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Introduced in 1994, the Aston Martin DB7 was powered by a supercharged 3239cc DOHC straight-six engine allied to either manual or automatic transmission. With a quoted 335bhp / 361lbft of torque on tap, the newcomer boasted 160mph performance. Penned by Ian Callum coincident with the Coupe, the convertible Volante was unveiled at the LA and Detroit Motor Shows of early 1996 - America being the chief market for the company's soft-tops. Just 879 straight-six powered DB7 Volantes were reputedly produced including several limited edition models. The Alfred Dunhill one of 1997 was initially intended to be unique but, under pressure from customers, the factory later agreed to produce a small run of up to 150 examples (though the eventual number was probably nearer 78, the vast majority of which were Coupes). The unique specification featured an exclusive shade of Platinum Silver paint with Charcoal-coloured Connolly hide piped in Silver Grey, brushed aluminium trim panels, white faced dash board instruments, and a Dunhill Millennium clock This right-hand drive automatic transmission DB7 Volante is number 052 of the Alfred Dunhill limited edition run. According to the vendor, it has been enjoyed by just four owners form new and the low recorded mileage of 63,000 is supported by the Aston Martin/marque specialist service history and MOT records. The vendor describes his much loved motor car as "excellent" with regard to the paintwork and interior and "fully working" with regard to the electrical components, including the power folding roof. He informs us that the DB7 will be freshly serviced before the sale and have two new tyres fitted, and this very rare car is offered complete with Tracker, spare keys, tailored Alfred Dunhill floor mats, a car cover, and a current MOT until October 2016. Surely the perfect addition to any Aston Martin collector's motor house?

Last of the iconic W113 line, the 280SL was launched in 1968. Blessed with the same effortlessly elegant Paul Bracq styling as its earlier siblings, it was powered by a new seven-bearing crankshaft 2781cc straight-six engine that developed some 180bhp and 193lbft of torque. Equipped with all round independent suspension and ATE disc brakes, its 'square' track (some eight inches wider than the contemporary Jaguar E-type) gave notably sure-footed handling. Able to blur the divide between city streets and open roads with ease, the majority of 280SLs were specified with four-speed automatic gearboxes and power assisted steering. This left-hand drive, automatic transmission 280SL is finished in Dark Blue with Beige interior and has the desirable specification of power steering with both hard and soft tops. Having been delivered in Germany it's believed to have then resided in the USA according to the stamped service booklet and included invoices from Bowers Garage of Zelienope, Pennsylvania. Registered in the UK in March 2008 the current vendor is the third UK keeper purchasing the Mercedes in 2013. An Un-restored example 'CBY 439G' currently displays 88,219 kilometres (approximately 54,800 miles) and is described as in 'good' condition with regards to the interior, engine, bodywork and paint. This desirable 280SL 'Pagoda' is offered with the aforementioned service history, owner's manual, and Swansea V5C document. Earlier this year the Mercedes received a service and mechanical check over at c. £1,000 and is offered with a current MOT certificate into September 2016.

According to information kindly supplied by the vendor, `GAL 270D' began life as an 11-window `Splittie' equipped with a Dormobile roof and Westfalia camper interior. Resident in Bath prior to entering the current ownership during 2010, the Volkswagen was thoroughly restored and upgraded over the next three years. Stripped to bare metal and repaired as necessary the body received four coats of paint prior to lacquering, while the underside was both painted and waxoyled. Refurbished brightwork from stem to stern complimented the Safari windows up front and six pop-out windows to the sides. Fitting an early Bay Window ball-joint front axle assembly not only allowed the ride height to be dropped by circa two inches (without compromising the suspension or steering geometry) but also permitted the installation of front disc brakes. Sourced from Creative Engineering, a rack and pinion conversion resulted in a far more positive helm. The adoption of a Bay Window brake servo and independent rear suspension components plus Koni adjustable shock absorbers all round gave more modern driving dynamics. An important consideration given the extra performance available from the uprated Type 4 2-litre engine (stainless steel exhaust, twin Weber carburettors, Empi heads with 40mm inlet valves etc) and slicker-changing VW Beetle 1303S four-speed manual gearbox. Extensively rewired and converted to 12-volt electrics, the Camper also gained more effective windscreen wipers and washer jets plus a 240-volt hook-up, leisure battery, Radio/CD/Sat-Nav (with facility for iPhone connectivity) and reversing camera etc. The `walk through' interior features a stainless steel hob / sink, fridge, Propex thermostatically controlled heating system, light oak rounded cupboards, rear seat belts and rock `n' roll beds. Riding on five-spoke alloys and showing an unwarranted 73,000 miles to its odometer, the rejuvenated `Splittie' has been used by the vendor for trips with friends to the Goodwood Revival and Cholmondeley Pageant of Power etc. Far more capable / comfortable on long journeys than in its original guise, `GAL 270D' is worthy of close inspection. Offered for sale at a fraction of its build cost, this re-booted Camper is accompanied by numerous restoration photos / invoices and a MOT certificate valid until April 2016.

Lancia was once renowned for the creation of technically advanced and individualistic motorcars - a reputation founded on the memorably progressive Lambda series of the 1920s. Larger eight-cylinder models appeared from 1929, the first of which was the 4-litre Dilambda, which followed the firm's logical train of design with above-average performance, precise steering, and outstanding handling; all of which further fostered a loyal customer base that frequently showed little concern for other marques but Lancia. The Lambda itself proved to be such a landmark model that in 1931 the company felt required to replace it by not one but a pair of newcomers; namely the four-cylinder Artena and the larger V8-powered Astura. The chassis of the latter were successfully employed by various carrozzerias to create an array of desirable Coupes, Convertibles and Saloons. As with the preceding Lambda, Lancia developed the Astura though several series - four to be precise. Examples of the first two were powered by the company's proven 2606cc SOHC monobloc 'narrow-vee' V8 unit of 72bhp. Ignition was by coil, the coolant was circulated by pump and the engine fed by a downdraft Zenith carburettor. The unit drove through a four-speed manual gearbox that featured the then popular feature of a 'silent' third gear. The model's ultimate speed was widely quoted as c.75mph. The Astura continued in production until 1939, receiving a larger capacity (2973cc) and two increases in wheelbase along the way. Little separated the series 1 and 2 cars, of which 496 and 750 examples were produced respectively. At some £540 for the chassis alone, the Astura was an expensive proposition, but a technically rewarding one too. The example now offered is a righthand drive series 2 Pininfarina-bodied Coupe of 1932 that was delivered new to a Robert Fraser of Arbroath, Scotland. The car's comprehensive history file includes the original log book showing each of the changes of ownership that took place North of the border and then in London prior to the war - they include an entry for a Betty Dorian, who seemingly retained the Astura for just three months before selling it to an H D Walsh of Dublin in January 1939. It has remained on the island ever since, chalking up a further five keepers, the most recent of whom has retained it for some 18 years. Apparently, by the time they acquired the Lancia, though complete, it was in very weary condition. The level of recent restoration has therefore been extensive and benefited the engine, front suspension, transmission, and cooling system. The bodywork and interior has also received much attention - following structural repairs to the body, the passenger compartment was then: retrimmed, replicating the original pattern of upholstery; new carpets tailored to fit; the veneer of the wood trim refurbished as required; and the hood recovered. While all available evidence points to the coachwork being that of Pininfarina, some clues suggest the interior trim could have been the work of another firm. Anecdotal evidence that 'AGY 383' was displayed and sold from the James Young stand at the 1932 Olympia motor show also remains unconfirmed. Whatever, it is a clearly fine and very collectable car in splendid order.

Introduced in 1927, the Rally Type ABC featured an 'abaissee' (or underslung) chassis that endowed it with notably good handling / roadholding. Indeed such was the Paris-built sports car's reputation that MG are known to have acquired one for analysis. Available with a choice of 1.1, 1.2 and 1.5 litre four-cylinder proprietary engines allied to three-speed manual transmission, even the smallest capacity derivative was reputedly capable of over 80mph. A popular choice in 1.1 litre class events, the Rally Type ABC's period competition pedigree encompassed the GP de l'A.C.F., Spa 24 hours, GP Guipuzcoa, Bol d'Or, Mille Miglia and Brooklands Double Twelve. One of a pair imported new to the UK by motor trader J.A. Driskell and L. Cutbill Jnr to promote the marque, this particular example was finished in red, christened 'Moulin Rouge' and road registered as 'UL 8540'. Nicknamed 'Moulin Bleu', its appropriately-hued sister car bore the number plate 'UL 5582'. Entered for the MCC Land's End Trial in late March 1929, the two 'Moulins' were rewarded with Silver Medals. Contesting the inaugural Brooklands Double Twelve race two months later, 'UL 8540' demonstrated an impressive turn of speed until suffering piston failure some six hours in. Repaired using parts from the spare car, Driskell / Cutbill's mount made-up much lost ground on day two. Sold off thereafter, the Rally Type ABC was re-acquired by J.A. Driskell during early 1933. In between times he had campaigned a BNC and engaged the services of Ralph Silva as an apprentice mechanic (the latter subsequently worked for first ERA and then Prince Bira alongside Stan Holgate). Re-liveried from red to blue, 'UL 8540' participated in numerous sprints and hillclimbs with Driskell / Silva aboard as well as returning to Brooklands for the High Speed Trial and Relay Race etc. Doubtless more agile than the Ford V8 that he piloted on the 1934 Monte Carlo Rally, Driskell is rumoured to have kept the French sports car until his death during late WW2. An accompanying list of former keepers suggests that 'UL 8540' remained in the Home Counties until the mid-1950s when it migrated northwards. Acquired by Douglas John Moray Stuart, the sometime Lord Doune and 20th Earl of Moray in 1972, the voiturette formed part of his renowned motorcar collection for nigh on thirty years. Restored whilst on display at Doune Castle, it changed hands twice thereafter before entering the current ownership during 2003. Starting readily upon inspection, 'UL 8540' retains what the vendor believes to be its original but much repaired SCAP X11 1.1-litre engine. Still wearing the same 'Grand Prix'-style, tapered-tail bodywork that it sports in the numerous period photos on file, the two-seater even displays evidence of what is thought to be its initial 'Moulin Rouge' livery (visible to the chassis and axles in places). Sparingly used over the last dozen years, the Rally Type ABC has nonetheless benefited from new internals for its three-speed manual gearbox. Thought to have been fitted with an uprated rear axle during the 1930s (the original unit lacked a differential), the two-seater also sports a period Rene Thomas four-spoke steering wheel. Described by the vendor as possessing 'fair' paintwork and 'patinated' blue leather upholstery, 'UL 8540' was much admired when invited to form part of Cartier's 'Style et Lux' exhibit at the 2014 Goodwood Festival of Speed. Seemingly highly original and potentially eligible for the Mille Miglia Storica among many other prestigious events, this undeniably handsome (Bugatti Type 37-esque) Rally is offered for sale with V5C Registration Document, history file and its silver medal from the 1929 MCC Land's End Trial.

For many the ultimate XK150 variant, the 3.8 litre S model became available in late 1959. Topped by a straight-port cylinder head and fed via triple SU 2-inch caburettors, its straight-six DOHC engine was rated at 265bhp and 260lbft of torque. Equipped with four-speed manual plus overdrive as standard, the model was reputedly capable of 0-60mph in 7.6 seconds and 141mph. Jaguar's performance flagship until the E-Type arrived, the XK150 S 3.8 could be had in Roadster, Drophead Coupe and Fixed Head Coupe guises. However, just 111 of the latter are thought to have been made to right-hand drive specification. A 'home market' car that was first road registered on 17th November 1959, chassis T825056DN is understood to have been extensively campaigned from the 1960s through to the 1990s and was particularly successful in the hands of amongst others Dave Preece. Featured on the front cover of 'Collector's Car' magazine (May 1980) in full race trim, the Jaguar still sports a Monza-style external fuel filler cap, heavily louvered bonnet and leather-trimmed bucket seats. The subject of recent documented restoration work including a full bare metal respray in 2014, the Fixed Head Coupe plays host to a replacement XK 3.8 litre DOHC engine (complete with straight-port cylinder head and triple SU carburettors). Presently prepared for fast road or mild competition usage (most recently at the Mdina Grand Prix), this rare Jaguar can easily be returned to full FIA race specification. Highly eligible for many prestigious events because of its history and inherent desirability as a XK150 S 3.8 litre, '6007 RE' is offered for sale with V5C Registration, photo restoration record and sundry paperwork.

- The Linstone Car scratch built from Jaguar factory drawings In many ways the XK120's success, both on and off the track, took Jaguar by surprise. Among the fastest production cars of its day, the model had obvious competition potential but the endurance racing derivative that debuted at the 1951 Le Mans 24-hours was an altogether more specialised machine. Conceived behind closed doors, the XK120-Competition - a.k.a. the C-Type - was considerably faster, lighter and nimbler than its roadgoing sibling. The work of Bob Knight and Malcolm Sayer respectively, the newcomer's sophisticated multi-tubular chassis frame and aerodynamic all-aluminium bodywork allowed it to conquer contemporary Ferrari, Aston Martin and Mercedes-Benz opposition. Famous for winning the 1951 and 1953 Le Mans 24-hours, the C-Type may well have triumphed on the 1952 event had Jaguar not chosen to make various unproven modifications. Total C-Type production amounted to just 53 cars but even after Jaguar had turned its attention to the D-Type privateers continued to campaign the older design with considerable success. Unsurprisingly given its beauty, speed and pedigree, the C-Type has inspired numerous imitations. However, very few can be as exacting as The Linstone Car. Just nineteen when he began building racing cars in 1951, Cyril Linstone has yet to stop! Although, his career has been primarily focused upon single-seaters (most famously with Emeryson) he was present at many of the same circuits and meetings as the iconic sports racer in its heyday. Commissioned to build a C-Type copy during the early 1990s, Linstone had a considerable advantage over those attempting the same task either before or after him and that was a set of over 400 detailed factory drawings. It may not happen now but back then a Ford-owned Jaguar were happy to release these blueprints and as such effectively gave their approval to the project. The Linstone Car is estimated to have cost circa £120,000 to create and that is without making a financial allowance for the 3,000 or so hours which Cyril has put into it. Working from factory drawings means that the two-seater incorporates various internal details which a 'tool room' copy would be unlikely to replicate. The Linstone Car's donor identity is that of a green 1964 Jaguar, while its alloy bodywork was fabricated by specialist M.L. Panels whose staff were trained at Bob Smith's renowned R.S. Panels. Indeed, the latter firm were responsible for crafting the radiator grille at a cost of several thousand pounds. Sporting an authentic C-type sump, Lucas Special Equipment competition dynamo and twin sand-cast SU carburettors (complete with cold air box), the 3.4 litre straight-six XK DOHC engine has done very little mileage since being thoroughly overhauled by Peter Lander of Sigma Engineering. Allied to a correct-type four-speed manual gearbox, it is understood to develop some 250bhp. The factory drawings were adhered to in a devoted manner. Thus, The Linstone Car utilises needle roller bearings in its pedal assembly (rather than bronze bushes) and a special reverse-engineered universal joint in its steering column not to mention the correct mounts for its instruments etc. More obvious features include a correct-type fuel tank, side-exit exhaust and aluminium-rimmed competition wire wheels. Completed in 2013, plans to race the two-seater have been laid aside. Nonetheless, it possesses a valid FIA Historic Technical Passport. The subject of an article in an upcoming issue of Octane magazine and quite simply the best C-Type Evocation we have had the pleasure of offering, The Linstone Car is worthy of close inspection.

Recipe: take a good 3-litre Bentley chassis, mix in a good 4.5-litre engine, gearbox and transmission and add a light body with accessories to taste. The result is a motor car which, while still retaining a good vintage flavour, possesses a performance equaled by few other machines even of the most modern and expensive type' (Captain J.G. Fry, The Autocar May 14th 1943). A late Bentley 3 Litre, chassis HT1649 was initially fitted with Vanden Plas saloon coachwork and supplied new to J. Henderson Esq. Road registered as `WW 6726' by West Yorkshire County Council on 15th June 1928, an accompanying continuation buff logbook shows that it survived World War Two and was resident in Essex some twenty-six years later. Belonging to Ronald Frederick Fotheringham at the time, the Bentley is known to have passed through the hands of Kenneth Aubrey Cleave, Peter James Warren, Jack Ernest Durler, John William Bache Esq., Fred Zimmer and Ed Hubbard before entering the current ownership via Neil Davies Historic Racing in 1999. Converted into a Tourer during 1963 and reconfigured to 3/4.5 Litre specification using its original `matching numbers' engine crankcase during the 1990s, `WW 6726' was nonetheless treated to an extensive `chassis up' restoration by the vendor. A long term Bentley Drivers' Club member, he sought to create a car that was - in his own terms - as usable and enjoyable as possible. Resembling one of the nine short wheelbase (9ft 9.5in) cars that W.O. Bentley created before adopting the longer wheelbase (10ft 10in) for series 4.5 Litre production, chassis HT1649 also sports a 4.5 Litre-type radiator for improved cooling and 4.5 Litre steering box for easier manoeuvring. A veteran of numerous rallies and tours around the world, `WW 6726' has been developed with performance and reliability in mind. As such, it sports a full-flow oil filter, coil ignition, overdrive, electric fuel pumps and more modern SU HD8 carburettors. Though, the Autovac has been left in situ on the bulkhead should a new owner wish to reinstate it. Pleasingly retaining its original crankcase and magneto tower stampings, the uprated 4.5 Litre engine has not long been treated to a `Blower'-type block sourced from LMB Racing. The four-speed `C-type' manual gearbox is allied to a modern clutch, while the four-wheel drum brakes have been converted to hydraulic operation. Finished in Black with Dark Green leather upholstery, the four-seater rides on 20-inch wire wheels and utilises a 3.53:1 rear axle ratio. The chassis number HT1649 is visible on a lozenge inside the nearside front dumb iron and on the front engine cross member. With its quick-release radiator filler cap, Le Mans-style fuel tank, fold flat windscreen (complete with aero screens), nearside-mounted spare wheel and cycle mudguards, the Bentley does not want for visual drama. An old FIVA Identity Card which accompanies the 3/4.5 Litre states the following: 'The chassis, gearbox and suspension are as original. The wheels have been reduced one inch in diameter to 20 inches and the brakes have been converted to hydraulic operation. The engine retains its original numbered crankcase but has been enlarged to 4398cc. Coil ignition replaces the original magnetos and electric pumps replace the autovac. The radiator is from a 4.5 Litre Bentley of the same period'. Among the most handsome and best sorted Bentley 3/4.5 Litres that we have had the pleasure of offering, `WW 6726' is accompanied by a continuation buff logbook, V5C Registration Document, expired FIA Historic Vehicle Identity Form, old FIA Identity Card and numerous invoices from the likes of Jack Barclay, NDR, VBE Restorations, D.H. Day, John Ambler & Son, William Medcalf and FS Racing etc.

PLEASE NOTE: The battery on this lot recently failed causing damage to the airbag ECU. A new battery has been fitted and a correct-type replacement airbag ECU has been ordered which will be forwarded to the successful purchaser.   Ferrari's 550 Maranello was introduced as a replacement for the F512 M in 1996 and found much acclaim during its five years of production. It featured a 484bhp front-mounted naturally-aspirated 5.5 litre V12 engine driving the rear wheels through a transaxle - the six-speed manual gearbox being located at the rear for optimum weight distribution. Suspension was by double wishbone, coil springs and anti-roll bars all-round and the braking by ventilated discs front and rear. The Pininfarina designed all-alloy body was mounted on a tubular steel chassis. A pukka GT car out of the Daytona mould, it offered speeds of up to 199 mph coupled with the ability to accelerate from 0-60mph in just 4.3 seconds - the sort of performance figures that wouldn't have disgraced an F1 car once upon a time. With a luxurious and roomy interior and a boot that accommodated at least a set of overnight bags (or a full set of golf clubs), this was the perfect car for dashing through Europe - Monte Carlo one weekend, Rome the next. It was replaced in 2001 by the 575M Maranello. Though not intended for use in motorsport, the 550 Maranello was nevertheless adopted for racing by a number of privateer teams, to good effect. 2003 was arguably the year of best results, with Prodrive winning the GTS class in the Le Mans 24-hour race and finishing second in the GTS class of the American Le Mans Series, and Scuderia Italia winning the FIA GT championship. Finished in Verde Zeltweg with Tan leather upholstery, chassis 10242 was supplied new by Evans Halshaw of Birmingham to Ian Hetherington Esq. of Alderley Edge on January 1st 1998. Acquired by its second keeper, the late Richard Colton Esq., for £111,500 from renowned marque specialist DK Engineering on December 14th 1999, the Ferrari currently displays just 29,000 miles to its odometer. Seemingly maintained on a mileage rather than annual basis, accompanying paperwork suggests that the Ferrari has undergone the following: 27/06/1998 - Specialist Cars Ltd of Knutsford @ 3,162 miles 29/02/1999 - Specialist Cars Ltd of Knutsford @ 6,257 miles 29/11/2002 - MHT @ 14,092 miles (alloy wheel rim and alarm siren recalls) 05/04/2004 - Bob Houghton @ 18,723 miles (cam belts and all 2 year items) 16/07/2014 - Dove House Motor Co @ 28,145 miles (timing belts and tensioners only) May 2013 - 4 x new Pirelli tyres fitted at 25,918 miles July 2014 - Air-conditioning re-gassed Aside from some minor denting either side of the offside B-post and assorted stonechips, the 550 Maranello is in good cosmetic order. A delight to drive and increasingly recognised as one of the all time great front-engined GT cars, this low mileage, two owner example is offered for sale with the aforementioned paperwork, leather wallet / book pack, tool kit and MOT certificate valid until March 2016.

1 of just 195 XK120 Fixed Head Coupes built to right-hand drive specification, chassis 669108 was supplied new via Henlys of London to the famous lady racing driver Miss P.M. Burt. Road registered as `OLF 460' on January 1st 1954, the Jaguar was among Patsy's first competition cars. Driven by her in a variety of sprints and hillclimbs, it continued to chase silverware in the hands of second owner Robert Rees Esq. Though, an accompanying RAC Engineer's Examination Report dated 26th October 1961, by which time the XK120 had covered an indicated 81,639 miles and was up for sale with Performance Cars Ltd of Brentford, suggests that such spirited early use had done it no harm. Belonging to Donald Alan Clarke Esq. of Hampstead, London NW3 by May 1963 and still being MOT tested in the same locale five years later, `OLF 460' subsequently fell into disrepair. Having toyed with the idea of a Nigel Dawes' car (and indeed turned down a freshly completed example at £42,500), the late Richard Colton spent nigh on £80,000 acquiring chassis 669108 and having it transformed into his own version of an uprated XK120 Fixed Head Coupe. Overseen by Michael Stewart of Stewart's Classic Motors (who had achieved numerous concours wins with his own XK120 OTS), the project took a year to complete (1996-1997). Responsible for refurbishing the chassis and body, John Brown of Leaping Cats relocated the engine / gearbox mounts so that rack and pinion steering and a tubed XK140-type radiator with `closed circuit' cooling could be fitted. The suspension was enhanced via Leda telescopic rear shock absorbers, competition springs, one-inch diameter torsion bars and a stiffer anti-roll bar, while the brakes and rear axle were upgraded with four-wheel discs and a limited slip differential respectively. Aside from a Monza-style fuel filler and reprofiled arches (the latter necessitated by the presence of larger 15 x 6J wire wheels), Richard Colton wanted onlookers to be unaware of `all the goodies under the skin!' Built by Rob Beere, the 3.8 litre XK DOHC engine boasted: a straight-port cylinder head, lightened flywheel, electronic ignition, high capacity oil pump, alternator, Kenlowe fan, oil cooler, D-Type camshafts, triple SU carburettors, forged Accralite pistons, wide blade balanced / shot-peened rods, top hat cylinder liners and fabricated exhaust manifolds (the latter leading to a stainless steel system that was routed through the relevant chassis cross member to improve ground clearance). Developing 264bhp @ 5,500rpm and 268lbft of torque @ 4,000rpm, the straight-six was allied to a five-speed manual Getrag gearbox. To the interior, the area behind the driver's seat was re-shaped and the oddment box removed to liberate more legroom. Interior / map reading lights were added to the headlining and the wood veneer dashboard altered to accommodate separate oil and water temperature gauges. The speedometer recalibrated and the rev counter given an electric feed. Writing in the Jaguar Drivers' Club Newsletter (July 2006 issue), Richard Colton recalled that the rejuvenated Fixed Head Coupe's `first trip was a Rally Atlantique in France, a mixed marque event when it won the Most Desirable Car award. It has been to North America (JEC Anniversary Tour), JEC Millenium Tour of South Africa, Jabbeke Speed Trials (fastest XK, standing kilometre 27.68 seconds), Angouleme Circuit des Remparts, Wales, Scotland (Reivers and Highland Tour, 1,983 miles door-to-door), Entente Cordiale to Alsace, Loire Valley, Le Mans Historic, XK Club Alsace to Alps, and will be doing XK Club St Petersburg. It has also done many weekend and smaller trips in the UK'. Ever keen to increase his driving pleasure, Richard Colton commissioned Keith Fell of HRG Classic Jaguar to install a Vicarage power steering kit and polybush the front suspension during autumn 2006. Sparingly used in more recent years, `OLF 460' is thought to have covered some 27,000 post-completion miles. Recommissioned during the past few months with a new SU fuel pump etc, it would doubtless benefit from a thorough service / checkover but sounds decidedly purposeful when running and does not want for performance! Sympathetically improved for fast road / rally use, this beautiful and historic XK120 Fixed Head Coupe is offered for sale with Jaguar Daimler Heritage Trust Certificate, continuation buff logbook, expired FIVA Identity Card, numerous restoration photos and history file.

A serial Jaguar owner who had had the pleasure of piloting an ex-Ecurie Ecosse C-Type on the Mille Miglia Storica, the late Richard Colton commissioned `NBD 2' from Bryan Wingfield of DRL Engineering during summer 1991. A recognised master in his field, Wingfield's customer base at the time encompassed Francesco Scianna, Edward Harrison and Sir Anthony Bamford. One of only a few such `Lightweight' Roadster Evocations to be completed (some sources put the number as low as eight), it utilised a 1969 E-Type 2+2 donor car. The work of renowned specialist RS Panels, the re-born Jaguar's alloy monocoque was reinforced via the use of steel for its floor, front / rear bulkheads and internally braced sills not to mention a Safety Devices rollover bar. Lighter yet stiffer than its production equivalent, the resultant bi-metal structure was fitted with uprated suspension (rose-jointed anti-roll bars, adjustable shock absorbers) and more efficient brakes (XJ6 callipers). Built by Dave Butcher, the 3.8 litre engine featured D-type camshafts and triple Weber carburettors etc. Reputed to develop 282bhp and 275lbft of torque, the straight-six was allied to a five-speed manual Getrag gearbox. Riding on correct-type `peg drive' alloy wheels and clad with alloy outer panels, `NBD 2' is understood to have weighed 23.3 cwt with a few gallons of fuel aboard. Visually distinguished from a factory `Lightweight' by its more steeply raked windscreen, the two-seater also boasted a properly lined hardtop, Parchment leather / Chiltern Tweed upholstery and full carpet / door trims so as to make it a more civilised companion on long, fast road trips. Writing in the Jaguar Drivers' Club Newsletter (January 2007 issue), Richard Colton recalled that `The Wingfield Lightweight first moved on the road in August 1992. Since then it has covered many miles on the Continent, climbed all the major Alpine Rally passes, competed in the Rallye Pyrenees (x2), Prix des Alpes (x2), Rally Atlantique, Carrera d'Espagne, Euroclassic (x3), RAC Haynes Two-Days (x2) and Entente Cordiale (x3). It has been driven on the circuits of Goodwood, Silverstone, Castle Coombe, Snetterton, Thruxton, Zandvoort, Zolder, Nurburgring, Hockenheim, Clermont Ferrand, Montlhery, Chimay, Reims, Spa Francorchamps, Brno, Budapest, Mas du Clos and has ascended the hills of Prescott, Shelsey, Loton and Wiscombe. After all that it still feels as good as ever including when it recorded 143.6mph for the standing mile at the 2005 Woodbridge Speed Trials'. Thought to have covered some 25,000 miles since completion, `NBD 2' possesses an MOT certificate valid until August 2016 but would doubtless benefit from a thorough service / checkover before attempting another Speed Trial. Great fun to drive, it has been estimated that this handsome `Lightweight' Roadster Evocation would cost circa £150,000 to replicate today. Offered for sale with V5C Registration Document and history file.

Registering to Bid on the Ferrari 275 GTB/4 from the Richard Colton Collection: - All Registrations to Bid either In Person, via Commission or on the Telephone must be made by 5pm on Tuesday 13th October 2015 - We require passport identification and a bank reference for the total amount, including commission, which you anticipate bidding to - A £5,000 refundable deposit will be taken upon registering and placed in our Client Account, which will be refunded after the auction - Internet Bidding will not be available on either vehicle For further information, please contact Colette McKay on +44 (0) 1925 210035. H&H are indebted to Ferrari historian and author Keith Bluemel, who has recently inspected chassis 10177 at first hand, for the following report: 'The 275 GTB4 berlinetta was the replacement for the 275 GTB, the main difference being the fitment of a four overhead camshaft, two per bank, V12 engine. It was first shown at the 1966 Paris Salon, and remained in production until March 1968, during which time 330 examples were manufactured in the chassis number range 09007 to 11069, 27 of which were UK imported right hand drive versions. The 275 GTB4 was virtually identical visually to the "long nose" two camshaft models, and without lifting the bonnet, there was only one easy distinguishing feature. This was the profile of the bonnet, which on the 275 GTB4 had a slim shallow central bulge running from front to rear. As with the two camshaft cars, the Pininfarina designed body was constructed by Scaglietti in Modena, normally in steel with aluminium doors, bonnet, and boot lid, although a few examples received full aluminium bodies. The bodies were mounted on a 2400mm wheelbase chassis that had factory reference numbers 596, and all were numbered in the odd chassis number road car sequence. The chassis was virtually identical to that of the two camshaft car, the revised number being due to minor differences in the drive train layout. Like its predecessor, the four camshaft model was available in right or left hand drive form. The standard wheels were alloy with a ten hole design, similar to those used on the Ferrari sports racing cars of the period, with the option of Borrani wire wheels throughout the production period. The basic dimensions and layout of the engine were similar to that of the two camshaft unit of the preceding 275 GTB, but fitted with new cylinder heads that featured twin overhead camshafts per bank of cylinders, with factory type reference 226, still of 3286cc capacity, with a bore and stroke of 77mm x 58.8mm, with the sparking plugs sited between the camshafts. The other major difference was the provision of dry sump lubrication. It was fitted with a bank of six Weber 40 DCN9, 17, or 18 carburettors, with a twin coil and rear of engine mounted distributor ignition system, to produce a claimed 300bhp. The engine drove through a shaft in a torque tube, as fitted to late series two camshaft models, running at engine speed to a five speed transaxle, which was independently supported from the chassis frame, and then by drive shafts to the independently suspended rear wheels, that featured the same coil spring and wishbone suspension arrangement as used on the two camshaft 275 GTB model. Chassis # 10177 is a right hand drive example, which was ordered new by Maranello Concessionaires Ltd from the factory on their order # 296 in February 1967, with a specification of silver paintwork, code 106.E.1 Salchi, a blue leather and cloth interior, leather code VM 3015, light blue carpets, a radio console and the optional Borrani wire wheels. It was delivered to them in July 1967, and road registered by them on UK licence plate SMD 2F, to became their demonstrator model. The factory invoice for the car states only blue leather for the interior, so it is assumed that the cloth seat centres were substituted for full leather. In December 1967 the car was sold to T.C. Harrison Ltd, a Ford main dealer in Sheffield, for the company owner Mr Cuth Harrison, when it was re-registered on his personal UK licence plate TCH 1. In June 1969 the car was returned to Maranello Concessionaires for sale by them. Mr Harrison retained his personal licence plate, and it was re-registered on UK licence plate VWJ 770F, then sold through Rob Walker (Corsley Garage) Ltd, Warminster, Wiltshire, in August 1969, to a Mr J.E. Renton, of Greywell, near Basingstoke, Hampshire. The registration number was probably the same as re-registered by Maranello Concessionaires in June 1969, i.e. VWJ 770F. There is a letter in the Maranello Concessionaires Archive file indicating that he still owned the car in January 1970. The next owner is understood to have been a Mr W. Locksley-Cook in Westerham, Kent, when it was registered on UK licence plate BC 777, who had purchased it from the Sunningdale Carriage Company, of Sunningdale, Berkshire. In 1971 the car was once again for sale at Maranello Concessionaires, now on UK licence plate TVB 758F, so Mr Locksley-Cook had clearly retained his personal plate. In July 1971 it was purchased by Mr Robert Horne of Horne Brothers Ltd, the tailors (By Appointment to H.M. Queen Elizabeth II Livery Tailors). He kept the car for a little over a year, and then it was sold through Rose & Young Ltd, of Caterham, Surrey, around September 1972 to a Mr W. R. Curtis of Great Abington, Cambridgeshire, when it was registered on UK licence plate 69 EVE. In his ownership during 1974, the engine was fully rebuilt at 36,215 miles, by Graypaul Motors Ltd, of Loughborough, Leicestershire, and later in the year they also replaced the suspension wishbones, bushes and ball joints. The car was purchased by Richard Colton from Mr Curtis through Maloney & Rhodes Ltd, of Cambridge in November 1974, and was owned by him for over 40 years, up to the time of his passing in March 2015. At the time that he purchased the car it was painted red, although it is not known when the colour change took place, however it retained its original blue interior. Initially in his ownership it was still on the UK registration number 69 EVE, but at some stage early in his ownership (definitely by 1979), he had the car re-registered on UK licence plate RCO 777. At this time the car had a nudge bar fitted to the nose, although this was subsequently removed, and the quarter bumpers retain plugged fixing holes where this was attached. In September 1979 he entrusted the car to G.T.C. Engineering of Rushden, Northamptonshire, for a full bare metal re-spray in Mercedes-Benz Astral Silver, code DB375, which was completed in the November of that year. The car was returned to them in the middle of 1986 for further paintwork to be carried out on the bonnet and boot lids, and one front wing. The invoice for this work also has a note about welding up the radiator support bracket, and there is clear evidence of this on the car today. It is almost certain that this was the last time any work was carried out on the paintwork, as close inspection reveals numerous areas of micro-blistering, and there is deeper bubbling on the top edge of the right front wheel arch, together with on the top of the same wing close to the bonnet. The paintwork also has some chips and cracks in various locations on the body. The black paint under the nose and tail of the car does not have the correct perimeter profile or finish. It is currently finished with black underseal, whilst the correct finish is satin black. There is some flaking to the paint on the inside of the bonnet.   Click here for the full description.

Registering to Bid on the Ferrari 250 GT SWB from the Richard Colton Collection: - All Registrations to Bid either In Person, via Commission or on the Telephone must be made by 5pm on Tuesday 13th October 2015 - We require passport identification and a bank reference for the total amount, including commission, which you anticipate bidding to - A £5,000 refundable deposit will be taken upon registering and placed in our Client Account, which will be refunded after the auction - Internet Bidding will not be available on either vehicle For further information, please contact Colette McKay on +44 (0) 1925 210035. H&H are indebted to Ferrari historian and author Keith Bluemel, who has recently inspected chassis 1995GT at first hand, for the following report: 'The 1960 version of the 250 GT berlinetta was designed by Pininfarina and built at the Scaglietti works in Modena. It was first presented to the public at the 1959 Paris Salon, and bore a body style very similar to that of the late series (which are now termed "Interim" for differentiation purposes) berlinettas produced during that year, apart from the omission of the quarter window in the sail panel behind the door glass. The new model was built on a 2400mm wheelbase chassis, with factory type reference 539, and later 539/61. The designations "passo lungo" or "LWB" for the long wheelbase 2600mm chassis, and "passo corto" or "SWB" for the short wheelbase 2400mm chassis, are subsequently adopted terminology to distinguish between the two series of cars. The chassis construction followed the familiar practice of twin large oval section longitudinal members, with substantial cross bracing and a rectangular section front cross member. Suspension was independent coil spring and wishbone at the front, with a rigid rear end featuring semi elliptic leaf springs and radius arms to locate the axle, and hydraulic shock absorbers all round. This model was the first Ferrari production road car to be fitted with disc brakes as standard equipment, and unlike the preceding "LWB" 250 GT berlinetta series, which were all left hand drive, it was available in both left and right hand drive configurations. It was also available in two basic specifications, competition with an aluminium body, lightweight interior trim, and the engine in a higher state of tune, or in "Lusso" (luxury) road trim, when it was normally fitted with a steel body with aluminium opening panels. However, there was a great deal of overlap of the two basic specifications, dependent upon a specific client's wishes, therefore it is not unusual for some road cars to have full aluminium bodies, and/or a higher state of tune engine. The power unit was a further development of the original Colombo designed single overhead camshaft per bank V12 engine, with a capacity of 2953cc, via a bore and stroke of 73mm x 58.8mm, and factory type references 168B, 168, and 168 Comp/61, all with wet sump lubrication. The spark plugs were outside the vee of the block, and there was a bank of three twin choke Weber 38 DCN or 40 DCL/6 carburettors, and Solex C40 PAAI carburettors were also homologated, with a twin coil and rear of engine mounted distributors ignition system, to produce a claimed 220bhp to 280bhp, dependent upon specification. Weber 46 DCF/3 carburettors were a further homologated option, and these were used on the special 1961 competition engines, which together with bigger valves, special exhaust manifolds, and other fine tuning details, achieved the upper levels of power outputs quoted above. The engine was coupled to a four speed + reverse all synchromesh gearbox, which drove through a propeller shaft to the rigid rear axle, for which a range of ratios were available. The gearboxes of the competition cars had ribbed alloy castings, and the road cars normally had plain faced cast iron casings with a ribbed base. The overall design changed very little during the three year production run from 1960 to 1962. However, there are a number of detail differences that identify the period of production of a specific car. Visually they related to things like the addition of front and rear wing vents, the shape of the door window glass, the location of the fuel filler, size and shape of the radiator grille and myriad smaller details. In competition the 250 GT "SWB" berlinettas continued the run of success of the preceding "LWB" models, with three consecutive wins in the Tour de France Auto between 1960-62, winning the Tourist Trophy at Goodwood in 1960 and 1961, winning the GT category at Le Mans in 1960 and 1961, and in the Nurburgring 1000km in 1961 and 1962. These were just a few of the numerous class and overall wins achieved during its reign as the queen of the GT category. Chassis # 1995 GT was the second of only nine right hand drive versions of the 250 GT SWB Berlinetta imported into the UK by Maranello Concessionaires Ltd, and was ordered by them, unsurprisingly, on their order # 2 from the factory in March 1960. The invoice details to the original purchaser indicate that it was supplied in Racing Red, with a red leather interior, red carpets, a steel body, 3.77 rear axle ratio, Dunlop RS4 tyres and a limited slip differential. From the factory build sheets the engine was to semi-competition specification with a 9.5:1 compression ratio, 10mm lift camshafts, triple Weber 40 DCL6 carburettors with intake trumpets and cold air box, rather than an air filter box, and an Abarth completion exhaust system. The factory engine test sheet shows that it produced 252bhp when new on their dynamometer, verifying that it had some competition components in the engine. It was collected from the factory by a Mr R.E. Horning, the manager of Sea Corner Garage, Highcliffe, Hampshire, and transported to the UK on the Milan-Ostend sleeper train on 18 September 1960. He had collected the car on behalf of the new owner, the proprietor of Sea Corner Garage, a Mr E.R.W. Eyre, and upon its arrival in the UK was road registered on UK licence plate WRU 1. The invoice price to the client was £6,376-2s-6d, less a 10% discount, giving a sales figure of £5,926-2s-6d, in pre-decimal currency days. It is not known how long he retained the car, nor how long it was retained by subsequent owners, who included a Mr K. Wilson, a Mr G. Sinclair, Mr Brian Classic, Mr John Broad, Mr David Mulvaney and Mr David Brook, before being purchased by Richard Colton from Maranello Concessionaires Ltd in March 1976, when it is reported to have just had an engine rebuild by Graypaul Motors Ltd, and was showing 49,000 miles on the odometer. The car was owned by him for nearly 40 years, up to the time of his passing in March 2015. The car is no concours queen, but being the second of only nine RHD examples of the model originally imported into the UK, and having had a single owner for such a lengthy period of time, it has great provenance. In Richard Colton's own words "The car has never been "restored", but has always been well maintained on an "as necessary" basis. When you have had a car for so long you know all the things that need doing and you do them when they need doing." Between the time of him buying the car with 49,000 miles on the clock, and 2008 when it had 99,999 recorded miles, he clocked up over 50,000 miles, not only in general road use, but attending rallies and gatherings all over Europe, including Ferrari's 50th anniversary celebrations in the car's birthplace, Maranello, Italy, in 1997. The odometer currently reads 01805, so it has clearly not done many miles in the recent past.   Click here for the full description.

Progressively developed from 1909, HFS Morgan's ingenious Three-Wheeler ultimately played host to a variety of JAP, Matchless, Blackburne, Anzani and Ford powerplants. The Aero derivative soon became a favourite among sporting motorists, and with stark bodywork, impressive power-to-weight ratio and nimble handling was capable of embarrassing far more expensive machinery. Initially equipped with 980cc JAP V-twin side-valve engine allied to two-speed manual transmission, it continued to evolve until production ceased in 1933. The sale car is a 1929 example finished in Blue and trimmed in Black. It was treated to a chassis-up restoration by its previous keeper, James Jukes of Berkhamsted, which was completed the year before the vendor acquired the sporty Three-Wheeler in 2007. The Morgan has since travelled just 2,000 miles and is now being offered with the benefit of a new clutch thrust bearing, modern alternator, and tonneau and tailored car covers, and is claimed to 'go like the hammers of hell'!

Considering this eye-catching Stag was restored in 1991, it appears to remain in supreme order, and is considered by the vendor to still have 'excellent' bodywork, paintwork, interior trim, V8 engine and manual overdrive gearbox. It is finished in a tasteful shade of Dark Blue and trimmed in Black, and it is clear from the related paperwork and total cost of c.£26,000 that the restoration was extremely thorough. Carried out by Tudor Classics of Worsley, Nr Manchester, it began with a total strip, following which the bare body was sandblasted before being repaired with numerous new panels. The major mechanical components were also all stripped to the last nut and bolt and reassembled with replacement parts as required. Once completed, 'LPH 369P' must have been as new. It is now offered with fresh (but unfitted) hood and frame, hard top, and a large collection of invoices and old MOTs; plus one valid to April 26, 2016.

This delightful little Frogeye hails from the first year of production. It was comprehensively restored from 'barn find' condition by a previous keeper who, even valuing his time at a very modest £15 per hour, reckons the project, including parts and a professional repaint, totalled c.£44,000. Though back on the road by 2007, the Sprite has since travelled just 1,100 miles, so is understandably considered by the vendor to still be in 'good' order throughout. The refurbishment work included a number improvements to the original specification, including: 1098cc A Series engine; disc front brakes; SU electric fuel pump; alternator; later, stronger 'ribbed' gearbox; Minilite wheels; and wood rim steering wheel. 'WCD 482', which is believed to have had just three owners since 1973, is now offered complete with a seven-sided report on the restoration, plus photographic evidence; a Vehicle Condition Advice Report carried out by Classis Assessments in 2010 on behalf of the most recent purchaser.

Had it not been for Hillman's 14 model, it is doubtful if the company would have survived long enough to be taken over by Humber in 1928. It evolved from the 1327cc 9 model that had established Hillman as a recognised motor manufacturer, and featured: a 1953cc four-cylinder engine with detachable cylinder head; conventional four-speed non-synchromesh gearbox with righthand change; four-wheel cable operated brakes; and suspension by semi-elliptic springs all-round. The cost new in 1926, complete with Saloon body, would have been c.£345. Approximately 11,000 examples of the 14 were produced between 1925 and 1930. This delightful four-door Saloon version was tested and much enjoyed by The Automobile magazine in April 2002, at which time the Hillman belonged to a Sally Rossiter. The identity of the coachbuilder is uncertain, but thought to be Charlesworth. 'CJ 8772' is finished in a shade of Deep Blue and trimmed in Black. A very affordable, usable representative of the vintage era.

The prototype 'Big' Healey was the sensation of the 1952 London Motorshow. Once in production it enjoyed steady development, with the original four-cylinder cars giving way to the 100-Six of 1956, which was followed by the first of the 3000s in 1959 and the MKII 3000 in 1961. Readily identified by its new grille and bonnet air intake, the MKII was still offered in both two-seater (BN7) and four-seater (BT7) guises. Power was increased to 132bhp, courtesy of three 1.5 inch SUs on separate inlet manifolds. Of the 355 examples built, most went to the USA - only a small percentage was equipped with RHD for the home market. The lefthand drive BT7 MKII now offered was supplied new to the USA in 1962. The bodywork is finished in classic British Racing Green, the four-seat interior trimmed in Black, and the Healey benefits from having a Works-style hardtop. It rides on wide section colour-keyed wire wheels and the car's muscular appearance is further enhanced by a side exit exhaust system and the replacement of the front bumper with a pair of large driving/fog lights, and the rear one by a couple of substantial over-riders. The triple carburettor engine drives through a four-speed overdrive gearbox. The disc/drum braking system has recently been refurbished and a servo installed. The vendor informs us that 'the Healey's paint and panel fit are A1, the responsiveness of the engine is a revelation, and the car goes and sounds as good as it looks - it wants to be driven fast'! From the outset, the 'Big' Healey proved to be a fine competition car and just taking 1961, the year the sale car was made, as an example Works versions: achieved outright victory on the Alpine Rally; and class wins in the Tulip, Acropolis, Liege-Rome-Liege, RAC and Tour de Corse events.

Lotus first applied the Elan name to its small Ron Hickman-designed two-seat Roadster of 1962. It comprised a steel backbone chassis clothed in a lightweight fiberglass body. Power came from a 1,558cc Cosworth twin-cam version of Ford's ubiquitous 'Kent' engine. With independent suspension all round and four wheel disc brakes, the Elan was both light and nimble. It was, however, lacking in space and in June 1967 Lotus introduced another Hickman masterpiece - the Elan +2 Coupe for those that needed more accommodation. Based on a suitably lengthened/widened version of its smaller sibling's chassis, the newcomer enjoyed better aerodynamics and superior grip (thanks to a 0.30 drag co-efficient and six-inch wider track/fatter tyres). And, as the name suggests, it offered two extra seats - in the company's own words, 'The +2 is designed to carry two adults and two children on a long holiday in comfort'. The +2S version was introduced in 1969 and brought such cosmetic improvements as remote boot release and flush fitting interior door handles, plus an improved exhaust system. The very tidy-looking +2S offered is finished in Silver and trimmed in Black. It was evidently the subject of a restoration some 15 years ago, at which point the original backbone chassis was replaced with a new galvanised one, the twin-cam engine overhauled, and the Lotus completely repainted. Six years later the water pump, timing chain and dampers were all replaced and uprated driveshafts installed. The vendor informs us that the Elan nowadays 'drives very well and has been in regular use'. He presently views the bodywork, interior trim, engine and four-speed manual transmission as being in 'good' condition and the paintwork as 'fair'. The Lotus comes complete with sunroof and an extensive history file that includes the purchase and other invoices dating back to 1971, MOTs back to 1975 and photos of the restoration.

Pope-Tribune was one of a group of four companies founded by former civil war officer Colonel Albert Pope that were dedicated to the manufacture of petrol-engined motorcars - he had another that concentrated on electric-powered ones. Production was established in the old Crawford bicycle factory, Hagerstown, Maryland, USA and run by the colonel's son, Harold. The first product was a single-cylinder two-seater runabout designed by Hiram Percy Maxim, the son of Sir Hiram Stevens Maxim, the inventor of the Maxim gun. The improved Model 2 featured a front-mounted single-cylinder engine of 798cc, wheel steering, two-speed sliding pinion gearbox, and shaft drive to a bevel rear axle complete with differential. In 1904, the Model 2 was priced at a princely $650, but this was lowered the ensuing year to a more attractive $500. The righthand drive 1904 Model 2 being sold was imported to the UK in 1992/1993 by a Mr John Danison. It was granted VCC dating the following year before being sold to a Mr Richard Ashby in 2005. The vendor acquired 'SV 7303' in 2007 and has clearly put it to good use, as the veteran's history file includes a certificate to prove it completed the 2014 London to Brighton Veteran Car Run (the accompanying paperwork also features a letter of acceptance for this year's event that takes place on November 1). Furthermore, earlier this year both car and owner successfully completed the 90 mile long VCC Creepy Crawley rally. The Pope-Tribune is finished in an attractive shade of Green complemented by Black cycle wings and Black leather seating, all of which are considered by the vendor to be in 'good' condition; as is the transmission, bodywork and the colour-keyed artillery wheels on which the car rides. The engine was apparently overhauled and fitted with a new cylinder block last year, at which time the electrical system was also replaced.

- The subject of a five-page article in Mercedes Enthusiast magazine (June 2013 issue) - Treated to an engine overhaul, bare metal respray and re-trim in leather between 2002 and 2008 - Recent £6,000 expenditure on brakes, suspension, engine / gearbox mounts, re-chromed bumpers, fresh tyres and servicing etc. - 1 of 14,173 220SEb Coupes made. Fuel-injected 2195cc straight-six engine allied to four-speed manual transmission. Via the W111 'fintail' series of 1959, Mercedes continued its practice of offering special two-door Coupe or Roadster versions of its Saloon cars, and the 220SEB took this supreme elegance to a whole new level. Based on the flagship S-class W111 'fintail' Saloon, with its signature upright headlights and imposing traditional Mercedes-Benz grille, the Coupe comprised a light and airy pillarless glasshouse over a distinctive two-door body. The 220 Coupe was very well appointed inside, featuring Mercedes textured leather and wood trimmings. The model's 2195cc, SOHC engine employed mechanical fuel injection of the same type as the 'Pagoda' SLs - its 120bhp being sufficient to propel the car at up to 106mph. The suspension comprised wishbones and coil springs at the front and low-pivot swing-axles with radius arms and coil springs at the rear. The resulting ride was very statesmanlike. A total of some 14,173 220SEB Coupes were built between 1961 and 1965 when the run was terminated. 'AAP 122B' vacated the Stuttgart production line in 1964. Its Red two-door Coupe bodywork is complemented by Cream leather interior trim, ivory-coloured steering wheel and wool carpets, and a wood facia. In 2002 it was treated to a comprehensive engine overhaul by Top Marques; in 2005 it benefited from a full bare metal respray, and in 2008 the interior was completely refurbished. Having been garaged ever since, it is still classed by the vendor as having 'very good' bodywork, paintwork, interior, straight-six engine and manual four-speed gearbox. Nevertheless the underside has just received a repaint and protection against the elements, as well as a service and fresh MOT. Furthermore, £6,000 has been invested in the brakes, suspension, engine and gearbox mounts, rechroming, new tyres etc. The 220 is now offered complete with a selection of invoices, old MOTS and a copy of the Mercedes Enthusiast magazine in which 'AAP 122B' starred in 2013.

Masterminded by Robert Opron, the SM was unveiled at the 1970 Geneva Salon. Intended as a grand routier, the newcomer married the world's most technologically advanced front-wheel-drive platform to Maserati 'quad-cam' power (the Italian marque having been a Citroen subsidiary since 1968). Credited with developing some 170bhp and 172lbft, its free-revving 2.7-litre V6 engine (later 3.0-litre) was mounted behind the front wheels and allied to five-speed manual or three-speed automatic transmission. Boasting a 0.25cd, the four-seater 'Serie Maserati' featured all-round independent, self-levelling oleo-pneumatic suspension, speed-sensitive power steering (2.0 turns lock to lock) and powerful disc brakes. The world's fastest front-wheel drive production car upon launch, Motor magazine found Citroen's flagship to be capable of 137 mph and 0-60 mph in 8.3 seconds. Of the 12,920 SMs built, only 327 were officially imported into the UK. All are left-hand drive apart from a handful converted to RHD in Australia. A UK market car that is understood to have had just five keepers from new, chassis OOSC3478 was acquired by the late David Chaulkin in 1990. A renowned SM aficionado who lectured on the model at Retromobile, Mr Chaulkin preferred carburettor-fed engines to fuel-injected ones and 'GMO 130N' has been modified accordingly. Treated to a re-ground crankshaft and new mains / big-end bearings in recent years but little used since, the replacement V6 boasts a stainless steel exhaust and is allied to five-speed manual transmission. Riding on scarce worn Michelin tyres, chassis OOSC3478 shows just 64,000 miles to its odometer. Said by the vendor to possess 'beautiful almost unmarked Cream bodywork' and 'smart Tan leather upholstery and Oatmeal carpets', this charismatic Citroen is offered for sale with handbook.

Overseen by the combined talents of W.O. Bentley and Frank Feeley, the LG45 was a notable blend of luxury and performance and well received by its public. Model revisions were known as 'Sanctions'. The Sanction Two cars of 1936 brought twin Scintilla Vertex magnetos, while the Sanction Three ones of 1936/1937 featured: an improved cross-flow inlet manifold that was cast integrally with the cylinder head and to which the carburettors were now bolted directly; a lightened flywheel that allowed engine speeds of up to 4,000rpm; and a rear stabiliser bar to improve handling and roadholding. The LG45 was offered in Tourer, Drophead Coupe and Pillarless Saloon guises, or as a bare chassis for those favouring bespoke coachwork. Total production of the model is understood to have been around 278, some 150 of which are thought to survive today. The lovely LG45 on offer is a Sanction Three Pillarless Saloon. It retains its original 4.5-litre Meadows engine, which was overhauled in 1979 by the previous owner, who evidently retained the car for some 25 years or so. '759 YUB' is finished in a lustrous combination of Maroon and Red that, though applied a while ago, still presents very well. We understand the body timbers are 'in fine order' and the door shuts 'excellent'. The front seats fold forwards, allowing easy access to the rear. The Lagonda rides on colour-keyed wire wheels, a pair of spares for which are located under aluminium covers mounted on the front wings. In recent times the Lagonda was treated to a major internal refurbishment that involved a complete retrim in Burgundy leather and the installation of matching carpets. The vendor informs us that the vehicle 'performs superbly, being considerably quicker than the equivalent Derby Bentley - the Meadows engine starts easily and operates effortlessly'. A splendid-looking example of a rare breed.

By switching to Bosch fuel injection in March 1981 Ferrari robbed its successful 308 GTB / GTS models of some forty horsepower. Worried about the consequent loss of performance, Maranello executive Eugenio Alzati determined to give the 90-degree 'quad-cam' 2926cc V8 its teeth back. Announced in October 1982, the new QV or 'quattrovalve' model was a revelation. Sporting - as its name suggests - four-valve cylinder heads, it was credited with developing some 240bhp and 192lbft of torque. Emissions friendly, it nevertheless boasted less noise, more power and better throttle response than its predecessor. Reputedly capable of 0-60mph in 5.7 seconds and 158mph, the QV cars once again had the raw speed to match their sublime Pininfarina sculpted looks. A Belgian market car that has nonetheless spent most of its life in America, chassis 46057 was acquired by the vendor two years ago for use at his Florida holiday home. Having proved entirely dependable, he decided to treat the Ferrari to a thorough cosmetic refurbishment. Entrusted to renowned Dino restorer Stallion Motors of Nottingham upon its importation to the UK, the 308 GTS QV was carefully stripped with all interior trim and glass removed. Found to be free of any structural corrosion, chassis 46057 was repainted in its original Rosso Corsa 300 livery complete with correct Satin Black detailing. Warranted to have covered just 77,000km from new (c.48,000miles), the two-seater is rated by the vendor as `excellent' (engine, 5-speed manual gearbox, electrical equipment) or `concours' (bodywork, paintwork, re-trimmed Tan leather upholstery). Said to drive very well with no known faults, this exceptional 308 GTS QV is accompanied by its original tool roll, emergency light, space-saver spare wheel and handbooks plus a thick file full of receipts / invoices.

Porsche's 996 evolution of the venerable 911 concept was manufactured between 1998 and 2005 and represented the most significant single update of the 911 family since its introduction in 1964. The most fundamental change was the move from air-cooled to water-cooled engines, in the interest of increasingly stringent noise and environmental regulations. The handsome righthand drive Carrera Cabriolet seen here is understood to have covered no more than c.55,000 miles and has had nearly £6,000 invested in its maintenance in the last two years alone. Its service book apparently contains 11 stamps, the last of which relates to the routine maintenance and change of auxiliary drive belt carried out by marque specialists Cavendish Porsche of Nottingham in April of this year. This striking Carrera features Blue bodywork matched to Black interior trim, and the vendor currently grades the bodywork, paintwork, flat-six engine and automatic transmission as all being in 'very good' order. It comes complete with factory hard top and upgraded Alpine bluetooth radio, though the original Porsche unit is also included.

According to the Heritage Certificate accompanying this smart-looking MKII Coupe, it was despatched from the Abingdon plant on December 20, 1961, bound for the USA. The document further reveals that it was finished in Old English White, trimmed in Black and benefited from the optional wire wheels and heater. As far as can be ascertained, the MG returned to these shores circa 2007, at which point it was treated to a nut and bolt restoration in its original colour and converted to righthand drive, since when it has apparently travelled just 312 miles. The vendor informs us that the Coupe has spent the last two years in the Isle of Man, so will therefore need to acquire a mainland registration. He currently classes the bodywork, paintwork, interior trim, four-cylinder engine and four-speed manual transmission as all being in 'good' order, and states the car is 'mechanically excellent and drives particularly well'.

First seen at the 1989 Frankfurt Motorshow, the Pininfarfina-penned mid-engined 348 replaced the 328. The 348TB (Berlinetta) and 348TS (Spider) were the first series-production Ferraris to feature a steel monocoque chassis as opposed to a tubular frame. The newcomer's 3405cc quad-cam 32-valve V8 engine developed 300bhp and 238lbft of torque - sufficient to propel the newcomer to 60 mph in 5.4 seconds and to a top speed in excess of 170 mph. 1 of just 4,228 this left-hand drive example departed the Maranello factory in 1992 and has formed part of an extensive well maintained Japanese collection. Displaying 54,009 kilometres (approximately 33,559 miles) the Ferrari has recently arrived on these shores and has been Nova registered. Offered for sale with its original service book, reproduction handbook, Japanese service records and hood bag for the Targa top the 348 has also been cosmetically enhanced with a F355 Challenge rear grill and sports a Momo steering wheel with Ferrari emblem. PLEASE NOTE: Should this lot remain in Europe, it will be subject to VAT (20%) on the full purchase price (both the hammer price and the commission).

This smart looking right-hand drive example is a notably late MKII being registered in early 1967. Sporting Green bodywork matched to a Black vinyl interior 'EFB 303E' has been extensively restored over 2012/2013 by the current retired engineer vendor. This has included the evident body restoration and repaint with the interior receiving new carpets and the seats being recovered. The brakes have been overhauled with a new master cylinder and replacement of the front callipers. Riding on Minilite style alloy wheels we are also informed that the Carburettor's have been overhauled and a new clutch kit has been fitted. The MG is offered with an original driver's handbook, collection of old mots dating back to 1979 and a large collection of invoices dating back to 1983. Described by the vendor with regards to the 1098cc engine, bodywork, paintwork, interior and four-speed gearbox as all "very good" the MG is offered with a current MoT certificate into August 2016. In terms of fun per pound, good Midgets are hard to beat and, with readily available and affordable spare parts, offer the perfect entree to classic car ownership.

One of the first manufacturers to successfully experiment with overhead valvegear, Buick was also the keystone on which William C Durant founded his General Motors Empire in 1908. Known for the quality and sophistication of its designs, the Flint-based concern produced some 19,051 cars in 1912. Finished in Red with Red upholstery, this particular three-door, four-seater Tourer is described by the vendor as being in 'good' condition with regard to its four-cylinder OHV engine, three-speed manual transmission, electrical equipment, bodywork and paintwork, while he rates the interior trim as 'OK'. Reportedly dating from 1912 and further understood to be in the process of having a UK V5C Registration Document issued to it by the DVLA, this appealing Edwardian Buick sports a wooden bulkhead, Black hood and artillery wheels shod with 'Non-Skid' tyres.

- In the current ownership since 1979 - Regular use on club events and rallies - Engine overhaul in 2009 by Robinsons Engineering In the current ownership for some thirty six years, 'Ruby' had been laid up for the previous twenty five years before being acquired in 1979 following which a through restoration was completed in time for the first Lustrum in Holland in May 1980. Since then the vendor advises there have been lots of upgrades and overhauls involving Ian Blackburn, Trevor Cornelius, John Parker, Robinsons Engineering and Ashley Motors. The car has completed 4 Lustrums in all, taken part in the Hexen Rally in Germany, toured Denmark, the Loire Valley and most SNDs in the last 35 years. At SND 1983 the car won the Regnis Trophy for best in Class 6. Finished in Old English White with red leather upholstery and red carpets, weather gear includes an "excellent" black hood and double duck tonneau with "snug fitting" side screens. The engine was totally overhauled by Robinsons of Ferndown four years (and 5,000 miles) ago whilst John Parker supplied an exchange gearbox in 2014. Recently the rear springs have been re-tempered and the steering arm overhauled and refurbished. The odometer shows c.26,000 miles since 1980. Said to "now drive as well as ever" and be a "reliable and comfortable ride, especially for touring with the benefit of two seats in the rear for luggage or passengers", she has been kept in a heated, carpeted garage with dehumidifier. Offered with Swansea V5, old-style logbook, S.O.C dating certificate, numerous invoices, correspondence and an album of restoration photographs, she is only reluctantly offered for sale due to a hip operation making access difficult.

- Finished in Pentland Green with Magnolia hide - 40,000 recoded miles and MoT'd into May 2016 - Offered with original handbooks and service book containing 13 stamps Although Victor Gauntlett had long mooted the idea, it took the arrival of Ford money and TWR Group know-how for a new generation, 'small' Aston Martin to become reality. Unveiled at the March 1993 Geneva Salon the DB7 had been subjected to more testing and development work than any of the marque's previous models. The long awaited V12-engined DB7 Vantage was introduced at the Geneva Salon six years later. The styling had been transformed by its original designer, Ian Callum, and the chassis featured completely new front and rear suspension and more powerful Brembo brakes, and the model was available with either a six-speed close ratio manual gearbox or five-speed automatic unit with the jewel in the newcomer's crown being the 6-litre 420bhp engine nestling under the bonnet - the first V12 unit ever to power a production Aston Martin. 'V342 FLN' is finished in the tasteful combination of Pentland Green bodywork with Fawn and Olive leather interior trim, Green mohair hood and green leather hood cover. Having covered just 40,129 miles from new which is supported by the service history we understand the Aston has just been inspected and serviced by Excalibur Engineering with the brake discs recently being skimmed and new brake pads fitted. Offered with the original handbooks, service book containing 15 stamps, old invoices and spare key we are told that 'V342 FLN' is fitted with a Cobra tracker which can be transferred to the new owner - on payment of subscription. Having recently been shod with new correct specification Bridgestone S02 rear tyres, the aftermarket upgraded Sony audio system features USB and Bluetooth for hands free phone and music streaming. A fine looking and good driving example, considered by the vendor as well maintained he describes the bodywork, paintwork, V12 engine, automatic transmission and interior as 'very good' and is offering the Aston with an MOT valid to May 19, 2016.

- Ford 289ci V8 powered for c.40 years Introduced in October 1953, the AC Ace was essentially a reworked version of 'LOY 500' the handsome John Tojeiro designed sports racer with which motor trader Cliff Davis had notched up six wins and four seconds that season. Lured into collaboration with the Thames Ditton manufacturer by the promise of a £5 per car royalty fee, Tojeiro ensured that the new model's ladder-framed tubular chassis enjoyed the same handling prowess as its competition forebear by equipping it with all-round independent transverse-leaf suspension. Styled after 'LOY 500' (itself modelled on the Carrozeria Touring clad Ferrari 166 MM Barchettas), the Ace was arguably even more handsome. Initially powered by AC's own 1991cc OHC engine, the availability from February 1956 onwards of another straight-six in the guise of Bristol's tuneable 1971cc unit gave the aluminium-bodied sports car a welcome boost in both sales and performance. Upgraded with optional Girling front disc brakes in 1957, Ace Bristols achieved considerable success at Le Mans (1957: 2nd i/c, 1958: 2nd i/c, 1959: 1st i/c) as well as dominating the Sports Car Club of America's production championship for classes E (1957-1959), D (1960) and C (1961). According to the letter on file from Club Registrar Tony Bancroft, this particular left-hand drive example - chassis number BEX235 - was despatched from Thames Ditton on 7th December 1956 and delivered to Jack Fernandez in Caracas, Venezuela. As well as being the Venezuelan AC importer, Fernandez was a keen racer and competed with several early Bristol-engined Aces, similar to the one offered here, in both South and North American events. No mean driver, he is known to have taken part in the Sebring 12 hours among other high profile meetings. Although there is no documentary evidence to confirm the supposition, being such an early car it is possible that Fernandez campaigned BEX235 and indeed one American website lists it as having been raced in Venezuela for two years. Competition success obviously gave Mr. Fernandez a great deal of favourable publicity which resulted in Venezuela becoming the third biggest export market for Ace-Bristols, behind only the USA and France and well ahead of anywhere else. The two-seater eventually ended up in North America and by the 1970s - perhaps earlier - had been fitted with its current, 1965 date-stamped Ford 289 cu in (4.7 litre) V8 engine and T10 gearbox. Pleasingly, the history file contains photographs of the car taken in the early 1980s appearing largely as it does today. By 1991 BEX235 belonged to the US firm Southern Classics and thereafter it passed through the hands of Ron Leonard, well known marque aficionado and proprietor of the AC Exchange in Colorado, and Peter Fisher, while its last American custodian was Tony Carpenter of Marietta, Georgia. The V8 conversion was carried out without any major changes to the body or chassis. Although the car's original chassis plate has been lost at some time, the chassis number stampings remain clearly visible on the bonnet, boot hinges and both door hinges and tally with the letter of authenticity from Tony Bancroft, official registrar of the AC Owners Club. Upon its return to the UK, the car benefited from a suspension overhaul including new Spax shock absorbers, kingpins and bushes plus the fitment of a rack and pinion steering conversion supplied by well known Club member Ben Yates (which had been developed in conjunction with John Tojeiro). Drawn to the re-engined Ace's obvious performance potential not to mention its similarity to an early / prototype Shelby Cobra, the vendor acquired BEX235 for his Scottish collection during late 2009. Despatched to Ian Nuthall of IN Racing not long thereafter, a thorough check over resulted in '124 XUX' receiving replacement propshaft bearings and new Black leather upholstery. Sporting a set of desirable Marchal `Fantastic' spotlamps and `Le Mans-style' nose cowl, this tempting AC is offered for sale with the aforementioned letter of authenticity, V5C Registration Document and sundry paperwork.

- Original RHD car with matching numbers - Recent work includes new brake callipers and master cylinders all round - Described by the current vendor as "Good to Excellent" all round Finished in the classic combination of Red bodywork complemented by Black interior trim, this very tidy-looking Spider is an original righthand drive example with matching numbers engine and gearbox. It's been in its current ownership for three years and has recently benefited from the replacement of the brake master cylinder and all four calipers, and rides on a handsome set of period Momo alloy wheels. The vendor presently grades the bodywork and paintwork as 'excellent', the sonorous twin-cam engine as 'good/excellent', and the interior trim and five-speed manual transmission as 'good'. He says 'JUL 995N' is endowed with 'sharp handling and positive steering and notes that the engine exhibits excellent oil pressure and pulls strongly. The Series 2 Spider was launched in 1970 and featured a distinctive 'Kamm' tail. A year later its engine capacity was increased to 1962cc, prompting the model name to be changed to 2000 Spider Veloce.

The third generation Corvette (C3) came to market in 1968. While the engine and chassis components were mostly carried over from the C2, the interior and striking body were new. The exterior was a development of that penned by Larry Shinoda under the guidance of Bill Mitchell for the Mako Shark II concept. The striking Dark Metallic Blue Stingray offered is a Convertible example from 1969. A three owner vehicle, it has evidently been maintained in top condition and boasts an impressive specification - the 5.7-litre powerplant features parts from the key engine builders and an enclosed dyno sheet confirms an output of 400bhp. The unit drives through a four-speed close-ratio gearbox to a 3.07:1 limited slip differential. 'WVO 654G' is offered with the benefit of a tidy Black leather interior complete with audio package and Stingray mats, owners' handbooks and sales brochure. The vendor considers the 'vette to be 'excellent' in all major departments.

A long-forgotten marque, Humber was once a name to conjure with, as demonstrated by the stunning vintage Saloon now offered. One of few such models remaining, and extraordinarily original, it's apparently travelled just 25,000 miles from new. It retains its original 2815cc engine, four-speed gearbox and leather cone clutch. The front axle is brakeless, as per the period, and the Humber rides on artillery wheels shod with beaded edge tyres. It is finished in finished in 'show quality' Black over Blue, while the ornate Grey interior is trimmed in Bedford cord. The Humber is full of charming touches - entry is via the rear compartment, the front seats swivelling to allow forward access, and the interior boasts hat racks, ornate period door pulls and masses of brocade trimming. Both male and female requisite sets are present and complete. Being sold with a large quantity of spares, 'CE 7392' makes a fine alternative to a 20hp Rolls-Royce.

This delightful little lefthand drive Fiat Nuova is essentially a one owner car. Its first keeper was a general of police in Palermo who at one stage used the Fiat on a daily basis, and personally accounted for the current total mileage of 30,000 kilometres. Though the vendor, a friend of the general, subsequently purchased it from him, he has never driven it, and it has continued to live among the general's collection of some 250 specialist vehicles. Among his 30-strong staff are engineers with 50 years' experience of the model, and in recent times it has had plenty of attention and a long list of replacement parts, as required. As a result the vendor presently grades the bodywork, White paintwork, Black interior trim, two-cylinder engine and four-speed manual gearbox as all being in 'excellent' order. The little Lusso comes complete with the luxury equipment particular to that model, interior carpet, luggage rack, folding seats and white-walled tyres.

- Beautifully restored example showing less than 20 miles covered since completion - Engine by Cox & Turner and transmission by R Whitehouse & Son - Rare Fairey Capstan Winch fitted to front Many consider the 86 to be the best of the Series 1 Land Rovers, and this example has recently exited a total nut and bolt restoration of the highest standard, regardless of cost, with the aim of preserving it for the next 60 years. The 2-litre 'spread bore' engine has been completely refurbished by one of the most respected specialists and finished in the correct Grey enamel. The gearbox and transfer case have been similarly restored. The clutch and fuel system are new and a stainless steel exhaust system and replacement solid state fuel pump have been installed. All the wiring has been replaced, and the nuts, bolts and general fittings re-plated. All galvanised parts have also been re-plated and refitted using the correct rivets. The bodywork has been carefully restored with some replacement panels; the paintwork meticulously prepared, with all components etch-primed, undercoated, and finished in two-pack Bronze Green. The galvanized chassis is finished in the same colour. The bulkhead is said to be in 'perfect condition' and the Landie has been fitted with the later Burman recirculating ball steering box. The brake system features all new components, the spring and shackle assemblies have been replaced, and the steering wheel and instruments have been refurbished, while the seats and hood are new replacements courtesy of Exmoor Trim. The vehicle sports a new set of five original-pattern 6.00x16 Avon TM tubed tyres supplied by Vintage Tyres of Beaulieu. The Land Rover's overall specification is very much as original, apart from the provision of flashing indicators, Fairey capstan winch and the electrical connections for a tow bar, should one be required. A wonderful early example of a breed that's set to die out at the end of this year. Having covered less than 20 miles since completion this stunning Landie is quite simply amazing to behold.

Some evocations are a little hard to fathom, but creating a replica of the world's most desirable car (especially when prices of the originals are now well north of £20million), is not at all difficult to comprehend; and even less so when the motorcar in question is based on a V12 Ferrari and thereby a genuine relation of the real thing. 'ULB 101W' is a righthand drive recreation of Ferrari's immortal 250 GTO. It was professionally constructed by Andy Waters Motor Engineers of Horncastle by blending Ferrari 400 chassis, suspension and engine components to US-supplied replica GTO bodywork. The Ferrari drives through a five-speed manual gearbox and is understandably finished in classic Rosso Red and trimmed in Tan leather. The vendor currently describes the engine as 'good', the bodywork and paintwork as 'fair to good', the interior as 'fair' and transmission as 'sound'. This car surely represents a lot of fun for the money, the only problem we can visualise is that the first thing everybody you meet will say is 'is it a real one'?! When new, one of the 39 genuine GTOs made would have cost you around £6,000, and to acquire one would have needed the personal approval of Enzo Ferrari himself. The 250 Gran Turismo Omologato, to give the motorcar its full name, was created to allow Ferrari to contest the FIA's Group 3 Grand Touring Car category; something it achieved with great success until faced with the Shelby Daytona Coupe of 1965. A unique combination of performance, beauty, rarity, and the fact that all 39 examples are still alive and well and totally accounted for, has placed the GTO on a pedestal high above all other automotive icons. Current owners include Pink Floyd drummer Nick Mason, Walmart Chairman Rob Walton and JCB Chairman Anthony Bamford.

- As used and enjoyed by footballing legend George Best By 1971, Jaguar's jaw-dropping E-Type had been in production for a decade. Despite continual improvements, new emissions legislation in the all-important American market threatened to strangle the big cat's performance. Jaguar responded by giving its revered sports car fresh claws in the shape of a 5343cc V12 developed from the stillborn XJ13 Le Mans project car. The new engine was both effortlessly powerful and eerily refined. With some 272bhp and 304lbft of torque on tap, the Series 3 E-Type once again had 150mph in its sights. A revised wheelbase yielded better cabin space, while a wider track front and rear, new anti-dive front suspension geometry and fatter tyres improved the road holding. Imbued with a more muscular stance thanks to its flared wheelarches, re-profiled wings and larger grille, it also benefited from vented disc brakes and a restyled interior. Contrary to folklore, not all Britons are besotted with the so-called 'beautiful game'. However, it has produced a few stars over the years that were of such quality as to catapult them from mere football heroes into super-beings. Few would dispute that George Best is of that category. Born in Belfast in 1946 he left school in 1963 to turn professional with Manchester United. He quickly mesmerised the world with his dribbling skills in an era when pitches frequently resembled ploughed fields. English and European Footballer of the Year awards confirmed his international celebrity; a role he performed to the max courtesy of the inevitable hedonistic cocktail of alcohol, girls and fast cars - who wouldn't presented with such opportunity? He certainly worked his way through a fair number of the latter, including several Jaguars, at least three of which were E-Types - a Series 1 Roadster, Series 1.5 Coupe and the Series 3 Coupe now on offer. Although, supplied by H. R. Owen to London accountancy firm Shorman Morgan Ltd (perhaps Best's or his agent's?), and issued with the same registration it wears today - 'GGF 379J' - on June 24th 1971, there is ample proof that the superstar either discreetly owned or had use of the Fixed Head Coupe between 1972 and 1974 and probably from new. Occupying the same Huddersfield address as Best's agent, Sportsmedia Ltd became the Jaguar's second registered keeper on July 11th 1972. However, some six months' before then the celebrity footballer was snapped behind the E-Type's wheel by a Daily Mirror photographer as he arrived at Wilmslow station to meet Carolyn Moore - the speaker grilles visible in that photo remain in situ to this day. The same paper pictured him lying on the car's bonnet in May 1974, while 'GGF 379J' was the vehicle in which he left Old Trafford for the final time, following his famed bust up with the then manager Tommy Docherty (footage of which is shown on an accompanying DVD or can be viewed on www.georgebestjag.com). According to the vendor the E-Type subsequently spent a long time in the sun of Southern France before returning to these shores. Finished in its original colour of Dark Blue and trimmed in Blue velour, the Series 3 currently displays an unwarranted 67,000 miles and is described by the vendor as having an 'excellent' V12 engine, and 'good' Coupe bodywork, paintwork, interior trim and automatic transmission. If cars could talk there'd be a queue of purchasers a mile long for this Jaguar. Whatever, its celebrity status certainly adds a certain cachet to an already desirable period Jaguar.

Ferrari's 430 model debuted at the Paris Salon in 2004 and, though based on the preceding 360, was a notably superior car in most respects. It was designed at Pininfarina under the guidance of Frank Stephenson. It broadly shared the Alcoa alloy chassis, roofline, doors and glass of the 360, but the revised lines endowed the newcomer with considerably greater downforce. It also contained some nice styling cues from previous Ferraris - eg Enzo tail lights and interior vents, the model name etched Testarossa-style into the driver's side mirror, and large oval intakes at the front reminiscent of '60s Ferrari race cars. The lusty 4.3-litre V8 powerplant was entirely new and marked a break from a line that could be traced all the way back to the Dino racing programme of the '50s. Output was 483bhp and an equally healthy 343 lb ft of torque - 80 percent of which was available below 3500rpm. The braking was designed in close co-operation with Brembo (calipers/discs) and Bosch (the electronics). There was the choice of six-speed manual or semi-automatic transmission that drove through a computer-controlled limited slip differential. Another notable feature was the steering wheel-mounted control that allowed drivers to select from five different settings, affecting: ESC, electronic suspension, transmission, throttle response and E-diff. Quite a car! The very handsome righthand drive 430 Spider now available matches a Black leather interior to lustrous Black bodywork. It was supplied new in 2006 by Ferrari specialist Meridien, and has had four former keepers who account for the current total of c.23,600 miles. It features the optional six-speed F1-stle electrohydraulic manual transmission. A new clutch was installed in 2006 and the vendor now considers the Spider bodywork, paintwork, interior trim, V8 engine and semi-automatic gearbox to all be in 'very good' order. A supercar that will surely turn heads wherever it goes.

PLEASE NOTE: The offside rear door handle has broken in the last couple of days and the face piece is stored in the Documents Office.   The history of Maserati is a tangled web, but has resulted in some great cars. Formed by the Bologna-based Maserati brothers it was taken over by steel magnate Adolfo Orsi in 1937. It was during his son's reign that the first Quattroporte was born (it is amazing how 'four doors' sounds so exciting in Italian!). By 1971 the company was in the hands of CitroÙn and the second Quattroporte was based on an SM chassis. As CitroÙn declared Maserati bankrupt just four years later, it would also have been the last Quattroporte had the workers not forced the creation of a public company and the appointment of Alejandro De Tomaso to run it. Quattroporte number three was born under his charge. This lefthand drive, matching numbers example cost in excess of £89,000 when delivered new to a Swiss diplomat in 1986, and has had just four keepers to date. It is a pretty rare motorcar too, as there were just 2,143 Quattroporte III's produced all told, 1,806 of which were 4.9-litre automatic variants, of which this is one. It is finished in the splendid combination of Dark Aquamarine Blue bodywork teamed with Deep Tan leather interior trim. 'C906 LOX' currently displays a total of 137,400 kilometres, yet is felt by the vendor to be in 'concours' condition, having enjoyed a bare metal respray, £9,000 engine overhaul and the fitment of countless replacement parts in recent times. It certainly appears to have been retained in tip top order throughout its life, with its maintenance record showing no less than 36 visits to specialists for the purpose of service or repair and has just been serviced at Armari supercars at the cost of £2,756. This desirable Maserati is now offered with a huge file of books, paperwork and related magazine articles. A rare opportunity.

The elegant DB2 was a major step forward from the 2-Litre Sports model it replaced. The newcomer was based on a modified version of the square tube chassis originally designed by Claude Hill for the Atom prototype. It was clothed in a flowing all-alloy body penned by Frank Feeley and powered by the 2.6-litre straight-six Lagonda engine conceived by W.O. Bentley and Willie Watson. Yes, this was a car with pedigree, something that was emphatically confirmed a few months later with a first and second in class finish at Le Mans. Production of the DB2 continued until 1953 when it was replaced by the DB2/4. A logical progression, the DB2/4 featured a pair of occasional rear seats and an eminently practical hatchback tail. Other notable changes included a wraparound windscreen, larger bumpers and repositioned headlights. By the middle of the following year the engine had grown in capacity to 2.9-litres, increasing the power output to 140bhp and the top speed to 120mph. It was in 1954 that David Brown acquired the Tickford Coachbuilding Works at Newport Pagnell, and it was there rather than Feltham the MKII versions of the DB2/4 were made from 1955. The revised model featured small tailfins, bubble-type tail lights and added chrome. There was the option of a large-valve, high compression engine of 165bhp output and two different body styles - a 2+2 Hatchback and two-seat Drophead Coupe. The final iteration of the DB2/4 was launched at the 1957 Geneva Salon. Somewhat confusingly christened the DB Mark III, it featured disc front brakes (from the first 100 cars onward) and Alfin drums on the rear, a hydraulic clutch, plus the options of overdrive for the standard manual gearbox and automatic transmission. The obvious visual differences were the adoption of a DB3S-style radiator grille and sensuously sculptured bonnet. The rear lamps were changed once more and the rear quarter lights made to open. Inside, an all-new instrument panel greeted the driver. The engine, which had been heavily reworked by Tadek Marek, featured a new crankshaft, stiffer crankcase, and induction modifications inspired by the racing unit of the DB3S. The power of the standard version was now up to 162bhp, while those equipped with the optional dual exhaust system were claimed to produce 178bhp - enough to sprint the Aston to 60mph in 9.3 seconds. There was now the choice of three body styles - 2+2 Hatchback, Drophead Coupe and Fixed Head Coupe; though the latter only accounted for five of the 551 Mark IIIs built between 1957 and 1959. By the time Goldfinger reached the silver screen, 007 was behind the wheel of a gadget-equipped DB5, but in the Ian Fleming novel from which the film was derived, he piloted a gadget-modified DB Mark III - erroneously referred to as a DB III throughout the book. This delightful DB MKIII hails from 1958 and is finished in Silver with contrasting Burgundy-coloured hide and matching Wilton carpets. It is equipped with overdrive, DB4 GT front brake calipers and braided brake lines. The Aston has just been treated to a complete engine overhaul during which one of the new and improved Vetus cylinder blocks was installed. The vendor informs us that the car has also been continuously well maintained, courtesy of regular visits to Four Ashes Garage in Stratford-upon-Avon. Its comprehensive history file contains invoices totalling in excess of £75,000 in the last five years, £20,000 of which is from 2015, as well as previous FIA papers - suggesting earlier competition activity. The vendor has no hesitation in classing the bodywork, paintwork, interior trim, engine and transmission as all being in 'excellent' order and considers '483 FBH' to be 'eminently collectable'.

Launched at the 1955 Frankfurt motorshow, the MG A featured a chassis penned by Roy Brocklehurst and power courtesy of the 1,489cc straight-four B Series engine from the MG Magnette Saloon. 'YSU 840' started life as a US export model and was first registered in the UK in 1990. A lefthand drive example to this day, it is presented with White bodywork complemented by Black interior trim, rides on wire wheels and boasts a luggage rack and leather-rimmed steering wheel. In recent times it has benefited from the installation of a Revotec electric fan, stainless steel exhaust, and H4 halogen headlamp conversion. Its current engineer keeper treated the MG to a mechanical overhaul, during which the brakes and suspension were attended to, and new tyres, water hoses, and rear light lenses fitted. The MG comes complete with V5C, fresh MOT although exempt and numerous invoices; many of which are from marque specialists such as Brown & Gammons and MGOC spares.

- California car restored in USA - 8 cylinder 3945cc engine - Rumble seat to rear compartment Introduced in 1925, the Series E Hupmobile was powered by a 60hp L-head straight eight displacing some 3945cc. A departure for the company who had until this time produced four-cylinder cars, the new model's merits and the company's innovative approach to engineering development were unfortunately unable to stave off trouble during the worsening economic conditions prevalent at the time. A number of body styles were available including a two seat coupe with rumble seat as offered here. Having resided in California all its life, this Hup's interior was restored in America before being imported to the UK approximately a year ago. Finished in yellow with black wings and black mohair to the cabin, the car has seen little use recently and although "running fine" would benefit from a check over before serious use. A few blemishes to the paintwork aside, it presents extremely well and comes with a Swansea V5C, instruction manual and copy California title.

This Super Six dates from 1996 but has recently been completely refurbished and uprated to something rather more special. The metamorphosis is based around a new, later model R6 chassis and both it and the equally new suspension system have been powder-coated in Lotus Grey. A purpose-built twin-cam engine has been installed, which drive through a reconditioned Ford Type 9 five-speed manual gearbox. A larger stainless steel silencer takes care of the spent gases. New de Dion suspension keeps the rear wheels where they should be, while damping is handled by adjustable Spax units all-round. Braking is by new four-pot alloy calipers up front and Cosworth ones at the rear. The occupants enjoy superior seating and the driver is informed by a special set of instruments. Most Tigers feature GRP nose cones, but this Super Six boasts a polished alloy body and Black wings. If built today 'L7 FAH' would apparently set you back £25,000.

The defunct Turner marque is best remembered for its 11-year run of road-based production cars, many of which humbled far more exotic machinery in competition. This lovingly presented MKII model from 1960 features Blue bodywork complemented by Grey interior trim and has only recently emerged from an 18 month nut and bolt restoration by marque guru John Cullis. The reformation is centred around a brand new Robin Knight chassis and includes a fresh GRP bodyshell onto which the original bonnet and boot lid have been attached. Power comes from a 1098cc BMC A Series engine uprated with high compression pistons, Metro cylinder head, Cooper camshaft and electronic ignition. It breathes through a single 1.5in SU and exhausts through an all-stainless system. The unit drives through a fully reconditioned MG Midget gearbox. No stone has been left unturned with this superb example of the marque, which has covered just 450 miles since the restoration was completed.

- Current ownership since December 1987 and 57,000 recorded miles - Recently recommissioned after 15 years of dry storage - Finished in Moonstone Blue with a current MOT into January 2016 The RS Cosworth was conceived to gain Group A touring car homologation, but was utlimately also employed for rallying. Finished in Moonstone Blue 'D170 RGS' is a genuine low owner example that was purchased by the vendor from Ford dealer Perrys of Aylesbury in December 1987. It was initially registered to his company and then to him personally in March 1994. The Cossie was dry stored from October 2002 until December last year, at which point it was recommissioned and is currently considered by the vendor to have 'excellent' righthand drive bodywork and Moonstone Blue paintwork, and 'very good' turbo engine, manual transmission and cloth interior trim. The fast Ford is now offered complete with stainless steel exhaust system, original owners' manuals and service book, and a collection of old invoices and MOTs; plus one valid to January 4 next year. The mileage stands at 57,706. A unique opportunity for the many Sierra Cosworth fans everywhere.

- Uprated with 6-cyl engine and 5-speed gearbox This extremely-smart TR4 was manufactured in October 1963. An export model, it was delivered new to the USA, where it remained until repatriated in 1990. In recent times it has been treated to a detailed, body off restoration and conversion to righthand drive. The extensive work included numerous upgrades including the fitment of a later 6-cyl engine, which was refurbished by Maidstone Sports Cars, now featuring a Stage 2 cylinder head; triple SU carburettors; stainless steel, six branch inlet manifold and sports exhaust; electronic ignition; baffled sump etc. The unit drives through a replacement five-speed gearbox supplied by TR Bitz. The chassis benefits from webs and fillets on all joints and reinforced suspension towers. The brake and suspension systems have both been substantially uprated and a 68-litre fuel tank installed. This very special Triumph nowadays rides on original Minilite wheels shod with Vredestein 185/15 tyres and comes with invoices totalling c.£14,500, spare key, restoration photos, old invoices, old MOTs, and one to March 28, 2016.

Introduced in 1965, the MGB GT was a more comfortable and versatile proposition than its roadster sister. With a top speed of over 100mph courtesy of its 1798cc B-series engine and a capable chassis featuring independent front suspension, rack and pinion steering and disc / drum brakes, the enclosed 2+2-seater merited the old MG marketing slogan 'Safety Fast'. Finished in Red with Black vinyl upholstery, 'XJR 531J' is described by the vendor as being in 'excellent' condition with regard to its engine, four-speed manual plus overdrive gearbox, electrical equipment, interior trim and paintwork, while he rates the bodywork as 'very good'. Extensively restored in the early 2000s, work is understood to have included: a thorough bodywork refurbishment and bare metal repaint plus gearbox, suspension, rear axle and engine overhauls (the latter two being further enhanced via the fitment of an anti-roll bar and Stage 1 camshaft respectively). Some 12,000 miles later the B GT is still said to 'simply drive like new'. Riding on Rostyle wheels, this smart MG is offered for sale with a V5C Registration Document and large history file containing invoices for the thousands of pounds spent on parts during its rejuvenation.

- Striking LHD example with cosmetic Challenge Stradale modifications: wheels, stripe, front bumper, rear grill, trimmed roll bar, harness - 58,000km with German registration documentation Introduced in 1999 as a replacement for the F355, the 360 Modena was named in honour of Enzo Ferrari's birthplace and featured an entirely new space frame chassis which was 40% stiffer and 28% lighter than that of its predecessor. Powered by a 3.6-litre V8 coupled to either a manual or F1 electrohydraulic manual transmission, the 360's lighter weight improved the 0-60 mph dash to just 4.2 seconds with a nominal top speed of 189mph. In 2001, a spyder version was introduced followed in 2003 by the ultimate incarnation - the 360 racing series inspired Challenge Stradale - featuring a number of weight saving and tuning modifications by the factory. This striking LHD example, registering some 58,000 km on its odometer, is finished in grey with beige leather and was supplied new by Testarossa Cars SA of Madrid. An email from Ferrari Hanover states red brake callipers, rear challenge grill, front challenge grills, road legal roll bar, and 4 point safety harnesses were all factory specified. In 2003 the car was purchased by its second owner through Pozzi Charles SA in France via a dealer in Bayonne. In 2009 the car was registered in Germany where two further owners have been recorded. The vendor informs us the car will have received a cambelt service prior to the sale and that the service book contains 6 stamps, the most recent from a specialist in July 2015. Service stamps and receipts originate from France, Luxemburg, Germany and Ireland whilst the German TUV test expired in August 2015. Described as being in "very good" condition in regards to its bodywork, paintwork, interior, engine and transmission, the car is EU registered (German documents) and is accompanied by a complete tool kit and book pack including Ferrari torch and file of receipts.

Chassis 877200 is a beautiful and recently restored example of a Jaguar E-Type 3.8 Roadster Series 1. With matching numbers, this left hand drive example was sold new to a Mr. P Reneira Jr, of Half Moon Bay in northern California, USA. The vendor believes that the car remained in the USA all of its life until he acquired it immediately after its importation into England in early 2014. He has since had the E-Type restored to what he describes as an "excellent" standard. The enormous number of invoices on file describe how the car was stripped and repainted during the restoration with many new items fitted that were obtained from the leading classic Jaguar parts suppliers. These included new wire wheels, a new steering wheel, a new black folding roof, overhauled dash board instruments, new leather seat trim and carpets to the interior, and a fully detailed suspension and under-carriage area. The engine was also overhauled with a very detailed description of the works carried out in the file. Finished in silver paint with a black leather interior and folding roof, this E-Type is offered with a Jaguar Heritage Certificate and numerous restoration records/invoices and a V5C registration document.

The final iteration of the XK sportscar line and the last Jaguar to carry a separate chassis, the XK150 was introduced in May 1957. While its use of independent torsion-bar front suspension, a 'live' leaf-sprung rear axle and rack-and-pinion steering mirrored the practice of its XK140 predecessor, the new model benefited from the option of all-round Dunlop disc brakes (though, in practice very few - if any - cars were delivered with drum brakes). Stylistically, the newcomer was brought up-to-date with less ostentatious curves and a larger, wrap-around single piece windscreen. The dashboard too was altered eschewing wood trim for padded leather. With the E-type still very much under development, Jaguar was keen to sustain the sporting reputation that a remarkable five Le Mans victories (1951, 1953, 1955, 1956 and 1957) had earned it. Initially powered by a 3442cc derivative of the marque's race-proven DOHC straight-six engine, the XK150 could be had in Fixed-Head Coupe, Open Two-Seater (Roadster) or Drophead Coupe guises. More expensive than the other bodystyles, the soft-top coupe boasted occasional rear seats and a fully lined hood. Ticking the 'Special Equipment' box on the order form resulted in the following upgrades: B-type cylinder head, overdrive, twin-exhaust system and wire wheels. With a claimed 210hp on tap, the 'SE' 3.4 Litre cars were reputedly capable of 0-60mph in 8.5 seconds and 124mph. Total right-hand drive XK150 Drophead Coupe production is thought to have amounted to just 663 cars (for both 3.4 litre and 3.8 litre variants). Unsurprisingly, survivors are highly prized by collectors. According to the copy Jaguar Daimler Heritage Trust Certificate on file, this particular right-hand drive XK150 SE 3.4 Drophead Coupe was manufactured on 1st September 1959. Supplied new via J.R. Inwards Ltd of Ruislip to Messrs F.G. Ruggles Ltd of Hounslow some twenty days later, the Jaguar initially sported the number plate 'R 80' but has since been re-registered as '421 HYR'. The subject of a very thorough, 'chassis up / body off' restoration in recent years, the 2+2-seater has been upgraded with a Kenlowe fan, alloy header tank and Coopercraft front wheel brakes. The engine number visible on the cylinder head matches that shown on its chassis plate and heritage certificate. Starting readily upon inspection and remaining highly presentable, this attractive 'home market' XK150 SE 3.4 Drophead Coupe is worthy of close inspection. Offered for sale with V5C Registration Document, numerous restoration photographs and fresh MOT certificate.

It was in 1934 that BMW began work on the car that would largely underpin its immediate future, the 326. The development was the responsibility of Fritz Fiedler and Alfred B÷ning and the design that of Peter Schimanowski. It was powered by a six-cylinder OHV engine of 1971cc and featured such advanced technical features as hydraulic braking and rack and pinion steering. It was offered in Saloon, and both two and four-door Convertible guises. In 1936 came the immortal 328 Roadster, the stunning two-seater that dominated the 2-litre race class in which it competed and achieved outright victory in the 1940 Mille Miglia. Somewhat confusingly, the less dramatic but graceful and highly successful 327 followed a year behind the 328, and was aimed at an altogether different market. A four-seater motorcar based on a shortened version of the 326 chassis, it was offered as a two-door Coupe or Cabriolet. There were two engine options, the more powerful of which utilised the lusty unit from the 328. Records show that 1,965 327s were built between 1937 and 1941, and a further 505 between 1946 and when production of the model ceased in 1955. The styling was again the work of Peter Schimanowski and lent itself to the two-tone paintwork that adorned many examples of the breed. The magnificent lefthand drive sale car was manufactured by Bayerische Motoren Werke (BMW) in December 1939. It features White Cabriolet bodywork contrasted by White-piped Black interior trim and was equipped from new with the more powerful of the engine options, that's fed by an impressive trio of carburettors. The BMW's history file contains a copy of a previous V5 showing that prior to March 1988 it was owned by an Alan Warner of Itchen Abbas near Winchester. In March 1988 the registration was changed in favour of Waxoyl, then of Radlett, Herts. However, it would seem that to all intents and purposes it was still Warner's car, and it was through him the vendor acquired it in February 1990. At this point it was entrusted to TT Workshops of Westbury, Wiltshire, who set about restoring the chassis, body, mechanical components and electrical system. The BMW has subsequently been used in Italy, France, Switzerland and the UK without any problems, and the vendor currently classes the bodywork, interior trim, engine and transmission as 'good', and the paintwork as 'fair'. A splendid-looking period BMW of enduringly practical design.

The Arnage replaced derivatives of the long-serving Mulsanne during 1998 and was initially powered by a DOHC 4.4-litre BMW engine. However, it was around this time that Bentley passed to the Volkswagen Group, who were forced to find an alternative powerplant. In fact they sourced two, creating the option of Red and Green Label Arnages, with the former powered by a Cosworth-built version of Bentley's single-turbo OHV 6.75-litre V8. Coincident with the engine changes, the models were treated to additional legroom, stiffer bodyshell, bigger brakes and larger wheels. The righthand drive Red Label offered hails from 2000 and matches eye-catching Red bodywork to a Cream hide interior. It's had two former keepers and the vendor presently grades the bodywork, paintwork, interior trim, V8 engine and automatic transmission as 'very good'. The impressive service record confirms the indicated mileage of c.62,000 and this impressive Bentley comes complete with all original books, manuals and history file with invoices for £20,000.

Synonymous with the swinging '60s, the MKII is one of the most widely admired of all Jaguar Saloons and as cherished by the bank robbers of its time as the police who pursued them. It was at its most formidable when equipped with the 220bhp 3.8-litre engine. The MkII 3.8 saloon on offer left the Browns Lane Coventry works in 1963 and is finished in light metallic maroon. Believed to have had just four private keepers from new the last of whom took possession in 2004 'LEA 175' is thought to have covered just 1,700 dry miles whilst in his care. We understand that the 60,725 miles displayed when entered for is likely to the genuine total mileage since new. The vendor informs us it is a lovely original-spec motor car with factory-fit power-steering, clean bodywork and paintwork, super original beige leather interior, and with both 3.8-litre 6-cylinder engine and 3-speed automatic transmission reportedly in 'good' working order. Offered with a collection of old MOT'S, tax discs and invoices including one dating from 1969 from Henley's of London this clearly loved example and is offered with a current MOT certificate into September 2016.

The Bentley S1 Standard Steel Saloon replaced the R-Type standard steel saloon in 1955. Improved from its predecessor by not just offering seating for five adults, but also a more comfortable arrangement thanks to three extra inches in the wheelbase, enlarged headroom and even bigger boot space. The ride was improved by softer suspension and improved braking which helped to counter the increase in power and engine capacity, which now, with 4887cc was propelled through a four-speed automatic gearbox. Finished in Dark Blue with light Blue leather interior 'UXF 805' has been subject to recent improvement having been re-painted, all the wood being re-veneered and the interior trim being re-connolised and repaired where necessary. The Engine bay has also been cleaned and re-painted, the Carburettor overhauled with a replacement gearbox fitted all of which has been over seen by J.K Engineering Ltd of Biggleswade over 2013/2014. Offered with history file comprising of the original handbooks, 20 old mot certificates dating back to 1963, collection of old invoices and original tool kit this handsome Bentley has just returned from a 200 mile round trip to the Goodwood Revival and is ready to be enjoyed by its new keeper.

- Comprehensive history - Recent full engine service - 60,000 genuine miles Ferrari introduced the 365GT4 2+2 at the 1972 Paris Salon, which with an increase in capacity from 4.4 to 4.8-litres and other more minor changes evolved into the 400 that debuted at the same event in 1976. Fuel injection then replaced the 400's six 38DCOE Webers to create the 400i first seen in 1979. 'HYE 100W' hails from 1981. Its bodywork is finished in Rosso Corsa that's teamed with a luxurious Magnolia-coloured hide interior. It is a genuine righthand drive example equipped with the optional automatic transmission. The vendor informs us that the 60,000 miles displayed is correct, and presently regards the Prancing Horse's gearbox and interior trim as 'good' and the bodywork, paintwork and V12 engine as 'fair'. He is selling the Ferrari complete with no less than two folders full of receipts and other paperwork, including a bill concerning the engine service carried out last year by marque specialist Keys Motorsport of Silverstone.

- Restored example of the Spanish-built Mini Cooper S - 1340cc engine and 5-speed gearbox - Detailed history file with images of the works carried out As a way of accessing the Spanish market, BMC licensed Authi of Pamplona to produce a number of its models including the Mini. Volume production commenced in 1969 and by the time the company was sold to SEAT in 1976 some 2000 Coopers had been produced. This extremely smart LHD example was restored by Mini World in Spain between 2001 and 2005 and features leather interior, wooden dash, electric windows, central locking and period radio with ipod connection. Images of the work are contained in the accompanying history file along with a copy of the Spanish registration papers and invoices dating back to the 1980s. Featuring a 1340cc engine and 5-speed gearbox, 'Delilah' displays some 6043 miles on her odometer which is believed to have been zeroed during the restoration. Finished in blue with black leather piped white, she comes with a Swansea V5C and MoT to July 2016.

By the time Ford dispensed (at least temporarily) with the Thunderbird moniker in 2005, the model had progressed through no less than 11 generations. It had also been immortalised by the Beach Boys' hit song Fun Fun Fun. The first generation car hit the streets in October 1954 and, while it was created in direct response to Chevrolet's Corvette, Ford's emphasis was more on comfort than overt sportiness. Though sleeker than most of its Ford siblings, it shared many of their components and the V8 engine was borrowed from the company's Mercury division. The splendid 'matching numbers' T-Bird offered is from the last year of the First Generation model, during which no less than 21,380 examples were sold. Finished in Battleship Grey and trimmed in an eye-catching shade of Red, this fancy Ford is powered by the rare 312ci so-called 'E Code' powerplant that uses a pair of four barrel Holley carburettors and period correct aircleaner to help deliver 270hp. Most of the option boxes have been ticked and this car's comprehensive specification includes: electrically controlled windows and seats; power steering; tinted glass; Black soft top; porthole hard top; and radio. The Ford is understood to retain its original paintwork and to be largely unrestored. Despite never having been overhauled, the engine is said to produce plenty of power and the total mileage is believed but (unwarranted) to be c.64,000. In recent times the T-Bird has benefited from new: dampers; tyres; radiator (new old stock); exhaust system and fuel tank. The following have been overhauled: transmission; front suspension; braking system; power steering (including control valve); starter; and generator. The vendor says the Ford 'runs and drives anywhere without hesitation, even over a long distance, and the whole car is in remarkably original condition and complete with rare colour combination'.

- 308 cu in straight-six engine with 'Power Dome' cylinder head and 'Twin H-Power' Carter carburettors - 'Step Down' chassis with independent front suspension, live rear axle and four-wheel hydraulic drum brakes - Hudson Hornets won 22 of the 37 NASCAR Grand National Races in 1953 (the marque also dominated the 1952 and 1954 seasons) - Automatic transmission, DeLuxe radio, dual exhaust, 12-volt alternator update, electronic ignition, electric fan - Believed but not warranted to have covered less than 40,000 miles Hudson's low-slung Hornet model was produced between 1951 and 1954, and from 1952 onwards featured the previously optional `Twin H-Power' engine as standard - essentially a 308ci (5.0-litre) straight-six unit with a twin carburettor induction system incorporating notably large orange-cased filters. The output ex-factory was 170bhp, however, the unit was capable of far higher figures in the hands of such Works-supported stock car drivers as Marshall Teague, Herb Thomas and Tim Flock. Hudson was the first manufacturer to get truly involved in this branch of motorsport and completely dominated the scene throughout the early `50s. Teague finished the 1952 AAA season with a 1,000-point lead over his nearest rival, winning 12 out of the scheduled 13 events in his `Fabulous Hudson Hornet'. In total, Hudsons won 27 of the 34 NASCAR Grand National races in 1952, 22 of 37 in 1953 and 17 of 34 in 1954 - quite a record for a road car with genuine luxury credentials! Finished in Cream over Dark Metallic Green with Green / Grey cloth upholstery, this stylish Hornet Club Coupe is reportedly equipped with a special order `7X' engine that allies a 232 cylinder head and uprated exhaust headers to the aforementioned `Twin H-Power' carburettors. The Hudson is also understood to benefit from a 12-volt alternator conversion, electronic ignition and electric fan, and is thought by the vendor to have travelled less than 40,000 miles from new. He presently rates the meaty engine as `superb', and the two-door bodywork, two-tone paintwork, plush interior trim, and automatic transmission as all being in `very good' order. In summary he volunteers that `the Hornet is in very good overall condition, and runs and drives very nicely'. A pleasing example of a rare breed, the motorsport versions of which were simply unbeatable in their day.