1934 Rolls-Royce Phantom II Short Chassis

Description:

Registration no: UK registered Chassis no: 117 RY Price: Refer Department In the 1930s, Rolls-Royce set new standards with its Phantom series. It was achieved not by making great technical breakthroughs, but by using the very best of proven technology. One could argue that various Hispano Suizas had more advanced specifications, but one has to note that many of them are now fitted with Rolls-Royce gearboxes. There were no weaknesses in the cars which Rolls-Royce made which is why, when the company began to use the slogan 'The Best Car In The World', it was regarded as measured opinion backed by solid collateral. The Phantom II, introduced in 1929, was said to have been the last model that Royce designed himself, working from his villa in the South of France. Between 1929 and 1935 around 1,770 of these chassis were built, being available in 14in and 15in wheelbase lengths, the former being used for the Continental models. Improvements were made throughout this time, and for 1930 the tyre size was reduced from 2in to 20in after chassis no. 169 GN, and back-axle bearings modified after chassis no. 120 GH. Power was increased by raising the compression ratio, weight reduced by 200lbs and road-holding and handling greatly improved by adopting semi-elliptic rear suspension. These chassis were very popular with the major coachbuilders of the day, and some truly glorious cars were made. This particular Phantom II is without doubt or question amongst the very limited population of what has long been considered the finest, most desirable sporting Rolls-Royce of all time: None other than a genuine and original short-chassis Contniental, originally fitted with the premier sporting coachwork of the time, the exclusive Owen Sedanca 3-Position Drophead Coupe by J. Gurney Nutting and Company. The car was originally delivered new via H.R Owen of London to a Madame Ossarie of the Dorchester Hotel, before passing to Mr Goodyear of Hampton in February of 1936. The car then passed into the ownership of Mr Stonor of Montagu Square, London, and Commander G M Bradley of Mayfair Court before being sold to a Mr R. L. Broad of Kent in April 1946. The car was later sold to a Mr Bass of Columbus, Ohio during the 1950s, in whose family ownership the car remained until this year, some 60 years later. The car was delivered new with its glorious Guerny Nutting bodywork in March of 1934. The car was fitted with 19” Dunlop tyres and chromium plated headlamps as per the original specification, which notes that the car's intended purpose was for "Mainly touring at comparatively high speeds”. Subsequently, the car is rated as having a maximum speed of 92 MPH. A copy of the original order sheet is included with the car, along with extensive service and maintenance records from the time the car was in Ohio. 117 RY is also featured in Raymond Gentile’s definitive book on the model, The Rolls-Royce Phantom II Continental, and has a half-page picture on page 221. Also included with the car is the original owner's manual. This is an incredibly rare opportunity to acquire one of these highly desirable and very sporty configurations of this classic Rolls-Royce. There is no doubt that 117 RY must rank amongst one of the most sought-after Phantom IIs in terms of its configuration and specification.

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1938 Cadillac V16

Description:

Registration no: TBA Chassis no: TBA Price: Refer Department Since the day it first claimed to be laboring under the “penalty of Leadership,” Cadillac pressured itself to live up to the lofty status the statement implied. Then came the 1930-1940 Cadillac V-16, a lasting monument to that struggle. Looking back today, there seems to have been no sensible reason for building a 16-cylinder Cadillac. By 1930, the luxury car industry had settled on and refined both the inline- and vee-eights. Builders of some of the finest cars in the world saw no reason for more than eight cylinders. Cadillac’s Sixteen also arrived precisely in time for the Great Depression, when the few people who could afford cars tended to think in terms of four or six cylinders and the handful who could still afford Cadillacs often preferred to keep a low profile in a Chevy or Ford. But from a purely practical view, there’s no reason that the world needed Ferraris or Corvettes either. The Cadillac V-16 was built -- and lasted for 11 years, a longer production run than any other car with more than eight cylinders -- because of the passion of great engineers and their management’s drive to produce the best. It was a masterpiece, which is why so many examples are still around. As Theodore MacManus put it in that most famous of Cadillac ads, “The Penalty of Leadership,” a great achievement “makes itself known, no matter how loud the clamor of denial. That which deserves to live, lives.” While the 1937 Series 90 had started at a towering $7,450, the 1938 version started at $5,200, and no body style cost more than $7,500. What the Sixteen proved was more important than the money it earned. This is the car that truly established Cadillac as the “Standard of the World.” It made it clear, as had no other model, that Cadillac had moved from the ranks of near-luxury to a genuine luxury nameplate -- and it represented the first time that Cadillac had fielded a car clearly superior to Packard. The example on offer here is a 1938 model, finished in burgundy. It was purchased by the current owner from a sheriff in the United States, where it was lying unused in his barn in an unrestored condition. The car was then subsequently shipped to Spain, where it was comprehensively restored to an exacting standard by a team of European experts. The car retains its originality, however, and the only difference between the car now and the specification in which left the factory is that it has been fitted with a Mercedes power-assisted steering system, making it much more manoeuvrable and easier to drive, especially in modern road conditions. Described as being in good condition throughout, this car retains its original Fleetwood of Detroit bodywork (Style No 38-9067). An excellent chance to revisit a bygone age of truly great American engineering.

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1927 Bentley 3/4 ½ Litre Sports Tourer

Description:

Registration no: TBA Price: Refer Department One of the great cars of all time, the Bentley 3 Litre was a magnificent milestone machine that led the world on both road and track. That it did so as the first ever production Bentley was no mean feat and a tribute to the engineering excellence that was to become a hallmark of the marque; indeed, it introduced a then hitherto unknown level of performance combined with immense strength and reliability. When in the late 1920s the need for more power became evident, due to both increasing competition on the track and a trend for ever heavier coachwork, Bentley introduced the 41Ú2 Litre model. With a design that was basically two thirds of its existing 61Ú2 Litre six cylinder, the 41Ú2 Litre prototype engine was first tested in the 1927 Le Mans practice car, the latter a 3 Litre chassis, before being transferred to the first 41Ú2 Litre chassis with which Frank Clement set the fastest lap in that year's race; it was this same car, christened 'Old Mother Gun', that won the 1928 Le Mans. Subsequently the practice of grafting 41Ú2 litre engines into the 3 litre (short) chassis had become common place as many engineers and enthusiasts claimed this was the best combination of Bentley components to produce a fast, good handling road and race car.

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1963 Ford Lotus Cortina

Description:

Registration no: 432 DOW Chassis no: 274C065304 Price: Refer Department In the early 1960s Ford asked Lotus founder Colin Chapman to produce a sports/racing version of its new Cortina for homologation in the Group 2 category. Announced in January 1962, and assembled at Lotus, the Lotus Cortina sported bonnet, boot lid and doors made of alloy, as were clutch and differential housings and the gearbox tail-shaft. Front suspension was standard MacPherson strut, lowered and stiffened, but the rear was radical, the leaf springs replaced by an A-bracket, coil springs and trailing arms. Wide wheels and servo-assisted disc front/drum rear brakes, along with 105bhp from the twin-camshaft, 1,588cc four cylinder Ford engine and a close ratio box, completed the package. The Lotus Cortinas first victory came in the 1964 Motor Six Hours at Brands Hatch, followed by Sir John Whitmores outright honours in the 1965 European Touring Car Championship; Jackie Ickx also won the Belgian Saloon Car Championship, Bengt Snderstrm the Swedish Rally and Roger Clark the Welsh Rally, while in New Zealand the car won the Gold Star Saloon Car Championship; 1966 then saw victories in the Acropolis and Geneva Rallies and Snderstrm/Palm win the RAC. There is little wonder, with its competition history, that the Lotus Cortina is a popular entrant for historic racing the world over. Built as a racing car for the 2008 season to appendix K specification using all new parts, this classic touring car has been successfully campaigned; a class winner in The Masters Series Top Hat, winner of class CT8 at the 6 Hours Of Spa in 2008 and 2009 and 3rd overall touring car at the 6 Hours of Spa 2009 with notable drivers at the wheel including Frank Sytner, Martin Stretton and Michael Caine. A very competitive and successful racing car, this vehicle is eligible for numerous race series in 2010 including Masters Top Hat, U2TC, HSCC and CSCC. Described by the vendor as being in very good condition, this car has been maintained and prepared to a high standard regardless of cost and is presented with HTP papers and a V5 document.

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1955 Porsche 356 Speedster

Description:

Registration no: EU taxes paid Chassis no: 81013 Price: Refer Department Although Ferdinand Porsche did not commence building cars until 1948, his engineering pedigree was well established with designs ranging from the awesome Auto Union V16 Grand Prix car to the Tiger tank. After World War Two, however, and fresh from serving a two year prison sentence as a result, Porsche decided in 1947 to build his own sports car. Given project number 356, by August 1948 the first production model had been completed. With aluminium fastback coachwork, pressed steel chassis and the engine behind the rear axle, manufacture began late in 1948 and the 356 debuted at the 1949 Geneva Show. Power came from a 40bhp, 1,086cc engine mated to a four speed gearbox, with independent torsion bar/trailing arm suspension and drum brakes all round. Allied to 87mph and 0-60mph in 17 seconds was excellent fuel economy due to good aerodynamics and low weight. In 1951 - the year of the first of Porsche's many Le Mans entries, finishing 20th overall - 1,290 cc and 1,488 cc engines were introduced. The following year came an all-synchromesh gearbox and one-piece windscreen. By 1954, however, Porsche sales in America were suffering from the onslaught of MG, Austin Healey and Triumph, whose cars provided as much exhilaration for a lot less money. It was thus that coachbuilder Reutter penned a minimal shell based on the convertible 356, with low wrap-around windscreen, reduced frontal area and height, removable side screens, a lightweight hood and more basic interior. Selling at a competitive $2,995, and available with either 55 or 70bhp 1,488cc engine, the 100/ll0mph Speedster proved popular on road and track - weighing 150lb less than a standard 356, it was also quicker and in 1955 a Speedster won the SCCA's 1,500cc class; indeed, actor James Dean raced one. The same year saw the introduction of the 356A with 1,290cc or 1,582cc engines, the latter producing 60bhp/75bhp. Chassis number 81013 was previously owned by well-known Porsche enthusiast James E. Schrager; author of `Buying, Driving and Enjoying the Porsche 356’ as well as numerous articles on classic Porsches for various classic car magazines. Finished in stunning black with brown leather upholstery, it is described by the vendor as being in very good condition, with particularly excellent paintwork and interior trim, and states that "This car really looks fabulous, it runs well and drives at it should”. Included with the car is a file of recent bills detailing works carried out on the car at considerable expense. Stated to retain its original Type 616/1 1600cc `Normal' engine, this stunning Speedster is offered for sale with a Porsche dating certificate, the aforementioned bills and an MOT certificate valid until November 2010.

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1960 Austin Healey 3000 BT7

Description:

Registration no: 194 TBH Chassis no: H-BT7/12295 Price: Refer Department The Austin Healey 3000 has endeared itself to enthusiasts the world over, not least for those who remember the sight and sound of this muscular British sports car roaring to spectacular success in international rallying. A development of the Austin Healey 100-6, itself born of the four cylinder 100, the 3000 was launched in March 1959. Like the 100-6 , in either two seat BN7 or 2+2 BT7 guise, it used a simple but torsionally strong ladder frame chassis with independent coil spring/wishbone front suspension and a live leaf sprung rear axle with front disc brakes were fitted for the first time. Under the bonnet the 100-6's 2,639cc engine was enlarged to 2,912cc and, via twin SU carburettors, it produced 124bhp at 4,600rpm. Mated to a four-speed gearbox and capable of 110mph (116mph with overdrive) and 0-60mph in 11.4 seconds, the 3000 received much praise for effortless performance and fine handling. Displaying both pace and great strength on its 1959 Alpine Rally debut. It was a sign of things to come, Big Healeys scoring numerous successes with great drivers such as the Morley brothers, Pat Moss, Paddy Hopkirk, Peter Riley and Timo Makinen. Only 5.9% of Big Healeys were made for the UK market, with the vast majority exported to the United States in left-hand drive form. This splendid Austin Healey is a highly sought-after original right hand drive example which still retains its original registration number, 194TBH, as issued in May 1961 to its first owner in Buckinghamshire. Built on 12 September 1960 and still finished in its original Healey Blue and Ivory White livery, 194TBH was more recently subject to a full body off restoration in 2000 by Pool Lane Classics. During the vendor's ownership, it has been used for both touring and shows. The car comes supplied with full weather equipment, a current MoT test certificate valid until November 2010, heritage certificate, Kenlow fan, servo assisted brakes, six CD autochanger, alarm and tracking system. An ideal opportunity to acquire a British motoring icon.

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1970 Maserati Ghibli 4.9 SS Spyder

Description:

Registration no: GIB 4929 Chassis no: AM 115S/49/1229 Price: Refer Department Maserati hardly needs any introduction. Already a legendary racing marque before the war, the company turned to the limited production of sports cars for the road in the 1950s. These proved to be highly successful, and manufacture continued throughout the '60s with the company taking credit for some of the most potent and luxurious cars of the era. None upheld this great tradition better than the magnificent Ghibli. Introduced to an enthusiastic public at the Turin Show of 1966, the Ghibli broke with the recent Maserati tradition for conservative designs, instead displaying dramatic, purposeful lines, drawn by none other than Giorgietto Giugiaro whilst still at Ghia's design studio. Under the bonnet was Maserati's magnificent all alloy 4.7 litre four camshaft V8 engine, derived from the company's sports racing car power plants and mated to a five speed gearbox. Claimed top speed was a not inconsiderable 174mph! At the car's launch its competitors were Ferrari's also new 275GTB and Lamborghini's 400GT. The Ghibli was highly acclaimed, enjoying glowing praise from motoring journalists of the time, a fact not lost on collectors today, with whom the model has become one of Maseratis most sought-after road cars, combining stunning looks and towering performance. One of only 125 Spyders ever produced, chassis 1229 – a rare right-hand drive 4.9 SS finished in Giallo - was manufactured in September 1970 for the Earls Court Motor Show, known in Italian as “'Salon Di Londra'”. After proudly being displayed at Maserati’s stand during the event, the car was delivered to its first private owner, a Dr. Collins, on 1st of February 1971. The next year, Dr Collins asked the factory to add power-steering, and the car was resprayed in silver. By 1983, whilst the car was owned by a Mr Schimmel of Highgate, the mileage had only risen to 25,000. It was during this ownership that the car was extensively restored in the workshops of Maserati specialist Bill McGrath, during which time the car was returned to its original Giallo yellow colour. Owned by the vendor since 1997, the car has further benefited from a recent engine overhaul. With a genuine mileage from new of just 76,000, the car comes with an exhaustive history documenting the works carried out on it over the years, as well as the very appropriate registration number GIB 4929. A truly stunning and very rare example of this classic Maserati.

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1969 Piper GTR Le Mans

Description:

Registration no: N/A Chassis no: BJS-3 Price: Refer Department 1969 PIPER GTR 1969 Le Mans Sports Racing GT entrant Unregistered Chassis No: BJS-3 FIA Historic Technical Passport No: 20434/GB5256 Perhaps the expression ‘Unique!’ is overworked in many catalogue descriptions but the car that Coys has the privilege of offering today surely merits such a start to its description. Built in 1969, the Piper GTR was an ambitious project to say the least. It many ways it was revolutionary, certainly its cockpit adjusting front spoiler pre-dated Group ‘C’ practise by two decades! Backtracking a few years, the Piper Car Company evolved from the famous Piper Tuning concern, established by George Henrotte and Bob Gayler in 1966. George had been a successful Formula 3 500 driver, eventually running the successful Gemini team, while Bob’s background had been in development with Weslake and Baldyne Engineering. Whilst developing a range of tuning parts and accessories for Ford engines, the pair offered race preparation services from their Kent premises. Enter Tony Hilder – an artist and freelance designer who had been talent-spotted by Bruce McLaren. The great driver turned team owner took Hilder on to help design McLaren’s M1A sports racer. Hilder’s further experience on projects with companies such as Specialised Mouldings and Lola prompted George Henrotte – on a chance meeting - to offer the young designer a position with the emerging Piper concern. That chance meeting was to fast-track Piper into the design of a GT car – a tall order for such a small company in its formative years. But the company was bursting with new ideas and enthusiasm – and appeared unafraid of taking on huge development projects. Thus, in 1967, Piper exhibited its prototype GT car - alongside an innovative new F3 car, built from a folded sheet of Mallite. Customer interest was running high for the new GT car and one of those interested parties was to take a instrumental role in the future of Piper Cars. This was Brian Sherwood – a proven Clubmans formula racer who already owned an earlier Piper racer. As Sherwood began to get more involved with Piper, a seminal decision was taken by Henrotte to split the company into two independent concerns so that he and Gaylor could continue developing the extremely successful tuning accessory concern, while Sherwood took over responsibility for all Piper car production, moving the entire car operation to his workshop premises in Wokingham. Work and sales continued at an unabated pace for the new Piper Cars concern, but frustration was already setting in as Sherwood realised that the development of the existing GT sports racer has reached a plateau. It was time to move on with a new concept – expressly conceived to contest the famous Le Mans 24 Hours event. This new project – designated the ‘GTR’ was to be penned by Hilder, who set about on a closed cockpit, rear engine layout, based around a central monocoque. This advanced concept included rear-mounted water and oil radiators and featured a double-vortex trim on the tail section, designed to divert the cooling air over the radiator to exit under the car – thus not being disturbed by the airflow over the bodywork. A then unique double-nose profile incorporated a revolutionary adjustable aerofoil, designed to help trim the balance of the car at high speed. Further innovative design techniques came in the manufacture of the chassis/body tub, which was constructed in end-grain balsa reinforced with polyester as a core in the floor and bulkheads, laminated between the inner and outer walls of the glass fibre shell with a polyurethane foam filling that produced an immensely strong integral safety cell. Multi-tube front and rear sub-frames carried the suspension and powerplants, which were intended to take all Ford’s twin-cams, BMW’s 2-litre and the Martin and BRM options. The finished car stood barely 30 ins off the ground and was immensely light. As with all the small manufacturers of this era, many well-reasoned ideals were often found to be much harder to put into practise. Sherwood’s original aim of taking two cars to Le Mans turned out to be a compromise. Just one car – the 1300cc twin-cam GTR on offer today – made it with the 2-litre version staying in the U.K. To say that the team of Sherwood and his Team Concorde drivers, John Burton and Tim Lalonde, were underprepared for the enormity of the task is perhaps an understatement in the full British sense. What accompanied them to La Sarthe were copious amounts of enthusiasm tinged perhaps with a hint of nervous anticipation as the GTR was wholly untested. Lalonde however had prior experience of Le Mans, having been with the Mini Marcos team at the event in 1967. It was Lalonde who took the untried Piper GTR out in practice, clocking up an incredible 164 mph between in-laps to replenish water. But circumstances were to curtail such promise. The team had set off for Le Mans without getting the 1300cc twin-cam power-plant stamped as such by the RAC. The French demanded that the cylinder head was removed to check the capacity during scrutineering. Such set-back added to a host of infuriating niggles that go with the territory of racing an unproved car. The French racing fraternity certainly didn’t need to witness the potential success of a car that could beat ‘their’ Alpines by a minute on a standing lap and so finally, the Piper GTR was excluded from taking the start of the race due to Lalonde being the only driver to take official practice. Or that’s how the conspiracy story goes. Would it have lasted the race? Probably not – but the interest caused by the car’s presence was extraordinary. Hollywood legend Steve McQueen came over to check the innovative Piper out, Le Mans personalities Raymond Baxter and Jabby Crombie both declared sympathy and support for the disappointed team. So back to Blighty they went. Lalonde, who owned the Le Mans GTR in lieu of another Piper crashed by the team mechanic during testing at Castle Combe was flat broke and so sold it. Soon after it turned up in the USA and for over a decade was raced extensively before being retired in the late 1990s. The vendor acquired this car some six years ago – re-commissioning the wholly original (apart from a colour change) Le Mans Piper GTR for racing. All sub-frames were taken off the tub and rebuilt. Most importantly, the attachments to the tub were reinforced. The GRP and Balsa wood monocoque was thoroughly checked but found to be completely sound – a testament to Hilder’s design genius. A full repaint, accurately matching the original colour found on the tub was carried out and original design graphics were studiously duplicated and applied. A permanently powered fan was reinstalled to prevent any overheating of the rear radiators. A full crack testing process was applied to all the suspension components (including 2 sets original magnesium wheels) and such certificates authenticating this process are with the car. Power was upgraded with the fitting of a 1600cc twin-cam engine. (The original 1300cc twin-cam engine is with the car and is complete with new pistons but requires full assembly). Since this exacting restoration programme was carried out, the refreshed Piper GTR was debuted at the 2005 Goodwood Festival of Speed followed by an invitation to the Silverstone Classic in the following year. More auspiciously, this original car returned to La Sarthe to contest the 2006 Le Mans Classic, where it was reunited with its original driver, Tim Lalonde, some 37 years after the Piper GTR’s first appearance at Le Mans. The restored car was much quicker than Lelonde thought it would be – and this time it not only started but finished the job that it had originally set out to all those years ago. Its latest outing was in a World Sports Racing Masters event at Donington 2008, beating a Ford GT40 to take a well deserved class win. A return invitation for the 2010 Le Mans Classic has been received for this car to once again return to La Sarthe – indicating that the French attitude towards this incredible car has turned from one of deep suspicion to that of great respect. Without doubt – a unique story of a singularly original car that will be welcomed to world class historic events for many years to come.

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2005 Koenigsegg CCR

Description:

Registration no: KN05 EGG Chassis no: YT9MIGOV8L4007018 Price: Refer Department The Koenigsegg project was launched in 1994 in Sweden with the concept to produce the ultimate supercar. Leading the company is Christian Von Koenigsegg supported by his dedicated team of designers, engineers and craftsmen. The first offerings from the newly formed company was the Koenigsegg CC 8S, presented to the public at the 2000 Paris Motor Show. The car created a storm with its restrained good looks and supercharged 4.7 litre, 8-cylinder engine delivering an astonishing 655bhp at 6,800rpm and 750Nm at 5000rpm. Modifications and improvements were made to the CC 8S with the aid of Loris Biccochi, world renowned test driver with experience from Lamborghini, Ferrari and Bugatti. For many manufacturers the kind of performance offered by the CC 8S would be more than adequate; 0-62mph in under 3.5 seconds and a top speed of 240mph. But Christian Von Koenigsegg wanted more, and more importantly knew the car could handle it. In 2004, all development effort was concentrated on the CCR, the new 806bhp model that was presented at the Geneva Motor Show in March of that year. The CCR has all the features of the CC8 S, but with more refined air intakes, larger brakes and small body modifications to optimise down force as well generate a more powerful engine. The CCR body is constructed using state of the art technology using pre-impregnated carbon fibre/Kevlar and lightweight hard-foam sandwich reinforcements. The chassis is a semi monocoque design, again made of pre-impregnated carbon fibre. This use of advanced materials gives the CCR a kerb weight of just 1180kg. The engine is a V8, cast in aluminium, with 4 valves per cylinder and carbon fibre cam covers. The mighty engine features a dry sump lubrication system and dual Rotrex centrifugal compressors with 1.2 bar boost pressure with intercooler. Outputs make outstanding reading; 806bhp at 6900rpm and 678ftlb torque at 5700rpm. Acceleration is other worldly with the 0-62mph sprint coming up in 3.2 seconds and the standing quarter mile dispatched in just 9 seconds flat. Power is fed through the wheels via push rod operated double wishbones front and rear with adjustable Ohlins shocks which provide the CCR with outstanding handling and composure under heavy breaking and hard cornering. The CCR is one of the world’s most powerful road cars but the company had other targets in their sights, namely the world production car speed record. This record, held by the McLaren F1 was there for the taking, and take it did. The CCR smashed McLaren’s official record of 386km/h and set the bench mark to an unbelievable 388km/h! Coys are proud to present this astonishing piece of automotive excellence. It was produced in 2005 and has covered less than 5,994 miles from new, hence the car being described by the vendor to be in excellent condition throughout. It is finished in ‘Koenigsegg Racing Green’ with a contrasting black alcantara and leather interior. It should be noted that this is the only road car available in this colour scheme and so represents an incredibly rare opportunity to buy into the Swedish dream at the top level. It comes as standard with many features such as electric windows and air conditioning but also has many optional extras such as a bespoke interior and custom paint, removable targa roof (with bespoke cover) as well as reversing cameras and a lap-time transponder. The vendor is just the second owner with all maintenance taking place at Broughtons, the exclusive UK distributor based in Pangbourne, Berkshire. Fully trained mechanics are stationed there and operate in a near surgical environment. With production volumes that ran at only 20 units per year and a basic list price that was over £400,000, this car presents a superb opportunity to purchase a CCR, with registration KN05 EGG and which can be enjoyed instantly at a price well under the current market value.

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1941 Cadillac 427 Series 61

Description:

Registration no: EU taxes paid Chassis no: 8345979 Price: Refer Department By the end of the 1930s the Cadillac company, jewel in the crown of the General Motors group, had survived the stormy waters of the Wall Street Crash and the Depression which followed it. The survival was largely due to a process of rationalisation in terms of the number of models produced and the astute realisation that the world which had supported the huge V12 and V16 Cadillac ranges with their unique coachbuilt bodies had disappeared for ever. All Cadillac cars for the 1939 season and beyond used the same engine, a very refined five-litre V8, and most of the bodies were beautifully designed by the in-house stylists of Fisher and Co. The 61 series was conceived as a luxurious owner-driver car with very elegant four-door coachwork which in England would have been described as a sports saloon. By the 1941 season engine output had increased to 150 horsepower, giving the cars a more than spritely turn of speed, and the chassis with its three-speed plus reverse gearbox was considered remarkable for its manoeuvrability. The 1941 car we are offering today has clearly led a cosseted life both before and after its detailed refurbishment some ten years ago; the structure of the coachwork is strikingly sound, with excellent shut-lines, and the paint, superbly executed in Monaco Blue, is still in excellent order. It is on the interior, though, that one sees the real quality of the car, and the upholstery, in supplest grey cloth, remains among the most inviting interiors of any car built. American cars always specialised in superbly-crafted creature comforts and close inspection of this example reveals burr walnut-effect dash and door cappings, beautifully executed closers for the quarter lights, a very sophisticated heater, a radio on the chrome-covered dash, and the most elaborate ashtrays. It’s a luxurious, hushed environment we’re all familiar with from many a black and white movie, and is usually seen as a backdrop for Bette Davis, agonising in a mink coat… This motor car, until recently, formed part of a well regarded high quality US private collection and will prior to the sale be serviced and is expected to be offered with a new MOT certificate. All European taxes are paid with the appropriate documents confirming this, ready for registration and in free circulation within the EU.

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1992 Ferrari Formula 1 F92A/644

Description:

Registration no: N/A Chassis no: 131 Price: Refer Department New for the 1989 season of Grand Prix racing was the introduction of 3.5 litre, normally aspirated, engines, ending the turbocharged era of Formula One. Initially, the change was one which seemed to go down well at Ferrari, with Nigel Mansell taking victory in the all-new, John Barnard-designed 640 on his and the car’s debut race for Ferrari, the Brazilian GP and opening round of that year’s World Championship. Developing a revolutionary semi-automatic transmission, however, hampered reliability and either Mansell or team mate Gerhard Berger from mounting an effective challenge. The following season the front-running 641, upgraded after the first two races to 641/2 specification, replaced the 640, and Alain Prost joined Ferrari, whose results would overshadow those of Il Leone due to poor reliability remaining a problem.A direct evolution of the 641/2, the 642 for the ‘91 season was the new mount for Prost and Jean Alesi, Maranello’s new signing who had starred on his debut with Tyrrell in 1989 by taking fourth place in his first ever Grand Prix. This, too, was upgraded, after half a dozen races, to become the 643 which proved again to be a regular top podium finisher. Disagreements within the team, however, and Prost’s outspoken remarks regarding it, saw ‘The Professor’ prematurely dropped with Gianni Morbidelli being drafted in for the last race.The F92A - also known as the 644 - for 1992 featured many detail improvements but still Ferrari was suffering some unreliability. Nonetheless, Alesi and Ivan Capelli, Prost’s replacement, finished in fourth and fifth places in the season’s third race, the Brazilian GP, behind Michael Schumacher’s Benetton B191B-Ford and the Williams FW14B-Renaults of winner Nigel Mansell and runner-up Ricardo Patrese. Alesi then added a third place at the next round in Spain, behind Mansell and Schumacher, and third position again in Canada to Berger’s winning McLaren MP4/7A-Honda and Schumacher’s Benetton. The Frenchman went on to follow this with fifth places in the German and Japanese Grand Prix - in between Capelli also took sixth spot in Hungary - the last with the Ferrari now to F92AT specification, and a final fourth position, behind the Benettons of Martin Brundle and Schumacher and first place man Berger, in the Australian GP. All of which contributed enough to place Ferrari in fourth position overall in the World Championship for Manufacturers. For the 1993 F1 season, the F92A would be superceded by the F93A.Fresh from a complete overhaul at Ferrari’s Maranello works, including fitment of a new transaxle, this F92A/644, the chassis used by Alesi in both the Brazilian and Canadian GPs, produces some 680bhp from its 3.5 litre V12 engine. Presented in excellent condition, it is thus offered completely ready to race. This striking Formula One car, an important evolutionary model in Ferrari’s history and of unquestionable pedigree, would be ideal for and, no doubt, highly competitive in historic racing. This is a must for the serious Ferrari collector or historic racer.

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2006 Maserati MC 12 Corsa (street version)

Description:

Registration no: TBA Chassis no: ZANDF44B0000 19405 Price: Refer Department Development of the Maserati MC12 began while Maserati was owned by Ferrari in order to create a race car for Maserati that would be eligible to compete in the FIA GT. Its initial name was the MCC, meaning Maserati Corse Competizione, and development under the direction of Giorgio Ascanelli was planned to be simultaneous with that of the MCS, the road going version. The body shape was developed from an idea by Giorgetto Giugiaro during wind tunnel testing, though the majority of styling was by Frank Stephenson. The MCC had a very similar body shape to the MC12 but there were several key differences, most notably the rear spoiler. Andrea Bertolini was the chief test driver throughout the development (although some testing was done by Michael Schumacher), frequently testing the MCC at the Fiorano Circuit. As the MCC was developed further, word of the MCS ceased and eventually the final name, MC12, was announced. The car is based heavily on the Enzo Ferrari, sharing the same Ferrari Dino V12 engine with slight modifications, the same gearbox (but renaming it Maserati Cambiocorsa) and the same chassis and track (length of axle between the wheels). The Maserati MC12 has its own bodywork which is wider, longer and slightly taller leaving the windshield as the only externally visible component shared with the Enzo. This extra size allows for greater downforce across the whole body, adding to that of the two metre spoiler. One of a limited production line of just 50 MC 12 Stradales ever built, this one-owner Maserati was first registered on 18th May 2006, and therefore celebrates its 3rd birthday on the date of this sale! As one can imagine, this supercar has had a much pampered childhood and no expense has been spared during its life. With a mileage of just 9800 km, a full service and necessary repairs were carried out in March 2009, totalling € 40,000, photo documentation of which is available from EDO Competition Services. The 10000 km inspection was also carried out by EDO Competition Services at just 8500 km, as stamped in the service record. Signed on the driver’s door by none other than Michael Schumacher, this MC 12 comes with a FXX exhaust manifold, stainless steel sport exhaust, electrically adjustable headlight covers and exterior mirrors. Prospective buyers are also advised that the hammer price of this vehicle will include 19% German VAT, which can be refunded from customs upon proven export into a country outside the EU. Comes complete with German registration documents. An incredible opportunity to acquire a true 21st century supercar.

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1966 Ferrari 275 GTB/2 Longnose Torrque - Collector Car For Sale

Description:

Registration no: EU & Swiss registered Chassis no: 8625 Price: Refer Department For most enthusiasts the ideal Ferrari is the one that is most like its racing cars and yet practical enough to drive on public roads. With this in mind, from the earliest days the company produced a sporting berlinette that fulfilled such criteria, including the famous 250 SWB and GTO models. With the demise of these, the company was left with nothing in the way of a top-level customer car, the sort of performance flagship that could be used as easily for regular transport as it could for serious competition. Thus began an intensive programme to create a worthy successor to the legendary 250 series. The sensational new 275 GTB made its debut at the 1964 Paris Motor Show, and it is recognised as marking an important milestone in Ferrari history. It was the first Maranello product to be equipped with independent rear suspension and a five speed gearbox, the latter in unit with the rear axle to allow better weight distribution. With a bore and stroke of 77 x 58.8mm, giving a capacity of 3,285cc, the engine was still basically a Colombo design, and the factory had tested this unit, now producing between 280 and 300bhp, in the 275P and 250LM racing cars. Largely reminiscent of the 250 GTO, the bodywork, with a few developments for road use, was built in either steel or, occasionally, aluminium, by Scaglietti. The 275 GTB proved itself to be a formidable car indeed, and was rewarded by success both on the track and in terms of sales figures. This fully restored Ferrari is in truly superb condition having been restored with no corners cut to the highest standard by European specialists during the last 7 years. The car is 1 of only 100 built by the factory with original long - nose steel body, featuring the desirable torque tube. The car, which has never been raced during its life, is in its third and last ownership since 18 years; is accident free since new. Looking as good from the underneath as from any angle, this most desirable collector’s item is finished in green with black leather interior. It is on the button and ready for immediate use and/or show and certainly an unrepeatable opportunity for the true collector of this iconic model. It comes with Swiss and UK registration documents.

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1972 BMW 3.0 CSL Race Specification - Racecar For Sale

Description:

Registration no: n/a Chassis no: 2210806 Price: Refer Department In the early 1970s one of the most exciting categories of racing was the European Touring Car Championship and the two principle contestants were Ford (Cologne) and BMW. The battle between these two giants was one of the most memorable in motor racing history. First one had the upper hand, then the other, but it was the end of an era. Never again would we see Touring Cars driven by names such as Stewart, Bell, Peterson, Lauda, Fittipaldi, Mass, Stuck, Ickx and Scheckter. BMW's main weapon was the 3.0 CSL (Coupe Sport Leichtmetal), a lightweight version of the 3.0 CS, and this was often run with a slightly oversized, 3,153cc engine to qualify for the largest engine class. In 1971 and '72 the factory was officially in retirement although it gave assistance to Alpina, Schnitzer and Broadspeed but after Ford took the Championship in 1972 with the Capri RS 2600 the BMW factory returned to the fray. The aggressive styling and performance of the BMW CSL made it a popular and successful choice for drivers of the '70s European Touring Car Championships. Its success in this event and the publicity it brought gave BMW the material to promote this new road going lightweight version of the 3.0 litre CS that was already in production. With aluminium bonnet, boot and doors, the homologation special offered a weight saving of 300lbs over the standard steel constructed CS. Manufactured in 1972 this CS benefited from a comprehensive restoration in 2004/05 and as one would expect it is thus in very good condition. The car boasts CSL bodywork including aluminium door skins, bonnet and boot lid as well as CSL style wings and spoiler. Described as being in excellent order, the straight-six engine's power is fed through a five speed Getrag gearbox and ZF limited slip differential; the competition suspension is fully adjustable and includes anti-roll bars, while the braking system incorporates 332mm discs at the front and 272mm discs at the rear. Well prepared and supplied with FIA papers, this BMW is eligible for many historic race events throughout Europe for which it would be an excellent choice. Dieser BMW 3.0 CS verlie? das Werk 1972 und wurde in den Jahren 2004 und 2005 umfassend restauriert. Er wurde zum CSL umgebaut, mit den korrekten Aluminium-TŸren und -Hauben sowie den CSL KotflŸgeln und Spoilern. Die FIA-Papiere bestŠtigen die korrekte Motoren - und Getriebe Konfiguration, ebenso entsprechen das Sperrdifferential, Federung und Bremsen dem Original. Einsatzfertig fŸr zahlreiche historische Rennen.

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1972 Lamborghini Miura SV - Super Car For sale

Description:

Registration no: EU registered Chassis no: 5066 Price: Refer Department The Lamborghini Miura has long been established as the greatest and most stylish supercar icon of the heady whirlwind times of the late 1960s and early 1970s, from its legendary appearance in the classic caper movie The Italian Job to its association with supermodels and rock bands of the period, the Lamborghini Miura is THE Sixties supercar. As has previously been mentioned, the ultimate incarnation of the form is the legendary SV, and the example we are presenting here is clearly, if unarguably, the finest example of the type ever to have been offered at auction. One owner from new. A phrase which is rare enough to find on any historic motor car of any type, let alone on a Lamborghini Miura SV. This particular example is a very late European specification car, purchased new in 1972 by the gentleman who is offering the car through Coys at Padova. One owner from new. Let there be no mistake that this not is a car which has ever left the ownership which it is currently in. From the day it left Lamborghini to now, it has only enjoyed one custodian throughout this period, and we believe that this is likely to be unique. During this single ownership throughout the 1970s, 1980s, 1990s and beyond, the car has been lavished and loved. Professional mechanical and engine overhauls have taken place twice during the car’s life, and recently the car has been subject to a comprehensive coachwork refinishing to the highest possible standard, in its original livery of Tahiti Blue with gold sills and wheels. The interior on the car in striking chalk white is the original and superb. Delivered new to the current owner by Lamborghini agents Righetti, the possibility exists for a new owner to take custody of this unique machine for the first time ever in its life.

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1955 AC Ace - classic car for sale.

Description:

Registration no: SPX 66 Chassis no: AE 66 Price: Refer Department “Highest engineering at moderate price …delightful to handle. “So read the advertisement on A.C’s Tojeiro inspired Ace of 1955. Derek Hurlock’s Thames Ditton Factory introduced the Ace at the time of the 1953 Motor Show and with the familiar two litre six cylinder engine allied to a steel tube chassis and strikingly sporty aluminium coachwork, the new model offered 100 mph performance and remarkable road holding . The engine developed a purposeful 102 bhp at 5000rpm and the marque enjoyed considerable competition success in the hands of amateur drivers such as Chris Lawrence. A tubular chassis is the basis of this iconic British sports car skinned with a beautiful hand built alloy sports roadster body. Transverse leaf springs and wishbones are used to provide independent front and rear suspension. The wheel-base is 7ft 6in and it sits on 16“ wire wheels, mounted with 5.50 x 16in. tires. The car is powered by an AC Engine, derived from the Ford Zephyr: six cylinder in line, water-cooled alloy mono block, with overhead valves and a bore 65mm, stroke 100 mm, with a capacity of 1991cc. The induction system features 3 SU carburetors. A four speed gearbox is mounted with synchromesh on 2nd, 3rd and top. The pulchritudinous example you see here before you was originally registered to its first owner in West Sussex on the 6th of April 1955. According to the buff log book which accompanies the car it enjoyed a further 6 proprietors in the UK before being offered by Sotheby’s in 1987 whereupon it was purchased by its first Italian owner and taken to Italy. According to the auction catalogue description which accompanies the car, in 1979 the chassis and body were subject to a major rebuild which was undertaken by well known AC specialists Auto Kraft and the engine overhauled by A.C specialist David Beales in 1979. Its first Italian owner cherished the car and it notably appeared as cover car in a February 1988 edition of the Italian classic car magazine Ruoteclassiche where it went head to head with the Ace-Bristol. (A copy of the magazine is included in the history file). Regrettably due to financial ramifications he had to cede the car to its current owner in 2005. Its new proprietor, an Italian collector of some note, dispatched the car to Barbieri of Voghera for in his own words ‘a no expense spared but conservative restoration retaining as much of the originality of the car as possible’. The results speak for themselves and SPX 660 as you see it here today is the result of a five year meticulous rebuild by one of Italy’s most esteemed restorers Sig. Barbieri. No stone has been left unturned and the extent of the endeavor is elaborated in a detailed invoice in the history file which accompanies the car. Its current owner has undertaken a 100 km road trip since this work was completed to ‘shake down the car’ and iron out any imperfections to prepare it for sale at Padua. The car retains its original ‘buff logbook’ with an attractive original registration number SPX 660, AC owners manual, invoice of restoration, previous sundry restoration invoices, correspondence between previous owners, old MOT certificates and magazine articles encompassing the car. It goes without saying that SPX 660 must be the most ravishing and exquisitely restored AC Ace on the market and we are convinced that in the hands of its lucky future owner will indubitably be admired and applauded wherever it goes.

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