Légende et Passion
AN IMPORTANT AUCTION OF FINE HISTORIC, SPORTS AND GRAND PRIX AUTOMOBILES
Espace Fontvieille, Monaco IMPORTANTE VENTE AUX ENCHERES D’AUTOMOBILES HISTORIQUES, DE SPORT ET DE GRAND PRIX
Espace Fontvieille, Monaco
11th May 2018
A295 Large Inside Front Cover.indd 1
Légende et Passion
An Important Coys Auction of Sports, Competition and Collectors’ Motor Cars Importante Vente Aux Encheres D’automobiles Historiques, De Sport Et De Grand Prix.
Friday 11th May 2018
Espace Fontvieille, Monaco
Légende et Passion
Importante Vente Aux Encheres D’automobiles Historiques, De Sport Et De Grand Prix. Espace Fontvieille, Monaco Vendredi 11 mai 2018 à 18H Drinks and Cocktails: 17H Exposition : Jeudi 10 mai de 12H à 18H Vendredi 11 mai de 9H à 18H Samedi 12 mai de 9H à 18H Admission à la vente sur catalogue exclusivement (valable pour deux personnes)
Pour plus d’informations, veuillez contacter : Coys, Manor Court Lower Mortlake Road Richmond, TW9 2LL Tel. +44 (0) 208 6147888 Fax +44 (0) 208 6147889 E-mail: email@example.com website: www.coys.co.uk
Légende et Passion vente et administration : Numéros de téléphone et de fax en service du 10 au 14 mai : Téléphone: +44 (0) 208 614 7888 Fax: +44 (0) 208 614 7889 Email: firstname.lastname@example.org
An Important Auction of Sports, Competition and Collectors’ Motor Cars Espace Fontvieille, Monaco Friday 11th May 2018 Drinks and Cocktails: 5:00PM Motor Cars 6:00 PM On view: Thursday 10th May from 12 noon to 6:00pm Friday 11th May from 9.00am to start of sale Saturday 12th May from 9.00am to 6.00pm Admission to auction by catalogue only (admits two)
For further information please contact: Coys, Manor Court Lower Mortlake Road Richmond, TW9 2LL Tel. +44 (0) 208 6147888 Fax +44 (0) 208 6147889 E-mail: email@example.com website: www.coys.co.uk Légende et Passion sale and administration telephone and fax numbers for use between 10th May and 14th May are: Telephone: +44 (0) 208 614 7888 Fax: +44 (0) 208 614 7889 Email: firstname.lastname@example.org
CONDITIONS OF BUSINESS DEFINITIONS 1. In these Conditions : 1.1. “Auctioneer” means the representative of Coys conducting the Auction 1.2. “Buyer” means the person to whom a Lot is knocked down by the Auctioneer 1.3. ”Buyer’s Premium” shall have the definition given in Condition 10.2 1.4. “Catalogue” includes any advertisement, brochure, estimate, price list and other publication 1.5. “Coys” means Coys of Kensington Automobiles Ltd. 1.6. “Expenses” in relation to the sale of any Lot means any of Coys’ charges and expenses for insurance, storage, illustrations, cataloguing costs, special advertising, packing and freight of that Lot and any VAT thereon 1.7. “Hammer Price” means the price in pounds sterling (or the currency in which the sale is conducted) at which a Lot is knocked down by the Auctioneer to the Buyer 1.8. “Motor Vehicle” means any item included or proposed to be included in a sale of motor vehicles 1.9 ”Net Sale Proceeds” means the net amount due to the Seller being the Hammer Price less the Seller’s Commission, any VAT thereon, Expenses and any other amount due to Coys from the Seller 1.10 “Purchase Price” means the Hammer Price together with VAT thereon, the Buyer’s Premium and any additional charges or Expenses due from any Buyer 1.11 “Reserve” means the minimum Hammer Price agreed between Coys and the Seller at which a Lot may be sold 1.12 ”Seller” means the person who offers the Lot for sale 1.13 ”Seller’s Commission” shall have the definition given in Condition 10.1 1.14 ”The Auction” means the auction sale in respect of which a Lot is consigned for sale 1.15. “The Lot” means any item(s) consigned with the view to its or their sale at auction 1.16. “VAT” means Value Added Tax applicable at the prevailing rate from time to time 2. GOVERNING LAW All transactions to which the conditions apply shall be governed by English Law, and the parties hereby submit to the exclusive jurisdiction of the English Courts and irrevocably agree to waive any right to assert that proceedings ought not to be brought in England and Wales on grounds of forum non conveniens. 3. COYS AS AGENT Coys sells as agent for the Seller (except where it is expressly stated to be selling as principal) and is not liable for any act or default by the Seller or the Buyer save where such act or default is due to the actual fault of Coys. All sales are to be presumed to be sales on behalf of private individuals unless specifically notified to the contrary in the catalogue, or elsewhere in writing. 4. COYS’ DISCRETION IN CASE OF DISPUTES BETWEEN THE BUYER AND THE SELLER If Coys is notified or becomes aware of the Seller’s alleged breach of any of these Conditions before it has remitted the proceeds of sale from any Lot to the Seller, it may at its sole discretion, withhold payment until that dispute is resolved. Coys may, however, deduct any sums that are due to it from the sum held. 5. LOSS OR INJURY Coys shall be under no liability for any injury, damage or loss sustained by any person or to any property while on Coys’ premises (including any premises where a sale may be conducted or where a Lot, or part of a Lot, may be on view from time to time) except for death or personal injury, damage or loss caused by the negligence of or other breach of duty by Coys, its employees or agents in the ordinary course of their duties to Coys. 6. NOTICES 6.1. Any notice by Coys to a Seller, Buyer or any other person may, in addition to such other methods as that person may accept, be delivered by email, hand or sent by first class mail or airmail and shall be deemed to have been duly received:(a) If emailed when dispatched;
(b) If hand-delivered, at the time of delivery; (c) If sent by mail, two business days after the date of posting if posted to an address within the country of posting and seven business days after the date of posting if posted to an address within a country outside the country of posting. 6.2. Any notice to Coys may be delivered by hand to one of its authorised representatives at Coys’ registered place of business or auction premises, or sent by first class mail or airmail to its registered place of business. Unless otherwise agreed in writing, Coys do not accept service of any notice by facsimile or email. 6.3. In proving service by delivery:(a) By hand, it shall be necessary only to produce a receipt for the notice signed by or on behalf of the addressee; (b) By post, it shall be necessary only to prove that the notice was contained in a pre-paid envelope which was duly addressed and posted first class or by airmail. 7. SELLER’S WARRANTIES AND REPRESENTATIONS 7.1. The Seller warrants and represents to Coys and the Buyer in the terms of sub-paragraphs (a) to (e) that:(a) The Seller is the owner of the Lot or is properly authorised to sell the Lot by the owner and is able to sell the Lot with full title guarantee (ownership) free from all encumbrances and third party claims, and that all taxes are paid. (b) The Seller has complied with all requirements relating to any export or import of the Lot as may be required, and has notified Coys in writing of any failure to comply with such requirements by the Seller or any previous owner of the Lot; (c) The Seller has notified Coys in writing of any material alterations to the Lot of which the Seller is aware and of any concerns expressed by third parties in relation to the authenticity, provenance, origin, age, condition or quality of the Lot and has provided Coys with all such information in the Seller’s possession; (d) In the case of a Motor Vehicle which may be lawfully used on a public road, complies with all statutory provisions and that there is in force any test certificate required by law in relation to such use, or the Seller has notified Coys in writing that any such vehicle cannot lawfully be used on a public road; (e) The Seller warrants that the information about the Lot given to Coys, including (for the avoidance of doubt and without prejudice to the generality of the foregoing) all information set out in the Auction Entry Form, and statements made about it, is true 7.2 The Seller of a Lot not in the possession of Coys on its premises or under its control warrants and undertakes that the Lot will be available and in a deliverable state on demand by the Buyer; . 7.3 The Seller hereby acknowledges that Coys has entered into this contract in reliance on the representations set out in Conditions 7.1(a) to (e) and the information set out in the Auction Entry Form. 7.4 The Seller shall indemnify Coys against any and all actions, claims, actual costs (including legal and expert costs, fees and disbursements), demands, expenses, fines, liabilities, losses, penalties and proceedings arising out of the falsity of any of the warranties and representations set out in Conditions 7.1(a) to (f). 7.5. If Coys has reasonable cause for believing that the Seller is in breach of any one or more of the warranties set out in this Condition 7, Coys may by giving notice in writing to the Seller decline to sell the Lot, and the Seller shall be liable to Coys as though the Seller had withdrawn the lot from sale without Coys consent. If the Lot is in the possession of Coys, it may retain it until any sums due to Coys are paid, the cost of storage being borne by the Seller. 7.6 The Seller shall further indemnify Coys in respect of any actual legal or other costs reasonably incurred by it in investigating any claim concerning the ownership of a Lot and/or the Seller’s right to sell the Lot, the accuracy of the description of the Lot contained in the Catalogue or in defending any claim relating thereto, and Coys shall be entitled to withhold the amount of such costs from any payment due to be made to the Seller in accordance with Condition 2.
8. VEHICLE REGISTRATION NUMBERS 8.1. If the Seller wishes to sell any Motor Vehicle but to retain the right to the registration number of the Vehicle (“VRN”) , it is the Seller’s responsibility to notify Coys in writing either on the Auction Entry Form or sooner. 8.2. It shall be the Seller’s responsibility to take all necessary steps to ensure that the current VRN is reserved and that a new number is allocated prior to the Motor Vehicle being sold at the Auction and if he does not do so, Coys shall not be responsible for any loss or damage whatsoever and howsoever arising (including for the avoidance of doubt arising out of Coys’ negligence) out of the Seller’s loss of the right to the VRN following the sale of the Vehicle. 8.3. Coys may, at its own discretion, (without any assumption of responsibility or duty towards the Seller or the Buyer) take such steps to facilitate the reservation or transfer of any particular registration number as it thinks fit in order to assist the Seller or Buyer but strictly on condition that no claim attaches to Coys for taking any such steps whether arising out of Coys’ negligence or any other cause whatsoever. 9. RESERVES 9.1. The Seller may place a reserve price (“Reserve”) on any Lot prior to the Auction and once placed by the Seller, it may not be changed without the written consent of Coys. All Lots will be sold without Reserve unless a Reserve has been agreed by Coys in writing. 9.2. Where a Reserve has been agreed, only Coys may bid on behalf of the Seller. If the Seller makes such bid, then the Auctioneer may knock the Lot down to the Seller without observing any Reserve and the Seller shall pay to Coys the Buyer’s Premium in addition to the Seller’s Commission and Expenses. 9.3. Where a Reserve is agreed, Coys may in its sole discretion sell a Lot for less than the Reserve but shall account to the Seller as if the Lot had been sold for the Reserve. 9.4. Where no Reserve has been placed, the Seller may bid either personally or through the agency of any person. 9.5. If no Reserve has been placed on a Lot, Coys shall not be held liable should the Lot be purchased for a price below any lowest estimated selling price of the Lot given in any Catalogue, save insofar as and limited to the extent that the same arises out of the actual fault or negligence of Coys. 10. COMMISSION AND EXPENSES 10.1. The parties hereby acknowledge that Coys shall be entitled to deduct from the Hammer Price a Seller’s Commission of 10% plus VAT (or, in the case of automobilia, 15% plus VAT) or such other sum agreed by Coys in writing, plus any Expenses, and any other sums due from the Seller to Coys. 10.2. The Buyer shall pay (and the Seller acknowledges Coys’ entitlement to) a Buyer’s Premium equal to 15% of the first £50,000 or €50,000 of the Hammer Price, and 12.5% upon such of the Hammer Price as exceeds £50,000 or €50,000, plus VAT. 11. PHOTOGRAPHY AND ILLUSTRATIONS The Seller permits Coys without payment to photograph and make illustrations of any Lot and to use at its discretion any photograph or illustration of or in respect of a Lot supplied by the Seller, whether or not in conjunction with the Auction. The copyright in all photographs taken and illustrations made of any Lot by or on behalf of Coys shall be the absolute property of Coys. 12. COYS’ ESTIMATES AND DESCRIPTIONS 12.1. Coys make no warranty or representation as to the anticipated or likely selling price of any Lot. Any estimate given by Coys, whether written or oral and whether or not printed in any Catalogue for the Auction, as to the estimated selling price of any Lot is a statement of opinion only and may be subject to revision from time to time at Coys’ sole discretion and should not be relied upon as an indication of the actual selling price. 12.2. Coys shall not be liable to the Seller for any error or mis-statement in or omission from the description of any Lot in any Catalogue where:(a) Coys have been provided with such description by the Seller or any person on his behalf; or (b) Coys have provided the Seller with a copy of such description prior to publication of the
Catalogue and neither the Seller nor any person on his behalf have notified Coys in writing within seven days of any error or mis-statement in or omission from the description. 12.3. Any Motor Vehicle is sold as a collector’s item and not as a means of transport. Buyers are specifically warned that any vehicle sold as such may well have had parts replaced and paint renewed or be made up of parts from other vehicles the condition of which may be difficult to establish. Coys has to rely on information as to date, condition authenticity, maintenance, repairs and restoration provided by Sellers and does not, and cannot, undertake its own inspection of vehicles or other Lots to establish whether the vehicle or other Lot conforms with the description in the catalogue. It is the responsibility of the Buyer to carry out such inspection as he thinks necessary. Unless a vehicle is described as wholly original, the Buyer may not assume that all or any part of it is original. 12.4. No warranty is given by Coys as to the accuracy of the description of any Lot in any Catalogue or as to the age, authenticity, suitability, provenance, attribution, origin, condition, fitness for purpose, merchantable or satisfactory quality of any Lot or roadworthiness of any Motor Vehicle, and any warranties or conditions that would otherwise be implied by the Sale of Goods Act 1979 in relation to the foregoing are hereby expressly excluded. 12.5. Coys has no duty to the Seller to investigate the accuracy of the description of any Lot provided by or on behalf of the Seller. 13. WITHDRAWAL OF LOTS 13.1. The Seller may by notice in writing to Coys withdraw the Lot from the Auction. In the event of such withdrawal, the Seller shall within 14 days of withdrawal pay Coys the sums set out in this Condition 13. All such sums shall be payable to Coys as remuneration for the services performed by Coys down to the date of withdrawal, and not by way of penalty or liquidated damages. 13.2 In all cases of withdrawal, including under 7.5 above, the Seller shall be liable to pay Coys 10% of the estimated value of the Lot, notwithstanding that commission of a lesser, or no, amount had previously been agreed, to reflect the time, effort, loss of publicity and buyer’s premium suffered by Coys. The estimated value shall be the higher of:(a) The Seller’s estimate of value as previously notified to Coys or, if more than one figure, the highest figure or if none; (b) The value estimated in the Catalogue, or if more than one figure is given, the highest figure; (c) If none of the above apply such figure as Coys shall reasonably estimate as the value. (d) Plus in each case VAT on such fee and Expenses. 13.3. In the event that the Lot is withdrawn from the Auction after the publication of the Auction catalogue, the Seller shall in addition to the sum set out in Condition 13.2, be liable to pay Coys a further sum equal to the Buyer’s Premium (as defined in Condition 10.2 above) that would have been payable upon the Lot realising the aforesaid estimated value at Auction, plus VAT. 13.4. In the event that the Seller withdraws the Lot from the Auction, the Seller shall arrange for collection and removal of the Lot at his own expense within two working days after the date of withdrawal provided that the Seller may not collect the Lot unless and until any withdrawal fee payable under Conditions 13.2 and 13.3 shall have been paid in full. 14. UNSOLD LOTS 14.1 Where any Lot fails to sell at the Auction, Coys will have the sole and exclusive right to sell the Lot by private treaty within 14 days of the Auction date. These terms and conditions (including, for the avoidance of doubt, Condition 9 as to Reserves) shall govern any such sale by private treaty. 14.2. Unless Coys elects to sell the Lot by private treaty in accordance with Clause 14.1, the Seller shall arrange for the removal of any unsold Lot by 1.00 pm the day following the Auction or by such other time as agreed by Coys. 14.3. Failure to remove any unsold Lot pursuant to Condition 14.2 above will entitle Coys to charge the Seller a reasonable storage charge per day. The Seller shall further reimburse Coys for
any reasonable removal, insurance and other expenses. 14.4. If within 28 days after the Auction the Seller fails to give instructions to Coys regarding the disposal of the Lot, Coys shall have the exclusive right at its election to: (a) sell the Lot by private treaty, or (b) by Auction without Reserve, in either case in accordance with these Conditions. In such case, Coys shall be entitled to deduct from any sale price all sums owing to Coys including the Seller’s Commission and any charges incurred under this Condition 14. 15. RISK AND INSURANCE 15.1 The Lot shall at all times remain at the risk of the Seller until ownership of the Lot passes from the Seller to the Buyer under these Conditions. At no time shall ownership of the Lot pass to Coys other than in accordance with clause 21.4(e)(iii). 15.2 Until such time as risk passes to the Buyer in accordance with Condition 18, responsibility for arranging insurance for the Lot shall remain with the Seller, whereupon it shall pass to the Buyer. In no case shall Coys undertake responsibility for arranging insurance. 15.3. Coys will not be liable for any injury, loss or damage caused by any Lot unless caused by the negligence of Coys, its employees or agents in the ordinary course of their duties to Coys or by the Seller’s negligence or other breach of the Conditions. The Seller or the Buyer (as appropriate) shall compensate Coys in full in respect of all claims and proceedings brought against Coys in respect of injury, loss or damage caused by the Seller’s or Buyer’s (as appropriate) negligence or breach of any obligation under the Conditions. 16. THE BUYER 16.1. The Buyer shall be the highest bidder at the Auction. The Buyer’s bid shall form the basis of the Hammer Price. Any dispute as to any bid shall be settled by the Auctioneer at his absolute discretion. 16.2. Every bidder shall be deemed to act as principal unless prior to the commencement of the Auction there is a written acceptance by Coys that a bidder acts as agent on behalf of the named principal, and that its principal has agreed to and/ or is bound by these Conditions; in which case he shall be jointly liable with the principal by these Conditions. 16.3. No person shall be entitled to bid at the Auction without first having completed and delivered to Coys a bidder’s registration form and bidders attention is drawn to the information in the Catalogue under the heading “General Information”. 17. ABSENTEE BIDS Whilst the interest of prospective Buyers are best served by attendance at the Auction, Coys will if so instructed execute bids on behalf of prospective bidders. Coys, its agents or employees shall not be responsible for any defaults beyond Coys’ control relating to telephone, fax or other absentee bids including without limitation any telecommunications fault or failure. 18. SALE 18.1. A contract of sale is made between the Seller and the Buyer on the acceptance of a bid by the fall of the Auctioneer’s hammer. Coys is not a party to the contract of sale and has no liability for any act or default by the Seller or the Buyer. 18.2. The Buyer shall :(a) Immediately upon a Lot is sold, give to Coys his name and address and, if so requested, proof of identity if he has not already done so; and (b) Pay to Coys as agent for the Seller the Purchase Price in accordance with Condition 20.1 unless credit terms have been agreed with Coys in writing before the Auction. 18.3. Full payment for all Lots must be made to Coys by means of bankers draft, cash, telegraphic transfer or debit card in pounds sterling or the currency in which the sale was conducted. Where the Buyer wishes to pay by cheque and Coys has agreed that the Buyer may do so, the Lot will not be released until the cheque has been cleared. 18.4. No Lot may be collected until the Purchase Price has been received by Coys and payments by a Buyer to Coys may be applied by Coys towards any sums due from that Buyer to Coys on any account whatsoever notwithstanding any
directions to the contrary by the Buyer or his agent whether express or implied. 18.5. The ownership of the Lot will pass to the Buyer only when the Purchase Price in cleared funds has been received by Coys. 18.6. Immediately a Lot is sold the risk shall pass to the Buyer notwithstanding that possession will not be given and ownership will not pass to the Buyer before payment of the Purchase Price in full and Coys will not be responsible for any damage to or the loss or destruction of the Lot or any injury, loss or damage caused by the Lot unless caused by the negligence of or other breach of duty by Coys, its employees or agents in the ordinary course of their duties to Coys. The Buyer will compensate Coys in full in respect of all claims and proceedings brought against Coys in respect of any loss or damage to the Lot or injury, loss or damage caused by it not arising from the negligence of or other breach of duty by Coys, its employees or agents in the ordinary course of their duties to Coys. 19. VALUE ADDED TAX VAT payable by the Buyer on the Hammer Price may be refundable by Customs and Excise on proof of export, but Coys makes no warranties in this regard. 20. PAYMENT OF SALE PROCEEDS 20.1 Unless otherwise agreed in writing by both Coys and the Seller, the Buyer shall pay Coys forthwith and in any event no later than 35 days from the Auction the Purchase Price. 20.2. Coys shall pay the Net Sale Proceeds to the Seller not later than 35 days after the Auction, or within five working days after receiving cleared funds from the Buyer, whichever shall be the later. Coys shall be under no liability as a result of or arising out of any delay or failure by the Buyer in making payment. 20.3 Unless an alternative method of payment has been agreed by Coys in writing, payment of the Net Sale Proceeds shall be made by sending to the Seller a cheque drawn on Coys’ client account by first class post at the Seller’s risk. 20.4. Coys may in its discretion withhold remittance of the Net Sale Proceeds to the Seller until such time as the Seller has deposited with Coys the V5 registration document in the case of a UK registered vehicle or, in the case of an unregistered, or non-UK registered vehicle, the appropriate documents of title (ownership) relevant and appropriate to the country of registration of the vehicle, and any other documentation relating to the vehicle in the Seller’s possession or control which he agreed with Coys to supply. 21. BUYER’S DEFAULT 21.1 In the event that the Purchase Price is not duly paid in accordance with Condition 20.1, Coys may hold the Buyer in default and shall as against the Buyer (a “Defaulting Buyer”) have the following rights, in addition to those set out in Condition 21.4 below: (a) As agent for the Seller, to charge interest at a rate not exceeding 5% per annum above the Bank of England base rate on so much of the Purchase Price as remains due and unpaid; (b) To retain any Lot sold to the same Buyer at the same or any other Auction and to release it only after payment of the total amount due; (c) To reject or disregard any bid or bids made by or on behalf of the Defaulting Buyer at any future auction or to require payment of a deposit before any future bid made by or on behalf of that Buyer; (d) To apply any money due or to become due to the Defaulting Buyer in or towards settlement of the total amount due and to exercise a charge on any property of the Defaulting Buyer which is in Coys’ possession for any purpose. 21.2. If the Buyer continues to fail to make payment of the Purchase Price in full within 14 days of it falling due under Condition 20.1, Coys may (if so instructed by the Seller, or acting of its own motion in accordance with Condition 21.4 below) without prejudice to any other rights it may have, exercise one or more of the following additional remedies: (a) To institute proceedings against the Buyer in its own name, or in the name of the Seller for damages or specific performance for breach of the sale contract; (b) To institute proceedings against the Buyer in its own name in respect of the Buyer’s Premium
and any other sums that the Buyer shall be liable to pay Coys; (b) To cancel the sale of that or any other Lot sold to the Defaulting Buyer at the same or any other auction notwithstanding the total amount due in respect of such other Lot shall have been paid; (c) To re-sell the Lot or cause it to be resold by public auction or private sale. 21.3. If the Buyer fails or refuses to pay the Purchase Price in full within 35 days of the Auction, Coys will notify the Seller who may instruct Coys as to the appropriate course of action, including (where permitted under Clause 21.2) but not limited to one or more of the courses of action set out in Condition 21.4 below. Such notice will draw attention to the 14 day limit for the provision of instructions as set out in Condition 21.4 below. Coys shall if instructed take reasonable steps to assist the Seller but Coys shall be under no obligation to institute proceedings in its own name or personally incur any cost or expense. 21.4. In the absence of any written instructions from the Seller to Coys within 14 days of Coys’ notice to the Seller served in accordance with Condition 21.3 above then Coys shall in its sole discretion be entitled to do any of the following in its capacity as the Seller’s agent and with the Seller’s full authority:(a) To agree terms for the payment of the Purchase Price with the Buyer; (b) To remove, store and insure the Lot at the expense of the Buyer; (c) To settle claims and/or proceedings made by or against the Buyer on such terms as Coys shall at its absolute discretion think fit; (d) To take such steps as Coys shall at its absolute discretion consider necessary to collect the monies due from the Buyer; (e) Where appropriate to rescind and/or terminate the sale and in its sole discretion: (i) Return the Lot to the Seller, and distribute any monies received to the Buyer in accordance with Conditions 21.5 and/or 21.6; (ii) Offer the Lot for re-sale, by Auction or private treaty, with or without Reserve; (iii) Purchase the Lot itself at the Hammer Price or such other price as may be agreed with the Seller, in which case property in the Lot shall pass to Coys and Coys shall remit the Hammer Price to the Seller within fourteen days of its election less any sums payable pursuant to Condition 21.5 below; (f) To appoint a solicitor and/or other agent to pursue any of the courses of action referred to in sub-paragraphs (a) to (e) above and the Seller authorises Coys to take any of the courses referred to in this Condition 21.4, including the issue and prosecution of proceedings on the Seller’s behalf and in the Seller’s name. 21.5. In the event that the sale contract for the Lot is rescinded because of the Buyer’s default aforesaid, whether as a result of the Seller’s instruction or Coys’ action taken under Condition 21.4, the Seller shall nonetheless (and without prejudice to any claim that he may have against the Buyer) be liable to pay to Coys the following sums: (a) Legal or other costs on an indemnity basis reasonably incurred by Coys in connection with such steps; and (b) Expenses; (c) The Seller’s Commission, by way of remuneration for the services performed by Coys down to the date of rescission, and not by way of penalty or liquidated damages. 21.6. Any monies recovered by and paid to Coys in consequence of Coys taking one or more of the steps referred to in Condition 21.4 against a Defaulting Buyer, or any of the Purchase Price as shall have been paid by the Defaulting Buyer, shall be applied to the payment of:(a) Legal or other costs reasonably incurred by Coys in connection with such steps; and then (b) Expenses; and then (c) The Seller’s Commission, by way of remuneration for the services performed by Coys down to the date of recovery, and not by way of penalty or liquidated damages. (d) Any balance remaining shall be apportioned pro rata as between the Buyer’s Premium, and any payable sums to the Seller; and then (e) Any balance thereafter to the Buyer. 21.7 In the event that any monies recovered do not cover the sums set out at Conditions 21.6(a)
to (c), any such shortfall shall be made good by the Seller to Coys on demand. 22. REMOVAL OF PURCHASES 22.1. The Buyer shall, at his own expense, remove the Lot purchased not later than the day and time specified in the “General Information” section of the Catalogue but not before payment in full to Coys of the Purchase Price whether in respect of this or any other Lot. 22.2. The Buyer shall be responsible for all removals, storage, insurance and other charges on any Lot not taken away at the day and time specified in Condition 22.1 above. 22.3. If the Lot is not collected by the Buyer within 2 days of the Auction, whether or not the Purchase Price has been paid, and whether or not the Buyer is consequently entitled to collect the Lot, Coys shall remove, store (either at Coys’ premises or elsewhere) and insure the Lot at the expense of the Buyer and only release the Lot after payment of the total amount due. 22.4. If the Buyer fails to collect the Lot within 14 days of the Auction, Coys shall notify the Seller who shall at his sole discretion elect to: (a) Cancel the sale of the Lot and take back possession of the Lot; or (b) Re-sell the Lot or cause it to be re-sold by public auction or private sale; or (c) Continue to remove, store and insure the Lot at his expense, but subject to being entitled to recoupment of such expenses from the Buyer, and subject to being entitled to elect (a) or (b) at any time thereafter. 22.5 In the event that the sale contract is cancelled, or the Lot is re-sold, in accordance with Condition 22.4 above, the same provisions shall apply as under Condition 21.6 above, “Buyer’s Default”, as regards any of the Purchase Price paid to the date of that cancellation or re-sale. 23. RESPONSIBILITY FOR LOTS PURCHASED 23.1. Subject to the Seller’s compliance with Condition 7.1(d), it shall be the responsibility of the Buyer to ensure that any Motor Vehicle purchased at Auction complies with the appropriate statute or regulation for driving, using or transporting it and for ensuring that any necessary test certificate is in force. In no case shall Coys be liable for any breach by the Seller of Condition 7.1(d) or by the Buyer of this Condition 23.1. 23.2. Subject to the Seller’s compliance with Condition 7.1(b), the Buyer shall be responsible for obtaining any export licence that may be required in connection with the Lot. In no case shall Coys be liable for any breach by the Seller of Condition 7.1(b) or by the Buyer of this Condition 23.2. 24. RESCISSION FOR SELLER’S DEFAULT 24.1 Should the Buyer become entitled to rescind the sale contract and/or reject the Lot and/or refuse to pay the Purchase Price as a result of any breach by the Seller of these Conditions, including in particular any breach of the warranties set out in Condition 7, the Seller shall be liable to pay the following: (a) Any legal or other costs reasonably incurred by Coys, on an indemnity basis; and (b) Expenses; (c) The Seller’s Commission; (d) The Buyer’s Premium. 24.2 Coys shall be entitled to retain the Lot until such sums as are payable under Condition 24.1 are paid in full by the Seller. 25. LIMITATION OF LIABILITY 25.1 Save as is expressly provided for in these Conditions, none of Coys, the Seller or the Buyer shall be liable for any loss of profit, loss of revenue, loss of use, business or interruption, loss of reputation, credit or goodwill, or any indirect or consequential damages whatsoever. 25.2 Without prejudice to Condition 25.1 Coys shall not be liable to pay to any other a sum greater than the estimated value of the Lot as defined in Condition 13.2; 26. FORCE MAJEURE 26.1 Should there be any event or occurrence outside the reasonable control of Coys, whether foreseeable (or foreseen) or not, which in the reasonable opinion of Coys shall prevent, hinder
or impede the Auction, its conduct, or the sale of the Lot at Auction, Coys may in its sole discretion cancel the Auction or remove the Lot from the Auction, in which case it shall as soon as reasonably possible notify the Seller of its decision accordingly. 26.2 Upon receipt of Coys’ notice as set out in Condition 26.1, the Seller may by notice in writing to Coys elect to: (a) Re-enter the Lot into the next auction to be conducted by Coys in respect of which the Lot is a suitable lot (as judged by Coys in their reasonable opinion); or (b) Instruct Coys to sell the Lot by private treaty within 14 days of such Seller’s notice, as though the Lot was an unsold lot at Auction for the purposes of Condition 14.1; or (c) Cancel this contract without any payment or penalty, save that where the Auction catalogue had been printed prior to cancellation, Coys shall be entitled to retain any cataloguing fee paid by the Seller. 26.3 In the event that the Seller does not make any election in writing under Condition 26.2 within 14 days of receipt of Coys’ notice, the right of election shall irrevocably pass to Coys who may elect for one of the three courses of action set out in Condition 26.2. In case Coys elects to sell the Lot by private treaty, the 14 day sale period shall in this case run from the date of Coys’ election. 26.4 Any sale of the Lot under this Condition 26.2, whether at subsequent auction or by way of private treaty, shall be in accordance with these Conditions. 27. MISCELLANEOUS 27.1. The benefit and burden of the Conditions may not be assigned by the Seller or the Buyer without Coys’ prior agreement in writing. 27.2. If any Condition or any part of any Condition shall be held to be unenforceable or invalid that Condition shall be severed, and such unenforceability or invalidity shall not affect the enforceability and validity of the remaining conditions or the remainder of the relevant condition. 27.3 These Conditions constitute the entire agreement between the parties and supersede all previous drafts, agreements, arrangements, understandings and conventions between them, whether written or oral, relating to the subject matter of this contract. 27.4 These Conditions may not be altered or varied unless with Coys consent in writing. 27.5 The Buyer and the Seller both acknowledge and warrant that in entering into this contract (and in the case of the Buyer, in bidding for any Lot) they do not rely and have not relied on any representations made by or on behalf of Coys, save where such representations have been confirmed or set out in writing signed by a partner of Coys. 27.6 No waiver of any rights arising under these Conditions shall be effective unless in writing. Any such waiver shall not be considered as a waiver of any subsequent breach, whether of the same or any other provision. 27.7 This contract is made for the benefit of Coys, the Seller, and the Buyer, and save where the Buyer acts as agent for a named principal in accordance with Condition 16.2, is not intended to benefit or be enforceable by anyone else. For the avoidance of doubt, any rights otherwise arising under the Contracts (Rights of Third Parties) Act 1999 are expressly excluded. 27.8. The headings and numbering used in the Conditions are for convenience only and shall not affect their interpretation. 27.9 In the event of any of the terms above being incompatible one with another, the term most beneficial to Coys shall prevail.
IMPORTANT NOTICE AND GENERAL INFORMATION FOR MOTOR CARS ANY MOTOR VEHICLE IS SOLD AS A COLLECTOR’S ITEM AND NOT AS A MEANS OF TRANSPORT. BUYERS ARE SPECIFICALLY WARNED THAT ANY VEHICLE SOLD AS SUCH MAY WELL HAVE HAD PARTS REPLACED AND PAINT RENEWED OR BE MADE UP OF PARTS FROM OTHER VEHICLES THE CONDITION OF WHICH MAY BE DIFFICULT TO ESTABLISH. COYS HAS TO RELY ON INFORMATION AS TO DATE, CONDITION AND AUTHENTICITY PROVIDED BY SELLERS AND DOES NOT, AND CANNOT, UNDERTAKE ITS OWN INSPECTION OF VEHICLES OR OTHER LOTS TO ESTABLISH WHETHER THE VEHICLE OR OTHER LOT CONFORMS WITH THE DESCRIPTION IN THE CATALOGUE. IT IS THE RESPONSIBILITY OF THE BUYER TO CARRY OUT SUCH INSPECTION AS HE THINKS NECESSARY. GENERAL INFORMATION 1. Admissions Coys shall have the right to refuse admission to its premises or attendance at any of its auctions by any person provided it has reasonable justification in refusing entry. 2. Contract Prospective Buyers are advised to read the Conditions of Business carefully before bidding on any lot. 3. Viewing Viewing of all the Lots entered for the sale will take place on Thursday 10th May from 12 noon to 6:00pm. Friday 11th May from 9:00 am to the start of the sale. Saturday 12th May from 9:00am to 6:00pm. 4. Bidder Registration To recognise bidders during the Auction all intending Buyers are required to complete a Bidder Registration Form giving full identification and appropriate references before the Auction which will enable them to bid by means of a number allocated to them. 5. Premium Buyers are reminded that a 15% Buyers Premium is payable on the first €50,000.00 of the final Hammer Price of each Lot, and 12.5% on any amount by which the Hammer Price exceeds €50,000.00. Buyer’s attention is drawn to Condition 17 of the Conditions of Sale. VAT at the standard rate is payable on the Premium by all Buyers. 6. Export Licences Export Licences may be required for any vehicle manufactured 50 years prior to the date of export from the UK and valued at over £35,000.00. It is the responsibility of the Buyer to obtain the licence and correct documentation prior to exportation of the vehicle. 7. Currency Bidding will be conducted in Euros. 8. Payment Full payment for all Lots must be made to Coys of Kensington Automobiles Ltd by means of banker’s draft, cash, telegraphic transfer or debit card before the release of the vehicle unless prior arrangements have been made. Credit Cards: Credit card payments cannot exceed €1,000.
Payments should be made immediately after the sale to Coys for which bank account details are as follows: Coys of Kensington Automobiles Ltd. Euro Account Account Number: 58726953 Sort Code: 40-12-76 BIC HBUKGB4B IBAN: GB90 HBUK 40127658726953 Address: HSBC International Branch PO BOX 18127 32 Poultry London, EC2P 2BX 9. Collection of Motor Cars Removal of all Lots must be made from the Espace Fontvieille on Sunday 13th May between 10:00am and 4:00pm or between 9:00am and 12:00pm on Monday 14th May. After this time all Lots will be removed to store at the owners expense. Purchasers of lots are advised to contact Coys staff for all payment and collection arrangements. 10. Removal and Storage All cars not removed in accordance with clause 9 above will be transported to our local storage at the owner’s expense. The owner will be liable for the cost of transport, storage, insurance and VAT. The cost for the transport to the local storage is €450 plus VAT, and a daily storage charge of €45 plus VAT. 11. Commission Bids Telephone and commission bids will be gladly accepted subject to prior arrangement with Coys. New customers will be required to pay a refundable deposit. 12. VAT for vehicles not imported or in free circulation of the EU Symbol for vehicles attracting import VAT from outside the EU: W Certain vehicles in this sale are not European registered. These vehicles have been identified by the following symbol: W and therefore will attract VAT on the hammer price at either the UK rate, where a concessionary historical rate of 5% will apply, or should the European purchaser decide to import the car through a different European Community country, VAT at this country’s rate. Other countries may vary. For further information regarding the simple import procedure necessary to register these vehicles or further advice please contact either Coys Head Office or our shipping agents, Straight Eight Logistics, Tel +44 (0) 203 540 4929. 13. Further Information When an * appears in either the registration, chassis or engine number section of any Lot description it indicates that at the time of going to press information regarding those sections was not available. 14. Damage Any viewer who damages a Lot will be held liable for all damage caused and shall reimburse Coys or its agents for all costs and Expenses relating to rectification of such damage. 15. Jurisdiction The auction is held under the jurisdiction of Maitre Marie-Therese Escaut-Marquet Huissler in Monaco.
DISPOSITIONS GÉNÉRALES Les conditions suivantes, ainsi que tous les autres termes, conditions et notifications définis dans n’importe quel catalogue, s’appliquent à toutes les ventes aux enchères effectuées par Coys ou à toute vente en gré à gré. Il est de l’intention de Coys que toutes les conditions liant Coys, le vendeur et l’acheteur figurent dans les Conditions. Aucune modification des conditions n’a force obligatoire, à moins qu’elle ne soit acceptée par écrit par Coys. Les Conditions peuvent être modifiées par Coys sous réserve du caractère raisonnable desdites modifications et de l’envoi de notifications ou par annonce verbale faite par le commissaire-priseur avant ou au cours de la vente. Rien dans les Conditions n’est de nature à affecter les droits légaux du consommateur. Les présentes conditions, lorsqu’elles ne font pas spécifiquement référence à la vente par adjudication, s’appliquent au présent contrat. TERMINOLOGIE 1. Dans les présentes conditions : 1.1. “Coys” signifie Coys of Kensington Automobiles Ltd. 1.2. Commissaire-priseur signifie le représentant de Coys dirigeant la vente aux enchères 1.3. Catalogue comprend toute publicité, brochure, devis, tarifs et autres publications 1.4. Prix d’adjudication signifie le prix en livres sterling (ou la devise dans laquelle a lieu la vente aux enchères) auquel le lot a été adjugé vendu à l’acheteur par le commissaire-priseur 1.5. Acheteur signifie la personne à qui un lot a été adjugé vendu par le commissaire-priseur 1.6. Lot signifie tout article remis en vue de sa vente aux enchères 1.7. Frais, au regard de la vente d’un lot quel qu’il soit, signifie les frais d’assurance, d’entreposage, d’illustration, de catalogage, de publicité particulière, de conditionnement et de fret quant au lot, ainsi que la TVA applicable 1.8. TVA signifie la taxe sur la valeur ajoutée applicable au taux en vigueur 1.9. Véhicule à moteur signifie tout article compris ou proposé à la vente lors d’une vente de véhicules à moteur 1.10 Prix d’achat signifie le prix d’adjudication majoré de la TVA, de la prime et de tout frais supplémentaire dû par l’acheteur en vertu de la clause 22 1.11 Prime a la définition figurant à la clause 17 1.12 Produit de la vente signifie la somme nette due au vendeur, c’est-à-dire, le prix d’adjudication moins la commission du vendeur, la TVA, les frais et toute autre somme due par le vendeur à Coys 1.13 Vendeur signifie la personne proposant un lot à la vente 1.14 Commission du vendeur a la définition figurant à la clause 9 1.15 La vente aux enchères signifie la vente aux enchères par rapport à laquelle un lot a été remis pour y être vendu 2. Contrat de mandat et Coys Coys vend en tant que mandataire du vendeur (sauf lorsqu’il est expressément indiqué qu’il agit pour son propre compte) et n’est pas responsable quant à toute action ou carence de la part du vendeur ou de l’acheteur. Toutes les ventes sont présumées être des ventes accomplies pour le compte de personnes privées à moins qu’il ne soit stipulé le contraire dans le catalogue ou ailleurs, par écrit. 3. Pouvoir discrétionnaire de Coys 3.1. Coys peut, de façon discrétionnaire, refuser toute enchère, diviser un lot, combiner deux ou plusieurs lots, retirer un lot et, en cas de litige, présenter à nouveau un lot à la vente. 3.2. En cas de violation de l’une quelconque des Conditions par le vendeur, Coys peut discrétionnairement, s’il en prend connaissance avant le versement du produit de la vente au vendeur, conserver le paiement jusqu’à règlement du litige. Coys peut, toutefois, déduire de cette somme, toute somme lui étant due. 4. Préjudice ou dommage corporel Coys n’est pas responsable des dommages corporels ou préjudices subis par un individu se trouvant dans les locaux de Coys (comprenant tout local où se déroule une vente et où un lot, ou partie d’un lot, est exposé) sauf en cas de mort ou de dommage corporel causé par la négligence de Coys, de ses employés ou agents dans l’exercice normal de leurs fonctions. 5. Droit applicable Toutes les transactions auxquelles s’appliquent les Conditions sont régies par le droit anglais. Coys, le vendeur et
l’acheteur reconnaissent, par les présentes, la compétence exclusive des juridictions anglaises. 6. Notifications 6.1. Toute notification de Coys à un vendeur, à un acheteur ou à toute autre personne peut être remise en mains propres ou expédiée par courrier en envoi prioritaire ou par avion et est considérée avoir été dûment reçue : (a) au moment de la distribution lorsque remise en mains propres ; (b) en cas d’envoi postal, deux jours après la date d’expédition si envoyée dans le pays d’envoi et sept jours après la date d’expédition si envoyée dans un pays autre que le pays d’envoi. 6.2. Preuve de la réception : (a) En mains propres, l’accusé de réception de la notification signé par le ou au nom du destinataire vaut preuve ; (b) Par la poste, il suffit de prouver que la notification a été expédiée dans une enveloppe prépayée portant l’adresse correcte du destinataire et affranchie en envoi prioritaire. 6.3. Coys n’accepte pas l’échange de notifications par voie de fac-similé. CONDITIONS DU VENDEUR 7. Garantie du vendeur 7.1. Les termes de la garantie du vendeur envers Coys sont précisés dans les sous-paragraphes (a) à (f) cidessous et envers l’acheteur dans les sous-paragraphes (a), (b) (e) et (f) ci-dessous. Le vendeur garantit que : (a) Le vendeur est le propriétaire du lot ou est la personne mandatée par le propriétaire pour vendre le lot et dispose d’un titre libre de toute charge personnelle ou réelle et dégagée de toute revendication de droits de la part de tiers ; (b) Le vendeur s’est conformé à la réglementation relative à l’exportation ou à l’importation du lot et a informé Coys par écrit de tout manquement de sa part ou de la part de précédent propriétaire du lot à cet égard ; (c) Le vendeur a signifié à Coys par écrit toute transformation substantielle, dont il a connaissance, apportée au lot, ainsi que les doutes exprimés par des tiers quant à l’authenticité, la provenance, l’origine, l’ancienneté, l’état ou la qualité du lot et a fourni à Coys toutes les informations en sa possession à cet égard ; (d) Le véhicule à moteur peut être légalement utilisé sur la route, respecte les réglementations en vigueur et qu’un certificat de contrôle technique en cours de validité exigé par la loi a été délivré, ou que le véhicule ne peut être légalement utilisé sur la route. (e) Le vendeur devra indemniser Coys et l’acheteur de toute perte, frais et autres débours découlant du manquement du vendeur à ses obligations au titre des Conditions ; (f) Le vendeur d’un lot qui n’est pas en possession de Coys, dans ses locaux ou sous sa surveillance, garantit et s’engage à ce que le lot soit disponible et en état d’être livré sur demande de l’acheteur. 7.2. Le vendeur garantit que les informations fournies ainsi que les déclarations faites sur le lot à Coys sont exactes. Au cas où la description du véhicule à moteur par le vendeur à Coys s’avère ne pas être fidèle à son état véritable, Coys peut, à son entière discrétion, avant ou après la vente du lot, effectuer sur le véhicule les réparations qui sont nécessaires à la mise en état dudit véhicule pour le rendre conforme aux descriptions préalables du vendeur et déduire les coûts engendrés par ce travail de toute somme due au vendeur. 8. Numéro d’immatriculation des véhicules 8.1. Si le vendeur souhaite conserver le numéro d’immatriculation de son véhicule, c’est au vendeur d’en informer Coys soit avant soit lors du remplissage de l’Auction Entry form. 8.2. Le vendeur doit s’assurer que son numéro d’immatriculation est réservé avant la vente du véhicule et que, un nouveau numéro est alloué avant la vente du vehicule, et s’il n’en va pas ainsi Coys ne peut être tenu pour responsable de toute perte ou dommage pouvant se produire durant la vente. 8.3. Coys peut à sa propre discrétion (sans aucune responsabilité ou devoir envers le vendeur ou acheteur) s’occuper des étapes afin de faciliter la réservation ou le transfert de numéro d’immatriculation afin d’assister le vendeur ou l’acheteur mais seulement à condition que Coys ne peut ètre tenu pour responsable en cas de négligence ou autre.
9. Prix minimums d’adjudication Le vendeur doit préciser à Coys le prix minimum d’adjudication pour le véhicule. Si les offres reçues sont inférieures à ce prix, Coys est en droit de racheter le véhicule au nom du vendeur et le vendeur n’est pas tenu au paiement d’une commission. Si le vendeur n’a spécifié aucun prix minimum d’adjudication, ni Coys, ni les commissairespriseurs ne sont responsables de la vente d’un lot à un prix inférieur à toute valeur minimum estimée et le vendeur est tenu de payer la commission d’usage fixée conformément aux présentes Conditions commerciales. Si le prix minimum d’adjudication est convenu dans une devise autre que l’ Euro, la somme sera calculée en fonction du taux de change de clôture de la Société Générale à la fermeture des bureaux le dernier jour d’ouverture de la banque précédent la date de la vente aux enchères. 10. Commission et frais 10.1. Coys est en droit de déduire du prix d’adjudication une commission de 10 %, plus la TVA (ou, lorsqu’il s’agit d’accessoires auto, 15 % plus la TVA) ou toute autre somme ayant fait l’objet d’un accord écrit par Coys, ainsi que les frais et autres sommes dus par le vendeur à Coys. 10.2. Le vendeur reconnaît que Coys est en droit de conserver la prime versée par l’acheteur conformément à la clause 17. 11. Photographies et illustrations Le vendeur autorise Coys, sans contrepartie, à photographier ou à faire des illustrations quant à un lot fourni par le vendeur et d’en faire un usage discrétionnaire, en rapport ou non avec la vente aux enchères. Les droits d’auteur de toutes les photographies et illustrations d’un lot réalisées par Coys ou en son nom, sont la seule propriété de Coys. 12. Évaluations et descriptions de Coys 12.1. Coys ne peut fournir aucune garantie concernant le prix de vente escompté ou probable d’un lot. Toute évaluation donnée par Coys quant au prix de vente escompté d’un lot, que ce soit par écrit ou verbalement et que cela apparaisse ou non dans le catalogue, ne représente que l’expression d’une opinion, peut être modifiée ultérieurement à la seule discrétion de Coys et ne doit pas être considérée avoir la valeur d’un indicateur de prix de vente réel. 12.2. Coys n’est pas responsable envers le vendeur de toute erreur, information erronée ou omission dans la description d’un lot dans un catalogue, si :(a) ladite description a été fournie à Coys par le vendeur ou toute autre personne agissant en son nom ; ou si (b) ladite description a été fournie à Coys par le vendeur ou toute autre personne agissant en son nom avant la parution du catalogue et que ni le vendeur, ni la personne agissant en son nom, n’a signalé à Coys par écrit dans un délai de sept jours, la présence d’une erreur, d’une information erronée ou d’une omission dans la description. 12.3. Coys n’a aucune obligation envers le vendeur de vérifier l’exactitude de la description d’un lot fournie par le vendeur ou par toute personne agissant en son nom. 13. Lots invendus 13.1. Si un lot n’est pas vendu, Coys aura le droit unique et exclusif de vendre le lot de gré à gré dans un délai de 14 jours de la date de la vente aux enchères. 13.2. Dans l’éventualité où Coys vende le lot de gré à gré en vertu de la clause 13.1, Coys sera comptable envers le vendeur d’une somme qui n’est pas inférieure à la somme due au vendeur en cas de vente au prix minimum d’adjudication. 13.3. Toute vente effectuée de gré à gré sera soumise aux Conditions ou à la commission et frais comme si la vente avait eu lieu aux enchères. 14. Assurance 14.1. Le lot reste aux risques du vendeur jusqu’au transfert de propriété du lot en vertu des présentes Conditions. 14.2 Coys n’est pas responsable quant à la perte, la destruction ou les dommages apportés à un lot, sauf s’ils sont causés par la négligence de Coys, de ses employés ou agents dans l’exercice normal de leurs fonctions. Le vendeur indemnisera Coys contre tout recours et toute action intentés à l’encontre de Coys quant à la perte ou l’endommagement du lot. 14.3 Coys n’est pas responsable quant aux dommages, destructions ou préjudices causés par un lot, sauf négligence de Coys, de ses employés ou agents dans l’exercice normal de leurs fonctions ou du vendeur qui indemnisera Coys contre tout recours et toute action intentés
à l’encontre de Coys quant aux dommages, pertes ou préjudices. 14.4 Coys à le droit d’exercer une charge sur un lot non vendu ou n’importe quelle autre propriété appartenant au vendeur eu possession de Coys pour n’importe quelle raison et d’appliquer une charge sur un montant du ou allant ètre du par le vendur vers un paiement de n’importe quelle somme d’argent étant due à Coys par le vendeur. 15. Paiement du produit de la vente 15.1. Coys doit payer le produit de la vente au vendeur au plus tard 35 jours après la vente, à condition que Coys ait reçu l’intégralité du prix d’achat. Sauf acceptation par écrit par Coys d’une méthode de paiement différente, le paiement au vendeur par chèque est envoyé à ce dernier par la poste en tarif prioritaire et aux risques du vendeur. 15.2. Si le prix d’achat n’a pas été reçu intégralement par Coys dans le délai spécifié dans la clause 15.1, Coys paiera au vendeur le produit de la vente dans les cinq jours ouvrables de la réception du paiement par des fonds libérés de l’acheteur. 15.3. Coys se réserve le droit de ne pas remettre le produit de la vente au vendeur si ce dernier n’a pas transmis à Coys le document d’immatriculation V5, pour les véhicules immatriculés au Royaume-Uni ou, si le véhicule n’est pas immatriculé au Royaume-Uni, les documents appropriés justifiant de la propriété dans le pays d’immatriculation et tout autre document relatif au véhicule en possession ou sous le contrôle du vendeur et que celui-ci avait convenu de remettre à Coys. 15.4. En cas de non-paiement par l’acheteur dans les trente-cinq jours de la date de la vente, Coys doit en aviser le vendeur qui peut donner à Coys des instructions quant aux mesures à prendre. Coys s’engage à faire de son mieux pour assister le vendeur sans toutefois être obligé d’intenter des poursuites en son propre nom. 15.5. En l’absence d’instructions écrites de la part du vendeur dans les sept jours de la notification de Coys en vertu de l’article 15.4 ci-dessus, Coys est en droit de prendre l’une quelconque des mesures suivantes:(a) Accorder des délais de paiement sur le prix d’achat; (b) Procéder à l’enlèvement, au stockage et assurer le lot ; (c) Régler les recours et/ou poursuites exercés par ou à l’encontre de l’acheteur aux conditions que Coys estime, discrétionnairement, appropriées ; (d) Prendre toute action que Coys juge, discrétionnairement, nécessaire aux fins de récupérer les sommes dues par l’acheteur ; (e) Le cas échéant, procéder à la résolution de la vente et au remboursement de toute somme due à l’acheteur ; (f) Proposer le lot à la revente, aux enchères ou de gré à gré, avec ou sans prix d’adjudication minimum; (g) Le cas échéant, procéder à la résolution du contrat avec l’acheteur et acheter le lot lui-même. Dans ce cas, la propriété du lot est transférée à Coys à son élection et Coys est chargé de remettre le prix d’achat au vendeur dans les quatorze jours de son élection, moins la commission et les dépenses ou sommes dues à Coys et qui auraient été exigibles si le contrat n’avait pas été résolu ; (h) Se faire représenter par un avocat et/ou tout mandataire aux fins de prendre les mesures nécessaires dont il est fait référence dans les sous-paragraphes (a) à (g) ci-dessus. Le vendeur autorise Coys à prendre toutes les mesures auxquelles il est fait référence dans la présente clause, y compris le déclenchement d’une instance au nom du vendeur. 15.6. Toute somme recouvrée et payée à Coys suite à la ou les actions prises par ce dernier dans le cadre de la clause 15.5 est affectée au paiement :(a) Des frais de justice et autres coûts soufferts par Coys et engendrés par la ou lesdites actions ; et (b) Des dépenses ; et (c) De la prime de l’acheteur et de la commission du vendeur sur la vente du lot ; (d) Tout solde restant est du par Coys au vendeur (ou, le cas échéant, l’acheteur). En cas de déficit, celui-ci devra être comblé par le vendeur sur la demande de Coys. 15.7. Le vendeur, informant Coys dans les sept jours de la réception de la notification dont il est fait référence à la clause 15.5 de son souhait de reprendre le lot, y sera autorisé seulement après paiement préalable de toutes les commissions dues à Coys sur la vente du lot, plus les dépenses, frais de justice et autres coûts engendrés par Coys, afin de fournir à ce dernier une indemnisation complète. 16. Honoraires de retrait 16.1 Le vendeur peut notifier par écrit à Coys le retrait
du lot de la vente aux enchères. Si le retrait par le vendeur intervient avant la publication du catalogue, celui-ci doit payer à Coys 10% de la valeur estimée du lot ou une somme égale à la commission que Coys aurait reçue du vendeur si celle-ci est inférieure à 10% de la valeur estimée du lot. La valeur estimée est la plus grande des évaluations suivantes : a) La valeur estimée par le vendeur et préalablement notifiée à Coys ou, en présence de plusieurs évaluations, la plus élevée, ou en l’absence de toute évaluation ; b) La valeur estimée figurant au catalogue, ou en présence de plusieurs évaluations, la plus grande ; c) Plus dans chaque cas, la TVA sur de tels frais et débours. 16.2 Un honoraire égal à la commission dont il est fait référence à l’article 16.1 ci-dessus plus une somme équivalente à la commission de l’acheteur, la TVA et les frais sont payables au retrait du lot après publication du catalogue faisant référence au lot. 16.3. Au cas où le vendeur retire le lot de la vente aux enchères, il incombe au vendeur d’organiser, à ses seuls frais, l’enlèvement du lot dans les deux jours de la date du retrait sous réserve du paiement total des frais de retrait dus en vertu des clauses 16.1 et 16.2 16.4. Au cas où Coys est fondé à croire que le vendeur a manqué à une ou plusieurs de ses obligations exposées dans la clause 7 ou que Coys et/ou le vendeur peuvent être empêchés par la décision d’un tribunal quelconque ou de toute autre autorité compétente de vendre le lot, Coys peut par notification écrite au vendeur décider de refuser de vendre le lot, les clauses 16.1, 16.2 et 16.3 ci-dessus s’appliquant comme s’il s’agissait d’un retrait du lot par le vendeur. 16.5. Le vendeur doit rembourser à Coys les frais de justice et autres coûts engendrés par lui-même et relatif à l’examen de toute demande ou quant à tout recours ayant pour objet la propriété du lot et/ou le titre du vendeur à vendre le lot ou encore l’exactitude de la description du lot figurant au catalogue. Coys peut retenir le montant des frais ainsi engendrés du paiement dû au vendeur, conformément à la clause 15. 16.6. Coys peut compenser toute somme lui étant due par le vendeur, comprenant, sans y être limité, les honoraires de retrait et tout frais engendrés par lui-même en vertu de la clause 16, avec le produit de la vente dû au vendeur relativement au lot concerné ou à tout autre lot donné à Coys en dépôt par le vendeur. CONDITIONS DE L’ACHETEUR 17. Enlèvement et stockage 17.1. Le vendeur est chargé de l’enlèvement de tout lot invendu, avant 13 heures, le jour suivant la vente aux enchères ou à un autre moment avec l’accord de Coys. 17.2. Le non-respect de l’obligation d’enlèvement conformément à la clause 17.1 ci-dessus entraîne, à la charge du vendeur, le paiement à Coys des frais d’enlèvement, de stockage, d’assurance et autres frais, conformément à la section du catalogue «Informations générales». 17.3. Si dans les 28 jours de la vente aux enchères le vendeur manque à donner à Coys des instructions quant à la disposition du lot, Coys a le droit exclusif de vendre le lot de gré à gré et de déduire du prix de vente toute somme due à Coys ou de vendre le lot aux enchères sans prix d’adjudication minimum et de déduire du prix d’adjudication toute somme due à Coys. 18. L’acheteur 18.1. L’acheteur est le plus offrant au coup de marteau. Tout litige relatif à une enchère sera réglé discrétionnairement par le commissaire-priseur. 18.2. Chaque enchérisseur agit pour son propre compte à moins que préalablement au début de la vente, Coys accepte par écrit qu’un enchérisseur agisse en tant que mandataire et pour le compte d’un client nommément désigné. 18.3. Nul n’est autorisé à faire une enchère lors de la vente sans avoir au préalable complété et transmis à Coys un formulaire d’inscription d’enchérisseur. Les enchérisseurs sont invités à prendre connaissance des informations figurant au catalogue sous le titre « Informations générales» 19. Prime L’acheteur s’engage à payer à Coys une prime de 15% sur la première tranche de €50.000 du prix d’adjudication et une prime de 12.5% sur toute somme supérieure ainsi que la TVA sur le prix de vente (la Prime) et l’acheteur reconnaît que Coys pourra également recevoir la commission du
vendeur qui lui est due en vertu de la clause 10. 20. Taxe sur la valeur ajoutée La TVA, payable par l’acheteur sur le prix d’adjudication, est remboursable par le service des douanes sur la fourniture d’une preuve d’exportation du ou des biens. Coys n’assume aucune garantie à ce sujet. 21. Paiement 21.1. Un contrat de vente entre le vendeur et l’acheteur est conclu à la tombée du marteau du commissairepriseur marquant l’acceptation d’une offre. Coys et le commissairepriseur ne sont pas parties au contrat et n’assument aucune responsabilité au regard de toute action ou de toute abstention du vendeur ou du bailleur. 21.2. Immédiatement après la vente d’un lot, l’acheteur doit donner à Coys ses nom et adresse et fournir, s’il y est invité et si cela n’a pas déjà été fait, une preuve d’identité. 21.3. Le paiement complet, quant à tout lot, doit être fait à Coys au moyen d’un chèque de banque, par argent liquide, virement télégraphique ou carte de paiement, en livres sterling ou dans la devise dans laquelle la vente a été menée. Si l’acheteur souhaite payer par chèque bancaire et si Coys accepte ce moyen de paiement, le lot entrera en possession de l’acheteur à compensation dudit chèque. 21.4. Aucun lot ne peut être recueilli avant réception par Coys du prix d’achat. Les paiements faits par un acheteur à Coys peuvent être imputés sur n’importe quel compte, nonobstant toute directive contraire de l’acheteur ou de son mandant, qu’elle soit expresse ou tacite. 21.5. Le transfert de propriété du lot à l’acheteur intervient à réception par Coys du prix d’achat par des fonds libérés. 21.6 Le transfert des risques à l’acheteur intervient immédiatement et ce, même si ce dernier n’entre pas en possession du lot et si le transfert de propriété est différé jusqu’à paiement complet du prix d’achat. Coys n’est pas responsable en cas de perte, destruction, ou dommages apportés au lot ou si le lot est à l’origine d’un préjudice, d’une perte ou d’un dommage, à moins que ladite perte, destruction, préjudice ou dommage ne soit imputable à la négligence de Coys, de ses employés ou agents dans l’exercice normal de leurs fonctions. L’acheteur indemnisera Coys contre toute action et toutes poursuites intentées à l’encontre de Coys et fondées sur la perte du ou les dommages apportés au lot ou sur les dommages, pertes ou préjudice causés par ce dernier. 22. Enlèvement des achats 22.1. L’acheteur, à ses seuls frais, doit procéder à l’enlèvement du lot acheté, au plus tard le jour et à l’heure précisés dans la section «Informations générales» du catalogue, mais pas avant la réception par Coys du paiement complet du prix d’achat relativement audit lot ou un autre lot. 22.2. L’acheteur est responsable des frais d’enlèvement, de stockage, d’assurance et autres frais relatifs à tout lot dont il n’a pas pris possession au jour et à l’heure précisés dans la clause 22.1 ci-dessus. 23. Responsabilité quant aux lots achetés 23.1 L’acheteur est responsable de la perte du et des dommages subis par le lot acheté, à compter de l’adjudication. Coys, ses employés ou agents ne sont pas responsables de la perte ou des dommages quelconques subis par le lot, sauf négligence de Coys, de ses employés ou agents dans l’exercice normal de leurs fonctions et alors que Coys a la garde ou le contrôle du lot. 23.2 Il est de la responsabilité de l’acheteur de s’assurer que tout véhicule à moteur acheté au cours de la vente aux enchères respecte les lois et règlements sur la conduite, l’utilisation ou le transport des véhicules et dispose d’un certificat de contrôle technique en cours de validité. 23.3 L’acheteur est responsable des frais d’enlèvement, de stockage, d’assurance et autres frais relatifs à tout lot dont il n’a pas pris possession au jour et à l’heure précisés dans la clause 21.1 ci-dessus. 24 Non-paiement ou manquement à prendre possession 24.1 Si le prix d’achat n’est pas totalement payé conformément aux dispositions ci-dessus, Coys en tant que mandataire du vendeur peut, discrétionnairement et sous réserve des autres droits dont il est titulaire, prendre les actions suivantes :
a) paiement d’un intérêt à un taux non supérieur à 1,75% par mois sur la partie du montant total restant dû, à la date et à l’heure spécifiés à la clause 22.1 ; b) enlever, stocker (dans les locaux de Coys ou ailleurs) et assurer le lot aux frais de l’acheteur défaillant ; c) exercer un droit de rétention sur le lot ou tout autre lot vendu au même acheteur, à la même ou à une autre vente aux enchères et de ne libérer ledit lot qu’après paiement complet de la somme totale due ; d) refuser ou ne tenir aucun compte de toute enchère ou enchères faites par, ou au nom de l’acheteur défaillant à une adjudication future ou d’exiger le versement d’un dépôt de garantie avant toute enchère faite par ou au nom de cet acheteur ; e) affecter toute somme due, à l’acheteur défaillant, à ce jour ou prochainement, au règlement de la somme totale due et exercer un droit de rétention sur toute propriété de l’acheteur défaillant en possession de Coys à n’importe quel titre. 24.2 Si l’acheteur manque à effectuer le paiement dans les 14 jours de la date et de l’heure précisées dans la clause 22.1, Coys peut, discrétionnairement et sous réserve des autres droits dont il est titulaire, prendre une ou plusieurs des actions supplémentaires suivantes : a) intenter une action en dommages-intérêts à l’encontre de l’acheteur pour non-respect du contrat; b) annuler la vente du lot ou de tout autre lot vendu à l’acheteur défaillant, lors de la même ou d’une autre vente aux enchères, et ce, malgré le paiement complet par ledit acheteur de cet autre lot ; c) revendre le lot ou le faire revendre aux enchères publiques ou de gré à gré. Au cas où le prix de la vente subséquente obtenu serait inférieur, l’acheteur défaillant paiera à Coys la différence ainsi que les frais de revente et autres coûts découlant du manquement de l’acheteur à effectuer le paiement. Tout excédent appartient au vendeur. 24.3 Si le lot n’est pas enlevé à la date et l’heure spécifiés dans la clause 22.1, que le prix d’achat ait été ou non payé, Coys peut procéder à l’enlèvement, au stockage (dans les locaux de Coys ou ailleurs), assurer le lot aux frais de l’acheteur défaillant et ne libérer le lot qu’après paiement de la somme totale due. 24.4 Si l’acheteur manque à prendre possession du lot dans les 35 jours de la date et de l’heure précisés dans la clause 22.1, Coys peut, discrétionnairement et sous réserve des autres droits dont il est titulaire, prendre l’une ou plusieurs des actions supplémentaires suivantes : a) annuler la vente du lot ; b) revendre le lot ou le faire revendre par vente aux enchères publique ou vente de gré à gré et compenser le montant total dû par rapport à ce lot avec le produit de la vente. Tout excédent appartient à l’acheteur défaillant. 25. Responsabilité de Coys et du vendeur 25.1. Tout véhicule à moteur est vendu en tant qu’objet de collection et non comme moyen de transport. Les acheteurs seront particulièrement attentifs au fait que tout véhicule vendu de la sorte peut avoir eu l’une ou plusieurs de ses parties remplacées et sa peinture renouvelée ou être constitué de pièces provenant d’autres véhicules dont la condition peut être difficile à établir. Coys ne peut que se fier aux informations de date, de condition et d’authenticité fournies par le vendeur et n’est pas en mesure d’entreprendre une inspection en son nom des véhicules ou autres lots, afin d’établir si le véhicule ou les autres lots sont conformes à la description qui en est donnée dans le catalogue. Il est de la responsabilité de l’acheteur d’effectuer l’inspection qu’il juge nécessaire. 25.2. Coys n’assume aucune garantie quant à l’exactitude de la description de tout lot figurant dans tout catalogue ou quant à l’ancienneté, l’authenticité, l’aptitude, la provenance, les caractéristiques, l’origine, la condition, l’adéquation à l’usage, la qualité marchande ou satisfaisante de tout lot ou le bon état de tout véhicule à moteur. 25.3. En enchérissant pour un lot quelconque, l’acheteur reconnaît qu’il ne peut se fier sur toute description faite par Coys, ses employés ou agents à moins que la description n’ait été confirmée par Coys par écrit, préalablement à la vente aux enchères. 25.4. En toutes circonstances : (a) Coys n’est responsable que des pertes prévisibles ; et (b) La responsabilité de Coys, de ses employés ou agents, à l’égard de l’acheteur, est limitée au prix d’adjudication du lot correspondant et à la prime de l’acheteur (si payée par l’acheteur). La responsabilité de Coys, de ses employés
ou agents, à l’égard du vendeur est limitée au produit de la vente du lot. 26. Enchères par une personne absente Bien que les intérêts des acheteurs éventuels soient mieux servis par leur présence à la vente, Coys procédera à des enchères au nom d’enchérisseurs éventuels s’il lui est demandé. Coys, ses agents ou employés ne sont pas responsables de toute défaillance des lignes téléphoniques ou de télécopies ou autres manquements relatifs à une enchère faite par une personne absente, comprenant, sans y être limité, toute faute ou défaillance des systèmes de télécommunications. 27. Dispositions diverses 27.1. Les Conditions, quelle que soit leur nature, ne peuvent être cédées par le vendeur ou l’acheteur sans l’accord écrit préalable de Coys. 27.2. La nullité ou la non-applicabilité d’une ou d’une partie d’une clause est sans effet sur les autres clauses ou la partie restante de la clause en question. 27.3. Les titres et la numérotation utilisés dans les Conditions l’ont été aux seules fins de la commodité et ne doivent pas affecter leur interprétation. 27.4. L’utilisation du genre masculin fait référence au masculin ou au féminin selon le cas. 27.5. Toute concession ou latitude permise par Coys n’affecte pas les droits de ce dernier au titre des Conditions et ne libère pas le vendeur de sa responsabilité envers l’acheteur en vertu des Conditions.
INFORMATIONS IMPORTANTES ET INFORMATIONS GÉNÉRALES RELATIVES A LA VENTE DE VÉHICULES : TOUT VÉHICULE EST VENDU EN TANT QU’OBJET DE COLLECTION ET NON COMME MOYEN DE TRANSPORT. LES ACHETEURS SONT INFORMES QUE TOUT VÉHICULE VENDU COMME TEL POURRAIT AVOIR FAIT L’OBJET D’UN ÉCHANGE DE PIÈCES ET POURRAIT AVOIR ÉTÉ REPEINT, OU MÊME AVOIR ÉTÉ RECONSTITUE À PARTIR DE PIÈCES D’AUTRES VÉHICULES DONT L’ÉTAT NE SAURAIT ÊTRE ÉVALUE. COYS SE FONDE SUR LES INFORMATIONS FOURNIES PAR LES VENDEURS, RELATIVES À L’AUTHENTICITÉ, L’ÉTAT ET L’AGE DU VEHICULE ET NE GARANTIT PAS QUE LE LOT EST CONFORME À LA DESCRIPTION FIGURANT DANS LE CATALOGUE. IL RELÈVE DE LA RESPONSABILITÉ DE L’ACHETEUR DE PROCÉDER À UNE INSPECTION APPROFONDIE S’IL LE JUGE NÉCESSAIRE. INFORMATIONS GÉNÉRALES : 1. Admission : Coys se réserve le droit de refuser à quiconque l’accès à ses locaux ou à l’une quelconque de ses ventes aux enchères, sous réserve de justifier de ce refus. 2. Contrat : Il est conseillé aux acheteurs potentiels de lire attentivement les Conditions de Vente avant d’enchérir sur quelque lot que ce soit. 3. Exposition : L’exposition des lots figurant dans la vente aura lieu le jeudi 10 mai de 12H à 18H, le vendredi 11 mai de 9H à 18H, et le samedi 12 mai de 9H à 18H. 4. Inscription des enchérisseurs : Afin d’être identifiés au moment de la vente, les acheteurs désirant enchérir sont priés de remplir le formulaire d’inscription détaillant leurs coordonnées complètes avant la vente, ce qui leur permettra d’enchérir à l’aide du numéro d’enchérisseur qui leur sera attribué. 5. Commissions : Il est rappelé aux acheteurs que la commission est de 15% sur la tranche allant de 1 à 50000€, puis de 12,5% sur la partie du prix excédant 50000€. À ces sommes s’ajoutera la TVA au taux en vigueur. 6. Autorisation d’exportation : Une autorisation d’exporter pourra être requise pour tout véhicule fabriqué 50 ans avant sa date d’exportation du Royaume-Uni et dont la valeur dépasse 35000£. Il incombe à l’acheteur d’obtenir cette autorisation avant d’exporter le véhicule. 7. Devise : Les enchères auront lieu en Euros. 8. Paiement : Le paiement des lots doit être effectué auprès de Coys of Kensington Automobiles Ltd par virement bancaire, en espèces ou par carte de crédit avant l’enlèvement du véhicule, sauf arrangement contraire conclu avec Coys. Le paiement par carte de crédit est limité à 1000€. Le paiement devra être effectué aussitôt après la vente, au profit de Coys, dont les coordonnées bancaires sont les suivantes : Compte en Euros de Coys of Kensington Automobiles Ltd.
Numéro de compte : 58726953 Sort Code: 40-12-76 BIC HBUKGB4B IBAN: GB90 HBUK 40127658726953 Adresse : HSBC International Branch PO BOX 18127 32 Poultry London, EC2P 2BX 9. Enlèvement du véhicule : L’enlèvement des véhicules devra être effectué à l’espace Fontvieille le dimanche 13 mai entre 10h et 16h, ou le lundi 14 mai entre 9h et 12h. Passé ce délai, tout lot non retiré sera stocké aux frais de son propriétaire. Il est conseillé aux acheteurs de contacter le personnel de Coys pour toute question relative au paiement et à l’enlèvement d’un lot. 10. Enlèvement et stockage : Tout véhicule non récupéré sera transporté et stocké aux frais de son propriétaire dans l’espace de stockage de notre partenaire local. Le propriétaire sera responsable des coûts de transport, de stockage, d’assurance et de TVA, à savoir 450€ HT de frais de transport + 45€ HT de frais de stockage. 11. Ordres d’achat : les ordres d’achat écrits ou par téléphones sont acceptés, sous réserve d’accord préalable de Coys. Les nouveaux clients devront verser un dépôt de garantie qui leur sera restitué. 12. TVA concernant les véhicules non importés en Europe, devant acquitter des taxes d’importation, symbole W : Certains véhicules figurant dans la vente ne sont pas enregistrés en Europe. Ils sont identifiés par le symbole W, et subiront de ce fait la perception de la TVA sur le prix d’adjudication, soit au taux en vigueur au Royaume-Uni, c’est-à-dire 5%, soit l’acheteur décidera de l’importer dans un autre pays d’Europe, auquel cas le taux en vigueur dans ce pays sera perçu. Pour obtenir de plus amples informations relatives aux procédures nécessaires à l’importation d’un véhicule, ou pour tout autre conseil, veuillez contacter soit le siège de Coys, soit notre transporteur partenaire, Straight Eight Logistics, Tel +44 (0) 203 540 4929. 13. Informations complémentaires : Lorsqu’un astérisque (*) apparaît dans la section enregistrement, ou numéro de châssis, ou numéro de moteur d’un lot quelconque, il indique que cette information n’était pas disponible au moment de la mise sous presse du catalogue. 14. Dommages : Toute personne occasionnant un quelconque dommage à un véhicule qu’il examine sera tenue responsable dudit dommage et devra en supporter les conséquences sur le plan financier. 15. Juridiction : La vente est placée sous la juridiction de Maître MarieThérèse Escaut-Marquet, huissier de justice à Monaco.
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Vendredi 11 mai 2018 Ă 18H Cocktails: 17H
Motor Cars at 6:00PM Drinks and Cocktails: 5:00PM
1977 Renault R4 Ex-Zucchero Registration Number: Italian Registered
Chassis Number: 5694974
Estimate: €7,000 - €9,000
The Renault 4 was produced between 1961 and 1994. It was the first front-wheel drive family car produced by Renault. The car was launched at a time when several decades of economic stagnation were giving way to growing prosperity and surging car ownership in France. The first million cars were produced by 1 February 1966, less than four and a half years after launch; eventually over eight million were built, making the Renault 4 a commercial success because of the timing of its introduction and the merits of its design. Adelmo Fornaciari), more commonly known by his stage name Zucchero Fornaciari or simply Zucchero is an Italian singer-songwriter and musician, with an Order of Meriti of the Italian Republic. His stage name, Zucchero, is the Italian word for sugar, as his elementary teacher used to call him. His music is largely inspired by gospel, soul, blues and rock music, and alternates between Italian ballads and more rhythmic R&B-boogie-like pieces. He is credited as the ‘father of Italian blues’, introducing blues to the big stage in Italy. He is one of the few European blues artists who still enjoy great international success spanning more than three decades, Fornaciari has sold over 60 million records around the world, He has collaborated and performed with many famous artists, including Eric Clapton, Jeff Beck, Stevie Ray Vaughan, Brian May, Ray Charles, Sting, Bono,Luciano Pavarotti, and many more. This delightful Renault formed part of his collection for many years and is now being offered
Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.
1977 Fiat 500 Giardiniera Registration Number: UK Registered
Chassis Number: 322471
Estimate: €8,000 - €10,000
Replacement for Fiat’s much-loved 500 ‘Topolino’, the Nuova 500 debuted in 1957. A radical departure from its predecessor’s essentially pre-war design, Fiat’s new baby featured unitary construction of the body/chassis, an opening fabric roof and allindependent suspension, while carrying its engine at the rear. The 479cc power unit was an air-cooled overhead-valve twin and the gearbox a four-speeder. The basic 500’s austerity was not well received, prompting the introduction of a revised and better equipped version endowed with refinements such as wind-down windows, upholstered rear seat, column-mounted switchgear stalks, and hubcaps. Introduced in 1960, the 500D used the 499.5cc engine of the 500 Sport in de-tuned (17.5bhp) form. In the spring of 1960, a Giardiniera (gardener) station wagon had been added to the 500 range. Built on a 4” longer wheelbase than the sedan, the Giardiniera featured a single side-hinged rear door and carried its engine horizontally beneath the rear load platform, thus increasing available luggage space. Testing a Giardiniera in 1961, Autocar magazine was mightily impressed by Fiat’s new baby: ‘The Italians match their affinity with micro-motoring to a happy flair for making little cars really well, and within the limitations of its body dimensions and engine power the Giardiniera is a real masterpiece.’ The miniature station wagon was found capable of carrying four adults and 2.5cwt of luggage (alternatively, one adult and 4cwt) while returning an impressive 46.8mpg over 1,000 miles. The maximum speed achieved was exactly 60mph. From the spring of 1968 Giardiniera production was transferred to Autobianchi and finally ceased in 1977. This 500 Giardiniera is finished in it stunning classic colour of Italian white, with green, white and red stripe covering the body. The car is currently registered on a UK V5 certificate.
Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.
2002 BMW 1150 R by Aldo Querio Giannetti Registration Number: Monegasque Registered
Chassis Number: TBA
Estimate: â‚Ź7,000 - â‚Ź10,000
The BMW R1150R is a standard (or roadster) motorcycle made by BMW Motorrad from 2001 through 2005, the successor to the R 1100 R that had been discontinued in 1999. The R 1150 R was marketed as a road going motorcycle suited for general commuting as well as sports touring. In 2006 it succeeded by the R 1200 R. This very special 1150R has just one owner from new and has covered just 21,000km. Complete with a full service history from BMW. Transformed by the world regarded Giannetti in 2011 this resplendent custom bike is built by one of the most important bike customizers in Europe and is now ready for its new owner.
Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.
2003 Renault Clio 3.0 V6 Phase 2 Registration Number: EU Registered
Chassis Number: TBA
Estimate: €45,000 - €55,000
The Clio V6 was based on the Clio Mk II, though it shares very few parts with that car. The 3.0 60° V6 engine, sourced from the PSA group (ES9J, the same utilized in the Peugeot 406, 407 y 607, and the Citroen C 5) although the Laguna engine, PRV (Peugeot, Renault & Volvo) an earlier development 90° V based in a V8 that never was, was upgraded to around 230 PS (169 kW; 227 bhp) and placed in the middle of the vehicle where the more ordinary Clios have rear seats – making this car a twoseater hot hatch. In order to accommodate the radical change from front-engine, front-wheel drive hatchback to mid-engine, rear-wheel drive two-seater quasi-coupé, the car had to be extensively reworked structurally, leading to the Phase 1 version being some 300 kg (660 lb) heavier than the sportiest “regular” Clio, the 172 Cup. Due to this, even though the V6 model had significantly more power, it was not remarkably faster in a straight line accelerating to legal road speeds than the 172 Cup – accelerating to 60 mph (97 km/h) in 6.2 seconds compared to the Cup’s 6.7 seconds – though its maximum speed was significantly higher (146 mph compared to 138 mph). The raw sound of the V6 engine just behind the driver and RWD made the driving experience very different to the normal front engined front wheel drive car. Showing a mere 44,000 kilometres recorded, this excellent Clio V6 looks striking in its rare Mars Red colour combination. With the price of the older Maxi Turbos of the 1980s shooting through the roof, the Clio V6 is we believe a great buy for the smart collector.
1957 Bugatti Type 37 Tribute Registration Number: UK Registered
Chassis Number: 57516
Estimate: €28,000 - €35,000
At the end of the 1925 season the CSI (Commission Sportive Internationale) introduced a new formula intended to slow down the then current generation of 2-litre Grand Prix cars, imposing a 1.5-litre capacity limit for 1926. The Bugatti Type 37 was introduced in November 1925, proving to be one of the most iconic and instantly recognizable racing cars to ever leave Ettore Bugatti’s facilities in Molsheim, France. Like its predecessor, the Type 35, the Type 37 provided all the performance that one desired, yet it also offered an excellent level of practicality for road-based events and rallies. However, as opposed to the eight-cylinder unit found in the Type 35, the Type 37 was fitted with a four-cylinder engine – considered by many to be more reliable, yet it also provided just as much excitement to the individual behind the wheel as its bigger brother did. Not only could the Type 37 be driven hard all day long, but it also proved reliable enough to be driven home at the end of the day under its own power, even with an additional passenger riding along. The Type 37’s chassis and body were very similar to those of the 2-litre Type 35, the two models looking almost identical. In most respects the engine was typically Bugatti, the iron block and head being one casting topped by a single bevel-driven camshaft operating three valves per cylinder: two inlet and one exhaust. However, for the Type 37’s crankshaft Ettore Bugatti opted for plain big-end and main bearings rather than the Type 35’s ball/roller combination. A maximum power output of 60bhp was claimed, which was good enough for a top speed of around 95mph. Compared to its larger eight-cylinder siblings, the Type 37 relies on mechanical simplicity, finesse, and lightweight design for its performance, rather than the overengineered brute force that was more typical in racing cars of the period. With a compact yet powerful 1.5-liter engine, the Type 37 was easily capable of 90 mph. Braking was also effective, and the whole package was quickly identified as a racewinning car for any serious driver on the international racing scene. It comes as little surprise then that in 1926 Richard Twelvetrees of Motor Sport described the Type 37 thus, ‘(In) the 1,500cc Grand Prix Bugatti… the manufacturers have introduced a new era for the sporting motorist by placing a real production racing car in the hands of the public… One of these machines… as delivered… will be fit to win races and competitions without any need of “hotting up”.’ The Type 37, like its predecessor, the Type 35, is for many collectors the ultimate embodiment of a high-performance and competitive racing car, yet also one which offers enthusiasts an excellent level of practicality for road-based events and rallies. The wide cockpit offers genuine two-seat accommodation for the driver and a companion, making it a wonderful choice for any driver holding the romantic notion that a car should be driven to a circuit, raced competitively, and then driven home. This 1957 tribute, is a well-proportioned example of the classic pre-war Bugatti mentioned above. Finished in the traditional Bugatti blue and covered in aluminium body work with a thought to be Ford engine, enclosed in a box, giving the car the same styling of the original car. The car is currently registered on a UK V5, and is ready to be enjoyed at a fraction of the price of the genuine Type 37.
1969 Alfa Romeo Berlina Ex-Prince Rainier Registration Number: EU Registered
Chassis Number: 1742771
Estimate: €40,000 - €50,000
In 1968, the Berlina was presented to the public in Brussels for the first time. The Automobile Review wrote. “With the Type 1750, Alfa Romeo introduces a vehicle that, in comparison to its sister model Giulia, carries forward the new Alfa tendency, the gradual removal of the sporting hardness and embodies a successful synthesis with regard to the combination of comfort, driving behaviour and performance.“ This sporty yet comfortable sedan was designed by Bertone. Alfa typical, this model has many standard sporting extras such as 5-speed gearbox, two-camshaft engine, as well as disc brakes round. The dashboard had been designed with regard to new safety knowledge and showed the speedometer in front of the driver and additional instruments in the centre console. Bought by Prince Rainier de Monaco in 1969 and subsequently passed to Prince Albert who sold the car in 2012. Recently restored with fresh paint and described to be in excellent condition throughout, the car also comes with the original Carte Grise of Prince Rainier. All in all, a very special car with wonderful provenance.
1977 Porsche 911 Targa 3.0 Registration Number: EU Registered
Chassis Number: 947610357
Estimate: €50,000 - €60,000
Despite only being in production for a couple of years (1976-77) the 911 “Carrera 3” is an historically important model, combining two significant elements from the long 911 timeline. It was the latest incarnation of the Carrera name, originally applied to the 911 with the legendary RS in 1972, and the Carrera 3.0’s engine was essentially the same as its sibling the 930 Turbo, without the forced air induction. For its time the Carrera 3.0 was an extremely powerful sports car. Its 3 litre horizontally opposed, air cooled engine, using Bosch K-Jetronic fuel injection, produced 200 bhp at 6000 rpm and 188 lb/ft of torque at 4200 rpm. This car was offered with the 5 speed version of Porsche’s legendary 915 manual gearbox. The wonderful Carrera 3.0 Targa offered here was originally German delivered and is one of only 365 left hand drive units built that year. This ever popular model is fitted with the desirable 915 manual gearbox and presented in the classic colour scheme of black on black. Described to be in a good condition throughout, this car is sure to turn heads and offer its new owner an engaging driving experience.
1969 Porsche 2.8 RSR Spezifikation Registration Number: German
Chassis Number: TBA
Estimate: €100,000 - €150,000
This stunning Porsche 2.8 RSR is based on a F-model with aluminium 3.0RS MFI engine, steel rear extensions, rebuild with many original parts of the ex Josef Brack rally car ( german rally championship 1975-1978, Rallye Monte Carlo,...), It has Porsche 930 brakes and suspensions, setting Bilstein ‘Walter Röhrl Rally Costa Brava’, a HEIGO roll cage, a magnesium short ratio gearbox, and a new german TÜV 7/2016 with H (historic) registration.
Mechanically the car is fitted with an Aluminium 3.0 RS MFI engine which has been rebuild, 10.5:1, 3.0RS camshaft with 4 bearings, MFI with magnesium throttle housings, hydraulic chain tensioners, rally exhaust ( street legal) and of course a front oil cooler. Due to small improvements the power output is increased from genuine 230hp-> 250hp. This is mated to a Mg- short ratio ( 7:31) 5 speed 915 gearbox with mechanical speedometer ( 300km/h), Sachs Motorsport clutch ( aluminium)
The car was subject to a body-off restoration, reinforced for rally use, rear extensions RSR ( steel), front bonnet CFK/ rear GFK, HEIGO roll cage with certificate, original SCHEEL seats, SCHROTH seat belts, genuine 85l plastic fuel tank, light weight carpets and fitted with a Li-Ion batte This rebuild Porsche rally car is ready for its new custodian and could be either used on the street, race track or on rally events. Interesting history with many original parts of the ex-Brack rally car. The specification is close to my Porsche 3.0RS which the vendor drove 2015/2016 in some events of the FIA historic rally championship.
1994 TVR Griffith 500 Registration Number: Czech Registered
Chassis Number: TBA
Estimate: €32,000 - €38,000
The TVR Griffith was the car that pushed TVR into the big league of performance car manufacturers when it was unveiled in 1990. The wedge-shaped cars of the eighties were nearing the limits of their development and a new direction needed to be found. The Griffith embodied all of the innovation, design flair and sheer bloodymindedness that TVR has come to stand for. Ferociously quick and hairy of chest, the Griffith is a car that doesn’t suffer fools gladly. Although the Griffith was almost mechanically identical to its sister car, the Chimaera, it had a different body design and was produced in much smaller numbers. 
This rare and powerful ‘Griffith 500’ version, fitted with the powerful 350ps 5.0-litre motor, was delivered new to Belgium by the TVR importer in March 1994.
The TVR is presented in excellent condition, and offered with Italian papers. A Cobra for the modern age and fast becoming a very collectible sports car in its own right.
1991 BMW Z1 Registration Number: EU Registered
Chassis Number: WBABA91050AL07373
Estimate: €40,000 - €46,000
The first BMW Z1 (Z standing for Zunkuft, German for future) was shown at the 1987 Frankfurt Motor show. Initial demand was so strong that 5,000 orders were placed before production even began. The car developed by BMW Technik GmbH featured a unique door arrangement where the doors, instead of opening outward, dropped down into the car’s sills. The chassis was specially designed for the Z1 and features a number of innovative features: removable body panels; continuously zinc welded seams; a composite undertray; as well as the unusual dropped doors. Delivered new to Germany in 1991, the car was subsequently purchased by the current vendor in 2002 and brought to Holland. Owned by the current vendor for the past 16 years, this two-owner car has never left Europe and its ownership history is very well documented. Remarkably this Z1 has always been maintained by BMW and Z1 specialists and is fitted a very important extra, - a special Z1 glass wind breaker, as well as original Alpina wheels and steel exhaust system. In very good all-round condition and finished in the desirable colour of Traumschwarz-metallic, this is a fantastic example of the ever appreciating Z1. Fitted with four new Continental tires, offer here is an on-the-button little two door sports car that hallmark’s the beginning of one of BMW most successful and fun models.
1981 Ferrari 308 Dry Sump Ex Michele Alboreto Registration Number: EU Registered
Chassis Number: 34057
Estimate: €90.000 - €120,000
Introduced at the Paris Salon in 1975, the stunningly beautiful 308GTB - Ferrari’s second V8-engined road car - marked a welcome return to Pininfarina styling following the Bertone-designed Dino 308GT4. Badged as a ‘proper’ Ferrari rather than a Dino, the newcomer had changed little mechanically apart from a reduction in wheelbase, retaining its predecessor’s underpinnings and transversely mounted 3-litre V8 engine that now featured dry-sump lubrication. In road tune this superbly engineered power unit produced 255bhp, an output good enough to propel the car to a top speed of 150mph. Produced initially with glassfibre bodywork - the first time this material had been used for a production Ferrari - the Scaglietti-built 308 used steel exclusively after April 1977.
Sold new to Italy, this left-hand drive 308GTB has covered a mere 19,000 KM from new. It was presented to Michele Alboreto in 1981. Michele’s was most famously runner up to Alain Prost in the 1985 Formula One World Championship, as well as winning the 1997 24 Hours of Le Mans and 2001 12 Hours of Sebring sports car races. Alboreto competed in Formula One from 1981 until 1994. Recently serviced the car is presented in as new condition and is complete with a wonderful history file depicting Michele Alboreto driving and in the car.
1935 MG PB Airline Coupe Registration Number: German Registered
Chassis Number: PB0610
Estimate: €90,000 - €110,000
A replacement for the successful J2 Midget, the PA followed the general lines of its predecessor but was equipped with a more robust version of MG’s inline four, benefiting from a cross-flow cylinder head, stronger, three-bearing crankshaft and better lubrication. Chassis alterations, many resulting from competition experience, included a longer wheelbase, strengthened transmission and 12’-diameter (up from 8’) brakes. Top speed was in the region of 75mph. Built in two- and four-seater variants, the PA in the latter form was the last Midget to offer sportscar motoring for the family. Some 2,000 PAs were produced between 1934 and 1935 when the model was superseded by the relatively short-lived PB.
One of the most intriguing and important aspects of the 1930s motor industry is its interest in aerodynamics and how this was reflected in the evolution of the automobile.
It can be argued that France lead the way with coachbuilders such as Figoni et Falaschi and Letourner et Marchand staking their own claims with their Teardrop and Aerosport designs on Talbot Lago and Delage chassis, though these were produced in limited numbers and strictly for the luxury market. In America there was, of course, the Chrysler Airflow among others that represented a more accessible and affordable acquisition with similar design tendencies. Britain too saw many of its coachbuilding houses, which only 40 years earlier had been constructing carriages to be drawn by horses, now focused on wind-cheating design, beautiful flowing renditions came from the pen of luminaries such as A.F. McNeil of the J. Gurney Nutting house. Against this backdrop it could easily be argued that one of the prettiest swept back designs were the very few Airline Coupes that graced MG chassis.
The design was created by H.W. Allingham a man with more than a decade of experience in the car industry, notably at Chalmer and Hoyer, later Hoyal, and then his own independent design company. Of particular note are the â€˜cathedralâ€™ style lighting panels on the sliding sunroof, the spare tire neatly blended into the swept back tail underneath a metal cover, and the effect of the tail which tapers inward at its base. Then there is separation molding down the sides of the car which allowed for two tones, the full flowing fenders the rears flicking up at their ends. The low profile is achieved by dropping the body over the outside of the chassis. Despite all of the detail and thought that went into the styling, there is actually still an accommodating cabin and relatively large doors to enable access by even the taller adults of the modern day. Although sculpted by Allingham and marketed by him also, the Airlines were actually built by both Carbodies and Whittingham & Mitchel. In total it is thought that a mere 51 were ever constructed, with the majority of those cars being built on the four cylinder MG PA and PB series. This stunning example was comprehensively restored by renowned MG specialist David Cooksey between 2006 and 2009, and has covered just 600 kilometers since completion. It is believed that only seven examples of the Airline remain, as such these cars are highly coveted by collectors. Offered with German registration papers, this is a unique chance to acquire an incredibly rare and desirable British sports car. Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.
1950 Simca 8 sports Cabriolet by Farina Registration Number: Swedish Registered
Chassis Number: 868108
Estimate: €55,000 - €70,000
The Sport version of the Simca 8 was first introduced in 1949. Clothed in beautiful coupé or cabriolet coachwork designed by Pinin Farina and crafted in aluminium by Facel Metallon, the 8 Sport boasted an engine tuned initially for 50bhp, gaining an extra 2bhp when its capacity was increased from 1,100cc to 1,200cc for 1950.
Not surprisingly, with such favourable credentials the Simca 8 Sport proved outstandingly successful in competition; Amédée Gordini’s team in particular dominated the 1,100cc class in classic long-distance events of the day, making a lasting impression on the young Jean-Pierre Beltoise, for whom the 8 Sport became one of his three ‘dream cars’, the others being the MG TF and Triumph TR2.
The wonderful matching numbers Simca 8 offered here has spent its whole life in Sweden with only two registered owners from new, the last owner being over 40 years. The file includes it original bill of sale and a complete history. Described to be in a wonderfully original condition and presented in a very elegant colour scheme, this Facel-designed convertible is the epitome of chic open top driving. A wonderful investment for the enthusiast or collector alike.
1958 Jaguar XK 150 S Roadster Registration Number: Swedish Registered
Chassis Number: T831829DN
Estimate: €150,000 - €175,000
The ultimate expression of Jaguar’s fabulous ‘XK’ series of sports cars arrived in 1957. The XK150 was a progressive development of the XK120 and XK140, retaining the same basic chassis, 3.4-liter engine and four-speed Moss transmission of its predecessors. It benefited from a new, wider body that provided increased interior space and improved visibility, courtesy of a single-piece wrap-around windscreen that replaced the XK140’s divided screen. Cleverly, the new body used many XK120/140 pressings, the increased width being achieved by means of a 4”-wide central fillet. A higher front wing line and broader radiator grille were other obvious differences, but the new model’s main talking point was its Dunlop disc brakes. Fade following repeated stops from high speed had been noted on the earlier, drum-braked cars, but now the XK had stopping power to match its prodigious straight-line speed. The XK150 was available at first only in fixed and drop-head coupé forms; the open roadster version didn’t appear until the following year. At 190bhp, the engine’s maximum power output was identical to that of the XK140, so performance
was little changed. ‘Special Equipment’ and ‘S’ versions came with 210 and 250bhp respectively, the latter delivering an astonishing 0-60mph time of 7.3 seconds and a top speed of 136mph. This was achieved by the introduction of the Weslake-developed ‘straight-port’ cylinder head, high-compression pistons, triple 2” SU carburetors and twin electric fuel pumps. The car regularly recorded in excess of 130mph in magazine road tests. ‘The Jaguar XK150 is undeniably one of the world’s fastest and safest cars. It is quiet and exceptionally refined mechanically, docile and comfortable… we do not know of any more outstanding example of value for money,’ declared The Autocar.
One of 888 original XK 150 S Roadsters produced, this matching numbers example has been meticulously restored in recent years. Supplied as a manual car with overdrive in 1958, the car was initially delivered to the US from where it found its way back to Belgium, purchased by collector Dirk Liibert, who restored it. The next owner, a Swedish collector, took delivery of the car in 2000 and used the XK mainly for weekend touring in nice weather conditions and barely covered 1,500kms a year. The current vendor has most recently refurbished the engine, fitted a new soft top, as well as front screen and new chrome wire wheels and tyres. Complete with Heritage Certificate and service book, this stunning and rare XK 150 S roadster is ready for itâ€™s new custodian.
1994 Porsche 928 GTS Registration Number: EU Taxes Paid
Chassis Number: WPOZZZ92ZRS800098
Estimate: €45,000 - €55,000
The Porsche 928 is a luxury GT car produced by Porsche AG of Germany from 1978 to 1995. Originally intended to replace the company’s well-known and famed 911, the 928 combined the power, poise, and handling of a sports car with the refinement, comfort, and equipment of a luxury sedan to create what some Porsche executives thought would be a vehicle with wider appeal than the compact, quirky and sometimes difficult 911. The 928 featured a large, front-mounted and water-cooled V8 engine driving the rear wheels. Originally displacing 4.5 litres and featuring a single overhead camshaft design, it produced 219bhp for the North American market and 237bhp in other markets. The 928 GTS came for sale in late 1991 as a 1992 model in Europe and in spring of 1992 as an early 1993 model in North America. Changed bodywork, larger front brakes and a new, more powerful 5.4 litre, 345bhp engine were the big advertised changes; what Porsche wasn’t advertising was the price. Loaded GTS models could eclipse US$100,000 in 1995, making them among the most expensive cars on the road at the time. This wonderful 928 GTS is described as being in excellent condition throughout, with a documented service history and a total mileage of ca. 77,000kms. Complete with an impressive list of extras including automatic transmission, differential lock control, air-conditioning, electric sunroof, heated seats and many more; this is an impressive example. With well-maintained 928’s becoming increasingly sought after, this more desirable GTS version offers an excellent opportunity for investment in the current market. NOTE: Interested parties should be aware that VAT is payable on this car at the local prevailing rate.
1961 ABARTH 850 TC Registration Number: Italian Registered
Chassis Number: TBA
Estimate: €45,000 - €55,000
The Abarth 850 TC (Turismo Competition), was started to build from Abarth at the end of 1960, whose road version remained in production until 1966. Fiat supplied the 600 without some mechanical parts (crankshaft, brakes, carburettor and exhaust) that were mounted by Abarth turning the 600 into 850 TC. The special parts characterizing the versions developed by Abarth were composed of a dashboard (with specific instrumentation with speedometer, odometer, tachometer, fuel gauge and oil temperature gauge), 3-spoke steering wheel, specific carburetor mounted on a special aluminum housing, oil pan in aluminum, suction and discharge system for specific gases, etc. To mention also the fact that on these versions the tailgate, which closed the engine placed in the rear of the car, was raised with latches to increase the cooling of the engine itself and therefore its efficiency. The Abarths have won for years in the circuits of the whole world, sometimes beating cars of power and bigger capacity, and these victories have helped to build the legend of the Abart brand and in particular of the 850 TC. This example is full of history and documentation. It was produced in 1961 and sold in Sicily, the car has spent its entire life in Italy and has documents (original booklet and plates) and therefore all its history is present on the registration book, and it is clear. The car, which also has a FIA and CSAI passport, has been used in various prestigious races in Italy from the late 70s to the 2000s, the rear windows are filled with stickers for checks on numerous races in Italy, and each single sticker is part and testament of the history of the car. The car is a ‘real Abarth’ that stands out from the many replicas set up over the years. The word ‘Abarth’ is also present on the original registration document. The car has also been certified by the ‘Abarth Classiche’, by Abarth itself; the car was examined in Turin, and is accompanied by the book, with photographic documentation that certifies the originality of the car and the specific plaque ‘Abarth Classiche’, all this is the greatest guarantee of originality of a real Abarth. The car has all the original and specific Abarth components of the time, from the crankshaft (punched Abarth), to the steering wheel, from the tooling, to the front bezel, passing by all the specific mechanical components (it’s all in the Abarth Certification book) . This specimen is present and is mentioned among the ‘authentic Abarth’ even in the prestigious book ‘Italian Car Registry’ The car has just undergone a careful restoration of the mechanical parts by a specialized workshop, maintaining the originality, all with numerous photographs; the engine has been completely revised; they have been replaced: pistons, bushings and valves; the clutch has been replaced. Spindle and dynamo were also revised. The tires have been replaced. The car currently has only 100 km from the engine overhaul. A rare an interesting part of Abarth history in wonderful order. Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.
2007 Porsche 997 GT3 RS Registration Number: German Registered
Chassis Number: WPOZZZ99Z790639
Estimate: €100,000 - €120,000
Intended primarily for racing, though still road legal, the Porsche 911 GT3 – first introduced in 1999 – can trace its ancestry all the way back through a succession of high-performance models to the legendary 911 Carrera RS of 1973. The car takes its name from the FIA’s GT3 category of production sports car racing, and has been produced in a variety of versions since its introduction in 1999 on the Type 996 iteration of the perennial 911. Following the launch of the original Type 996 GT3, Porsche introduced an even more track-focused variant in 2003: the GT3 RS. Standing for RennSport (literally ‘race sport’), the ‘RS’ designation referenced that iconic first-of-the-line model of 40 years previously. In GT3 RS specification, the 3.6-litre flat-six ‘Metzger’ engine was up-rated, producing around 400bhp, although the claimed output remained unchanged at 318bhp for homologation purposes.
The RS was lighter than the ‘ordinary’ GT3, weight saving measures including a polycarbonate rear window, and carbonfibre bonnet and rear wing, while the stock cast-iron brake discs were replaced with ceramic composite rotors for greater fade resistance under competition conditions. RS suspension was adjustable, and the car ran some 3mm lower than the stock GT3.
For 2006 the GT3 was extensively redesigned and improved on the Type 997 platform. New features included ‘zero lift’ aerodynamics and Porsche’s PASM electronically adjustable active suspension system, specially configured for track use. Porsche claimed a 0-60mph time of 4.1 seconds and a top speed of 193km/h for the new GT3. By the end of the year there was also an RS ‘homologation special’. Weight-saving measures similar to those seen on the Type 996 RS were applied, while the body was wider than that of the Type 997 GT3, accommodating an increase in rear track.
This rare high-performance 911 variant has had only two previous owners from new and comes provided with full Porsche dealer service history. Described to be in good condition throughout, this fastidiously maintained, incredibly powerful and fun, yet usable road car is ready to be enjoyed by its next owner.
1960 600 Ghia Jolly Registration Number: UK Registered
Chassis Number: TBA
Estimate: €60,000 - €80,000
‘The Fiat 600 Ghia Jolly is a luxury, a summers dream’ The dreamer was Gianni Agnelli, who, at the end of the Fifties, wished to have a light and agile motor vehicle that could be loaded on his sailboat, the ‘Agneta’, with which he travelled far and wide in the Mediterranean. The 500 Ghia Jolly - designed by Sergio Sartorelli was the result. Built by the famous company of Turin, Ghia, the Jolly soon became a cult piece between politicians and personalities of finance and entertainment. The 600 Jolly, built on the basis of the largest Fiat 600, is the continuation of that ephemeral summer fantasy. Approximately four hundred models were built between 1958 and 1969 and were very successful especially in the United States. The car offer today is a beautiful example of the most powerful series, registered for the first time in 1963, equipped with its original four cylinder engine with capacity of 767cc. Restored in Italy a couple years ago, complete of important original accessories like the steering lock, bonnet lock and the awning sunshade, comes with valid English registration papers, valid mot and the Fiat Registro Certification.
1970 Mercedes Benz 280SE 3.5 Cabriolet Registration Number: Italian Registered
Chassis Number: 111.0261.2001963
Estimate: €130,000 - €190,000
‘If you feel obligated to ask about the price you not only will never understand the car, you have branded yourself incapable of ever appreciating its virtues even if someone gave you one’. Car & Driver on the Mercedes-Benz 280SE 3.5. The 3.5-liter version of the 280SE typifies the resurgence of larger-engined MercedesBenz models that began in the late 1960s. The ultra-luxurious 280SE Coupe, Cabriolet and 300SEL saloon models were chosen by Mercedes-Benz to launch its magnificent new 3.5-liter V8 engine in 1969. An over-square design featuring a cast-iron block and aluminum cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced a torquey 200bhp, courtesy of Bosch electronic fuel injection and transistorized ignition. Thus equipped, the 280SE 3.5 was good for cruising speeds up near 125mph, with 60mph reachable in 9.5 seconds, a substantial improvement on the six-cylinder version’s figures. Although the equivalent SEL saloon used the ‘New Generation’ body-shell, the Coupe and Cabriolet kept the coachwork that had debuted back in 1959 on the 220SE and, as befitted top-of-the-range luxury models, came equipped with automatic transmissions, air conditioning, power windows and stereo radio as standard. The 280SE 3.5 was to be the final model to feature this much-admired body style, and today these last-of-the-line top quality classics are highly sought after by discerning collectors. Completed at the Mercedes-Benz’s Stuttgart factory in the latter part of 1970, this extraordinary 280SE 3.5 has spent over a decade within a private German collection and has been meticulously maintained, its matching numbers engine performing excellently. The highly original interior complements the well restored bodywork. Converted from a 3.5 coupe before the previous vendors purchase the result is ‘as factory’- even the keenest eye would struggle to notice the conversion. Today this beautifully presented, top-of-the-range V8 Mercedes-Benz Cabriolet presents exceptionally well in a periodcorrect colour scheme. These high-quality, stylish V8 powerhouses are the last of the classic, hand-built cars to come out of the Mercedes workshops in Stuttgart. They offer timeless styling and extreme luxury in a very usable package, accounting for why they are so highly prized today. This beautiful Cabriolet is a great way to experience the legend of the opulent and powerful 280SE 3.5, a model carrying the distinction of being one of the marque’s most highly prized models of its generation. Offered with a very sensible reserve.
2016 Lamborghini Huracan Registration Number: Monegasque Registered
Chassis Number: TBA
Estimate: €160,000 - €190,000
The Lamborghini Huracán replaced the previous V10 flagship, the Gallardo. The Huracán made its worldwide debut at the 2014 Geneva Auto Show, and was released in the second quarter of 2014. The LP 610-4 designation comes from the fact that this car has 610 metric horsepower and 4 wheel drive, while LP stands for ‘Longitudinale Posteriore’, which refers to the longitudinal mid-rear engine position. The Huracán was named ‘The Supercar of the Year 2014’ by automotive magazine Top Gear. The Huracán’s name (huracán being the Spanish word for hurricane) is inspired by a Spanish fighting bull. Names from historical Spanish fighting bulls has been the traditional naming scheme of most Lamborghini car models. Huracán was a bull known for its courage that fought in 1879.
This particular example was sold new in France and later arrived in Monaco at RS Motors where it has recently been serviced. During its time in France it was featured in a variety of French car magazines. Having covered just 10,600 km from new, and fitted with optional camera and navigation it is supplied with full history, both sets of keys and a factory car cover.
1975 Jaguar XJC 5.3 Cabriolet Registration Number: Italian Registered
Chassis Number: 2G50010BW
Estimate: €120,000 - €150,000
The XJ series of motorcars became the mainstay of Jaguar cars since 1968 and, in fact, was the last motorcar to have any input by Sir William Lyons, its founder. After the series 1 and 2, a relatively short run of two door XJ coupés with a pillarless hardtop body called the XJ-C were built between 1975 and 1978. The car was actually launched at the London Motor Show in October 1973, but it soon became clear that it was not ready for production and the economic troubles unfolding in the western world at the time reduced further any sense of urgency about producing and selling the cars.
They finally started to emerge from Jaguar show-rooms some two years later and were priced higher than the four-door car becoming immediately relatively exclusive. The profile of these sought after touring cars was so attractive, with windows down, that they are often hard to find in good condition.
This wonderful XJC Cabriolet was displayed at the Turin Motor Show in 1975 where it won much praise and was sold to a very high profile Italian Owner. The car has subsequently had three owns in Italy, and is offered with its original interior and hood. Subject to a recent cosmetic restoration this completely unique piece of Jaguars history is offered with a confirmation certification from Jaguar Daimler Heritage this very special car is being offered for sale publicly for the very first time. Quite simply exceptional.
1952 Jaguar XK120 Roadster Registration Number: TBA
Chassis Number: 672276
Estimate: â‚Ź130,000 - â‚Ź150,000
The Jaguar XK120 caused an absolute sensation when it was launched at the 1948 Motor Show. In the post-war era of rationing, general austerity and hardship it came as a stunning vision of what the future might hold. It was, without doubt, the most beautiful car in the world, and the fastest un-supercharged production sports model ever made up to that time. Its claimed top speed of 120mph was so astonishing that to prove it Jaguar took one over to Belgium and clocked 132mph!
This beautiful matching numbers example has been the subject of a no-expense spared body-off restoration to Le Mans specification. The completely revised 3.4 litre 6-cylinder engine is said to run faultlessly with good compression and oil pressure. Its original 4 speed gearbox is offered with the car, however is currently fitted with an improved Getrag 5-speed.
Fitted with a new tonneau cover, both mechanically and optically, this XK120 is in exquisite condition. Having been uprated to Le Mans specification with all of the modifications listed below, the car is also offered with its original parts that include its matching numbers gearbox, brakes, soft-top frame, windshield and side windows.
The chassis is equipped with an epoxy primer inside and out and then given two coats of Le mans green 2k paint. Built from the chassis up, with high quality components and Le Mans executed in a number of ways. These modifications include new 72 spoke chrome rims with radial tires, disc brakes all round, improved brake callipers with more pistons, shock absorbers front and rear, 2x faster camshaft, Getrag 5-speed gearbox, stainless steel exhaust, adjustable brake and clutch pedal, Brooklands windshields, new bearings, rubbers & seals. A truly fantastic example suitable and ready for a number of historic rallyâ€™s and events or to be a key part of any prestigious classic car collection.
1995 BMW M1 FIA Silhouette Group 5 Racing Car Registration Number: TBC
Chassis Number: Y11215007
Estimate: €130,000 - €170,000
Bred to compete against Porsche and Ferrari — both on the street and in the Group 4 and Group 5 ‘silhouette’ racing series of the late 1970s — BMW’s M1 might have suffered a truncated and inglorious career on the track, but its progressive fusion of German performance and Italian styling has earned it deserved iconic status among modern production sports cars. First shown to the public at the 1978 Paris Auto Salon, the M1 (internally designated the E26) was a bold, even audacious concept, coming as it was from a company with modest resources. Motorsport chief Jochen Neerpasch, though, realized he needed something special to replace the aging 3.0 CSL coupé that had been competing in the European Touring Car Championship.
His proposal, based on Paul Bracq’s mid-engine 2002 Turbo show car from 1972, was given the green light, with the proviso, however, that development would not interfere with BMW’s core business of building passenger cars. Denied factory resources, Neerpasch looked toward Italy and came to an agreement with Lamborghini to engineer a chassis and with ItalDesign to craft the bodywork. A total of 400 examples were to be built to meet Group 4 homologation rules, but financial distress soon had Lamborghini dropping out of the project (and delaying it for so long that the M1 was not officially homologated until spring of 1981, too late to compete in Group 4). Happily, though, the M1 project did not leave Lamborghini before Gian Paolo Dallara, chassis maestro behind the Miura and Countach, drew up the tube-frame layout and outlined the suspension setup.
Meanwhile, ItalDesign’s Giorgetto Giugiaro had penned the M1’s distinctively wedge-shaped bodywork. Responsibility for chassis construction was passed to Italian firm Marchese, while fiberglass specialist T.I.R. was contracted to mold the GRP body panels. ItalDesign then installed the interior before the car was shipped to Baur in Germany for mating with the BMW drivetrain. Final prep was conducted at BMW M’s facility in Munich. The example on offer here was built to BMW M1 specification in 1995 and is offered with a Carbon body and monocoque, V8 6 litre Chevy engine and Hewland VGC gearbox. Included in the sale is the FIA Swedish Automobile Sports Federation Vagnbok which recognises the car as a 1995 BMW M1 and shows many of the races it has competed in throughout the 2000s. Offered in good condition throughout the M1 is ready to race.
1964 Fiat 500 Jolly by Ghia Registration Number: EU Registered
Chassis Number: 110D271507
Estimate: €48,000 - €60,000
Italy’s location on the Mediterranean Sea meant innumerable beachfront cities and resorts. There was a brisk trade in beach buggy conversions of regular cars by the many specialist coachbuilders throughout Italy at the time. One such specialist was Ghia, who created the Jolly conversions on Fiat’s 500, 600, Multipla and Giardiniera platforms. Known at home as a La Spiaggina, the Fiat beach-buggy was marketed worldwide as the Jolly. It was quite expensive costing around double that of a standard 500 and was bought by the rich and famous (Aristotle Onassis, Yul Brynner, President Tito) as yacht tenders, golf carts and estate runabouts. As a result, most surviving examples have covered low mileages only. They were sold in the USA between 1958 and 1961. Considered a success, the model had a healthy run from 1958 to 1966. The cars’ specification included cut-down sides and windshield, a striped and fringed surrey top, and chromed body-pipework. They were available in pink, coral, white, pale yellow and sky blue. Mechanicals were standard Fiat. For a
mere two years between 1964 and 1966 an “Economical” version was available and such is the one we have on offer here today. Owned from new by President Josip Broz Tito of Yugoslavia, leader of the Yugoslav guerrilla movement, the Partisans from 1941–44. After the war, Tito became Prime Minister of Yugoslavia from 1944-1953 and President for life between 1953 until his death in 1980, of the Socialist Federal Republic of Yugoslavia. Not undermined by its distinctive provenance, this charming Fiat Jolly is an original European version from the limited production run between 1964 and 1966 and not uncommon for these luxury cars, this example has a very low odometer reading of a little over 20,000km or 12,500 miles.
One of an estimated 100 surviving Ghia-made Jolly’s, this car has spent most its recent past as part of the Classic Automobile Museum’s collection in Belgrade, where it was refreshed and subsequently brought to London in preparation for sale. Offered with a Certificate of Authenticity from Ghia confirming it is an original Ghia Jolly, this very original example has spent the majority of its life as part of the Classic Automobile Museum’s collection in Belgrade who have also provided a certificate confirming it was formally owned from new by Marshal Josip Broz Tito.
1966 Lola T70 MK 2 Spyder Registration Number: Fiva ID: 30572
Chassis Number: SL 71/45
Estimate: €350,000 - €390,000
The Lola T70 was built for sports car racing, popular in the mid to late 1960s. Developed by Lola Cars in 1965 in Great Britain. Early success came when Walt Hansgen won the Monterey Grand Prix, at Laguna Seca Raceway, on October 17, 1965, driving John Mecom’s Lola T70-Ford. In 1966, the hot setup for the Can-Am was a T70 Chevrolet. Winning five of six races during the year. John Surtees was the champion and Dan Gurney drove the only Ford powered car ever to win a Can-Am race. In 1967, no one could compete with the new M6 McLaren. The T70 was quite popular, with more than 100 examples of the vehicle being built in 3 versions. The first version, besides the original factory car, was the open-roofed Mk II, joined by the Coupé-version Mk III, and a slightly updated version, the Mk IIIB. The T70 was replaced in the Can-Am by the lighter Lola T160. When the FIA changed the rules for sports car racing that came into effect for 1968, limiting the engine size of prototypes to 3 liters, if at
least 50 were made, sportscars with up to 5000cc engines were allowed. This rule allowed the popular yet outdated Ford GT40 and Lola T70s to continue racing. The Fords won Le Mans again in ‘68 and ‘69, while the T70’s only big endurance win came in the 1969 24 Hours of Daytona where they finished 1 and 2. The winning car was the Sunoco Lola T70-Chevrolet of Mark Donohue and Chuck Parsons.
This Lola T 70 was restored at a cost of Euro 120.000 and is in superb race ready condition. Developed by world famous British racing car constructor LOLA in 1965, these cars were built in order to aim for the world championship of 2-seater sports racing cars in its day.
Its closest rival was the similar constructed Ford GT 40, which too was developed initially by former Lola engineers. However, a Chevrolet 5.7 litre V 8 engine was now chosen, supplying some 450 HP at 7000 rpm. Only a few of these extremely pretty and fantastic sports racing cars were constructed and sold to various drivers. This car boasts an overhauled LG-600 5 - speed gearbox. Nearly all Can-Am-series races during 1966 were won by the open MK 2 cars. SL 71/45 presents itself in pristine condition and would no doubt be a front runner in the right hands and as such, surely an iconic sports racing car not to be missed. It comes with Belgian FIA papers from 2008.
2009 Ferrari F430 Scuderia Registration Number: Italian
Chassis Number: TBC
Estimate: €170,000 - €200,000
In August 2007 Ferrari has released the official photos of the 430 Scuderia, a lightweight and enhanced version designed for the track and heir of the 360 Challenge Stradale. The Scuderia was developed in collaboration with Michael Schumacher and weight was reduced by 85kg to reach 1,350kg, whilst the engine was boosted to 510hp and 470Nm of torque at 8500rpm. Acceleration from 0 to 100km/h was achieved in 3.6 seconds along with a top speed of 320km/h. Powerful ceramic brakes gave immense stopping power and contributed towards weight saving. The Scuderia also benefited from improved transmission software known as ‘superfast’ which allowed for 60 millisecond shifts. The 430 Scuderia was unveiled by Michael Schumacher at the Frankfurt Motor Show in September 2007. Aesthetically this model differs from the normal version with the introduction of the new bumper (characterized by a “sharp design”) as well as slightly different skirts including air vents in front of the rear wheels. There are two large twin tailpipes that are centrally placed to replace the standard exhaust system. The body of the car is crossed longitudinally by a pair of dark grey bands (optional). The interior also receives special attention and is even more sporting than the standard F430. Production numbers were limited ensuring that the Scuderia is highly sought after. This stunning example is a two owner example with just 10,000km from new. Last serviced at Ferrari at 9,200km it is supplied with a Full service history. Presented as new this example is not to be confused with the many very average cars available on the market and certainly warrants closer inspection. Stunning.
2010 Ferrari 458 Italia Registration Number: EU Registered
Chassis Number: TBA
Estimate: €120,000 - €140,000
Enzo Ferrari used to say that when you bought one of his engines you got the rest of the car for free and that may well be true of the 458’s 4,499 cc V8 engine producing 570 PS (419 kW; 562 hp) at 9,000 rpm. It features direct fuel injection, which is a first for Ferrari mid-engine setups in its road cars. In keeping with Ferrari tradition, the body was designed by Pininfarina under the leadership of Donato Coco, the Ferrari design director, however, according to British car magazine ‘Autocar’, the 458 Italia’s design has drawn inspiration from the Ferrari Enzo and its Millechili concept car. In this case, you get searing performance from a 4.5-litre V8 producing 570 horsepower and revs right round to 9000 rpm, teamed up with a dual-clutch 7-speed Getrag gearbox that shifts in the blink of an eye. The 458 was been designed to be Ferrari’s sportiest V8-engined car, moving a little apart from the more recently launched Ferrari California. This beautiful European-delivered example was first delivered in November of 2010, finished in Avus Bianco with a Rosso red leather interior. The 458 was specified with a number of desirable options, such as the all important carbon ceramic brakes coupled to yellow calipers (a full specification for the vehicle is available upon request). With just 36,890 kilometers recorded, and offered with the relevant service records and German registration papers, this a fine example of a Ferrari modern classic.
2011 Porsche 997 GT3 RS 4.0 Registration Number: EU Registered
Chassis Number: WPOZZZ99ZBS785161
Estimate: €350,000 - €400,000
In April 2011, rumours of a 4.0 litre version of the 997 GT3 RS started appearing in various automotive publications, soon followed by supposed spy shots and rendered images. Eventually, Porsche revealed that they were making the 911 GT3 RS 4.0, the very final evolution of the 997 featuring a 4.0 litre engine. The engine itself features the crankshaft from the RSR with increased stroke dimensions (from 76.4 mm to 80.4 mm). This has increased the power to 500 PS (368 kW; 493 hp) at 8250 rpm and 460 N⋅m (339 lbf⋅ft) of torque at 5750 rpm. Chassis development has been influenced by the GT2 RS and uses parts sourced from other RS 911s. Front dive planes give additional downforce up front. The car weighs in at 1370 kg, giving it a power-to-weight ratio of 365 bhp per ton. Only 600 cars were built. Each car is individually numbered.
This being the final evolution of the highly sought after 997 GT3 series these very special 4 litre cars have proved a highly rewarding investment and maintained their collectability status year on year since. First supplied via the Porsche Factory Collection in 2011, this stunning GT3 4.0, finished in black with silver decals, was registered to its original German owner in July 2011, later joining a small UK-based Porsche collection. The GT3 was well specified from new with a number of options such as black leather and alcantara interior, Carrera GT seats, front axle lift, Sports Chrono package, also PASM and PSM suspension packages. A full list of options is available upon request.
Our vendor, a fastidious collector and racer, has stored the car very carefully and used it lightly. Showing a mere 6,000 kilometers from new, and offered with Full Service History (the most recent at JZM Porsche in December 2017 at 5,985 kilometers) and with all relevant books, this is one of the very best of this model available on the market today.
1973 Ferrari 365 GT4 2+2 Registration Number: Italian Registered
Chassis Number: 17093
Estimate: €65,000 - €75,000
‘Most important was the double overhead cam engine. Like Rolls-Royce, no horsepower figure was quoted, but surely it was at least 320. More important was its massive amount of torque. Taken together with the turbine-like characteristics of the V12 engine, it mattered little which gear one was in or at what speed.’ – Stanley Nowak on the 356GT4 2+2, ‘Ferrari on the Road’. By the mid-1960s, 50 percent of all Ferraris produced were being built with four seats, and the 365GT4 2+2, introduced towards the end of 1972, was the biggest and best equipped of this family of four-seaters that had begun with the 250GTE back in 1960. Flagship of the Maranello range, it reaffirmed Ferrari’s determination to compete with the world’s finest luxury saloons. Based on the preceding 365GT 2+2, albeit lower, longer and wider, the newcomer was fitted with a four-cam version of the 4.4-litre V12 engine while retaining its predecessor’s mechanical underpinnings. Thus the ‘4’ featured all-independent suspension featuring Koni’s self-levelling system at the rear while further refinements included mounting the engine and drive train in rubber bushes to insulate the car’s occupants from noise and vibration, and offering air conditioning and ZF power-assisted steering as standard equipment. A total of only 524 had been completed by the time production ceased in 1976. This Ferrari 365GT4 was delivered new to Italy and is finished in its origional Chiaro Blue coachwork. Having formed part of a significant Ferrari collection since 2000 this particular example is in excellent order throughout. Matching numbers and in excellent overall condition.
1964 BMW 3200 CS Bertone Registration Number: German
Chassis Number: 76226
Estimate: €80,000 - €100,000
BMW recommenced car production in 1952 with the introduction of the upmarket 501 saloon, a strange choice for an impoverished country still recovering from the ravages of war. The 501 had been announced in 1951 and first appeared with a development of the company’s famous six-cylinder engine of pre-war days, gaining a much needed performance boost, in the form of a 2.6-litre overhead-valve V8, in 1954. Subsequently enlarged to 3,168cc, this advanced all-aluminium unit was used to power the successor 502 saloon, the 503 coupé/cabriolet and the legendary Albrecht Goertz-designed 507 sports car. While the latter is universally recognised as an all-time classic, Goertz’s 503 looks ponderous in comparison, although with 140bhp on tap it was certainly no slouch, boasting a top speed of 115mph. With BMW redirecting its efforts towards the medium-size market sector, on which its future prosperity would be founded, the days of these large, fast and luxurious motorcars were numbered. Their last glorious flowering was the 503’s replacement, the 3200 CS Coupé, for whose body the German manufacturer turned to the Italian Carrozzeria Bertone. The company’s flagship model, the 3200 CS debuted at the 1961 Frankfurt Motor Show and was one of the first BMWs to be equipped with front disc brakes. The V8 engine now produced 160bhp, which was good enough for a top speed of 125mph. Approximately 540 examples of the 3200 CS Coupé were produced between 1961 and 1965, and today this rare model remains one of BMW’s more under-appreciated classics. This left-hand drive, manual transmission BMW 3200 CS was first registered in 1964 and has had a well-documented history from new. Mechanically in very good order it was restored in the 1990’s. Rarely do these beautiful Bertone bodied cars come for sale on the open market. Delightfully presented it certainly appeals to the BMW cognoscenti.
2013 Ferrari 458 Italia Spider Registration Number: EU Registered
Chassis Number: TBA
Estimate: €140,000 - €150,000
Enzo Ferrari used to say that when you bought one of his engines you got the rest of the car for free and that may well be true of the 458’s 4,499 cc V8 engine producing 570 PS (419 kW; 562 hp) at 9,000 rpm. It features direct fuel injection, which is a first for Ferrari mid-engine setups in its road cars. In keeping with Ferrari tradition, the body was designed by Pininfarina under the leadership of Donato Coco, the Ferrari design director, however, according to British car magazine ‘Autocar’, the 458 Italia’s design has drawn inspiration from the Ferrari Enzo and its Millechili concept car. In this case, you get searing performance from a 4.5-litre V8 producing 570 horsepower and revs right round to 9000rpm, teamed up with a dual-clutch 7-speed Getrag gearbox that shifts in the blink of an eye. The 458 was been designed to be Ferrari’s sportiest V8engined car, moving a little apart from the more recently launched Ferrari California. The Ferrari 458 Spider is a car for those who want an ever richer and more evocative everyday driving experience. The 458 Spider was Maranello’s first mid-engined convertible with a folding metal roof – the world’s first. The roof is an aluminium arrangement that’s actually 25kg lighter than the cloth roof fitted to the F430 Spider, and doesn’t compromise the 458’s aerodynamics with the roof up, and leaves room behind the car’s seats for a small luggage shelf. First registered in August 2013, this striking 458 Italia Spider, delivered with the sports package of suspension and seating, has benefited from Ferrari’s 7 year maintenance program from first registration, ensuring the car remains in top driving condition. Finished in the classic colour scheme of Bianco Avus with a Rosso leather interior and painted brake calipers, and offered with German registration papers, this is a fine example of one of Ferrari’s best efforts of the modern era.
1976 Porsche 930 Turbo Registration Number: EU Registered
Chassis Number: 9306700422
Estimate: €90,000 - €110,000
Group 4 homologation rules, which required 400 road cars to be built before F.I.A approval for international racing was granted, led to the creation of ‘Project 930’ – the legendary Porsche 911 Turbo. Production began in April 1975: the Turbo married a KKK turbocharger to the 3.0 litre RSR engine, which in road trim delivered 260bhp and a top speed of 155mph. As impressive as this was, there was more to the Turbo than just top speed. It was also the best equipped 911 produced until that point, amazingly flexible – hence there being only a four speed gearbox – as well as being formidably fast. Indeed, standstill to 100mph was achieved in a mere 14 seconds. Borrowing the flared wheel arches and ‘tea tray’ rear spoiler from the Carrera model, the Turbo had aggressive looks to match the performance. It also incorporated the most luxurious interior yet seen in a 911, with leather upholstery, air conditioning and electric windows. One of only 644 Turbos manufactured in 1976, this European delivered car has been with the current vendor since 2002. It has just completed a comprehensive restoration including engine, gearbox, brakes and interior, with photographic documentation available in the history file. A fine example of this appreciating Porsche classic.
1967 Lamborghini Miura P 400 Registration Number: German Registered
Chassis Number: 3366
Estimate: €800,000 - €900,000
Ferruccio Lamborghini’s bold challenge to Ferrari began in 1964 with the 350GT, but it was the arrival of the Miura – arguably the founder of the supercar class – that established Lamborghini as a major manufacturer of luxury sporting cars. The Miura project first surfaced as a rolling chassis displayed at the 1965 Turin Motor Show, but was not expected to become a production reality. Nevertheless, by the time of the Geneva Salon the following year, the first completed car was ready for unveiling to a stunned press and public. Designed by Giampaolo Dallara, the Miura carried its transversely mounted engine amidships in a box-section platform chassis, the latter clothed in stunning Berlinetta coachwork styled by Bertone’s Marcello Gandini. Like the contemporary 400GT, the Miura used the 4-litre version of Lamborghini’s Giotto Bizzarrini-designed four-cam V12. With 350bhp available, the Miura was capable of shattering performance, a top speed of 180mph being claimed.
Built towards the end of 1967, this Miura was supplied new to Texan billionaire Hugh Halff Jnr. via the London Lamborghini dealership. In 1987 Mr Halff donated the car to the San Antonio Museum where he was a patron. In 1994 the car passed to its second owner, Mr Alex Guttmann of Berlin, who imported the car into Germany. Chassis 3366 then passed to Mr Adalbert Schmitt of Munich before being purchased by the current vendor in 1999.
It is therefore no wonder that this matching numbers example is showing just 26,000 miles on the odometer which is believed genuine. Described as a truly unmolested example in excellent condition throughout; 3366 is presented in the original colour scheme of orange with the period correct contrasting black vinyl interior. Supported by a recent condition and valuation report from January this year, this exceptional Miura is offered at a very sensible price and would be the jewel of any serious collection.
2006 Ferrari F430 Spider Registration Number: EU Registered
Chassis Number: TBA
Estimate: €70,000 - €80,000
Manufactured from 2004 until 2009, the Ferrari F430 was the successor to the enormously successful 360M. According to its creators, the F430 was at least 70% new compared with the 360. It had a new engine, a new F1 gearbox, a new diff and a brand-new chassis, and although the styling is obviously reminiscent of the 360M’s, in reality, it’s pretty much a ground-up design. Only the bonnet, doors, and roof were carried over; the rest, even the door mirrors, were all new and largely the work of Pininfarina, overseen by Ferrari’s design chief, Frank Stephenson. The F430’s complex variable-valve-timing system is also lifted straight from the Enzo’s V12, and as ever there is dry-sump lubrication, a very high compression ratio (11.3:1), a variable airflow plenum chamber and an enormous electronic brain making the decisions in the form of not one, but two, Bosch Motronic ME7 ECUs. At 483bhp it has a significant 21% more power than the 360. Its fabulous 4.3-litre V8 will rocket this very sleek Ferrari from 0-62mph in just 3.7 seconds and on to a maximum speed in excess of 196mph. Having been designed initially with a later convertible in mind, the arrival of the Spider in 2005 was no surprise. Weighing only a few pounds more than the Berlinetta and having been designed with the aid of the company’s F1 aerodynamicists, the Spider is just as slippery and its top speed is only a few miles an hour less. The ingenious electric soft-top mechanism works really quickly and makes its predecessor seem almost ponderous by comparison. A soft top was chosen as opposed to a Mercedesstyle folding steel panel as Ferrari wanted its glorious red-top engine to remain in view. This lovely example was first registered in March 2006, highly specified with sports suspension, carbon sports seats with four-point harnesses, also ceramic carbon brakes with yellow calipers (full specification is available upon request). The F430 now shows 38,000 kilometres recorded with a recent Ferrari service at 30,000 kilometres. Finished in Blu Avio with a full Navy leather interior, and offered with German registration papers. What better way to enjoy the summer than in this wonderful modern classic supercar.
1968 Mercedes-Benz 280 SE Cabriolet Registration Number: EU Registered
Chassis Number: 11102510000475
Estimate: €125,000 - €135,000
When Mercedes-Benz replaced the popular W111 220 series in 1966, the first S-Class range was born. Much of the mechanical specification remained as before, but a new, sleeker bodyshell with lower roof and waist lines and a larger glass area proved to be a far more modern design than the dated, finned wing appearance of its predecessor; supplementing the saloons there were, as always, both coupé and cabriolet derivatives. All of these W108 models, however, shared similar all independent suspension, by wishbone/coil spring at the front together with a coil sprung swing axle at the rear; all round disc brakes and power assisted steering were also standard equipment. Power was initially provided by a choice of three overhead camshaft six cylinder engines: for the 250 S, the 2,496cc motor produced 130bhp via twin carburettors, with the 280 SE benefitting from Bosch fuel injection and an increase in output to 150bhp (rising in 1968 to 160bhp); transmission was invariably an automatic fourspeed unit. This original Mercedes Benz 280 SE cabriolet was delivered to France when new. It is one of the rare examples with a 4 speed manual gearbox and the desirable floor shift gear lever. Beautifully finished in maroon with black leather interior, this early high radiator cabriolet comes with French road papers and presents itself in very good condition throughout. One of only 1,390 examples produced by the factory, this is a rare and highly collectible car for the connoisseur.
2012 Lamborghini Aventador Registration Number: EU Registered
Chassis Number: TBA
Estimate: €190,000 - €210,000
Lamborghini chose the Shanghai Auto Show in April 2013 to unveil its newest edition of the Aventador, the LP720-4 50th Anniversary edition. It was built in celebration of the company’s 50th birthday and 50 years of creating the world’s most audacious supercars. This was not to be a special edition limited to only a range of colors; as its name suggests, the Aventador LP720-4 50th Anniversary boasts a modest bump in performance, and engine calibration was tweaked to provide 20 additional horsepower. This yielded a noteworthy increase in performance, bringing its 0–62 mph time down to an exceptional 2.9 seconds and the top speed up to 217 mph.
In addition, the Aventador’s front and rear fascias were redesigned for increased aerodynamics and the front air intakes were enlarged. A larger rear diffuser with extensive meshwork can be found at the back in an effort to further increase aerodynamics and dissipate heat in the engine bay. Overall, this makes for a 50 percent increase in aerodynamic efficiency
over the standard-production Aventador. Production was limited to 100 coupes, with a roadster version available as well.
This stunning German delivered example is finished in Grigio Titans with a Giallo/Nero alcantara interior, and was specified from new with a front axle lifting system, forged Dione wheels in black gloss, Capristo exhaust and carbon ceramic brakes. A full specification for the vehicle is available upon request.
First registered in July 2012, the Aventador shows a mere 19,000 kilometers recorded and is offered with Lamborghini service history and German registration papers. With c. 700 bhp and four wheel drive this is truly a stunning supercar of the very highest order.
1965 Fiat 1500 GT by Ghia Registration Number: Italian Registered
Chassis Number: 0240384
Estimate: €70,000 - €90,000
Founded in 1915, in its day Carrozzeria Ghia was one of the most inventive and respected of Turin’s independent coachbuilding companies. The company enjoyed a resurgence of fortune during the 1950s thanks to the entrepreneurial activities of its manager Luigi Segre, who forged strong links with Chrysler in Detroit, for whom Ghia built a world-renowned series of “dream cars”. Ghia also built the Lincoln Futura for Ford, which achieved immortality when customiser George Barris converted it into the TV “Batmobile”. Ghia was ambitious to become a series producer in the manner of other Torinese coachbuilders like Pininfarina and Bertone, so in 1960 Luigi Segre created the OSI company in conjunction with typewriter manufacturer Olivetti, who provided the finance and a factory building across the street from the Ghia coachworks, where production of the Fiat 2300S coupe and the Innocenti Spider 950 began. However, in 1963 44-year-old Segre died following an operation and was replaced by ex-racing driver and Ford Italiana executive Gino Rovere. OSI returned to Olivetti ownership and its original function as a stamping plant. It was during this period that Ghia began production of another specially-bodied Fiat-based car, the fastback Coggiola-styled Ghia 1500GT – “a truly sport car of international prestige” - which was built at a peak rate of four units a day in Ghia’s bodyshop in the Via Agostino di Montefeltro. Using the powertrain of the Fiat 1500, the Ghia 1500GT had a sheet steel box-section and tubular frame with the engine set further back than in the standard car; the wheelbase was shorter than standard, too. But Rovere was a sick man, and in 1964 he too died, and the firm was taken over more or less as a hobby by Leonidas Ramadas Trujillo, son of the recently deposed dictator of the Caribbean republic of Domenica. While production of the Ghia 1500GT continued for a couple of years, this was, noted an internal history of Ghia “the period of the most frantic activity but at the same time of least results”. Then Alejandro de Tomaso took control, paving the way for acquisition by Ford. This stylish red bolide is a rare survivor from that dramatic period in Ghia history and comes from Italy. Restored most recently the car presents in good overall condition and is complete with its original Italian title and a variety of bills and receipts. This is a fascinating example of that unique Italian breed known as the “etceterini” and would be a welcome entrant at a wide range of events.
1968 Mercedes-Benz 280 S Registration Number: Italian Registered
Chassis Number: 108 01610020527
Estimate: €18,000 - €22,000
Publicly displayed for the first time at the Frankfurt Auto Show in 1967, MercedesBenz’s fifteen ‘New Generation’ models went on sale the following January. But although the fuel-injected 280 SE saloon shared its bodyshell with the ‘New Generation’ 280 S, the 280 SE Coupé and Convertible retained the elegant looks of the outgoing 250 SE that had debuted back in 1959 on the 220 SE, designed by Paul Bracq. The 2,778cc overhead-camshaft six-cylinder Type M130 engine though, was all new. In fuel-injected ‘SE’ form the seven-bearing M130 produced 160bhp at 5,500rpm, an output sufficient to propel the manual transmission model to 118mph with the automatic, an increasingly popular choice, not far behind. Just as important in an age when automobile induced atmospheric pollution was becoming a hot political issue, was the fact that the M130 brought with it improved fuel economy and more efficient emissions control. The suspension was essentially the same as that of the equivalent saloon model, albeit reconfigured for a lower ride height, with braking courtesy of discs all round. Plush and well appointed, the interiors featured a leather-covered dashboard, (usually) leather upholstery, Becker radio, and round speedometer and rev counter flanking vertically stacked gauges. The thickly padded convertible top was manually operated, while air conditioning, electric windows, central locking and power assisted steering were among the several options listed. The left-hand drive example offered here is fitted with a rare manual gearbox. It has been the subject to a most recent extensive restoration and is now presented in a wonderful condition throughout. Not to be confused with so many average examples available on the market today this example certainly warrants closer inspection.
1989 Sauber-Mercedes C9 Group C Registration Number: TBC
Chassis Number: 89 C9-A2
Estimate: €1,200,000 - €1,600,000
In 1986 Sauber Motorsport AG was assigned by Mercedes to develop and maintain a sports car for the upcoming world championship, using a newly developed Mercedes engine. Sauber-Mercedes engine manufacturer Heini Mader Racing Components SA reworked the 5-litre engine and loaded it up using two KKK turbo chargers, making the motor reliably able to produce 700bhp during a 24 hour race. With an increase of boost pressure, even 930bhp could be achieved for short periods. The main sponsor of the campaign was Mercedes’ subsidiary AEG. Accordingly, the Sauber Group C livery was designed in the style of a multi-layered circuit board, finished in a dark blue colour scheme with AEG branding on the front, rear and side panels of the car, such as the example offered today. One of the most competitive teams in the 1988 world championship, Team Sauber-Mercedes gained second place in the series accumulating five race victories in a row. Mercedes-Benz first announced their engagement into the sports prototype world championships at the 1989 Geneva Motor Show. All active Sauber cars were thus repainted as Silver Arrows and the revised M119 engine was introduced. With notably larger turbos and a four-valve set up, it proved to be a reliable unit, delivering a further 20bhp with improved fuel consumption. In 1989 a Sauber C9 won the legendary 24 Hours of Le Mans, with further placings in Second and Fifth, ultimately winning the world championship in that year with a total of 7 wins in 8 rounds. After winning the world championship in 1989 Sauber Motorsport AG decided to keep a single car for its own museum, uniquely finished in its original AEG livery of the 1988 season. This is that example, the only one to still wear its original factory livery from new.
The Sauber C9 presented here was displayed in the Mercedes Sauber museum for over 20 years until purchased by current vendor in 2010. The C9 was purchased directly from Peter Sauber by the current owner, who is the only private owner from new. In the current ownership the Sauber has enjoyed much restoration work. In 2015 the front monocoque was restored by Schwaller Motorsport in close accordance to the original CAD schemes, with the reassembly being carried out by renowned restorer Kaeser Fahrzeugbau of Nuglar in Switzerland. Once completed, the rebuilt monocoque was then reunited to the original tubular chassis. The entire restoration process is well documented with expert reports, photographs and bills to support the work carried out.
A fresh M117 engine was commissioned for the car and built by original Sauber C9 engine builder Heini Mader, using a huge amount of unused original components from Swissauto in Burgdorf. A modern engine electronic management system was fitted by Helfenstein company, however the original Bosch Motronic 1.7 system (including wiring loom and sensors) is offered with the car. Once completed the C9 campaigned at the 2015 Vernasca Silver Flag hill climb event in Italy, and went on to compete at both the Arosa Classic Car and Steckborn-Eicholzli speed hill climb events of that year. Sauber C9 group C motorcars of this era were driven by renowned racing drivers such as Michael Schumacher and Jochen Mass. This unique example, offered with the relevant FIA papers, is eligible for many historic motoring events. A fantastic opportunity to campaign one of the most iconic group C racing cars ever built in some of the worldâ€™s most competitive motor racing series of the current day.
2018 Fiat 500 Playa Registration Number: Italian Registered
Chassis Number: TBC
Estimate: €35,000 - €45,000
This unique version of the 500 is inspired by the beach-car of the 60s where the roof and doors were removed to use the car as a tender to and from the beaches. This example has been built as a one off by Fiat Spa. The entire body has been properly reinforced, starting from the floor and half-sized sides. A rugged roll-bar consists of double-strength and suitably bent tubular, alloy sides ensuring proper safety of the passengers inside the passenger compartment. The luggage compartment is unchanged, while the backdoor has been modified by removing the glass, and reducing its total size. Having covered just 420km from new this completely unique 500 would be very much at home anywhere on the cote d’Azur.
1972 Mercedes 280SEL 4.5 Registration Number: Italian Registered
Chassis Number: 10806812002957
Estimate: €28,000 - €35,000
Forerunners to the S-Class, the W108 Mercedes were introduced in 1965. The fins of the predecessor W111 cars were eliminated, and the overall appearance was smoother, more sophisticated. Initially powered with six-cylinder engines a V8 engine was made available in 1970. By 1972, the W108/109 cars were well into advancing years. Development of the successor W116 range was well along, and its introduction came during the year. Engines, however, were carried over, and the series designations updated accordingly. Although W108 sales worldwide reached nearly 383,000, the 280SE 4.5 achieved fewer than 14,000, making it fairly rare in today’s collector market. They were the last team-built cars at Daimler-Benz, aside from the current AMG variants, and they exhibit the build quality expected from a hands-on assembly team. They were also the last with stacked headlamps. This 280 SE 4.5 =the typical modern amenities: electronic fuel injection, power disc brakes, power steering, power windows, air conditioning, sunroof and full leather interior. Showing well today having been subject to a recent restoration it still possesses the elegant and understated presence it did when it was new. More than capable of keeping up with today’s traffic, then as now it is surely one of the most pleasurable and luxurious ways to move about town and country.
1956 Austin Healey 100M Original Specification Registration Number: EU Registered
Chassis Number: BN1L / 150648
Estimate: â‚Ź120,000 - â‚Ź150,000
Automotive developer and racer Donald Healey, looking to reach a broader sports car market, developed this iconic British sports car in 1953 using a 4-cylinder Austin A90 engine. An initial success, British Motors Corporation saw the value of a strong competitor to the Triumph TR Series and took over production. In 1955, a high-performance 100M model was introduced, with larger carburettors, a cold air box to increase engine air flow, high-lift camshaft and 8.1:1 compression pistons. It produced 110bhp at 4,500 rpm. The front suspension was stiffened and the bonnet gained louvres, along with a bonnet belt.
The 100M was a special enhanced version of the car offered for just one year, 1955-1956. Modifications included a high compression head, four-speed gearbox with overdrive and improved front brakes. Purchased by the current vendor as a barn-find over 15 years ago, the car had been stored and forgotten for over forty years! The rust-free bodywork and factory-fitted M engine were found in impressive condition.
After having been subject to a meticulous restoration, this excellent 4-owner car was thoroughly inspected and is now offered with a valuation report at â‚Ź162,000. Still equipped with its original Le Mans headlamps, steering wheel and 100M badge, this incredibly original car with rust-free bodywork represents a rare opportunity. Finished in the wonderful Austin Healey 100S colours of Obelia blue over Ivory, Dennis Welch aluminium cylinder-head and fully rebuilt factory M engine, fitted by the factory in 1956 along with the remainder of the Le Mans M-Kit.
1955 Allard Palm Beach One of Eight Fitted with XK120 Engine from New Registration Number: EU Taxes Paid
Chassis Number: 21Z5155
Estimate: €75,000 - €100,000
Racing driver Sydney Allard’s post-war cars combined the same virtues of light weight, independent front suspension and an abundance of American V8 power, which had been features of his first trials special of the mid-1930s. These favourable characteristics enabled Allard cars to establish a formidable competition record in the immediate post-war years; Allard himself finishing 3rd at Le Mans in a J2 two-seater and winning the Monte Carlo Rally outright in a P2 saloon. Introduced in 1952, the pretty, alloy-bodied Palm Beach was Sydney Allard’s final sports car design, employing a K3-type tubular chassis and his trademark independently suspended swing axles at the front with a coil-sprung live axle at the rear. Four- and six-cylinder engines were sourced from Ford, while the restyled 1956-onwards MkII could be had with Jaguar XK power. Approximately 80 of all types were built up to 1958.
The left-hand drive example offered here is one of a reported 8 examples to have been fitted with the works 3.4 Jaguar XK engine and is known to have been owned by the Allard family passing through the hands of the great Sydney Allard to his son Alan Allard from whom the vendor acquired the car.
In fantastic condition this lovely example has recently undergone much restoration work including a full respray and overhaul of the four-speed gearbox with overdrive. The hand-built alloy body and tubular chassis are both reported to be in very good condition as is the dual fuel tanks and fillers. A special new large radiator, twin electric fans and new set of Blockley tyres have recently been fitted and included in the sale are various spares. With just 72 examples built the Palm beach is a powerful and nimble road and racing car with performance that exceeds the likes of the lightweight Jaguar XK120s of its era.
1958 Fiat 500 N Economica Registration Number: EU Registered
Chassis Number: 050487
Estimate: €15,000 - €25,000
Founded in 1920 by the Giannini brothers – Attilio and Domenico – as a garage, the company began tuning the little FIAT 500 Topolino in the 1930s and secured 12 world speed records with one of its modified cars. In the early 1960s the original company closed, the brothers going their separate ways to found new enterprises. Attilio’s new design company lasted only until 1971 but that founded by Domenico – Giannini Automobili SpA – survives today as part of the FIAT Group. In 1963 Giannini Automobili began modifying cars and selling tuning kits. That same year it introduced its own modified version of the baby FIAT – the 500TV – and throughout the decade and into the 1970s Giannini-tuned cars battled with those of its rival Abarth on the racetracks of Europe. In 1966 Maurizio Zanetti became Italian Champion driving a Giannini-tuned FIAT 500. In more recent years Giannini has specialised in the production of limited-edition versions of FIAT production models. This desirable and rare Nuova Economica had been in single family ownership until 2014 before being acquired by the current vendor in 2015. Equipped with many options; front air vents, teardrop side indicators, suicide doors and the full length convertible roof the 500 is offered in its original colour scheme and matching numbers engine. In recent years the Fiat has been extensively restored including a full respray as well as a renovation of the engine and gearbox by a Fiat specialist. Having done just C.50 kms since this restoration this wonderfully presented example is ready to be used by a new custodian in the coming summer months.
1958 Austin Healey 100/6 Registration Number: EU Registered
Chassis Number: BN4L 47966
Estimate: €58,000 - €65,000
Following on from the successful Austin Healey 100, the second landmark model from this relatively new marque arrived in 1956, the 100-6. The 100-6 used a tuned version of the new BMC ‘C-series’ six cylinder engine in 2,639cc form. The new car had a longer wheelbase and featured a 2+2 interior; this model became known internally at BMC as the BN4. Offered with its rare factory hard-top in very good condition, this highly competitive Austin-Healey 100/6 has successfully participated in several rallies such as the Tulpenrallye , ABC-Rally, Classic 500 Challenge, Homeland rally, SLS rally and was the “langste nacht” rally winner and has a 100% finishing record. The car has been fully rally-prepared with many popular options such as limited slip differential, adjustable power steering, disc brakes all round, close ratio gearbox with Sebring gears and competition overdrive. The list continues with further improvements such as 3SU Carburettors, double fuel pumps, 80 litre fuel tank, Kenlowe fan, Halda Tripmaster, new wheel bearings for shock absorbers, 4x Minilite wheels, roll bar, Hella spot lights, new wiring loom and a separate circuit braking system. All in all, the vendor of this high-specification Austin Healey has spent a small fortune making it one of the most impressive and highly competitive 100/6’s we have had the pleasure of driving in recent years. Delivering 165 BHP it offers its next owner the opportunity to not only participate in, but also be extremely competitive in any hill-climb or rallying events.
1957 Mercedes-Benz 190SL Registration Number: EU Taxes Paid
Chassis Number: 1210427502830
Estimate: â‚Ź150,000 - â‚Ź170,000
Stylistically evocative of the mighty 300SL, but with a slightly less complex drive train, the 190SL remains among the most desirable roadsters of its era. The prototype was first shown at the 1954 New York Auto Show, with the 190SL produced between May 1955 and February 1963. The 190SL was sold alongside the faster, more expensive Mercedes-Benz 300SL, similar not just in terms of styling, engineering and detailing, but also sharing fully independent suspension, double wishbone suspension at the front and swing axles at the rear.
The 190 SL was powered by a new, slightly over square 1.9 litre straight-four SOHC engine that developed 120hp with twin-choke dual Solex carburettors, the four-cylinder engine block was based on the six-cylinder engine of the 300 SL. Teamed with a four-speed manual gearbox, sleek aerodynamics and comparatively light weight allowed for a top speed of 115mph and a respectable 0-60 time of 13.0 seconds.
The stunning 190SL on offer here today is fresh from a recent full documented concours-standard restoration. Finished in a wonderful gunmetal metallic grey with turquoise leather interior, this fabulous matching numbers example has also enjoyed a mechanical overhaul and is ready to be enjoyed by the next owner. A wonderful example of a true classic..
1988 Porsche 959 Comfort Registration Number: EU Registered
Chassis Number: WPOZZZ95ZHS900023
Estimate: €800,000 - €850,000
Conceived in the early 1980’s as a four-wheel-drive Group B competitor that would showcase Porsche’s advanced automotive technology, the 959 was first displayed in ‘concept car’ form at the 1983 Frankfurt Motor Show, and despite the subsequent abandonment of the events for which it had been intended, entered limited production a couple of years later. Two versions were offered: ‘Sport’ and ‘Komfort’, their names reflecting each model’s level of interior trim. Representing the ultimate in automobile design, the 959 successfully adapted state-of-the art racing technology for road use, and even today its specification remains unparalleled. At the car’s heart was a unique, 2,849cc version of the classic, six-cylinder, air-cooled ‘boxer’ engine equipped with water-cooled, double-overhead-camshaft, four-valve cylinder heads. The latter had been developed initially for the 1981 Le Mans-winning 936 and were further refined on the even more successful 956/962 that triumphed at La Sarthe every year from 1982 to 1987. In 959 specification this formidable twin-turbo-charged unit produced 450bhp, an output which, combined with the lightweight part-composite body’s drag coefficient of just 0.32, proved sufficient to propel the 959 past 195mph and onto the front rank of all-time supercars.
Indeed, at the time of its introduction the 959 was the world’s fastest street-legal production car, despite the weight penalty associated with its complex transmission and other exotic features. The 959’s sophisticated four-wheel-drive six-speed transmission paved the way for that of the Carrera 4; computer controlled, it provided variable torque split with alternative programmes for dry, wet, icy or off-road conditions. There was double wishbone suspension all round, with electrically controlled ride height adjustment; the ABS brakes delivered race-car levels of retardation and the run-flat tyres were monitored for pressure loss, all of which made for a car faster than just about anything else on the road yet, in the best Porsche tradition was comfortable, practical and reliable. With its electric windows and mirrors, climate control, electrically heated seats and superb stereo system, the 959 Komfort rivalled many a limousine for luxury.
While other supercar manufacturers’ offerings were uncompromisingly raw, uncomfortable and hard work to drive, the Porsche 959 managed to surpass them all, combining breath-taking performance with a smooth ride, light controls and full interior equipment (in the Komfort). Rumour has it that Porsche sold the 959 for far less than it cost to produce, regarding the model as a showcase for its engineering expertise. In the UK the 959 was priced at around £145,000 when new (less than half what it cost Porsche to build each one) though speculators drove the price considerably higher. Although its Group B raison d’être had ceased to exist, the Porsche 959 did achieve one major competition victory, René Metge and Dominique Lemoyne winning the gruelling Paris-Dakar Rally in 1986 in their works 959 with similar cars in 2nd and 6th places, while the race-developed 961 variant finished 7th overall at Le Mans that year, winning the IMSA GT2 class and headed only by Group C Porsches, an amazing result for a production based car. In total, fewer than 300 of these exclusive supercars were made in period - the official factory figure is 292, while a further eight were assembled by the factory using the spares stock in 1992/1993. This fabulous example, showing only 22,000 kilometres recorded, was first delivered to Koengen in Germany in June 1988, finished in Metallic Silver with a dark grey leather interior, and fitted with the additional options of heated electric seats, alarm system, and lifting system. The 959 is supplied with a full service history, with the last service having been completed by Porsche Geneva. Offered with the relevant books and tools, this is a stunning example of the most advanced supercar of the 1980’s. Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.
1969 Ferrari 365 GT 2 + 2 by Pininfarina Registration Number: EU Registered
Chassis Number: 13671
Estimate: €190,000 - €220,000
By the mid-1960s, half of all Ferraris produced were being built with four seats, which demonstrates just how important this particular market sector had become for Maranello. Replacing the second of these four-seat Ferraris, the 330GT 2+2, the 365GT 2+2 was launched at the Paris Salon in October 1967. Sleekly styled in the manner of the ultra-exclusive, limited edition 500 Superfast, the 365GT was the most refined Ferrari to date.
Based on that of the contemporary two-seater 330GTC, albeit 250mm longer in the wheelbase, the chassis was made up of Ferrari’s familiar combination of oval and round steel tubing. There was independent suspension all round (for the first time on a Ferrari 2+2) incorporating Koni’s hydro-pneumatic self-levelling system at the rear. Further refinements included rubber-mounting the engine and drive-train to insulate the car’s occupants from noise and vibration, and providing ZF power-assisted steering and air conditioning as standard equipment. Developing 320bhp, the well-proven 4.4-litre
V12 engine was coupled to a five-speed gearbox, while the car’s blistering performance - top speed 240km/h, 0-100km/h in 7.0 seconds - was restrained by Girling ventilated discs all round. A total of 800 cars had been completed by the time production ceased in 1971. Endowed with that unusual combination of fine handling and a supple ride, the 365GT 2+2 was rated by Car magazine as ‘the most civilised Ferrari yet.’
This wonderful example has enjoyed much care and attention in recent times, notably the car has been refinished in “Marrone Colorado”, the engine, carburettors and fuel system have benefitted from a major service, and also a new clutch and tyres have been fitted. Offered with a UK V5 document, this is a beautiful example of one of Ferrari’s most understated V12-powered GT cars.
1985 Ferrari 308 GTS Qv Delivered new to Björn Borg Registration Number: Swedish Registered
Chassis Number: TBA
Estimate: €120,000 - €180,000
Bjorn Borg is one of the greatest players in tennis history. Perhaps the greatest player of the open era in tennis. He is the 1st of two men to have won Wimbledon 5 straight years in the modern era; the 2nd being Roger Federer. He also won the French Open 6 times for a total of 11 major titles, the second highest of the open era and the third highest of all time next to Pete Sampras, Roger Federer and Roy Emerson who had 14,14 and 12 respectively. Borg is estimated to have won about 100 tournaments in his short career. He is the only man to have won the double of the French Open on red clay and Wimbledon on grass three years in a row.
His rivalries with John McEnroe and Jimmy Connors are legendary. The match with John McEnroe in the 1980 Wimbledon final was perhaps the finest tennis match ever played. Certainly the fourth set tie-break in which each player fought off match points and set points respectively was perhaps the most famous tie-break of all time. Borg won that match 8-6 in the fifth set. Arguably the greatest player of all time.
Delivered new to BjĂśrn Borg in 1985 whilst he was enjoying his early retirement from tennis, this lovely 308 GTS Quattrovalvole was owned by Borg up until 1990 before he decided to give the Ferrari a new home. Since Borgâ€™s ownership the 308 has been in the hands of just two Swedish keepers, and in total the car has covered a mere 32,000 kilometres from new. Offered with extremely unusual luggage in the form of a black Schedoni bag to fit a tennis racket, this is a unique opportunity for fans of both the ultimate tennis player and the ultimate sports car brand.
1957 Lancia Aurelia B20 S Registration Number: EU Registered
Chassis Number: B20S1651
Estimate: €140,000 - €170,000
The Lancia Aurelia is a car that was produced by the Italian manufacturer Lancia. Designed by Vittorio Jano, the Aurelia was launched in 1950 and production lasted until the summer of 1958. The Aurelia used the first production V6 engine, a 60° design developed by Francesco de Virgilio who was, between 1943 and 1948 a Lancia engineer, and who worked under Jano. The fourth series introduced the new de Dion tube rear suspension. The engine was changed from white metal bearings to shell bearings. An open car, the B24 Spider, was introduced at this time (1954 to 1955) and was well received. It was similar to the B20 coupé mechanically, with an 8 inch (203 mm) shorter wheelbase than the coupé. The fourth series cars were the first Aurelias to be available in left-hand drive; fourth series Aurelias were the first ones to be imported to the US in any number. This superb Aurelia B20 S, handsomely finished in black has been subject to a 6 years comprehensive restoration by wellregarded marque specialist A. Cailler as reported in ‘La Vie De L’Auto’, which includes a report of the restoration, along with a number of pictures taken throughout the process. The car has also had the number of seats upgraded to four, which make the car a thoroughly useable family classic.
1987 Porsche 930 Original Slantnose Registration Number: EU Taxes Paid
Chassis Number: WPOJB0937H505447
Estimate: €150,000 - €170,000
What set the 911 Turbo apart from its peers was the relaxed way this stupefying performance was delivered. Comparing the Turbo to similarly quick ‘he-man’ cars, such as the Holman & Moody-tuned Cobra 427 and the Ford GT40, Motor’s Roger Bell reckoned what made the Porsche so different was that it “hurls you forward with similar velocity but in an uncannily quiet and effortless way. To be shoved so hard in the back that you need high-back seats to keep your head on, yet neither to feel nor hear anything more than a muffled hum, is a very odd sensation indeed in a car.” The Turbo’s characteristic flared wheel arches and ‘tea tray’ rear spoiler had already been seen on the Carrera model, while the interior was the most luxurious yet in a 911, featuring leather upholstery, air conditioning and electric windows. For 1978, the Turbo’s engine was enlarged to 3.3 litres, gaining an inter-cooler in the process; power increased to 300bhp and the top speed of what was the fastest-accelerating road car of its day went up to 160mph. Coming from previous long-term ownership for over two decades this wonderful example is the only factory slantnose turbo to be displayed in this rare colour combination. A lovely example all round this slantnose is ready for a new custodian for the next chapter of its life.
2018 Ferrari 488 GTB - 70th Anniversary Edition Registration Number: VAT Qualifying
Chassis Number: ZFF79AMB000232128
Estimate: €400,000 - €600,000
As part of activities to mark the 70th anniversary of the Prancing Horse, Ferrari Tailor Made, together with the designers of Centro Stile have put a modern twist on the stylistic features and elements that distinguished 70 of the most beautiful Ferraris in history and in so doing have created 70 unique “designs”.
Seventy exclusive liveries, each created just the once for every car in the current range, blend the past with the future to create the icons of tomorrow. The inspiration comes from extraordinary models such as the 375 MM Pinin Farina Berlinetta that Roberto Rossellini ordered for Ingrid Bergman. This car was so unique and elegant as to give its name to the colour the Director picked for its exterior, “Grigio Ingrid”.
All the cars are distinguished by the exclusive commemorative logo of the 70th anniversary along with an ID plate with the name of the model that inspired it.
Offered here is one of these unique designs. This bold blue 488 GTB is called the Tour de France and is a celebration of the 1956 250 GT Berlinetta Scaglietti. The first model in the legendary Berlinetta series, it was one of the few competition Berlinettas created by Ferrari. The car was owned by Spanish racecar driver Marquis Alfonso de Portago who won that yearâ€™s Tour de France endurance race, giving rise to the modelâ€™s popular TdF moniker and the code name for this unique 488. The only 488 GTB to be delivered by the Tailor Made department in this livery and with only delivery mileage on the odometer; this car represents an opportunity to buy a true piece of Ferrari history. NOTE: Interested parties should be aware that VAT is payable on this vehicle at the buyers local rate.
1948 Falcon Shell 1100 Barchetta Registration Number: EU Registered
Chassis Number: F842758
Estimate: â‚Ź60,000 - â‚Ź70,000
Falcon Shells Ltd was founded by Peter Pellandine in January 1957 and with him from Ashley Laminates he brought the 750 shell; now called the Falcon Mk1 for the Austin Seven SWB chassis and the Sports Racer now called the Falcon Mk2. Formerly the Ashley Sports Racer, the mark 2 shell fitted wheelbases between 6 ft 11 in (2.11 m) and 7 ft 4 in (2.24 m). Primarily designed for the track, its styling was influenced by sports racers like the Jaguar D type. In September 1957, a hard top was also made available. Raced in period until 1965, this Falcon Mark II has recently been comprehensively restored and is offered with a detailed restoration file. Italian registered with ASI papers, this beautiful Barchetta is ready to be enjoyed by its new owner. Driven only 400km since restoration.
1991 BMW Z3 M Coupe Registration Number: EU Registered
Chassis Number: WBSCM91020LB5T0T4
Estimate: €35,000 - €45,000
Very much an oddball and all the better for it, the Z3 M Coupe follows no model lineage and wasn’t replaced when production ceased, but what a wonderful hiccup in the corporate product line this car was. The original M Coupé housed the fabulous straight six engine from the E36 M3 in a smaller body based upon the two-seat Z3. If you’re in the market for a performance car that looks like nothing else, and goes like the clappers, but think a TVR may let you down, then this could be the car for you. Not for the faint hearted, this particular model built up until April 1999 is known as the S50 pre-facelift car and developed 321bhp. This modest 67,000km example is offered with its service book and is in excellent condition throughout.
1991 Volkswagen Golf Cabriolet Sport Line Registration Number: EU Registered
Chassis Number: WVWZZZ15ZNK001198
Estimate: €7,000 - €10,000
The body of the Golf Cabriolet did not change through the entire production run except for a larger fuel tank. The space saver wheel was fitted from the outset in 1978, when pre-production models were built, unlike the saloon which adopted this in 1984. In an attempt by Volkswagen to keep the car’s styling current, Cabriolets from 1988 on were fitted with a “Clipper” kit out of the factory, featuring smooth body-coloured bumpers, wheel-arch extensions, and side skirts.
This beautiful two owner example has travelled a mere 77,800km from new and offered with supplementary maintenance history and service book. Fitted with the extra factory options of a heated rear window, power steering and MP3 audio system, this excellent example is still fitted with its original interior, soft-top and paint.
1959 Maserati 3500GT Registration Number: EU Taxes Paid
Chassis Number: TBA
Estimate: €290,000 - €320,000
In 1957 Maserati enjoyed its most successful season in motor racing when Fangio won the World F1 Championship in a lightweight 250F and the mighty 450S sports-racer came within an ace of winning the World Sports Car Championship. Such success normally calls for celebration and the planning of the next move but Maserati’s parent company had invested heavily in Argentina and the overthrow of Presiden Juan Peron in 1955 had caused a severe cash-flow crisis, so at the end of its most glorious season in the sport Maserati had to withdraw to concentrate on becoming a profit centre in the Orsi group of companies. The writing had been on the wall for some time and Maserati was prepared. As the racing side wound down so it set on the road to becoming, for the first time in its history, a significant maker of high quality sports cars. Over the next few years Maserati would challenge Ferrari as a maker of road cars and perhaps the reason why Ferrari finally drew ahead was not mechanical competence but the close relationship with Pininfarina.
There could hardly be any question about the mechanical competence since the Maserati 3500 GT was designed by Giulio Alfieri, who was the best all round designer of his day. In creating a road car, Alfieri was able to draw on a 3,486 c.c. dohc straight six, derived from the sports-racing 350S unit and half-sister of the engine which had powered Fangio to the World Championship. This originally drove through a fourspeed ZF gearbox but a five-speed ‘box was optional from 1960, standard from 1961, and this car has one. The tubular chassis was recognisably the descendent of the classic Maserati A6/1500 but the live rear axle was suspended on semielliptics.
Front disc brakes were optional in 1959 (ahead of Ferrari, naturally) and standard in 1960. Typical of Alfieriâ€™s pioneering, Lucas fuel injection was fitted from 1961 and this gave a small power increase, when it worked. The car presented here however triple Weber carburettors, which are completely reliable and produce a much nicer sound! This majestic GT car has benefitted from a well documented comprehensive restoration and mechanical overhaul, and is now presented in truly immaculate condition, sitting on brand new Borrani wheels with new tyres. A beautiful example of Maseratiâ€™s definitive GT car of the late 1950s.
1968 Mercedes Benz 280SL Pagoda Registration Number: UK Registered
Chassis Number: 11304412006028
Estimate: â‚Ź55,000 - â‚Ź65,000
If one is looking for the perfect all-around car for rallies, shows and Sunday cruising, this might be the car. With an exquisite history file from Long term ownership, this European-delivery 280SL is among the most desirable examples we have been entrusted with. Having being purchased in 1971 , the car has remained in the same ownership until last year. This stunning car on offer is finished in Blue, over its original and wonderful interior, the Pagoda roof hardtop is finished in the same blue paint as the rest of the car and is in excellent order.
Complete with its original Manuals, and spare key this highly desirable European specification example, the car is equipped with headlamps that create a truly distinctive look on the Pagoda in comparison to the US models that sport round sealed beam headlamps. Upon a recent road test, this 280SL performed as well as it presents, and gives one a feeling of quality craftsmanship.
1994 Porsche 964 Turbo Registration Number: EU Registered
Chassis Number: WPOZZZ962MS470181
Estimate: €80,000 - €90,000
The Porsche 964 is the company’s internal name for the Porsche 911 manufactured and sold between 1989 and 1994. Designed by Benjamin Dimson in 1986, it featured significant styling revisions over previous 911 models; most prominently, the more integrated bumpers. It was the first generation 911 to be offered with Porsche’s optional Tiptronic automatic transmission and all-wheel drive as options. Porsche chose to re-use the 3.3-litre engine from the 930 with several minor revisions that made the engine smoother, less prone to turbo lag and more powerful with a total output of 320bhp at 5,750rpm. The 964 Turbo is considered to be one of the prettiest 911’s built and certainly one of the more powerful. This European delivered example received an engine rebuild only 5,000km ago. Offered with numerous invoices in its lovely history file, this is an all-round excellent example.
1964 Volkswagen Beetle Registration Number: Italian
Chassis Number: 6370295
Estimate: €17,000 - €20,000
One of the 20th Century’s truly great automobiles, the Volkswagen ‘Beetle’ lived down its origin as Hitler’s ‘people’s car’, going on to become an all-time best-seller and cult classic. The Beetle was continuously updated from the time post-war production commenced, under British military supervision, in 1945, acquiring subtly altered coachwork, improved running gear and larger engines. Development proceeded slowly in the immediately post-war years. There were numerous detail improvements but the model range - standard and ‘export’ saloons plus the Karmann-built cabriolet - remained unchanged from 1949 to 1965. The first major change to the original design occurred in 1953 when a larger, 1,192cc engine was introduced on the ‘1200’ model. Export models were built to a higher specification, incorporating hydraulic brakes and synchromesh gears, but even as late as 1962 the standard saloon was being built with cable brakes and a non-synchromesh gearbox! By the time European production ceased in 1974 a staggering 21,000,000-plus Beetles of all types had been made. This example of the classic VW Beetle has been wonderfully restored with bills in excess of 20,000 euros and certainly warrants closer inspection. Finished to a high standard it is offered with Italian title.
From the Lamborghini Bull Collection 1965 Lamborghini Tractor 1R Registration Number: German Registered
Chassis Number: 17651
Estimate: €60,000 - €80,000
A rare and completely restored Tractor made by the famous sports car manufacturer from Sant’ Agata Bolognese. The vehicle is painted in the classic Gulf-livery of pale blue and orange. It sports an overhauled matching-numbers two cylinder Lamborghini diesel engine and a 4-speed reduction gearbox. The tractor, which is in splendid condition, is sold with EU papers. Although it would be a shame to expose this tractor to the harsh rigors of farm life or a vineyard, it would nevertheless make an interesting and nearly indispensable addition to any Lamborghini collection.
As the elder brother of the Miura, 400GT and LM002, this 1250 kilograms of high class Italian steel is a “must have” for any serious collector and enthusiast. Few people know that the starter motor is, in fact, the same reliable unit used in both, the Miura and the 1R. What remains without question though is the fact that without the famous Lamborghini tractors there wouldn’t be any Lamborghini supercars.
Being this one rare Model, in such fantastic condition, the 1R on sale must be one of the best remaining in the world.The tractor has a Italian registration and documents. All taxes and duties for the EU have been paid. The presentation of the tractor will be done by none other than Dott. Fabio Lamborghini himself, arriving from Italy especially for this event. He will also take the opportunity to sign the 1R for the new owner. In 1965 the list price for 1R was 1,1 Mio Lira and the last example sold at auction in the USA (in unrestored condition!) fetched a remarkable 59,000 US Dollars (*50.000â‚Ź)
From the Lamborghini Bull Collection 1972 Lamborghini Jarama S1 Registration Number: German Registered
Chassis Number: 40339
Estimate: €150,000 - €190,000
The Lamborghini Jarama was not named after the famous race-track outside of Madrid but after the Spanish district made famous for their breeding of fighting Bulls. Introduced at the Geneva Motor Show during the spring of 1970 and styled by the iconic Marcello Gandini, famous for the Miura and Countach designs. The body was designed and made by Bertone in its Grugliasco plant and assembled by Marazzi on a shortened Espada chassis. The drive train remained the same as the Espada’s. The Jarama was a very fast, easy to drive car especially when covering long distances thanks to its stability at high speeds. It was indeed Lamborghini’s best GT of its time, its production was limited to 177 cars making it one of the rarest Lamborghini cars.
The car on offer, chassis number 10072 was sold new to Mr. Bernasconi of Lugano, Switzerland on 16th March 1971. Delivered in silver with a black leather interior it then received an original blue “blue notte” Jarama paint job during its life in Germany. The car was sold to a German collector in 2016 and duly sent to Auto-Kremer in Bonn, Germany, known for their excellent Lamborghini restorations. The bodywork and engine have been fondly restored. The interior, however, was in very good condition and is still presented in original order. The car has only around 200kms since the restoration.
This exceptional Jamara presents an opportunity to acquire what must be one of the best Jaramas in the world, it is in excellent condition overall, this is a fantastic example of one of the rarest Lamborghinis of the 1970â€™s.The car has German papers and TUV documents. All taxes and duties for the EU have been paid.
From the Lamborghini Bull Collection 1969 Lamborghini Espada S1 original “one off” Factory Glass Roof Specification Registration Number: German Registered
Chassis Number: 7293
Estimate: €550,000 - €750,000
On May 18th, 1969, 7293 followed in the footsteps of the cutting-edge Bertone Marzal concept car when it made its public debut at the Grand Prix of Monaco. Prior to the start of the race the metallic blue Espada completed parade laps around the circuit, with Prince Rainier III at the wheel and Princess Grace and his son Albert II, the later and current monarch of Monaco as a passenger. The following week, Lamborghini export manager Sig. Salgarella wrote to Mr. Davis, the original owner who order the Espada to inquire if he had seen the Lamborghini’s dramatic unveiling, stating that, “On television the Espada was shown 7 minutes all over the world and 22 minutes in Europe. Your car is really magnificent.” On May 29th, 1969, Mr. Davis’ Espada arrived in Boston aboard an Alitalia Super D6-8 cargo plane. In October 1969, the Espada was exhibited at the New England International Auto Show and was featured in the Boston Sunday Globe, with the headline “Auto Show Spotlights Italian Beauty.” Over the next few years, the custom-built Espada was displayed at numerous car events throughout New England and it never failed to draw a crowd.
The history of this unique Series 1 Espada ca be traced back to its first owner, Franklin S. Davis of North Reading Massachusetts. At Carrozzeria Bertone, Mr. Davis’ Espada, chassis 7293, was uniquely equipped with a large Plexiglass roof section and finished in a dazzling 15-coat metallic-flake paint job, as seen on the one-off Miura Roadster. Following its service at Wynn’s Car Care Products, the magnificent Espada eventually passed to a collector in Florida. New York collector Adam Gordon next acquired 7293 and displayed it at the Quail Motorsports Gathering in Carmel Valley. Since 2009, the Espada has been a fixture in a prominent Texas collection. With its bespoke features, rich documentation, and singular status as the 1969 Monaco Grand Prix parade car, 7293 possess all of the qualities one looks for in a thoroughbred Italian exotic.
This rare, historic, and charismatic example of the original four-seat supercar presents an exciting opportunity to acquire an important Lamborghini during the 50th anniversary celebration of the legendary Lamborghini Espada. Restored in 2013 but in its first and original paint, signed by Prince Albert II of Monaco in 2014, now 50 years later it is back in Monaco for this historical moment today. The car comes with US papers and new German TUV documents. All taxes and duties for the EU have been paid.A once in a lifetime chance to acquire such an important cornerstone of Lamborghini and Monaco history.
From the Lamborghini Bull Collection 1953 Lamborghini DL20 Registration Number: German Registered
Chassis Number: 6765-923
Estimate: â‚Ź60,000 - â‚Ź80,000
Details of Mr. Lamborghiniâ€™s tractor production are usually just a side note to the stories surrounding the 400 GT, Miura, Countach, etc. He was, in fact, a very successful industrialist and the tractors that bear his name are still in production today. Lamborghini was founded in 1948 and was well-known for the production of not just tractors, but also of military and industrial engines. Lamborghini Trattori grew quickly, developing many specialized models and becoming one of the largest agricultural manufacturers in Italy. While separate from automotive operations, the tractor business has been steadily successful and still produces specialized equipment for orchards, vineyards and other specialist farms around the world. This tractor has benefited from a dedicated owner who restored the tractor to its current impressive condition. When taking into consideration that this is made for a more rural purpose, it is indeed a well-engineered machine with plenty of power and reliability. The two- cylinder Diesel engine has plenty of torque to do active duty in the field, but would also be
great fun to drive around the property. The belt-driven PTO is designed to run various pieces of farming equipment and is reported to be well-functioning, should one want to explore on his own. This little Lamborghini, built in 1953, makes a fantastic appearance and is finished in the traditional Lamborghini Trattori red on the bodywork, with a grey finish on the chassis and wheel hubs. A cute and appropriate addition to any collection, this DL20 is a great way to remember the roots of Lamborghini before they became immortal with flamboyant supercar design and directly from the collection of Dott. Fabio Lamborghini.
The last documented sales of these models have been $110,000 in the USA and up to â‚Ź70,000 in Europe. The tractor has German TUV documents. All taxes and duties for the EU have been paid.
From the Lamborghini Bull Collection 1969 Lamborghini Espada S1 Registration Number: German Registered
Chassis Number: 7153
Estimate: €250,000 - €280,000
A mere five years after introducing its first car and three years after launching the sensational Miura, Lamborghini once again up-staged Ferrari by announcing a full four-seater at the 1968 Geneva Motor Show. Named after a matador’s sword, the Espada was styled similarly to the stillborn, rear-engined, six-cylinder Marzal but carried its 4.0-litre, four-cam V12 up front. The latter produced 325bhp, an output sufficient to propel the distinctive Bertone-styled coupé to 150mph (242km/h). Islero running gear was employed but wedded to a platform-type, semimonocoque chassis rather than the former’s tubular frame. Introduced in January 1970, the Series II cars came with an extra 25bhp, a top speed of 250km/h and an improved dashboard layout. For the final, Series III, Espada, Lamborghini revised the dash and interior yet again and up-rated the brakes and suspension. ZF power-assisted steering became standard and automatic transmission an option.
By the time production ceased in 1978, 1,217 Espadas had been produced, making this landmark model the most successful Lamborghini to date. This Lamborghini Espada Series 1, chassis number 7153 was the 53th car built. White with a black leather interior, it was delivered to dealer Foitek in Zurich February 26th 1969. The first owner was Mr. Ulrich Schmid from Zurich who sold the car to Fabio Lamborghini. car comes with new German TUV documents valid until 03/2020. In 2017 it was mechanically completely serviced and checked and runs and perfoms as it should. The interior and carpets are completely original, and the body has been restored to a very high standard.
It is also fitted with the sensational Marzal steering wheel which gives the futuristic interior a very Star Trek look. Being a 1st series car, this outstanding example is the most exclusive and sought after Espada, moreover the rarest as only 186 cars were produced. We assume this is the last and original one owner documented cars that are available and a must have to any collector in this important 50th anniversary celebration year of the Lamborghini Espada.
1948 Alfa Romeo 6C 2500S Cabriolet Registration Number: Swiss Registered
Chassis Number: 916009
Estimate: €250,000 - €290,000
Like most great Alfa Romeos, the 6C 2500 was designed by Vittorio Jano, one of the greatest automotive engineers in history, and it derives from the 6C 2300 of 1934. By the time the engine was enlarged in 1939 the model had won the Targa Abruzzo four times and the Mille Miglia. The larger car continued that tradition by winning the 1939 Tripoli-Tobruk and taking second place in 1940. At a time when most British sports cars had pushrod engines and beam front axles, the 6C 2500SS (Super Sport) seemed to come from another planet. Its dohc engine produced 110bhp, good for 103mph, it had synchromesh on 3rd and 4th gears and the chassis featured all-independent suspension by trailing links and coil springs at the front and swing axles and torsion bars at the rear. While most 6C 2500s had a surprisingly long wheelbase (118”) the Super Sport had a 106” wheelbase and was over 300lbs lighter. Even after the war the design was sufficiently advanced for competition versions to take 3rd place in the Mille Miglia in 1948 and 1949, and 2nd in the 1949 combined Targa Florio/Giro di Sicilia.
All Alfa Romeos were favourite targets of Italian carrozzieri who created some extraordinarily beautiful designs for the 6C 2500. This superb Alfa Romeo 6C is one of the rare original bodied cabriolets by the most famous Italian coachbuilder Pininfarina, of which only very few were made between 1939 and 1952. The 6C 2500 S was ordered on 28th October 1947 by a Spanish Alfa Romeo importer called Ruiz Jimenez and delivered on 9.march 1948. It was then sold to a Mr. Dioniso, who was then the head of the Madrid stock exchange. He gifted the car to his mistress, Ms. Emilia Sierra. The car retains an interesting additional data plate, issued in Spain, which details its delivery to Ms. Sierra.
For the next 40 years, # 916009 remained in its original ownership. In 1987 the second owner had the car restored and kept it well maintained before passing it to the third owner. The car`s body was found to be supremely original, aside from having been repainted and had never seen rust or damage. Today this important Alfa Romeo is sold with Swiss tax paid. It drives very well and is presented in superb condition throughout. An amazing opportunity to acquire one of the finest to come from the Italian marque.
NOTE : If the car remains within the EU, tax will have to be paid at the reduced rate on its purchase price.
1996 Porsche 993 Carrera 2S Vesuvio Registration Number: EU Registered
Chassis Number: WPOZZZ99ZVS311496
Estimate: €90,000 - €110,000
Porsche manufactured the 993 from 1993 through to early 1998, its discontinuation then marked the end of the aircooled Porsches. There were many technical improvements over the outgoing 964. The rear suspension was now alloy together with the sub-frame which made for far better handling and ride. The transmissions were improved in both the manual, now six speed – a first for Porsche – and the Tiptronic gearbox became more sophisticated, recognising gradients and descents and so improving the driving experience.
Mechanically, the brakes and exhaust systems were all improved. The bodywork was revised to give a more rounded style, with a genesis that is apparent in today’s 911s’. Engine development included Porsche’s VarioRam induction system that improved the torque characteristics of the engine, which greatly improved the overall performance. It was a standard feature from 1996 onwards. The ‘S’ came with the turbo bodywork and were ordered in very limited numbers.
This French delivered car is finished in Vesuvius Metallic, a deep, warm grey which was unique to the Carrera 2S, with contrasting Steel Grey door mirrors, handles, rear spoiler grille and wheels. Recently the car has benefitted from new tyres all round, new brake pads, filters, sparkplugs and wiper blades. This car also benefits from a manual gearbox and original Porsche service book. A desirable and rare edition of this model which would be a fantastic addition to any Porsche collection.
1970 Maserati Ghibli 4.9 SS Registration Number: EU Registered
Chassis Number: AM115/49/1780
Estimate: €290,000 - €330,000
Maserati needs no introduction. Already a legendary racing marque before the war, the company turned to the limited production of sports cars for the road in the 1950’s. These proved to be highly successful, and manufacture continued throughout the 1960’s with the company taking credit for some of the most potent and luxurious cars of the era. None upheld this great tradition better than the magnificent Ghibli. The model made its debut at the 1966 Turin Show, where it was received with rapturous acclaim. Over the preceding few years Maserati had tended towards slightly more refined and placid designs and so, like the wind from which it drew its name, the Ghibli came as a breath of fresh air. An American magazine in 1968 said of it, ‘The Ghibli is by far Maserati’s greatest contribution to the automotive world in the past 20 years. Its appearance alone gives one a feeling of opulence.’
1969 saw the appearance of a beautiful Spyder derivative, whilst in 1970 a 4.9 litre version, offering increased speed and power (partially in response to the opposition from Ferrari’s new Daytona) was introduced under the name ‘Ghibli SS’. In this, its most desirable guise, the Ghibli reinforced its solid position on the market until its untimely demise. In total 1,149 coupés and 125 Spyders were built, of which only a small proportion were of the SS variety.
Delivered new to France, this matching numbers example presented in wonderful Rosso-Rubino and sumptuous leather interior benefitted from an extensive restoration in the late 1990â€™s. In 2007 the car was sold by Poulain Le Fur in Paris, before being bought be the current vendor from French restorer, Carosserie Lecoq. The car received a full service before purchase including replacing all filters and seals, a new waterpump, new exhaust and a Becker radio was also fitted. Described to be in excellent condition throughout, this Ghibli with the desirable 4.9 litre engine is a very fine example of the marque and worthy of close attention.
2010 Porsche 997 GT2 RS Registration Number: EU Registered
Chassis Number: WP0ZZZ99ZBS776208
Estimate: €350,000 - €400,000
On May 4, 2010, an RS variant was announced to German dealers in Leipzig. The GT2 RS develops 620 PS (456 kW; 612 hp) and 700 N·m (516 lb·ft) of torque and weighs 70 kg (150 lb) less than the standard GT2, allowing for a top speed of 330 km/h (205 mph) and 0–100 km/h (0-62 mph) acceleration of 3.5 seconds. It was the fastest and the most powerful 911 built of its generation. According to Porsche Motorsports manager Andreas Preuninger, the RS was conceived around 2007 as a skunk-works effort. The 727 code number selected for the project corresponds to one of the Nissan GT-R’s lap times around the Nurburgring’s Nordschleife. When the dust settled, Porsche claimed that test driver Timo Kluck had supposedly eclipsed that target by an impressive nine seconds. A total of only 500 cars were built worldwide. Each car is individually numbered. The quality and scarcity of these cars has maintained their excellent investment value and collectability status year on year since originally coming on sale. First registered in late 2010 to Norway, this fabulous GT2 RS has more recently formed part of a UK-based Porsche collec-
tion. During its time in the UK the GT2 has been serviced by leading marque specialist JZM Porsche, sharing garage space and driving time with our vendor’s GT3 RS 4.0. Our vendor, a keen Porsche collector and racer, buys the very best cars he can find and then keeps them stored in the perfect environment and used lightly. As such the GT2 is in excellent condition in all respects, and of course is supplied with the relevant book packs and Porsche Certificate of Authenticity. The GT2 was fitted from new with a number of desirable options, a full list of which are available upon request. Presented in Carrera White with black leather and Alcantara interior, and showing c. 10,000 kilometres from new, this is a collectors grade Porsche of the highest standard.
Desirable factory options include: Black Leather & Alcantara Interior 6-Speed Manual Transmission Air Conditioning PCCB Ceramic Brakes PCM 3 Navigation Module Sound Package Upgraded Carbon Folding Bucket Seats Sport Chrono Package Plus Exterior Package In Carbon Carbon Centre Air Vent Door Entry Guards In Carbon With Logo Decorative Dashboard Trim In Carbon Carbon Trim On Belt Opening In B-pillar Rear Section Of Centre Console In Carbon Porsche Crest Embossed In Headrests Side Air Vent In Carbon On-Board Computer PASM (Porsche Active Suspension Management) Electrically Adjustable Heated Door Mirrors CD Compartment PSM Porsche Stability Management Tyre Pressure Monitoring System Xenon Lighting System.
2006 Ferrari 360 Challenge Stradale Registration Number: Italian Registered
Chassis Number: 135213
Estimate: â‚Ź170,000 - â‚Ź190,000
The first model to be rolled out was the 360 Modena, followed later by the 360 Spider, and finally, as a special edition, the Challenge Stradale, which was the highest performance road-legal version of the 360 produced by the factory, featuring carbon ceramic brakes (from the Enzo), track tuned suspension, aerodynamic gains, weight reduction, power improvements and revised gearbox software among its track focused brief. From a handling and braking performance perspective, it was the equivalent of adding a FHP (Fiorano Handling Pack) to the 360, which was available for V12 models such as the 550, 575 or F599 but never separately for the V8s.
This stunning example on offer today is a rare silver version. Having covered just 22,000km from new it has recently undergone a major service costing 10,000 euros that included changing the cam belt and the fitment of new tyres. Most interestingly this example was first delivered to the communication department of Ferrari Spa.
1989 Porsche 964 Carrera 4 Registration Number: EU Registered
Chassis Number: WPOZZZ9ZK5400250
Estimate: €45,000 - €55,000
The Porsche 964 is the company’s internal name for the Porsche 911 manufactured and sold between 1989 and 1994. Designed by Benjamin Dimson through January 1986, it featured significant styling revisions over previous 911 models, most prominently the more integrated bumpers. It was the first generation 911 to be offered with Porsche’s optional Tiptronic automatic transmission and all-wheel drive as options. The 964 was considered to be 85% new as compared to its predecessor, the Carrera 3.2. The first 964s available in 1989 were all-wheel drive equipped “Carrera 4” models; Porsche added the rear wheel drive Carrera 2 variant to the range in 1990. Both variants were available as a coupe, Targa or Cabriolet. A new naturally aspirated engine called the M64 was used for 964 models, with a flat-6 displacement of 3.6 litres. Porsche substantially revised the suspension, replacing torsion bars with coil springs and shock absorbers. Power steering and ABS brakes were added to the 911 for the first time; both were standard. The exterior bumpers and fog lamps became flush with the car for better aerodynamics. A new electric rear spoiler raised at speeds above 50 mph (80 km/h) and lowered down flush with the rear engine lid at lower speeds or at rest. Performance was brisk to say the least, with a top speed of 261 km/h. The 964 for sale here is the all-wheel drive Carrera 4 model. It benefits from a manual gearbox and will therefore appeal to the purist Porsche enthusiast. It looks suitably sporting finished in Guards Red and is described by the vendor as being in overall good condition and supplied with history file, this would be a great buy for someone looking for a well maintained and clean example of a manual air-cooled 911.
1974 Jaguar E-type V12 Roadster Registration Number: EU Taxes Paid
Chassis Number: 0C25213
Estimate: €70,000 - €90,000
It was in 1971 that Jaguar introduced the Series III of their 20th Century classic E-Type, with the Walter Hassan/Harry Mundy-developed 5.3-liter SOHC V12 engine which became an industry standard for its combination of smoothly unobtrusive torque and power. With the large cross-slatted radiator grille – described by Motor Sport magazine as ‘a decorative birdcage’ – flared wheel arches accommodating wider track and bigger tires, plus V12 nomenclature adorning the tail, these Series III cars continued all the American Federal Regulations features of the preceding Series II models while also adopting uprated brakes and power steering as standard. From the new Series launch in 1971 to the end of production in 1975, some 15,200 were manufactured. Built in 1974, the sensational example of Jaguar’s legendary V12 E-Type offered here left the Browns Lane Jaguar Works configured as a left hand drive car, finished in the colour scheme it presents itself today. It is a three owner car from new.Restored between 2015 and 2018 it is offered for sale with a large history file with details of the restoration. The car is matching numbers and matching colours. The V 12 series III E types were the last and most refined of the breed. The powerful V12 offered a smoothness that was seldom found in other vehicles of the day. Fitted with power steering comfortable seats and excellent brakes, V12 E Types became true grand touring vehicles. Having travelled less than 500 miles since restoration this suburb example would be the perfect weekend cruiser, or as a welcome participant on any number of drivers events. The opportunity to acquire this superb example should not be missed.
1952 Mercedes-Benz 220S Registration Number: Dutch Registered
Chassis Number: 05987/52
Estimate: €140,000 - €160,000
The Frankfurt Motor Show in the spring of 1951 saw the return of Mercedes-Benz to their traditional place in the high quality market with the introduction of the 220 series. In line with the rest of the contemporary range of models, these cars featured six-cylinder single overhead camshaft engines, valves being across, not in line with, the head. This unit produced 80bhp at a relaxed 4,600rpm, giving an impressive 90mph top speed. Roadworthiness was described by The Motor at the time as outstanding, all independent suspension giving a remarkably level ride on poor secondary roads, yet with good high-speed cornering and precise steering. This car was not cheap however, the German price of £1,098 being inflated to £2,123 for the UK market. Owned by the current vendor for an astonishing 54 years, the car has been looked after exceptionally well. As a true testament to the level of care that this car has received over the last seven decades, when we first saw the car just two years ago it was still in regular use by the owner yet also retained all of its original upholstery and wood-work. Over the last two years the car has been beautifully restored, however in its extensive history file one can still find its beautifully patinated and original books that wonderfully reflect the meticulous nature of its current and almost singular custodian. Offered with an extensive history file, this stunning example one of only 1,278 ever produced, has recently been the subject of a comprehensive restoration. Finished in its original colour scheme of black with cognac leather interior not only would this car stand out in any prestigious classic car collection, however wielding its remarkable bullet-proof 6-cylinder engine, it is a fantastic touring car for the forthcoming summer months!
1963 Jaguar E-Type 3.8 Coupe Registration Number: EU Registered
Chassis Number: 888861
Estimate: €150,000 - €180,000
On its 1961 Geneva Show debut the E-Type caused a sensation, with all the promise of its looks confirmed by independent road test results that not only recorded a 150mph top speed, but also 0-60mph and 0-l00mph in 6.9 and 16.2 seconds respectively; fast indeed, and the match of any exotic thoroughbred then available, combined with superb road-holding and remarkable docility. One of the greatest post-war sports cars, Jaguar’s E-Type made immediate headlines on its launch in March 1961. Here was a sleek and beautiful 150mph car with a competition pedigree that could be bought for just over £2,000, a vast amount of money for its time. A direct descendant of the XK120 and competition C and D-Type models that so dominated fifties sports car racing. Delivered new to Milan on the 18th of July 1963 and offered with its original Italian license plate, #888861 is finished in the same desirable colour combination that it left the factory; Gun Metal grey with black leather interior. Meticulously restored with great attention to detail, the overhauled engine has only run 6,800km since and remains in very good condition with perfect compression (test result available on request). Primed and ready for the next 50 years of its life, the beautiful E-type on offer here today comes with an extensive history file that contains its service manual, Heritage certificate, recorded ownership history, original Italian license plate and numerous supplementary documentation and invoices.
1961 Lancia Flaminia 2.5 coupe Pininfarina Registration Number: Italian Registered
Chassis Number: 3022
Estimate: €45,000 - €55,000
The first Flaminia berlina was revealed at the Turin Motor show in March 1957. It differed from the production version by having Florida-inspired rear doors that opened opposite to the front doors. All the other versions have front-hinged doors. The saloon version of the car was generally designated by the Italian word for this body style, Berlina. Designed by Pininfarina based on the Florida I prototype, this was the only body to be built by Lancia themselves, as well as becoming the only body to last through the entire production period. There were 3,344 Berlinas built with the 2.5 L engine (102/110 bhp specification). This particular example has been subject to a 100,000 euro restoration to the very highest standard. Offered with restoration documentation and Italian title this ‘world class’ example of the Flaminia would grace any significant collection.
1962 Mercedes-Benz 190SL Registration Number: EU Registered
Chassis Number: 121041002534
Estimate: £100,000 - €120,000
In 1954, Mercedes displayed a concept at the New York Auto show of a beautiful two-seat roadster with a removable hardtop. This concept came to market in 1955 as the 190SL, a more approachable, less intense sports car compared to the recordbreaking 300SL ‘Gullwing’. While the 190SL features a carbureted 1.9 liter inline four cylinder engine compared to the 300SL’s direct-injected 3 liter slant six, they share basic engine design, suspension system, and level of detail and craftsmanship that defines Mercedes-Benz. The new engine, which shared the same bore and stroke of the 300SL, was paired with dual Solex carburetors and produced 120 horsepower. This powerplant was paired with a fully synchronized 4-speed transmission that sent power to the rear swing axles. The 190SL implemented the same suspension systems as the 300SL, affording it confident handling and drivability. The 190SL is immediately recognizable as a Mercedes, featuring dramatic curves and through yet restrained use of brightwork that defined this era of Mercedes. Many styling cues are borrowed from the 300SL as well, notably the massive three-pointed star in the grille as well as the ‘eyebrows’ over the wheels. While the 190SL did not quite offer the performance of other sports cars of the era, the impeccable quality and attractive styling made the 190 a massive success- selling over 25,000 units before production ceased in 1963. Many of these models were delivered to the United States, where its driving demeanor and elegant styling were highly valued. The 190SL is an important part of the culture of small roadsters in the 1950s, as it demonstrated how luxurious the platform could be. Well sorted throughout, the fine brightwork compliments the beige paintwork nicely. The black convertible top and window are equally well presented. Mechanically, this car is in fine working order and is confirmed to be matching numbers. This 190SL presents a rare opportunity to acquire a great example one of the most stylish roadsters of the 1950s with increased driving pleasure.
1965 Ferrari 330 GT 2+2 Series II Registration Number: EU Registered
Chassis Number: 08153
Estimate: €210,000 - €260,000
The 330 GT 2+2 was launched at the Brussels Motor Show in January 1964 as an intended replacement for the successful 250 GTE. It was powered by the 209 engine previously used in the 400 Superamerica, which with various improvements but slight detuning now yielded around 330bhp.
The wheelbase was about two inches longer than that of the 250, and Koni adjustable shock absorbers were fitted as standard. The bodywork of the 330 was altogether ‘sweeter’ and more essential than that of its predecessor, and had a particularly attractive sharpness of line. The car was also spacious and comfortable, living up well to its ‘GT’ denomination.
Paul Frere, the noted Belgian racing driver and automotive journalist, road tested a 2+2 late in 1966. He came away suitably impressed: “In handling, this car is exactly like all Ferraris which I have driven before … It is close to being as neutral as one could want… But the most impressive feature of the handling of the 330 is the solidness with which it changes direction, particularly in s-bends, where it tracks with about the same precision as a modern race car.”
This lovely matching number Series II single headlamp example, finished in its original colour combination of Argento Metallic silver with black leather interior was delivered new in March 1965 to its first owner in Lombardy, Italy.
Having been extensively restored in 2009 including a mechanical overhaul the 330 still retains its originality, the original engine and gearbox are both fitted to the car as is the original jack and wheel hub hammer. The body and paintwork are both in good condition as are the mechanics, and with a comprehensive history file of restoration and maintenance work the 330 represents a fantastic opportunity to own a famous front engined V12 Ferrari in arguably the most desirable colour combination. These iconic Italian sports cars are much sought after, and this 2+2 is no exception. These Ferraris were the envy of many in the 1960â€™s, and remain so to this day.
1940 Horch 853A Sport cabriolet Registration Number: EU Registered
Chassis Number: 854402
Estimate: €800,000 - €900,000
After leaving his eponymously named firm around 1910 due to disagreements over lagging sales and engineering problems, August Horch founded a company based on a Latin translation of his name, Audi. In 1932, Germany found itself in a financial crisis and the result saw Audi, Horch, DKW, and Wanderer merge to form Auto Union in hopes of survival, In 1933, August Horch was reinstated as the head of the Horch-werke.
That same year, Horch, still catering to the luxury market, launched the Type 830, followed by the 850 in 1934. The top Horch models were based on the fully developed straight eight- cylinder engines, and they reached the absolute pinnacle between 1937 and 1940, with the Type 853 and 951. The engine was now of five-litre capacity, and the 853 employed double- jointed rear axle shafts that were pioneered on the Porsche-designed Auto Union racing cars, providing fully independent de Dion rear type suspension.
Front suspension consisted of an upper A-arm, with the lower hub being carried by a pair of transverse leaf springs. Vacuum assisted hydraulic brakes were standard, as was a four-speed transmission with lever actuated overdrive that was usable in all four gears The result was a highly advanced chassis for the time, and one that would not be matched by most other car manufacturers until well into the post-war years.
Just as they were competitors on the track, with their team cars collectively known as the ‘Silver Arrows’, Horch and Mercedes-Benz also competed in the luxury market, and Horch decided directly to the 540K, design concept began, a wooden model was to respond built to assess the Horch Special Roadster.
The decision was made to go ahead, and the construction of the car was undertaken by the factory works in Malan, Germany. The car was shown briefly, but it was not initially sold, as plans to supercharge the car were contemplated. Ultimately, the straight eight was deemed sufficient for car, and the plans to supercharge it were abandoned. Although not supercharged like its rivals, the 853 models do have overdrive, which closes the performance gap. This 1940 Horch, chassis number 854402, is a stunning example of the 853 autobahn stormer. Fitted with the 120bhp, 4,944cc inline overhead camshaft eight-cylinder engine and ZF five-speed overdrive transmission. Showing wonderful patina on the elegant cream interior with black piping, which matches the marvellous black exterior finish of the car; this outstanding Horsch 853 is worthy of any collection.
1931 MG M-Type Midget Registration Number: EU Registered
Chassis Number: 2M2643
Estimate: €22,000 - €26,000
With the introduction of the M Type Midget at the 1928 Olympia Motor Show, Cecil Kimber single-handedly created the market for small, cheap sports cars. Selling for £175, Kimber’s new baby was based on the contemporary Morris Minor and featured pretty, boat-tailed, fabric coachwork by the Coventry-based coachbuilder, Carbodies. The 847cc, overhead-camshaft, four-cylinder engine derived from that of the Wolseley Ten, and mated to this little gem of a power unit was a three-speed crash gearbox. Produced initially at Cowley, the Midget proved to be a strong seller and production transferred to Abingdon when the MG factory moved there in the autumn of 1929. M-Types were awarded the Team Prize in the 1930 Double Twelve 24-hour race at Brooklands and this success provided a welcome boost to sales, which amounted to 3,253 cars by the time production ceased in 1933. Capitalising on its Brooklands success, MG produced 30 Double Twelve Replicas, which featured many of the modifications made to the team cars including narrower bodywork and deeper door cutaways, while the racer’s altered valve timing found its way onto the production M-Type for 1931. On offer here is just one of these rare and interesting MG M-type boat tail’s in good overall condition. With its recently overhauled 847cc engine, the car runs very well and is a joy to drive! Equipped with a tonneau cover, soft-top and its body-work in very good order, this fun and typically british little sports car is rady to be enjoyed in the forthcoming summer months!
1993 BMW 850 CSI Registration Number: EU Registered
Chassis Number: WBSEG91030CC00188
Estimate: €58,000 - €65,000
Never officially releasing an M8, the CSi was developed as BMW’s top-of the range 8 series competitor to the likes of Mercedes-Benz top of the range SL’s. The CSi was fitted with 70% stiffer springs, BMW M servotronic power steering, limited slip differential with oil cooler and newly developed 5.6 litre and V12 engine. The twelve-cylinder engine received an additional 600cc displacement and optimized engine electronics producing a massive 380bhp. Paired with a sophisticated chassis with active rear axle kinematics and a generously sized brake system, this and much more make it a very competitive machine. On offer here today is a wonderful example of one of the mere 1,510 CSi variants produced in its limited production run between 1992 and 1996. Finished in the very desirable and original “Diamond Schwarz Metallic” with “Antharazit Buffalo” leather interior, the car is described to be in exceptional condition. The interior can be described as very chic and is furnished with wood inlays. With most 850’s having covered huge mileage, generally being enjoyed up and down the Autobahn, the modest 108,503km (less than 68,000 miles) recorded on this particular example is very interesting indeed.
1959 Lister Jaguar Knobbly Evocation Registration Number: EU Registered
Chassis Number: OTL 201
Estimate: €375,000 - €425,000
Englishman Brian Lister used the facilities of his father’s Cambridge wrought iron shop, George Lister & Sons, as the basis for a career in race car engineering, which then blossomed into one in sports cars during the early 1950s. Starting with an MG platform in 1954, Lister soon graduated to two-litre Bristol engines, which he stuffed into low-weight chassis that were packaged with aerodynamic open-nosed bodywork. Famed racer Archie Scott-Brown drove one of these Lister-Bristols to 5th overall and 1st in class at Silverstone in 1954, where it stunned a field of Jaguar C-Types. In 1957, customer Norman Hillwood insisted that Lister install a 3.4-litre Jaguar XK engine into his car. This marked the beginning of the engine-chassis mating that bore Lister his greatest acclaim. At the British Empire Trophy at Oulton Park on 6 April 1957, Scott-Brown’s Lister-Jaguar roared to a 1st overall finish, notably besting Roy Salvadori’s Aston Martin DBR1. Lister-Jaguars were well on their way to great success, but one more major innovation remained for the car’s legend to truly take hold, and that would lie in the forthcoming coachwork.
In February 1958, Lister introduced his latest model to the motoring press. The new Lister-Jaguar exaggerated the prior car’s gently bulbous, Maserati-like wings, which now converged into a hugely sloping bonnet that cleverly masked the tall XK block. Just behind the engine compartment was a lowered cowl that reduced the windscreen’s overall profile, enabling the top of the glass (required to be a certain height by FIA rules) to peer just over the engine compartment and drastically reducing the car’s frontal profile and corresponding drag coefficient.
Built by the Lister technicians and Bob Smiths of England in period, this 1959 registered example is in excellent condition throughout. Its lightweight aluminium bodywork and tubular chassis are in perfect condition and in recent years the car has visited various circuits such as Goodwood, Brands Hatch and Circuit park Zandvoort and a vast history file of photos is included. Offered with FIVA identity card valid until 2022. Sold to Holland 40 years ago in the same specification that it is offered in today, the car weights only 900KG and produces over 300HP. Finished in British Racing green with yellow striping and moss green leather interior.
2017 Aston Martin Vantage GT8 Registration Number: VAT Qualifying
Chassis Number: SCFGBBKLXHGC21267
Estimate: €200,000 - €250,000
Inspired and influenced by the 2016 Aston Martin V8 Vantage GTE race car, the Vantage GT8 is a true thoroughbred. The lightest and most powerful V8 Vantage ever, the Vantage GT8’s dramatically sculpted carbon fibre bodywork has been shaped by race-bred aerodynamic function. With a super-sharp chassis tuned for track-focused agility, powered by a revised 440bhp version of Aston Martin’s rousing 4.7-litre V8 and with six-speed manual transmission, the Vantage GT8 has unmistakable style, a no-nonsense stance and a driving experience that’s second to none. One of only 150 units made and with only delivery mileage on the odometer, this is a true collector’s piece. NOTE: Interested parties should be aware that VAT is payable on this vehicle at the buyers local rate.
E-Type Series 2 4.2 Roadster Owned by Ex-Formula One Team Owner Eddie Jordan Registration Number: Monaco Registered
Chassis Number: 2R13929
Estimate: €75,000 - €85,000
The Jaguar E-Type (a.k.a. Jaguar XK-E) is a British sports car, which was manufactured by Jaguar Cars Ltd. between 1961 and 1975. Its combination of good looks, high performance and competitive pricing established the marque as an icon of 1960s motoring. The Series 2 introduced a number of design changes, largely due to U.S. design legislation. The most distinctive feature is the absence of the aerodynamic glass headlight covers, which impacted several other imported cars, like the Citroën DS, as well. Unlike other cars, this retrograde step was applied worldwide for the E-Type. Other hallmarks of Series 2 cars are a wrap-around rear bumper, re-positioned and larger front indicators and tail lights below the bumpers, better cooling aided by an enlarged “mouth” and twin electric fans, and uprated brakes. Described to be in excellent condition throughout, this beautiful E-type is being sold by none other than EX Formula 1 team owner Eddie Jordan. Over recent years the car has had a vast amount of money spent on its mechanics, and with a well-known history, the odometer reading of c.73,000 miles is believed to be correct. Previously remaining in single custodianship for 25 years, it is no surprise that this car has been meticulously looked after. Recent invoices included in this cars history file include the fitment of a new power steering system at the cost of £5,000, new alternator, petrol pump, Kenlowe fans with manual override switch. Also fitted with new chrome wire wheels and tyres, this interesting car with a wonderful ownership history and story, has been kept in a climate-controlled garage and is now ready to be appreciated by its next owner.
1957 AC Ace Bristol Competition Roadster Registration Number: EU Registered
Chassis Number: BEX249
Estimate: Refer Department
The success of Cliff Davis’s Tojeiro sports racer prompted AC Cars to put the design into production in 1954 as the Ace. The Davis car’s pretty Ferrari 166-inspired barchetta bodywork was retained, as was John Tojeiro’s twin-tube ladder frame chassis and Cooper-influenced all-independent suspension, but the power unit was AC’s own venerable, 2-liter, long-stroke six. This single-overhead-camshaft engine originated in 1919 and with a modest 80bhp (later 100bhp) on tap, endowed the Ace with respectable performance. The AC Ace first appeared at Earls Court in 1953 and epitomised a new era of British post-war sports car production. The owners of AC, Charles and Derek Hurlock, along with AC agent, Ken Rudd, transformed the company’s reputation by taking a racing special and putting it into production, with notable stylistic influences from Italian sports cars of the era. The result was a car that delivered both on the road, and particularly on the track thanks to the input of racing chassis designer John Tojeiro. The Ace boasted all-round independent suspension by transverse springs (the first British sports car to do so), ensuring superb handling with minimal body roll and plenty of feedback. Such was the success of the Ace chas-
sis, it became the foundation for the mighty Shelby Cobras with over three times the power of the original 105bhp, Weller designed, six-cylinder engine. The outdated AC unit eventually made way for the more refined Bristol straight-six, which had evolved from the pre-war BMW 328. The Bristol engine was far more suited to racing, as demonstrated with some success by Cooper, and in its standard form developed 128bhp at 6000rpm. Consequently, it is the Bristol-engined Ace that is most sought after by collectors. The combination of a fine-handling chassis and a decent power-to-weight ratio helped the Ace to numerous successes in production sports car racing; arguably its finest achievement being a first-in-class and seventh overall finish at Le Mans in 1959. Indeed, its basic soundness and versatility were reflected in the fact that relatively few major changes were found necessary when the Ace was endowed with Ford V8 power to create the legendary Cobra.
BEX249 was delivered new, finished in Ivory with a Black Interior, in January 1957 to a Major James K Cockrell of Virginia in the United States. Cockrell entered the car into the SCCA National Championship race at the Cumberland racetrack in Maryland, Ohio. The race was won by Carroll Shelby in a Maserati 300S, with Briggs Cunningham a close second in a Jaguar D-Type. Cockrell was later deployed to Germany and prepared the car for ADAC races in Trier and Wiesbaden in the Spring of 1958. The motor fitted was deemed uncompetitive, so a new Bristol motor (100C687) was fitted before entering the championship, the same engine which is fitted to this day. Cockrell went on to win the regional 1958 German Championship in the 2 Litre category, and was nominated by the ADAC to enter the Ace into the AvD Nurburgring 1000 Kilometers race on 7th June 1959. Cockrell unfortunately did not finish the race due to an accident, ultimately the 1000 Kilometers was won by Stirling Moss in an Aston Martin DBR1 with Phil Hill and Tony Brooks coming in second and third respectively, both driving Ferrari 250 Testarossas. After the race the AC Ace was returned by Cockrell to his army base, who in a rather distressed state at his result in the 1000 Kilometers agreed to sell the car to another U.S. soldier by the name of Francis Gigliotti. Mr. Gigliotti stored the car for many years, gathering parts to restore the Ace, eventually taking the car back to the United States when he returned many years later. In 2006, whilst Mr. Gigliotti was still alive, the Ace passed hands to a Mr. Stangl who undertook a huge restoration to the condition you see the car in today. Our vendor purchased the car from Mr. Stangl and have kept it in dry conditions and used very lightly ever since. There are very few opportunities to purchase an AC Ace that has raced against the greats of motor racingâ€™s Golden Era of the 1950s, and in this incredible car we have just such an opportunity. Buyers should satisfy themselves prior to sale as to the condition of each lot and should exercise and rely on their own judgement as to whether the lot accords with its description. Coys accepts no liability for the accuracy of these particulars.
1980 Rolls Royce Corniche Series II Convertible Registration Number: German Registered
Chassis Number: DRL50706
Estimate: €70,000 - €90,000
“The name Corniche has been chosen for the latest coachbuilt models because it symbolises their higher cruising speeds and their ability to cover greater distances with the minimum of fatigue for driver and passengers,” explained Rolls-Royce in 1971, referring to the magnificent cliff-top roads of France’s Côte d’Azur, for decades a favoured destination among Rolls-Royce and Bentley owners. Introduced in March that year, the Corniche was a revised version of the Mulliner, Park Wardbodied two-door variants of the Rolls-Royce Silver Shadow and Bentley T-Series saloons, themselves notable as the Crewe factory’s first unitary-construction cars. In Corniche form Rolls-Royce’s well-tried 6.7-liter V8 produced around 10ore power than standard and proved capable of propelling the car to a top speed in excess of 120mph with sportscar-beating acceleration to match. The model proved a major success for Rolls-Royce; periodically revised and updated, it remained in production well into the 1990s, the last (Convertible) examples being delivered in 1995. Just 29 Series II Corniche Convertibles were produced in Bentley form, compared to no fewer than 1,595 examples of the Rolls-Royce version, and these rare cars are much sought after today. Sold new in Germany making this a very rare European Left Hand drive example this Bentley Corniche Convertible has enjoyed just three owners in total (the present since April 2004) while covering a mere 30,000km-or-so documented from new. In addition, extensive service and maintenance documentation accompany this well maintained automobile, which is offered with German title. Matching colours, and matching numbers this wonderful Corniche must be a contender for the best available worldwide. Perfect for the Cote d Azure.
1955 Fiat 1100 TV coupe Pininfarina Registration Number: Italian Registered
Chassis Number: TBC
Estimate: €50,000 - €60,000
Premiered at the Paris Salon in 1953, the ‘TV’ (Turismo Veloce) was the higher-performance version of the newly introduced FIAT 1100 Berlina (saloon). Introduced at the Geneva Salon earlier that same year, the 1100/103 featured unitary construction of the body/chassis and was powered by an entirely new 1,089cc overhead-valve four-cylinder engine. Saloon and station wagon models were offered. For the Turismo Veloce, power was raised from 36 to 50bhp, giving the TV a top speed of 135km/h. A single spot lamp on the centre of the radiator grille was a distinguishing feature of the TV, which featured additional exterior chrome trim and could be ordered with two-tone paintwork. A trasformabile (convertible) TV was added to the range in 1955. The TV was raced extensively by FIAT’s more sporting customers, its most prestigious victories including class wins at the Mille Miglia in 1954 and 1955. Carrozzeria Pininfarina offered its own two-door coupé on the 1100 TV platform. The car was first displayed at the 1953 Paris Salon, and the famed Italian coachbuilder would go on to build some 780 examples over the next three years. From around 1955 the Pininfarina TV coupé featured a wraparound rear window (as seen on this example) similar to that found on some of the Carrozzeria’s Ferraris of the time. This charming little coach built FIAT has been prepared for historic racing and can, according to the vendor, boast numerous successes in historic competitions in the ‘GTS 1100’ class. The engine is reported to be very strong and makes a lovely sound. Importantly, many of the original parts to return the car to road-going specification are offered with it, including most of the original interior: door cards, seats, instruments, dashboard, steering wheel, and door handles; together with all glassware, the original TV front grille, and the original lights. Accompanying documentation consists of cancelled Italian registration papers, the Estratto Chronologico listing the car’s owners in Italy, and ASI and CSAI passports (the latter valid until 2027). Importantly, the Pininfarina 1100 TV coupé is eligible for the Mille Miglia and thus represents a relatively inexpensive means of participation in this prestigious historic event.
1991 Porsche 964 Rebuilt and Inspired by the Legendary Steve McQueen 911S From the Film “Le Mans” Registration Number: EU Registered
Chassis Number: WP0ZZZ96ZMS406156
Estimate: €100,000 - €120,000
In 2011 the Steve McQueen Le Mans Movie Car was sold at auction for $1,375,000. The car was delivered new to Steve McQueen on the set of the iconic motorsport movie Le Mans. It was built to the highest available specification offered by Porsche for street models and invoiced and assigned by the Property Master for use during filming and for McQueen’s personal use. In opening scenes of the 1971 film Le Mans, Steve McQueen isn’t the only star of the 1971 film Le Mans. The steely-eyed McQueen’s co-star for the film’s memorable opening scenes is a Slate Gray 1970 Porsche 911S. The magnetic pair open the film in convincing fashion, and the tranquil images of McQueen driving the snarling 911 through the bucolic French countryside, contemplating the complex and shifting equations of life and death in competition, are in stark contrast to the racing action that would follow. This unique car has been beautifully backdated to exactly this; Steve McQueen’s 1970 Porsche 911S Le Mans Movie Car, with no expense spared and bills and invoices in excess of €50,000. Completed with great attention to detail including the “Steve McQueen Switch” used to disconnect the rear lights to escape from the Police! Having seen similar examples sell for in excess of €150,000 EUR last year, this example is offered at a very realistic reserve. Fitted with original Fuchs 17’ wheels, original Porsche steering wheel, Recaro sport seats, original steel body parts, front wings, front bumper, front hood, rear bumpers, rear trunk, and chome parts such as front and rear bumpers, rear grill, door handles, frame glass and so forth. Ever detail has been thought about including new glass rubbers with the original chrome strip, which gives great confidence into the overall build-quality of this very special car.
1966 Jaguar E-Type Series 1 Roadster Recent restoration and matching numbers example Registration Number: EU Registered
Chassis Number: 1E 12422
Estimate: €140,000 - €160,000
On its Geneva Show debut in March 1961 the Jaguar E-Type caused a sensation, with all the promise of its looks confirmed by a 150mph top speed and 0-60 and 0-100mph in 6.9 and 16.2 seconds respectively; fast indeed. Such impressive figures and combined with superb handling and a very amenable character, made for a hugely successful car. In October 1964 it was superseded by the 4.2 litre model; apart from the capacity increase from 3,781cc to 4,235cc and improved torque but the same power, it boasted a new all synchromesh gearbox, improved brake servo and seats, an alternator and the dashboard was now leather faced rather than aluminium dashboard. Motor magazine road tested an E-Type 4.2 in 1964. They summarized it as “The new 4.2 supersedes the early 3.8 as the fastest car Motor has tested. The absurd ease which 100mph can be exceeded in a ¼ mile never failed to astonish. 3,000 miles of testing confirms that is still one of the world’s outstanding cars.” This example of Jaguar’s legendary E type is a Series 1 4.2 roadster has been subject to restoration from the chassis to the interior with a number of pictures and invoices to document this. The car is finished in the classic colour combination of grey gunmetal, with tan interior. The Jaguar is complete with original 4 speed gearbox and other options including electrical power steering, disc brakes on the front wheels. The car is said to be matching numbers and provided with Jaguar Certificate of Authenticity.
1972 Lancia Fulvia 1.6 HF Fanalino Lusso Registration Number: Italian Registered
Chassis Number: TBC
Estimate: €35,000 - €40,000
The introduction of the Fulvia saloon in 1963 maintained Lancia’s reputation for innovation in automobile design. The boxystyled Appia replacement featured an all-new, narrow-angle, V4, overhead-camshaft engine; front wheel drive; independent front suspension by double wishbones; and disc brakes all round. A 2+2 coupé on a shorter wheelbase was launched in 1965. Though mechanically similar, the beautiful newcomer had all the visual presence its progenitor lacked and came with a 1,216cc engine producing 80bhp. Tuned, lightweight ‘HF’ versions provided increased performance and formed the basis of the works’ highly successful rally programme that saw the Fulvia HF1600 secure Lancia’s first Manufacturers’ World Championship in 1972. Ultimate expression of the Fulvia Coupé, the HF1600 had been introduced in 1969 and came with a 1,584cc engine producing 115bhp in road tune - an output sufficient for a top speed of 115mph - revised suspension and a five-speed gearbox. Production ceased in 1973 after a little fewer than 5,000 HF1600s had been built. This delightful and rare HF1600 is described by the vendor as in good condition and has obviously been well looked after by its previous owners. Finished in a rare colour combination with and its original engine and interior it has covered just 77,00km from new. Mechanically excellent this example is offered with a most sensible reserve.
1979 Jeep CJ7 6.6 V8 Registration Number: Italian Registered
Chassis Number: TBC
Estimate: €30,000 - €40,000
The Jeep CJ-7 featured a wheelbase 10 inches longer than that of the CJ-5 and lacked its trademark rear curve of the door cut outs. The other main difference to the CJ-5 was to the chassis which hitherto consisted of two parallel longitudinal main c-section rails. To help improve vehicle handling and stability, the rear section of the chassis stepped out to allow the road springs and dampers to be mounted closer to the outside of the body. It was introduced in 1976, and 379,299 were built during 11 years of production. The CJ-7 featured an optional new automatic all-wheel drive system called QuadraTrac, as well as a part-time two-speed transfer case; an automatic transmission was also an option. Other features included an optional moulded hardtop, and steel doors. At this time, even the passenger seat was an option. The CJ-7 was available in Renegade form with different body decals and additional equipment. This truly exceptional example has enjoyed an extensive program of upgrades which have resulted in the phenomenal 6.6 litre V8 beast you see here. Over €100,000 was spent on this truly exceptional vehicle, now available for sale and offered with Italian registration papers.
1972 Porsche 911 T Targa Registration Number: EU Registered
Chassis Number: 9112111641
Estimate: €100,000 - €110,000
Porsche’s long-running 911 arrived in 1964, replacing the 356. The latter’s rearengined layout was retained, but the 911 switched to unitary construction for the body shell and dropped the 356’s VW-based suspension in favor of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche’s single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3 liters and, in turbo-charged form, put out well over 300 horsepower. The first of countless up-grades came in 1966 with the introduction of the 911S. Easily distinguishable by its stylish Fuchs five-spoked alloy wheels, the ‘S’ featured a heavily revised engine producing 160bhp, the increased urge raising top speed by 10mph to 135mph. A lengthened wheelbase introduced in 1969 improved the 911’s handling, and then in 1970 the engine underwent the first of many enlargements – to 2.2 litres. Tenacious adhesion, responsive steering, very good flexibility, superb brakes, meticulous finish and a solid, unburstable feel were just some of the virtues praised by Motor magazine in its test of a Porsche 911 in 1973. The 911 T on offer here is in good condition throughout the body is straight and paintwork shows no real signs of age. Offered in Black with a black leatherette interior the 911T is ready for a new custodian.
1970 Mercedes-Benz 280 SE Cabriolet Registration Number: EU Registered
Chassis Number: 11102512003938
Estimate: €120,000 - €160,000
When Mercedes-Benz replaced the popular W111 220 series in 1966, the first S-Class range was born. Much of the mechanical specification remained as before, but a new, sleeker bodyshell with lower roof and waist lines and a larger glass area proved to be a far more modern design than the dated, finned wing appearance of its predecessor; supplementing the saloons there were, as always, both coupé and cabriolet derivatives. All of these W108 models, however, shared similar all independent suspension, by wishbone/coil spring at the front together with a coil sprung swing axle at the rear; all round disc brakes and power assisted steering were also standard equipment. Power was initially provided by a choice of three overhead camshaft six cylinder engines: for the 250 S, the 2,496cc motor produced 130bhp via twin carburettors, with the 280 SE benefitting from Bosch fuel injection and an increase in output to 150bhp (rising in 1968 to 160bhp); transmission was invariably an automatic fourspeed unit. This 1970 280 has been subject to 40,000 euros of recent renovations with invoices to document this. Included in this work was extensive engine work, new conditioning, exhaust, steering and new cover. At the same time the engine was converted to run on unleaded 95. A matching numbers example of one of 1390 cars produced.
1953 Fiat Topolino Giardinetta Registration Number: Italian Registered
Chassis Number: 93239
Estimate: €10,000 - €15,000
Better equipped than many cars twice its size, the FIAT 500 - soon nicknamed ‘Topolino’ (mouse) - brought a degree of refinement hitherto unknown to small cars when launched in 1936. Lockheed hydraulic brakes, independent front suspension and 12volt electrics were all features while an engine mounted ahead of the front axle helped maximise cabin space for the two occupants. The 569cc, four-cylinder, sidevalve motor produced a modest 13bhp but as the Topolino weighed little more than half a ton it could nevertheless manage a respectable 50mph-plus under favourable conditions. For most buyers though, the frugal (up-to-50mpg) fuel consumption would have been the major attraction. Introduced in 1946, the 500B featured a more powerful (16.5bhp) overheadvalve engine that would be carried over to the Topolino’s final incarnation - the restyled 500C of 1949, which was the first FIAT model to offer a heating/de-misting system as standard. At the same time as the 500B was introduced, a Giardiniera station wagon (also known as the Belvedere) was added to the range, offering four-seat accommodation as well as increased luggage space. Equipped with the superior overhead-valve engine, these later Topolinos were genuine 60mph cars, though no less economical than their predecessors. Testing a FIAT 500C in June 1951, The Autocar magazine reported that, ‘The latest FIAT 500 is compact, economical, easy to park and easy to maintain. It has a surprising carrying capacity. It is a thoroughly roadworthy small car with a performance adequate for the needs of very many people, and when enterprisingly driven can hold its own with more powerful cars even over indifferent surfaces,’ all of which remains thoroughly commendable today. A 1953 model first registered in Italy , this well restored example is unique with a closed roof. A guaranteed head-turner at any gathering of classic motor cars, this charming Topolino Giardiniera is offered with Italian registration papers.
1950 Fiat Topolino Giardinetta Legno Registration Number: Italian Registered
Chassis Number: 189685
Estimate: €16,000 - €20,000
Better equipped than many cars twice its size, the FIAT 500 - soon nicknamed ‘Topolino’ (mouse) - brought a degree of refinement hitherto unknown to small cars when launched in 1936. Lockheed hydraulic brakes, independent front suspension and 12-volt electrics were all features while an engine mounted ahead of the front axle helped maximise cabin space for the two occupants. The 569cc, fourcylinder, sidevalve motor produced a modest 13bhp but as the Topolino weighed little more than half a ton it could nevertheless manage a respectable 50mph-plus under favourable conditions. For most buyers though, the frugal (up-to-50mpg) fuel consumption would have been the major attraction. Introduced in 1946, the 500B featured a more powerful (16.5bhp) overhead-valve engine that would be carried over to the Topolino’s final incarnation - the restyled 500C of 1949, which was the first FIAT model to offer a heating/de-misting system as standard. At the same time as the 500B was introduced, a Giardiniera estate car (also known as the Belvedere) was added to the range, offering four-seat accommodation as well as increased luggage space. This wonderful Legno version of the Topolino station wagon is in excellent overall condition. The woodwork having been subject to recent attention. Mechanically running well indeed this charming “woody” would make an excellent addition to any collection.
1972 BMW CSI Registration Number: German Registered
Chassis Number: 2262320
Estimate: €60,000 - €80,000
BMW returned to six-cylinder power for its top-of-the-range models in 1968 with the launch of the 2500 and 2800 saloons together with the stylish 2800 CS coupé. Designated ‘E9’, the latter was powered by the 2800 saloon’s M30 engine, though its running gear had more in common with the existing, four-cylinder 2000C/CS. The 2800 CS’s replacement by the similarly styled 3.0-litre CS in 1971 brought with it numerous improvements, including four-wheel disc brakes in place of the old disc/drum combination. With 180bhp on tap courtesy of its larger engine, the 3.0 CS was good for in excess of 130mph, with even more performance on offer from the 3.0 CSi. The latter’s Bosch D-Jetronic fuel-injected engine produced 200bhp, only a whisker below the maximum enjoyed by the lightweight CSL Group 2 ‘homologation special’, affectionately known as the ‘Batmobile’ on account of its futuristic aerodynamic body kit, developed at Stuttgart University and used from mid-1973 onwards.
Thus equipped the Batmobiles were able to defeat the previously all-conquering Ford Capri RS2600s, Toine Hezemans capturing the 1973 European Touring Car Championship for BMW at the wheel of a 3.0 CSL and co-driving one to a class win at Le Mans that year with Dieter Quester. Ford bounced back in 1974 but from 1975 onwards the BMW ‘Batmobiles’ won five consecutive European Touring Car Championships, a quite unprecedented run of success. Today these exciting and charismatic Grand Tourers enjoy an enthusiastic following and well-preserved examples are increasingly sought after.
This BMW 3.0 CSi was completed in 1974 as presented today in â€˜Fjord Metallicâ€™ has had just one family owner until 2017. A highly origionale example in exceptional condition it has to be one of the best on the market today being both matching numbers and colours. Simply stunning and a unqiue chance to be the third owner of a Csi.
1979 Chevrolet Corvette C3 Registration Number: UK Registered
Chassis Number: TBC
Estimate: €17,000 - €22,000
The third generation Corvette, patterned after the Mako Shark II concept car, was introduced for the 1968 model year and was in production until 1982. C3 coupes featured the first use of T-top removable roof panels. It introduced monikers that were later revived, such as LT-1, ZR-1, Z07 and Collector Edition. In 1978, the Corvette’s 25th anniversary was celebrated with a two-tone Silver Anniversary Edition and an Indy Pace Car replica edition of the C3. This was also the first time that a Corvette was used as a Pace Car for the Indianapolis 500. Engines and chassis components were mostly carried over from the C2, but the body and interior were new. The 350 cu in (5.7 L) engine replaced the old 327 cu in (5.36 L) as the base engine in 1969, but power remained at 300 bhp (224 kW). 1969 was the only year for a C3 to optionally offer either a factory installed side exhaust or normal rear exit with chrome tips. The all-aluminum ZL1 engine was also new for 1969; the special big-block engine was listed at 430-hp (320 kW), but was reported to produce 560 hp (420 kW) and propelled a ZL1 through the 1/4 mile in 10.89 seconds. Fitted with the rare and desirable manual gearbox, and retaining its original and well preserved interior trim, the Corvette is presented in excellent overall condition. On a warm sunny day with the Targa-style “T-Tops” stowed away and an open road ahead, there really are few better places to be.
1992 Mercedes 280GE Registration Number: EU Registered
Chassis Number: TBC
Estimate: €10,000 - €13,000
The Mercedes-Benz G-Class or G-Wagon, short for Geländewagen (cross-country vehicle), is characterised by its boxy styling and body-on-frame construction. It uses three fully locking differentials, one of the few vehicles to have such a feature. The G-Class is still in production and is one of the longest produced Mercedes-Benz in Daimler’s history. It was developed as a military vehicle from a suggestion by the Shah of Iran and offered as a civilian version in 1979. A new version was expected for 2007, but ultimately whilst the new GL-Class is a fine performing product in the Mercedes tradition, it was not sufficient to steal the affection for the classic Geländewagen. And so the G-Wagon is still in production and selling well to the current day. With a very low mileage of 17,000 kilometres from new, this 280GE was first used by the German army, hence the camouflage paintwork and removable fabric roof and windscreen for use in warmer climates around the world. Now offered from a private collector, this a fantastic fun leisure classic which can be employed for a number of uses all year round.
1983 Ferrari 512BBi Registration Number: EU Registered
Chassis Number: ZFF5A09B000044995
Estimate: €230,000 - €280,000
Having reasserted itself at the top of the supercar hierarchy with the first ‘Boxer’ – the 365GTB/4 BB – Ferrari went one better with its successor, the 512BB. For the new Boxer, Ferrari abandoned its long-standing practice of denoting a model by the capacity of an individual cylinder and adopted the Dino-type nomenclature where ‘512’ indicates 5 litres/12 cylinders. Displacement was increased by enlarging both bore and stroke, while in addition the compression ratio was raised and dry-sump lubrication adopted. The result of all these changes was a useful increase in torque which, coupled with revised gear ratios, made the 512 more tractable. Changes to Pininfarina’s inspired coachwork were, not surprisingly, few. The running gear likewise came in for only minor revision while the already excellent all-round ventilated disc brakes remained unchanged. Inside, the 512 remained virtually the same as before but for the welcome adoption of multi-way adjustable seats in place of the fixed originals. Road & Track magazine had achieved a speed of 175mph (280km/h) in the preceding 365GT/4 BB, and although lack of road space prevented the discovery of their test 512’s capability, Ferrari’s claimed maximum of 188mph (302km/h) was felt entirely realistic.
In 1981 the model was updated with Bosch fuel injection, becoming the 512BBi. Once again, maximum power remained unchanged but there was more available at lower revs and torque increased still further. Possessing an engine directly related to Ferrari’s contemporary Formula 1 unit, as well as being both lighter and faster than the legendary Daytona, the 512BBi was one of the most capable and exciting supercars of its era and is still capable of providing all the thrills that an enthusiastic owner-driver could wish for. This left-hand drive example is one of only 1,007 512BBi models produced by Ferrari. Finished in Rosso Corsa red with dark blue interior trim and showing very little wear, the car is displayed in lovely condition all round.
Showing a total of 56,000 kilometres on the odometer the car was previously sold by Charles Pozzi automobiles of France in 1983 the car has seen just three owners from new and has been serviced less than 2,000 kilometres ago. Included in the sale are bills of service and maintenance work as well as a Ferrari booklet with important documents included. With the value of V12 Ferraris from the 1960â€™s and 1970â€™s having increased dramatically, users and investors alike have recognised the potential of the Berlinetta Boxer series, and particularly that of the more practical fuel-injected models such as this one.
1972 Lola T290 - 1972 Targa Florio Class Winner Registration Number: N/A
Chassis Number: HU12
Estimate: €180,000 - €220,000
When the Group 5 regulations were drastically changed ahead of the 1972 season, effectively banning the existing big banger sports racers, the Group 6 class became even more important. This prompted Lola to develop a brand new car for the ground up that could be used as two-litre (T290) but also in three-litre (T280) form. In charge of the design was Bob Marston, assisted by Patrick Head and John Barnard, who would go on to become leading racing car designers in their own right. Like the T210, Lola’s second generation Group 6 car was built around an aluminium monocoque chassis with independent suspension and outboard disc brakes on all four corners. The front suspension was by double wishbones while the rear used a reversed lower wishbones, top links and twin trailing arms. The car was clothed in a straightforward fibreglass body, which compared to rivals Chevron and Abarth was relatively curvaceous. Downforce was provided at the rear by a small wing that was mounted at the trailing edge and almost flush with the engine cover.
Lola offered the T290 without an engine, leaving customers to pick their power-plant of choice. Cosworth was the preferred engine supplier and for the 1972 they offered two options; the venerable FVC or the newly developed Chevrolet Vega based ‘four’. The former was tried and tested but displaced only 1,790 cc while the latter was not quite as reliable. Some teams did develop larger versions of the FVC while Cosworth themselves were hard at work to create the two-litre BDG. Regardless of the engine choice, a Hewland five-speed gearbox was used. The successes of the T212 during the 1971 season, had certainly increased the demand for Lolas and no fewer than 34 T290s were built in 1972. Many were sold through European representative Jo Bonnier, who also fielded some of the cars with works support. Especially the Vega engined cars were quick straight out of the box but the engine’s poor reliability proved a real handicap.
As a result, the Abarth-Osella team and driver Arturo Merzario won the European Championship. The T290s were nevertheless very successful, winning races and championships all around the world. For the 1972 season Antonio Zadra, member of Scuderia Brescia Corse, bought Lola T 290 HU8. However at Vallelunga he had a crash in training. Therefore for the next event, which was Targa Florio, he took delivery of HU12 from Jo Bonnier. It was entered for the Brescia team and ended 4th overall and secured a class win. HU12 continued to race throughout the 1972 and 1973 seasons until it was sold to Johann Abt who continued to race the car. In the mid 1990â€™s HU12 was imported to Sweden and sold to Jussi Nyman who, having little experience of race cars, only drove it once. It was then purchased by the current vendor in 1197 who has set about a comprehensive restoration. Over the last year Zetterman engineering has prepared the car for the track including new tanks. Fitted with a Cosworth BDG 2-litre engine, producing 260bhp, which was tuned by Jorgen Svenssom in Halmstad. This wonderful Lola is now ready for a discerning new custodian and could be eligible for the Masters Series, CER and Orwell Supersports as well as the Le Mans Classic.
1982 Citroen Visa Trophie Group B Registration Number: EU Taxes Paid
Chassis Number: TBC
Estimate: €32,000 - €40,000
After the successful Visa Trophy in Group 5 in 1981, Citroën launched the Visa International Trophy in 1982 in cooperation with Total and Michelin. A program that will combine with the entry into the brand new Group B International Rally. Citroën then entrusts to Heuliez the construction of 200 copies that will serve as homologation to the model: the Visa Trophy was born ... 1982 is a pivotal year in the history of international rallies. Indeed, the birth of Group B will lead to the discontinuation of Groups 4 and 5. To attract new entrants, the technical regulation is not binding but it requires to produce at least 200 copies of the model entered to be approved. Guy Verrier therefore asks Heuliez to produce the 200 copies of the new competition visa. The production starts in 1981 in Cerizay and on 1 February 1982, the Visa Trophy is homologated in Group B. The first peculiarity of the regulation that will benefit Citroën is to allow the use of some modern materials (kevlar, plastic windows ...) to design lighter cars. A minimum weight scale is still imposed according to the cubic capacity. This lightening challenge will become a Citroën specialty, which will be one of the first to use, in large series, body panels in composite or plastic as did Alpine or Matra. Thus, in addition to its specific body kit (fender flares and sills), the Visa Trophy has front and rear bumpers, a bonnet, a hatchback and doors made of fiberglass and polyester resin. The windows, outside laminated windshield, are made of plastic ‘Margard’, so that the arrival Visa Trophy displays a weight of only 695 kg on the scale! To make the whole more desirable and make sure to sell the 200 copies produced, we take care to offer this ‘rally car for the road’ a deco that catches the eye. As we have the patriotic fiber, a double red and blue side strip comes to contrast the white paint, the only color proposed, and to cover the logos VISA (in blue) and TROPHY (in red) affixed on the rear wing. Finally, we note the presence of Amil rims in star with 5 branches already seen on the Peugeot 104 ZS 2. Inside, the trophy is minimalist but still delivered with the steering wheel and seats of the classic Visa. We can therefore consider using it every day, even if it is not its primary purpose! For the race, Citroën Compétitions adds a sport steering wheel, bucket seats, a roll bar and a fire extinguisher. ENGINE The Group 5 Visa took over the mechanical base of the Visa Super X, a four-cylinder type XZ of 1.219 cm3 which then went from 64 hp to 115 hp with an increased capacity to 1284 cm3 and 2 carburetors Weber type 45 DCOE. But for the Trophy Visa, Citroën must rely on a more conventional and less expensive engine for homologation. The French engine manufacturers therefore leave the block of the Visa Super X without changing the engine capacity and the head with the cylinder head of the 104 ZS2 and two carburetors Weber double body. Despite its modest displacement, the small 1.2L has a power of 100 hp, a top speed of 180 km / h and a kilometer stopped in 30.8 seconds. Very rare version of the famous Visa, this is ‘Trophy Group B’, produced in only 200 copies by Citroen between 1982 and 1983, necessary for the FIA-Group B homologation. Highly original example with factory paint.
1975 Citroen DS23 I.E. Pallas Registration Number: German Registered
Chassis Number: DSFG02FG2233
Estimate: €38,000 - €48,000
Just as it had done 21 years previously with the revolutionary Traction Avant, Citroën stunned the world again at the 1955 Paris Salon with the launch of the futuristically styled DS. Beneath the shark-like newcomer’s aerodynamically efficient, low-drag bodyshell, there was an all-independent, self-levelling, hydropneumatic suspension, plus power-operated brakes, clutch and steering. No European car would match the ride quality of the DS for several years, and the fundamental soundness of Citroën’s ahead-of-its-time hydro-pneumatic suspension was demonstrated by its survival in various models for more than four decades. The DS’ original 1,911 cc overhead-valve, long-stroke engine was replaced in 1966 by a short-stroke 1,985 cc unit, also available in 2,175 cc and 2,347 cc versions, while other DS developments included swivelling headlights, fuel injection and a five-speed manual gearbox. Originally delivered to Germany when new, this wonderful Pallas remained with its first owner from 1975-1984. It changed hands to its second owner in 1984 who kept the car until 2009. Its third and current owner restored the car to an extremely high standard in 2009 and the car has covered just a few hundred kilometres since. This must be the lowest ownership, best restored Pallas on the market today.
1965 Alfa Romeo Racing GTA Registration Number: Italian Registered
Chassis Number: AR826029
Estimate: NO RESERVE
Introduced in 1962, Alfa Romeo’s 106-Series 2600 range was a direct replacement for the preceding 102-Series 2000 cars. The latter’s chassis design and body styles were retained, with minor revisions and improvements, but in place of the old 2.0-litre, four-cylinder engine was a new, 2,584cc, twin-cam six descended from the immensely successful Giulietta. A maximum output of 145bhp was claimed for this unit when installed in the Sprint Coupé and Spider, good enough for a top speed of around 200km/h in 5th gear. Approximately 2,255 Spiders and 6,999 Sprint Coupés were produced between 1962 and 1966, and today these rare and under-appreciated models are becoming increasingly sought after by discerning collectors. This particular 2600 is presented with FIA papers valid until 2026.Uprated by the legendary Vincenzo Fiammetta it weighs just 1070kg , and fires through 3 weber 50 DCO carburettors.. A successful participant in Targa Florio, Corsa Dell Enta, Monza , Prova Challenge Siciliano and Giro d’Sicilia this must be one of the most competitive 2600 cars available on the market today.
1967 Ferrari 330 GT 2+2 Registration Number: German Registered
Chassis Number: TBA
Estimate: €220,000 - €250,000
By the end of the 1950s, the market for sports cars with ‘family accommodation’ had grown sufficiently for Ferrari to contemplate the introduction of a four-seater model. Introduced in the summer of 1960, the first such Ferrari - the 250 GTE 2+2 - was based on the highly successful 250 GT. Pininfarina’s brief had been to produce a 2+2 without sacrificing the 250’s elegant good looks or sporting characteristics, and the master carrozzier succeeded brilliantly, moving the engine, gearbox, and steering gear forward and the fuel tank back, thus creating sufficient room for two occasional rear seats. The 250 GTE provided the basis for its replacement: the 330 GT 2+2 introduced in January 1964. Pininfarina was once again entrusted with the styling, adopting a four-headlamp frontal treatment that reflected the tastes of Ferrari’s most important export market, the USA. Although some criticised its styling, the ‘Series 1’ four-headlight 330 GT has become truly evocative of 1960s fashion, lauded both for its individuality and Pininfarina’s purity of design. The 330 GT’s tubular chassis was 50mm longer in the wheelbase than before, which made conditions less cramped for the rear passengers. Suspension was independent at the front by wishbones and coil springs, while at the back there was a live axle/semi-elliptic set-up. Improvements to the discs-all-round braking system saw separate hydraulic circuits adopted for front and rear. The 330 GT’s Colombo-type, 60-degree, V12 engine had first appeared in the 330 America (effectively a big-bore 250 GTE 2+2) in 1963. Displacing 3,967cc, the single-overhead-camshaft, all-alloy unit was good for 300-plus horsepower, an output sufficient to propel the 330 GT to a maximum velocity of 152mph (245km/h) making it, when introduced, the fastest roadgoing Ferrari. Equipped at first with a four-speeds-plus-overdrive gearbox, the 330 GT gained a five-speed transmission in mid-1965 and later that year had its four-headlight front end replaced by a two-lamp arrangement, becoming the ‘Series 2’. Electric windows, alloy wheels and hanging control pedals were other improvements standardised on the Series 2 cars. Built alongside the ultra-exclusive Superamericas, the 330 GT was Ferrari’s ultimate Grand Tourer for the sophisticated client during the era known in Europe as ‘La Dolce Vita’. A favourite of Enzo Ferrari, it was the first of his cars to sell in excess of 1,000 units. This highly original matching numbers example has been the subject of a recent mechanical restoration by marque experts in Germany. The original interior displays a wonderful Patina, and the exterior has been subject to a re-fresh in its original colour combination. We are advised the car is eligible for the Ferrari Classiche program and will pass. With interest in frontengined V12 ‘Enzo-era’ Ferraris from the 1960s never higher, the readily usable 330 GT represents tremendous value when compared with its immediate Ferrari peers, many of which now have ‘king’s ransom’ price tags.
1969 Mercedes-Benz Pagoda 3.6 AMG Registration Number: German Registered
Chassis Number: 11304412015291
Estimate: €120,000 - €150,000
In March 1963 the new generation of SL sports cars was launched with the debut of the 230 SL at the Geneva Show. This revolutionary new model replaced the now ageing 190 and 300SL models. Mercedes engineering, together with elegance and practicality, made the pagoda top SL one of the most distinctive designs of its era. In closed form it offered handsome proportions and coupé-like comfort, whilst the easy removal of the pagoda hard top turned it into an open top sports car for the summer months. Designated the ‘Sport Leicht’, these early SL’s were designed to be one of the more sportier cars on the roads in their day. Purchased by its current owner 6 years ago, the car was subject of a no-expense spared restoration costing in excess of €80,000. During this process the car was uprated to C36 AMG specifications, which included the engine-gearbox differential, front and rear axle, aircon, ABS, electric windows, heated seats and the list continues. A tastefully modernised, fast, reliable, economical and fun example, yet carefully undertaken so as to retain its classic and iconic design. For anyone who is in-love with the Pagoda design yet requires the practicality of a more modern and sporty car, they need look no further! Interested parties should note that a similar example, fitted with a 4.3 AMG engine, is currently on offer by the famous German company MECHATRONIC for €299,000, making the example on offer here today very reasonably priced indeed.
1953 Jaguar XK120 Drophead Coupe Registration Number: EU Registered
Chassis Number: 667217
Estimate: €85,000 - €95,000
It was at the 1948 London Motor Show that Jaguar virtually threw the sports car world into turmoil with its stunning XK120. Here was a car with incredible style and looks, a powerful six cylinder engine installed in an outstanding chassis and a remarkably low price – a quarter that of a V12 Ferrari with similar performance. The combination was unbeatable and without doubt the Jaguar XK120 was an absolute milestone for both Jaguar and the motor industry as a whole. At the heart of the William Lyons styled roadster was that all-new 3,442cc, twin overhead camshaft XK engine producing 160bhp via twin SU carburettors – sufficient for 126mph and 0-60mph in 10.0 seconds. To further push the performance point home, in October 1948, with an aeroscreen and aluminium undershield the only modifications, an XK120 recorded 132.6mph for the flying mile in Jabekke, Belgium, making it indisputably the fastest off-the-shelf production car in the orld. The XK120 was also endowed with fine road holding, its steel body – the originally planned limited production run used alloy bodies – clothing a shortened MkV chassis employing independent torsion bar/wishbone front suspension and a semielliptic leaf-sprung rear axle, while brakes were all round drums. The XK120 became a massive success both on the road and the track where it scored numerous victories. Many drivers raced the XK120 including Stirling Moss, Peter Walker, Peter Whitehead, Leslie Johnson and Ian Appleyard; indeed, in XK120C/C-Type form it won Le Mans in both 1951 and 1953 and its engine was to power three more Sarthe winners and a whole host of future Jaguars. Offered here is one of only 292 Right-Hand Drive Drophead coupes built. Described to be in very good condition throughout, the car is registered with ASI and comes with a lovely history file including Italian plates.
1973 Renault Alpine 1600 SC Registration Number: EU Registered
Chassis Number: TBA
Estimate: €100,000 - €120,000
Like other road-going Alpines, the 1961 A110 used many Renault parts – including engines. But while the preceding A108 was designed around Dauphine components, the A110 was updated to use R8 parts. Unlike the A108, which was available first as a cabriolet and only later as a coupé, the A110 was delivered first with “Berlinetta” bodywork and then as a cabriolet. The main visible difference with the A108 coupé was a restyling of the rear body to fit the larger engine, which gave the car a more aggressive look. Like the A108, the A110 featured a steel backbone chassis with fibreglass body. The A110 was originally available with 1.1-litre R8 Major or R8 Gordini engines. The Gordini engine delivered 95bhp at 6,500 rpm. The A110 achieved most of its fame in the early 1970’s as a victorious rally car. After winning several rallies in France in the late 1960’s with iron-cast R8 Gordini engines the car was fitted with the aluminium-block Renault 16 TS engine. With two dual-chamber Weber 45 carburettors, the TS engine delivered 125bhp at 6,000 rpm. This allowed the production 1600S to reach a top speed of 130 mph. The longer wheelbase 2+2 Alpine GT4, originally considered a version of the A108, was updated with A110 engines and mechanicals, now being marketed as the “A110 GT4”. The car reached international fame during the 1970–1972 seasons when it participated in the newly created International Championship for Manufacturers, winning several events around Europe and being considered one of the strongest rally cars of its time. Notable performances from the car included victory in the 1971 Monte Carlo Rally with Swedish driver Ove Andersson. This rare 1600SC represents the pinnacle of A110 specification and is made even more exclusive by its head-turning colour combination. Comprehensively restored, one is hard pushed to find any faults with the car. Steeped in racing history these Alpine 1600SCs have become one of the most collectable rally-themed cars of the modern era.
1987 Porsche 944 Turbo Cup Registration Number: EU Registered
Chassis Number: WPOZZZ9SZJN100520
Estimate: €35,000 - €45,000
For the 1985 model year, Porsche introduced the 944 Turbo, known internally as the 951. This had a turbocharged and intercooled version of the standard car’s engine that produced 217 bhp at 6000 rpm. The turbo was the first car using a ceramic port liner to retain exhaust gas temperature and new forged pistons, and was also the first vehicle to produce identical power output with or without a catalytic converter. The Turbo also featured several other changes, such as improved aerodynamics, notably an integrated front bumper. This featured a strengthened gearbox with a different final drive ratio, standard external oil coolers for both the engine and transmission, standard 16 inch wheels, and a slightly stiffer suspension to handle the extra weight. The Turbo’s front and rear brakes were borrowed from the Porsche 911, with Brembo 4-piston fixed calipers and 12-inch discs as ABS also came standard This lovely Left-hand drive manual example is presented in very original condition and having covered C.155,000kms presents very well, offered in the original colour scheme of silver with contrasting interior the general condition is very good, the body is straight and the interior shows know real signs of wear. In good mechanical condition this 944 Turbo Cup is ready to be used and enjoyed by a new custodian in the coming summer months.
COYS AUCTION CHISWICK HOUSE, LONDON Saturday 26th May 2018 Coys are delighted to announce our return to one of our traditional London venues, Chiswick House, which is one of Britainâ€™s finest Palladian villas. A Coys venue that has been established since our auctions held there in the early 1990s, the house and gardens have undergone a fantastic restoration and is now one of the finest classic car auction venues in Britain, let alone being in London.
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INDEX Lot 183 165 201 106 143 181 145 142 103 110 130 194 179 154 123 105 195 200 199 153 176 111 126 169 129 152 149 131 134 148 197 127 202 124 102 118 192 193 140 144 185 116 137 155 177 114 122 173 121 187 204 171 182
Year Make Model 1957 AC Ace 1948 Alfa 6C 2500 S Cabriolet 1965 Alfa Romeo Racing GTA 1969 Alfa Romeo Berlina 1955 Allard Palm Beach 2017 Aston Martin GT8 1958 Austin Healey 100/6 1956 Austin Healey 100M 2002 BMW II5OR by Gianetti 1991 BMW Z1 Roadster 1964 BMW 3200 CS Bertone 1974 BMW CSI 1993 BMW 850 CSI 1991 BMW Z3M 1995 BMW M1 Group 5 1957 Bugatti Type 37 Replica 1979 Chevrolet Corvette C3 1975 Citroen DS23 Pallas 1982 Citroen Visa Trophie 1948 Falcon-Shell Sport 110 1965 Ferrari 330 GT 2+2 1981 Ferrari 308 2009 Ferrari F430 Scuderia 2006 Ferrari 360 Challenge Stradale 1973 Ferrari 365 GT4 2+2 2018 Ferrari 488 70th Edition 1985 Ferrari 308 GTS QV 2013 Ferrari 458 2006 Ferrari F430 1969 Ferrari 365 GT 2+2 1983 Ferrari 512 BBi 2010 Ferrari 458 Berlinetta 1967 Ferrari 330GT 2+2 1961 Fiat 500 D Jolly 1964 Fiat 500 Giardiniera 1960 Fiat 600 Ghia Jolly 1953 Fiat Topolino Giardinetta 1950 Fiat Topolino Giardinetta Legno 2018 Fiat 500 Playa 1958 Fiat 500N Economeca 1955 Fiat 1100 TV 1961 Fiat Abarth 850 TC 1965 Fiat 1500GT by Ghia 1991 Golf Cabriolet 1940 Horsh 853 1958 Jaguar XK150 S Roadster 1952 Jaguar XK120 Roadster 1963 Jaguar E-Type 3.8 Coupe 1975 Jaguar XJC 3.5 Cabriolet 1966 Jaguar E-Type 1953 Jaguar XK120 DHC 1974 Jaguar E-Type V12 Roadster 1971 Jaguar E-Type S2 4.2 Roadster
Lot 189 161 163 164 120 162 160 133 136 174 188 150 180 198 125 167 156 135 172 119 157 138 141 191 196 203 146 175 112 178 108 117 115 168 190 186 151 206 158 107 166 128 132 147 170 104 101 205 184 139 113 109 159
Year Make Model 1979 Jeep CJ7 1972 Lamborghini Jarama S1 1953 Lamborghini DL20 1969 Lamborghini Espada S1 2016 Lamborghini Huracan 1969 Lamborghini Espada S1 â€˜Glass Roof â€™ 1965 Lamborghini 1R 1967 Lamborghini Miura P400 2012 Lamborghini Aventador 1961 Lancia Flaminia 2.5 1972 Lancia MKFulvia 1.6 HF 1957 Lancia Aurelia 1959 Lister Jaguar Knobbly Evocation 1972 Lola T290 1966 Lola T70 1970 Maserati Ghibli 4.9 SS 1959 Maserati 3500 GT 1968 Mercedes -Benz 280SE Cabriolet 1952 Mercedes-Benz 220S 1970 Mercedes-Benz 280SE 3.5 Cab 1968 Mercedes-Benz 280SL Pagoda 1968 Mercedes-Benz 280S 1972 Mercedes-Benz 280 SEL 4.5 1970 Mercedes-Benz 280 1992 Mercedes-Benz G-Wagen 1969 Mercedes-Benz Pagoda 1957 Mercedes-Benz 190SL 1958 Mercedes-Benz 190SL 1935 MG PB Airline Coupe 1931 MG M-Type Midget 1969 Porsche 911 RS Evocation 2007 Porsche 997 GT3 1994 Porsche 928 GTS 2010 Porsche 997 GT2 RS 1972 Porsche 2.4 Targa 1991 Porsche 964 1987 Porsche 930 Slantnose 1987 Porsche 944 Turbo 1994 Porsche 3.3 Turbo 1977 Porsche 911 Targa 3.0 1996 Porsche 993 2011 Porsche 997 GT3 RS 4.0 1976 Porsche 930 Turbo 1988 Porsche 959 1989 Porsche 964 C4 2003 Renault Clio V6 1977 Renault 4 1973 Renault Alpine A110 1980 Rolls-Royce Corniche Convertible 1989 Sauber-Mercedes C9 1950 Simca 8 Sports Cabriolet 1994 TVR Griffith 500 1964 Volkswagen Beetle
An Important Auction of Fine Historic, Sports and Grand Prix Automobiles