1994 Jaguar XJR 15 Sport

Description:

Registration Number: EU Registered Chassis Number: 50 Almost all the truly great classic cars share a single characteristic: they are racing cars which can be driven on the road - it‘s what connects a Mercedes-Benz 300SL to a Ford GT40, a Blower Bentley to a Ferrari GTO, and a Jaguar D-Type to an Alfa Monza. Over the past few years we have seen a good many so-called ‘supercars‘ appear on the scene. Most of them have been extremely impressive, with advanced technical specifications and beautiful bodywork, but they will never be great classics. They are like warriors in a time of peace, they may be in superb trim, and brilliant in exercises, but they will never know how good they really are. Being a road test team‘s favorite is not quite like winning Le Mans. From the plethora of exotic and highly desirable machinery which has emerged over the past few years, one car stands out, the Jaguar XJR-15. When Tom Walkinshaw Racing announced the car in 1990, it was as a racing car built for a new series called the Intercontinental Challenge. And so indeed it was, but it was also built to be road legal, with sensible ground clearance, bumpers, and traffic indicators. It was a car for both the race track and the road and since it has been designed as such from the beginning, it was equally competent in either environment. It also had pedigree, for it was a developed version of the Jaguar XJR-8. In 1988 the XJR-8 had a spectacular season taking wins at Jarama, Monza, Silverstone, Brands Hatch and Fuji, and won the Group C World Team Championship for TWR and Jaguar, giving Martin Brundle the Drivers‘ Championship. More important than any of these, however, it took Jaguar once more to victory at Le Mans after a break of over thirty years. TWR took the XJR-8 and, without losing the essential integrity of either its carbonfibre and Kevlar monocoque, or its V12 engine, completely re-engineered the concept from stem to stern. It was not a redesign; it retained the broad mechanical specification of the Le Mans winner - its 525bhp normally aspirated six litre engine, for example, remained a stressed member which carried the rear suspension and six-speed gearbox - but it was rethought in terms of its new role. The greatest departure was the body, which was the work of Peter Stevens. He created a style which is aerodynamically efficient, distinctively Jaguar and, by common consent, the most beautiful of all the ‘supercars‘. Some of the current crop of supercars are actually at their best when parked outside a casino or an exclusive restaurant. By contrast the XJR-15 follows the XJR-14, the car that gave Jaguar and Teo Fabi the 1991 World Championships. It is part of Jaguar‘s competition series - unlike the XJ220, which is merely a six cylinder road car. In 1991 the XJR-15 demonstrated that it was worthy of the designation when it formed the basis of the most exclusive one-marque racing series in history. The XJR-15 is a Le Mans winner built for the road, yet equally at home on the track. You have to go back to the 1960s to meet its equivalents. ‘Just like a Ferrari 250LM,’ said one seasoned observer after watching the XJR-15 in action at Monaco, ‘the thing looks bloody good from any angle.’ This fine example is chassis number 50, the last of the 50 cars built, the first 30 cars being race cars and the last 20 being road versions. First registered in 2000, it has covered just 680 miles from new and is road legal with German registration papers. Finished in British Racing Green metallic with a black and grey leather interior, the car has had two owners from new and has never been raced. A rare chance for the Jaguar collector!

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1963 Jaguar C-Type Recreation

Description:

Registration Number: 291 VTX Chassis Number: 164623DN William Lyons, the founder of Jaguar, was not interested in motor racing as a sport, but motor racing as a marketing tool was a different matter, provided it did not cost too much. That is why all Jaguar competition cars had production components but it is also why they were listed as production cars which could be ordered from, and serviced by, any Jaguar dealer. Shortly before the 1951 Le Mans race Jaguar unveiled its challenger; its official designation was the XK120C (Competition), but it became known as the C-Type and the name stuck. Under the sleek skin was a 210 bhp engine (even on the poor-quality fuel available) with modified cams, lighter fly-wheel, bigger valves, improved porting, and larger carburettors. The C-Type was designed specifically to win Le Mans and it did so first time out in the hands of Peter Walker and Peter Whitehead. C-Types were offered in production form at £1,495 plus tax and 47 of these were made, plus six works cars. It was the ultimate road car of its day and the first three World Champions, Farina, Fangio and Ascari, all bought examples for road use. The example on offer here today was built by Realm Engineering of Worcestershire, who shot to fame after constructing the RAM Cobra – the only Cobra replica ever to be granted the personal approval of Caroll Shelby himself. Constructed from a 1963 MkII donor vehicle, all relevant parts have been refurbrished or renewed where necessary, creating a virtually new car. Finished in Midnight Blue with grey leather trim and navy blue carpet, the car is described as being in excellent condition throughout. The vendor describes the workmanship of the vehicle to be of a very high standard, and indeed the car was the category award winner at the South Wales Classic Car Show earlier this year. Complete with V5 document and an MoT certificate valid until April 2011, the car falls under the road tax exemption for historic vehicles. With genuine C-Types now fetching prices in excess of $2.5 million, this represents a chance to acquire a superb ready-to-drive replica of this milestone of Jaguar engineering for a fraction of the cost.

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1947 Jaguar Mk IV 3.5 Litre Saloon

Description:

Registration Number: HSL 388 Chassis Number: 611080 The 1945-1948 Jaguar Mark IV, Jaguar‘s first cars after World War II are essentially continuations of the 1938-39 models. Most were four-door saloons and shared the same bodyshell, but the 1.5 Litre model rode a six-inch shorter whe elbase and had a four- instead of six-cylinder engine. The first car to bear the legendary Jaguar name, SS being dropped for marketing reasons after the war, the Mk.IV Jaguar is felt by many to be the epitome of 1930’s British car design. Large chrome head lamps, running boards, leather interior, French polished wood and suicide doors for ease of access. High-quality interior furnishings included a traditional wood dash and top speed for the 1.5 Litre was about 70 mph; the 3.5 Litre could reach just over 90 mph. This fine example was believed to have been exported directly to Australia with a plate on the bulkhead bearing the name ‘Brylaw Motors, Melbourne’, along with other information supplied by the Jaguar Heritage Trust. Early history of the car is vague but it is believed the car was barely driven and was kept in dry storage in Melbourne. The car was acquired in 1981 by an English gentleman in Sydney, where he kept it for 14 years before returning to the UK with the car in 1994. The Jaguar covered 5,000 miles while with him in Australia and a further 1,000 miles in the UK. The current mileage reading is 84,100 which is believed to be genuine. Restoration of the car commenced in 2003 with the initial intention of a light respray; 6 years later and many thousands of pounds and man hours later the Jaguar was finished. The work consisted of a bare metal restoration of the chassis, running gear and bodywork with all panels removed. All mechanical components were checked for wear and a new wiring loom installed. Brakes were completely overhauled with new brake linings all round, all interior woodwork was restored in walnut and interior upholstery completely renewed in red hide, and all window glass and chrome work was replaced. The car sits on new Brockley tyres and the tool tray in the rear boot compartment has almost been completely ‘reflocked’ as original. The car is supplied with a Jaguar Heritage Trust Certificate which confirms it was produced on 1st April 1947 and sold directly to the export market on 25th April. Also supplied is a V5 document, an MoT certificate valid until September 2010 and an original service manual. This fine vehicle is in exceptional condition and you would be hard pressed to find a similar example of what is perhaps the finest Jaguar ever made in such good order.

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1969 Jaguar 420G

Description:

Registration Number: CBY 455G Chassis Number: 91D55946B The voluptuous Mk X, introduced in 1961, was the first of a new generation of Jaguar saloons that were far more technically advanced than previous models. One of the main distinguishing features was the use of Jaguars new independent rear suspension system. This new suspension, which combined a more comfortable ride with excellent handling, was quite ingenious in design, using the drive shafts as the top links in a wishbone configuration. In 1966 the 420G model was introduced offering a number of improvements, performance increased with the new 4.2 litre version of the long lived straight six that first appeared in the XK120 of 1948. This time it put out 245bhp, 25 more than the 3.8S could manage. There were a number of other refinements not least of all the Marles Varamatic power steering system. Indeed in retrospect with its more modern front end styling one can see how this model neatly bridges the gap between the essentially Mark 2 based cars that preceded it and the XJ range that was to follow. So in many ways the 420G offers the best of both worlds, in combining cool sixties style with modern comfort and usability and a whole lot more stylish than other saloons from the period. Manufactured in 1969 this particular 420G is finished in blue and has undergone a full restoration will bills in excess of £30,000. Documents and invoices show the restoration work was carried out by various marque specialists. Also supplied is a V5 document and old MoT certificates. As one would expect, the car is now described as being in excellent condition throughout and one would be hard pushed to find a better example of this usable iconic 60s saloon.

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1974 Jaguar E-Type (XKE) Series 3

Description:

This is a beautiful open two-seater roadster with just under 21,000 original miles. It has been with the current owner for the last 5 years and was purchased from the previous owner who owned the car for 18 years, having bought it from the original owner. It has been lovingly maintained and protected from the elements. Since 1987, it has been repainted once in its original Old English White color. All of the suspension parts have been refurbished and CAD plated. The valve train has been overhauled completely including new cam housings and resurfaced heads. The motor has never been pulled. The brakes are in excellent condition. Apart from this, everything else on the car is original including the convertible top and interior. The car has the original hardtop to match. The seats and headrest have been repadded but the original leather still covers them and is excellent condition. The air conditioning works perfectly as does the original radio and Kienzle clock.

It has been shown many times in JCNA sanctioned events in both driven and champion classes. It has won many awards and at its last show it scored 998.2 points out of 1,000. Due to its originality and excellent condition this car is a real time machine and marks the end of production for the E-Type Jaguar. Of over 6,000 of the LHD open two-seaters manufactured, this vehicle was number 5,993, close to the end of production. This vehicle was listed at xkedata.com (VIN# UE1S 25994) by the previous owner.

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1961 Bentley SII Drophead Coupe

Description:

Registration Number: 7 FGT Chassis Number: B402CU The advent of the Bentley Continental with modern styling made the contemporary R-Type look distinctly dated. Something beyond a facelift was required. The resulting S-Type was launched in 1955 to much acclaim, the standard Park Ward body being much greater in size and grandeur compared to the preceding car. There were three phases of this model resulting in the final S3 series and a number of mechanical changes were introduced over this period. The S2 Continental was developed from the S1 on the same chassis, using the aluminium 6¼ litre V8 engine in place of the old 6 cylinder 4,887cc unit which had been phased out in 1959. Automatic transmission, power steering and servo brakes combined to make a superb grand touring car. The S2 is especially significant in really being the final opportunity for coachbuilders to show their full creative ability, as shortly afterwards H J Mulliner and Park Ward amalgamated and with the exception of the Flying Spur, coach-built bodies available on the S3 model were rather bland and featureless compared with what had gone before Featuring an attractive original drophead body style, chassis B402CU was originally delivered in 1961 to Sir John Moores, who at the time was one of the wealthiest men in Britain after founding the Littlewoods chain of clothing stores. Moores originally founded Littlewoods in 1932 as a mail-order store, with the first high street branch appearing in 1937. A lifelong resident of Liverpool, Moores became Chairman of Everton Football Club in June 1960, and the next year famously sacked then-manager Johnny Carey in the back of a taxi. In 1970, he was awarded the Freedom of the City of Liverpool, and ten years later he was to receive a knighthood. Moore’s influence in the area remains strong to this day, and just a year before he passed away in 1993, Liverpool Polytechnic was renamed Liverpool John Moores University in his honour after being awarded University status. Special options included in the car’s original specification included a radio, Rolls-Royce electric windows, Dunlop tubeless tyres, electric aerial and a heavy-gauge frame. Restored some ten years, ago, the car resided in the USA until recently, and is in excellent running order. Resplendent in Shell Grey with a matching grey leather interior, this stunning Bentley has a very special heritage and would make a fine addition to any collection.

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1970 Ferrari 365 GT 2+2

Description:

Lot 135 Registration Number: EU Registered Chassis Number: 11443 With the intention of competing in the worldwide luxury car market, Ferrari introduced the totally new 365 GT 2+2 at the Paris Salon in October 1967. It bore a strong resemblance to both the 330 GTC Special built for Belgium‘s Princess de Rethy and to the famous 500 Superfast;The car was a technical triumph. It was the first 2+2 Ferrari to have four wheel independent suspension, which also featured a hydro-pneumatic self levelling system. Power steering and air conditioning were standard, whilst excellent insulation from noise and vibration was achieved by stabilising the engine, gearbox and rear axle casing in one unit and mounting it all at four points on special rubber bushes. The engine itself was the new Type 245, with a displacement of 4.4 litres, single overhead camshafts and three Weber carburettors, producing 320bhp at 6,600rpm. And with such an output the car was indeed no slouch, being capable of 152mph and 0-60mph and 0-120mph in 7.2 and 26.2 seconds respectively. During its three year production life only 800 examples of the 365 GT 2+2 were built, yet it is regarded as one of Ferrari‘s most successful luxury models ever made. Its everlasting good looks, effortless performance and remarkable practicality make it an excellent choice for the Ferrari collector. ;This fine and matching numbers 365 has had just three owners from new and the mighty V12 engine has just been rebuilt by a German Ferrari specialist. 11443 is strikingly presented in silver with contrasting black leather interior and comes with German registration papers. A highly usable and practical yet classic Ferrari and surely an opportunity in the current market.

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2004 Mercedes-Benz SL600 Brabus V12

Description:

Registration Number: BW53 ECT Chassis Number: WDB2304762F075328 A fully equipped SL600 is ordered from Mercedes-Benz and is sent to Brabus factory where the engine is removed and completely stripped down. Cylinders are bored to 83mm and a special crankshaft is ordered, steel conrods and Mahle pistons are fitted to increase capacity from 5 litres to 6.3. With new engine management and new camshafts plus a few other tweaks power increases to 640bhp at a cost of 27,000. Due to the increase in power and torque, (757lb ft) a new gearbox is fitted along with an oil cooler in order to get the performance to the wheels without causing damage. Described as being in excellent condition and with only 2 owners from new, this rare Brabus is number 11 of a total run of 40 cars and offers superb value for money considering that just six years ago this car was sold in the region of 150,000. As you would expect with a top of the line Mercedes it is fitted with all the toys including sat nav, panoramic roof, heated electric memory massage seats, TV, electric windows etc. Finished in silver with a tan hide interior, this car offers Ferrari beating exclusivity and Ferrari beating performance with a 0-60 time of 4.3 seconds and limited to 190mph. Supplied with a V5 document, an MoT certificate valid until June 2011 and a service book with 5 Mercedes stamps, this car has covered a mere 72,000 miles from new. With only 40 of these cars made worldwide, the SL600 Brabus is a rare car indeed and offers all the performance of a supercar with the reliability and subtlety of a Mercedes-Benz, as well as the practicality of a coupe and flamboyance of a convertible. Evidently this is a very well prepared and maintained car which in todays market represents an excellent opportunity to enter the rarefied supercar club.

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1935 Jensen Ford Shooting Brake

Description:

Registration Number: CPG 324 Chassis Number: C18RE3233 A total of perhaps 30 Jensen-Fords were built including this exceptionally rare Shooting Brake. This vehicle is believed to be the only remaining one of its kind and used the same chassis and running gear as used on the Jensen-Ford convertible. The Shooting Brake was a car for the country estate, used by land owners and gamekeepers wishing to have enough room for their guns and to collect shooting parties from the train station. Built in 1935 by the Jensen Brothers on a Ford 48 chassis with Ford running gear, this vehicle is all original with the exception of new floors, re upholstered interior and wiring. CPG 324 was known by the Jensen owners club over 20 years ago and an offer was made to the elderly lady owner to purchase the car, but was sold to a non member in 1983. The car then disappeared until it was discovered by the current owner in 2001 and was restored over a two year period where the vendor took time off from his day job to finish the work. With the work lovingly completed, the car is described as being in good condition throughout and finished in green with a red interior. The current owner uses the car regularly, including for a number of European trips, has been invited to the prestigious Essen classic car show in Germany and in 2004 was a main four page feature in Classic and Sports Car magazine detailing the cars history and restoration process. With a big 3.6 litre flathead V8 under the bonnet and in good condition all round, this rare and unique car is supplied with a V5 document and current MoT certificate.

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1963 Alfa Romeo Giulia Spyder 101

Description:

Registration Number: OEU 739 Chassis Number: 583070 At its birth in 1954, the Alfa Romeo Giulietta was given a "750" series number, which denoted the coupes, convertibles, and sedans with a 1290cc engine and four-speed transmission. The lightweight, high-performance Veloce models retained this number, though it had many specific components that did not interchange with those fitted to normal Sprint coupes and Spider convertibles. During 1959, a new model, designated "101," was announced. At this time, the Spider‘s wheelbase was lengthened and a few cosmetic changes were made to the exterior: Convertibles adopted non-opening door vent windows, coupes added a fine egg-crate texture to the centre and side grilles, and both gained larger tail-lights. The example on offer here has been used sparingly since it was fully restored and recommissioned in 2007, during which time it was subjected to a full bare metal respray in its original colour of Azzuro Chairo, with new matching carpets and new chrome. Other works carried out included new wheels with new Firestone tyres, a new tonneau cover, and a thoroughly overhauled braking system. The car also comes complete with an exhaustive history file, including 22 years of past MoT certificates, receipts for works carried out, original driver’s handbook, parts book and Alfa Romeo club magazines dating back to the 1960s.

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1947 Bristol 401 Sports Saloon Prototype

Description:

Registration Number: TML 165 Chassis Number: 401/217 H.J Aldingtons admiration for Italian coach building skills was such, that he persuaded the joint board of AFN Ltd to place short run contracts with both Pininfarina and Touring, to build bodies on Bristol chassis. In Italy, a short run would consist of a total of six complete cars, this number being the minimum to make the project viable. Bristol has invested a great deal of time and money in this project, matching Touring’s light weight "Superleggera” concept with Bristol’s own experience in aerodynamics. Unfortunately the original idea for commissioning Touring to build 200 cars fell through; it was a design way ahead of its time and is regarded as a Bristol masterpiece. In the end and only six were produced with one dismantled by Bristol in order to observe the construction technique. TML 165 is one of the six Touring bodied cars produced and was first registered on 11th February 1949 as stated by its former owner Stefan Cembrowicz in Bristol Cars. TML 165 was beautifully hand crafted by artisans using hand tools in a complete contrast to the Bristol production models which were built and designed to aircraft standards. TML 165 has fallen into disrepair over the years but is the perfect project which will offer the buyer an up close and rare insight into the Superleggera construction methods that have made Touring such a famous carrozzeria. Most of the body work is complete and finding a Superleggera body in a condition ready to be restored is not to be missed. With a total of 12 Pininfarina Bristol’s produced, anyone seeking a practical and yet very rare Bristol, this Touring would be well worth considering.

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1972 MGB Roadster

Description:

Lot 155 Registration Number: EU Registered Chassis Number: GHN 52803316G Designed in-house at MG, with final styling by Farina, the new MG B was launched at the 1962 Earls Court Motor Show. Its appeal was instant, offering a huge increase in interior space while having overall dimensions less than those of the MGA. Capacity was enlarged from 1,622cc to 1,798cc. Via twin SU carburettors it developed a respectable 94bhp at 5,400rpm and 1071b ft at 3,500rpm which, allied to a four speed gearbox, allowed the handsome new MG to achieve 0-60mph in 11.4 seconds and a top speed of 105mph. The rest is, as they say, history, as the MG B went on to become the most popular English sports car. XUN 460K was first registered new on the 15th of May 1972. It remained with the same careful enthusiast owner for more than 30 years, during which time it has been subject of a comprehensive restoration, including the fitting of a new MGB engine approximately 9,000 miles ago. Finished in Tartan red and fitted with chrome wire wheels and overdrive on third and fourth gears, it has full and half tonneau cover, black leather seats piped red with matching carpets and a wood-rimmed Moto-Lita steering wheel. As a result, the car is being described by the vendor, a long-time MG enthusiast and collector, as in excellent condition throughout. The car has taken part in many MG Car Club and MG Owners Club events over the years and the plaques of these events are included with the vehicles details. The car has a current MoT certificate valid until the 10th of February 2011 and is classified as a Historic Vehicle which means that it is not subject to Road Tax in the United Kingdom. A large folder containing the car’s history, including MGB manuals, old tax discs, MoT certificates and invoices come with the car. For additional peace of mind for the buyer the car has just had a fresh service and a new battery has been fitted. Try to find a better one!

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1969 Rolls Royce Mulliner Park Ward Coupe

Description:

Lot 307 Registration Number: KVR 43G Chassis Number: CRH 5107 It was in 1965 that all Bentley and Rolls-Royce saloons became unitary-construction 4-door saloons, sold either as the Bentley T Series or Rolls-Royce Silver Shadows. Although both model types had a number of coach built variations from both James Young and HJ Mulliner Park Ward, it was the later that really caught the public eye upon its launch and was assembled and finished in London at Mulliner Park Ward. Hand built by Mulliner in 1969, this handsome coupe is supplied with a comprehensive history file containing many bills and invoices and ownership expenditure from new which is evident in the cars overall condition. Recent work included a new gearbox in 2003, radiator in 2006 and a Harvey Bailey suspension and brake overhaul in 2007, plus new tyres and a further brake overhaul in 2009, new water pump and electrics in 2010. Also contained in the history file is the original service booklet, original handbook, original sales and service book, V5 document, buff log book, hand written maintenance record from 1969 until April 2010; showing a total mileage of approximately 91,000 miles, copy of build sheets, bills from P&A Wood and specialist Stewart Walker Ltd, old MoT certificates and a current item valid until October 2010. One of the last coach built Rolls-Royce’s, this example is resplendent in Seychelles blue with a blue hide interior and an elegant motor car for all occasions.

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1975 BMW 2002

Description:

Lot 304 Registration Number: LUW 993P Chassis Number: 4270899 Powered by BMWs celebrated four-cylinder M10 engine, the 2002 models featured fully independent suspension and front disc brakes. Sharing little in common with the rest of the line beyond power train, the sporty siblings caught auto enthusiasts attention and established BMW as an international brand. Precursors to the famed BMW 3 Series, the two-doors success cemented the firms future as an upper tier performance car maker. With only three owners from new this well maintained BMW is supplied with a fully documented history including photos of restorative work carried out, all MoT certificates back to 1985 and bills from BMW gurus Jaymic detailing an engine rebuild and other works at a cost of in excess of 10,000. This example is particularly rare as BMW only made 1,240 right hand drive automatic versions from 1973-75 out of a total run of 3,400. Factory options on this car include an electric sunroof and windows and a leather interior. Included in the history file are the original wallet with original owners handbook, dealer list, service booklet and warranty card, a V5 document and old tax discs. With BMW reliability, large parts availability and a good network of specialists, this rare BMW has all the correct option boxes ticked and is perfect for classic city driving or as a first foray into classic motoring.

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1962 Bizzarrini Ex Giotto

Description:

Chassis no: IA3-0332 Price: Refer Department Giotto Bizzarini's name is a well-known and greatly respected one in Italian sports car history. By the time of his 26th birthday he had already worked as a designer for Alfa Romeo, before progressing to Ferrari where he had been Project Director for the immortal 250 GTO. In 1962 he set up his own firm, Prototipi Bizzarini Srl, in Livorno, where as the name implies he concentrated upon freelance prototype design work. One of the fruits of this business was his involvement with Ferruccio Lamborghini's new company, where he led the team that created the first Lamborghini power plant, the V-12, 4 cam engine that was to be the mainstay of the marque's success, through the 350GT and 400GT to the great Miura and on. Like many a great designer working within set guidelines and limits, though, Bizzarini was impatient to put his signature to a car that could be produced from top to bottom exactly as he wished, using the latest technology and without the restrictions imposed by boards of directors and marketing men. Bizzarini had always been drawn to racing cars - they were what he knew best. Likewise he had recently been involved in the Grifo venture with Iso, which had included running a couple of prototypes at Le Mans, and he had obviously been impressed by the rugged reliability and effortless power of the American V8 engines that he had fitted in them. These factors were strongly reflected in the specification of this new 5300 GT 'Stradale' ('roadgoing' in Italian). In fact there wasn't that much 'Stradale' about the car. The engine was a front mounted 5,354cc V8 unit, tuned to produce a formidable 365bhp. A sturdy 4-speed all-synchromesh gearbox was used, as were massive servo-assisted disc brakes all round and a de Dion back axle, available with varying ratios. The coachwork, designed by Bertone, was a truly stunning and extremely low two-seater berlinetta of dramatic proportions. Such was the balance of the design that it was not immediately apparent whether the car was front or mid-engined. With a drag co-efficient of only 0.3CD, and a near perfect weight distribution of 48%/52% F/R, it incorporated all that Bizzarini had learnt and wished for in previous ventures, and to this day has lost nothing of its initial impact. Chassis 0332 played a significant role in the development of the model. Much of the development of the Stradale specification was originaly tested on this car throughout it's early life. Originally built in 1965, the car became the company's test and development 'mule', a role it fulfilled over a three year period, during which all the racing developments that were introduced to the road car specification were productionised on this chassis. These developments will have encompased everything from engine and braking developments to suspension settings to interior layout and trim changes. As with any race bred development programme, the number of miles covered in establishing the optimum performance settings from all the different systems on the car will have been extensive, with improvments in one area leading to work to improve other aspects to cope, as more and more performance was extracted from the basic design, until the ultimate final specification was reached. When production ceased in 1968 Bizzarini retained the car himself, and had it converted to the latest specification, incorporating the production variations of all the development work the car had been involved in over the previous years. It was in this specification that Bizzarrini retained the car for the next three decades. In 1997 the car was purchased directly from Giotto Bizzarini by a well known British historic racing driver who entrusted the car to Steven Griswald's noted Italian race car preparation buisness for preparation for use in International Historic GT events, in which the 5300 model is so competative. The result of this rebuild is a car which has been a regular front runner in pre '66 endurance and sports racing events in recent years, regularly finishing in the top three places of these competitive and closely fought events. As well as being one of the most advanced designs from the period, the Bizzarini is also one of the most reliable, a factor so important in long distance races. The combination of the reliability of the hugely powerfull V8 engine with the robust chassis design by one of the foremost designers of the day make for a very attractive package both on paper and on the track. Though currently in racing trim, the car is registered for use on the road in the UK, and with simple modifications could easily be returned to this specification, resulting in a truly fabulous and exciting entry into any number of touring events around the world. Supplied with FIA papers as well as copies of documents from Giotto Bizzarini himself confirming his extended period of ownership of the car, this unique, highly sought after and compative competition 5300 remains a formidable historic GT car. In recent years the car has been driven at the Coys Historic festival, at the Silverstone Historic festival and in the Dijon 3 hour race. With its perfect historical origins, it is ideally suited for all historic GT events whether they be sprint format or endurance.

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1991 Porsche C26S

Description:

Registration no: N/A Chassis no: C02-02 Price: Refer Department Among the French race car manufacturers that have set their sights on victory in the Le Mans 24 Hours, Courage Competition is one that has come tantalisingly close to achieving its aim. Founder Yves Courage, a very successful hillclimber between 1973 and 1980 in Formula Two machinery, had also entered three Le Mans races from 1977 to 1979 with Porsches and a Chevron-BMW but he failed to finish any. Then, in 1981, it all came good, Courage winning his class in a Lola T298-BMW, and this spurred him into building his own sports-prototype for the new, Group C, World Endurance Championship of 1982. The appropriately Le Mans-based team produced the Cougar C01, an excellently engineered, lightweight machine with aluminium/honeycomb monocoque designed by Marcel Hubert, who had penned Alpine-Renault's 1978 24 Hours winner; but the Cosworth DFL-powered car failed to finish. For his second attempt with his own car at Le Mans in 1983, Courage again failed to finish with an updated Cougar C01B and he suffered a similar fate the following year. A result finally came in 1985 with the turbocharged 2.6 litre, Porsche 956-engined C12, albeit 20th place, then a highly promising third with the 2.8 litre C20 in 1987. It remained Courage's highest placing until 1994 - the previous season, incidentally, saw Courage replace Cougar as the marque name - and the team would have to wait until 1995 to achieve its second place with the C32. There have been wins elsewhere and Courage continues, with its own and customer cars, to strive for that elusive Le Mans victory. Acquired in 2002 by the vendor, entrepreneurial businessman and keen racer Mike Jankowski - and founder and owner of Creation Autosportif which runs two front-running LMP1 class Creation-Judd chassis in the Le Mans Series - from the Le Mans Museum, chassis C02-02 is the second Cougar ever built out of a total of just some 11 chassis. Fitted with a Cosworth DFL V8 engine it was first entered in the C1 class by main sponsor Primagaz at Le Mans in 1984 where, driven by Courage/Michel Dubois/John Jellinek, it retired with oil pump failure after 153 laps. The same year it was also rented to Budweiser Racing/John Jellinek for a couple of races in the IMSA Championship in America, and in 1986 it was temporarily sold to America where it was modified and renamed a JRE-SR71 before returning to Courage Competition. The car then served as a back-up works car until 1988, by which time it had evolved into a C12, before running in the C2 class at Le Mans the same year, again entered by Primagaz; driven by Max Cohen-Olivar/Patrick de Radigues it took the flag but was not classified having only covered 273 laps after long delays. Chassis C02-02's next appearance in the 24 Hours was the following year where it returned to the C1 class as a C22LM with Porsche 962 power and Porsche transaxle; it again encountered ill fortune when Patrick Gonin/Bernard de Dryver/Bernard Santal retired after 168 laps with an electronics failure. The car's final contemporary Le Mans outing came in 1991 as a C26S, powered by a 2.8 litre Porsche 962 engine, in the C2 class; alas, crewed by Chris Hodgetts/Andrew Hepworth/Thierry Lecerf, it was perilously close to the minimum weight limit and was disqualified from the race at the post-qualifying weigh-in. For the remainder of 1991 it served as a works back-up car in the World Sportscar Championship and it was subsequent to this that the Cougar was purchased by the Le Mans Museum. Once in the hands of Creation Autosportif, chassis C02-02 was comprehensively taken and apart and reassembled in 2004, during which the engine was completely rebuilt by Porsche race engine specialist Bob Watson Engineering, prior to its first outing and race entry since 1991 in the Le Mans Legends race supporting that year's 24 Hours; problems with the Bosch electronic engine management system, however, led to its withdrawal after qualifying and the following year this was replaced by a state of the art Motec system and the engine totally remapped to accept it.; later specification Brembo brakes have also been fitted. It was the vendor's intention to run the car in the historic Group C/GTP Racing series but unfortunately circumstances precluded this and since then the Cougar has served solely as a track day car giving rides to Creation's VIP customers and sponsors, driven by team drivers Jamie Cambell-Walter and Nicolas Minassian (now with the Peugeot LMP1 team) and the vendor. Painstakingly and constantly maintained to the very highest of race preparation standards, the car has virtually always been run on the low turbocharger boost of 0.9 bar and with no more than two hours running time at maximum boost - 1.6 bar when 650bhp is produced at 7,850rpm. Chassis C02-02 was also the subject of a major feature, together with the vendor's Ligier JS3-Cosworth, when it was tested by motoring journalist Paul Chudecki in the May 2007 issue of Octane magazine. Always a Courage Competition works car (bar its brief time in America in 1986) and finished in the same livery it carried at Le Mans in 1993, this Cougar C26S has also benefited from a recent gearbox rebuild. Throughout its various model changes, this evolutionary machine has consistently retained its original monocoque and it is offered in absolutely race-ready condition compete with two sets of wheels with wet and dry tyres and one spare set of BBS wheels. Believed to be the only Cougar/Courage car of its era in one hundred per cent running condition, this potent and beautifully presented C26S would, in the right hands, surely be amongst the head of the field in historic Group C/GTP races. With its impeccable pedigree, this is also an opportunity for any serious connoisseur or collector to acquire an important part of both French and sports-prototype racing history.

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