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Auction Description for Coys: True Greats
Sale Notes:
www.invaluable.co.uk/coys

True Greats (45 Lots)

by Coys


45 lots with images

December 5, 2016

Live Auction

Westminster, United Kingdom

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Lots with images first
1967 Fiat 500 F One Owner from new

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Description: Reg. Number EU Registered Chassis Number: 1432559 Year: 1967 Make: Fiat Model: 500 F The basic 500’s austerity was not well received, however, prompting the introduction of a revised and better equipped version endowed with refinements such as hubcaps, wind-down windows, upholstered rear seat and column-mounted switchgear stalks. This process of step-by-step improvement would continue throughout the 500’s life. Introduced in 1968 alongside the standard 500F, the deluxe 500L, while mechanically identical, came with exterior cosmetic enhancements and an improved interior featuring a new instrument panel, seats and floor covering. The 500 F offered today comes in a Fiat Fiorentino Blue with an immaculate red over white interior. A one owner car- It has covered just 31,000 miles from new and is quite simply stunning.With a recent replacement sunroof and wheel bearings the car has never been restored and is perhaps the most original 500 Coys has seen. Ideal for all environments this nippy style icon is and always will be a strong head-turner.

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1976 Alfa Romeo 1600 Junior

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Description: Reg. Number UK Registered Chassis Number: 115050001858 Year: 1976 Make: Alfa Romeo Model: 1600 Junior Launched in 1963, the Giulia Sprint GT featured classically stylish four-seater coachwork designed by Bertone's Giorgetto Giugiaro, though this was now manufactured at Alfa's new factory at Arese. Beneath the skin the new coupé utilised the 105-Series Giulia TI saloon's five-speed manual gearbox, independent front suspension, coil-sprung live rear axle, all round disc brakes (early cars excepted) and 1,570cc engine in up-rated form. The subsequent 1750 version's replacement by the 2000GTV in 1971 left a gap in the range that was filled by the return of a 1.6-litre model, which had been absent since the GTV's demise in 1968. This new model was the GT 1600 Junior. Built between 1972 and 1977, initially in two-headlamp form and later with the four-headlamp front end shared with the 2000GTV. This GT 1600 Junior is one of the last to be built and incorporates many of the features of the contemporary 2000 GTV. A matching numbers example the car has had a mere 4 owners from new and has covered just 41,000 miles in this time. The last but one owner bought the car in 1981 at 22,000 miles - he owned the car until 2011, then the car had covered just 39,000 miles. The car then went to Scotland before being purchased by the current vendor in 2014. It was then subject to a detailed re-paint in iconic Alfa Romeo Red. Recently serviced with new leads, brake servo and water pump. The wheels have also recently been powder coated. Offered with its original handbooks, service books and MoTs dating back to 1982, this right hand drive UK Alfa Romeo would be a delightful addition to any enthusiast's collection.

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1999 Ferrari F355 F1 Spyder

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Description: Reg. Number UK Registered Chassis Number: ZFFXR48B000115290 Year: 1999 Make: Ferrari Model: F355 F1 Spyder ‘Complex, sophisticated, and very fast, it is the quantum leap that has enabled the Ferrari V8 to run in proud parallel with the 456GT and 550 Maranello,’ enthused Car magazine’s review of the F355. First presented to the motoring press in May 1994, the F355 effectively re-forged the reputation of Ferrari’s V8 which, 328 and 348 notwithstanding, had suffered since the introduction of the Mondial ‘world car’. The latter, with its four seats, well-appointed interior, and relatively soft ride, was considered far too sensible to be a ‘proper’ Ferrari; the F355 though, was cast in the mould of that great driver’s car, the Dino 246GT. Just how great an advance it was may be gauged from the fact that the F355’s best time around Ferrari’s Fiorano test track was three seconds quicker than the formidable 512TR’s. Despite its prodigious performance the F355 was no mere ‘racer on the road’, but a thoroughly modern automobile employing state-of-the-art technology – in the form of computer-controlled variable damping – to reconcile the differing requirements of ultimate road holding and acceptable comfort. A light-action clutch, proportional power-assisted steering, and driver’s air bag were other features calculated to make the car reassuringly user-friendly. The heart of the F355 though, was its phenomenal 3.5-litre V8 engine. Equipped with four overhead camshafts and five valves per cylinder – a layout borrowed from Ferrari’s Formula 1 engine – this remarkable unit produced a claimed 370bhp at 8,250rpm, with 268lb/ft of torque available between 5,000 and 6,500rpm. A six-speed gearbox, mounted transversely behind the longitudinally disposed engine, ensured a sufficiency of ratios to keep the motor on the boil whatever the situation. Testing an F355 in 1994, Autocar achieved a top speed of 173mph, with the 0-60mph dash covered in 4.3 seconds. ‘The F355 is, we’re certain, a landmark car for Ferrari,’ declared the esteemed British motoring magazine. ‘Not only is it good enough to tear down the walls of the class you think it should be in and cause deep blushes throughout the one above, but it is also the best sports car Ferrari has turned out since the 246 GT Dino some 30 years ago.’ Praise indeed. Supplied new to Brussels, this Ferrari 355 F1 spider has covered only 29,000 miles from new and has just three recorded owners. The car is UK registered and comes to us with a UK V5 document and a fresh MOT along with all its original paperwork, tools, book pack, two keys, alarm as well as a Ferrari car cover. The car is finished in beautiful Tour De France Blue and is complemented by the blue mohair hood- which glides easily up and down at the touch of a button. Under the lightweight boot lid, the engine is in immaculate condition and is highly detailed. The car is upholstered in Tan hide throughout with matching carpets, and the power seats are in fine order. The car sits on four unmarked alloys shod with excellent tyres. The paddle shift gears make driving a pleasure, it makes all the right noises and is taut and responsive. A full service is being performed by a marque specialist prior to sale. To sum up, this is a low mileage well cared for car that needs nothing.

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1971 Morgan Plus 8 One owner from new

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Description: Reg. Number UK Registered Chassis Number: R7351 Year: 1971 Make: Morgan Model: Plus 8 Searching for new engines in the 1960s, Morgan concluded a deal with Rover for supply of its all-aluminium 3.5-litre V8, thus creating a car that combined Vintage-era charm with Cobra-like ‘grunt’: the Plus 8. Morgan’s Plus 4 chassis, strengthened and extended, formed the basis of the new car, while the existing Moss four-speed gearbox was retained also. After a successful debut at the 1968 London Motor Show, its instant and enduring popularity was widely credited with saving the company during the 36 years of its manufacture. Production commenced at the rate of 15-or-so cars per month and continued until 2004, although later powered by a BMW engine. While the Morgan’s traditional styling restricted top speed to around the Rover V8’s 168bhp and 210lb/ft of torque made for high-end performance through the gears. Indeed, in its later 3.9-litre form, the Plus 8 proved quicker to 80mph than the contemporary Porsche 911 Turbo. This particular model is a past-competitor, with its sole previous owner entering many club motorsport events and trials. Presented with a flame red finish and a black leather interior, the car is described as being in good condition throughout and comes with several interesting additions. Practical modifications are aplenty including under bonnet holders for spare plugs and bulbs together with a grease gun. The engine also was slightly modified and improved. Being a one owner car this has been well looked after. Used competitively throughout the 1970s, this Plus 8 was ever-present at club meetings throughout the UK. Winning many trophies, during this time it ran on special steel wheels, from sprints and hillclimbs to trials, the car and its driver were the inspiration to many Morgan owners. Interestingly, this Plus 8 was also the first Plus 8 to leave the factory with twin side pipes. The owner, who purchased it from Peter Morgan himself, was the custodian for over 40 years. You might recognise the car as it has been featured in several Morgan books – and, due to its colour which has a slight orange tint, it is somewhat famous amongst Morgan circles. A lovely driver’s car with a history to match, a great opportunity to acquire a piece of Morgan history.

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The Russell Palmer 1979 Ferrari 512 Berlinetta Boxer Ferrari Classiche Certification

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Description: Reg. Number UK Registered Chassis Number: 27289 Year: 1979 Make: Ferrari Model: 512 BB The Ferrari Berlinetta Boxer was produced between 1973 and 1984 using a mid-mounted Flat-12 engine, replacing the front engined layout Daytona. It was designed by Leonardo Fioravanti and production of the BB 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. 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 365 GT4/BB was updated as the BB 512 in 1976, resurrecting the name of the earlier Ferrari 512 racer. The engine was larger at 4942cc, had an increased compression ratio of 9.2:1. The power output was 360bhp and a new dual plate clutch was utilised to handle the added power and torque, and to ease the pedal effort. Dry sump lubrication was used to prevent oil starvation in hard cornering due to revised rear suspension, wider wheels and wider rear tires. External differentiators included a new front spoiler, wider rear tires, four tail pipes and four tail lights. Only 929 BB models were produced and of that only 101 were in right hand drive configuration, as offered here with chassis #27289. Completed in March 1979, #27289 was supplied new by Maranello Concessionaries to its first owner, Mr. P Thorpe, on the 20th April 1979. Finished in the stunning colour scheme of silver with red hide, which it retains to this day, it initially sported ‘EE’ or Italian Export Plates which permitted its new owner to drive the car back from Maranello to the UK. It was subsequently registered on 3rd May 1979 with the UK registration number BPD174T. In October 1981, #27289 was sold to its second owner, Russell Palmer and remained in his ownership until he passed away in 2013. The car was then sold to its current owner, and is remembered at Coys during these years when it used to appear in Queens Gate Mews on a regular basis. This car has only covered 34,000 miles from new and holds a large history file detailing regular servicing by Ferrari specialists. This includes a recent cam belt change and service, various other receipts and sundry documentation as well as the rare and desirable original hand books and tool kit – all of which enhance this already sought after Ferrari. The Ferrari Classiche certification has been approved and we have confirmation that the car has passed at the time of the sale. This is a splendid example, in magnificent factory colours which really make it stand out from the run of the mill Rosso Corsa. This carburetted example is very well known and considered to be one of the finest examples in existence. Widely known as the Russel Palmer Boxer, such is its elevated position amongst all the other RHD Boxers that when sold from the estate in 2013, it achieved a then world record price.

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1979 Porsche 911 SC Targa

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Description: Reg. Number UK Registered Chassis Number: 9119310891 Year: 1979 Make: Porsche Model: 911 SC Targa A 'modern classic' if ever there was one, Porsche's long-running 911 arrived in 1964, replacing the 356. The latter's rear-engined layout was retained, but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3 litres and, in turbo-charged form, put out well over 300 horsepower. Two years after the original coupé's introduction, a convertible 911 - the 'Targa', named in honour of Porsche's numerous victories in the Sicilian classic - arrived in 1966. Expected US safety legislation had prompted an ingenious approach to the soft-top 911, the Targa sporting a hefty roll-over bar to protect the occupants in the event of an inversion, together with removable roof and rear hood sections, which were stowable in the boot. For 1969 a quieter and less leak-prone fixed rear window replaced the less than perfect rear hood, and the ever-popular Targa would continue in this form well into the 1990s, sharing countless mechanical and styling developments with its closed cousin along the way. The much loved and instantly recognisable Targa finally bowed out at the end of the 1990s, when the Cabriolet became the sole open-topped 911 with the introduction of the Type 996 range for 1999. Delivered new to the UK in 1979 and supplied through AFN , this 911 Targa remained in the UK until 1981 when, as the history file confirms, the car was shipped to Norway. The car remained in Norway before being repatriated in August 2015 by its current owner. Finished in arguably the best colour combination for a 911 - light blue metallic over black- the car is supplied with a Porsche Certificate of Authenticity confirming it as being a matching numbers car. The engine was last serviced at RPM Porsche at 126,826 miles in March 2016 and has covered just over one thousand miles since then. The car has recently benefited from refurbished black leather interior of black leather, as well as the Fuchs wheels and the Targa roof. It was last MOT'd on 9th September 2016.

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1998 Ferrari 550 Maranello

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Description: Reg. Number EU Registered Chassis Number: ZFFZR49B000110315 Year: 1998 Make: Ferrari Model: 550 Maranello With the introduction of the 550 Maranello in 1997, Ferrari returned to its tradition of building front-engined V12 sports cars, resurrecting a line that had remained dormant since the demise of the 365GTB/4 ‘Daytona’ in 1974. The heart of any Ferrari is its engine, and the 550 Maranello’s 48-valve, 5.5-litre V12 developed 485bhp at 7,000rpm, some 100-or-so horsepower more than the Daytona’s. Ferrari had discovered long ago that providing optimum balance in a front-engined sports car necessitated the use of a rear transaxle, and the Maranello’s came with six speeds. The power train was housed in a tubular steel chassis, to which was attached aluminium coachwork, while the all-independent suspension incorporated dual mode (normal/sports) damping- switch selectable by the driver- which was complemented by speed sensitive power assisted steering. Styled by Pininfarina like its illustrious ‘Daytona’ predecessor, the 550 Maranello was similarly proportioned, adopting the classical combination of long bonnet, small cabin and truncated tail. The body’s aerodynamics were developed in the wind tunnel, where hours of testing ensured that the minimum of drag was combined with constant downforce regardless of set up, an important consideration in a 200mph road car. Styling details such as the bonnet air scoop and hot air outlets behind the front wheelarches recalled the great “competizione “ Ferraris of the past- in particular the immortal 250GTO- while the tail incorporated Ferrari’s characteristic twin circular lights. This immaculate left hand drive Ferrari 550 Maranello has only 3 previous owners with full Ferrari approved stamped history and all receipts and invoices documented from new. Imported from its home country of Italy the car still wears its original plastic covers on the carpets as from the factory. During its ownership it has benefitted from a new clutch and new silencers in the last 16,000km (9,900 miles) with new timing belts, tensioners and fuel injection sensors in 2014 and front shocks changed in 2015. Both interior and exterior are in near-perfect condition, with practically no wear at all. The car’s Tubi rear silencers give a lovely soft rumble at idle before quietening as revs rise but the car remains very subtle. Original silencers are included with the sale and are in excellent condition. The car was featured and photographed in Formula Life magazine as a prime example of its type and copies of the magazine will be supplied with the car. Still showing under 90,000km (56,000 miles) with UK registration and fresh MOT, this fantastic example works perfectly as both an appreciating investment or as a usable modern Grand Tourer.

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1954 Jaguar XK120 Roadster

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Description: Reg. Number UK Registered Chassis Number: 661145 Year: 1954 Make: Jaguar Model: XK120 Roadster Jaguar XK120 caused an absolute sensation when it was launched at the 1948 Motor Show. In the post-war era of rationing, general austerity and hardship it came as a stunning vision of what the future might hold. It was, without doubt, the most beautiful car in the world, and the fastest unsupercharged production sports model ever made up to that time. Its claimed top speed of 120mph was so astonishing that to prove it Jaguar took one over to Belgium and clocked 132mph! The response from the public at the Motor Show launch on 20th October 1948 caught Jaguar by surprise, and as orders poured in it was immediately obvious that the level of home and export demand could only be satisfied by moving from a lightweight alloy-bodied ash frame construction to tooling up for volume production in steel. This took time to achieve and the first 57 right hand drive cars, and 183 left-hand drive cars, were hand-produced in lightweight aluminium alloy. Throughout the 6 year production run, Jaguar manufactured a mere 609 RHD roadsters for the home market and we are proud to be offering one of them here today. Finished in British Racing Green with beige leather upholstery this wonderful example has been subject to a thorough renovation with bills accounting to in excess of £20,000 GBP. Works completed included fitment of a new clutch, exhaust manifolds, stainless steel exhaust system, front shock absorbers, cooling hoses all-round, electric fan and switch, and overhaul of front suspension, hydraulics, carburettors and starter motor. The attention to detail of the refurbishment is to the extent that even two new 12 volt batteries have been wired in parallel so as to avoid any issues starting this XK120 in the future. Furthermore the car has also been subject to a very detailed cosmetic restoration and the level of quality can only be fully appreciated when viewing the car in flesh. Included in the extensive history file are not only the invoices for the works carried out here in the UK by Jaguar specialists, but also the current and old V5s, a period photograph of the car with its former owners, comprehensive correspondence between its former owners Mr. David Watkins and Kit Constable Maxwell, the original UK Log book from 1954 as well as its replacement issued in 1973 and a Guy Broad parts catalogue. This rare RHD example is offered here today at a very realistic reserve. Not to be missed.

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The Frohde 1969 Porsche 911 S/T

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Description: Reg. Number EU Registered Chassis Number: 119300644 Year: 1969 Make: Porsche Model: 911 ST In 1970 new rules allowed the wheel arches of the 911 to be extended (flared) a further 2 inches from standard to accommodate wider wheels. The engine capacity was also increased to 2195cc by increasing the bore to 84 mm. Porsche could now enlarge the cubic capacity of the engine by bore increase only, as per regulations, enabling them to run at the next class limit of 2,5 litres - an objective accomplished in several stages. At the first stage, the capacity of the engine was increased to 2247cc, an increase in bore of just 1 mm to 85 mm. At the same time the factory made use of "Biral" cylinders which consisted of cast-iron cylinders with alloy fins bonded on. Twin ignition had now been homologated (with normal coils and contact breakers) and this was part of the engine tune, together with polished and crack tested connecting rods. The compression ratio of the 2247cc S-model was 10.3:1. As before, standard valves were used (46mm inlet and 40mm exhaust). Bosch twin row, six-plunger pump (mechanical) fuel injection was now used, the pump of which was modified with a space cam to match the Carrera 6 racing cams which were installed. Tuned induction pipes without an air filter were also used. The racing engine for group 4 could be ordered with Weber IDA carburettors with 42 mm diameter choke tubes - curiously the factory claiming a power output of 230 hp for both units. The standard crankshaft and bearings were also used, measuring 66mm. Thirty of these engines were built, the factory designating them "Type 911/20." For the 20 cars built to take these engines, the roofs, parts of the floor pans and the scuttles were made in thinner gauge steel than in the road cars. Cars retained and ran by the factory enjoyed thinner steel in their doors too. In March 1971, the cylinder bores were opened up even more to 87,5 mm and this increased the capacity to 2381cc. The output of this engine was 250 hp, both with fuel injection and with carburettors, achieving its peak at 7800 rpm. These racing versions of the 911, which were known internally as S/T, had their seat slide supports and the heater ducts removed, as were the seatbelt anchorage points, the glove box lid and the ashtray. Missing also were the engine cover and front cover locks, these being replaced by rubber fasteners. Also taken out were the sun visor, front torsion bar protectors, fog light recess covers and the rear torsion bar covers. There was no soundproofing or under seal, and even the amount of paint used was kept to a minimum. Further options from the factory to lose weight included a plastic front cover as well as front and rear bumpers made of the same material, as well as aluminium skinned doors with steel frames of 0,75mm thickness. Plexi-glass was available to replace all glass except for the wind-screen which, however, could be ordered with even thinner glass. A transverse bar was fitted in the front compartment between the front struts to aid stiffness in this area, and fuel tanks of 17.6 or 24.2 gallons were available. The whole racing package was finished off with Recaro racing seats. Chassis Number: 19300644 was manufactured as a normal S by the factory and duly sent to the Werks Porsche Competition Department who converted T, E, and S specification cars into S/T Specification straight from the production line. The car was sold to Kent Frohde, resplendent in Conda Green, on the 22th September 1971. The engine- an original 2 Litre - was tuned to 242bhp. According to Kent Frohde, this was the strongest 2 litre engine that Porsche had tuned at the time. The car was raced in Swedish racing series at the beginning of the 1970s until it was retired, and the last time it was road worthy was 1976. During 1970 to 1976 it follo§wed the evolution of race cars and wa

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1956 Jaguar XK140 Fixed Head Coupe One owner for over 50 years

Description: Reg. Number UK Registered Chassis Number: S804635DN Year: 1956 ESTIMATE: NO RESERVE Make: Jaguar Model: XK140 Fixed Head Coupe

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1962 Bentley S2 Continental Coupe

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Description: Reg. Number UK Registered Chassis Number: BC71CZ Year: 1962 Make: Bentley Model: S2 Continental The advent of the Bentley Continental with modern styling made the contemporary R-Type look distinctly dated. Something beyond a facelift was required. The resulting S-Type was launched in 1955 to much acclaim, the standard Park Ward body being much greater in size and grandeur compared to the preceding car. There were three phases of this model resulting in the final S3 series and a number of mechanical changes were introduced over this period. The S2 Continental was developed from the S1 on the same chassis, using the aluminium 61/4 litre V8 engine in place of the old 6 cylinder 4,887cc unit which had been phased out in 1959. Automatic transmission, power steering and servo brakes combined to make a superb grand touring car. As the launch of the all new Bentley S2 Continental chassis and engine drew closer the design team at H.J. Mulliner also looked to the future and began to make some small amendments to their S1 Continentals Fastback design by re-positioning of the front spot lights on to the top of the wing line. They also listened to their customers’ requests for a new two door design which allowed greater luggage capacity in the boot. The result was design number 7500, built in very limited numbers which was fitted with a wraparound rear screen and fins on the front and rear wings. Design number 7500 was arguably improved further for the S2 Continental chassis with the removal of the fins to allow a more graceful line. The result was design number 7514, considered by many including ourselves to be the most attractive of all coachwork designs fitted to the S2 Continental chassis between 1959 and 1962 . Chassis No BC71CZ is one of just 71 examples built to design number 7514 in right hand drive by H.J. Mulliner. The coachwork was constructed entirely of aluminium at their West London works, completed to order for each individual customer in the bespoke fashion that Bentley Continental owners had become accustomed to. BC71CZ was completed in February of 1962 and supplied by the Rolls-Royce agent in Geneva Garage L’Athenee to its first owner Mr Otto Streicher of Zurich. According to the chassis records, it was ordered in a colour only described as Special Blue, with a green leather interior. The car is now presented in Pewter but retains its original green leather interior. Although early records beyond the car’s first few years are sparse, we understand that the car returned to England during the late 1960s where it remained until 1999. It was bought by a British collector on 1989 and then supplied by Frank Dale & Stepsons ten years later to a collector in Europe.

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1996 Porsche 993 Targa

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Description: Reg. Number UK Registered Chassis Number: The external design of the Porsche 993, penned by Englishman Toni Hatter, retained the basic bodyshell architecture of the 964 and other earlier 911 models, but with revised external panels. Significantly flared wheelarches, a smoother front and rear bumper design, an enlarged retractable rear wing and teardrop mirrors were incorporated, but the existing roof panel and doors were retained. The Targa version of the 993 was introduced in 1996 and saw the debut of a retractable glass roof, a design continued on the 996 and 997 Targa. The glass roof would retract underneath the rear window revealing a large opening. A shade was there to help prevent the greenhouse effect of the closed roof. This system was a complete redesign, as previous Targa models had a removable roof section and a wide B-pillar functioning as a roll bar. The new glass roof design allowed the 993 Targa to retain the same side-on profile as the other 911 Carrera variants and finished with the inconvenience of storing the removed top of the old system. The Targa has the body of the convertible with the Targa glass roof replacing the fabric roof. This example of the 993 Targa is presented in a silver with a complementary blue interior. Described as being in excellent condition both aesthetically and mechanically the car is in incredibly good shape for its 139,000 mile odometer reading. Complete with a full service history along with all necessary bills and receipts the car remains in original condition. Previously owned by a well-known Porsche collector this 993 Targa is a fun car to drive and a ‘joy to own’. Year: 1996 Make: Porsche Model: 993 Targa The external design of the Porsche 993, penned by Englishman Toni Hatter, retained the basic bodyshell architecture of the 964 and other earlier 911 models, but with revised external panels. Significantly flared wheelarches, a smoother front and rear bumper design, an enlarged retractable rear wing and teardrop mirrors were incorporated, but the existing roof panel and doors were retained. The Targa version of the 993 was introduced in 1996 and saw the debut of a retractable glass roof, a design continued on the 996 and 997 Targa. The glass roof would retract underneath the rear window revealing a large opening. A shade was there to help prevent the greenhouse effect of the closed roof. This system was a complete redesign, as previous Targa models had a removable roof section and a wide B-pillar functioning as a roll bar. The new glass roof design allowed the 993 Targa to retain the same side-on profile as the other 911 Carrera variants and finished with the inconvenience of storing the removed top of the old system. The Targa has the body of the convertible with the Targa glass roof replacing the fabric roof. This example of the 993 Targa is presented in a silver with a complementary blue interior. Described as being in excellent condition both aesthetically and mechanically the car is in incredibly good shape for its 139,000 mile odometer reading. Complete with a full service history along with all necessary bills and receipts the car remains in original condition. Previously owned by a well-known Porsche collector this 993 Targa is a fun car to drive and a ‘joy to own’.

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1976 Ferrari 365 GT4 2+2

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Description: Reg. Number UK Registered Chassis Number: 19603 Year: 1976 Make: Ferrari Model: 365 GT4 2+2 'Most important was the double overhead cam engine. Like Rolls-Royce, no horsepower figure was quoted, but surely it was at least 320. More important was its massive amount of torque. Taken together with the turbine-like characteristics of the V12 engine, it mattered little which gear one was in or at what speed.' Stanley Nowak on the 356GT4 2+2, 'Ferrari on the Road'. Introduced towards the end of 1972, the 365GT4 2+2 was the biggest and best equipped four-seater Ferrari so far. Flagship of the Maranello range, it reaffirmed Ferrari's determination to compete with the world's finest luxury saloons. Based on the preceding 365GT 2+2, albeit lower, longer and wider, the newcomer was fitted with a four-cam version of the 4.4-litre V12 engine while retaining its predecessor's mechanical underpinnings. A total of only 524 had been completed by the time production ceased in 1976. This wonderful and original right hand drive 2+2 Pininfarina Coupe is an example of the ultimate Ferrari of its day and - being one of only 100 right hand drive cars in existence- it is also incredibly rare. Chassis 19603 was the subject of an engine rebuild in 1999. Having covered less than 5,000 miles since the carburettors and clutch were replaced in 2014, the brakes and suspension were also rebuilt in the early part of 2016. Finished in arguably the best colour combination for a 365, this is perhaps your last chance to own a front engined manual V12 Ferrari on carburettors for under £100,000.

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1970 Porsche 911 E Targa

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Description: Reg. Number UK Registered Chassis Number: TBA Year: 1970 Make: Porsche Model: 911 E Targa A ‘modern classic’ if ever there was one, Porsche’s long-running 911 arrived in 1964, replacing the 356 that had secured the fledgling company’s reputation as producer of some the world’s finest sporting cars. The iconic 911 would take this reputation to an even more exulted level on both the road and racetrack. The 356’s rear-engined layout was retained but the 911 switched to unitary construction for the bodyshell and dropped the 356’s VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche’s single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3.0 litres and, in turbo-charged form, put out well over 300 horsepower. The first of countless upgrades came in 1966 with the introduction of the 911S. Easily distinguishable by its stylish Fuchs five-spoked alloy wheels, the ‘S’ featured a heavily revised engine producing 160bhp, the increased urge raising top speed by 10mph to 135mph. A lengthened wheelbase introduced in 1969 improved the 911’s sometimes wayward handling, and then in 1970 the engine underwent the first of many enlargements, to 2.2 litres, in which form it produced 180bhp on Bosch mechanical fuel injection when installed in the top-of-the-range ‘S’ model. Two years after the original coupé’s introduction, a convertible 911 – the ‘Targa’, named in honour of Porsche’s numerous victories in the Sicilian classic – arrived in 1966. Expected US safety legislation had prompted an ingenious approach to the soft-top 911, the Targa sporting a hefty roll-over bar to protect the occupants in the event of an inversion, together with removable roof and rear hood sections, which were stowed in the boot. For 1969 a quieter and less leak-prone fixed rear window replaced the less than perfect rear hood, and the ever-popular Targa would continue in this form well into the 1990s, sharing countless mechanical and styling developments with its closed cousin along the way. The much loved and instantly recognisable original Targa finally bowed out at the end of the 1990s when the Cabriolet became the sole open-topped 911 with the introduction of the Type 996 range for 1999. The motor car on offer today forms part of an active fleet from a significant and international collection. Purchased by the current vendor in Massachusetts it has been regularly used on Historic Rallies across Europe. Resultingly, it benefits from the full time attention of the collection specialists and really wants for very little if anything at all. It is supplied with a Porsche Certificate of Authenticity and numerous bills and other documentation. Clearly in all respects, through its constant and full time maintenance programme it is likely to be one of the healthiest examples of its type.

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1963 Jaguar E-Type Series 1 3.8 Roadster

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Description: Reg. Number UK Registered Chassis Number: 878878 Year: 1963 Make: Jaguar Model: E-Type Series 1 On its 1961 Geneva Show debut the E-Type caused a sensation, with all the promise of its looks confirmed by independent road test results that not only recorded a 150mph top speed, but also 0-60mph and 0-l00mph in 6.9 and 16.2 seconds respectively. Fast indeed, and the match of any exotic thoroughbred then available, combined with superb road-holding and remarkable docility. One of the greatest post-war sports cars, Jaguar’s E-Type made immediate headlines on its launch in March 1961. Here was a sleek and beautiful 150mph car with a competition pedigree that could be bought for just over £2,000: roughly half the cost of a comparable Aston Martin or Ferrari. A direct descendant of the XK120 and competition C and D-Type models that so dominated fifties sports car racing, the E-Type shared its 265bhp 3.8 litre twin-cam straight-six engine with the XK150 ‘S’, mated to a Moss four-speed gearbox with synchromesh on the top three ratios. Beneath the William Lyons/Malcolm Sayer-styled body, available in either closed or roadster form, the steel monocoque chassis sported all-independent suspension and four-wheel disc brakes, mounted inboard at the back. Supplied new in January 1963 by Jaguar Cars New York to a Mr. E. McKinnis, the car remains in its original Carmen Red, with an immaculate Doeskin beige interior. Described by the vendor to be in excellent condition throughout, this early E-Type Roadster is arguably the most desirable specification and is considered the pinnacle of E-Type motoring. Having recently been subjected to an extensive and thorough renovation in the UK by a classic Jaguar specialist, the car is provided with a current MOT and is now UK Registered. Included in the cars history file are numerous invoices depicting the works undertaken in the UK. The car remains true to its original specification, with the exception of the addition of Wilwood brakes, alternator and a negative earth electrical system – all retrofitted for increased usability and all of which can be easily reversed for the purists out there.

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1972 Maserati Ghibli 4.9 SS Manual One of Only 8 Right Hand Drive cars ever built

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Description: Reg. Number UK Registered Chassis Number: AM115/49 Year: 1972 Make: Maserati Model: Ghibli Maserati needs no introduction. Already a legendary racing marque before the war, the company turned to the limited production of sports cars for the road in the 1950s. These proved to be highly successful, and manufacture continued throughout the ‘60s with the company taking credit for some of the most potent and luxurious cars of the era. None upheld this great tradition better than the magnificent Ghibli. The model made its debut at the 1966 Turin Show, where it was received with rapturous acclaim. Over the preceding few years Maserati had tended towards slightly more refined and placid designs and so, like the wind from which it drew its name, the Ghibli came as a breath of fresh air. An American magazine in 1968 said of it, ‘The Ghibli is by far Maserati’s greatest contribution to the automotive world in the past 20 years. Its appearance alone gives one a feeling of opulence.’ 1969 saw the appearance of a beautiful spyder derivative, whilst in 1970 a 4.9 litre version, offering increased speed and power (partially in response to the opposition from Ferrari’s new Daytona) was introduced under the name ‘Ghibli SS’. In this, its most desirable guise, the Ghibli reinforced its solid position on the market until its untimely demise. In total 1,149 coupés and 125 spyders were built, of which only a small proportion were of the SS variety. One of only eight right hand drive cars, this beautiful 1972 Maserati Ghibli SS Coupe was supplied new to the UK and was housed in a private collection for over twenty years. Dated 20th January 1972, the original order from Maserati of Modena confirmed this Ghibli SS was ordered via importer Citroen Cars Ltd. of Slough and was specified right hand drive with options of power steering, radio and two fog-lights. The car was finished in Rosso Fucco with Pelle Nera (black leather). The original buff log book that accompanies the car confirms the Maserati was first registered (BTV 11K) on the 12th April 1972 and was supplied via Bristol Street Motors, Nottingham to a Mr Malcolm Stephenson of East Ayton near Scarborough, Yorkshire on the 12th May. Mr Stephenson owned the car until May 1976 when it was acquired by Lingdale Garage in Saltburn before being purchased on the 10th November 1982 by David Rhodes of Gatley near Cheadle in Cheshire. By now registered 6 TPE, on the 12th April 1988, the Ghibli became part of the Classic Car Collection of Ian Wade of Mayfair, London and Shepley, Huddersfield where it would remain for over twenty years. During this period the car underwent a full restoration, being stripped to bare metal and repaired and re-painted in the current Blue Chiaro by noted Ferrari and Classic Car Coachbuilders Leslie Monk and Son. All mechanical and suspension parts were removed and were reconditioned or replaced where necessary, bright-work was re-chromed or replaced, the interior was refurbished along with new carpets and the engine and gearbox were stripped and rebuilt. The wheels were refurbished and new Michelin tyres fitted along with a new stainless steel exhaust system. Mechanics were undertaken by Graham Schultz of Modena Engineering with work being completed around 1996. The car was then displayed in the private museum collection until 2011 when Mr Wade sold the car and retained the registration 6 TPE so the Ghibli was re-registered to its current registration; BRJ 113K. The car was then assessed ahead of re-commissioning by Maserati specialists R & D Automotive of Manchester who confirmed the restoration was to a very high standard with the engine showing excellent compression. With just 2 subsequent owners, this SS has since taken part in several classic car events including the Goodwood Revival and last years’ Royal Concours at Holyrood, Edinburgh. The c

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1976 Alpine 1600 SC – Original Dieppe Built Model

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Description: Reg. Number 117 Chassis Number: EU Registered Year: 1976 Make: Alpine Model: 1600 Like other road-going Alpines, the 1961 A110 used many Renault parts – including engines. But while the preceding A108 was designed around Dauphine components, the A110 was updated to use R8 parts. Unlike the A108, which was available first as a cabriolet and only later as a coupé, the A110 was delivered first with “Berlinetta” bodywork and then as a cabriolet. The main visible difference with the A108 coupé was a restyling of the rear body to fit the larger engine, which gave the car a more aggressive look. Like the A108, the A110 featured a steel backbone chassis with fiberglass body. The A110 was originally available with 1.1 L R8 Major or R8 Gordini engines. The Gordini engine delivered 95 hp 6,500 rpm. The A110 achieved most of its fame in the early 1970s as a victorious rally car. After winning several rallies in France in the late 1960s with iron-cast R8 Gordini engines the car was fitted with the aluminium-block Renault 16 TS engine. With two dual-chamber Weber 45 carburetors, the TS engine delivered 125 hp (93 kW) DIN at 6,000 rpm. This allowed the production 1600S to reach a top speed of 210 km/h (130 mph). The longer wheelbase 2+2 Alpine GT4, originally considered a version of the A108, was updated with A110 engines and mechanicals, now being marketed as the “A110 GT4”. The car reached international fame during the 1970–1972 seasons when it participated in the newly created International Championship for Manufacturers, winning several events around Europe and being considered one of the strongest rally cars of its time. Notable performances from the car included victory in the 1971 Monte Carlo Rally with Swedish driver Ove Andersson. This fine example of an Alpine A110 1600SC is presented in the classic Renault Blue colours with a black interior. Steeped in racing history these Alpine 1600 SCs have become one of the most collectable rally-themed cars of the modern era. Described as being in excellent condition throughout, one is hard-pushed to find any faults with the car at all. As immaculate in its presentation as its performance, this is a chance to acquire a masterpiece as close to factory condition as one can find.

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1972 Ferrari 365 GTB/4 Daytona Spyder

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Description: Reg. Number UK Registered Chassis Number: 14269 Year: 1972 Make: Ferrari Model: 365 GTB/4 Daytona Spyder The first cars to bear the name of Enzo Ferrari appeared only 50 years ago, but in that time they have built a legend for delivering uncompromising performance from their V12 power units whilst clothed in some of the most exciting and elegant Italian coachwork designs. From the earlier 275 GTB/4, a natural development was the larger engined 365 GTB/4 (commonly known as the Daytona after the car’s strong result in the 24 hour race of the same name in 1967), and this was the swansong for the successful front-engined Berlinetta series. The deliberately aggressive shape, styled by Pininfarina, and the uncompromising mechanical specification ensured its success in the very demanding sports car market. The 352bhp delivered by the race-bred engine was delivered via a five-speed rear transaxle mounted in a welded steel tubular chassis frame. The most powerful two-seater, road-going GT and the world’s fastest production car at the time of its launch, independent road tests gave a top speed of over 170mph in standard form, which in the early 1970s was an amazing feat. Such capability confirmed the 365 GTB/4 as the last and fastest in the long line of competition-bred front-engined Ferrari grand touring cars. It is difficult to imagine how to improve on a car like the legendary Daytona, but adding sunshine and wind in the hair certainly qualifies. The beautiful Daytona on offer today comes to public sale for the first time in its existence. Presented in traditional Italian racing red with a tan interior, chassis 14269 is one of the better looking Daytonas we have had the pleasure of selling. Ferrari’s limited production run of Daytona Spyders left many would-be customers disappointed, a situation which led, inevitably, to a number of coupés being converted. It was during the ownership of Mr Bernard Fosker, founder of the well-stablished and world famous Foskers Ferrari specialists, that a no-expense-spared conversion took place on chassis 14269. Evidenced in its condition today, it was exceptionally well executed. Later in the 1980’s the car was acquired by a Mr Geoff Williams before being bought by its current owner who has owned the car for the past 12 years. Complete with an extensive service history this matching numbers, low-ownership Daytona, well-known and highly regarded in the Ferrari community has been serviced regularly in the last two decades by Ferrari specialists Rardley Motor’s of Surrey with bills from the last two years totalling £7,000. A wonderful opportunity to acquire a fine example of what is widely regarded to be the greatest front-engined V12 to ever have been made.

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1959 Chevrolet Corvette C1

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Description: Reg. Number UK Registered Chassis Number: J595107354 Year: 1959 Make: Chevrolet Model: Corvette C1 After World War II, GIs returning after serving overseas in the years were bringing home MGs, Jaguars, Alfa Romeos and the like. In 1951, Nash Motors began selling an expensive two-seat sports car, the Nash-Healey, made in partnership with the Italian designer Pinin Farina and British auto engineer Donald Healey, but there were few moderate-priced models. Harley Earl convinced GM that they needed to build a two-seat sports car, and with his Special Projects crew began working on “Project Opel” in late 1951. The result was the hand-built, EX-122 pre-production Corvette prototype, which was first shown to the public at the 1953 General Motors Motorama at the Waldorf-Astoria in New York City on January 17, 1953. With the release of the 1957 model, Chevrolet was really getting into its stride. A new body, a much better convertible top and glass wind-up windows, together with the single headlamp styling and the cove-side design, really brought the Corvette right up to date. Production began in June of 1953 with the standard six cylinder 160bhp engine, but by 1956 this had grown into a V8 of 265cu.inch, developing between 180 and 220bhp according to the state of tune. A fibreglass body was fitted from the start; early cars could reach 105mph compared to the Ford Thunderbird’s 115mph but the Corvette had superior acceleration, and handled better. Chassis J595107354 has an interesting past, having been owned by an American talk show host in Ohio until his passing a few years ago. During his ownership he commissioned a full restoration and as such the car is presented in excellent condition in all respects. Finished in the classic colour scheme of Roman Red with white coving, this beautifully restored American classic is fitted with the traditional V8 mated to a 4 speed manual gearbox. The ‘Vette is supplied both hardtop and a new convertible roof. We love these Corvettes; fantastic looking with a wonderful sounding V8 – it comes as no surprise to see values on the increase. This iconic classic is offered with a UK V5 and both owners and workshop manuals.

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1962 Rolls-Royce II Drophead Coupé Adaptation by H.J. Mulliner

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Description: Reg. Number UK Registered Chassis Number: LSAE 281 Year: 1962 Make: Rolls-Royce Model: II Facing increasing competition from faster rivals and with development of its ageing six-cylinder engine nearing its end, Rolls-Royce turned to V8 power as the 1960s approached. The V8 was, of course, the predominant power unit in Rolls-Royce’s most important export market – the USA – so it was only natural that the Crewe firm would study the best American designs – principally those of Chrysler and Cadillac – for inspiration. Introduced in the autumn of 1959, the Rolls-Royce Silver Cloud II and Bentley S2 appeared externally unchanged from their ‘Cloud and S-Type predecessors, though the duo’s performance was considerably enhanced by the new 6,230cc aluminium-alloy V8 engine. Although wider and shorter than the ‘six’ it replaced, the new power unit fitted relatively easily within the engine bay, relocation of the steering box from inside to outside of the chassis frame being the most obvious alteration to the previous arrangements. Externally the new models appeared virtually unchanged, while beneath the skin Rolls-Royce’s own four-speed automatic transmission was now the only one on offer and power steering was standardised. Immensely successful both at home and abroad, the Silver Cloud II and Bentley S2 remained in production until the autumn of 1962. Despite the popularity of Rolls-Royce’s ‘standard steel’ bodywork, discerning customers, in particular those who desired an open car, something not offered by the factory at this time, continued to patronise the handful of coachbuilding firms that remained in business after WW2. Associated exclusively with Rolls-Royce and Bentley after 1945, the London-based firm of H J Mulliner had been purchased by Rolls-Royce in 1959 and merged a few years later with already-owned Park Ward. H J Mulliner had been responsible for the first Bentley Continental, an outstanding design by any standard, and its two-door bodies on both Rolls and Bentley chassis are recognised as among the era’s most elegant. Available in both Rolls-Royce and Bentley forms, H J Mulliner’s two-door drophead coupé (Design No. 7504) was by far the most popular of these exclusive soft-tops, a total of 107 being built on the Cloud II/S2 standard-wheelbase chassis. Hand crafted style such as this attracted a hefty premium though, H J Mulliner’s convertible being priced some 30% above the standard Silver Cloud II four-door saloon, which was already one of the world’s most expensive cars. Despatched from the works on the 3rd August 1962, chassis 281 was purchased by H.R.Owen at the behest of the first owner, a Mr. Albert Stevenson of Long Beach, California. The Rolls set sail from London to Los Angeles on the M.S. Dalerdyk, to be supplied to Mr. Stevenson by Peter Satari Motors of Los Angeles. Mr. Stevenson was clearly a gentleman of distinction, specifying his Silver Cloud in Porcelain White, with his personal monogram signwritten on the driver’s door, a gold coachline the length of the car, twin cocktail cabinets (containing each a flask and two cocktail glasses), electric windows and aerial, and sundym glass. Unfortunately Mr. Stevenson passed away after having owned the Cloud for only 6 months. The car was subsequently sold via an estate sale to the Alhadeff family of Los Angeles. The Alhadeffs owned the Cloud (known within the family as “Eleanor”) for 36 years in all, during which time it passed from father to mother, and from mother to daughter, who had the car transported to her home in Honolulu, Hawaii. The family looked after Eleanor well, in the file we have a thick sheaf of invoices dating back to the late 1970s. In the late 1990s the Rolls was repatriated to the UK, where it enjoyed a highly detailed restoration at the hands of well regarded Bentley and Rolls Royce restorer P.J.Fischer of London. The Cloud is finished in a very sty

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1926 Bentley 3 litre Short Chassis Sports Tourer

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Description: Reg. Number EU Registered Chassis Number: SR 1421 Year: 1926 Make: Bentley Model: 3 Litre With characteristic humility W.O. was constantly amazed by the enthusiasm of later generations for the products of Bentley Motors Limited, and it is testimony to the soundness of his engineering design skills that so many of his products have survived. From the humblest of beginnings in a mews garage off Baker Street, London in 1919 the Bentley rapidly achieved fame as an exciting fast touring car, well able to compete with the best of European and American sports cars in the tough world of motor sport in the 1920s. Bentley’s domination at Le Mans in 1924, 1927, 1928, 1929 and 1930 is legendary, and one can only admire the Herculean efforts of such giants as Woolf Barnato, Jack Dunfee, Tim Birkin and Sammy Davis, consistently wrestling the British Racing Green sports cars to victory. W O Bentley proudly unveiled the new 3-litre car bearing his name on Stand 126 at the 1919 Olympia Motor Exhibition, the prototype engine having fired up for the first time just a few weeks earlier. Bentley’s four-cylinder ‘fixed head’ engine incorporated a single overhead camshaft, four-valves per cylinder and a bore/stroke of 80x149mm. Twin ML magnetos provided the ignition and power was transmitted via a four-speed gearbox with right-hand change. The pressed-steel chassis started off with a wheelbase of 9’ 9½”, then adopted dimensions of 10’ 10” (‘Standard Long’) in 1923, the shorter frame being reserved for the TT Replica and subsequent Speed Model. Rear wheel brakes only were employed up to 1924 when four-wheel Perrot-type brakes were introduced. In only mildly developed form, this was the model that was to become a legend in motor racing history and which, with its leather-strapped bonnet, classical radiator design and British Racing Green livery, has become the archetypal Vintage sports car. Early success in the 1922 Isle of Man Tourist Trophy, when Bentleys finished second, fourth, and fifth to take the Team Prize, led to the introduction of the TT Replica (later known as the Speed Model) on the existing 9’ 9½” wheelbase, short standard chassis. Identified by the Red Label on its radiator, the Speed Model differed by having twin SU ‘sloper’ carburettors, a higher compression ratio, different camshaft and the close-ratio A-type gearbox, the latter being standard equipment prior to 1927 when the C-type ‘box was adopted. These engine changes increased maximum power from the standard 70 to 80bhp and raised top speed to an impressive 90mph. Other enhancements included the larger (11-gallon) fuel tank and (usually) Andre Hartford shock absorbers. Bentley made approximately 1,600 3-Litre models, the majority of which was bodied by Vanden Plas with either open tourer or saloon coachwork. This fabulous matching-numbers Bentley left the works in 1926, fitted with an Open Sports body supplied by Vanden Plas. Registered in the United Kingdom with the number YN 9348, the proud first owner was a Mr. C.G. Baxster. Pleasingly this 3 Litre is offered in unmolested and unmodified condition, as shown in the Dating Certificate supplied, which was signed in 2006 by Mr. Michael Worthington-Williams of The Society of Automotive Historians. Notably chassis SR 1421 is also referred to in Michael Hay`s book ‘Bentley – The Vintage Years’. Some restoration work was completed in the early 1970s, and although mechanically restored in 2014, the current long-term European owner decided to preserve where possible this wonderful car’s patina. Invoices for the mechanical work, at a cost of c.€70.000, are available in the car’s file. Words can barely express how much of an opportunity this vintage Bentley provides; an original 3 Litre short-chassis Bentley, with its original engine. Simply unrepeatable and not to be missed.

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1965 Austin-Healey 3000 MkIII Phase II

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Description: Reg. Number UK Registered Chassis Number: HBJ8 326 13 Year: 1965 Make: Austin Healey Model: 3000 Launched at the New York Motor Show in March 1959, the Austin-Healey 3000 retained the muscular good looks of its 100/6 predecessor while providing a useful increase in performance thanks to a larger-capacity version of the long-established C-Series engine. Over-bored to 2,912cc, the latter produced 124bhp, good enough for a top speed of 114mph with the optional hardtop in place. Otherwise, the car was much as before, though Girling front disc brakes were a welcome improvement. Introduced in 1961, the MkII in Convertible form brought improved practicality courtesy of a fixed foldaway top and winding windows. From now until the end of production the only model available would be the 2+2, the less popular two-seat version having been dropped. The 3000 MkIII with 148bhp engine appeared early in 1964, to be followed later in the year by the Phase II version with increased ground clearance – addressing a long-term criticism – and revised rear suspension incorporating twin radius arms instead of a Panhard rod. Top speed was now 121mph and the 0-60mph time dipped below 10 seconds. Despite the antiquity of the basic design the big Healey remained as popular as ever, though increasingly stringent safety and emissions legislation meant that its days were numbered. By the time production ended in December 1967, over 16,000 Phase IIs – by far the most popular variant – had been built. Originally a Right-hand drive home market model, this Phase II was restored just 3,000 miles ago, and comes with comprehensive related documentation and photographic record. The car is finished in Colorado Red over ivory with black vinyl upholstery and walnut dashboard, while other noteworthy features include overdrive transmission, silver powder-coated wheels. A BMIHT certificate and Swansea V5 accompany the car.

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1967 Mercedes-Benz 230SL

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Description: Reg. Number EU Taxes Paid Chassis Number: 113 042 12 010954 Year: 1967 Make: Mercedes-Benz Model: 230SL Christened ‘pagoda top’ after their distinctive cabin shape, these SL models were amongst the best-loved sports-tourers of their day and continue to be highly sought after by collectors. Introduced at the Geneva Salon in March 1963 as replacement for the 190SL, the 230SL abandoned its predecessor’s four-cylinder engine in favour of a 2.3 litre fuel-injected six cylinder engine derived from that of the 220SE and producing 150bhp. An instant classic, the body design was all-new while beneath the skin the running gear was conventional Mercedes-Benz, featuring all-round independent suspension (by swing axles at the rear), disc front/drum rear brakes and a choice of four-speed manual or automatic transmissions. Top speed was in excess of 120mph. The 230SL even managed a debut competition victory, winning the Spa-Sofia-Liège Rally in the hands of Eugen Bohringer. This wonderful 230SL was purchased new in 1966 and restored in 2016 and is finished in a stunning Surfblau with contrasting tanned leather interior and is described to be in good condition throughout. With invoices from this year totalling over £20,000, some of the work carried out includes a bare metal re-spray, new interior carpeting, re-chroming where necessary, re-conditioning the interior and replacing the soft top, completely new wiring loom and tuning of the engine. Mercedes-Benz convertibles of all kinds have been on a rise for some time, and W113 Pagodas such as this 230SL are some of the most enjoyable and usable cars out there.

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1977 Ferrari 308 GTB

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Description: Reg. Number EU Registered Chassis Number: 21993 Year: 1977 Make: Ferrari Model: 308 GTB Officially introduced at the Paris Salon in October 1975, the 308 GTB’s styling was created by Pininfarina. The stunning two seat coachwork was all new, but incorporated all of the old magic by blending aspects of the Dino 206/246 with the later 365 GT4/BB. Reminiscent of the Boxer was the dihedral groove at bumper level splitting top and bottom, the plunging nose and the sail panels reaching back to meet a shallower spoiler, while the conical side air intakes and recessed concave rear window were familiar from the Dino. The 308 GTB employed a tubular steel chassis with independent coil spring/wishbone suspension front and rear, complimented by anti-roll bars, adjustable dampers and powerful disc brakes. At its heart was a Formula One derived, all alloy, four camshaft 3.0 litre V8 engine, allied to a transversely mounted five-speed gearbox. Bosch K-Jetronic mechanical fuel injection was added for the 1980 308 GTBi and GTSi, decreasing emissions. Chassis 21993 is a genuine European RHD 308GTB that is finished in its original colour combination of red over tanned hide interior and was purchased by its current owner over 17 years ago. Included in the cars history file are several old registration documents and numerous MoT certificates showing the cars sparing yet regular use and the odometer currently reads 35,600 miles. This is a fantastic example of Maranello’s most popular and practical mid-engined GT car, and with reasonably low mileage, this car represents a great opportunity as not only an investment, but also to be used and enjoyed.

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2000 Ferrari 550 Maranello Original Right Hand Drive Ex Maranello Press Car.

Description: Reg. Number UK Registered Chassis Number: ZFFZR49C000119591 Year: 2000 Make: Ferrari Model: Maranello ESTIMATE: NO RESERVE

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1968 Ferrari 330GTC Berlinetta 2 owners from new, recent £270,000 restoration

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Description: Reg. Number EU Registered Chassis Number: 11329 Year: 1968 Make: Ferrari Model: 330 GTC ‘At the top – at the absolute top – in the automotive enthusiasts’ hierarchy of the cars of the world, there is only one. Ferrari. Is there really any question?’ Car & Driver Intended to fill a gap in Ferrari’s line-up between the four-seat 330GT 2+2 and the racer-on-the-road 275GTB, the two-seat 330GTC debuted at the Geneva Motor Show in March 1966 and was essentially a closed version of the 275GTS. Pininfarina’s understated coachwork combined elements of the latter at the rear with touches of the 500 Superfast at the front. Few would disagree with Car & Driver’s opinion that the result was most agreeable: ‘The GTC is a tasteful blend of the mean-and-low look of Ferrari competition GT cars, with the elegance of super-luxury street Ferraris of the past. Detail work, finish, panel fit, every aspect is superlative.’ Beneath the 330GTC’s bonnet resided the 4-litre, 300bhp version of Ferrari’s familiar, two-cam, 60-degree V12, as used in the 330GT 2+2. The short (94.5” wheelbase) chassis followed Ferrari’s established practice of tying together sturdy oval-section main tubes in a steel spaceframe, while the suspension was independent all round by wishbones and coil springs. First introduced on a road-going Ferrari (the 275GTB) in 1964, the rear suspension incorporated the five-speed gearbox in a transaxle, an arrangement that created a better-balanced car and one that gave its driver, “the wonderful sense of knowing just exactly what’s going on between one’s posterior and the pavé.” Much development work had concentrated on the reduction of noise levels in the cabin, which was luxuriously equipped in the best Gran Turismo manner: leather seats, electric windows and heated rear screen were standard; radio, air conditioning and Borrani wire wheels the options. With a top speed in excess of 150mph, excellent ride comfort and sure-footed handling, Ferrari could justifiably claim the 330GTC to be the finest of high-speed conveyances for two people and their luggage. Rolling off the Ferrari production line in May 1968, chassis 11329 was sold to Mr. Alberto Pesenti of Milan, who enjoyed his 330 for a few years before trading in for a newer model. Chassis 11329 was then exported to Florida by Italian Ferrari dealer Dino Armando Genghini. The car fell into the ownership of Phillip Strain of Tampa who enjoyed his GTC for 33 years until his death in 2010. In 2011 the car was imported into the UK by leading Ferrari specialist Hoyle-Fox, who over a four year period completed an exhaustive restoration to incredible standards. Due to the Florida climate the body was found to be extremely sound and straight, with no visible signs of rust, so refreshingly very little was needed in terms of panelwork. As such the bodywork was stripped, vapour blasted, prepared and painted. The engine, drivetrain, suspension and brakes were rebuilt, then the car was built up with replacement or refurbished ancillaries, electrics, trim and rubbers all round. The cost of this mammoth restoration was c. £270,000, and is supported with a file of invoices. This incredibly impressive restoration was completed in late 2015, and in the summer of 2016 the GTC was enter into the Ferrari Owner’s Club concours where it was placed in the Restoration Class. Pleasingly, Ferrari Classiche certification was approved in 2015 and is supplied with the car. In addition chassis 11329 is offered with a history report by leading historian Marcel Massini, which confirms just two owners from new. Finished in its original shade of Argento with a contrasting Wine Red Leather interior, this is a truly stunning example of a GTC, and ranks as the best Coys have seen in many years.

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2016 Jaguar C-Type Evocation

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Description: Reg. Number UK Registered Chassis Number: CJS167680060 Year: 2016 Make: Jaguar Model: C-Type Evocation The C-Type was successful in racing, most notably at the Le Mans 24 hours race, which it won twice; the war won in 1951, its first attempt. The factory entered three, whose driver pairings were Stirling Moss and Jack Fairman, Leslie Johnson and 3-times Mille Miglia winner Clemente Biondetti, and the eventual winners, Peter Walker and Peter Whitehead. The Walker/Whitehead car was the only factory entry to finish, the other two retiring with lack of oil pressure. A privately entered XK120, owned by Robert Lawrie, co-driven by Ivan Waller, also completed the race, finishing 11th. In 1953 a C-Type won again. This time the body was in thinner and of lighter aluminium; the original twin H8 sand cast SU carburettors were replaced by three DCO3 40mm Webers, which helped boost power to 220bhp (164 kW). Philip Porter mentions additional changes. Duncan Hamilton and Tony Rolt won the race at 105.85mph – the first time Le Mans had been won at an average of over 100mph. 1954, the C-Type’s final year at Le Mans, saw a fourth place by the Ecurie Francorchamps entry driven by Roger Laurent and Jacques Swaters. Since securing the rights to build C-type evocations in the early 1980’s Realm Engineering have become a hugely popular choice for many fans of the model. This particular example presented in the traditional British Racing Green is the work of the now renowned Robert Shephard of St. Austell. The third car of its type to be built by him this car is a very tidy machine. Its 4.2 litre Jaguar engine is connected to a fully overhauled 4 speed synchro gearbox with overdrive with a fully overhauled cylinder head, new timing chains and tensioners and new pistons ands rings in a reground crankshaft. The car also has an upgraded cooling system with a shrouded electric fan and a coolant expansion tank. Coming complete with a full file of receipts for parts, engineering and coachwork together with a number photographs of the build process, this beautiful C-type evocation is MOT’d until August 2017.

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1967 Porsche 911S – one owner from new

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Description: Reg. Number EU Taxes Paid Chassis Number: 306600S Year: 1967 Make: Porsche Model: 911S “Fanciers of the marque yearned for the good old days when they used to wischen their Speed-sters through turns, tails all hung out, arms sawing away like mad on the steering wheel. Porsche is making a car for these drivers again, offering a sportier version of the 6-cylinder 911 dubbed the 911S. S for Super. Super because horsepower is up 20%, from 148 to 180. Super because the brake discs are vented. And Super because the suspension has been modified with strengthened struts, Koni adjustable shocks, a stiffer front anti-sway bar, and an anti-sway bar added at the rear.” Car and Driver Magazine, 1967. In 1966, Porsche introduced the more powerful 911S with Type 901/02 engine, the power raised to 158 hp. Forged aluminium alloy wheels from Fuchs, in a distinctive 5-spoke design, were offered for the first time. In motor sport at the same time, the engine was developed into Type 901/20 and was installed in the mid-engined Porsche 904 and Porsche 906. Various years represent highlights in terms of car specification and car desirability, and of the normal road-going versions this 1967 version of the ‘S’ must be one of the ultimate early 911s. Amazingly, this 911’S’ was in the possession of just one private owner from new until early in 2016. This early matching numbers example rolled off the production line on 31st October 1966, painted Irish Green with a black leatherette interior, and optioned with a Webasto heater, headrests, tinted glass, an exterior mirror, safety belts and 165/15 Dunlop tyres.These options are still present today (thankfully with the exception of the original tyres which have recently been replaced with period-correct Vredesteins). The car’s Californian owner clearly loved his 911 deeply, covering 139,000 miles in his ownership. During this time he kept on top of maintenance; we see invoices in the file for various work dating back to the 1970s, much of which was with the same mechanic. We also note a bill on file for engine rebuild work in the 1990s. In 2000 the car was painted for the first time since 1966, the owner opting for a change of colour to the silver it wears today. Whilst the car was being painted the chrome was replated and the wheels uprated to wider items. Being such an original car, the vendor tells us panel gaps are good all round, the doors open and shut very well, and the floors are original. We have been informed the engine delivers a good amount of power, and the transmission shifts nicely. Offered with a Porsche Certificate of Authenticity, a file of receipts, UK MoT and UK V5 document, this is a unique opportunity to buy a genuine one owner example of the definitive German sportscar of the 1960s.

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1964 Chevrolet Corvette Stingray C2

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Description: Reg. Number UK Registered Chassis Number: 40867S110267 Year: 1964 Make: Chevrolet Model: Corvette Stingray C2 Back in 1953, Chevrolet’s launch of a two-seater sports car was a radical departure for a marque hitherto associated almost exclusively with sensible family transport. Based on the 1952 EX-122 show car, the Corvette made use of existing GM running gear and a shortened chassis frame, around which was wrapped striking Harley Earl-styled glassfibre coachwork. Motive power came from Chevrolet’s 235.5ci (3.8-litre) overhead-valve straight six and, unusually for a sports car, there was automatic transmission, a feature that attracted much adverse criticism at the time. Intended as competition for the T-Series MG, the Corvette cost way above the target figure, ending up in Jaguar XK120 territory but with an inferior performance. Sales were sluggish initially and the model came close to being axed, surviving thanks to Chevrolet’s need to compete with Ford’s Thunderbird. A V8 engine for 1955 and a radical re-style for ‘56 had consolidated the Vette’s position in the market before arrival of the heavily revised ‘Sting Ray’ version. Introduced for 1963, the Sting Ray sported a totally new ladder-type chassis and for the first time there was a Gran Turismo coupé in the range. As had been the case with the previous (1956-62) generation of Corvettes, development proceeded slowly, being characterised by annual facelifts and few engineering changes of note. Dating from 1964, this m Sting Ray convertible has the optional automatic transmission while other noteworthy features include power brakes, power steering, AM/FM radio. Subject of a restoration in 2013, it has been refinished in stunning jet black with a complementary black interior. Driven and enjoyed since completion, this iconic American sports car is said to run and drive better than new and offered in excellent overall condition both bodily and mechanically. Offered with current MoT and Swansea V5 registration document.

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1958 Jaguar XK150 Drophead Coupe

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Description: Reg. Number UK Registered Chassis Number: S837485 Year: 1958 Make: Jaguar Model: XK150 The bleak years after 1945 were, not surprisingly, an era when great sports cars were somewhat thin on the ground. A shining exception was the mighty Jaguar XK series, yet another product of the flawless stylist’s eye (to say nothing of the astute business brain) of Sir William Lyons. Unarguably one of the most elegant sports cars of all time, the XK120 used the superb twin-cam six cylinder engine to provide 120mph performance and acceleration to suit the most demanding tastes. The series evolved further with the XK140 and ended finally with the most refined of all the models, the XK150. Launched in 1957, Jaguar’s XK150 was the third and final iteration of XK range and was considered by many to be the best driving model, not to mention the most comfortable especially in terms of leg-room! The wonderful matching numbers DHC on offer here today, finished in Carmen Red with Black leather interior, has come from the dry state of California via Rome where the car was re-painted and re-chromed to a high standard. It was also in Rome where the new hood was fitted. Having come from California, the car has remained a largely original example with unmolested panelling and as a result has excellent shut lines. On its arrival to the UK, #S837485 received a thorough mechanical overhaul by renowned UK Jaguar specialists and is now described to be excellent condition throughout. Fitted with the desirable and rare aluminium centre dash panel, this car presents an excellent opportunity to purchase a fantastic XK150 and is offered at a very realistic reserve.

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1951 Bentley Mark VI Drophead Sedanca by Abbott

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Description: Reg. Number UK Registered Chassis Number: B118J0 Year: 1951 Make: Bentley Model: Mk VI E.D. Abbott Ltd. was a British coachbuilding company based in Farnham, Surrey. Edward Dixon Abbott had been employed in the design department of the Wolseley car company and later he joined the coachbuilding company Page & Hunt, which had started operations in 1920. Abbott became their London Sales Manager and when Page & Hunt failed in 1929 he took over their Farnham works and formed a new company using his own name. From 1931 Abbott took a stand each year at the London Motor Show. In 1934 Abbott got a major contract from Lagonda to provide all the bodies for the new small Rapier and work from Frazer-Nash for coachwork on imported BMW chassis. After World War 2 the company restarted its coachbuilding activities building production runs of coupes for Sunbeam-Talbot and Healey, as well as some special bodies for Jowett, Bentley, Jaguar and Lanchester. Large orders came from Ford for estate car versions of their Consul and Zephyr models which kept the firm in business during the late 1950s and early 1960s. The Bentley Mk. VI was Britain’s first postwar luxury car. The car was built with consummate attention to detail, and to the highest standards using traditionally British techniques. Included among these was the use of a separate frame so that customers seeking individual coachwork could buy chassis only and have them shipped to the coachbuilder of their choice to be fitted with a custom body. Typically, these coachbuilders were British as well, with such famous companies as Abbott, H. J. Mulliner, Park Ward, James Young, Vanden Plas, Freestone & Webb, and Hooper. Abbott Ltd. created several different Drophead Coupe variations on the Mk VI-theme and as in true coachbuilding tradition, no two were exactly alike. What we have on offer here today is one of the very rare Abbott bodied Drophead Sedanca coachwork bodied cars, built on the Bentley Mark VI Chassis. Finished in Royal Blue with red leather upholstery, this car represents the highest level of luxury one could have expected in its time. Provided with a current MOT due to expire on the 20th September 2017, this car has recently undergone a thorough renovation which included a complete re-trim, lots of the brightwork being re-chromed and new woodwork costing in excess of £13,000. Additionally an engine overhaul costing in excess of £10,000 (invoices included in the history file). Some of the mechanical works completed on the car this year include inspecting and cleaning out the gearbox, align new clutch centre plate and tighten clutch, refit pump and gaskets, rebuild carburettors, fit servo, brake adjustments, replace hydraulic hoses, fit manual choke control, rebuild original petrol pumps and flush out and clean oil system. Much more detail can be found in the history file. Also included in the cars history file are copies of the factory build sheet, numerous invoices dating back to the 1980s, several Rolls-Royce owners club meeting certificates in the ownership of Bud Ollie Spratlen, from Denver Colarado, numerous period photos of the car and the rare Original handbook stamped by renowned Bentley and Rolls-Royce distributors Jack Olding of Mayfair.

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1973 ISO Fidia – 1 of only 16 RHD cars produced

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Description: Reg. Number UK Registered Chassis Number: B310179/D Year: 1973 Make: ISO Model: Frida Manufacturers of the Isetta bubble car, Iso joined the ranks of supercar constructors in 1962 with the launch of the Giotto Bizzarrini-designed Rivolta coupé at the Turin Motor Show. The styling was carried out at Carrozzeria Bertone and penned by Giorgetto Giugiaro. The Fidia, longer in the wheelbase by approximately 150mm, was a more practical proposition than the two-door Rivolta on which it was based. Originally conceived as the S4 and introduced in 1967, the Fidia’s four-door body was airy, graceful, purposeful and sleek, continuing Iso’s leadership in advancing automobile design. Chevrolet engines of 5.4 or 5.7 litres were fitted initially. Towards the end of production, 35 Fidias were finally built with the 5.8-litre Ford V8 engine. Iso’s proven underpinnings included independent front suspension, deDion rear axle and four wheel, power-assisted, disc brakes (inboard at the rear). It is believed that in all 16 RHD Fidias (the first being sold to John Lennon in 1967) were produced, of which two were S4’s and seven were Ford powered; only a few righthand drive cars are thought to still exist. This 1973 example is a real delight, coming from the custodianship of a collector of several ISOs and other rare and desirable Italian cars of the 1960s and 70s. The Fidia is one of a handful of RHD versions still in existence, rarer still in that it is fitted with the Ford V8 power plant. According to the original build sheet the ISO was built on 20th July 1973, with the additional options of electronic ignition, automatic transmission, electric sunroof, power steering, a large sump pan, oil cooler, seat belts and Michelin tyres. The car was subsequently imported into the UK by Wood and Krailing Limited, a Lancia dealership based at that time in Theydon Boyle, Essex, and was first registered on 20th December 1973. Amongst the four previous owners are the importing dealership and Chris Lackner, the ISO & Bizzarrini Owners Club UK President. Chris compiled a chronological summary of the car’s account, which is contained within the history file. Finished in the classic (and original) combination of mid-blue metallic with a Champagne leather interior, the Fidia exudes a level of plushness that only the very best luxury GT cars of the 70s are able to achieve. The driver is kept well informed with an array of instruments, the Nardi steering wheel keeps one heading in the right direction, and entertainment is provided by a high quality McIntosh sound system. Now showing a recorded 51,500 miles from new, this example has enjoyed some sensible modifications in recent years, which have allowed the current owner to undertake European road trips with ease, and at speed. Alloy cylinder heads have been added, the gearbox upgraded to the later Ford ‘Automatic Over Drive’ (AOD) unit giving the driver better reliability and usability. The suspension has been overhauled with new bushes, and a vented disc brake conversion has been added. The Fidia is offered with a current UK V5 registration document and MoT test certificate. This is a genuinely a super rare, extremely powerful, fast and comfortable GT car which is capable of transporting four people cross continent with consummate ease. A wonderful proposition for the discerning collector.

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1973 Ferrari 365 GT 2+2 – 1 of 55 RHD cars produced Previously owned by boxing legend Sir Henry Cooper OBE

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Description: Reg. Number UK Registered Chassis Number: 17175 Year: 1973 Make: Ferrari Model: 365 GT 2+2 In 1972, at the Paris Auto Salon, Ferrari unveiled an all-new series to the world. It was a fast, svelte and elegant 2+2 powered by the classic V12 twin cam engine sporting six Weber carburettors, and through various iterations remained the most expensive model in Ferrari’s range for the next 17 years. The 365 GT4 2+2 is easily distinguished from its stablemates by its six rear tail lights, knock-off alloy wheels, and lack of a front spoiler. In total, 521 were produced between 1972 and 1976, with 55 being in right-hand drive. Only a handful have survived. The Series 1 bodies were formed and fully trimmed in Connolly hide at the Pininfarina works in Turin, and were then shipped to the Ferrari factory in Maranello for the installation of the mechanical components. Under the bonnet, Ferrari squeezed in their 4.4 litre V12 unit producing some 400 bhp at 7,000rpm, making it, at the time, the world’s most potent full four-seater. Despite its 1,450 kilos, the car sprinted from 0 to 60 mph in just 5.4 seconds and was capable of a top speed of 165 mph. This rare early example, fitted with a manual 5-speed gearbox, was first registered in July 1973 with the plate RPG 1L and supplied to a Mr. John Greenwood of Stoke-on-Trent. The car later fell into the ownership of Sir Henry Cooper OBE, the best British boxer of a generation. Our ‘Enry was famous for his knockdown of a young Muhammad Ali in 1963, afterwards becoming good friends with Ali. Following his retirement from boxing he continued his career as a television and radio personality, and to date is the only boxer to be awarded a knighthood. Henry was a big fan of cars and motorsport in general, enjoying club racing alongside his great friend Graham Hill. Now showing 60,000 miles from new, the 365 is offered with a substantial history file containing a number of invoices, correspondence, brochures, manuals and UK MoT certificates dating back to the mid-1980s. Pleasingly the car is offered with a complete Ferrari toolkit and Henry Cooper memorabilia, and is supplied with the cherished registration CCZ 365. Finished in Rosso Corsa with complementing biscuit hide and new matching carpets, this is a wonderful opportunity to enjoy an extremely rare V12-engined GT with fantastic provenance.

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1958 Mercedes-Benz 190SL

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Description: Reg. Number EU Taxes Paid Chassis Number: 1210427503282 Year: 1958 Make: Mercedes-Benz Model: 190SL Stylistically evocative of the mighty 300SL, but with a slightly less complex drive train, the 190SL remains among the most desirable roadsters of its era. The prototype was first shown at the 1954 New York Auto Show, with the 190SL produced between May 1955 and February 1963. The 190SL was sold alongside the faster, and now ludicrously expensive Mercedes-Benz 300SL, similar not just in terms of styling, engineering and detailing, but also sharing fully independent suspension, double wishbone suspension at the front and swing axles at the rear. The 190 SL was powered by a new, slightly over square 1.9 litre straight-four SOHC engine that developed 120hp with twin-choke dual Solex carburettors, the four-cylinder engine block was based on the six-cylinder engine of the 300 SL. Teamed with a four-speed manual gearbox, this endowed the sleep aerodynamic and comparatively light 190SL that boasted a top speed of 115mph and a respectable 0-60 time of 13.0 seconds. The eye catching 190SL we have on offer here today is beautifully finished in silver with red leather upholstery and has been recently renovated to its current resplendent condition by its private owner with supporting invoices detailing the works undertaken amassing to in excess of £41,000. Some of the work undertaken included a bare metal respray, engine rebuild, new soft top, new interior carpets, interior re-conditioned, all brightwork re-chromed or completely replaced where necessary, heating system replaced, brake booster re-conditioned, rebuilt alternator and the fuel pump converted to electric for improved usability (original available on request). Included in the history file are the previous title document, original books and manuals, and numerous invoices from Mercedes specialists such as MB Classic centre and MB Sandown Poole. Provided with the rarely seen factory hardtop finished in black, what we have on offer here today is an excellent example of the ever appreciating 190SL..

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1930 Rolls Royce 20/25 Hooper Sports Saloon

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Description: Reg. Number UK Registered Chassis Number: GWP28 Year: 1930 Make: Rolls-Royce Model: 20/25 Hooper Sports Saloon Over the past eight decades the 20/25HP Rolls-Royce has earned an enviable reputation of being among the most dependable, satisfying and highest-quality pre-war models of all. Produced from 1929 to 1935, it represented the Marque’s determined effort to move away from massive formal cars, routinely chauffeur-driven, to the newly-fashionable owner-driver market for the wealthy private owner-driver. Of course it embodied Crewe’s routine programme of continuous mechanical development and improvement throughout its run, but the fundamentals of its superbly-crafted three and a half litre straight six driving through a four speed gearbox of amazing refinement remained the same. By the late 1920s the trend for ever-heavier coachwork on the Rolls-Royce 20 HP had inevitably had a detrimental effect on performance. Rolls-Royce’s solution was to increase the comparatively small six cylinder engine’s capacity from just over three litres to 3,699cc which, together with a stronger crankshaft allowing increased rpm, raised its output to 25hp. As with the 20 HP, the 20/25 was warmly received and proved immensely popular, soon more than doubling sales of the big Phantom II. Various detail improvements were made to the 20/25 during its seven year production life including rises in compression ratio in 1930 and 1932; the latter year also saw the introduction of synchromesh for the third and fourth gear ratios, thermostatically controlled radiator grille shutters, a one-shot centralised lubrication system and an electric fuel gauge. The 20/25 offered here is presented in a two-two Red/Cream colour with an interior combination to match. Starting life as a drophead coupe the car was swiftly altered to its present state as a Saloon. More recently, the car has enjoyed a comprehensive restoration of the engine, clutch, tyres, brakes, wiring and suspension with bills in the last 12 months totalling in excess of £14,000 with original bills to prove. Described as being in good condition throughout, this is a wonderful example of a Rolls-Royce classic – offered at great value.

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2005 Ferrari 430

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Description: Reg. Number EU Registered Chassis Number: ZFFEZ58B000140887 Year: 2005 Make: Ferrari Model: 430 Successor to the Ferrari 360, the F430 was debuted at the 2004 Paris Motor Show and produced up until 2009. Designed by Pininfarina, under the guidance of Frank Stephenson, the body styling of the F430 was revised from its predecessor in order to improve its aerodynamic efficiency. The F430 features 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 engines were descendants of the Dino racing program of the 1950s. This fifty-year development cycle came to an end with the entirely new 4.3 litre power plant, the architecture of which is expected to replace the Dino-derived V12 in most other Ferrari cars. Despite a 20% increase in displacement, engine weight grew by only 4 kilogrammes 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. With a top speed in excess of 196 mph, the 430 can accelerate from 0 to 62 mph (100 km/h) in 3.9 seconds – extremely quick even by today’s standards. This immaculate Ferrari F430 Coupé F1 comes with stunning champagne leather interior to compliment the Rosso Corsa exterior. Originally registered in its home country of Italy, this car was purchased by the current owner from a Ferrari main dealer. Fastidiously maintained with a full Ferrari service history, recent work includes new manifolds under recall and a brand new clutch. Having also been covered by a Ferrari Power warranty for most of its life it has been thoroughly pampered with numerous other Ferrari parts and services. The car was featured and photographed in Formula Life magazine as a prime example of its type and copies of the magazine will be supplied with the car. This cherished car has only 44,000km (27,500 miles) and is a beautiful example of a modern classic.

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1934 Bentley 3 ½ Litre Vanden Plas Type Tourer

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Description: Reg. Number UK Registered Chassis Number: B155AE Year: 1934 Make: Bentley Model: 3 ½ Litre Vanden Plas Type Tourer The Bentleys produced in tandem with Rolls-Royce in the 1930s are commonly referred to as a “Derby,” since they were built in the shared Rolls-Royce and Bentley Motors Works in Derbyshire, England. The 3½-Litre Bentley was introduced to the public at Ascot Race Course in August 1933. Powered by a larger and sportier version of the small Rolls-Royce 20/25 engine, it was well-received by the press and public alike, and 1,191 were sold between 1933 and 1937, overlapping the 4¼-Litre Bentley, which replaced it. Rolls-Royce had acquired Bentley Motors in 1931 in a hand-shake agreement with W.O. Bentley, promising to continue to produce cars with the Bentley badge. Promising to do so was one thing, but actually doing it was another. The company struggled for two years to design and produce an appropriate car that would respect the “W.O. Bentley” sporting and racing heritage rather than the more stately cars carrying the Rolls-Royce badge. The early 1930s were challenging times financially, and Rolls-Royce approached the new Bentley model prudently, carefully managing production costs, while creating an exciting car to attract new car buyers. To limit re-tooling costs, the Bentley 3½-Litre was based on the Rolls-Royce 20/25 hp chassis. The new Bentley engine was re-configured from the 20/25’s 2¾-liter motor by increasing displacement, adding a new cross-flow head, twin SU carburetors, higher compression ratio and a re-profiled camshaft. The result was a fast, smooth, long-lasting, responsive and excellent-handling car that was marketed as “The Silent Sports Car.” The Derby Bentley rapidly became the favoured car for the boy- and girl-racers of the day. In recent years the Derby Bentley has come into great favour with collectors worldwide, not just British car enthusiasts. Few pre-war cars carry more graceful coachwork, nor offer more fun behind the wheel, than the Derby Bentleys of the 1930s. Bentley enthusiasts have always recognized that the quality of the car is on par with everything else Rolls-Royce has produced, yet the 3½-Litre Bentley also provides brisk acceleration and responsive handling, and with a top speed of over 90 mph, its low-revving engine can cruise all day at freeway speeds. It is deservedly one of the most popular tour cars in club events. The cars are ideal for the serious enthusiast who loves to drive. Rolling off the production line on 5th April 1934, this beautiful Bentley was delivered as a Park Ward Close-Coupled Saloon to Mr. George Thompson Crombie, a descendent of the Crombie Woollen Mills of Aberdeen, and makers of the famous Crombie coat, possibly the most iconic overcoat of all time. After Mr. Crombie’s ownership the Bentley was passed to a Mr. R. Appleton of Beckenham, and later a Mr. G. Huskinson of Langar in Leicestershire. Four owners in total are recorded until 1988, at which point the car passed to a Mr. Purcell in Hampshire. Mr. Purcell was a fastidious owner, logging maintenance and repairs in a book which we have on file, and totalling just under £20,000 of expenditure during his tenure. The classically proportioned, Vanden Plas-style, four-seat open tourer coachwork is widely recognised as one of the most pleasing ever to clothe the Bentley chassis. As such it was decided some time ago that a Vanden Plas style body was to be commissioned and fitted to chassis B155AE. In 1997 B155AE passed to a Mr. Restell in Kent, who took on the mantle of this lovely Bentley. Much of the work was entrusted to Rolls and Bentley specialists Sarjents of Goudhurst and James Pearce of Sandgate, with many parts sourced from Fiennes Restoration. Notably the engine was rebuilt with a new head, and a new rear axle was fitted. Mr. Restell spent a further £30,000 in his ownership before the car passed to the cur

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1951 Land Rover Series 1 80” Fully restored this year

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Description: Reg. Number UK Registered Chassis Number: TBA Year: 1951 Make: Land Rover Model: Series 1 This vehicle has been the personal project of a garage owner with nearly 30 years’ experience. This Series 1 Land Rover was chosen as a restoration project from many on the market due to its original condition and previous records of maintenance including a large number of MOT’s and has just sailed through (with no advisories) a new MOT, even though this vehicle has long been MOT exempt. In addition this Series 1 being the very desirable 80” model and early year of manufacturer it has the benefit of being one of the very earliest fitted with the increased capacity 2.0 petrol engine. This is a very early 1952 model. Above all it was the aim to sympathetically restore this vehicle so its age and patina were not destroyed. This is a careful process when wishing the end result to be a thoroughly restored vehicle but signs of the past life that this Land Rover has enjoyed showing through. The restoration has included all 86 original galvanised parts being removed, shot blasted and re-galvanised, a bare metal respray in the vehicles original cellulose bronze green finish. Complete electrical re-wire. Windscreen and door tops striped down and restored with new seals throughout, complete with new door and tailgate seals. Every component from horns, wiper motor, brackets, air cleaner, shock absorbers, body panels, headlamps, etc etc were removed, cleaned, shot blasted, meticulously restored and re-painted to the highest standards. This Land Rover has had all oil seals, all new gaskets and new bushes fitted and complete new exhaust system. The chassis has been stripped down, repaired where necessary and finished with 5 coats of semi-gloss bronze green coachbuilders enamel and finally the chassis was Waxoyl injected to ensure its longevity continues. In the past this Series 1 had been retro fitted with indicators on the front and rear wings which detracted from its originality, therefore during the restoration these were removed, however to retain the convenience of indicators for modern day roads they have been moved to within the side lights making driving this Series 1 easier on today’s roads but ensuring this vehicle looks totally correct. Complete new seats were made by Exmoor trim to the correct patent & hessian backed as per original manufacturer and in addition this Series 1 comes with a complete new hood & a new galvanised hood frame. Rear bench seats to correct aftermarket specification with galvanised frames will be supplied with this Series 1, and can be fitted in minutes, but I chose to leave them off as I think they slightly detract from the original look, however if you want to pile a load of friends in to go down the pub they are ideal! A photographic record of the restoration was made. This Series 1 has had all new oils throughout and comes with a new 12 month MOT and is now raring to go on a new adventure fresh from its restoration.

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1974 Ferrari 246 GT – E series. Original Right Hand Drive - Ferrari Classiche Certification

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Description: Reg. Number UK Registered Chassis Number: 07246 Year: 1974 Make: Ferrari Model: 246 GT It was the need for a production-based engine for the new Formula 2 that led to the introduction of a ‘junior’ Ferrari, the Dino 206GT, at the Turin Motor Show in 1967. Building on experience gained with its successful limited edition Dino 206S sports-racer of 1966, Ferrari retained the racer’s mid-engine layout for the road car but installed the power unit transversely rather than longitudinally. A compact, aluminium-bodied coupe of striking appearance, the Pininfarina-styled Dino – named after Enzo Ferrari’s late son Alfredino Ferrari and intended as the first of a separate but related marque – was powered by a 2.0-liter, four-cam V6 driving through an in-unit five-speed transaxle. The motor’s 180bhp was powerful enough to propel the lightweight, aerodynamically efficient Dino to 142mph, and while there were few complaints about the car’s performance, the high cost enforced by its aluminium construction hindered sales. A 2.4-litre version on a longer wheelbase – the 246GT – replaced the Dino 206 in late 1969. The body was now steel and the cylinder block cast-iron rather than aluminium, but the bigger engine’s increased power – 195bhp at 7,600rpm – was adequate compensation for the weight gain. A Targa-top version, the 246GTS, followed in 1972. While not quite as fast in a straight line as its larger V12-engined stable-mates, the nimble Dino was capable of showing almost anything a clean pair of heels over twisty going. Leaving the factory in July 1973, it was delivered in 1974 Mr Ian Phillip. On the 30th April 1976 the car was purchased and registered to Greencoat Motor Co of London, with some 24,000 miles. A letter from Greencoat Motor Company dated the 27th September 1978 to Mr Thomas set out the cars background to date, The car was purchased by Mr William Jepp of Surrey on the 29th June 1981 who bought the car with circa 48,000 miles. Mr Jepp used Modena Engineering, for maintenance. Mr Percival Webster of Sussex, became the next recorded keeper on the 18th May 1982. Mr Percival owned the car for eight years when solicitor Mr Rory Fordyce of Middlesex became the next registered keeper on the 25th May 1988.Mr Fordyce appears to have sent it to Joe Nash of Dino Services, a major Dino specialist at this time. It was then purchased by Mr David Edwards of South Wales for £29,000 on the 27th July 1990. Mr Edwards had Dino Services complete the restoration which is documented with invoices and colour photographs. The car was refinished in its current hue of Rosso 300. The paintwork alone costing £6,044.40 (29-10-90 Invoice No E389) The engine, gearbox, suspension, steering and brakes were also rebuilt by Dino Services with the final invoice in February 1991. It was re-trimmed in tan with black “Daytona” inserts by Dave Strange of Send, Surrey for £3,750 being completed on the 27th March 1991. Mr Edwards used the car, returning it to Joe Nash for a 500 mile service on the 3rd January 1992 The car was entered in the 1994 Ferrari Owners Club, where it won its class – first time entrants-with 332 points. Mr Brigstock kept the car until late 1997 when it was purchased by Mr Richard Boyd of Warwickshire who entrusted Mortimer Houghton Turner to look after the car. This included new camshafts, head gaskets and a clutch (October 1997, 59,577 miles) as well as routine servicing. The car passed into the ownership of Paradise Racing Ltd on the 19th July 1999 who sold it to Mr Alecos Pappas of London later that year. Mr Pappas took the car to the dry climate of Athens, Greece, before returning it to the UK and to Paradise Garage of London. Mr Sven Lorenz of London became the next recorded keeper on the 14th March 2003, buying the car from Paradise Garage The penultimate owner, Mr Russell Backhouse of Dorset, became the next recorded keeper on the 12th

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1959 MGA “Twin Cam”

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Description: Reg. Number UK Registered Chassis Number: YM11893 Year: 1959 Make: MGA Model: Twin Cam For the debut of its new MGA in 1955, MG wisely chose that year’s Le Mans 24 Hour race. After a succession of open-wheeled models there were fears of an adverse reaction to such a streamlined car, and it was felt that by showing the MGA in competition first the aerodynamic shape would be accepted as a performance essential. There had been some delays however in getting the go-ahead for production, MG owner initially BMC declining, having already agreed with Donald Healey to build the Austin Healey 100. It was the success of a highly streamlined MGA prototype, which took several records up to 153mph, which finally persuaded BMC to relent. The car was an instant success and in 1956 the roadster was joined by a fixed head coupé. The high performance MGA model, the Twin Cam, was launched in 1958. Four-wheel disc brakes by Dunlop were fitted, along with Dunlop peg drive knock-off steel wheels similar to those used on racing Jaguars, unique to the Twin-Cam and “DeLuxe” MGA 1600 and 1600 MkII roadsters. These wheels and chassis upgrades were used on a small number of the “DeLuxe” models built after Twin-Cam production came to a halt. This lovely right hand drive Twin Cam coupe is one of 301 RHD and 138 in Coupe form, and is presented with rare Mineral Blue paintwork. The car is accompanied by a comprehensive history file including the original buff log book, history from the Twin Cam Register, old MOTs and Tax discs. It benefitted from a chassis/body off restoration some 10-15 years ago prior to purchase by the present owner 4 years ago. A comprehensive recommission of the car was undertaken which has included new suspension front and rear, refurbished brakes, professionally rebuilt carburettors and newly trimmed Deluxe seats and respray. The engine was rebuilt during the last restoration, maintains good oil pressure and runs at a good temperature. These rare Twin Cams are appreciating in value and – as well as being a great addition to a classic car collection – are great fun to drive.

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1974 Lamborghini Urraco

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Description: Reg. Number UK Registered Chassis Number: 15868 Year: 1974 Make: Lamborghini Model: Urraco In accordance with their practice of naming their cars after Fighting Bulls, it was fitting that this new, junior, V8 Lamborghini was named 'Urraco' which translates as 'little bull'. Intended to compete with rivals such as Ferrari's Dino 308 and Porsche's 911 in an important market sector, the Urraco was announced in 1970 adopting the Miura's basic mechanical layout. But in place of the former's transversely mounted 4-litre V12 there was a 2.5-litre V8. Despite its simpler specification, the new V8 produced a highly respectable 220bhp at 7,500rpm. Styled by Bertone, the Urraco employed McPherson strut suspension all round and, despite a wheelbase 9cm shorter than the Miura's, the car was roomy enough to accommodate a 2+2 cockpit. Benefitting from a lighter engine aswell as a smaller footprint Urracos were nimble, easy to drive and excellent road holders and with a top speed of 146mph they were not slow either. Most importantly, it was quicker and more powerful than a Dino GT4. The Urraco was intended to sell in relatively large numbers, but soon after it reached production, the entire market was hit by the OPEC oil crisis. Thus only 520 examples of the P250 were made, which was bad news for Lamborghini, but good news for buyers today seeking a comparatively rare car with pedigree, performance and stunning looks. The Urraco offered here, presented in red with champagne interior, is without doubt one of the best we have seen. Complete with DVLA history from new along with bills, invoices and MOT certificates, the odometer reading of 27,200 is believed to be true. The car was laid up in 2006 for 9 years while the owner worked abroad. Lying untouched for 9 years, the car was then subject to a £52,000 restoration and rebuild by marque specialists Colin Clarke Engineering. Backed by an extensive file of paperwork and photos of the restoration, it is easy to see where the car gets its condition from. Aesthetically and mechanically in excellent condition, one would struggle to find better.

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1980 Rolls-Royce Camargue

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Description: Reg. Number UK Registered Chassis Number: JRH50294 Year: 1980 Make: Rolls-Royce Model: Camargue Before the introduction of the Silver Shadow in October 1965, Rolls-Royce motor cars had traditionally employed a separate chassis, which allowed a variety of coachwork designs. The brief for the Shadow, however, had demanded a modern design: a lower and more compact successor to the Silver Cloud III, which dictated unitary construction, and a monocoque bodyshell. But while this could conceivably have reduced the individual coachwork styles available from Crewe, this proved to be far from the case. Mechanically, the Shadow was similar to the Cloud III, barring the adoption of independent rear suspension – notably improving road holding and ride comfort, and also allowing greater interior space – while the V8 engine was enlarged from 6,230cc to 6,750cc in July 1970. Eight months later the 125mph Corniche was introduced, the fastest Rolls-Royce yet with 10 percent more power; it also benefited from air conditioning, central locking and rack and pinion steering. As the chauffeur was becoming an increasingly rare breed during the 1960s and 1970s, the market turned to personal, owner-driver cars, regardless of price – in some ways and for certain markets, the more expensive the better. Consequently the Corniche was ousted as the Rolls-Royce flagship by the arrival in March 1975 of the opulent Camargue. Its mechanical specification was similar, but the coachwork, for the first time on a production Rolls-Royce, bore the unmistakable signature of Sergio Pininfarina. Sporting and angular with sharp lines according to the prevailing idiom, it was wider and lower than the Corniche. The interior was spacious and opulent, with more than a hint of the private jet about the instruments and the elaborate seats, and the huge doors made entry and exit astonishingly easy for a car with just two of them. This most luxurious of Rolls-Royces was intended to be highly distinctive and aimed at the wealthy owner-driver – it scored on both counts, costing no less than £10,000 more than the Corniche when launched, with the air conditioning system alone was said to cost more than a new Mini! When production ceased in 1986, just 530 of these stylish Rolls-Royces had been built during an eleven year run. This wonderful example in metallic blue with tan hide interior comes with both its original sales brochure and its original service book. The interior is in good condition, still exuding the aroma of new leather as is synonymous with these quality British cars. The car has also recently undergone a respray, and now looks as distinctive as it did when first manufactured. These are rare luxury models of the marque, still providing great touring ability in comfort, and this model specifically is highly sought after these days. This is an opportunity not to be missed.

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1968 Mercedes-Benz 280SL Original Right Hand Drive

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Description: Reg. Number UK Registered Chassis Number: 11304422000315 Year: 1968 Make: Mercedes-Benz Model: 280SL

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1956 MG A 1500 Roadster

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Description: Reg. Number UK Registered Chassis Number: HDC4312827 Year: 1956 Make: MG Model: A 1500 Roadster ‘Throughout its history, the policy of the MG company has been to compete with cars developed from their standard production models, and the 1955 Le Mans car, designated EX 182, is a further example of this policy,’ reported Autocar in its June 3rd edition of 1955. Just three months later the respected British motoring magazine was able to reveal that the policy had indeed born fruit: ‘From these Le Mans cars, known as the type EX 182, has been developed the production series MGA. It is apparent that the experiment of Le Mans was considered successful, as the car shows no basic changes from those which took part in the race, but detail modifications have been made for normal road use.’ In fact, by the time Le Mans came around the design of what would be known as the MGA had effectively been finalised, the race itself being little more than a useful opportunity to check that everything was as it should be. Conceived as replacement for the traditional T-Series MGs, the MGA combined a rigid chassis with the Austin-designed, 1,489cc B-Series engine that had first appeared in the ZA Magnette. Initially this engine produced 68bhp at 5,500rpm, though this was later raised to 72bhp at the same revs to further improve performance. Running gear was based on that of the TF, with independent front suspension and a live rear axle, but as far as its road manners were concerned, the far superior MGA was in an entirely different league. Clad in a stylish aerodynamic body and capable of topping 95mph, the MGA proved an instant hit, selling 13,000 units in its first full year of production. Attractive, stylish and guaranteed head-turner anywhere, the MGA is among the most desirable and driveable of classic post-war sports cars. They are also exceptionally user friendly, being cheap to run and easily maintained by the home mechanic, with ample spares and service back-up provided by an extensive network of specialists. The current vendor undertook a body off restoration in 2016, we are informed the car has covered less than 300 miles since its completion. The car is offered with current MoT/Tax and Swansea V5 document and is described as being one of the best examples in Europe.

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1978 Ferrari 308 GTS

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Description: Reg. Number UK Registered Chassis Number: F106AS24271 Year: 1978 Make: Ferrari Model: 308 GTS Although the much-loved Ferrari Dino 246 GT was replaced in 1973 by the all new Dino 308 GT4 – Ferrari’s first ever V8 engined production model – its Bertone styling and 2+2 seating received mixed reactions. It was not until 1975, when the 308 GTB was launched at the Paris Show, that aficionados of the marque felt the 246’s true successor had arrived. The 308 GTB employed a tubular steel chassis with independent coil spring/wishbone suspension front and rear, complimented by anti-roll bars, adjustable dampers and powerful disc brakes. At its heart was the Formula One derived, all alloy, four camshaft and dry sump 3.0 litre V8 engine of the GT4, allied to a transversely mounted five-speed gearbox. Pininfarina’s stunning two seat, fibreglass coachwork combined the best features of the 246 and the later 356GT4/BB, and looked just right. Producing 255bhp at 7,700rpm and 201lb.ft of torque at 5,500rpm from 2,926cc, it was also very quick with 154mph top speed and 0-60mph acceleration in just 6.5 seconds. For 1977 three important changes took place: steel replaced fibreglass for the body structure (adding some 200lb in weight), dry sump lubrication was dispensed with and the GTS model with targa top was introduced. The GTS proved a big success, outselling the GTB to which it offered similar performance combined with the joys of open top motoring. Presented in a striking and rare yellow colour, this stunning example of a 308 GTS started life in the US. Under single ownership in the hands of a US senator from 1988 to 2013, the car enjoyed a fair-weather life before moving to Dubai. With a full service history and incredible attention to detail in all of its services, the car is as it was when it left the showroom in 1978. In its most recent service carried out by Ferrari Specialists in Dubai the car enjoyed a cam-belt change, a new clutch, new tyres and a new battery. With just 39,900 genuine miles on the odometer this 308 is described as being a ‘joy to drive’.

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