Rather than the three-bank W18 engine of the four previous concept cars, the EB 16/4 featured the four-bank W16 engine architecture installed in every production example of the Veyron. The decision to start production of the car was made by the Volkswagen Group in 2001. The first roadworthy prototype was completed in August 2003. It is identical to the later series variant, except for a few details. In the transition from development to series production, considerable technical problems had to be addressed, repeatedly delaying production until September 2005. The Veyron EB 16.4 is named in honour of Pierre Veyron, a Bugatti development engineer, test driver and company race driver who, with co-driver Jean-Pierre Wimille, won the 1939 24 Hours of Le Mans while driving a Bugatti. The “EB” refers to Bugatti founder Ettore Bugatti and the “16.4” refers to the engine’s 16 cylinders and quad-turbochargers. Several special variants have been produced. In December 2010, Bugatti began offering prospective buyers the ability to customise exterior and interior colours by using the Veyron 16.4 Configurator application on the marque’s official website. The Bugatti Veyron was discontinued in late 2014, but special edition models continued to be produced until 2015.

CITROEN

Displayed by DD Classics is this fabulous DS “Sa Majesté”. Henri Chapron’s interpretations of the Citroën DS and ID were quite different from the regular production versions. Chapron added fins to the rear wing tops of Citroëns as early as 1965 and launched his own version of an upmarket DS at the Porte de Versailles Salon de l’Auto in October 1964 using the name ‘Majesty’. The ‘Majesty’s’ purpose was to satisfy the few customers who considered the upmarket DS Prestige insufficiently exclusive, although that too was built by Chapron for Citroën. The Majesty featured a higher and more angular roofline compared to the factory DS, similar to the ‘Concorde’ coach, affording increased headroom for the rear passengers and greater interior space. This limited edition model was produced up to 1969 with just 27 examples being built in total. Only the last three were equipped with the new-for-1969 front end that incorporated directional headlights, this car being one of this exclusive trio. Our Majesty is finished in ‘Midnight Blue’ and like most of Chapron’s creations features additional exterior trim, such as the chromed sill shields and polished aluminium wheel covers. It is equipped with the hydraulically actuated gearbox with lever on the dashboard, this car also boasts Jaeger circular gauges and an air conditioning system. The lower dash is hand-painted to original specification in a faux burl wood finish and varnished, while the seats and door panels are trimmed in Havana beige leather in a Pullman finish, which is complemented by thick brown woollen carpeting.

EVOLUTO

Evoluto is a UK engineering firm that specialises in the “meticulous restoration and modernisation of iconic supercars”, and it has done just that with Ferrari’s Nineties supercar hero. Well, your Nineties supercar hero, because the process starts with a customer-supplied car. It’s then completely stripped back to its core chassis, assessed, cleaned and then strengthened via carbon fusing. This, much like the X-Men’s Wolverine, involves fortifying the 355’s hard points with carbon to improve its torsional rigidity by 23 per cent versus the original. Unlike the X-Men’s Wolverine however, the 355 packs a thoroughly reworked version of Ferrari’s rather sonorous naturally aspirated 3.5-litre flat-plane crank V8. There’s a new CNC ported cylinder head with bigger inlet valves. A bespoke inlet cam. Solid cam lifters. There’s a new ECU. Evoluto’s “coil-on-plug” ignition that allows for more precise ignition timing. A new titanium sports exhaust with equal length headers. A thimble of the Honda NSX’s tears. Probably. In total, more than 200 new and redesigned engine parts contribute to lifting the 355’s power from around 375bhp to 414bhp, Evoluto promising “21st century reliability”, and a better response. Should sound fairly fruity. There’s a new wiring system and electronic architecture developed in house, a rework of the six-speed manual gearbox, and Brembo six-piston brakes up front (four-pots at the back, with the option of carbon ceramics all round) bursting out of custom 19in forged alloys. Ditto the body, which now looks like it’s gently trying to burst out of its original – gorgeous – suit. None other than Ian Callum himself (well, his company Callum Designs) was responsible for the redesign, which now features carbon fibre body panels throughout, helping to drop the 355’s weight down to 1,250kg. There’s a wider track, bigger intakes and a new splitter up front, LED pop-up headlights, new wing mirrors and a bit of a flourish on the rear arches. Naturally you’ll be able to personalise the body – ditto the interior – according to your preferences, Evoluto offering bespoke paint, leather and material finishes. “The 355 was iconic in 1994, now 30 years later we’ve re-engineered it to OEM standards,” said Evoluto’s technical boss Amjad Ali. Ali spent seven years working at Porsche tuner Gunther Werks, FYI. “The 355 by Evoluto programme not only honours the classic legacy of an iconic Italian supercar but also offers our customers a unique journey of personalisation for each commission,” said Darren McDermott, executive chair of the DRVN Automotive Group. DRVN owns Evoluto and Boreham Motorworks, the latter responsible for the new-old Ford RS200 and Mk1 Escorts, FYI. Price, naturally, depends on each customers’ preferences, but only 55 will be re-engineered to this spec. The F355 was clearly not the worst product Ferrari had developed for some time. It was in fact – and according to us – one of the finest mid-engined Ferraris ever built.

FERRARI

This is a 1950 Ferrari 166 Inter, Ferrari’s first true grand tourer. An evolution of the 125 S and 166 S racing cars, it was a sports car for the street with coachbuilt bodies. The Inter name commemorated the victories claimed in 166 S models by Scuderia Inter. 38 units of the 166 Inter were built from 1948 through 1950. Note that both the 166 S and 166 F2 were also called “166 Inter” in the days that they were actively raced by the Scuderia of the same name. The 166 Inter shared its Aurelio Lampredi-designed tube frame, double wishbone/live axle suspension, and 2,420 mm (95.3 in) wheelbase with the 125 S and 166 S. It was replaced by the 2.3 L 195 Inter in 1950. The first Ferrari GT car debuted at the Paris Motor Show on October 6, 1949. It was an elegant coupé designed by Carrozzeria Touring of Milan who had previously created a number of similar Ferrari and Alfa Romeo models. Customer sales soon started, with 166 Inter models becoming the first Ferraris to be purchased for the road rather than the race track. As was typical at the time, a bare chassis was delivered to the coachbuilder of the customer’s choice. Majority used Touring with coupé or barchetta style. Carrozzeria Ghia produced one-off coupé designed by Felice Mario Boano. Others were built by Stabilimenti Farina, who penned coupés and cabriolets. Bertone bodied one cabriolet. Vignale also joined in with seven bodyworks, presaging their designs of the coming decade, foreshadowed those companies’ later involvement with Ferrari. The 2.0 L Gioacchino Colombo-designed V12 engine from the 166 S remained, as did its chassis, though the wheelbase would eventually grow from 2,420 mm (95.3 in) to 2,500 mm (98.4 in) and even 2,620 mm (103.1 in). Output was 90 PS at 5600 rpm with one carburettor and top speed of 150 km/h (93 mph).

This beautiful racing car is a 1954 Ferrari Tipo 625, also known as the Ferrari 500. 1952 and 1953 were watershed years for Scuderia Ferrari, notable not only for what the team was able to achieve, but also the surrounding circumstances. By the start of the 1952 season, the once-formidable Alfa Corse team had faded, and the British-based BRM remained the only credible challenge to an expected romp by Maranello. When BRM withdrew from competition early in the season, the FIA had little choice but to cancel Formula One altogether for the foreseeable future. Setting its sights on a new formula to commence in 1954, the FIA elevated Formula Two as the determining series for the World Drivers’ Championship for the years 1952 and 1953, making Formula Two the highest level of racing for those two years. Enzo Ferrari was well prepared for this eventuality, for by late 1951 Maranello was already testing a new naturally aspirated 2-liter inline-four-cylinder engine in monoposto form, with very promising results. Chief engineer Aurelio Lampredi had steadily advanced the concepts of simplicity and reliability, and his latest engine was a masterful study in these qualities, featuring a 65% reduction in moving parts and weighing 92.8 pounds less than the outgoing Colombo-designed Tipo 166 V-12. Featuring dry-sump lubrication, the new Tipo 500 engine was ignited by dual sparkplugs powered by twin magnetos and fed by two twin-choke Weber carburettors, combining to develop an impressive 170 horsepower—an improvement of 15 horsepower over the outgoing Tipo 166. In short, the inline-four was lighter, more reliable, and more powerful than its predecessor. The new 500 engine was mated to a four-speed transaxle and dropped into an equally simplified and reliable short-wheelbase chassis of 2,160 millimeters, equipped with independent double-wishbone front suspension, a De Dion rear axle, and capable drum brakes, all clothed in minimalist monoposto coachwork. Weighing a svelte 1,235 pounds, the new 500 F2 had a top speed of over 149 mph, making it a clear favourite among Formula Two competitors. The beloved Alberto “Ciccio” Ascari, one of the day’s most popular drivers, led a team consisting of Nino Farina, Piero Taruffi, and Luigi Villoresi, and during the next two years they established a dominance that has rarely been matched. During the 1952 and 1953 seasons the 500 F2 won an astounding 30 out of 33 races in which it participated, and Ascari became Ferrari’s first Drivers’ Champion—actually becoming a back-to-back Champion—while Farina and Taruffi finished 2nd and 3rd in Championship driver’s points in 1952. Maranello built six of these remarkable factory team cars during the model’s two-year reign, all stamped with three-digit numbers ranging from 001 to 006. Midway through the first season the company began offering privateer versions to preferred racing clients, and five such cars were built with standard even-numbered competition chassis numbers. Referred to as “starlet” cars in Italy, these privateer examples performed nearly as well as the factory cars, exemplified by Rudi Fischer’s 4th-place standing in 1952 Championship driver’s points. Within a couple years the factory had upgraded most of the 500 F2 examples with 2.5-liter engines, effectively rebranding them as 625 F1 monopostos, and these cars joined the new 553 Squalo in 1954 Formula One competition (only to be outclassed by the sensational Juan Manuel Fangio, who drove Maseratis and the revolutionary Mercedes-Benz W196 to the 1954 Drivers’ Championship). In addition to being the cornerstone of two of the Scuderia’s most successful years ever, the 500 F2/625 F1 examples were the forerunners of the inline-four-cylinder sports cars that performed so admirably during the mid-1950s, including the 500 Mondial, the 750 Monza, and the 500 and 625 TRC Spiders.

Last of the 250 series cars was the 250 GT/L Lusso and the 1963 car seen here has quite a history, having originally belonged to Steve McQueen. He owned it for several years after which it went into long term storage in California . It came to the UK 10 years ago, by which time the car had been fully restored and had won a Best in Class at the Amelia Concours. It has won a number of awards in the UK since then, The Lusso, as it tends to be called, was only made in 1963 and 1964 having first been seen as a prototype at the 1962 Paris Motor Show. The production version, which was released a few months later differed only in minor detail. The new model was a way for Ferrari to fill a void left between the sporty 250 GT SWB and the luxurious 250 GTE 2+2. It met the demands of the 1960s as indeed, fans of sporting driving of the time became as fond of civilised designs, that is, comfortable and spacious, as they were of radical sports cars. Ferrari did not skimp on details in the Lusso, which shows on the scales; weight ranged from 1,020 to 1,310 kg (2,250 to 2,890 lb). The 250 GT Lusso, which was not intended to compete in sports car racing, though it did appear in a few events such as the Targa Florio and Tour de France in 1964 and 65. Keeping in line with the Ferrari “tradition” of that time, the 250 GT Lusso was designed by the Turinese coachbuilder Pininfarina, and bodied by Carrozzeria Scaglietti. Although the interior was more spacious than that of the 250 GT, the 250 GT Lusso remained a two-seat GT coupe, unlike the 250 GTE. 351 examples were made before being replaced by the Ferrari 275 GTB. Values in recent years have rocketed and nice examples of these are now going for over a million pounds

The Ferrari 275 GTB is one of those Ferrari models whose price tag generally runs into 7 figures when it is offered for sale these days. The 275 was a series of two-seat front-engined V12-powered models produced in GT, roadster, and spyder form by Ferrari between 1964 and 1968. The first Ferrari to be equipped with a transaxle, the 275 was powered by a 3286 cc Colombo 60° V12 engine that produced 280-300 hp. Pininfarina designed the GT and roadster bodies, Scaglietti the rare NART Spyder, among the most valuable of all Ferraris made. The standard 275 GTB coupe came first. It was produced by Scaglietti and was available with 3 or 6 Weber twin-choke carburettors. It was more of a pure sports car than the GT name suggested. Some cars were built with an aluminium body instead of the standard steel body. A Series Two version with a longer nose appeared in 1965. The 275 GTB/4 debuted in 1966. A much updated 275 GTB, it generated 300 bhp from a substantially reworked 3286 cc Colombo V12 engine, still with two valves per cylinder but now with a four-cam engine and six carburettors as standard. In a departure from previous Ferrari designs, the valve angle was reduced three degrees to 54° for a more-compact head. The dual camshafts also allowed the valves to be aligned perpendicular to the camshaft instead of offset as in SOHC engines. It was a dry-sump design with a huge 17 qt (16 litre) capacity. The transaxle was also redesigned. A torque tube connected the engine and transmission, rather than allowing them to float free on the body as before. This improved handling, noise, and vibration. Porsche synchronizers were also fitted for improved shifting and reliability. The 275 GTB/4 could hit 268 km/h (166.5 mph). With new bodywork, it was the first Ferrari to not be offered with wire wheels. A total of 280 were produced through to 1968 when it was replaced by the 365 GTB/4 Daytona.

This is the Daytona, officially known as the 365 GTB/4. First seen at the 1968 Paris Motor Show, the 365 GTB/4 was the last of the classic front engined V12 Ferrari models. Almost immediately the 365 GTB/4 gained its ‘Daytona’ moniker from Ferrari’s 1-2-3 result in the 1967 24-hour race of the same name. The Daytona’s engine and handling certainly didn’t undermine its racing nomenclature. The 4.4-litre, 4-cam V12 produced an astonishing 352bhp and, despite its 1,633kg bulk, the Daytona was billed as the fastest road car in the world. Not only was 174mph more than brisk, but crucially, it was faster than the Miura. The 5-speed gearbox was mounted at the rear for a more optimal weight distribution, and helped give the Daytona its predictable handling and solid road-holding. Like so many Ferraris of the period, the Daytona’s beautiful bodywork was designed by Pininfarina with the car built by Scaglietti. The delicate front was cleanly cut with both pop-up and Plexiglas headlight varieties. The rear slope was suggestively rakish and a Kamm tail provided further clues as to the performance of the car. The wheel arch flares, although elegant in proportion, are the only real overt notion that this car has significant pace, until you drive one!  A number of them had their roof removed in the 1980s when people wanted the far rarer GTS Spider version, but values of the cars are such now that I would hope no-one would even contemplate such an act of sacrilege again! Along with 123 “official” open-topped GTS cars, 1284 Daytona models were produced.

The Ferrari 365 GTC/4, a 2+2 grand tourer, was only produced by Ferrari from 1971 to 1972. It was based on the chassis of the Ferrari 365 GTB/4 “Daytona”. In the very short two-year production run 505 examples of the GTC/4 were produced. Its chassis and drivetrain, however, were carried over mostly unaltered (apart from a wheelbase stretch to provide more satisfying rear seat room) on its successor, the 1972 365 GT4 2+2. The GTC/4’s coupé bodywork by Pininfarina enclosed two front and two rear seats, as on the 365 GT 2+2 it replaced directly. However, the rear seats were small and the slanting rear window limited rear headroom, so it can also be seen to trace to the two-seat 365 GTC that had been discontinued in 1970. With its wedge shape, fastback silhouette, sharp creases and hidden headlamps the GTC/4’s styling clearly reflects the 365 GTB/4 “Daytona” it was based on. Power steering, electric windows and air conditioning were standard. The cabin was upholstered in mixed leather and tartan fabric, unique to this model and unusual for a Ferrari, with full leather upholstery an option. The 365 GTC/4 shared the chassis and engine block as the 365 GTB/4 Daytona, riding on the same wheelbase and suspension. Many changes were made to make it a more comfortable grand tourer than its two-seat predecessor and sibling. These included softer spring rate and a hydraulic power steering. The chassis was a tubular spaceframe, mated to a steel body with aluminium doors and bonnets; as was customary in this period, the bodies were made and finished by Pininfarina in Turin, then sent to Ferrari in Modena for the assembly. The suspension system used transverse A-arms, coil springs coaxial with the shock absorbers (double at the rear), and anti-roll bars on all four corners. Wheels were cast magnesium on Rudge knock-off hubs, while Borrani wire wheels were optional; the braking system used vented discs front and rear. The engine was a Tipo F 101 AC 000 Colombo V12, displacing 4,390 cc. Engine block and cylinder heads were aluminium alloy, with cast iron pressed-in sleeves; chain-driven two overhead camshafts per bank (four in total, as noted by the “4” in the model designation) commanded two valves per cylinder. The V12 was detuned to 340 PS (335 bhp) from the Daytona, to provide a more tractable response suited to a GT-oriented Ferrari. In place of the Daytona’s downdraft setup, six twin-choke side-draft Weber carburetors were used, whose lower profile made possible the car’s lower and sloping bonnet line. The 5-speed all-synchronised manual transmission was bolted to the engine, another difference from the Daytona which used a transaxle. However the set back placement of the engine and transmission still allowed the car to achieve a near perfect 51:49 weight distribution. The gearbox was rigidly connected to the alloy housing of the rear differential through a torque tube. There are a handful of them in the UK.

Top of the Ferrari range from the mid 70s for 10 years was the Berlinetta Boxer, object of many a small child’s intense desire, as I can attest from my own childhood! Production of the Berlinetta Boxer was a major step for Enzo Ferrari. He felt that a mid-engined road car would be too difficult for his buyers to handle, and it took many years for his engineers to convince him to adopt the layout.  This attitude began to change as the marque lost its racing dominance in the late 1950s to mid-engined competitors. The mid-engined 6- and 8-cylinder Dino racing cars were the result, and Ferrari later allowed for the production Dino road cars to use the layout as well. The company also moved its V12 engines to the rear with its P and LM racing cars, but the Daytona was launched with its engine in front. It was not until 1970 that a mid-engined 12-cylinder road car would appear. The first “Boxer” was the 365 GT4 BB shown at the 1971 Turin Motor Show. Designed to rival the Lamborghini Miura and the newly developed Lamborghini Countach, it was finally released for sale in 1973 at the Paris Motor Show. 387 were built, of which 88 were right-hand drive (of which 58 were for the UK market), making it the rarest of all Berlinetta Boxers. The Pininfarina-designed body followed the P6 show car with popup headlights. Though it shared its numerical designation with the Daytona, the Boxer was radically different. It was a mid-engined car like the Dino, and the now flat-12 engine was mounted longitudinally rather than transversely.  Although referred to as a Boxer, the 180° V12 was not a true boxer engine, but rather a flat engine.  It had 380 hp, slightly more than the Daytona. The 365 GT4 BB was updated as the BB 512 in 1976, resurrecting the name of the earlier Ferrari 512 racer. The name 512 referred to the car’s 5 litre, 12 cylinder engine; a deviation from Ferrari’s established practice of naming 12-cylinder road cars (as the 365 BB) after their cylinder displacement. The engine was enlarged to 4943.04 cc, with an increased compression ratio of 9.2:1. Power was slightly down to 360 hp, while a dual plate clutch handled the added torque and eased the pedal effort. Dry sump lubrication prevented oil starvation in hard cornering. The chassis remained unaltered, but wider rear tyres (in place of the 365’s equally sized on all four corners) meant the rear track grew 63 mm. External differentiators included a new chin spoiler upfront, incorporated in the bumper. A NACA duct on the side provided cooling for the exhaust system. At the rear there were now twin tail lights and exhaust pipes each side, instead of triple units as on the 365 GT4 BB. 929 BB 512 models were produced. The Bosch K-Jetronic CIS fuel injected BB 512i introduced in 1981 was the last of the series. The fuel injected motor produced cleaner emissions and offered a better balance of performance and daily-driver temperament. External differentiators from the BB 512 besides badging include a change to metric sized wheels and the Michelin TRX metric tyre system, small white running lights in the nose, and red rear fog lamps outboard of the exhaust pipes in the rear valance. 1,007 BB 512i models were produced.

The 308 GTB was launched at the Paris Motor Show in 1975 as a direct replacement for the Dino 246. Designed by Pininfarina with sweeping curves and aggressive lines, the 308 has gone on to become one of the most recognised Ferraris of all time. Fitted with a 2.9 litre DOHC V8 engine fed by four Webber 40DCNF Carburettors, the power output of 255bhp was sufficient to propel the 308 from 0 to 60mph in 6.5 seconds and on to a top speed of 159 mph. Tougher emissions standards in the 1980s challenged Ferrari more than many other marques. In 1980, fuel injection was adopted for the first time on the 308 GTB and GTS models, and power dropped quite noticeably from 240 bhp to 214bhp. Two years later, at the 1982 Paris Motor Show, Ferrari launched the 308 quattrovalvole, in GTB and GTS form. The main change from the 308 GTBi/GTSi it succeeded were the 4-valves per cylinder—hence its name, which pushed output back up to 240 hp restoring some of the performance lost to the emission control equipment. The new model could be recognised by the addition of a slim louvred panel in the front lid to aid radiator exhaust air exit, power operated mirrors carrying a small enamel Ferrari badge, a redesigned radiator grille with rectangular driving lights on each side, and rectangular (in place of round) side repeaters. The interior also received some minor updates, such as a satin black three spoke steering wheel with triangular centre; cloth seat centres became available as an option to the standard full leather. Available included metallic paint, a deep front spoiler, air conditioning, wider wheels, 16-inch Speedline wheels with Pirelli P7 tyres, and a satin black roof aerofoil (standard on Japanese market models). Apart from the 32-valve cylinder heads, the V8 engine was essentially of the same design as that used in the 308 GTSi model. The gear and final drive ratios were altered to suit the revised characteristics of the four valves per cylinder engine. One other significant benefit of the QV four valve heads was the replacement of the non-QV models sodium valves which have been known to fail at the joint between the head and the stem. Bosch K-Jetronic fuel injection and Marelli Digiplex electronic ignition were carried over from the GTBi/GTSi. The car was produced in this form until the launch of the 328 models in the autumn of 1985 which had larger 3.2 litre engines and a number of styling changes. 308 GTB models are becoming increasingly sought after, with prices rising steadily and quite steeply.

It was with the 360 Modena that sales of Ferrari models really took off, with unprecedented volumes of the car being sold. The 360 Modena was launched in 1999,  named after the town of Modena, the birthplace of Enzo Ferrari. A major innovation in this all new model came from Ferrari’s partnership with Alcoa which resulted in an entirely new all-aluminium space-frame chassis that was 40% stiffer than the F355 which had utilised steel. The design was 28% lighter despite a 10% increase in overall dimensions. Along with a lightweight frame the new Pininfarina body styling deviated from traditions of the previous decade’s sharp angles and flip-up headlights. The new V8 engine, common to all versions, was of 3.6 litre capacity with a flat plane crankshaft, titanium connecting rods and generates 400 bhp  Despite what looks like on paper modest gains in reality the power to weight ratio was significantly improved on over the F355, this was due to the combination of both a lighter car and more power. The 0 to 100 km/h acceleration performance improved from 4.6 to 4.3 seconds. The first model to be rolled out was the 360 Modena, available as a manual, or an F1 electrohydraulic manual. Next up was an open car. The 360 was designed with a Spider variant in mind; since removing the roof of a coupe reduces the torsional rigidity, the 360 was built for strength in other areas. Ferrari designers strengthened the sills, stiffened the front of the floorpan and redesigned the windscreen frame. The rear bulkhead had to be stiffened to cut out engine noise from the cabin. The convertible’s necessary dynamic rigidity is provided by additional side reinforcements and a cross brace in front of the engine. Passenger safety is ensured by a strengthened windscreen frame and roll bars. The 360 Spider displays a curvilinear waistline. The fairings imply the start of a roof, and stable roll bars are embedded in these elevations. Due to use of light aluminium construction throughout, the Spider weighs in only 60 kg heavier than the coupé. As with the Modena version, its 3.6 litre V8 with 400 bhp is on display under a glass cover. The engine — confined in space by the convertible’s top’s storage area — acquires additional air supply through especially large side grills. The intake manifolds were moved toward the center of the engine between the air supply conduits in the Spider engine compartment, as opposed to lying apart as with the Modena. In terms of performance, the 0-60 mph time was slightly slower at 4.4 seconds due to the slight weight increase, and the top speed was reduced from 189 to 180 mph. Despite the car’s mid-mounted V8 engine, the electrically operated top is able to stow into the compartment when not in use. The convertible top was available in black, blue, grey and beige. The transformation from a closed top to an open-air convertible is a two-stage folding-action that has been dubbed “a stunning 20 second mechanical symphony”. The interior of the Spider is identical to that of the coupé.

Although Ferrari’s partner outfit Michelotto developed the 360 Modena into a GT2 class winner, it was the renowned Prodrive outfit from Britain that took the Prancing Horse back to the top or the premier Grand Touring car class after a prolonged absence. Back in the early 1970s, Ferrari’s own customer competition department had created the thunderous 365 GTB/4C ‘Daytona’ which went on to dominate at high speed tracks like Le Mans. Nearly 30 years later, it was the Daytona’s spiritual successor, the 550 Maranello, that Prodrive used to return Ferrari to the pinnacle of international GT racing. Unlike the 365 GTB/4C, Prodrive’s 550 Maranello-based GT1 programme came to fruition without any factory involvement having instead been independently funded by French gentleman driver, Frédéric Dor and his Care Racing Development operation. Despite this lack of works support, the Prodrive 550 delivered a hat-trick of FIA GT Championship Team and Driver titles between 2003 and 2005, back-to-back Le Mans Series titles in 2004 and 2005 and a class win at the 2004 Le Mans 24 Hours. Currently on offer with Fiskens in London is one of the ten cars campaigned by Prodrive during that famous period in the early 2000s: chassis CRD01, the first example built. During its first year of racing in 2001, CRD01 took victories at the A1 Ring and Jarama 500km races. Care Racing Development then took on preparation of the car for the next three seasons, during which it recorded a further nine podium finishes. In 2005, CRD01 was run by the MenX Racing Team and most notably collected its last GT1 victory at Silverstone along with a fourth in class at the Le Mans 24 Hours. The car was then returned to Care Racing Development where it remained until 2022. Since then it has been restored by the many ex-Prodrive staff at Venture Engineering. After the demise of the BPR racing series and the quick rise and fall of the awe-inspiring 1990s GT1 category, the future of GT racing as a whole was looking sombre. Stephane Ratel’s FIA GT series, born from the ashes of the BPR, was initially dominated by the ravenously funded works Mercedes and Porsche teams. With the FIA axing the GT1 category in 1998, most works teams chose to leave endurance racing altogether, leaving FIA GT entries in tatters. Ratel, fearing the end of GT racing, set out to attract new colours to the grid, and decided that colour needed to be red. Ferrari had long been tempted by the return of a  V12 Ferrari to GT racing and had instigated a programme to turn their limited edition F50 model into a GT1 class racer in 1996 in hopes of taking on the McLaren F1 GTR and Porsche GT1. That summer Luca di Montezemolo, President of Ferrari had said “I want to find a way to do something in GT races but with our clients, not directly the factory” so despite the F50 project being shelved, the writing was on the wall. The new GT1 rules for 2000, drawn up largely with Ratel’s advice and thoughts on how to make them attractive, included one game-changing caveat. Not only would manufacturers be able to apply for homologation, but reputable tuners would also be able to apply for a technical passbook and cost of development was constrained so private teams could afford to compete. In an unprecedentedly authoritarian move, the FIA would now make a list of desirable cars and give the manufacturer 15 days to respond with a reason why the car should not be used. Ratel had his eyes set on Ferrari and thus the first project under the new rules was the development of the 550 Maranello with Italtecnica in Turin. In just under 3 months, Italtecnica performed miracles to get to the 550 Millennio completed for presentation in Paris on the 13th of February 2000. Four or five cars were to be built but sadly the resulting car was a false start with too many reliability and performance issues detected during testing. Enter Frédéric Dor, ex-Prodrive Subaru driver, and one of the disappointed new owners of a 550 Millennio who still had an insatiable appetite for a Ferrari GT race car. Frédéric and his newly created company Care Racing Development brought his new car to his old friends at Prodrive for their analysis. They determined that there were fundamental design flaws so if Frédéric wanted a successful 550 racing car they would have to start from scratch. The Millennio was returned and replaced with a suitable 550 Maranello road car from a dealer in the UK, chassis CRD01 (107617) which would become the prototype development car. Peter Stevens was the design consultant on the project and recalled “Everybody agreed that we wanted to create a car that was aesthetically pleasing – we didn’t want fussy aero bits and pieces that were lazily stuck on and ungainly. If Ferrari takes a car racing the purpose is to sell Ferraris. But here the aim was to sell Prodrive’s ability to develop a track focused GT competition car. In that respect it was more important that it looked convincing, professional and, most importantly, beautiful.”  The 550 Prodrive was to be a modern iteration in a long line of successful Ferrari-born, tuner-influenced GT racers which most notably included two other front engined, 12 cylinder, rear-transaxel models – the 250 GTO and the Daytona. Links to the 250 GTO may seem tenuous but the Ferrari 550 shared the “Gran Turismo Omologato” nomenclature when it was released and both dominated their respective golden eras of GT racing. It was therefore destined that like the 250 GTO before it, the 550 went on to win its class at Le Mans. Parallels could also be drawn with the next V12 to receive competition treatment – the Daytona. The idea to modify one for racing, much like Dor with the 550, came from Luigi Chinetti who wanted one to compete at Le Mans. From 1999 to 2009, the ensuing “GT1 era” is now regarded as a golden age in which the 550 Maranello Prodrive featured top, front and centre. Between 2001 and 2008, the 550s garnered 69 victories, 151 podiums, and 60 pole positions, a GTS class victory at Le Mans in 2003 and an outright win in the 2004 Spa 24 hours, solidifying its place its alongside the greats in Ferrari’s GT racing lineage. CRD01 was therefore the first 550 GT1 to be completed by the Prodrive team, first turning a wheel at the IDIADA test track in Spain on the 27th April 2001. A few days later, CRD01 became the first 550 Prodrive to enter a race, at the Hungaroring FIA GT round. The 600hp V12, mated to an X-Trac built 6-speed sequential gearbox powered the car to an impressive 5th position in qualifying, although an electrical issue translated into a DNF for the race. More testing was needed. CRD01 subsequently wrapped up hundreds of hours of testing throughout the summer of 2001, including a 12-hour test at Spa. Come August, CRD01 was once again entered in an FIA GT race, at the A1 Ring in Austria, with development driver Peter Kox and Rickard Rydell recording the program’s first pole position, and to top off a perfect weekend, a first class win. A further overall win came CRD01’s way in Jarama a couple of months later. The news that a Ferrari GT racing car was back on the top step of an international endurance race obviously turned a few heads, including that of Ferrari. High in Prodrive’s ambitions was to get Ferrari’s seal of approval for the program. A further test session was therefore organised on Ferrari’s very own stomping ground at Fiorano, with CRD01 driven by the Scuderia’s Formula 1 test driver Luca Badoer.  “Everything seemed very promising” according to Prodrive marketing and sales director Hugh Chambers, but Jean Todt eventually pulled the plug. A second chance came in 2002 when Care Racing offered to share their manufacturing file with Michelotto but by then Ferrari’s own 550/575 GTC race car with N.Technology was on the horizon. As the history books subsequently demonstrated, this was very much their loss… While Prodrive had officially been running the car on behalf of Care Racing Developments for the races CRD01 took part in in 2001, Dor’s Care Racing Development took over operations from 2002 onwards.   The first half the 2002 FIA GT season was littered with accidents and reliability issues, however matters were much improved after the summer, with the team scoring a podium and a pole position. For 2003 and 2004, Care Racing once again entered CRD01 for the FIA GT seasons with drivers Lilian Bryner, Enzo Calderari and Stefano Livio. The lineup’s consistency over the two years paid off hugely, earning the team 5 podiums in 2003 and 4 podiums in 2004, enough to secure 3rd place in the championship on both occasions. For 2005, CRD01 was entered in the Le Mans Endurance Series and run by the MenX Racing Team with Tomas Enge and Robert Pergl at the wheel. Painted in MenX’s full black livery, CRD01 managed 4th in a hotly contested GT1 class, also achieving the car’s last win at a chaotic Silverstone round of the championship. After 5 consecutive years of racing, CRD01 was retired and kept by Care Racing Development right up until 2022 when the car was purchased by her current owner. She was brought over to Venture Engineering for a ground-up restoration which was spearheaded by the very same people who built CRD01 in the early 2000s, including Ex-Engine Development Engineer at the time, Stuart Gale, along with many other ex-Prodrive staff.  Now back in the livery she wore in 2001 for her first season, CRD01 raced for the first time since 2005 at Le Mans Classic in 2023, driven by the current owner and Prodrive Development Driver Peter Kox who was fittingly reunited with chassis 01, the car he so extensively tested 22 years prior.  This Ferrari 550 Maranello GT1 is the car of many firsts: the first 550 Prodrive to come out of the factory, the first to race, the first to take a pole position and a race win. With 42 race participations under its belt over 5 seasons, this is your chance to own one of the spiritual successors to the fabled 250 GTO and the first front-engined Ferrari GT racing car since the Daytona Competizione.

The 360 was followed by F430, which debuted at the 2004 Paris Motor Show. Designed by Pininfarina, under the guidance of Frank Stephenson, the body styling of the F430 was revised from its predecessor, the Ferrari 360, to improve its aerodynamic efficiency. Although the drag coefficient remained the same, downforce was greatly enhanced. Despite sharing the same basic Alcoa Aluminium chassis, roof line, doors and glass, the car looked significantly different from the 360. A great deal of Ferrari heritage was included in the exterior design. At the rear, the Enzo’s tail lights and interior vents were added. The car’s name was etched into the Testarossa-styled driver’s side mirror. The large oval openings in the front bumper are reminiscent of Ferrari racing models from the 60s, specifically the 156 “sharknose” Formula One car and 250 TR61 Le Mans cars of Phil Hill. Designed with soft-top-convertible. The F430 featured a 4.3 litre V8 petrol engine of the “Ferrari-Maserati” F136 family. This new power plant was a significant departure for Ferrari, as all previous Ferrari V8’s were descendants of the Dino racing program of the 1950s. This fifty-year development cycle came to an end with the entirely new unit. The engine’s output was 490 hp at 8500 rpm and 343 lb/ft of torque at 5250 rpm, 80% of which was available below 3500rpm. Despite a 20% increase in displacement, engine weight grew by only 4 kg and engine dimensions were decreased, for easier packaging. The connecting rods, pistons and crankshaft were all entirely new, while the four-valve cylinder head, valves and intake trumpets were copied directly from Formula 1 engines, for ideal volumetric efficiency. The F430 has a top speed in excess of 196 mph and could accelerate from 0 to 100 km/h in 3.9 seconds, 0.6 seconds quicker than the old model. The brakes on the F430 were designed in close cooperation with Brembo (who did the calipers and discs) and Bosch (who did the electronics package),resulting in a new cast-iron alloy for the discs. The new alloy includes molybdenum which has better heat dissipation performance. The F430 was also available with the optional Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brake package. Ferrari claims the carbon ceramic brakes will not fade even after 300-360 laps at their test track. The F430 featured the E-Diff, a computer-controlled limited slip active differential which can vary the distribution of torque based on inputs such as steering angle and lateral acceleration. Other notable features include the first application of Ferrari’s manettino steering wheel-mounted control knob. Drivers can select from five different settings which modify the vehicle’s ESC system, “Skyhook” electronic suspension, transmission behaviour, throttle response, and E-Diff. The feature is similar to Land Rover’s “Terrain Response” system. The Ferrari F430 was also released with exclusive Goodyear Eagle F1 GSD3 EMT tyres, which have a V-shaped tread design, run-flat capability, and OneTRED technology. The F430 Spider, Ferrari’s 21st road going convertible, made its world premiere at the 2005 Geneva Motor Show. The car was designed by Pininfarina with aerodynamic simulation programs also used for Formula 1 cars. The roof panel automatically folds away inside a space above the engine bay. The conversion from a closed top to an open-air convertible is a two-stage folding-action. The interior of the Spider is identical to that of the coupé. Serving as the successor to the Challenge Stradale, the 430 Scuderia was unveiled by Michael Schumacher at the 2007 Frankfurt Auto Show. Aimed to compete with cars like the Porsche RS-models and the Lamborghini Gallardo Superleggera it was lighter by 100 kg/220 lb and more powerful (510 PS) than the standard F430. Increased power came from a revised intake, exhaust, and an ion-sensing knock-detection system that allows for a higher compression ratio. Thus the weight-to-power ratio was reduced from 2.96 kg/hp to 2.5 kg/hp. In addition to the weight saving measures, the Scuderia semi-automatic transmission gained improved “Superfast”, known as “Superfast2”, software for faster 60 millisecond shift-times. A new traction control system combined the F1-Trac traction and stability control with the E-Diff electronic differential. The Ferrari 430 Scuderia accelerates from 0-100 km/h in 3.6 seconds, with a top speed of 202 miles per hour. Ferrari claimed that around their test track, Fiorano Circuit, it matched the Ferrari Enzo, and the Ferrari F430’s successor, the Ferrari 458. To commemorate Ferrari’s 16th victory in the Formula 1 Constructor’s World Championship in 2008, Ferrari unveiled the Scuderia Spider 16M at World Finals in Mugello. It is effectively a convertible version of the 430 Scuderia. The engine produces 510 PS at 8500 rpm. The car has a dry weight of 1,340 kg, making it 80 kg lighter than the F430 Spider, at a curb weight of 1,440 kg (3,175 lb). The chassis was stiffened to cope with the extra performance available and the car featured many carbon fibre parts as standard. Specially lightened front and rear bumpers (compared to the 430 Scuderia) were a further sign of the efforts Ferrari was putting into this convertible track car for the road. Unique 5-spoke forged wheels were produced for the 16M’s launch and helped to considerably reduce unsprung weight with larger front brakes and callipers added for extra stopping power (also featured on 430 Scuderia). It accelerates from 0-100 km/h in 3.7 seconds, with a top speed of 315 km/h (196 mph). 499 vehicles were released beginning early 2009 and all were pre-sold to select clients.

There was a bigger gap before the next hypercar came along. Widely rumoured to be called the F60, Ferrari surprised everyone at its 2002 unveiling by giving it the name Enzo. This car was built using even more Formula One technology, such as a carbon-fibre body, F1-style electrohydraulic shift transmission, and carbon fibre-reinforced silicon carbide (C/SiC) ceramic composite disc brakes. Also used were technologies not allowed in F1 such as active aerodynamics and traction control. After a downforce of 7600 N (1700 lbf) is reached at 300 km/h (186 mph) the rear wing is actuated by computer to maintain that downforce. The Enzo’s F140 B V12 engine was the first of a new generation for Ferrari. It was based on the design of the V8 found in Maserati’s Quattroporte, using the same basic design and 104 mm (4.1 in) bore spacing. The Enzo formed the basis for a whole array of other very special cars, including the FXX and FXX Evoluzione cars and the Maserati MC12 and MC12 Evoluzione as well as the Ferrari P4/5 and the Millechilli. Originally, 349 of these were going to be produced, but Ferrari decided to add another 50 to the total, meaning 400 in total were produced up until 2004.

After a gap of some years, Ferrari added a 4 seater V8 model to the range at the 2008 Paris Motor Show, with the California. According to industry rumours, the California originally started as a concept for a new Maserati, but the resulting expense to produce the car led the Fiat Group to badge it as a Ferrari in order to justify the high cost of purchase; the company denies this, however. The California heralded a number of firsts for Ferrari: the first front engined Ferrari with a V8; te first to feature a 7-speed dual-clutch transmission; the first with a folding metal roof; the first with multi-link rear suspension; and the first with direct petrol injection. Bosch produced the direct injection system. The engine displaces 4,297 cc, and used direct injection. It delivered 453 bhp at 7,750 rpm; its maximum torque produced was 358 lbf·ft at 5,000 rpm. The resulting 106 bhp per litre of engine displacement is one of the highest for a naturally aspirated engine, as other manufacturers have used supercharging or turbocharging to reach similar power levels. Ferrari spent over 1,000 hours in the wind tunnel with a one-third-scale model of the California perfecting its aerodynamics. With the top up, the California has a drag coefficient of Cd=0.32, making it the most aerodynamic Ferrari ever made until the introduction of the Ferrari F12 Berlinetta. Throughout the California’s production, only 3 cars were built with manual transmission, including one order from the UK. On 15 February 2012, Ferrari announced an upgrade, which was lighter and more powerful. Changes include reducing body weight by 30 kg (66 lb), increased power by output of 30 PS and 11 lbf·ft, acceleration from 0–100 km/h (62 mph) time reduced to 3.8 seconds, introduction of Handling Speciale package and elimination of the manual transmission option. The car was released at the 2012 Geneva Motor Show as a 2012 model in Europe. To give the clients a more dynamic driving experience, an optional HS (Handling Speciale) package was developed as part of the update. It can be recognised by a silver coloured grille and ventilation blisters behind the front wheel wells. The HS package includes Delphi MagneRide magnetorheological dampers controlled by an ECU with 50% faster response time running patented Ferrari software, stiffer springs for more precise body control and a steering rack with a 9 per cent quicker steering ratio (2.3 turns lock to lock as opposed to the standard rack’s 2.5). A more substantive update came in 2014, with the launch of the California T, which remains in production. It featured new sheetmetal, a new interior, a revised chassis and a new turbocharged powertrain.

The Ferrari F12berlinetta (Type F152) is a front mid-engine, rear-wheel-drive grand tourer which debuted at the 2012 Geneva Motor Show, and replaces the 599 grand tourer. The naturally aspirated 6.3 litre Ferrari V12 engine used in the F12berlinetta has won the 2013 International Engine of the Year Award in the Best Performance category and Best Engine above 4.0 litres. The F12berlinetta was named “The Supercar of the Year 2012” by car magazine Top Gear. The F12berlinetta was replaced by the 812 Superfast in 2017.

Girado were showcasing this F333 SP. When Luca di Montezemolo greenlit the development of what would become the F333 SP, he heralded Ferrari’s return to endurance racing’s top flight for the first time in over two decades. Originally designed in partnership with Dallara for privateer teams to contest the newly formed IMSA World Sports Car Championship (WSC) in America, the F333 SP was the brainchild of Gianpiero Moretti, the Italian motorsport magnate and the founder of MOMO. You see Moretti had enjoyed much success racing in the United States, yet by 1993, one goal eluded him: to win in a Ferrari sports car. With the radical change in the IMSA rulebook, the timing was impeccable. He called the F333 SP Il Sogno Americano – his American dream. Ferrari’s return to endurance racing naturally made waves right across the motorsport world – exactly the kind of momentum the IMSA organisers needed. And there was much to be excited about: a strong and sophisticated monocoque chassis, a stunning body honed exactly to the WSC regulations in Dallara’s state-of-the-art wind tunnel, and a four-litre V12 engine derived from that in the 641 Formula 1 single-seater – a car which won six Grands Prix in the 1990 season. A special note must be made for the engine note produced by this engine: a shrill yet melodic howl that sends shivers down the spine. Ferrari had intended to publicly display the 1m-US-dollar F333 SP for the first time in the paddock during the 1994 Daytona 24 Hours (it wasn’t quite ready to race by this point). But such was the fervour surrounding the introduction of the new car that the race organisers feared it would detract from the on-track action. Ferrari was instead forced to hire a suite at the nearby Hilton hotel and arrange private viewings of the car by appointment! “The inherent pace and reliability of the F333 SP coupled with both Ferrari and privateer outfits’ nous for upgrading it in line with ever-changing technical regulations meant it enjoyed extraordinary competition longevity.” The inherent pace and reliability of the F333 SP coupled with both Ferrari and privateer outfits’ nous for upgrading it in line with ever-changing technical regulations meant it enjoyed extraordinary competition longevity. F333 SPs were a successful staple of endurance racing not only in America but around the world for almost a decade, only bowing out in 2003 when Audi had found its groove with the all-conquering R8. The statistics speak for themselves: 126 races, 47 wins and 12 major championships. Only 40 examples were produced, the first four by Ferrari in Maranello, the next nine by Dallara in Varano and the remaining chassis by Michelotto in Padova. As its chassis number denotes, the F333 SP we’re honoured to be offering – 003 – was the third example produced and thus built by Ferrari in Maranello. Prior to delivery to its first private owner, Andy Evans of Scandia Motorsport in the United States, Ferrari took the opportunity to exhibit this F333 SP on its stand at the 1994 Geneva Motor Show, among its entire range of road-going models. Chassis 003’s first public appearance on European soil set the rumour mill swirling, for the motorsport world believed it signalled the Prancing Horse’s intentions to return to the 24 Hours of Le Mans. In part, the rumours were true. Shortly after the Geneva salon, this F333 SP was sent across the pond where it was poised to contest select rounds of the 1994 IMSA GT Championship in the top-flight WSC category. Racing under the Scandia Motorsport banner, chassis 003 was raced primarily by the team owner and Wall Street banker Andy Evans, with guest drivers including Ross Bentley, Charles Morgan and Fermín Vélez. And it proved to be a successful campaign. Two podiums – in The New England Dodge Dealers Grand Prix at Lime Rock and the Indy Grand Prix at Indianapolis – were crowned by a stellar outright victory in the Monterey Sports Car Grand Prix at Laguna Seca. Evans’ 169 points were good for fourth overall in the title standings. The 1995 IMSA World Sports Car Championship beckoned for this Ferrari F333 SP, which was once again racing for Andy Evans’ Scandia Motorsport outfit. If the curtain-raising Daytona 24 Hours didn’t go the number-three crew’s way (the engine gave up the ghost) then the 12 Hours of Sebring which followed more than made up for it. Unusually for the Florida endurance classic, proceedings were plagued by inclement weather, so much so that the race had to be halted for an hour as darkness fell. Evans and his copilots Fermín Vélez and Eric van de Poele engaged in a race-long tussle with the Chevrolet-powered Spice of endurance veterans Derek Bell, Andy Wallace, Jan Lammers and Morris Shirazi. But when the chequered flag fell, it was the F333 SP of Scandia Motorsport which crossed the line first, claiming an emphatic victory. It was the first time a Ferrari had triumphed at Sebring since Messrs. Andretti and Ickx in 1972 – 23 years prior. The incredible result was nothing short of a fairy tale. Highlights for chassis 003 from the remainder of the 1995 season included podiums at Lime Rock and Sears Point and an excellent outright victory in the 2 Hours of Phoenix. After what had been a stellar year of racing, Fermín Vélez was crowned the IMSA Exxon World Sports Car Championship Drivers’ champion and Ferrari duly won the manufacturers’ gong. While this F333 SP did contest the final three rounds of the following year’s IMSA World Sports Car Championship, chassis 003’s 1996 was predominantly preoccupied by the world’s greatest endurance motor race: the 24 Hours of Le Mans. Mounting an assault on the French endurance classic was a significant undertaking, necessitating an alliance from Evans’ Scandia Motorsport outfit. It teamed up with the fellow American team RocketSports Racing, which would enter chassis number 003 at the Circuit de la Sarthe.Ahead of Le Mans, Dallara had worked closely with acclaimed designer Tony Southgate to optimise the F333 SP’s bodywork for the Circuit de la Sarthe’s long straights – an update chassis 003 duly received. The package included smoother bodywork with a large side-mounted air intake, extra-thin low-drag splitter and front wing, lateral deflectors to reduce cockpit turbulence and new four-piston Brembo brake calipers. At the traditional Le Mans pre-qualifying session in April of 1996, the raw pace of the revised F333 SP quickly became apparent: chassis 003, driven by Paul Gentilozzi and Eric van de Poele, recorded a best lap time of 3min48.6sec – good enough for second overall behind the second Scandia Motorsport-entered F333 SP. Early signs were looking promising for Andy Evans’ outfit and, more pertinently, the Prancing Horse. Suffice to say, all eyes in Maranello were on Scandia Motorsport for the 24 Hours proper. At the Circuit de la Sarthe in June, the Scandia Motorsport/RocketSports Racing Ferrari F333 SP was given the race number 18 and earmarked for chassis 003 regulars Andy Evans and Fermín Vélez. They were joined by the 1995 French Touring Car Champion Yvan Muller. After Wednesday’s opening qualifying sessions, Eric Van de Poele in the sister Scandia Motorsport Ferrari was on provisional pole position and the chassis 003 crew were an impressive seventh, illustrating the blistering pace of the Le Mans-spec F333 SP. If it wasn’t already clear, the 12-cylinder Prancing Horse was certainly the car to beat. Naturally it didn’t take long for the news to reach Maranello. Ferrari’s top brass was confident yet cautious and actually urged Evans to not risk the cars in Thursday’s subsequent sessions but instead focus on setting them up for the race itself. Naturally, Evans heeded the advice, even if it meant sacrificing pole position. Alas, come Saturday and the 24 Hours of Le Mans, Lady Luck was not smiling on the Scandia Motorsport team. Evans started in the number 18 – an eventful stint which culminated in a rather red-faced retirement when his F333 SP ran out of fuel around two hours into the race. “Eric Van de Poele in the sister Ferrari was on provisional pole position, illustrating the blistering pace of the F333 SP. If it wasn’t already clear, the 12-cylinder Prancing Horse was certainly the car to beat.” In the long competition career of this Ferrari F333 SP, its zenith was arguably reached at the beginning of the 1997 IMSA World Sports Car Championship. Evans, who by this point had acquired a controlling stake of the International Motor Sports Association, had two last dalliances with chassis number 003 ahead of him – and in the two most prestigious races on the calendar to boot: the Daytona 24 Hours and the 12 Hours of Sebring. Despite narrowly missing out on victory, a second-place trophy and the fastest race lap were very welcome spoils for chassis 003 and Scandia Motorsport. A bumper field of 80 cars took to the start of the Daytona 24 Hours in 1997, 16 of which were vying for outright honours in the World Sports Car class. Andy Evans and Fermín Vélez were joined in chassis number 003 by the American brothers Charles and Rob Morgan for the twice-round-the-clock affair. And they got off to a great start on the world-famous banking, Fermín Vélez entering a lap of 1min40.5sec – pole position and almost half a second quicker than the Moretti Racing-entered Ferrari F333 SP. Despite narrowly missing out on victory in the race (the Dyson Racing Riley & Scott crossed the finish line a paltry lap ahead), a second-place trophy and the fastest race lap were very welcome spoils for Scandia Motorsport. The 1997 12 Hours of Sebring presented Scandia’s Andy Evans with a scenario never seen in top-flight motorsport before, nor we suspect since. Not only did he own the team running the car he was due to race, but he also owned the series in which he was racing and the Sebring International Raceway itself. The Daytona driver lineup may have been proven, but Evans couldn’t resist adding a little spice for this most special of occasions. The Swedish Formula 1 veteran Stefan Johansson and the French four-time Le Mans winner Yannick Dalmas were drafted in to support Evans and Vélez. The partnership would prove to be a fruitful one: for the second time in its career, chassis 003 triumphed in the classic Florida endurance race. To our knowledge, there is only one other Ferrari chassis to have won the 12 Hours of Sebring on two occasions and that’s the 250 TRI/61 chassis number 0792 TR. Evans finally parted with chassis number 003 after his spectacular Sebring victory, selling the Ferrari to Charles Morgan, who’d formed part of the formidable trio of pilots at Daytona and Sebring. For the remainder of the 1997 IMSA season, the Ferrari was campaigned under the Dibos Racing banner and driven predominantly by Edoardo Dibos, Fermín Vélez and Eliseo Salazar. Sports Racing World Cup for the 1999 season. G.L.V. Brums once again campaigned the car in all nine rounds of the Sports Racing World Cup, picking up two podiums and a stunning outright victory at Magny-Cours in France. The owner of the Italian team G.L.V. Brums Giuseppe Prevosti acquired chassis number 003 in early 1998, returning the car to Europe for the first time since it was born and entering the newly-formed International Sports Racing Series (ISRS), which had been conceived solely for open-cockpit sports-racing cars. As the FIA officially recognised the ISRS, so the series was renamed the Sports Racing World Cup for the 1999 season. G.L.V. Brums once again campaigned the car, this time in all nine rounds. The team did not veer from the dependable driver duo of Giovanni Lavaggi and Gaston Mazzacane, who picked up two podiums and a stunning outright victory at Magny-Cours in France. Four further podium finishes for this Ferrari in the 2000 Sports Racing World Cup helped G.L.V. Brums to finish fourth in the manufacturers’ standings. And even with a Judd V10 engine fitted in place of the Ferrari V12, chassis 003 managed to win the 1000KM di Monza, round two of the FIA Sportscar Championship, in 2001. Seven years after it made its competitive debut, this Ferrari was still winning top-flight sports-car races. It’s a testament to the inherent pace of the F333 SP.  Its extraordinary competition career finally over, chassis number 003 was honourably retired at the end of 2003. Reunited with its original Ferrari 12-cylinder engine, the car was kept by Prevosti in his personal collection for almost a decade – telling of the affinity he clearly held for it. This F333 SP’s current owner, an American collector with a plethora of ultra-significant competition Ferraris including a 250 LM and a 312 PB, purchased the car directly from Prevosti in 2012. In the 11 years since, said collector has spent over 500,000 US dollars on restoring, preparing and maintaining this Ferrari sports prototype to the nth degree. In 2019, the car was submitted for the all-important Ferrari Classiche certification – certification it duly received, confirming the originality of the chassis, engine and gearbox. Refinished in its 1995 Sebring-winning livery, chassis 003 shows only three hours of use on its powertrain since the last rebuild and is presented in exquisite condition. “In 2019, chassis 003 was submitted for the all-important Ferrari Classiche certification – certification it duly received, confirming the originality of the chassis, engine and gearbox.”  As Ferrari won the 24 Hours of Le Mans in 2023 for the first time since 1965, so new light has been cast on the Prancing Horse’s star-studded back catalogue of endurance competition cars. And given its extraordinary competition longevity and stunning record of results, the F333 SP is a car which absolutely deserves to be held among the greatest of them all – 250 P, 330 P4 and 312 PB included. To say we’re honoured to be offering chassis 003 would be an understatement of epic proportions: this car has so many alluring strings to its bow, not least its origins in Maranello and near decade-long competition career in both America and Europe, encompassing five outright victories and the world’s greatest endurance motor races from Daytona to Le Mans. That it won the 12 Hours of Sebring is a remarkable achievement, especially given the Prancing Horse’s then 23-year absence from the race. That it’s one of only two Ferrari chassis in history to have done it twice is nothing short of miraculous. This F333 SP’s string of mere four private owners in almost 30 years, its painstaking recent restoration and maintenance work and its Ferrari Classiche certification are crowning characteristics. To return this most special of Ferraris to the racetrack, either as part of Ferrari’s ultra-exclusive F1 Clienti programme or either of the burgeoning Endurance Racing Legends series, would be an experience to cherish forever.

FORD

FEV1H is the Ford Escort Mk1 rally car that won the 1970 London to Mexico World Cup Rally, driven by Hannu Mikkola and Gunnar Palm. This iconic victory led Ford to launch the Escort Mexico production car and cemented FEV 1H’s status as one of the most famous and beloved rally vehicles in history.

After Ford decided to abandon the RS1700T project in frustration in 1983, they were left without a new vehicle to enter into Group B. Not wanting to abandon Group B or simply “write off” the cost of developing the failed 1700T, executives decided to make use of the lessons learned developing that vehicle in preparing a new, purpose-built rally car. In addition, Ford executives became adamant that the new vehicle would feature all-wheel-drive, an addition they felt would be necessary to allow it to compete properly with all-wheel-drive models from Peugeot and Audi. The new vehicle was a unique design, featuring a plastic-fibreglass composite body designed by Ghia, a mid-mounted engine and four-wheel drive. The cars were built on behalf of Ford by another company well known for its expertise in producing fibreglass bodies – Reliant. To aid weight distribution, designers mounted the transmission at the front of the car, which required that power from the mid-mounted engine go first up to the front wheels and then be run back again to the rear, creating a complex drive train setup. The chassis was designed by former Formula One designer Tony Southgate, and Ford’s John Wheeler, a former F1 engineer, aided in early development. A double wishbone suspension setup with twin dampers on all four wheels aided handling and helped give the car what was often regarded as being the best balanced platform of any of the RS200’s contemporary competitors. The Ford parts-bin was raided to help give the RS200 a Ford corporate look, for example the front windscreen and rear lights were identical to those of the early Sierra and the doors were cut-down Sierra items; though small parts-bin items like switchgear were also used to save development time and expenses. Power came from a 1,803 cc single turbocharged Ford-Cosworth “BDT” engine producing 250 hp in road-going trim, and between 350 and 450 bhp in racing trim; upgrade kits were available for road-going versions to boost power output to over 300 bhp. Although the RS had the balance and poise necessary to be competitive, its power-to-weight ratio was poor by comparison, and its engine produced notorious low-RPM lag, making it difficult to drive and ultimately less competitive. Factory driver Kalle Grundel’s third-place finish at the 1986 WRC Rally of Sweden represented the vehicle’s best-ever finish in Group B rallying competition, although the model did see limited success outside of the ultra-competitive Group B class. However, only one event later, at the Rally de Portugal, a Ford RS200 was involved in one of the most dramatic accidents in WRC history, claiming the lives of three spectators and injuring many others. Another Ford RS200 was crashed by Swiss Formula One driver Marc Surer against a tree during the 1986 Hessen-Rallye in Germany, killing his co-driver and friend Michel Wyder instantly. The accident at Rally Portugal set off a chain reaction and the RS200 became obsolete after only one full year of competition as the FIA, the governing board, which at the time controlled WRC rally racing, abolished Group B after the 1986 season. For 1987, Ford had planned to introduce an “Evolution” variant of the RS200, featuring a development of the BDT engine, called later as BDT-E, displacing 2,137 cc developed by Briton Brian Hart. Power figures for the engine vary quite a bit from source to source, depending on the mechanical setup e.g. boost levels, power output ranges from as little as 550 bhp to as high as 815 bhp; although most typical output was 580 bhp at 8000 rpm and 400 lb/ft (542 Nm) at 5500 rpm of torque. It has been said that the most powerful Evolution models can accelerate from 0 to 60 mph in just over two seconds, depending on gearing. Upgraded brakes and suspension components were part of the package as well. The ban on Group B racing effectively forced the E2 model into stillbirth; however, more than a dozen of them were successfully run from August 1986 ’til October 1992 in the FIA European Championships for Rallycross Drivers events all over Europe, and Norwegian Martin Schanche claimed the 1991 European rallycross title with a Ford RS200 E2 that produced over 650 bhp. One RS200, which found its way into circuit racing, originated as a road car; it was converted to IMSA GTO specification powered by a 750+ BHP 2.0 litre turbo BDTE Cosworth Evolution engine. Competing against the numerous factory backed teams such as Mazda, Mercury and Nissan, with their newly built spaceframe specials, despite being a privateer, the car never achieved any real success to be a serious contender and was kept by the original owner. A parts car was built in England and later used to compete in the Unlimited category at the Pikes Peak International Hill Climb, where it was driven by Swede Stig Blomqvist in 2001, 2002 and 2004 and in 2009 by former British Rallycross champion Mark Rennison. The RS200 was designed from the ground-up as a purpose-built, mid-engined rally-supercar, and the 200 homologation road-legal models were essentially a by-product of Ford wanting to race the RS200 and show off their technology capabilities in the increasingly popular World Rally Championship. It was also designed by engineers who had extensive backgrounds in motorsports, and the engine had a smooth power delivery and functioned more like a racing car engine, as opposed to every one of the other highly modified production-based engines that Audi, Lancia and Peugeot had in their cars. The other famous Group B cars were all based on front-engined production models- and in both the Lancia Delta S4 and the Peugeot 205 T16’s case- hatchbacks, and in the Audi Quattro’s case- a luxury coupe. Although the Group B-spec S4 and T16 cars were mid-engined, they still originated as front-engined cars. Lancia’s predecessor to the Delta S4- the 037- was also a mid-engined Group B supercar, but it was based on and had originated from Lancia’s mid-engined Montecarlo production car. FIA homologation rules for Group B required the construction of at least 200 road-legal vehicles, and Ford constructed these 200 units with spare parts for another 20+ units put aside for the racing teams. Those chassis and spare parts were later also used to build a couple of non-genuine, so-called bitsa cars. A total of 24 of the 200 original cars were reportedly later converted to the so-called “Evolution” models, mostly marked by their owners as “E” or “E2” types. Ford’s first intention was to mark the FIA-required 20 “Evo” cars as series numbers 201 to 220 but as this was actually not necessary according to the FIA rules they later kept their original series numbers (e.g. 201 = 012, 202 = 146, 203 = 174 et cetera).

Back in the 1980s, Essex Police trialled the Ford RS 200 and considered adding the sports car to its fleet. The idea never came to fruition, but the ensuing press coverage must have been enough to make motorists think twice about speeding.

The Sierra RS Cosworth model. a very sporting version of Ford’s upper-medium sized family car, was built by Ford Europe from 1986 to 1992, the result of a Ford Motorsport project with the purpose of producing an outright winner for Group A racing in Europe. The project was defined in the spring of 1983 by Stuart Turner, then recently appointed head of Ford Motorsport in Europe, who had realised right away that Ford was no longer competitive in this area. Turner got in touch with Walter Hayes, at the time the vice-president of public relations at Ford, to get support for the project. Hayes had earlier been the driving force behind the development of the Ford GT40 that won Le Mans in 1966, and the Cosworth DFV engine that brought Ford 154 victories and 12 world championships in Formula One during the 1960s and 1970s. Hayes found the project very appealing and promised his full support. Turner then invited Ken Kohrs, vice-president of development, to visit Ford’s longtime partner, the automotive company Cosworth, where they were presented a project developed on Cosworth’s own initiative, the YAA engine. This was a twin cam, 16-valve engine based on Ford’s own T88 engine block, better known as the Pinto. This prototype proved an almost ideal basis for the engine Turner needed to power his Group A winner. Therefore, an official request for a turbocharged version (designated Cosworth YBB) capable of 180 HP on the street and 300 HP in race trim, was placed. Cosworth answered positively, but they put up two conditions: the engine would produce not less than 204 HP in the street version, and Ford had to accept no fewer than 15,000 engines. Turner’s project would only need about 5,000 engines, but Ford nevertheless accepted the conditions. The extra 10,000 engines would later become one of the reasons Ford also chose to develop a four door, second generation Sierra RS Cosworth. To find a suitable gearbox proved more challenging. The Borg-Warner T5, also used in the Ford Mustang, was chosen, but the higher revving nature of the Sierra caused some problems. Eventually Borg-Warner had to set up a dedicated production line for the gearboxes to be used in the Sierra RS Cosworth. Many of the suspension differences between the standard Sierra and the Cosworth attributed their development to what was learned from racing the turbocharged Jack Roush IMSA Merkur XR4Ti in America and Andy Rouse’s successful campaign of the 1985 British Saloon Car Championship. Much of Ford’s external documentation for customer race preparation indicated “developed for the XR4Ti” when describing parts that were Sierra Cosworth specific. Roush’s suspension and aerodynamics engineering for the IMSA cars was excellent feedback for Ford. Some production parts from the XR4Ti made their way into the Cosworth such as the speedometer with integral boost gauge and the motorsport 909 chassis stiffening plates. In April 1983, Turner’s team decided on the recently launched Sierra as a basis for their project. The Sierra filled the requirements for rear wheel drive and decent aerodynamic drag. A racing version could also help to improve the unfortunate, and somewhat undeserved, reputation that Sierra had earned since the introduction in 1982. Lothar Pinske, responsible for the car’s bodywork, demanded carte blanche when it came to appearance in order to make the car stable at high speed. Experience had shown that the Sierra hatchback body generated significant aerodynamic lift even at relatively moderate speed. After extensive wind tunnel testing and test runs at the Nardò circuit in Italy, a prototype was presented to the project management. This was based on an XR4i body with provisional body modifications in fibreglass and aluminium. The car’s appearance raised little enthusiasm. The large rear wing caused particular reluctance. Pinske insisted however that the modifications were necessary to make the project successful. The rear wing was essential to retain ground contact at 300 km/h, the opening between the headlights was needed to feed air to the intercooler and the wheel arch extensions had to be there to house wheels 10” wide on the racing version. Eventually, the Ford designers agreed to try to make a production version based on the prototype. In 1984, Walter Hayes paid visits to many European Ford dealers in order to survey the sales potential for the Sierra RS Cosworth. A requirement for participation in Group A was that 5,000 cars were built and sold. The feedback was not encouraging. The dealers estimated they could sell approximately 1,500 cars. Hayes did not give up, however, and continued his passionate internal marketing of the project. As prototypes started to emerge, dealers were invited to test drive sessions, and this increased the enthusiasm for the new car. In addition, Ford took some radical measures to reduce the price on the car. As an example, the car was only offered in three exterior colours (black, white and moonstone blue) and one interior colour (grey). There were also just two equipment options: with or without central locking and electric window lifts. The Sierra RS Cosworth was first presented to the public at the Geneva Motor Show in March 1985, with plans to release it for sale in September and closing production of the 5,000 cars in the summer of 1986. In practice, it was launched in July 1986. 5545 were manufactured in total of which 500 were sent to Tickford for conversion to the Sierra three-door RS500 Cosworth. The vehicles were manufactured in right hand drive only, and were made in Ford’s Genk factory in Belgium. Exactly 500 RS500s were produced, all of them RHD for sale in the UK only – the biggest market for this kind of Ford car. It was originally intended that all 500 would be black, but in practice 56 white and 52 moonstone blue cars were produced.To broaden the sales appeal, the second generation model was based on the 4 door Sierra Sapphire body. It was launched in 1988, and was assembled in Genk, Belgium, with the UK-built Ford-Cosworth YBB engine. Cylinder heads on this car were early spec 2wd heads and also the “later” 2wd head which had some improvements which made their way to the 4X4 head. Suspension was essentially the same with some minor changes in geometry to suit a less aggressive driving style and favour ride over handling. Spindles, wheel offset and other changes were responsible for this effect. Approximately 13,140 examples were produced during 1988-1989 and were the most numerous and lightest of all Sierra Cosworth models. Specifically the LHD models which saved weight with a lesser trim level such as manual rear windows and no air conditioning. In the UK, the RHD 1988-1989 Sierra Sapphire RS Cosworth is badged as such with a small “Sapphire” badge on the rear door window trims. All 1988-1989 LHD models are badged and registered as a Sierra RS Cosworth with no Sapphire nomenclature at all. “Sapphire” being viewed as a Ghia trim level that saw power rear windows, air conditioning and other minor options. Enthusiasts of the marque are mindful of this and will describe the LHD cars by their body shell configuration, 3 door or 4 door. As the Sapphire Cosworth was based on a different shell to the original three-door Cosworth, along with its more discreet rear wing, recorded a drag co-efficient of 0.33, it registered slightly better performance figures, with a top speed of 150 mph and 0-60 of 6.1 seconds, compared to the original Cosworth. In January 1990, the third generation Sierra RS Cosworth was launched, this time with four wheel drive. As early as 1987, Mike Moreton and Ford Motorsport had been talking about a four wheel drive Sierra RS Cosworth that could make Ford competitive in the World Rally Championship. The Ferguson MT75 gearbox that was considered an essential part of the project wasn’t available until late 1989 however. Ford Motorsport’s desire for a 3-door “Motorsport Special” equivalent to the original Sierra RS Cosworth was not embraced. The more discreet 4-door version was considered to have a better market potential. It was therefore decided that the new car should be a natural development of the second generation, to be launched in conjunction with the face lift scheduled for the entire Sierra line in 1990. The waiting time gave Ford Motorsport a good opportunity to conduct extensive testing and demand improvements. One example was the return of the bonnet louvres. According to Ford’s own publicity material, 80% of the engine parts were also modified. The improved engine was designated YBJ for cars without a catalyst and YBG for cars with a catalyst. The latter had the red valve cover replaced by a green one, to emphasise the environmental friendliness. Four wheel drive and an increasing amount of equipment had raised the weight by 100 kg, and the power was therefore increased to just about compensate for this. The Sierra RS Cosworth 4×4 received, if possible, an even more flattering response than its predecessors and production continued until the end of 1992, when the Sierra was replaced by the Mondeo. The replacement for the Sierra RS Cosworth was not a Mondeo however, but the Escort RS Cosworth. This was to some extent a Sierra RS Cosworth clad in an “Escort-like” body. The car went on sale in May 1992, more than a year after the first pre-production examples were shown to the public, and was homologated for Group A rally in December, just as the Sierra RS Cosworth was retired. It continued in production until 1996. The Sierra and Sapphire Cosworths were undoubted performance bargains when new, but they also gained a reputation both for suffering a lot of accidents in the hands of the unskilled and also for being among the most frequently stole cars of their generation

ICON-PORSCHE

With less than 60 of them ever built, your chances of seeing a 917 on the road, let alone actually driving one are next to nil. Enter Icon Engineering. The British outfit has spent the past few years developing exacting replicas of the 917 starting with nothing but an original 917 shell acquired by co-founder Dave Eaton, and the attention to detail that has gone into the car is simply breathtaking. It’s so good that organizers of the Goodwood Festival of Speed used one of the company’s replicas for 2018’s Central Feature sculpture. Icon Engineering’s 917 replica is being developed for road use and so is now ready to start accepting orders and will build the cars at a rate of no more than five per year. It means the wait time on one might stretch out a while, especially if demand picks up. There’s a good chance of that happening considering the asking price. Icon Engineering’s 917 replica starts at a very reasonable £200,000 (approximately $241,200) for cars equipped with air-cooled 3.6-litre flat-6 engines originally designed for the 964-generation Porsche 911. Buyers with deeper pockets can opt for a water-cooled engine from a later 911, as well as turbocharged units. The standard transmission is a Porsche 5-speed transaxle. The company has also previously said that the engine bay is big enough to fit the flat-12 engines used in some of the original 917s, so theoretically it could fit most engines. Icon Engineering is even investigating the potential of a battery-electric powertrain to help future proof the car. Each car features a steel tubular structure with a fibreglass body shell. Should demand be sufficient, Icon Engineering is prepared to develop a carbon fibre body. Just imagine that in unpainted form. According to the company, the design is 95 percent true to the original. The main changes were to make the car street-legal, such as developing front crash structures, as well as an interior with all the necessary gauges and warning lights. The company also used steel for the structure instead of aluminium like the original, but an aluminium setup can be installed should the buyer desire. As mentioned above, you’d be lucky to find an original Porsche 917 for sale, and if you did it would cost millions. Icon Engineering’s replica is an interesting, reasonably priced alternative, especially for anyone with a longing for nostalgia or perhaps jaded by modern supercars.

JAGUAR

Although bearing a family resemblance to the earlier XK120 and XK140, the XK150, launched in the spring of 1957,  was radically revised. A one-piece windscreen replaced the split screen, and the wing line no longer dropped so deeply at the doors. The widened bonnet opened down to the wings, and on the Roadster the windscreen frame was moved back 4 inches to make the bonnet longer. The XK140’s walnut dashboard was replaced by one trimmed in leather. On the early Drophead Coupés, the aluminium centre dash panel, which was discontinued after June 1958, had an X pattern engraving similar to the early 3.8 E-Type. Thinner doors gave more interior space. On the front parking lights, which were located atop the wings, a little red light reminded the driver the lights were on. Suspension and chassis were very similar to the XK140, and steering was by rack and pinion; power steering was not offered. The standard engine, the similar to the XK140, but with an new “B” type cylinder head, was the 3.4 litre DOHC Jaguar straight-6 rated at 180 SAE bhp at 5750 rpm but most cars were fitted with the SE engine whose modified cylinder head (B type) and larger exhaust valves boosted the power to 210 SAE bhp at 5500 rpm. Twin 1.75-inch (44 mm) SU HD6 carburettors were fitted. While the first XK150s were slower than their predecessors, the deficit was corrected in the spring of 1958 with a 3.4-litre “S” engine whose three 2-inch SU HD8 carburettors and straight-port cylinder head increased power to a claimed 250 SAE bhp. For 1960, the 3.4 litre engine was bored to 3.8 litres, rating this option at 220 hp in standard tune or 265 hp in “S” form. A 3.8 litre 150S could top 135 mph and go from 0–60 mph in around 7.0 seconds. Fuel economy was 18mpg. Four-wheel Dunlop 12 in disc brakes appeared for the first time although it was theoretically possible to order a car with drums. When leaving the factory the car originally fitted either 6.00 × 16 inch Dunlop Road Speed tyres as standard, or you could specify 185VR16 Pirelli Cinturato CA67 as a radial option on either 16 × 5K½ solid wheels (basic models) or 16 × 5K wire wheels. Production ended in October 1960, and totalled 2265 Roadsters, 4445 Fixed Head Coupés and 2672 Drophead Coupés.

By early 1961, Jaguar was beginning to deliver production E-Type roadsters to racing customers in advance of the model’s official debut at Geneva in March. This was intended to create a competition aura around the E-Type, even if it was merely a steel-bodied road car. With the idea of the open competition car gaining momentum, a memorandum was sent on March 16, 1961, from Jaguar engineering’s lieutenant director Claude Bailey to Coventry’s production department. Under the name project no. ZP 537/24, the factory was instructed to proceed with the build of seven competition cars for which he listed specific modifications to the basic E-Type that were based on E2A. These cars were to receive special engines with gas-flowed cylinder heads, polished and crack-tested connecting rods, a lightened flywheel, a competition crankshaft damper, modified clutch, a close-ratio competition 4-speed gearbox, and trumpet tips for the S.U. carburettors. Although the engine specifications were substantial, the body remained steel and the suspension was modified only minimally with stiffer springs. The first of these cars, chassis no. S850006, was delivered to John Coombs’ racing team, and the renowned Graham Hill achieved promising results with a third-place finish at Silverstone in May 1962, second at Mallory Park a month later, and fifth at Brands Hatch in August. Increasingly used as a factory development car, Coombs’ E-Type was further modified with a lighter-gauge steel body, and the engine received a “35/40º” wide-angle cylinder head like the ones used on the D-Types. The new competition car was showing tremendous potential until the Ferrari 250 GTO arrived, which quickly set the racing world on its head. Receptive nevertheless to the challenge of competing with Maranello’s new thoroughbred, Jaguar moved a step further with the development of S850006, using it as the mould for 17 more competition cars. First entering the build process in October 1962, the racing E-Type also incorporated elements of an earlier works car known as the Low-Drag Coupe, for which Malcolm Sayers had revised his E-Type coachwork to feature a more aerodynamic roof and tail, including trailing exhaust vents. The new cars were lightened with aluminium alloy bodies and an aluminium hardtop that strengthened the shell’s rigidity. The 3.8-liter competition engines were further upgraded with Lucas fuel injection and dry-sump lubrication, while the chassis was modified with a revised suspension geometry and myriad other competition parts. Other than the development example, cars began numbering with S850659 and proceeded sequentially to S850669, all within the standard E-Type numbering. The only signifier of a Lightweight within the chassis number was the S prefix. As Jaguar didn’t intend to build enough cars for the Lightweight to be homologated separately, the model was passed off as part of the production E-Type family even though very few parts were shared, and it was never formally marketed or acknowledged in sales materials. The lack of factory marketing has only contributed to the model’s increased cachet over the decades, lending it a shroud of mystery. The first two purpose-built Lightweights were completed in time for the 12 Hours of Sebring in March 1963, and team owners Briggs Cunningham and Kjell Qvale each acquired a car. While Bruce McLaren and Walt Hansgen finished 8th overall and second in class for Cunningham, Ed Leslie and Frank Morrill placed 7th overall and first in class for Qvale. At the 24 Hours of Le Mans in June, Cunningham entered three Lightweights with official support from the factory, and the car piloted by Bob Grossman and Cunningham finished 9th overall and second in class. Results in non-endurance events during 1963 were even better, with four victories by Hill and a multitude of top-three finishes by Salvadori and Peter Sutcliffe at venues like Goodwood, Silverstone, Mallory Park, and Snetterton. In total, just 12 examples of the E-Type Lightweight were built, with production never actually reaching the original target of 18 cars. Jaguar provided significant factory support for these cars, as they were sold exclusively to preferred customers and friends of managing director Frank “Lofty” England. Among the most celebrated racing sports cars to emerge from postwar Britain, where they were known as GTO Killers, the rare E-Type Lightweights have evolved into the centerpieces of significant private collections around the globe. Officially dispatched from the factory on June 7, 1963, chassis no. S850664 was the 7th Lightweight built, and the second of the three cars sold to Briggs Cunningham. It was registered with Coventry tags reading “5114 WK,” which continue to adorn the rear license plate today. As Brown’s Lane was still working through issues with a longer-legged ZF 5-speed gearbox, the Lightweight was equipped with a Jaguar 4-speed gearbox when delivered to Cunningham for use at Le Mans. It was piloted there by the legendary champion drivers Walt Hansgen and Augie Pabst, and officially entered as #14. The other Cunningham cars, S850665 (#16) and S850659 (#15), were respectively driven by Roy Salvadori and Paul Richards; and Bob Grossman and Cunningham, himself. Unfortunately, the 4-speed gearbox failed to hold up for more than an hour, forcing S850664’s early retirement after qualifying at 14th on the starting grid. Salvadori was involved in a fiery crash in the 6th hour from which he barely emerged intact, but Grossman and Cunningham remained in 7th place by Sunday morning. Then a brake failure forced Grossman into a hay bale and the front end sustained minor damage. After the car limped back to the pits, the crew was able to cut off part of S850664’s hood and graft it onto S850659, and Grossman dashed back into the race, managing to finish 9th out of the 12 surviving cars (from a starting field of 55 entries!). After Le Mans, S850664 was returned to the factory to replace the hood and install the desirable 5-speed ZF gearbox. In this configuration, the Lightweight was delivered to the United States and driven to an 11th-place finish for Cunningham by Hansgen and Richards at the Road America 500 in September 1963. A 4th-place finish by Richards at Bridgehampton followed a week later, and after this brief competition career the unique coupe was retired to Cunningham’s well-known museum in Costa Mesa, California. Though it is uncertain exactly how long Briggs kept the E-Type, by the early 1970s the car had come into the possession of a Jaguar enthusiast named Robert Lane, who was a longtime gunsmith on the Paramount Studios lot in Hollywood as an employee of Stembridge’s, one of the movie industry’s principal armorers. Lane was simultaneously the owner of one of the first C-Types to reach America, chassis no. XKC-007. In 1973, Lane sold the Lightweight to respected collector Sir Anthony Bamford of Great Britain. His ownership commenced a long chain of respected English caretakers that included noted collector Paul Vestey, and Adrian Hamilton, son of the 1953 Le Mans winner and C-Type stalwart Duncan Hamilton. This period featured a fair amount of vintage racing, as well as a minor accident at Silverstone during Mike Fisher’s ownership circa 1975 (which in later inspections was deemed to have required only minimal repairs, per notes in the car’s file). In the late 1980s, the Lightweight was significantly restored by Richard Freshman of California, and he took the opportunity to remove the original alloy motor and replace it with a faithful iron-block copy, in order to preserve the historically important factory motor (which was nevertheless kept with the car). S850664 was then acquired by the respected Campbell McLaren (in his second stint of ownership), and in the early 1990s he began entrusting all mechanical maintenance and race support to the Jaguar competition specialists at Lynx Engineering. Lynx oversaw the E-Type’s mechanical care and race support for the following decade (which included reinstalling the original alloy engine), and entered the car at the 1994 Coys Festival GT race, where it beat all other Jaguars. This entry shortly followed S850664’s appearance in the June 1994 issue of Classic & Sportscar magazine. In 1995, the Lightweight was acquired by David Vine, and he presented the car at the pre-Le Mans cavalcade in June 1995, and the Goodwood Festival of Speed. Lynx was entrusted to sympathetically prepare the Jaguar for touring applications, which included reinforcing certain chassis sections in factory-originated techniques, rebuilding the gearbox with a new bell housing, and removing the large long-distance Le Mans fuel tank so that Vine could use the trunk for stowage (the tank has since been re-installed). Passing to dealer Andre Bloom of London in 1998, the E-Type continued to be presented at events, including the 1999 Goodwood Festival of Speed, the 2001 Louis Vuitton Classic, the 2001 Le Mans Legends, and the 2001 and 2002 Goodwood Revivals (where it was co-piloted by the former Le Mans and Can-Am winning driver Jackie Oliver). Around 2003, the rare E-Type was consigned to Don Williams’ Blackhawk Collection and displayed at his famed Danville, California, showroom. Not long after it was purchased by a Hong Kong-based Jaguar collector who already owned one of the other E-Type Lightweights, and it remained in his fine collection for many years. Widely photographed as one of the famed 1963 Cunningham team cars, this spectacular E-Type Lightweight has been researched and documented by some of the world’s most prominent marque historians. Among other titles, it is depicted as the cover car of Dominique Pascal’s 1990 book British Cars at Le Mans. S850664 desirably retains its factory-issued aluminum coachwork and matching-numbers alloy engine, a rarity given that most E-Type Lightweights have now been fitted with a replacement motor. It is accompanied by a deep file of documentation that includes correspondence and invoices from Lynx, vehicle histories written by several authors, magazine articles, and an original developmental test report to Cunningham team manager Alfred Momo and the Jaguar factory written by test driver Bill Kimberly (nephew of the better-known driver James “Gentleman Jim” Kimberly). Boasting impressive competition history as an official team car of the legendary Briggs Cunningham, and having been piloted by champion drivers Augie Pabst and Walt Hansgen, this important and highly original E-Type Lightweight is among the most important examples of the rare competition model. It has been fastidiously maintained to highlight its 1963 Le Mans appearance, and is ready for immediate use at premium vintage racing events and concours d’elegance worldwide. Such a well-documented and historically significant sports-racer would crown most any collection, warranting the serious attention of Jaguar enthusiasts far and wide.

There was another example of a Lightweight here as well as a regular Series 1 E Type.

The Jaguar Project Seven was first seen in the summer of 2013, more of an indication of what could be done with the new F Type rather than as something which was going to be produced, such was the clamour from enthusiasts that Jaguar decided to build a limited run of them, and even at a starting price of £130,000, there were more people who wanted to buy one than cars that Jaguar planned to make, with the car selling out before it officially went on sale. Just 250 will be built, 80 available to buyers in the UK, 50 in Germany and the balance to the Americans, who, generally were the first to get their cars. The Seven in the name refers to Jaguar’s seven Le Mans wins (two of them with the help of Ecurie Ecosse, of course). Visually, it is easy to recognise from a standard F Type, with its abbreviated screen, its new front bumper, many aero mods (carbonfibre splitter, blade-like side skirts, rear diffuser and deck-mounted rear wing) and its nose stripes and racing roundels. The owner explained that he is not allowed to put a number on the roundel for road use, and he is also agonising over whether to put on a front number plate, as it would spoil the looks of the car. The Project 7 starts as a standard V8 drophead, with its 5.0-litre supercharged engine modified to produce 567bhp, which is 25bhp more than an F-Type R Coupé and 516lb ft of torque (15lb ft more). Proportionally speaking, these aren’t huge increases, but they’re delivered via unique throttle maps that let you feel the extra energy from around 2500rpm and these figures do make this the most powerful Jaguar ever made. Combine this with the benefits of a 45kg weight reduction (35kg of this comes from that rather ungainly “get you home” hood and the seats have race-bred carbonfibre shells) and you get an F-Type capable of the 0-60mph sprint in 3.8sec. The top speed is electronically limited to 186mph or 300km/h, as with other F-Types. With the exhaust butterflies open (there’s a special console switch), the car emits a superb growl-bark that turns into a magnificent crackle on the overrun. It’s the one thing that makes you want to slow down, though we did not get the real benefit of this as the car was driven, carefully around the rough and cobbled surfaces of the Square. A lot of the engineering effort spend on developing the car was in rebalancing the suspension and aerodynamics for high-speed duty. Font negative camber was increased from 0.5 to 1.5deg, to encourage the front wheels to dig in, and rear torque vectoring – differential braking of the rear wheels – is there to make the car turn easily. The car’s rear-biased aerodynamic downforce was addressed by fitting side skirts and a large front splitter, while slightly reducing the effectiveness (and drag) of the bootlid wing. Project Seven is fitted with all the top-end running gear: eight-speed Quickshift transmission, electronic differential, carbon-ceramic brakes, unique-tune adaptive dampers and its own special settings for engine management and chassis stability control. The Project 7 also has unique springs and anti-roll bars, the most prominent feature being front springs that are a stonking 80% stiffer, to cope with the potential force generated by the brakes and withstand turn-in loads at high speed on the soft standard Continental Force tyres. Engineers also moved the Sport and standard suspension settings further apart, to provide good options for short and long-distance use. The modifications are apparently most obvious on track, and Jaguar SVO reckon most owners will take their cars there as part of the limited mileage that they will probably cover in an average year.

This is a Jaguar XE SV Project Eight. This limited-run super-saloon (of sorts) was unveiled in 2017, with the first cars hitting the roads in the middle of 2019. Just 300 are set to be built. It was developed — and is being built by — Jaguar Land Rover’s Special Vehicle Operations, the division that’s responsible for high-performance SVR-branded Range Rovers and F-Types, as well as low-volume specials such as the 2015 F-Type Project 7. The Project 8 is only available with left-hand drive. It shares its basic body-in-white with the everyday XE, but just about everything else is new. Every body panel but the roof and front doors are bespoke, the suspension has been entirely reworked and Michelin Pilot Sport Cup 2 tyres feature on a Jaguar for the very first time. The familiar 5.0-litre supercharged V8 that serves across JLR has also been shoehorned in. Here, it develops 592bhp and 516lb ft, making the Project 8 Jaguar’s most powerful road car to date. The aero package is bespoke, too, of course, and capable of generating 122kg of downforce at 186mph. The optional Track Pack, which costs £10,000 and saves 12kg, swaps out the rear seats for a half-roll-cage and adds carbon-backed bucket seats up front with four-point harnesses. The price tag of £149,00 means that you have to be absolutely sure you want one, and it would seem that not enough people have been, with sales proving harder to find than Jaguar had anticipated.

There was only ever one official XJ13, and it is sits in the British Motor Museum in Gaydon, but there have been a number of replicas built over the years and this is one.

KOENIGSEGG

LAMBORGHINI

Oldest of the handful of Lamborghini here was this Miura, a car some will say was the first true supercar. For sure, this car, produced between 1966 and 1973, is widely considered to have instigated the trend of high performance, two-seater, mid-engined sports cars. When released, it was the fastest production road car available. The Miura was originally conceived by Lamborghini’s engineering team, Gian Paolo Dallara, Paolo Stanzani, and Bob Wallace who in 1965 put their own time into developing a prototype car known as the P400. The engineers envisioned a road car with racing pedigree – one which could win on the track and be driven on the road by enthusiasts. The three men worked on its design at night, hoping to convince Lamborghini such a vehicle would neither be too expensive nor distract from the company’s focus. When finally brought aboard, Lamborghini gave his engineers a free hand in the belief the P400 was a potentially valuable marketing tool, if nothing more. The car featured a transversely-mounted mid-engine layout, a departure from previous Lamborghini cars. The V12 was also unusual in that it was effectively merged with the transmission and differential, reflecting a lack of space in the tightly-wrapped design. The rolling chassis was displayed at the Turin Salon in 1965. Impressed showgoers placed orders for the car despite the lack of a body to go over the chassis. Bertone was placed in charge of styling the prototype, which was finished just days before its debut at the 1966 Geneva motor show. Curiously, none of the engineers had found time to check if the engine would fit inside its compartment. Committed to showing the car, they decided to fill the engine bay with ballast and keep the car locked throughout the show, as they had three years earlier for the début of the 350GTV. Sales head Sgarzi was forced to turn away members of the motoring press who wanted to see the P400’s power plant. Despite this setback, the car was the highlight of the show, immediately boosting stylist Marcello Gandini’s reputation. The favourable reaction at Geneva meant the P400 was to go into production by the following year. The name “Miura”, a famous type of fighting bull, was chosen, and featured in the company’s newly created badge. The car gained the worldwide attention of automotive enthusiasts when it was chosen for the opening sequence of the original 1969 version of The Italian Job. In press interviews of the time company founder Ferruccio Lamborghini was reticent about his precise birth date, but stressed that he was born under the star sign Taurus the bull. Early Miuras, known as P400s (for Posteriore 4 litri), were powered by a version of the 3.9 litre Lamborghini V12 engine used in the 400GT at the time, only mounted transversely and producing 350 hp. Exactly 275 P400 were produced between 1966 and 1969 – a success for Lamborghini despite its then-steep price. Taking a cue from the Morris Mini, Lamborghini formed the engine and gearbox in one casting. Its shared lubrication continued until the last 96 SVs, when the case was split to allow the correct oils to be used for each element. An unconfirmed claim holds the first 125 Miuras were built of 0.9 mm steel and are therefore lighter than later cars. All cars had steel frames and doors, with aluminium front and rear skinned body sections. When leaving the factory they were originally fitted with Pirelli Cinturato 205VR15 tyres (CN72). The P400S Miura, also known as the Miura S, made its introduction at the Turin Motorshow in November 1968, where the original chassis had been introduced three years earlier. It was slightly revised from the P400, with the addition of power windows, bright chrome trim around external windows and headlights, new overhead inline console with new rocker switches, engine intake manifolds made 2 mm larger, different camshaft profiles, and notched trunk end panels (allowing for slightly more luggage space). Engine changes were reportedly good for an additional 20 hp. Other revisions were limited to creature comforts, such as a locking glovebox lid, a reversed position of the cigarette lighter and windshield wiper switch, and single release handles for front and rear body sections. Other interior improvements included the addition of power windows and optional air conditioning, available for US$800. About 338 P400S Miura were produced between December 1968 and March 1971. One S #4407 was owned by Frank Sinatra. Miles Davis also owned one, which he crashed in October 1972 under the influence of cocaine, breaking both ankles. The last and most famous Miura, the P400SV or Miura SV featured different cam timing and altered carburettors. These gave the engine an additional 15 hp to a total of 380 hp. The last 96 SV engines had a split sump. The gearbox now had its lubrication system separate from the engine, which allowed the use of the appropriate types of oil for the gearbox and the engine. This also alleviated concerns that metal shavings from the gearbox could travel into the engine with disastrous and expensive results and made the application of an optional LSD far easier. The SV can be distinguished from its predecessors from its lack of “eyelashes” around the headlamps, wider rear wings to accommodate the new 9-inch-wide rear wheels and Pirelli Cinturato tyres, and different taillights. 150 SVs were produced.

At a time when the company was financed by the Swiss-based Mimran brothers, Lamborghini began development of what was codenamed Project 132 in June 1985 as a replacement for the Countach model. The brief stated that its top speed had to be at least 315 km/h (196 mph). The design of the car was contracted to Marcello Gandini, who had designed its two predecessors. When Chrysler bought the company in 1987, providing money to complete its development, its management was uncomfortable with Gandini’s designs and commissioned its design team in Detroit to execute a third extensive redesign, smoothing out the trademark’s sharp edges and corners of Gandini’s original design, and leaving him famously unimpressed. In fact, Gandini was so disappointed with the “softened” shape that he would later realise his original design in the Cizeta-Moroder V16T. The car became known as the Diablo, carrying on Lamborghini’s tradition of naming its cars after breeds of fighting bulls. The Diablo was named after a ferocious bull raised by the Duke of Veragua in the 19th century, famous for fighting an epic battle with ‘El Chicorro’ in Madrid on July 11, 1869 In the words of Top Gear presenter Jeremy Clarkson, the Diablo was designed “solely to be the biggest head-turner in the world.” The Diablo was presented to the public for sale on January 21, 1990. Its power came from a 5.7 litre 48-valve version of the existing Lamborghini V12 featuring dual overhead cams and computer-controlled multi-point fuel injection, producing a maximum output of 499 PS and 580 N·m (428 lb/ft) of torque. The vehicle could reach 100 km/h in about 4.5 seconds, with a top speed of 202 mph. The Diablo was rear-wheel drive and the engine was mid-mounted to aid its weight balance. The Diablo came better equipped than the Countach; standard features included fully adjustable seats and steering wheel, electric windows, an Alpine stereo system, and power steering from 1993 onwards. Anti-lock brakes were not initially available, although they would eventually be used. A few options were available, including a custom-moulded driver’s seat, remote CD changer and subwoofer, rear spoiler, factory fitted luggage set and an exclusive Breguet clock for the dash. The Diablo VT was introduced in 1993. Although the VT differed from the standard Diablo in a number of ways, by far the most notable change was the addition of all wheel drive, which made use of a viscous centre differential (a modified version of LM002’s 4WD system). This provided the new nomenclature for the car (VT stands for viscous traction). The new drivetrain could direct up to 25% of the torque to the front wheels to aid traction during rear wheel slip, thus significantly improving the handling characteristics of the car. Other improvements debuting on the VT included front air intakes below the driving lamps to improve brake cooling, larger intakes in the rear arches, a more ergonomic interior with a revised dashboard, electronically adjustable dampers, four-piston brake calipers, power steering, and minor engine refinements. Many of these improvements, save the four-wheel drive system, soon transferred to the base Diablo, making the cars visually nearly identical. Further updates would follow before the car gave way to the Murcielago in 2001. The Diablo sold in greater numbers than its predecessor with 2898 examples being made during its 11 year production life. There were several here, including the VT and the SV, a few of them were the late model cars with their faired-in headlights.

The Lamborghini Gallardo is a sports car built by the Italian automotive manufacturer Lamborghini from 2003 to 2013. Named after a famous breed of fighting bull, the V10 powered Gallardo has been Lamborghini’s sales leader and stable-mate to a succession of V12 flagship models—first to the Murciélago (4,099 built between 2001 and 2010), then to the current flagship, the Aventador. The first generation of the Gallardo was powered with an even firing 4,961 cc (5.0 L) 90 degree V10 engine generating a maximum power output of 500 PS at 7500 rpm and 510 Nm (376 lb/ft) of torque at 4500 rpm. The Gallardo was offered with two choices of transmission; a conventional (H-pattern) six-speed manual transmission, and a six-speed electro-hydraulically actuated single-clutch automated manual transmission that Lamborghini called “E-gear”. The “E-gear” transmission provides gear changes more quickly than could be achieved through a manual shift. The driver shifts up and down via paddles behind the steering wheel, but can also change to an automatic mode via the gear selector located in place of the gear shift lever. The vehicle was designed by Luc Donckerwolke and was based on the 1995 Calà prototype designed by Italdesign Giugiaro. For the 2006 model year (launched in late 2005), Lamborghini introduced many changes to the car to counter some criticisms garnered from the press and owners. The exhaust system was changed to a more sporty one (including a flap to make it quieter during city driving), the suspension was revised, a new steering rack was fitted, the engine power was increased by 20 PS to a maximum of 520 PS and the biggest change was overall lower gearing ratios, especially in 1st to 5th gear. These changes gave the car a much better performance than the original and were also included in the limited edition Gallardo SE. The convertible variant of the Gallardo, called the Gallardo Spyder, was unveiled at the Los Angeles Auto Show in January 2006. It was considered by the company to be an entirely new model, with the engine having a power output of 520 PS (513 bhp) and a low-ratio six-speed manual transmission. The Spyder has a retractable soft-top. At the 2007 Geneva Auto Show, Lamborghini unveiled the Gallardo Superleggera. The name paid tribute to the construction style of the first Lamborghini production model, the 350 GT, designed and built by Carrozzeria Touring and its emphasis on weight reduction. The Superleggera is lighter than the base model by 100 kg (220 lb) due to the use of carbon fibre panels for the rear diffuser, undertray, the rearview-mirror housings, the interior door panels, the central tunnel, engine cover; titanium wheel nuts and carbon fibre sports seats. The engine power was uprated by 10 PS courtesy of an improved intake, exhaust and ECU for a total power output of 530 PS. The 6-speed E-Gear transmission was standard on US spec models with the 6-speed manual transmission offered as a no cost option. Production of the Superleggera amounted to 618 units worldwide. Presented at the 2008 Geneva Motor Show, the Gallardo LP 560-4 was a significant update of the Gallardo, powered by a new, uneven firing 5,200 cc V10 engine that produces 560 PS at 8,000 rpm and 540 Nm (398 lb/ft) of torque at 6,500 rpm. Featuring “Iniezione Diretta Stratificata” direct fuel injection system to improve efficiency; fuel consumption and CO2 emissions have been reduced by 18% despite the increase in performance. The car was redesigned, inspired by the Murciélago LP 640 and Reventón. The new engine, 40 PS more powerful than in the previous car, comes with two transmission choices: a 6-speed manual or 6-speed E-gear, the latter of which was revised to offer a Corsa mode which makes 40% quicker shifts than before and decreases traction control restrictions, a Thrust Mode launch control system was also added. Accompanied with a 20 kg (44 lb) weight reduction. All the improvements add up to a claimed performance of 0-100 km/h (62 mph) in 3.7 seconds, 0-200 km/h (124 mph) of 11.8 and a top speed of 325 km/h (202 mph). The MSRP base price was $198,000 in the US and £147,330 (including NavTrak vehicle tracking system and delivery package) in the UK. The first US car was sold in the 16th Annual Race to Erase MS charity auction for $198,000 to former True Religion Jeans co-founder/co-creator Kymberly Gold and music producer Victor Newman. The Lamborghini Gallardo LP 560-4 Spyder was unveiled at the 2008 LA Auto Show.as the replacement for the previous Gallardo Spyder. It is the convertible model of the Gallardo LP 560-4 and as such possess all of its features like the new uneven firing 5.2 L V10 engine, improved E-gear transmission and 20 kg (44 lb) weight reduction. Performance has been improved to 0-100 km/h (62 mph) in 3.8 seconds, 0-200 km/h (124 mph) of 13.1 and a top speed of 324 km/h (201 mph) In March 2010, Lamborghini announced the release of the Gallardo LP 570-4 Superleggera, a lightweight and more powerful version of the Gallardo LP 560–4 in the same vein as the previous Superleggera. With carbon fibre used extensively inside and out to reduce weight to just 1,340 kg (2,954 lb) making it the lightest road-going Lamborghini in the range. The odd firing 5.2 L V10 on the LP 570-4 gets a power bump over the standard Gallardo to 570 PS at 8,000 rpm and 540 Nm (398 lb/ft) at 6,500 rpm of torque. Performance has been improved to 0-100 km/h (62 mph) in 3.2 seconds, and a 329 km/h (204 mph) top speed. The Gallardo became Lamborghini’s best-selling model with 14,022 built throughout its production run. On 25 November 2013, the last Gallardo was rolled off the production line. The Gallardo was replaced by the Huracán in 2014

The Huracán STO (Super Trofeo Omologato) is a track focused variant of the Huracan. It is completely different from other Huracan variants. The STO has a taller rear wing with a roof snorkel for engine cooling. There is a shark fin aerodynamic device connecting the roof snorkel with the rear wing. The engine cover is reminiscent of the Lamborghini Super Trofeo Evo race cars. The entire hood opens to reveal a small compartment for storing racing equipment, the body is made of 75% carbon fibre, the engine and the power output of the STO is the same as the Huracan Perfomante and the Huracan Evo but it has Rear-wheel drive with Rear Wheel Steering system, it has CCMR Brakes inspired from Formula 1. The STO comes with three new modes: STO for road driving, TROFEO for fast lap times on dry tarmac, and PIOGGIA for wet weather driving. The bucket seats on the interior feature racing harnesses.

This would be the first chance for many to see the new V12 engined Revuelto, the technically highly advanced supercar that takes over from the Aventador.

LANCIA

One of the prettiest cars ever built, in my opinion, was the Aurelia B24 Spider. Based on the chassis of the Aurelia B20 GT, and designed by Pininfarina, the B24 Spider was produced only in 1954-1955, just 240 of them were built before a cheaper Aurelia Convertible would replace it. The difference between them is that the Spider has the wrap around panoramic front windscreen, distinctive 2 part chrome bumpers, removable side screens and soft top. 181 of them were LHD cars with B24S (‘sinistra’) designation; and the remaining 59 cars were RHD. All were equipped with 2,451cc engines. A really nice Spider nice now is worth hundreds of thousands of £ and it is not hard to see why.

Replacing the Aurelia was the Flaminia, which although superficially similar to its illustrious predecessor and materially “better” in just about every respect, never managed to capture buyers’ imaginations in the same way when new, and even now, it has to play second fiddle to the older car. The first model in the range was the Berlina, which was launched at the 1957 Geneva Show. It had a Pininfarina styled body which took much inspiration from the Florida concept car that had been shown in the previous year. Much was new under the skin. Its larger 2.5 litre 100 bhp V6 engine was new in detail, and was designed to allow for further increases in capacity, which would come in time. I was smoother than the Aurelia engines and had more torque, and with better cylinder head design and revised cooling, it was more robust, as well. There was synchromesh on all four gears. Lancia’s famous sliding pillar suspension was banished in favour of unequal length wishbones and coil springs which required less maintenance and were more refined. But the car was heavy, and complex, and exceedingly expensive. Lancia thought that their customers would pay a premium for “the best”, but tastes were changing, and the Berlina was never a strong seller, with fewer than 3000 of them being constructed, most of them being the first series cars. Just 549 of the later second series model with 110 bhp and disc brakes were made between 1961 and 1963, hardly surprising when the car cost more than a Rolls Royce Silver Cloud, as it did in the UK. The later cars had a 2.8 litre engine and 125 bhp, and just 599 of these were made between 1963 and 1968. There was more success with the coachbuilt two door variants which joined the range. The most successful of these, the Pininfarina Coupe, was the first to appear. This was made between 1959 and 1967, during which time 5284 of these mostly steel-bodied cars were constructed. In many ways they were very like the Berlina, just a bit smaller, though there was a floor mounted gear lever, and the cars had more power. The first 3200 of them had a 119 bhp single carb engine with a sport camshaft. Later 3Bs had a triple choke Solex from 1962 and the power went up to 136 bhp. It was only a year after the Pininfarina car’s debut when Touring of Milan announced their Flaminia models. These aluminium bodied cars were sold in three distinct variants between 1960 and 1965. The single carburettor GT was followed by a Convertible in 1960, both of them uprated to 140 bhp triple Weber 3C spec in 1961. The 2.8 litre 3C took over in 1963 and were supplemented by a new 2+2 version called the GTL, with a taller roofline, front-hinged bonnet, longer doors and more substantial seats. It is the rarest of all Flaminia models, with just 300 made. The styling house to offer a car was Zagato, with their Sports and SuperSports. Only 526 were made and there is a complicated production history which probably shows the sort of chaotic thinking that was going on at Lancia and which would lead to is bankruptcy and take over by Fiat in 1969. The first 99 Sports had faired-in headlights and the 119 bhp engine. From 1960 another 100 cars were built with expose lights until the introduction of the Sport 3C with the 140 bhp triple carb. Zagato made 174 of those in 1962 and 1963, still with the exposed lights. The faired-in lights returned in 1964 on the SuperSport, which also had a Kamm tail, and with DCN Webers this one put out 150 bhp. 150 of these were made between 1964 and 1967. Many of the earlier cars were upgraded early in their life, so if you see one now, you cannot be totally sure of is true origin. Production of the car ceased in 1970, with fewer than 13,000 Flaminia of all types having been built. These days, the cost to restore them properly – and it is a huge job – exceeds the value of most of them, by some margin, as Berlina and Coupe models tend not to sell for more than £30k. The Zagato cars are a different matter, and when they come up for sale, routinely go for over £300k. The Touring cars – considered by most to be the prettiest tend to be around £100k for the GT and another 50 – 80k for a convertible – a long way from the value of an Aston Martin DB4 Volante, which cost roughly the same when new.

LOTUS

There were examples of both the Emira sportscar and the all-new all-electric SUV, the Eletre.

MASERATI

The Maserati GranTurismo and GranCabrio (Tipo M145) are a series of a grand tourers produced from 2007 to 2019. They succeeded the 2-door V8 grand tourers offered by the company, the Maserati Coupé, and Spyder. The GranTurismo set a record for the most quickly developed car in the auto industry, going from design to production stage in just nine months. The reason being that Ferrari, after selling off Maserati to the Fiat Chrysler Group, took the designs of the proposed replacement of the Maserati Coupé and after some modifications, launched it as the Ferrari California. Unveiled at the 2007 Geneva Motor Show, the GranTurismo has a drag coefficient of 0.33. The model was initially equipped with a 4.2-litre V8 engine developed in conjunction with Ferrari. The engine generates a maximum power output of 405 PS and is equipped with a 6-speed ZF automatic transmission. The 2+2 body was derived from the Maserati M139 platform, also shared with the Maserati Quattroporte V, with double-wishbone front suspension and a multilink rear suspension. The grand tourer emphasises comfort in harmony with speed and driver-enjoyment. The better equipped S variant was unveiled at the 2008 Geneva Motor Show and features the enlarged 4.7-litre V8 engine shared with the Alfa Romeo 8C Competizione, rated at 440 PS at 7,000 rpm and 490 Nm (361 lb/ft) of torque at 4,750 rpm. At the time of its introduction, it was the most powerful road-legal Maserati offered for sale (excluding the homologation special MC12). The engine is mated to the 6-speed automated manual shared with the Ferrari F430. With the transaxle layout weight distribution improved to 47% front and 53% rear. The standard suspension set-up is fixed-setting steel dampers, with the Skyhook adaptive suspension available as an option along with a new exhaust system, and upgraded Brembo brakes. The seats were also offered with various leather and Alcantara trim options. The upgrades were made to make the car more powerful and more appealing to the buyers while increasing performance, with acceleration from 0–100 km/h (0–62 mph) happening in 4.9 seconds and a maximum speed of 295 km/h (183 mph). Aside from the power upgrades, the car featured new side skirts, unique 20-inch wheels unavailable on the standard car, a small boot lip spoiler, and black headlight clusters in place of the original silver. The variant was available in the North American market only for MY2009 with only 300 units offered for sale. The GranTurismo MC is the racing version of the GranTurismo S developed to compete in the FIA GT4 European Cup and is based on the Maserati MC concept. The car included a 6-point racing harness, 120 litre fuel tank, 380 mm (15.0 in) front and 326 mm (12.8 in) rear brake discs with 6-piston calipers at the front and 4-piston calipers at the rear, 18-inch racing wheels with 305/645/18 front and 305/680/18 rear tyres, carbon fibre bodywork and lexan windows throughout along with a race interior. All the weight-saving measures lower the weight to about 3,000 lb (1,361 kg). The car shares the 4.7-litre V8 engine from the GranTurismo S but is tuned to generate a maximum power output of 450 PS along with the 6-speed automated manual transmission. The GranTurismo MC was unveiled at the Paul Ricard Circuit in France. It went on sale in October, 2009 through the Maserati Corse programme. 15 GranTurismo MC racecars were developed, homologated for the European Cup and National Endurance Series, one of which was taken to be raced by GT motorsport organization Cool Victory in Dubai in January, 2010. Introduced in 2008, the GranTurismo MC Sport Line is a customisation programme based on the GranTurismo MC concept. Changes include front and rear carbon-fibre spoilers, carbon-fibre mirror housings and door handles, 20-inch wheels, carbon-fibre interior (steering wheel rim, paddle shifters, instrument panel, dashboard, door panels), stiffer springs, shock absorbers and anti-roll bars with custom Maserati Stability Programme software and 10 mm (0.4 in) lower height than GranTurismo S. The programme was initially offered for the GranTurismo S only, with the product line expanded to all GranTurismo variants and eventually all Maserati vehicles in 2009. Replacing both the GranTurismo S and S Automatic, the Granturismo Sport was unveiled in March 2012 at the Geneva Motor Show. The revised 4.7L engine is rated at 460 PS. The Sport features a unique MC Stradale-inspired front fascia, new headlights and new, sportier steering wheel and seats. The ZF six-speed automatic gearbox is now standard, while the six-speed automated manual transaxle is available as an option. The latter has steering column-mounted paddle-shifters, a feature that’s optional with the automatic gearbox. New redesigned front bumper and air splitter lowers drag coefficient from Cd=0.33 to 0.32. In September 2010, Maserati announced plans to unveil a new version of the GranTurismo – the MC Stradale – at the 2010 Paris Motor Show. The strictly two-seat MC Stradale is more powerful than the GranTurismo at 450 PS, friction reduction accounts for the increase, says Maserati, due to the strategic use of “diamond-like coating”, an antifriction technology derived from Formula 1, on wear parts such as the cams and followers. It is also 110 kg lighter (1,670 kg dry weight) from the GranTurismo, and more aerodynamic than any previous GranTurismo model – all with the same fuel consumption as the regular GranTurismo. In addition to two air intakes in the bonnet, the MC Stradale also receives a new front splitter and rear air dam for better aerodynamics, downforce, and improved cooling of carbon-ceramic brakes and engine. The body modifications make the car 48 mm (2 in) longer. The MC Race Shift 6-speed robotised manual gearbox (which shares its electronics and some of its hardware from the Ferrari 599 GTO) usually operates in an “auto” mode, but the driver can switch this to ‘sport’ or ‘race’ (shifting happening in 60 milliseconds in ‘race’ mode), which affects gearbox operations, suspension, traction control, and even the sound of the engine. The MC Stradale is the first GranTurismo to break the 300 km/h (186 mph) barrier, with a claimed top speed of 303 km/h (188 mph). The push for the Maserati GranTurismo MC Stradale came from existing Maserati customers who wanted a road-legal super sports car that looked and felt like the GT4, GTD, and Trofeo race cars. It has been confirmed by the Maserati head office that only 497 units of 2-seater MC Stradales were built in total from 2011 to 2013 in the world, Europe: 225 units, China: 45 units, Hong Kong: 12, Taiwan: 23 units, Japan: 33 units, Oceania: 15 units and 144 units in other countries. US market MC’s do not have the “Stradale” part of the name, and they are sold with a fully automatic six-speed transmission rather than the one available in the rest of the world. US market cars also do not come with carbon fibre lightweight seats like the rest of the world. The MC Stradale’s suspension is 8% stiffer and the car rides slightly lower than the GranTurismo S following feedback from racing drivers who appreciated the better grip and intuitive driving feel of the lower profile. Pirelli has custom-designed extra-wide 20-inch P Zero Corsa tyres to fit new flow-formed alloy wheels. The Brembo braking system with carbon-ceramic discs weighs around 60% less than the traditional system with steel discs. The front is equipped with 380 x 34 mm ventilated discs, operated by a 6 piston caliper. The rear discs measure 360 x 32 mm with four-piston calipers. The stopping distance is 33 m at 100 km/h (62 mph) with an average deceleration of 1.2g. At the 2013 Geneva Motor Show, an update to the GranTurismo MC Stradale was unveiled. It features an updated 4.7 litre V8 engine rated at 460 PS at 7,000 rpm and 520 Nm (384 lb/ft) of torque at 4,750 rpm, as well as the MC Race Shift 6-speed robotized manual gearbox which shifts in 60 milliseconds in ‘race’ mode. The top speed is 303 km/h (188 mph). All models were built at the historic factory in viale Ciro Menotti in Modena. A total of 28,805 GranTurismos and 11,715 units of the convertible were produced. The final production example of the GranTurismo, called Zéda, was presented painted in a gradient of blue, black and white colours.

McLAREN

A heavily revised version of the MP12-4C was announced in February 2014, called the 650S, with revised bodywork, upgraded engine and other technical improvements. In April 2014, McLaren announced the end of production of the 12C. The 650S is the core model in the Super Series, designed and developed to give the enthusiast driver the ultimate in luxury, engagement and excitement. Fitted with the award-winning 3.8-litre twin turbo V8 engine producing 650PS (641bhp) and 678Nm (500lb ft) of torque, it is a no compromise open-top high performance supercar with optimised levels of performance, handling and driver enjoyment. The secret of its success is its carbon fibre MonoCell chassis, which needs no extra strengthening to provide the necessary rigidity or safety when developing a convertible. This keeps any weight increase to a minimum, meaning the McLaren 650S Spider offers all the enjoyment and driver appeal of the fixed-roof sibling – but with the added appeal of roof-down driving. The 650S Spider is fitted with an electrically retractable hard top, which can be automatically raised or lowered on the move in less than 17 seconds. Building on the success of the MP4 12C, with which it shares much, the 650S series, first seen at the 2014 Geneva Show has proved very popular, helping to establish the brand as a serious rival to the established supercar players. Production ended when the even faster (and costlier) 720S arrived in 2017.

MERCEDES-BENZ

Known under development as the W198, the first iteration of the SL-Class grand tourer was the fastest production car of its day. Introduced in 1954 as a two-seat coupé with distinctive gull-wing doors, it was later offered as an open roadster. Built by Daimler-Benz AG, the direct fuel injected production model was based on the company’s highly successful yet somewhat less powerful carburettor overhead cam straight 6 1952 racer, the W194. The idea of a toned-down Grand Prix car tailored to affluent performance enthusiasts in the booming post-war American market was suggested by Max Hoffman. Mercedes accepted the gamble and the new 300 SL – 300 for its 3.0 litre engine displacement and SL for Sport Leicht (Sport Light) – was introduced at the 1954 New York Auto Show rather than the Frankfurt or Geneva gatherings company models made their usual debuts. Immediately successful and today iconic, the 300 SL stood alone with its distinctive doors, first-ever production fuel injection, and world’s fastest top speed. Even with the upward opening doors, the 300 SL had an unusually high sill, making entry and exit from the car’s cockpit problematic. A steering wheel with a tilt-away column was added to improve driver access. The 300 SL’s main body was steel, with aluminium bonnet, doors and boot lid. It could also be ordered with an 80 kg (180 lb) saving all-aluminium outer skin at tremendous added cost; just 29 were made. Like the W194, the 300 SL borrowed its 3.0 litre overhead cam straight-6 from the regular four-door 300 (W186 “Adenauer”) luxury tourer introduced in 1951. Featuring an innovative diagonal aluminium head that allowed for larger intake and exhaust valves, it was canted to the right at forty-five-degrees to fit under the SL’s considerably lower bonnet line. In place of the W194’s triple two-barrel Solex carburettors, a groundbreaking Bosch mechanical direct fuel injection was installed, boosting power almost 25% over the Grand Prix car’s. Derived from the DB 601 V12 used on the Messerschmitt Bf 109E fighter of World War II, it raised output from 175 hp to 215 hp, almost double that of the original Type 300 sedan’s 115 hp. An optional, even more powerful version, with radical camshaft developed 240 hp @ 6100 rpm and a maximum torque of 217 lb⋅ft @ 4800 rpm, but was rough for city use. The result was a top speed of up to 260 km/h (160 mph) depending on gear ratio and drag, making the 300 SL the fastest production car of its time. However, unlike today’s electrically powered fuel injection systems, the 300 SL’s mechanical fuel pump would continue to inject gasoline into the engine during the interval between shutting off the ignition and the engine’s coming to a stop; this unburned gasoline washed lubricating oil from the cylinder walls, which not only left them unprotected in affected areas during start-up but would dilute the engine’s entire oil supply if the car was not driven hard or long enough to reach a sufficient temperature to evaporate the fuel out of the oil. Exacerbating the problem was the engine’s large racing-oriented oil cooler and enormous 10 litre oil capacity, which virtually guaranteed the oil would not get hot enough. In practice, many owners would block off airflow through the oil cooler and stick rigidly to the appropriately low 1,000 mile recommended oil change interval. An auxiliary fuel pump provided additional fuel for extended high speed operation or cold starts; overuse would also lead to dilution of the oil., Clutch operation was initially very heavy, remedied by an improved clutch arm helper spring which reduced pedal force. From March 1963 to the end of production later that year, a light alloy crankcase was used on a total of 209 vehicles. Aerodynamics played an important role in the car’s speed, with Mercedes-Benz engineers placing horizontal “eyebrows” over the wheel openings to reduce drag. Unlike many cars of the 1950s, steering was relatively precise and the four-wheel independent suspension allowed for a reasonably comfortable ride and markedly better overall handling. However, the rear swing axle, jointed only at the differential, not at the wheels themselves, could be treacherous at high speeds or on imperfect roads due to extreme changes in camber. The enormous fuel tank capacity also caused a considerable difference in handling depending on the quantity of fuel on board. More than 80% of the vehicle’s total production of approximately 1400 units were sold in the US, making the Gullwing the first Mercedes-Benz widely successful outside its home market and thoroughly validating Hoffman’s prediction. The 300 SL is credited with changing the company’s image in America from a manufacturer of solid but staid luxury automobiles to one capable of rendering high-performance sports cars. It should be noted initial sales were sluggish due to many things, of which the price was one. Initial prices were about $6,400, a new Chevrolet Bel-Air could be purchased for $1,700 in the same year. Then there were few mechanics, even at the dealers, who understood the fuel injection system enough to do repairs. Nonetheless, 1400 were built by 1957, at which point Mercedes introduced a roadster version which was broadly similar, but with conventional doors. It was produced until 1963, and achieved sales of 1858 units.

POLESTAR

Making one of their first public appearances were the latest additions to the Polestar range, the 3 and the 4. The latter has caused if not controversy then certainly comment as it has no glass rear window but merely a decorative panel and relies on cameras for rear-ward vision.

PORSCHE

In February 2006, Porsche unveiled the second generation of GT3, the 997 commonly now known as the 997.1 GT3. In addition to a new 415 PS 3.6 litre flat-six engine, the vehicle featured “zero lift” aerodynamics, meaning the car creates only aerodynamic downforce and no grip-diminishing “lift” upwards and away from the road surface. The GT3 made use of a modified, track oriented version of Porsche’s active PASM suspension making it the first of Porsche’s RS or GT3 versions to feature an electronically adjustable suspension system. Also available was a navigation system and Porsche’s “sports chrono” gauge package. The car went to sale in summer of 2006. A total of 917 units were sold in the United States and 46 units in Canada. The 997 GT3 has a rated 0–60 mph acceleration time of 4.1 seconds and has a top speed of 311 km/h (193 mph). Road and Track was able to achieve a 0-60 mph acceleration time of 3.8 seconds. Porsche’s official test-driver Walter Röhrl completed the Nürburgring Nordschleife in 7 minutes 42 seconds with the 997 GT3 in 2006. In 2009, Porsche launched the 2nd Generation 997 GT3 (commonly known as the 997.2 GT3, with an enlarged 3.8 litre engine rated at 435 PS. It also featured a number of new options including dynamic engine mounts and a pneumatically lifting front axle to compensate for the low ground clearance. The rear spoiler was also modified along with other parts of the bodywork. Deliveries in Europe commenced in November the same year. A total of 654 units were sold in the United States and 58 units in Canada.

The RS version of the 991 GT3 was launched at the 2015 Geneva Motor Show, and featured in first drive articles in the press a few weeks later, with cars reaching the UK in the summer and another series of universally positive articles duly appearing. It had very big shoes to fill, as the 997 GT3 RS model was rated by everyone lucky enough to get behind the wheel, where the combination of extra power and reduced weight made it even better to drive than the standard non-RS version of the car. A slightly different approach was taken here, with the result weighing just 10kg less than the GT3. It is based on the extra wide body of the 991 Turbo. Compared to the 991 GT3, the front wings are now equipped with louvres above the wheels and the rear wings now include Turbo-like intakes, rather than an intake below the rear wing. The roof is made from magnesium a bonnet, whilst the front wings, rear deck and rear spoiler all in carbonfibre-reinforced plastic (CFRP), the rear apron is in a new polyurethane-carbonfibre polymer and polycarbonate glazing is used for the side and rear windows. The wider body allows the RS’s axle tracks to grow, to the point where the rear track is some 72mm wider than that of a standard 3.4-litre Carrera and the tyres are the widest yet to be fitted to a road-going 911. A long-throw crankshaft made of extra-pure tempered steel delivers the 4mm of added piston stroke necessary to take the GT3’s 3.8-litre flat six out to 3996cc . The engine also uses a new induction system, breathing through the lateral air intakes of the Turbo’s body rather than through the rear deck cover like every other 911. This gives more ram-air effect for the engine and makes more power available at high speeds. It results in an output of 500 bhp and 339 lb/ft of torque. A titanium exhaust also saves weight. The suspension has been updated and retuned, with more rigid ball-jointed mountings and helper springs fitted at the rear, while Porsche’s optional carbon-ceramic brakes get a new outer friction layer. Which is to say nothing of the RS’s biggest advancement over any other 911: downforce. The rear wing makes up to 220kg of it, while the front spoiler and body profile generates up to 110kg. In both respects, that’s double the downforce of the old 997 GT3 RS 4.0.  The transmission is PDK only. The result is a 0-62 mph time of just 3.3 seconds, some 0.6 seconds quicker than the 997 GT3 RS 4.0 and 0-124 mph (0-200kmh) in 10.9 seconds. The 991 GT3 RS also comes with functions such as declutching by “paddle neutral” — comparable to pressing the clutch with a conventional manual gearbox –- and Pit Speed limiter button. As with the 991 GT3, there is rear-axle steering and Porsche Torque Vectoring Plus with fully variable rear axle differential lock. The Nürburgring Nordschleife time is 7 minutes and 20 seconds. The interior includes full bucket seats (based on the carbon seats of the 918 Spyder), carbon-fibre inserts, lightweight door handles and the Club Sport Package as standard (a bolted-on roll cage behind the front seats, preparation for a battery master switch, and a six-point safety harness for the driver and fire extinguisher with mounting bracket). Needless to say, the car was an instant sell out, even at a starting price of £131,296.

The 918 Spyder was first shown as a concept at the 80th Geneva Motor Show in March 2010. On 28 July 2010, after 2,000 declarations of interest, the supervisory board of Porsche AG approved series development of the 918 Spyder. The production version was unveiled at the September 2013 Frankfurt Motor Show. Porsche also unveiled the RSR racing variant of the 918 at the 2011 North American International Auto Show, which combines hybrid technology first used in the 997 GT3 R Hybrid, with styling from the 918 Spyder. But that version didn’t make it to production. The 918 Spyder was the second plug-in hybrid car manufactured by Porsche, after the 2014 Panamera S E-Hybrid. The 918 Spyder is powered by a 4,593 cc naturally aspirated V8 engine built on the same architecture as the one used in the RS Spyder Le Mans Prototype racing car without any engine belts. The engine weighs 135 kg (298 lb) according to Porsche and delivers 599 bhp at 8,700 rpm and 540 Nm (398 lb/ft) of maximum torque at 6,700 rpm. This is supplemented by two electric motors delivering an additional 282 bhp. One 154 bhp electric motor drives the rear wheels in parallel with the engine and also serves as the main generator. This motor and engine deliver power to the rear axle via a 7-speed gearbox coupled to Porsche’s own PDK double-clutch system. The front 127 bhp electric motor directly drives the front axle; an electric clutch decouples the motor when not in use. The total system delivers 874 bhp and 1,280 Nm (944 lb/ft) of torque. Porsche provided official performance figures of 0-100 km/h (62 mph) in 2.6 seconds, 0-200 km/h (120 mph) in 7.2 seconds, 0-300 km/h (190 mph) in 19.9 seconds and a top speed of 345 km/h (214 mph). Those numbers were surpassed in independent tests which yielded 2.5 seconds for 0-100 km/h, 7.0 seconds for 0-200 km/h, 19.1 seconds for 0-300 km/h, a top speed of 351.5 km/h (218.4 mph) and 17.75 seconds for the standing kilometer with a speed of 295.9 km/h (183.9 mph). The energy storage system is a 312-cell, liquid-cooled 6.8 kWh lithium-ion battery positioned behind the passenger cell. In addition to a plug-in charge port at the passenger-side B pillar, the batteries are also charged by regenerative braking and by excess output from the engine when the car is coasting. CO2 emissions are 79 g/km and fuel consumption is 3 L/100 km (94 mpg) under the New European Driving Cycle (NEDC). The U.S. Environmental Protection Agency (EPA) under its five-cycle tests rated the 2015 model year Porsche 918 Spyder energy consumption in all-electric mode at 50 kWh per 100 miles, which translates into a combined city/highway fuel economy of 3.5 L/100 km (81 mpg). When powered only by the gasoline engine, EPA’s official combined city/highway fuel economy is 26 mpg. The 918 Spyder’s engine is based on the unit used in the Porsche RS Spyder. The 4.6 litre V8 petrol engine can recharge an empty battery on about two litres of fuel. The supplied Porsche Universal Charger requires seven hours to charge the battery on a typical 110 volt household AC socket or two hours on a dedicated Charging Dock installed with a 240 volt industrial supply. An optional DC Speed Charging Station can restore the battery to full capacity in 25 minutes. The 918 Spyder offers five different running modes: E-Drive allows the car to run under battery power alone, using the rear electric motor and front motor, giving a range of 29 kilometres (18 mi) for the concept model. The official U.S. EPA all-electric range is 12 mi (19 km). The total range with a full tank of gasoline and a fully charged battery is 420 miles (680 km) according to EPA tests. Under the E-Drive mode the car can attain a maximum speed of 150 km/h (93 mph). Two hybrid modes (Hybrid, and Race) use both the engine and electric motors to provide the desired levels of economy and performance. In Race mode a push-to-pass button initiates the Hot Lap setting, which delivers additional electrical power. The chassis is a carbon-fibre-reinforced plastic monocoque and the brakes used are electromechanical brakes. The production version was unveiled at the 2013 Frankfurt Motor Show. The 918 Spyder was produced in a limited series and it was developed in Weissach and assembled in Zuffenhausen. Pricing for the 918 Spyder started at €611,000 (US$845,000) or £511,000. Production ended in June 2015 as scheduled. The country with the most orders was the United States with 297 units, followed by China and Germany with approximately 100 orders each, and Canada ordering 35 units.

ROLLS ROYCE

Although the 40/50hp model would in any event have earned its ‘The Best Car in the World’ sobriquet (actually first used by the Pall Mall Gazette in November 1911), Rolls-Royce’s decision to drop all other types only served to focus attention on what would become known as the ‘Silver Ghost’. Prior to 1908, when it relocated to a new factory in Derby, the company founded by engineer Frederick Henry Royce and entrepreneur the Honourable Charles Stewart Rolls had manufactured a variety of models at its Manchester premises. Cars with two, three, four and six cylinders were made, and even an abortive V8, before Managing Director Claude Johnson’s decision to concentrate on the range-topping 40/50hp. The latter had first appeared at the 1906 London Motor Show and became known as the ‘Silver Ghost’ the following year when chassis number ‘60551’ was exhibited wearing silver-painted tourer coachwork by Barker & Co. The heart of the Silver Ghost was its magnificent engine, a 7,036cc (later 7,428cc) side-valve six equipped with seven-bearing crankshaft and pressure lubrication. A sturdy chassis comprised of channel-section side members and tubular cross members was suspended on semi-elliptic springs at the front and a ‘platform’ leaf spring arrangement at the rear, though the latter soon came in for revision. The transmission too was soon changed, a three-speed gearbox with direct-drive top gear replacing the original four-speed/overdrive top unit in 1909. In the course of its 20-year production life there would be countless other improvements to the car, one of the most important being the adoption of servo-assisted four-wheel brakes towards the end of 1923. After a successful 2,000-mile trial under RAC supervision, the factory demonstrator – chassis ‘60551’, ‘The Silver Ghost’ – was entered in the Scottish Reliability Trial, completing the 15,000-mile run with flying colours to set a new World Record. From then on, the car’s reputation was assured, not the least in North America where the wide-open spaces placed a premium on reliability and comfort.  Royce’s uncompromising engineering standards demanded only excellence of his staff in Manchester and later Derby, and no chassis was delivered until it had been rigorously tested. The Silver Ghost remained in production in England until 1925, 6,173 being completed at the Manchester and Derby factories, and until 1926 at Rolls-Royce’s Springfield plant in the USA where a further 1,703 were made, the longest production run of any model from this celebrated company.

Much more recent Rolls Royce models were the recently superceded Dawn and the imposing Cullinan.

RUF

The Ruf CTR (Group C, Turbo Ruf) also known as the CTR Yellowbird or simply Yellowbird, is a limited-production, high performance sports car manufactured by German automobile manufacturer Ruf Automobile. Introduced for the 1987 model year and based on the Porsche 911, the CTR featured an enlarged and highly tuned version of Porsche’s 3.2 litre flat-six cylinder engine, lightened body panels, an integrated roll cage (adding chassis stiffness in addition to occupant safety), upgraded suspension and braking systems, a custom-designed transmission, and several unique trim pieces such as polyurethane bumpers, and the use of the side-mounted oil filler (a Porsche feature for the 1972 model year only) necessitated by relocating the oil tank forward to clear the intercooler on that side. The car received its nickname, “Yellowbird”, during testing by Road & Track magazine, whose staff members noted the contrast created by its yellow paintwork against the overcast skies on the day of their photo shoot. The CTR (abbreviation of “Group C Turbo Ruf”) was based on the 1987 911 Carrera 3.2 as opposed to the 930; Porsche’s factory turbocharged version of the 911. The decision to base the car on the Carrera 3.2 was made because of the 3.2’s slightly lower curb weight and drag coefficient. Factory body panels including the doors, hood and engine cover were replaced with aluminum pieces, helping to reduce an additional 200 kg (441 lb) of weight as compared to the vehicle’s factory curb weight. Efforts to reduce drag, the use of fiberglass front and rear bumpers and a pair of intake ducts on the rear flares to allow airflow to the intercoolers topped the list of body modifications. The rear arches were also slightly increased in width to accommodate the larger Speedline wheels. In addition to the lighter panels, considerable modifications were made to the engine, including boring the cylinders out to 98 mm (4 in) to increase displacement from 3.2 L (3,164 cc) to 3.4 L (3,367 cc), adding an uprated DME fuel injection system originally designed for the Porsche 962 race car. A specifically designed turbo system featuring large twin-turbochargers and twin intercoolers were the main highlights of the modifications done to the engine, bringing total output to 469 PS (463 hp) at 5,950 rpm and 553 Nm (408 lb/ft) of torque at 5,100 rpm. At the time, Porsche offered the 911 3.2 with a 5-speed manual transmission, but the 930 featured only a 4-speed manual transmission, chosen because it was the only unit manufactured by the company that could handle the turbocharged engine’s high power output. Not content with only four forward gears and unable to satisfactorily modify the 5-speed unit, Ruf chose to use a new five-speed transmission of their own design on the CTR, which also gave them full freedom to customise gear ratios.[3] An upgraded suspension system, 17 inch Ruf Speedline alloy wheels, 330 mm (13.0 in) diameter Brembo braking system, and Dunlop’s Denloc system performance tyres were used. The company debuted the vehicle at the end of 1987 with pricing set at US$142,900, although that number could vary depending on whether a given customer ordered it directly from Ruf or brought in a car purchased via dealer for conversion. Ruf manufactured only 29 cars from chassis bought from Porsche; about 20–30 cars were built from customers’ Carreras

SMART

In 2002, Smart introduced a limited-edition variant of the City Cabrio, called the Crossblade. It was a very pure roadster version, without proper windscreen, nor roof or conventional doors, limiting its use. Its weight was still 740 kg. The Brabus-tuned engine developed 71 PS from its 599 cc engine. After Robbie Williams purchased Crossblade number 008, Smart began a marketing association with the British singer, using Williams to promote the brand.

TIPO 184

This is called the Tipo 184, and it’s actually a dinky Mazda MX-5 in Forties period costume. It’s the work of Ant Anstead and the team at Dowsett Cars who wanted to offer an affordable and approachable project build for the average driver. For around £20k (plus a donor Mk2 MX-5) you can buy the kit and build one of these yourself in a week or two, depending on mechanical competence. That’s a lot of historic race car, for not a crippling amount of money. It’ll swallow 100 to 150 hours of your life building one, so we’re told. Worry not, for you can order the kit in smaller, cheaper stages – a bit like those ‘make your own Starship Enterprise!’ magazine series that pop up every January, only with a less surprising final bill for this actual, functioning motor vehicle. Namely £17,700 plus VAT and a forlorn drop-top Mazda. Finish your Tipo 184 imminently and it’ll be limited to track, but a road car conversion kit is coming soon. Which if you’re spending 20 big ones on a car with the modest power output of a two-decade-old roadster, we’d suggest is pretty key to unlocking some of its appeal. Mind with just one seat and no luggage space – plus the need to wear some decent face protection if you aren’t to be pinged mercilessly by stones – it’ll be a road car with a limited-use case. A one-make race series will launch in the UK and USA in 2022, for which you’ll need to ensure your MX-5 is (deep breath) a five-speed manual, 1.8-litre MX-5 or Miata NB produced between 1998 and 2001. The engine’s from an MX-5, so it’s a non-turbo four-cylinder of deliberately modest power. Namely 146bhp (at 7,000rpm) and 124lb ft of torque (at 5,000rpm). But shorn of any roof, doors and most of the MX-5’s other already meagre creature comforts, the Tipo 184 is over 300kg lighter, at 700kg, its mass split 55/45 front/rear. And, somewhat vitally, the driver’s height limit is 6 foot 3. The MX-5’s engine, gearbox, propshaft, diff, braking system (including handbrake cable), suspension and steering rack all remain, the latter with its power assistance removed. The instrument pod also hangs around, and once you’ve navigated your way into the 184 – cagily climbing its exterior componentry like it’s a Total Wipeout obstacle – those are the first things you’ll spot. Their slightly naff, italicised fonts don’t entirely fit the 1940s F1 car vibe, but what’s reassuring about them is the oil and water temperatures don’t really budge when you’re working the car hard. It’s difficult to imagine the Alfa Romeo 158 Alfetta Grand Prix car it pays homage to being able to claim similar, but you’ve sturdy 1990s mechanicals to thank for that.

GOODING and CHRISTIE’s AUCTION

Gooding, now merged with Christie’s to form a new and larger player in the global auction scene, were holding a sale of elegant cars and motorbikes here, and they were on display in the courtyard for all to enjoy. Truly this was like an extension to the main Concours, and indeed some of the cars here have previously been participants in this event.

1939 Alfa Romeo 6C 2300B Corte Lungo: In 1933, Alfa Romeo was in turmoil as, after a series of financial hardships, the company transitioned from nearly 20 years of private ownership to being under the control of the Italian government. Although the Alfa Romeo racing team had seen tremendous success on tracks around the world, the company’s road cars did not sell in great numbers and racing efforts cut into their margins. With an increasing demand for performance luxury cars that were less costly, famed Alfa Romeo engineer Vittorio Jano began to design a new six-cylinder engine for use in the Alfa Romeo 6C 2300, as a lower-cost alternative to Alfa Romeo’s range-topping 8C 2300 and later 2900. Upon its debut at the 1934 Milan Motor Show, the 6C 2300 featured Jano’s new engine, but the chassis was a holdover from the previous generation 6C 1750. In 1935, Alfa Romeo redesigned the chassis, gaining the designation 6C 2300B. This chassis received a rear swing axle, giving the new 6C four-wheel independent suspension and hydraulic drum brakes – the sophisticated architecture it shared with the famed 8C 2900s – making it both superior to drive and more comfortable on the road. This 6C 2300B “Corto” Cabriolet, chassis 813267, is clothed in striking open coachwork by Swiss coachbuilder Carrosserie Worblaufen. Although Worblaufen is one of the lesser-known coachbuilders of the era, their signature sporty, elegant style is on full display with this car’s low convertible top and windshield. The sleek shape is amplified by the Monza-style grille, rear wheel spats, and numerous unique details. The Alfa also features a gorgeous under-bonnet tool set. This 6C received a restoration under previous Italian ownership, documented by photographs on file. Prior to the restoration, it was in astoundingly complete condition, including its remarkably well-preserved original red leather interior. The dual overhead cam inline-six engine is believed to be the original matchingnumbers component based on the firewall-mounted chassis plate. Furthermore, the engine is stamped “GT” for gran turismo, meaning power is increased from the 6C 2300’s standard 68 hp to 76 hp at 4,400 rpm in GT form. Built on a corto (short) chassis, this 6C is 25 cm shorter than the “Lungo” variant. When paired with the GT-specification engine, it makes for an exhilarating prewar Alfa Romeo to drive. During the restoration, the 6C was refinished in a dark blue that complements its original red leather interior, which was thoughtfully retained. This Alfa Romeo 6C 2300B is a beautiful open touring car that, thanks to its elegant Worblaufen coachwork and original interior, would be an excellent entrant for any number of prestigious concours events worldwide.

Alfa Romeo 6C 2500 Sport “Freccia d’Oro”: The 6C was a long-running model in Alfa Romeo’s lineup, and it saw numerous revisions over its 27-year production run. Initially developed by automotive engineering legend Vittorio Jano, the only constant with the 6C name was that the engines had six cylinders. The final variant of the road-going 6C was the 2500, built from 1938 to 1952. The 6C 2500 was first shown just before the start of WWII, but production was understandably slow between 1940 and 1945. However, in 1946, as Europe began to rebuild, Alfa Romeo debuted a new car built on the 6C 2500 chassis. Known as the “Freccia d’Oro” – or Golden Arrow – this car was unique. Where nearly every previous 6C had been bodied by outside contractors, the Freccia d’Oro was built entirely in-house by Alfa Romeo. The Freccia d’Oros were handcrafted luxury cars with sporting driving dynamics. Produced in Alfa Romeo’s Portello workshop in Milan, these were the first 6Cs to have their bodies welded to the chassis rather than affixed by bolts, which improved structural rigidity. Between 1947 and 1952, Alfa Romeo built 680 Freccia d’Oro 6Cs, a small fraction of which are believed to remain today. This 1949 Alfa Romeo 6C 2500 Sport Freccia d’Oro, chassis 916447, is a particularly striking example, finished in its original striking shade of Verde Esmeralda, and benefits from an extensive restoration to concours standards under prior Italian ownership. According to the Alfa Romeo 6C Registry, this car was built in May 1949 for Carlo Alberto Braccini of Rome, who was believed to be the Italian ambassador to Greece at that time. As seen in photographs on file, the Alfa Romeo was finished in black prior to restoration, but Verde Esmeralda paint was visible under the engine bonnet. At this stage, the 6C was a vehicle that, although unrestored, was remarkably complete and a perfect candidate for a concours restoration. This 6C was disassembled and the body was removed from the chassis and stripped to bare metal before being repainted. The tan cloth seats, that were present prior to the restoration, were reupholstered to bring it to the show standard of the rest of the car. The interior is adorned by an optional translucent steering wheel, adding to the car’s Art Deco-era appeal. The Alfa is also equipped with unusual onboard jacks. Now presented in outstanding overall condition, this Sport Freccia d’Oro, with its matching-numbers engine, offers discerning collectors a rare variant of the 6C 2500 that is eligible for a number of prestigious driving events throughout Italy and concours worldwide.

1961 Alfa Romeo Giulietta Spider: The Alfa Romeo Giulietta chassis was highly significant to the company’s history, as it set the course towards compact, agile cars, perfect for postwar Europe. Launched in 1954, the Giulietta ultimately appeared in 4-door saloon/sedan, coupé, spider and estate forms, all these being fitted with 1,290 cc twin-cam inline-four engines. This 1961 Alfa Romeo Giulietta Spider is a remarkably original example that was sold new to Mr. Panichi in Siena, Italy, and was first registered on June 1, 1961. He used the car very sparingly, unwilling to show off too much in front of the employees of his gypsum company. The car was last used for the wedding of his son in 1982, after which it was taken off the road and stored in a barn. Soon after that it became blocked in and hidden by heavy agricultural machinery, only being rediscovered in 2015. Despite this long period of storage, the climatic conditions there were nearly perfect. As a result, the body, paint, and interior are not just original but are in truly stunning condition. In contrast to most other Giulietta Spiders, this car remained highly original, largely untouched and is a time-warp in its truest sense. According to the consignor, it retains its original paint, surface finishes, interior, engine, and gearbox. Upon acquiring the car some years ago, the consignor only undertook a sympathetic mechanical reconditioning, including an engine and gearbox rebuild. This extremely original Giulietta Spider is presented in superb unspoiled condition.

1952 Aston Martin DB2: Though responsible for a number of advanced and noteworthy sports and racing machines, Aston Martin had nonetheless built fewer than 800 cars between its 1913 founding and 1947 acquisition by David Brown, who would launch the company’s trajectory towards Le Mans glory, 007 roles, and status as one of the world’s pre-eminent manufacturers of exotic grand touring cars. This lineage began with the DB2 – not only the earliest Aston Martin developed under Brown, but also the company’s first-ever six-cylinder model. One of only 309 DB2 Saloons built, chassis LML/50/86 is a particularly noteworthy example of the breed. Finished at the factory in Moonbeam Grey over Blue, it was delivered new in June 1952 to its first owner, Richard DuCane, via Brayshaw & Carr Ltd. of Leicester, England. By 1976, Christopher Ronald Pout of Canterbury, had acquired the DB2, followed by Antony Fredrick Cripps of Dorsetshire, who in turn sold it to the consignor in 2003. In 2020, the consignor commissioned marque specialists at Aston Workshop to carry out an extensive restoration, which is documented by over £300,000 in service records on file. The restoration work included a full, concours-quality respray in its original colour as well as a rebuild of its original, matching-numbers engine. With its stunning colors and restoration, LML/50/86 is surely among the finest DB2 extant, and demands your closest attention.

1965 Aston Martin DB5 Vantage: One of the most recognizable classic sports cars of all time is Aston Martin’s DB5 – a car that represents the zenith of the marque, showcasing its vast experience producing exceptional machines for the road and for racing. Introduced to the world in 1963, the DB5 combined the sporting qualities of previous David Brown Aston Martins in a more mature and refined manner. The sophisticated feeling from behind the wheel was echoed in the beautiful Italian-styled aluminum coachwork, handcrafted in the old-world Superleggera (Superlight) method patented by Touring of Milan. Mechanically, the DB5 was an evolution of the already superb DB4. Every DB5 was equipped with the updated four-litre, Tadek Marek-designed, straight-six engine, and all but the earliest examples were fitted with the excellent ZF five-speed gearbox. Other noteworthy improvements to the DB5 included Girling rather than Dunlop disc brakes, standard electric window lifts, and an alternator, the more modern charging system. The result was a well-appointed grand touring car of unapproachable prestige, effortless style, and ample performance. According to the accompanying factory build record copy, this DB5 Vantage, chassis 2021/L, was allocated to be the 1965 Geneva Motor Show car, believed to showcase the introduction of the Vantage engine. One of just 20 left-hand-drive examples built of a total 60 DB5 Vantages, it was delivered by Swiss Aston Martin dealer and Le Mans racer Hubert Patthey to Dr. Victor Gross in Bern, Switzerland. The car has remained in Switzerland ever since; changing ownership just twice in this time. A purchase invoice on file documents that it was purchased for 7,000 Swiss francs on July 26, 1973 by Virgile Habegger, a noted collector who acted as a caring and respectful custodian of this rare, original car for 49 years, until the consignor, a well-known Aston Martin collector, acquired it from his estate in 2022. The factory’s guarantee was issued on March 30, 1965, and the car’s build records show that it was ordered in Silver Birch, the same color it wears today. Additionally, the records show the rare specification and options, including the stunning White Gold interior upholstery, Vantage engine, chrome wheels, Bray immersion heater, spark plug holder, detachable headrest in Fawn VM 846 on the front passenger seat, power-operated aerial, and Ace Silver Peak exhibition plates lettered “DB5.” According to the consignor’s correspondence on file, David Nash of Aston Martin Works confirmed the DB5’s specification, and Tim Cottingham, the registrar and trustee of the Aston Martin Heritage Trust, has confirmed 2021/L is one of only two with this color combination. The paintwork appears to be exceptionally well preserved, with very minor minimal surface corrosion limited to a few small areas; and the chrome presents beautifully, consistent with the cars exceedingly original condition. Stepping inside this DB5, one is greeted by the nostalgic scent of the original Connolly leather interior, aged beautifully over 59 years. The gauges, steering wheel, gear knob, and the balance of the interior appointments have also been exquisitely preserved. Additionally, the car wears its specified Avon Turbospeed GT tires as listed on the build sheet – further evidence of this DB5’s excellent state of preservation. Showing approximately 18,400 km when catalogued, it is rare to find a DB5 as original as this, especially one as uniquely specified and well documented as 2021/L. This svelte Aston Martin is offered with its original owner’s manual, jack, spare wheel, and a significant amount of documentation and correspondence including copies of the original build records, Aston Martin Trust Certificate, BMIHT Certificate, FIVA Certificate, and maintenance invoices supporting the crystalline provenance of this incredibly original and special Aston Martin DB5 Vantage. A factory left-hand-drive DB5 Vantage, with a period show car pedigree and rare options, 2021/L is a must-have for any enthusiast Aston Martin collector and would be an excellent and competitive candidate for a trophy as a concours entrant in a postwar preservation class.

1964 Aston Martin DB5 Convertible: Without a doubt one of the most spectacular and exclusive grand touring machines of the 20th century, Aston Martin’s DB5 represented Newport Pagnell at its very best, a period coinciding neatly with the 1960s golden era of European sports and touring car design and manufacture. Though similar in appearance and general mechanical layout to its DB4 predecessor, 1963’s DB5 concealed a bevy of important upgrades beneath its strikingly handsome Carrozzeria Touring-designed coachwork; key among them a bump in engine displacement from 3.7 to 4.0 litres was particularly notable, raising output of Aston Martin’s fabulously smooth and sonorous twin-cam straight six from 266 to 282 hp. Even more tellingly, torque rose significantly from 255 lbs./ft. to a robust and willing 280. Comfortably ensconced within this now legendary coachwork, privileged Aston Martin DB5 drivers were afforded a distinctly refined driving experience, much of which came courtesy of its newly standardized, fully synchromesh five-speed gearbox. Significantly quieter and easier to operate than the infamous David Brown-designed four-speed it replaced, the German-engineered ZF unit complemented the smooth, torque-rich delivery of Tadek Marek’s famous dual overhead cam straight six, itself now specified with three sidedraft SU carburettors even in standard, non-Vantage form. Of the 1,021 DB5s built between 1963 and 1965, only 123 were convertibles; just 84 were right-hand-drive examples such as the car presented here. A copy of its original build record on file shows that chassis DB5C/1504/R was sold new to W. Morris Esq. of Brasted, Kent, England, on June 3, 1964, and finished in California Sage over a red Connolly leather interior. A total purchase price of £4,691 included extras such as a nonstandard hood colour, Armstrong Selectaride-equipped suspension, a Motorola radio (which illuminates with an Aston Martin logo when powered on), and a power-retractable aerial. Coming into the current owner’s possession in 1987, when he traded his DB5 Coupe toward it, the convertible has lived life along with him and his family, witnessing a proposal, serving as the family wedding car on two occasions, and having a securely belted child’s car seat in the center of the rear seat for his children, then grandchildren. In about 2011, the consignor located an extremely rare removable hardtop for the DB5 – one of as few as seven made. In addition to the crispness it adds to the car’s road manners, it creates a sophisticated look, recalling the very rare and elegant notchback coupe versions of prior Aston Martin models of the David Brown era. Though the convertible remains in largely unrestored and carefully preserved condition, it has benefited from regular care and maintenance as demonstrated by invoices and receipts on file spanning half a century. Documented work ranges from routine mechanical adjustments to a rebuild of the engine, during which a new, unnumbered replacement block was fitted, and its cylinder head was upgraded with modern valves and valve seats for lead-free petrol. The beautifully preserved original interior is of particular note, and it matches beautifully with the burgundy hardtop and the recently re-trimmed red Everflex hood, which stows neatly beneath its leather cover when lowered. The consignor reports that the DB5 Convertible received a bare-metal respray in classic Silver Birch in 2019, and the rear axle was rebuilt in 2021, underscoring his long-standing commitment to keep the rare Aston Martin in top cosmetic and mechanical condition. This is further evidenced by the fact that the car comes with one year MOT from July 2024, with no advisories.

1925 Ballot 2LTS: The Ballot 2LTS was introduced in 1924 and replaced its predecessor the 2LS. The new model employed a more reliable single overhead camshaft engine compared to the dual overhead cam four-cylinder found in the 2LS. Discounting the earlier eight-cylinder racing Ballots, the four-cylinder 2LTS was perhaps the brand’s most popular model. According to correspondence on file, this 2LTS with charming Vanvooren Saloon coachwork was previously owned by Bruce Whitehouse, who had acquired the Ballot prior to WWII and retained it until his death in 1968. Mr. Whitehouse was a great admirer of the marque and owned numerous Ballot automobiles. In 2011, the 2LTS was acquired from Bruce Stopps by the consignor, a respected UK-based early automobile collector and restorer. The Ballot was then restored with the goal of retaining as many original components as possible. However, with a desire to operate the car reliably, a new crankshaft, connecting rods, camshaft, and pistons were constructed utilizing modern materials. Additionally, a lighter clutch assembly was fitted during the restoration. The coachwork was entrusted to John Selway of Gainsborough, Lincolnshire, England, and the upholstery was re-trimmed by Julian Taylor in York, England. Mechanically advanced with an overhead camshaft engine and four-speed gearbox, this 2LTS would be a welcome addition at any vintage car gathering or rally.

1954 Bentley Continental Type R: Bentley’s 1952 introduction of its R-Type Continental startled the automotive world with an unmatched combination of performance, comfort, luxury, and design. It was the fastest four-passenger automobile in the world, as well as the most expensive, with exclusivity further enhanced by a limited production run that ended in 1955 with just 208 R-Type Continentals completed. Targeted for automotive enthusiasts and wealthy connoisseurs with an appreciation for the finest, original owners included Briggs Cunningham, André Embiricos, and Aristotle Onassis. Performance objectives for the R-Type Continental were skillfully executed through the efforts of chief project engineer Ivan Evernden and the Experimental Division. Drawing on Bentley’s racing heritage and, in particular, the success of the Embiricos Bentley which raced three times at Le Mans, weight savings were achieved through the use of aluminum body panels, seat frames, bumpers, and window frames. Mechanical upgrades included a higher compression ratio for the venerable inline six-cylinder engine and a taller rear-end gear ratio enabling high-speed touring with reduced engine revs. This car, chassis BC30C, is one of 190 fitted with H.J. Mulliner’s timeless fastback coachwork to design no. 7277. In addition to Mulliner’s expertise in lightweight body construction, the tasteful incorporation of a lowered radiator shell and steering column allowed for reduced frontal exposure with additional aerodynamic benefits gained from the fastback design, which was wind tunnel tested. Remarkably, this unwavering emphasis on performance, weight reduction, and aerodynamics in no way detracted from traditional Bentley virtues of driving ease, comfort, and luxury, resulting in the pinnacle of grand touring style. In its September 1952 road test of an R-Type Continental, Autocar concluded that it “annihilates great distances,” an apt summation of “a car Britain may be well proud of.” Chassis BC30C came off test on February 26, 1954, and was delivered new 12 days later to Thomas Harvey Simmonds of England through Bristol Motors. A manual gearbox, right-hand-drive example, BC30C was built midway through the Continental production run, benefiting from the improved all-welded frame. Fitted with Mulliner body no. 5643, it was finished in Oxford Blue with light beige hides and carpets, equipped with a radio, manual aerial, and storage recesses in both front doors. According to the consignor, the R-Type received the typical factory 4.9-litre engine upgrade at some point in its history. According to registry entries, it passed through three British owners before acquisition in 1959 by F.H. Wrigley, who retained the car until 1980. Its next owner was Harvey Greenfield, who imported the car to the US where it was used sparingly in New York over the next 19 years. Its current owner acquired the Bentley in 2004 and returned it to England, where its restoration was entrusted to the noted Graeme Hunt Ltd. of London. Over the next two years, it was carefully restored in its original colors, which it carries today. Discreet comfort and convenience enhancements incorporated during restoration include in-dashboard air-conditioning, with air channeled through period-style vents fitted in the walnut fascia, and electric window lifts were sourced from a Rolls-Royce Silver Cloud. Lightweight, bucket-style front seats have been installed, and its original seats accompany the car. The svelte fastback design is enhanced by rear-wheel spats which contribute to a perfectly proportioned visual presentation, and the lower chrome body trim is accentuated by the addition of chrome moldings on the lower edge of the spats featuring Mavroleon wavelets. Chassis BC30C has toured throughout Europe and Scotland under its current long-term ownership, covering 15,000 miles in grand style. It recently benefited from a £7,000 servicing in preparation for future touring. Revered upon its introduction, the R-Type Continental established new benchmarks of performance, comfort, beauty, and exclusivity – and appreciation of this rare model has steadily increased over the past 70 years. Carefully restored, maintained, and enjoyed by its current owner, the many virtues of BC30C are waiting to be realized by its next discerning caretaker.

2001 BMW Z8: Manufactured from 1999 to 2003, the E52 Z8 featured a sleek, retro-styled body inspired by the iconic BMW 507 Roadster. Underpinned by an advanced aluminum space-frame structure, the Z8 was powered by a potent 4.9-liter V-8 engine and six-speed manual transmission borrowed from the contemporary M5 sedan. Developing 394 hp and 369 lbs./ft. of torque, the Z8 was capable of 0–60 mph in about 4.7 seconds and a 155 mph top speed. This 2001 Z8 is finished in Titanium Silver Metallic over a Red and Black leather interior with a Black soft top and a matching hardtop. Standard equipment included air-conditioning, 18” alloy wheels, heated power seats, a radio with a six-disc CD changer, and navigation system. Delivered new in the US in September 2001, this car was imported to the UK in September 2014 and it was subsequently road registered. During the process, this car was fitted with the desirable BMW Performance Package that stiffens the strut towers and protects the chassis from damage. Showing under 7,400 miles at the time of cataloguing, this Z8 has been routinely maintained at authorized BMW service centers. Offered with its books, tools, hardtop, accessories, serialized coffee-table book, 1/18-scale model, and documentation, this Z8 Roadster is a prime example of one of BMW’s most compelling modern designs.

1928 Bugatti Type 40 Grand Sport: The Bugatti Type 40 model was introduced in mid-1926 to replace the highly successful Type 22 and Type 23 “Brescia” Modifie 16-valve models, which had been in production with several improvements since 1920. It used a similar-style chassis as the longer-wheelbase Type 23, and the engine was that of the popular Type 37: a four-cylinder, 69 mm x 100 mm, five plain-bearing crankshaft, plain rods, and three valves per cylinder with parallel crankcase arms, unlike the stepped arms of the Type 37 sports model. A variety of coachbuilders including Jarvis and Gangloff supplied coachwork; however, many examples wore a close-coupled, four-seat torpédo with a single passenger-side door and a hatch on the long tail to provide access to a luggage and tool compartment. This was the famous “Grand Sport” which would be later adapted to the larger Type 43 model. This Type 40 Grand Sport, chassis 40565 with engine and running gear no. 481 on frame no. 496, was delivered in August 1928 to J.B. Arnaud, a small Bugatti agency in Niort, France, reputedly with closed coachwork of uncertain origin. Much of this car’s subsequent 42 years is unknown. However, it emerged in Marseille, France in 1970, with attractive Million-Guiet two-seater coupe body and began a very active life in the hands of several well-known and highly regarded French collectors and enthusiasts, including Louis Quételart, Guy Dubrulle, and Michel Blanchard. The consignor reports that during M. Blanchard’s brief ownership in 2005 the Million-Guiet coupe coachwork was removed and retained, and the present Grand Sport body obtained, restored, and fitted to the car. The restored coachwork, the substructure of which is believed to retain factory numbering, had been in the hands of the legendary Bugatti mechanic and restorer Henri Novo. The Type 40 was then acquired by Marc Rinaldi for his son, François, and daughter-in-law, Caroline Bugatti, Ettore Bugatti’s granddaughter. Mme. Bugatti drove the Type 40 frequently and she participated in numerous rallies with the Club Bugatti France, including the 1st Rencontres Internationales Bugatti rally in Corsica in June 2007. She and the Rinaldis sold the car to the current owner in 2022. According to the consignor, 40565 has benefited from a recent engine rebuild by noted marque specialist Laurent Rondoni, and the gearbox was also overhauled in the past year. The Grand Sport body is attractively finished in black with a tan leather interior and black top with aluminum wheel discs. Remarkably, the original chassis plate proudly remains in place. The beautiful Million-Guiet coupe body is included with the sale, and the next custodian will have the exciting opportunity of continuing this fascinating Bugatti’s history.

Jack Braam Ruben is widely recognized in our industry as one of the foremost traders and collectors of classic and prewar cars in the world, and he has an especially keen sense for the most significant examples from the Bugatti and Alfa Romeo marque. There were four cars from his collection on offer here:

1933 Bugatti Type 43 Roadster Sport Luxe: The Type 43, and its successor, the Type 43A, were conceived as road-going counterparts to the Bugatti Type 35, the most successful and important of prewar Grand Prix racing cars. While a standard Type 43 was equipped with grand sporting coachwork, a 43A signified a car clothed in elegant Jean Bugatti-designed roadster coachwork. Mechanically, the 43A was equipped with a supercharged 2.3-litre inline eight-cylinder engine, based on the engine of the race-winning Type 35B. Bugatti built just 18 examples of the Type 43A, and of these, less than 10 are accounted for today. This Type 43A, chassis 43309, has the penultimate chassis number, and was delivered new to Edouard Michel of Paris in May 1934; it would remain in Europe for the next four decades. During this time, it was displayed at Serge Pozzoli’s famed Montlhéry Motor Museum, as well as the Le Mans Museum. Around 1978 the Bugatti was acquired by noted German Bugatti collector and historian Uwe Hucke. After nine years in Hucke’s ownership, it passed to Dr. Joachim Jantzen of Essen, who entered the car in a number of historic driving events. Next, 43309 joined the collection of Manfred Dolleschel, who entered the Type 43A in the International Rally in the UK in 2004, and the International Rally in Tuscany in 2009. In more recent years, 43309 was exhibited at the Concours of Elegance at St. James’s Palace in 2013, as well as the 2022 Pebble Beach Concours d’Elegance® following completion of the Pebble Beach Motoring Classic. This Type 43A has a gorgeously patinated, two-tone gray finish, with subtle evidence of original black and yellow paint in small sections throughout the exterior. Retaining many important original components according to an accompanying report by marque authority Mark Morris, including its original semi-roller bearing crankshaft, much of its original leather upholstery, and original engine, stamped no. 106. In place of the standard wooden dashboard is a two-piece aluminum dashboard. It is beautifully constructed, shifting all of the gauges from the center of the dash to a panel surrounding the steering column, giving unrestricted access to the centrally-mounted magneto ignition. 43309 represents what is surely an unrepeatable opportunity for the discerning collector to acquire what is widely recognized as one of the best examples of the Type 43.

1935 Bugatti Type 57 Atalante: The Atalante is undoubtedly one of the most distinctive, attractive, and important styles of the venerable Bugatti Type 57. This example, chassis 57252, was built in November 1934 as a first series Grand Raid chassis, featuring a lowered steering column angle compared to a standard Type 57. Though originally intended to be clothed in Grand Raid roadster coachwork, the car was bodied by the factory in early 1935 with Jean Bugatti-designed Atalante coupe coachwork. This was the third such chassis to be equipped in this way. A mere 10 Atalantes would be produced throughout 1935; this very early example features a beautifully tapered tail section, which gives the entire car a lighter, more sporting design. This is achieved through convex wheel covers featuring special hand-formed tear drop shapes, as well as rear fenders which sweep up behind the wheel openings, resulting in the delicately tapered appearance not present on later Atalantes. Chassis 57252 was the third of these 10 Type 57s to receive Atalante coachwork, and of these, only three examples are known to survive today. Ordered new by Bugatti agent Monestier in Lyon for its first owner, Mr. Perrot, it was equipped with 18-inch wire wheels and Lockheed hydraulic brakes, per special customer request. 57252 would pass through a succession of French owners for the next two decades before being sold to famed Belgian Bugatti restorer and dealer Jean De Dobbeleer of Brussels in 1956. In 1957, the Atalante was exported to the US by Bugatti collector Lyman Greenlee. The car would eventually make its way back to Europe, first to Guido Artom in Italy, and then to Peter Rae in the UK. Mr. Rae correctly restored the car to its original specifications, including Scintilla headlamps and Lalique-style running lights mounted atop the fenders. 57252 remained in the UK before joining Mr. Braam Ruben’s collection in 2019. The Dutch collector commissioned a thorough restoration, tasking Bugatti specialist Classic Skills of Lomm, The Netherlands, with the work. The exterior was refinished in its original two-tone smoke and sage green color scheme, the interior was reupholstered, and the dashboard and bumpers were returned to their original configuration. Confirmed to still retain its original engine, no. 195, per documentation on file, this incredibly well-restored and historically important Type 57 Atalante, with its visually distinctive early design, presents a rare opportunity for any discerning Bugattiste and collector.

1935 Bugatti Type 57 Stelvio: This Gangloff-bodied 1935 Bugatti Type 57 Stelvio cabriolet, chassis 57181, was equipped with engine no. 30 and fashioned with a light-colored soft-top hood upon completion. The car was sold new to France and was acquired after World War II by a Swiss owner, before being sold in the late 1960s to David Mize in the US in exceptionally original condition, having traveled only 27,000 km. An avid Bugattiste, Mize would later become the president of the American Bugatti Club. The Stelvio was later sold to collector John Risch, an American of Dutch origin, who won Best in Show with the car at the New Hope Automobile Show in Pennsylvania in 1968. Mr. Risch was the long-term owner of 57181, lovingly retaining it for several decades until his passing in 1991, after which point the car remained with his estate. In 2016, 57181 was displayed at the Pebble Beach Concours d’Elegance® in the Prewar Preservation class, where it was awarded Second in Class, and also completed the Tour d’Elegance. In 2018, the Stelvio was shown at the Amelia Island Concours d’Elegance before joining Mr. Braam Ruben’s esteemed collection in The Netherlands. Surely one of the finest unrestored examples extant, the Stelvio retains a wonderfully patinated original red leather interior, beautifully complimented by a subtle two-tone black and maroon paint scheme.

1938 Bugatti Type 57 Ventoux: This Bugatti Type 57, chassis 57724, with Ventoux coachwork (no. 118) was constructed in October 1938 as automobile production at Molsheim slowly wound down and world events began to take center stage. Originally finished in Gris Deauville (Light Grey) with Havane (Tan) leather interior, it was ordered for stock by Lieutenant Colonel W.L. Sorel of the Brixton Road Bugatti agency in London, a prolific dealership for Bugatti automobiles, with the hopes that a buyer would appear in short order. This was not to be, as it was delivered to London on December 8, 1938, and remained unsold when Ettore Bugatti closed the Brixton Road agency in September 1939, three weeks after the tragic death of his son, Jean, and within a day or two of the outbreak of WWII. Lt. Col. Sorel would have financed his inventory, but it is highly likely that Ettore required “payment in full” when he closed the agency. L.W. Young purchased the car in September 1940, likely for a bargain price. Mr. Young registered the Ventoux as “LMF 566” on September 20, 1940, a year after the entry of England into WWII. The car’s use was likely limited for the ensuing decade. In 1950, the car was purchased by H. Archer-Smith of Nottinghamshire. He owned the Ventoux for 22 years, during which time he painted the car black circa 1954, and then to a two-tone blue prior to 1963 when he participated in the International Bugatti Rally in the UK. In 1972, he sold the car to John N. Frears CBE. He was former chairman of his family’s baking business, Frears and Black, which had been acquired by Nabisco Inc. in 1962. After 10 years in Mr. Frears’ care, the Type 57 was sold in 1982 to well-known Bugatti collector Geoffrey W. Perfect of Penn in Buckinghamshire, joining his two other Bugattis, a Type 37A (chassis 37298) and a T43 (chassis 43171) as well as a large collection of other British sports cars. Mr. Perfect established his lifelong interest in the Bugatti marque during his childhood, when his father maintained several Bugattis belonging to the famed Bugatti enthusiast Francis Curzon, 5th Earl of Howe, who also lived in Penn. During his ownership, Mr. Perfect yet again changed the color scheme of the Ventoux, this time to a distinctive primrose yellow and black. In early 1993, he sold the Bugatti to Louis M. Quételart, a French collector who had inherited several Bugattis from his father. Living in Le Touquet-Paris-Plage, France, M. Quételart would use the Ventoux in a number of French Bugatti Club events and international Bugatti rallies and retained the car for over 25 years before selling it to Jacques Dufau of Anglet, France, in 2019. M. Dufau would only own the car for a year before selling it to prominent Bugatti dealer, Bruno Vendiesse of Lille who in turn sold it to Jack Braam Ruben in 2021, completing Mr. Braam Ruben’s collection of Type 57s with every form of factory coachwork. Returned to a striking single-tone black color scheme by Mr. Braam Ruben with a centrally mounted fog lamp that had been initially installed by Geoffrey Perfect in 1982, chassis 57724 is among the last Type 57s supplied with the two-door Ventoux coachwork, of which approximately 120 were built. Chassis 57724 benefits from significant mechanical attention, including rebuilding the carburetor, water pump, and ignition, new celeron gears, and a new radiator core. Under Mr. Braam Ruben’s ownership, the Ventoux took part in the Bugatti Club Netherlands Rally, and was exhibited at Retromobile in Paris. According to a copy of its entry in The Bugatti Registry on file, this Type 57 sits atop its original frame (no. 359) and retains its original engine (no. 523) and front axle (no. 523). Properly sorted and beautifully finished, this Ventoux, which retains a high degree of originality, would be a superb addition to an existing Bugatti collection or the perfect example with which to start one.

1974 Ferrari 365 GT4 Berlinetta Boxer: Introduced in 1973, the Ferrari 365 GT4 Berlinetta Boxer (BB) marked a significant departure for Ferrari, being the company’s first mid-engine, 12-cylinder road car, a layout previously reserved for their Grand Prix and prototype racing machines. This groundbreaking shift was driven by Ferrari’s need to compete with newcomers in the supercar landscape, such as the Lamborghini Miura and Maserati Bora. In order to compete, Ferrari placed a unique 4.4-liter flat-12 “boxer” engine, which produced 380 hp and allowed for a lower center of gravity – a stark contrast to the traditional front-engine layout of its predecessor, the 365 GTB/4 Daytona. Particularly impressive was the way in which the Berlinetta Boxer combined performance with innovative design and construction techniques. Its sleek, aerodynamic wedge design, penned by Pininfarina, was characterized by a low-slung, angular profile, accentuated by modern pop-up headlights. Its construction utilized a tubular steel chassis and lightweight body panels, enhancing performance through reduced weight and a near-perfect weight distribution. Only 387 units were built between 1973 and 1976 before being replaced by its successor, the 512 BB, and later the 512 BBi. Each would continue the Boxer lineage but refine the concept and retain the core principles introduced by the 365 GT4 BB. Chassis 17649, presented here, is one of just 58 examples originally delivered to the UK market in its right-hand-drive configuration. Completed on February 5, 1974, it was originally finished in Blu Chiaro (Light Blue) with a beige Connolly leather interior. Its first owner, D.K. Shead, purchased the BB in March of the same year from Colonel Ronnie Hoare’s Maranello Concessionaires and registered it as “77 D.” Throughout the early 1980s, the car changed hands multiple times, acquiring several registrations including “CJ 15,” “RLJ 565M,” and “8332 RE,” reflecting its ownership by A.G.F. Oldworth, Peter English, and Roger L. Earl, respectively. In the mid-1990s, Christopher Roberts owned the Ferrari, registering it as “DBY 462M,” the number plate that has remained with the car to this day. The BB remained in the greater London area throughout the late 1990s and early 2000s in largely original condition. During this time, it was cared for by Bob Houghton Ltd. of Gloucestershire, and received a new gearbox and speedometer replacement at just over 42,000 miles. By June 2012, it had changed hands once more before being subjected to an extensive restoration. The restoration was ultimately completed by marque specialists Keys Motorsport Ltd. of Silverstone between 2014 and 2020, costing a substantial £94,000. Since its completion, 17649 has been treated to a pampered lifestyle with very few miles accumulated post-restoration.

1987 Ferrari Mondial 3.2 Quattrovalvole: Unveiled at the 1980 Geneva Motor Show, the Ferrari Mondial was the replacement for the 308 GT4. Designed by Pininfarina, the Mondial featured modern styling, pop-up headlights, and 2+2 seating. Throughout its 1980–1993 production, the Mondial saw several upgrades. To remedy performance concerns, the Quattrovalvole engine, featuring four valves per cylinder, was introduced in 1982. In 1985, a 3.2-liter, 270 hp engine reduced the 0–60 mph time to the low seven-second range. Along with the new engine, the 3.2 Mondial received cosmetic updates including new bumpers, wheels, and interior. This Ferrari Mondial 3.2 Quattrovalvole, one of 152 examples built in right-hand drive configuration, is handsomely finished in Blue Serra with a Crema leather interior. Delivered new by H.R. Owen Ferrari in April 1987, it came equipped with a MOMO steering wheel, electric windows, and air-conditioning. Under current ownership, this Mondial was treated to significant servicing by marque specialist QV London in 2023 including a major engine-out service with new cambelts, spark plugs, gaskets, and hoses. The gearbox was rebuilt and a new clutch was fitted, while the suspension and other serviceable components were refurbished or replaced. Showing just 40,275 miles at cataloguing, this Mondial remains largely original, apart from 17″ Ferrari 348 Speedline alloy wheels and a Blaupunkt Cupertino radio. Offered with its books, tools, jack, spare, and extensive documentation, this recently serviced Mondial 3.2 Quattrovalvole is ready for its next owner.

2010 Ferrari 612 Scaglietti: Produced from 2004 to 2010, the 612 Scaglietti replaced the 456 in Ferrari’s lineup. Designed by Pininfarina, the new model was named for Sergio Scaglietti who styled some of Ferrari’s most elegant models during the 1950s and 1960s and paid homage to a one-off 375 MM coupe that director Roberto Rossellini commissioned as a gift to his wife Ingrid Bergman. Finished in Nero Daytona Metallic (Daytona Black Metallic) over a Tan leather interior, this 2010 Ferrari 612 Scaglietti is fitted with an improved, more responsive six-speed F1A “Super Fast” semi-automated gearbox. Specified through the exclusive “One-to-One” (OTO) personalization program, additional equipment included an electrochromatic glass roof, carbon ceramic disc brakes, Giallo-painted tachometer and brake calipers, Scuderia shields, iPod connectivity, navigation system, and contrasting stitching. A desirable HGT2 handling package added a sports exhaust system, a revised rear anti-roll bar, chrome rear grilles, and 20 ball-polished Challenge wheels. With an extensive Ferrari service history, this 612 showed less than 18,000 miles at cataloguing and benefits from paint-protection film on its front-facing surfaces. Offered with its books, tools, and car cover, this versatile OTO Ferrari 612 is ready to be enjoyed by its next owner.

1959 Jaguar Mark 1: Introduced in 1955, Jaguar’s Mk I cemented the reputation of Sir William Lyons’ firm as purveyors of beautiful, advanced automobiles for discerning enthusiasts. The first Jaguar with unit-body construction, the Mk I counted remarkable lightness and strength on a long list of more readily apparent attributes, such as its elegant, minimally adorned exterior. Simultaneously evoking athleticism and luxury, this timeless shape offered a quiet but precise summation of the pervading character of the beguiling machine beneath. For all the model’s accolades, this Jaguar Mk I is a particularly noteworthy example. Manufactured in August 1959, it is among the final 46 right-handdrive Mk Is built and remains in its original colour combination of British Racing Green over a Suede Green leather interior. It was delivered via Jaguar dealer Moore of Brighton, on September 9, 1959, to its first owner, Dr. Hal Koefman of London, who retained the Mk I until 1965. After passing among several enthusiasts, its next known owner was Mr. Hewitt of Surrey, who discovered the Jaguar in storage in 2002 and commissioned a sympathetic restoration, which included body repairs and an engine rebuild. In 2009, it was acquired by marque specialists JD Classics, which further refurbished the car. Work included overhauling the cooling and brake systems, new wheels and tires, a repaint, new carpeting, and an engine bay detailing. Retaining its matching-numbers engine, this Jaguar Mk I is a fine example of one of the marque’s most usable and sporting four-place automobiles.

1934 Lagonda M45 4 ½ litre Pillarless Saloon: In 1933, Lagonda debuted its M45 model; the Meadows-designed 4 1/2-litre straight six engine was applied to the lightweight 3-litre chassis, making it a formidable, dynamic car. According to its extensive history file, this M45, registered “AEL 30,” and carrying factory pillarless saloon coachwork, was first sold in Bournemouth, to Mr. Beechey-Newman, a resident of Northampton. Later, after passing through various UK-based owners over the ensuing decades, it was purchased by respected Lagonda club member Herb Schofield in 1983. Preserved in his care, the M45 received thoughtful mechanical work and coachwork substructure repairs, while carefully retaining the originality and overall presentation of the Lagonda. In 1992, the Lagonda was acquired by collector Alan Whitehead of Bolton, Lancashire, and it remained with him for over 30 years. Confirmed by a volume of invoices, Mr. Whitehead had considerable restoration work performed, but the car has not lost its original essence. This is especially evident in the splendid pattern of its oxblood leather hides. In 2004, the Lagonda’s engine was rebuilt and, during his tenure, Mr. Whitehead participated in numerous club rallies, and the car earned awards at various concours. In early 2023, AEL 30 was acquired by the consignor, a highly respected UK-based collector with a stable with some of the finest prewar motorcars. He drove it spiritedly on a recent rally to Yorkshire, which reinforced his confidence in the Saloon’s abilities and reliability. AEL 30 includes a bootlid-mounted tool set, manuals, a copy of its build record, and its superb history file, which ably brings this splendid Lagonda’s previous existence to life.

1928 Lancia Lambda 8^th Series Torpedo: The revolutionary Lancia Lambda combined a host of innovative features developed by Vincenzo Lancia and his talented team into a harmonious whole. They took a clean sheet approach which set the Lambda apart from all of its contemporaries and showed other manufacturers the path for the future. The monocoque chassis-less construction combined with independent front suspension, great rigidity, light weight and highly effective brakes capable of a 1g stop were all key features. The handling and roadholding were far ahead of any contemporary car and so impressed Rolls-Royce that they purchased a Lambda and disassembled it in an effort to discover the secrets of its remarkable road behaviour. This car is the only known survivor of the nine cars which Lancia prepared for the 1928 Mille Miglia. According to the consignor, it retains its original body, engine, and special Mille Miglia features; it also has a continuous history from new. The special features include a cut-down driver’s door, long flowing wings, high running boards different from the standard Torpédo, additional adjustable rear shock absorbers, twin Autovac fuel supply units, a Pirotta cylinder head, and 120-liter fuel tank with a large external filler. Available records do not show which of the factory-prepared cars was driven by which driver and co-driver; however, a certificate from Lancia confirms that this is a genuine Mille Miglia car, confirmed by its history and special features. In one of the nine factory-prepared Lambdas, drivers Strazza and Varallo challenged for the lead over a long period but dropped a valve in the closing stages to come in 3rd Overall and win their class. Moreover, with two other Lambdas finishing in 7th and 9th Overall and also 11th and 19th, the race was a vindication of the Lambdas’ superior handling and excellent preparation, although the cars lacked sufficient power to challenge Campari who won the race in his Alfa Romeo. After the 1928 Mille Miglia, the car was sent by Lancia to its English subsidiary at Alperton on the outskirts of London. An article in the April 12, 1929 edition of The Autocar, reviewing this Lancia refers to it as the “Thousand Mile” car and discusses the twin Autovac system and the large fuel tank taking up most of the luggage compartment. Lancia England then sold the car to Fred Bird, an American who divided his time between London, Switzerland and Cabris in the south of France, circa 1930. Mr. Bird added an astonishing 250,000 miles to the car before eventually retiring it. Circa 1960 it was acquired by Edmund Tory, a UK Lancia club stalwart, before coming into the hands of Gerald Batt circa 1970. Mr. Batt was a well-known English Lambda enthusiast who at one time had no less than 17 examples. Recognizing the rarity and historical importance of the car, Mr. Batt parted with a Rolls-Royce Silver Ghost in order to acquire the Lambda. Approximately fifteen years ago, the present owner visited Mr. Batt and expressed interest in the Lambda, which Mr. Batt said he would never sell. Years later and after much patience, the present owner managed to buy the car from Mr. Batt. Following a gentle recommissioning, the present owner and his wife embarked on the 2019 1000 Miglia retrospective, on which the car performed faultlessly. Immediately after the finish of the 1000 Miglia, they took the car to the Concorso d’Eleganza Villa d’Este, where the judges fully appreciated the car’s history, originality, and recent historic exhibition use. The Lancia received the FIVA Award for best preserved and most original prewar car. On returning to England, the Lambda was taken to noted restorer Jonathan Wood. He carried out a full assessment of the car and undertook the work necessary to return it to proper running condition in all departments. The work included overhaul of front and rear suspension, new wheels and tires, manufacture of a new 120-liter stainless steel fuel tank, overhaul of the electrical system, including installation of hidden coil ignition, and realignment of the engine, gearbox, and prop shaft. The Lambda is UK-registered with its long-term number “MP 4770” and comes with an extensive history file, including a copy of the Anniversary Edition of Automobile Magazine, which features an article on the car when it was owned by Gerald Batt. The chance to acquire this Lambda MM Torpédo Tourer, with its 1928 Mille Miglia history, irreplaceable originality, and vast event eligibility, is an opportunity not to be overlooked.

1936 Lancia Astura 3^rd Series Cabriolet Tipo Bocca: The now legendary Astura model was introduced in 1931 with a 2.6-liter, narrow-angle V-8 engine. By 1934, it had been enlarged to 2.9 liters for added low-end torque, and the chassis’ advanced specification included power-assisted brakes, adjustable rear shock absorbers, central chassis lubrication, and a light, easy-to-master gearbox. Top speed was more than 80 mph, with handling, roadholding, and brakes to match. The Astura chassis was available in long- and short-wheelbase versions, and the greatest Italian carrozzerie, such as Pinin Farina, Castagna, and Viotti competed to create luxurious, beautiful, and sporty bodies for it. As a result of these commissions, Asturas became regular concours d’elegance prize winners in the 1930s, and continue to be so today, 90 years hence. The stunning Astura offered here, chassis 33-5301, is among the 328 Corto (short) 122” (3,100 mm) wheelbase examples built. According to its certificate of origin on file, the finished chassis was delivered to Pinin Farina in summer 1936, where it was outfitted with the spectacular, rakish, and sporting cabriolet body it wears today – named the Tipo Bocca – which was designed by Mario Revelli di Beaumont. It is one of just six such cabriolets, each subtly different, that were commissioned by Vittorio Bocca, who operated a Lancia dealership in Biella; the six cars were divided into short- and long-chassis variants. The design included several intricate and delicately constructed components that complement the coachwork’s design, including a folding V-shaped windshield, a waterfall-style grille with an unusual combination of vertical and horizontal chrome bars, finely detailed bonnet-side vents, and a chrome side molding that runs the length of the car and ingeniously accents the coachwork, adds visual length, and encircles the bootlid. Inside, a delicate chrome strip frames the Art Deco-style cockpit, which features an engraved instrument binnacle, basket-weave pattern leather seats, wooden seatback caps, as well as Bakelite handles and control knobs. Desirably constructed on the Corto chassis, 33-5301 is believed by the consignor to have been delivered new in Germany, and may have been displayed at the Berlin Motor Show in 1937. It is fitted with a circular-dial, dashboard-mounted Telefunken radio that provides an additional hint of its possible early German history. In 1982, the Astura was discovered by a Swiss collector in New York in a deteriorated, unrestored state. He soon imported it to his native land whereupon a detailed restoration was begun, and the project reportedly spanned an astonishing 38 years. Various talented Swiss craftsmen were retained to bring the Lancia to its current, attractive presentation in anthracite metallic, which is perfectly complemented by its oxblood leather interior. The Astura has now rejoined its surviving Bocca sister cars, one of which was awarded Best of Show at the prestigious Pebble Beach Concours d’Elegance® in 2016, the only Lancia ever to take the top prize at the prestigious event. This award aptly underscores not only the reputation and status of the Lancia marque, but also the high regard in which the Astura model is held, and the undeniable elegance of the Bocca design. In the care of the consignor, a fanatical Lancista, the Astura has been treated to significant post-restoration tuning and improvement by the respected Jonathan Wood Restorations, Ltd., including an overhaul of the front suspension, brakes and instruments. Today, the Lancia presents extraordinarily well, retaining its proper Marchal head and fog lights, trim, lenses, streamlined door handles, and countless dazzling details. The owner describes the Astura as the perfect combination of prewar classic, postwar sports car, and European exotic. Rare and widely admired when new, the Lancia Astura Bocca is now revered as one of the most beautiful European prewar cars ever built. Unshown since its completion, this exquisite Lancia represents a rare opportunity for devotees of the marque and those with an eye for artfully designed and ingeniously built automobiles.

1955 Pegaso Z-102 Berlinetta: Surely among the most extraordinary sports cars built in the immediate post-WWII era is the Pegaso Z-102. The origin of the Pegaso dates to 1946, when the Spanish government established Empresa Nacional de Autocamiones S.A. (ENASA) to manufacture heavy commercial vehicles such as trucks, buses, and tractors. According to legend, General Francisco Franco was determined to demonstrate to the world that Spain could design and build a state-of-the-art product; to that end, he tasked ENASA with building a world-class sports car. Spanish engineer Wifredo Ricart, formerly the head of engineering at Alfa Romeo, was recruited for the job. The former Hispano-Suiza factory in Barcelona was redesigned and lavishly re-equipped to facilitate the manufacturing of a limited-production, high-performance sports car. The resulting Pegaso Z-102 was unveiled at the 1951 Paris Salon de l’Automobile and, by all accounts, was one of the most technically advanced machines of its day. Virtually every part of the Pegaso was designed, made, and tested in-house, except for its German Bosch electronics and Italian-made Weber carburetors. The car’s V-8 engine was a classic example of Ricart’s elaborate approach to engineering; it featured four gear-driven overhead camshafts, 32 valves, dry sump lubrication, and all-alloy construction. This magnificent powerplant was placed in a sophisticated pressed-steel chassis that featured a complex, independent front-suspension arrangement, a De Dion rear axle, rear-mounted five-speed transaxle, and enormous finned-aluminum drum brakes mounted inboard at the rear. Intended as an exclusive, high-speed GT that could also be prepared for racing, the Z-102 was bodied by some of the most famous European coachbuilders, including Touring and Saoutchik, as well as Spanish firms like Serra. The Pegaso showed incredible promise, winning prizes at European concours d’elegance and competing in the 24 Hours of Le Mans and Carrera Panamericana; but ultimately, fewer than 85 examples of the Z-102 were built through 1958. A victim of its own ambitions, the Z-102 never realized its true potential in period. Today, however, these remarkable cars are recognized by sophisticated collectors who appreciate their uncompromising design, build quality, and exclusivity. The Z-102 presented here, chassis 01021530167, is a rare Series II variant – one of just 10 such examples built toward the end of production. Distinguished by its larger 3.2-liter engine, which produces 210 hp at 6,000 rpm, this Z-102 Series II features elegant Berlinetta bodywork by the revered Italian coachbuilder Touring of Milan. In total, Touring produced bodies for 23 Pegasos, all using the firm’s patented Superleggera (Super light) method, which utilizes aluminum panels over a tubular inner structure. The history of this Z-102 can be traced back to its original owner, Alfredo Urra of Pamplona, Spain, a wealthy associate of General Franco and the proprietor of Frenos Urra SAE, the official supplier of braking components for ENASA. According to the consignor, this Z-102 is believed to have been registered as “NA 11-095” and used to test the company’s new Super-Hydrovac brakes, with gentleman driver Francisco “Paco” Godia-Sales conducting his tests on public roads near Barajas, at speeds in excess of 200 km/h. In 1960, ownership of the Pegaso transferred to Alejandro Espino of Palencia. An amateur racing driver, Espino entered the Z-102 in several rallies including the 1961 Rally RACE, as well as the Rally de la Toja and Rally de San Antolin in 1962. It is believed that he retained the car until the early 1990s, when it was sold to Dr. F. Aguilera Novo of Pamplona. In 2007, the Pegaso was sold to English enthusiast Douglas Blain, the co-founder of Car magazine and publisher of The Automobile. A noted preservationist with a passion for unrestored cars, Mr. Blain sought to carry out a sympathetic restoration of the Z-102 that would return it to its original splendor without erasing its well-preserved, original features. To this end, he commissioned the renowned The Light Car Company of Oxford, England, to oversee the restoration, which included a rebuild of the car’s complex transaxle and steering system. Cosmetic work included a repaint in the attractive, original two-tone color scheme. The car’s original interior, with its delightful patina, was left untouched. The original engine was entrusted to specialist firm Formhalls of Fordingbridge, Hampshire, where it was rebuilt with new internals, balanced, and dyno’ed. Once completed, the Pegaso was shown at the Heveningham Concours, displayed at the Cartier Style et Luxe exhibit at Goodwood, and took part in a special Autoworld exhibit called, “Pegaso: The Forgotten Marque” at InterClassics in Brussels. It also competed in the Ollon-Villars historic hill climb in Switzerland, demonstrating that it was not simply restored for the concours circuit alone. The current owner, a European collector with a passion for exotic 1950s sports cars, has continued to refine the Z-102 under his ownership, undertaking further cosmetic improvements and mechanical sorting measures based on his experience owning several other Pegasos. Rarely exhibited, other than an outing at the 2023 Concours of Elegance at Hampton Court Palace, this striking and impressively prepared Pegaso is poised for further success on the show field and would be a worthy entrant to prestigious events like the Pebble Beach Concours d’Elegance®, where it has never before been shown. Furthermore, its ideal Series II specification and recent mechanical restoration make it an exciting choice for exclusive driving events around the world. A Touring-bodied Series II Z-102 with a superb provenance, period competition history, and thoughtful restoration, this Pegaso is undoubtedly among the finest examples of this fascinating Spanish marque to be found. Any collector with an appreciation for engineering is sure to be impressed by this car’s extraordinary specification and build quality, and it would complement any significant collection of 1950s sports cars, rounding out an otherwise complete display of fine European marques.

1926 Sunbeam 3 Litre Super Sports: In 1924, Sunbeam introduced the 3 Litre Super Sports, which combined the lively performance of the racing-derived twin-cam, dry sump, fixed-head inline six-cylinder engine and the elegant layout of open touring coachwork. The Sunbeam factory team placed 1st Overall at the 1923 French Grand Prix with Henry Segrave at the wheel, however, despite this, as few as 250 of these sporting Sunbeams were built. This 3 Litre Super Sports was first registered to Robert Constantine, a shipping line owner, at the end of 1926. It had a succession of respected UK owners until 1987, when it was acquired by the highly regarded, early car restorer Keith Taylor, who conducted a mechanical and cosmetic restoration over the next three years. A new, balanced crankshaft and Arrow Precision connecting rods were fitted to the dry sump engine and a set of close ratio gears were manufactured and fitted to the gearbox. In 1992, the car was exhibited at the prestigious Oulton Park Concours, where it was awarded the Cheshire Life Trophy for elegance and the Martini Trophy for quality of restoration. The 3 Litre was sold to a fellow UK enthusiast, Stephen Battye, in 2003 and the car has been in his family’s ownership since, having taken part in numerous race meetings and rally events in the UK and overseas. With its Grand Prix-derived engine and open coachwork, this 3 Litre Super Sports is sure to delight its next owner at myriad vintage driving events.

IN THE CAR PARK

Many people come by car to this event, and there is a large grass field just across the road used as the main public car park, for which you need to remember to buy a ticket in advance unless you want to feel gouged at the cost. Not surprisingly, there are lots of nice cars to be seen scattered among the more modern stuff and Classic & Sportscar magazine also arrange for an area to be reserved for evident classics. I had a quick look around when I arrived and then, some hours later, another scout around though by this time there were plenty of spaces where people had already departed. The cars that caught my attention follow in this section of the report.

Alfa Romeo GT Junior:  There’s a complex history to this much-loved classic. The first car was called the Alfa Romeo Giulia Sprint GT, and was revealed at a press event held at the then newly opened Arese plant on 9 September 1963, and displayed later the same month at the Frankfurt Motor Show. In its original form the Bertone body is known as scalino (step) or “step front”, because of the leading edge of the engine compartment lid which sat 1/4 an inch above the nose of the car. The Giulia Sprint GT can be distinguished from the later models by a number of features including: Exterior badging: Alfa Romeo logo on the front grille, a chrome script reading “Giulia Sprint GT” on the boot lid, and rectangular “Disegno di Bertone” badges aft of the front wheel arches; flat, chrome grille in plain, wide rectangular mesh without additional chrome bars; single-piece chrome bumpers; no overriders. Inside the cabin the padded vinyl dashboard was characterised by a concave horizontal fascia, finished in grey anti-glare crackle-effect paint. Four round instruments were inset in the fascia in front of the driver. The steering wheel was non-dished, with three aluminium spokes, a thin bakelite rim and a centre horn button. Vinyl-covered seats with cloth centres and a fully carpeted floor were standard, while leather upholstery was an extra-cost option. After initially marketing it as a four-seater, Alfa Romeo soon changed its definition of the car to a more realistic 2+2. The Giulia Sprint GT was fitted with the 1,570 cc version of Alfa Romeo’s all-aluminium twin cam inline four (78 mm bore × 82 mm stroke), which had first debuted on the 1962 Giulia Berlina. Breathing through two twin-choke Weber 40 DCOE 4 carburettors, on the Sprint GT this engine produced 105 hp at 6,000 rpm. Like all subsequent models, the Sprint GT was equipped with an all-synchromesh 5-speed manual transmission. The braking system comprised four Dunlop disc brakes and a vacuum servo. The rear brakes featured an unusual arrangement with the slave cylinders mounted on the axle tubes, operating the calipers by a system of levers and cranks. According to Alfa Romeo the car could reach a top speed of “over 180 km/h (112 mph)”. In total 21,902 Giulia Sprint GT were produced from 1963 to 1965, when the model was superceded by the Giulia Sprint GT Veloce. Of these 2,274 were right hand drive: 1,354 cars fully finished in Arese, and 920 shipped in complete knock-down kit form for foreign assembly. For 1966, the Giulia Sprint GT was replaced by the Alfa Romeo Giulia Sprint GT Veloce, which was very similar but featuring a number of improvements: a revised engine—slightly more powerful and with more torque—better interior fittings and changes to the exterior trim. Alongside the brand new 1750 Spider Veloce which shared its updated engine the Sprint GT Veloce was introduced at the 36th Geneva Motor Show in March 1966, and then tested by the international specialist press in Gardone on the Garda Lake.  Production had began in 1965 and ended in 1968. The Giulia Sprint GT Veloce can be most easily distinguished from other models by the following features: badging as per Giulia Sprint GT, with the addition of round enamel badges on the C-pillar—a green Quadrifoglio (four-leaf clover) on an ivory background—and a chrome “Veloce” script on the tail panel; black mesh grille with three horizontal chrome bars; the grille heart has 7 bars instead of 6; stainless steel bumpers, as opposed to the chromed mild steel bumpers on the Giulia Sprint GT. The bumpers are the same shape, but are made in two pieces (front) and three pieces (rear) with small covers hiding the joining rivets. Inside the main changes from the Giulia Sprint GT were imitation wood dashboard fascia instead of the previous anti-glare grey finish, front seats revised to a mild “bucket” design, and a dished three aluminium spoke steering wheel, with a black rim and horn buttons through the spokes. The Veloce’s type 00536 engine, identical to the Spider 1600 Duetto’s, featured modifications compared to the Giulia Sprint GT’s type 00502—such as larger diameter exhaust valves. As a result it produced 108 hp at 6,000 rpm, an increase of 3 hp over the previous model, and significantly more torque. The top speed now exceeded 185 km/h (115 mph). Early Giulia Sprint GT Veloces featured the same Dunlop disc brake system as the Giulia Sprint GT, while later cars substituted ATE disc brakes as pioneered on the GT 1300 Junior in 1966. The ATE brakes featured an handbrake system entirely separate from the pedal brakes, using drum brakes incorporated in the rear disc castings. Though the Sprint GT Veloce’s replacement—the 1750 GT Veloce—was introduced in 1967, production continued throughout the year and thirty final cars were completed in 1968.  By then total Giulia Sprint GT Veloce production amounted to 14,240 examples. 1,407 of these were right hand drive cars, and 332 right hand drive complete knock-down kits. The Alfa Romeo 1750 GT Veloce (also known as 1750 GTV) appeared in 1967 along with the 1750 Berlina sedan and 1750 Spider. The same type of engine was used to power all three versions; this rationalisation was a first for Alfa Romeo. The 1750 GTV replaced the Giulia Sprint GT Veloce and introduced many updates and modifications. Most significantly, the engine capacity was increased to 1779 cc displacement. Peak power from the engine was increased to 120 hp at 5500 rpm. The stroke was lengthened from 82 to 88.5 mm over the 1600 engine, and a reduced rev limit from 7000 rpm to 6000 rpm. Maximum torque was increased to 137 lb·ft at 3000 rpm. A higher ratio final drive was fitted (10/41 instead of 9/41) but the same gearbox ratios were retained. The result was that, on paper, the car had only slightly improved performance compared to the Giulia Sprint GT Veloce, but on the road it was much more flexible to drive and it was easier to maintain higher average speeds for fast touring. For the United States market, the 1779 cc engine was fitted with a fuel injection system made by Alfa Romeo subsidiary SPICA, to meet emission control laws that were coming into effect at the time. Fuel injection was also featured on Canadian market cars after 1971. Carburettors were retained for other markets. The chassis was also significantly modified. Tyre size went to 165/14 from 155/15 and wheel size to 5 1/2J x 14 instead of 5J x 15, giving a wider section and slightly smaller rolling diameter. The suspension geometry was also revised, and an anti-roll bar was fitted to the rear suspension. ATE disc brakes were fitted from the outset, but with bigger front discs and calipers than the ones fitted to GT 1300 Juniors and late Giulia Sprint GT Veloces. The changes resulted in significant improvements to the handling and braking, which once again made it easier for the driver to maintain high average speeds for fast touring. The 1750 GTV also departed significantly from the earlier cars externally. New nose styling eliminated the “stepped” bonnet of the Giulia Sprint GT, GTC, GTA and early GT 1300 Juniors and incorporated four headlamps. For the 1971 model year, United States market 1750 GTV’s also featured larger rear light clusters (there were no 1970 model year Alfas on the US market). Besides the chrome “1750” badge on the bootlid, there was also a round Alfa Romeo badge. Similar Quadrofoglio badges to those on the Giulia Sprint GT Veloce were fitted on C pillars, but the Quadrofoglio was coloured gold instead of green. The car also adopted the higher rear wheelarches first seen on the GT 1300 Junior. The interior was also much modified over that of earlier cars. There was a new dashboard with large speedometer and tachometer instruments in twin binnacles closer to the driver’s line of sight. The instruments were mounted at a more conventional angle, avoiding the reflections caused by the upward angled flat dash of earlier cars. Conversely, auxiliary instruments were moved to angled bezels in the centre console, further from the driver’s line of sight than before. The new seats introduced adjustable headrests which merged with the top of the seat when fully down. The window winder levers, the door release levers and the quarterlight vent knobs were also restyled. The remote release for the boot lid, located on the inside of the door opening on the B-post just under the door lock striker, was moved from the right hand side of the car to the left hand side. The location of this item was always independent of whether the car was left hand drive or right hand drive. Early (Series 1) 1750 GTV’s featured the same bumpers as the Giulia Sprint GT Veloce, with the front bumper modified to mount the indicator / sidelight units on the top of its corners, or under the bumper on US market cars. The Series 2 1750 GTV of 1970 introduced other mechanical changes, including a dual circuit braking system (split front and rear, with separate servos). The brake and clutch pedals on left hand drive cars were also of an improved pendant design, instead of the earlier floor-hinged type. On right hand drive cars the floor-hinged pedals were retained, as there was no space for the pedal box behind the carburettors. Externally, the series 2 1750 GTV is identified by new, slimmer bumpers with front and rear overriders. The combined front indicator and sidelight units were now mounted to the front panel instead of the front bumper, except again on the 1971-72 US/Canadian market cars. The interior was slightly modified, with the seats retaining the same basic outline but following a simpler design. 44,269 1750 GTVs were made before their replacement came along. That car was the 2000GTV. Introduced in 1971, together with the 2000 Berlina sedan and 2000 Spider, the 2 litre cars were replacements for the 1750 range. The engine displacement was increased to 1962 cc. The North American market cars had fuel injection, but everyone else retained carburettors.  Officially, both versions generated the same power, 130 hp at 5500 rpm. The interior trim was changed, with the most notable differences being the introduction of a separate instrument cluster, instead of the gauges installed in the dash panel in earlier cars. Externally the 2000 GTV is most easily distinguished by its grille with horizontal chrome bars, featuring protruding blocks forming the familiar Alfa heart in outline, smaller hubcaps with exposed wheel nuts, optional aluminium alloy wheels of the same size as the standard 5. 1/2J × 14 steel items, styled to the “turbina” design first seen on the alloy wheels of the Alfa Romeo Montreal, and the larger rear light clusters first fitted to United States market 1750 GTV’s were standard for all markets. From 1974 on, the 105 Series coupé models were rationalised and these external features became common to post-1974 GT 1300 Junior and GT 1600 Junior models, with only few distinguishing features marking the difference between models. 37,459 2000 GTVs were made before production ended and these days they are very sought after with prices having sky-rocketed in recent years.

Aston Martin DB4: Follow on model to the DB2 was the DB4. Technically it was a development of the DB Mark III it replaced but with a completely new body. The DB4’s design formed the basis for later Aston Martin classics, such as the DB4 GT Zagato, the Lagonda Rapide 4-door saloon. It was eventually replaced by the Aston Martin DB5. The lightweight superleggera (tube-frame) body was designed by Carrozzeria Touring in Milan, and its Continental looks caused a sensation on its unveiling at the 1958 London Motor Show. Although the design and construction techniques were Italian, the DB4 was the first Aston to be built at the company’s Newport Pagnell works. The 3670 cc engine, designed by Tadek Marek, was a double overhead cam straight-6, with cylinder head and block of cast R.R.50 aluminium alloy, a further development of the earlier engine. The engine was prone to overheating initially, but the 240 hp produced by the twin-SU carburettor version made buyers forgive this unfortunate trait. Servo-assisted disc brakes were fitted all round: early 11.5 in Dunlops were replaced by Girlings. The independent front suspension used ball-jointed wishbones, coil springs and rack-and-pinion steering. The live rear axle also used coil springs and was located by a Watt’s linkage. The normal final-drive ratio for British and European use was 3.54:1: in the United States the ratio was usually 3.77. Customers wanting a car with an especially high top speed could choose a 3.31:1 ratio. A car with the British standard 3.54 final drive ratio tested by The Motor magazine in 1960 had a top speed of 139.3 mph and could accelerate from 0-60 mph in 9.3 seconds. A fuel consumption of 17.7 mpg. The test car cost £3967 including taxes. There were five “series” of DB4. The most visible changes were the addition of window frames in Series II and the adoption of a barred (rather than eggcrate) grille in Series IV. The Series III cars differed from the earlier ones in having taillights consisting of three small lamps mounted on a chrome backing plate. Earlier cars have single-piece units and the last Series V cars of September 1962 have similar taillights but recessed. The Series V also has a taller and longer body to provide more interior space, though the diameter of the wheels was reduced to keep the overall height the same. The front of the Series V usually was of the more aerodynamic style as already used on the Vantage and GT models, a style that was later carried over to the DB5 cars. A convertible was introduced in October 1961. It featured in-house styling similar to the Touring saloon, and an extremely rare factory hardtop was also available. In total, 70 DB4 convertibles were made from a total DB4 production run of 1,110 cars. 30 of these were Series IV, with the remaining 40 belonging to the Series V. 32 of the total convertibles built (11 and 21 of the different series respectively) were equipped with the more powerful Vantage engine. Top speed for the regular version is about 136 mph

Aston Martin DB5: Needing little in the way of introduction, as thanks to its starring role with James Bond, this has to be one of the world’s most recognised cars, is the DB5, a couple of examples of which were on show. The DB5 was designed by the Italian coachbuilder Carrozzeria Touring Superleggera. Released in 1963, it was an evolution of the final series of DB4. The principal differences between the DB4 Series V and the DB5 are the all-aluminium engine, enlarged from 3.7 litre to 4.0litre; a new robust ZF five-speed transmission (except for some of the very first DB5s);and three SU carburettors. This engine, producing 282 bhp, which propelled the car to 145 mph, available on the Vantage version of the DB4 since March 1962, became the standard Aston Martin power unit with the launch in September 1963 of the DB5. Standard equipment on the DB5 included reclining seats, wool pile carpets, electric windows, twin fuel tanks, chrome wire wheels, oil cooler, magnesium-alloy body built to superleggera patent technique, full leather trim in the cabin and even a fire extinguisher. All models have two doors and are of a 2+2 configuration. Like the DB4, the DB5 used a live rear axle. At the beginning, the original four-speed manual (with optional overdrive) was standard fitment, but it was soon dropped in favour of the ZF five-speed. A three-speed Borg-Warner DG automatic transmission was available as well.  The automatic option was then changed to the Borg-Warner Model 8 shortly before the DB6 replaced the DB5. The high-performance DB5 Vantage was introduced in 1964 featuring three Weber twin-choke 45DCOE side-draft carburettors and revised camshaft profiles, delivering greater top-end performance at the expense of overall flexibility, especially as legendary Webers are renowned as ‘full-throttle’ devices. This engine produced 315 hp. Only 65 DB5 Vantage coupés were built. Just 123 convertible DB5s were produced (also with bodies by Touring), though they did not use the typical “Volante” name until 1965.  The convertible model was offered from 1963 through to 1965. Originally only 19 of the 123 DB5 Convertibles made were left-hand drive. 12 cars were originally fitted with a factory Vantage engine, and at least one further convertible was subsequently factory fitted with a DB6 specification Vantage engine. A rare factory option (actually fitted by Works Service prior to customer delivery) was a steel removable hard top. From October 1965 to October 1966, Aston Martin used the last 37 of the Aston Martin DB5 chassis’ to make another convertible model. These 37 cars were known as “Short Chassis” Volantes and were the first Aston Martins to hold the “Volante” name. Although calling it a “Short Chassis” is a bit of a misnomer as the “short” comes from comparing it to the subsequent DB6, which has a longer chassis. When compared to the DB5, it is not “short” but rather the same size, however these cars differ to the DB5 convertible models as they feature DB6 split front and rear bumpers and rear TR4 lights, as also used on the DB6. These days the DB5 is the most valuable of all the DB models from the 1960s, with many of them heading towards the £1 million pound mark.

Aston Martin V8: By the mid 1960s, Aston Martin’s customers had been clamouring for an eight-cylinder car, so Aston Martin designed a larger car. The engine was not ready, however, so in 1967 the company released the DBS with the straight-six Vantage engine from the DB6. Two years later, Tadek Marek’s V8 was ready, and Aston released the DBS V8. Though the body and name was shared with the six-cylinder DBS, the V8 sold for much more. The body was a modern reinterpretation of the traditional Aston Martin look, with a squared-off grille and four headlights (though some consider the styling derivative of the early Ford Mustang). Distinguishing features of the V8 model are the larger front air dam and lack of wire wheels, though some six-cylinder DBS cars also used the V8’s alloy wheels. The tail lights were taken from the Hillman Hunter. A road test report of the time noted that the car had gained 250 lb in weight with the fitting of the V8 in place of the previously used six-cylinder unit, despite the manufacturer’s assurance that the engine weighed only 30 lb more than the older straight-six. Other contributions to the weight gain included heavier ventilated brake discs, air conditioning, fatter tyres, a new and stronger ZF gearbox as well as some extra bodywork beneath the front bumper. Marek’s V8 engine displaced 5,340 cc and used Bosch fuel injection. Output was not officially released, but estimates centre around 315 hp. The DBS V8 could hit 60 mph in 5.9 seconds and had a top speed of nearly 160 mph. 402 DBS V8s were built. In April 1972, the DBS V8 became just the Aston Martin V8 as the six-cylinder DBS was dropped, leaving just this car and the six-cylinder Vantage in production. The V8 became known as the AM V8, a model retroactively referred to as the Series 2 V8 to separate it from later models. Visual differences included twin quartz headlights and a mesh grille, a front design which was to last until the end of production in 1989. AM V8 cars, produced from May 1972 through July 1973, used a similar engine to the DBS V8, albeit with Bosch fuel injection rather than the earlier carburettors. Just 288 Series 2 cars were built. Although David Brown had left the company, he had overseen development of this model. The first 34 cars still carried leftover “DBS V8” badging. The car switched back to Weber carburettors for the Series 3 in 1973, ostensibly to help the car pass new stricter emissions standards in California but most likely because Aston Martin was unable to make the Bosch fuel injection system work correctly. These cars are distinguished by a taller bonnet scoop to accommodate four twin-choke (two-barrel) Weber carbs. The car produced 310 hp and could reach 60 mph in 6.1 seconds with an automatic transmission or 5.7 with a manual. Performance suffered with emissions regulations, falling to 288 hp in 1976. The next year, a more powerful “Stage 1” engine with new camshafts and exhaust brought it up to 305 hp. Production of Series 3 cars lasted from 1973 through October 1978, but was halted for all of 1975. 967 examples were produced in this time. While earlier V8 cars have louvers cut into the little panel mounted beneath the rear windshield, the Series 3 and later cars instead have a small lip at the bottom of this panel, just ahead of the leading edge of the bootlid. The “Oscar India” specification was introduced in October 1978 at the Birmingham International Motor Show. Visually, the former scoop on the bonnet gave way to a closed “power bulge”, while a spoiler was integrated into the tail. Most Oscar India cars were equipped with a Chrysler “Torqueflite” three-speed automatic transmission, with wood trim fitted for the first time since the DB2/4 of the 1950s. Just 352 Oscar India models were built from 1978 through 1985. The power of the now de-smogged engines kept dropping on American market cars, down to a low of 245 hp in the early eighties. The convertible “Volante” was introduced in June 1978, but featured the Series 4 bonnet a few months before the coupé received the Oscar India update. The Volante Series 1 weighs 70 kg (155 lb) more than the coupé, due to the necessity of reinforcing the frame. US market cars received much larger bumpers beginning with the 1980 model year, adding weight and somewhat marring the car’s lines. Owners of US-specified cars often modify them to have the slimmer European bumpers. By 1981, the success of the Volante meant that the coupé model was only built on individual demand. The fuel-injected Series 5 cars were introduced in January 1986 at the New York International Auto Show. The compact Weber/Marelli system no longer needed the space of the previous carburettors, so the bonnet bulge was virtually eliminated. 405 Series 5 cars were built before production ceased in 1989. The Volante Series 2 received the same changes; 216 were built.

Aston Martin DBS: Aston Martin had used the DBS name once before on their 1967–72 grand tourer coupe. The modern car replaced the 2004 Vanquish S as the flagship of the marque, and was a V12-engined super grand tourer based on the DB9.  The DBS was officially unveiled at the 2007 Pebble Beach Concours d’Elegance on 16 August 2007, which featured a brand new exterior colour (graphite grey with a blue tint) which has been dubbed “Lightning Silver”, followed by an appearance at the 2007 Frankfurt motor show. Deliveries of the DBS began in Q1 2008. The convertible version of the DBS dubbed the DBS Volante was unveiled at the 2009 Geneva Motor Show on 3 March 2009. The DBS Volante includes a motorized retractable fabric roof controlled by a button in the centre console and can fold into the compartment located behind the seats in 14 seconds after the press of the button. The roof can be opened or closed while at speeds up to 48 km/h (30 mph). Apart from the roof, changes include a new wheel design available for both the coupé and volante versions and a 2+2 seating configuration also available for both versions. Other features include rear-mounted six-speed manual or optional six-speed ‘Touchtronic 2’ automatic gearbox, Bang & Olufsen BeoSound DBS in-car entertainment system with 13 speakers. Deliveries of the DBS Volante began in Q3 2009. The model was replaced by a new generation Vanquish in 2012.

Ferrari Daytona:

Ferrari 365 GTC: The 330 GTC and GTS were replaced in 1968 by the 365 GTC and GTS. It was essentially a re-engine of the 330 GTC/GTS, with the engine increasing from 4.0 litres and 300 horsepower to 4.4 litres and 320 bhp. The styling remained almost unchanged: on both body styles differences were limited to vents moved from behind the front wheels to the bonnet. Like all 365s, the GTC and GTS were powered by a 4,390 cc Colombo V12 engine, specifically its Tipo 245/C variant. Fed by three twin-choke Weber 40 DFI carburettors, it produced 320 PS (316 hp) at 6,600 rpm. Integrating the gearbox with the final drive gave these cars a balanced 50:50 weight distribution. The 365 GTC and GTS retained the independent rear suspension, employing coil springs and wishbones, of its immediate predecessor. Brakes were servo-assisted discs all-round with a split circuit system. 168 examples of the coupé were built (including 22 in right hand drive) between the 1968 and 1970. It was replaced by the Ferrari 365 GTC/4. Just 20 spiders were built before its place was assumed by the 365 GTB/4-based Daytona Spider.

Ferrari 400GT: The 400 was an evolution of the 365 GT4 2+2, which was first seen at the 1976 Paris Motor Show. It proved quite controversial, as this was the first Ferrari to be offered with an automatic gearbox, a Borg Warner 3-speed unit, though a five speed manual was also offered. The 365’s V12 engine had been stroked to a displacement of 4.8 litres and given six 38 DCOE 110-111 Webers, and now produced 340 PS.  0-60 mph took 7.1 seconds. Other changes compared to the 365 GT4 included five-stud wheels to replace the knock-off hubs (Borrani wheels weren’t offered anymore), a revised interior, the addition of a lip to the front spoiler, and double circular tail light assemblies instead of triple. A total of 502 examples were produced, 355 of which were Automatics and 147 GTs before a further upgrade in 1979 which saw the addition of fuel injection. It was replaced by the visually similar 412i in 1985. which had a larger 5 litre engine. Production of this version ran for 4 years, meaning that by the time the model was deleted from the range, this elegant Pininfarina design had been produced for 17 years, the longest run of any Ferrari bodystyle ever. It was some years before another 4 seater V12 Ferrari would join the range, the 456 GT in 1994.

Ferrari FF: The Ferrari FF (FF meaning “Ferrari Four”, for four seats and four-wheel drive, the Type F151) is a grand tourer presented by Ferrari on March 1, 2011 at the Geneva Motor Show as a successor to the 612 Scaglietti and is Ferrari’s first production four-wheel drive model. The body style has been described as a shooting-brake, a type of sporting hatchback/estate car with two doors. With a top speed of f 335 km/h (208 mph) and it accelerates from 0 to 100 km/h (62 mph) in 3.7 seconds, Ferrari stated that the FF was the world’s fastest four-seat automobile upon its release to the public. At the time of its reveal, the Ferrari FF had the largest road-going Ferrari engine ever produced: an F140 EB 6,262 cc naturally aspirated direct injected 65° V12, which produced 660 PS (485 kW; 651 hp) at 8,000 rpm and 683 N⋅m (504 lb⋅ft) of torque at 6000 rpm. The FF is equipped with a 7-speed dual-clutch transmission and paddle shift system similar to the California, the 458 Italia, and the Ferrari F12berlinetta. The new four-wheel drive system, engineered and patented by Ferrari, is called 4RM: it is around 50% lighter than a conventional system, and provides power intelligently to each of the four wheels as needed. It functions only when the manettino dial on the steering wheel is in the “comfort” or “snow” positions, leaving the car most often in the traditional rear wheel drive layout. Ferrari’s first use of 4RM was in a prototype created in the end of the 80s, called 408 4RM (abbreviation of “4.0 litre, 8 cylinder, 4 Ruote Motrici”, meaning “four-wheel drive”). This system is based around a second, simple, gearbox (gears and other components built by Carraro Engineering), taking power from the front of the engine. This gearbox (designated “power take off unit”, or PTU) has only two forward gears (2nd and 4th) plus reverse (with gear ratios 6% taller than the corresponding ratios in the main gearbox), so the system is only active in 1st to 4th gears. The connection between this gearbox and each front wheel is via independent Haldex-type clutches, without a differential. Due to the difference in ratios “the clutches continually slip” and only transmit, at most, 20% of the engine’s torque. A detailed description of the system (based on a conversation with Roberto Fedeli, Ferrari’s technical director) has been published. The FF shares the design language of contemporary Ferraris, including the pulled-back headlights of the 458 Italia, and the twin circular taillights seen on the 458 as well as the 599 GTB Fiorano. Designed under the direction of Lowie Vermeersch, former Design Director at Pininfarina, and Flavio Manzoni, Ferrari’s Styling Centre, work on the shooting brake concept initially started following the creation of the Sintesi show car of 2007. Distinctive styling elements inclubde a large egg-crate grille, defined side skirts, and four exhaust tips. The shooting brake configuration is a departure from the conventional wedge shape of modern Ferraris, and the FF has been likened to the similarly-shaped 1962 Ferrari 250 GT SWB Drogo race car. The combination of hatchback-like shooting-brake design and collapsible rear seats gives the Ferrari FF a boot capacity of between 16 and 28 cu ft. Luxury is the main element of the interior and the use of Leather is incorporated throughout, just like the predecessors of the FF. Creature comforts like premium air conditioning, GPS navigation system, carpeting and sound system are also used. An updated version. called the GTC4 Lusso was launched in 2016 by which 2291 examples had been built.

Jaguar XK140: The XK140, was the successor to the XK120, with a number of useful changes and upgrades over the earlier car which included more interior space, improved brakes, rack and pinion steering, increased suspension travel, and telescopic shock absorbers instead of the older lever arm design. The XK140 was introduced in late 1954 and sold as a 1955 model. Exterior changes that distinguished it from the XK120 included more substantial front and rear bumpers with overriders, and flashing turn signals (operated by a switch on the dash) above the front bumper. The grille remained the same size but became a one-piece cast unit with fewer, and broader, vertical bar, making it easy to tell an XK140 apart from an XK120. The Jaguar badge was incorporated into the grille surround. A chrome trim strip ran along the centre of the bonnet and boot lid. An emblem on the boot lid contained the words “Winner Le Mans 1951–3”. The interior was made more comfortable for taller drivers by moving the engine, firewall and dash forward to give 3 inches more legroom. Two 6-volt batteries, one in each front wing were fitted to the Fixed Head Coupe, but Drop Heads and the Open Two Seater had a single 12-volt battery. This was installed in the front wing on the passenger side (e.g. In the left wing on right hand drive cars and in the right wing on left hand drive). The XK140 was powered by the Jaguar XK engine with the Special Equipment modifications from the XK120, which raised the specified power by 10 bhp to 190 bhp gross at 5500 rpm, as standard. The C-Type cylinder head, carried over from the XK120 catalogue, and producing 210 bhp ross at 5750 rpm, was optional equipment. When fitted with the C-type head, 2-inch sand-cast H8 carburettors, heavier torsion bars and twin exhaust pipes, the car was designated XK140 SE in the UK and XK140 MC in North America. In 1956 the XK140 became the first Jaguar sports car to be offered with automatic transmission. As with the XK120, wire wheels and dual exhausts were options, and most XK140s imported into the United States had wire wheels. Cars with the standard disc wheels had spats (fender skirts) over the rear wheel opening. When leaving the factory it originally fitted either 6.00 × 16 inch crossply tyres or you could specify 185VR16 Pirelli Cinturato CA67 as a radial option on either 16 × 5K½ solid wheels or 16 × 5K (special equipment) wire wheels. The Roadster (designated OTS – Open Two Seater – in America) had a light canvas top that folded out of sight behind the seats. The interior was trimmed in leather and leatherette, including the dash. Like the XK120 Roadster, the XK140 version had removable canvas and plastic side curtains on light alloy barchetta-type doors, and a tonneau cover. The door tops and scuttle panel were cut back by two inches compared to the XK120, to allow a more modern positioning of the steering wheel. The angle of the front face of the doors (A-Post) was changed from 45 degrees to 90 degrees, to make access easier. The Drophead Coupé (DHC) had a bulkier lined canvas top that lowered onto the body behind the seats, a fixed windscreen integral with the body (the Roadster’s screen was removable), wind-up side windows, and a small rear seat. It also had a walnut-veneered dashboard and door cappings. The Fixed Head Coupé (FHC) shared the DHC’s interior trim and rear seat. The prototype Fixed Head Coupe retained the XK120 Fixed Head roof-profile, with the front wings and doors the same as the Drophead. In production, the roof was lengthened with the screen being placed further forward, shorter front wings, and longer doors. This resulted in more interior space, and more legroom. The XK140 was replaced by the XK150 in March 1957

Jaguar E Type Series 1: The Series 1 E Type was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961. The cars at this time used the triple SU carburetted 3.8-litre six-cylinder Jaguar XK6 engine from the XK150S. Earlier built cars utilised external bonnet latches which required a tool to open and had a flat floor design. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin bonnet latches moved to inside the car. The 3.8-litre engine was increased to 4,235 cc in October 1964. The 4.2-litre engine produced the same power as the 3.8-litre (265 bhp) and same top speed (150 mph), but increased torque approximately 10% from 240 to 283 lb/ft. Acceleration remained pretty much the same and 0 to 60 mph times were around 6.4 seconds for both engines, but maximum power was now reached at 5,400 rpm instead of 5,500 rpm on the 3.8-litre. That all meant better throttle response for drivers that did not want to shift down gears. The 4.2-litre’s block was completely redesigned, made longer to accommodate 5 mm (0.20 in) larger bores, and the crankshaft modified to use newer bearings. Other engine upgrades included a new alternator/generator and an electric cooling fan for the radiator. Autocar road tested a UK spec E-Type 4.2 fixed head coupé in May 1965. The maximum speed was 153 mph, the 0–60 mph time was 7.6 seconds and the 1⁄4 mile from a standing start took 15.1 seconds. They summarised it as “In its 4.2 guise the E-Type is a fast car (the fastest we have ever tested) and offers just about the easiest way to travel quickly by road.”. Motor magazine road tested a UK spec E-Type 4.2 fixed head coupé in Oct 1964. The maximum speed was 150 mph, the 0–60 mph time was 7 seconds and the 1⁄4 mile time was 14.9 seconds. They summarised it as “The new 4.2 supersedes the early 3.8 as the fastest car Motor has tested. The absurd ease which 100 mph can be exceeded in a 1⁄4 mile never failed to astonish. 3,000 miles (4,828 km) of testing confirms that this is still one of the world’s outstanding cars”. All E-Types featured independent coil spring rear suspension designed and developed by R J Knight with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. The Coventry engineers spared nothing with regards to high automotive technology in braking. Like several British car builders of the middle and late 1950s, the four-wheel disc brakes were also used in that era by Austin-Healey, MG,putting the British far ahead of Ferrari, Maserati, Alfa Romeo, Porsche, and Mercedes-Benz. Even Lanchester tried an abortive attempt to use copper disc brakes in 1902. Jaguar was one of the first vehicle manufacturers to equip production cars with 4 wheel disc brakes as standard from the XK150 in 1958. The Series 1 (except for late 1967 models) can be recognised by glass-covered headlights (up to 1967), small “mouth” opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the number plate in the rear. 3.8-litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss four-speed gearbox that lacks synchromesh for first gear (“Moss box”) on all except very last cars. 4.2-litre cars have more comfortable seats, improved brakes and electrical systems, and, obviously, an all-synchromesh Jaguar designed four-speed gearbox. 4.2-litre cars also have a badge on the boot proclaiming “Jaguar 4.2 Litre E-Type” (3.8 cars have a simple “Jaguar” badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS. When leaving the factory the car was originally fitted with Dunlop 6.40 × 15-inch RS5 tyres on 15 × 5K wire wheels (with the rear fitting 15 × 5K½ wheels supplied with 6.50 X15 Dunlop Racing R5 tyres in mind of competition). Later Series One cars were fitted with Dunlop 185 – 15 SP41 or 185 VR 15 Pirelli Cinturato as radial ply tyres. A 2+2 version of the fastback coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different. The roadster and the non 2+2 FHC (Fixed Head Coupé) remained as two-seaters. Less widely known, right at the end of Series 1 production, but prior to the transitional “Series 1½” referred to below, a small number of Series 1 cars were produced with open headlights. These Series 1 cars had their headlights modified by removing the covers and altering the scoops they sit in, but these Series 1 headlights differ in several respects from those later used in the Series 1½ (or 1.5), the main being they are shorter at 143 mm from the Series 1½ at 160 mm. Production dates on these machines vary but in right-hand drive form production has been verified as late as July 1968. They are not “rare” in the sense of the build of the twelve lightweights, but they are certainly uncommon; they were not produced until January 1967 and given the foregoing information that they were produced as late as July 1968, it appears that there must have been an overlap with the Series 1.5 production, which began in August 1967 as model year 1968 models. These calendar year/model year Series 1 E-Types are identical to other 4.2-litre Series 1 examples in every respect except for the open headlights; all other component areas, including the exterior, the interior, and the engine compartment are the same, with the same three SU carburettors, polished aluminium cam covers, center dash toggle switches, etc. Following the Series 1 there was a transitional series of cars built in 1967–68 as model year 1968 cars, unofficially called “Series 1½.” Due to American pressure the new features were not just open headlights, but also different switches (black rocker switches as opposed to the Series 1 toggle switches), de-tuning for emissions (using two Zenith-Stromberg carburettors instead of the original three SUs) for US models, ribbed cam covers painted black except for the top brushed aluminium ribbing, bonnet frames on the OTS that have two bows, and other changes. Series 1½ cars also have twin cooling fans and adjustable seat backs. The biggest change between 1961–1967 Series 1 E-Types and the 1968 Series 1.5 was the reduction in the number of carburettors from 3 to just 2 (North America), resulting in a loss in horsepower. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style. A United States federal safety law affecting 1968 model year cars sold in the US was the reason for the lack of headlight covers and change in dash switch design in the “Series 1.5” of 1968. An often overlooked change, one that is often “modified back” to the older style, is the wheel knock-off “nut.” US safety law for 1968 models also forbade the winged-spinner knockoff, and any 1968 model year sold in the US (or earlier German delivery cars) should have a hexagonal knockoff nut, to be hammered on and off with the assistance of a special “socket” included with the car from the factory. This hexagonal nut carried on into the later Series 2 and 3. The engine configuration of the US Series 1.5s was the same as is found in the Series 2. An open 3.8-litre car, actually the first such production car to be completed, was tested by the British magazine Motor in 1961 and had a top speed of 149.1 mph and could accelerate from 0 to 60 mph in 7.1 seconds. A fuel consumption of 21.3 mpg was recorded. The test car cost £2,097 including taxes.The cars submitted for road test by the motoring journals of the time (1961) such as Motor, Autocar and Autosport magazines were prepared by the Jaguar works. This work entailed engine balancing and subtle tuning work such as gas-flowing checking the cylinder heads but otherwise production built engines. Both of the well-known 1961 road test cars: the E-Type coupé Reg. No. 9600 HP and E-Type Convertible Reg. No. 77 RW, were fitted with Dunlop Racing Tyres on test, which had a larger rolling diameter and lower drag coefficient. This goes some way to explaining the 150 mph (240 km/h) maximum speeds that were obtained under ideal test conditions. The maximum safe rev limit for standard 6-cylinder 3.8-litre E-Type engines is 5,500 rpm. The later 4.2-Litre units had a red marking on the rev counter from just 5,000 rpm. Both 3.8 test cars may have approached 6,000 rpm in top gear when on road test, depending on final drive ratio. Production numbers were as follows:  15,490 of the 3.8s, 17,320 of the 4.2s and 10,930 of the 2+2s. And by body style there were 15,442 of the FHC, 17,378 of the OTS and 5,500 of the 2+2, making a total of 38,419 of the Series 1 car.

Jaguar XJ8 (X300): The “X300” model was the first XJ produced entirely under Ford ownership, and can be considered an evolution of the outgoing XJ40 generation. Like all previous XJ generations, it featured the Jaguar independent rear suspension arrangement. The design of the X300 placed emphasis on improved build quality, improved reliability, and a return to traditional Jaguar styling elements. At the car’s launch in October 1994 at the Paris Motor Show, Jaguar marketing material made use of the phrase “New Series XJ” to describe the X300 models. The X300 series represented the result of a £200 million facilities renewal program by Ford. which included the introduction of state-of-the-art automated body welding robots manufactured by Nissan. Aesthetically, the X300 received several updates in the design refresh led by Geoff Lawson in 1991. The mostly flat bonnet of the XJ40 was replaced with a fluted, curvaceous design that accentuated the four separate round headlamps. Rear wings were reshaped to accommodate the new wrap-around rear light clusters. Also, the separate black-rubber bumper bar of the XJ40 were  replaced with a fully integrated body-coloured bumper. The interior of the X300 was similar to that found in the XJ40, with some revisions. The seats were updated to have a more rounded profile, wood trim was updated with bevelled edges, and the steering wheel was redesigned. Jaguar’s V12 engine and AJ6 inline-six (AJ16) engine were both available in various X300 models, although they received significant updates. Both engines were fitted with distributorless electronic engine management systems. The Jaguar X308 first appeared in 1997 and was produced until 2003. It was an evolution of the outgoing X300 platform, and the exterior styling is nearly identical between the two generations, though there are quite a few detailed differences if you know what to look for. The major change was the under the bonnet. Having discontinued production of both the AJ16 inline-six and V12 engines, Jaguar offered only its newly designed V8 engine (named the AJ-V8.) It was available in either 3.2 or 4.0 litre forms, although certain markets, such as the United States, only received cars powered by the 4.0 litre version. The 4.0 litre version was also supercharged in certain models. Equipment levels were notably more generous than had previously been the case.

Lamborghini Silhouette: Lamborghini had been toying for some time with the idea of a smaller and cheaper car, powered by a V8 engine, to rival the smaller Ferraris, and the result, the Urraco, was first seen at the 1970 Turin Show. It was styled by Marcello Gandini, and engineered by Paolo Stanzani. It was launched with a 2.5 litre V8 engine, engineered to be cheaper to build, with belt-driven camshafts, situated within a steel monocoque structure suspended on McPherson struts. It reached the market before the rival Maserati Merak and Ferrari 308 GT4 Dino, which should have given it a big advantage. But it did not. For a start, it was deemed not powerful enough, so even before the difficulties of the late 1973 Fuel Crisis made things difficult, the car did not sell well at all. The solution was to add more power, and this came when the engine was enlarged to 3 litres, with four chain-driven cams, which took power from 220 bhp to 265 bhp. A roll-hoop across the back of the cabin improved rigidity, and more powerful brakes were fitted. It sold better, though never in the sort of volume that had been anticipated, and the addition of an Italian market tax special P200 did not help much, either. Just 66 of these were built, whereas 520 of the original P250 models found buyers, and 190 of the more powerful P300s added to the total before production ceased in 1979. The story did not quite end there, as in 1976 a heavily revised version, with removable targa roof panels, appeared, called the Silhouette, and both were replaced by the Jalpa in the 1980s, though neither of these sold as well as the Urraco.

Mercedes-Benz 190SL: Oldest of the Mercedes models here was this 190SL. Produced between May 1955 and February 1963, having first been seen in prototype at the 1954 New York Auto Show, this was designed as a more affordable sports car than the exclusive and rather pricey 300SL, sharing its basic styling, engineering, detailing, and fully independent suspension. While both cars had double wishbones in front and swing axles at the rear, the 190 SL did not use the 300 SL’s purpose-built W198 tubular spaceframe. Instead, it was built on a shortened monocoque R121 platform modified from the W120 saloon. The 190 SL was powered by a new, slightly oversquare 105 PS Type M121 1.9 litre four cylinder engine. Based on the 300 SL’s straight six, it had an unchanged 85 mm bore and 4.3 mm reduced 83.6 mm stroke, was fitted with twin-choke dual Solex carburettors, and produced 120 gross hp. In detuned form, it was later used in the W120 180 and W121 190 models. Both the 190 SL and the 300 SL were replaced by the Mercedes-Benz 230SL in 1963.

MG MGB GT:  Launched in October 1962, this car was produced for the next 18 years and it went on to become Britain’s best selling sports car.  When first announced, the MGB was an innovative, modern design, with a monocoque structure instead of the traditional body-on-frame construction used on both the MGA and MG T-types and the MGB’s rival, the Triumph TR series, though components such as the brakes and suspension were developments of the earlier 1955 MGA and the B-Series engine had its origins back in 1947. The lightweight design reduced manufacturing costs while adding to overall vehicle strength, and with a 95hp 3-bearing 1798cc engine under the bonnet, performance was quite respectable with a 0–60 mph time of just over 11 seconds. The car was rather more civilised than its predecessor, with wind-up windows now fitted as standard, and a comfortable driver’s compartment offered plenty of legroom. The roadster was the first of the MGB range to be produced. The body was a pure two-seater but a small rear seat was a rare option at one point. By making better use of space the MGB was able to offer more passenger and luggage accommodation than the earlier MGA while being 3 inches shorter overall. The suspension was also softer, giving a smoother ride, and the larger engine gave a slightly higher top speed. The four-speed gearbox was an uprated version of the one used in the MGA with an optional (electrically activated) overdrive transmission. A five-bearing engine was introduced in 1964 and a number of other modifications crept into the specification. In late 1967, sufficient changes were introduced for the factory to define a Mark II model. Alterations included synchromesh on all 4 gears with revised ratios, an optional Borg-Warner automatic gearbox, a new rear axle, and an alternator in place of the dynamo with a change to a negative earth system. To accommodate the new gearboxes there were significant changes to the sheet metal in the floorpan, and a new flat-topped transmission tunnel. US market cars got a new safety padded dashboard, but the steel item continued for the rest of the world. Rostyle wheels were introduced to replace the previous pressed steel versions in 1969 and reclining seats were standardised. 1970 also saw a new front grille, recessed, in black aluminium. The more traditional-looking polished grille returned in 1973 with a black “honeycomb” insert. Further changes in 1972 were to the interior with a new fascia. To meet impact regulations, in late 1974, the chrome bumpers were replaced with new, steel-reinforced black rubber bumpers, the one at the front incorporating the grille area as well, giving a major restyling to the B’s nose, and a matching rear bumper completed the change. New US headlight height regulations also meant that the headlamps were now too low. Rather than redesign the front of the car, British Leyland raised the car’s suspension by 1-inch. This, in combination with the new, far heavier bumpers resulted in significantly poorer handling. For the 1975 model year only, the front anti-roll bar was deleted as a cost-saving measure (though still available as an option). The damage done by the British Leyland response to US legislation was partially alleviated by revisions to the suspension geometry in 1977, when a rear anti-roll bar was made standard equipment on all models. US emissions regulations also reduced horsepower. In March 1979 British Leyland started the production of black painted limited edition MGB roadsters for the US market, meant for a total of 500 examples. Due to a high demand of the limited edition model, production ended with 6682 examples. The United Kingdom received bronze painted roadsters and a silver GT model limited editions. The production run of home market limited edition MGBs was split between 421 roadsters and 579 GTs. Meanwhile, the fixed-roof MGB GT had been introduced in October 1965, and production continued until 1980, although export to the US ceased in 1974. The MGB GT sported a ground-breaking greenhouse designed by Pininfarina and launched the sporty “hatchback” style. By combining the sloping rear window with the rear deck lid, the B GT offered the utility of a station wagon while retaining the style and shape of a coupe. This new configuration was a 2+2 design with a right-angled rear bench seat and far more luggage space than in the roadster. Relatively few components differed, although the MGB GT did receive different suspension springs and anti-roll bars and a different windscreen which was more easily and inexpensively serviceable. Although acceleration of the GT was slightly slower than that of the roadster, owing to its increased weight, top speed improved by 5 mph to 105 mph because of better aerodynamics. 523,826 examples of the MGB of all model types were built, and although many of these were initially sold new in North America, a lot have been repatriated here.

Porsche 911: The 911 traces its roots to sketches drawn by Ferdinand “Butzi” Porsche in 1959. The Porsche 911 was developed as a more powerful, larger and a more comfortable replacement for the 356, the company’s first model. The new car made its public debut at the 1963 Frankfurt Motor Show.  The car was developed with the proof-of-concept twin-fan Type 745 flat-six engine, but the car presented at the auto show had a non-operational mockup of the single-fan 901 engine, receiving a working unit in February 1964. It originally was designated as the “Porsche 901” (901 being its internal project number). A total of 82 cars were built as which were badges as 901s. However, French automobile manufacturer Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. Instead of selling the new model with a different name in France, Porsche changed the name to 911. Internally, the cars’ part numbers carried on the prefix 901 for years. Production began in September 1964, with the first 911s exported to the US in February 1965. The first models of the 911 had a rear-mounted 130 hp Type 901/01 flat-6 engine, in the “boxer” configuration like the 356, the engine is air-cooled and displaces 1,991 cc  as compared to the 356’s four-cylinder, 1,582 cc unit. The car had four seats although the rear seats were small, thus it is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). A four or five-speed “Type 901” manual transmission was available. The styling was largely penned by Ferdinand “Butzi” Porsche, son of Ferdinand “Ferry” Porsche. Butzi Porsche initially came up with a notchback design with proper space for seating two rear passengers but Ferry Porsche insisted that the 356’s successor was to use its fastback styling. 7 prototypes were built based on Butzi Porsche’s original design and were internally called the Porsche 754 T7.  Erwin Komenda, the leader of the Porsche car body construction department who initially objected, was also involved later in the design. In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine having a power output of 160 PS. Forged aluminum alloy wheels from Fuchsfelge, with a 5-spoke design, were offered for the first time. In motorsport at the same time, the engine was developed into the Type 901/20 and was installed in the mid-engine 904 and 906 with an increased power output of 210 PS, as well as fuel injected Type 901/21 installed in later variants of the 906 and 910 with a power output of 220 PS. In August 1967, the A series went into production with dual brake circuits and widened (5.5J-15) wheels still fitted with Pirelli Cinturato 165HR15 CA67 tyres. and the previously standard gasoline-burning heater became optional. The Targa version was introduced. The Targa had a stainless steel-clad roll bar, as automakers believed that proposed rollover safety requirements by the US National Highway Traffic Safety Administration (NHTSA) would make it difficult for fully open convertibles to meet regulations for sale in the US, an important market for the 911. The name “Targa” came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had several victories until 1973. The last win in the subsequently discontinued event was scored with a 911 Carrera RS against prototypes entered by Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered from 1968). The 110 PS  911T was also launched in 1967 with Type 901/03 engine. The 130 PS model was renamed the 911L with Type 901/06 engine and ventilated front disc brakes. The brakes had been introduced on the previous 911S. The 911R with 901/22 engine had a limited production (20 in all), as this was a lightweight racing version with thin fibreglass reinforced plastic doors, a magnesium crankcase, twin overhead camshafts, and a power output of 210 PS. A clutchless semi-automatic Sportomatic model, composed of a torque converter, an automatic clutch, and the four-speed transmission was added in Autumn 1967. It was cancelled after the 1980 model year partly because of the elimination of a forward gear to make it a three-speed. The B series went into production in August 1968, replacing the 911L model with 911E with fuel injection. It remained in production until July 1969. The 911E gained 185/70VR15 Pirelli Cinturato CN36. and 6J-15 wheels. The C series was introduced in August 1969 with an enlarged 2.2-litre engine. The wheelbase for all 911 and 912 models was increased from 2,211–2,268 mm (87.0–89.3 in), to help as a remedy to the car’s nervous handling at the limit. The overall length of the car did not change, but the rear wheels were relocated further back. Fuel injection arrived for the 911S (901/10 engine) and for a new middle model, 911E (901/09 engine). The D series was produced from Aug. 1970 to July 1971. The 2.2-litre 911E (C and D series) had lower power output of the 911/01 engine (155 PS) compared to the 911S’s Type 911/02 (180 PS, but 911E was quicker in acceleration up to 160 km/h. The E series for 1972–1973 model years (August 1971 to July 1972 production) consisted of the same models, but with a new, larger 2,341 cc engine. This is known as the “2.4 L” engine, despite its displacement being closer to 2.3 litres. The 911E (Type 911/52 engine) and 911S (Type 911/53) used Bosch mechanical fuel injection (MFI) in all markets. For 1972 the 911T (Type 911/57) was carbureted, except in the US and some Asian markets where the 911T also came with (MFI) mechanical fuel injection (Type 911/51 engine) with power increase over European models (130 hp) to 140 hp commonly known as a 911T/E. With power and torque increase, the 2.4-litre cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the 908 race car, the 915 did away with the 901 transmission’s “dog-leg” style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc. The E series had the unusual oil filler behind the right side door, with the dry sump oil tank relocated from behind the right rear wheel to the front of it in an attempt to move the center of gravity slightly forward for better handling. An extra oil filler/inspection flap was located on the rear wing, for this reason it became known as an “Oil Klapper”, “Ölklappe” or “Vierte Tür (4th door)”. The F series (August 1972 to July 1973 production) moved the oil tank back to the original behind-the-wheel location. This change was in response to complaints that gas-station attendants often filled gasoline into the oil tank. In January 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch on Type 911/91 engine. 911S models also gained a small spoiler under the front bumper to improve high-speed stability. The cars weighed 1,050 kg (2,310 lb). The 911 ST was produced in small numbers for racing (the production run for the ST lasted from 1970 to 1971). The cars were available with engines of either 1,987 cc or 2,404 cc, having a power output of 270 PS at 8,000 rpm. Weight was down to 960 kg (2,120 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring, and the Targa Florio. The G Series cars, with revised bodies and larger impact-absorbing bumpers arrived in the autumn of 1973 and would continue in production with few visual changes but plenty of mechanical ones for a further 16 years.

Porsche 911 (993): Replacing the 964, the 993 models were first seen in October 1993, with production starting a few weeks later. Its arrival marked the end of air-cooled 911 models. The 993 was much improved over, and quite different from its predecessor. According to Porsche, every part of the car was designed from the ground up, including the engine and only 20% of its parts were carried over from the previous generation. Porsche refers to the 993 as “a significant advance, not just from a technical, but also a visual perspective.” Porsche’s engineers devised a new light-alloy subframe with coil and wishbone suspension (an all new multi-link system), putting behind the previous lift-off oversteer and making significant progress with the engine and handling, creating a more civilised car overall providing an improved driving experience. The 993 was also the first 911 to receive a six speed transmission. The 993 had several variants, as its predecessors, varying in body style, engines, drivetrains and included equipment. Power was increased by the addition of the VarioRam system, which added additional power, particularly in the mid-ranges, and also resulted in more throttle noise at higher revs; as a consequence, resulted in a 15% increase in power over its predecessor. The external design of the Porsche 993, penned by English designer Tony Hatter, retained the basic body shell architecture of the 964 and other earlier 911 models, but with revised exterior panels, with much more flared wheel arches, a smoother front and rear bumper design, an enlarged retractable rear wing and teardrop mirrors. A major change was the implementation of all alloy multi-link rear suspension attached to an alloy sub frame, a completely new design derived from the 989, a four-door sedan which never went into production. The system later continued in the 993’s successor, the 996, and required the widening of the rear wheel arches, which gave better stability. The new suspension improved handling, making it more direct, more stable, and helping to reduce the tendency to oversteer if the throttle was lifted during hard cornering, a trait of earlier 911s. It also reduced interior noise and improved ride quality. The 993 was the first generation of the 911 to have a 6-speed manual transmission included as standard; its predecessors had 4 or 5-speed transmissions. In virtually every situation, it was possible to keep the engine at its best torque range above 4,500 rpm. The Carrera, Carrera S, Cabriolet and Targa models (rear wheel drive) were available with a “Tiptronic” 4-speed automatic transmission, first introduced in the 964. From the 1995 model year, Porsche offered the Tiptronic S with additional steering wheel mounted controls and refined software for smoother, quicker shifts. Since the 993’s introduction, the Tiptronic is capable of recognising climbs and descents. The Tiptronic equipped cars suffer as compared to the manual transmission equipped cars in both acceleration and also top speed, but the differences are not much notable. Tiptronic cars also suffered a 55 lb (25 kg) increase in weight. The 993’s optional all wheel drive system was refined over that of the 964. Porsche departed from the 964’s setup consisting of three differentials and revised the system based on the layout from its 959 flagship, replacing the centre differential with a viscous coupling unit. In conjunction with the 993’s redesigned suspension, this system improved handling characteristics in inclement weather and still retained the stability offered by all wheel drive without having to suffer as many compromises as the previous all-wheel-drive system. Its simpler layout also reduced weight, though the four wheel drive Carrera 4 weighs 111 lb (50 kg) more than its rear wheel drive counterpart (at 3,131 lb (1,420 kg) vs. 3,020 lb (1,370 kg)). Other improvements over the 964 include a new dual-flow exhaust system, larger brakes with drilled discs, and a revised power steering. A full range of models arrived before the arrival of the 996 generation in 1998.

Rolls Royce Silver Cloud Series 1:  The Rolls-Royce Silver Cloud is a luxury automobile produced from April 1955 to March 1966. It was the core model of the Rolls-Royce range during that period. The Silver Cloud replaced the Silver Dawn and was, in turn, replaced by the Silver Shadow. The John P. Blatchley design was a major change from the pre-war models and the highly derivative Silver Dawn. As part of a range rationalisation, the Bentley S1 was made essentially identical, apart from its radiator grille and badging. Construction is body-on-frame, which permitted special bodied versions, though the overwhelming majority were built with the standard Pressed Steel Company manufactured steel body shell. A light-weight aluminium alloy was used for doors, bonnet/hood and boot/trunk lid. The chassis is a simple steel box section, welded together and very rigid. The car is 5.38 m (212 in) long, 1.90 m (75 in) wide, and weighs 1.95 tonnes. The engine is a 155 hp / 4000 rpm 4.9 L six-cylinder unit with inlet over exhaust valves: twin SU carburettors were added in September 1957. The standard transmission was a four-speed automatic, the General Motors designed Hydramatic transmission. The turning circle was 41 feet 8 inches (12.70 m). Brakes are hydraulic and assisted by the Rolls-Royce mechanical servo with 11 in (279 mm) drums and suspension was independent coils at the front and semi-elliptic springs at the rear. Twin brake master cylinders were incorporated from April 1956. Power steering and air conditioning became available as options in 1956. A long-wheelbase version lengthened by 4 in (102 mm) was also made available in September 1957, outwardly very similar to the existing car but offering improved leg space for rear-seat passengers.  The coachbuilder Harold Radford offered conversions of the 4-door saloon into an estate car. One of these conversions, chassis no. LSMH65, sold in March 2017 for $583,000 (inclusive of applicable buyer’s fee) at RM Sotheby’s Amelia Island auction. The Silver Cloud II was introduced in 1959. It was little changed externally, but was given a new Rolls-Royce developed 6.2 L V8 engine, which pushed the weight to 2.11 tonnes. Performance was greatly improved and top speed was raised to 183 km/h (114 mph), but the main improvements were in acceleration and torque. Power steering became standard. Electrically operated windows were now available as an option. Although the improved performance of the new car was welcomed, commentators of the time noted that the V8-engined Silver Cloud II was neither as quiet nor as smooth as the straight-six-cylinder-engined Silver Cloud I, despite the new engine’s hydraulic tappet operation. The new wet-linered V8 was also a little cramped in an engine bay intended originally for a narrower unit: in order to change the spark plugs it was necessary to remove the front wheel on the car’s right side. There seems to have been a problem with crankshaft breakages in the earlier V8s: this was blamed on lack of lubrication to the bearings. The basic architecture of the Silver Cloud II did not change between 1959 and 1963, but there were numerous minor changes implemented, notable among them a succession of improvements to the ventilation system. Interior changes in 1961 included the adoption of blue instrument lighting, the introduction of a combined indicator / headlamp flasher switch and of a handbrake warning light. A remodelled rear light assembly was introduced in May 1962 and a change to single sealed-beam headlamps was made in August 1962. The Silver Cloud III was first displayed to the public at the Paris salon at the beginning of October 1962 but along with the Bentley S3 the cars were displayed on a specialist coachwork stand as if the modifications were to the special order of a particular customer. External dimensions were slightly altered, the interior remodelled, the weight reduced by a little over 100 kg (220 lb) and improvements made to the engine which included fitting 2-inch (51 mm) SU carburettors in place of the 1+3⁄4 inch units used on the Series II Silver Cloud. The compression ratio was increased to 9:1, reflecting the higher octane levels of premium fuel in major markets, although the option of a lower 8:1 compression ratio was still offered in markets where non-availability of higher octane fuels might be an issue. Rolls-Royce, as before, refused to disclose overall engine power output, but indicated that there had been an improvement of “perhaps 7%”. Increased power and weight reduction boosted speed and performance slightly. The engine now included a nitride hardened crankshaft to reflect the extra power being generated and in response to reports of broken crankshafts in the earlier V8 Silver Clouds. The transmission was a GM Hydramatic which Rolls-Royce used under licence. The headlights were grouped in a four-headlamp layout subsequently continued in the later Silver Shadow. Other external changes included a slightly increased slope of the bonnet to correspond with a 1+1⁄2 inches (3.8 cm) reduction in radiator grille height. Between 1963 and 1966 there were no major changes. Stainless steel wheel trims replaced chrome-plated ones in April 1963, and an improved rear window demister was introduced in November of the same year. Wider front seats were fitted in January 1964, and five months later a revised headlamp surround now incorporated a very small RR monogram. A chrome badge reading “Silver Cloud III” in an italic font can be seen on the right bottom side of the boot of most UK and European delivered examples, whilst US versions were delivered without this badge. As with earlier models, Rolls-Royce continued to make the Silver Cloud chassis available to traditional coachbuilders. A notable version is the Fixed Head and Drop Head Coupe styled by Mulliner Park Ward, having unusual slanted headlights, also found on contemporary Italian designed or Italian-influenced high performance cars from Lancia, Triumph, Lagonda and Gordon-Keeble. It was derived from the earlier Park Ward design for the Bentley S1 and S2 Continentals, made also available for the S3. Some 100 of the 328 coach-built Silver Cloud IIIs were of this style.

Rolls Royce Cullinan:

Triumph TR6: By the mid 1960s, money was tight, so when it came to replacing the TR4 and TR5 models, Triumph were forced into trying to minimise the costs of the redesign, which meant that they kept the central section of the old car, but came up with new bodywork with the front and back ends were squared off, reportedly based on a consultancy contract involving Karmann. The resulting design, which did look modern when it was unveiled in January 1969 has what is referred to as a Kamm tail, which was very common during 1970s era of cars and a feature on most Triumphs of the era. All TR6 models featured inline six-cylinder engines. For the US market the engine was carburetted, as had been the case for the US-only TR250 engine. Like the TR5, the TR6 was fuel-injected for other world markets including the United Kingdom, hence the TR6PI (petrol-injection) designation. The Lucas mechanical fuel injection system helped the home-market TR6 produce 150 bhp at model introduction. Later, the non-US TR6 variant was detuned to 125 bhp for it to be easier to drive, while the US variant continued to be carburetted with a mere 104 hp. Sadly, the Lucas injection system proved somewhat troublesome, somewhat denting the appeal of the car. The TR6 featured a four-speed manual transmission. An optional overdrive unit was a desirable feature because it gave drivers close gearing for aggressive driving with an electrically switched overdrive which could operate on second, third, and fourth gears on early models and third and fourth on later models because of constant gearbox failures in second at high revs. Both provided “long legs” for open motorways. TR6 also featured semi-trailing arm independent rear suspension, rack and pinion steering, 15-inch wheels and tyres, pile carpet on floors and trunk/boot, bucket seats, and a full complement of instrumentation. Braking was accomplished by disc brakes at the front and drum brakes at the rear. A factory steel hardtop was optional, requiring two people to fit it. TR6 construction was fundamentally old-fashioned: the body was bolted onto a frame instead of the two being integrated into a unibody structure; the TR6 dashboard was wooden (plywood with veneer). Other factory options included a rear anti-roll bar and a limited-slip differential. Some say that the car is one of Leyland’s best achievements, but a number of issues were present and remain because of poor design. As well as the fuel injection problems, other issues include a low level radiator top-up bottle and a poor hand-brake. As is the case with other cars of the era, the TR6 can suffer from rust issues, although surviving examples tend to be well-cared for. The TR6 can be prone to overheating. Many owners fit an aftermarket electric radiator fan to supplement or replace the original engine-driven fan. Also the Leyland factory option of an oil cooler existed. Despite the reliability woes, the car proved popular, selling in greater quantity than any previous TR, with 94,619 of them produced before production ended in mid 1976. Of these, 86,249 were exported and only 8,370 were sold in the UK. A significant number have since been re-imported, as there are nearly 3000 of these much loved classics on the road and a further 1300 on SORN, helped by the fact that parts and services to support ownership of a TR6 are readily available and a number of classic car owners’ clubs cater for the model.

Triumph Stag: Envisioned as a luxury sports car, the Stag was designed to compete directly with the Mercedes-Benz SL. It started as a styling experiment, cut and shaped from a 1963–4 Triumph 2000 pre-production saloon, which had also been styled by Michelotti, and loaned to him by Harry Webster, Director of Engineering at Triumph. Their agreement was that if Webster liked the design, Triumph could use the prototype as the basis of a new Triumph model. Harry Webster, who was a long time friend of Giovanni Michelotti, whom he called “Micho”, loved the design and took the prototype back to England. The end result, a two-door drop head (convertible), had little in common with the styling of its progenitor 2000, but retained the suspension and drive line. Triumph liked the Michelotti design so much that they propagated the styling lines of the Stag into the new Mark 2 2000/2500 saloon and estate. The initial Stag design was based around the saloon’s 2.5-litre six cylinder engine, but Harry Webster intended the Stag, large saloons and estate cars to use a new Triumph-designed overhead cam 2.5-litre fuel injected  V8. Under the direction of Harry Webster’s successor, Spen King in 1968, the new Triumph OHC 2.5 PI V8 was enlarged to 2997 cc to increase torque. To meet emission standards in the USA, a key target market, the troublesome mechanical fuel injection was dropped in favour of dual Zenith-Stromberg 175 CDSE carburettors. A key aim of Triumph’s engineering strategy at the time was to create a family of engines of different size around a common crankshaft. This would enable the production of power plants of capacity between 1.5 and 4 litres, sharing many parts, and hence offering economies of manufacturing scale and of mechanic training. A number of iterations of this design went into production, notably a slant four-cylinder engine used in the later Triumph Dolomite and Triumph TR7, and a variant manufactured by StanPart that was initially used in the Saab 99. The Stag’s V8 was the first of these engines into production. Sometimes described as two four-cylinder engines Siamesed together, it is more correct to say that the later four-cylinder versions were half a Stag engine. It has sometimes been alleged that Triumph were instructed to use the proven all-aluminium Rover V8, originally designed by Buick, but claimed that it would not fit. Although there was a factory attempt by Triumph to fit a Rover engine, which was pronounced unsuccessful, the decision to go with the Triumph V8 was probably driven more by the wider engineering strategy and by the fact that the Buick’s different weight and torque characteristics would have entailed substantial re-engineering of the Stag when it was almost ready to go on sale. Furthermore Rover, also owned by British Leyland, could not necessarily have supplied the numbers of V8 engines to match the anticipated production of the Stag anyway. As in the Triumph 2000 model line, unitary construction was employed, as was fully independent suspension – MacPherson struts in front, semi-trailing arms at the rear. Braking was by front disc and rear drum brakes, while steering was power-assisted rack and pinion.  Although other bodystyles were envisaged, these never made production, so all  Stags were four-seater convertible coupés. For structural rigidity – and to meet new American rollover standards of the time – the Stag required a B-pillar “roll bar” hoop connected to the windscreen frame by a T-bar. A removable hardtop was a popular factory option for the early Stags, and was later supplied as a standard fitment. The car was launched one year late in 1970, to a warm welcome at the various international auto shows. Sadly, it rapidly acquired a reputation for mechanical unreliability, usually in the form of overheating. These problems arose from a variety of causes, all of which are now well understood, and for which solutions have been identified, but at the time, they really hurt the reputation and hence sales of the car. They ranged from late changes to the engine which gave rise to design features that were questionable from an engineering perspective, the choice of materials which necessitated the use of antifreeze all year round, the engine’s use of long, simplex roller link chains, which would first stretch and then often fail inside fewer than 25,000 miles; the arrangement of the cylinder head fixing studs, half of which were vertical and the other half at an angle causing sideways forces which caused premature failure of the cylinder head gaskets. and poor quality production from a plant troubled with industrial unrest and poor quality control. At the time, British Leyland never provided a budget sufficient to correct the few design shortcomings of the Triumph 3.0 litre OHC V8, and the dealers did not help matters. The Stag was always a relatively rare car. British Leyland had around 2,500 UK dealers when the Stag was on sale and a total of around 19,000 were sold in the UK. Thus the average dealer sold only seven or eight Stags during the car’s whole production run, or roughly one car per year. This meant that few dealers saw defective Stags often enough to recognise and diagnose the cause of the various problems. Many owners simply replaced the engine altogether, often with the Rover V8, Ford Essex V6, or even the Triumph 6-cylinder engine around which the car was originally designed. Perhaps thanks to such a reputation for its unreliable engine, only 25,877 cars were produced between 1970 and 1977. Of this number, 6780 were export models, of which 2871 went to the United States. The majority of cars were fitted with a Borg-Warner 3-speed automatic transmission. The other choice was a derivative of the ancient Triumph TR2 gearbox which had been modified and improved over the years for use in the TR series of sports cars. Other than the choice of transmissions there were very few factory-installed options. On early cars buyers could choose to have the car fitted with just the soft-top, just the hard-top (with the hood storage compartment empty) or with both. Later cars were supplied with both roofs. Three wheel styles were offered. The standard fitments were steel wheels with Rostyle “tin-plate” trims. Five-spoke alloy wheels were an option, as were a set of traditional steel spoke wheels with “knock-off”‘ hubcaps. The latter were more commonly found on Stags sold in North America on Federal Specification vehicles. Electric windows, power steering and power-assisted brakes were standard. Options included air conditioning, a luggage rack, uprated Koni shock absorbers, floor mats and Lucas Square Eight fog lamps, and a range of after-market products, most of which were dealer installed as optional accessories could also be fitted. Rather unusually for a 4-seat touring car, the accessory list included a sump protector plate that was never produced. This was probably included as a slightly “gimmicky” tribute to Triumph’s rallying successes. Nowadays, the Stag is seen in a very different light, with lots of very enthusiastic and knowledgeable owners who enjoy the good points of this attractive looking car and who revel in the fact that the market has not yet boosted prices into the unaffordable category, as one day will surely happen.

Triumph Spitfire 1500: Based on the chassis and mechanicals of the Triumph Herald, the Spitfire was conceived as a rival to the Austin-Healey Sprite and MG Midget, which were launched a year earlier. The Triumph soon found a strong following, with many preferring it to the BMC cars which in time would become in-house stablemates. Mark II models arrived in 1965 and a more comprehensive facelift in 1967 with the distinctive “bone in mouth” front grille necessitated by US bumper height regulations also brought changes, but it was with the Mark IV that the greatest number of alterations would come about. The Mark IV featured a completely re-designed cut-off rear end, giving a strong family resemblance to the Triumph Stag and Triumph 2000 models, both of which were also Michelotti-designed. The front end was also cleaned up, with a new bonnet pressing losing the weld lines on top of the wings from the older models, and the doors were given recessed handles and squared-off glass in the top rear corner. The interior was much improved: a proper full-width dashboard was provided, putting the instruments ahead of the driver rather than over the centre console. This was initially black plastic however was replaced with wood in 1973. An all-new hardtop was also available, with rear quarter-lights and a flatter rear screen. By far the most significant change, however, was to the rear suspension, which was de-cambered and redesigned to eliminate the unfortunate tendencies of the original swing-axle design. The Triumph GT6 and Triumph Vitesse had already been modified, and the result on all these cars was safe and progressive handling even at the limit. The 75 hp engine was now rated at 63 hp (for UK market employing the 9:1 compression ratio and twin SU HS2 carburettors; the less powerful North American version still used a single Zenith Stromberg carburettor and an 8.5:1 compression ratio) due to the German DIN system; the actual output was the same for the early Mark IV. However, it was slightly slower than the previous Mark III due to carrying more weight, and employing a taller 3.89:1 final drive as opposed to the earlier 4.11:1. The engine continued at 1296 cc, but in 1973 was modified with larger big-end bearings to rationalise production with the TR6 2.5 litre engines, which somewhat decreased its “revvy” nature; there was some detuning, to meet new emissions laws, which resulted in the new car being a little tamer. With the overall weight also increasing to 1,717 lb (779 kg) the performance dropped as a consequence, 0 to 60 mph now being achieved in 15.8 seconds and the top speed reducing to 90 mph. The overall fuel economy also dipped to 32mpg. The gearbox gained synchromesh on its bottom gear. The Mark IV went on sale in the UK at the end of 1970 with a base price of £735. In 1973 in the United States and Canada, and 1975 in the rest of the world, the 1500 engine was used to make the Spitfire 1500. Although in this final incarnation the engine was rather rougher and more prone to failure than the earlier units, torque was greatly increased by increasing the cylinder stroke to 87.5 mm, which made it much more drivable in traffic. While the rest of the world saw 1500s with the compression ratio reduced to 8.0:1, the American market model was fitted with a single Zenith-Stromberg carburettor and a compression ratio reduced to 7.5:1 to allow it to run on lower octane unleaded fuel, and after adding a catalytic converter and exhaust gas recirculating system, the engine only delivered 53 bhp with a slower 0–60 time of 16.3 seconds. The notable exception to this was the 1976 model year, where the compression ratio was raised to 9.1:1. This improvement was short-lived, however, as the ratio was again reduced to 7.5:1 for the remaining years of production. In the UK the 9:1 compression ratio, less restrictive emissions control equipment, and the Type HS2 SU carburettors now being replaced with larger Type HS4 models, led to the most powerful variant to date. The 1500 Spitfire now produced 71hp (DIN) at 5500 rpm, and produced 82 lb/ft of torque at 3000 rpm. Top speed was now at the magical 100 mph mark, and 0 to 60 mph was reached in 13.2 seconds. Fuel economy was reduced to 29mpg. Further improvements to the suspension followed with the 1500 included longer swing axles and a lowered spring mounting point for more negative camber and a wider rear track. The wider, lower stance gave an impressive skid pad result of 0.87g average. This put the Spitfire head and shoulders over its competition in handling. The American market Spitfire 1500 is easily identified by the big plastic over-riders and wing mounted reflectors on the front and back wings. The US specification models up to 1978 still had chrome bumpers, but on the 1979 and 1980 models these were replaced by black rubber bumpers with built-in over-riders. Chassis extensions were also fitted under the boot to support the bumpers. Detail improvements continued to be made throughout the life of the Mark IV, and included reclining seats with “chequered brushed nylon centre panels” and head restraints, introduced for domestic market cars early in 1977 along with a new set of column stalk operated minor controls (as fitted already in the TR7) replacing the old dashboard mounted knobs and switches. Also added for the model’s final years were a wood dash, hazard flashers and an electric screen washer, in place of the previous manual pump operated ones.  Options such as the hard top, tonneau cover, map light and overdrive continued to be popular, but wire wheels ceased to be available. The 1980 model was the last and the heaviest of the entire run, weighing 1,875 lb (850.5 kg). Base prices for the 1980 model year was £3,631 in the UK.

TVR Griffith: The Griffith was the first of the modern generation TVRs. First seen as a concept at the 1990 British Motor Show, it wowed the crowds sufficiently that unlike the Show Cars of precediing years, may of which were never seen again, Peter Wheeler and his small team in Blackpool immediately set about preparing it for production. It took until mid 1992 before they were ready. Like its forerunner namesakes, the Griffith 200 and Griffith 400, the modern Griffith was a lightweight (1048 kg) fibreglass-bodied, 2-door, 2-seat sports car with a V8 engine. Originally, it used a 4.0 litre 240 hp Rover V8 engine, but that could be optionally increased to a 4.3 litre 280 hp unit, with a further option of big-valve cylinder heads. In 1993, a TVR-developed 5.0 litre 340 hp version of the Rover V8 became available. All versions of the Griffith used the Lucas 14CUX engine management system and had a five-speed manual transmission. The car spawned a cheaper, and bigger-selling relative, the Chimaera, which was launched in 1993. 602 were sold in the first year and then around 250 cars a year were bought throughout the 90s, but demand started to wane, so iIn 2000, TVR announced that the Griffith production was going to end. A limited edition run of 100 Special Edition (SE) cars were built to mark the end of production. Although still very similar to the previous Griffith 500 model, the SE had a hybrid interior using the Chimaera dashboard and Cerbera seats. Noticeably, the rear lights were different along with different door mirrors, higher powered headlights and clear indicator lenses. Some also came with 16-inch wheels. Each car came with a numbered plaque in the glove box including the build number and a Special Edition Badge on its boot. All cars also had a unique signature in the boot under the carpet. The SEs were built between 2000 and 2002, with the last registered in 2003. A register of the last 100 SEs can be found at TVR Griffith 500 SE Register. These days, the Griffith remains a much loved classic and to celebrate the car, the owners have a meet called “The Griff Growl.”