The Spirit of Motoring At Syon Park Saturday 13th October 2018 An important auction of fine historic automobiles
The Spirit of Motoring At Syon Park Saturday 13th October 2018 An important auction of fine historic automobiles
The Spirit of Motoring At Syon Park AN IMPORTANT AUCTION OF FINE HISTORIC AUTOMOBILES Saturday 13th October 2018 Motor Cars at 1:00pm Syon Park Brentford Middx TW8 8JF On View: Thursday 11th October from 2.00pm to 6.00pm Friday 12th October from 9.00am to 6.00pm On the day of the sale from 9.00am to start of sale Admission by catalogue only (admits two to auction) For further information please contact: Coys London, Manor Court, Lower Mortlake Road, Richmond, TW9 2LL Telefone: 020 8614 7888 or Fax: 020 8614 7889 or E-mail: email@example.com www.coys.co.uk Auction and administration: Telephone and fax numbers for use during viewing and sale period Thursday 11th October to Sunday 14th October: Telephone: 020 8614 7888 Fax: 020 8614 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. Admission 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.
1. Pedestrian exit to
2. Great Conservato
3. Estate Office 4. Syon House 5. South Lawn
9 3 10 4 5
6. Vehicle entrance
7. Thames Yard & Great Conservato 8. Syon Park Hotel 9. Helicopter field
10. Lime Avenue
11. Twenty Acre Field
Visitors arriving for an event at Syon Park are guaranteed parking. Payments should be made immediately after the sale to Coys for which bank Parking for the Great Conservatory is at the top end of the main car park whilst account details are as follows:visitors for Syon House will be directed on arrival. Coys of Kensington Automobiles Ltd. Account (Auction Account) Account Number: 53662845 Sort Code: 40-07-31 Address: HSBC 100 Old Broad Street London EC2N 1BG United Kingdom
3. Viewing Viewing of all the Lots entered for the sale will take place on Thursday 11th October from 2.00pm - 6.00pm, Friday 12th October from 9.00am Syon Park, Brentford, Middlesex TW8 8JF Telephone: 020 8560 0882 Fax: 020 8568 0936 Email: events@syonpar 6.00pm and on the day of the sale from 9.00am. IBAN: GB76 HBUK 4007 3153 6628 45
Syon Park Limited
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 Pounds Sterling. 8. Payment Purchases can only be released when full settlement, inclusive of all charges for all invoices, is received in cleared funds. 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 card payments cannot exceed £1,000 or the Euro equivalent.
9. Collection of Motor Cars Removal of all Lots must be made from the auction site on Sunday 14th October from 10.00am and 4.00pm. After this time all Lots will be removed to store at the owner’s 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 storage at the owner’s expense. The cost of transport of each Lot to storage is £225 Plus VAT and the cost of storage is £10.00 per day plus an additional insurance charge and 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 Certain vehicles in this sale are not European registered, and therefore will attract VAT at either the UK rate, or should the European purchaser decide to import the car through a different European Community country, VAT at this country’s rate, such as Holland, where vehicles over 30 years of age attract a duty of just 6%. For further information regarding the simple import procedure necessary to register these vehicles or further advice please contact please contact either Coys Head Office or our shipping agents, Straight Eight Logistics Ltd, Tel 020 3540 4929.
Where payment is made by cheque the vehicle will be released on clearance of funds. All cheques should be made payable to Coys of Kensington Automobiles Ltd.
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.
If paying by bank transfer, the amount received after either the deduction of bank charges or for the conversion to Pounds Sterling, must be no less then the amount payable on the bill of Sale. Please quote the Auction and the Lot number you purchased as the reference.
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.
Registration number REN 1 Registration Number: REN 1
Chassis Number: N/A
Estimate: £45,000 - £55,000
The registration number REN 1.
Registration number 250 M Registration Number: 250 M
Chassis Number: N/A
Estimate: £35,000 - £45,000
The registration number 250 M.
Registration number 11 XO Registration Number: 11 XO
Chassis Number: N/A
Estimate: £9,000 - £11,000
The registration number 11 XO.
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.
1926 Humber 9/20 Registration Number: UK Registered
Chassis Number: 2885L
Estimate: £2,000 - £4,000
From the dawn of the motoring age until the end of the 1970s, Humber cars were a very important part of the British motor industry. At first, high quality cars were produced at Beeston in Nottinghamshire and in Coventry; later production was concentrated in Coventry and a popular range of luxury light cars was developed which lasted into the late 1920s. As prosperity increased after the Great War, the firm introduced larger and more luxurious models and throughout the 1930s the catalogue came to consist overwhelmingly of large and stately cars as the Rootes Group used the Hillman marque for their cheaper offerings. The smaller Humber cars of the 1920s represented the epitome of upper middle-class expectations and every successful doctor, broker or bank manager aspired to the cachet of this solid and respectable marque. Typical of the breed was the delightful 9/20 of 1925-28. Powered by a 1.1-litre inlet-over-exhaust four-cylinder engine, the 9/20 was beautifully made and trimmed. “A luxurious and comparatively large £280 saloon which, with an engine rated at only 8.3hp, is capable of over 50mph,” was how Light Car & Cycle Car summed it up in a contemporary road test. This particular example was purchased in perfect running order by the vendors late husband in 1993, however was subsequently laid up almost immediately. Intended to be worked on and perfected over the years as a labour of love, sadly this dream never came to fruition. Still remaining a wonderful project for someone to take on, included in the cars history file are some old MOT’s, the most recent from 1994 and the oldest dating back to 1982, period photos of the car when it was last used, old invoices dating back to 1970, an old Humber register and old-style V5 logbooks. A very important piece of British motoring history and not to be missed.
1992 Alfa-Romeo Spider Series 4 Registration Number: UK Registered
Chassis Number: TBA
Estimate: ÂŁ9,000 - ÂŁ11,000
The Spider designation for the open top sports cars originates from the word, speeder, and a two-person open horse carriage. The Alfa Romeo 105/115 Series Spider was produced from 1966 to 1993, remaining in production for almost three decades with only minor aesthetic and mechanical changes. Widely regarded as a design classic, this fourth series version of production came with further mechanical and cosmetic changes. Mechanical changes saw the introduction of the Bosch Motronic electronic fuel injection with an electric fan and cosmetically, losing its front under-bumper spoiler and the rear boot spoiler picking up 164-style rear lights stretching across the width of the car together with colour coordinated plastic bumpers.
Many Alfisti consider the S4 Spider as the finest of the series, and none more so than this lovely low mileage example. Showing now 58,000 miles recorded, the Spider has been in the ownership of just one keeper for 18 years. Finished in Nero black with a Tan leather interior, this Spider is indeed a tempting proposition for the enthusiast.
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.
Lot 000 105
1968 -- Mercedes 250SL Pagoda Registration Number: Number: UK Registered
Chassis Number: 11304310004271
Estimate: £30,000 £ - £40,000
‘Every driver who has more than a purely utilitarian interest in automobiles should drive a Mercedes-Benz 250SL at least once in his life. The car is an almost perfect yardstick against which to measure any other car. There are cars with better acceleration, cars with better brakes, and cars with better roadholding. But there is no car we can think of that has such a remarkable good balance of performance, safety and comfort, and has them in such an absolutely civilised structure.’ – Car & Driver. First produced late in 1966, the 250SL used the same bodyshell as the 230SL that had founded this spectacularly successful sports car dynasty, and which it replaced. Minor improvements were made to the interior, but the major differences were the new 2.5-litre six-cylinder engine – as fitted to the 250SE – and disc brakes instead of drums at the rear. The new car’s top speed of around 120mph remained the same but the larger engine significantly improved flexibility and responsiveness. The 250SL was built for just one full production year making it the rarest model of the ‘Pagoda’ range. This matching numbers European example has been in single ownership since 1986. Purchased from a friend who acquired the car from his professor, the cars history is fully known, documented and the remarkably low mileage of c.51,000miles (83,000km) warranted. One of very few non-American imports, this lovely, honest and well-looked after example is offered with an extensive and thorough history file that dates back many decades, yet also holds a swathe of maintenance invoices and MOT’s for more recent years. This year alone, the car comes with invoices totalling £2,500, a true testament to the fastidious nature of its owner. Included in the sale is its beautiful ‘Pagoda’ hard-top and not to mention its newly trimmed soft-top.
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.
1993 Mercedes-Benz SL280 Registration Number: UK Registered
Chassis Number: WDB1290582F091127
Estimate: ÂŁ8,000 - ÂŁ10,000
The Mercedes-Benz R129 models were produced from 1989 through to 2001 and were sold under the SL-Class model names. The R129 replaced the R107 SL-Class in 1989 and was subsequently replaced by the R230 in 2001.The R129 was based on the shortened floorpan of the Mercedes-Benz W124 saloon and featured many innovative details for the time; for example, electronically controlled shock absorbers (optional) and a hidden, automatically extending roll-over bar. The level of standard equipment was also high, with electrically operated windows, mirrors, seats and convertible hood. The 2.8 engine featured dual overhead camshafts and four valves per cylinder, the camshaft driven by duplex roller chain. The 2.8 L M104 was also used in the W202 C-Class model C280 and in the W140 S-Class model S280.
This 1993 Mercedes-Benz SL280 was first registered 8th October 1993 and has been in the ownership of the current vendor for over 10 and a half years. Finished in Imperial red with a classic contrasting beige leather interior, the car come complete with fill our service book, documenting mileage throughout its ownership. The SL280 had been lovingly used by its current lady owner, for travel around London with one recent long distance trip to Ireland. The car comes complete with UK V5C, current MoT certificate and a number of recent invoices including Mercedes-Benz Brooklands.
1998 Aston Martin DB7 Registration Number: UK Registered
Chassis Number: SCFAA1110WK102251
Estimate: £18,000 - £24,000
Introduced to the public in 1993, the handsome new DB7 was Aston Martin’s first six-cylinder model since production of the DB6 Mk. II ended in 1971. Styled by Ian Callum, its lines were evocative of earlier Aston Martin models and elements of the DB4/5/6 could be seen in its design. Arguably one of the most attractive looking cars ever produced by Aston Martin, the DB7 was well received and attracted new customers worldwide with its traditional layout, curvaceous two door coupé body and a powerful six-cylinder engine. This lovely DB7 may not be the lowest mileage example on the market having covered just over 100,000 miles from new, but it does however have a very impressive history file. With cumulative maintenance bills from the last two years totalling as much as £15,000, the car has been perfected for daily use. Clearly no expense was spared. Offered with a comprehensive history file that includes its original books and full set of keys. Recent extensive work was undertaken by Aston Martin Chiltern.
1968 Lamborghini C503 tracked tractor Registration Number: EU Registered
Chassis Number: 51739
Estimate: £9,000 - £11,000
By now, even casual automotive enthusiasts are familiar with the story of how Ferruccio Lamborghini got involved in the car business in the 1960s. But for those who need a refresher, the tale tells us that Mr. Lamborghini had a bit of a spat with Enzo Ferrari that started with the former complaining about the quality of sports car the latter had provided. In response, Enzo arrogantly brushed Ferruccio aside telling him to stick to making tractors and leave sports cars to the experts… or something to that effect. Of course, this did not sit well with a fellow fiery Italian and Mr. Lamborghini set off to build a sports car that would beat Ferrari at his own game. Exactly how much of that is true we’ll never know for sure, but Lamborghini certainly did get Ferrari’s attention with cars like the exquisitely built 400GT and the jaw dropping Miura. But the details of Mr. Lamborghini’s tractor production are usually just a side note to the story. He was, in fact, a very successful industrialist and the tractors that bear his name are still in production today. The company was founded in 1948 as not just a manufacturer of tractors but also of military and industrial engines. Using a modified Morris Six engine as a basis, Lamborghini devised and patented a clever fuel atomizer that allowed the engine to be started on gasoline, and then switched over to run on diesel. This allowed his engines to be easily started in cold temperatures, negating the worry of hard-starting diesels and giving them a distinct competitive advantage over those with pure diesel engines. Lamborghini Trattori grew quickly, developing many specialized models as well as proprietary engines and power units, becoming one of the largest agricultural manufacturers in Italy. While separate from automotive operations, the tractor business has been steadily successful and remains in business, still producing specialized equipment for orchards, vineyards and other specialist farms around the world.
This rare survivor of the C503 tracked model was discovered in original condition in South West Spain by our UK vendor, and was returned to form part of a small Lamborghini collection here. In his ownership the tractor has been refinished in blue and ivory, with a retrimmed interior in tan leather. The tractor is said to start and run well, and we are sure will prove to be a hugely entertaining addition to any farm or private estate.
1958 BMW Isetta 300 Registration Number: EU Taxes Paid
Chassis Number: TBA
Estimate: £12,000 - £14,000
One of the more successful designs of the cabin scooter’s heyday was the BMW Isetta, a model the German firm manufactured under license from its Italian originator, Iso (the name means ‘little Iso’). Faced with competition from the FIAT 500 and 600, Renzo Rivolta’s Iso was not selling well in its native Italy and it would be left to BMW to fully exploit the design’s potential. Although at first glance a three-wheeler, the German-built Isetta used a pair of closely spaced wheels at the rear and was powered by a BMW single-cylinder four-stroke motorcycle engine of 247cc, replacing the original’s noisy two-stroke motor. The coachwork of early examples featured a sidehinged single door at the front, roll-top sunroof and fixed side windows, while the steering wheel and dashboard were attached to the door to facilitate entry. The two-seater Isetta’s most popular accessory, understandably so given the limited interior space, was a small luggage rack mounted at the rear. Later (1957-onwards) models incorporated sliding side windows for better ventilation. These improved models displaced 297cc and the ‘big’ Isetta 300 was reckoned capable of 65mph and 55mpg. Approximately 162,000 Isettas had been made by the time production ceased in 1962. This remarkable left-hand drive Isetta 300 Hot Rod has only 2,026 miles recorded on its odometer and has had only one family owner from new.
1997 Range Rover ‘Mobile Office’ Concept Registration Number: UK Registered
Chassis Number: TBA
Estimate: £25,000 - £35,000
The Range Rover (LP) was the second-generation Range Rover model from Land Rover. It was launched on 28th September 1994, 24 years after the introduction of the first-generation Range Rover. It included an updated version of the Rover V8 engine, with the option of a 2.5-litre BMW six-cylinder turbo-diesel. The new model offered more equipment and premium trims, positioning the vehicle above the Land Rover Discovery to face the increased competition in the SUV marketplace. The Range Rover offered here today is no ordinary LP or P38A; with increased demand from the Autobiography programme, LR-SVO turned P880-KAC into a Mobile Office Concept. P880 was used as a Pilot/Test vehicle to showcase different options for future Autobiography customers. LR-SVO approached Noel Edmond’s Unique Group to help supply some of this technology with the intention to market these additional options to new Autobiography owners across LR/RR dealerships. As a result P880 was also used for promotion and demonstration purposes by Sony, Cellnet and Land Rover themselves. After P880 had served its PR purposes and in order to save the car from being disassembled, Noel Edmonds bought P880 and a copy of his V5 is part of the extensive history file. P880 had a £450,000 development budget, which was a staggering amount at the time and makes this Range Rover one of the most unique and interesting we have ever come across.
2003 Viper SRT/10 8.3 Registration Number: UK Registered
Chassis Number: TBA
Estimate: £28,000 - £32,000
As if the earlier Vipers weren’t raucous enough, a maximum-strength version-the SRT-10--became available for 2003. Although some pieces carry over, much of the new asp is a clean-sheet redesign. The SRT-10’s foundation employs a heavily revised racing-style chassis replete with fully independent suspension at each corner paired with gargantuan 18x10/19x13-inch forged alloy wheels. A new aluminum space frame increases stiffness over the previous Viper for improved handling and decreased noise/vibration/harshness. The wheelbase has been extended 2.6 inches, yet in overall length, the SRT-10 is 1.1 inches shorter than the RT/10. Described to be in excellent condition throughout, this head-turning example is finished in black with black wheels, red callipers, a small rear spoiler and a single red stripe and has covered a mere 17,000 miles from new. Fitted with a six-speed manual gearbox, premium sound system and a factory built in side exhaust pipes, not only is this a great specification example but also having been maintained to the highest standard as its previous owner for 5 years has been a maritime engineer.
1967 Jaguar Mark II 3.4 Saloon Registration Number: UK Registered
Chassis Number: 171917
Estimate: £8,000 - £13,000
Although the Mk I was a great success, selling four times as many as the larger Jaguar saloons, Jaguar boss William Lyons was not content. He knew it could be improved. Happily, virtually every aspect that had been criticised received attention in the new MkII range introduced in October 1959. These cars were to rank among the best loved Jaguars ever made and are today regarded as classics. There were some detail changes, including a redesigned interior that was more modern but retained the traditional Jaguar image. Jaguar saloons led the field in production and touring car races during much of the 60s. Not surprisingly the quickest and most successful private entries came from John Coombs’ Jaguar dealership in Guilford. John Coombs had significant race experience and his dealership simply got it right for a fortunate few racing enthusiasts. Very early on that included Hill, Salvadori and Salmon. Rolling off the Jaguar production line in 1967, this charming and numbers matching Mark II offered with the desirable specification of being a manual 3.4 lite with overdrive. Used regularly by its current custodians, and a reluctant sale due to a house-move. Offered with a fastidiously kept history file containing a swathe of old invoices, MOT’s and tax discs dating as far back as 1990, as well as the bill of sale from when the vendor purchased the car in 2007.
1971 Datsun 240Z Registration Number: UK Registered
Chassis Number: HLS3025618
Estimate: £20,000 - £25,000
It soon became apparent during its creation, that the Datsun 240Z represented all the requirements of sports-minded drivers by fulfilling their desires for superb styling, power and safety whilst providing them with the most thrilling and enjoyable ride available in any car. Reporting 151bhp and 146 lb/ft of torque at just 4,400 rpm, Car & Driver said; ‘A brilliantly conceived car with twice as much thought having gone into it when compared to the Big Healey, MGC, Lotus Elan, Porsches and Corvettes’. Offering a 125mph top-speed and the 0-60mph dash in a shade under 8 seconds, the well-spaced 5-speed gear ratios made the most of the engine’s torque whilst retaining the ability to achieve in excess of 30 mpg, this was to put the ‘Z’ ahead of many of its contemporaries and on a par with Porsche 911’s of the time. Very impressive, by anyone’s standards. Although Datsun didn’t invent the Overhead-Cam Engine, Disc Brakes or all-round Independent suspension, the 240Z incorporated all of these systems into a brilliantly conceived car. It was no surprise therefore that, for many years the Datsun 240Z was heralded as the most successful sports-car of all time. This wonderful example, finished in a refreshing colour combination of blue over black leather interior, has been the subject of an engine and transmission overhaul approximately four years and a mere 3,000 miles ago.Additional recent restoration work included the seats and the replacement of; clutch/master cylinder, hoses, heater, gaskets seals and bushings. Now in excellent condition in almost all respects and with a modest 48,990 miles recorded on the odometer, the car still retains most of its original components including its seatbelts. Maintained by the vendor regardless of cost, this lovely 240Z is ready to be enjoyed by its new owner.
1934 Singer Le Mans Registration Number: UK Registered
Chassis Number: 60235
Estimate: £18,000 - £22,000
Founded in 1905 by bicycle manufacturer George Singer, the firm made its first saleable car in Coventry the following year. By 1928 Singer had grown to become Britain’s third largest car maker after Austin and Morris. Singer entered into a flirtation with motorsports in the 1930s that took it to that font of racing greatness, Le Mans. At the core of the story was the ohc four created for the Singer. Enlargement of this engine’s displacement resulted in the 972cc Nine series (so named for its taxable horsepower rating). Among the cars in the series were the Sports models, a coupe and a four-seat open car on a lowered chassis. These were soon accompanied by a Le Mans 2-seater. According to The Beaulieu Encyclopaedia of the Automobile, “Encouraged by reliable performances in the 1934 Le Mans race, Singer prepared a team of lightweight 2-seaters for 1935.” These cars could hit 90 mph, and did well at Le Mans and Brooklands.
Twin SU carburettors helped the Le Mans make 34 bhp, with the help of a Moss fourspeed gearbox, a Le Mans could hit 75 mph with the suspension comprising of semi elliptical springs all around and friction shocks.
This charming example was registered on 25th March 1934, and has been with just one owner for 31 years, during which it enjoyed a chassis up restoration by marque specialist Ian Blackburn. In the last year the engine was uprated to a more powerful 1100cc unit however the original engine will be supplied with the car. Finished in ivory with a wine red leather interior, this is a charming example of an ever popular pre-war sportscar.
1996 Porsche 993 C2 Registration Number: UK Registered
Chassis Number: TBA
Estimate: £50,000 - £60,000
This stunning Porsche 911 (993) Carrera Coupe is one of only 75 RHD Tiptronic Coupe’s produced in 1996 and was supplied new by Porsche dealer AFN in Chiswick and first registered on 4th January 1996. It is finished in the lovely Polar Silver with Blue Leather Sports seats and has the later 3.6 litre 6 cylinder 285 BHP ‘Varioram’ M64/22 air cooled Engine mated to a 4 Speed Tiptronic Gearbox with Steering Wheel Controls, Power Assisted Steering, Air Conditioning, electric Sun Roof, ABS Brakes, ABD Automatic Brake Differential traction aid, Central Locking with Alarm & Immobiliser, Driver & Passenger Air Bags, Rear wiper, Blaupunkt Toronto Stereo/CD Player, Top tinted windscreen, Electric seat operation, 17 inch Carrera Alloy Wheels with Pirelli PZero tyres, rear spoiler with high mounted 3rd Brake light, electric Windows, electric & heated Mirrors, heated rear screen, On-board Computer and it has a ‘Tracker’ fitted! This 993 Carrera is genuinely like a brand new car both inside and out with unmarked bodywork and an immaculate interior and it drives superbly. It only had One former titled owner before the current owner purchased the car from him in 2012 and it has now only covered an incredibly low 30,200 miles from new with a full service history. It comes with its original Porsche leather Document wallet containing all books and manuals, its original Service Book containing 20 stamps from both Porsche in Chiswick (14) and 6 by Porsche specialists, a huge history file containing lots of invoices for works and servicing and MOT certificates from new, all tools and its original compressor, 3 sets of keys including 2 immobiliser keys. The car was last serviced by JZM Porsche in January 2016 @ 29,829 miles and it is currently MOT’d until January 2019.
1963 Fiat 1600S OSCA Registration Number: UK Registered
Chassis Number: 1185B029466
Estimate: £30,000 - £35,000
After WW2 the three surviving Maserati brothers founded Officine Specializzate per la Costruzione Automobili Fratelli Maserati – OSCA - to build limited edition competition cars. OSCA was a tiny company, never making more than 30 cars in a single year, all of which were intended for racing. Its first offering, introduced in 1948, was the MT4 (Maserati Tipo 4), a small siluro powered by a 1,092cc overhead-camshaft engine, which was immediately successful in the hands of Luigi Villoresi. Enlarged in stages up to 1,491cc and given a twincam cylinder head, the OSCA engine was later taken up by FIAT, for whom it was ‘productionised’ by ex-Ferrari designer, Aurelio Lampredi. At the same time as its twin-cam engine was powering FIAT’s range-topping sports cars, OSCA began producing its own GT cars, reversing the policy that had prompted the brothers to leave Maserati. In 1962 the engine was enlarged to 1,568cc for the otherwise virtually identical 1600S model. Power went up to 100bhp and the top speed to 175 km/h. Combining Pinifarina styling with the Maserati brothers’ 1600S twin-cam engine, this wonderful FIAT-OSCA cabriolet not only represents the pinnacle of this model series, but also comes with a rare and remarkably complementing hard-top. Offering both the same practicality and arguably sportier look to its coupe counterpart whilst fitted with its Hard-top, one is also equipped and ready to enjoy top-down cruising with the comfort of a newly trimmed soft-top. What else could one wish for. Imported by the current owner from Italy in 2014 when it was re-trimmed in black leather and fitted with new carpets and hood. This car has since attended a number of historic club events, at one of these it won “best Fiat” and it was invited into the Clubhouse parking area at a Brooklands Auto-Italia day. It also took part in the 2016 Rallye des Jonquilles. Offered with its UK V5 registration document, MOT and a copy of its previous Italian Libretto, two original UK sales brochure and the period workshop manual. Due to their rarity, it is not very often that Fiat OSCA’s are offered for sale especially not the more desirable larger engined 1600S, and this particular example is in fact the first one we have seen in a very long time to still retain its hard-top and represents a fantastic investment opportunity. Not to be missed.
1975 Jensen Interceptor Convertible Registration Number:
Estimate: £50,000 - £60,000
More than any of its previous models, the Interceptor of the Sixties firmly established Jensen as a producer of stylish, high performance and hand-built cars. The prototype Interceptor appeared in 1965, a two seater convertible with alloy coachwork, a third transverse rear seat and either 4.5 or 6.3 litre Chrysler engine. Although well received, Jensen realised the market was really for closed cars and entrusted the design to Vignale in Italy. Launched at the 1966 London Motor Show, the stylish Interceptor proved a star attraction. Beneath its now steel coachwork the substantial parallel tube chassis featured independent wishbone/coil spring front suspension and disc brakes allround. Power came from a 6,276cc Chrysler V8, producing 325bhp at 4,600rpm and an impressive 4251b.ft at 2,800rpm, mated to a three-speed Chrysler automatic transmission – sufficient for a top speed of 133mph and 0-60mph in just 7.4 seconds. Inside, Connolly leather and Wilton carpets ensured luxury while the dashboard was comprehensively equipped. In October 1968, shortly after power steering became standard, the Interceptor was announced in Mk II form with larger fuel tank, reclining seats, restyled fascia and optional air conditioning. The Mk III appeared in October 1971, boasting a 7,212cc engine, ventilated disc brakes, alloy wheels and restyled interior. A convertible was introduced in 1974, mainly for the European market. In the mid-1970’s most other manufacturers had abandoned the convertible ahead of an expected US ban. When the latter failed to materialise, Jensen was left in a strong position, selling a recorded 456 Convertibles, in its short two year production run. This lovely original low ownership right hand drive example was delivered new to world-renowned broadcaster and journalist Mr. David Dimbleby, finished in Wine Red with a tan leather interior. Our current vendor acquired the car in the late 1980’s following restoration works by Jensen specialist Cropredy Bridge Garage of Banbury. In his ownership the Jensen has been stored carefully as part of a significant collection, and used sparingly. Since being removed from storage the Jensen has benefitted from much recommissioning work which included a major service, new brake callipers on each corner, replacement exhaust system, refurbishment of the original GKN wheels, and the fitting of new Dunlop SP sport tyres. Invoices on file to the tune of £4000+ support the recent works. Showing a mere 49,000 miles recorded from new, this example is ready to be driven and enjoyed. A wonderfully capable GT car of the 1970’s.
1964 Porsche 356C Registration Number: UK Registered
Chassis Number: 13728
Estimate: £70,000 - £80,000
Introduced in 1948, the Porsche Type 356 is acknowledged to be one of the world’s greatest sports cars. Over a 15-year production run, the handsome and durable 356 evolved from a streamlined little aluminium-bodied coupe powered by a VW-derived, 46bhp 1,100cc air-cooled flat four to a powerful autobahn burner with a 130bhp 2-litre 4-cam boxer Carrera engine. Over time came coupes, luxurious cabriolets and more spartan Speedsters and Roadsters, and more than 76,000 were built by the time production ceased in 1965. By the time the 356B arrived in September 1959, Porsche’s first sports car had gained a one-piece rounded windscreen and 15-inch wheels, along with further styling revisions and a 1,600cc engine. Outwardly very similar to the final 356B,
the ultimate 356C model arrived in 1963 sporting disc brakes all round (first seen on the 2-litre Carrera 2), a new ZF gearbox and a compensating spring at the rear to calm the swing axle rear suspension. Engines options were the 75bhp ‘C’ and the 95bhp ‘SC’, both 1,600cc, the latter replacing the Super 90 model. This excellent car was built in 1964 and first registered in 1965 in Germany. Between 2008 and 2012 the car went through a thorough restoration in Germany and the engine was replaced by the stronger 95bhp engine and the body was repainted. The Porsche 356 has: double Webber carburetors, a stainless steel sports exhaust, new Konni shock absorbers, 6-volt system retained. The interior features speedster black seats and new carpeting. To the exterior, the chrome work is correct and bright and the tires have also been recently replaced. The car is UK registered and comes with both German Porche COA and English Porsche COA, long history file and records of ownership from a couple of meticulous and fastidious doctors. The car has recently been given a full service and work-through with 356 specialist, PR Services, to the tune of £3,000. There is also a fresh MOT for peace of mind and this really is a wonderful example of the classic 356 with a driving experience to match the looks.
1937 Packard 115C Convertible Coupe Registration Number: UK Registered
Chassis Number: I089-2462
Estimate: £22,000 - £27,000
Packard’s 15th Series was introduced on September 3, 1936, with an incredible 50 models available for 1937. With the success of its 120 Model, Packard decided to go even further into the mid-price territory with the introduction of the Six, priced just $100 more than the top models of Chevrolet, Ford, and Plymouth. Now Packard dealers could offer new vehicles in nearly every price class, and the market responded accordingly. Packard produced a record 109,518 cars, a number the company had never attained before nor would ever again achieve in its history. Ninety percent of its sales were concentrated within the new Six and 120 model lines. Appropriately, Packard’s advertising pitch was “finer cars at lower prices.” This was Packard’s first six-cylinder car since 1928. Unlike the earlier Six, which was identical to larger models, this was a more scaled-down version of the larger Packards. The engine design was new, too, but essentially a miniaturized version of the 120’s eight-cylinder block without two cylinders. Producing 100 horsepower at 3,500 rpm, the new six was capable of 90–100 mph top speeds. Officially called the Series 115-C, the Six was a bona-fide Packard, with all the elite Packard amenities of superb quality, comfort, handling, quietness, and service. Packards continued to be owned by notables like Bob Hope, Jack Benny, Jean Harlow, Al Jolson, Dick Powell, Irene Dunne, and President Franklin Roosevelt. In fact, Packard proudly noted that Hollywood dealer Earle C. Anthony reported more than 100 major movie stars owned Packards, which certainly didn’t hurt the sales of its lower-priced models. Before the Second World War Packards imported to England were shipped partially completed, with final assembly were carried out in Brentford, West London. This was done by Leonard Williams’ Packard dealership, the UK distributor for Packard. This quite possibly unique Right Hand Drive Parkard 115C Convertible Coupe was supplied by Leonard Williams and Co. Ltd. of Berkeley Street in April of 1937. We understand it was intended as a 21st birthday present for a very lucky young client at the time. Our vendor’s father discovered the Packard in a garage in 1979, where the previous owner had started on restoration of the car but had unfortunately not completed. The new owner embarked on a thorough restoration over the next seven years, after which the Packard was seen regularly at events such as the Biggin Hill International Air Fair and the Bromley Pageant of Motoring. Used and enjoyed over many years by the whole family, the Packard as been dry stored more recently until being prepared for sale. All in all a lovely motor car with a fascinating history, which we are will provide huge amounts of enjoyment for the lucky next owner.
1931 Rolls-Royce Playboy Springfield Roadster Tribute by Cencio and Sons Registration Number: EU Taxes Paid
Chassis Number: TBA
Estimate: £18,000 - £22,000
Like its Ghost predecessor, the New Phantom (retrospectively known as the Phantom I) was also produced by Rolls-Royce of America Incorporated, a subsidiary set up in December 1919 when the parent company purchased the American Wire Wheel Company’s plant in Springfield, Massachusetts. Springfield commenced manufacture of the New Phantom in 1926, and by the second half of 1929 production had risen to 12 cars per week. This would prove to be the high point of Rolls-Royce of America’s fortunes. Unlike its British-built counterpart, the American product could be ordered with official ‘factory’ bodywork, usually by Brewster, the latter company having been taken over by Rolls-Royce in December 1925. The Phantom I was in production for only five years and the Derby-built models ran parallel with the Springfield cars but ended in 1929, whereas the Americans continued until 1931. The last car was delivered in 1932. The handsome Playboy Roadster coachwork by Brewster was not officially offered as an option to prospective buyers of new Rolls-Royce motorcars. Instead, it was offered as an alternative design to be fitted at a later date, usually once more formal coachwork had been removed and discarded. For this reason, very few Playboy Roadster bodies were made: It is believed that only 15 were fitted to Silver Ghost chassis and 13 to Phantom I chassis. Cencio and sons were based in Crystal City near Clark Air Base and Angeles City in the Pampanga area of the Philippines. They began the production of automobiles in 1975 and we understand continued until around 1980. Their specialism was the production of 1930s art-deco inspired roadsters from the likes of Rolls-Royce, Packard and Duesenberg but based on more modern American chassis and drivetrains. Referred to as ‘Officers’ Cars’, these vehicles were built from donor cars which American military personnel had shipped from the States to the Philippines, where Cencio’s amazing coachbuilders would then work their magic, hand-crafting exotic roadsters from the ‘American Iron’ frame rails up. This stunning and very striking example is handmade from a 16 gauge all-steel body, and is powered by a Chevrolet 350cu short block V8 motor fed through a Holley carburettor. Presented in excellent condition, the Roadster has recently benefited from a rebuild of the motor, and has been fitted with rare and desirable period Lucas P100 headlamps. One of 16 known examples worldwide, this is a fascinating car which we sure will be huge amounts of fun for the next 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.
1987 Ferrari Mondial Registration Number: TBA
Chassis Number: ZFFWD21C000068685
Estimate: £30,000 - £40,000
The Mondial saw Ferrari return to Pininfarina as its choice of styling house, and it was sold as a mid-sized Coupé and, eventually, a Cabriolet. Conceived as a ‘more usable’ model, offering the practicality of four seats with the performance of a mid-range Ferrari, it was aimed at attracting a slightly wider audience than their traditionally more focused two-seaters. The car’s body was not built as a monocoque in the same way as a conventional car but instead, the steel outer body was produced by the famous Italian coachbuilder Carrozzeria Scaglietti, just down the road in nearby Modena and clothed a lightweight steel box-section space frame. The Mondial was the first Ferrari where the entire engine/gearbox/rear suspension assembly was mounted on a detachable steel sub-frame, making engine removal for a major rebuild or cylinder head removal much easier than it had been on earlier models. Receiving its last major service by Ferrari specialist Karl Verdi earlier this year, this included a full engine and cam-belt service. With only 20,000 miles recorded from new, this original right-hand drive Mondial must be one of the lowest mileage examples offered on the market today.
1996 Porsche 993 Carrera 4 Cabriolet Registration Number: UK Registered
Chassis Number: WP0ZZZ99ZTS330656
Estimate: £30,000 - £35,000
In 1993 Porsche introduced what is regarded by many as the most beautiful 911 of all; the Type 993. Over the years the 911 had received numerous aerodynamic and safety-inspired add-ons, diluting the purity of the original form; the Type 993’s arrival marked a return to basic principles, being recognisably a 911 but one in which all functions had been harmoniously integrated in a truly outstanding example of modern automotive styling. The range offered remained pretty much as before, comprising two- and four-wheel drive models, the legendary Turbo and the Cabriolet convertible, all powered by the latest, 3.6-litre version of Porsche’s perennial flat-six engine. Supplied new in right hand drive by Lancaster Garages in Colchester on 28th April 1994 this stunning Porsche 993 Carrera Cabriolet is finished in the rare (for a 993) colour of Guards Red with a full Grey Leather interior. Desirably equipped with Electric Sports Seats, Electric Hood, Electric Windows and Mirrors, Alpine Stereo/ CD player, Remote Central Locking with Alarm and Immobiliser and 17” Cup Alloy Wheels. This car has only had 3 former keepers from new with the current owner having purchased the car in January 2005. With an extensive history file consisting of invoices from recent years adding up to over £25,000, in its current ownership, it is clear that this car and its history file have been well-looked after by its fastidious custodian of the past thirteen years and maintained regardless to cost by Porsche specialists. Still retaining its original main key and code alongside around twenty old MOT’s dating back to its year of manufacture, 1996. Always garaged and having been subject of a respray, this lovely 993 can only be described as being in very good condition in most respects. One should note that 993’s from the 1996 production year, are widely known to be more desirable than the earlier examples due to the introduction of the VarioRam induction system, which offered finer tuning and increased power output.
1989 Mini ERA Turbo Sports Saloon Registration Number:
Estimate: £12,000 - £14,000
The ERA Mini Turbo is a modified Mini city car that was produced by Engineering Research & Application Ltd. under the ERA brand name from 1989 to 1991 at Dunstable in Bedfordshire, England. The fastest-ever version of the original Mini to be sold through official dealers, it has been described as “the spiritual successor to the Cooper and the 1275 GT”. To create the car ERA installed a turbocharged Austin Rover A-Series 1300 MG Metro engine, which produced 94 bhp and gave the car a claimed top speed of 115 mph. The body kit was styled by Dennis Adams, who also designed the Marcos sports cars and the Probe concept car. The interior used MG Metro front seats trimmed in Connolly Leather hide, VDO instruments in an ERA-designed dash panel, pile carpeting, and a sunroof. Torque steer, common in a front-wheel drive layout, is mitigated by greater front-wheel toe-out and specially-made lower front suspension arms that provided 1.5 degrees of negative camber. The 6” x 13” aluminium alloy wheels were shod with wider 165 section low-profile tyres. The servo-assisted braking system had Metro ventilated discs and four-pot calipers at the front, with modified drums at the rear. The car featured adjustable shock absorbers all round, and the ride height was lowered. A total of 436 ERA Mini Turbos were produced in total. This super-rare and UK-delivered example (car number 31) has covered a mere 34,000 miles from new, and has enjoyed a recent comprehensive restoration to the condition presented here. The ERA has benefitted from much mechanical work such as a new turbo, full service with head gasket, a replacement alternator, new tyres, new brake components, also new bushes and ball joints. The Mini still retains its original panelwork, with the exception of the doors which were reskinned with genuine new/old stock Rover items. The paintwork has been refinished to a high standard in the correct shade of Flame Red. The interior of the Mini is original with the exception of the seat faces which have been nicely retrimmed in grey leather. The original and unique wheels were acid-dipped and then have been refinished and fitted on each corner. One of the very best available, this genuine ERA Turbo is we understand a fantastic car to drive. With the increasing fortunes of the older Cooper models, we are sure this will prove a wise choice for the collector. The Mini is offered with much service history and all original owners manuals.
1964 Mercedes 230SL Pagoda Registration Number: UK Registered
Chassis Number: 11304210004605
Estimate: £45,000 £50,000
Introduced at the Geneva Salon in March 1963 as replacement for the 190SL, the 230SL abandoned its predecessor’s four-cylinder engine in favour of a 2.3 liter fuelinjected six cylinder engine derived from that of the 220SE and producing 150bhp. An instant classic, the body design was all-new while beneath the skin the running gear was conventional Mercedes-Benz, featuring all-round independent suspension (by swing axles at the rear), disc front/drum rear brakes and a choice of four-speed manual or automatic transmissions. With a top speed in excess of 120mph, the 230SL debuted competition victory and ended up winning the Spa-Sofia-Liège Rally in the hands of Eugen Bohringer. Finished beautifully in black with tanned leather interior and complemented by its chromed wheel arches, this head-turning Pagoda wasp purchased by its current vendor some ten years ago. Offered with a MOT valid until March 2019 and equipped with its factory hard-top, this fantastic piece of German engineering is ready to be enjoyed by its next custodian for both the forthcoming winter months as well as next years summer.
1924 Delahaye Type 97 ‘Double Phaeton Skiff’ Registration Number: EU Taxes Paid
Chassis Number: N24484
Estimate: £30,000 - £40,000
During WWI, Delahaye manufactured military trucks, FN rifles and parts for Hispano-Suiza aero engines. Two-bearing crankshafts were a feature of many Delahaye engine designs of this period, including one of its first post-war offerings, the Type 84, which was powered by a 2.9-litre sidevalve four.
The successor Type 84N gained a ball bearing crank before being replaced towards the end of 1924 by the Type 92, the 2.5-litre four-cylinder engine of which employed a more conventional three-bearing bottom end.
Recently returning from a 1,000 mile round-trip to the Angouleme ‘Circuit des Remparts’ races in France, this wonderful Labourdtette styled Delahaye Type 97 is in excellent condition throughout.
Having clearly been worked on by very skilled craftsmen and mechanics over the years, most recently four weeks ago a completely new stainless-steel exhaust system was fitted so the car is well and truly ready for its next custodian.
1973 Porsche 911 2.4 T/E Registration Number: UK Registered
Chassis Number: 9113102672
Estimate: £70,000 - £80,000
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 favour of a more modern McPherson strut and trailing arm arrangement. The 911T was added to the Porsche line up in 1968 as the “Touring” form of the 911. It had the 2.0-litre engine, but with a performance output of 110bhp. The T was the base model, costing 10 percent less that it’s more powerful brother, the 911S. As of 1969, the 911T got the 2-inch lengthening in its wheelbase as did the 911S however it did retain its Weber carburettors while the other 911S received mechanical fuel injection. 1970 brought on the first engine displacement increase, to 2.2-litres. That upped the output to 125bhp. For both ‘70 and ‘71, the engine had Zenith carbs, and kept the same compression ratio of 8.6:1. Until 1972, all 911T models had a different transmission than the 911S and 911E. In 1972, the 911S received 2.4-litres and the 911T output 140bhp at 5,600 rpm. Presented in its sensational original colour of metallic gold coachwork (code 8888), this 911 really stands out with contrasting black interior. Fitted with a 5-speed manual gearbox and benefitting from a factory electric sunroof. One of only 1,302 long nose coupes with the CIS fuel injection system, there is a Porsche Certificate of Authenticity in the file confirming the matching chassis and engine numbers. Recently, this car has been subjected to a comprehensive restoration with new panels to the tune of approximately £20,000, with invoices in the file. The car has just been serviced and inspected by Porsche specialist, Tower Porsche, and is ready to drive away. The car comes with UK V5C registration, tool kit, jack, immobiliser and alarm.
1997 Ferrari 355 GTS Registration Number: TBA
Chassis Number: ZFFXR42C000107923
Estimate: £60,000, £80,000
“Complex, sophisticated, and very fast, it is the quantum leap that has enabled the Ferrari V8 to run in proud parallel with the 456GT and 550 Maranello,” enthused Car magazine’s review of the F355. First presented to the motoring press in May 1994, the F355 effectively re-forged the reputation of Ferrari’s V8 which, 328 and 348 notwithstanding, had suffered since the introduction of the Mondial ‘world car’. The latter, with its four seats, well-appointed interior, and relatively soft ride, was considered far too sensible to be a ‘proper’ Ferrari; the F355 though, was cast in the mould of that great driver’s car, the Dino 246GT. Just how great an advance it was may be gauged from the fact that the F355’s best time around Ferrari’s Fiorano test track was three seconds quicker than the formidable 512 TR.
This original right-hand drive example has a modest recorded mileage of 21,000. Offered with Ferrari main dealer service history, more recently the car has had a major service by HR Owen, which included a clutch replacement. Included in its thorough history file are of course the cars original books.
1969 Jaguar XJ6 Series 1 - offered at No Reserve With one family owner from new Registration Number: UK Registered
Chassis Number: 1L8452BW
Estimate: £5,000 - £7,000
The Jaguar XJ series automobile made its firsts appearance in the autumn of 1968 with the first of what would become six total generations, reaching a production number of more than 800,000 examples. This figure is over half of all Jaguars ever built and gives you an idea of its popularity. The original intent was to create a single model that would replace four of its predecessors. They had no way of knowing how well the model would catch on with loyal Jaguar enthusiasts. As the Jaguar legend goes, the XJ was the inspiration of Sir William Lyons, the founder of the company, who had a vision of the future as he saw it in the 1960s era. The first example of the XJ model was known as the project number XJ4 internally, which emerged as the 1968 Jaguar XJ Series I. Lyons oversaw the bodywork and styling of the new vehicle with the idea of replacing the E-type with a GT 4 seat model for the American market, following the popular trends for the region. Both front and rear ends were inspired by the E-type with a 2 door version. As the work progressed on the new model, it was decided that the addition of rear doors was necessary, along with a shortening of the front and rear ends with enhancements to the grille and the inclusion of four headlights. Engineering was directed by Bob Knight, the genius behind Jaguar’s independent rear suspension. For the new model, he modified the design which was used to achieve both ride comfort and top notch handling on the road. The 1968 Jaguar XJ Series I made its debut just prior to the London Motor Show on September 26 of 1968. It was advertised as Jag’s best saloon car that embodied sportiness, comfort, performance and style. The final version presented to the world featured a base model with a 2.8 liter engine with a lower price that was minus the leather trim. The 4.2 engine as a straight six with twin carbs, was moderately priced for its class and generated 245bhp, accelerating from 0-60 in 9 seconds with a top speed of 124mph. It was available with a four speed manual gearbox or an automatic. It won “Car of the Year” in Britain, but was not considered for the European distinction overall. These models cleared production lines and didn’t spend much time on showroom floors as their popularity soared. This remarkable survivor has been in the care of just one family from new, supported by an extensive history file which will be made available to the purchaser. In the mid-1980s the XJ6 enjoyed a significant program of restoration and upgrade works by specialist Lynx Engineering of Hastings, a very well regarded restored of C- and D-Type models and developer of the XJ-S shooting brake (the Lynx Eventer). The works with Lynx was completed to a high standard and included the fitting of new front wings, refinishing of the bodywork and chrome trim, a new electric steel sunroof and electric windows, the fitting of lowered and uprated suspension and a stainless steel exhaust system. The interior was finished with a wooden Moto-Lita steering wheel. Always garaged and offered with a comprehensive history file, this very interesting single family car is ready to enjoyed and further improved by its next enthusiastic owner. The XJ6 will be offered at No Reserve to the highest bidder.
1973 ISO Fidia Registration Number: UK Registered
Chassis Number: B310179D
Estimate: £50,000 - £60,000
Manufacturers of the Isetta bubble car, Iso joined the ranks of supercar constructors in 1962 with the launch of the Giotto Bizzarrini-designed Rivolta coupé at the Turin Motor Show. The styling was carried out at Carrozzeria Bertone and penned by Giorgetto Giugiaro. The Fidia, longer in the wheelbase by approximately 150mm, was a more practical proposition than the two-door Rivolta on which it was based. Originally conceived as the S4 and introduced in 1967, the Fidia’s four-door body was airy, graceful, purposeful and sleek, continuing Iso’s leadership in advancing automobile design. Chevrolet engines of 5.4 or 5.7 litres were fitted initially. Towards the end of production, 35 Fidias were finally built with the 5.8-litre Ford V8 engine. Iso’s proven underpinnings included independent front suspension, deDion rear axle and four wheel, power-assisted, disc brakes (inboard at the rear). It is believed that in all 16 RHD Fidias (the first being sold to John Lennon in 1967) were produced, of which two were S4’s and seven were Ford powered; only a few righthand drive cars are thought to still exist. This 1973 example is a real delight, coming from the custodianship of a collector of several ISOs and other rare and desirable Italian cars of the 1960s and 70s. The Fidia is one of a handful of RHD versions still in existence, rarer still in that it is fitted with the Ford V8 power plant. According to the original build sheet the ISO was built on 20th July 1973, with the additional options of electronic ignition, automatic transmission, electric sunroof, power steering, a large sump pan, oil cooler, seat belts and Michelin tyres. The car was subsequently imported into the UK by Wood and Krailing Limited, a Lancia dealership based at that time in Theydon Boyle, Essex, and was first registered on 20th December 1973. Amongst the four previous owners are the importing dealership and Chris Lackner, the ISO & Bizzarrini Owners Club UK President. Chris compiled a chronological summary of the car’s account, which is contained within the history file. Finished in the classic (and original) combination of mid-blue metallic with a Champagne leather interior, the Fidia exudes a level of plushness that only the very best luxury GT cars of the 70s are able to achieve. The driver is kept well informed with an array of instruments, the Nardi steering wheel keeps one heading in the right direction, and entertainment is provided by a high quality McIntosh sound system. Now showing a recorded 51,500 miles from new, this example has enjoyed some sensible modifications in recent years, which have allowed the current owner to undertake European road trips with ease, and at speed. Alloy cylinder heads have been added, the gearbox upgraded to the later Ford ‘Automatic Over Drive’ (AOD) unit giving the driver better reliability and usability. The suspension has been overhauled with new bushes, and a vented disc brake conversion has been added. The Fidia is offered with a current UK V5 registration document and MoT test certificate. This is a genuinely a super rare, extremely powerful, fast and comfortable GT car which is capable of transporting four people cross continent with consummate ease. A wonderful proposition for the discerning collector.
2005 AC Cobra by Dax Registration Number: UK Registered
Chassis Number: TBA
Estimate: £33,000 38,000
The hugely charismatic DAX Cobra has remained the undisputed market leader for more than 25 years and has steadily established itself as a much sought after classic sports car in its own right. The car’s enduring popularity owes much to DAX’s policy of continual product improvement and painstaking attention to detail. For many years now, the clear customer favourite has been the small-block Chevrolet V8; perhaps due to its competitive price and wide choice of power outputs. But other popular engines include units from the Ford small block and all-aluminium Chevrolet LS ranges with Rover V8 and Jaguar units still proving highly popular with some people. It’s no exaggeration to say that these cars amaze all who go out in them; harnessing the power with consummate ease and providing levels of grip, composure and ride comfort that simply have to be experienced to be believed. This stunning example of the Dax AC Cobra is finished in Moonrock Grey metallic with black centre stripes, 17” Halibrand chrome split rim alloy wheel with knock on polished spinners, a black leather interior and chromed interior and exterior trim and gauges. The build was carried out by Mike Broad from Magnum Engineering and we can only congratulate him on the quality and detail of his workmanship. The Cobra was built in 2005 using a Tojeiro body coupled to a hooped ladder chassis with back bone brace, a Jaguar Getrag gearbox and a disc-braked rear axle with Limited Slip Differential. The Cobra is fitted with a small-block Chevrolet V8 motor breathing through a 5-4 Barrel Edelbrock carburettor and tubular exhaust manifold. With 350bhp on tap this is a powerful and exciting Cobra to drive. The engine build was completed by PD Sports cars, with new pistons, sleeves and all components replaced at a cost of £5,495.00. The interior was finished with black leather bucket seats, black carpets, a leather extended dash, door cards and boot area, willans four point harnesses. Offered with a folder of paperwork alongside the original build receipts and invoices, this wonderful Cobra drives just as well as it looks.
1924 LaFayette Model 134 Coupe Two Owners From New, Extensive Restoration Registration Number: EU Registered
Chassis Number: 2978
Estimate: £50,000 - £70,000
Founded during 1919 and based in Mars Hill, Indiana, the LaFayette Motors Company boasted the technical expertise of none other than D’Orsay McCall White. An expat Glaswegian, McCall White served as chief engineer to the Daimler Motor Car Company, D. Napier & Son (where he designed a Land Speed Record car) and Crossley Motors before emigrating to the USA. Personally responsible for devising Cadillac’s first V8 engine, the Type 51, he later became the company’s vice president and was one of three people entrusted with developing the V12 Liberty aircraft engine during World War One. Drawing upon his aeronautical experience, 5.7 litre V8 engine that McCall White created for the LaFayette Model 134 featured a hollow case crankshaft weighing just 30.5lbs, airpressurised fuel delivery system, internally driven accessories using Morse type chains, twin crankshaft-driven back-to-back water pumps, manifolding routed through the cylinder block and a dual exhaust system to the rear of the car which resulted in low back pressure. Fed by a multi-jet carburettor, the sophisticated power-plant developed 100bhp at 2,750rpm and was allied to three-speed manual transmission. Based around a substantial ladder frame chassis equipped with all-round semi-elliptic leaf-sprung suspension, worm and sector steering, fully floating back axle and rear wheel brakes. The Model 134 also incorporated thermostatically controlled radiator shutters. Relocating to Milwaukee, Wisconsin when Charles Nash of Nash Motors acquired control in 1923, LaFayette nevertheless ceased production the following year. Available in Touring, Sedan, Coupe, Torpedo, Roadster and Limousine guises, a mere 2,267 Model 134 cars were produced. Competition amid luxury car makers during the 1920’s was particularly fierce. For all its engineering excellence LaFayette struggled to poach customers from established giants such as Cadillac and Packard especially as the Model 134 was more expensive than the former’s offerings and on a par price wise with the latter’s; the Four-Door Coupe model costing a princely $4,300 in 1924. The survival rate for LaFayette Model 134 cars has been estimated at just one percent. Finished in Dark Green over Black with Red pinstriping and Grey cloth upholstery, this particular Milwaukee-built example - chassis 2978 - wears Four-Door Coupe coachwork by the Seaman Body Corporation (number 31178). One of a pair of Model 134 cars supplied new to North Georgian steam locomotive manufacturer James Bulan Glover (the other being a Torpedo), it remained in his family until 2001. Dry stored in a basement for the previous seventy years, the LaFayette was complete but in need of a full restoration. Displayed ‘as found’ at the Nash Car Club of America’s 2002 Grand Nashional meeting, it caused an understandable stir. The vendor estimates that acquiring and refurbishing the Model 134 has cost some $200,000. Rewired, repainted, re-trimmed and treated to a thorough mechanical overhaul, the work took NCCA member Ben Bliss over three years to complete. Undeniably handsome, the Four-Door Coupe body sports a distinctive, prism-like windscreen, LaFayette calormeter, integral luggage trunk, LaFayette Motors Corporation Milwaukee hubcaps and twin rear-mounted spare wheels. To the interior, the well-stocked dashboard is complimented by a wooden steering wheel, wooden window frames, nickel-silver door furniture and blinds to the rear windows. Sparingly used since its completion save for a few rally outings, chassis 2978 is quite possibly the finest Model 134 in existence. Offered for sale with French Certificat d’Immatriculation (Carte Grise), UK V5C Registration Document, FIVA Identity Card, bill of sale from Mr Glover’s son (a distant relative of Teddy Roosevelt) and a huge history file. This is a rare opportunity to own an even rarer car in a truly breath-taking condition. 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.
1930 Packard Deluxe Eight Roadster 745 Registration Number: German Registered
Chassis Number: 183412
Estimate: ÂŁ170,000 - ÂŁ180,000
106 bhp, 384.8 cu in. L-head inline eight-cylinder engine, four-speed manual transmission, solid front axle with leafspring suspension, solid rear axle with hypoid gear drive, and four-wheel mechanical drum brakes. Wheelbase: 145.5 in. With new styling overseen by famed designer Ray Dietrich, the Seventh Series Packard models debuted on August 29, 1929, sporting lower, sleeker lines and the beautifully flowing front fenders so emblematic of the Classic Era. New headlamps and the repositioning of the lights from the cowl to the front fenders were other notable stylistic changes. Even though a wide range of custom bodies were available from the finest coachbuilders of the time, most Packards were production cars, and they were well built, luxurious, smooth, and very quiet nonetheless. Even these were frighteningly expensive, selling for the price of a very nice house.
Mechanically speaking, 1930 marked the first time Packard did not build its own carburettor, opting instead for an outsourced Detroit Lubricator updraft unit to feed its eight-cylinder engine. A new low gear was added to the three-speed gearbox to create a smooth-starting four-speed. Cooling was improved by a redesigned water pump with dual fan belts, and the slightly sloped grille was fitted with thermostatically controlled shutters. Five more lubrication points were added to the 1930 models, and Packard claimed that the standard Bijur lubricator dash control with its ‘Pull Daily’ handle accomplished the work of ‘43 men with 43 oil cans.’ The 745 Roadster is arguably the most beautifully designed option for the seventh series and fitted with dickie seats in the rear and telescopic windscreen, in many ways, this dashing and wellproportioned style, which was so appropriate to country estates and summer homes, defined the 1930s Classic Era. This outstanding roadster, with its stunning colours and dedication to authenticity, is a car that gathers its fair share of stares; while also offering the ultimate experience on any tour. The Packard Company slogan, ‘Ask the man who owns one,’ was never more clearly defined than in this beautiful roadster from Packard’s past. Fitted with 6 firestone Gum F Dipped high speed heavy duty tires, and also offered with 4 winter tires, luggage suitcase on its steel luggage rack. The Packard 745 is a rare car with just 1,789 produced, with approximately only 50 being roadsters and it’s estimated that less than ten still exist. 1930 was the only year for the huge 145.5-inch wheelbase Super Eight Packard, which makes the 745 Roadster one of the most special and iconic cars of all time.
1959 Leyland AEC Routemaster Double Deck Bus by Park Royal Registration Number: UK Registered
Chassis Number: RM108
Estimate: £50,000 - £60,000
A pioneering design, the Routemaster outlasted several of its replacement types in London, survived the privatisation of the former London Transport bus operators and was also used by other operators around the UK. In modern UK public transport bus operation, the old-fashioned features of the standard Routemaster were both praised and criticised. The open platform, while exposed to the elements, allowed boarding and alighting away from stops and the presence of a conductor allowed minimal boarding time and optimal security; but with greater labour costs. The Routemaster became one of London’s most famous symbols, with much tourist paraphernalia continuing to bear Routemaster imagery, and with examples still in existence around the world. Rightly and affectionately regarded as a British transport icon the world over, the Routemaster is quite simply the most famous and sought after bus ever produced.
The Routemaster offered here is from the first year of production, 1959. 1950s Routemasters are rare as the majority were built in the 1960s. This vehicle has been well kept since its 1984 withdrawal from service and is in very original condition, having escaped London Transportâ€™s modernisation programme in the 1990â€™s. Tax and MOT exempt, but has previously held class 6 certificates. Last test was class 5 with no advisories (expired this August 2018) low mileage since. The bus at present is being driven under its MOT exempt status, the last full test was carried out 13 months ago. This Routemaster still has its correct engine, London Transport registration number and many other fixtures often missing on Routemasters. The paintwork is excellent, with a very straight body, excellent original interior, and a clean chassis and the batteries are relatively new. Routemaster buses can be driven in automatic or semiautomatic mode, and with power assisted steering, testament to why bus drivers loved the vehicles so much.
1992 Lamborghini Diablo - ex. Walter Wolf Registration Number: UK Registered
Chassis Number: ZA9DE07AONLA12620
Estimate: £100,000 - £120,000
After 17 years in production, the legendary Countach was replaced by the Diablo, which on its arrival was the fastest, most advanced and most expensive Lamborghini ever built. First exhibited publicly at Monaco in January 1990, the Diablo improved on its illustrious predecessor in every way, setting a new benchmark in supercar design. Nobody can have been surprised to learn that it had been styled by Marcello Gandini, the man responsible for the Lamborghini Miura and Countach, for the family resemblance was obvious. Beneath the skin there was a steel spaceframe chassis, developed from the Countach’s, but constructed of square-section rather than round tubing and incorporating ‘crumple zones’ at front and rear. The use of carbon-fibre composite panels, first seen in the Countach Evoluzione model, was extended in the Diablo, which also featured revised suspension capable of accommodating the envisaged future developments of four-wheel drive and active suspension. Stretched to 5.7 litres for the Diablo, Lamborghini’s 48-valve V12 engine gained fuel injection for the first time, producing its maximum of 492bhp at 7,000rpm. Of equal, if not greater significance, maximum torque went up to 428lb/ft, an improvement of 55% over the Countach. Catalytic converters were standard, enabling the reworked V12 to meet emissions requirements worldwide.
With more power and a lower drag coefficient than the Countach, the Diablo easily eclipsed its forebear, exceeding 200mph (322km/h) on test. More importantly, its acceleration and top speed figures were marginally better than those of the Ferrari F40. The Diablo though, was not a limited edition model like the latter but a series production car with a luxuriously appointed interior reflecting its designersâ€™ intention to produce a civilised Gran Turismo as suited to city streets and motorways as the racetrack. Finished in Yellow with a black leather interior, this nicely presented example was first registered to former Formula 1 constructor Walter Wolf racing, subsequently finding its way to the United States, and now being offered from a UK-based Lamborghini collection. During its time the US the Diablo benefited from much care attention, supported by bills of c.$28,000. Since being repatriated into the EU the Diablo has joined a small Lamborghini collection, and has been treated to a service and other minor repairs as required, which were completed by road and racecar specialist Simpson Motorsport. In In 2018 the car was the star in the Lisa Riley show Sooty and Sweep, which was subsequently featured in the Lamborghini Club magazine Rivista Veloce. Offered with the relevant service history and owners manual, and supplied on a UK V5, we really feel this car merits further inspection.
1977 Maserati Bora 4.9 Registration Number: German Registered
Chassis Number: AM117149451002
Estimate: £110,000 - £130,000
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 1950s. These proved to be highly successful, and so manufacture continued throughout the ‘60s with the company taking credit for some of the most desirable cars of the era. The early ‘70s brought the advent of the mid-engined sports car, and so the great front engined Grand Tourers of the period such as the Ferrari Daytona and Maserati Ghibli gave way to this ruthlessly fast new breed. The flagbearers of this new supercar genre were the Ferrari Boxer and the Maserati Bora, road cars capable of over 170mph that, for the first time ever, had cornering capabilities to match their speed.
The Bora, styled by Giugiaro at Ital Design, was powered by a 350bhp light alloy V8 lengthways ahead of the rear wheels, and had innovative four-wheel coil spring independent suspension. In ride and handling it was typical of its class – although defining its class simply as ‘superior’ is rather vague, especially since it was about 30 per cent more expensive than its counterparts. Offered here is a lovely matching numbers example of the more desirable 4.9 specification Bora, that has received a vast amount of work over recent years. The extensive work undertaken ranges from retrimming the interior to fully inspecting and servicing the engine. Little details were also taken car of such as modernising the air conditioning unit to use R134a gas, which we are told was very helpful over the summer!
Having had all the necessary work undertaken by the vendor, the car is said to run beautifully. Fully serviced and ready for its next custodian.
1971 Mercedes-Benz 280 SL Registration Number:
Estimate: £60,000 - £70,000
Launched at the Geneva Motor Show in March 1963, the 230SL – or W113 as the model range was internally labelled at Mercedes-Benz – was a completely new car through and through, designed to replace the outgoing 190SL. A truly modern car for its time and constructed to the high level of craftsmanship expected from Mercedes-Benz, the model quickly became a very popular two-seater among the elite thanks to its combination of luxury and high style. Mercedes-Benz would call the W113 “a Grand Tourer in the traditional sense” and “a unique combination of sports car performance and saloon car comfort.” Many of the design and technical features were industry firsts, including the hard-top designed to withstand the car’s weight for safety reasons, and its distinct lines, featuring a large greenhouse that eventually led to the model’s popular nickname, the ‘Pagoda’. After the 230SL came the 250SL, which boosted engine capacity by about 200cc over its predecessor; later, both were replaced by the ultimate evolution of the W113, the 280SL, introduced in 1967. The enlarged 2.8-liter 6-cylinder SOHC engine now produced 170 horsepower, and disc brakes were now standard on all four corners. These last classic Pagoda models have become increasingly collectible, featuring exceptional build quality and reliability, easy access to spare parts, not to mention being highly usable thanks to their modern specifications. Beautifully presented in red coachwork with the original black tex interior and rare California rear seat. This is a very original example which shows just 53,000 miles on the odometer which is suggested to be correct in view of the MOT’s going back to 1990 when it had covered just 40,000 miles. Part of an extensive service file showing that it has been very well maintained by the correct specialists. Recent invoices from John Haynes Mercedes specialist totalling over £15,000 over the last 10 years, including gearbox rebuild and brake overhaul. A wonderfully sorted and rare car that drives as well as a 280 SL should.
1971 Rolls Royce Corniche Convertible Registration Number: UK Registered
Chassis Number: DRH10733
Estimate: £60,000 - £70,000
Rolls-Royce’s final coach-built models were entrusted to the company’s in-house coachbuilder, Mulliner Park Ward. These two-door cars were hand built in the best traditions of British coachbuilding, using only materials of the finest quality, including Wilton carpeting, Connolly hides and Burr Walnut veneers, a necessarily lengthy process that took all of 20 weeks for the saloon and slightly longer for the more complex convertible. This painstaking attention to detail resulted in a price some 50% higher than the standard Silver Shadows. Nevertheless, demand for these more glamorous alternatives to the much more numerous Silver Shadow was strong right from the start, a state of affairs that resulted in them being given their own model name - ‘Corniche’ - in March 1971. The well tried aluminium V8 engine was adopted, displacing 6,750cc, driving through a Turbo Hydramatic 400 three-speed automatic gearbox. For the Corniche variant, power output was enhanced by about 10%, providing greater torque and giving the car a top speed in the order of 118mph with sports car-beating acceleration to match. The independent coil spring suspension provided the smoothest of rides, complemented by a hydraulic self-levelling system in the rear. This beautiful example was first delivered to the late Sir Bruce Forsyth in July 1971 and was owned by him for seven years. Having been with the current vendor for over a decade, this desirable convertible looks wonderful with the Ming Blue coachwork and sumptuous blue interior. Described to be in good condition throughout, this excellent open top tourer benefits from an extensive history file and has been very well maintained in its current ownership. Despite not being required, there is the reassurance of a fresh MOT with the car and UK V5C registration.
1974 BMW E9 CSI Registration Number: UK Registered
Chassis Number: 4350157
Estimate: £55,000 - £65,000
With BMW looking to push the marque further upmarket, the combination of their bahn-storming six cylinder engine and a pretty but underpowered Coupé in its portfolio, it was almost inevitable that the two would get together. The resulting E9 Coupé is one of BMW’s best ever Coupés. British buyers had to wait until 1969 before they could sample the new car and shortly after, in 1971, the 3.0 CS made its debut with another 10bhp and more torque for better flexibility. This year also saw the introduction of this car – the 3.0 CSI fuel injected version, and with more power it became BMW’s first 200bhp plus machine. It was always an expensive machine at some £6,000 when new in 1971 – that would have bought you a Porsche 911 of the period or even an entry-level Ferrari. In recent years, prices of its big brother, the legendary CSL have rapidly risen to a whole new league with the CSI’s tipped to follow.
What we have on offer here today is a very rare example; one of only 207 right-hand-drive CSIâ€™s ever produced, less than half that of the number of right-hand-drive CSLâ€™s of which a modest 500 were made. Purchased by the current owner over 30 years ago, this wonderful E9 CSI is finished in a breath-taking colour combination of Garnet red metallic with black leather interior. Offered with an array of spares including another full set of wheels, this beautiful example has been the subject of a no-expense spared professional re-build and is now in excellent condition throughout.
2005 Mercedes SLR McLaren - UK delivered from new Registration Number: UK Registered
Chassis Number: TBA
Estimate: £180,000 - £200,000
The heart of any car is its engine, and that of the SLR McLaren is truly outstanding. Produced at Mercedes-Benz’s AMG performance division, it is a 5.5-litre, 24-valve, supercharged V8 producing 617bhp, making it one of the most powerful engines ever found in a series-produced road-going sports car. Impressive though this peak horsepower figure is, it is the torque produced by this state-of-the-art ‘blown’ motor that is its most remarkable feature. The torque curve is almost flat: there is already 440lb/ft by 1,500 rpm and well over 500lb/ft between 3,000 and 5,000 revs. As Car & Driver magazine observed: ‘This lends mind-boggling elasticity to the SLR, with passing performance that has to be felt to be appreciated.’ In the interests of maximum fuel efficiency, the screw-type compressor is controlled by the engine management system and only activated when the driver floors the accelerator. Needless to say, the SLR McLaren delivers performance figures that are still among the best in its class; taking just 3.8 seconds to sprint from 0 to 100km/h (62mph), it passes the 200km/h (125mph) mark after 10.6 seconds and from a standing start takes just 28.8 seconds to reach 300km/h (186mph). The two-seater has a top speed of 334km/h (207 mph). A front-engined layout was chosen in the interests of optimum weight distribution, handling dynamics and braking stability, the motor’s dry-sump lubrication system enabling it to be mounted lower in the chassis. The five-speed automatic transmission was specially optimised for very high torque and also offers the driver the option of choosing between different shift characteristics using the Speedshift system.
Reflecting the long-term technological collaboration that Mercedes-Benz and McLaren enjoyed in Formula 1, the SLR’s carbon fibre composite monocoque body/chassis structure was produced in the latter’s then allnew facility in Woking, England. Clearly showing its Formula 1 parentage, the suspension is by means of double wishbones all round. The power-assisted rack-and-pinion steering is speed sensitive, while the SLR’s Sensotronic Brake Control (SBC) and Electronic Stability Program (ESP) enable its sporting nature to shine through while maintaining the usual safety standards. The pioneering use of composite technology has also been extended to the brake discs, which are manufactured from a fibre-reinforced ceramic material capable of withstanding extremely high temperatures and offering a level of fade resistance hitherto unattainable in series-produced road cars. Topping off this technological tour de force is the electronically controlled rear spoiler, which rises to an angle of 65 degrees when the driver brakes heavily, boosting the braking effect by increasing aerodynamic drag and lending the SLR outstanding stability when braking from high speeds. Finished in its striking colour combination of Basalt black with a red leather interior, this UK-delivered example has covered a modest 26,000 miles from new, supported by a total of seven services at the SLR Centre in Brooklands, the last being at c. 23,000 miles. The SLR is offered with a complete book pack encased in the correct SLR wallet containing the stamped service book, and additionally two sets of key fobs. Mercedes intended to produce 500 SLRs per annum over the course of a seven-year production run but fell well short of that figure virtually every year. These historically important supercars will remain one of the most iconic, powerful and luxurious cars made in the early 21st century. Here is an excellent opportunity to own an exclusive, usable, low mileage and iconic supercar that will undoubtedly be a future classic. 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.
2001 Ferrari 550 Barchetta - 558 miles from new Registration Number: UK Registered
Chassis Number: ZFFZR52B000124214
Estimate: £290,000 £330,000
‘The 550 Barchetta Pininfarina was designed to recall the glories of successful road racers of the past, such as the 166 MM, and thoroughbred front-engined 12-cylinder Ferrari roadsters of the calibre of the 250 GT California and 365 GTS/4 Daytona. Ferrari has always created very special runs of cars, and the 550 Barchetta Pininfarina was developed with the aim of being a unique Ferrari – one that deliberately seeks to be more provocative and less rational than the rest of the range.’ – Ferrari. The long association between Ferrari and Pininfarina has been responsible for the creation of some of the most sublime fusions of art and automotive technology, and to mark the world renowned Carrozzeria’s 70th Anniversary in 2000, Ferrari supremo Luca di Montezemolo invited Sergio Pininfarina to submit designs for a front-engined roadster embodying the spirit of past Maranello classics. Choosing the 550 Maranello coupé as the basis, the maestro proposed a return to the traditional barchetta style.
In Ferrari’s own words: ‘Functional and unadorned with a simple manual soft-top, the barchetta-style solution has enabled Ferrari’s engineers to offset the additional weight gained by reinforcing the chassis and fitting rear roll bars. Consequently the 550 Barchetta Pininfarina weighs no more than the 500 Maranello.’ The heart of any Ferrari is its engine, and the Barchetta Pininfarina’s 48-valve, 5.5-litre V12 is the same as that of the 550 Maranello, developing 485bhp at 7,000rpm. All main engine castings of this state-of-the-art power unit are in light alloy, the aluminium wet liners are Nikasil coated and the connecting rods are titanium alloy. The design of the inlet and exhaust systems is derived directly from that of Ferrari’s Formula 1 engines, providing the optimum balance between volumetric and combustion efficiency. Variable intake geometry helps increase both torque and maximum power as its manufacturer explains: ‘Ferrari’s patented system incorporates a third plenum in the intake manifold which varies the fluid dynamic characteristics. Air is taken in via 12 electro-pneumatic throttle valves which are governed by the engine’s CPU. This control ensures optimum performance at all engine speeds, guaranteeing excellent torque delivery throughout the rev range.’ One expects nothing less from Ferrari. Finished in Blu Tour de France with a Crema leather interior, this fabulous low mileage example has covered a mere 558 miles from new, and is presented in simply fabulous condition throughout. The Barchetta was first delivered new in August 2001 to Luxembourg, and we are pleased to note is offered with all books, leatherbound wallet and service record. A unique opportunity for the serious collector.
1968 MGB by Frontline Developments Registration Number: UK Registered
Chassis Number: GHD4148264
Estimate: £25,000 - £35,000
‘…’This is one of the world’s official dream machines’ - Chris Evans ‘…One customer has traded in a recent 911 for an Abingdon - and we can see why’ David Lillywhite. Octane Magazine ‘…This is an astonishing car, developed to a modern, big-name car manufacturer’s levels’ John Simister, Octane Magazine Frontline Developments was established in 1991 by Tim Fenna with a personal remit to improve the underpinnings and ultimately enhance the driving experience of classic MG cars. The key ethos however was to create this ultimate driving machine without losing any of the character or charm when sat behind the wheel of these iconic cars. Almost 25 years on and the accolade gained through some of the world’s greatest motoring press, drivers and fellow design engineers is unrivalled proof that Tim’s vision, dedication and hard work have not only been accepted but hailed as some of the greatest creations of this decade. This extremely impressive example was a personal trackday model, which was built and developed to the tune of over £100,000. The heart of the car is a full racespecification forged and lightened 1800cc VVT motor, which when mated to the Rotrex supercharger delivers an astounding 412bhp at peak power. All this power is handled by a Quaiffe sequential gearbox, which changes through the gears at sub 3 seconds to 60 miles per hour. The level of power was deemed too much for spoked wheels, so period Dunlop race-inspired wheels are fitted on each corner. All of this painstaking development work has produced quite possibly the fastest MGB in the world! This incredible MG by Frontline is offered at a fraction of the build cost, and supplied with a thick file of invoices and a UK V5 document.
1959 Austin Healey Frogeye Sprite Registration Number: UK Registered
Chassis Number: AN5/12435
Estimate: £15,000 - £20,000
This early production Frogeye was registered 3rd April 1959 and still retains its original registration number. It was partially restored in 2006 and fitted with a Shorrock C75B supercharger. The all steel body was repainted in the original colour of ‘Leaf Green’ and fitted with a hard top. Having been laid up for a while the car was ‘barn stored’ before undergoing recommission work. A full brake overhaul has been carried out as well as new brake master cylinder and clutch slave cylinder. The engine has also received a full service and is in fine running order, paperwork shows that it was rebuilt in 1997 but the mileage was not recorded. In 2003 it was showing as 92,031 and currently showing as 92,471. It is supplied with a large history file that shows maintenance dating right back to the 1980’s as well as more recent work, lots of old MoT’s, the original buff logbook and the current UK V5C logbook. In very presentable condition the car would make a great Rally / Classic Event car and is already fitted with some timing clocks. The supercharger gives the motor a good boost and a raspy note through the sports exhaust. A truly fun little car with tenacious bark!
1962 Jaguar E-type Series 1 Flat Floor Roadster Registration Number: EU Taxes Paid
Chassis Number: 876484
Estimate: £140,000 - £180,000
‘If Les Vingt Quatre Heures du Mans has been responsible for the new E-Type Jaguar, then that Homeric contest on the Sarthe circuit will have been abundantly justified. Here we have one of the quietest and most flexible cars on the market, capable of whispering along in top gear at 10mph or leaping into its 150mph stride on the brief depression of a pedal. A practical touring car, this, with its wide doors and capacious luggage space, yet it has a sheer beauty of line which easily beats the Italians at their own particular game.’ There have been few better summaries of the E-Type’s manifest virtues than the forgoing, penned by the inimitable John Bolster for Autosport shortly after the car’s debut. Introduced in 3.8-litre form in 1961, the Jaguar E-Type (XKE in the USA) caused a sensation when it appeared, with instantly classic lines and 150mph top speed. While, inevitably, the car’s stupendous straight-line performance and gorgeous looks grabbed the headlines, there was nevertheless a lot more to the E-Type beneath the skin. The newcomer’s design owed much to that of the racing D-Type; indeed, the E-Type would be one of the last great sports cars developed directly from a successful competition ancestor. Just as in the D-Type, a monocoque tub formed the main body/chassis structure while a tubular spaceframe extended forwards to support the engine. The latter was the same 3.8-litre, triple-carburettor, ‘S’ unit first offered as an option on the preceding XK150. With a claimed 265 horsepower on tap, the E-Type’s performance did not disappoint; firstly, because it weighed around 500lb less than the XK150 and secondly because aerodynamicist Malcolm Sayer used experience gained with the D-Type to create one of the most elegant and efficient shapes ever to grace a motor car. Developed from that of the original XK120 sports car and refined in the racing D-Type, the double wishbone, independent front suspension was mounted on the forward subframe that supported the engine. The rear suspension broke new ground for a large-capacity sports car, being independent at a time when most of its major rivals relied on the traditional live rear axle. Dunlop disc brakes were fitted to all four wheels; those at the rear being mounted inboard alongside the differential to reduce un-sprung weight. Only in terms of its transmission did the E-Type represent no significant advance over the XK150 whose durable four-speed Moss gearbox it retained. Despite the E-Type’s gorgeous appearance, taller drivers could find its interior somewhat lacking in space, a criticism addressed by the introduction of foot wells (and other, more minor modifications) early in 1962. But of all the versions of Jaguar’s long-lived and much-loved sports car, it is the very early ‘flat floor’ 3.8-litre cars built prior to February 1962 which, for many enthusiasts, remain the most desirable. This wonderful Flatfloor roadster has recently been imported from a significant collection in Dubai. Matching numbers as confirmed on the heritage certificate the car has been the subject of a no expense spared extensive restoration by a wellknown specialist. It is presented in concours condition it has to be one of the very best of its type currently available, this beautiful early ‘flat floor’ E-Type is ready for any summer rally or show event.
1992 Mercedes-Benz 600SL (R129) Registration Number: UK Registered
Chassis Number: WBD1290762f076349
Estimate: ÂŁ30,000 - ÂŁ40,000
The R129 was based on the shortened floorpan of the Mercedes-Benz W124 and featured many innovative details for its time, for instance, electronically controlled damping (optional) and a hidden, automatically expanding roll-over bar. The R107â€™s rather dated rear diagonal swing axle gave way to a modern multi-link axle. The number of standard features was high; with mirrors, seats, a hood and electric action for the windows. In autumn 1993, Mercedes rearranged names and models; the 300 SL was replaced by the 24-valve SL 280 and SL 320 (with 2.8 L and 3.2 L I6 engines, only the 280 being available with a manual gearbox). SL 500 and 600 continued with their respective powerful engines and Antilock Braking System (ABS), which senses impending wheel lockup under heavy braking and pumps the front brakes individually or the rear brakes together as needed up to 30 times per second, preventing lockup and maintain steering ability. 1995 saw a mild facelift concerning head and taillights and several new features adopted as standard: such as side air bags, automatic climate control and ESP, among other things. This early example was delivered new in December 1992 via Colindale MercedesBenz to a Royal Household, who have kept the car from new and are still the current owners. The car is presented in red metallic with a beige leather interior and is supplied with its body colour matching hardtop. Showing just 6,831 miles on the odometer, which given the previous ownership is believed to be correct, this car comes with a recent service from a Mercedes-Benz main dealer. With its ultrasmooth V12 engine and with the hood down, this is the ultimate sports car for open top touring. This surely must be one of the finest and lowest mileage Mercedes sports cars of this era available today, and offer for the first time since delivery.
1979 Jaguar XJS pre-HE Registration Number: UK Registered
Chassis Number: JNAEW3AC103654
Estimate: ÂŁ18,000 ÂŁ22,000
This wonderful and mostly original example underwent a full restoration including engine rebuild in 2007 by its previous custodian, who happened to be a doctor by trade. From there on, the car was driven regularly yet sparingly, covering approximately 500 miles each year until being purchased by the current vendor. In recent years the car has only been used on weekends or the occasional luxury commute to work, however only dry sunny days.
Described to be incredibly reliable and immaculate in condition, its current custodian has spent a small fortune in prepar-
ing this car for himself with no intention for re-sale. Not only is this a fine example of the very early desirable Pre-HE example, but over the last year it has amassed invoices totalling in excess of £8,000.
It is widely believed that XJS’s are the new up and coming modern classic and hot investment opportunity. This is even more so the case with the earlier examples such as this one, which because of this reason was featured in the September 2018 issue of the Classic Car Magazine, as well as being presented at the London Classic Car show in the XJS Club stand in 2017.
Additional notes; finished in its original colour Sebring red its body is in very good condition with original vinyl roof supplied by Jaguar. Resprayed during its 2007 restoration and still presenting very well. Mechanically she is immaculate with essentially a full mechanical renovation this year (some of which is listed below). 2 Doors, Coupe, Petrol, V12 l, 5300 cc, Sebring Red, Black leather, Original carpet, original refurbished alloy wheels with x5 new period correct Pirelli tyres, original factory Jaguar radio cassette. MOT with no advisories January 2018. Recent works include, full service including gearbox, Injector harness, and dif, rear subframe taken out and inboard brakes callipers and disks renewed (£3000), refurbished alternator, new heater matrix, oil cooler, new Stainless-steel exhaust, new radiator, Tyres, and a load of other bits. Please call for more info on bits done!
2010 Ferrari 458 Italia 630 Carbon Edition by Oakley Registration Number: UK Registered
Chassis Number: TBA
Estimate: £150,000 - £170,000
This limited edition 458, offered with full Ferrari main dealer service history, has been very well cared for throughout its life. With a modest 11,400 miles recorded from new, the service shows as follows; 4536, 6013, 7112, 9580, 10,664 miles including Rib Belt. Offered with all of its owners’ manuals, two working keys, Tracker Fob along with Ferrari leather wallet. Superbly finished in Bianco White and complimented with Carbon Fibre Front Splitter, Side Skirts, Rear Spoiler, Wing Mirror Carbon Detailing, Fuel Cap, Door Handles, Carbon Design Roof, Air Intake, Rear Diffuser, along with Carbon Engine Bay, this makes for one of the most superb looking Ferrari 458 Italias. The Lightweight HRC Forged alloys finished in Satin look superb and to complement the vehicle is the Oakley finished Titanium Sports Exhaust.
The interior has been tastefully fitted in Charcoal black Leather and Alcantara Carbon Fibre Hard Back Sports Seats, finished with Yellow Stitching with centre strip, full Extend charcoal Black Leather cattbin with Yellow Stitching. The dash surround has been complimented with Black leather with yellow stitching, Carbon Fibre-Leather Steering Wheel finished with Grey inserts. Additional option extras include; reversing Camera with Sound monitoring, Front Parking Sensors, Blue Tooth Phone Prep, Ferrari VDA Control Virtual Display System, Cat 5 Tracker, Electric Mirrors, Launch Control, Auto Head Lights, Day Time Running LED Lights, Sat Navigation, on Board Computer, Climate Control, Rough Road Suspension Setting, Track Road and Race Settings, Carbon Ceramic Brakes, Titanium Performance Exhaust, full Carbon Package, HRC Forged Wheels to mention a few.
1969 Austin Mini Cooper MkII 998cc Registration Number: UK Registered
Chassis Number: CA2SB-1276850A
Estimate: £13,000 - £16,000
Alec Issigonis’ friend John Cooper, owner of the Cooper Car Company and designer and builder of Formula 1 and Sports Cars, saw the potential of the Mini for competition. Issigonis was initially reluctant to see the Mini as a performance car, but after John Cooper appealed to BMC management, the two men collaborated to create the Mini Cooper, and the Austin and Morris Mini Coopers debuted simultaneously in 1961. Some six years later, the Cooper MkIIs appeared and were more refined without diluting the out and out fun of these amazing little cars.The overall production figures of the Mk II were only just behind the earlier cars. Offered here is an Austin Mini Cooper MkII, finished in the classic combination of Peony Red with a Black roof. Exported to Spain in February 1969, where the car has spent a majority of its life until 2015, when the Mini was repatriated to the UK. Benefitting from a previous restoration, the Mini is said to present well and has substantiating history also with MoTs since its return. Launched in 1967, the Mk II Coopers are regarded by many, in hindsight, as the most attractive of the Mini Cooper evolution with the squared rear lights, larger rear window, and new grille, but still retaining the sliding windows and one or two early features so characteristic of the original Mini. The look is further enhanced with the slightly wider vented steel rims. Offered with a history files containing a heritage certificate, receipts, previous MoTs and held on a UK V5C, this Mini represents an extremely popular, collectable car.
1973 BMW 2002 Tii Registration Number: TBA
Chassis Number: TBA
Estimate: £20,000 - £30,000
“It’s here at long-awaited last . . . with all of the high-priced, understated functionality of a Hardy Amies hair shirt. The BMW 2002 tii, exquisite penance for the unrehabilitated car addict.” –Car and Driver, February 1972. With its lightweight body construction, four-wheel independent suspension, rear wheel drive and front disc brakes, the 2002 Tii provided lively performance along with the practicality of a spacious cabin and a large luggage area. There was no other car at that time that could match the Tii. Power came from the reliable race-bred 2.0 litre M10 overhead cam 4 cylinder engine with Kugelfischer (Bosch) mechanical fuel injection producing 130 bhp, which powered this family car to a top speed of 185 km/h. This round rear light model is finished in Royal Blue, and amazingly has been under the same ownership for the past 27 years. The BMW has been subject to an engine rebuild around 7 years ago, and has been well maintained since that point. The car has been regularly serviced and comes complete with a sizable history file. The 2002 Tii really is the definition of the “Ultimate Driving Machine”, and this example none more so. A great car to own and a good buy in the current market.
1955 Morris Minor Registration Number: TBA
Chassis Number: TBA
Estimate: £3,000 5,000
The Morris Minor debuted at the Earls Court Motor Show, London, on 20 September 1948. Designed under the leadership of Alec Issigonis, more than 1.3 million were manufactured between 1948 and 1972 in three series: the MM (1948 to 1953), the Series II (1952 to 1956) and finally the 1000 series (1956 to 1971). Initially available as a two-door saloon and convertible, the range was expanded to include a four-door saloon in 1950, a wood-framed estate, the Traveller from October 1953 and panel van and pick-up truck variants from May 1953. It was the first British car to sell over one million units and is considered a classic example of automotive design, as well as typifying “Englishness”. This is a charming example of the early split-screen Morris Minors which are a rare sight on British roads now. An iconic little car that is sure to bring a smile to a new owner.
1974 Porsche 911 Carrera Registration Number: TBA
Chassis Number: TBA
Estimate: £25,000 - £30,000
The legendary Porsche RS resulted from the Zuffenhausen factory’s realization that the excess weight of its top-of-the-range 2.4-liter 911S production model restricted its development potential for racing. It was therefore decided to produce and homologate a special lightweight production variant for competition purposes, which would also incorporate, as standard, specific performance enhancements forbidden as post-production modifications. The result was the Carrera RS (RennSport), which featured thinner-gauge metal in its doors, roof, trunk lid, floors and even in the gearchange platform. Thinner window glass was provided by Glaverbel and most of the standard sound proofing was removed, while performance modifications included enlarged rear wheel arches to accommodate 7” wide wheel rims, the first of the famous ‘duck’s tail’ spoilers and the newly enlarged, 2.7-liter, 210bhp engine. These alterations resulted in the RS having a top speed of around 240km/h while ensuring that it remained stable and controllable right up to the limit. When the homologation targets had been met, the lightweight RS was discontinued but the Carrera name continued on Porsche’s top-of-the-range model, which in its new, series-production 911 Carrera form mounted the Carrera RS’s engine in a full-weight, fully trimmed bodyshell. Otherwise, this new, more civilized Carrera remained mechanically much the same as its competition-orientated progenitor. The Belgian Police - de Rijkswacht – used these Carreras for highway patrol duties in the 1970s. This wonderful example of the 911 Carrera Targa has been carefully updated with wide bodied Turbo panels and whale tail spoiler.
1991 Porsche 944 Turbo 250bhp Registration Number: UK Registered
Chassis Number: WPOZZZ952LN100871
Following the international success of the 924, a more powerful Porsche-designed all-alloy, 2.5-litre inline-four, producing 163 bhp, was introduced in 1982 for the 944. Porsche engineers were able to produce a very smooth running four-cylinder engine by utilising two counter-rotating balance shafts running at twice engine speed. These carry eccentric weights which produce inertial forces that balance out the unbalanced secondary forces, making a four-cylinder engine feel as smooth as a six. Cosmetically, the bodywork was revised with wider wheel arches (similar to that of the 924 Carrera GT), a fresh interior and upgrades to the braking and suspension systems. With greater visual presence and the performance to match, better handling, stopping power and more creature comforts, the 944 was a major step forward. A turbo version of the 944 was always on the cards, and it boosted the 2.5-litre engine by nearly 60bhp, whilst both the clutch and gearbox were uprated to suit. The chassis was beefed up and thicker anti-roll bars and four-pot brake callipers were fitted. A smooth nose panel and a larger rear spoiler distinguished it from its lesser siblings. For 1988, a Turbo SE was offered with 250bhp thanks to a larger turbocharger, the transmission was again upgraded, and a limited slip diff was fitted along with uprated brakes and Koni dampers. From 1989-1991 the ‘SE’ specification was adopted for the standard 944 Turbo making it somewhat of a sleeping giant. This wonderfully original late model 944 Turbo is presented in metallic Panther Black with full leather interior in very good order. We are told that the car drives beautifully thanks to a full and extensive history with servicing over its lifetime. There is an exhaustive history file with invoices, receipts and related paperwork with approximately £13,000 having been spent in the last 4 years which includes new clutch, disks/pads, sensors, fuel pump, replacement main oil seal, fuel pipes, brake pipe, full Turbo AOR gearbox rebuild (£2,000 parts alone), camshaft belts and tensioners, various seals, gators, gaskets, sensors, supply and return fuel pipes etc. A thoroughly pampered car that has been very well preserved, the car benefits from a current MOT, Porsche Certificate of Authenticity and UK V5C registration. An exceptional example of this wonderful frontengined Porsche whose stock continues to rise in the current market.
1997 Bentley Turbo R Registration Number: TBA
Chassis Number: TBA
Estimate: £8,000 - £10,000
The Bentley Turbo R is a high-performance car which was produced from 1985 to 1999. The “R” stood for “Roadholding”, to set it apart from its predecessor. It initially inherited the turbocharged engine from the Mulsanne Turbo and also sported a retuned suspension and wider tyres on alloy wheels, a first for a Bentley. From the 1987 model year, the Turbo R’s V8 engine was upgraded with fuel injection for added torque. Motor Trend called the Turbo R, “the first Bentley in decades deserving of the famous name”. This lovely Turbo R fires up and hums away just as it should. Inside there is little sign of wear and the cabin exudes all the sense of luxury and exuberance that you would expect from this fantastic model.
1952 Land Rover Series 1 Comprehensively restored - Offered with a very rare safari top Registration Number: UK Registered
Chassis Number: 26101519
Estimate: £25,000 - £30,000
The Land Rover entered production in 1948 with what was later termed the Series I. This was launched at the Amsterdam Motor Show. It was originally designed for farm and light industrial use, and had a steel box-section chassis, and an aluminium body. Inspired by the US Army’s wartime ‘Jeep’, developed in haste and intended for shortterm, small-scale production, the Land Rover would defy its creators’ initial skepticism. Rover bosses the Wilks brothers saw the need for a tough, four-wheel-drive, utility vehicle to serve the needs of the agricultural community in the immediate post-war years, but even so the Land Rover’s runaway success took the company by surprise. Ruggedly built and simple in construction, the Land Rover proved capable of surviving in countries where conditions were primitive (to say the least), a virtue that helped contribute to its worldwide acceptance. Indeed, it is estimated that two-thirds of all Land Rovers ever produced are still in existence today. This early series 1 has recently undergone a comprehensive restoration which included a full respray, re-galvanised metal work, new bulkhead, exhaust system, new springs and shock absorbers. Brake cylinders were hosed out and re-sleeved and the alloy wheels were refurbished to name some of the work carried out. Offered with a very rare safari top rarely seen on the rare 80’ examples.
1975 Morris Mini Cooper 1300 MKII Registration Number: UK Registered
Chassis Number: GTC-004205Z
Estimate: £8,000 - £10,000
To many, its designer Alec Issigonis included, the notion that the Mini might have a future as anything other than basic transport was anathema, and the idea of a high-performance version was laughable. One man though, saw it quite differently. Racing car manufacturer John Cooper already knew quite a bit about tuning BMC’s A-Series engine – he was running the company’s Formula Junior effort at the time – and a test drive in a prototype Mini convinced him of the car’s competition potential. The result, launched in September 1961, was the Mini Cooper, a car that offered a size/price/performance package that was nothing short of miraculous. The Mini Cooper soon established its credentials as a rally and race winner, and the stage was set for even faster versions. BMC established Authi in Spain in collaboration with Nueva Quijano in 1965 to gain access to Spain’s heavily protected motor industry. The mini proved to be the most successful Authi produced model by far with over 120,000 sold between 1968 and 1975. The Cooper 1300 was launched in October 1973, the power plant was not exactly the same as the MKII cooper S engine, having more in common with the British 1275 GT. The example on offer today was imported from Spain in 2016 and has formed part of a collection since. The Mini was first registered in Barcelona in 1975 and in 2004 it was imported to Majorca. Since arriving in the UK the Mini has been recommissioned and has an MoT and receipts for work carried out. This Mini is offered with a history file containing Spanish documentation, MoTs, receipts, NOVA certificates, paperwork and offered on a UK V5C
1978 Lotus Esprit S2 Registration Number: TBA
Chassis Number: TBA
Estimate: £23,000 - £28,000
In 1970 Tony Rudd, who had arrived at Lotus the previous year, proposed two new model development projects. The first, Project M50, resulted in the 1974 Elite. The second, Project M70, meant to develop a successor to the Europa which, like the Europa, was to be a two-door fixed-head mid-engined coupé. Work began on the new car in mid-1971 with production of a 1:4 scale model. According to Italdesign, Chapman was disappointed with the wind-tunnel test results with the model and halted the project, but the Italian carrozzeria pressed on and built a full-size mock-up on a stretched, modified Europa chassis. That nameless prototype, often simply called the Silver Car, appeared on the Italdesign stand at the 1972 Turin Auto Show and convinced Chapman to approve further development. Presented in white with black interior, this beautiful, un-molested Esprit S2 has been lovingly cared for and is said by the owner to have had no expense spared in its upkeep with a strong engine and recent work including fitting of electric ignition. This Esprit offers a fantastic opportunity to acquire a much collectable and usable model of the Lotus brand.
1981 Lancia Montecarlo Registration Number: TBA
Chassis Number: ZLA137A50-00005734
Estimate: £10,000 - £13,000
The Beta Montecarlo was originally designated the X 20 and was to be the ‘big brother’ of the Fiat X 19, but whilst deciding what engine to fit, ranging from Abarth derived units, Abarth had carried out a lot of development work on the car, to the 3.2 V6 from the 130, the 2.0 litre Lancia Beta engine was used as it had a good blend of performance and economy. The name Montecarlo came from Munari’s recent win of the Montecarlo rally in a Stratos and in February 1975 it became the Lancia Beta Montecarlo and was first shown at Geneva in March. Purchased by the current vendor as a labour of love, this car had been off the road for approximately the last five years before work commenced. Now having had over £15,000 spent on its restoration between 2015 and 2016, the car has been vastly improved. Works included an engine rebuild by Omicron engineering. Never intended for re-sale, this labour of love is regretfully being offered with a reserve that is a fraction of what it has cost the owner and should not be missed. Included in the cars history file are not only its recent invoices totalling in excess of £15,000, however numerous older bills and receipts, MOT’s and tax discs dating right back to the early 1990s. Also, two full sets of original keys, original owners’ hand-book, workshop manual and other paraphernalia.
1966 Jaguar S-Type Registration Number: TBA
Chassis Number: TBA
Estimate: £5,000 £7,000
The Jaguar S Type was a technically more sophisticated development of the Jaguar Mark 2, offering buyers a more luxurious alternative to the Mark 2 but without the size and expense of the Mark X. The S-Type sold alongside the Mark 2, as well as the Jaguar 420 following its release in 1966. The S-Type’s most important advance was the adoption of independent rear suspension similar to that of the E-Type sports car and Mk10 saloon. As well as the usual improvements to roadholding and ride quality associated with IRS, the new set-up enabled Jaguar’s designers to move the rear seats back 3”, creating more leg room. Other interior changes included fresh-air heating and ventilation system seats of a new style. There was also a much larger boot, similar in shape to the Mk10’s, offering an impressive 20cu ft of luggage space compared to the Mk2’s 12cu ft. No new engines were developed for the S-Type. It was first released with the SU HD-8 twin-carburettor variant of the 3.8-litre XK engine, the same as that which powered the 3.8-litre Mark 2. Presented in overall good condition, this S Type would benefit from a little cosmetic attention in some areas but would be a rewarding project for any enthusiast.
1968 Rover P5B Registration Number: TBA
Chassis Number: TBA
Estimate: £4,000 - £6,000
In 1965, Rover’s Managing Director, William Martin-Hurst, secured the tooling and production rights to the ‘215’ V8 engine from Buick. Rover redeveloped the engine and launched it at the end of 1967 which, along with some other modifications, transformed their already highly regarded and successful P5 flagship into the P5B. The new aluminium V8 was significantly lighter and considerably more powerful than its predecessor, delivering 160bhp and a massive leap in torque to 210lb per ft at 2600rpm, vastly improving pace, comfort, balance, handling, economy and reliability. Rover’s only gearbox capable of handling such power was the Borg Warner Type-35 automatic. Rover now possessed a formidable sporting saloon to take on the finest from Mercedes-Benz and Jaguar. Solihull production soon doubled to keep up with orders; however the creation of British Leyland in 1968 had the long term effect of thwarting Rover’s impressive growth and image-building. A strategic decision was taken to market Jaguar, now sitting alongside Rover in the British Leyland stable, to the luxury audience.
True greats Tuesday 4th December 2018 An Important London Auction of Fine Historic Motor Cars The Royal Horticultural Halls, Vincent Square, London SW1
One of Londonâ€™s Most Important Annual Auctions Now in its 40th Year
FEATURED AT TRUE GREATS 2017
Entries Are Invited for Coys Traditional Christmas Auction
CONSULTANTS COYS HEAD OFFICE & SHOWROOMS Robert Burner Charlie Howarth Nick Wells Alex Fischer COYS, Manor Court, Lower Mortlake Road, Richmond, TW9 2LL, United Kingdom Tel. +44 208 614 7888 Fax +44 208 614 7889 email@example.com www.coys.co.uk
COYS EUROPE Michael Haag Elisabethstr. 4, D-68165 Mannheim, Germany Tel: +49/(0) 621 412004 Fax: +49/(0) 621 415551 firstname.lastname@example.org
COYS MOTORCYCLE DEPARTMENT Anthony Godin Tel. +44 (0) 785 421 3928 email@example.com
SOUTH AND SOUTH WEST OF ENGLAND Mr Jamie Dutton Forshaw Upper Pennington House, Middle Common Road, Lymington, Hampshire SO41 8LE 07770 410104 firstname.lastname@example.org
SCOTLAND & NORTH OF ENGLAND Alastair Brown Allanbank100 Kirkhill Road Penicuik Midlothian Eh26 8JF 07810 433381 email@example.com
COYS FRANCE Jacques Morabito 34, avenue des ChampsÉlysées 75008 Paris +33 (0)1 4076 5798 +33 (0)6 0203 6792 firstname.lastname@example.org
Lot Make/Model 4 Alfa Romeo Spider S4 7 Aston Martin DB7 3.2 42 Austin Healey Frogeye Sprite Supercharged 50 Bentley Turbo R 37 BMW E9 CSi 9 BMW Isetta “Hot Rod” 47 BMW 2002 Tii 13 Datsun 240Z 30 Dax AC Cobra 25 Delahaye Type 97 11 Dodge Viper 27 Ferrari 355 GTS 21 Ferrari Mondial 45 Ferrari 458 by Oakley 39 Ferrari 550 Barchetta 16 Fiat Osca 1.6 Cabriolet 3 Humber 9/20 29 ISO Fidia 28 Jaguar XJ6 12 Jaguar Mark II 43 Jaguar E-Type Series I 54 Jaguar S-Type 40 Jaguar D-Type Replica 17 Jensen Interceptor 31 Lafayette Model 134 33 Lamborghini Diablo 8 Lamborghini Tractor
Lot Make/Model 53 Lancia Montecarlo 52 Lotus Esprit S2 34 Maserati Bora 5 Mercedes-Benz 250SL 24 Mercedes-Benz 230SL 35 Mercedes-Benz 280SL 38 Mercedes-Benz SLR Mclaren 44 Mercedes-Benz 600SL 6 Mercedes-Benz SL280 41 MG BGT by Frontline Developments 23 Mini ERA Turbo 46 Mini Cooper Mk II 51 Mini Innocenti 48 Morris Minor 19 Packard Roadster 32 Packard Deluxe Eight Roadster 745 22 Porsche 993 Cabriolet 26 Porsche 911T 2.4 15 Porsche 993 18 Porsche 356C 49 Porsche 911 Carrera 10 Range Rover P38 A ‘Mobile Office’ 36 Rolls-Royce Corniche Convertible 20 Rolls-Royce ‘Playboy’ Roadster Tribute 55 Rover P5 14 Singer Le Mans
An Important Auction of Fine Historic Automobiles 13th October 2018