Concours Of Elegance Catalogue 2025

CONCOURS ELEGANCE OF

Henry Poole & Co., established in 1806, the proud inventors of the dinner suit, have been crafting traditional tailoring on Savile Row for over two centuries. As the founders of Savile Row in 1846, we are proud to uphold the legacy of pure bespoke tailoring. True bespoke begins with a hand-drafted paper pattern, refined through each fitting, and brought to life with meticulous hand stitching by our master tailors. Visit us in-store or on one of our various trunk shows across Europe, America, and the Far East.

Dear ladies and gentlemen

ON BEHALF OF A. LANGE & SÖHNE, I WOULD LIKE TO welcome you to this year’s Concours of Elegance at Hampton Court Palace. In anticipation of an exciting weekend ahead of us, please let me first look back at the 2024 event.

The DATOGRAPH UP/DOWN “Hampton Court Edition” commemorated the 25th anniversary of our renowned chronograph timepiece DATOGRAPH with a special contribution to a meaningful cause. Following the Concours, this unique piece was auctioned off for 825,500 Swiss francs by Phillips in association with Bacs & Russo, with all proceeds going to The King’s Trust. My sincerest thanks go to all bidders and our partners who contributed to the success of the auction.

The important work of The King’s Trust clearly demonstrates that young people are the future. This also applies to watchmaking and the classic car community. Both worlds depend on the next generations who take traditions forward, which is why I’m particularly delighted to support the Thirty

Under 30 Concours again, as well as the Best of Show category. Both exquisite cars and our exclusive timepieces represent technical ingenuity, sophisticated elegance and the quest for perfection. I would like to invite you to experience our watchmaking artistry, which is evident not only in the technical refinements of our movements, but also in the craftsmanship that goes into finishing each individual component. At our Concours of Elegance booth, you can discover a selection of our timepieces and watch an engraver from our manufacture in Glashütte demonstrate their art, which makes every single A. Lange & Söhne timepiece unique.

I look forward to sharing the celebration of mechanical masterpieces together, and wish you an enjoyable time.

Wilhelm Schmid CEO, A. LANGE & SÖHNE

A Royal welcome

AS PATRON OF THE CONCOURS OF ELEGANCE AT HAMPTON Court Palace, it gives me great pleasure to welcome you all to this prestigious 2025 event. Thanks to our hard-working curators and Steering Committee, we have a superlative line-up of world-class classic and collector cars for your interest and delight. These magnificent machines represent the sheer passion and dedication of their owners, as well as showcase the very finest preservation and renovation skills from around the globe. Thank you all for your commitment to ensuring these wonderful automobiles remain on the road and in public view, and for

helping to keep the collector car community alive for us all. Of course, we also owe a huge thank you to every one of our generous event sponsors for making the Concours of Elegance possible – and particularly to our long-time supporters at A. Lange & Söhne. I do hope that everyone has a wonderful time at Hampton Court Palace.

HRH

Prince Michael of Kent GCVO KStJ PATRON, CONCOURS OF ELEGANCE

The Concours of Elegance is organised by

Thorough Events Ltd, Thomas House, 84 Eccleston Square, London SW1V 1LP +44 (0)20 3142 8542

Copyright © Thorough Events 2025. All rights reserved. www.concoursofelegance.co.uk

Programme published by Hothouse Media

Castle Cottage, 25 High Street, Titchmarsh, Northants NN14 3DF www.hothousemedia.co.uk

Managing director Geoff Love

Editorial director David Lillywhite

Advertising Sue Farrow, Rob Schulp

Art director Peter Allen

Art editor Debbie Nolan

Editor Wayne Batty

Managing editor Sarah Bradley

Contributors Nathan Chadwick, Marc Sonnery

Cover illustration Tommy Parker Printed by The Manson Group

Thanks to...

Masters of ceremonies Richard Charlesworth, Peter Wallman

Curators Vanessa Marçais, Flavien Marçais

Thorough Events James Brooks-Ward, Andrew Evans, Christina Brooks-Ward, Iain Campbell, Alice Young, Becky Grant, Gilli Cuthbert, Archie Leon

Influence PR Luke Madden, John Cooke, Sam Petters

Tim Scott at Fluid Images, Harry Henry

Great care has been taken throughout this programme to be accurate, but the publisher cannot accept any responsibility for any errors or omissions that might occur.

The editors and publishers of this programme give no warranties, guarantees or assurances, and make no representations regarding any goods or services advertised in this edition.

Copyright © Hothouse Media 2025

Organisers

PATRON

His Royal Highness Prince Michael of Kent GCVO, KStJ

VICE-PATRON

Vice Admiral Sir Tony Johnstone-Burt KCVO, CB, OBE, DL

Master of the Household

CONCOURS STEERING COMMITTEE

Richard Charlesworth MVO, Chairman

Stephen Archer

Rik Bryan

Martin Button

Sandra Button

Simon Cundey

David Gooding

Andrew Hall

David Lillywhite

Luke Madden

Cecilia Muldoon

Peter Read

Tim Scott

Tony Willis

CONCOURS CURATORS

Vanessa Marçais

Flavien Marçais

CONCOURS STEWARDS

Bertie Gilbart-Smith, Chief Steward

Dan Cogger

James Hulme

Sarah Kelly

Simon Kelly

Mike Shearn

Dan Uprichard

Claire Willis

Iain Willis

AMBASSADOR

Gregor Fisken

THOROUGH EVENTS

Graham Clempson, Chairman

Andrew Evans, Concours Director

James Brooks-Ward, CEO

Iain Campbell, Director

Alice Young, Account Manager

Becky Grant, Account Executive

Christina Brooks-Ward, Owner Liaison

Gilli Cuthbert, Owner Liaison

Luke Madden, PR Director

Viv Orchard, Operations Director

Archie Leon, Partnerships Manager

Felicity Rattray, Vehicle Operations

Charlotte Ward, Hospitality Director

Concours of Elegance history

THIRTEEN YEARS AGO, a new event propelled the UK to the forefront of the international collector car stage. Set within Windsor Castle’s historic Quadrangle and extending through its regal grounds, the very first Concours of Elegance made an immediate statement. It was a confident arrival, positioning itself alongside the world’s most revered events such as the Concorso d’Eleganza Villa d’Este and the Pebble Beach Concours.

In the years since, the event has graced some of Britain’s most distinguished royal settings, including St James’s Palace, the Palace of Holyroodhouse and, since 2017, the majestic Great Fountain Garden at Hampton Court Palace. The Concours has become more than a celebration of the past; it has also provided a stage for the debut of extraordinary contemporary creations. In 2020, Aston Martin even unveiled the one-off Victor here, underscoring the event’s role in shaping the future of automotive design.

The cars invited each

year by the Concours’ esteemed Steering Committee are selected with meticulous care.

Once shown, a vehicle is not eligible to return for a decade, preserving the event’s exclusivity and sense of discovery. A rare exception was made for the tenth-anniversary edition, which welcomed back all previous Best in Show winners for a once-in-ageneration display worthy of the title ‘concours royalty’.

The 2023 edition brought another moment of true significance with a tribute to the centenary of the Le Mans 24 Hours. Ten of the gruelling endurance race’s most iconic and victorious machines ever were brought together in a display that few thought possible.

This year, attention turns to celebrating 75 years of Formula 1, with a glittering array of competition heroes presented across all decades. The Concours of Elegance continues to celebrate not only mechanical beauty, but also the spirit of innovation, craftsmanship and timeless elegance.

LEFT Hampton Court Palace’s Great Fountain Garden is the perfect backdrop for the Concours.

Hampton Court Palace

STEP INTO THE grandeur of Hampton Court Palace, a breathtaking embodiment of royal magnificence and refinement. Once the splendid residence of King Henry VIII and a favoured sanctuary for monarchs, this remarkable palace offers visitors a chance to delve into centuries of rich heritage.

Stroll through over 60 acres of beautifully landscaped gardens resplendent with charming pathways, floral displays and Britain’s oldest hedge maze. The palace offers an unforgettable journey

through history where the opulence of bygone eras is complemented by tranquil beauty. Hampton Court remains one of England’s most iconic historic residences, and is a must-visit for connoisseurs of luxury and lovers of history alike.

Construction began in 1514 under Cardinal Wolsey, Henry VIII’s chief minister. However, after Wolsey’s fall from favour, the palace was presented to the King, who soon made it one of his principal homes and oversaw significant extensions.

In the 1690s, King

William III undertook further expansions, removing large parts of the Tudor structure. By the time work ceased in 1694, the palace had become a striking fusion of Baroque and Tudor architectural styles.

George II was the last reigning monarch to live at Hampton Court. From the 1760s the palace was allocated to ‘grace and favour’ residents, such as the Lord Chamberlain and scientist Michael Faraday. Under Queen Victoria it was restored and transformed into a major visitor attraction. It was

designated Grade I listed in 1952, and today it showcases an impressive collection of art and furnishings from the Tudor (Renaissance), late Stuart and early Georgian periods. It also houses most of the Royal Ceremonial Dress Collection.

Be sure to admire the King’s Beasts – ten heraldic statues that line the bridge over the moat leading to the grand gatehouse. These symbolise the lineage of King Henry VIII and his third wife Jane Seymour. For further details on the palace, please visit www.hrp.org.uk

BELL SPORT & CLASSIC

THE

QUALITY OF BELL SPORT & CLASSIC’S RESTORATIONS IS CLEAR FROM THE FERRARI 330 GTC SEEN IN THE CONCOURS LINE-UP

BELOW You can see this Ferrari 330 GTC, restored by Bell Sport & Classic, on show at Hampton Court.

THE ULTIMATE MARK of quality for a collector car specialist is to have one of its restorations on show at a world-renowned concours – and that’s exactly the case for Bell Sport & Classic with the 1966 Ferrari 330 GTC on display in 2025’s Concours of Elegance main line-up.

The company bought the car specifically to restore. The Ferrari is now in the hands of its appreciative owner, who entered it into the Concours. Looking at the 330 GTC, you wouldn’t know that its restoration was completed three years ago – or that when acquired by Bell Sport & Classic the car had been severely neglected.

But that’s the skill of this specialist, which in recent

years has become well known for the quality of its servicing, maintenance, repair and restoration work of collector cars of all ages, most notably Ferraris. Its base at Markyate in Hertfordshire, features not only comprehensive workshops but also an immaculate showroom of some of the UK’s finest cars for sale.

The history of the company is fascinating: it has its origins with engineer and life-long car enthusiast Peter Bell, who found success in the early 1970s manufacturing aftermarket heated rear screens – and then the first-ever plastic fuel cans to be sold in the UK, the now-iconic Bell Ready-

Cans. Peter then went on to form plastics packaging specialist Jetran, which is still in business today.

In 1989, Peter launched Bell Classics, specialising particularly in Big Healeys. Twenty years later, the firm shifted upmarket into Ferrari and Aston Martin, and in 2017 its current owner (who took over from Peter) moved the operation to the larger, purpose-built location that it still occupies. It was rebranded as Bell Sport & Classic in 2019.

Now it is one of the leading high-end collector car specialists – and, as the Ferrari 330 GTC on show proves, one of the greats of UK restoration. For more details, please see www. bellsportandclassic.co.uk

The Club Trophy

PRESENTED BY THE ROYAL AUTOMOBILE CLUB

SOME OF THE UK’S BEST known car clubs, including the Aston Martin Owners Club, Bentley Drivers Club, Jaguar Drivers’ Club and Rolls-Royce Enthusiasts’ Club, will be showing off 40 of the rarest and most eye-catching models from their members in the Club Trophy. A panel of expert judges will pick one winner, who’ll earn a place in the main Concours line-up the following year.

The 2024 victor, the Jaguar XK120 OTS of Clive and Rachel Austin, returns. One of 612 right-hand-drive

examples built, it was first sold to Formula 3 racer David Norman Blake. His family kept it until 1989, after which it passed through the hands of amateur racer Hugh Taylor and two further keepers. Owned by Clive and Rachel since 2023, it remains in original, unrestored form but still takes part in tours and hillclimbs. This year it forms part of the main Concours of Elegance. Contact the owners’ club for your marque to enquire how you can enter the Club Trophy next year.

THIS PAGE Clive and Rachel Austin’s XK120 OTS won last year’s Club Trophy, and it appears in its own right at this year’s Concours.

CHARLIE

Exceptional living for exceptional people

Discover apartments and penthouses exclusively for over 65s

Apartments from £825,000 (other fees apply)

Sponsors and partners

Presenting Partner

A. LANGE & SÖHNE

In 1845, Dresden watchmaker Ferdinand Adolph Lange laid the cornerstone for Saxon precision watchmaking in Glashütte. After an involuntary hiatus of over 40 years, his great-grandson Walter Lange seized the opportunity and made a courageous fresh start in 1990. Based on a unique heritage and the commitment to the highest-possible standards, A. Lange & Söhne crafts exclusive timepieces, endowed with movements developed in-house that are elaborately finished by hand and assembled twice. www.alange-soehne.com

Official Partners

AIRX

Official Private Aviation Partner

AirX is one of Europe’s leading private aviation operators, with a unique and diverse fleet ranging from private jets to VIP airliners. Offering bespoke charter solutions worldwide, AirX combines refined service, meticulous attention to detail and absolute discretion to create an onboard experience tailored to the needs of the most discerning travellers. www.airx.aero

AUDLEY PRIVATE CONCIERGE

Official Travel Partner

Audley Private Concierge offers a uniquely personalised approach to luxury travel, crafting bespoke journeys for travellers seeking meaningful experiences and exceptional service. You’ll be matched with a Private Travel Manager who will get to know your passions and work with Audley Travel’s destination specialists to craft a trip around what makes you tick. www.audleytravel.com/about-us/ audley-private-concierge

CHARLES HEIDSIECK

Official Champagne Partner

Charles Heidsieck is one of Champagne’s great names. Founded in 1851 by Charles-Camille Heidsieck, its modern fame rests on the unrivalled quality of its wines, which receive awards and accolades year after year. Daniel Thibault, Régis Camus, Thierry Roset and Cyril Brun have between them been awarded Sparkling Winemaker of the Year at the International Wine Challenge 16 times. No other house has won more than twice. www.charlesheidsieck.com/en

CHUBB

Official Insurance Partner

Whether you own a cherished classic car or a large collection of rare supercars, Chubb’s motoring policies set the benchmark for quality insurance cover. www.chubb.com

E.M. ROGERS

Official Transport Provider

E.M. Rogers, founded in 1945, is a family-owned UK transport company specialising in vehicle logistics. With over 55 enclosed transporters, they offer secure UK, European and global delivery, including air and sea freight. Services include storage for 600-plus vehicles and in-house customs support, ensuring efficient, professional and cost-effective vehicle transportation. www.emrogers.com

HILDON WATER

Official Water Partner

Hildon Natural Mineral Water, renowned for its purity and balanced taste, is drawn from the chalk hills of Hampshire. We’re proud to partner with the Concours of Elegance, a celebration of timeless elegance and craftsmanship – values we share. Together, we toast to excellence, heritage and refined experiences that stand the test of time. www.hildon.com

FORTNUM & MASON

Official Picnic Partner

Founded in Piccadilly in 1707, Fortnum & Mason has remained an essential London destination for anyone in search of joy-giving things and exceptional service ever since. Celebrated for its extraordinary food and wicker hampers, Fortnum’s are committed to the imagination and innovation which have seen it through 312 years of history. www.fortnumandmason.com

GOODING CHRISTIE’S

Official Auction Partner

Gooding Christie’s is renowned for its leading automotive auctions, private brokerage and unparalleled service in the international collector car market. Gooding Christie’s consistently sets world-record prices and redefines market standards with best-of-category cars. In addition, Gooding Christie’s offers a wide range of services, including private and estate sales, appraisals, collection management and financing options. www.goodingco.com

IMMUN’ÂGE

Official Tour of Elegance Partner

Immun’Âge is Fermented Papaya Preparation (FPP) developed by the Osato Research Institute (ORI) through the combination of two secrets of good health: papaya and fermentation. Sold worldwide, this natural-health product is good for general health maintenance as well as stress-free driving. Immun’Âge has been a partner of Aston Martin Racing since 2005, and ORI’s Yuki Hayashi is a patron of the BRDC Young Driver programmes. www.fpp-osato.com

JUSTERINI & BROOKS

Official Still Wine Partner

A leading importer and distributor in the industry, Justerini & Brooks has been supplying discerning customers globally with some of the world’s finest wines and rarest spirits for over 275 years. www.justerinis.com

LLC GLOBAL

Official Chauffeur Partner

LLC Global provides seamless mobility across the world’s key cities, including London, New York, Dubai, Geneva and beyond. For over 20 years, LLC has upheld the trust of its clients by delivering unwavering safety, refined comfort and absolute consistency. Every private jet, event logistics arrangement or chauffeur journey is tailored not to impress, but to meet the exacting standards of those who expect nothing less than true luxury. www.llccars.co.uk

THE KING’S TRUST

Official Charity Partner

Every young person should have the chance to succeed, no matter what their background or the challenges they are facing. The King’s Trust helps those from disadvantaged communities and those facing the greatest adversity by supporting them to build the confidence and skills to live, learn and earn. The courses offered by The Trust help young people aged 11-30 to develop essential life skills, get ready for work and access job opportunities. www.kingstrust.org.uk

MORGAN MOTOR COMPANY

Official Partner

Morgan Motor Company has been hand-crafting sports cars since 1909 and is one of the world’s pre-eminent coachbuilders, pioneering its unique blend of traditional craftsmanship and modern technology. Morgan’s model line-up comprises the Super 3, Plus Four and Supersport. Characterised by an analogue driving experience, whichever model you choose every journey in a Morgan invokes the joy of driving.

www.morgan-motor.com

Restoration Showcase

AUTOHISTORIC

Restoration Partner Package

We are privileged to have the opportunity to preserve the beauty and pioneering engineering of the fabulous vehicles of the veteran, Edwardian and vintage eras. We are passionate advocates of using these wonderful vehicles, and we are here to ensure they are enjoyed long into the future by providing exceptional maintenance, preservation and restoration services.

www.autohistoric.co.uk

SPECIALISED COVERS

Official Car Cover Partner

Our UK-based, family-run firm has over 40 years of craftsmanship in bespoke car protection. Renowned for creating indoor and outdoor tailored covers, we safeguard the finest examples of automotive history. Our extensive pattern archive, spanning thousands of vehicles, ensures a flawless fit and the highest standard of protection. With a passion for preserving motoring heritage and excellence, we are trusted by collectors and enthusiasts around the world. www.specialisedcovers.com

AUTORARA

Restoration Partner Package

AutoRARA is a Derby-based classic car restoration company, leading the way in engineering excellence and craftsmanship across all makes and models. The company is also at the forefront of customer-centric technology, connecting client and engineer live, providing a unique customer-journey experience achieved through step-by-step digital project updates.

www.autorara.com

We provide the resources, expertise, and opportunities for owners to enhance the enjoyment of owning a classic Mercedes-Benz. Each part of our business is dedicated to serving you, this is our purpose.

From our showrooms presenting the very best cars on the market, our extensive workshops geared to the service, restoration and preservation of these magnificent motorcars, to the largest selection of parts backed with expertise.

Setting the benchmark for all things classic Mercedes-Benz. We have an intimate knowledge of these cars and the market. Our infectious passion will inspire and guide you to get the most from your classic Mercedes-Benz.

KENT HERITAGE WORKS

Restoration Partner Package

Founded by ex-Apple executive Cliff Smith, KHW aims to redefine the entire experience of driving and owning a classic Land Rover or Range Rover. KHW seamlessly blends traditional, artisan craftsmanship with modern technology and manufacturing, and employs the UK’s most experienced master technicians, designers, software developers and engineers www.1-of-1.uk

LUNAZ TECH LTD

Restoration Partner Package

Lunaz remasters celebrated timeless vehicles, elevating their driveability and sophistication, through the tasteful use of technology and modern powertrains.

www.bylunaz.com

TURNER CLASSICS

Restoration Partner Package

Turner Classics is dedicated to delivering exceptional classic car restoration, with every stage of the process handled in-house to the highest standards. Whether addressing a minor issue, completing annual servicing or undertaking a full nut-and-bolt concours restoration, we work closely with each client to achieve their vision. Our highly skilled team is always on hand to offer expert advice, regular updates and support throughout every stage of the project. www.turnerclassics.co.uk

AUTOMOTIVE ARTISANS LTD

Enhanced Specialist Dealer

Automotive Artisans Ltd crafts exclusive, hand-built vehicles inspired by motorsport history. With decades of experience in metalwork and restoration, our specialist workshop Pristine Panel Work Ltd fuses traditional craftsmanship with bespoke engineering to produce truly one-off creations – including our latest project, the R33, a road-going tribute to the legendary Alfa Romeo Tipo 33 Stradale. www.ppw-r33.co.uk

BENTLEY MOTORS HERITAGE

Major Manufacturer

The Bentley Heritage Collection represents the entire history of Bentley Motors, and every important model that defines the Bentley journey is included. Each of the 50 cars is retained in fully driveable condition, and the entire Collection is kept on-site at the Bentley campus in Crewe, on display for colleagues, customers, media and guests to see and enjoy.

www.bentleymedia.com/ en/heritage-collection

BRIAN CLASSIC & COMPANY

Specialist Dealer

Brian Classic & Company specialises in the private-treaty sale of fine and collectable motor cars from locations in Cheshire and central London. This second-generation family business has been operating at the highest levels of the collector’s market for more than 55 years. Our reputation has been built on a foundation of knowledge, integrity and passion.

www.brianclassiccars.com

Specialist Showcase

CARLEX VEHICLES

Major Manufacturer

Carlex is a European design house dedicated exclusively to reimagining the Mercedes-Benz G-Class. We craft limited Carlex Vintage series and bespoke One of One models inspired by nature, culture and craftsmanship. Every car is built in-house with meticulous attention to materials, form and soul. www.carlexdesign.com

CHILTERN ASTON CENTRE LTD

Enhanced Specialist Dealer

Established in 1968, Chiltern Aston is a familyrun business and proud to one of only 12 official Aston Martin Heritage Partners as well as an Aston Martin Approved Body Repair Centre. With factory-authorised tooling and training to maintain Aston Martin cars from the DB2 to the latest generation, we offer a complete and trusted service built on integrity, craftsmanship and an unwavering commitment to customer service. www.chilternaston.co.uk

CHILTERN ASTON CENTRE LTD

FISKENS

Specialist Dealer

Where the world’s greatest cars come to be sold. Our reputation is built on three, rocksolid principles: knowledge, trust and discretion. For the most important vintage, classic or competition cars, the only match for our own passion is that of our customers. www.fiskens.com

FRANK DALE

Specialist

Dealer

Established in 1946, Frank Dale is the world’s oldest independent Rolls-Royce and Bentley specialist. Recognised globally as one of the market leaders, it consistently offers some of the finest vintage and classic examples of Rolls-Royce and Bentley for sale. Its 14,000sq ft workshop in Sandhurst, Surrey is fully equipped to deal with any model from 1909 through to the present day www.frankdale.com

DD CLASSICS

Specialist

Dealer

With more than four decades of experience, we are proud to sell our beautiful cars to all four corners of the globe. We hold among the most varied selection of exceptional classics in the UK, and we look forward to exhibiting four of our exceptional cars at Hampton Court, meeting friends both old and new. www.ddclassics.com

GRAEME HUNT LTD

Specialist Dealer

Graeme Hunt Ltd is central London’s largest classic car showroom, with more than 50 classics for sale. You can find us a short walk from London’s Battersea Heliport. Our experienced team service and restore cars from all decades. We also have full storage facilities. www.graemehunt.com

Bentley S1 Continental 1956 Drophead Coup é by Park Ward

Recently fully rebuilt by P & A Wood to the very highest standards and in top concours condition. Prize winner at the Pebble Beach Concours in 2023 and RREC in 2024. An outstanding example of this most elegant and desirable post war drophead Bentley model.

Bentley T2 . March 1979

Only 16,000 miles from new with one owner until 2008. Known to P & A Wood since 2014. Exceptional original unrestored example of this rare model.

Great Easton, Dunmow, Essex CM6 2HD, England Telephone: 01371 870848 Fax: 01371 870810 E-mail: enquiries@pa-wood.co.uk www.pa-wood.co.uk

HALCYON

Specialist Manufacturer

Striving for perfection, Halcyon delivers the definitive remastering of Rolls-Royce icons. Beginning with the Corniche and Silver Shadow, we seamlessly blend world-leading technology, expert craftsmanship and bespoke design, ensuring these legendary cars once again represent the pinnacle of effortless performance and refinement. www.halcyon.works

JONATHAN WOOD

Specialist Dealer/Restorer

Jonathan Wood Ltd is internationally respected as a leading vintage and veteran car specialist. The company maintains, restores and sells some of the world’s finest pre-war motor cars. From first-class workshops in rural Essex, it delivers the highest standards of workmanship, ensuring cars remain original and authentic, while performing on the road as the manufacturer intended. www.jonathan-wood.co.uk

HWM ASTON MARTIN WALTON-ON-THAMES

Major Manufacturer and Distributor

Since 1951, HWM has been at the heart of the Aston Martin story. As the world’s oldest official Aston Martin dealer and the UK’s only independent, family-owned one, we’ve built a legacy on passion, expertise and genuine connection. Our mission is more than just words – it’s the way we do business. We want every guest to arrive as a visitor, leave as a friend and return as part of the family. www.hwmastonmartin.co.uk

JOE MACARI PERFORMANCE CARS

Specialist Dealer

Joe Macari operates from Southwest London and specialises in the sale and acquisition of performance and classic cars. The Joe Macari group of companies also consists of a Classic Workshop where some of the finest road and race cars are restored, serviced and competition prepared to the highest standards. www.joemacari.com

KINGSLEY

Specialist Dealer

A Kingsley Range Rover is more than a classic – it’s a statement of refined taste, built to be driven for generations. With 20-plus years of experience as the leading specialist in restoring Range Rover Classics, Kingsley blends the marque’s original charm with modern comfort, performance and reliability. Each car is rebuilt with bespoke touches, offering timeless style and everyday usability for clients who demand both heritage and excellence. www.kingsleycars.co.uk

LAMBORGHINI

Major Manufacturer Partner

Formed in 1963, Lamborghini has become one of the most recognisable Italian brands in the world. Thriving under Ferruccio Lamborghini’s core values of innovation, curiosity and disruption, this strategy produced legendary vehicles such as the Miura, Countach and Aventador, alongside our current products: the Temerario, Revuelto and Urus SE. www.lamborghini.com

NATIONAL MOTOR MUSEUM

Specialist Dealer

The National Motor Museum, located in Beaulieu, Hampshire, is an Accredited Museum by Arts Council England: its internationally acclaimed collections of more than 285 vehicles and 1.9 million motoring heritage items is cared for by the National Motor Museum Trust charity. The Museum shares its passion for cars and motorcycles with its marvellous events, fascinating talks and thought-provoking exhibitions. www.nationalmotormuseum.org.uk

ROLLS-ROYCE MOTOR CARS ESSEX (P&A WOOD)

Enhanced Specialist Dealer

Rolls-Royce Essex (P&A Wood) is a fully authorised Rolls-Royce motor car dealer and specialist in the entire range from 1904 to the present day. Offering exceptionally high standards of service, we provide support and advice on all aspects of your car along with a comprehensive ownership package including warranty, service and assistance. www.pa-wood.co.uk

NICHOLAS MEE

Enhanced Specialist Dealer

Globally recognised Aston Martin specialist dealer, established 1993. From award-winning Hertfordshire facilities, services cover all aspects of assistance for Aston Martin owners, including car sales and acquisition, servicing and maintenance, rebuilds, upgrades and restorations. Stockist of genuine Aston Martin parts. Visit our leading website for further information. www.nicholasmee.co.uk

TROFEO CARS

Automotive Asset Management

Trofeo specialises in the acquisition, management, storage and sale of fine automobiles. We search for cars and motorbikes with provenance that we feel passionate about. This has led to a diverse personal collection and experience in the preparation of sought-after cars. Above all, we’re collectors, drivers and enthusiasts. Our inspiration came from Juan Manuel Fangio: “You need great passion, because everything you do with great pleasure, you do well.” www.trofeocars.com

POLESTAR

Major Manufacturer Partner

Polestar is the Swedish electric performance car brand determined to improve society by using design and technology to accelerate the shift to sustainable mobility. Headquartered in Gothenburg, Sweden, its cars are available online in 28 markets globally across North America, Europe and Asia Pacific. www.polestar.com/uk

WILLIAM I’ANSON

Specialist Dealer

When it comes to handling the world’s most significant collector and competition cars, we at William I’Anson Ltd are perfectly placed. Whether you are thinking of buying or selling, want advice managing your collection, or simply require a particular car for a specific event, we take care of every aspect with the utmost discretion and integrity. www.williamianson.com

Luxury Partners

CHARABANC

Luxury Partner

Charabanc, the world’s first luxury car fragrance brand, combines the best of British engineering and high-end perfumery. Crafted entirely by hand, and with fragrances inspired by the world’s most iconic drives, Charabanc is available in the classic gift set range of five classic motoring colours: Racing Green, London Tan, Orient Black, Signal Red and Midnight Blue, as well as the latest Superleggera model. www.charabancaroma.store

HARTNACK & CO

Luxury Partner

Hartnack & Co creates luxury, hand-crafted binders and boxes. Everything is individually made to order in our studio in Devon, tailored to your specifications. We create something beautiful and bespoke in which to keep your car’s documents and provenance, which does justice to the vehicle as well as its long and fabulous history.  www.hartnackandco.com

CONNOLLY BROTHERS (CURRIERS) LTD

Luxury Partner

Established in 1878 and run by fourth-generation family members, Connolly supplies luxury leather for the world’s most prestigious classics. With its unique aroma, natural individual hallmarks and enduring quality, Connolly has played an integral part in the motor industry from the start. It works with an international client base, developing worldclass interiors that will stand the test of time. www.connollybros.co.uk

HENRY POOLE & CO.

Luxury Partner

As the first tailor to arrive on Savile Row in 1846, Henry Poole & Co. proudly maintain the tradition of pure bespoke tailoring to the highest standards, which we believe represents everything fine British tailoring is about: measuring, cutting and making each garment by hand on our premises at No. 15 Savile Row, London. www.henrypoole.com

FREE SPIRIT ALPINE

Luxury Partner

Free Spirit Alpine is the ski-property specialist. Our multi-award-winning estate agency has been helping clients buy and sell Alpine property since 2006. With bilingual agents in Méribel, Courchevel, Saint-Martin-de-Belleville, Tignes and Val d’Isere, we offer unrivalled expertise and experience. Offices in France and the UK.  www.freespiritalpine.com

JIM & TONIC

Luxury Partner

Welcome to the Jim & Tonic Distillery Co. We’ve evolved from serving spirits out of a vintage van to creating them in our custom-built distillery. Made in East London, these are urban spirits that we hold an honest commitment to producing sustainably, from our reusable packaging to our locally sourced ingredients. As a team, we run award-winning bars, distil delicious liquids and deliver our drinks to hundreds of events, bars and festivals. www.jimandtonic.com

MERCEDES-BENZ

Luxury Partner

‘Heritage creates Future’ – committed to this guiding principle, Mercedes-Benz Heritage GmbH, as a wholly owned subsidiary of Mercedes-Benz Group AG, is responsible for the entire range of historical topics of the brand with the threepointed star with various divisions. MercedesBenz is the world’s oldest luxury car manufacturer and inventor of the automobile. www.mercedes-benz.com/en/classic

RIVERSTONE LIVING

Luxury Partner

Riverstone Living offers a new approach to later living, designed for those aged over 65 who want a meaningful later living experience, without compromise. Our communities in prime central London offer beautifully designed apartments, exceptional amenities, 24/7 support, and a rich cultural and wellbeing programme. www.riverstoneliving.com

PENHALIGON’S

Luxury Partner

Celebrating an incredible 155 years of perfume craftsmanship, Penhaligon’s boasts a fantastic fragrance heritage honouring British history, culture and society. Taking inspiration from the past, the fragrance house crafts scents that look to the future in a way that is Eau So British. www.penhaligons.com

RHUG ORGANIC FARM

Luxury Partner

Rhug Wild Beauty is a luxury organic skincare brand founded by Lord and Lady Newborough, crafted from wild-foraged botanicals gathered on the renowned Rhug Estate in North Wales. Rooted in the estate’s organic-farming heritage, the award-winning formulations harness the power of nature to deliver pure, potent and sustainable skincare for a radiant complexion. www.rhugwildbeauty.com

ROBERTS RADIO

Luxury Partner

A British-born radio and speaker brand, Roberts marries the finest of engineered technology with a signature style and design. A family business that grew into a leading household name, Roberts is extremely proud to hold a Royal Warrant for His Majesty The King, and continue delivering sound for generations since 1932. www.robertsradio.com

RWHA

Association Partner

The Royal Warrant Holders Association (RWHA) is delighted, once again, to be a partner of the Concours of Elegance, hosting a selection of Warrant holders in the Shopping Area. Formed in 1840, the Association’s main objective is to ensure the continued existence of Royal Warrants of Appointment, which are marks of recognition of those who supply goods or services to the British Royal Household. www.royalwarrant.org

SLEEPEEZEE

Luxury Partner

For more than 100 years, Sleepeezee has handcrafted British mattresses using luxury materials, innovative designs and traditional techniques. Every mattress is carefully checked for quality and consistency, ensuring that customers enjoy the very best night’s sleep. www.sleepeezee.com

Media Partners

CLASSIC & SPORTS CAR

Official Media Partner

Classic&SportsCar is Britain’s best-selling classic car magazine, and it is the undisputed authority for anyone interested in buying, selling, owning, maintaining or even just dreaming about classic cars. Founded in 1982, it combines spectacular photography with the most entertaining writers in the industry. www.classicandsportscar.com

THECARCROWD

Luxury Partner

TheCarCrowd classic car investment platform is dedicated to unlocking a high-returning and taxefficient alternative asset class for investors globally. Its experienced curation team uses hedge fund-style analytics to identify cars with powerful investment cases. Its asset selection algorithm has curated a portfolio of more than 45 investment vehicles, with two recent exits; returning over 35% for its investors in a single year. Get in touch to start your collection. www.thecarcrowd.uk

MAGNETO

Official Media Partner

The award-winning quarterly magazine that has taken the collector car world by storm with its in-depth features and stunning design. Magneto is all about the greatest cars and the people and stories that surround those cars – whether it’s Bugatti in the 1930s or McLaren in the 21st century. Single copies and subscriptions are available to buy online. Don’t miss out! www.magnetomagazine.com

ZAPP ELECTRIC VEHICLES LTD

Luxury Partner

Zapp Electric Vehicles brings bold British innovation to two wheels. The i300 blends modern design with optimised performance and urban practicality. With removable, portable batteries and sleek styling, Zapp redefines electric mobility for the city rider. Ride bold. Be electric. www.zappev.com

How The King’s Trust helps young people

THE KING’S TRUST believes that every young person should have the chance to succeed, no matter what their background or the challenges they are facing. We help those from disadvantaged communities and those facing the greatest adversity, by supporting them to build the confidence and skills to live, learn and earn. The courses offered by The Trust help young people aged 11-30 to develop essential life skills, get ready for work and access job opportunities. We support them to find work, because having a job or running a business can lead to a more stable, fulfilling life.

Since The Trust was founded by HM The King in 1976, when he was HRH The Prince of Wales, we have helped more than a million young people

across the UK. Three in four of those we supported over the past five years have moved into work, education or training.

We are pleased to have changed our name to The King’s Trust, reflecting our Royal Founding President’s continued dedication to our work. We remain committed to working for young people and enabling them to create a better future for themselves. By helping them today, the benefits will be felt for years to come – not just for those we support, but for their communities and the wider economy.

If you would like to donate please use the QR code above or visit www.kingstrust.org.uk

THIS PAGE Helping young people build the confidence and skills to live, learn and earn.

DREW FORSYTH

FANNY BECKMAN

THIS PAGE Winners receive stunning Pegasus trophies created by Robert Rattray. Rolls-Royce Phantom III by Inskip was declared 2024’s Best in Show.

The awards

THE CONCOURS OF Elegance is the only worldclass event of its type that has no official judging panel but instead relies on other entrants’ refined tastes to determine Best in Show.

Each car on display in the main concours line-up is individually selected by our Steering Committee experts before being invited, which means that every vehicle on show is already a winner in our eyes.

During the event, each car owner assigns a vote to the model they believe to be the best in the line-up. The winner is awarded the beautiful Pegasus sculpture trophy, created by the renowned wildlife sculptor and artist Robert Rattray.

We also ask our owners to cast their vote for the best car by decade, meaning we’ll have 1920s, 1930s, 1940s-1950s, 1960s, 1970s and 1980s-on. Since each era of motoring has its own charm and history, it is only

right to award them all separately, with each receiving a smaller bronze iteration of Robert’s stunning sculpture.

Previous Best in Show winners include the Alfa Romeo 8C 2900B Touring Berlinetta in 2012, Bentley Speed Six Gurney Nutting Coupé in 2013, Alfa 6C 1750 Touring Flying Star in 2014, Mercedes Simplex 60hp in 2015 and incredible Hispano-Suiza Dubonnet Xenia in 2016

In 2017, Best in Show went to the Lancia Astura Aerodinamico Castagna,

followed by the MercedesBenz S-Type Barker Boat Tail in 2018, Rolls-Royce Silver Ghost in 2019, Le Mans-winning Porsche 917K in 2020, Voisin C27 Aérosport in 2021, Delage D8-120S de Villars in 2022, Maserati A6GCS Frua Spider in 2023 and Rolls-Royce Phantom III Convertible by Inskip in 2024. The 2025 winner will be presented with the Best in Show trophy by HRH Prince Michael of Kent at the Concours Celebration Dinner on the Saturday evening.

His Royal Highness Prince Salman bin Hamad Al Khalifa

The Crown Prince and Prime Minister

1984 Porsche 911 Carrera 3.2 WTL

The Royal Automobile Club

FOUNDED IN 1897 BY Frederick Richard Simms, a pioneering engineer and inventor credited with coining the terms ‘petrol’ and ‘motor car’, the Royal Automobile Club can trace its origins to the dawn of motoring. In 1907, a decade after the Club’s foundation, King Edward VII bestowed its Royal title upon it – a distinction it retains to this day.

From its inception, the Club has championed the motor car and its place in society. This began with the highly successful 1000Mile Trial of 1900, a grand tour of the UK designed to introduce revolutionary motor cars to a curious and largely sceptical public.

Five years later, the Club inaugurated the first Tourist Trophy – one of the world’s oldest automobile races. The Club also organised the 1950 Silverstone Grand Prix, the beginning of the Formula 1 World Championship.

The Club’s enduring legacy in motor sport is further reflected in its founding of the two

national governing bodies: Motorsport UK (formerly the Motor Sports Association) and the Auto-Cycle Union.

Today, the Club annually presents a number of top historic awards, honouring excellence and innovation in motoring. These include the Simms Medal, Dewar Trophy, Torrens Trophy and Segrave Trophy.

The Club is also proud to have an international and diverse membership, offering exclusive access to its two clubhouses, an everexpanding calendar of events, fine dining, luxury accommodation plus sporting and golf facilities. The Club continues to organise numerous publicfacing events. Among these are the RM Sotheby’s London to Brighton Veteran Car Run, the St James’s Motoring Spectacle, the Royal Automobile Club Historic Awards, and, new for this year, the Club Concours at Woodcote Park. This drew over 2000 guests and showcased more than 200 exceptional road and racing vehicles.

LEFT Over the years, classic cars of every kind have graced the famous rotunda at the RAC’s London clubhouse in Pall Mall.

MARTYN GODDARD

THIS PAGE The Concours of Elegance has traditionally showcased Royal Warrantholding brands and services.

By Royal Appointment

ROYAL WARRANT-

holding companies have a unique status in business, because they’re permitted to display the Royal Arms and the phrase ‘By Appointment to…’ in connection with their particular brand. This privilege is granted due to their continued

trading relationship with the British Royal Household, having supplied high-quality goods and services over many years.

A small group of Royal Warrant holders, including some who are new to the event, are once again

exhibiting at this year’s Concours of Elegance. They look forward to welcoming you to their stands, and include the following companies: Sleepeezee Connolly Brothers Henry Poole & Co

These companies are all members of the Royal Warrant Holders Association. To find out more, please visit www.royalwarrant.org

Rhug Organic Farm Mercedes-Benz Roberts Radio

CONCOURS OF ELEGANCE CELEBRATES A MAJOR MILESTONE IN THE HISTORY OF FORMULA 1 – THE PINNACLE OF MOTOR SPORT ENDEAVOUR

HEROIC, DRAMATIC, DANGEROUS AND UTTERLY mesmerising, the Formula 1 World Championship has delivered 75 years’ worth of unforgettable speed, courage and controversy, while providing a premier showcase for outrageous driving skill, crafty team management and ingenious automotive engineering. After all, even the very best drivers can do nothing without a reliably quick machine beneath them. At this year’s Concours of Elegance, we’ve brought along a selection of F1 cars that tell the wider story of the Championship.

A lot can happen in 75 years. Picking just a few highlights from F1’s engine chronicles underscores the state of flux. From supercharged 1.5-litre and naturally aspirated 4.5-litre origins, via the 1500bhp qualifying-spec turbocharged V6 grenades of the 1980s and near-20,000rpm turn-of-the-century V10s, to the current 1000bhp-plus hybrid era, F1 engines have driven innovation, specific power outputs and efficiency to stratospheric heights. Advancements in car construction, aerodynamics and suspension design have transformed these machines from unwieldy beasts to rockets on rails.

Along with the phenomenal dynamic progress has come an absolute revolution in safety. In the early days, drivers in cotton overalls, cloth skull caps and goggles would hope to be thrown clear of any wreckage. Today’s flame-retardant Nomex-suited pilots wear full-face carbonfibre helmets, HANS devices and biometric-enabled gloves, and are strapped into halo-equipped, virtually impenetrable carbonfibre survival cells. The result is that driver fatalities in the sport have gone from something morbidly routine to a freak occurrence.

This year’s Concours of Elegance celebrates all these facets and more, beginning with examples of machinery driven by heroic post-war pilots – the 1955 Mercedes-Benz W 196 R and the 1956 Maserati 250F. Things were only slightly safer when F1 fully embraced concepts such as ground effect and ever-more experimental aerodynamics; the 1970 March 701 and 1977 Tyrrell P34 exemplify the boundaries of just what physics was capable of. The 1980s Ferrari Tipo 639 set the template for gearbox positioning and semi-auto shifts, while with the turbocharged and hybridised Mercedes-Benz W05 we bring F1 into the modern era. Despite the continuing change that permeates the very nature of Formula 1, one truth remains: it is still the pinnacle of four-wheeled motor sport endeavour.

TOP Revolutionary six-wheeled 1977

Tyrrell P34 pushed the boundaries of physics.

ABOVE 1980s Ferrari Tipo 639 set the template for gearbox positioning and semi-auto shifts.

BELOW 2014 Mercedes F1 W05 Hybrid brings the Concours F1 line-up into the modern era.

THE 2025 COLLECTOR

WELCOMING A SPECTACULAR SINGLE-OWNER DISPLAY THAT CELEBRATES ULTIMATE PERFORMANCE ON ROAD AND TRACK, PITCHING STUTTGART AGAINST MARANELLO

ABOVE 1962 250 GT California Spyder is one of only 56 built, aimed at affluent US clients.

OPPOSITE One of nine customer 993 GT1 Evo cars, this example raced until 1998.

TOP RIGHT This 333 SP had three victories in the SportsRacing World Cup in 2000.

RIGHT Track-oriented F40 was built with Michelotto to compete in endurance racing.

THIS YEAR’S CONCOURS OF ELEGANCE WELCOMES

one of the world’s most fascinating collections of road and race machinery, which celebrates the innovative minds and passionate efforts of both Stuttgart and Maranello. Our celebrated collector wishes to remain private – preferring the focus to fall on the cars themselves. And what a selection of vehicles they are, beginning in the 1960s and moving right through to the current day.

The oldest car in the collection is the 1962 Ferrari 250 GT California Spyder, one of the most celebrated and desirable to come out of Maranello. The model, of which just 56 were built, was developed at the request of Ferrari’s American distributors, Luigi Chinetti and John von Neumann, who wanted a convertible version of the 250 GT that would appeal to affluent clients on the US West Coast. Some well heeled celebrities were also fans – actors James Coburn and Alain Delon both owned California Spyders.

While the 288 GTO and the F40 LM may have come through the same factory gates, they couldn’t be more different in style – but the competition-honed DNA is still the same. The former was linked to requirements for Group B homologation, but the project originally began as a way to create a road-going ‘halo’ car because Enzo believed that the Ferrari line-up was a little too

‘normal’ . Considering the range included the 512BB, and with the Testarossa on the way, the newcomer needed to be really special. With a crack team including those who worked on the Lancia Stratos, the result was a twin-turbocharged 2.9-litre V8 that seemed ripe for competition success. Those days never came, due to the banning of the racing category, but it did set in motion the low-production 288 GTO Evoluzione Group B racing prototype. The lessons learned would then feed into the thunderous F40. Using an evolution of the 288 GTO’s V8, but clothed in a spartan, lightweight body, it was a shape like no other and arguably ushered in the dawn of the hypercar. The collection’s F40 is very special – a track-oriented evolution of the standard road car built in association with long-term racing collaborator Michelotto to compete in endurance racing, particularly in the IMSA and Le Mans series. Just 19 were built, many of them to unique spec; this one was raced by Ecurie Pozzi in the 1990 IMSA series, with Jean-Pierre Jabouille, Jean-Louis Schlesser, Hurley Haywood, Michel Ferté and Olivier Grouillard getting behind the wheel. Two podiums were the result.

This collection also includes a 1999 Ferrari 333 SP, which was acquired in June 1999 by Jabouille and immediately entered into Le Mans with Jérôme Policand, Mauro Baldi and Christian Pescatori

TOP LEFT C11 was first endurance racer to wear MercedesBenz’s full name.

TOP RIGHT Singer

Stowe Commission is based on a 964 and has an Ed Pink engine.

ABOVE 911 Carrera 2.8 RSR won the 1973 Targa Florio with van Lennep and Müller.

THE COLLECTION

1962 Ferrari 250 GT California Spyder

1973 Porsche 911 Carrera 2.8 RSR

1984 Ferrari 288 GTO

1990 Ferrari F40 LM

1990 Mercedes-Benz C11

1993 Singer Classic Stowe Commission

1997 Porsche 911 GT1 Evo

1999 Ferrari 333 SP Tipo 130P

2015 Porsche 918 Weissach

2017 Ferrari La Ferrari Aperta

2019 Porsche 935

2025 Porsche 911 GT3 R

2025 Ferrari SF90 XX

2025 Ferrari SP3 Daytona Carbon

at the wheel. Although that endeavour ended early, the car would later go to the JMB Giesse team, scoring three victories in the 2000 SportsRacing World Cup with Pescatori and David Terrien.

The vibrancy of Ferrari’s dedication to road performance at the highest echelon is represented with the 2017 LaFerrari Aperta, 2025 SF90 XX and 2025 Daytona SP3 Carbon Series. Each of these automotive jewels charts a level in such progress: the 950bhp LaFerrari was the first road-going Maranello car to harness hybrid tech, while the 1016bhp SF90 XX is one of the latest developments of that ideology, blending the usually track-only XX programme with a road car for the first time. The Daytona SP3 Carbon Series is part of the Icona project, which honours 1960s sports prototypes – in this case with a rampant 829bhp naturally aspirated V12.

Meanwhile, the contenders from Stuttgart are no less special or storied. The collection kicks off with the 1973 911 Carrera RSR that won the 1973 Targa Florio in the hands of Gijs van Lennep and Herbert Müller, and the racing theme continues with the 1997 993 GT1 Evo. This is one of nine customer GT1 cars built, and was contested by Konrad Motorsport, JB Racing and Larbre Compétition in the FIA GT series until the end of 1998, wearing the PlayStation livery for its last year of competition.

The dedication to performance continues with the road cars, with a hybrid hero from the Porsche stable – the groundbreaking 918 Spyder. More recent highlights include track-focused specials such as the Moby Dick-aping 935/77 and the 2025 911 Rennsport, each pushing the envelope when it comes to trackday supremacy.

Rounding off the Porsche collection is a Singer Classic, based on a 1993 964. Known as the Stowe Commission, this right-handdrive car features a 4.0-litre motor from engine legend Ed Pink.

Of course, there’s much more to Stuttgart than simply Porsche – and the collection has something very special indeed from Mercedes-Benz. The C11 was the first endurance racer to wear the Three-Pointed Star’s full name (rather than being badged as a Sauber-Mercedes), and this twin-turbocharged Group C racer was immediately successful, winning the championship in 1990 and finishing in third place a year later.

Join us at Hampton Court Palace as we celebrate this spectacular collection of peak performance from Maranello and Stuttgart.

RESTORATION SHOWCASE

OUR LINE-UP OF SPECIALISTS REFLECT THE FINEST WORKMANSHIP, MATERIALS AND HISTORICAL ACCURACY

PRESENTED BY

TURNER CLASSICS

This 1972 Maserati Bora, winner of the London Concours Restoration Showcase, is one of only 564 manufactured. It has had a nut-and-bolt restoration,

totalling 1500 hours. Meanwhile, the Lister Le Mans 7 Litre is one of only 21 produced, making it an exceptionally rare collector’s car. Based on the Jaguar XJS platform,

it represents a unique chapter in British automotive history. Originally built by Lister Cars in 1989, and exported to Brunei, it returned to the UK in 2004 with only 3500 recorded miles. We carried out a bare-metal paint restoration, along with a re-connolising of the interior due to sun damage. We also replaced the walnut trim with black elm veneer, which suits the car far better.

AUTO RARA

Auto RARA’s Peugeot 205 GTi is a meticulous in-house restoration celebrating the iconic 1980s hot hatch. Rebuilt over six weeks and 1000-plus hours to exact factory specs, it debuted at the 2024 NEC Classic Motor Show and gained national acclaim; Classic Car hailed it as “the most perfect 205 GTi in the UK”.

This Lamborghini 400 GT underwent extensive inhouse fabrication before emerging as a fully painted chassis, faithfully nished in its factory colours. Believed to be the only one of four right-hand-drive examples restored to this speci cation, it represents a rare and exacting journey towards world-standard concours perfection.

Auto RARA presents a rare Ford Escort Harrier Mk2, now a fully fabricated shell in epoxy primer. Celebrated for its limited production and motor sport heritage, the Harrier is a sought-after classic and soon to be number six on UK roads. This example is primed for the next stage of restoration, preserving a rare piece of automotive history.

LUNAZ

Every Lunaz commission is subject to a meticulous restoration, rebuild and upgrade. The Range Rover Classic and Rolls-Royce ‘Baby Phantom’ by Lunaz are the result of thousands of hours of craftsmanship married with innovation, to o er enhanced

handling, performance and driveability. Luxury re nements such as heated seats, USB ports, proximity cameras and touchscreen navigation ensure a truly considered experience. Every commission is a unique one-of-one custom speci cation.

JATHU

KINGSLEY CARS

This Kingsley KSR began life as a standard 1990 Range Rover Classic before undergoing a full body-o , nut-and-bolt restoration to Kingsley Cars’ exacting KSR spec, nished in stunning Brewster Green. It features a reimagined

Chestnut interior with upgraded seats, redesigned dashboard, centre console, cubby box, modernised airconditioning and a re ned lu age area – all nished in the nest materials. Underneath, the driveline has been enhanced with a

Kingsley 4.6-litre V8, activedamping suspension and a bespoke ABS big-brake system. Custom three-piece Rostyle alloy wheels and a tailored exhaust complete the build. This is a British icon, re-engineered for modern, everyday usability.

AUTOHISTORIC

This 1907 De Dion-Bouton Type AX 15HP with landaulet coachwork was found in a semi-derelict state by its current custodian, who commissioned a total restoration to include some subtle upgrades for usability in modern tra c. While

preservation of original components is often preferable, some irreparable parts were newly fabricated or machined. Upgrades include an electric starter, charging system and electric lighting. The

stunning coachwork and trim were entrusted to Fairbourne Carriages in Kent. Since completion the car has excelled as a family-friendly veteran car, and it has been in regular use in the UK as well as for trips to the Continent.

KENT HERITAGE WORKS

This 1976 Land Rover Series 3 88in (SWB) has enjoyed a meticulous and radical reimagining. Rebuilt by hand, it features Kent Heritage Works’ highly tuned ‘Dark Edition’ 3.5litre V8 with a modern EFI and electronic ignition

system, an automatic gearbox plus improved suspension, steering and brakes for better performance and handling – all while retaining the legendary character and capability of the original Series 3. Additional

luxuries include more legroom, a fridge, heated seats and windscreen plus a custom entertainment system. Codenamed The Admiral due to its rare paint colour, this Landy is unique, iconic, powerful and, above all, huge fun.

LONDON CONCOURS: SUMMER IN THE CITY

THE CAPITAL’S ULTIMATE SUMMER GARDEN PARTY FOR AUTOMOTIVE ENTHUSIASTS

IN THE HEART OF THE bustling City, the London Concours 2025 delivered a peaceful reprieve. Set within the oasis of the Honourable Artillery Company’s grounds, close to Old Street and Bank, the ninth edition welcomed record crowds over three unforgettable June days of automotive nirvana.

As the sister event of the Concours of Elegance, this was the largest and most ambitious staging

of the capital’s ultimate automotive garden party yet. With over 80 exquisite luxury and performance cars, it also featured a celebration of V8-engined Ferraris and a collection of the greatest hypercars. Best in Show was a 1993 Bugatti EB110 SS – VIN 0001 and one of just 31 Super Sports. Built for the Brunei Royal Family, this legendary hypercar is now UK-owned and well used, covering thousands of miles across

the UK and Europe.

Further awards went to a Lamborghini Centenario in the Hypercars class, an RS200 representing the Fast Fords, and a 488 Pista Spider from the Ferrari V8 celebration, among others. The London Concours seamlessly blends worldclass machinery with exceptional hospitality. Searcys provides threecourse fine dining, street food stands line the lawns and the finest Champagne

from Veuve Clicquot is just a pour away. With live music and DJs, and luxury boutiques from leading luxury brands, there are plenty of distractions to while away the day.

Andrew Evans, Thorough Events managing director, said: “The London Concours is an event all of its own.

City-focused, mid-week, geared more towards rare modern classics and hypercars – we’re proud to have established a show

that continues to attract car enthusiasts from all over the UK. Plans for 2026 are coming together already, with three big new headline celebrations on the cards and an evolved luxury experience. Not forgetting the line-up of vehicles at the heart of the London Concours, which is better each year than the last.”

If you wish to enter a car in the London Concours on June 9-11, 2026, see www. londonconcours.co.uk

LEFT An oasis in the City, the London Concours seamlessly blends worldclass machinery with exceptional hospitality.

CONCOURS OF ELEGANCE GERMANY

THE CONCOURS OF Elegance Germany, presented by A. Lange & Söhne, is a prestigious event at Gut Kaltenbrunn on Lake Tegernsee showcasing 50 of the world’s finest classic cars. Held against the stunning Bavarian Alps on July 25-26, this year’s event celebrated design, history, and craftsmanship. Guests also enjoyed access to 100 rare vehicles in special feature displays from top marques and private collections. Gourmet dining, luxury fashion and curated lifestyle experiences were part of this vibrant celebration of automotive beauty and timeless elegance, too.

The highest distinction of the Concours is awarded to the vehicle that stands out in design, condition, originality and elegance, as well as captures the hearts of both participants and the jury. The winner takes home a striking silver lion sculpture painstakingly created by sculptor and artist Robert Rattray over the course of six months.

Internationally acclaimed for his impressionistic works in silver and bronze, Rattray draws inspiration

THIS PAGE The Concours of Elegance Germany showcases 50 of the world’s finest classic cars.

from the natural world and his rural heritage. Among his most celebrated pieces is 2014’s Windsor Greys statue commissioned to honour the Queen’s Diamond Jubilee. This year, the Concours of Elegance Germany winner also received a skilfully crafted Meissen vase – a symbol of timeless artistry and excellence. The winning car was the magnificent 1932 AustroDaimler Bergmeister, one of the most coveted Austrian vehicles ever. AustroDaimler produced rolling chassis, while various coachbuilders created the bodies. This particular body was made by Heinrich Buhne in Berlin.

This car was first owned by Maria Matray, an actress from Berlin who emigrated to America in 1934. The Bergmeister eventually ended up in Poland, and was restored in the 1980s and driven until around 2000. A collector bought it and kept it until 2014. The current owner then carried out a full restoration.

To join the Concours of Elegance Germany on July 3-4, 2026, please see www.concoursof elegancegermany.com

THIS PAGE The Royal Golf Club will host the inaugural Royal Bahrain Concours in November.

ROYAL BAHRAIN CONCOURS

ALL-NEW WORLD-CLASS EVENT FROM THE ORGANISERS OF THE CONCOURS OF ELEGANCE

OUR NEW CONCOURS event is set to take place in Bahrain on November 7-8, 2025, with the full support of His Royal Highness Prince Salman bin Hamad Al Khalifa, Crown Prince and Prime Minister of Bahrain, who also created Formula 1’s Bahrain International Circuit.

The Royal Bahrain Concours comes from the team behind the Concours of Elegance, London Concours and Concours of Elegance Germany. It’ll take place at the Royal Golf Club, with exclusive activities such as private track days and cultural excursions to souks and historic sites, as well as a unique Cars by Candlelight evening event.

The concours will feature

60 hand-selected, worldclass collector cars. Forty of these will come from across the region and the rest from around the world, and will include historic machinery, coachbuilt cars and modern hypercars. These will be supplemented by a display of 200 cars from local clubs.

“This is a Gulf concours, not a British concours in the Gulf,” says Thorough Events CEO James BrooksWard. “The date was chosen by His Royal Highness and the Bahrain Tourism and Exhibitions Authority. The people of Bahrain are warm, friendly and welcoming, and we’ll be encouraging owners and their families to take part in all the events. We are immensely privileged to have HRH

Prince Salman bin Hamad Al Khalifa as the patron.” Bahrain has become a tourist go-to for the Gulf, as well as a winter destination for Europeans and Americans; November’s temperature is usually a comfortable 25-30oC.

Several major collectors from the Gulf, US, Europe and the UK have already committed to showing their cars. Concours classes will include Cars of State, The Cars of the Maharajahs, The Cars of Falconry, 75 Years of Formula 1, American Classics, Modern Coachbuilding and Achievements in F1: McLaren’s Story.

We’d love you to join us in Bahrain. For details, visit www.royalconcours.com

Practitioners of Automotive Restoration

DB6 Volante Re-commissioning, extensive repairs and colour change to original 1/1 Amethyst by ourselves 2017

Ferrari Daytona Restoration by ourselves 2015 - 2017

Jaguar E-Type Zero compromise restoration by ourselves 20152018 as seen on our display at the 2019 Goodwood Revival

Inspections - UK & international

Restoration - Partial or Complete

Fabrication & Coachbuilding

Bodywork & Paintwork Maintenance & Upgrades

Ferrari Daytona - Restoration by ourselves 2015 - 2017

Jaguar E-Type - Zero compromise restoration by ourselves 2015 - 2018 as seen on our display at the 2019 Goodwood Revival

Ferrari Daytona - Restoration by ourselves 2015 - 2017

DB6 Volante re-commissioning, extensive repairs and colour change to original 1/1 Amethyst by ourselves 2017

THE LEVITT CONCOURS

A TRIBUTE TO WOMEN IN MOTORING

WHILE THE WORLD OF elite racing and classic car collecting is often thought of as a male-led pursuit, the truth tells a different story. Across the decades, some of the most daring drivers and discerning collectors have been women.

To celebrate the tenth anniversary of the Concours of Elegance in 2022, a new feature was introduced to spotlight these remarkable individuals and the cars they cherish. It was clear from the outset that the event should carry the name of Dorothy Levitt. Now in its fourth year, the Levitt Concours pays tribute to this inspiring woman who changed the course of motoring history. Dorothy was the first Englishwoman to compete in motor racing, she held the ladies’ Land Speed Record and the earliest

recorded Water Speed Record, and she even pioneered the use of a rear-view mirror. In 1905, she drove a De DionBouton from London to Liverpool and back over two days, at a time when paved roads were rare and motorcars still numbered under 10,000 across the UK. She was a fearless pioneer once known as the ‘Fastest Girl on Earth’. The 2024 Levitt Concours was won by a 1924 RollsRoyce Silver Ghost. This year, 20 more exceptional cars owned by women will assemble at Hampton Court Palace to take part in a curated series of celebrations. Led and judged by women, the Levitt Concours brings together contemporary racing figures, fashion leaders and media editors to honour a new generation of women shaping the motoring world.

LEFT Winner of the 2024 Levitt Concours was a 1924 Rolls-Royce Silver Ghost. What will it be this year?

CHARLIE B PHOTOGRAPHY

WHY SUBSCRIBE TO OCTANE NOW?

• Pay just £1.66* each for your first three issues

• All subscriptions now include access to the magazine archive via the Octane digital app

• Never miss an issue

• Money-back guarantee –cancel and we will refund your remaining issues

• Unique subscriber-only covers

THIRTY UNDER

30

SPECIAL CONCOURS CHAMPIONS THE NEXT GENERATION OF MOTORING ENTHUSIASTS

THIRTY UNDER 30, presented by A. Lange & Söhne, is dedicated to the rising generation of classic and vintage car owners.

Open to anyone aged 30 or under who has a vehicle built between 1900 and 1999, the only condition for entry is that the car must be personally owned by the participant. As younger enthusiasts navigate the challenges of increasing vehicle prices and the declining popularity of oil-based

fuels, this event offers a perfect platform to recognise their passion, commitment and role in safeguarding the heritage of motoring.

The concept for the Thirty Under 30 Concours was created by Thomas Reinhold, who returns as curator to select the 30 vehicles showcased. Each car is chosen not just for its quality or rarity, but for the story it tells – a narrative that reveals personal enthusiasm, invites

PRESENTED BY

conversation, challenges tradition and inspires others to join the hobby.

From a pristine Mk1 Volkswagen Golf GTI or a cherished MG Midget, to a thundering 1965 Pontiac GTO or a scissor-sharp Mitsubishi Evo, every car has its place in the Thirty Under 30 Concours. In keeping with the friendly nature of the event, the overall winner will be selected on Sunday September 7 by the entrants themselves.

THIS PAGE Last year’s winning 1958 AustinHealey ‘Frogeye’ Sprite, driven by Max Authers.

THE JUNIOR CONCOURS

THESE CARS MAY BE SMALLER THAN THE ONES IN THE MAIN CONCOURS, BUT THE PRIDE THEIR YOUNG DRIVERS TAKE IN THEM IS JUST AS EVIDENT

THIS YEAR’S CONCOURS of Elegance will once again host the charming Junior Concours within the Great Fountain Garden of Hampton Court Palace. Celebrating the finest half-scale pedal, electric and petrol-powered cars, the Junior Concours invites children and their parents to step into the roles of Works driver and mechanic. It brings generations together through craftsmanship, imagination and a shared passion for motoring.

Up to 20 meticulously

crafted half- and threequarter-scale models will be displayed alongside some of the world’s rarest fullsize automobiles. As with their larger counterparts these junior cars are largely hand-built, and they take inspiration from legendary models such as the Bugatti Type 35, Ferrari Dino and Jaguar E-type.

Each reflects a different level of complexity, from delightful pedal-powered creations to cars equipped with electric motors or two-stroke petrol engines and centrifugal clutches. Throughout the event young drivers, accompanied by their mechanics, will take to the Concours Live Stage, where each entry will be presented to the crowd. Prizes will be awarded for the best pedal car, best electric car, best petrol car, most original car and best-dressed driver-andmechanic team. Last year, top honours went to a miniature Mercedes-Benz 300 SL. Which entry will capture the judges’ attention this time?

THIS PAGE The Junior Concours reflects the skill involved in creating these incredible miniature cars – and their young drivers take the greatest pleasure in getting behind the wheel.

The International Historic Motoring Awards returning this November

Celebrate the finest in classic and collector motoring—where distinguished achievements in restoration, craftsmanship, and heritage converge under one roof. Be part of a world-class evening of recognition, elegance, and discovery.

SCAN TO BUY TICKETS OR CONTACT IHMA@HOTHOUSEMEDIA.CO.UK

Nominations now open—submit your entry at historicmotoringawards.co.uk

Friday November 14 2025

The Peninsula London

LAST YEAR’S WINNERS

THE CREAM OF THE CROP FROM THE 2024 CONCOURS OF ELEGANCE

THE 13TH EDITION of the annual Concours of Elegance saw around 15,000 guests enjoying a jaw-dropping display of exquisite privately owned road and competition cars in the gardens of Hampton Court Palace.

For 2024, the Best in Show winner, chosen by the Concours car owners themselves, was a sublime 1937 Rolls-Royce Phantom

III Convertible by Inskip. The Phantom III was the last large Rolls-Royce launched before World War Two and marked the final car with significant input from Henry Royce. Out of 727 Phantom IIIs produced, only a few were bodied in the US, including the victorious car, 3CP18.  Elsewhere, class awards were given for different automotive decades – again

voted for by the owners of the vehicles themselves. Meanwhile, the womenonly Levitt Concours, celebrating female car enthusiasts and collectors, was once again a great success. After a day of judging led by Izzy Hammond, the trophy went to a wonderful 1924 Rolls-Royce Silver Ghost, while the Club Trophy, presented by the Royal

Automobile Club, was awarded to an exceptional 1950 Jaguar XK120.

The Thirty Under 30 class was also a great hit, with an exceptional range of machinery on show. The winner – chosen by automotive expert Francis Bourgeois and viral cardesign sensation The Kyza – was a startlingly original 1958 Austin-Healey Supercharged Sprite.

Best in Show: 1937 Rolls-Royce Phantom III Convertible by Inskip.

CLASS WINNERS

1920s: 1927 Bentley 3 Litre Boat-Tail Speed Model.

1930s: 1937 Talbot-Lago T150 C SS New York Teardrop.

1940s: 1940 Aston Martin Speed Model Type C.

1950s: 1956 Maserati A6G/54 Zagato.

1960s: 1960 Aston Martin DB4 GT Zagato Coupé.

1970s: 1974 BMW 3.0 CSL ‘Batmobile’.

Future Classics: 2023 Aston Martin DBR-22.

Best Pre-1940 American Coachbuilt Car: 1937 Cord 812 Phaeton.

Best Pre-1940 English Coachbuilt Car: 1938 Bentley 4¼ Litre Barouche de Ville by James Young.

Best Pre-1940 French Coachbuilt Car: 1937 Talbot-Lago T150 C SS New York Teardrop.

Best 1950s Coupé: 1956 Alfa Romeo 1900 C Zagato Coupé.

Best 1950s Open Sports Car: 1953 Jaguar C-type.

SPECIAL AWARDS

HRH Prince Michael of Kent Award: 1962 Ferrari 250 GT Berlinetta SWB.

The Chairman’s Award: 1930 Bentley Speed Six Sports Coupé by HJ Mulliner.

Gooding & Co Award: 1939 Talbot-Lago T150 C SS by Pourtout.

The Club Trophy: 1950 Jaguar XK120.

The Levitt Concours: 1924 Rolls-Royce Silver Ghost.

Thirty Under 30: 1958 Austin-Healey Supercharged Sprite.

Best Car Club Award Saturday: 1972 Lotus Europa JPS.

Best Car Club Award Sunday: 1980 Ford Escort Mk2 1.6 GL.

Bentley Trophy: 1956 Bentley S1 Continental Fastback by Mulliner Park Ward.

Jaguar Trophy: 1950 Jaguar XK120

O�cial Suppliers to:

THE ULTIMATE PROTECTION

Since 1981 we have maintained our position as the industry leader in delivering cutting-edge solutions for car protection. Proudly British designed and manufactured, our heritage is re�ected in the unparalleled quality of our Indoor and Outdoor car covers.

Crafted to �t your speci�c make, year and model, our covers shield your vehicle from external elements such as weather conditions, as well as dust, knocks and scratches that may occur during storage.

2025

CONCOURS CAR ENTRIES

INTRODUCING THE EXCITING, THE EXQUISITE AND THE MOST EXCELLENT CARS APPEARING AT HAMPTON COURT THIS YEAR

1924 Hispano-Suiza H6C Short-Chassis ‘Boulogne’ Two-Door Saloon by Hooper

Owner Simon Kidston

Location London

THE HISPANO-SUIZA H6C WAS ONE OF THE MOST expensive and technically advanced luxury cars of the 1920s. The Spanish-Swiss marque was the brand of aristocrats, artists and intellectuals, with names such as Guggenheim, Chanel, Vanderbilt, Rothschild, the Shah of Persia and Prince Dimitri of Russia among its customers.

Young World War One veteran Lieutenant Glen Kidston RN (1899-1931) commissioned this 1924 H6C short-chassis Boulogne with one-off Saloon Limousine coachwork from Hooper & Co. Its bespoke spec included cloth-trimmed bucket seats, silk curtains, ivory fittings, polished walnut, silver and nickel plating, fire extinguisher, every instrument possible, monograms and four different horns. The £2900 car was displayed at the Olympia Motor Show in October 1924, just before lapping Brooklands at 84mph while still running in.

It was featured in The Autocar on October 30, 1925, before appearing in newsreel footage of the London marriage of Glen Kidston to Nancy Soames, but it was lost to history during the 1930s and early ’40s until bought for £100 and repurposed as a roadster by Lieutenant Commander Morin Scott RN for VSCC racing. He emigrated to Jamaica in 1957 taking the Hispano with him, but finding it impractical he swapped it for two working utilitarian cars. It was seen soon after on a used-vehicle lot by Mark Jennings, who took it home to New Zealand and kept it for 60 years, again changing the body.

Kidston’s nephew Simon tracked down the Hispano and its owner in 1993, and remained in touch. He finally bought the car and returned it to England in 2018. It retained its original and unmodified chassis, motor, running gear, bulkhead and bonnet: only the rear bodywork had been changed. Much research and deliberation later, UK vintage specialist Jonathan Wood and numerous other experts began work in 2019. It was decided to return the car and coachwork to exactly ‘as delivered’ to Glen Kidston in 1924. The original Hooper build records were tracked down in a Cold War-era airbase storage facility of the British Science Museum. Gaining more detail specification knowledge meant more accuracy but also more expense: after 18,000-plus hours of labour, the car was finished in August ’25.

Thanks to a visit to the motor vehicle registration archives in Scotland (‘HS’ is a Renfrewshire prefix), the DVLA finally returned the car’s original 1924 registration ‘HS 3566’. The H6C made its first-ever concours appearance at Pebble Beach in August, after which it was flown back to make its UK debut at Hampton Court – 101 years after its 1924 Olympia reveal.

JAMES R BROWN

ENGINE 7983cc/inline-six/ naturally aspirated/SOHC

TRANSMISSION Three-speed manual, RWD

POWER 200bhp

TORQUE 332lb ft

TOP SPEED 100mph

0-60MPH 16secs (est)

WEIGHT 2000kg (est)

ABOVE 1924 H6C has made its way around the world and back into family ownership.

OPPOSITE HispanoSuiza towered over its Bentley and Bugatti contemporaries.

1926 Rolls-Royce Phantom I ‘The Phantom of Love’

Owner Michael Dacre

Location UK

THE 1926 ROLLS-ROYCE PHANTOM I, BETTER KNOWN as The Phantom of Love, is the most famous surviving Rolls-Royce after ‘AX 201’. It was ordered brand new by Clarence Gasque, who was the financial director of the UK division of Woolworth & Co retailer and married to the heiress to the Woolworth fortune.

This car was to be a gift to his wife in an ostentatious display of love and wealth. Gasque had approached coachbuilder Charles Clark & Son to build the Brougham bodywork, stipulating only that the design was to be French influenced – and that cost was not a consideration. Seeking inspiration for this loosely specified commission, proprietor Mr Barnett visited London’s Victoria and Albert Museum, and he was quite taken with “a very delightful little Sedan Chair that had once belonged to Marie Antoinette, and which had a painted ceiling”. This was to form the basis and inspiration for the palatial Rococo-style interior now seen on the car.

The resulting design was one of the most extravagant, wonderfully crafted and decadently exotic bodies ever built, which featured highly polished and satinwood veneer panelling, and gilt-decorated oval medallions.

The Rolls-Royce also had a sofa-style rear seat upholstered in the finest tapestries depicting flamboyant and romantic Boucher-esque scenes. In addition, there were cherub lighting holders and a bow-fronted Rococo drinks cabinet flanked by concealed, fold-down, inward-facing occasional seats also upholstered in the rich tapestry. On either side of the interior were elaborate demi-lune vanities that contained 18th century English enamel boxes in fitted compartments, and silver gilt bon-bon dishes. A French ormolu clock and porcelain vases still adorn the division today, filled with gilt metal and enamel flowers – bouquets that would never die, symbolising the couple’s everlasting love.

When new the Phantom cost £6500, when the average UK house price was £500. The interior Aubusson tapestries alone cost more than £500 and took nine months to make.

Sadly, Clarence Gasque passed away just 18 months later, and the car was put into storage in 1937 where it remained until 1952. At that point it passed to noted Stanley Sears –Rolls-Royce collector and founding member of the RollsRoyce Enthusiasts’ Club – to sit alongside his carefully curated selection of Silver Ghosts and early Phantoms.

The car was sold on again in 1986 and has since been in US, Japanese and Australian collections. It remains entirely original, presenting exactly as it was intended nearly 100 years ago.

ENGINE 7668sc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed manual, RWD

POWER 100bhp

TORQUE N/A

TOP SPEED 85mph

0-60MPH N/A

WEIGHT N/A

ABOVE The RollsRoyce remains entirely original, just as it was nearly 100 years ago.

OPPOSITE Palatial cabin was inspired by a Sedan Chair of Marie Antoinette.

1930 Bentley 8 Litre Weymann Saloon

Owner Bentley Motors

Location UK

THE 8 LITRE IS CONSIDERED TO BE WO BENTLEY’S masterpiece, yet it also marked the end of a chapter for the first Bentley Motors. In the late 1920s, the marque’s clientele included those looking for the ultimate in luxury and effortless power. The 8 Litre, launched in 1930, was the flagship. Its 7938cc capacity was achieved by enlarging the bore of the 6½ Litre’s straight-six engine and the crankcase was made of Elektron, a magnesium alloy, to save weight. Instead of the traditional race-bred mesh stoneguard, the 8 Litre’s radiator was tall, with vertical chromed vanes. Long wheelbases accommodated the formal coachwork clients wanted.

At the time of the 8 Litre’s launch, WO remarked: “I have always wanted to produce a dead-silent 100mph car, and now I think we have done it.” The company guaranteed that the 8 Litre would be capable of 100mph regardless of coachwork.

When The Autocar tested ‘GK 706’– WO’s own HJ Mulliner saloon and the model you see before you at the Concours of Elegance – it pronounced: “Motoring in its Very Highest Form… On performance alone it stands right in the forefront as an equal, at least, of any other car in existence.”

Despite the car’s performance, refinement and advanced technology, the 8 Litre’s launch coincided with the worldwide Great Depression caused by the Wall Street Crash of 1929; unfortunate timing for a luxury flagship. At the time Bentley Motors was also in financial difficulty, leading to a change of ownership. Rolls-Royce had been surprised when Bentley turned up on what it saw as its ‘turf’ with the 8 Litre. When it acquired its rival from the administrators, it immediately cancelled production of the 8 Litre, and dealers were actively discouraged from marketing the car. As a result, only 100 examples were built between 1930 and 1932. There are even reports that chassis were repurposed or broken up. Within a few years Bentleys would use repurposed Rolls-Royce platforms themselves, beginning with the 1933 3½ Litre.

WO Bentley’s personal 8 Litre was only the second example built and was mounted on a 12-inch wheelbase chassis with a Weymann fabric body, which gave him “my most memorable driving of all time”. After the liquidation of the original Bentley Motors, dealer Jack Barclay sold the car to LW Weldon in 1932, who kept it for a year before selling it to Eric Mackintosh in 1933. It changed hands four more times before being acquired by Bentley Motors in 2006 and sympathetically restored, preserving much of the original patina. It has since become a symbolic ‘company car’ for Bentley CEOs.

ENGINE 7938cc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed manual, RWD

POWER 240bhp

TORQUE N/A

TOP SPEED 100mph

0-60MPH 11.5secs

WEIGHT 2500kg

ABOVE Only the second 8 Litre built, this example was WO Bentley’s personal car.

OPPOSITE Bentley Motors has restored GK 706, preserving much of the patina.

1934 Packard 1108 Twelve Convertible Sedan by Dietrich

Owner Jack Boyd Smith Jr

Location US

IN 1934, IT WASN’T EASY TO ORDER A NEW PACKARD. Even rarer was the chance to order a custom-bodied Twelve, one of the finest motorcars of its era. One notable customer was Louise Arner Boyd, the sole heir to a substantial fortune from her late father John Franklin Boyd, a successful gold miner.

A woman with a restless spirit and a deep fascination with the Arctic, Louise funded several expeditions to northern regions and took part in a number of them herself. She contributed to the development of new photogrammetry techniques and, through her involvement with the American Geographical Society, was able to explore uncharted parts of Greenland, mapping areas that had never before been recorded. In the process, she killed 17 polar bears in the name of research – and she was the first woman to fly over the North Pole, too. She used her 1108 Dietrich Convertible Sedan extensively. In 1935 she travelled in the Packard, with chauffeur Percy Cameron, to Poland as a delegate of the US Government’s International Geographic Congress in Warsaw. The Society invited her to remain in Poland to tour and photograph the country’s diverse cultures and rural ethnic groups. She explored many regions, documenting everyday life and capturing images that often showed her distinctive car in the background. Polish Countrysides, published in 1937, featured more than 500 pictures, many of which included the Packard. These images were essential to an exhaustive, multi-year restoration later carried out by LaVine Restorations in Nappanee, Indiana. Research began a year before work started, culminating in more than 10,000 hours of restoration and documentation. The car was taken down to the studs, with every part carefully recorded. Over 200 original blueprints and the Dietrich body plans were used to sympathetically repair any issues, preserving as much authentic material as possible. During this process, it was discovered that the original hood ornament wasn’t the usual Packard style – it was a polar bear. The actual ornament was discovered at the Marin History Museum’s Louise Boyd exhibition, whereupon it was 3D scanned and reproduced in white enamel. This brought the car back to the exact configuration ordered by Louise for her international travels.

The Packard retains all its numbers-matching components, and every Dietrich body part is marked with custom number 6624. Through detailed analysis of the panels and paint, LaVine was able to confirm the original black exterior colour. Further testing showed that the red finish applied in the 1960s and ’70s was not a traditional Packard hue.

ENGINE 7298cc/V12/ naturally aspirated

TRANSMISSION Three-speed manual, RWD

POWER 160bhp

TORQUE 300lb ft

TOP SPEED 100mph

0-60MPH 23secs

WEIGHT 2720kg

ABOVE Unique polar bear hood ornament references original owner’s travel exploits.

OPPOSITE Packard has undergone a nutand-bolt restoration of over 10,000 hours.

1936 Delahaye Type 135 M Convertible

Owner Fritz Burkard, The Pearl Collection

Location Switzerland

BELOW Clean, flowing coachwork by Alphonse Guilloré is a study in measured elegance over sheer flamboyance.

OPPOSITE A long bonnet, film-star style and a cut-off windscreen – all the elements of a premium roadster.

THE DELAHAYE 135 WAS ONE OF THE MOST ELEGANT and desirable French cars of the pre- and post-World War Two era. Renowned for the grace of its coachbuilt bodies, the 135 is considered a masterpiece of art deco motoring. Introduced in 1935, production continued until 1954.

Engineered by Jean François, the 135 combined elegance with performance and was initially powered by a 3.2-litre straight-six engine, later enlarged to 3.6 litres. Single or triple carburettor options offered different levels of horsepower.

Around 2000 cars were produced over the 19-year period, including models such as the 135 M and 135 MS. Certain variants were made in very small numbers, including the 135 Special 20CV with a short wheelbase (2700mm), of which only 16 were supplied, and about 30 short-chassis 135 Competition Court 20CV cars. These limited production figures make the short-chassis 135 highly comparable, not least in terms of exclusivity, to its main rival, the Bugatti Type 57.

It soon became the car to have among elite society. Prince Bira of Siam, celebrated racing driver and member of the Thai royal family, owned a 135 M, as did Prince Mukarram Jah, whose ‘Star of India’ was bodied by Figoni et Falaschi. Thami El Glaoui, Pasha of Marrakesh, commissioned a Figoni et Falaschi-bodied Delahaye 135 M.

This 1936 example, chassis 47380, is one of the very rare short-chassis 135 M models. The chassis was the same as the standard 135, but often fitted with reinforced suspension to support heavier coachwork. The engine was an enlarged 3.6-litre six-cylinder unit, with optional triple carburettors available for higher output of between 115bhp and 130bhp.

Delahaye supplied the chassis and mechanicals to leading coachbuilders. Its styling is restrained and elegant, less flamboyant than contemporaries by Saoutchik or Figoni et Falaschi. The design, regarded as the work of Alphonse Guilloré from Courbevoie north west of Paris, features low and long bonnet lines, a short scuttle and a close-coupled passenger compartment, offering a remarkable experience on France’s Grand Routes at the time.

After the war the car was purchased by a chemist from Caen, who sold it in 1971 to a collector who kept it for 39 years. It has recently undergone a complete restoration and now forms part of The Pearl Collection.

ENGINE 3557ccc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed manual, RWD

POWER 115-130bhp

TORQUE 195lb ft

TOP SPEED 105mph

0-60MPH 10secs

WEIGHT 1590kg

‘Renowned for the grace of its coachbuilt bodies, the 135 is considered a masterpiece of art deco motoring’

1939 Horch 855 Special Roadster by Gläser

Owner Private Collection

Location N/A

IN THE LATE 1930S, THE MIGHT OF MERCEDES WAS challenged by only a handful of marques – and one of those was Horch. Its eight-cylinder 853 was a fine competitor to the 540K and 500K. However, the 853 was not the ultimate Horch – that title was reserved for the exceedingly rare 855.

The 855 used a 3300mm version of the 853 chassis with independent front suspension, a de Dion rear axle, and hydraulic dampers. Only two authentic 855 models are known to survive. One is a prototype on an 853 chassis, while the other, the sole surviving production 855, carries its original 855-prefix chassis – the car you see before you.

It was clothed as a Special Roadster by Gläser of Dresden and was first registered in the Netherlands under the plate R-7027. At one point, it was owned by Eva Braun. In the late 1940s, Loren E Lawrence of McPherson, Kansas, then serving with the US Army in Germany, acquired the car from a private German owner. He had the car shipped to the US and it remained in the family until 1953.

The car then passed to Purcell M Ingram, co-founder of the Kings of the Road Museum in Cucamonga, California. During Ingram’s ownership, the Horch featured in a Road & Track magazine article in September 1954.

After Ingram’s death in 1959, the 855 entered the collection of James Brucker Sr, who often supplied vehicles to the film industry. Rock Hudson drove the Horch in the 1959 film The World Is Ours, with Hudson and Jean Simmons captured alongside the car in publicity stills and a film poster.

In 1970, Brucker and son Jim opened MovieWorld: Cars of the Stars and Planes of Fame Museum in Buena Park, Southern California, a venue that featured both vehicles and cinematic artefacts. The Horch, stripped of its rear fender spats and hubcaps ended up in a Von Dutch exhibition space.

Rudi Klein acquired the 855 in June 1980, promptly removing it from public view for more than a decade.

In 1992, Audi, the former corporate sibling and eventual successor to Horch, became aware of the Klein Collection. An agreement was struck to bring the 855 and two other Horchs to Germany for exhibition in the new Audi Forum museum in Ingolstadt. A condition of the loan required the 855 to undergo restoration, a process which took two-and-a-half years. Once completed, the car was displayed in an impact-resistant glass cube, drawing thousands of visitors.

This incredibly rare Horch was acquired by the current owner last year as part of RM Sotheby’s Rudi Klein auction.

ENGINE 4911cc/inline-eight/ naturally aspirated/SOHC

TRANSMISSION Four-speed manual, RWD

POWER 120bhp

TORQUE N/A

TOP SPEED 87mph

0-60MPH N/A

WEIGHT 1700kg

ABOVE Star quality, imperious style; Horch 855 had Mercedes-Benz square in its sights.

OPPOSITE Luxury interior and large straight-eight added substance to the mix.

1935 Bentley 3½ Litre Airline Saloon by William Arnold

Owner Tom and Sue Reah

Location UK

BELOW Airline’s subtly sleeker styling the result of a growing fascination with aerodynamics and art in car design.

OPPOSITE Even in four-door saloon guise, Bentleys have always exuded a strong sense of graceful sporting intent.

THE 3½ LITRE WAS BENTLEY MOTORS’ FIRST NEW model after Rolls-Royce picked up the pieces in 1931; it was also the first Bentley to be built in Derby. Intended to offer a more engaging drive than a Rolls-Royce, but with the luxury of the latter, it was marketed as The Silent Sports Car.

As befitting luxury cars of the time, Bentley only provided the rolling chassis with coachwork provided by the likes of Park Ward, Vanden Plas, Hooper, HJ Mulliner and Thrupp & Maberly, but there were several more options available.

In the early 1930s, during the era of Art Deco and Streamline Moderne design, many car manufacturers and coachbuilders began experimenting with aerodynamic styling. William Arnold Ltd’s Arnold of Manchester was among them, introducing its ‘Slipstream’ and ‘Airline’ saloons to appeal to a growing clientele interested in sleek, modern forms and airflow-conscious design.

Following World War One, William Arnold established a reputation as a favoured coachbuilder for the region’s wealthy elite. Affluent customers in Manchester and the surrounding areas often chose to have their cars bodied locally as opposed to the more traditional London firms.

In August 1935, Bentley delivered chassis B129DK to William Arnold, where it received a striking streamlined saloon body. Arnold had a preference for finishing cars in light colours rather than the more usual black or silver, and it is believed that this example was originally painted in either an off-white or dove grey hue. Sadly, the company’s records were destroyed during the war, leaving many of these details uncertain. B129DK made its public debut at the 1935 Olympia Motor Exhibition and then served as the firm’s demonstrator.

In August of the following year, it was purchased by LC Grant Esq of Sefton Park in Liverpool.

With its graceful lines, sloping tail and aerodynamic silhouette, the car exemplifies pre-war Art Deco styling. Only two Bentley saloons were built to this particular Airline design, with this example thought to be the sole survivor.

In 1984, the car was shipped to Wilmington, Delaware in the United States. It remained in North America for over four decades. In 2009, it was acquired by Colin Fitzgerald of the Octagon Motor Group in Vancouver, who added it to his private collection. A bare-metal restoration was undertaken, though the beautifully aged leather interior was preserved in its original condition. Last year, this elegant sports saloon returned home to the United Kingdom.

ENGINE 3669cc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed manual, RWD

POWER 120bhp

TORQUE N/A

TOP SPEED 95mph

0-60MPH 15secs

WEIGHT N/A

‘B129DK made its public debut at the 1935 Olympia Motor Exhibition and then served as the firm’s demonstrator’

1939 Bugatti Type 57 Stelvio by Gangloff

Owner Klaus Dold

Location Germany

THE BUGATTI TYPE 57, PRODUCED FROM 1934 TO 1940, was one of the last great road-going Bugattis designed under the supervision of Jean Bugatti, the founder’s son. It represented a shift from the company’s pure racing focus towards refined, high-performance grand tourers, though its engineering still reflected Bugatti’s competition pedigree.

At its heart was a smooth and potent 3257cc straight-eight engine with dual overhead camshafts and a single Stromberg or twin Zenith carburettors, depending on specification. In its standard naturally aspirated form, it produced around 135bhp, with top speeds in excess of 95mph.

Underneath, the Type 57 used a rigid ladderframe chassis with live axles front and rear, semi-elliptic leaf springs and cable-operated drum brakes. While conservative compared with fully independent rivals, Bugatti’s suspension tuning gave the 57 a supple ride and excellent high-speed stability. These attributes made the Type 57, whether in naturally aspirated or supercharged form, the car to have among the elites from the realms of royalty, motor sport and high society both in period and today. Prestigious and famous owners of Type 57s of various kinds over the years included King Leopold III of Belgium, Prince Louis Napoleon, Lord Bamford, Ralph Lauren and Briggs Cunningham.

This Bugatti Type 57 is one of eight surviving naturally aspirated four-seater drophead coupés, and has had only two family owners in its entire life.

The story begins in October 1938, when chassis 57719 was assembled. It was ordered by Bugatti’s Geneva agent, Jean Sechaud, in November that year and sent to Gangloff for a four-seater body, which was finished just before Christmas Eve. It was delivered to Sechaud on January 9, 1939, and sold to Henri Louis Charles Niess, a Lausanne-based lawyer and consulting advocate for the Automobile Club Suisse in Vaud.

The Bugatti was his sole car until 1947, only selling it after propshaft trouble resulted in his wife complaining about the engine noise. She said she’d rather listen to Mozart.

To acquire a Bentley MkVI (a decision he regretted), he sold the Bugatti to Hans Wassmer in the Argovie canton. Wassmer changed the colour from black to a two-tone black and blue, and changed the seats’ red leather for brown.

Come 1960 – and with 235,000km on the clock – the car was overhauled for the second time, and later used by Hans Wassmer’s son, Franz, on several rallies until his passing in 2024. In 2025, the Bugatti was acquired by Klaus Dold.

ENGINE 3257cc/inline-eight/ naturally aspirated/DOHC

TRANSMISSION Four-speed manual, RWD

POWER 135bhp

TORQUE 181lb ft

TOP SPEED 100mph

0-60MPH 12.5secs

WEIGHT 1450kg

ABOVE Type 57 Stelvio chassis 57719 showing off its fine Gangloff coachwork.

OPPOSITE On the move, Type 57 delivers stability, a supple ride and sheer period luxury.

1939 Lagonda V12 Rapide DHC by James Young

Owner Stephen F Brauer

Location

US

BELOW Rear-mounted spare wheel marks this out as one of only two LG45 models to wear James Young coachwork.

OPPOSITE Imposing presence and commanding performance; the Rapide was at the very least a match for Europe’s finest.

AFTER THE LAGONDA M45R’S IMPRESSIVE WIN AT Le Mans in 1935, 29-year-old American solicitor Alan Good saved the company from bankruptcy, relying on that success to improve sales. His first move was to recruit WO Bentley, who had been working at Rolls-Royce with little satisfaction since Bentley Motors folded in 1931.

Bentley initially focused on improving the existing Meadows 4.5-litre six-cylinder engine, creating the more powerful LG45 model. He then turned to designing a completely new chain-driven single overhead cam 60-degree V12 engine, which produced significantly more horsepower and torque than the six-cylinder of similar size.

The car’s new chassis featured torsion bar independent front suspension and a live rear axle with semi-elliptical springs. Braking came from large 16-inch drums, hydraulically operated and developed by Lockheed.

The model was revealed at the Earls Court Motor Show in 1937, with production starting in 1938. It was immediately well received and sparked (ultimately correct) speculation about a V12-powered Lagonda entry at Le Mans.

In preparation for the race, the team developed what became known as the four-carburettor Sanction IV engine, boosting power to 220 horsepower compared to the standard V12’s 175. Only eight of these engines were built, with four destined for two prototype cars entered in 1939 as trial vehicles. Surprisingly, the cars performed very well, finishing third and fourth overall. The goal had been to push for overall victory in 1940, but the race was cancelled due to the war

Between 1938 and 1940, 185 V12 cars were made, with 17 built as the Rapide version on a shorter 124-inch wheelbase. Even rarer were the four customer V12 Rapides fitted with the Sanction IV Le Mans engines.

Chassis number 14107 is one of those four and was commissioned by Major Anthony Gillson, who died during the war before he could take delivery. It is also one of only two V12 chassis fitted with coachwork by James Young, notable for the sleeker rear-mounted spare wheel rather than the factory body’s side mounts.

This magnificent Rapide has had just five owners since new, including Jim Whitehead from Australia who kept it for 58 years. It has covered only 32,000 miles.

Auto Restorations in Christchurch, New Zealand carried out a full ground-up restoration for owner Ian Tribe, after which, the car won its class at Pebble Beach in 2018.

ENGINE 4494cc/V12/ naturally aspirated/SOHC

TRANSMISSION Four-speed manual, RWD

POWER 220bhp

TORQUE 280lb ft

TOP SPEED 120mph

0-60MPH 9secs

WEIGHT 1650kg

‘Even rarer were the four customer V12 Rapides fitted with the Sanction IV Le Mans engines’

1947 Delahaye 135 MS Roadster by Letourneur et Marchand

Owner Rafael Pueche

Location Spain

BELOW Distinctive grille and bonnet drawn up by talented young French designer Philippe Charbonneaux.

OPPOSITE Flowing lines and teardrop wings are classic coachbuilt era fare, built to perfection by Letourneur et Marchand

THIS UNIQUE ROADSTER IS THE WORK OF THE masterful Parisian carrosserie Letourneur et Marchand, founded in 1905 by two experienced coachbuilders, JeanMarie Letourneur and Jean-Arthur Marchand.

In 1941 Delahaye was one of five companies to establish the Générale Française Automobile, a cooperative venture which gave each participant a specialised niche in the market, a policy that fit well with the French government’s post-war vision for the automobile industry.

After the liberation of Paris in 1944, Delahaye initially focused on building trucks, while a mildly updated Type 135 returned to production in 1946, elegantly restyled with a distinctive radiator grille and bonnet by young freelance designer Philippe Charbonneaux. It retained the simple but effective independent front suspension layout and ‘bloctube’ welded box-section chassis. The steering wheel was, as per most luxury cars of the era, mounted on the right. Selfadjusting cable brakes were reliable, if a little old-fashioned in an era when most cars had hydraulic braking.

Two models were available: the Type 135 M, with a single Solex carburettor, and the 125bhp triple carburettor 135 MS (Modifiée Spéciale), with a top speed of around 100mph. Both models could be fitted with the Cotal transmission as an option (though few customers chose the standard four-speed mechanical box) but only the MS had Rudge centre-locking wheels as standard. Total production of both specification types was 1155 between 1946 and 1952.

Reviewing the 135 range in 1949, the magazine l’Action Automobile praised it as “the competition car, ideal for great performance, sought after by specialists in high average speeds. It is the car of high output, which has proved itself on all the roads of the continent and whose marque has for many years been dedicated to emphasising this in the light of the results it has achieved in sporting competitions.”

Over the past 40 years it has belonged to important figures in the classic car world, including Jacques Harguindeguy, who won Best of Show at Pebble Beach with another Delahaye, and the world-renowned broker Charles Howard. It was also displayed for many years in the Rosso Bianco collection in Germany before becoming part of a well-known Monacobased enthusiast’s collection, where it remained in recent years. The last owner treated this Delahaye to a sympathetic restoration, and it is making its post-work debut at this year’s Concours of Elegance Hampton Court Palace.

ENGINE 3557cc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed pre-selector, RWD

POWER 125bhp

TORQUE 180lb ft

TOP SPEED 100mph

0-60MPH 12secs

WEIGHT 1400kg

‘It retained the simple but effective independent front suspension layout and welded ‘bloctube’ box-section chassis’

1936 Lanchester 18 Sports Saloon

Owner Tony and Bettine Evans

Location UK

BELOW The ex-King George VI Lanchester was fully restored as well as re-registered with its original number GX 6.

OPPOSITE The oneof-two Sports Saloon models built has aluminium coachwork and an art deco interior.

ARRIVING AFTER THE MERGER OF LANCHESTER into Daimler under BSA, the Lanchester 18 replaced the earlier 15/18 model and offered a refined medium-sized saloon designed with precision and comfort in mind. Its smooth six-cylinder overhead-valve engine, fluid flywheel with pre-selector gearbox and comfortable ride made it a discerning choice at the time. A total of 901 were built between 1934 and 1939. Coachbuilders including Charlesworth, Carlton, Grose, Rippon, Martin Walter, ED Abbott, Carbodies and Arthur Mulliner produced a range of saloons, tourers and cabriolets.

The 18 attracted famous owners such as Leonard and Virginia Woolf; the latter often mentioned the car in her diaries. Hers was a drophead coupé with a convertible Tickford hood, which allowed her to enjoy the fresh air and the countryside during drives. This connection to the natural world suited her love of nature and the English landscape.

However, the Lanchester 18 also caught the attention of royalty. In January 1936, Prince Albert – at that time the Duke of York as the second son of King George V – took delivery of this example, transferring the registration number GX 6 from a previous Lanchester. Only two of this Sports Saloon model were built. The aluminium coachwork and art deco interior were crafted at the Lanchester Works.

The car was the Duke’s favourite and he used it extensively, taking his young family on picnics and outings in the Royal parks. Prince Albert was a personal friend of Frederick Lanchester and had owned several of the latter’s fine motor cars. When the Duke became King in December 1936 following the abdication of his elder brother Edward VIII, he ordered two official limousines from Daimler but insisted they carry Lanchester badges and radiator grilles. He kept and used this 18 throughout his reign. It was sold and re-registered in 1954 after Queen Elizabeth II had ascended to the throne.

The current custodians purchased the car in a poor state after it had changed hands several times and finally been left in a leaking garage, exposed to the elements. The late Queen Mother, George VI’s widow, gave permission for the car to be re-registered with its original number GX 6 on the condition it was restored to its former condition as she remembered it. John Foy of Barley in Essex undertook the restoration over eight years, working from the chassis upwards. The engine was reconditioned by Thurston Engineering.

ENGINE 2565cc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed pre-selector manual, RWD

POWER 60bhp

TORQUE N/A

TOP SPEED 72mph

0-60MPH 39secs

WEIGHT 1600kg

‘It was the Duke’s favourite and he used it extensively, taking his young family on picnics and outings’

1936 Bentley 3½ Litre Curvilinear Coupé by Gurney Nutting

Owner Peter and Martine Reynolds

Location UK

THE BENTLEY 3½ LITRE, INTRODUCED IN 1933, WAS the first new model developed under Rolls-Royce ownership after their acquisition of Bentley Motors in 1931. It was conceived to combine Bentley’s sporting heritage with Rolls-Royce refinement, earning it the affectionate nickname ‘The Silent Sports Car’. The car was built on a modified version of the Rolls-Royce 20/25 chassis, offering a lower centre of gravity and improved handling. Coachwork was supplied by Park Ward, Vanden Plas, Thrupp & Maberly and, in this case, Gurney Nutting.

J Gurney Nutting & Co Limited, was one of the most celebrated British coachbuilders of the inter-war years. Founded in 1918 by John Gurney Nutting, the company began as a Croydon-based joinery and construction business before moving into the creation of bespoke car bodies. In the early 1920s the firm relocated to Chelsea.

The company first gained prominence by adopting the Weymann fabric-over-frame system. This method produced lighter, quieter and more elegant bodies than conventional designs. A defining moment came in 1928 when the Prince of Wales commissioned a Weymann body for his Bentley 4½ Litre. In 1931 Gurney Nutting received a Royal Warrant.

Under the design leadership of AF McNeil, the company produced some of its most iconic work. These included the body for Malcolm Campbell’s 1931 Blue Bird land speed record car as well as a series of graceful saloons, coupés and sedancas for Bentley and Rolls-Royce.

By the late 1940s, demand for individually commissioned bodies had largely disappeared. A concerted shift towards more utilitarian work proved insufficient to save the firm.

This Bentley, chassis B196FB, was completed in February 1936, making it one of the final 3½ Litre examples built. It was one of only three 3½ Litre chassis to receive curvilinear coupé coachwork by Gurney Nutting and was delivered new to AP Strohmenger through Jack Barclay Ltd.

In the mid-1980s, B196FB underwent a comprehensive concours-standard restoration by P&A Wood for its then owner, a Mr R Martin of the United States. The work was undertaken without regard to cost and resulted in the car winning Best Derby at the Bentley Drivers Club Kensington Palace Gardens Concours in 1988. Since the restoration, it has been maintained and serviced at regular intervals by UK-based marque specialists P&A Wood and Frank Dale.

ENGINE 3669cc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed manual, RWD

POWER 120bhp

TORQUE 125lb ft

TOP SPEED 94mph

0-60MPH 14secs

WEIGHT 1680kg

ABOVE This 3½ Litre ‘Derby’ is one of three with Gurney Nutting curvilinear coupé body.

OPPOSITE Quality, well-appointed cabin and smooth six-cylinder equalled fine motoring.

1955 Mercedes-Benz W 196 R Formula One

Owner Mercedes-Benz Heritage

Location Germany

BELOW W 196 R proved to be the class of the 1955 F1 field in the hands of Juan

OPPOSITE Powerful, advanced 2.5-litre motor gave handsome W 196 R a fearsome reputation on Europe’s race tracks.

IN 1954, MERCEDES-BENZ DID MORE THAN JUST return to Formula 1 – it redefined it. In the 1954 and 1955 F1 seasons Mercedes-Benz often opted for the classic monoposto bodystyle with open wheels rather than the streamlined version. This layout proved far better suited to circuits with numerous bends as it allowed drivers to choose their cornering lines with far greater precision. Like its streamlined counterpart the classic variant was instantly successful, winning its debut race, the European Grand Prix at the Nürburgring. Victory went to Juan Manuel Fangio who had already claimed the opening round at Reims. A fourthplace finish at the British Grand Prix confirmed what Fangio suspected – the streamlined bodyshell version was not the ideal configuration for tighter, more technical tracks.

Just prior to the 1955 season Mercedes-Benz reworked the W 196 R. A straight intake manifold increased output to 290bhp and created a distinctive bulge on left side of the bonnet.

The Mercedes-Benz W 196 R engine was remarkable not only for its raw power but also for the technical innovations that made it one of the most advanced Formula 1 engines of its era. One of the most significant innovations was the use of a mechanical fuel injection system developed by Bosch. This system replaced traditional carburettors, allowing extremely precise fuel delivery to each cylinder. The result was not only more efficient combustion but also smoother throttle response and improved acceleration out of corners. At the time, fuel injection was largely experimental in motor sport, so Mercedes was pioneering technology that would not become widespread for decades. Cooling was carefully engineered with an optimised water jacket design to maintain consistent operating temperatures even under extreme racing conditions.

Aluminium alloys were used for both the block and the cylinder head, which reduced weight significantly.

The team also experimented with different wheelbase lengths to suit particular circuits and altered the drum brake configuration for improved performance. The result was a supremely capable racing machine that went on to dominate the 1955 championship, carrying Juan Manuel Fangio to four race wins and six podiums, on his way to his second World Championship title at the wheel of a Mercedes-Benz.

Manuel Fangio.

ENGINE 2497cc/inline-eight/ naturally aspirated/DOHC

TRANSMISSION Five-speed manual, RWD

POWER 290bhp

TORQUE 197lb ft

TOP SPEED 174mph

0-60MPH 4.8secs

WEIGHT 660kg

‘Like its streamlined counterpart the classic variant was instantly successful, winning its debut race’

1956 Maserati 250F

Owner DIX Garage

Location USA

THE MASERATI 250F WAS A FORMULA 1 LEGEND thanks to its beautiful blend of power and handling. Its well-balanced front-engine layout and advanced suspension with double wishbones at the front and a De Dion rear axle made it the car to beat, garnering Juan Manuel Fangio several wins and a world championship. Stirling Moss also notched up two GP victories behind the wheel of a 250F. Even though the new-wave of mid-engined cars of the 1958 season finally outdid it, the 250F remained a popular fixture among privateers until the 1960 season.

Chassis 2521 was the third of six new cars constructed for the 1956 F1 season. It was campaigned exclusively by Jean Behra throughout that year, beginning with a second-place finish in Argentina. By the end of the season he had added five third-place finishes and a seventh to the list.

After the 1956 season the factory no longer ran the car, selling it instead to the American enthusiast John du Puy. Du Puy repainted it silver with dark blue wheels and entered it in the 1957 Australian Grand Prix, where it was driven by the Briton Ken Wharton. Wharton was also scheduled to drive the car in New Zealand, but he was tragically killed in a supporting sports car race before the Grand Prix took place.

Later that year du Puy lent the car to Bruce Halford, who raced it at the Italian Grand Prix and the International Trophy at Silverstone. By this time the Maserati wore red paint with a green centre stripe. Du Puy then entrusted the car to the French driver Jean Lucas for the 1957 Moroccan Grand Prix, where it suffered significant crash damage.

In 1958 the car was sold to André Testut, a Frenchman based in Monaco. He returned it to the Maserati factory, where it was fully rebuilt and fitted with new bodywork in white with a red horizontal stripe, the racing colours of Monaco. Testut retired from the 1958 Syracuse Grand Prix and later failed to qualify for the Monaco Grand Prix, despite a joint effort with the veteran Louis Chiron. Testut made one final, failed attempt to qualify the car at Monaco in 1959.

The car then passed to Serge Pozzoli, who displayed it for decades in his museum at Clères in France. In 1990 it was acquired by Burkhard von Schenk, who brought it back to competition in Historic events, racing it from 1992 until 2013. That year it was purchased by Martin Halusa, who, together with his family, campaigned it at leading Historic meetings across the UK and Europe. In 2022 this quite significant example of the 250F passed to its current owner.

ENGINE 2494cc/inline-six/ naturally aspirated/SOHC

TRANSMISSION Five-speed manual, RWD

POWER 270bhp

TORQUE 220lb ft

TOP SPEED 174mph

0-60MPH 5secs

WEIGHT 620kg

ABOVE Chassis 2521, raced by Jean Behra throughout the 1956 Formula 1 season.

OPPOSITE 250F delivering all the speed and poise of yesteryear at Monaco Historic.

1970 March 701

Owner Private Collection

Location UK

THE MARCH COMPANY, NAMED AFTER MAX MOSLEY, Alan Rees, Graham Coaker and Robin Herd, was founded at the end of the 1969 season. Robin Herd, formerly of McLaren and assisted by Peter Wright, designed a reliable and effective Formula 1 car for the 1970 season. Known as the 701, it featured innovative sidepod profiles that generated some ground effect. Crucially, the aluminium monocoque was fitted with the famous Ford-Cosworth DFV engine paired with a Hewland transmission.

No fewer than five March 701s competed in the 1970 World Championship season opener in South Africa. These included Chris Amon and Jo Siffert in March Engineering Works 701s, Jackie Stewart and Johnny Servoz-Gavin driving for Team Tyrrell, and Mario Andretti racing for the STP Corporation. Remarkably, Stewart and Amon shared the front row.

Chassis number 7 was the third 701 built by March Engineering for Team Tyrrell. It made its debut at the 1970 Spanish Grand Prix at Jarama with Servoz-Gavin finishing fifth. The Frenchman drove 701-7 once more, at the Monaco GP, before retiring from the sport altogether. Jackie Stewart drove chassis 701-7 during practice at the Belgian GP before his protégé, François Cevert, made his Grand Prix debut in the same car at Zandvoort. Cevert scored his first-ever Championship point at Monza in September.

‘Robin Herd, assisted by Peter Wright, designed a reliable and effective F1 car for the 1970 season’

When Tyrrell began producing its own cars, chassis 701-7 was sent to Ford in Swansea, where it remained until it was acquired by Nick Brittan, manager to Jody Scheckter and John Watson. He entrusted Simon Hadfield with its restoration in the mid-1980s. Tony Dron’s test drive of chassis 701-7 at Silverstone appeared in the March 1987 issue of Classic Cars. During the 1990s a Mr Anzelloni purchased 701-7 and kept it in his collection in Italy before selling it to his friend Mr Forli. The next owner, French doctor François Duret, demonstrated the car only a few times during his 20 years of ownership. In late 2023 he sold it in exceptionally original condition to its current owner, who has commissioned renowned specialist Simon Ayliff to undertake a full, sympathetic recommissioning of the car for the 2025 season. The 2025 Concours of Elegance marks the 701’s first public appearance in decades.

ENGINE

2993cc/V8/ naturally aspirated/DOHC

TRANSMISSION Five-speed manual, RWD

POWER 435bhp

TORQUE 270lb ft

TOP SPEED 190mph

0-60MPH 2.5secs

WEIGHT 580kg

ABOVE François Cevert holds a tight line in 701-7 at the 1970 Canadian GP.

COLLECTION FLAVIEN MARÇAIS

1977 Tyrrell P34

Owner Christopher Rowe

Location UK

THE SIX-WHEELED TYRRELL P34 STANDS AS ONE of Formula 1’s most audacious and intellectually daring creations. Conceived by designer Derek Gardner, its origins trace back to the late 1960s when Gardner was developing four-wheel-drive systems for Indianapolis cars.

Years later, as Formula 1 grew increasingly homogenised by the dominance of the Ford-Cosworth DFV engine, Gardner returned to the drawing board. He believed innovation lay not beneath the bonnet, but ahead of the cockpit. His calculations were compelling. By replacing the standard two large front wheels with four smaller ones, he could dramatically reduce aerodynamic drag. This was enough, he claimed, to deliver the performance equivalent of an additional 40bhp.

Goodyear was persuaded to manufacture bespoke 10in tyres, and the project proceeded in strict secrecy. When the P34 was unveiled to the world’s press on September 22, 1975, it caused astonishment and no small measure of scepticism.

Brilliantly engineered, the P34 made its debut at the 1976 Spanish Grand Prix, with Patrick Depailler qualifying a remarkable third. Jody Scheckter, still in the conventional four-wheeled 007, could manage no better than 14th. By the Belgian GP, Scheckter had switched to the new car and immediately delivered results – fourth place at Zolder, followed by second in Monaco, with Depailler a close third.

The high point came in Sweden, where Scheckter secured pole position and stormed to a commanding win. Depailler followed him home, giving Tyrrell a one-two finish that helped the team secure third in that year’s Constructors’ Championship. The P34 remained in use throughout 1977, with Ronnie Peterson joining Depailler, but Gardner’s departure marked the end of the car’s development.

Chassis number 8, the example presented here, was originally built by Tyrrell as a spare monocoque. In the early 1990s it was acquired by Paul Lanzante, who sourced various original components before selling the project to Toby Bean in 1992. The car was then sold to Historic racing specialist Bud Bennett of RM Motorsports, who began the painstaking process of completion. During the build, ownership passed to Rodolfo Junco, a newspaper publisher from Mexico.

The P34 returned to competition at the 2008 Monterey Historics, with Junco’s son Rudy winning the 1970s F1 race. It appeared again at Laguna Seca in 2010, driven by Bennett’s son Craig. Recently the car formed part of the Jody Scheckter Collection, before being acquired by the current custodian.

ENGINE 2993cc/V8/ naturally aspirated/DOHC

TRANSMISSION Five-speed manual, RWD

POWER 485bhp

TORQUE 280lb ft

TOP SPEED 190mph

0-60MPH 3.0secs

WEIGHT 575kg

ABOVE Gardner’s drag-reducing concept looked a little strange but actually worked.

OPPOSITE No hint of front-end oddity from the rear, just huge grip and a DFV.

1988 Ferrari 639 F1

Owner Simon Furlonger

Location UK

BELOW Although never raced, Tipo 639 was the engine and transmission test bed for the Tipo 640, Ferrari’s 1989 F1 entry.

OPPOSITE Harrison Newey at Silverstone in ’24. Mansell, Berger and Moreno tested this car at Fiorano throughout 1988.

THIS 1988 FERRARI TIPO 639 F1, CHASSIS NUMBER 106, is the second of just two examples produced as factory prototypes and test cars for FISA’s new 3.5-litre naturally aspirated formula introduced for the 1989 season. It marked a significant shift away from the turbocharged engines that had dominated Formula 1 in previous years.

Chassis 106 was used to develop Ferrari’s all-new Tipo 035 3.5-litre V12 engine, which produced 685bhp at 13,000rpm. It was also the first Ferrari F1 car to feature the now-iconic paddle-shift gearchange system, a technology that has since become ubiquitous at all levels of motor racing as well as in high-performance road cars.

The innovative semi-automatic gearbox initially proved problematic. The issue was later traced to insufficient battery power, which was resolved in mid-1989 by Magneti Marelli’s electrical specialists. Development and testing of chassis 106 took place at Ferrari’s Fiorano circuit throughout 1988 and into 1989, with factory drivers Nigel Mansell, Gerhard Berger and test pilot Roberto Moreno contributing to the programme. This work ultimately led to the creation of the F1 Tipo 640, which was raced by Mansell and Berger during the 1989 Formula One World Championship.

Ferrari retained chassis 106 from 1988 until April 1999, when it was sold into private ownership. It is believed to be the only Tipo 639 in private hands. Since then, it has enjoyed careful custodianship with regular maintenance and restoration carried out by Ferrari Classiche, and it has appeared on occasion at Corse Clienti events.

As a car with traditional valve springs, the 639 also represents one of the last Ferrari Formula 1 machines that can be maintained and operated without the need for complex electronic systems and specialist support.

Ferrari Tipo 639 F1 chassis 106 remains in full running order, having benefitted from ongoing servicing by Ferrari Classiche. It still retains its original factory-fitted engine, the Tipo 035/5 unit number 20, along with the seven-speed F1 transaxle, Tipo 639 number 5.

The car has Ferrari Classiche certification and a Certificato di Autenticità, as well as the prestigious Classiche Red Book. In recent years, chassis 106 was reunited with Nigel Mansell at the 2022 Goodwood Festival of Speed, where he drove it up the hill. In 2024 the 639 appeared at the Supercar Driver Secret Meet at Silverstone, piloted by Harrison Newey – who returned to Goodwood in 2025 to drive it once again.

DAVID PEARCE

ENGINE 3498cc/V12/ naturally aspirated/DOHC

TRANSMISSION Seven-speed semi-automatic, RWD

POWER 660bhp

TORQUE 350lb ft

TOP SPEED 200mph+

0-60MPH N/A

WEIGHT 510kg

‘It was the first Ferrari F1 car to feature the now-iconic paddle-shift gearchange system’

2014 Mercedes F1 W05 HYBRID

Owner Mercedes-Benz Heritage

Location Germany

THE 2014 FORMULA 1 SEASON SAW THE INTRODUCTION of revolutionary new 1.6-litre V6 hybrid power units. In this milestone year, the Silver Arrows of the Mercedes AMG Petronas Formula One Team returned to winning ways.

As the challenger, the all-new Mercedes F1 W05 HYBRID carried the team to victory in the Constructors’ World Championship. Lewis Hamilton secured his second World Drivers’ Championship title after a season-long duel with team-mate Nico Rosberg, taking 11 wins to Rosberg’s five.

The W05 was powered by the Mercedes PU106A Hybrid power unit, which was a 1.6-litre turbocharged 90-degree V6 engine. It featured a single turbocharger and direct fuel injection, with the rev limit set at 15,000rpm under the regulations. The engine was paired with a complex hybrid system made up of an MGU-K, which recovered kinetic energy under braking, and an MGU-H, which harvested heat energy from the exhaust gases. Together, these systems delivered a combined output of 760bhp. The torque delivery was immediate thanks to the electric systems, with the MGU-H eliminating turbo lag and enabling sustained power delivery right across the rev range.

The W05 used an eight-speed semi-automatic seamlessshift gearbox, designed to handle the power unit’s immense torque and maintain smooth acceleration. The race car’s

‘ Exceptionally well integrated hybrid systems offered superior mapping and energy management’

weight distribution was optimised within the FIA’s strict minimum weight regulations, and the car benefited from a very efficient energy recovery and deployment strategy. Its success over rivals in 2014 was the result of several key advantages. Mercedes separated the turbocharger and compressor, placing them at opposite ends of the engine and connecting them with a shaft running through the V of the block. This reduced heat soak, improved packaging and allowed for tighter bodywork, which in turn enhanced overall aerodynamics. Exceptionally well integrated hybrid systems offered superior power unit mapping and energy management, giving drivers more consistent power delivery. Not only was the PU106A powerful, it was also extremely reliable, enabling the Mercedes AMG team to run higher engine modes in races without risking failure.

ENGINE 1600cc/V6/ turbocharged/DOHC

TRANSMISSION Eight-speed sequential, RWD

POWER 840bhp

TORQUE 400lb ft

TOP SPEED 210mph

0-60MPH 2.6secs

WEIGHT 691kg

ABOVE Hamilton in his victorious W05 at the British Grand Prix at Silverstone in 2014.

MERCEDES-BENZ AG

1912 Packard Model 48 Phaeton

Owner John Bentley

Location UK

THE 1912 PACKARD MODEL 48, ALSO KNOWN AS THE Packard Six or Dominant Six, represented a defining moment as the marque’s first six-cylinder flagship. It’s powered by a vast 8603cc T-head inline-six, delivering 74bhp at just 1720rpm. In period it was celebrated for its refinement and pace, with Packard proudly advertising that it could accelerate to 60mph in half a minute – a feat that few contemporaries could match. Its engine was advanced for the era. The special T-head configuration placed the inlet and exhaust valves on opposite sides for improved breathing, while the bottom end received pressurised lubrication and the upper components were oiled by spray. A reserve oil tank was cleverly hidden beneath the front seat. Fuel was delivered through a float-feed carburettor with automatic mixture control, and Bosch dual ignition ensured smooth running and reliability over long distances.

The Model 48 employed a rear-axle-mounted three-speed manual gearbox, which contributed to excellent weight distribution and refined cruising ability. The car was capable of a top speed of around 80mph – remarkable for a tourer of its size in 1912. Packard offered a variety of wheelbases, from 121.5in to 139in, with a wide choice of bespoke bodystyles.

Around 1350 examples were sold in the car’s debut year. This particular one has recorded history from before World War Two, although it was rediscovered in California in the 1940s

‘This Packard Model 48 is a tangible link to America’s early automotive ambition and prestige’

and restored by a Mr Robinson, who saw its significance as one of the last-surviving examples of Packard’s Brass Era flagship. By the late 1940s the now fully operational car was a familiar sight on the US’s vintage touring scene. Robinson, a passionate enthusiast, used it extensively until the 1990s. He was following in the wheeltracks of Henry B Joy, Packard’s president and Lincoln Highway Association co-founder, who was known to have used Model 48s for long-distance promotional drives to demonstrate the marque’s engineering superiority. Following Robinsons stewardship, the Packard was held in significant collections in both the US and the UK. Now residing in a British collection, it remains in superb mechanical and cosmetic condition. It continues its legacy not only as a motor car, but also as a tangible link to America’s early automotive ambition and prestige.

ENGINE 8603cc/inline-six/ naturally aspirated/T-head

TRANSMISSION Three-speed manual, RWD

POWER 74bhp

TORQUE N/A

TOP SPEED 80mph

0-60MPH N/A

WEIGHT 1950kg

ABOVE Rare car is among last-surviving examples of Packard’s Brass Era flagship.

GILES ROCHOLL PHOTOGRAPHY LTD 2025

1914 Bugatti Type 13 Eight Valve

Owner Walter Heale

Location UK

BELOW A barechassis rebuild has resulted in a characterful and accomplished car.

OPPOSITE The Bugatti’s custodian has restored it in a way that re-imagines it as an ‘oily rag’ barn find.

THE EARLY EIGHT VALVE WAS A BIG SUCCESS FOR Ettore Bugatti. Following his Type 10, which had a basic design and exposed valve gear, his small racer was more refined with a larger-capacity engine. By 1913, the Eight Valve had the distinctive egg-shaped radiator and quarter-elliptical rear springs that would define much of Ettore’s later work.

In August 1914, chassis 678 with coachwork by the Dorr Company was delivered to its first keeper, Madame Louise Alexande at the Hotel Le Meurice in Paris. Little is known of its subsequent ownership until the renowned Bugatti collector Uwe Hucke discovered the car’s major components in the Garage Franco-Belge in Nice in 1968 or 1969.

Mr Hucke eventually decided to reassemble this collection of original Eight Valve parts within a modified post-World War One Type 22 chassis frame taken from the later 16 Valve model series. Bugatti expert David Sewell has concluded that the frame, as it appears today, dates from between mid-1924 and March 1926, when production of the model ended.

The car’s gearbox, complete with its transmission brake, is also original and comes from a 16 Valve model of around 1924. The rear axle matches a late Eight Valve, while the front axle is likewise a late Eight Valve from the same period as the engine. That distinctive original radiator is from an Eight Valve dating from between 1912 and 1914. The brass water pump on the original motor is stamped ‘614’, while the engine number, ‘329’, has survived as it was first stamped more than a century ago on the cambox, crankcase and sump.

During Uwe Hucke’s ownership, the chassis and engine were initially fitted with an original 1911 closed Fiacre body. Later this was replaced by an unusual ‘Prince Henry’ threeseater style with an ash frame and panelwork crafted by Hugh Murray. The original powerplant was rebuilt by the French Bugatti specialist Rondoni in 1990. The car’s current custodian, a vintage specialist and Bugatti enthusiast, acquired the Eight Valve in 2023 and set about a restoration that re-imagines the vehicle as an ‘oily rag’ barn find.

UUE 679 was stripped back to its bare chassis, and with the modern coachwork removed it was clear that much work lay ahead. With attention to detail at the fore, various fixings were replaced and the decision was made to return the car to the style of the short-chassis Type 13 (the platform having previously been cut from T23 to just short of T22 lengths).

The finished Bugatti was then invited to compete in the SF Edge Trophy for Edwardian machinery at the 2025 Goodwood Members’ Meeting.

ENGINE 1368cc/inline-four/ naturally aspirated/SOHC

TRANSMISSION Four-speed manual, RWD

POWER 30bhp

TORQUE 110lb ft

TOP SPEED 80mph

0-60MPH 15secs

WEIGHT 650kg

‘The Bugatti competed in the SF Edge Trophy for Edwardian cars at the 2025 Members’ Meeting’

1926 Rally Grand Sport Type S

Owner David Foster

Location UK

THIS RALLY GRAND SPORT TYPE S IS THE ONLY surviving S model and one of only four or five Rally cars known to exist. It is powered by a CIME A2S engine. In this specification it has a high-lift camshaft and improved rocker lubrication. Rally cars were built just outside Paris at Colombes, the same area in which Salmson operated.

Chassis YN3137 was sold in 1926 by the Tally Ho Garage in East Finchley, to Boy Archibald Maconochie. Only three examples were sold new in the United Kingdom. Boy was the son of Archibald Maconochie, who supplied tinned meat stew to the Allied forces during World War One as well as Pan Yan pickles. In 1926 he went up to Cambridge but the sudden death of his father forced him to return home to run the family business. He left the Rally with his friend VJ Willmoth who continued to race it. The Motor magazine recorded the results of the Varsity Matches against Oxford and in May 1927 it listed the Ewelme Down Hill Climb along with later sprint events in which the Rally competed.

The car then disappeared until it was sold by Guy Griffin who fortunately kept a photographic record of every car he handled, an archive which survives today. It later passed into the hands of a man who worked at Brooklands. After his death the Rally was discovered buried beneath a collapsed shed. It had been there for more than 50 years and many bits had been stolen during that time.

The remains were sold to an enthusiast in Scotland who decided the restoration was beyond him. The present owner acquired the car and embarked on a seven-year rebuild. He recalls how in 2018, his wife Debbie, facing a terminal illness, had urged him to find something to occupy his mind. He deliberately chose the worst car he could find. When it arrived his sons laughed as he swept its rusty remains into the garage. Although experienced in restoring a Porsche, he sought the help of Bob Thredder of the Amilcar Register for guidance on vintage machinery. The body was accurately recreated by Ian Pitney, the chassis was rebuilt by Martin and Sarah Bissex, the engine by Bob Thredder and the axle, prop shaft and gearbox by Paul Harwood. The missing radiator surround was reproduced by Pitney after a research trip to a museum in France to study one of the two other surviving Rally cars.

The finished car returned to Brooklands for the Brooklands Relived weekend where it was awarded Vehicle of the Show. Along with providing purpose, the Rally continues to bring its owner great joy as it is reintroduced to the world.

ENGINE 1098cc/inline-four/ naturally aspirated/OHV

TRANSMISSION Three-speed manual, RWD

POWER 27bhp

TORQUE 59lb ft

TOP SPEED 75mph

0-60MPH N/A

WEIGHT 680kg

ABOVE A vision in white – back from the dead after a sevenyear restoration.

OPPOSITE Open Grand Sport Type S seats two, in unusual, staggered layout.

1929 Bentley 4½ Litre 3-Position Drophead Coupé

Owner David Morris

Location UK

BELOW Short rear deck, running-boardconnected fenders and drophead bodystyle courtesy of Vanden Plas.

OPPOSITE Of the seven bodies built for dealer Jack Barclay,

it’s

thought that this is just one of two survivors.

THIS 1929 BENTLEY 4½ LITRE, CHASSIS NUMBER DS3571, is fitted with a three-position drophead body built by Vanden Plas in 1931. The car has been continuously registered in England as UV 7633.

Chassis DS3571 was delivered new in September 1929 to Francis Douglas Stuart, also known as Lord Doune and the Duke of Moray. Originally fitted with a new Gurney Nutting Weymann fabric saloon body, the engine, number 3570, and other major components all match the chassis number.

Circa 1947, the original saloon style body was replaced by the Vanden Plas drophead coupé body, number 1772, which had previously been fitted to Bentley 4½ Litre Supercharged chassis MS 3949. That body had been removed from its original chassis around 1931 and remains on the car today. In earlier times, changing the bodies on Bentleys was a reasonably common and fashionable practice.

The history of this body is particularly notable. When Bentley Motors went into administration in 1931, only 43 of the 50 required 4½ Litre Supercharged chassis needed for homologation for the Le Mans 24 Hours had been completed. After the company’s assets were purchased it was decided to complete the final seven chassis using entirely new parts found in storage. A deal was struck with the well-known dealer Jack Barclay to purchase all seven chassis. He commissioned Vanden Plas to create seven matching bodies in a striking and modern design. These featured a distinctive rear with a small deck, a 30-gallon fuel tank and full-length side mouldings that encouraged a two-tone paint finish. It’s thought that only two of these original bodies survive today: the one on this car and one other, non-UK-registered car.

Since new, the Bentley has had six owners. Its history includes numerous long-distance journeys, notably to the south of France. The present owner drove it from Lincolnshire to Ascona in Italy via France and Germany in October 2024. The chassis has been well maintained and, although never fully restored, has recently been refurbished. The body was fully restored and refinished in its current colours with new trim and hood.

This car has participated in many Bentley Drivers Club events, including the centenary of Bentley’s first motor race at the Tourist Trophy on the Isle of Man, as well as the club concours at Walton Hall. The Concours of Elegance marks the first time it has been shown at a major international concours.

ENGINE 4398cc/inline-four/ naturally aspirated/SOHC

TRANSMISSION Four-speed manual, RWD

POWER 110bhp

TORQUE 185lb ft

TOP SPEED 100mph

0-60MPH 13secs

WEIGHT 1625kg

‘These featured a distinctive rear with a small deck, a 30-gallon fuel tank and full-length side mouldings’

1932 Aston Martin LM8

Owner Marc Fischer

Location UK

UNDER THE LEADERSHIP OF AUGUSTUS CESARE

Bertelli, Aston Martin pursued motor racing as a way to promote engineering quality and gain prestige. From 1928 onward, the company committed to competing at Le Mans, and each LM car was developed either as a pure competition vehicle or often as a heavily modified version of its road-going 1.5-litre International model, refined for endurance racing.

By 1932 seven LM cars had been completed, and Bertelli set out to improve the design using the experience gained over the previous years. These revised models are now referred to as the Second Series, and they include the three machines built during 1932: LM8 – this example – LM9 and LM10. The redesign was greatly influenced by Bertelli himself, who raced the cars and understood what changes would lead to better performance. These models featured a new chassis, a two-seat competition body with a pointed tail and a low radiator design, and they carried forward earlier developments such as weight reduction and enhancements to the brakes, transmission and engine.

The cylinder head received significant attention –particularly the inlet manifold, which was fitted with two 1⅜-inch side-draught carburettors. This was combined with high-lift camshafts and a four-branch exhaust manifold. The motors remained dry sumped and included lightened timing gears and shafts. Also, the gearbox was lightened and fitted with drilled gears. The cars now rode on 18-inch wheels.

LM8, LM9 and LM10 were assembled by the Works team in just eight weeks in time for the Brooklands 1000 Mile Race, which served as a shakedown ahead of Le Mans. It proved fortunate that they were tested at Brooklands, because the front suspension set-up was found to be inadequate, resulting in poor handling and comfort. The cars were withdrawn from the event and quickly modified. Within two weeks, they were on their way to Le Mans.

The Aston Martins were driven by their designer Bert Bertelli and noted Brooklands racer Patrick Driscoll, competing against the leading entries for the RudgeWhitworth Biennale Cup. LM8 finished seventh overall and secured the prestigious Cup. Aston Martin celebrated the result at Shelsley Walsh, where LM8 opened proceedings just a week after its performance at Le Mans.

After the race, the car was sold by the factory, but it continued to compete in numerous events before the outbreak of the World War Two.

ENGINE 1495cc/inline-four/ naturally aspirated/SOHC

TRANSMISSION Four-speed manual, RWD

POWER 90bhp

TORQUE 90lb ft

TOP SPEED 90mph

0-60MPH 14secs

WEIGHT 900kg

ABOVE The Second Series cars had a new chassis and body, plus mechanical upgrades.

OPPOSITE LM8 won the RudgeWhitworth Biennale Cup at Le Mans.

1935 MG PA Airline Coupé

Owner Philip Allen

Location Australia

BELOW Fewer than 50 examples of the sleek Airline Coupé were built; this car spent its first three decades in Wales.

OPPOSITE The former Pebble Beach class winner recently underwent a meticulous restoration in Australia.

THE MG PA MIDGET SERIES MADE ITS DEBUT IN 1935 as the successor to the MG J-type. Among the most significant improvements was the 847cc engine, now fitted with a third centre bearing on the crankshaft, which greatly enhanced reliability. Larger brake drums were also introduced, improving stopping power. The open two- and four-seater bodystyles remained similar to the J2 and J1 models, although swept wings became standard across all variants.

Fewer than 50 examples of the Airline Coupé were produced. This elegant and streamlined vehicle was built by Carbodies in Coventry, a company more commonly associated with London taxicabs. Despite that, Carbodies was responsible for some of the most visually striking pre-war designs, including coachwork for Alvis and Humber. The PA Airline Coupé represented a broader 1930s movement towards sleeker, more aerodynamic cars.

It is believed that this particular example was the final PA Airline built, with the next car on the line converted to PB specification. It left the MG Works on July 16, 1935 and is thought to have been the MG display model for the 1935 Olympia Motor Show in London. This may explain why it was first registered on January 2, 1936 to Mrs Violet John of Llanelli, South Wales, under the number TH 6498.

In the early 1950s, the car was sold to a local garage. It passed through several owners before being acquired by Danish architect Gert Jensen in 1965. He purchased the MG for £125 from Brian Pratt, a student from Burry Port, while honeymooning in Wales. Until then the PA had spent its entire life within ten miles of its first registered owner.

Jensen had the MG shipped to San Francisco, where he began a three-year restoration. Facing challenges sourcing parts and technical information, he persevered and completed the work in time for the car’s debut at the July 1969 Pebble Beach Concours. It was awarded first place in the Pre-War Class, and also received the Gwenn Graham Concours Trophy. Head judge that year was the famous racing driver Phil Hill. In 1970 the Jensens returned to Denmark, taking the MG with them. Five years later the PA came back to the UK with the couple, where it regained its original registration number.

Philip Allen acquired the MG from Gert Jensen’s estate in 2018, and exported it to Australia. There the car underwent a meticulous restoration, which concluded in 2024.

ENGINE 847cc/inline-four/ naturally aspirated/SOHC

TRANSMISSION Four-speed manual, RWD

POWER 36bhp

TORQUE N/A

TOP SPEED 75mph

0-60MPH 28secs

WEIGHT 635kg

‘This elegant vehicle was built by Carbodies – more commonly associated with London taxicabs’

1933 Talbot-London AV105 VDP Tourer

Owner David and Leigh James

Location UK

AYE 70, SUPPLIED BY WARWICK WRIGHT OF NEW Bond Street, is fitted with its original Vanden Plas sports tourer body, number 3062, in the style of the 1932 Talbot Team cars. Chassis number 35350 left the factory at the end of 1933 and was delivered to the Vanden Plas coachworks in Kingsbury. Registered in March 1934, it was marketed as The Superspeed Model with a claimed top speed of 105 mph. It is one of the approximately 40 AV105 Vanden Plas tourers produced, with few remaining today.

Fitted with Roesch’s own development of the Wilson pre-selector gearbox, gear changes are fast and ideally suited to competition. Extensively campaigned with the VSCC during the 1970s, our car was returned to its original specification in the 1990s and acquired by the current owners in 2023. Fully restored in 2024 and presented in Connaught Green, the car retains many original elements such as the carefully cleaned and preserved leather interior and carpets.

Clement Talbot was established in 1902 by the Earl of Shrewsbury and Talbot in partnership with Adolphe Clément.

In 1905, production of British-built ‘London Talbots’ began at a state-of-the-art factory on Barlby Road in Kensington, London W10, just 13 miles from Hampton Court.

Talbot soon enjoyed widespread success in international reliability trials. In 1913, a Talbot driven by Percy Lambert at Brooklands became the first car to travel at more than 100mph. A key figure in Talbot’s rise was George Roesch, a gifted Swiss engineer, whose emphasis on fine engineering, simplicity and reliability underpinned much of the company’s motor sport success. Though the engine bay of a high-performance Talbot was more functional than decorative, the results spoke for themselves. Throughout 1930, 1931 and 1932, Talbot teams consistently secured podium finishes at Le Mans, the Irish Grand Prix at Phoenix Park in Dublin, the Tourist Trophy and at Brooklands.

In 1931, the Talbot AV105 was launched with a 3.0-litre engine. Light and agile, with a lower open chassis and large brakes, the car once again secured class wins at major events.

In 1933 and 1934, the London-built Talbots dominated the Coupes des Alpes (the Alpine Trial), typically held over six days and covering around 2000 miles. Talbot proudly carried the flag for Britain, demonstrating remarkable endurance and reliability. These early 1930s Talbots continue to race today and are regularly seen at events such as the Le Mans Classic and the Goodwood Revival.

ENGINE 2969cc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed pre-selector, RWD

POWER 105bhp

TORQUE 130lb ft

TOP SPEED 105mph

0-60MPH 15secs

WEIGHT 1150kg

ABOVE Sports Tourer body by Vanden Plas came with built-in motor sport heritage.

OPPOSITE Recently restored, AYE 70 still retains its original leather and carpets.

1940 Bugatti Type 57 Atalante

Owner Mark and Rosie Lowther

Location UK

THE BUGATTI TYPE 57, PRODUCED FROM 1934 TO 1940, is among the most celebrated and iconic models in the illustrious history of the marque. Designed by Jean Bugatti, the son of company founder Ettore Bugatti, it combined engineering brilliance with an artist’s eye for form, creating not only a luxurious grand tourer but also a true work of automotive art. Widely regarded as one of the greatest pre-war automobiles, the Type 57 epitomised the height of Bugatti’s craftsmanship and technical prowess.

Its design marked a distinct departure from earlier Bugattis, with a more modern and streamlined form seemingly inspired by Art Deco. Elegant lines and harmonious proportions were complemented by the finest materials and meticulous attention to detail.

The Atalante, named after Greek mythological heroine Atalanta, was a two-door coupé built on the 57 chassis. It followed the celebrated Atlantic, but did without that car’s fastback profile, split windscreen and dramatic central seam. Power came from a 3.3-litre inline-eight engine, which produced between 135 and 160bhp depending on specification. Supercharged versions, particularly the 57 SC, delivered significantly more performance and could exceed 120mph, an extraordinary figure for the period. While conceived as a grand tourer, the Bugatti Type 57 also proved itself a formidable racing machine, with competition variants securing notable successes in international motor racing.

The model’s enduring legacy rests on its unmatched blend of performance, refinement and beauty. It stands as the pinnacle of pre-war automotive design and engineering, and remains highly sought after by collectors and enthusiasts.

The example presented here was supplied from the factory in January 1939 as a rolling chassis for the customer Letourneur and was first registered in February 1940. Its history during the following years remains uncertain, though it is believed to have been hidden during the war and the late 1940s. In the early 1950s, it was purchased by the renowned French sculptor James Jacques Brown, who set about creating and shaping an entirely new body for it.

On 12 August 1994, the car was acquired by Mr Lowther from Maria Fernand, a garage proprietor in Saint-Maur, Paris. Since then, Mark has dedicated two decades to restoring it himself. The Type 57 Atalante has become the pride of the family’s collection and he is delighted for it now to be seen in public for the first time.

ENGINE 3247cc/inline-eight/ naturally aspirated/DOHC

TRANSMISSION Four-speed manual, RWD

POWER 135-160bhp

TORQUE N/A

TOP SPEED 120mph

0-60MPH N/A

WEIGHT 950kg

ABOVE Two-tone black and pale yellow paintwork a nod to founder Ettore.

OPPOSITE Coupé cockpit is a wondrous blend of art and handcrafted splendour.

1949 Aston Martin Two-Litre Sports (DB1)

Owner Martin Shelbourn

Location UK

BELOW MC/49/5 now back in original Suffolk Green paint colour, along with well-earned 1949 Le Mans race number.

OPPOSITE Former Lagonda man Frank Feeley’s handsome design took some inspiration from pre-war Atom.

IN THE GOLDEN POST-WAR ERA OF MOTOR SPORT, few privateer stories are as compelling as that of chassis AMC/49/5, a rare Aston Martin Two-Litre Sports, later known as the DB1, in reference to then-new owner, David Brown.

Only 15 DB1s were built between 1948 and 1950, all as open two-seaters with a simple yet elegant aluminium body designed by Frank Feeley and built by coachbuilder Tickford. The DB1 used a traditional steel ladderframe chassis, with drum brakes on all four wheels and independent front suspension using coil springs and wishbones. The rear was suspended by a live axle with semi-elliptic leaf springs.

Chassis AMC/49/5’s original owner was master bootmaker and renowned mountaineer Robert Lawrie. He commissioned AMC/49/5 for the 1949 Le Mans 24 Hours, and entered it under his own name alongside co-driver Richard W Parker.

With its 2.0-litre four-cylinder engine tuned for endurance at 96bhp, the DB1 was far from the fastest car on the grid – it was up against V12 Ferraris and a host six-cylinder Delages, Bentleys, Talbot-Lagos and Delahayes. Despite a large power deficit, Lawrie and Parker drove with precision and great mechanical sympathy, finishing a remarkable 11th overall.

After Le Mans, AMC/49/5 was returned to the factory, refurbished and repainted Botticelli Blue. It was later upgraded with a more powerful VB6B/50/51 engine, raising output to around 173bhp and extending its usefulness. Over the years it passed through the hands of several collectors. Its most important chapter, however, is recent. In a story that seems straight out of a James Bond novel, AMC/49/5’s recent history is as exciting as its early years. After passing through a series of owners including Robert Edwards, the car was acquired by Colin Gordon of New Zealand in 1991. In 1994 he believed that he’d sold the DB1 to a wealthy Japanese buyer. However, once the car was shipped to Japan it was stolen off the wharf and ended up with a Yakuza boss. For more than a decade Gordon tried everything to regain possession of his car, including going to Japan and meeting with the thief, to no avail. Finally, in 2007, a court established his right of ownership, and he was able to sell the car on –this time to a more reputable buyer.

The car’s current owner entrusted renowned specialists RS Williams Ltd to carry out a comprehensive engine rebuild and full body-off restoration. Not only has AMC/49/5 been beautifully restored with exacting detail, it’s also been subtly enhanced to exceed its original factory condition.

ENGINE 2922cc/inline-six/ naturally aspirated/DOHC

TRANSMISSION Four-speed manual, RWD

POWER 173bhp

TORQUE 186lb ft

TOP SPEED 120mph

0-60MPH 9secs

WEIGHT 1143kg

‘Only 15 DB1s were built between 1948 and 1950, all as open two-seaters with a simple yet elegant aluminium body’

1967 Lola T70 Mk3 GT

Owner William Kincaid

Location UK

INTRODUCED IN 1967, THE MK3 GT WAS THE LONGawaited closed-cockpit GT version of the Lola T70, which had made a name for itself in Can-Am and endurance racing.

Its lightweight aluminium monocoque chassis, clothed in a glassfibre body, was often propelled by Chevrolet V8s with in advance of 450bhp. A Hewland LG600 five-speed transaxle gearbox transmitted that fury to the racetrack.

Built to comply with FIA Group 4 regulations, in the hands of privateers the Lolas put up a plucky fight against the Ford GT40 and Ferrari 330 P4. Just nine were built, far short of the 50 needed for GT homologation – however, the existing T70 Spyders, produced earlier, were included to bring the numbers up and allow the Mk3 GT to race.

Supplied new to Sid Taylor as just the second T70 Mk3 GT built and finished in Taylor’s iconic livery, the car was primarily intended for Formula 1 star Denny Hulme to race.

SL73/102 was driven for Taylor by Hulme, Jack Brabham, Frank Gardner, Brian Redman, Mike Spence, Dave Charlton and Sten Axelsson as an all-star roster of the time.

In 1967, Hulme and Brabham qualified in pole position for the BOAC 500 at Brands Hatch, ahead of the Works Ferrari 330 P4s and the Chaparral 2F.

The car won 14 races through 1967 and 1968 for Sid Taylor, including the 1968 RAC Tourist Trophy with reigning F1 World Champion Denny Hulme at the wheel. It was sold to John Woolfe in mid-1968 and used by him in events around the UK and Europe. Woolfe had Hulme race the car once more at the 1969 Silverstone International meeting, where it won by six seconds from Redman in a T70 Mk3B.

SL73/102 was also present as Woolfe’s spare car at the 1969 Le Mans 24 Hours, the year in which he died after a first-lap incident in his newly acquired Porsche 917. His passing led to the abandonment of the traditional Le Mans running start, a practice many drivers, including Jacky Ickx, had called unsafe.

Following Woolfe’s death, the car was sold to Willy König of Koenig Specials fame, and then to Bernd Seidler, who continued racing it in an orange and black livery. In 1976, SL73/102 was purchased by Anders Hedborg of Sweden and registered for road use. It was acquired by the current owner in 2020 in complete yet unrestored condition.

A sympathetic restoration in Sid Taylor livery by Simon Hadfield Motorsport focused on preserving its remarkable originality and period details. SL73/102’s showing here will be its first public appearance in the UK since 1969.

ENGINE 5000cc/V8/ naturally aspirated/OHV

TRANSMISSION Five-speed manual, RWD

POWER 540bhp

TORQUE 525lb ft

TOP SPEED 180mph/200mph

0-60MPH 3.9sec/3.4sec

WEIGHT 800kg

ABOVE Perhaps the most successful of all T70s with 15 top-line wins under its belt.

OPPOSITE Hulmedriven Lola T70 wins the Players Trophy at Silverstone in 1968.

MCKLEIN/REINHARD KLEIN/COLIN MCMASTER

1967 Ferrari 275 GTB/4

Owner Private Collection

Location UK

AT THE PARIS MOTOR SHOW IN OCTOBER 1966, Ferrari introduced the 275 GTB/4, an upgraded version of the 275 GTB that had made its debut two years earlier. In most respects the new car was nearly identical to the outgoing car in that it, too, employed the lift-reducing long-nose bodystyle that had been adopted during the original 275’s production run.

The major difference in the new car was under the hood, where an upgraded version of Gioacchino Colombo’s short-block, 3.3-litre V12 engine was fitted with four overhead camshafts. The new engine developed 20 more horsepower than its predecessor, giving the nimble 275 chassis an added jolt of performance. The GTB/4 was also equipped with a revised arrangement of the driveshaft in a solid torque tube, effectively eliminating the vibration issues that had often plagued the earlier variants.

The new four-cam 275 Berlinetta was Maranello’s most dynamic road car yet, and it would forever be remembered as the last of the classic, vintage V12 front-engine models; the forthcoming 365 GTB/4 would feature completely different aesthetics, marking a transition to 1970s styling. Only 330 examples of the 275 GTB/4 were produced before the model was discontinued in 1968.

Chassis number 9957 is an extraordinary example, one of just 27 Ferrari 275 GTB/4s produced in right-hand drive for the UK market. More remarkably, it is the only RHD 275 GTB/4 ever built by the factory with the optional, highly coveted and performance-enhancing aluminium bodywork.

The lightweight alloy coachwork shaves approximately 100kg off the weight of its steel-bodied counterpart, delivering a notable boost to the power-to-weight ratio. For context, an aluminium-bodied twin-cam model can rival a steel-bodied four-cam in outright performance, so pairing the potent four-cam engine with this ultra-light aluminium body results in a highly formidable machine.

As befits a car of such rarity and distinction, 9957 has enjoyed a life of meticulous care in the hands of some of the most respected collectors, including Rodney Felton, Jeremy Agace, Sir Anthony Bamford and Bruce Goddard.

In recent years, it has undergone a complete restoration by Joe Macari Classics and is now presented in its factorycorrect shade of Grigio Argento. It retains its original chassis, engine and gearbox as certified by Ferrari Classiche.

ENGINE 3286cc/V12/ naturally aspirated/DOHC

TRANSMISSION Five-speed manual, RWD

POWER 300bhp

TORQUE 217lb ft

TOP SPEED 162mph

0-60MPH 6.0secs

WEIGHT 1080kg

ABOVE Four-cam engine and lightweight body made 275 GTB/4 a dynamic delight.

OPPOSITE Easily argued that Grigio Argento is the perfect colour for an alloy body.

1964 Aston Martin DB5

Owner Mark Lewis

Location UK

BELOW Handsome DB4-style cabin added luxuries such as silky smooth electric windows and optional air-con.

OPPOSITE A dead ringer for a DB4 Series V, but the DB5 was much more sophisticated beneath its outer shell.

INTRODUCED IN 1963 AS THE SUCCESSOR TO THE DB4 Series V, the Aston Martin DB5 represented a significant evolution in both engineering and refinement.

Under the bonnet sat a 4.0-litre six-cylinder engine, an enlarged and improved version of the unit first developed for the DB4. It produced around 282bhp in standard form, delivering a top speed of 142mph.

The engine was paired with a five-speed ZF gearbox for more refined high-speed cruising. Only around 1,020 coupés were produced, making it a rare sight even when new.

While the DB5 may forever be associated with Britain’s foremost secret agent, the car attracted a starry list of celebrity owners in period. Paul McCartney’s first Aston Martin was a Sierra Blue DB5 acquired just before the release of Goldfinger. Bandmate George Harrison bought himself a Platinum Silver example in 1965. Mick Jagger and Peter Sellers also owned DB5s, while Led Zeppelin’s Robert Plant acquired a Dubbonet Rosso example in the early 1970s.

Chassis number DB5/1674/R was supplied new via Plough Motors to Frank J Huck of Gloucestershire on July 22, 1964. Specified in Sierra Blue with Fawn hide, it remained in the Huck family for 42 years before being sold by his grandson at the Bonhams Goodwood Revival auction in 2022.

Shortly after the sale, Christopher Huck wrote to the new custodian with news of a remarkable find made while clearing his office. Enclosed was the original wet-ink sales invoice from 1964, confirming the DB5’s order and specification, along with the part-exchange document for two 3.8-litre Jaguars which left a balance of £2641, 15 shillings and 4 pence. Both documents survive in exceptional condition and are accompanied by the original buff log book, which charts the family’s long stewardship.

During that time the Aston was repainted in Pillar Box Red, a finish it retained when acquired by the current owner, Mr Lewis. Now, for the first time since a comprehensive restoration by marque specialists Richards of England Ltd, DB5/1674/R is presented exactly as it left Aston’s Newport Pagnell factory. The DB5 retains its matching-numbers 4.0-litre engine, untouched by later capacity increases, and preserves many painstakingly original details. The underside of the rear seat base still carries its black cloth with ‘1674’ chalked upon it, while the original ACE number plates, BDF 725B, remain as they were on that summer’s day in 1964 when the car was first delivered.

ENGINE 3995ccc/inline-six/ naturally aspirated/DOHC

TRANSMISSION Five-speed manual, RWD

POWER 282bhp

TORQUE 280lb ft

TOP SPEED 142mph

0-60MPH 8secs

WEIGHT 1502kg

‘The underside of the rear seat base still carries its black cloth with ‘1674’ chalked upon it’

1966 Ferrari 365 California Spyder

Owner Private Collection

Location UK

THE FERRARI 365 CALIFORNIA IS AMONG THE RAREST and most elegant grand tourers produced by Ferrari in the 1960s. It was introduced at the Geneva Motor Show in 1966 and marked the last of the line of limited production, high-end convertibles built for Ferrari’s most exclusive clientele. Only 14 examples were constructed between 1966 and 1967, making it one of the rarest Ferrari road cars of the era.

The car was based on the chassis of the Ferrari 500 Superfast, giving it long proportions and a presence that was unmistakably luxurious rather than overtly sporting. The Pininfarina-designed bodywork featured plexiglass-covered headlamps, a low and wide front grille, sculpted flanks and a finely detailed rear with subtle tail fins. The interior was opulent by Ferrari standards of the time, with highest quality leather trim and bespoke detailing for each customer.

Mechanically, the 365 California was powered by the 4.4-litre Colombo V12 engine, producing around 320bhp. The engine was mated to a five-speed manual gearbox and provided strong performance for a car of its size and weight. The chassis used independent front suspension with unequal-length wishbones and coil springs, while the rear relied on a live axle with semi-elliptical leaf springs and coil springs to assist. Disc brakes were fitted all round, essential for a car capable of speeds exceeding 150mph.

In use, the 365 California was more of a refined grand tourer than a sports car. Its long wheelbase and luxurious fittings made it suited to relaxed high-speed cruising on European motorways and American highways rather than aggressive cornering. Ferrari positioned it at the very top of its range, both in terms of exclusivity and price, and it attracted a clientele that included royalty, industrialists and celebrities. Fiat boss Gianni Agnelli, Haribo owner Hans Riegel Jr, Woolworth heiress Barbara Hutton, Prince Bernhard of the Netherlands and Californian socialite Nancy Tewksbury all owned one new, and Charles Bronson owned one later in life. This particular car, chassis 9127, was the second built and first delivered in ivory with a pale blue interior to the Marquis de Cuevas in the US via Luigi Chinetti. Chinetti repurchased it a year later and sold it to insurance broker Burt Borman in California. Borman kept it until 2005. During that time it was repainted, first in blue, later in burgundy, and fitted with a tan interior. It also saw action in concours events such as Pebble Beach in the 1990s. It has been in the hands of the current owner since then.

ENGINE 4390cc/V12/ naturally aspirated/SOHC

TRANSMISSION Five-speed manual, RWD

POWER 320bhp

TORQUE 268lb ft

TOP SPEED 152mph

0-60MPH 6.4secs

WEIGHT 1540kg

ABOVE Note unusual, swivelling driving lights hidden behind circular covers in the nose.

OPPOSITE Long deck, angular surfacing and Kamm tail are evidence of stylistic exploration.

1961 Maserati 3500 GT Vignale Spyder

Owner Kees Jan Honig

Location Netherlands

WHEN MASERATI BEGAN PLANNING THE SPYDER version of the 3500 GT in the late 1950s, Touring was already deeply involved with production of the coupé.

Designed by Touring, the elegant and restrained coupé had set a high bar, but much of the company’s resources had been committed to building the car. So, with its production facilities nearing capacity, Touring focused on perfecting build quality rather than branching out to new models.

Meanwhile, Carrozzeria Vignale, led by Giovanni Michelotti, was gaining a strong reputation for stylish, innovative and somewhat more adventurous body designs. Maserati saw an opportunity to create a Spyder that would be distinct yet complementary to the coupé.

Vignale’s flexible approach and willingness to push design boundaries aligned well with Maserati’s desire to craft a convertible that was sporty and elegant but also offered a different character from the coupé.

There was also a practical aspect. Vignale was equipped to handle lower volume, more bespoke coachbuilding work, which suited the Spyder’s more limited production run. This allowed Maserati to introduce the Spyder without disrupting Touring’s focused and higher-volume coupé production.

This particular car was completed on September 8, 1961 and was the 173rd of just 242 produced.

Its first owner collected it directly from the factory and embarked on a tour of Europe before eventually taking the car to the United States. This journey is confirmed by the warranty booklet, which records the first service as having taken place in Zürich, Switzerland. In 1969, Mr Campbell sold the car to his brother-in-law.

When the Spyder returned to Italy in 2001, it still retained its original gold metallic finish. It was then restored in Lombardy, with the mechanical work carried out by Officine Tralli in Bomporto, near Modena, specialists in classic Maserati models. During this restoration, the car was repainted green. Following the unexpected death of the owner, the car was sold to Germany.

The German owner later sold the car due to his advanced age, and it spent a couple of years in London. In 2019, the current custodian purchased the vehicle and had it meticulously restored by the boys and girls of Classic Mike, who brought it back to its original 1961 factory condition.

This particular Spyder Vignale is the only one factorypainted in beige, described as gold metallic.

ENGINE 3485c/inline-six/ naturally aspirated/SOHC

TRANSMISSION Five-speed manual, RWD

POWER 220bhp

TORQUE 221lb ft

TOP SPEED 140mph

0-60MPH 8secs

WEIGHT 1500kg

ABOVE Vignale design centred on a muscular waistline and a 100mmshorter wheelbase.

OPPOSITE 3.5-litre Giulio Alfieri-designed twin-spark six-cylinder engine features up front.

1966 Ferrari 330 GTC

Owner Christy Chiltern-Hunt

Location UK

THE CURRENT CUSTODIAN OF THIS FERRARI TRACES her passion for the marque to her earliest memories, having grown up in a family long associated with Ferrari. As she reflects, “It was inevitable that I would share that passion and want to own, restore and drive a classic Ferrari”.

The 330 GTC was conceived to bridge the gap in Ferrari’s range between the four-seat 330 GT 2+2 and the more overtly sporting 275 GTB. Effectively a closed version of the 275 GTS, it was powered by a 4.0-litre V12 producing 300 horsepower. Just 598 examples were built.

While attending the Concours of Elegance Hampton Court in 2021, she encountered a 330 GTC on the Bell Sport & Classic stand. The car’s bodywork, finished in Verde Chiaro Metallizzato, captured her imagination. The vehicle was mid-way through a comprehensive nut-and-bolt restoration, and a purchase was swiftly agreed. So began her relationship with ‘Fifi’ – her Ferrari 330 GTC.

This particular car, chassis 09069, was manufactured in 1966, the year the model made its debut at the Geneva Motor Show. It was delivered to Baron Emmanuel ‘Toulo’ de Graffenried’s official Ferrari dealership in Lausanne, Switzerland, and was sold to Alfred Pinkas that October.

Subsequently exported to Caracas, Venezuela, the Ferrari passed into the hands of senior banking executive José di Mase. When Venezuela’s banking crisis struck in the early 1990s, di Mase fled the country, entrusting the car to Alvin Rafael Acevedo. It took legal intervention from lawyer Ricardo Koesling for Acevedo to eventually return it.

The 330 disappeared for a time before resurfacing in 2015, when it was exported to New York. It then made its way to the UK, where Bell Sport & Classic acquired it for restoration.

By then the car had been resprayed in a faded metallic light blue. The chrome was pitted, the magnesium wheels were curbed, the door hinges had sagged and the V12 engine had seized. Yet, the structure was sound, with no signs of corrosion, and all body panels, trim, engine and gearbox were original.

The restoration was completed in 2022. It was an intensive process, with some components carefully stripped using crushed walnut shells rather than traditional abrasive blasting. Now returned to its original Verde Chiaro Metallizzato paintwork, it is believed to be the only 330 GTC to have left the Ferrari factory in this colour. The car has the Ferrari ‘Red Book’ Classiche certification, confirming its restoration to original and correct specification.

ENGINE 3967cc/V12/ naturally aspirated/SOHC

TRANSMISSION Five-speed manual, RWD

POWER 300bhp

TORQUE 240lb ft

TOP SPEED 150mph

0-60MPH 6.9secs

WEIGHT 1300kg

ABOVE Extremely elegant 330 GTC first shown at the 1966 Geneva Motor Show.

OPPOSITE Exquisite Verde Chiaro over tan leather and American Walnut veneer.

1964 Maserati Mistral Spyder

Owner Private Collection

Location UK

AS THE 1960S DAWNED, MASERATI WAS RIDING HIGH on the acclaim of the 3500 GT and Sebring, but it was ready for something more daring. To create a striking new two-seater for its updated Tipo 109 chassis, the Modenese marque turned to celebrated designer Pietro Frua. The result was the Mistral, named after the cool wind that sweeps through the Rhône valley, a suggestion made by French importer Colonel John Simone.

The Mistral was one of the final Maseratis to feature the firm’s iconic straight-six, double overhead camshaft engine. Derived from the 250F racing car and 300S sports racer, it was offered in 3.5, 3.7 and 4.0-litre versions, with the 3.7-litre the most commonly fitted in the Spyder.

This sophisticated engine featured an aluminium alloy block and head, hemispherical combustion chambers, twin-spark ignition and Lucas mechanical fuel injection.

The 3.7-litre version produced approximately 245bhp and 235lb ft of torque, delivered to the rear wheels through a five-speed ZF gearbox. It could accelerate from 0 to 60mph in around seven seconds and had a top speed exceeding 140mph, depending on final gearing.

Unveiled at the 1963 Turin Motor Show, the Mistral remained in production for six years. Just 120 Spyders were built, with only 14 made in right-hand drive. Over time the Mistral and its Spyder variant attracted high-profile attention – star actor Ugo Tognazzi extensively used a Mistral Spyder in the 1968 film La Bambolona, while Alberto Sordi drove one in 1996’s Scusi, lei è favorevole o contrario? A 4.0-litre Mistral Spyder was delivered new in April 1968 to Benigno P Toda Jr, then-chairman and owner of Philippine Airlines.

This example is one of the 14 RHD cars, built to a particularly high standard for its appearance at the 1964 Earls Court Motor Show, which opened on 21 October. As noted in the factory build sheets, the car’s detailing and presentation were of the highest order – and it suitably found a glamorous new custodian. It was at Earls Court that the car was bought directly from the stand by actress and screen icon Diana Dors. The sale, it is said, was witnessed by the current owner. The car was sold in London and subsequently shipped to Australia in 1976, before being eventually repatriated in 2015. Since then, it has undergone extensive restoration work by marque specialist McGrath Maserati to return it to its original condition.

ENGINE 3670cc/inline-six/ naturally aspirated/DOHC

TRANSMISSION Five-speed manual, RWD

POWER 245bhp

TORQUE 235lb ft

TOP SPEED 140mph

0-60MPH 7secs

WEIGHT 1400kg

ABOVE Striking lines by prolific car designer Pietro Frua clothed advanced mechanicals.

OPPOSITE Mistral Spyder made quite a splash at the Earls Court Motor Show.

1963 Aston Martin DB4 Series V Vantage

Owner Andrew Barnes and Charlotte Lockhart

Location New Zealand/UK

ASTON MARTIN’S DB4 MARKED A HUGE STEP-CHANGE for the marque. Not only was it the first all-new model to be produced at the firm’s new facility in Newport Pagnell, but its lightweight Carrozzeria Touring-designed bodywork redefined the aesthetics of the brand, setting up a design language that would persist for more than a decade.

Produced between 1958 and 1963, the DB4 was built in five distinct series, each reflecting an assortment of mechanical refinements and specification updates.

At its core was a newly developed 3.7-litre straight-six engine, designed by Polish engineer Tadek Marek. With twin overhead camshafts and an aluminium alloy block, the unit produced approximately 240bhp in standard tune. This enabled the DB4 to accelerate from 0 to 60mph in just under nine seconds and achieve a top speed approaching 140mph Notable owners included Prince Sadruddin Aga Khan, actor and comedian Peter Sellers, George Harrison, Bond-film director Terence Young and King Baudouin of Belgium.

The Series V, built between September 1962 and June 1963, was 3½ inches longer than the Series IV and introduced several enhancements, including 15-inch wheels, an electric radiator fan and a DB4GT-style instrument cluster. In Vantage specification, it featured the Special Series engine, equipped with larger valves and triple SU carburettors, which produced 266bhp at 5750rpm. The Vantage also adopted the faired-in headlights of the DB4GT, giving it a distinctive appearance. With just 55 examples built, the DB4 Series V Vantage is among the rarest DB variants.

This particular example, chassis 1117, originally finished in Dubonnet Red with a black Connolly leather interior, was delivered in December 1962 via Bradbury’s Garage in Birmingham. Its first owner was the acclaimed jazz composer and bandleader John Dankworth, later knighted, who was married to celebrated vocalist Cleo Laine, later made a Dame. The car saw regular use by Dankworth before being exported to New Zealand in late 1973 or early 1974.

It remained there for decades, eventually being stored in a barn on a farm in the South Island until its return to the UK in January 2017 for restoration. A finalist in the Historic Motoring Awards Restoration of the Year in 2021, the car was acquired by its current owners the following year and now forms part of their collection, divided between residences in New Zealand and the United Kingdom.

ENGINE 3670cc/inline-six/ naturally aspirated/DOHC

TRANSMISSION Four/five-speed manual, RWD

POWER 266bhp

TORQUE 240lb ft

TOP SPEED 150mph

0-60MPH 6.1secs

WEIGHT 1400kg

ABOVE Last of the DB4s, the Vantage came with a 266bhp Special Series engine.

OPPOSITE Delightful cabin features the upgraded instrument panel from the DB4GT.

1965 Ogle Triplex GTS

Owner Christian Hartmann

Location Switzerland

DAVID OGLE STARTED HIS HERTFORDSHIRE-BASED design consultancy focusing on consumer products such as radios and domestic appliances, but the former RAF pilot’s passion for automotive design soon came to the fore. In 1962 he launched the Ogle SX1000, a stylish glassfibre-bodied coupé based on the Mini chassis. Tragically, David died that same year in a crash while driving an SX1000 prototype.

After Ogle’s death, Tom Karen took over as managing director and chief designer. Under his leadership Ogle Design flourished, becoming one of the UK’s most innovative design houses. The Triplex GTS (for Glazing Test Special) concept car you see here was vitally important in bringing the studio’s talents to the fore. Ogle built this model as a prototype in co-operation with the Triplex Safety Glass Company to prove that laminated safety glass could be utilised structurally. It would pave the way for the material’s use in glass roofs, sunroofs and larger windscreens in standard vehicles.

Featuring intermediate membranes sandwiched between two panes, Triplex Ten-Twenty safety glass was designed to be stronger than its competitors and more resistant to shattering. It featured throughout the car, with an expansive canopy extending from the windscreen over the roof to the rear and wrapping around the sides, giving the driver and passengers almost uninterrupted panoramic visibility.

As with the Reliant Scimitar GT SE4 it was based on, the Triplex GTS’s body was made from glassfibre. The well received concept car paved the way for Ogle to design the Reliant Scimitar GTE, Bond Bug and Raleigh Chopper bicycle.

The Ogle Triplex GTS was exhibited at the 1965 London Motor Show. Initially owned by Prince Philip, it was handed over to Triplex marketing director Anthony Cleminson in 1969. He kept it until 1973, when it was transferred to the National Motor Museum at Beaulieu for 15 years. It was then acquired by a Don Pither, who kept it until 2001.

At this stage its original designer, Professor Carl Olson, acquired the car and took it to the US. The current owner bought the Ogle in 2018 and had it expertly restored over five years, bringing it back to its 1965 condition. The GTS made its post-restoration debut at the Concours of Elegance Germany earlier this year.

ENGINE 2553cc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed manual, RWD

POWER 140bhp (est)

TORQUE 155lb ft (est)

TOP SPEED 120mph (est)

0-60MPH 8.9secs (est)

WEIGHT 1150kg

ABOVE Ogle built the Triplex GTS concept to prove that laminated safety glass could be utilised structurally.

OPPOSITE Expert restoration has brought the car back to its 1965 condition.

1961 Ghia L 6.4 Coupe

Owner Christian Harm

Location Hamburg, Germany

THE GHIA L 6.4 STANDS AS ONE OF THE MOST exclusive and distinctive grand tourers of the early 1960s, a rare synthesis of American engineering and Italian design.

Hand-built by Carrozzeria Ghia of Turin, this bespoke machine was created for a select few with both the means and the taste to appreciate its understated glamour. With just 26 examples produced between 1960 and 1963, the L 6.4 remains a seldom-seen and highly coveted example of transatlantic collaboration at its most refined.

Intended as the spiritual successor to the Dual-Ghia D-500, the L 6.4 carried forward the idea of combining Chrysler’s powerful mechanicals with Italian coachwork of exceptional quality. At its heart was a 6.4-litre (383 cubic inch) Chrysler V8, an overhead valve unit producing approximately 360bhp. Paired with Chrysler’s smooth three-speed TorqueFlite automatic gearbox, it delivered refined but commanding performance. The L 6.4 could accelerate from 0 to 60mph in around eight seconds and reach a top speed of 140mph.

Yet it was the styling that truly distinguished the Ghia L 6.4. Every car was constructed by hand in steel.

The interior offered an equally impressive blend of craftsmanship and luxury, with fine Connolly leather, thick Wilton wool carpets, polished wood trim and bespoke fittings tailored to each customer. Unlike many European cars of the time, the Ghia was equipped with power windows, power steering, power brakes and the option of air-conditioning.

No two cars were exactly alike, and most were commissioned by discerning clients seeking something far removed from mass production.

Among the car’s most notable owners were members of the Rat Pack, including Frank Sinatra, Dean Martin and Peter Lawford, plus actress and comedian Lucille Ball. Dean Martin and Lucille Ball were known to have specified bespoke sound systems for their cars. Some cars reportedly featured rear-seat cocktail bars and engraved nameplates.

The car was never advertised or distributed through regular dealerships. This low-key, invitation-only sales model added to the exclusivity. While the first L 6.4 was sold through the Dual-Motors Corporation in Detroit – to Frank Sinatra, no less – the owner of Dual became very sick and left the cooperation with Ghia altogether. All the others were sold via Ghia itself, no doubt a factor in the small number of sales.

ENGINE 6276/V8/ naturally aspirated/OHV

TRANSMISSION Three-speed automatic, RWD

POWER 360bhp

TORQUE 398lb ft

TOP SPEED 140mph

0-60MPH 8.5secs

WEIGHT 1900kg

ABOVE The epitome of bespoke: American styling flourish and fine Italian coachwork.

OPPOSITE Cabin is a luscious blend of US Jet-Age style and handcrafted Italian sports car.

1961 Bentley S2 Continental

Owner Gus and Kim Pope

Location UK

THE BENTLEY S2 CONTINENTAL, INTRODUCED IN 1959, is a significant car in Bentley’s post-war history. It marked the transition from six-cylinder power to V8 performance, and in doing so, ushered in a new era of refinement, effortless speed and long-distance capability.

At the heart of the S2 Continental was Bentley’s new all-aluminium 6.2-litre V8 engine. Quiet, smooth and powerful, it was a dramatic improvement over the ageing straight-six and would remain in service, in evolving forms, right up until 2020 when the Mulsanne was discontinued.

The two-door HJ Mulliner design number 7514 for the V8-powered Bentley S2 Continental represented a refined evolution of the earlier design number 7500, which had been created for the six-cylinder Bentley S1 Continental. Thanks to its elegance and well-proportioned lines, it became one of the most successful coachbuilt variants of the Bentley S Type Continental range. In all, 97 examples were delivered, 71 of them in right-hand-drive configuration.

Chassis number BC31BY was completed in April 1961 and supplied new to P McDonald Ltd of Glasgow. Factory options were minimal, limited to electric windows and an electric aerial. The original purchase price, including tax, was £8654, which equates to roughly £200,000 in today’s money.

The original two-tone exterior finish was believed to be Sage Green over Velvet Green, paired with Green VM3124 leather upholstery. However, alternative records from the factory suggest it may have been Sage Green over Smoke Green, the exact colour scheme used for the Bentley S2 Four-Door Saloon displayed at the 1961 Earl’s Court Motor Show, implying the combination was in vogue at the time.

The car was sold in ’61 to a new owner in Surrey. By 1983, it had covered nearly 60,000 miles, but in the following 35 years it accumulated only a further 14,000 miles while passing between a small number of owners in the UK and France.

The current owner acquired the car in 2018, by which point it was no longer finished in its original two-tone paint. Its first public outing came at the 1001 Bentleys at Blenheim gathering in 2019, celebrating the marque’s centenary.

What started out as a straightforward respray soon developed, as is so often the case, into a five-year, 5000-hour full restoration. This exhaustive undertaking, carried out by marque specialists P & A Wood, was completed in 2023.

ENGINE 6230cc/V8/ naturally aspirated/OHV

TRANSMISSION Four-speed automatic, RWD

POWER 200bhp

TORQUE 300lb ft

TOP SPEED 115mph

0-60MPH 10.9secs

WEIGHT 2100kg

ABOVE Sporting elegance with creamy V8 motivation made S2 Continental great.

OPPOSITE Two-tone paintwork accentuates the well-proportioned HJ Mulliner body design.

1953 Ferrari 250 MM Vignale Spyder Series II

Owner Johan van Puyvelde

Location Belgium

THE FERRARI 250 MM MADE ITS DEBUT IN 1952 AS the first true series-built competition model from Maranello, developed from the experimental 250 S. Of the 31 examples built, 13 were bodied as Spyders by Vignale. Ten of those featured Giovanni Michelotti’s striking Series II design.

The final car of the series, chassis 0390 MM, was delivered new to Harry O’Reilly Schell, a resident of New York, who paid $8500. Schell operated the Horschell Racing Corporation, based in Paris, New York and Monaco, and acquired the car for the Spanish aristocrat and gentleman racer Marquis Alfonso de Portago. It was registered with temporary Bologna plates and later shipped aboard the Giulio Cesare from Genoa to Buenos Aires.

Once in Argentina, the car was repainted in Spanish racing colours – red over yellow – at Froilán González’s garage. Driven by Schell and de Portago, it secured a strong secondplace finish in the Buenos Aires 1000 Kilometres, followed by a retirement in the Sebring 12 Hours.

In March 1954 the car was registered on New York plates and subsequently sold to Roger J Bear of Ohio. Bear lent it to Howard Hively, who raced it extensively that year across the US.

Following a change of ownership to John J Saladin, the car passed through two more hands before arriving with Thomas A Oleson in Utah. Damaged in a transport accident, it was dismantled by Oleson for restoration. In 1970 it was sold in disassembled form to Richard F Merritt, who in turn sold it to Jackson Brooks’ Exotic Car Store in Colorado. There it was rebuilt with the engine block from chassis 0330 MM and sold to Peter Giddings of New York in 1973.

After changing hands twice in the 1970s, it was restored by Wayne Sparling and then acquired by Swiss-born US resident Tiebo P Vos, and stored in Florida.

The car returned to Europe in 1986, entered Austria with Christian Schwemberger-Swarovski and was prepared by Edi Wyss Engineering for use on the Mille Miglia.

In 1989, it was purchased by Jeremy Agace of Monte Carlo, who enjoyed it at several Historic events before selling it in 1994 to German dealer Mario Bernardi, who raced it successfully in the Ferrari/Maserati Challenge during his ownership. By 1998 it had joined the collection of Japanese enthusiast Mr Nakao, and in 2014 was sold to Dutchman Michiel Mol. It became part of the current owner’s stable in 2021. Other than an appearance at this year’s Cavallino Classic Modena, it’s not been on public display for 30 years.

ENGINE 2953cc/V12/ naturally aspirated/SOHC

TRANSMISSION Four-speed manual, RWD

POWER 240bhp

TORQUE 166lb ft

TOP SPEED 155mph

0-60MPH 5.1secs

WEIGHT 900kg

ABOVE Patriotic livery courtesy of Spanish aristocrat Alfonso de Portago.

OPPOSITE Schell takes over from de Portago at the 1954 Buenos Aires 1000km.

1955 Aston Martin DB3S Coupé

Owner The Hon. Sir Michael Kadoorie

Location UK

BELOW Aluminium body, light tubular steel frame and a powerful engine gave DB3S a competitive edge.

OPPOSITE One of only three DB3S Fixed Head Coupé variants built by Aston. Just two remain in this configuration.

ALTHOUGH THE DB3 HAD SHOWN FLASHES OF potential, Aston Martin recognised that its first purposebuilt post-war racing car required significant development to be truly competitive. The solution was the DB3S. Constructed with a lightweight tubular steel chassis and aluminium bodywork, it was far lighter than its predecessor.

The 2.9-litre engine was an overhead valve inline-six with a sturdy cast iron block and aluminium cylinder head derived directly from the company’s Lagonda-designed straight-six unit. A notable detail was the use of triple SU carburettors, which enhanced fuel delivery and throttle response. In racing tune, the engine produced up to 225bhp, and its relatively low centre of gravity contributed to excellent balance and handling. Power was sent to the rear wheels through a David Brown-designed close-ratio four-speed gearbox.

The DB3S’s suspension comprised double wishbones with coil springs and telescopic dampers at the front, paired with a live axle and semi-elliptic leaf springs at the rear. What really distinguished the setup was the careful combination of lightweight components and robust engineering to reduce unsprung mass, improving responsiveness and ride quality.

While Aston Martin struggled at Le Mans in 1953, the DB3S claimed a 1-2 finish at the Tourist Trophy at Dundrod during the sixth round of the inaugural World Sportscar Championship, helping the marque finish third overall in 1953. It also won the Goodwood Nine Hours.

The 1954 season was more challenging, with a third place at the Buenos Aires 1000km standing out. However, in 1955, Peter Collins and Paul Frère finished second at Le Mans. Though attention shifted to the DBR1 in 1956, the DB3S continued to perform strongly, including a second-place finish at Le Mans with Collins and Stirling Moss. Its final major achievement came in 1958 when the Whitehead brothers finished second at Le Mans.

Only 31 DB3S models were built, and the car before you, chassis DB3S/119, is a rare FHC variant — one of just three made, and the last of them. Delivered in 1956 in Battleship Grey with red leather, DB3S/119 passed through notable owners such as Keith Schellenberg, Jim Freeman and Simon Draper, co-founder of Virgin Records. It is now owned by the philanthropist and car enthusiast, The Hon. Sir Michael Kadoorie. The car has been meticulously restored to original specification by Aston Martin specialists RS Williams Ltd.

ENGINE 2923cc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed manual, RWD

POWER 225bhp

TORQUE 182lb ft

TOP SPEED 145mph

0-60MPH 6.5secs

WEIGHT 914kg

‘A relatively low centre of gravity contributed to the DB3S’s excellent balance and handling’

1951 Ferrari 212 Export Vignale Barchetta

Owner Derek Whitworth

Location UK

BELOW 0098E started life as a Michelottidesigned Berlinetta but was soon rebodied as a Barchetta by Vignale.

OPPOSITE The 212 Export looks right at home lapping the Imola circuit during the 2019 Modena Cento Ore.

BY 1951, ENZO FERRARI’S YOUNG COMPANY WAS JUST four years old but already making waves. The previous year, the 166 Export had claimed major wins at the Mille Miglia and Le Mans, boosting Ferrari’s reputation beyond the racetrack. Wealthy private buyers helped fund the company’s racing efforts. Enzo knew that to stay ahead on the race track meant constant technical progress, so the 212 was introduced as a natural follow-up to the 166.

The Ferrari 212 came in two main versions. The Inter was aimed at road use and accounted for most of the cars made, while the Export was more competition-focused.

The Export featured a more powerful engine with three carburettors, a shorter wheelbase for sharper handling and was built in right-hand-drive configuration.

At the rear, the 212 had a live axle with semi-elliptic leaf springs and hydraulic dampers. Up front it used independent suspension with double wishbones and coil springs.

Only 27 of these were produced; coachbuilders like Touring, Fontana, Motto and Vignale created both Berlinettas and Barchettas for the 212. The 212 Export was a frequent contender in events such as the Coppa d’Oro delle Dolomiti and other European sports car races, securing podium finishes at the Mille Miglia and the Targa Florio. Its greatest result took place in 1951 when the three 212 Export entries finished 1-2-3 in the Tour de France Automobile.

Chassis 0098E was first sold to Pietro d’Acquarone, one of Italy’s wealthiest men at the time. Originally a Berlinetta designed by Giovanni Michelotti, it was soon returned to Vignale to be rebodied as a Barchetta, making it one of just four made by the famous Turin firm.

Though it did not compete much, with Pietro’s son Cesare taking it to a few local hillclimbs and races, the car stayed in the family for 16 years. Since then, it has only had two further owners. The second of those sent it back to Ferrari for a full restoration in 2016. The current owner acquired it in 2018. Because of its relatively quiet early life, 0098E still has its original engine, gearbox, bodywork and suspension, along with the Similpelle beige interior from the 1950s. The car still even has its original owner’s manual and toolkit, making it a genuine time capsule of a 1950s supercar.

Today, 0098E is far from a showpiece kept in a garage. It has taken part in competitive events such as the Monaco Historic Grand Prix, the Modena Cento Ore and the Mille Miglia, and has also appeared at several concours.

ENGINE 2562cc/V12/ naturally aspirated/SOHC

TRANSMISSION Five-speed manual, RWD

POWER 175bhp

TORQUE 140lb ft

TOP SPEED 135mph

0-60MPH 7.5secs

WEIGHT 950kg

‘0098E still has its original engine, gearbox, bodywork, suspension and 1950s Similpelle beige interior’

1952 Ferrari 212 Inter Coupé Pinin Farina

Owner Bruce Miles

Location UK

WHILE TODAY THE ASSOCIATION BETWEEN FERRARI and Pininfarina feels so perpetual and natural as to seem it always existed, it was not until 1952, five years after the first Ferrari, that Pinin Farina (as the brand was then known) built its first body for a Ferrari.

Ferraris had not always been perhaps so beautiful and some early ones might even be considered as being visually awkward by today’s standards.

Although the bodies by such coachbuilders as Ghia and Vignale were glamorous, they lacked the clean cohesiveness necessary to cement a recognisable identity for Ferrari. In Pinin Farina, Ferrari found a partner capable of producing seductively elegant cars that would appeal to wider audiences.

This relationship began with a single car, this 212 Inter, which was constructed on July 28, 1952. And what a car to begin that journey with: underneath the skin, the Inter used a 2.6-litre Colombo-designed V12. Developed from the 1995cc V12 used in the 166, first enlarged to 2341cc for the 195 Inter and then to 2563cc for the 212 Export and 212 Inter versions.

Only around 82 examples of the 212 Inter were built, offering a more road-biased, grand touring feel that was notably absent from the more race-focused Ferraris that had gone before. Carrozzeria Touring, Vignale and Ghia all produced bodies, but this car is among the most special.

Chassis 0229EL became the very first Pinin Farina-bodied Ferrari coupé, one of just 15 Pinin Farina 212 Inters produced and the sole right-hand-drive example.

Described as the ‘prototipo’, the 212 Inter left the factory in Maserati blue with light blue leather and dark blue piping and was presented personally to Enzo Ferrari by Battista Pinin Farina. After approval by Enzo, 0029EL was delivered to Ferrari racing driver and American importer Luigi Chinetti in New York in September 1952.

The car remained in the United States for the next 54 years.

As was common practice during the early 1970s, due to mechanical complexity and a general lack of parts, a Chevrolet V8 was fitted. Fortunately, during a 2001 restoration, the original engine was located and reunited with the chassis.

Subsequently, the car underwent a 12-year restoration in New Zealand by the highly respected Auto Restorations in Christchurch. In more recent times, chassis 0029EL completed the 2025 Mille Miglia with its current owner.

ENGINE 2563cc/V12/ naturally aspirated/SOHC

TRANSMISSION Five-speed manual, RWD

POWER 165bhp

TORQUE 140lb ft

TOP SPEED 130mph

0-60MPH 9secs

WEIGHT 1150kg

ABOVE The very first Ferrari to emerge from the collaboration with Pinin Farina.

OPPOSITE Colombodesigned V12 displaced 2.6 litres, fuelled via triple carburettors.

1952 Jaguar C-type

Owner Hans-Martin Schneeberger

Location Switzerland

IN THE EARLY 1950S, JAGUAR WAS ENJOYING SUCCESS with the XK120, a sleek road car that had also proved capable on the track. However, company founder William Lyons and chief engineer William Heynes believed they could produce something faster, lighter and better suited to international endurance racing. Their answer was the C-type.

At its heart, the C-type used the reliable 3.4-litre straightsix XK engine from the XK120, though tuned for racing. Early cars produced around 200bhp. Triple Weber carburettors and high-lift camshafts increased outputs on later versions.

What truly set the C-type apart was its chassis and bodywork. Heynes created a new tubular spaceframe chassis, significantly lighter than the XK120’s steel frame. For the body, Jaguar turned to aerodynamicist Malcolm Sayer, who shaped it with airflow efficiency in mind rather than design flair alone. The result was a car that was fast in a straight line and stable and responsive at speed. It made its debut at Le Mans in 1951 and won outright. Race drivers everywhere took notice. This brings us to the car you see before you.

Finished in cream with a suede-trimmed interior, chassis number XKC 015 left the Browns Lane factory on October 14, 1952 and was sent to Charles Hornburg, Jaguar’s West Coast agent in Beverly Hills. It was sold in early 1953 through J Hall, who had competed in the car once, to American driver Masten Gregory. Gregory would go on to join a small group of racing greats as one of only 19 drivers to have competed successfully in the Indianapolis 500, the Le Mans 24 Hours and the Monaco Grand Prix. He was inducted into the Motorsports Hall of Fame of America in 2013.

Gregory’s success with XKC 015 was swift, claiming wins at events in Stillwater, Oklahoma, the Guardsman Trophy race held in Golden Gate Park, San Francisco, and at Offutt Air Force Base in Nebraska. Gregory’s racing achievements with this car are inscribed upon the fuel cap. He also lent the car to Road & Track magazine for its first ever C-type road test.

After Gregory, XKC 015 passed through the hands of several respected collectors. Its competition career continued for a short time before being adapted for road use. The car returned to Europe in the 1980s and was sold to Tom Candlish, who drove it on several rallies over a span of 25 years.

Over the past ten years the car has been a frequent participant in European Historic racing and rally events such as Goodwood Revival and Members’ Meeting, Monaco Grand Prix Historique, Le Mans Classic, Tour Auto and Mille Miglia.

ENGINE 3442cc/inline-six/ naturally aspirated/DOHC

TRANSMISSION Four-speed manual, RWD

POWER 225bhp

TORQUE 220lb ft

TOP SPEED 150mph

0-60MPH 8secs

WEIGHT 920kg

ABOVE C-type XKC 015 in Historic motor racing action at the Goodwood circuit.

OPPOSITE Focused, race-winning cockpit once the office of Masten Gregory.

JAYSON FONG

1955 Jaguar D-type

Owner Filip Baert

Location Belgium

MANY CARS CLAIM TO BE GAMECHANGERS, BUT FEW really are – but in the mid-1950s Jaguar was most definitely on the cutting edge of post-war motor sport engineering.

Built specifically to win the Le Mans 24 Hours, the Jaguar D-type broke from traditional designs by incorporating advanced aerospace technology and aerodynamic principles.

A key feature was its revolutionary chassis design. Rather than a conventional ladder-frame, engineer and former aircraft designer Malcolm Sayer, created a lightweight monocoque structure made from aluminium alloy panels. A steel front subframe supported the engine and suspension, resulting in a rigid yet light frame that greatly improved handling and durability during long races.

Aerodynamics were key to the car’s success. Its streamlined body, shaped using aircraft design techniques, included a prominent vertical fin behind the driver to enhance highspeed stability. Wind-tunnel testing and subsequent body refinement allowed the D-type to top 170mph at Le Mans.

The car was powered by Jaguar’s reliable 3.4-litre XK straight-six engine, upgraded with dry-sump lubrication and increased compression for racing. The D-type also featured disc brakes on all four wheels, a relatively new innovation in that helped longevity and sharpened braking ability.

These innovative ideas helped the D-type secure victories at Le Mans in 1955 and 1956, and absolutely dominate in 1957.

This particular D-type, chassis number XKD 523, left Coventry on November 22, 1955 and was exported to the United States. Initially sold by Jack Pry Limited to Roberts Harrison for $7950, it quickly changed hands to Walter Huggler of St Davids, Pennsylvania. A victory on its race debut at Convair Field, Allentown, Pennsylvania, in August 1956 marked the start of its motor racing career in the US.

XKD 523 also competed at Watkins Glen and Harewood Acres. Later that year Huggler contested the Governor’s Trophy at Nassau, going head to head with notable drivers Alfonso de Portago, Phil Hill, Carroll Shelby and Stirling Moss.

The original 3.4-litre motor, damaged during a race, was replaced by one of a small number of special ‘5-series’ 3.8litre engines. These were the very first 3.8s to be produced, featuring 10:1 high-compression pistons and the wide-angle head, as fitted to the Works cars for Le Mans in 1957.

A sympathetic restoration by CKL Developments was undertaken in 2008 and the car has since been showcased at various prestigious events around the UK.

ENGINE 3781cc/inline-six/ naturally aspirated/DOHC

TRANSMISSION Four-speed manual, RWD

POWER 300bhp

TORQUE 280lb ft

TOP SPEED 172mph

0-60MPH 4.7secs

WEIGHT 870kg

ABOVE Streamlined, light and purposeful, the D-type was built to win at Le Mans.

OPPOSITE Sayer’s aircraft design influence most apparent from the rear three-quarter view.

1951 Ferrari 212 Export Vignale Cabriolet

Owner Michael and Jillion Weisberg

Location USA

BELOW 212 Export

Vignale Cabriolet now back in its original colour combination for the first time in over 50 years.

OPPOSITE Vignale’s chrome work, intricate in places, bolder in others, further elevates this Ferrari’s visual intrigue.

IN THE EARLY 1950S, FERRARI WAS STILL A NEWCOMER in the world of car manufacturing. Yet by 1951, just four years after its founding, the company had already made a serious impression. In 1949, its 166 MM had triumphed at both the Mille Miglia and Le Mans, catapulting the Ferrari name onto the international stage. With these successes came demand from well-heeled enthusiasts, giving Enzo Ferrari the means to continue financing his real passion – motor racing.

To stay competitive, Ferrari recognised the need to push technical boundaries. The result was the 212, a model that built directly on the strengths of the 166 but offered more power and capability. It came in two primary forms: the Inter, designed for the road, and the Export, intended for competition. While the Inter made up the bulk of production, it was the rarer Export that carried the sharper edge.

The 212 Export featured a more powerful version of Ferrari’s V12 engine, fed by triple carburettors. A shorter wheelbase improved agility, and right-hand drive became standard, in keeping with racing conventions of the day. Underneath, the car combined transverse leaf spring front suspension with a live rear axle supported by semi-elliptic leaf springs and hydraulic dampers.

Just 27 examples of the Export were made, and each was clothed in bespoke bodywork by some of Italy’s leading coachbuilders, including Touring, Fontana, Motto and Vignale. Both closed Berlinetta and open Barchetta styles were offered, depending on buyers’ tastes and intended use.

Chassis number 0106E is one of only two cabriolets completed by Vignale in this form, the other being its sister car, 0110E. In 1961, chassis 0106E became well-known enthusiast, dealer and collector David Clarke’s first Ferrari, which he kept for four decades until his passing.

This car, carefully preserved by its small number of discerning owners is rich in distinctive details and handcrafted features, all of which mark it out as a particularly fine example of early Vignale-bodied Ferraris.

0106E had never undergone a full cosmetic restoration. However, it was decided last year that the car would benefit from a meticulous return to its original appearance and specification. This work was entrusted to Motion Products, Inc of Neenah, Wisconsin. Following extensive research into factory finishes, construction methods and period-correct detailing, the car was returned to its original colours and configuration for the first time in more than half a century.

ENGINE 2562cc/V12/ naturally aspirated/SOHC

TRANSMISSION Five-speed manual, RWD

POWER 175bhp

TORQUE 140lb ft

TOP SPEED 135mph

0-60MPH 7.5secs

WEIGHT 950kg

‘The 212 Export featured a more powerful version of Ferrari’s V12 engine, fed by triple carburettors’

1956 AC Ace-Bristol

Owner Phillip Hylander

Location UK

THE 1956 AC ACE-BRISTOL ‘5 BPG’ IS AMONG THE most significant and successful examples of the model, its history defined by technical development, privateer spirit and standout performances against factory-backed rivals.

Originally launched as the AC Ace in 1953, the model used a lightweight tubular chassis designed by John Tojeiro and featured all-independent suspension, which was novel for the time. Early Aces were powered by AC’s pre-war 2.0-litre straight-six engine, but it was the introduction of the 1971cc Bristol straight-six, based on a BMW design, that made it a true contender in circuit racing.

Built at Thames Ditton and finished in Light Dynasty Blue with red trim, chassis BE 212 was a 21st birthday gift for Yorkshireman Ian Smith. Keen to go racing, Smith worked with the Bristol factory to prepare the car for competition. The upgrades included stiffer suspension, improved cooling via cut-in side vents, larger front brake discs and a modified engine featuring a ported cylinder head and bespoke induction system. These Works-backed modifications raised the engine’s output to a dyno-tested 145bhp, making it the fastest Ace competing in Britain at the time.

Smith entered the car under the Team Triple S banner, enjoying early success in hillclimbs before moving on to circuit racing. The car’s most celebrated outing came at Full Sutton in April 1958, during the Daily Mirror Trophy meeting. In heavy rain, Smith drove a commanding race to victory, beating a young Jim Clark in a Porsche 356A 1600 Super entered by Border Reivers.

5 BPG went on to race at Goodwood, Silverstone, Brands Hatch and Montlhèry, always driven to the circuit on public roads, as was the tradition of the period.

After Smith sold the car, it passed through several owners before being acquired by Peter Bolton, a notable privateer and multiple Le Mans entrant, who replaced a damaged piston and fitted a six-port head and twin Solex carburettors, pushing output beyond 160bhp. He won 31 of 34 races with the car and remained unbeaten by another Ace for five years.

The car eventually passed into storage, had a spell on display at Spa Francorchamps, and was then bought in 2005 by AC Ace enthusiast Tony Bancroft. Using original tools, paint and period parts, Bancroft performed a full restoration, reuniting the car with its original engine and registration.

Today, 5BPG is regarded as the most decorated and celebrated Ace-Bristol in the country.

ENGINE 1971cc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed manual, RWD

POWER 145bhp

TORQUE 122lb ft

TOP SPEED 125mph

0-60MPH 8.1secs

WEIGHT 850kg

ABOVE Stiffer suspension and a tuned Bristol motor made 5 BPG a race ace.

OPPOSITE Cooling vents cut into the Ace’s flanks part of original competition upgrades.

1950 Jaguar XK120 OTS

Owner Clive and Rachel Austin

Location UK

BELOW FDP looking imperiously elegant and sporting while on recent display in the Rotunda at the RAC Club in London.

OPPOSITE One of the world’s most well-loved and most recognisable profiles racing up the hill at Shelsley Walsh.

THE JAGUAR XK120 IS A CAR THAT MIGHT NEVER HAVE existed. When Bill Heynes developed Jaguar’s new XK straight-six engine, a way was needed to showcase it at the 1948 Earls Court Motor Show. William Lyons, Jaguar’s chairman and chief stylist, quickly drew up a design for a display vehicle. What was intended as little more than an engine stand captured the imagination of post-war Britain and became one of the most iconic sports car profiles ever created. This car was known as the Jaguar XK120 OTS. Later additions included coupé and drophead coupé bodystyles.

Initially, the XK120 was never meant to be a production model or designed with everyday use in mind. Early examples paid little attention to passenger legroom, heating or luggage space. The first bodies were made of aluminium as sales volumes did not justify the cost of steel tooling. However, by 1950, strong demand necessitated the switch to steel.

One notable example, FDP 293, was built on November 8, 1950. It is one of only 612 right-hand-drive XK120s made with steel bodies, riding on original classic steel wheels with rear spats. This makes it an early steel-bodied car produced before additions such as heaters or side air intake flaps.

FDP 293 was first sold to F3 racer David Brake by Henley’s Great Western Motors in Reading. David raced the car at events including the West Essex Speed Trial and at Boreham. Tragically, he lost his life in 1951 while racing a 500cc Cooper.

The Brake family kept the Jaguar until 1989 when it was sold to collector and Alfa Romeo racer Hugh Taylor, by then showing just 4000 miles. Known as ‘FDP’, the car was used sparingly before passing through two further collections and on to its current owner. XK specialist Guy Broad carried out a sympathetic recommissioning and regards the car as possibly the most original and well-preserved XK120 in existence.

Today, FDP remains unrestored with matching numbers, original 75-year-old interior and mostly original paintwork and chrome. Even details such as the windscreen rubbers have aged naturally. The only modern additions are discreet indicators and period safety belts for road use.

Despite its originality and fewer than 6000 miles, the current owner campaigned FDP in 2024 at Shelsley Walsh Hill Climb and attended the Concours of Elegance at Hampton Court, where it won the RAC Club Trophy, thus earning an entry into 2025’s main concours. On display at the RAC Club’s Rotunda earlier this year, it is also due to appear at Jaguar’s Gaydon Engineering Centre in October.

ENGINE 3442cc/inline-six/ naturally aspirated/DOHC

TRANSMISSION Four-speed manual, RWD

POWER 160bhp

TORQUE 210lb ft

TOP SPEED 120mph

0-60MPH 10secs

WEIGHT 1315kg

‘FDP remains unrestored with matching numbers, original interior and mostly original paintwork and chrome’

1954 Mercedes Benz 300b Cabriolet (W186)

Owner James and Janet Jones

Location US

MERCEDES-BENZ 300 CABRIOLETS (W186) WERE produced between 1951 and 1957. These became known as the Adenauer line, after German Chancellor Konrad Adenauer, famously used several examples as official state vehicles.

An evolution of the original 300, the 300b variant introduced in 1954 offered a modest power increase of ten horsepower, achieved through twin Solex carburettors and a raised compression ratio. Larger, vacuum-assisted brakes and new operable vent windows further improved performance and comfort. The engine was mounted on a rubber-insulted subframe for reduced vibration and enhanced refinement.

The 300 Cabriolet retained the elegant, pre-war inspired styling of the W186 saloon, with flowing lines, rounded wings, a prominent chrome grille and a dignified upright stance. Its hand-stitched convertible roof was fully retractable. Hydraulic drum brakes were fitted at each wheel, which were among the largest available on any passenger car of the era. A 12-volt electrical system was fitted as standard.

Front suspension was via double wishbones and coil springs, complemented by a swing axle and coil springs at the rear. A dashboard-operated, load-levelling torsion bar system helped maintain composure under varying loads.

Esteemed ownership of 300-series models included Prince Rainier III of Monaco, Emperor Haile Selassie of Ethiopia,

‘The 300 Cabriolet retained the elegant, pre-war inspired styling of the W186 saloon’

King Saud of Saudi Arabia and the Shah of Iran.

This 300b is one of just 87 Cabriolets produced in 1954 and remains finished in its original factory colour, Platinum Blue. It retains its factory sheet metal, chrome, glass and wood trim. Delivered new to a doctor in Frankfurt, the car remained largely unknown until the mid-1980s, when it entered a prominent collection in Boston, Massachusetts. The 300b was acquired from that estate in 2005.

Between 2008 and 2012 the car underwent a complete, frame-off restoration by DTE Enterprises in Maine. Since completion, it has been exhibited at prestigious American concours events including Amelia Island and Pebble Beach, where it has earned numerous accolades. Far from being a static museum piece, this superb Mercedes-Benz 300b Cabriolet remains a regular participant in driving tours.

ENGINE

2996c/inline-six/ naturally aspirated/SOHC

TRANSMISSION Four-speed manual, RWD

POWER 124bhp

TORQUE 186lb ft

TOP SPEED 103mph

0-60MPH 15secs

WEIGHT 1850kg

ABOVE All the style, chrome and luxury expected of a flagship Mercedes-Benz in ’54.

1952 Bentley R-type Continental Fastback

Owner Private Collection

Location UK

THE BENTLEY R-TYPE CONTINENTAL BEGAN AS A simple idea: to create the fastest four-seat car in the world. In the late 1940s Bentley engineers, led by Ivan Evernden and stylist John Blatchley, started work on a high-performance version of the standard R-type saloon that aimed to combine speed and luxury with comfort and practicality.

The prototype, known as ‘Olga’ (thanks to its OLG490 registration), used a modified R-type chassis and a tuned 4.5-litre straight-six engine. Weight was kept low through extensive use of aluminium, and the body was carefully sculpted for aerodynamic efficiency. The result was a sleek fastback coupé designed and built by HJ Mulliner, capable of sustained high-speed cruising across the Continent.

Early test results were impressive. Olga reached 120mph during trials in France, which proved that a Bentley could deliver not just elegance but performance as well. The production version featured a slightly revised 4.6-litre engine, close-ratio gearbox and lightweight coachwork. Every part was selected with performance in mind, including bespoke tyres developed by Avon to withstand sustained high speeds.

When the car was introduced in 1952, it was the most expensive and exclusive Bentley ever offered. Only 208 R-type Continentals were produced, most bodied by HJ Mulliner with a few exceptions from Park Ward, Franay and others. All were built to order, often to individual customer specification.

This particular example was supplied new to Sir Duncan Orr-Lewis, a British gentleman of Canadian family origins and a lifelong holder of the extinct Orr-Lewis baronetcy. He inherited the title in 1921 on the death of his father, Sir Frederick Orr Orr-Lewis, the founder of Canadian Vickers Ltd.

In 1957 the car was sold to Lord O’Neill of Shanes Castle in Northern Ireland. Educated at Eton and Sandhurst, he served in the 11th Hussars and later held senior ceremonial positions in County Antrim as Deputy Lieutenant from 1967 to 1994 and Lord Lieutenant in 1994; he was appointed Knight Commander of the Royal Victorian Order in 2009.

O’Neill sold the car to Dr Patrick Kendall, who passed it to Sir Thomas Houstoun-Boswall in 1970. Sir Thomas was so enamoured with the car he took it with him when he moved to the US. It then passed to its first American owner, Christopher Owen, who retained the car for 23 years.

The Bentley returned to the UK in 1994 and was acquired by the current custodian in 2016. It has since had a complete restoration by marque specialists P&A Wood.

ENGINE 4566cc/inline-six/ naturally aspirated/OHV

TRANSMISSION Four-speed manual, RWD

POWER 153bhp

TORQUE 225lb ft

TOP SPEED 120mph

0-60MPH 11.5secs

WEIGHT 1650kg

ABOVE Elegant and fast, Continental set the template for grand touring Bentleys.

OPPOSITE

Beautifully crafted luxury leather and wood cabin for four.

1956 Mercedes-Benz 300 SL Gullwing

Owner Private Collection

Location UK

THERE ARE MOMENTS IN MOTORING HISTORY WHEN a machine transcends the role of transport and becomes a talisman of style. The Mercedes-Benz 300 SL is such a creation.

Born in the crucible of post-war competition the original W194 racing car stunned the world at Le Mans and the Carrera Panamericana. Out of those victories came a plea from US importer Max Hoffman for a product to tap into the emerging demand for sporting luxury. He persuaded the Daimler-Benz board to build a road-going supercar. The resulting car was unveiled at the 1954 New York Auto Show.

The 300 SL Gullwing was unlike anything the public had seen. Its long bonnet and sculpted flanks seemed drawn from the hand of a couturier, but the signature gullwing doors were born not from theatrics but from necessity. The tubular spaceframe that lay beneath was too high to permit conventional apertures – but what might have appeared a compromise became instead a signature flourish.

Inside the cabin one found not the austerity of a racer but the refinement of a gentleman’s club, with rich leather and elegant instrumentation. Yet beneath this finery lurked technology that placed the car at the cutting edge. The 300 SL was the first production automobile to employ direct fuel injection and it endowed the straight-six with 215bhp, enough to propel the car and its occupants to 150mph. That made it the fastest production car of its day.

To own one was to join a rarefied circle that included princes, Hollywood stars such as Clark Gable and Sophia Loren, and grandees of industry. It was a fashion statement as much as a car, but it would prove its mettle in competition. The factory 300 SLs had stopped in 1952, but John Fitch won his class at the 1955 Mille Miglia. Across Europe and the US, 300 SLs ran as private entries in circuit racing, rallying and hillclimbs – looking effortlessly cool while doing so.

This magnificent Mercedes-Benz W198 300 SL Gullwing has recently completed a meticulous restoration with marque specialists Hilton & Moss. More than 4000 hours of expert craftsmanship were dedicated to this project across a three-year period, returning the car to its former glory and making every effort to retain originality.

Finished in silver (DB180G) with a striking red (1079) leather interior and equipped with the exceptionally rare Rudge wheels, this Gullwing is presented in box-fresh condition. Now fully restored, it is ready to make its debut on the Hampton Court Palace lawns.

ENGINE 2996cc/inline-six/ naturally aspirated/SOHC

TRANSMISSION Four-speed manual, RWD

POWER 215bhp

TORQUE 203lb ft

TOP SPEED 150mph

0-60MPH 8.8secs

WEIGHT 1295kg

ABOVE More than 4000 hours of expert restoration craft has gone into this 300 SL.

OPPOSITE Elegant and sophisticated cabin masked deep motor sport mettle.

1957 BMW 507 Roadster Series II

Owner Thierry Halff

Location Switzerland

CREATED TO COMPETE WITH BRITISH AND ITALIAN sports cars of the era in the crucially important American market, the BMW 507 combined elegant styling with V8 performance. Its sleek aluminium body was designed by Albrecht von Goertz, blending classic proportions with modern flair, but it struggled to find buyers.

Originally intended as a more affordable sports car to boost BMW’s sporting image, production costs soared due to its hand-crafted aluminium body and low-volume manufacturing. Pitched against the Mercedes-Benz 190 SL, it ended up costing far more and, despite a sophisticated suspension setup and a 150bhp 3.2-litre V8 engine, ultimately fewer than 250 found homes.

Chassis 70103 was completed on October 16, 1957, making it one of the earliest Series 2 models. Information from BMW Group Classic confirms it was first delivered in black, one of only 15 cars finished in that colour.

Helmut Müller of Oberstdorf owned the car from December 1957. It is not known when he sold it on or to whom, but the 507 Roadster was next purchased by Karl Heinz Oehler from Berlin. Oehler owned it from November 1966 to March 1967, before passing it on to Firma Sport Hölme, also in Berlin, until October 1968.

From then until June 1972, it belonged to the Rasthaus Hotel, owned by Günter and Anneliese Neef in Gütersloh. Original BMW service records confirm extensive work was carried out at the Munich factory in 1969 and 1971, involving many thousands of Deutsche Marks.

After that, it was acquired by American expatriate Patrick M Gould, whose residences included Rockport in Maine, San Remo in Italy, and Paris in France. Gould, a passionate automotive enthusiast, corresponded with BMW specialist Gottfried Liechti in Switzerland, praising the 507 as ‘the most beautiful car ever built’ and receiving valuable advice on its care.

Between October and December 1972, the car underwent a comprehensive restoration at San Remo’s Autocarrozzeria Alfa, requiring over 600 hours of work and costing approximately 2.1 million Lire. During this time the car was repainted red, bearing an American plate from Maine.

Gould owned the car until December 1983, when it passed to his cousin in Lausanne, Switzerland, who kept it until 2019. It then passed to its current owner, who has undertaken a full restoration to its original black livery.

ENGINE 3168cc/V8/ naturally aspirated/SOHC

TRANSMISSION Four-speed manual, RWD

POWER 150bhp

TORQUE 155lb ft

TOP SPEED 127mph

0-60MPH 8.5secs

WEIGHT 1250kg

ABOVE High cost of hand-crafting those gorgeous aluminium panels blunted sales.

OPPOSITE Von Goertz’s mastery of proportion evident from every angle.

1970 Mercedes-Benz C 111-II

Owner Mercedes-Benz Heritage

Location Germany

BELOW C 111-II showcased gullwing doors, flying buttresses and a mid-mounted Wankel engine.

OPPOSITE Signature Weissherbst paint colour is as iconic today as the Bruno Sacco-designed, shark-nosed profile.

AN EXTRAORDINARY EXHIBIT THRILLED VISITORS TO the Mercedes-Benz stand at the International Motor Show in Frankfurt am Main in September 1969: the C 111.

Fascinating sports car icon and media favourite, laboratory on wheels for the development of the Wankel rotary engine and testing innovative new technologies and, last but not least, legendary record-breaking car: the C 111 is all this and much more. Despite numerous orders, though, the car remained purely experimental and never entered production. However, it did spawn several exciting follow-ups.

At the Geneva Motor Show in 1970, the revised C 111-II was presented with a four-rotor Wankel engine producing 350bhp and top speed in advance of 170mph. This version also served as the basis for a V8 model of the C 111 using the standard series M 116 engine, which produced 200bhp.

The C 111-II you see before you is the four-rotor Wankel variant. The rotary layout contributed to an impressively smooth power delivery, with fewer vibrations than a conventional inline or V-configuration engine. Cooling and lubrication were specially engineered to cope with the rotary’s unique demands. The engine featured specialised aluminium housings and precision-machined rotors.

The C 111-II ’s chassis was a tubular spaceframe, offering exceptional rigidity while remaining light enough to maximise performance. Independent suspension was fitted on all four wheels, with double wishbones at the front and a multi-link set-up at the rear, combined with coil springs and telescopic dampers. The chassis also incorporated innovative safety and structural design elements; reinforcements were placed strategically to cope with the high stresses generated by the rotary engine. Disc brakes were fitted all round.

A number of record-breaking variants were subsequently created, including the C 111-II D in 1976 and the C 111-III between 1977 and 1978. Both were fitted with a five-cylinder turbodiesel engine, but the C 111-IV of 1979 used a 500bhp 4.8-litre turbocharged V8 petrol unit.

ENGINE 2400cc/four-rotor Wankel rotary/ naturally aspirated

TRANSMISSION Five-speed manual, RWD

POWER 350bhp

TORQUE 363lb ft

TOP SPEED 186mph

0-60MPH 4.8secs

WEIGHT 1240kg

‘Despite numerous orders, the C 111 remained purely experimental and never entered production’

1972 Iso Grifo Series II

Owner Albert Hitchcock

Location UK

BELOW Iso Grifo’s virtues courtesy of the talents of Rivolta, Bizzarrini and Bertone plus American muscle.

OPPOSITE Sleeker nose profile and lidded headlamps part of Gandini’s Series II body modifications.

DESIGNED TO RIVAL THE GRAND TOURING OFFERINGS of Ferrari and Maserati, the Iso Grifo combined Italian styling with powerful and reliable American V8 engines.

Just 413 examples were built in total, comprising 330 Series I and 83 Series II cars. Among the rarest are the Series II right-hand-drive models, of which only six were produced, and the Series II Targa, which was limited to just four examples.

A youthful Giorgetto Giugiaro at Bertone penned the original Iso Grifo form, while the engineering was the work of Giotto Bizzarrini, who had recently left Ferrari following the well known ‘Palace Revolt’ of 1961. The result was a beautifully proportioned car with impressive performance and refinement. Bizzarrini and Iso would soon part ways, with the former more keen on developing his racing ambitions, while Iso wanted to focus on the road cars.

In 1970, the Series II was introduced, featuring sleeker, Marcello Gandini-tweaked lines and retractable headlights. The example featured here, registration JMA 941K, is one of only five right-hand-drive Series II cars supplied new to the UK market. It was delivered through HWM and Trojan Cars, and registered in February 1972 as VRV 629K. Fitted with the 5.4-litre Chevrolet V8 engine and automatic transmission, it came from the factory with a tall 2.88:1 axle ratio, air-conditioning and ZF power steering.

The Grifo has a well documented provenance. Owners have included Rupert Beckwith-Smith, Anders Schroeder, and Nick Carter, who acquired it via Coys’ June 1994 auction. In 2001, Alexander Fyshe, president of the Maserati Club, bought the car and retained it for 16 years. During his ownership, the Iso received a high-quality respray in Blu Sera by Prestige Restorations of Chertsey in 2002, along with mechanical recommissioning and servicing by McGrath Maserati.

That same year, Auto Italia magazine featured the car in a full road test. In 2005, it was invited to the Cartier Style et Luxe Concours at Goodwood, where it won its class. It was also shown at Salon Privé at the Hurlingham Club in 2009.

The Iso passed to collector Stuart Parr via Bonhams’ 2017 Goodwood Revival sale. Exported to New York, it was displayed at The Bridge event in 2021. Albert Hitchcock purchased the Grifo in December 2023 and has since commissioned an 18-month concours-level restoration by McGrath Maserati, returning it to bare metal and completing a full nut-and-bolt rebuild. Concours of Elegance Hampton Court will be the car’s post-restoration debut.

MICHAEL WARD/AUTO

ENGINE 5358cc/V8/ naturally aspirated/OHV

TRANSMISSION Three-speed automatic, RWD

POWER 350bhp

TORQUE 340lb ft

TOP SPEED 165mph

0-60MPH 6.0secs

WEIGHT 1600kg

‘Among the rarest are the Series II right-hand-drive models, of which only six were produced’

1973 Ligier JS2

Owner Thierry Dehaeck

Location Belgium

BELOW Built in 1973, this particular JS2 was not registered until 1975 – possibly due to early accident damage.

OPPOSITE A former owner was Michel Tétu, who designed the JS2 for Ligier. He restored it and rebuilt the engine.

GUY LIGIER WAS A MAN WITH ZEAL – NOT ONLY

was he a racing driver, but he was also a champion rower and rugby player. When injuries forced his retirement from rugby, he set about racing on two wheels and four.

This passion morphed into building his own car alongside Jo Schlesser, which would outperform the machines they both drove. The JS2 was the second model to appear, sporting a swoopy glassfibre body. Although the car was first shown with a Ford V6, the Blue Oval had its own plans for a similar model, the GT70; as a consequence, the auto maker refused to supply any engines. Guy Ligier instead turned to Citroën, which let him use the Maserati V6 from the SM. This was later replaced with the 2.9-litre unit from the Merak.

Production came to an end when Citroën finally offloaded Maserati, leaving Ligier without an engine. He had grander aspirations, however – he bought the assets of Equipe Matra Sports and formed Équipe Ligier in 1976 to take on Formula 1. With support from French President François Mitterrand, the blue Matras had some success; they finished second in the 1980 F1 World Championship, and took nine victories over 20 years – 17 of them under Guy Ligier’s control.

Built in 1973 and completed on February 21, this particular JS2 emerged midway through the 1971–75 production run yet was not registered until 1975. It retains its original early nose with Plexiglas-covered headlights, a defining model feature lost on many early examples when upgraded to pop-up units that proved unreliable and far less attractive.

The new-sale delays may have stemmed from bodywork damage sustained in a spin that left both ends scraped but spared the chassis. Rather than repair the body, the decision was taken to replace the entire thing. The JS2’s early life is obscure – there was no Ligier club or dealer network when Guy Ligier halted production in 1976 to pursue Formula 1, leaving these cars as orphans. Many of the 82 built succumbed to accidents, neglect or lack of maintenance, yet a handful survived thanks to the classic vehicle movement.

Decades later, chassis no. 25377303 appeared for sale near Grenoble. It was bought by Michel Tétu, who designed the JS2 for Ligier. He meticulously restored it and rebuilt the engine, fitting more reliable, solid valves. Tétu later sold the car to Mr Fleury in Yvelines, who in turn sold it in 2014 to Jacques Nicolet, Ligier’s new owner, as a heritage showpiece. Under Nicolet it featured at Magny-Cours and the Le Mans Classic, and it was briefly trialled with electronic fuel injection before reverting to its standard carbs for sale to the Thierry Dehaeck Collection.

ENGINE 2965cc/V6/ naturally aspirated/DOHC

TRANSMISSION Five-speed manual, RWD

POWER 195bhp

TORQUE 192lb ft

TOP SPEED 145mph

0-60MPH 7secs

WEIGHT 1069kg

‘It retains its original early nose with Plexiglas‑ covered headlights, lost on many early examples’

1980 BMW M1

Owner Tim Hignett

Location UK

FROM ITS INCEPTION, THE BMW M1 WAS A BOLD declaration of sporting intent. Mid-engined, hand-built and developed with motor sport in mind, it was the first standalone model from BMW’s M division, and remains among the marque’s most iconic creations.

The M1’s Giorgetto Giugiaro-designed exterior housed a race-bred straight-six engine designed by legendary engineer Paul Rosche – the first developed by BMW’s M division and not adapted from an existing unit. The M88/1 produced 272bhp in road trim, and would later be revised for use in the M635 CSi and M5 in M88/3 form.

This particular example has been owned from new by Tim Hignett, whose long-standing connection with BMW lends the car a story as distinctive as the vehicle itself. Tim was a BMW main dealer from 1969 to 2003, trading as L&C of Tunbridge Wells, and he witnessed first-hand what many regard as a golden era for the Bavarian marque.

The M1 was never destined for a quiet existence. Delivered in 1980 by road from Munich to the UK by the late Willie Reisner, then technical manager for BMW Concessionaires, it was initially registered in the Isle of Man through a helpful dealer, as the model had not yet received UK type approval.

In 1982, newly married Tim persuaded his wife that a three-week tour of Europe’s capitals in a gleaming white M1 would make an ideal honeymoon. Their clothes and personal items were packed into the bespoke BMW luggage set, designed specifically for the model.

Two years later, the M1 returned to Germany for the inaugural BMW M1 Club gathering at the Nürburgring. There, it took part in demonstration laps of the Nordschleife, helping to mark the opening of the new Grand Prix circuit. Each event participant received a personalised scale model of the original clay styling buck.

In 1987, the car was driven to the annual BMW convention, held that year in Nice. Incredibly, the car was stolen from a secure underground car park, only to be mysteriously recovered and returned to the UK a month later. No questions were asked, and none were answered.

When Tim sold his BMW dealer group in 2003, the M1 remained in his personal collection. It has since continued to exemplify the spirit of BMW M, most recently appearing on display at Partridge BMW as part of the celebrations marking 50 years of BMW’s legendary performance division.

ENGINE 3453cc/inline-six/ naturally aspirated/DOHC

TRANSMISSION Five-speed manual, RWD

POWER 277bhp

TORQUE 243lb ft

TOP SPEED 162mph

0-60MPH 5.3secs

WEIGHT 1300kg

ABOVE Enduring supercar design appeal is testament to Giugiaro’s genius.

OPPOSITE Two rear ‘propeller’ badges a nod to Paul Bracq’s 1972 Turbo concept.

1987 Aston Martin V8 Vantage Zagato

Owner Anthony MacLean

Location UK

BELOW Edgy lines and flush-fitting glass were a huge departure from the iconic curves of the 1960 DB4 GT Zagato.

OPPOSITE Despite a lukewarm reception, appreciation for the V8 Zagato’s unique style has now grown significantly.

THE DEFINITION OF SERENDIPITY IS THE OCCURRENCE of something good happening by chance – and at the Geneva Motor Show in 1984, that’s just what happened.

Aston Martin’s Peter Livanos and Victor Gauntlett were hanging around the marque’s stand, which happened to be close to that of Zagato. Having collaborated in the past, both brands were known to each other – and both could only stand by and watch the rapturous response to the Ferrari 288 GTO and the Porsche 959. And, more importantly, the speed at which deposits were being taken for both.

Thus a plan was hatched to build the most powerful V8 that Aston could produce, in a shortened, lightened chassis clothed in a Zagato body and interior. The result was one of the fastest – and most controversial – Aston Martins of all time. Zagato reimagined the manufacturer’s existing V8 Vantage by creating an entirely new aluminium body. The result was a sharp-edged, compact design that was quite unlike any other Aston Martin of the period – it also featured the customary double-bubble Zagato roof. The bonnet hump was a late addition to the design, much to Zagato’s chagrin. At the last minute Aston Martin reverted to carburettors rather than fuel injection, necessitating the panel addition.

The car was first announced at the 1985 Geneva Motor Show, and revealed there exactly one year later. Production commenced in 1986. Only 52 coupés and 37 Volantes were built, making the V8 Zagato one of the rarest Aston Martins ever produced – and the fastest of any V8 Vantage built between 1969 and 1990. In 1986 a V8 Vantage Zagato, driven by French motor sports journalist and racer Jose Rosinski for France’s Sport Auto magazine, was independently timed at a top speed of 185.8mph on a closed Autoroute near Paris.

The V8 Zagato was powered by an X-Pack-specification 5.3-litre V8 engine, tuned to produce approximately 430bhp. As with all Aston Martins of the period, the V8 Zagato was largely hand-built, and each example was tailored to the tastes of its owner. Many went to prominent collectors and enthusiasts. Notably, the Sultan of Brunei was among the buyers, as was Rowan Atkinson, who famously owned a red example and raced it in classic car events.

This particular car is finished in Salisbury Blue (ZagatoCobalto Blue) with Navy Blue hide and matching Alcantara trim and dark blue Wilton carpeting, and is one of 32 right-hand-drive cars built. It has covered a mere 7500 miles from new in the hands of just three owners.

NICHOLAS MEE

ENGINE 5340cc/V8/ naturally aspirated/SOHC

TRANSMISSION Five-speed manual, RWD

POWER 430bhp

TORQUE 395lb ft

TOP SPEED 186mph

0-60MPH 4.8secs

WEIGHT 1580kg

‘Only 52 coupés and 37 Volantes were built, making the V8 Zagato one of the rarest Aston Martins ever produced’

1988 Aston Martin V8 Vantage Volante Prince of Wales

Owner Jörg Wolle

Location UK

THE ASTON MARTIN V8 VANTAGE VOLANTE PRINCE of Wales represents a rare and distinguished chapter in British motoring, born from a bespoke commission by His Royal Highness The Prince of Wales in 1986.

At the time, the standard V8 Vantage Volante stood as Aston Martin’s most powerful and visually assertive model, featuring flared wheelarches, a front air dam and a rear spoiler. The Prince, however, envisioned a more restrained interpretation – one that preserved the formidable 5.3-litre V8 Vantage mechanical specification, yet presented in a more understated, classically elegant form.

The result was a uniquely tailored Volante, crafted by Aston Martin Works Service at Newport Pagnell. It was stripped of its more flamboyant styling elements and delivered with discreet detailing, refined chrome accents and a standard bodyshell that allowed the car’s proportions to speak without exaggeration.

This quietly powerful specification soon gained attention among the marque’s most discerning clientele, and ultimately 22 right-hand-drive examples were produced by Aston Martin between 1986 and 1989, each built by hand and only by special request. The car you see before you, chassis number 15746 and completed in December 1988, is one of just five additional LHD Prince of Wales units factory-built for the US market. It is widely regarded as the ultimate example of this special and rare specification.

The present custodian had it restored by renowned marque specialist RS Williams Ltd, returned to its original factory colour scheme of Balmoral Green with Connolly tan leather piped in dark green, the personal choice of HRH The Prince of Wales. It was enhanced with the firm’s legendary 7.0-litre engine upgrade, delivering extraordinary performance while remaining faithful to the car’s original ethos.

With its Ronal wheels, Connolly leather interior and ZF five-speed manual gearbox, chassis 15746 embodies the very spirit of Aston Martin’s bespoke craftsmanship at the close of the coachbuilt era. Revered today for its rarity, royal provenance and balance of elegance and engineering, the Prince of Wales specification Volante remains one of the most desirable expressions of the V8 lineage, and a fitting representative of British automotive refinement at its highest level. The owners enjoy the car on rallies and tours in Scotland, Wales and England.

ENGINE 7010cc/V8/ naturally aspirated/SOHC

TRANSMISSION Five-speed manual, RWD

POWER 525bhp

TORQUE 530lb ft

TOP SPEED 170mph+

0-60MPH 4.5secs

WEIGHT 1950kg

ABOVE Subtle on the outside, brutal beneath – the ultimate Vantage Volante.

OPPOSITE Finished in Balmoral Green over tan leather just like the then-Prince’s own car.

1994 Bugatti EB110 America

Owner Progetto 33

Location Switzerland

BELOW EB110 America is one of only two known examples factory-developed to meet US regulations.

OPPOSITE Familiar SS-style cylindrical cooling air intakes, but side marker lamps reveal US-spec EB110.

THE BUGATTI EB110 IS WIDELY REGARDED AS A pioneer in the hypercar segment. It was the first production car to feature a carbonfibre monocoque chassis, developed in collaboration with the French aerospace firm Aérospatiale. This cutting-edge design marked a shift toward the lightweight, shell-like construction now common among today’s highest-performing vehicles. The EB110 was also the first hypercar to feature permanent four-wheel drive. Rather than adapting an existing unit, Bugatti also engineered its own powerplant from scratch. This bold decision delivered impressive results. In 1993, the EB110 recorded a Nürburgring Nordschleife lap time of 7min 44sec– a record that remained unchallenged right up until 2002.

In 1994, Bugatti began preparing to enter the North American market. Developed from the high-performance Sport Stradale (SS) variant, the EB110 America produced 600bhp and extensively featured lightweight materials such as carbonfibre, titanium and magnesium for various components, together with safety and comfort solutions to meet both US regulations and market requirements.

Externally, the EB110 America can be identified by its repositioned Bugatti badge and revised panel gap – both higher up the nose – front and rear side markers plus revised rear wing-mounting points.

Originally finished in light grey, chassis 39025 made its debut at the 1994 Concorso Italiano in Monterey, where it won the People’s Choice Award. In early 1995, it featured at the Chicago Auto Show. Upon the car’s return from the US Romano Artioli decided to keep it, and he commissioned Zagato to repaint it in a unique shade of blue, Blu Bugatti.

In Artioli’s words: “A true Bugatti could only be blue.”

The car remained with Artioli until 2013. It was then passed to Gregor Fisken before joining Progetto 33 in 2019. Among the EB110s the America version is the rarest, with a known number of only two examples produced entirely by Bugatti Automobili SpA in Campogalliano.

In 2024, it became the first EB110 to undergo Bugatti’s La Maison Pur Sang authenticity certification programme. The car was deemed ‘Excellent’, with no component alterations, and ‘Compliant’, meaning original with no evident damage or modifications, confirming its authenticity. While Artioli’s earlier colour change request deviates from the original specification, Bugatti Automobiles considers it historically significant and integral to the car’s story.

ENGINE 3499cc V12, quad-turbocharged, DOHC

TRANSMISSION Six-speed manual, four-wheel drive

POWER 600bhp

TORQUE 479lb ft

TOP SPEED 221mph

0-60MPH 3.2secs

WEIGHT 1418kg

‘The first EB110 to undergo Bugatti’s La Maison Pur Sang authenticity certification programme’

2006 Aston Martin DBR9

Owner Gregor Fisken

Location UK

BELOW Extensive modifications to the bodywork and entire mechanical package made DBR9 a winner.

OPPOSITE Striking livery, evocative exhaust note and front-runner status meant DBR9 was a firm fan favourite.

THE ASTON MARTIN DBR9 MARKED THE MARQUE’S return to top-level motor sport after many decades, and it was designed specifically to compete in GT racing events such as the FIA GT Championship and the Le Mans 24 Hours.

The DBR9 retained the bonded-aluminium structure of the DB9 but was extensively modified for racing. Its bodywork was replaced with carbonfibre panels, and the front and rear ends were redesigned for better aerodynamics and cooling, with a large rear wing and front splitter added to enhance downforce. Under the bonnet sat a naturally aspirated 6.0-litre V12 engine, tuned to produce over 600bhp. The powerplant was mated to a six-speed sequential gearbox.

Aston Martin’s DBR9 made its competition debut at the 2005 Sebring 12 Hours, where it claimed a class victory on its first outing. It continued to perform well in various GT championships, winning races and securing podiums against strong competition from rivals such as Corvette Racing and Ferrari. Its greatest successes came in the GT1 class at Le Mans, where it won its category in both 2007 and 2008.

This particular DBR9 is chassis 3, one of the ten works DBR9s built by Prodrive under the Aston Martin Racing banner. In 2006, chassis 3 ran in the American Le Mans Series as car 007, with drivers Darren Turner, Tomáš Enge and Nicolas Kiesa. Chassis 3 finished third in class at the Sebring 12 Hours, won Petit Le Mans and Salt Lake, and had podium finishes in all of the remaining races bar one. Its crowning achievement was at the Le Mans 24 Hours, where chassis 3 came sixth overall and second in class – the highest-placing Aston Martin DBR9 at that year’s event.

In 2007, stewardship passed to Larbre Compétition, who ran the car at Le Mans as a private entry. Driven by Casper Elgaard, Christophe Bouchut and Fabrizio Gollin, it started 23rd on the grid and finished seventh overall, placing third in the LM GT1 category and making chassis 3 the only DBR9 to record two podium finishes at the Le Mans 24 Hours.

After spending 2008 and 2009 idle, chassis 3 was loaned to the Young Driver Team to contest the FIA GT1 Championship, with Turner and Enge partnering in 2010, and Enge teaming up with Alex Müller in 2011. With Young Driver, chassis 3 had a win at the Nürburgring and two podiums in 2010, and a further four podiums in 2011.

Chassis 3 has recently been returned to its 2006 Le Mans podium livery after a full restoration by ex-Prodrive engineer Stuart Gale and his team at Venture Engineering.

ENGINE 5935cc/V12/ naturally aspirated/DOHC

TRANSMISSION Six-speed manual, RWD

POWER 620bhp

TORQUE 516lb ft

TOP SPEED 200mph

0-60MPH 3.4secs

WEIGHT 1100kg

‘... making chassis 3 the only DBR9 to record two podium finishes at the Le Mans 24 Hours’

2007 Mercedes-Benz SLR McLaren 722 Edition Coupé

Owner John Greenslade

Location UK

BELOW 722 marked out by 19-inch light-alloy wheels and rear light surrounds, both finished in Palladium Grey.

OPPOSITE Clear-coat carbonfibre front splitter enhances aerodynamic performance and increases downforce.

FEW PARTNERSHIPS IN THE AUTOMOTIVE WORLD have proven more successful than that of Mercedes-Benz and McLaren, each with a distinguished racing pedigree.

Mercedes-Benz began supplying engines to McLaren’s Formula 1 team in the mid-1990s, and over the following decade and a half, McLaren achieved numerous victories. Mercedes-Benz went on to acquire a 40 percent stake in the McLaren Group, and it was during this period that the two marques collaborated on their first road car: the MercedesBenz SLR McLaren, introduced in November 2003 to rival the Ferrari Enzo and Porsche Carrera GT.

Rather than producing a stripped-back, uncompromising supercar, Mercedes-Benz and McLaren chose a different path. The SLR featured a front-mid-engine layout, not the usual rear-mounted configuration found in most supercars. This delivered near-perfect weight distribution, enhancing the car’s handling while also allowing for a surprisingly generous boot and cabin. Built at McLaren’s facility in Woking, the SLR was meticulously engineered and finished to the standards expected of a flagship Mercedes-Benz. The engine is a hand-built 5.4-litre supercharged V8, known internally as the M155 SLR, a development of MercedesAMG’s formidable M113 engine but substantially reworked for the SLR project, including a dry-sump lubrication system and unique intake and cooling architecture more in tune with the higher performance demands of a supercar.

Responding to clients’ requests for a more dynamic version of the SLR, Mercedes-Benz unveiled the 722 Edition in 2007. Named in honour of Stirling Moss’ 1955 Mille Miglia starting time, just 150 examples were produced.

The 722 Edition featured more than 300 modified components. Power rose from 617bhp to 641bhp, reducing the 0-60mph time to 3.6 seconds. Ride height was lowered by ten millimetres, new 19-inch alloy wheels accommodated larger carbon-ceramic brakes, and a carbonfibre front splitter increased front downforce by 128 percent. Remarkably, these enhancements also improved aerodynamic efficiency, with a reduced drag coefficient.

Inside, the cabin featured Alcantara and carbonfibre trim, replacing much of the standard leather and aluminium to create a more focused, sportier environment.

This example is finished in Crystal Antimony Grey Metallic, a colour reserved specially for the 722, with a black leather and Alcantara interior.

ENGINE 5439cc/V8/ supercharged/SOHC

TRANSMISSION Five-speed automatic, RWD

POWER 641bhp

TORQUE 605lb ft

TOP SPEED 209mph

0-60MPH 3.6secs

WEIGHT 1768kg

‘Named in honour of Stirling Moss’ 1955 Mille Miglia starting time, just 150 examples were made’

2017 Ferrari F12tdf

Owner Private Collection

Location UK

LAUNCHED IN 2015, THE F12TDF IS A LIMITED-EDITION, track-focused evolution of Ferrari’s already formidable F12berlinetta. Its name, Tour de France, is a nod to the legendary endurance race in which Ferrari carved its name in motor sport history during the 1950s and ’60s.

At its heart lies an even more finely tuned version of the naturally aspirated 6.3-litre V12 engine found in the standard F12berlinetta. Ferrari engineers increased the compression ratio and optimised the intake and exhaust systems to boost airflow and power delivery. A redesigned intake manifold ‘breathes’ better at high revs, while the exhaust system’s new, lighter layout provides a more aggressive sound.

As a result, the engine churns out 770bhp and 520lb ft of torque, driving the rear wheels via a seven-speed dual-clutch transmission. All out, the car can hit more than 211mph after having surpassed the 60mph mark in just 2.9 seconds.

What sets the F12tdf apart is not just its brutal power but also its exceptional handling and agility. Increased use of lightweight materials has reduced overall mass to just 1415kg.

The Ferrari F12tdf’s active aerodynamics system represents a remarkable fusion of innovation and engineering precision, designed to maximise performance by adapting to driving conditions in real time. At the forefront of this technology is the innovative front splitter, which features movable flaps. These flaps open or close based on data from the electronic control unit, adjusting the airflow beneath the car to increase downforce when cornering or under braking, and reducing it on straights to optimise top speed.

Complementing the front end is the prominent rear diffuser and the large rear wing, both pivotal in generating downforce. The wing is not fixed; it actively changes angle depending on speed and driving mode. At high speed on a straight, the wing lowers to reduce drag, freeing the car to reach its maximum velocity. When cornering or braking, it rises to create additional downforce, improving traction and balance. The wing also acts as an air brake during heavy deceleration, improving both stability and stopping distance.

The system is governed by sophisticated sensors and a control unit that constantly monitors parameters such as speed, yaw rate and steering angle, enabling split-second adjustments. Together, these components work harmoniously to optimise aerodynamic efficiency, providing the F12tdf with extraordinary grip and agility without sacrificing speed.

Ferrari produced just 799 examples of the F12tdf.

ENGINE 6262cc/V12/ naturally aspirated/DOHC

TRANSMISSION Seven-speed automated manual, RWD

POWER 770bhp

TORQUE 520lb ft

TOP SPEED 211mph

0-60MPH 2.9secs

WEIGHT 1415kg

ABOVE Immense presence, driving thrills and front-mounted V12 heritage aplenty.

OPPOSITE Azzurro La Plata paint colour a nod to Ferrari’s ‘TdF’ cars of the late 1950s.

2000 Aston Martin Vantage Volante V550 ‘Short Chassis’

Owner Blair McMurchy

Location Canada

BELOW Drop-top Volante appeared a full six years after the coupé. Limited to just eight, customer-specced units.

OPPOSITE Cumberland Grey metallic over Smoke Green leather – a classic and serious look.

UNVEILED IN 1993 AS THE FLAGSHIP OF ASTON MARTIN’S hand-built V8 line, the supercharged Vantage coupé was a radical evolution of the long-serving V8 model. It was not a facelift of the standard Virage, despite sharing some core structure, but was instead a thoroughly re-engineered machine with its own powertrain, bodywork and chassis tuning. The result was the most powerful and aggressive Aston Martin road car of its time.

The 5.3-litre V8, based on Tadek Marek’s original design, was heavily modified with two Eaton superchargers and intercoolers. The engine bay was so tightly packed that each cylinder bank received its own intake plenum.

In the late 1990s, Aston Martin’s senior management made it clear that the 550bhp twin-supercharged V8 Vantage would never be offered in convertible form.

Despite this, after six years of Vantage production in coupé form only, that position quietly changed. Following requests from a select group of VIP clients, and in keeping with the marque’s tradition of accommodating loyal customers, eight convertible Vantages were built. These left the factory at Newport Pagnell shortly before the traditional hand-built production facilities closed their doors for the final time.

This particular left-hand-drive example is presented in its original specification of Cumberland Grey, paired with Connolly VM Smoke Green leather upholstery, Charcoal Wilton carpeting trimmed in green and a matching soft-top hood. All eight cars were individually commissioned by their owners, built in 2000 to fully certified European typeapproval standards, and were all powered by the 550bhp V8 engine mated to a six-speed manual transmission.

In addition to its bespoke configuration, this example was fitted from new with optional Vantage ‘Le Mans’ edition instrumentation, smoked walnut veneer interior trim and a Becker hi-fi system. Of the eight special Vantage Volantes produced, only three were constructed in left-hand-drive configuration, with the remaining five units completed in right-hand drive for UK-based clients.

Although superficially similar in appearance to the 1997-1999 V8 Volante, the supercharged Vantage Volante was underpinned by the shorter-wheelbase chassis and mechanical specification of the Vantage coupé. Internally, the model became known as the ‘Short Chassis’ Vantage Volante, referring to its 200mm reduction in wheelbase and overall length compared with the standard V8 Volante of the era.

ENGINE 5340cc/V8/ twin-supercharged/SOHC

TRANSMISSION Six-speed manual, RWD

POWER 550bhp

TORQUE 550lb ft

TOP SPEED 186mph

0-60MPH 4.6secs

WEIGHT 2000kg

‘The result was the most powerful and aggressive Aston Martin road car of its time’

2019 Bentley Continental GT Number 9 Edition by Mulliner

Owner Bryan Webb

Location UK

BELOW Mulliner

22-inch wheels painted body-matching Viridian Green. Subtle, effective carbonfibre kit included.

OPPOSITE Number 9

Edition is distinguished by No. 9 badgework and a very bold, matching front grille graphic.

THERE ARE CARS THAT MERELY TRANSPORT, AND then there are cars that tell stories. The Continental GT Number 9 Edition by Mulliner is emphatically of the latter kind, its existence a nod not only to Bentley’s contemporary grand-touring abilities but to a golden age of motor sport when courage, invention and audacity defined the marque.

Only 100 Number 9s were created, each built by hand in Crewe, and each carrying with it the memory of Sir Henry ‘Tim’ Birkin. Birkin was one of the original Bentley Boys, a raffish brotherhood of investors, adventurers and racers who carried the winged ‘B’ from the leafy lanes of England to the brutal straights of Le Mans. It was Birkin’s irrepressible spirit that demanded more power from WO Bentley’s magnificent 4½ Litre, and through his insistence upon collaboration with Amherst Villiers, the supercharger was grafted to the engine. The result was the ‘Blower’ Bentley, a machine so ferocious that its very silhouette has become the archetype of the pre-war racing car. Birkin’s No. 9 Blower, with its daunting green livery, thundered down the Mulsanne Straight in 1930 and passed into legend – even if success didn’t follow in the way all involved had hoped.

The 2019 homage carries that legend with studied subtlety. Its specification included bodywork finished in Viridian Green or Beluga Black paint, colour-matched 22-inch Mulliner wheels, Black Line Specification trim and an aero-enhancing carbonfibre bodykit.

Inside, the sense of theatre deepens. Heritage hides in Cumbrian Green or Beluga are polished to a soft gloss, their surfaces punctuated by debossed ‘B’ emblems upon seats and door panels, as if whispering of the original Blower’s cockpit. The centre console shimmers with the hypnotic pattern of Engine Spin, the traditional turned-aluminium finish favoured by devotees of both motor racing and aviation in the 1920s, its delicate spirals diffusing the play of light.

Set within the facia is a British Jaeger timepiece, made as its forebears were made, its face recalling the dials of Birkin’s own machine. Bentley’s celebrated rotating display here conceals its coup de théâtre: a fragment of wood, once part of the seat from Birkin’s No. 9 Blower, recovered during that car’s careful restoration and now preserved in resin. It glows faintly within the dial, a relic transformed into art, a bridge between two eras of pinnacle motoring.

The organ stops, plated in 18-carat gold, offer a final flourish, as do the treadplates inscribed ‘1 of 100’.

ENGINE 5952cc/W12/ twin-turbocharged/DOHC

TRANSMISSION Eight-speed dual-clutch automatic, AWD

POWER 626bhp

TORQUE 664lb ft

TOP SPEED 207mph

0-60MPH 3.6secs

WEIGHT 2245kg

‘Only 100 Number 9s were created, each carrying with it the memory of Sir Henry ‘Tim’ Birkin’

Thorough Events would like to thank the following for their invaluable help and support

PRESENTING PARTNER & SPONSOR OF THE 30 UNDER 30

A. Lange & Söhne

COWORTH PARK

HAMPTON COURT PALACE

To all our friends at Historic Royal Palaces, without whom the Concours of Elegance would not be possible

OFFICIAL AUTOMOTIVE PARTNER

Morgan Motor Company

OFFICIAL AUCTION PARTNER

Gooding Christie’s

OFFICIAL AVIATION PARTNER

AirX

OFFICIAL CAR CLUB MEDIA PARTNER

Classic & Sports Car

OFFICIAL CAR COVER PARTNER

Specialised Covers

OFFICIAL CATERERS

Moving Venue

OFFICIAL CHAMPAGNE PARTNER

Charles Heidsieck

OFFICIAL CHARITY PARTNER

The King’s Trust

OFFICIAL CHAUFFEURING PARTNER

London Luxury Chauffeuring

OFFICIAL INSURANCE PARTNER Chubb

OFFICIAL MEDIA PARTNERS

Classic & Sports Car Magneto

OFFICIAL PICNIC PARTNER

Fortnum & Mason

OFFICIAL TOUR SPONSOR Immun’Âge

OFFICIAL TRANSPORTATION PARTNER

EM Rogers

OFFICIAL TRAVEL PARTNER

Audley Private Concierge

OFFICIAL VINTNER

Justerini & Brooks

OFFICIAL WATER SPONSOR

Hildon Water

ROYAL WARRANT HOLDERS ASSOCIATION

THE CLUB TROPHY

Presented by Royal Automobile Club

Magneto - the quarterly magazine for those with a serious passion for classic and collector cars Celebrating the very best of the classic and collector car world

Sign up today to experience the in-depth writing, stunning imagery and award winning design on the cars, people and stories that really matter

Timetable for Concours of Elegance

FRIDAY SEPTEMBER 5, OWNERS’ AND VIP DAY

10:00 Concours of Elegance opens

10:30-12:30 Introducing the entrants – a selection of Concours cars interviewed on the Concours Stage

12:30-14:00 Specialist Showcase: An introduction to some of the UK’s greatest Specialist Dealers

14:00-14:15 Presentation of the Gooding Christie’s Award

14:15-14:30 Presentation of the AirX Award

14:30-17:30 Introducing the entrants – a selection of Concours cars interviewed on the Concours Stage

18:00 Concours of Elegance closes

SATURDAY SEPTEMBER 6

10:00 Concours of Elegance opens

10:15-10:45 Parade of the Club Trophy entrants

10:45-11:15 Interview with the designers of the Lotus Esprit – 12 cars will be driven around the fountain while the designers are interviewed on the Stage

11:15-11:30 Connolly Leather – Manish Pandey

11:30-12:15 Introducing the entrants – a selection of Concours cars interviewed on the Concours Stage (Mercedes and The 2025 Collector)

12:15-13:45 Specialist Showcase: An introduction to some of the UK’s greatest Specialist Dealers

14:00-14:45 Introducing the entrants – a selection of Concours cars interviewed on the Concours Stage

14:45-15:00 Presentation of The Chairman’s Award

15:00-15:15 Presentation of the Jaguar Trophy

15:30-15:45 Presentation of the Club Trophy by the Royal Automobile Club

15:45-16:00 Presentation of the Restoration Showcase Trophy

16:15-16:45 Presentation of the Levitt Trophy

16:45-17:00 Presentation of the Best Club Car Award by Classic & Sports Car

17:00-17:15 Presentation of the Specialist Dealer Trophy

18:00 Concours of Elegance closes

SUNDAY SEPTEMBER 7

10:00 Concours of Elegance opens

10:15-11:15 Parade of Thirty Under 30 Concours cars

11:15-12:00 Specialist Showcase: An introduction to some of the UK’s greatest Specialist Dealers

12:00-12:30 The 2025 Collector

12:30-13:45 Specialist Showcase: An introduction to some of the UK’s greatest Specialist Dealers

14:00-14:30 Junior Concours Awards

14:30-15:15 Presentation of the Class and Decade Awards

15:15-15:30 Presentation of the Special Classes and Future Classics Award

15:30-15:45 Presentation of the Best in Show in partnership with A. Lange & Söhne

15:45-16:00 Presentation of 30 Under 30 by A. Lange & Söhne

16:00-16:15 Presentation of the Bentley Trophy

16:15-16:30 Presentation of the Best Club Car Award by Classic & Sports Car

16:30-17:00 The Grand Depart: Concours cars leave Hampton Court Palace

17:00 Concours of Elegance closes