Concours of Elegance 2022 programme

C O N C O U R S O F ELEGANCE

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T:245 mm

B:251 mm

S:211 mm

1937 1937 TALBOT-LAGO TALBOT-LAGO T150-C-SS T150-C-SS TEARDROP TEARDROP COUPE COUPE SOLD SOLDfor for$13,425,000 $13,425,000 World World Record Recordfor forthe the Marque Marque at at Auction Auction Most Most Valuable Valuable French French Car CarEver EverSold Sold at at Auction Auction

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1931 Alfa Romeo 6C 1750 Gran Sport Series V by Zagato Chassis no. B-191-01

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Technology evolves. But beauty is timeless.

The Delage D12 in Geneva with a DelageBut D8-120 by Letourneur & Marchand (1937).

Technology evolves. beauty is timeless.

The Delage D12 in Geneva with a Delage D8-120 by Letourneur & Marchand (1937).

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Dear Ladies and Gentlemen ON BEHALF OF A. LANGE & SÖHNE, I’D LIKE TO welcome you to the Concours of Elegance 2022. We, as a company, are extremely privileged to be a partner of this wonderful event, and for me personally it is a real honour.

My two passions in life are cars and watches, so the prospect of displaying our timepieces in this beautiful and historic space, alongside so many of the most amazing automobiles ever created, is a dream come true.

Speaking from experience, I know that there is a great deal of common ground between car and watch collectors; ultimate craftsmanship, technical innovation and unrivalled heritage are the key values of both vintage cars and our approach to watchmaking. That’s why this partnership between A. Lange & Söhne and the Concours of Elegance is such a perfect fit.

As with many of these rare and exotic cars, the history of A. Lange & Söhne stretches back well over 100 years to 1845,

when it was established by F. A. Lange, laying the foundations for Saxon watchmaking in the process. In 1990, his great-grandson Walter Lange’s dream came true when he re-opened the company after a break of more than 40 years.

Today, our manufactory in Glashütte crafts only a few thousand timepieces per year. They are endowed exclusively with proprietary movements, which are lavishly decorated and assembled by hand. I encourage you to explore our A. Lange & Söhne pop-up boutique during the course of the Concours of Elegance to discover the collection and learn more about the history of Germany’s finest watchmaking brand.

Enjoy your time here in the grounds of Hampton Court Palace.

Wilhelm Schmid

CEO, A. LANGE & SÖHNE

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A Royal Welcome AS PATRON OF THE CONCOURS OF ELEGANCE I AM delighted to welcome you all to the event this year.

Our Curators and Steering Committee have been working very hard to make sure that we have one of the best line-ups of cars we have ever experienced. As we celebrate our 10th anniversary it is a time to reflect on just how much the event has grown in both stature and international recognition.

All this would not be possible if our car owners did not commit to bringing their magnificent vehicles to the Concours and allow us the privilege of viewing them. I would particularly like to thank our previous winners for returning and Jack Boyd Smith Jr for bringing such an outstanding group of Packards to Hampton Court.

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There are plenty of new innovations to see this year, from the modern cars to two pre-1914 veterans that have been in the same families since new. We welcome the Levitt Concours – Dorothy Levitt was a pioneer of racing in the early 20th century and taught many of the royal family ladies to drive. It is, therefore, appropriate this is a concours to celebrate women enthusiasts.

I would like to thank all of our event sponsors for making this Concours possible, particularly our friends A. Lange & Söhne.

I do hope that you enjoy your visit.

HRH Prince Michael of Kent GCVO PATRON CONCOURS OF ELEGANCE

The Chubb Interviews

Hosted by Mr JWW at the Chubb enclosure

Chubb - Official Insurance Partner

Contents For the map and timetable of the event, please see the inside back cover

1961 Aston Martin DB4GT Zagato ............................................................................... 88 1956 Maserati A6G Zagato ................................................................................................. 90 1961 Ferrari 250GT SWB Comp ’61 SEFAC Hot Rod .....................................92

The Organisers

............................................................................................................................

14

Hampton Court Palace .......................................................................................................... 16

1954 Ferrari 250GT Europa Vignale Coupé .......................................................... 96

Sponsors and Partners ......................................................................................................... 20

1957 Ferrari 500TR ................................................................................................................... 98

The Year in Motion .................................................................................................................. 34

1966 Ferrari 365P Berlinetta Speciale ‘Tre Posti’ Coupé ........................ 100

The Prince’s Trust ..................................................................................................................... 36

1963 Ferrari 250GTO ............................................................................................................. 102

38

1933 Packard Twelve 1005 Coupe ...............................................................................104

The Awards

....................................................................................................................................

Club Trophy

................................................................................................................................... 40

1934 Packard Twelve 1107 Convertible Coupe Roadster ..........................106

The Royal Automobile Club ............................................................................................... 42

1934 Packard Twelve 1107 Formal Sedan ..............................................................108

44

1934 Packard Twelve 1007 Convertible Victoria ............................................. 110

Bentley Batur World Debut .............................................................................................. 46

1936 Packard Twelve 1407 All-Weather Cabriolet ..........................................112

48

1938 Packard Twelve 1607 Convertible Coupe ..................................................114

Royal Warrant Holders Association Gooding & Co Auction

.........................................................................

.........................................................................................................

............................................................................ 52

1967 Ferrari 330GTS ...............................................................................................................116

Previous Winners Return .................................................................................................. 54

1968 Ford GT40 MkIII .......................................................................................................... 118

Ten Years of Concours of Elegance

Ferrari: 75th Anniversary ................................................................................................... 56 Aston Martin Celebration

................................................................................................. 60

The Collector: Jack Boyd Smith

..................................................................................... 62

1936 Bentley 4¼ Litre Veth & Zoon ........................................................................... 120 1930 Cord L-29 Brougham

............................................................................................... 122

1965 Ferrari 275GTB/6C ..................................................................................................... 124

Junior Concours ......................................................................................................................... 64

1964 Alfa Romeo Giulia TZ1 ............................................................................................ 126

66

1908 Darracq SS Course ..................................................................................................... 128

The Concours Cars .................................................................................................................. 69

1971 Lamborghini Miura SV ........................................................................................... 130

1969 Porsche 917K Race Prototype .............................................................................. 70

1976 Lamborghini Countach LP400 ‘Periscopio’ ........................................... 132

1930 Bentley Speed 6 ‘Blue Train’ Coupé ................................................................ 72

1955 Mercedes-Benz 300SL Coupé ........................................................................... 134

The Levitt Concours: a New Event

12

1955 Ferrari 750 Monza ......................................................................................................... 94

.............................................................................

1938 Hispano-Suiza H6B Dubonnet Xenia ............................................................ 74

1937 Alvis Speed 25 Two-seater Sports .................................................................. 136

1903 Panhard et Levassor .....................................................................................................76

1951 Porsche 356 Split Window Coupé .................................................................. 138

1963 ATS 2500GT Coupe .......................................................................................................78

1955 Austin-Healey 100S ...................................................................................................140

1949 Alfa Romeo 6C-2500 SS Touring Berlinetta ........................................... 80

1937 Bentley 4¼ Litre Aerofoil Sport ....................................................................... 142

1938 Delage D8-120 de Villars ..........................................................................................82

1992 McLaren MP4/7 ............................................................................................................ 144

1923 Rolls-Royce Silver Ghost Shooting Brake ................................................. 84

1931 Rolls-Royce 20/25 Swept Tail Sports Saloon ......................................... 146

1969 Aston Martin DB6 Volante .................................................................................... 86

1968 Dino 206GT.......................................................................................................................148

1935 Jensen S1 Sports Tourer ......................................................................................... 150

1968 Ferrari 330GTS ..............................................................................................................188

1911 Stanley Steamer Model 62 Tourer .................................................................. 152

1974 Porsche 911 Carrera RS 3.0 Litre ‘Mexico Blue’ .................................. 190

1924 Rolls-Royce Silver Ghost ‘Piccadilly’ Roadster ................................... 154

1974 Porsche 911 Carrera RS 3.0 Litre ‘Guards Red’ ................................... 192

1969 Aston Martin DB6 Vantage Series 1 Volante ........................................ 156

1966 Aston Martin DB5 V8 Development Prototype Coupé ................ 194

1972 De Tomaso Mangusta ............................................................................................... 158

1953 Bristol 404 Coupé ........................................................................................................ 196

1955 Ferrari 500 Mondial Scaglietti .........................................................................160

1955 Ferrari 250GT Europa Coupé ............................................................................ 198

1950 Ferrari 195 Inter Coupé .......................................................................................... 162

1963 AC Cobra 289

................................................................................................................. 200

1912 Rolls-Royce Silver Ghost Touring .................................................................. 164

1961 Austin-Healey 3000 Mk1 Works .....................................................................202

1939 Lagonda V12 Rapide .................................................................................................. 166

1930 Aston Martin International ............................................................................... 204

1925 Vauxhall 30/98 OE Wensum .............................................................................. 168

1960 Aston Martin DB4 Series 2 Coupé .............................................................. 206

1938 Bugatti Type 57C Drophead Coupé .............................................................. 170

1959 Porsche 356 T2A Coupé ........................................................................................ 208

2021 Bugatti Divo .......................................................................................................................172

1957 Bentley S1 Four-door Lightweight Saloon .............................................. 210

1994 Bugatti EB110SS ............................................................................................................174

1972 Fiat Dino 2.4 Spider ................................................................................................... 212

2022 Ferrari Monza SP1 ...................................................................................................... 176

2023 Concours of Elegance ............................................................................................. 214

1997 McLaren F1 GTR

.......................................................................................................... 178

London Concours 2023

......................................................................................................

216

1991 Jaguar XJR-15 ...................................................................................................................180

Thanks to… ................................................................................................................................... 217

2005 Porsche Carrera GT Zagato ............................................................................... 182

Map of the event ...................................................................................................................... 219

1929 Bentley 4½ Litre Vanden Plas Open Tourer .......................................... 184

Timetable of the event ........................................................................................................ 221

1933 Delage D8S ........................................................................................................................ 186

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 2022.

All rights reserved. www.concoursofelegance.co.uk

Programme published by Hothouse Media Ltd Castle Cottage, 25 High Street, Titchmarsh, Northants NN14 3DF geoff@hothousemedia.co.uk Managing director Geoff Love Editorial director David Lillywhite Advertising Sue Farrow and Rob Schulp Art director Peter Allen Art editor Debbie Nolan Deputy editor Nathan Chadwick Production editor Brett Fraser Cover illustration Amir Mirzaei

Printed by The Manson Group Thanks to...

Masters of ceremonies Peter Wallman and Richard Charlesworth Curators Vanessa Marçais and Flavien Marçais Thorough Events James Brooks-Ward, Christina Brooks-Ward, Iain Campbell, Gilli Cuthbert, Laura Chambers Influence PR Luke Madden Tim Scott at Fluid Images

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 2022

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Organisers PATRON His Royal Highness Prince Michael of Kent GCVO, KSTJ VICE-PATRON Vice Admiral Sir Tony Johnstone-Burt KCVO, CB, OBE Master of the Household CONCOURS STEERING COMMITTEE Richard Charlesworth MVO, Chairman Stephen Archer Rik Bryan Martin Button Sandra Button Simon Cundey Michel Franssen David Gooding Massimo Delbo David Lillywhite Cici Muldoon Peter Read Tim Scott Joe Twyman Peter Wallman Tony Willis

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CONCOURS CURATORS Vanessa Marçais Flavien Marçais CONCOURS STEWARDS Bertie Gilbart-Smith, Chief Steward Candy Gilbart-Smith Dan Cogger Simon Kelly Sarah Kelly Oliver Marçais Mike Shearn Clare Sorenson Dan Uprichard Iain Willis AMBASSADOR Gregor Fisken THOROUGH EVENTS Graham Clempson, Chairman Andrew Evans, Concours Director James Brooks-Ward, CEO Iain Campbell, Director Gilli Cuthbert, Account Manager Dominic Temple, Commercial Executive Christina Brooks-Ward, Owner Liaison Laura Chambers, Owner Liaison Luke Madden, PR Director Viv Orchard, Operations Director Felicity Rattray, Operations Manager Sam Dalton, Traffic Manager Charlotte Ansell, Hospitality Director

A M Y S H O R E P H OTO G R A P H Y

Hampton Court Palace

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HAMPTON COURT Palace is the perfect venue to celebrate automotive history – after all, with King Henry VIII as one of its former inhabitants, its walls have witnessed as much drama as any iconic motor race.

The first Tudor palace was built by Cardinal Wolsey in the early 1500s, but Henry VIII claimed it for himself, impressed by its ambitious design and lavish flourishes. All six of Henry’s wives lived here, and the Palace would be the location for many

extravagant banquets and important court appointments during his eventful reign.

Royalty would be hosted at Hampton Court Palace for many years, but its influence on culture is wider. Shakespeare’s Hamlet and Macbeth were first performed in the palace’s Great Hall for King James I in 1603, while the 1604 Hampton Court Conference would instigate the first publication of the King James Bible. With the passage of time, the

palace evolved further.

Charles II had the Long Water constructed in the late 1600s for his honeymoon, while in 1689 William III and Mary II oversaw the new Sir Christopher Wrendesigned Baroque addition to the palace.

William and Mary were also responsible for the palace’s stunning gardens.

George I decided to undertake a number of additions to the palace, beginning in 1714. This was continued by his son George II in 1727. However

by 1737, the building and its grounds had fallen out of favour and Hampton Court was no longer used as a Royal Palace.

It did, however, have a new lease of life as an incredible tourist destination, when its gates were opened to the public in 1838.

The demand was such that by 1881 Hampton Court Palace had welcomed more than ten million visitors, helping it to become the internationally renowned destination it is today.

REDEFINING LUXURY

CLASSIC & PERFORMANCE www.hiltonandmoss.com RE STOR ATION | SALE S | SERVICE | STOR AGE

1 st IN CLASS

REMAKING A MASTERPIECE THE BIZZARRINI 5300GT CORSA REVIVAL 24/65

What’s in a name? If it happens to be Bizzarrini then the answer is one of the most mythical marques in automotive history. Thanks to Pegasus Brands it’s a name with renewed relevance and a story with a thrilling plot twist: the return and rebirth of Bizzarrini.

To appreciate the marque you have to understand the man who’s name it bears. As one of the founding fathers of the Italian supercar, Giotto Bizzarrini’s brilliant mind shaped some of the true greats. From development of the legendary Ferrari 250 GTO to designing the magnificent V12 engine that would power an iconic series of 12-cylinder Lamborghinis from 350GT to Muciélago.

An instinctive engineer with a passion for racing, he loved to innovate in the pursuit of pace. His work reflected this, with a pioneering approach that was prescient of principles which have since become the bedrock of modern supercar and race car design.

His use of advanced materials and appreciation of low-drag aerodynamics shaped the unmistakable look of his cars. Likewise, the quest for a low centre of gravity and low polar moment of inertia defined their dazzling dynamics.

Fittingly, of all his creations the one acknowledged as his masterpiece was the first to bear his name: the Bizzarrini 5300 GT Corsa. Continuing where he had finished with the Ferrari 250 GTO, it was the master’s opportunity to evolve his concept into the ultimate front-mid-engined GT racer.

The result was a design so advanced it put its rivals to shame. With a wind-cheating body designed by Giugiaro, refined by Drogo and moulded from then state-of-the-art glassfibre, fully independent suspension at each corner and a powerful, low-slung V8 engine mounted way back in the chassis, the 5300GT Corsa was an extreme expression of engineering genius.

His decision to use a small-block V8 instead of a home-grown V12 might have surprised some, but Bizzarrini knew the American powerplant was perfect

for his application. Compact, less complex, blessed with tremendous torque and, in his opinion, superior response to Ferrari’s V12, it gave him the freedom to push his front-mid-engine concept to the limit.

The 5300 GT Corsa’s finest hour – its finest 24 hours, actually – was at Le Mans in 1965, when French drivers, Régis Fraissinet and Jean de Mortemart drove to a sensational win in the over 5-litre class. As if to underline this stellar feat of endurance, Bizzarrini himself triumphantly drove the victorious car back from Le Mans to Livorno in northern Italy.

It is that very car – chassis 0222 – which the revitalised Bizzarrini marque is honouring with no more than 24 examples of the 5300 GT Corsa Revival 24/65 – a limited series continuation car built to celebrate an extraordinary car and one of the most admired and enigmatic Italian car makers in automotive history.

What do owners of the 5300 GT Corsa Revival 24/65 have to look forward to? A time warp creation crafted with forensic engineering. A car that’s utterly authentic and jaw-droppingly gorgeous, with scintillating curves, waist-high roofline and a rakish rear screen melding to create a shape quite unlike any other car from the period. Details authentic only to the Le Manswinner add to the magic.

The cockpit is equally period-perfect. Quilted black leather wraps the broad transmission tunnel.

Instruments are deployed in eccentric original fashion; temperature and pressure gauges set immediately ahead of you, while the tacho is set to one side in tacit acknowledgment that drivers will soon learn to judge the pounding Chevrolet V8’s rpm by ear alone.

With the engine mounted so far back the driver is positioned closer to the rear axle than the front. It is an evocative place to sit. Especially when you start the engine and become immersed in the chatter of the transmission, thrash of engine pulleys and snorting of hungry 45 DCOE Weber carburettors. It’s a view and soundtrack straight from 1965.

The inherent rightness of Bizzarrini’s design shines in every move the 5300 GT Corsa Revival makes.

Precise corner weighting – which sees 25% of the car’s mass sit evenly on each wheel – ensures ideal balance and consistent handling, while a 1250kg kerbweight means this potent machine (with power outputs ranging from 400-480bhp depending on customer specification) pulses with performance to shame many a contemporary sports car.

Given the 5300 GT Corsa’s origins, it was vital that the Revival 24/65 could be built and specified to comply with FIA’s stringent period-specific Appendix K historic racing regulations. Such accuracy and authenticity are paramount, hence the only deviation from the original blueprints are in the name of safety, with the integration of a modern roll-cage and safety fuel cell.

These additions are common to all 24 cars, along with a light, strong and perfectly detailed one-piece carbon fibre body. Use of this modern material is a small departure from the original specification, but true to Bizzarrini’s ethos as he would have unquestionably used the same had it been available in the 1960s.

For those who intend to go racing, an alternative glassfibre bodywork option can be specified where required by regulation.

A celebration of Giotto Bizzarrini’s brilliance, the 5300 GT Corsa Revival 24/65 is also a beacon. One to guide the revitalised Bizzarrini marque on its journey to inspire a fresh generation of enthusiasts and collectors, and in shaping future cars that respect and reimagine the passion and performance for which Bizzarrini has long been synonymous.

For more information please contact us:

sales@bizzarrini.com www.bizzarrini.com

SPONSORS AND PARTNERS

Sponsors and partners Presenting Partner

Official Partners

A. LANGE & SÖHNE

BESPOKE HANDLING

BRIDGE OF WEIR

Presenting Partner

Official Transportation Partner

Official Leather Partner

With the establishment of his factory in 1845, Dresden watchmaker F.A. Lange laid the foundation for Saxon precision watchmaking.

In 1990, the dream of his great-grandson Walter Lange came true; he re-opened the firm after a gap of more than 40 years. Relying on a unique heritage and outstanding craftsmanship, Lange’s experts are devoted to taking fine watchmaking to the next level every single day. www.alange-soehne.com/gb-en

Bespoke Handling is a leading provider of automotive and motor sport global logistics to owners, collectors, manufacturers, race teams and retailers. With more than 30 years’ experience, the team manages and coordinates specialist transportation, vehicle-storage solutions, customs documentation and all aspects of global shipping for clients across the world. www.bespokehandling.com

Bridge of Weir Leather has been at the forefront of the automotive industry for over a century.

Its high-luxury, low-carbon leathers create next-level interiors that continually raise the bar on performance and design. Bridge of Weir Leather is proud to partner with the Concours of Elegance once again. www.bridgeofweirleather.com

CHARLES HEIDSIECK

CHUBB

CLASSIC & SPORTS CAR

Official Champagne Partner

Official Insurance Partner

Official Media Partner

Charles Heidsieck is one of the great names of Champagne and produces some of the finest cuvées. Founded in 1851 by Charles-Camille Heidsieck, he popularised champagne in America in the 1850s with his remarkable wines. He invested in the 2000-year-old chalk cellars under Reims, the cathedral-like shape of which inspired the design of the Charles Heidsieck bottle. These cellars still house all the champagnes as they age. www.charlesheidsieck.com/en

Whether you own a cherished classic vehicle or a large collection of rare supercars, Chubb’s motoring policies set the benchmark for quality insurance cover – we’re the expert insurers for your most valued possessions. www.chubb.com/uk-en

Classic & Sports Car is Britain’s best-selling classic car magazine, and the undisputed authority for anyone buying, owning, selling, maintaining or even just dreaming about classic cars. www.classicandsportscar.com

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SPONSORS AND PARTNERS

FORTNUM & MASON

GARRARD

GOODING & COMPANY

Official Picnic Partner

Official Jewellery Partner, The Levitt Concours

Official Auction Partner

Founded in Piccadilly in 1707, Fortnum & Mason has remained an essential London destination for anyone in search joy-giving things and exceptional service ever since. Celebrated for its extraordinary food and wicker hampers, Fortnum’s is committed to the imagination and discovery which has seen it through 315 years of history. www.fortnumandmason.com

Garrard has created some of the most famous jewellery in existence for clients including Queen Victoria and Diana, Princess of Wales, rock and roll’s own royalty and Indian maharajas. The uniquely British formula: designs that endure an eternity, jewels that make history and craftsmanship that delivers a bold vision. www.garrard.com

Gooding & Company is celebrated for its worldclass automotive auctions and unparalleled service in the collector car market, offering a wide range of services including private sales, appraisals and collection management. www.goodingco.com

H.R. OWEN

IMMUN’ÂGE

ROYAL AUTOMOBILE CLUB

Official Partner

Official Tour of Elegance Partner

Club Partner

H.R. Owen is Britain’s leading luxury motor dealer group, selling and maintaining the world’s most sought-after premium cars – Aston Martin, BAC, Bentley, Bugatti, Czinger, Ferrari, Lamborghini, Maserati, Radford, Rimac and Rolls-Royce. Founded in 1932, the H.R. Owen Group has established a reputation for world-leading customer service across its showrooms and service centres, often setting the benchmark for quality, even on a global stage. www.hrowen.co.uk

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. This natural health product is good for general health as well as stress-free driving. Immun’Âge has been a partner of Aston Martin Racing since 2005 and ORI president Yuki Hayashi is a patron of the BRDC Young Driver programmes. www.immunage.com

Founded in 1897 by motoring pioneers, the Club has two magnificent clubhouses, in both London and Epsom, and offers first-class facilities and a busy programme of sports, events and motoring activities. www.royalautomobileclub.co.uk

O FFICIAL DEALE R

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SPONSORS AND PARTNERS

SPECIALISED COVERS LTD

THE PENINSULA LONDON

THE PRINCES TRUST

Official Car Cover Partner

Official Hotel Partner

Official Charity Partner

For over 40 years Yorkshire based, family-run Specialised Covers has been the authority in providing protective covers for cars, caravans and motorcycles. The core of its business is a dedicated team of enthusiasts. They are as passionate about protecting and preserving your pride and joy as you are, and will always provide the best-possible solutions and service to match. www.specialisedcovers.com

For nearly a century, The Peninsula Hotels has embodied an elegant combination of tradition, glamour, innovation and service. With the opening of The Peninsula London Hotel in early 2023, the finest hospitality will soon be brought to one of the city’s most prestigious addresses. Guests will enjoy exquisite accommodation, exemplary cuisine and the best of British art and culture. www.peninsula.com

Every young person should have the chance to succeed, no matter what their background and despite any challenges they may be facing. The Prince’s Trust helps 11- to 30-year-olds who are unemployed or struggling in their education to transform their lives. Practical courses, assisted by youth-support workers and mentors, equip them with the confidence and skills they need to move into work, training and education. www.princes-trust.org.uk

Specialist Showcase

AMARI LIFESTYLE

ASTON ENGINEERING

AUTOMOBILI MAGGIORE

Enhanced Specialist Dealer

Enhanced Specialist Dealer

Specialist Dealer

Amari is a family-run business that has operated for over 40 years. Today the company is run by Sheikh Amari and his wife Saba. Established as one of the country’s leading independent classic and supercar dealers, the specialist has built a loyal client base around the globe. www.amarisupercars.com

Established in 1983, we are world-renowned Aston Martin specialists. Our state-of-the-art workshops can carry out anything from routine servicing to full classic restorations of models such as the DB5 and V8, together with standalone engine and drivetrain renovations. We are an official Aston Martin Heritage parts partner. www.astonengineering.co.uk

Automobili Maggiore create unique pieces of art combining technology, design and heritage.

The extraordinary mix of past, present and future will make your heart beat fast, and the customisation programme will titillate all your senses – without forgetting the great performance and an incredible driving pleasure. www.automobilimaggiore.com

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P R E V I O U S LY K N O W N A S T W I N S P A R K F I N A N C I A L

TAILOR-MADE LOAN & BRIDGE OPTIONS The experts in financing the world’s finest motor cars

Consignor Advances • Equity Releases • Acquisition Financing/Bridge Loans • Portfolio Loans © RM FINANCIAL SERVICES LLC ALL RIGHTS RESERVED. For RMFS and Premier Financial Services LLC, any financing is subject to terms and conditions, underwriting approvals, applicable laws, rules, and regulations and is at the discretion of RMFS and Premier Financial Services LLC. For RMFS, services are limited to certain registered corporations and high net-worth individuals. RMFS in North America and Europe is not a consumer finance business.

FOR INFORMATION CONTACT UK +44 (0) 20 7851 7070 HEADQUARTERS +1 519 352 4575 FINANCING@RMSOTHEBYS.COM

SPONSORS AND PARTNERS

BENTLEY MULLINER

BIZZARRINI

CHICANE

Major Manufacturer

Major Manufacturer

Enhanced Specialist Restorer

Dating back as far as 1559, Mulliner is the world’s oldest and most revered coachbuilder. From a history of creating unmistakeable iconic vehicles with Bentley Motors, we appear at the Concours representing the pinnacle of the brand. This year, we’ll also arrive with an exclusive UK debut for our next limited-series coachbuilt vehicle, the Bentley Mulliner Batur. www.bentleymotors.com/mulliner

Bizzarrini is one of the most storied names in Italian automotive history. Between 1964 and 1968, engineer Giotto Bizzarrini built a Le Mans class-winner as well iconic one-off creations.

Bizzarrini is reborn for a new era, beginning with the hand-crafted Bizzarrini 5300GT Corsa Revival, developed from the original design drawings and brought to life via 24 continuation examples. www.bizzarrini.com

At Chicane we pride ourselves on our thorough knowledge of the Aston Martin marque, specialising from the iconic DB4 right through to the modern era. We are award-winning restoration specialists, and our owner has 20 years’ experience in engine building. We also offer servicing and upgrades for all Aston Martin models. www.chicane.am

ELECTROGENIC

EVERRATI

EVOLUTION E-TYPES

Specialist Dealer

Enhanced Specialist Dealer

Automotive Partner

At Electrogenic we take beautiful, classic vehicles and convert them to all electric. This takes technology, craftsmanship and a love of beautiful cars. We create clean, green, classic vehicles with all the benefits of the 21st century. www.electrogenic.co.uk

Everrati are specialists in automotive ‘aesthetics and technology’ redefining classic, iconic internal combustion engine cars into cosmetically preserved, performance enhanced, technically advanced, fully emissions and regulations compliant electric vehicles. Preserving heritage by introducing an EV engineered future. www.everrati.com

The Evolution E-Type is a modern and respectful homage to an icon – a highly bespoke hand-crafted piece of automotive art. It embraces the DNA of the original design while respectfully remastering it. Evolution E-Types focus on delivering a peak analogue experience that exhilarates every sense of human emotion. www.evolutionetypes.com

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SPONSORS AND PARTNERS

EXPORT 56

FISKENS

FRANK DALE & STEPSONS

Specialist Dealer

Specialist Dealer

Specialist Dealer

Export 56 is an independent Porsche specialist with more than 40 years’ experience in the consultation, acquisition, restoration and preservation of rare and unique classic Porsches.

We are proud to have restored some of the rarest and most iconic Porsches ever built. www.export56.com

Where the world’s greatest cars come to be sold. Our reputation is built on three, rock-solid 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

Established in 1946, Frank Dale & Stepsons 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. Is it supported by its 14,000sq ft workshop in Sandhurst, Surrey, which is fully equipped to deal with any model from 1909 through to the present day. www.frankdale.com

HC CLASSICS

HILTON & MOSS

JD CLASSICS

Enhanced Specialist Dealer

Specialist Dealer

Specialist Dealer

‘Restoring the past for future generations.’ At HC Classics our dedicated team deliver complex ground-up restoration projects and high spec, custom-build off-road vehicles. From interiors and upholstery to electric conversions, redefining the limits of automotive restoration, we offer a bespoke service tailored to you and your classic car. www.hcclassics.co.uk

Hilton & Moss is an exclusive service specialising in restoring, servicing, selling and storing luxury vehicles for clients around the world. We work closely with customers to consistently deliver quality. Hilton & Moss is founded on a pure passion for classic cars and the comprehensive resources of the Hilton Group, based at our state-of-the-art facility in Bishop’s Stortford. Our aim is to achieve perfection and offer unrivalled levels of customer service. www.hiltonandmoss.com

The JD Classics team of highly skilled craftsmen and engineers create some of the most beautiful and acclaimed classic car restorations in the world! All JD Classics’ work is carried out in a world-class, 65,000 sq/ft facility in Chelmsford, an hour outside London offering restoration, race preparation and sales. www.jdclassics.com www.jdclassics.com

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SPONSORS AND PARTNERS

JOE MACARI

LOTUS

NICHOLAS MEE & CO.

Specialist Dealer

Major Manufacturer

Specialist Dealer

Joe Macari operates from South-West London and specialises in performance and classic cars. Our classic workshop is where the finest cars are restored, serviced and race prepared. It has been responsible for restorations that have won awards at concours events, in addition to success in historic racing, but the critical aim is to provide owners with cars restored to the highest standards and drive as well as they look. www.joemacari.com

Lotus Cars is based in Hethel, Norfolk and builds world-class high-performance cars born out of legendary success on the racetrack including the Emira: our last petrol-powered sports car and best-of-breed, the Evija: the world’s first allelectric British hypercar and the recently unveiled Eletre: the world’s first all-electric hyper-SUV. www.lotuscars.com/en-GB

Established in 1993, Nicholas Mee & Co. is recognised worldwide as a leading Aston Martin specialist. Operating from our award-winning Hertfordshire base, services incorporate all aspects of ownership including purchases and sales, servicing, upgrades, maintenance, restoration and supply of genuine parts for all Aston Martin cars from the 1950s to the modern day. www.nicholasmee.co.uk

Luxury Partners

TROFEO

COLLIER & DOBSON

CONNOLLY LEATHER

Enhanced Specialist Dealer

Art Partner

RWHA Partner

Trofeo exercises total quality and guidance in cultivating the perfect collection – from worldwide sourcing, selling, motor racing, specialist restoration, detailing and historical documentation, concierge, maintenance and bespoke secure storage. The Trofeo team combines its knowledge and experience on every project and places emphasis on discretion and comprehensive client support. www.trofeocars.com

Situated in Fordingbridge on the edge of the New Forest National Park, our gallery and interiors showroom offers you the opportunity to view our full collection of contemporary sculpture, original works of art, limited-edition prints and homewares in a warm and friendly environment. www.collierdobson.com

Established in 1878 and run by fourth-generation family members, Connolly supplies luxury leather for the world’s most prestigious classics – Ferrari, Aston Martin, Rolls-Royce and Maserati to name but a few. With its unique aroma, natural individual hallmarks and enduring quality, Connolly hide has played an integral part in the motor industry and continues to work with an international client base. www.connollybros.co.uk

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CL ASSIC PORSCHE

SALES - SERVICE - RESTORATION - RACING - STORAGE we b : w w w. ex p o r t 5 6 . c o m

facebook: /Export56Porsche

instagram: /Export_56

SPONSORS AND PARTNERS

EMM LONDON

EYATO LONDON

HENRY POOLE & CO.

Luxury Partner

Luxury Partner

RWHA Partner

This specialist boutique private office provides a suite of tailored services to blue-chip classic and supercar collectors. Typical clients are a blend of UHNW collectors and enthusiasts, private banks, single- and multi-family offices, wealth managers and VIPs. EMM London operates with maximum discretion in the collector-to-collector market. www.emm.london

Eyato London, established in 2012, is a hand-made luxury brand specialising in ‘made-to-order’ bags, footwear and elysian outerwear for the discerning client (predominantly women, but we do run a select line for men, too). The Eyato client knows and enjoys communicating through personal style, and is not opposed to being unapologetically indulgent. We exist for you! www.eyato.com

As the first tailor on Savile Row in 1846, Henry Poole & Co. proudly maintains the tradition of pure bespoke tailoring to the highest standards, which we believe represents everything that 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

JIM AND TONIC

JOHN DEWAR & SONS

LOCK & CO.

Luxury Partner

RWHA Partner

RWHA Partner

We are Jim & Tonic, a sustainable urban distillery in London, currently producing four fantastic gins and running a number of successful bars across the city. We will be bringing our much-loved Jim and Tonics to this year’s Concours, where our gins are matched perfectly with delicious tonics and colourful garnish. www.jimandtonic.com

John Dewar & Sons, established in 1846, is the Scotch whisky division of Bacardi, and is the longest concurrent Royal Warrant Holder in Scotch. Tommy Dewar, the youngest son and an innovative marketeer, had a passion for cars. He was one of the first car owners in Britain and inaugurated the Royal Automobile Club’s Dewar Trophy, which recognises outstanding British technical achievement in the automotive industry. www.dewars.com

Founded in 1676, Lock & Co. has been selling the finest men’s and women’s hats for more than 345 years. In fact, Lock & Co. was once delivered a postcard written to “The best hatters in the world, London”, with no need for an address on it. www.lockhatters.com

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Celebrating the very best of the classic and collector car world ‘Without doubt the most influential and entertaining automotive publication currently available.

Each issue is much anticipated and full of delight.’

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Sign up today to experience the in-depth writing, stunning imagery and award winning design on the cars, people and stories that really matter Magneto - the quarterly magazine for those with a serious passion for classic and collector cars WWW.MAGNETOMAGAZ INE .COM/SUBSCRIBE /

SPONSORS AND PARTNERS

MAGNITUDE FINANCE Luxury Partner

ROYAL WARRANT HOLDERS ASSOCIATION

SLEEPEEZEE RWHA Partner

Association Partner

Magnitude Finance provides bespoke funding for prestige vehicles. We have an unparalleled heritage and pedigree in working with our clients to arrange the perfect funding packages for a wide range of prestige, classic and luxury cars, all at the most competitive price in the market.

Try our unique online car-finance calculator or call +44 (0)1943 660703 to speak with one of our concierge team. www.magnitudefinance.com

THE WORLD, RESIDENCES AT SEA

The RWHA is delighted, once again, to be a partner of the Concours of Elegance, hosting a selection of Warrant holders in the Shopping Area. From 1840, its main objective has been to ensure the continued existence of Royal Warrants of Appointment for suppliers of goods or services to the Households of HM The Queen or HRH The Prince of Wales. www.royalwarrant.org

Since 1924 Sleepeezee has been designing and crafting hand-made, high-quality pocket-spring beds. We champion traditional artisan skills such as hand tufting, and use some of the finest, most durable raw materials, which are complemented by truly advanced manufacturing techniques. www.sleepeezee.com

THOMAS HINE & CO.

TRUEFITT & HILL

RWHA Partner

RWHA Partner

Created in 1763, Hine owns 110 hectares of vineyards in the region’s first growth, the Grande Champagne. A team of 30 dedicated people ensures the uncompromising longevity of one of the world’s most praised cognac house, independent and family-owned. Since 1962, Hine has been the sole official supplier of cognac to Her Majesty Queen Elizabeth II. www.hinecognac.com

For more than two centuries Truefitt & Hill has been recognised as being the finest traditional gentleman’s barber and perfumer in London, providing discerning clients with only the finest in grooming products and services. Truefitt & Hill truly gives patrons the opportunity to look and feel their very best. www.truefittandhill.co.uk

Luxury Partner

The World is the largest privately owned, residential yacht on earth. The community of international adventurers traverse the globe enjoying a unique and luxurious travel lifestyle, all from the comfort of home. Residents discover the planet’s most fascinating destinations complemented by curated experiences, epic expeditions, world-class amenities, and impeccable service. www.aboardtheworld.com

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SPONSORS SPONSORS ANDAND PARTNERS PARTNERS

Media Media Partners Partners

TULCHAN TULCHAN GIN GIN LuxuryLuxury PartnerPartner

LUXURY LUXURY INTERNATIONAL INTERNATIONAL MAGAZINE MAGAZINE

OfficialOfficial Media Media PartnerPartner Born on Born oneon of one the most of theprestigious most prestigious and luxury and luxury estatesestates in Speyside, in Speyside, Scotland Scotland – famous – famous for the for world’s the world’sLuxuryLuxury international international magazine magazine has defined has defined best Scotch best Scotch whiskies whiskies – Tulchan – Tulchan Gin is an Ginelegantis an elegant- expertise expertise in the field in theoffield luxury of luxury for more forthan more than style London style London Dry Gin. Dry InGin. addition In addition to the traditional to the traditional24 years, 24 serving years, serving as a leading as a leading authority authority in the in the botanicals botanicals and typical and typical flavourflavour profileprofile of an ultraof an ultra- global global high-end high-end lifestyle lifestyle market. market.

Combining Combining premium premium gin, it celebrates gin, it celebrates its origins its origins by conveying by conveying modern modern technology technology and reliable and reliable advertising advertising the character the character of typical of typical Scottish Scottish flora, sloe flora, berries sloe berries methods, methods, we know weexactly know exactly how tohow communicate to communicate and bramble and bramble leaf found leaf on found the on Tulchan the Tulchan Estate.Estate. with readers with readers in a way inwhich a way which will maximise will maximise www.tulchangin.com www.tulchangin.com engagement engagement and resonance. and resonance. www.luxury.am www.luxury.am

MAGNETO MAGNETO OfficialOfficial Media Media PartnerPartner

The award-winning The award-winning quarterly quarterly magazine magazine that has that has taken the taken collector the collector car world car by world storm by storm with itswith its in-depth in-depth features features and stunning and stunning design.design.

Magneto Magneto is all about is all the about greatest the greatest cars and cars theand people the people and and storiesstories that surround that surround those cars those – whether cars – whether it’s it’s BugattiBugatti in the 1930s in the or 1930s McLaren or McLaren in the 21st in the 21st century. century.

Single Single copies copies and subscriptions and subscriptions are are available available to buy to online. buy online.

Don’t miss Don’tout! miss out! www.magnetomagazine.com www.magnetomagazine.com

ROBB ROBB REPORT REPORT OfficialOfficial Media Media PartnerPartner

Robb Report’s Robb Report’s voice has voice been hasunmatched been unmatched in the in the global global luxuryluxury marketmarket since 1976. sinceWhether 1976. Whether our our affluent affluent readersreaders need aneed competitive a competitive edge inedge the in the industry, industry, a thrilling a thrilling new experience, new experience, or a or a meaningful meaningful addition addition to theirtocollection, their collection, they rely they rely on Robb onReport Robb Report to expertly to expertly curate curate all thatall the that the world of world luxury of luxury has to has offer.toThis offer.isThis whatismakes what makes Robb Report Robb Report synonymous synonymous with the with best the ofbest the best. of the best. www.robbreport.co.uk www.robbreport.co.uk

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The Year in Motion The Bentley Flying Spur Hybrid demonstrates that hybridisation does not compromise luxury or performance. Exhilarating, refined & crafted for the world we live in today. This plug-in hybrid offers an accomplished balance of luxurious comfort and thrilling performance, with its 2.9 litre V6 Hybrid powertrain.

The 296 GTB is the latest evolution of Ferrari’s mid-rear-engined two-seater berlinetta, and introduces the new 120° V6 engine coupled with a plug-in (PHEV) electric motor. It redefines the idea of driving fun to provide pure excitement not only when pursuing maximum performance, but also in everyday driving.

H . R . O W E N M A S E R AT I

The Maserati Grecale delivers the everyday exceptional, with its timeless Italian elegance and all the benefits of a state-of-the-art premium Maserati.

This compact SUV also reflects superior performance, as well as style, quality, technology and, of course, family-friendly practicality.

Super 3 continues a 113-year legacy of three-wheeled Morgan cars, introducing a new design language to Morgan’s product range and continuing the company’s tradition of doing things differently. From its mechanical underpinnings and design, to its extensive accessories and name, Super 3 is all-new.

The Porsche 718 Cayman GT4 RS is the new flagship model in the 718 family – an uncompromising driver’s car designed to impress with its lightweight construction, extremely agile chassis set-up, sophisticated aerodynamics and unique soundtrack.

The RML Short Wheelbase is a high-performance GT, its carbon-composite body paying homage to evocative sports cars from the golden age of motoring. Powered by a Ferrari V12 engine, the Short Wheelbase integrates discreet modern features which transform it into a fast and usable GT. 34

Photography by Tim Scott

We look after the finest cars in the world in a personal, discreet and efficient manner.

An exceptional high security building with state-of-the-art temperature, humidity and dust control technology. Located right on the M25, in an unobtrusive facility on the London/ Hertfordshire border.

T E W

020 3973 1520 info@mossauto.co.uk mossauto.co.uk

HMRC-APPROVED CUSTOMS WAREHOUSE | CLIMATE-CONTROLLED STORAGE | TRANSPORTATION | CONCIERGE

ABOVE AND LEFT Just some of the young people given a helping hand by The Prince’s Trust.

Be there for young people

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THE PRINCE’S TRUST believes that every young person should have the chance to succeed.

We support young people who need our help the most, including those from disadvantaged communities and those facing the greatest adversity to develop the confidence and skills they need to move into work, education, and training.

The courses offered by The Trust help young people aged between 11 and 30 to develop essential life skills, get ready for work and

access job opportunities.

Since The Trust was founded by The Prince of Wales in 1976, we have helped more than a million young people across the UK. We are committed to enabling even more young people to create a better future for themselves. By helping young people today, the benefits for them, their communities and the wider economy will be felt for years to come.

Today, the work of The Prince’s Trust is more vital than ever.

Your donation will change a young person’s life.

To find out more about how you can support The Prince’s Trust, contact Georgia Braid at georgia.braid@princestrust.org.uk.

The Awards

T I M S C OT T / F L U I D I M AG E S

THE CONCOURS OF Elegance is unique in the world of top-class events in that it has no official judging panel. Instead, each car has been carefully hand-picked by the Steering Committee before being invited to be displayed within Hampton Court Palace’s beautiful gardens.

As such, we consider each vehicle on display to be a winner, and the awards in the main concours are determined by the car owners themselves. Each assigns a vote to the model they believe to be the best in the concours line-up. The winner in 2022 will be awarded the Pegasus sculpture trophy, created by renowned wildlife sculptor and artist Robert Rattray.

We also ask our owners to cast their vote for the best car by decade; we will have pre-1920s, 1930s, 1940s, 1950s, 1960s, 1970s and 1980s-on. Since each

38

ABOVE Merle Mullin receives the Pegasus trophy for Best of Show in 2021.

LEFT The 1934 Voisin C-27 Aérosport, last year’s Best of Show winner.

era of motoring has its own charm and history, it seems right to award them all separately, with each receiving a smaller bronze iteration of Robert’s stunning sculpture.

Previous Best of Show winners include the 1935 Alfa Romeo 8C 2900B Touring Berlinetta in 2012, Bentley Speed Six Gurney Nutting Coupé in 2013, Alfa 6C 1750 Touring Flying Star in 2014 and Mercedes Simplex 60hp in 2015. In 2016 Best of Show was awarded to the incredible Hispano-Suiza Dubonnet Xenia, in 2017 it went to the Lancia Astura Aerodinamico Castagna, followed by the MercedesBenz S-type Barker Boat Tail in 2018, the 1919 Rolls-Royce Silver Ghost in 2019, the 1970 Le Manswinning Porsche 917K in 2020 and the 1934 Voisin C-27 Aérosport last year.

Best of British!

OFFICIAL ENTRANT OF THE LEVITT CONCOURS ON BEHALF OF ELIZABETH BAGSHAW F U L L R E S TO R AT I O N C O M P L E T E D B Y R S & E I N 2 0 2 2 1 97 1 R O L L S - R OYC E C O R N I C H E B U I LT B Y M U L L I N E R PA R K WA R D

SALES R E S TO R AT I O N MAINTENANCE

INDEPENDENT MASTERS OF R O L L S - R OYC E & B E N T L E Y M OTO R C A R S SINCE 1983

01737 844999 S U R R E Y, U K R S A N D E .C O.U K

The Club Trophy PRESTIGIOUS BEST OF THE BEST, PRESENTED

BY THE ROYAL AUTOMOBILE CLUB

BELOW AND RIGHT Andrew Seward (holding trophy) accepts the Best of the Best award for his delightful Fiat Dino Spider.

THE CONCOURS OF Elegance Club Trophy was first awarded in 2014, in recognition of the spirit and dedication of car club members, and as such celebrates the UK’s grassroots concours movement. Run by the Royal Automobile Club, it is awarded to the Best of the Best – picked from a selection of individual UK car club concours winners.

Earlier this year the premier clubs were asked to submit the top vehicles from their own national concours competitions.

The Club Trophy display

showcases these excellent organisations including the Aston Martin Owners Club, Bentley Drivers Club, Jaguar Drivers Club and the Rolls-Royce Enthusiasts’ Club.

All the concours winners will be on show at Hampton Court Palace, where they will be judged by our panel of motoring experts, led by HRH Prince Michael of Kent.

The judges take into account not just the condition of the cars but also the story that goes with each one, which are often fascinating and tell of

C H A R L I E B P H OTO G R A P H Y

the relationships between owners and cars. Last year’s trophy was awarded to the immaculate and storied 1972 Fiat Dino Spider of Andrew Seward, one of just 424 examples of the 2.4-litre version produced.

The prize for winning the Club Trophy is a space in the main concours next year, granting owners the opportunity to exhibit their car among a line-up of the most exotic and exclusive vehicles ever built.

You’ll spot last year’s Best of the Best winner, the Fiat Dino Spider, in the main concours line-up.

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The Royal Automobile Club

M A RT Y N G O D DA R D

THE HISTORY OF THE Royal Automobile Club dates back to the dawn of motoring, having been established in 1897 by the pioneering engineer and inventor Frederick Richard Simms, who is also said to have coined the words ‘petrol’ and ‘motorcar’.

Ten years later, in 1907, King Edward VII awarded the Club the Royal title that it still holds to this day, confirming its status as Britain’s oldest and most influential motoring organisation.

Even in its early years the Club focused on promoting the motor car and its place in society.

Following the successful 1000 Mile Trial in 1900, the Club held the first Tourist Trophy in 1905, which remains the world’s oldest continuously competed-for motor sport event. The Club promoted the first pre-war and post-war Grands Prix at Brooklands in 1926 and Silverstone in 1948, while continuing to campaign for the rights of the motorist.

It demerged from the motoring services recovery division (now the RAC) in

LEFT Foyer of The Royal Automobile Club’s magnificent clubhouse on London’s Pall Mall.

1999, and established the independent Motor Sports Association (MSA) to govern motor sport in the UK. The Club then refurbished its clubhouses, at Woodcote Park near Epsom and on London’s Pall Mall.

The Club continues to award a series of historic trophies and medals celebrating motoring achievements, including the Segrave Trophy, Tourist Trophy, Simms Medal, Dewar Trophy and Torrens Trophy, as well as its annual Historic Awards.

Today, the Club retains a diverse membership from around the world, and offers two stunning clubhouses, a flourishing events programme, superb accommodation, plus dining, sports and golfing facilities. It continues to develop and support automobilism through representation on the Fédération Internationale de l’Automobile (FIA) and RAC Foundation, while also promoting its own events such as the Regent Street Motor Show and the London to Brighton Veteran Car Run.

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WATERPROOF

LEFT A warm welcome from the team at John Dewars & Sons with a fine blended Scotch whisky.

RIGHT Find your perfect style with James Lock & Co, the world’s oldest hat shop.

BELOW Step into the traditional and prestigious barbershop, Truefitt & Hill.

The Royal Warrant Holders Association

THE ROYAL WARRANT Holders Association is delighted once again to be a partner of the Concours of Elegance at Hampton Court Palace.

Formed in 1840, the Association’s objective is to ensure the continued existence of the Royal Warrant as a treasured and respected institution.

A Royal Warrant of Appointment is a mark of recognition of those who supply goods or services to the Households of HM The Queen or HRH The Prince of Wales. There are around 800 Warrant holders at any one time, representing a diverse cross-section of trade and industry, from individual craftspeople to

global multinationals.

We hope you enjoy visiting the companies in the RWHA Area, including: Connolly Brothers Ltd Henry Poole & Co Ltd James Lock & Co Ltd John Dewar & Sons Ltd Sleepeezee Ltd Thomas Hine & Co Truefitt & Hill www.royalwarrant.org

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Henry Poole & Co., established in 1806 and noted as the Founder of Savile Row, is notable for having dressed such luminaries as Napoleon III and Sir Winston Churchill, as well as serving every monarch from Queen Victoria to Queen Elizabeth II.

With a range of over 6000 fabrics, from fine worsteds and luxury jacketings, Henry Poole & Co. offers a timeless range of materials from which to choose, creating elegant, versatile clothes in the best Savile Row tradition.

As a family business for seven generations, we proudly maintain the tradition of bespoke tailoring to the highest standards; measuring, cutting and making each garment by hand on our premises at No. 15 Savile Row.

In addition to our home trade, Henry Poole & Co. undertake regular Trunk Shows to Europe, the United States and Far East, giving the opportunity of enjoying our services and unparalleled range of materials to a wide range of clients overseas.

www.henrypoole.com

office@henrypoole.com

0207 734 5985

THE MOST E X T R AO R D I N A RY GRAND TOURER YET BENTLEY MULLINER BATUR CELEBRATES THE W12 ENGINE THE CONCOURS OF Elegance is proud to present the UK debut of the Bentley Mulliner Batur – a new, exclusive hand-built grand touring car and love letter to the W12 engine that has played such an important role for Bentley over the past 20 years.

Named after Lake Batur, the 88 metre deep, 16km2 crater lake in Kintamani on the island of Bali, the car is a fully coachbuilt Bentley with endless opportunities for personalisation. The colour and specification

are entirely down to the customer, and material options include sustainable natural fibre, low CO2 leather and 3D-printed 18k gold.

Bentley is accelerating its Beyond100 programme to become the most sustainable luxury mobility company in the world, which means that the W12 engine is on borrowed time. However, before production comes to an end, the W12 will go out in a blaze of glory with its highest yet power and torque outputs.

The Batur sits on the

most advanced chassis Bentley has ever produced to provide scintillating cornering acuity to match the coupe’s horizonhunting thrust.

However, the Batur is not a final look back – it’s also a preview of Bentleys to come. Bentley’s Director of Design, Andreas Mindt, has overseen the Batur so that it references classic features from the firm’s illustrious past, yet fully embraces a cleaner future.

The visual style previews Bentley’s new range of fully-electric cars, which will be launched in 2025.

BENTLEY

FROM TOP Bespoke touches abound in the Batur; styling hints at Bentley’s new design direction; countless possibilities for cabin specification.

46

VALUES CHANGE. OURS HAVEN’T

2015 Ferrari 458 Speciale. Sold by Historics, May 2022. £379,200

WHETHER BUYING OR SELLING, TALK TO US FIRST Whilst the classic and collector car market has

our auction block to date.

witnessed astonishing changes in values, ours have stayed

Whether a first-time buyer or an established

precisely the same as they were when we first opened

collector, we promise you an award-winning service,

our auction doors in 2010.

exceptional value and an enviably high, sustained rate of

Professionalism, honesty, expert knowledge and

sale for vendors.

experience are the values that have established and

So when it comes to buying or selling your classic

sustained Historics as a premier UK classic car auction

or simply receiving a free valuation, be sure to talk to us

house, with some some 12,000 lots having passed across

first. It’s our experience you won’t want to miss.

The Bicester Heritage Sale, Saturday 24th September The Winter Sale, Mercedes-Benz World, 26th November ENTRIES ARE INVITED Call +44 (0) 1753 639170

01753 639170 auctions@historics.co.uk

www.historics.co.uk

IT ’S H A MMER TIM E

GOODING & CO’S LARGEST LONDON SALE HAS PLENTY TO TEMPT, FROM PRE-WAR BENTLEYS TO A COMPETITION PORSCHE AND FERRARIS, PLUS MORE BESIDES

H

AMPTON COURT HAS BEEN THE SCENE OF high drama many times in its history, and this year’s Gooding & Co auction promises scintillating tales of its own.

It’s the auctioneer’s largest UK sale so far, and boasts 40 lots spanning more than a century of motoring, from a 1910 Stanley Model 60 Runabout to a 2012 Ruf RT 12 S; outputs of 10bhp and 770bhp, respectively.

The star lot has to be the 1960 Ferrari 250GT SWB Berlinetta Competizione, which was originally part of the famed North American Racing Team assault on the 1960 Le Mans 24 Hours, with George Arents and Alan Connell Jr taking the car to fifth overall and second in class. It was later raced at the Goodwood Tourist Trophy by Pierre Dumay, and then sold to Guy Rivillon of Rivillon Coachworks. He enjoyed the car on several rallies, hillclimbs and circuit races between 1964 and 1965, with highlights including a fifth overall finish at the Coupe de Vitesse at Montlhéry and a first in class and fourth overall at the Rallye Rouen. Following stints in the 48

collections of noted Ferrari collectors, it’s been extensively restored by Lanzante, and has an estimate of £6-7 million.

If you’re a fan of patinated Porsches, the barn-find 1956 Porsche 550 Spyder will surely tempt. Chassis 550-079 was first sold to Swiss racing driver Rita Rampinelli in red with white darts. After a brief time with the car, she passed it onto fellow Swiss driver, Heinz Schiller, who raced it across Europe. It was then sold to another racing driver, Edouard Margairaz, who used it to tackle Swiss hillclimb events.

In the 1960s, 550-079 was upgraded with factory ‘werks’ components to boost it to then-current specifications. These changes included a factory engine and RS60 bodywork.

According to paperwork with the car, Swiss Formula 1 winner Jo Siffert owned the Porsche for some time, and it was also in the hands of Herbert Kuke for a while, too.

It came to the UK in 1982 to form part of an extensive collection, but aside from two appearances at the Oldtimer Grand Prix and an historic race at Zolder, it hasn’t been seen for 35 years. Described as being in ‘as found’ condition,

RIGHT 1960 Ferrari 250 GT Berlinetta Competizione is predicted to be the star of the auction.

FAR RIGHT ‘As found’ Porsche 550 Spyder has a long competition history.

49 M AT H I E U H E U RTAU LT

M AT H I E U H E U RTAU LT

R I I KO N Ü Ü D

RIGHT Rare Ruf RT 12 S has 770bhp and an estimate of £350,000 to £450,000.

GOODING & CO

RIGHT Avions-Voisin C14’s hand-painted décor is inspired by a Vogue magazine cover.

GOODING & CO

ABOVE Proceeds from the sale of this 2CV Dolly will go to the Ukraine Voices of Children charity.

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it’s estimated at £1.2m to £1.75m.

If your tastes are for something pre-war, then the Timeless collection comprises four exceptionally well-preserved vintage Bentleys. A 1928 Bentley 4½ Litre Sports Tourer with Vanden Plas bodywork leads the collection with an estimate of £1.2m-£1.5m, while a one-of-100 1932 Bentley Eight Litre Saloon with HJ Mulliner bodywork is expected to sell for between £900,000 and £1.2m, while another 1932 Eight Litre, this time in Vanden Plas-bodied Sports Tourer form, has an estimate of between £750,000 and £1m. The final car in this collection is a 1929 Bentley Speed Six Sports Saloon, one of just 182 cars built. It wears a Freestone & Webb body and is estimated at between £700,000 and £900,000.

Moving to more modern cars, there are two hardcore Porsche 911s. Purists will marvel at a vanishingly rare 2011 Porsche 997 GT3 RS 3.8 with just 7400km on the clock: its estimate is between £300,000 and £350,000. The RS tweaks comprise 450 RS-specific parts including a larger, 3.8-litre Mezger engine with 450bhp and an 8500rpm redline, plus a wider rear track and titanium exhaust system. The modifications for the 2012 Ruf RT 12 S are even more extensive – this 770bhp all-wheel-drive monster is one of just three built. It’s estimated at between £350,000 and £450,000.

Now for something completely different and one that’s hard to miss. The 1926 Avions-Voisin C14 Lumineuse’s elegant coachwork was inspired by Georges Lepape’s cover artwork on the first British edition of Vogue magazine, where a Sonia Delauney-inspired dress was worn by a model leaning against a Voisin painted in an Art Deco fashion. The owner chose to have the car finished in a variation of this style, hand-painted

by Dutch artist Bernadette Ramaekers, which took six months to complete. It’s up for grabs with an estimate of between £275,000 and £350,000.

Keeping to the French theme, the lowest-estimated car is also one of the most important. The 1987 Citroën 2CV Dolly has had just two owners from new, and its current owner, Gregor Fisken, bought the car to transport his children to and from school as an introduction to the old car scene; it has just 19,000 miles on the clock. The consigner will donate all of the sale proceeds to the Ukraine Voices of Children to support families affected by the war in Ukraine. “I hope our Dolly can help these families and bring them some comfort, a fine testament indeed to the joy it has brought our family over the years,” said Gregor.

These are just a handful of the wonderful cars on offer.

Gooding & Co’s experts will be on hand to provide advice and answer any queries – happy bidding!

Finance solutions as unique as your car Dedicated support, expert knowledge, and personal service.

It’s specialist car finance from the people who understand specialist cars.

Talk to our car expert team today.

Call: 0116 366 0800 Email: classiccars@ccbank.co.uk Visit: classiccarbank.co.uk Cambridge & Counties Bank Limited. Registered office: Charnwood Court, 5B New Walk, Leicester LE1 6TE United Kingdom. Registered number 07972522. Registered in England and Wales.

We are authorised by the Prudential Regulation Authority and regulated by the Financial Conduct Authority and the Prudential Regulation Authority. Financial Services Register No: 579415

T I M S C OT T / F L U I D I M AG E S

Ten years of the Concours of Elegance

ABOVE The defining features of the Concours of Elegance for the past decade have been its royal venues and its magnificent cars.

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IN 2012, THE CONCOURS of Elegance was born with a collector car showcase that transformed the automotive landscape in the UK. Never before had there been a concours d’elegance with the calibre of venue and quality of automotive displays to sit shoulder-toshoulder with the likes of Concorso d’Eleganza at Villa d’Este or the Pebble Beach Concours d’Elegance.

In honour of Her Majesty The Queen’s 60 years on the throne, 60 very special cars were selected for display in the Quadrangle within the walls of Windsor Castle, the first time such an event had ever taken place there.

More cars were displayed on The Long Walk leading to the Castle.

The Concours of Elegance continued its

association with Royal Palaces and jewels of the car world when over the subsequent years it took place at St James’s Palace, the Palace of Holyroodhouse and Hampton Court Palace’s Fountain Gardens, where it has been held since 2017.

Our Steering Committee of motoring experts, who each year invite cars and owners to the Concours of

Elegance, agreed from the outset that once a car was displayed at the event it couldn’t be seen again for another 10 years. However, for the tenth anniversary, an exception has been made, inviting winners of all previous editions to the main concours line-up (see overleaf). In honour of the event’s royal Patron, this is called The Prince Michael of Kent Class.

SPECIALISTS IN PRE AND POST WAR CARS From full restorations to pre rally preparation

Manufacture and supply of new and bespoke parts for Rolls-Royce and other vintage motor vehicles

However you use your car we are always here to help 01386 700987

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Previous winners welcomed back

ABOVE Bentley Speed 6 ‘Blue Train’ with Gurney Nutting coachwork.

RIGHT Le Mans hero, the Herrmann/Attwood Porsche 917 KH ‘short-tail’.

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T I M S C OT T / F L U I D I M AG E S

RIGHT The remarkable 1938 Hispano-Suiza Dubonnet Xenia.

TO CELEBRATE THE tenth anniversary of the Concours of Elegance, we’re delighted to welcome back some previous winners of the coveted Best in Show crown.

They include the 1930 Bentley Speed 6 ‘Blue Train’ that took home the Best in Show prize in 2013.

With its raked coupé body, designed and built by coachbuilder Gurney Nutting, and 6½-litre Le Mans-spec engine, it was capable of nearly 120mph.

The car rose to fame and gained its nickname after the Bentley-owning playboy, Woolf Barnato, raced the famous Blue Train north through France, following a bet.

Despite the absence of autoroutes, Barnato convincingly beat the train, making it to London before the train pulled to a halt at the station in Calais.

Barnato covered around 700 miles at a remarkably fast pace, averaging 43mph on the dusty, uneven roads.

While there is debate over the exact car that completed the journey, it was the Gurney Nutting coupé that became

associated with Barnato’s exploits, and known as the ‘Blue Train’, as a result.

Also returning is the 2016 winner, the incredible one-off 1938 HispanoSuiza Dubonnet Xenia. Its aero-inspired bodywork was developed by André Dubonnet, an inventor, racing driver and World War One fighter pilot.

Dubonnet chose an H6 Hispano-Suiza engine for his creation, and commissioned Jean Andreau to design the streamlined body. Jacques Saoutchik then brought the design to life.

Also making a triumphant return is the Best in Show winner from 2020, a 1969 Porsche 917.

Hans Herrmann and Richard Attwood drove this very 917 KH (short-tail) to Porsche’s first-ever overall victory at the Le Mans 24 Hours in 1970. The 917’s 580bhp 4.5-litre 12-cylinder engine set new standards and is still legendary today.

These former winners join the display of over 70 rare and spectacular cars in the main Concours of Elegance line-up.

‘ U K’ S O N LY O F F I C I A L PA R T N E R ’ UA E - D U B A I

I TA LY

DECEMBER 2022

JUNE 2023

B O O K A L I M I T E D V I P & G O L D PAC K AG E W I T H G UA R A N T E E D E N T R Y N O W

PHONE: 01621 879579

WWW.JDCLASSICS.COM

MARANELLO MASTERPIECES 75 YEARS OF DREAMS TO CELEBRATE FERRARI’S 75TH ANNIVERSARY, WE PICK FROM ITS BACK CATALOGUE

T I M S C OT T / F L U I D I M AG E S

F

EW BRANDS, LET ALONE CAR COMPANIES, can claim to have the emotive pull of Ferrari. As the ultimate renderer of automotive dreams celebrates its 75th anniversary, we’ve brought together a thoroughbred collection of motive art wearing that familiar little yellow badge.

We begin with a 195 Inter, dating from 1950. An elegant coupe, the 195 was aimed at Europe’s moneyed elite, competing with the likes of the recently launched Aston Martin DB2. Just 28 examples were built, with a range of distinguished, flowing bodies produced by the leading coachbuilders: 13 were by Vignale, and 11 by Ghia, a solitary example finished by Motto and three Touring-bodied cars, of which we have one of the latter.

ABOVE AND LEFT Ferraris have always been eye-catching and this Touring-bodied 195 Inter – one of just three – is no exception.

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T I M S C OT T / F L U I D I M AG E S

TOP LEFT With coachwork by Vignale, the 250GT Europa heralded a new era of more civilised Ferraris.

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TOP RIGHT One of the most recognisable and revered racing Ferraris, the V12engined 250GTO.

ABOVE The beautiful and influential Tre Posti, once owned and crashed by musician Eric Clapton.

You can track the progression of Ferrari’s maturing road car line-up with a 250GT Europa, which introduced greater civility to the range. It was also the start of the 250 lineage, arguably the most revered model family in motoring history.

We have a 250GT SWB SEFAC Hotrod Berlinetta driven to victory by Stirling Moss at the 1961 Goodwood Tourist Trophy.

We also have a 1963 250GTO first delivered to American heiress Mamie Spears Reynolds, the daughter of a senator and a wealthy mining family on her mother’s side – and future wife of Luigi Chinetti Jr, son of three-time Le Mans winner and US Ferrari importer, Luigi Chinetti senior.

The 250s’ thundering Colombo V12s might be the stuff of legend, but the motor sport legend was in part created by Ferrari’s four-cylinder engines – we have a fascinating selection of 1950s and 1960s racing cars that are rarely given a public viewing.

While any competition Ferrari is a jewel-like rarity, we have just one of two 365P Berlinetta Speciales built. Otherwise known as the Tre Posti, it was a test-bed for a mid-engined Ferrari in the mid-1960s, pre-dated the Miura by miles, and features a novel three-seater layout.

The Tre Posti didn’t make it to production, but the swooping Aldo Brovarone-penned shape was adapted into what would become the Dino 206. We have one such car in our stable of Prancing Horses, although this one has resonance in rock music – it was the very car owned and crashed by Eric Clapton, and would go on to be part of the inspiration for the song Layla.

These are only a few of the Maranello masterpieces we have lined up – here’s to the next 75 years.

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A M Y S H O R E P H OTO G R A P H Y T I M S C OT T / F L U I D I M AG E S

LEFT Prince Charles’s treasured DB6 Volante.

TOP Modifed DB5 used to develop the Aston V8 engine.

ABOVE DB4GT Zagato, a lightweight beauty.

A S T O N M A R T I N C E L E B R AT I O N THE CARS FROM NEWPORT PAGNELL TAKE THEIR RIGHTFUL PLACE IN THE LIMELIGHT THIS YEAR’S CONCOURS of Elegance celebrates Aston Martin, with a special class that includes The Prince of Wales’s DB6 Volante. The display also welcomes NPP 7D, the factory prototype used to develop the V8 engine earmarked to replace the long-serving straight-six.

The test mule was constructed by Aston’s engineers in 1966 using a DB6 chassis, cloaked in a modified version of the DB5’s body.

The special class also welcomes an example of the hallowed DB4GT Zagato, chassis number 1093/R, the third of the MP209 ‘ultra-lightweight’ motor sport-orientated examples. Built in 1962, it was delivered new to committed Aston Martin enthusiast and racer Jean Kerguen, and competed at Le Mans in 1962, returning a year later with a series of upgrades that allowed it to reach over 170mph on the Mulsanne Straight.

A conventionally-bodied DB4 Series 2 also joins the display. It was originally owned by eccentric British gentleman racer, Syd Greene, who competed regularly in the car across the UK and Europe. Greene lost his left arm in an accident when he was 16, so devised an idiosyncratic racing technique, changing gear with his right arm whilst gripping the rhd’s DB4’s wooden-rimmed wheel with his thighs.

A much earlier 1930

Aston Martin International also appears, a model that marks the company’s rescue by engineers Augustus Bertelli and Bill Renwick. Having taken control of the company, they incorporated their dry-sumped 1½-litre powerplant into the International. The car on show is one of the few that was bodied outside Aston Martin’s Feltham factory, instead being clothed in a drophead coupe body by James Young.

Remember your first crush

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MILLE MIGLIA ELIGIBLE | PERIOD COMPETITION HISTORY | VERY RARE OPPORTUNITY Stand out in the fields of Silver Birch and British Racing Green with this DB2’s original period colour of Crushed Strawberry... A real sleeping beauty, this complete project car deserves to be woken up and lovingly recommissioned by us to any road or race specification that you desire.

Alternatively buy her as is and do the work yourself. All sensible bids will be considered...

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A PASSION FOR PACKARDS IS EVIDENT IN THIS AMERICAN’S COLLECTION

FOR THE FIRST TIME, this year’s Concours of Elegance has a feature focused on an individual collector, in this case Jack Boyd Smith, who has shipped over six Packards from his JBS Collection in Elkhart, Indiana, USA. Until 2012, Jack Boyd Smith didn’t own a single classic car. He now has more than 50, housed in two large buildings of 24,000 and 48,000 square feet in size respectively.

Jack was already a collector of art and antiques, so the move into cars came naturally. The prompt was the chance to buy a Rolls-Royce Corniche and a Bentley Continental from the estate of a deceased friend and that got him thinking about more.

“I was bitten by the bug – or maybe I bit the bug!” says Jack. “I found a dealer online with a stunning 1931 Cadillac Dual-Cowl

many more accolades at Pebble Beach and other concours d’elegance.

Why Packards? “I like quality,” says Jack. “They’re a big car, they’re extremely well built, and in the early ’30s Fords sold for $350 and Packards sold for $5000 to $10,000, depending on the model and the year. It was really only somebody in Hollywood or royalty who could afford a Packard.”

Of Jack’s nine Packards, the six due to appear at the Concours of Elegance are (from top to bottom in the pictures): 1933 Twelve 1005 Coupe; 1934 Twelve 1107 Coupe Roadster; 1934 Twelve 1107 Formal Sedan; 1936 Twelve 1007 Convertible Victoria; 1936 Twelve 1407 All-Weather Cabriolet; and 1938 1607 Twelve Convertible Coupe.

More details on Jack’s cars can be found at www.thejbscollection.com.

G R A N T B E AC H Y P H OTO

THE COLLECTOR J AC K B OY D SMITH

Phaeton, so I went to see him and I bought the Cadillac and seven more cars in one day.” These included two other Cadillacs (1905 and 1906), a 1923 Studebaker and a 1932 Ford.

Then, in 2013, Jack visited the Pebble Beach Concours for the first time, and the bug bit deeper. At the auctions he bought a 1933 Packard Twelve Coupe – one of five made, and one of two known still to exist – and commissioned LaVine Restorations to prepare it for the 2014 Pebble Beach concours, where it came second in class.

In 2015 he was back, with a rare 1934 Packard Twelve Convertible Victoria with custom trim

by Dietrich, again freshly restored by LaVine Restorations. This time he won Best in Class, and since then there have been

High quality repairs, servicing and restorations on vintage and veteran cars

CARS FOR SALE

1902 Clément Panhard Vis a Vis 4 ½ hp £65,000 A highly original and wonderfully preserved veteran car coming from long-term ownership. Among the peculiarities of the Clément-Panhard were centre-pivot steering, a totally exposed gear transmission and a rear-mounted, not-quite-vertical, single-cylinder engine. A fascinating car!

1937 Bentley 4 ¼ litre Sedanca Coupe by Gurney Nutting £295,000 Having been subject to a recent and extensive coachwork restoration, the car presents beautifully, offering the thrills of ‘open’ motoring and the practicality of an enclosed car with wind up windows.

Sportsmanship and elegance combined in one stunning motor car.

1954 Aston Martin DB2/4: Ex-works Monte Carlo Rally Car £425,000 One of three factory prepared team cars to contest in international rallies during 1955.

Driven by Gatsonides/Becquart, 55 DMF finished overall, won the over 2000cc Grand Touring Class, and Aston Martin was also awarded the overall team prize. Completed several recent Mille Miglia.

CONTACT US

Located close to Stansted Airport

T. 01799 586888

E. info@jonathan-wood.co.uk

www.jonathan-wood.co.uk

JUNIOR CONCOURS SMALLER CARS AND YOUNGER DRIVERS, BUT THE SAME LEVEL OF PRIDE IN THEIR VEHICLES Much like many of their full-size stablemates, the Junior Concours cars are mostly hand-crafted, borrowing intricate details from their iconic full-size equivalents. The faithful recreations vary in their complexity, with some requiring pedal power and others making use of electric motors or two-stroke petrol engines.

Over the course of the event, the cars will be

piloted by their works drivers – supported by their mechanics, of course – up onto the Concours Live Stage for a special prize-giving ceremony.

Competitors can win awards for Best Pedal Car, Best Electric Car, Best Petrol Car, Best-Dressed Driver and Best-Dressed Mechanic, before all being treated to a tea party in the stunning grounds of Hampton Court Palace.

ABOVE AND BELOW The cars may be smaller, but the participants are just as keen to enjoy the occasion.

T I M S C OT T / F L U I D I M AG E S

THE JUNIOR CONCOURS returns for its third year, having proved to be a highly popular addition to the Concours of Elegance with both entrants and visitors alike. Celebrating the best of half-scale hand-built pedal, electric and petrol-powered cars of all ages, the Junior Concours welcomes parents and their children in the roles of ‘works drivers’ and mechanics.

RESTORATION • ENGINEERING • HISTORICAL RESEARCH • LOGISTICS • PAIN

Class Winner

www.akvr.com

www.akvr.com Keith Bow

Andrew Ames:

THE CONCOURS OF Elegance has introduced a brand new feature to its 2022 edition, designed to celebrate the pioneering women of the automotive world. The new Levitt Concours shines a light on female enthusiasts and their vehicles, with a new one-day driving tour from the Odney Club, finishing at the Concours of Elegance, and a showcase feature at Hampton Court Palace. It features 30 rare and women-owned exotic vehicles from AustinHealey 3000s to Ferrari Daytonas.

The new Levitt Concours is named in honour Dorothy Levitt, the first English female racing driver. Famed for setting the ladies’ world land speed record as well as the first water speed record, and dubbed the ‘Fastest Girl on Earth’, Dorothy Levitt was 66

an automotive pioneer, an avid motoring enthusiast and an accomplished pilot.

Levitt began her racing career in 1903 at the Southport Speed Trials, winning her class in a 12hp Gladiator. In 1905, Levitt broke the record for the ‘longest drive by a lady driver’, steering a De Dion-Bouton from London to Liverpool and back in just two days – at a time when tarmac roads barely existed, and road maps, road signs and petrol stations were yet to be invented – with only her small Pomeranian dog, ‘Dodo’, and an automatic Colt revolver (known as ‘the secret of the Dainty Motoriste’) by her side.

Levitt opened up driving – and the freedoms it brought – to women all over the world.

While the world of thoroughbred racing cars

and high-end collector vehicles is still viewed as a primarily male pursuit, the reality is that some of the most voracious automotive thrill-seekers and knowledgeable car collectors in the world are, and always have been, women. The Levitt Concours will draw attention to these women, while simultaneously paying homage to one of the most ground-breaking drivers of all time.

TOP Jennie Taylor and the 1932 Alfa P3 Tipo B she thrashes around Goodwood.

ABOVE RIGHT Director of the Mullin Automotive Museum, Merle Mullin.

RIGHT Dorothy Levitt, automotive pioneer honoured by the Levitt Concours.

T I M S C OT T / F L U I D I M AG E S

A NEW FEATURE FOR 2022 NAMED IN HONOUR OF PIONEERING ENGLISH RACING DRIVER AND AVIATOR, DOROTHY LEVITT

T I M S C OT T / F L U I D I M A G E S

THE LEVITT CONCOURS

Fisher Group are privileged to have prepared this unique Offord bodied Alvis Speed 25, short chassis Tourer, one of the 60 rarest cars from around the world featured at the 2022 Concours of Elegance.

If we can assist with your cherished vehicle contact Steve Wilson on 07879 450437 steve@fisherautogroup.co.uk | www.fisherautogroup.co.uk

Fisher Group, Impney Estate, Droitwich Spa, Worcestershire. WR9 0FF

2 0 2 2

CONCOURS CAR ENTRIES

T I M S C OT T / F L U I D I M AG E S

A DAZZLING ARRAY OF AUTOMOTIVE ARISTOCRACY ASSEMBLES IN THIS MOST REGAL OF SETTINGS

#1

1969 Porsche 917K Owner Private Collection

OPPOSITE Star of Porsche’s first-ever Le Mans victory, and a previous Concours of Elegance winner.

M A X T E D - PAG E

BELOW Victory at Le Mans was all the more remarkable because co-driver Richard Attwood had mumps.

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AS PART OF THE CONCOURS OF ELEGANCE 10-YEAR celebrations, we welcome back one of our most popular winners and a key part in Porsche motor sport history. In 1970, Hans Herrmann and Richard Attwood drove this 917 KH (short-tail) to the first of (so far) 19 overall wins for Porsche at Le Mans.

The 917 was Porsche’s first time in the league of immensely powerful, large-capacity racing cars. Its 580bhp 4.5-litre 12-cylinder engine set new standards, and is still regarded with great reverence today.

Regulation changes meant prototypes were allowed a maximum engine size of 3.0 litres, and 5.0 litres for sports cars – but a series of at least 25 had to be built. The 1969 season enabled the 917 to become fully race-proven, so the car entered 1970 with improved reliability and upgraded aerodynamics to rectify high-speed instability.

For the 1970 Le Mans 24 Hours Porsche didn’t enter the cars directly, but via its associates, John Wyer Automotive and Porsche Salzburg. In a rain-soaked race, and up against fierce opposition from Ferrari, the 917s scrambled to a close-fought victory.

This car was entered by Porsche Salzburg and started with a distinct disadvantage – driver Richard Attwood had opted for the lower-displacement of the two 1970-specification engines, the 4.5-litre rather than the 5.0-litre, and had chosen the 917 KH ‘short-tail’ instead of the faster 917 LH long-tail.

The long-tail he’d driven at Le Mans in 1969 had exhibited stability issues – but by 1970 the long-tail design had been tweaked to nullify the problems.

As a result, Attwood and co-driver Hans Herrmann were left behind by the rest of the 917s and the Ferrari 512s. Then the rain started to fall during the evening, and turned torrential through the night. The car’s less extreme specification and the two drivers’ experience meant that to their surprise they ended up in the lead. The heavy rain caused misfiring during the night, because of water leaking onto the ignition components, but the car kept going. After 24 hours it was still at the head of the field, despite the drivers’ exhaustion – it later transpired that Attwood had been suffering from the mumps.

Porsche claimed its first-ever overall win at Le Mans, ahead of another 917 in second. Since then, Porsche has notched up a record total of 19 overall La Sarthe victories to date – but the first, in car 23, was surely the greatest of all.

ENGINE

4.5-litre, flat-12, 24 valves, aircooled, 580bhp, fuel injection

CONFIGURATION

Rear-engine, four-speed manual, rear-wheel drive, glassfibre body, unequal upper and lower arms with coil springs, disc brakes all-round

‘After 24 hours the 917 ‘short-tail’ was still at the head of the field, despite the drivers’ exhaustion’

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#2

1930 Bentley Speed Six Blue Train Owner Bruce McCaw

WOOLF BARNATO WAS A SPORTSMAN, CAD ABOUT town, general daredevil and Bentley CEO, and was dining aboard a yacht near Cannes in March 1930 when the subject of racing the famous Blue Train from the Côte d’Azur to Calais came up. Alvis and Rover had recently beaten the train from St Raphael to Calais, but Barnato wasn’t impressed, calling it ‘no great shakes’. He wagered £200 that he could beat the train to Calais at the wheel of his Speed Six. No one took him up on his bet, so he did it anyway with Dale Bourne, setting off at 5.45pm from the Carlton Bar the next day.

The first 185 miles to Lyon were wet, which slowed the duo down, and at 4am near Auxerre, they got lost trying to find their fuel stop. Despite losing more time with a puncture and dense fog near Paris, Barnato and Bourne pulled into Calais at 10:30am. They’d covered 570 miles at an average speed of 43.43mph, on dusty and rough roads.

However, the adventure wasn’t over. Barnato and Bourne had finished so far ahead of the train, they decided to carry on to London, crossing the English Channel by packet steamer. They arrived at the Conservative Club in London’s St James Street by 3.20pm, four minutes before the Blue Train pulled into the Calais railway station. For his trouble, Barnato was fined £160 for racing on public roads and banned by Bentley from the 1930 Paris Salon.

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‘Barnato was fined £160 for racing on public roads and banned by Bentley from the 1930 Paris Salon’

For many years it was believed that the Speed Six Barnato used to beat the Blue Train was a two-door coupé bodied by Gurney Nutting, as depicted by Terence Cuneo in his famous painting of the duel. Bruce McCaw, owner of the Gurney Nutting Speed Six, uncovered evidence that it may not have been finished until after the drive. Some historians believe Barnato instead raced the Blue Train in his Mulliner-bodied four-door Speed Six saloon.

McCaw traced the chassis and engine of Barnato’s Mulliner-bodied Speed Six, and also located the bodywork on a different Bentley chassis. He reunited the chassis with its original bodywork and showed the restored Mulliner Speed Six alongside his Gurney Nutting Speed Six at the Pebble Beach Concours d’Elegance in August 2003.

While McCaw feels it was probably the Mulliner-bodied saloon that raced the Blue Train, definitive proof may never be uncovered. But the Gurney Nutting Coupé is still widely known as the Blue Train Coupé and it remains one of the most iconic car designs in Bentley history.

ENGINE

6.6-litre, in-line six-cylinder, 24 valves, water-cooled, 180bhp, twin SU carburettors

CONFIGURATION

Front-engine, four-speed manual, rear-wheel drive, aluminium body, rigid front axle with semi-elliptic leaf springs and friction dampers, live rear axle with semi-elliptic leaf springs and friction dampers, drum brakes all-round

ABOVE This probably isn’t the Speed Six that beat the Blue Train, but legend lives on…

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#3

1938 Dubonnet Hispano-Suiza H6B Xenia Owner Mullin Automotive Museum

OPPOSITE It took five prototypes before Dubonnet was satisfied with the styling of the Xenia.

T I M S C OT T / F L U I D I M AG E S

BELOW Exquisite details abound on the Xenia, as evidenced in this photo through the open boot.

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ANDRÉ DUBONNET WAS HEIR TO THE DUBONNET apéritif fortune and the man responsible for this extraordinary automobile. He served in the Stork squadron of the French Air Force during World War One and is credited with five aerial victories. He was an accomplished sportsman, too, and was passionate about motor racing.

Dubonnet was also an inventor and, working with engineer Antoine-Marie Chedru, patented a four-wheel independent ‘hyperflex’ suspension system in 1927 that he promoted as having the ‘suppleness of a cat’. It would be used in various forms by General Motors, Fiat, Delahaye and Alfa Romeo.

Dubonnet needed a rolling showcase for his ideas, and purchased an extensively modified Hispano-Suiza chassis he’d seen at the 1932 Paris Salon. The car was designed by Jean Andreau, who’d made his name designing avant-garde streamlined aircraft and automobiles.

This Hispano-Suiza H6B was intended to have a V12 engine, something the firm had experience of having built 50,000 fighter planes that were so-equipped. However, the new engine was so powerful with only six cylinders that Hispano-Suiza proceeded without the other bank of cylinders. The engine block and cylinder head were constructed entirely from aluminium, with the valves – which stood vertically in the block – driven by a single overhead camshaft. Despite the potential for horrendous damage from this novel setup, Hispano-Suiza persisted because not one of its V12 aero engines had dropped a valve. The brakes, meanwhile, were power-assisted and employed a patented servo system that used the car’s momentum to decrease speed, with braking assistance taking power from the gearbox which drove a shaft at 1/64th of the engine’s speed.

In 1938 Dubonnet employed renowned coachbuilder Jacques Saoutchik to construct the revolutionary body you see here – Dubonnet’s fifth prototype attempt – that he named Xenia after his late wife. Xenia was hidden during World War Two and didn’t reappear until June 9, 1946 at the opening of the Saint Cloud tunnel outside Paris. Alain Balleret, president of the French Hispano-Suiza Club, purchased Xenia in the 1960s and had it restored.

In 1999 an American, Charles Morse, bought the car at auction, and would keep it for just a few years before Peter Mullin purchased the Xenia in 2003. Today, this car is part of the Mullin Automotive Museum in Oxnard, California.

ENGINE

8.0-litre, in-line six-cylinder, 12 valves, water-cooled, 135bhp, Solex carburettor

CONFIGURATION

Front-engine, rear-wheel drive, three-speed manual, aluminium body, live axles with semi-elliptic leaf springs front and rear, drum brakes all-round

‘In 1938 Dubonnet employed Jacques Saoutchik to build the revolutionary body’

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#4

1903 Panhard et Levassor

S T E FA N M A R J O R A M

Owner Sir George White

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PANHARD WAS ONE OF THE FIRST MANUFACTURERS of automobiles, and though it ceased passenger car production in 1967, the brand lived on as a maker of military vehicles under Renault ownership right up until 2018.

René Panhard moved to horseless carriage production from his toolmaking and engine-building business with Deutz. After teaming up with Émile Levassor, they created a horseless carriage with a licensed Daimler engine, arguably the world’s first passenger car. In 1903 the firm produced the Centaure S four-cylinder engine family that ranged from a 2.4-litre 10hp variant up to a 5.3-litre 2hp version.

This particular example is a 10hp version, equipped with engine number 8171. The car was purchased in June 1903 by Sir George White, 1st Baronet (1854–1916), founder of the Bristol Aeroplane Company, as a 21st birthday present for his son, G Stanley White.

In June 1903, Stanley went to Paris to collect the car personally and the return journey was eventful. That summer was the wettest for 300 years and June was the dampest month. Driving it back through France, Stanley was stopped for speeding, but was spared prosecution when the gendarme took shelter from a torrential downpour inside the car.

Stanley soon ordered a racing body from WA Turpin of Panhard et Levassor of London, which was made in such a way that the original body could be replaced at will. Later knighted, Sir Stanley kept the car in Devonshire between the wars, using it for fishing trips – a mahogany box containing assembled rods was supported by the front and rear mudguards.

After the Second World War the Panhard was moved for safekeeping to Filton Aerodrome. There it was found by Air chief marshal Sir Alec Coryton, who drove it enthusiastically on Sir Stanley’s behalf on numerous Brighton Runs and other events in the 1950s and 1960s.

Sir Stanley left the car to his son George, the founder of Bristol Cars. However, as a child George had had a minor accident with the Panhard (it rolled back gently into a ditch) and never forgot being prohibited from ever driving it again by his father. It was therefore passed straight to his son, the present Sir George White, who remains its second user since new, meaning it has been in the family for 120 years. The paintwork is not original, but was applied in 1904 and hasn’t been touched since.

ENGINE

2.4-litre, four-cylinder, 12-valve, water-cooled, 10hp, Zenith carburettor

CONFIGURATION

Front-engine, four-speed manual gearbox, rear-wheel drive, steel body, semi-elliptic leaf spring suspension front and rear, contracting band rear brakes

ABOVE This 1903 car has had only two keepers, both from the same family.

OPPOSITE Top picture shows the car in its original, lighter coloured paintwork.

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#5

1963 ATS 2500GT Coupé Owner Private Collection

IN TERMS OF OFFICE-BASED TIFFS, VERY FEW CAN have had such an impact on the automotive world as Enzo Ferrari’s infamous falling out with key members of his eponymous empire.

Staff relations had been fractious for some time prior to November 1961, but came to head over the influence of Enzo’s wife, Laura, in the company. Sales manager Girolamo Gardini, manager Romolo Tavoni, chief engineer Carlo Chiti and development boss Giotto Bizzarrini issued a written ultimatum demanding her removal. Enzo fired them.

The ousted party soon set up a new company – Automobili Turismo e Sport, or ATS, funded by one of Ferrari’s most treasured customers, Count Giovanni Volpi’s Scuderia Serenissima. The 2500GT was the resulting road car – it had a mid-engined 2.5-litre V8 courtesy of Carlo Chiti and a chassis honed by Bizzarrini. The styling was courtesy of Franco Scaglione, and the body was crafted by Allemano.

This example is chassis 2004, and its first registered owner, Bruce McIntosh, bought it along with a spare 2.5-litre engine in around 1966. McIntosh unfortunately damaged the car, requiring the replacement of the damaged nose with a factory-built component. This work was performed in England by Grand Prix Metalworks, owned by Carl Rosner.

McIntosh sold the car to Rosner, who never really

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‘The V8 was courtesty of Carlo Chiti, the chassis honed by Bizzarrini, the styling by Scaglione’

completed the car until the time he decided to sell it, in 1971.

It is believed that the car was then briefly in the hands of an unknown enthusiast before being passed to Norbert McNamara, a Californian racer and collector, who already owned ATS chassis 2001, which had been converted to Chevrolet power. He bought chassis 2004 because it came with a spare engine that originally powered his own car.

After McNamara’s death the ATS underwent a two-year mechanical restoration in Costa Rica, completed in time for the 2008 Modena Cento Ore classic rally. After the event, the car returned to Costa Rica and was completely dismantled, with everything rebuilt as new.

Koni rebuilt the dampers, and a new clutch disc was located, while new custom gaskets and rebuild kits for the rare dual-throat 38 IDM Weber carburettors were supplied

by Pierce Manifold. A set of special transmission gears were fabricated by the same company that produced the gears for the McLaren F1.

ENGINE

2.5-litre, V8, 16 valves, watercooled, 300bhp, four Weber 38 IDM carburettors

CONFIGURATION

Mid-engine, five-speed manual, rear-wheel drive, steel body, double wishbone front suspension with coil springs and tubular dampers, double wishbone rear suspension with leading radius arm, coil springs and tubular dampers, disc brakes all-round

R M S OT H E B Y ’ S

ABOVE The ATS emerged from a fued between Enzo Ferrari and his key staff.

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#6

1949 Alfa Romeo 6C 2500 Super Sport by Touring Owner Keith Roberts

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THE ALFA ROMEO 6C SERIES OF CARS SPANNED A 25-year period from the late 1920s to the early 1950s and included world-beating racing cars as well as breathtakingly beautiful high-performance road cars.

The 6C 2500 was the final variant launched, and the last of the truly hand built cars Alfa produced with production starting in 1939 and straddling WW2. The car had sophisticated independent suspension and a dual-overhead cam engine designed by Vittorio Jano breathing, in Super Sport form, through three Weber carbus. It was a real performance car of the era, with 110bhp on tap and a 103mph top speed. It attracted rich and famous owners, such as King Farouk, Tyrone Power, Ali Khan and Rita Hayworth.

This particular car, chassis number 915819, is one of fewer than 70 post-war 6C 2500 Super Sports with an aluminium body built in Superleggera form by Carrozzeria Touring of Milan. An FCA Heritage document confirms the car was produced on June 28, 1949 and was first sold to one Elena Petrovsky of Pedaso, Marche, in Italy on June 16, 1950.

It was then sold on twice, ultimately to Angelo Caprara of Genova on September 30, 1952 and was bought to the UK in May 1953, where it participated in the Scottish Coronation Rally. It was still displaying its Italian plates – 51670 GE – with entry number 128, and was driven by Jimmy Caprara. The 6C also attended an event at Goodwood.

Chassis 915819 remained in the UK and was next seen in 1985, when it was bought as a “moveable wreck” for the princely sum of £100. The car had had “piston trouble” and had been fitted with a Triumph 2000 motor and an automatic gearbox but fortunately the original engine was still with it.

The Alfa remained in the same ownership for nearly 30 years but, despite several attempts to restore it and considerable efforts to secure original missing components, the car remained as an uncompleted project until it was bought by the current owner in 2019.

As purchased the car was a bare metal bodied rolling chassis with the drivetrain and all other components in separate packing cases. Scuderia Classiche of Lugano, Switzerland was appointed to undertake a full restoration to the highest standards. To ensure originality, meticulous research was carried out on the model as the restoration unfolded, including extensive consultation with the Registro Internazionale Touring Superleggera.

ENGINE

2.5-litre, six-cylinder, 24 valves, water-cooled, 110bhp, triple Weber carburettors

CONFIGURATION

Front-engine, four-speed manual, rear-wheel drive, aluminium body, twin trailing arm front suspension with coil springs and hydraulic dampers, swing axle rear suspension with radius arms, torsion bars and hydraulic dampers, drum brakes all-round

ABOVE For many years the Alfa was a ‘moveable wreck’ but is now fully restored.

OPPOSITE The 6C came to Britain in 1953 and ran in the Scottish Coronation Rally.

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#7

1938 Delage D8-120 de Villars

T I M S C OT T / F L U I D I M A G E S

Owner Fritz Burkard, The Pearl Collection

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DELAGE HAD MADE ITS NAME WITH FLAMBOYANT machines for the super-rich, but the financial rigours of the 1930s left the firm bankrupt as customers dried up.

Delahaye took over, and rather than rebadge its own cars, allowed the brand to flourish with a new eight-cylinder engine in 1936, and the D8-100 and D8-120 were born. The engine was based on Delahaye’s race-tested straight-six, but with a spot of engineer Jean François’s magic it sprouted two extra cylinders, a 4.3-litre displacement, overhead valves and a single carburettor, to deliver around 105bhp.

The ladder-frame chassis was provided in rolling form only, for customers to choose bodies as they wished. This particular car was styled and bodied by de Villars as a special one-off two-seater. The sport body coachwork closely follows the original design sketches from 1938.

The car was first shown at the Concours de l’Auto de Printemps in 1938 and was presented by Madame RicherDelavau, wife of the owner of Bayard’s garage in Paris. It won the Grand Prize, quite a feat considering that at the pinnacle of the streamline era it was competing against all the major marques of the day. The Delage, whose original registration was 7981-RL3, sold new for USD$7200, making it one of the most expensive models in the world.

During those pre-War years, Otto Zipper was one of the first importers of foreign cars in California and the owner of Precision Motors in Beverly Hills – the dealer to the stars.

While in Paris in 1938, Zipper saw the Delage and fell in love with it. He asked the price but it ‘was not for sale’.

Twenty years later, at the Paris Auto Salon, he met Armand Veressi, a Paris editor, and asked about his old love. Veressi, it turned out, had bought it a year-and-a-half earlier. To Zipper’s delight, Veressi agreed to sell him the car, which had 100,000km on the clock at the time. Once Zipper had shipped the Delage to California he restored it to running condition, before selling it in the early 1960s.

In 1969 stewardship passed to Frederick Berndt, thence to Sam Mann in 1994. In 1996 Mann entered the car in the Pebble Beach Concours d’Elegance, where it won the European Classics section and Best in Show.

The current owner bought the Delage in 2019, and some immediate work had to be done to pass the import MoT in Switzerland, such as direction indicators on the lower front.

On the rear, a special electrical arrangement has been installed to not disturb the rear design.

ENGINE

4.3-litre, in-line eight-cylinder, 16 valves, water-cooled, 105bhp, single carburettor

CONFIGURATION

Front-engine, four-speed semiautomatic, rear-wheel drive, steel body, wishbone front suspension with transverse semi-elliptic leaf springs, live rear axle with semielliptic leaf springs, drum brakes all-round

ABOVE The de Villars design began its winning ways at a concours in 1938.

OPPOSITE When new this Delage was one of the world’s most expensive cars.

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#8

1923 Rolls-Royce Silver Ghost Shooting Brake Owner Christopher Blundell

BELOW Despite appearances, the ‘walnut’ body is, in fact, a paint effect on aluminium panels.

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OPPOSITE The Silver Ghost Shooting Brake’s original owner was the future King Edward VIII.

THOUGH THE SHOOTING BRAKE HAD BEEN AROUND since the 1890s as a term to describe a horse-drawn wagon used to transport shooting parties and their equipment, the roots of the automotive version lie in the tiny Scottish brand, Albion Motors. It offered all the space a four-person shooting party would need, though the term would first be used to describe a car in 1912.

That was applied to the Hudson Model 33, which was described as being used to carry the beaters to and from the location of the shoot, and for bringing back the game shot.

During the 1920s, the popularity increased as the upper classes had more money to spend; soon, it wasn’t just the nation’s coachbuilders that were building shooting brake bodies, but the originating factories too.

While a Rolls-Royce Silver Ghost might not seem like the first choice for a shooting brake, it makes a lot of sense – its innate ruggedness, proven in many tests and trials of the day, make it strong enough to endure the rigours of off-road driving. Meanwhile its relatively quiet running – hence the name Silver Ghost – meant that you could arrive at a shooting location without scaring off all the birds in a two-mile radius, unlike some of the rougher-sounding automotive competition of the time.

This particular car, chassis VA 2343, is unique – it was originally owned by HRH the Prince of Wales, who would later become King Edward VIII. In 1923 he commissioned Barker to apply a bespoke walnut-effect finish to the aluminium panels, thus setting a new fashion for a grained wood finish, helping to popularise the shooting brake concept further. It lays claim to being the first shooting brake designed to take six guns in the rear compartment and was used to transport shooting parties around Queen Elizabeth II’s Balmoral Castle estate.

After spending much of its early life in Scotland, it made its way across the Atlantic, and has been owned by Canadian and Californian enthusiasts. It’s also been displayed at the Niagra Falls Antique Auto Museum for several years, and has taken part in many tours and rallies around the world. It has enjoyed the open road in New Zealand, South Africa, Australia, Norway, Sweden, the south of France, the Alps, Pyrenees and the Republic of Ireland.

ENGINE

7.3-litre, in-line six-cylinder, 12 valves, water-cooled, 48bhp, Rolls-Royce carburettor

CONFIGURATION

Front-engine, four-speed manual, rear-wheel drive, aluminium body, live axles front and rear with semi-elliptic leaf springs, drum brakes

‘Its quiet running meant you could arrive at a shooting location without scaring off all the birds’

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#9

1969 Aston Martin DB6 Volante Owner HRH Prince Charles

ALAMY

LEFT Prince Charles is a very enthusiastic owner – he took lessons on how to drive it from Graham Hill.

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OPPOSITE The DB6 has been converted to run on bio-ethanol and is more powerful because of it.

BEING A MOTOR SHOW CAR IS AN ACCOLADE THAT elevates most cars above their contemporaries on the production line. But the story of this DB6 goes beyond that.

The DB6 Volante replaced the Short Chassis Volante, which blended DB6 styling cues with the last of the DB5 chassis. It featured the controversial Kamm-style rear tail that so upset Aston traditionalists at the time of its launch. The DB6 was also the first Aston to move away from Touring’s patented Superleggera construction methods, moving to a body-onplatform technique. The wheelbase was longer, and the rear axle was relocated for high-speed stability.

Purchasers could choose between a five-speed ZF manual gearbox or a BorgWarner three-speed automatic. In standard form the DB6 put out 282bhp, but the optional Vantage specification offered three sidedraught Weber carburettors, among other tweaks, which boosted power to a heady 325bhp.

The DB6 Volante was introduced a year later than the coupe, and was produced in pitifully small numbers – it’s believed that 140 were built. The Mk2 of 1969 featured the upgrades of the normal DB6, such as wheelarch extensions to house the DBS-style wire wheels and hubs, and DBS seats.

Just 38 were made as Aston feared a forthcoming ban on convertible cars in the USA, which never actually transpired.

Aside from being the DB6 Volante that adorned Aston Martin’s London Motor Show stand in 1969, in 1970 this car entered the stewardship of HRH Prince Charles as a 21st birthday present from his mother. When the Prince first received the Volante, he enlisted the services of Formula 1 champion Graham Hill to teach him how to drive it properly, during a track day at the Thruxton circuit.

After two decades enjoying this Seychelles Blue example, Prince Charles had the engine converted to run on bioethanol produced from a combination of wine unsuitable for human consumption and whey, a byproduct of cheese manufacturing. Gloucestershire-based Green Fuels instigated the idea; when the fuel is blended as E85 by adding 15 per cent unleaded petrol, its higher octane levels (105 versus 97 for premium unleaded) makes the car more powerful.

Aston Martin specialist RS Williams was entrusted with the conversion, but its engineers were at first sceptical. Yet after the work was completed, they said the engine worked better than it had ever done. In 2011, the car was used by the Duke and Duchess of Cambridge for their wedding, garnering worldwide coverage.

T I M S C OT T / F L U I D I M A G E S

ENGINE

4.0-litre, in-line six cylinder, 12 valves, water-cooled, 282bhp, triple SU carburettors

CONFIGURATION

Front-engine, five-speed manual, rear-wheel drive, aluminium body, double wishbone front suspension with telescopic dampers and anti-roll bar, rigid rear axle with Watt’s linkage, coil springs and dampers, disc brakes all-round

‘In 1970 this car entered the stewardship of Prince Charles as a 21st birthday present from his mother’

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#10

1962 Aston Martin DB4GT Zagato Owner Private Collection

OPPOSITE Zagato was able to make the DB4GT even lighter while also creating a stunning beauty.

A M Y S H O R E P H OTO G R A P H Y

BELOW Chassis 1093/R was running 9th at Le Mans in 1962 until it retired with head gasket issues.

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COMBINING THE PROVEN, HIGH-PERFORMANCE DB4GT mechanicals with a stylish and lightweight aluminium body by a renowned Italian coachbuilding house, the DB4GT Zagato represented the best of all worlds. It’s the ultimate 1960s road and racing Aston Martin.

Designed to take on and beat the thunderous Ferrari 250GT models in the World Sportscar Championship, it was the latest salvo in a fierce rivalry between the Brits and the Italians. When Aston Martin scored a 1-2 at Le Mans in 1959, Ferrari hit back with the 250GT SWB Berlinetta. Aston Martin responded with the DB4GT, which featured a lightweight alloy body, a shorter wheelbase and a fruitier engine courtesy of a high-compression set-up and three large Weber carburettors. Although this car proved a match for the Ferraris, Aston Martin wanted more and turned to Italy itself.

Zagato was famed for its lightweight bodies, particularly for Alfa Romeo, and Ercole Spada ended up crafting one of the iconic Aston Martin shapes, with smoothed lines, and a more aggressive look. Aston kept up the pressure in the performance stakes, garnering an extra 12bhp from the straight-six, while Zagato shaved 50kg from the car’s weight.

The car before you is chassis number 1093/R, the third of the MP209 ‘ultra-lightweight’ motorsport-orientated examples, finished in French Racing Blue. Built in 1962, the lightened special was delivered new to committed Aston Martin enthusiast and racer, Jean Kerguen.

Chassis 1093/R competed at Le Mans in 1962 and was running ninth with Kerguen and Jacques ‘Franc’ Dewez behind the wheel until it retired with head gasket problems after 12 hours. It returned a year later with a series of mechanical upgrades and aero additions including a small rear spoiler, designed to improve high-speed stability. With its svelte Zagato shape, the 3.7-litre straight-six was hitting over 170mph on the Mulsanne straight. However, a rear axle failure led to an accident after seven hours, and Kerguen and Franc were out. But there was some success, with second place at the Dakar 12 Hours that year and 18th overall in the Auvergne Trophy.

The following year the Zagato would be even more successful, although in rallying form, with first place finishes on the 1964 Snow & Ice Rally and the Rallye Routes du Nord.

More recently, the car has been restored by Aston Martin specialist, RS Williams.

ENGINE

3.7-litre, in-line six-cylinder, 12 valves, water-cooled, 314bhp, triple Weber carburettors

CONFIGURATION

Front-engine, four-speed manual, rear-wheel drive, aluminium body, unequal length wishbone rear suspension, coil springs, telescopic dampers, anti-roll bar, live rear axle with coil springs, parallel trailing links, Watt’s linkage and doubleacting lever-arm dampers, disc brakes all-round

‘With its svelte Zagato shape, the DB4GT was hitting over 170mph on the Mulsanne Straight’

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#11

1956 Maserati A6G Zagato Owner Jonathan Segal

BELOW This is a late production model and the last Zagato-bodied berlinetta built in a run of 21.

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OPPOSITE This A6G/54 once sported a Buick V8; its original engine was refitted in the early 2000s.

THE A6G/54 WAS THE ULTIMATE EVOLUTION OF THE A6 series, Maserati’s first post-war sports car.

Based on a lightweight tube-frame chassis, the A6G/54 borrowed several features from the A6GCS, including many of its race-proven braking, steering, and suspension components. The all-aluminum twin-cam six-cylinder engine originally designed by Gioacchino Colombo for racing was adapted by Vittorio Bellentani to create a more civilised, dualpurpose car, implementing wet-sump lubrication, chaindriven camshafts, and a revised valve train.

This particular car is chassis 2186, a late-production A6G/54 and the last Zagato Berlinetta built of 21 in total.

Charles Rezzaghi of Mille Miglia Motors Inc of San Francisco, California ordered the car in the final body style type, which featured a larger, more rectangular grille, vertical air vents in the front quarter panel, curvaceous rear wings, two separate bonnet scoops, aluminum bumperettes, and an oval instrument layout with Jaeger gauges. Around nine Zagato-bodied A6G/54s were produced in this general style, and it was used to illustrate the model in Maserati factory marketing literature.

Chassis 2186 was completed on October 31, 1956, and it was shipped to California. Upon its arrival the car was featured in the May 1957 issue of Motor Trend. By 1959, possession had switched to Frank Faine, who entered the Maserati in a sports car race in Pomona. It was then sold to Frank Jay Hoke from Tucson, Arizona, an amateur racer who competed with it in events across the central US. After he retired the car from racing, Hoke replaced the Maserati’s straight-six engine with a Buick V8. In 1967 it was sold to Bob Baker of Scottsdale, Arizona, who also owned another A6G/54, chassis 2122.

In 1986, chassis 2186 was sold to Maserati enthusiast Joe Alphabet of Los Angeles, and fitted the engine from an Allemano-bodied A6G/54, chassis 2175. During Mr Alphabet’s ownership, the Maserati remained in a perpetual state of restoration, and in 2001 it was sold to Gary Roberts and then Dr Rudiger Stihl of Stuttgart, Germany. Stihl had the car completely restored and reunited with its original engine; the ‘borrowed’ unit returned to chassis 2175 in 2008. It was then restored again by Carrozzeria Quality Cars of Vigonza, Italy.

ENGINE

2.0-litre, in-line six-cylinder, 12 valves, water-cooled, 150bhp, triple Weber carburettors

CONFIGURATION

Front-engine, rear-wheel drive, four-speed manual, aluminium body, double wishbone front suspension with coil springs, Houdaille hydraulic dampers and anti-roll bar, live rear axle with quarter-elliptic leaf springs, Houdaille hydraulic dampers and anti-roll bar, drum brakes all-round

‘The car was ordered in the final bodystyle, which featured a larger, more rectangular grille’

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#12

1961 Ferrari 250GT SWB Owner Clive Beecham

THE 250GT SWB WAS CRAFTED BY THE FINEST Ferrari minds, with the likes of Giotto Bizzarrini, Carlo Chiti and Mauro Forghieri combining efforts to develop the 250 programme. The new car was lighter and had a shorter wheelbase, making it much nimbler than its predecessor.

It was also the first Ferrari GT car to feature disc brakes, and when unveiled at the Paris Motor Show in 1959 it was a sensation, with orders coming in thick and fast. Aluminium and steel bodies were available, covering a 3.0-litre Colombo V12 that produced between 237bhp and 280bhp. It was immediately successful, winning the GT class of the 1961 Constructors’ Championship, and victorious at the Tour de France three times in a row.

This particular example is chassis 2735 and is known as a Comp ’61 SEFAC Hot Rod. It was first owned by Rob Walker, though it ran under the North American Racing Team (NART) banner for its first event, the 1961 Le Mans 24 Hours.

Stirling Moss and Graham Hill set the GT lap record and were running first in class and third overall when in the eighth hour a fan blade sliced through a radiator hose, putting them out of the running.

Moss soon got over that disappointment with a brace of victories and lap records, at Silverstone and Brands Hatch, before taking his seventh and last Tourist Trophy win at

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‘This particular example is chassis 2735 and is known as a Comp ’61 SEFAC Hot Rod’

Goodwood in mid-August. He raced the car just once more, at the Nassau Tourist Trophy in December of that year, winning the heats and the main race. The most successful of his Ferraris, Moss described it as the best GT car ever.

For 1962, ownership was transferred to UDT Laystall and Chris Kerrison. Disc brake failure retired it from the Daytona USA 3 Hours with Innes Ireland, though he’d later take it to fourth place in April at Oulton Park, taking the GT lap record.

Following a factory engine rebuild, it then took on the Tourist Trophy, but was damaged in an accident.

It was then rebodied by Piero Drogo’s Carrozzeria Sports Cars and returned to action with Chris Kerrison, competing through 1963 and 1964.

In 1979 the Drogo body had begun to deteriorate, and it was returned to its 1961 body style. Its current owner took stewardship in 1984, and in 2007 a two-year body-off restoration brought the car back to the exact specification as used by Moss in 1961.

ENGINE

3.0-litre, V12, 24 valves, watercooled, 240bhp (est), triple Weber carburettors

CONFIGURATION

Front-engine, rear-wheel drive, four-speed manual, aluminium body, double wishbone front suspension with coil springs, live rear axle with semi-elliptic leaf springs, disc brakes all-round

ABOVE Stirling Moss (behind the wheel) called this 250 SWB the best GT car ever.

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#14

1955 Ferrari 750 Monza Owner Private Collection

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FOR FERRARI, 1954 AND 1955 WOULD BE GOLDEN years of sports car racing, taking the fight to the MercedesBenz team and its 300SLR. History records that championship glory was one apiece to the Germans and Italians, with Maranello deploying the 750 Monza in 1954. Styled by Pinin Farina, this 760kg machine used a 250bhp four-cylinder engine to great effect in the World Sportscar Championship, with the efforts of Mike Hawthorn, Umberto Maglioli and others helping to nab the title for Ferrari.

This particular car, chassis 0568M, was originally delivered to François Picard in early 1956. He drove it to two podiums that year, including the 1000km at Monthléry alongside Maurice Trintingant. Alfonso de Portago would also get behind the winning, with his best result being at Sweden’s Karlskoga circuit in August.

At the end of the season the car was sold to Tore Bjurström of Scuderia Ferrari Sevezia. He ran the car for Eric Lundgren, Carl-Otto Bremer and Esko Keinänen, with three podiums at the Helsinki GP, Midnight Sun Auto Race at the Kalixport Airfield and Karlskoga. Bjurström then had the engine overhauled by Ferrari, before the car was delivered to Carl-Otto Bremer, who competed in seven Swedish events, claiming victory at the 1959 Helsinki GP. In 1962 Bremer died in a flying accident and the car was either sold to or by Holger Laine: later that year it was raced

by Pentti Groehn on sand tracks. It was even used in ice racing and had a mild crash that necessitated body repairs.

Its last period race was in the mid-’60s, but it didn’t make it off the line because of a rear-end failure.

It was then bought by an engineer and stored for 20 years, after which it was discovered and overhauled by Jukka and Kari Mäkelä. By 1998 it was in the USA for the Pebble Beach auction, but it didn’t sell and returned to Finland. In 2000 it had a mechanical restoration and passed through the hands of Harry Leventis before being sold to the current owner. It was a regular on the historic racing scene up to 2013, with several appearances at the Goodwood Revival.

ENGINE

3.0-litre, in-line four-cylinder, 8 valves, water-cooled, 250bhp, two twin-choke Weber carburettors

CONFIGURATION

Front-engine, rear-wheel drive, five-speed manual, aluminium body, double wishbone front suspension with coil springs and Houdaille hydraulic dampers, de Dion rear axle with transverse leaf springs and Houdaille hydraulic dampers, drum brakes all-round

ABOVE A muchraced Ferrari, this Monza has even competed on ice and sand tracks.

OPPOSITE The car was still competing up until 2013.

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#15

1954 Ferrari 250 GT Europa by Vignale Owner Jaime Muldoon

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THE FERRARI 250 GT EUROPA WAS THE START OF A more road-focused product from Maranello, even if the car’s performance put it in the higher echelon of cars of the day.

Most were bodied by Pinin Farina but this one, chassis 0359GT, was shaped by Vignale to a Giovanni Michelotti design. It was the last Ferrari to be bodied by Vignale, and it was commissioned by Princess Lilian de Rèthy, the second wife of King Leopold III of Belgium.

Princess de Rèthy’s custom-bodied aluminium-alloy Europa was the second of five Ferraris that would pass through the Belgian royal household, and she is known to have been most fond of her Vignale coupé.

The royal couple were quite ‘hands on’ during the design and construction of the car, as evidenced by several visits they made to Turin to approve drawings, colours, materials, and interior treatment.

Finished in dark green with a tan leather interior and a rare, off-white vinyl-covered roof, chassis 0359GT was delivered to Princess de Rèthy on January 5, 1955.

The wraparound windscreen was introduced at about the same time General Motors released its first Corvette, while the budding rear wing fins, the four matching grilles in the front wings and bonnet, and the vinyl-clad roof mark this car out as unique.

The Princess also received three one-of-a-kind interior features, most salient of which is a slightly inclined round opening in the centre of the instrument panel. Its intended function remains a mystery but the owner notes that a bottle of Veuve Cliquot Champagne is a perfect fit.

The royal household kept the car until some time in the 1960s, when it passed through a couple of American owners before ending up with Californian, Edwin K Niles, who paid $1500 for it. It was refurbished by Sal Di Natale’s S&A workshop in Los Angeles, and would wear red until 1989, having gone through another couple of owners. Mark J Smith repainted it in its original dark green with white roof, before it returned to Europe in the same year.

Under the stewardship of Jaime Muldoon, it was restored in 2011 at Wayne Obry’s Motion Products Inc in Wisconsin.

It has won First in Class at the Ferrari 70th Anniversary Celebration, Villa d’Este, Chantilly, Cavallino, Mar a Lago, Pebble Beach, Salon Privé, Zoute and the 50th Annual Ferrari Club of America Meeting.

ENGINE

CONFIGURATION

3.0-litre, V12, 24 valves, watercooled, 220bhp, triple Weber carburettors Front-engine, four-speed manual, rear-wheel drive, steel body, double wishbone front suspension with coil spring and twin Houdaille friction dampers, live rear axle with longitudinal semi-elliptic leaf springs and Houdaille friction dampers, drum brakes all-round

ABOVE As shaped by Belgian royalty and designed by Michelotti.

OPPOSITE For some years the Europa was painted red but has been restored to its original green.

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#16

1957 Ferrari 500 TRC

T I M S C OT T / F L U I D I M A G E S

Owner Jason J Yates

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ALTHOUGH FERRARI MAY BE BEST KNOWN FOR ITS V12s, Maranello race cars dominated Formula 2 in 1952 and 1953 with four-cylinder engines designed by Aurelio Lampredi. Ferrari saw the potential for more success in other disciplines, successfully transplanting the four-pot into cars such as the 500 Mondial and 750 Monza in sports car racing, with numerous wins proving the point.

Lampredi would leave Ferrari in 1955, but the development of the four-cylinder engine continued via Vittorio Jano, formerly of Alfa Romeo. The development led to the fitment of a new cylinder head finished in red paint – the ‘redhead’ Testa Rossa was born. It got off to a superb start, winning first in class, first time out at the Senegal Grand Prix with Jacques Swaters’ Ecurie Francorchamps team. More than 30 class and overall victories followed across Europe and North America.

For 1957, the FIA updated its regulations to Appendix C, and the TR was updated to become, unsurprisingly, the TRC. It featured a live rear axle (chosen for its lightness over the de Dion set-up in the 500 Mondial), stronger connecting rods and crankshaft, and a lighter flywheel. The success continued, with class victories at the Le Mans 24 Hours, Mille Miglia, Sebring 12 Hours and the Nürburgring 1000km.

Chassis 0690, which you can see before you, is number 12 out of 19 cars built. It was pressed into service on the Coppa Consuma hillclimb in May 1957, where Siro Sbraci finished eighth overall and sixth in class on the hillclimb, setting him up for 12th overall and third in class on the Mille Miglia, wearing race number 453.

Following its European career, the car was sold to Armando Garcia Cifuentes, who entered 0690 into the 1958 Cuban Grand Prix. This event is infamous as the scene of Juan Manuel Fangio’s kidnapping by Cuban rebels; the local authorities would have to intervene more than once over the course of this event. Following an incident in the race, the Ferrari was impounded by the Cuban officials and stored.

Colin Crabbe, a collector, motor trader and F1 entrant in the 1970s, had a knack for finding all manner of vehicles in far flung places across the globe. As documented in his book Thrill of the Chase, one of his finds was this 500 TRC, which he brought to the UK in 1985 and later revived by Neil Twyman. Recently the car has seen action at the Goodwood Revival and Silverstone Classic, and has just finished a three-year, no-expense-spared Ferrari Classiche restoration.

This concours is its first public event since restoration.

ENGINE

2.0-litre, in-line four-cylinder, 8 valves, water-cooled, 180bhp, twin Weber carburettors

CONFIGURATION

Front-engine, rear-wheel drive, four-speed manual, aluminium body, independent front suspension with unequal-length wishbones, coil springs, hydraulic dampers and anti-roll bar, live rear axle with radius arms, coil springs and hydraulic dampers, drum brakes all-round

ABOVE Chassis 0690’s racing career took it across the globe.

OPPOSITE The car still competes, at the Goodwood Revival and Silverstone Classic.

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#17

1966 Ferrari 365P Berlinetta Speciale

THE EARLY 1960S SAW HUGE CHANGE IN THE WAY racing cars were constructed – the mid-engine design was seen as the way to go, and those firms with a road car company that fed off Formula 1 glory saw an opportunity.

Ferrari and Pininfarina saw the possibilities, and set about building three prototypes to test the theory. The Tre Posti, or three-seater in Italian, was one of these.

The fact these cars exists at all is remarkable – Enzo Ferrari was firmly against a mid-engined V12 car, but Sergio Pininfarina, Fiat boss Gianni Agnelli and US Ferrari importer Luigi Chinetti, all saw the potential; indeed Chinetti would later claim that if Ferrari had released the Tre Posti, nobody would have taken any notice of the Lamborghini Miura.

Aldo Brovarone penned a shape based around the Dino concept, and constructed the body in aluminium with a lengthened body to accommodate the 4.4-litre Colombo V12.

The addition of a Perspex roof was novel for the time, while an integrated roll bar provided extra structural rigidity. The chassis was derived from the tubular set-up of the Ferrari 330P2 used by Chinetti’s NART outfit in 1965.

Chassis 8971 is one of two made, and is finished in Garenia White. It made its grand debut at the Paris Motor Show on Pininfarina’s stand, and would tour the world’s motor shows.

While a mid-engined V12 would take more than a decade to become a production road-going reality, much of the design lessons would be carried forward into the Dino. The three-seater cabin and central driving position would also go on to influence the McLaren F1.

Chassis 8971, meanwhile, was sold to Luigi Chinetti in 1967 once its show duties had finished. Chinetti would pay just $21,160 for a ‘racing chassis with modifications’. He was clearly enamoured with the car, selling and buying it back twice, before becoming part of the Chinetti collection for many decades. Fifty years after entering the Chinetti family ownership, it was sold to J Robert Quiroz. A second example, chassis 8815, was built for Gianni Agnelli, finished in metallic grey with a large chrome rear spoiler. It has since been repainted in metallic blue and then red.

JUSTIN NARDELLA

Owner RQ Collections

100

ENGINE

4.4-litre, V12, 24 valves, water-cooled, 375bhp, triple Weber carburettors

CONFIGURATION

Mid-engine, five-speed manual gearbox, rear-wheel drive, aluminium body, independent suspension front and rear with unequal-length wishbones, telescopic dampers and coil springs, disc brakes all-round

ABOVE Styled by Aldo Brovarone, the Tre Posti would inspire the later Dino.

OPPOSITE Three seats and a central driving position, way before the McLaren F1.

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#18

1963 Ferrari 250GTO

OF ALL THE LEGENDARY FERRARIS, PERHAPS THE most iconic is the 250GTO. Designed to take the fight to the AC Cobra, Jaguar E-type and Aston Martin DP214 in Group 3 GT racing, the car harnessed the talents of golden era Ferrari engineers such as Giotto Bizzarrini and Mauro Forghieri.

Though the car largely used tried and tested mechanicals, Bizzarrini employed the latest research from wind tunnel testing at Pisa University to craft a shape to beat the world’s best. Rendered in aluminium by Scaglietti, the 250GTO weighs between 880kg and 950kg, and is powered by a mighty 3.0-litre Colombo V12 producing 296bhp, sourced from the 250 Testa Rossa Le Mans victor.

This particular car is chassis 4219GT, which was originally sold to Mamie Spears Reynolds, the daughter of former USA senator Robert Reynolds and Evalyn McLean Roberts of the McLean mining company, which once owned the Hope Diamond. Luigi Chinetti not only sold the car but gained a daughter-in-law – his son, Luigi ‘Coco’ Chinetti Jr, married Mamie in July 1963. The car duly won that year’s Daytona 3-hour Continental with Pedro Rodríguez behind the wheel, and finished fourth in class and 13th overall at the ’63 Sebring 12 Hours with Joakim Bonnier and John Cannon driving.

Mamie’s ownership didn’t last long (neither did the marriage to Coco, which was over by 1965), with Buick and Ferrari dealer, Beverly Spencer, purchasing it in May 1963. He changed the original Rosso Cima paintwork to white with blue centre stripes, as he campaigned the 250GTO as part of the North American Racing Team (NART). The car was driven

by Frank Crane at Laguna Seca, Pacific Raceway and Candlestick Park Raceway, notching up a podium and a class victory along the way.

By the end of 1963 Bev Spencer put the car up for sale again, advertising it for $14,000. George C Dyer Snr of Hillsborough, California, bought the Ferrari early the following year and hung on to it until January 1993, when the current owner took stewardship.

Since then it’s been a regular at the Goodwood Festival of Speed, Tour de France Auto and Pebble Beach Concours.

T I M S C OT T / F L U I D I M A G E S

Owner Brandon Wang

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ENGINE

3.0-litre, V12, 24 valves, watercooled, 296bhp, six Weber carburettors

CONFIGURATION

Front-engine, five-speed manual, rear-wheel drive, aluminium body, independent front suspension with coil springs, double wishbones and anti-roll bar, live rear axle with Watt’s linkage, coil springs, trailing arms and semi-elliptic leaf springs, disc brakes all-round

ABOVE Pedro Rodríguez won the 1963 Daytona 3-hour Continental in this car.

OPPOSITE Current owner uses the GTO for many events on the classic car calendar.

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#19

1933 Packard Twelve Coupe Owner Laura and Jack Boyd Smith, Jr The JBS Collection

OPPOSITE This Packard Twelve has won three major awards since 2014 and it’s easy to see why.

G R A N T B E AC H Y P H OTO

BELOW 1933 car from the first run of the Packard Twelve, the only year with fold-out windows.

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WITH THE LIKES OF ROLLS-ROYCE, RENAULT, Marmon, Pierce-Arrow, Cadillac and Lincoln crowding the luxury market, Packard needed to up its game to stay competitive in the pre-war years.

The Americans have a saying – there’s no replacement for displacement – and that’s what Packard’s paying public wanted. Despite a low output, largely because of the pitifully poor petrol on offer that rarely got better than 60 octane, the car was successful – and then World War One happened.

The second generation V12 models appeared in 1932, although they initially wore the Twin Six moniker, changing to Twelve in 1933. Initially, the car was intended as a way to garner funds for a pioneering Packard project to build an affordable V12 car with front-wheel drive, but that project didn’t get very far.

Packard chose to develop the more traditional car further instead. Under the bonnet lay a 7.3-litre derivative of the V12 engine, now putting out 160bhp, more than 100bhp more than when the car first appeared. A Bendix-Stromberg EE-3 carburettor with an automatic choke was a prime part of the model’s increased performance potential.

The twin-plate clutch from the earlier models was replaced with a single dry-plate unit, while shifting between the car’s three gear ratios was via a floor-mounted lever. The brakes were an upgraded version of the 9th series car’s; convertibles and roadsters also used leftover 9th series bodies but with a reduced-size radiator compared to the 10th series models.

Two wheelbases were offered – the 1005 (142in) and 1006 (147in); the former gave the well-heeled ten body styles to choose from, while factory bodies for the 1006 were limited to five- or seven-seat Sedan or Sedan Limousines. However, because of the demise of the Super Eight long wheelbase chassis, custom bodywork from the likes of LeBaron and Dietrich was available.

The car before you is one of five Packard Twelve Coupe manufactured and one of just two remaining. This Packard has won three awards since 2014, including the Pebble Beach Concours d’Elegance in 2014 and first place at the Amelia Island Concours d’Elegance and Concours d’Elegance at St John’s in 2015. It also made an appearance at the inaugural Concours d’Elegance at Copshaholm.

This car dates from the first run of the Packard Twelve after it succeeded the Twin Six, and was the only year with the fold-out window design.

ENGINE

7.3-litre, 12-cylinder, 24 valves, water-cooled, 160bhp, EE-3 Bendix-Stromberg carburettor

CONFIGURATION

Front-engine, three-speed manual, rear-wheel drive, steel body, solid front axle with semi-elliptical leaf springs and adjustable hydraulic dampers, live rear axle with semi-elliptical leaf springs and adjustable hydraulic dampers, drum brakes all-round

‘This is one of five Packard Twelve Coupes manufactured and one of just two remaining’

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#20

1934 Packard Twelve Coupe Roadster Owner Laura and Jack Boyd Smith, Jr The JBS Collection

OPPOSITE Side profile shows to great effect how long the 142-inch chassis is on the Packard Twelve.

G R A N T B E AC H Y P H OTO

BELOW Original buyers could specify any paint colours they fancied; this example is very restrained.

106

PACKARD’S 11TH SERIES MADE ITS DEBUT IN 1934 AND among the marque’s enthusiasts it is the most desirable model year.

Packard’s period advertising did a great job of painting these elegant machines as the membership to an elite club.

Packard produced a book that contained the names of owners in the local area, and suggested that any prospective purchaser get in touch and enquire about the ownership experience. It underlined the fact that while anyone could buy a rival luxury car, owning a Packard was the gateway to the higher echelons of American society.

Packard added new wings and fresh details for the series’ fuller, more elegant look. Other changes for the 11th Series included a third, shorter version on an 134-inch Super Eight-derived chassis with the model code 1106.

In a 1934 brochure, Packard described itself as having the largest fine car clientele of any manufacturer. ‘But more than that, for its clientele Packard has built more 12-cylinder motor cars than all other American makers combined – nearly three times as many, in fact,’ it triumphantly states.

‘Out of this rich background of fine car experience comes the New Packard Twelve. Its title of the ‘yardstick’ by which to measure all fine car values is no empty slogan.’

The 11th Series took the already stylish looks of the 10th and updated it to create one of the most iconic and highlyprized runs of all the American classics of the era, with exemplary ride and comfort. These were truly bespoke vehicles, as the 1934 brochure makes clear: ‘Color in abundance and at the will of the purchaser is his who buys the Packard Twelve,’ it claims. “If he wishes, he may select his own paint combination and have it applied on the car especially for him, or he may choose from a variety of lustrous harmonies that factory color experts have developed for their lasting artistic effects.’

Inside, the individualisation continued: “Rich broadcloths from the finest looms of the land are those that cover Packard Twelve cushions which have been scientifically contoured by an orthopedic surgeon to avoid any possible fatigue. The buyer may choose from a wide range of carefully suggested fabrics or, if he prefers, have his own selection cut from the bolt.”

This particular Packard Twelve Coupe Roadster is on the 142-inch chassis, and is one of just 20 original cars thought still to exist out of 980 that left the factory.

ENGINE

7.3-litre, V12, 24 valves, watercooled, 160bhp, Stromberg carburettor

CONFIGURATION

Front-engine, three-speed manual, rear-wheel drive, steel body, solid front axle with semi-elliptic leaf springs and adjustable hydraulic dampers, live rear axle with semi-elliptic leaf springs and adjustable hydraulic dampers, drum brakes all-round

‘This is one of just 20 original cars thought still to exist out of 980 that left the factory’

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#21

1934 Packard Twelve Formal Sedan Owner Laura and Jack Boyd Smith, Jr The JBS Collection

OPPOSITE Closed cars like this one featured a taller radiator compared to the open Twelves.

G R A N T B E AC H Y P H OTO

BELOW This is one of only a handful of Twelves bodied by LeBaron: most wore Packard’s own bodies.

108

THE REBIRTH OF THE PACKARD TWELVE NAME arose from a fear that the Twin Six designation – used on the Ninth Series cars – was confusing some of Packard’s customers as to the car’s actual cylinder count. From the Tenth series onwards, introduced in January 1933, the Twin Six was renamed the Twelve.

The new Tenth Series models also saw further revisions, including a fresh frame, a new Gemmer worm-and-roller steering box, and a one-piece driveshaft. Closed-body Twelves also featured a new, taller radiator. However, the open cars, which were mostly built using leftover Ninth Series bodies, still featured the smaller radiator; the taller radiator would later become standard on the Eleventh Series.

In a bid to boost 12-cylinder car sales, the Individual Custom bodies – six Dietrich models and two by LeBaron, including the Formal Sedan style you see before you – were now available only on the Twelve. This meant customers who wanted a semi-bespoke car were gently railroaded into buying the bigger engine.

Packard’s V12 engine had a meandering development history – it was originally intended for a front-wheel-drive car that eventually proved to be not good enough for the Packard name because of inherent weaknesses. This outcome, plus the predicted costs involved of producing the car, meant Packard scrapped the idea. However, the V12 engine lived on, thanks to activity elsewhere in the industry – Cadillac, for example, introduced a 16-cylinder engine, while the likes of Pierce-Arrow and others were pushing the envelope when it came to outright performance. Placing the V12 into a Deluxe Eight Chassis was the start of the process that led to the Twelve.

The bodies themselves were largely produced at Packard, with only a handful receiving custom coachwork by the likes of LeBaron and Dietrich.

Changes were minor over the car’s lifetime. The Eleventh Series added a short-wheelbase Runabout Speedster and brought in aluminium cylinder heads for the V12. The Twelfth Series, launched in August 1935, had a wider track and vacuum assistance for the clutch. The V12 engine was stroked to 7756cc, helping it to deliver a hefty 175bhp and 366lb ft of torque, although 180bhp was available if the well-heeled customer specified the optional high compression cylinder heads.

ENGINE

7.7-litre, V12, 24 valves, watercooled, 175bhp, Stromberg carburettor

CONFIGURATION

Front-engine, three-speed manual, rear-wheel drive, steel body, solid front axle with semi-elliptic leaf springs and adjustable hydraulic dampers, live rear axle with semi-elliptic leaf springs and adjustable hydraulic dampers, drum brakes all-round

‘Only a handful received custom coachwork by the likes of LeBaron and Dietrich’

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#22

1934 Packard Twelve Victoria Owner Laura and Jack Boyd Smith Jr The JBS Collection

OPPOSITE The Twelve Victoria Convertible was the first Packard to offer the option of a radio.

G R A N T B E AC H Y P H OTO

BELOW A rare beast: fewer than ten Packard Twelve Convertible Victorias still exist.

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THIS PARTICULAR PACKARD TWELVE IS A FASCINATING mixture of two coachbuilders whose histories are intertwined.

LeBaron was set up by Raymond H Dietrich and Thomas L Hibbard after a spell working together at Brewster & Co as freelance design consultants. While still at Brewster & Co, they played around with French-sounding names for their company, searching for those that would be easy to pronounce. It took their employer 12 months to work out what the duo was up to, who then cut ties.

Dietrich and Hibbard hired Ralph Roberts to be the administrator, and a steady stream of work came via dealers.

However, within three years Hibbard met Howard A Darrin.

Both men saw the potential in the European market, and Hibbard ultimately left the company he founded to establish Hibbard & Darrin in Paris.

Dietrich and Roberts continued, with Roland L Stickney as LeBaron’s illustrator, and the company soon took over body builders Blue Ribbon and Bridgeport Body. Two years later, though, Dietrich was gone. He’d received a big offer from Murray Corporation, body builder for Lincoln and Ford, and resigned to create Dietrich Inc. Roberts continued with LeBaron, eventually selling the company to the Briggs Manufacturing Company and moving all work to Detroit. Here, LeBaron would focus on custom bodies for the likes of Imperial, Duesenberg, Cadillac and, of course, Packard.

Raymond Dietrich was forced out of his own company by September 1930, and after a couple of years freelancing was hired as Chrysler’s first head of design. After keeping that role until 1938, he worked with the Checker Cab Company and eventually retired nearby. He came out of retirement in 1962, however, to design an iconic guitar – the Gibson Firebird.

Hibbard & Darrin lasted until 1931, when Hibbard returned to the USA to take a role in General Motors’ design department. Ralph Roberts, who’d gone with Briggs to LeBaron, spent much of the second half of the 1930s setting up the Briggs Manufacturing Plant for Ford Dagenham in the UK, and would later turn his hand to glassfibre boats and the Skorpion car.

This is the only Twelve Victoria with a LeBaron body and a Dietrich custom interior, and one of fewer than ten Packard 1107 Convertible Victorias still in existence. This was the first Packard to offer a radio option, which this car is fitted with.

ENGINE

7.3-litre, V12, 24 valves, watercooled, 160bhp, Stromberg carburettor

CONFIGURATION

Front-engine, three-speed manual, rear-wheel drive, steel body, solid front axle with semi-elliptic leaf springs and adjustable hydraulic dampers, live rear axle with semi-elliptic leaf springs and adjustable hydraulic dampers, drum brakes all-round

‘This is the only Twelve Victoria with a LeBaron body and a Dietrich custom interior’

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#23

1936 Packard Twelve All Weather Cabriolet by LeBaron Owner Laura and Jack Boyd Smith, Jr The JBS Collection

OPPOSITE First owner of this very rare Packard was Hollywood legend, Charlie Chaplin.

G R A N T B E AC H Y P H OTO

BELOW For the movie The Betsy, this car was painted Hunter Green with black wings.

112

WITH A CAR AS LUXURIOUS AND EXPENSIVE AS THE Packard Twelve, it is unsurprising that Hollywood turned to these elegant machines to not only star in its productions, but also to act as personal transport for screen idols.

This particular Twelve is chassis 18864, one of two remaining All Weather Cabriolets still known to exist. Built on a 1407 Series chassis, the engine had grown to 7.8 litres and 175bhp for what was known as the 12th series. Other improvements included a fully synchronised gearbox and vacuum-assisted brakes and clutch, while wheelbases came in 132½in, 139¼in and 144¼in forms.

Just 682 Twelve chassis were built in 1936, and the LeBaron Incorporated All Weather Cabriolet was only available to special order – the order for this example was placed by a Hollywood legend.

It was originally owned by Charlie Chaplin by way of Charlie Chaplin Studios. Despite the $6290 price tag – equivalent to more than $120,000 today – Chaplin wasn’t shy with the options list, which bumped up the purchase cost even higher. Extras included dual side-mounted spare tyres, a luggage rack, a roll-up partition window, rear fold-away seating, Trippe safety lights, painted wire wheels and whitewall tyres.

Chaplin kept the car until the 1970s, when it passed to a Californian collector, who maintained stewardship until 2017, performing a light cosmetic restoration on the exterior along the way. During that 45-year ownership, the Packard LeBaron would graduate from an off-screen role to appearing in front of the cameras.

Its first cameo was in Francis Ford Coppola’s masterpiece, The Godfather, but in 1978 it had more of a starring role in The Betsy, director Daniel Petrie’s automotive industry romantic drama starring Laurence Olivier, Robert Duvall, Katherine Ross and Tommy Lee Jones. The film dealt with a fictional Detroit motor manufacturer pinning its hopes on a new model to save the company from closure.

That wasn’t the end of the Packard’s ‘acting’ career. It had a prime role in Remington Steele, the innovative and popular American crime drama starring Pierce Brosnan, that ran between 1982 and 1987. The Packard’s star turn was in the second series, although it did have to share the automotive limelight with a 1936 Auburn Boattail Speedster.

The Packard has covered little more than 11,000 miles.

ENGINE

7.8-litre, V12, 24 valves, watercooled, 175bhp, Stromberg carburettor

CONFIGURATION

Front-engine, three-speed manual, rear-wheel drive, steel body, solid front axle with semi-elliptic leaf springs and adjustable hydraulic dampers, live rear axle with semi-elliptic leaf springs and adjustable hydraulic dampers, drum brakes all-round

‘Chaplin wasn’t shy with the options list, which bumped up the purchase cost even higher’

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#24

1938 Packard Twelve Convertible Coupe Owner Laura and Jack Boyd Smith, Jr The JBS Collection

OPPOSITE This 16th series Twelve has more substantial wings than its predecessors and a more upright radiator.

G R A N T B E AC H Y P H OTO

BELOW The winner of multiple major awards at prestigious concours events around the US.

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FOR MANY YEARS PACKARD LED THE AMERICAN luxury car market, alongside the Peerless Motor Company and Pierce-Arrow.

It was a firm notable for innovations such as the steering wheel as we know it today, and adjustable hydraulic damping, which appeared on the Packard Twelve. These advancements, plus the collapse of many of its rivals, meant that Packard was among the most successful and profitable automobile firms of the 1930s. While its smaller-engined cars accounted for the bulk of the company’s sales, the halo effect of the Twelve drove the brand’s marketing as a car for the elite.

The penultimate version of the Packard Twelve, the 16th Series, is one of the rarest versions, and saw a further shortening of the wheelbases available.

Customers could choose from 127⅜in, 134⅜in and 139⅜in, though it’s believed the shortest chassis, based on the Super Eight, saw no orders and wasn’t included in period Packard marketing pamphlets. Key changes included the option of a column shifter, and heavier wings than seen previously; these wrapped around the side-mounted spare wheels.

The new design also featured a more upright radiator and a Dietrich-inspired V-shaped windscreen. The overall aesthetic would stay in place for 1939’s 17th series, which would be the car’s final year of production. In all, just 566 16th Series models were produced. At the time it was still one of the most expensive cars you could buy, at around $4500, which equates to more than $80,000 in today’s money.

This particular example is the 24th of the 32 Twelve Convertible Coupes built in 1938, and is believed to be one of just eight left. This car has won the Packard Class at the 2016 Pebble Beach Concours d’Elegance, the Amelia Award at the Amelia Island Concours d’Elegance in 2017, Best Interior at St John’s in 2018 and won the Excellence Award at the Boca Raton Concours d’Elegance in 2019.

As impressive as the Twelve may have been, Packard had economic struggles to overcome, which it hoped to do with the introduction of the 115C in 1937; it was intended to provide a Packard experience for fewer dollars. But over time the sheen of the Packard name began to dull. Though Packard would leave World War Two flush with cash thanks to its part in the war effort and would continue to outsell Cadillac until 1950, the glamour of the Twelve era was gone forever. Within nine years the Packard name was no more, but not without one last innovation, the torsion-level suspension system.

ENGINE

7.8-litre, V12, 24 valves, watercooled, 175bhp, Stromberg carburettor

CONFIGURATION

Front-engine, three-speed manual, rear-wheel drive, steel body, independent front suspension with semi-elliptic leaf springs and adjustable hydraulic dampers, live rear axle with semi-elliptic leaf springs and adjustable hydraulic dampers, drum brakes all-round

‘This is one of 32 Twelve Convertible Coupes built in 1938 and is believed to be one of just eight left’

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#25

1967 Ferrari 330GTS Owner Sarah Allen

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THE 330GTS AND GTC WERE HUGE LEAPS FORWARD for Ferrari in terms of ease of use and refinement, despite sharing their chassis and independent rear suspension with the earlier 275 models, rather than those of the other 330 models in the range. Power came from a 4.0-litre Colombo V12, though in a less raucous tune than Maranello had released previously.

The GTC coupé made its debut at the 1966 Geneva Motor Show, while the open-top GTS appeared at the Paris Motor Show in October that year. Just 600 GTC and 100 GTS models were built during two years of production.

This particular example, chassis 10359, was displayed at the 1967 Torino Motor Show, and would tour several motor shows before it was sold to Jamie Wyeth of Pennsylvania, USA. His father was the artist Andrew Wyeth, and the car would be found in his dad’s barn in 1975 and sold.

It had a new owner just three months later, Carl Cantera of Wilmington, Delaware. A year later the car was painted in Rosso Corsa and Borrani wheels were fitted. It would receive a full bare-metal respray in Rosso Corsa ten years later, along with refurbishment of other body parts.

Stewardship passed to Carl’s son, Richard, in 1999, and 11 years later Charles M Pierson would complete a full engine rebuild. In 2017, the transaxle and transmission were rebuilt

by Scuderia Performance, before the Ferrari was once more put up for sale. This time it was despatched to the UK, when Nigel Allen bought the car for his wife.

It was soon the subject of a major mechanical overhaul and partial restoration courtesy of Barkaways Ferrari, with the interior and roof later being fully restored by O’Rourke Coach Trimmers. In 2019 the car was certified by Ferrari Classiche, and was rewarded with Best in Class and a Platinum Award at the Ferrari Owners’ Club National Concours at Danesfield House, and took part in the Salon Privé Tour and the Ferrari Classic Cavalcade in Rome.

In 2020 the car was on display at the London Concours, where it won best in class in the Convertibles – The Golden Era section, and scooped best in show. Later that year it was returned to its original colour, Azzuro Metallizato, by Ross Packard, and dismantled and reassembled by Bob Houghton.

ENGINE

4.0-litre, V12, 24 valves, water-cooled, 300bhp, triple Weber carburettors

CONFIGURATION

Front-engine, five-speed manual gearbox, rear-wheel drive, steel body, independent suspension front and rear with unequal-length wishbones, coil springs, anti-roll bars and trailing arms at the rear, disc brakes all-round

ABOVE The 330GTS was returned to its original Azzuro Metallizato in 2020.

OPPOSITE This example was on the Ferrari stand at the 1967 Torino show.

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#26

1968 Ford GT40 MkIII Owner Gary W Bartlett

THE FORD GT40 HAD ACHIEVED WHAT IT SET OUT TO do – take the fight to Ferraris at Le Mans. And in the wake of that victory, Ford sensed an opportunity to produce a road car based on its winning racer.

All MkIII Ford GT40s were designed for road use and featured a detuned version of the 4.7-litre V8 that had powered the MkI GT40s. The MkIII featured softer dampers, a more civilised interior, an ashtray, a storage compartment and the option to have the car in left-hand drive. The gearshift was also moved to the centre, and further changes were made to the styling.

The resultant car cost $18,500, significantly more than Ferraris and Maseratis of the era and $2000 more than a racing-spec GT40. Just seven were built.

This car is chassis 1103, delivered with a 302cu in (4.9-litre) engine. Its first owner was politician, newspaper mogul and offshore powerboat racer, Sir Max Aitken of London.

Brian Auger, a potato farmer from Norfolk, bought the car in 1973, and changed the colour from its original maroon to white with blue stripes, and fitted MkI wheels and tyres. He kept it until 1981, when the next owner put it into the National Motor Museum, with the odometer displaying just 6000 miles. It would stay there until 2011, when the current owner seized the opportunity to buy it.

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‘Other than restoring the car to its original colour of Amaranth, the GT40 was remarkably original’

He entrusted 1103 to CKL Developments in Battle, East Sussex, to perform a sympathetic restoration, having seen the work the company had done on his Jaguar XKSS. The good news was that other than restoring the car to its original colour of Amaranth (maroon), the GT40 was remarkably original. It even came with its original Borrani wire wheels and Goodyear tyres. CKL senior technician Barry Burgess dismantled the car to clean components and replace consumables such as the bearings, seals, hoses, brake hydraulics, valve springs, piston rings and valves.

The restoration took a year to complete, after which the MkIII won Best Sensitive Restoration at 2012 Concorso d’Eleganza Villa d’Este. It has also appeared at the Amelia Island and Pebble Beach concours, and has been the course car at the Goodwood Revival six times.

ENGINE

4.9-litre, V8, 16 valves, watercooled, 306bhp, Holley carburettor

CONFIGURATION

Mid-engine, five-speed manual gearbox, rear-wheel drive, steel body, independent suspension front and rear with double wishbones and coil springs, disc brakes all round

JOHN LEONARD

ABOVE The MkIII is the road version of the GT40 and hugely expensive when new.

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#27

1936 Bentley 4¼

by Veth & Zoon Owner Michael Dacre

BELOW Veth & Zoon was commissioned to mimic the style of contemporary Mercedes models.

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OPPOSITE This elegant Bentley spent many years in the US before returning to the United Kingdom.

THE BENTLEY 4¼ LITRE WAS A DEVELOPMENT OF THE previous 3½ litre, a car famed for its strong yet light chassis.

However, coachwork was getting ever heavier and the car’s rivals were challenging its performance status, so the Rolls-Royce-derived straight-six was bored out to 4.3 litres to bring Bentley to the forefront of performance luxury cars.

Many of the 1234 built were bodied by Park Ward, but this unique and stunning Derby Bentley is the only Derby 4¼ to have been bodied by Dutch coachbuilding firm Veth & Zoon, coachbuilders to the Dutch Royal Family.

The chassis was despatched to the Netherlands in March 1936 and delivered to Mr S Van Linge in Amsterdam for the sum of £870. He allegedly preferred the luxuriously elegant looks of the Mercedes of the time, but admired the Bentley’s chassis and therefore requested that the Bentley’s styling should reflect this, getting the best of both worlds.

Production records show Mr Van Linge requested B90GA to be ‘springs rather stiff – to be driven at high speed’.

After World War Two, B90GA was bought by a US officer and taken home to the United States in 1946, where it remained for the next 46 years. During this period, the car was for some considerable time dismantled by an American restorer. Handwritten notes from the time show that this particular person had a modus operandi of drawing out long and expensive restorations, often resulting in the owner giving up on the car, or even worse, passing away leaving the car in his hands.

Thankfully, B90GA did not succumb to this fate, and in 1992 the car was returned to the United Kingdom by C Horsley. In 1994 it was purchased by D Mason, who regularly campaigned the car and attended numerous Bentley Drivers Club (BDC) events, winning a BDC Concours award in 1996. In 2008 the car was transferred to G Howitt, who during his ownership undertook a full restoration to concours standard with Alpine Eagle.

In 2017 the car was bought by T Lister who enjoyed showing the car, gaining a Special Prize award in 2019 at Chantilly Arts & Elegance Concours d’Elegance.

Now part of the Labora Collection, the car has been subtly and sympathetically revised, removing modern additions so that the car presents as it was intended originally. Retaining all of its original matching numbers components, B90GA has clocked well over 100,000km on its travels and is a testament to the durability and endurance of Bentley.

ENGINE

4.3-litre, in-line six-cylinder, 12 valves, water-cooled, 125bhp, twin SU carburettors

CONFIGURATION

Front-engine, four-speed manual, rear-wheel drive, steel body, rigid axles front and rear with semielliptic leaf springs and dampers, drum brakes all-round

‘It has clocked well over 100,000km on its travels and is a testament to the endurance of Bentley’

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#28

1930 Cord L-29 Brougham Owner Shaun W Coady

EL CORD’S PHILOSOPHY FOR THE CORD DIVISION of his Auburn, Cord and Duesenberg empire was to build truly unique, inspiring automobiles.

Introduced in 1929, the L-29 was the first American front-wheel drive car to be offered to the public. This innovative design allowed a much lower roof line than its rivals and, when mated with Lycoming’s straight-eight engine, it created a long, strikingly elegant automobile.

Production ended in 1932 after around 5000 examples were built, of which an estimated 175 remain. Of the four standard bodystyles offered, the Brougham was the rarest, with only ten examples are believed to survive.

The L-29 Brougham presented here was purchased by its second owner in around 1931, then driven extensively until stored in a tobacco barn in Farmington, Kentucky in around 1942. The Brougham changed hands in around 1975 and was again stored in a Kentucky barn until bought by its current owner in 2007.

Although suffering the ravages of 65 years of storage, it remained remarkably solid and extremely original. The car had never previously been restored and even retained the majority of its original interior elements and fabric top.

Following years of research on L-29s, the current owner commissioned LaVine Restorations of Nappanee, Indiana, to

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‘Although suffering the ravages of 65 years of storage, it remained remarkably solid’

begin a full restoration. With access to an unrestored L-29 at the Auburn, Cord and Duesenberg Museum in Indiana USA, every effort was made to duplicate any aspect of the automobile that needed to be replaced. The original seat fabric, trim and brocade on the doors were sent to England to be accurately reproduced.

The car was also returned to its original colour combination of black for the main body and burgundy for the wings, running boards and accents, with chrome wire wheels and blackwall tyres to accentuate the elegance and luxury of the L-29 Brougham bodystyle.

Since its restoration was completed it won Best of Show at the Auburn, Cord, Duesenberg Reunion in 2017, finished third in class at Pebble Beach in 2017, Journalists’ Choice at the 2018 Greenwich Concours and scooped Most Outstanding Closed Car at the 2018 Geneva Concours.

ENGINE

4.9-litre, in-line eight-cylinder, 16 valves, water-cooled, 125bhp, single Schebler carburettor

CONFIGURATION

Front-engine, three-speed manual gearbox, front-wheel drive, aluminium body, quarter-elliptic leaf springs (front), semi-elliptic leaf springs (rear), live axles front and rear, drum brakes all-round

T R AV I S L AV I N E

ABOVE Multi-awardwinning Cord L-29 is elegant and beguiling.

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#29

1965 Ferrari 275GTB 6C

T I M S C OT T / F L U I D I M A G E S

Owner Colin Bullock

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ONE OF FERRARI’S MOST BEAUTIFUL AND ENGAGING road cars has a British connection to thank for its dynamic handling prowess.

Mike Parkes was probably always destined to end up in an automotive role because of his father’s position as chairman of the Alvis Group, but his career began within the Rootes Group, which he joined as an apprentice and where he would ultimately contribute to the development of the Hillman Imp. He blended his engineering nous with competitive driving, initially with MG and Frazer-Nash, then Lotus. However, his involvement with the UK’s Ferrari importer, Maranello Concessionaires, caught the attention of Ferrari HQ. Not only would Parkes compete for Ferrari in sports car racing and Formula 1, but he would also play a key role in developing the 275GTB’s suspension. Borrowing directly from Ferrari racing cars such as the 250TR and LM, it used double wishbone independent suspension front and rear, with Koni dampers and coil springs. It elevated Ferrari’s premium two-seat grand tourer to levels of dynamic elan never before achieved by its road cars.

The engine was a 3.3-litre version of the famed Colombo V12, which produced around 280bhp if you believed Ferrari, and if you didn’t then something around 30bhp less might be closer to the truth. However, the factory offered six twinchoke Weber 40DCZ 6 carburettors as an option, which yielded an extra 20 to 25bhp. To make sure it stopped with the same gusto with which it accelerated, disc brakes were fitted front and rear.

Two versions of the 275GTB were built, a short nose and a long nose, which was introduced in 1966. Among the technical tweaks, the front bodywork was lowered and lengthened, and the air intake shrunk to the benefit of high-speed stability and aerodynamic efficiency. Just 442 275GTBs were built between 1964 and 1966, with 236 being short nose examples like the car you see before you.

It was originally ordered through UK importer, Maranello Concessionaires, for TA ‘Bob’ Roberts, who founded the Midland Motor Museum Collection in Bridgnorth. It’s one of just 18 short nose 275GTBs built in right-hand drive form, and is presented in its original colour of Blu Scuro. It’s a six carburettor model and is specified with a long-range fuel tank and a spares package that includes the original Sunburst wheels. It’s been certified by Ferrari Classiche and has its own Red Book from Ferrari’s historical department.

ENGINE

3.3-litre, V12, 24 valves, watercooled, 320bhp, six twin-choke Weber 40 DCZ 6 carburettors

CONFIGURATION

Front-engine, five-speed manual, rear-wheel drive, alloy or steel body, independent double wishbone suspension front and rear, disc brakes all-round

ABOVE This short nose 275GTB 6C is one of just 18 rhd models built.

OPPOSITE Rosso Scuro interior is as per the car’s original specification.

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#30

1964 Alfa Romeo TZ1 Owner Michael J Malone

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ALFA ROMEO NEEDED SOMETHING SPECIAL TO follow on from the Giulietta SZ and turned to the very latest developments in aerodynamics to give its race track chargers the edge over their rivals.

Notable practitioner of that art, Dr Wunibald Kamm, believed that unless the back of a car was extended in a similar manner to an aircraft fuselage, having a swept back rear was pointless – simply chopping off a portion of the tail would have a minimal effect on drag and may even provide extra downforce. The Kamm tail, as the stylistic signifier became know, was soon successful in the hands of coachbuilder Zagato, so when Alfa Romeo came knocking it made sense to continue development.

Alfa based the TZ1 around Giulia GTA mechanicals, which meant a zesty 1.6-litre twin-cam provided the motive thrust.

However, the TZ1 was purpose-built for racing with a tubular spaceframe chassis constructed by SAI Ambrosini, wrapped in lightweight aluminium bodywork courtesy of Zagato, and styled by Ercole Spada. It was assembled by a company called Delta, although when the whole operation moved from Udine to the outskirts of Milan, not too far from Alfa’s Portello plant, it was renamed Autodelta.

The TZ1 was seriously light, tipping the scales at just 650kg, allowing the drivers to make full use of its highly tuned engine’s 160bhp in racing form. It was good enough for a 134mph top speed, while the disc brakes and independent suspension all-round made it a serious competitor. It duly took the first four places in the prototype category at the 1963 Coppa FISA at Monza, and once 100 cars were built to homologate the racing cars for the Gran Turismo category, the class victories kept coming from around the world.

This particular car is #750 064, and the owner is just the seventh custodian. It was originally sold in France and retains its French plate. It first left the country in 1984, when its French owner M Pourret sold the car to a Tokyo museum. It stayed there for the next 30 years, when it was bought by Ned Spieker of San Francisco.

The car still has its original engine (AR00511) and original body, stamped 665. Just 112 were built between 1963 an 1965.

ENGINE

1.6-litre, in-line four-cylinder, eight valves, water-cooled, 160bhp, twin Weber carburettors

CONFIGURATION

Front-engine, five-speed manual gearbox, rear-wheel drive, aluminium body, independent suspension front and rear with double wishbones and coil springs, disc brakes all-round

ABOVE #750 064 was originally sold in France and retains its French plates.

OPPOSITE TZ1’s tail is a dramatic example of Dr Kamm’s theory on aerodynamics.

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#33

1908 Darracq SS Course Owner Stephane Darracq

DARRACQ WAS A MAJOR NAME IN THE EARLY DAYS of motoring, with groundbreaking designs, elegant shapes and engaging performance.

The company was the brainchild of Alexandre Darracq, who’d sold his Gladiator bicycle factory and, with the profits, set up shop in 1897 in Paris under the name Darracq et Cie. The first vehicle was a motorcycle powered by a five-cylinder rotary engine, but after some misfortune on the way, the firm’s focus moved to London, where venture capitalists saw the potential in French automotive ingenuity. Darracq et Cie was sold to an English company in 1902, and the fortunes of the brand soon turned around.

Just a year later four Darracq models were on offer, with three engines of varying sizes. The launch of the Flying Fifteen, with its chassis crafted from a single sheet of steel, became a flagbearer for the marque. By 1904 sales were up by 20 percent and the order books full, resulting in the need for the factory to expand by 50 percent. Darracqs were also proving their worth in competition, with all seven available speed records held by the marque.

This car was produced in 1908 as an evolution of a 1906 model first exhibited at the London Motor Show in December 1906. It was later used in competitions for smaller cars, so-called voiturettes, mostly in France between 1908 and 1910.

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‘It was later used in competitions for smaller cars, mostly in France between 1908 and 1910’

Its early days aren’t known, but in 1936 a Mr Leon Grenant of St Mande sold it to the current owner’s grandfather.

The car was used on the family’s country estate in south-west France until the outbreak of World War Two, whereupon it was kept hidden in a storage building.

After the conflict it briefly served as a tractor on the estate’s farm. Fast forward several decades and the car, still sporting its original mechanical components and original seats – plus rotten woodwork – were given to the current owner by his grandmother, just before her death in 2005.

ENGINE

3.6-litre, in-line four-cylinder, eight valves, water-cooled, 40bhp, single carburettor

CONFIGURATION

Front-engine, four-speed semiautomatic, rear-wheel drive, steel body, semi-elliptic leaf springs, drum brakes all-round

ABOVE Darracq has a fascinating history and even served as a tractor.

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#34

1971 Lamborghini Miura SV

R M S OT H E B Y ’ S

Owner Charles Nicholas Brown

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THE MIURA VERY NEARLY DIDN’T EXIST – FERRUCCIO Lamborghini was not a fan of Ferrari’s supercars, preferring grand tourers. The Miura was a true backroom, after-hours project by enthusiastic engineers inspired by cars such as the Ford GT40.

The original gang of three were Gian Paolo Dallara, Paolo Stanzani and Bob Wallace, working by night on the prototype as a way to convince Ferruccio that a mid-engined V12 was possible – and when unveiled at the 1966 Geneva Motor Show it was a sensation, even if at that point the engine wasn’t fitted. It was the first supercar with a rear-mid-engined, two-seat layout, though the first production car with such a layout was the Matra Djet from 1965.

Marcello Gandini’s seductive shape went into production in 1966, using the 3.9-litre V12 from the 400GT. This first model, the P400, ran from 1966 to 1968, and delivered a peak output of 345bhp.

This model was replaced by the P400S, which was designed to be a little more usable – extra stowage space, air conditioning, electric windows and a locking glovebox lid.

More exciting developments included 2mm larger engine intake manifolds and altered camshaft profiles, which liberated an extra 20bhp.

The last version of the Miura appeared in 1971, with altered Weber carburettors and different cam timing, which pushed output to 385bhp and torque to 295lb ft. The final 96 cars had a split sump, which allowed the gearbox to have an entirely different lubrication system to the engine, and thus more appropriate oils for each application. Metal shavings from the gearbox had been known to travel into the engine with walletbursting results, which the split sump solved, and it also allowed the fitment of a limited-slip differential.

The SV model also differed from its predecessors with the lack of ‘eyelashes’ around the headlamps and swollen rear wings to envelop the 9in-wide rear wheels. In total, just 150 SVs were built out of a total Miura production run of 764.

The Miura was soon a car for the rich and powerful, and particularly musicians – one can only imagine the hypothetical service department waiting room with Frank Sinatra, Miles Davis, Jay Kay and Eddie Van Halen in it...

This particular car is an SV and has just been treated to a full restoration overseen by Valentino Balboni. It’s a Germanspecification SV which means it has thinner grilles, and it’s a split-sump example. It’s finished in Giallo Arancio Miura.

ENGINE

3.9-litre, V12, 24 valves, air-cooled, 385bhp, quad Weber carburettors

ABOVE The SV version of the Miura had wider rear arches than its predecessors.

CONFIGURATION

Mid-engine, five-speed manual, rear-wheel drive, steel body, double wishbone suspension front and rear with coil springs and telescopic dampers, disc brakes all-round

OPPOSITE Lack of ‘lashes’ around the headlights identify this as an SV model.

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#35

1976 Lamborghini Countach LP400 Periscopio

TO M H A RT L E Y J N R

Owner Steven Bell

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ANY CAR THAT FOLLOWS THE MIURA HAS TO BE special, and Lamborghini didn’t disappoint – the Countach has become a legend in its very wide wheeltracks.

Though the first Countach, the LP400 Periscopio seen here, lacks the wings and spoilers of the later cars, its dramatic Marcello Gandini-penned lines were a sensation when it was launched, drawing on his previous concepts for Alfa Romeo (Carabo) and Lancia (Stratos Zero).

Although the exterior is what draws the eye, the interior is also pure Gandini sci-fi magic. His dreams of an all-digital dashboard display weren’t quite feasible within the technology of the era but the rear-view mirror was replaced with a periscope – hence the Periscopio – though this didn’t really help parking. Famously, most owners perch themselves on the sills to reverse their Countach into position.

The Countach used a development of the Giotto Bizzarrinidesigned V12 that had powered the 350GT, 400GT, Islero, Espada and Miura, in 3.9-litre form; a 5.0-litre engine was planned for the launch car but reliability problems meant this was delayed until much further into the Countach’s production cycle. In LP400 form it produces 370bhp, which is good for a 5.4-second 0-62mph time and a top speed that knocks on the door of 180mph.

This car is one of 151 LP400 Periscopios ever made, and one of just ten in right-hand drive UK specification. Chassis 1120204 left the Lamborghini factory on July 17, 1976, and was finished in the same colours as the 1971 Geneva Motor Show launch car – Giallo Fly yellow over a Tobacco interior; only two other right-hand drive Periscopios were finished in this colour. It was ordered through UK-based Lamborghini dealer Maltin Car Concessionaires for Adnan Khashoggi.

It was collected from the factory by a driver and delivered to Khashoggi’s residence in southern France. It remained in his ownership until 2007 when it was imported into the USA. In 2011 the car was then sold to Nelson Tang in Hong Kong, who kept it until 2015. The Countach was then purchased by a fellow Hong Kong-based collector, Nicholas Gatehouse.

It was imported into the UK and sold to its previous owner in 2016 who entrusted it to Lamborghini for a body-off, nut and bolt restoration, which lasted four years. It has since been awarded Lamborghini Polo Storico certification, which confirms that the car is fully matching numbers.

ENGINE

3.9-litre, V12, 24-valve, watercooled, 370bhp, six Weber carburettors

CONFIGURATION

Mid-engine, five-speed manual, rear-wheel drive, aluminium body, independent suspension with coil springs and anti-roll bars front and rear, disc brakes all-round

ABOVE One of only 151 Countach LP400 Periscopios, and one of just ten rhd cars.

OPPOSITE Tobacco leather in a cabin as dramatically styled as the exterior.

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#37

1955 Mercedes-Benz 300SL Owner Thierry Dehaeck

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THE MERCEDES-BENZ 300SL COULD ARGUABLY BE regarded as the world’s first true supercar.

Inspired by the fabled GT racers from the three-pointed star, such as the Uhlenhaut coupé, the 300SL was the fastest car in the world in its day, and one of the most expensive. As a result, just 1400 were crafted over a three-year period.

The concept of the 300SL was proposed by Max Hoffman, the US importer for Mercedes-Benz at the time. He saw the potential for America’s mobile rich to fall in love with a sporting coupé. It was built on a tubular frame atop a steel chassis, with a steel body, although those seeking an even faster version could specify an all-alloy body at a significant premium. The standard car incorporated aluminium too, to save weight, with the bonnet, doors, dashboard and bootlid made from the material. Inside, chequered seat fabrics were standard although most owners opted for leather.

The 300SL’s party piece – other than the famed gullwing doors – was the engine, a 3.0-litre straight-six that had its origins in the 300 four-door luxury touring car. MercedesBenz upped the performance with Bosch mechanical fuel injection, the first use of such a system on a production car.

The result was 240bhp, enough to give it true supercar performance by the standards of the day.

This particular example first called the United States home, courtesy of Mr Wasser of Rancho Santa Fe, California.

A few years later it passed to another Californian, Mike Sines, who was living in Hermosa Beach. In 1989 it was treated to a complete restoration by Scott Restorations in Panorama City, California at a cost of $150,000 – an undertaking that took three years to complete.

A year later it was sold to Thierry Dehaeck and shipped to Belgium in October 1992. Since its return to Europe it’s been maintained meticulously and competed in numerous concours d’elegance events across Europe. It’s also been enthusiastically enjoyed on many touring events, with Zoute Grand Prix in Belgium a regular favourite.

ENGINE

3.0-litre, in-line six-cylinder, 12 valves, water-cooled, 240bhp, Bosch mechanical fuel injection

CONFIGURATION

Front-engine, rear-wheel drive, four-speed manual, steel body, double wishbone front suspension with coil springs, telescopic dampers and torsion bar stabiliser, double swing axle rear suspension with coil springs, drum brakes all-round

ABOVE The 300SL flaunting its most distinctive styling feature.

OPPOSITE A frequent concours participant, but also driven enthusiastically.

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#38

1937 Alvis Speed 25

by Offord & Sons Owner James B Sprague

BELOW A regular on the concours scene, the Alvis Speed 25 is also driven on long-distance tours.

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OPPOSITE Alvis historians believe this bodywork is unique and with the 4.3-litre engine, highly potent.

FOUNDED IN 1920, ALVIS HAD FORGED A NAME FOR itself for sporty yet luxurious motor cars for the discerning customer, but come the mid 1930s, a spot of reinvention was required in face of rivals such as Bentley, Lagonda and Talbot.

A new straight-six engine formed the heart of the new model range, providing a noticeable bump in performance over the 2.8 litre engine found in the old Speed 20. The new engine was available as a 3.5 litre for the Speed 25 model, and as a 4.3 for the eponymous car. These engines had seven main bearings, three SU carburettors, a vibration damper, and rubber engine mounts.

The chassis featured independent front suspension, synchromesh on all four forward gears, Dewandre vacuum servo-assisted brakes, Bijur central lubrication, built-in jacks, and Luvax adjustable dampers.

All bodies were coach built on either a 10’4” chassis for the Speed 25 or a 10’7 wheelbase for the 4.3. Some 4.3 models came with the shorter chassis as well.

Speed 25 chassis 14557 was dispatched to Offord and sons for a “special two-seater sports body” commissioned by Frederick Arthur Thomas, a London-based engineer.

The Autocar published a picture of the finished machine on May 20, 1938, on its Cars of Distinction page, and commented on the disappearing hood and the placement of the spare tyre in the boot. It is the “mystery car” in TR Nicholson’s piece in the Profile Publication. Alvis historians believe this bodywork to be unique.

It’s believed the car was in the Balliwick of Jersey during the war; it returned to England in 1956, and registered as RTR 486. It was purchased by an American in 1962 and it has not been seen in the UK for 60 years.

The current owner has enjoyed RTR 486 since 1995, and began his love affair with it via a thousand-mile tour. Smitten, he decided to restore it to its original colours, and had the engine and chassis rebuilt.

It then won the Gwenn Graham Award for the Most Elegant Convertible at the Pebble Beach Concours d’Elegance in 2002, and picked up more silverware at the Amelia Island Concours d’Elegance, Meadowbrook Concours and a Classic Car Club of America Grand Experience.

In 2015, the car completed the 1550-mile Pebble Beach Motoring Classic from Seattle to Pebble Beach, where after what the owner describes as a significant detailing session, the car achieved a second in class prize.

ENGINE

3.571-litre, in-line six-cylinder, 12 valves, water-cooled, 106bhp, triple SU carburettors

CONFIGURATION

Front-engine, four-speed synchromesh manual, rear-wheel drive, steel body, independent front suspension with transverse semi-elliptic leaf springs and adjustable dampers, live rear axle with semi-elliptic leaf springs and hydraulic dampers, drum brakes all-round

‘The third version was the most popular, blending the short Speed 20 chassis with the 3.6-litre engine’

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#39

1951 Porsche 356 Split Window Coupé Owner Private Collection

THE PORSCHE 356 REPRESENTS THE FIRST CLEAR visual depiction of the DNA inherent in the famous German brand, which is still visible to this day – swooping bodywork with a rear-mounted engine.

The 356 Split Window Coupé before you, chassis #10713, was completed on July 3, 1951 and is among the first 1000 cars built. It was delivered via the Belgian dealer D’Ieteren in Brussels, and originally finished in Radium Green, a colour widely considered by Classic Porsche aficionados to be the ultimate 356 colour, but other than that much of its early history remains unknown.

The story picks up again during its time in the USA; by the 1980s it was in the collection of the late Jim Barrington.

Known as the Gmündmeister because of his ownership of five Gmünd-era 356 coupés at one time, Barrington was a prolific collector of these early Porsches.

In the 1990s, the car changed hands a couple of times, before being bought as a restoration project by Italian Porsche 356 restorer, Reinhold Plank. However, before he could get to work, in 1998 he sold it to Oliver Schmidt and Thomas König, curators of the famous Automuseum Prototyp in Hamburg, Germany.

In 2012 the Westerman family, owners of one of Europe’s most renowned Porsche collections, bought the car in still

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‘The pre-A 356 coupé before you, chassis #10713, is among the first 1000 cars built’

unrestored form. The Westermans then commenced what would become an eight-year project to restore the 356 and bring it up to its current condition.

The car has been restored to a factory specification colour scheme, as provided by the records held at Reutter, which built most of the 356 bodies for Porsche under contract.

The metalwork was performed by Nostalgicar of Neuss, Germany, and the paint was completed by Beerten in the Netherlands. After multiple phases of priming and sanding, the car was put in storage for several months to guarantee perfect hardening of the paint, and period correct nitrocellulose paint has been used.

The engine and gearbox were overhauled by the Westerman collection’s own mechanics, and it was trimmed and built up by the Porsche Classic facility at Porsche Gelderland in the Netherlands in 2020. The car now resides at classic Porsche specialist Export 56 in the UK.

ENGINE

1.3-litre, flat-four-cylinder, 8-valve, air-cooled, 44bhp, dual Solex carburettors

CONFIGURATION

Rear-engine, four-speed manual, rear-wheel drive, steel body, independent front and rear suspension with torsion bars, drum brakes all-round

M I C K KO K

ABOVE The 356 Split Window Coupé before you, chassis #10713, is one of only 30 Split Windows known to have survived.

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#40

1955 Austin-Healey 100S Owner Simon Skillen

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THE AUSTIN-HEALEY 100 CELEBRATES ITS 70TH anniversary this year, and though it may be small, it was a mighty competitor in races around the world.

The car before you, RLF 500, is a much storied 100S. Dispatched from the Donald Healey Motor Company factory in Warwick to Drayson Motors on June 8, 1955, the first registered owner was Henry Riddell. It was then purchased

by Ted Evans, director of Carlaw Cars, the main Scottish Austin dealership. Evans raced the car extensively as a privateer, entering many races, and competed on some notable circuits including Goodwood (1955), Oulton Park (1956-57), Mallory Park (1956-57), and Charterhall (1956-57).

RLF 500 also raced at Silverstone, Snetterton Park, and Brands Hatch.

RLF 500 was then sold to Hillhead Automobile Company in 1959, where a young Bill MacKay picked up the baton. The car was then entered mainly in club events and regional competitions, including the famous ‘Rest-and-be-Thankful’ hillclimb. As a result, MacKay was picked up by David Murray, of the legendary Scottish motoring team Ecurie Ecosse, leading to subsequent drives in an Aston Martin DB3S and Murray’s Jaguar D-type.

RLF 500 continued to enjoy competition at various provincial events with subsequent owners, before passing to Barclay Wilson in 1964. Several owners later it ended up in the ownership of Austin-Healey enthusiast Keith Brading, in the early 1970s. By this stage it had become separated from its original engine; after a few unsuccessful attempts to obtain the correct motor, Brading sold the car to Barry Darley in Australia. Darley’s search proved more fruitful – the car received a rare ex-works ‘Special Test’ engine supplied by Joe Jarrick.

That engine (SPL258BN) featured a unique angle-faced cylinder-head sourced from the famous works car NOJ 391.

Only two such engines were ever produced and RLF 500 now possesses the only one believed extant. The car also sports a rare Healey Le Mans ‘segmented’ 24-rivet Derrington-style steering wheel, and a set of period Borrani wheels.

In Australia, RLF 500 continued to be enjoyed at historic events, including Formula 1 support races at Melbourne, before being repatriated to the UK in 2004.

The current owner acquired the car, determined to see it restored to concours standard, as seen today, while retaining the historic integrity of this well-known 100S.

ENGINE

2.7-litre, in-line four-cylinder, 8 valves, water-cooled, 132bhp, twin SU carburettors

CONFIGURATION

Front-engine, rear-wheel drive, four-speed manual, aluminium body, double wishbone front suspension with coil springs and dampers, live rear axle with semi-elliptic leaf springs and dampers, disc brakes all-round

ABOVE RLF 500 is fitted with a rare ex-works ‘Special Test’ competition engine.

OPPOSITE The car’s steering wheel is a rare Healey Le Mans Derrington-style rim.

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#41

1937 Bentley 4¼ Litre Aerofoil Owner Verde Corsa AG

THE PERIOD BETWEEN THE TWO WORLD WARS SAW a growing interest in aerodynamic styling by independent manufacturers and coachbuilders that led to the creation of some of the most visually exciting cars. One of those with an interest in aerodynamics was Gurney Nutting, dubbed ‘the maharaja’s coachbuilder’ because he received many cars on commission from Indian rulers. But the Prince of Wales and the Duke of York were also clients, and even Daimler and Rolls-Royce were part of the Gurney Nutting catalogue.

London dealer HR Owen commissioned from Gurney Nutting an exclusive series of aerodynamic sports sedans marketed under the name Aerofoil, described as ‘a spacious four-seat sports sedan with truly aerodynamic lines without taking the styling to extremes.’

In 1937 only four Bentleys were made on 4¼ Litre chassis and among them was the Bentley 4¼ Litre Aerofoil pillarless coupé, made entirely in aluminium. Of the four examples made, two were sold to Indian maharajas and two to England; the latter are the only Aerofoils currently still registered.

This Bentley 4¼ features an overhead valve, straight-six engine with a displacement of 4257cc. It was delivered to the HR Owen on June 8, 1937 but was not sold until December 19, 1938 because it was used as an exhibition car. The first owner was Claude E Goodyear, who registered the Bentley with the

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‘All the owners are known from the beginning and this Aerofoil has been successful in competition’

plate CUE 302, which is still associated with the car.

Peter Holton purchased and restored the Bentley in the early 1990s, repainting it cream and finishing the interior in blue leather. With this colour combination, the Aerofoil was photographed for inclusion in Nick Walker’s book Bentley 3½ & 4¼ Litre 1933-40 – In Detail.

In 2007 the new owner had the 4¼ restored again in Belgium by E Brumenil. This car is the only one of the four made in 1937 equipped with a sunroof, which remains in perfect working order.

All the owners are known from the beginning and this Aerofoil has been successful in competition. It finished first in class at the 2018 British Classic Car Meeting at St Moritz, and appeared at the The International Concours d’Elegance in St Moritz in 2019. In 2021 it finished first in class at the Roma Eternal Beauties, and appeared at the Salon International in Lyon.

ENGINE

4.3-litre, in-line six-cylinder, 12 valves, water-cooled, 80bhp, twin SU carburettors

CONFIGURATION

Front-engine, rear-wheel drive, four-speed manual, aluminium body, rigid axle suspension with semielliptic leaf springs and dampers, drum brakes all round

V E R D E C O R S A AG

ABOVE Bodied by Gurney Nutting, this Aerofoil is one of just four made in 1937.

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#42

1992 McLaren MP4/7A

T I M S C OT T / F L U I D I M AG E S

Owner Mike Wrigley

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LEFT The MP4/7 debuted semiautomatic transmission for the McLaren F1 team.

OPPOSITE After the 1992 MP4/7, McLaren dropped Honda power until 2015.

THE MCLAREN MP4/7A WAS A CROSSOVER POINT IN the firm’s F1 history – in some areas it was the last of an era, and in others it was the beginning of a new age for the team.

Designed by Matthew Jeffreys alongside Henri Durand, the MP4/7A was the first McLaren to race with a semi-automatic transmission, following a test during practice at the previous year’s Hungarian Grand Prix. Designed and built by McLaren in association with Techniques d’Avant Garde (TAG), the system enabled the driver to keep his foot flat to the floor, as the throttle cable was replaced with an electronic sensor. The system also controlled engine speed, rev-matching and clutch actuation during gearchanges. Later in the year, at the Hungarian Grand Prix, the car added traction control to its technical armoury.

At the Portuguese Grand Prix, McLaren trialled an active suspension system during testing with the MP47B, but it proved unreliable and wouldn’t see action until a year later.

This car also marked the final year of Honda-powered McLarens until 2015; the partnership had yielded 44 wins, around two-thirds of all Honda’s F1 successes at that point.

The Honda RA122E/B V12 engine produced between 764bhp and 805bhp, and revved to a fearsome 14,500rpm.

The season was the first time since 1987 that the team failed to win either the Constructors’ or Drivers’ Championship titles, largely because of the dominance of the Williams FW14B. Though the McLaren had the pace of the Williams in a straight line, the optimised aerodynamics working in tandem with FW14B’s active suspension gave it the edge in the corners.

The season had started poorly, with Ayrton Senna and Gerhard Berger both retiring from the opening round in Brazil with electrical problems, and Senna retired from the lead of the Canadian Grand Prix with alternator failure.

However, the McLarens were the best of the rest of the field behind the Williams team, with Ayrton Senna notching up victories in Monaco, Hungary and Italy, while Gerhard Berger took two victories in his final year for the team, in Canada and the season-ending Australian Grand Prix.

W W W. I A N S K E LTO N P H OTO G R A P H Y.C O M

ENGINE

3.5-litre, V12, 32-valve, watercooled, 764-805bhp, fuel injection

CONFIGURATION

Mid-engine, six-speed semi-automatic, rear-wheel drive, carbonfibre body, double wishbone pushrod suspension front and rear, carbonfibre disc brakes all-round

‘Senna notched up wins in Monaco, Hungary and Italy; Berger in Canada and Australia’

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#43

1931 Rolls-Royce Swept Tail Sports Saloon Owner Paul Pochciol

THIS ROLLS-ROYCE TOOK CENTRE STAGE ON coachbuilder Barker’s stand at the October 1931 Salon d’Automobiles show in Paris – chassis GFT2’s Swept Tail Sports Saloon body is thought to be unique.

The first owner fell in love with it at the show. A wellknown enthusiast of the marque, Captain JF Kruse MC was the eldest son of a successful banker who, having survived a torpedo attack in World War One, left the Royal Navy with the rank of Captain. After the war he established successful business enterprises in England and the Netherlands, married an American hotel heiress and cultivated various connections among British high society.

He also developed a passion for luxury sporting cars and became one of Rolls-Royce’s most important customers, ordering 19 in total. Because of his friendship with Frank Manning, the showroom manager for Barker & Co, most of Captain Kruse’s Rolls-Royces were bodied by the firm.

The next owner, the Marquis de Portago, bought the car in 1933. He was a personal friend of Captain Kruse, the two having met on the polo pitch at the Hurlingham Club. His wife used the car until it was disposed of prior to World War Two. It spent the war years in storage in Montpelier Square in London, eventually emerging in the ownership of Captain Drummond MC, a member of a banking family.

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‘Captain Kruse became one of Rolls-Royce’s most important customers, ordering 19 in total’

In around 1960 the car was sold to an American serviceman based at Bicester and subsequently shipped to Florida. He registered it as ‘1931 RR’ . Over the next 20 years it fell into disrepair – it was painted copper bronze, fitted with Buick bumpers, lost its wheel discs, and also suffered heat damage to the interior.

The Swept Tail was spotted in Miami and brought back to the UK by Porters of Kensington and shortly afterwards, in about 1985, was acquired by a retired motor engineer in Lincolnshire. It changed hands again in 2008, to Julian Bowen, who undertook a meticulous restoration of the car.

Since the restoration the car has won numerous awards including Best in Show at the 2013 NEC Classic Car Show, the first Rolls-Royce to win the award.

Paul Pochciol bought the car in December 2021 and has commissioned further mechanical and technical restoration, particularly to the rear axle, brakes, cooling system, electrical system and suspension spring shackles.

ENGINE

4.9-litre, in-line six-cylinder, 12 valves, water-cooled, 50bhp, single Rolls-Royce carburettor

CONFIGURATION

Front-engine, three-speed manual gearbox, front-wheel drive, aluminium body, semi-elliptic leaf springs and live axles front and rear, drum brakes all-round

ABOVE The Swept Tail Sports Saloon bodystyle is believed to be unique.

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#44

1968 Dino 206GT

AS FIRST ATTEMPTS AT MASS PRODUCTION GO, THE Dino is special – well, it was made by Ferrari, even if the badging said otherwise.

Designed by Aldo Brovarone and Leonardo Fioravanti at Pininfarina, its Scaglietti-sculpted lines covered a 2.0-litre all-aluminium V6 that provided 178bhp. The engine had its roots in the Dino 206SP/S twin-cam racing engine, which was worked over by former Ferrari alumnus Aurelio Lampredi at Fiat for conversion to road use.

The Dino would share its engine with the Fiat Dino Coupé and Spider, which would provide enough production volume to homologate Ferrari’s Formula 2 racing cars. Just 152 were built before production switched to the 246GT and GTS, which featured a more powerful 2.4-litre engine.

This particular example is the 27th Dino 206 built, number 00152, and one of just two imported to the UK. It was delivered to Maranello Concessionaires directly from the factory to be used as a dealer demonstrator in February 1968.

He specifically asked for a left-hand drive car in the same Arancio Tipo PF/Rosso Dino colour as the 1968 Brussels Motor Show car. It was delivered in October of that year, and found its first owner in March the following year – Edward Gates of the Ford dealership, Gates of Woodford. He kept the car only a matter of months before upgrading to a 246GT. Its next owner was musician Eric Clapton, who crashed it on the way back from an evening with Pattie Boyd, the wife of George Harrison. Clapton’s autobiography states: ‘I was so buoyed up by what had happened with Pattie, as well as being a bit drunk, that on the way home, driving a little Ferrari Dino that I’d just bought, I took a corner in Clandon much too fast, hit a fence and the car flipped over onto its roof.’ He sold the car back to Maranello Concessionaires, and promptly wrote the song Layla about Boyd.

In 1970 the car was sold to garage owner NV Cook, who kept it for seven years before selling it to the Brown family.

They maintained stewardship until May 2016, when it was sold to Maxwell Rice. It was then restored by Dino expert Matthias Bartz, and awarded Ferrari Classiche certification in 2016. A year later it changed hands again into the possession of the current Belgian owner, who’s nicknamed the car Layla, for entirely understandable reasons…

BAS FRANSEN

Owner Werner Van Walle

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ENGINE

2.0-litre, V6, 24 valves, water-cooled, 178bhp, triple Weber carburettors

CONFIGURATION

Mid-engine, five-speed manual gearbox, rear-wheel drive, aluminium body, independent suspension front and rear with double wishbones and coil springs, disc brakes all-round

ABOVE Ex-owner Eric Clapton flipped the Dino on its roof, then wrote Layla.

OPPOSITE Although first delivered in the UK, this Dino is left-hand drive.

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#45

1935 Jensen S1 Sports Tourer Owner Jörg Hüsken

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THE S-TYPE WAS JENSEN’S FIRST CAR PRODUCED IN volume, with the chassis and body both coming from Ford, though from different parts of the Blue Oval’s global empire.

The White Lady, chassis S1/3799, was the prototype S1 Sports Tourer, though it only shares the Ford V8 engine, three-speed gearbox, rear suspension and some styling similarities with the production version. Its history had been shrouded in mystery, but a recent book by David Davies entitled Jensen: The Surviving 31/2 & 41/4 Litre Cars, produced in association with the owner, has shed new light on the car.

The chassis is a lightweight design with parallel main chassis rails that are straight rather than tapering forwards at the front, with the rear axle located above the chassis, rather than underslung, as on the Jensen V8 Ford. The front suspension is independent, using André Dubonnet’s ‘knee-action ride’ system, which was acquired by GM. The drums and hubs are designed for steel wheels with studs and nuts, but the car has cable-operated Chevrolet front drums and rod-operated rear drums form Ford.

The White Lady is believed to have first been sold to Ron Horton, an amateur racer. He bought the White Lady in 1936, registering it with the number plate EA 7000. According to Davies, the next owner was John Goldschmidt, but again, this could not be 100 per cent proved. His business, Performance Cars Ltd in London, featured the car in one of its ads in 1951.

John Huva, a supervisor for the Spacecraft Division of Telesat in Canada, came over to England for a six-month stint in the mid-1950s. He spotted the ‘White Lady’ being advertised for sale in 1957. The Ford V8 engine appealed as he was worried he might not be able to get parts for his pre-war MG in Canada. He bought the car and made extensive trips in the UK for six months before returning to Canada. Then on a cold winter night the engine block cracked. It was replaced with a 1948 Ford V8 engine, and he drove the car for 4500 miles until 1968, when it was put into storage. Huva later stripped the car to its bare aluminium, dismantling the coachwork, but the restoration did not go further.

The car was eventually sold to a dealer and restorer, Rob Staruch, in 2016. Rob put the car back together and got the Ford V8 engine running, but decided to sell it on. He contacted the chairman of the Jensen Owners’ Club and that is how Jörg Hüsken got wind of it and bought it immediately.

The restoration has just been completed.

ENGINE

3.6-litre, V8, 16 valves, watercooled, 120bhp, Ford carburettor

CONFIGURATION

Front-engine, three-speed manual, rear-wheel drive, aluminium body, transverse semi-elliptic leaf springs front and rear with diagonal radius rods and adjustable dampers, drum brakes all-round

ABOVE This is The White Lady’s first public appearance since its restoration.

OPPOSITE The car’s adjustable dampers can be altered from the driver’s seat.

151

#46

1911 Stanley Model 62 ‘Steamer’ Owner Private Collection

BELOW Stanley Steamers were smooth, relatively quiet and fast in their day.

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OPPOSITE ‘Coffin nose’ bonnet disguises the fact this is a steam-powered car.

IDENTICAL TWIN BROTHERS, FRANCIS AND Freelan Stanley were New Englanders, born into a farming family in 1849 in Kingsfield, Maine.

The brothers were 47 when they embarked upon motor car manufacture; their decision to pursue steam propulsion was influenced by steam’s importance for supplying power on the family farm. Lightness as a means to a good power to weight ratio was their main aim, and it also allowed pneumatic tyres to be used and provide an excellent ride over the heavily rutted roads of the time.

The Mason Regulator Company provided the first engine, a lightweight two-cylinder double acting unit, and an upright fire tube boiler was made by the Roberts Iron Works Company. The first Stanley took to the road in September 1897, although this and other early cars were built strictly for Francis and Freelan’s own pleasure.

One of the Stanley brothers’ early cars excelled in a test hillclimb in Charles River Park at the 1898 Mechanics’ Hall show in Boston – as word spread, pretty soon the Stanley brothers were in business with a full order book by 1899.

The Stanley Motor Carriage Company launched an all-new model in 1902 with a rear-mounted boiler and non-condensing engine, with drive directly to the rear axle.

In 1906 the coffin-like nose, concealing a boiler, first appeared and a steering wheel steering replaced the tiller that had been a notable feature of the early models.

Stanley employee, Fred Marriott, brought the brand to worldwide attention in 1906 when he achieved a World Land Speed Record of 127.66mph for the flying mile in the streamlined, wooden canoe-bodied Stanley Rocket.

Francis Stanley himself, among others, also campaigned production models in high-profile competitive events and a record performance in a 15-mile handicap race at Ormond in 1906 enabled Stanley to promote its production models as ‘The Fastest Stock Car In The World’.

For the 1911 season Stanley offered no less than six standard production models, ranging from the 10hp Model 62 Runabout to the 30hp Model 86 Mountain Wagon.

This car, Model 62 chassis #6034, was purchased from the USA in 2014 and resides in a private collection in Switzerland.

ENGINE

1.1-litre, two-cylinder, double acting locomotive, 10hp

CONFIGURATION

Rear-engine, rear-wheel drive, steel body, live axles front and rear with semi-elliptic leaf springs, mechanical brakes (rear only)

‘Stanley was able to promote its production models as The Fastest Stock Car in the World’

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#47

1924 Rolls-Royce 40-50 Silver Ghost Piccadilly Roadster

T H E C L A S S I C M OTO R H U B

Owner Timothy Chu

154

WHILE EUROPE STRUGGLED TO RECOVER FROM THE ravages of World War One, the United States saw rapid growth in the demand for luxury goods.

Rolls-Royce became attuned to this demand and, eager to avoid the high import duties and transportation costs in getting its cars to the United States, set up a factory in Springfield, Massachusetts. A team of 55 people came over from the UK with the specialist equipment necessary, and soon set about building the best cars in the world, with the motto of ‘Let’s beat Derby!’, of course referring to the UK-built cars.

To begin with, the American Rolls-Royce cars were virtually identical to those made in the UK, though could be identified via the cylindrical headlights, which were available only in the USA. American cars were usually left-hand drive with the gearshift in the middle, and American buyers also tended to prefer their cars built in one place, doing without a separate coachbuilder. In 1926, Rolls-Royce acquired New York-based coachbuilder Brewster & Co, and two years later had its best year in the USA, with 400 vehicles constructed.

It didn’t last, as just a year later the Wall Street crash destroyed demand for luxury vehicles, and just 100 cars were produced in 1930, with the factory shutting down in 1931. Just under 3000 Silver Ghosts and Phantom I models were produced over 12 years.

This particular car has a Springfield chassis, but its body was built by Merrimac. It’s one of just four cars produced in this particular Piccadilly Roadster bodystyle.

Merrimac was founded in 1920 as an extension of the JB Judkins coachbuilding firm, and bodied hundreds of Rolls-Royces, with as many as 420 bodies delivered to Rolls-Royce’s Custom Coachwork Division in unpainted and untrimmed form between 1923 and 1927. Merrimac became well known for its duPont bodies between 1927 and 1931, but struggled in the same economic downturn as Rolls-Royce.

Merrimac closed its doors in 1934, the same year that the Rolls-Royce of America name was officially removed.

This car’s first owner was ER Campbell of the Campbell’s Soup family, who kept the car until 1927. It would remain in the United States until the 2000s, when it was treated to a sympathetic restoration. The car is now looked after by Ashton Keynes Vintage Restorations.

ENGINE

7.0-litre, in-line six-cylinder, 12 valves, water-cooled, 48bhp, Royce carburettor

CONFIGURATION

Front-engine, rear-wheel drive, four-speed manual, aluminium body, live axles with semi-elliptic leaf springs front, and quarter-elliptic leaf springs rear, drum brakes all-round

ABOVE This American-made Silver Ghost has bodywork

by Merrimac.

OPPOSITE Unusually for a Springfield car, this one’s right-hand drive.

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#49

1969 Aston Martin DB6 Vantage Volante Series I

THE ASTON MARTIN DB6 WAS THE FIRST MOVE AWAY from Touring’s Superleggera construction style, even though it shares some similarity to the DB5 that preceded it.

Volante versions of the DB6 are rare – Aston Martin, like many manufacturers, believed that regulations in the United States would ban topless cars, so much of the focus went into the tintops. As a result, it’s believed that just 29 Volantes were built, with either a manual or automatic gearbox.

First registered in June 1969, OUF 830G was ordered from Aston Martin by Derek Hunnisett OBE, a company director and barrister based in Sussex. A keen Aston enthusiast, he used the car locally, for journeys to his offices in London and to the races where he was a prominent figure. He later took over Hanningtons department store in Brighton and was latterly the Deputy Lord Lieutenant of Sussex.

The DB6 was supplied through Seven Dials Motors in Hove, and the original specification was for the Vantage engine tune, a five-speed manual gearbox, power steering, Goodwood Green paintwork and natural trim. As revealed by the Aston Martin Heritage Trust, Mr Hunnisett kept the DB6 until 1975.

The car was then sold, by the factory, to George Jones, an industrialist and inventor based in Cornwall. The car was used locally and for trips around the country with Mr Jones’ family. It remained in his ownership until September 1987.

From 1998 to the present day, OUF 830G has been used only for local journeys, often in conjunction with the local Aston Martin Owners Club South West section, its longest outing being a trip to the Le Mans 24-Hour Race in 2007.

The current owner’s father (Joseph J Barney-Cooper Snr) purchased the car around nine years ago after selling an Aston Martin DB5, and commenced a major ground-up restoration of the DB6 by leading specialists. He enjoyed many years of motoring in the Volante and attended the Aston Martin Owners Club concours, where he placed second and third at separate events during the restoration period, each time taking away ideas on how to improve the car.

Sadly Joseph passed away last year and the DB6 was bequeathed to his son, James, the current owner. He says: “I intend to use his beloved Aston as he would have.”

BONHAMS

Owner James Cooper

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ENGINE

4.0-litre, in-line six-cylinder, 12 valves, water-cooled, 282bhp, triple SU carburettors

CONFIGURATION

Front-engine, rear-wheel drive, five-speed manual, aluminium body, double wishbone front suspension with telescopic dampers and anti-roll bar, rigid rear axle with Watts linkage, coil springs and dampers, disc brakes all-round

ABOVE Volante version of the DB6 is a comparative rarity: just 29 were made.

OPPOSITE Interior retains a gorgeous ‘lived in’ look despite the car’s restoration.

157

#50

1972 De Tomaso Mangusta Owner John Day

BELOW Simon Furlonger Specialist Cars completed an extensive restoration.

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OPPOSITE Just 401 Mangustas were ever built, and this one is a rarer still German-built car.

AMERICAN POWER AND EUROPEAN STYLE WAS A potent concoction in the 1960s and, spotting the success of the AC Cobra in particular, Alejandro De Tomaso wanted something that would not only outdo the famed Carroll Shelby creation, but destroy it.

Shelby and De Tomaso had actually worked together on a racing car programme in 1965, but the American left to devote his efforts to the Ford GT40 programme. An aggrieved De Tomaso called his next road car the Mangusta, the Italian for mongoose. Of course, the mongoose is a feline carnivore known for devouring cobras...

A development of De Tomaso’s earlier Vallelunga, this Giorgetto Giugiaro machine featured an engine compartment accessed by gullwing doors, while the engine itself was a 302cu in (5.0-litre) 300bhp V8.

This is chassis 8MA1044 and was bought by the current owner in January 2020 with just 26,00km on the clock. Its previous steward was Hermann Dietrich-Troeltsch, owner and founder of several German motoring magazines, including Motor Klassik, of Emmendingen, Germany.

A total of 401 Mangustas were manufactured and this vehicle was one of the last 55 built. These last 55 Mangustas were not completed in Modena, but in Landau, near Stuttgart, Germany, by Armin Fischer. Along with a small group of friends he purchased the last unfinished batch from De Tomaso to secure the exclusivity of De Tomaso vehicles for Germany. De Tomaso wanted to stop production of the Mangusta so that he could focus on the new Pantera.

Amusing stories abound that these 55 cars were ‘incomplete’, that the fuse boxes are printed in German and the handbrakes are undoubtedly from the Mercedes 230SL. This particular example was in exceptional condition with confirmed all matching numbers from body, trim, engine and gearbox. Although the exhausts had been changed, the system is now once again an original specification ANSI. Kudos Concours Restoration was selected to strip the Mangusta to bare metal and soda blast it. The team spent more than 1000 hours getting the body in perfect condition, with particular attention to alignment and gaps.

MK Auto Upholstery researched the correct vinyl, interior carpet, boot carpet, sound insulation, heat proofing and more for a complete retrim. The Mangusta was then built back up again by Chris King of Simon Furlonger Specialist Cars.

ENGINE

4.7-litre, V8, 16 valves, watercooled, 306bhp, Ford carburettor

CONFIGURATION

Mid-engine, five-speed manual, rear-wheel drive, steel and aluminium body, double-wishbone front suspension, coil springs, telescopic dampers, lower wishbone rear suspension with top links, twin trailing arms, coil springs and telescopic dampers, disc brakes all-round

‘Mangusta is Italian for mongoose, a feline carnivore known for devouring cobras…’

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#51

1955 Ferrari 500 Mondial Scaglietti Series II

TO M H A RT L E Y J N R

Owner Eric Heerema

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THE EARLY 1950S SAW A CHANGE IN EMPHASIS IN Maranello’s approach to the World Sportscar Championship.

Instead of Gioacchino Colombo’s thunderous V12, Ferrari’s take on sports cars would use four-cylinder engines designed

by Aurelio Lampredi, inspired by the 2.5-litre 553 F1 car.

Though referred to as the Monza cars, the Mondial – Italian for ‘world’ – received its name in honour of Alberto Ascari’s World Championship victories.

Chassis 0424 MD is the seventh out of 11 second series Mondials built. It was bodied by Scaglietti and was delivered to its first owner, Yves Dupont, in May 1955. The car was originally destined to be chassis number 0564 MD but it is reported that Mr Dupont wanted to avoid paying French new car import tax and so had it restamped while it was still at the Ferrari factory. The previous 0424 MD had been sold to French racing driver François Picard, but it was returned to the factory in 1955 and is believed to have been dismantled.

Mr Dupont entered the car into a handful of events in 1955 but in 1956, Dupont sent the car back to the Ferrari factory to be checked over and have some work carried out but he was never to recollect it due to his failure to pay the invoice. The car consequently stayed with Ferrari and was painted red by them before being displayed at the Autodromo di Monza.

Following 19 years with Ferrari, 0424 MD was sold in 1975.

From 1998 the car changed hands a couple more times and, prior to its sale to Oliver Maierhofer in 2002, it was displayed at the Pebble Beach Concours d’Elegance in August 2001.

Mr Maierhofer used the car regularly and participated in the Mille Miglia four times before selling the car to renowned collector Michael Willms in 2007. A year later the ownership passed to another well-known collector, Pierre Mellinger.

At the time of the sale the car was still red and completely unrestored with small flecks of its original French blue starting to show through. Padova-based bodyshop, Quality Cars, painstakingly removed the red layer of paint to reveal the striking blue underneath After the work was finished, Mr Mellinger entered the Ferrari into the Mille Miglia in both 2009 and 2011. It was then briefly owned by Chris Evans.

The car was then sold through Tom Hartley Jnr to André Villas-Boas, who entrusted it to Cremonini Carrozzeria in Modena for a careful refurbishment. Now owned by Eric Heerema, 0424 MD is matching numbers, as confirmed by its Ferrari ‘Red Book’ Classiche certification and is one of the most original sports-racing Ferraris in existence.

ENGINE

2.0-litre, four-cylinder, 8 valves, water-cooled, 170bhp, twin Weber carburettors

CONFIGURATION

Front-engine, five-speed manual gearbox, rear-wheel drive, aluminium body, double wishbone front suspension with coil springs, de Dion rear axle with transverse leaf springs, drum brakes all-round

ABOVE For several years painted red, the Mondial is now in its original French blue.

OPPOSITE While repainted and refurbished, the car is largely original.

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#52

1950 Ferrari 195 Inter

by Carozzeria Touring

THE TERM RACING CAR FOR THE ROAD HAS BEEN applied to many undeserving cars, but the Ferrari 195 Inter has a convincing claim on the expression.

Introduced at the 1950 Paris Motor Show, it sought to build on the success of the 166 Inter by offering a roadgoing version of the 195 S racing car. Powered by a 2.3-litre Colombo V12, it was aimed at the most discerning clientele, and just 28 examples were produced. Of these, 13 were bodied

by Carrozzeria Vignale, 11 by Carrozzeria Ghia, one by Motto and three by Carrozzeria Touring.

Chassis 0081 S was the first completed and one of the three bodied by Touring. Distinctive features included a lack of the usual Superleggera script on the bonnet, as well as small Italian lights, similar to those on early barchettas.

In April 1951 the car was shown by Franco Cornacchia’s Societá Agenzia Internazionale Commerciale Auto Ricambi (AICAR) on behalf of Ferrari at the 33rd Turin Motor Show at the Parco Valentino. A month later it was sold by Carrozzeria Superleggera Aerlux of Milan to second owner, Giuseppe Fiocchi, of Lecco, and registered in the Como area as CO 3221.

Fiocchi kept the car for a little over three years before passing it to third owner, Francesco Nissotti of Adria-Rovigo, who registered it as RO 17125.

It was sold two years later, in October 1955, to American serviceman Donald Maynard, who returned with it to the USA in 1959. Several further owners followed, including Wyatt Coleman.

In 1974 Mr Coleman’s mechanic sold the car to Richard Little of Sudbury, Massachusetts, who began but never completed an exhaustive restoration. The Ferrari was sold by Mr Little’s family in 2005, and the following year the 195 Inter passed to two enthusiasts in California. It was later sold to Richard Martin, who had it fully restored by Terry Scarborough over a two-year period.

Chassis 0081 S appeared at the Pebble Beach Concours d’Elegance in 2008 and was presented with a Platinum award at the 2009 Cavallino Classic. The 195 Inter coupe was also shown at The Quail in 2010.

Owner Eshwar Vangala

OPPOSITE One of just three 195 Inters bodied by Touring, as identified by its small headlights.

T I M S C OT T / F L U I D I M AG E S

BELOW This very car was displayed at the 1951 Turin Motor Show. It later ended up in the US.

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ENGINE

2.3-litre, V12, 24-valve, watercooled, 130bhp, single Weber carburettor

CONFIGURATION

Front-engine, five-speed manual, rear-wheel drive, aluminium body, independent front suspension with transverse leaf spring, live rear axle with semi-elliptic leaf springs and anti-roll bar, drum brakes all-round

‘Powered by a 2.3-litre Colombo V12, it was aimed at the most discerning clientele’

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#53

1912 Rolls-Royce Silver Ghost Owner Doug Magee Jr

THE ROLLS-ROYCE 40/50 – OR SILVER GHOST AS IT became known – set the template for what the Rolls-Royce brand stands for today. Chassis 60551, registered AX 201, inspired the name with its aluminium paint and silver-plated fittings, and its ghost-like quietness relative to other cars around at the time. That car drove between London and Glasgow 27 times, covering 15,000 miles in the process – and all done without fail.

This particular Silver Ghost is chassis 2092, which was put on a testing schedule on August 30, 1912. According to the build sheets, the first owner specified brass fittings, which was highly unusual for a Rolls-Royce at the time. The chassis was sent to Barker to have a seven-passenger cabriolet body fitted. T Bell White was the first owner, and he kept it until the late 1920s. According to factory records, in 1924 a number of modifications were performed, indicating a body change. It is known that the chassis had a Proctor cabriolet body prior to the 1940s. It came back regularly for factory services including a complete overhaul on August 18, 1927, during which time aluminium pistons were fitted.

In the late 1940s the car was sold to Paul Cersole, a Swiss national living in the Boston area who shipped the car from Blackpool to the United States. Cersole offered the Rolls-Royce for sale in 1960 for $5000. It was purchased by

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‘In 1924 a number of modifications were performed, indicating a body change’

well-known collector, Alec E Ulmann of New York, founder of the Sebring 12-Hours endurance race.

Coburn Benson, then of Massachusetts, purchased 2092 in 1964 from Ulmann, still retaining its second body. In 2000 the chassis was acquired by renowned Rolls-Royce collector, Millard Newman. The Magee Collection obtained the car in 2001 after Newman’s passing.

The chassis was shipped to David Hemmings in March, Cambridgeshire for a full restoration, during which it was determined the chassis was of extremely low mileage: Millard Newman believed it had fewer than 10,000 original miles. Coldwell Engineering in Sheffield performed a complete engine rebuild and road testing regimen. An original Arthur Mulliner body (#7387) with brass fittings built for Chassis 1652 (which no longer exists) was acquired in Sweden and fitted to chassis 2092. (Incidentally, the Proctor cabriolet body is now on chassis 114AU in Norway.)

For show purposes the car is fitted with period Louis Vuitton accessories and a British picnic set.

ENGINE

7.0-litre, in-line six-cylinder, 12 valves, water-cooled, 48bhp, Royce carburettor

CONFIGURATION

Front-engine, rear-wheel drive, three-speed manual, aluminium body, live axles with semi-elliptic leaf springs front, and quarterelliptic leaf springs rear, drum brakes rear only

ABOVE This 1912 Silver Ghost now wears its third body, from Arthur Mulliner.

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#54

1939 Lagonda V12 Rapide DHC Owner Sir Charles Chadwyck-Healey

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THE V12 RAPIDE WAS INTRODUCED BY LAGONDA IN 1938 to provide a high-performance luxury tourer that could compete with the Alfa Romeo 2900.

Its shortened chassis meant it was essentially a two-seater with a removable rear seat. The streamlined bodywork was crafted by Lagonda’s in-house designer, Frank Feeley. When it was launched it was priced at £1800, which equates to more than £1.8 million in today’s money.

Further pedigree arises from the fact that the reformed Lagonda – the firm had gone bust in its original form during the Great Depression and following founder Wilbur Gunn’s death – had installed WO Bentley as its technical director.

Inspired by his Rolls-Royce designs, he built a V12 engine to push Lagonda to the heights of contemporary performance.

The V12 is mounted at 60 degrees, and has a combined cylinder block and upper crankcase cast in iron, with a light alloy lower crankcase, with cast iron cylinder heads.

This example is amongst the last of the 17 Lagonda V12 Rapides produced. It was shipped to the USA in 1940, even though build sheet records indicate it was delivered on September 29, 1939, less than three weeks after World War Two had been declared.

This car exhibits a lower radiator shell, and features a Sanction 3 engine. The car was light blue with blue-grey leather, grey hood and walnut woodwork, and was equipped with a ‘new type’ or modified water pump, oil suction filter, thermostat, oil level and filler, and trailing front brake shoes.

The first owner was Joseph Reynolds of Clinton, North Carolina, and the Rapide changed hands a further six times in the United States.

It was brought back to the UK by dealer Brian Classic who sold it to well-known Lagonda collector Bernd Holthusen of Hamburg, Germany. He kept it untouched until he sold his entire collection in 2002.

The present owner had the Rapide completely restored between 2003 and 2005, and upgraded the engine to four carburettors with modified cylinder heads (supplied by Holthusen). This is a similar specification to the Lagonda race team cars prepared for the 1939 Le Mans 24 Hours, which finished third and fourth overall.

ENGINE

CONFIGURATION

4.5-litre, V12, 24 valves, watercooled, 175bhp, four SU carburettors Front-engine, four-speed manual gearbox, rear-wheel drive, aluminium body, independent front suspension with torsion bar, semi-elliptic leaf springs with live rear axle, drum brakes all-round

ABOVE Streamlined bodywork by Lagonda designer Frank Feeley.

OPPOSITE Fully restored between 2003 and 2005, this Rapide features an uprated V12 engine.

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#55

1925 Vauxhall 30/98 Wensum Tourer Owner Time To Drive Holdings LLC

OPPOSITE Simon Kidston introduces the Vauxhall at the 2019 Villa d’Este, where it won its class.

T I M S C OT T / F L U I D I M AG E S

BELOW Perfect weather for a car named after a river and which features boat planking inside.

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THE VAUXHALL 30/98 WAS THE BRAINCHILD OF Laurence Pomeroy, one of the most influential British engineers of the pre-war era.

In seven years he moved from an assistant to Vauxhall’s Chief Engineer to Technical Director in 1914. His big break came through being asked to get more power out of an existing Vauxhall engine for a crack at the 1908 RAC 2000 reliability trial. While studying to improve his French, Pomery discovered a text that introduced him to the concept of better breathing through larger valves, high-speed pistons and free-flowing exhaust systems. The results were startling – power more than doubled on Vauxhall’s 20hp engine.

Pomeroy used clever thinking when it came to the 30/98.

The Prince Henry chassis was matched to an L-head sidevalve engine that was bored out by 3mm. He then cold-stretched the crankshaft throws by 5mm using a steam power hammer to lengthen the stroke, while the camshaft received a new chain drive at the engine’s front, high-lift cams and fresh tappet clearances. The chassis was modified slightly, and the body that sat atop was a narrow, alloy, four-seater body.

It was known as the ‘King of Thoroughbreds’ and a ‘Connoisseur’s Treasure’ and when introduced in 1913, only select customers could have one; just 13 were built before the onset of war. A further 261 were produced between 1919 and 1922. In 1922, the 4.5-litre sidevalve engine was modified with overhead valves and a detachable cylinder head, which helped the engine to produce 30 percent more power, while the car was widened and lengthened for more interior space.

This particular car, 30/98 OE259, is one of the very rare Wensum versions with a V-windshield, boattail coachwork and boat planking inside the cockpit, as part of a fashion for cars to evoke boats. It’s believed that just six examples survive. The Wensum name comes from the river that runs from Whissonsett in Norfolk to Whitlingham, where it merges with the River Yare. Vauxhall’s works manager, AJ Hancock, kept a fast motorboat on the River Wensum near a popular yachting area.

OE259 is one of the two most original survivors, and still features a totally untouched interior. It is blessed with an impeccable long-term ownership history that includes the Smith family (1925-1958), Douglas Sharp (1958-1978), Bill Lake, Anthony Bamford, Nicolaus Springer and Christoph Ringier (1978-2018).

ENGINE

4.2-litre, in-line four-cylinder, 8 valves, water-cooled, 115bhp, Zenith carburettor

CONFIGURATION

Front-engine, four-speed manual, rear-wheel drive, steel and wood body, rigid front axle with semielliptic leaf springs, live rear axle with semi-elliptic leaf springs, drum brakes all-round

‘When introduced in 1913 only select customers could have one; just 13 were built before the war’

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#56

1938 Bugatti Type 57C Two-Seater Convertible by Gangloff

K I D S TO N FA M I LY

Owner Simon Kidston

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ORDERED NEW FROM BUGATTI BY THE ENTRANT’S late father Lt Commander Home Kidston (then aged 28), this is an original supercharged 57C with a one-off two-seater body by Gangloff which pre-dates the similar factory ‘Aravis’ body. The unusual original colour is Rouge Andrinople, as chosen by Bugatti for the type 57C brochure.

Lt Kidston (as he was then) collected the car from the Bugatti showroom in Paris a few months later and drove it home to England where it was registered HPK 50 to include his first and last initials.

During the war the Bugatti was garaged at the family home, Southover House in Dorset, under a tarpaulin with Kidston’s other cars (including an Alfa 8C Le Mans bought from father-in-law Earl Howe) while he served in the Royal Navy, surviving being dive bombed and sunk on HMS Kelly.

In 1947, he sent it to coachbuilder Franay in Paris to repair moth damage and then to Bugatti for an overhaul. The car was used regularly until 1955, when a new Mercedes-Benz 300SL Gullwing arrived, and the Bugatti was sold for £900 to Weybridge garage owner Hugh Bowman.

Entrant Simon Kidston started looking for his father’s Bugatti in 1987 while still a student. Bowman’s son John replied to Simon’s letter confirming his family still had the car. Simon had still never seen it but had heard many family stories about it.

In 2000 collector Chip Connor wrote to Simon that he had acquired a Bugatti with a connection to the Kidston family.

Simon first saw it in Chip’s garage in Los Angeles and was offered to drive it in 2005, which he recalls was very emotional. Finally in 2015 Chip Connor gave in to Simon’s overtures. By then Lt Commander Kidston was no longer alive but Simon says that bringing the Bugatti back to the family 60 years later was the realisation of a dream.

“Apart from a very poor repaint in 2015 it has never been fully restored” he adds, “but hopefully the public won’t mind!”

ENGINE

3.3-litre, in-line eight-cylinder, 16 valves, water-cooled, 160bhp (standard), Zenith carburettor

ABOVE Finally back in the family of the orginal owner after 60 years apart.

CONFIGURATION

Front-engine, rear-wheel drive, four-speed manual, aluminium body, live axles with semi-elliptic leaf springs, drum brakes all-round

OPPOSITE The original sales order form; the Bugatti outside Southover House during World War Two.

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#57

2021 Bugatti Divo

WHAT DO YOU DO WHEN YOU’VE BUILT THE FASTEST production road car in the world not just once, but twice? For Bugatti the answer was simple – try to make the fastest track car in the world.

The result is the Bugatti Divo, named after French racing driver Albert Divo, who piloted his Bugatti to two Targa Florio victories in the 1920s.

The basis for the car is the Bugatti Chiron. This means the Divo retains that car’s quad-turbocharged, 8.0-litre W16 engine, transmitting power to the road via a seven-speed dual-clutch gearbox and all-wheel drive. Bugatti’s engineers re-designed the exhaust system with quad tailpipes, and fitted a 1.8 metre-wide fixed rear wing that’s nearly 25 per cent broader than the Chiron’s retractable item. The NACA duct on the roof funnels air to the back of the car via a central fin to the rear wing, massively ramping up downforce.

The quest for aerodynamic perfection continues at the front, with a deeper chin spoiler, reprofiled side skirts, bigger front air intakes, a radiator cooling vent in the bonnet, redesigned lighting units and vented wheelarches to cool the enormous carbon brakes. Visually, the Divo is inspired by the Bugatti Vision Gran Turismo and Type 57SC Atlantic. Stiffer springs and dampers have been fitted in the pursuit of ultimate track gains.

In the quest to save weight, much of the sound insulation has been thrown away, the sound system has been slimmed down and interior storage is dispensed with. Even the wiper blades are made from carbonfibre – in all, the Divo weighs 35kg less than a Chiron Sport.

As a result of all these changes, the Divo bests its Chiron brethren around the Nardo test track by eight seconds, and generates 90kg more downforce at its top speed, a total of 456kg. Its top speed is less than the Chiron – a ‘mere’ 236mph – thanks to the extra drag created by the refined aerodynamic elements and the lower ride height’s effect on the tyres.

The engine was unchanged from the Chiron, which meant maxiumum outputs of 1470bhp and 1180lb ft, which is good enough to whisk a Divo owner from 0-62mph in 2.4 seconds.

However, the Divo pulls higher lateral acceleration, 1.6g in the corners compared to the Chiron’s 1.5g.

Just 40 examples of the Divo were produced, all of which were pre-sold before the car’s public debut to Chiron owners via VIP invitation from Bugatti ateliers.

B U G AT T I

Owner Fritz Burkard, The Pearl Collection

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ENGINE

8.0-litre, W16, 64 valves, watercooled, 1479bhp, fuel injection

ABOVE The brooding Bugatti is named after two-time Targa Florio winner, Abert Divo.

CONFIGURATION

Mid-engine, seven-speed automatic, four-wheel drive, carbonfibre body, double wishbone suspension front and rear, carbon-ceramic disc brakes all-round

OPPOSITE Although appearing plush, the Divo’s cabin is stripped out to save weight .

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#58

1994 Bugatti EB110 SS Coupe

R I I KO N U U D / R I I KO P H OTO.C O M

Owner Gregor Fisken

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IN THE EARLY 1990S, IT SEEMED AS IF THE ERA OF the outrageously-styled supercar had gone. Jaguar’s XJ220 was slinky and aerodynamic, and Lamborghini (and General Motors, which owned the firm at the time) had smoothed down Marcello Gandini’s original plan for the Diablo.

Then the Bugatti EB110 appeared, with none other than the master of maximalism and Countach-crafter himself, Marcello Gandini, having a big influence on how the car looked. Though Giampaolo Benedini would refine the car into the finished form, Gandini’s influence can be seen in the EB110’s brutalist looks.

Performance was brutal too, along the lines of ‘more is always more’ – at a time when supercars were only just grappling with two turbochargers, Bugatti grafted four of them and 12 individual throttle bodies to its 3.5-litre V12 engine. The technical engineering was a veritable who’s who’s of supercar artisans; the project involved Tiziano Benedetti, Achille Bevini and Oliviero Pedrazzi, who had all worked on the Lamborghini Miura, while another Lamborghini alumnus, Paolo Stanzani was named technical director. But after disagreements with Bugatti CEO Romano Artioli, he was replaced by none other than Nicola Materazzi, the man behind the F40 and many other Ferraris, as well as Lancias and Cagiva motorcycles. The result was a 553bhp monster that counted Michael Schumacher among its owners.

This particular example is the only right-hand drive EB110 and was first displayed at the 1994 British Motor Show. Built to a unique specification, it features a prototype SuperSport engine. The SuperSport (SS) project was more powerful and lighter than the standard GT, boasting 610bhp.

After the motor show the car was used for further development work, including the fitment of ventilated front wings and a prototype rear bumper with side reflectors.

After Bugatti tumbled into bankruptcy, the assets were split and purchased by Dauer and former Bugatti vice-chairman Jean-Marc Borel, who formed B-Engineering.

The rhd EB110 was among the assets Borel bought; it was then stripped and refinished in the original Grigio Chiaro.

Borel sold the car in 2001, and the current owner then had it sent to Dauer for upgrades, which included a comprehensive overhaul of the engine and running gear, including new pistons and turbos, resulting in an output of 645bhp. The interior was retrimmed in dual-tone Bugatti blue leather and the rear wing upgraded to a Dauer item that offered more downforce and a rear-view camera.

ENGINE

3.5-litre, V12, 60 valves, watercooled, 645bhp, quad turbochargers, fuel injection

CONFIGURATION

Mid-engine, six-speed manual gearbox, four-wheel drive, aluminium/carbonfibre body, double wishbone front suspension with pull-rod operated dampers, double wishbone rear suspension with twin gas pressure dampers, disc brakes all-round

ABOVE This was the 1994 British Motor Show car and became a development mule for Bugatti.

OPPOSITE Quartet of turbos and 12 throttle bodies.

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#59

2022 Ferrari Monza SP1 Owner Private Collection

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THE MONZA SP1 HERALDED A NEW ERA FOR Maranello – the Icone special-series cars that reference key moments in Ferrari’s history but with bang-up-to-date performance, and produced in strictly limited numbers for a very select clientele.

Ferrari looked to its racing barchettas of the 1940s and 1950s for inspiration, in particular the 1948 166 MM, as well as the 750 Monza and 860 Monza – both of which were wildly successful racing cars.

While the SP1 is designed as a road car, it seats just one person at a time. If you want to bring a friend, you have to buy the SP2.

The raging heart of the SP1 comes from the 812 Superfast, a naturally-aspirated 6.5-litre V12, but with an extra 10bhp that pushes up the total of to 799bhp at 8500rpm – together with 530lb ft of torque at 7000rpm – making it the most powerful Ferrari at the time of its launch.

The gearbox and chassis are also derived from the 812, but extensive use of carbonfibre and the lack of a windscreen means that the SP1 weighs just 1500kg, nearly 250kg less than the 812 Superfast.

If the lack of a windscreen makes you consider insect impact at high speeds – a potential worry given the car accelerates to 62mph in 2.9sec – then Ferrari has the answer.

It’s a ‘virtual windscreen’, essentially an aerodynamic passage underneath the aeroscreen, near where the upper part is formed like an aerofoil; some of the air flowing over the bonnet enters the intake under the aeroscreen, where it accelerates and is deflected vertically ahead of the instrument panel. This highly energised upwash passes over the driver’s head, creating a low-speed bubble around the cockpit. The design was critically lauded, and in 2020 the Ferrari Styling Centre received the Compasso d’Oro industrial design award for its work on the Monza SP1.

If the 0-62mph sprint time mentioned above is startling, then the SP1’s 0-124mph acceleration figure seems almost implausible; it blasts up to that speed in just 7.9sec and carries on to top out in excess of 186mph.

Just 500 SP1s are destined to be built, and this particular car was completed and delivered in 2022.

ENGINE

6.5-litre, V12, 48 valves, watercooled, 799bhp, direct fuel injection

CONFIGURATION

Front-engine, seven-speed automatic gearbox, rear-wheel drive, carbonfibre body, double wishbone front suspension, multi-link rear suspension, disc brakes all-round

ABOVE Monza SP1’s styling deliberately echoes Ferrari’s racing barchettas.

OPPOSITE To counter the lack of a windscreen, air is ducted over cockpit.

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#60

1997 McLaren F1 GTR Owner Stephen Read

THE MCLAREN F1 WASN’T INTENDED TO BE A RACING car but the genius of Gordon Murray’s design, plus changes in the nature of GT racing at the time, made it the perfect basis for a competition effort.

The BPR Global GT Series was a stark change to the prototype-style racing that had dominated for years, with more road car-biased machines doing battle. With the encouragement of team owners Ray Bellm and Thomas Bscher, Murray set about turning the F1 into a racing car.

Because of the racing car-inspired design, the transformation wasn’t excessive, with the addition of cooling ducts, a large, adjustable fixed wing, carbonfibre brakes and a stripped-out interior. Though an air restrictor meant the racing car was less powerful than the road car, the BMW S70 V12 engine still pumped out 592bhp.

Nine cars were built for 1995, in which it won the Le Mans 24 Hours on its first attempt, and up against prototype opposition. Spurred on by this success, the likes of Porsche and Ferrari started their own development programmes, forcing McLaren to up its game again. BMW Motorsport got involved with two of its own cars.

The upgraded machines featured extended front and rear bodywork, a larger front splitter, a lighter magnesium gearbox housing and upgraded internals. The car was lighter

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‘In 1999 Goodwin would use the car to notch up two podiums in the British GT Championship’

by 98kg, but more was to come for 1997. A much longer nose and tail, as well as a wider rear wing were fitted to provide more downforce, while the engine was modified with a reduced stroke to aid longevity. The gearbox was also upgraded to an Xtrac six-speed sequential item.

This particular example is chassis 27R, driven by Gary Ayles and Chris Goodwin in the 1997 BPR Global GT Series. It won first time out at the Silverstone British GT race, but in the face of stiff competition from its rivals, its best results were a trio of sixth places in the BPR series. It also competed at the Le Mans 24 Hours that year, but failed to finish.

In 1999 Goodwin would use the car to compete in the British GT Championship, notching up two podiums over the season. In 2017, Lanzante converted the car for road use.

ENGINE

5.9-litre, V12, 48 valves, watercooled, 600bhp, fuel injection

CONFIGURATION

Mid-engine, six-speed manual, rear-wheel drive, carbonfibre body, independent double wishbone suspension with coil springs front and rear, front anti-roll bar, carbonfibre disc brakes all-round

T I M S C OT T / F L U I D I M AG E S

ABOVE A genuine race-winning F1 GTR, this particular example is road-legal.

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#61

1991 Jaguar XJR-15

P R OAC T I O N C R E AT I V E

Owner Michael Trösser

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TOM WALKINSHAW HAD BEEN AT THE SHARP END OF Jaguar’s competition efforts in touring car and endurance racing, and upon catching a glimpse of the XJ220 concept, immediately thought of something rather racier than Jaguar’s own take on the supercar recipe.

The plan involved taking an XJR-9 endurance racing car and turning it into a road car – the XJR-15 – following a similar path to the Ford GT40 and Ferrari 250GTO. Power came from a 450bhp 6.0-litre V12, housed in a Peter Stevens-designed shape crafted entirely from carbonfibre and Kevlar – a first for a road car. It weighed little more than 1000kg and thus provided truly eye-popping performance; from standstill, 60mph was a blurry memory after 3.2 seconds and all out it reached 191mph.

The racing versions used a six-speed manual gearbox that had been originally developed for the Le Mans Group C cars but never used, though a five-speed all-synchromesh gearbox was available to make road driving more palatable.

Just 53 cars were built, including 16 racing versions for the Jaguar Sport Intercontinental Challenge. This three-race series supported Formula 1 at Monaco, Silverstone and Spa-Francorchamps. While the winners of the first two races received a Jaguar XJR-S each, the winner of the last race took home $1 million – it was Armin Hahne who walked away with the heavily laden suitcase. The race series was abandoned after just one season because of a declining luxury car market and some big accidents, and the cars were sold off to private owners.

This car, 009 Race, was driven by David Brabham in all three of those races. At Monaco, David finished second, and lined up second on the grid at Silverstone. However, avoiding the surrounding chaos left Brabham in eighth place at the end, although he did set the lap record at 1.57.41. At Spa Brabham qualified second, but a huge moment at Eau Rouge demoted him to sixth place.

The car was first sold to Samsung Group chairman Mr Lee Kun-Hee, but because of business circumstances after the race series came to an end, 009 Race ended up being stored in a hangar in Frankfurt for a period of time.

It was rediscovered only a few years ago by Egon Zweimüller. It’s still in completely original condition and is now looked after by Don Law Racing. It is ready to be driven

by David Brabham again, who’ll be with the XJR-15 at the Concours of Elegance.

ENGINE

6.0-litre, V12, 24 valves, watercooled, 450bhp, fuel injection

CONFIGURATION

Mid-engine, rear-wheel drive, six-speed manual, carbonfibre/ Kevlar body, double wishbone suspension front and rear with pushrod coil springs and dampers, disc brakes all-round

ABOVE XJR-15 ready to be raced again by its original driver, David Brabham.

OPPOSITE The car in action during a short-lived one-make racing series in 1991.

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#62

2005 Porsche Carrera GT Zagato Owner Guy Ziser

THE PORSCHE CARRERA GT MIGHT BE HERALDED AS one of the last great analogue hypercars, but its journey to the showroom was hardly conventional.

In 1991 Porsche produced a 3.5-litre V12 engine for the Footwork Formula 1 team, albeit not all that successfully because of weight and unreliability. While Footwork would switch to Ford Cosworth power mid-season, Porsche kept developing the engine’s replacement, a 3.5-litre V10 that produced between 700 and 800bhp.

Porsche had intended to compete in the LMP900 class for 1999, but troubles with the proposed flat-six engine ruled that out. Enter the V10 engine, which had been gathering dust in the corner of a workshop all that time.

Engineers set to work building a 5.0-litre version for the 2000 season, but the project would stop again, as Porsche needed the manpower to work on the Cayenne SUV. The engine appeared in a concept car at the 2000 Paris Motor Show, and buoyed by an influx of cash from the Cayenne project and huge amounts of interest, Porsche agreed to build a roadgoing version, the Carrera GT. The Carrera GT’s finished V10 was bored out to 5.7-litres to produce 603bhp, which was good enough for a 0-60mph sprint of 3.5sec, while 100mph appeared in half that time again (6.8sec). All out you’d be screaming along at 205mph.

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‘A Swiss collector contacted Zagato to smooth the rear profile with bespoke bodywork’

Despite this performance potential, the Carrera GT marshals its power via a six-speed manual box, a stark contrast to the Ferrari Enzo that appeared at around the same time. As such, the Carrera GT is often lauded as the last great analogue hypercar; its follow-up, the 918, uses hybrid technology and a seven-speed PDK dual-clutch gearbox.

Seasoned Porsche stylist Harm Lagaay productionised Jason Hill’s concept car design, but for one Swiss collector and former racing driver, the rear profile wasn’t quite right.

He contacted Zagato – a carrozzeria with experience working on Porsches – to smooth the profile with bespoke bodywork from the roll hoop back. Constructed from carbonfibre, it flows more organically to the back of the car, and hints at Zagato’s work with the Porsche 356 Carrera.

The redesign was so successful, since 2013 five more Carrera GT Zagatos have been produced, including this one, converted by Zagato’s artisans in 2019.

ENGINE

5.7-litre, V10, 40 valves, watercooled, 603bhp, fuel injection

CONFIGURATION

Mid-engine, six-speed manual, rear-wheel drive, carbonfibre body, double-track control arm front suspension with pushrod-actuated coil springs over dampers and anti-roll bar, double-track control arm rear suspension with coil springs over dampers with anti-roll bar, carbon-ceramic disc brakes all-round

T I M S C OT T / F L U I D I M A G E S

ABOVE Redesigned tail was so successful, Zagato converted six Carrera GTs. 183

#63

1929 Bentley 4½ Litre Vanden Plas Open Tourer

THE 4½ LITRE FILLED AN IMPORTANT GAP FOR Bentley customers – by the late 1920s the 3 Litre model was becoming uncompetitive and the 6½ Litre model was deemed too complex.

The 4½ Litre melded the chassis, transmission and brakes of the 3 Litre with an engine that was almost two-thirds the capacity of the 6.5, resulting in a refined, powerful, longdistance sports car. A total of 720 examples were built between 1927 and 1931, but just 160 Vanden Plas Sports Four Seaters were produced, with only around 80 still surviving.

In 1928 a Bentley 4½ Litre won the 24 Heures du Mans with Woolf Barnato and Bernard Rubin finishing one lap ahead of their nearest rivals in a Stutz Model BB Blackhawk.

The car would form the basis of the supercharged Blower Bentley, of which 55 were built in period.

The car before you is chassis DS3575, which once belonged to Johnnie Green, a founding member of the Bentley Drivers Club in the 1930s and a personal friend of WO Bentley.

Johnnie purchased the car in 1985 from Alan Goldsmith, who’d owned it for 48 years. In 2005 it was bought by Peter Livanos, at which time it was considered to be the most original example in existence, largely because of the fact it had been in storage since before the Second World War. The car was entrusted to RC Moss for a thorough restoration that included locating, purchasing and restoring an original Rexine machine in order for the body to be re-covered in the same material with which it had left the factory in 1929.

It was the first restoration to use authentic Rexine and has paved the way for Bentleys restored since to benefit from the correct material. There were many other small details that the owner authorised RC Moss to research and finish in original specification, but which had previously been ignored on other Bentley restorations. The car also retains its original tool kit, handbook and model literature.

This delightful Bentley has been a regular on the concours scene, with two appearances at Pebble Beach, where it finished third in class in the European Classic Early Class in 2015, and third in the Bentley 4½ Litre Class in 2019.

TO M H A RT L E Y J N R

Owner Tom Hartley Jnr

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ENGINE

4.4-litre, four-cylinder, 8 valves, water-cooled, 100bhp, two SU carburettors

CONFIGURATION

Front-engine, four-speed manual gearbox, rear-wheel drive, aluminium and Rexine body, semi-elliptic leaf springs front and rear, drum brakes all-round

ABOVE The 4½ Litre has enjoyed a very thorough restoration

by RC Moss.

OPPOSITE Johnnie Green (top) was a previous owner.

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#64

1933 Delage D8 S Coupé

by Letourneur et Marchand Owner Rafael Pueche

DELAGE ENJOYED A METEORIC RISE FROM ITS conception in 1905 right up to the start of World War One. From just two lathes and three employees in 1905, by 1912 it had 350 workers toiling in a bespoke factory building 1000 cars per year.

However, the 1920s saw Delage’s fortunes really take off both on the road and on track – and the D6 and D8 were primed to capitalise on that. Sadly, the Wall Street Crash of 1929 clobbered luxury car sales worldwide, just as the D8 was released to replace the GLS. Initially customers could choose from the D8 Normale and D8 S, with the latter featuring a shortened wheelbase to enhance its sportiness. Power came from Delage’s first straight-eight engine, which produced around 145bhp in the specification used in this D8 S. This particular example, chassis 38186, was bodied to the bustleback style and has a low, rounded, coupé greenhouse along with a very long bonnet, a narrow vertical windscreen, and sweeping fender lines. There is a glass-covered rear licence plate, which is very unusual and unique to the era.

Only four of these cars were completed, all with detailed differences, and just two survive. The bodies were either built by the Letourneur et Marchand subsidiary, Autobineau, or at the Delage factory; this example was finished by the former

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‘In 1936 a D8 S featured in the French film Prends la Route, which is likely to be chassis 38186’

in 1933. Letourneur et Marchand had been formed in the same year as Delage, and aside from its work for Delage, the Paris-based coachbuilder had bodied Rolls-Royces, Minervas, Hispano-Suizas and Duesenbergs. The Autobineau department was set up largely to specialise in sedan and limousine bodies, and to increase production rates using more standardised production methods.

In October 1934, a D8 S sedan was displayed on the Delage stand at the Paris Salon; this chassis may have been that Salon car. In 1936 a D8 S featured in the French film Prends la Route, which is also likely to be chassis 38186.

The car was found in the mid-1950s in southern France by a Mr Retornaz, who registered it in Marseille. Retornaz used 38186 for some years, then put it into long-term storage in his garage.

It remained there until 1999 when it was discovered by Charles Howard. At the time it wore a Cromos-style bumper, as sported by the car in the French movie. A short while later, Howard sold the car to its current owner.

ENGINE

4.1-litre, in-line eight-cylinder, 16 valves, water-cooled, 145bhp, four SU carburettors

CONFIGURATION

Front-engine, three-speed manual, rear-wheel drive, steel body, rigid axle front, live rear axle, both with semi-elliptic leaf springs and Hartford friction dampers, drum brakes all-round

ABOVE The D8 S’s straight-eight engine gave it the edge over many contemporaries.

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#65

1968 Ferrari 330GTS Owner Stephen Brauer

BELOW A 4.0-litre Colombo V12 nestles beneath the 330GTS’s sleek aluminium bonnet.

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OPPOSITE The car’s current owner bought the Ferrari for the pleasure of driving it.

THE 330GTS WAS FAMOUSLY DESCRIBED AS THE first Ferrari in which you could actually enjoy a radio.

However, one might question the need for such a device when you could listen to your own open air concert from one of Maranello’s most evocative engines – the Colombo V12 in Tipo 209/66 form.

A development of the 275GTS, the 330 placed the upgraded engine (up from 3.3-litre to 4.0-litre) in a chassis with new steering, suspension, torque tube and five-speed transaxle gearbox adapted from the 275GTB. The result was a car with far superior handling to that of the Ferraris that had preceded it. The engine produced a more-than-adequate 300bhp, fed by three triple-choke Weber DCZ/6 carburettors, while its torque rating was a meaty 244lb ft at 5000rpm; all this meant you could be whisked to 60mph in around six seconds and on to a breezy 150mph.

For the front-end styling, Pininfarina drew inspiration from the 500 Superfast’s split bumper and triple-louvred engine vents on the front wings, while the rear was kept similar to the well-received 275GTS. Other than the doors, bonnet and bootlid, which were crafted from aluminium, the bodies were made from steel. The production process was not simple – bare chassis were transported from Maranello to Pininfarina’s factory at Grugliasco near Turin to be bodied and fitted with interiors, and then sent back to Ferrari for final assembly.

Just 100 GTS models were built in a short two-year window following the model’s debut at the 1966 Paris Motor Show.

This particular example is among the last few 330GTS models built, and was sold new via Jacques Swaters at Garage Francorchamps in Brussels to an Antwerp-based customer.

In 1973 ownership passed to a Toronto-based enthusiast, who kept the car for nearly 30 years. Its next owner would return the car to the factory for a full restoration in 2007, and was subsequently awarded Ferrari Classiche certification.

Between its four owners, the car has covered just 75,000km (46,600 miles). Yet its current owner isn’t afraid to use the GTS and it has competed at the 2015, 2017 and 2021 Copperstate 1000 events, while Mrs Brauer got behind the wheel for the 2015 and 2019 It’s All About The Girls tours.

ENGINE

4.0-litre, V12, 24 valves, watercooled, 300bhp, three triple-choke Weber carburettors

CONFIGURATION

Front-engine, five-speed manual gearbox, rear-wheel drive, steel body, independent suspension front and rear with unequal-length wishbones, coil springs, anti-roll bars and trailing arms at the rear, disc brakes all-round

‘Just 100 GTS models were built in a short two-year window following its 1966 debut at the Paris show’

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#66

1974 Porsche 911 Carrera RS 3.0

M A X T E D - PAG E LT D

Owner Private Collection

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THE PORSCHE 917K HAD COME TO DOMINATE WORLD Sportscar Racing, but when the authorities changed the rules the Stuttgart firm was left with the choice of going down the full prototype route, or nothing at all.

The introduction of the European GT Championship gave Porsche an outlet, and one more closely related to the cars it actually sold. Up against the thunderous Ferrari 365GT/4 Daytonas, the 911, with half the cylinders, might have been overwhelmed. This was Porsche, however, and it went back to basics to create something truly special.

The base for the RS 3.0 dates back to the 911S, which had seen a success in rallying. The first stage in improving upon that car was to up the engine to 2.7-litre, fit wider rear tyres than the front, and reduce as much weight from the car as possible. The resulting Carrera RS 2.7 has become a legend in its own ducktail – but the car you see here is rarer still.

For the 3.0 RS, the engine got an increase in capacity and was fitted with new cylinder heads featuring larger inlet ports, as well as larger inlet and exhaust surfaces for the valve heads. The crankcase was constructed out of die-cast aluminium alloy rather than the previous car’s magnesium, thus allowing for more power to thump through the engine – as much as 330bhp in race trim. The torsion and anti-roll bars were upgraded, the Fuchs wheels engorged by an inch front and rear, and 917-derived disc brakes were implanted.

The need for a larger oil cooler meant a deeper front bumper was required, while the front and rear wings were wider, and thin-gauge steel was used to keep weight down.

This particular car is chassis 9092, one of six right-hand drive models and one of just 55 made. It is also one of just five supplied to the UK. Lord Mexborough, a well-known Porsche collector who habitually used his Porsche 959 and Ferrari 288GTO as daily transport, owned this car from 1983 to 2013 and covered around 43,000 miles. It stood in storage for many years, and received only minimal maintenance and use, although it was repainted at some point.

Porsche specialist Maxted-Page sourced this 3.0 RS in late 2017, and the new owner instructed the firm to perform a bare-metal restoration of the bodyshell and thorough refreshment of the original engine and gearbox, plus all the other mechanical components. It was a 14-month project, and the skilled technicians at Maxted-Page put 1293 hours into getting the car to the exemplary standard it is now in.

ENGINE

3.0-litre, flat-six, 12 valves, aircooled, 230bhp, Bosch fuel injection

CONFIGURATION

Rear-engine, five-speed manual, rear-wheel drive, steel and glassfibre body, McPherson strut front suspension with wishbones and anti-roll bar, trailing arm rear suspension with torsion bars, tubular dampers and anti-roll bar, disc brakes all-round

ABOVE Looking pristine after a 14-month, 1293hour restoration.

OPPOSITE In race guise the 3.0-litre flat-six could develop as much as 330bhp.

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#67

1974 Porsche 911 Carrera RS 3.0 Owner Private Collection

OPPOSITE To reduce weight, the RS 3.0 body uses glassfibre parts and thin-gauge steel panels.

M A R K R OW D E N F O R T R O F E O C A R S

BELOW Large spoiler and fat arches were part of the preparation for the RS 3.0’s racing career as the RSR .

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WITH THE LAUNCH OF THE LATEST 911 GT3 RS, THE spirit of the hardcore Porsche RS lives on. The 992 series car is lighter, faster and more powerful than its forebears, and this latest take on the ultimate road-legal, track-honed 911 features a drag reduction system in the pursuit of ever tinier laptimes and wider grins.

It’s the most recent in a celebrated lineage of ultimate Porsches stretching back to the 1970s. While the letters RS have added dynamism to other marques from Audi to Ford and even Skoda, there is a purity of purpose about Porsches possessing that badge that sets them apart.

The start of it all was the Carrera RS 2.7, which this year celebrates its 50th anniverary. The 3.0 RS that followed was an evolutionary step to keep the pressure up in endurance racing where this 911 was known as the RSR. Aside from a bump in cubic capacity to 3.0 litres, the compression ratio was increased from 8.5:1 to 9.8:1, boosting power from 210bhp to 230bhp, in a package that weighed 1060kg in more road-friendly Touring form, and 900kg in Sport specification.

This resulted in a seriously quick car even by today’s standards – zero to 60mph takes little more than five seconds and all out you’ll be cracking along at just shy of 150mph.

That’s slightly less than the RS 2.7, as the wider bodywork needed to house the 11-inch-wide rear wheels, plus a larger fixed wing, added drag.

Extensive use of glassfibre is evident on the RS 3.0, and to further reduce weight the outer door skins and roof are made from thin-gauge steel. Even the seats use thinner metal pieces, and a similarly bare-bones approach was taken with the dashboard architecture.

Just 55 road cars were produced and the example before you is one of six Carrera RS models built in right-hand drive.

In total there were only 109 3.0 RSs made to Group 3 specification during the 1974 model year.

Chassis #9097 was supplied new by AFN, owned by Jack Tordoff and registered as JCT 600. It was raced in the 1974 Donegal International Rally. It has been in a private collection in the UK since 2006, and has covered only 21,000 miles since new. It is believed to be the sole Guards Red 3.0 RS.

ENGINE

3.0-litre, flat-six, 12 valves, aircooled, 230bhp, fuel injection

CONFIGURATION

Rear-engine, five-speed manual, rear-wheel drive, glassfibre/steel body, McPherson strut front suspension with wishbones and anti-roll bar, trailing arm rear suspension with torsion bars, tubular dampers and anti-roll bar, disc brakes all-round

‘It has covered only 21,000 miles since new and is believed to be the sole Guards Red 3.0 RS’

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#71

1966 Aston Martin DB5 V8 Prototype Owner Bryan Webb

ASTON MARTIN’S RELATIONSHIP WITH THE V8 MAY have started a little later than planned, but it formed the backbone of the company’s fleet for 20 years – and the car before you was the very start of all that.

NPP 7D was Newport Pagnell’s first development prototype for the V8 engine that was designed to replace the straight-six used since the introduction of the DB4 in 1959.

It was built in 1966 using a DB6 chassis, but was skinned as a DB5 – therefore, the car is longer than a DB5 and wider at the rear, in order to accommodate the de Dion rear suspension setup. Many modifications were made to squeeze the 5.3-litre V8 into the relatively tiny engine bay, with the transmission tunnel in particular requiring significant alteration to get the exhaust manifolds to fit.

The great and good of Aston Martin’s development team all got behind the wheel – names such as Tadek Marek, Bill Bannard, Harold Beach, Mike Loasby, William Towns, Dudley Gershon and David Morgan are noted in documents that come with the car, which track its movements and modifications over a three-year period. Bill Bannard meticulously maintained a logbook of its comings and goings, and in January 1969 the project was deemed a success and the car was retired. The DBS V8 was launched in 1969, sharing the same body as the straight-six DBS. Though the precise

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‘Somehow NPP 7D escaped being scrapped and was eventually sold to the late Vic Bass ’

power of the prototype’s V8 is not known, the first DBS V8s produced around 315bhp fed by Bosch fuel injection.

Somehow NPP 7D escaped being scrapped and was eventually sold to the late Vic Bass, a London-based Aston Martin specialist, and then a well-known Aston Martin racing car preparer, Dave Preece. Preece, with help from Bill Bannard, found and re-fitted the de Dion rear axle and 5.3-litre V540 engine and entered into the Birkett 6 Hours at Silverstone. An entertaining dice with a DB4S ensued but then the brakes seized.

In 1999 RS Williams got hold of the prototype and set about rebuilding the car to a customer’s exact requirements, before NPP 7D was exiled in storage for many years. It has recently changed hands to the current owner.

ENGINE

5.3-litre, V8, 16 valves, watercooled, 315bhp (estimated), Bosch fuel injection

CONFIGURATION

Front-engine, rear-wheel drive, five-speed manual, aluminium body, independent front suspension with wishbones, coil springs and anti-roll bar, de Dion rear suspension with coil springs, disc brakes all-round

B RYA N W E B B / N I C H O L A S M E E

ABOVE Underneath the modified DB5 body is a DB6 chassis and a 5.3-litre V8 engine.

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#72

1953 Bristol 404 Coupé

T I M S C OT T / F L U I D I M AG E S

Owner Nicholas Gatehouse

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CREATED IN PARALLEL WITH THE LE MANS CLASSwinning Bristol 450, the 404 was a showcase for the best technologies of the day and a rolling showcase of Bristol’s engineering principles.

Just 52 Bristol 404s were made and this is the first – the original prototype. Prior to the current owner, there have been seven stewards of this fascinating car: the first, Sir George Stanley Middleton White, Chairman of Bristol Cars who retained the car as his personal transport for over a decade. He insisted that the fin remained in place, even though it was judged “a little too flamboyant” for Bristol’s typical clients. Indeed the current Sir George White fondly remembers being driven to and from prep school in RAE 345, with its huge rear fin, recalling that it dramatically elevated his kudos and street credibility among his schoolboy peers.

RAE 345 played a key role in testing the aero fin potential for the 450 racers and road-going 404s that followed. The lower body mixed aluminium and steel, with a honeycomb sandwich construction for the rear floor, while the upper structure formed a canopy from a wooden framework and door pillars, with the whole encased in aluminium. The design for the nose of the car itself taken from the air intakes of the Brabazon Airliner – behind which sat eight 2650bhp engines, rather more than the 105bhp in the road car.

Aero engineering and racing nous found their way into the road cars – Bristol’s trademark installation of the spare wheel and battery in the front wings, first seen on the 404, were prompted by the desire to centralise mass, occupying the space created for the fuel tanks in the 450 racers.

This vehicle became a very familiar sight across Bristol’s huge Filton site because as well as Sir George’s daily transport, the car was used as a test bed and experimental platform. It went to and from Bristol’s aeronautical and automotive engineering departments for engine upgrades, braking enhancements and other tweaks. All these developments were documented in the factory service records and many of the innovative parts fitted, such as the short-ratio gearbox, remain on the car to this day.

When the car eventually left the family in 1965 the fin was removed. Fortunately the mounting brackets and internal structures remained, so with reference to many period images and drawings, and with the benefit of modern CAD technology, the fin was reinstated and constructed by hand in the traditional manner.

ENGINE

2.0-litre, in-line six-cylinder, 12 valves, water-cooled, 125bhp, triple Solex carburettors

CONFIGURATION

Front-engine, four-speed manual, rear-wheel drive, aluminium body, independent front suspension with trailing arms, live rear axle with torsion beam, drum brakes all round

ABOVE The prototype Bristol 404 Coupé poses on the shores of Lake Como.

OPPOSITE RAE 345 mixing it with European exotics at Villa d’Este.

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#73

1955 Ferrari 250 GT Europa Owner Private Collection

THE 250 GT EUROPA WAS A GROUNDBREAKING CAR for Ferrari – not only was it the first proper grand tourer built by the firm and the first use of the Colombo V12, but it was also the start of the famed 250 line that spawned many of the world’s most desirable cars.

Prior to the Europa GT, Ferrari’s road cars had been barely detuned versions of its racing cars, which while holding a certain appeal was a little less ideal for day-to-day enjoyment.

Ferrari crafted an idea for a larger car with more luggage space, and its Pinin Farina-penned form would be a development of the earlier 212 Europa, but over a shorter wheelbase thanks to the shorter Colombo engine block. Two body styles were offered, with either three windows with a panoramic rear window, or another with extra rear windows.

Though the car was intended to be a road car first and foremost, the engine was a detuned version of the V12 found in the race-winning 250MM cars of the time. Nevertheless, the new Colombo engine was less fragile, easier to keep in tune and involved significantly fewer hours to rebuild.

Marshalling all that power was a slick four-speed manual gearbox with Porsche-style synchromesh on all the forward gears. The suspension was greatly improved over its predecessor’s too.

Between 35 and 43 examples were built, and this particular

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‘It wound up sitting in the corner of a workshop for around 60 years and had 33,671km on the odometer’

example, the 29th constructed, was built for Dr Enrico Wax, Italy’s distributor of Johnnie Walker whisky, Connolly leather and Moët & Chandon Champagne at the time. Dr Wax bought a new, highly personalised Ferrari every year between 1950 and 1974, and chassis 0413 GT was no different. It differs in appearance to Pinin Farina’s normal style in its instrument cluster and taillights. It was specified in Grigio Metallizato, a deep metallic grey, which contrasts with the Arancia (orange) leather upholstery, while the dashboard and door caps were painted in a green-grey finish.

Little is known of the car’s early history in Italy, but it was sold to William Gottwald of Solana Beach, southern California and exported to the US in 1960. Gottwald was a mechanical engineer by trade but in 1967 the car experienced a failure that was beyond even his talents. It wound up sitting in the corner of a workshop for around 60 years, before being discovered after Gottwald’s death and sold by Gooding & Company last year with 33,671km on the odometer.

ENGINE

3.0-litre, V12, 24 valves, watercooled, 220bhp, triple Weber carburettors

CONFIGURATION

Front-engine, four-speed manual, rear-wheel drive, steel body, independent double wishbone front suspension with coil springs and friction dampers, live rear axles with longitudinal semi-elliptic leaf springs and friction dampers, drum brakes all-round

GOODING & CO / BRIAN HENNIKER

ABOVE This 250 GT Europa was personalised for first owner, Dr Enrico Wax. 199

#74

1963 AC Cobra 289 Owner Martin Emmison

CALL IT SERENDIPITY OR JUST LUCK, BUT THE meeting of Carroll Shelby and AC Cars couldn’t have come at a better time. The British car maker had seen its supply of Bristol straight-sixes dry up, and Shelby, freshly retired from motor racing, needed a project.

The idea was simple – could AC build a roadster that he could slot a V8 into? The answer was yes, largely because AC had already started delivering a Ford Zephyr straight-sixpowered car. After flirting with Chevy engines, Ford agreed to provide a Windsor 4.6-litre engine, and Shelby got to work on the prototype. Further modifications were needed – such as moving the steering box and a stronger rear differential.

After testing, the whole unpainted rolling chassis was air-freighted to Shelby in Los Angeles. From there it went to Dean Moon’s workshop in Sante Fe Springs, California, and within eight hours Shelby and his team were road testing the first prototype, fitted with a 260cu in engine.

With a few modifications – such as cost-saving outboard brakes and a relocated fuel tank filler – AC exported rolling bodyshells minus the engine and transmission to the USA, where they were either built by Shelby or Ed Hugus on the East Coast. The first 75 Cobras were fitted with a 260cu in V8, while the remaining 51 had a 289cu in engine.

In 1963 the MkII showed up, with major revisions to the

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‘Just 528 MkII Cobras were built in two years, before production switched to the MkIII’

front end by AC Cars’ chief engineer, Alan Turner. The biggest change was to the steering, which was now rack and pinion, though the suspension still used transverse leaf springs. The steering rack was borrowed from the MGB while the Volkswagen Beetle gave up its steering column. Just 528 MkII Cobras were built in two years, before production switched to the 427cu in MkIII. This is an original American-market car, finished in Vineyard green and sold by Shelby American to Pennsylvania, and used in local races. It was fitted with Weber carburettors, a shatter-proof bellhousing and a Hurst shifter.

It was bought by the current owner in 2003, who fitted a longer rear axle ratio (3.3:1), electronic ignition and seatbelts.

It has been used extensively on rallies in France, Spain, Italy, Germany, Switzerland and the United Kingdom. He’s driven 92,000 miles in the car in 19 years, and uses it throughout the summer and winter.

ENGINE

4.7-litre, V8, 16 valves, watercooled, 271bhp, Holley carburettor (original)

CONFIGURATION

Front-engine, rear-wheel drive, four-speed manual, aluminium body, lower wishbones, transverse leaf springs and telescopic dampers front and rear, rear anti-roll bar, disc brakes all-round

T I M S C OT T / F L U I D I M A G E S

ABOVE This Cobra gets regular use – it’s been driven 92,000 miles in 19 years.

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#75

1961 Austin-Healey 3000 Mk1 Works Owner Hans and Samantha Abrahams

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THE AUSTIN-HEALEY 3000 TOOK THE RAW ingredients of it predecessor, the 100-6, and advanced it with disc brakes for the front wheels and an enlarged, 2.9-litre straight-six BMC C-series engine.

It really was a quick car in its day, with 60mph a memory after 11 seconds and 100mph cropping up just 20 seconds later. Such performance potential made it hot property in export markets – less than nine percent of all Austin-Healey 3000s were sold in the UK – and on racetracks around the world, including the Sebring 12 Hours, Le Mans 24 Hours and Bathurst in Australia.

However, it was also an accomplished rally car, and the vehicle before you is one such competitor. It’s a 1961 AustinHealey 3000 Mk1 Works, registration number XJB 871, the build of which was completed by the BMC Competitions Department on April 10, 1961. Peter Browning, former Competitions Manager of BMC and author of The Works Big Healeys, stated that 30 cars were produced by the Works racing department between 1957 and 1967, including the 100-6 models.

XJB 871 is considered one of the most original of the Works cars left today. The car was run by the BMC Competitions Department in two events in 1961, winning its class and placing third overall at the 1961 Acropolis Rally in the hands of Peter Riley and Tony Ambrose. It was then an unfortunate Did Not Finish at the 1961 Coupe des Alpes, again being helmed by Riley and Ambrose, having sustained an accident descending the Stelvio Pass after running second for most of the event.

After being repaired at the Works, the car was acquired in 1962 by famed BMC Works driver, Rauno Aaltonen, winner of several classic rallies of the period including the Monte Carlo Rally in a Mini and the Spa-Sofia-Liège in 1964 at the wheel of an Austin-Healey 3000.

Aaltonen first registered this Healey in Finland on February 28, 1962. He kept the car for three years, during which time he used it in local ice races. In 1965 Aaltonen put the car up for sale and it was purchased by Lars Hasslegren, a student. He kept it for more than 50 years before it was sold and returned to England for the first time since 1962.

The current owners describe the car as being in fantastically authentic condition including its seats, belts, lights, dials, hard-top and switches, and retains its original competition motor.

ENGINE

2.9-litre, in-line six-cylinder, 12 valves, water-cooled, 180bhp, triple SU carburettors

CONFIGURATION

Front-engine, four-speed manual, rear-wheel drive, aluminium body, coil spring front suspension with wishbones, dampers and anti-roll bar, rigid rear axle with semi-elliptic leaf springs and dampers, disc brakes front and rear

ABOVE XJB 871 was sold to Rauno Aaltonen at the end of the 1961 rally season.

OPPOSITE In action during 1961 with the BMC Works team.

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#76

1930 Aston Martin International James Young Drophead Coupé

M AT T H O W E L L

Owner Private Collection

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BILL RENWICK AND AUGUSTUS (BERT) BERTELLI GAVE birth to the Aston Martin name, changing it from Bamford & Martin and moving production to Feltham in the old Whitehead Aircraft works.

The pair also brought an overhead camshaft four-cylinder engine with them, which they’d been working on for some time. This would form the basis of several of its cars over the coming years, including the International.

The International model was the third production Aston Martin from the Bertelli period. With a dry sump overhead cam 1.5-litre engine it was relatively fast, had very good brakes and superb roadholding. Works racing Internationals proved to be highly successful and were therefore well regarded sports cars at the time, costing about the same to buy as a large family house – £598.

Given Bertelli’s involvement in the higher echelons of Aston Martin at the time, it is unsurprising that very few pre-1940 Aston Martin cars were bodied outside the Feltham factory. Bert Bertelli had most coachwork made by his brother, Enrico (Harry) Bertelli who owned and ran E Bertelli Ltd Coachbuilders from the same factory. However, a tiny number of chassis did escape and special bodies were fitted, including this one, from James Young.

The Rexine fabric is a heavy-duty calico-type material coated in cellulose paint, which has linseed oil added to act as a plasticiser. The process involves a large machine with a series of rollers that apply multiple paint layers and finally impress a pattern on it. An original machine was saved by Graham Moss, an expert in early Bentleys. He has been producing batches of material, mostly for 4½ litre Bentleys – this car was the first non-Bentley fitted with fabric courtesy of Moss.

Fabric-bodied cars tend to be more ‘boxy’ than the metal-bodied variety because the fabric has very limited stretching capabilities, making compound curves difficult to achieve. It is an expensive process, but once fitted to the ash frame the job is complete – there is no panel beating or further paintwork required.

This unique Aston Martin has only ever been taken apart once and is completely original. The dashboard, with all its original gauges switches and lamps, has not been touched at all. The sensitive restoration completed by Andy Bell at Ecurie Bertelli Ltd was performed with an emphasis on authenticity and detail.

ENGINE

CONFIGURATION

1.5-litre, in-line four-cylinder, eight valves, water-cooled, 60bhp, twin SU carburettors Front-engine, four-speed manual, rear-wheel drive, fabric body, semi-elliptic leaf springs front and rear with friction dampers, drum brakes all-round

ABOVE Fabric body is made from Rexine, a heavy-duty calico.

OPPOSITE Although the car has been sensitively restored, the dashboard is untouched.

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#77

1960 Aston Martin DB4 Series II Owner Rob Short

BELOW This particular car has been uprated to Vantage specification and has 266bhp.

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OPPOSITE The Series II DB4 featured a redesigned grille and other more minor bodywork tweaks.

WHILE THE DB4 WAS BEAUTIFUL, ASTON MARTIN knew there were a few problems, not least the early cars’ ability to overheat and for the bonnet to suddenly fly up.

The Series II DB4 smoothed these problems by adding an oil cooler (although only as an optional extra) and redesigning the front grille, as well as increasing the sump from 14 to 17 pints and upgrading the oil pump. There were further refinements, such as uprated front brake calipers, as well as minor bodywork tweaks. Just 349 Series II models were built between 1960 and 1961. Its sheer performance was the stuff of schoolboy dreams, with Aston Martin itself excitedly pointing out that you could go from rest to 100mph and back again in 26.2 seconds, assisted by a lightweight Superleggera aluminium body designed by Carrozzeria Touring and Dunlop disc brakes front and rear.

In standard form the well-heeled Aston buyer had a 240bhp 3760cc straight-six engine to enjoy, but a Vantage model was later made available offering more power.

This particular example was first delivered to Pierpoint and Sons (BLDR) Ltd, which also served as the home address of Roy Pierpoint, who would become a stalwart of the British Saloon Car Championship racing Fords in the 1ate 1960s for Alan Mann Racing.

However, according to Neil F Murray of the Aston Martin Heritage Fund, Syd Greene was the original owner. Greene was a well-known face on the British racing scene, driving without his left arm. He lost it in an accident aged just 16, but this didn’t hold him back – he shifted gears with his right arm and held the steering wheel with his thighs.

The car was extensively restored at David Wall Vintage & Classic Cars in Wroxham in 1990, but more recently the current owner had it restored again by the Le Riche company.

Part of the latest restoration was converting the car to Vantage specification, which involved fitting three SU carburettors together with upgraded cylinder heads, resulting in a power boost to 266bhp.

During the restoration, the car was repainted in an original Aston Martin colour called Snow Shadow Grey, and the interior was upholstered in burgundy Connolly leather.

ENGINE

3.8-litre, in-line six-cylinder, 12-valve, water-cooled, 266bhp, triple SU carburettors (Vantage specification)

CONFIGURATION

Front-engine, four-speed manual, rear-wheel drive, aluminium body, independent front suspension with torsion bars and coil springs, live rear axle with Watt’s linkage and coil springs, disc brakes all-round

‘Its performance was the stuff of schoolboy dreams – from rest to 100mph and back in 26.2 seconds’

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#78

1959 Porsche 356A 1600 Super Coupe Owner Private Collection

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THE PURSUIT OF SPEED IS, FOR SOME, THE BLOOD that runs through their veins and the electrical pulses that flash through their central nervous system. Donald Campbell CBE was one of those people, and any car he owned had to live up to the high standards he set for himself. For his road car, he chose this Porsche 356A. Having left the Porsche factory – finished in Meissen Blue and with red leatherette upholstery and tan carpets, a colour scheme it still sports today – on April 17, 1959, the 356A was imported by Archibald Frazer Nash (AFN) and delivered through Radford, a coachbuilder and supplier of cars to the rich and famous. Campbell registered the car on May 10, 1959, and it was assigned with the registration number WXY 3.

Four days later, Campbell shattered his own world speed record over water, recording 260.35mph at Coniston Water.

As his late father Malcolm had done, Donald doggedly pursued speed records, first on water with his Bluebird hydroplane, and later on land with his Bluebird streamliner.

Campbell set a World Land Speed Record of 403.10mph on July 17, 1964 at Lake Eyre, Australia. He died three years later at Coniston Water trying to break his own world speed record over water, crashing at a speed estimated to be in excess of 300mph.

By then, the Porsche had been sold to Mr Frank MasefieldBaker, who in 1969 was elected the Mayor of Brighton, East Sussex. Masefield-Baker was described by a local tabloid as ‘a fast driver… every lamp post between here and Rottingdean is in mortal danger when Frank gets on the road!’ The Porsche seems to have survived that experience, and in January 1965 was acquired by Mr Peter George Kelly of Orpington, Kent. It remained within Kelly’s family over the intervening 56 years.

A complete bare-metal restoration has recently been performed, prior to its sale last year. The car retains all its original numbers-matching panels, drivetrain parts and engine. It also has a copy of the factory Kardex confirming Campbell’s ownership, and its original buff log book that features his signature. The car can be seen in a period video, with Campbell driving it at the 1959 Bleriot Anniversary Race with Billy Butlin in the passenger seat.

ENGINE

1.6-litre, horizontally-opposed four-cylinder, 8 valves, air-cooled, 74bhp, twin Solex carburettors

CONFIGURATION

Rear-engine, four-speed manual, rear-wheel drive, steel body, independent front suspension with transverse torsion bar, telescopic dampers and anti-roll bar, independent rear suspension with swing axles, transverse torsion bar, telescopic dampers and anti-roll bar, drum brakes all-round

ABOVE Bare-metal restoration retained as many original parts as possible, including panels, and engine.

OPPOSITE Famous first owner, Donald Campbell CBE.

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#79

1957 Bentley S1 Lightweight Sports Saloon Owner Dr Michael Berendes

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BENTLEY’S S1 WAS A TRUE LAST-OF-AN-ERA CAR. It was the firm’s final standard production model with an independent chassis and replaced the R-type, which had been produced for nine years.

The S1 was a much bigger, roomier car than the R-type, with a three-inch longer wheelbase, lower roofline, larger boot, softer suspension with electrically operated rear dampers, a four-speed automatic gearbox and a Continentalsized 4.9-litre straight-six engine.

This particular car, B42BA, was ordered by Vernon E Sangster, founder of the Vernons Pools business. He sent the car to HJ Mulliner for its four-door Sports Saloon bodywork.

Design 7401, as it was otherwise known, was crafted entirely from aluminium (unlike the semi-steel standard S1s), with a considerable saving in weight despite looking much larger than the standard car. Just 27 Bentley S1 chassis received this bodywork, alongside the Rolls-Royce Silver Cloud I sister model, of which four were built. The rarity can partly be put down to cost, which was 66 percent more than the standard saloon car upon which it was based.

Given the bespoke nature of the car, you will find more individualisation inside, including a driver’s seat mounted on extra-long rails for a taller driver.

Mr Sangster kept the car for just a year before selling to a Miss McAlpine of Henley-on-Thames, a member of the McAlpine family behind the eponymous civil engineering firm. It would remain in her stewardship until 1986, when it was purchased by Hans-Rudolf Koch of Duvensee, Germany.

He commissioned a full restoration by FA Grossegger between 1993 and 2000. In 2010 ownership would change again, with Dr Michael Berendes of Mainz taking ownership.

Although the body didn’t sell in large numbers, it holds a significant legacy, as the Flying Spur bodywork for the Continental chassis was an evolution of this design. All R-Type Continentals only had two doors and customers complained that access to the rear seats was inconvenient.

As a consequence of the 1930s, where heavy bodies were detrimental to the cars’ performance, Rolls-Royce management would only give permission for a four-door Continental once HJ Mulliner had proven it could build such a body without additional weight. Design 7401 delivered on this promise, and the Flying Spur was permitted.

ENGINE

4.9-litre, in-line six cylinder, 12 valves, water-cooled, 175bhp, twin SU carburettors

CONFIGURATION

Front-engine, four-speed automatic gearbox, rear-wheel drive, aluminium body, coil springs, wishbones and anti-roll bar (front), live rear axle with semi-elliptic leaf springs and electrically controlled dampers, drum brakes all-round

ABOVE With its all-aluminium body, the Mulliner-bodied Bentley was hugely expensive.

OPPOSITE Only 27 Bentley S1 chassis had the lightweight body.

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#80

1972 Fiat Dino Spider 2400 Owner Andrew Seward

TO HOMOLOGATE HIS 2.0-LITRE DINO V6 ENGINE FOR Formula 2 racing, Enzo Ferrari needed big production numbers – so he turned to Fiat to craft the Dino Coupé and Spider. Ferrari didn’t have the production capacity to build 500 engines in a year, and though the company had hoped to build the engines at Maranello following investment from Fiat, construction was undertaken at Fiat’s Rivalta plant.

The engine itself is a direct descendent of the Vittorio Jano-designed Formula 2 V6, converted for road use by Aurelio Lampredi, who’d designed many of Ferrari’s four-cylinder engines.

The Fiat Dino was launched at the Turin Motor Show in October 1966, in Spider form, sporting Filippo Sapinopenned bodywork produced under Pininfarina’s watch. The coupé derivative, however, was designed by Bertone’s Giorgetto Giugiaro.

The Dino was revised for 1969, with a new 178bhp 2.4-litre quad-cam V6 engine with an iron cylinder block (rather than aluminium), and there were further changes under the skin.

The old rigid axle and leaf springs were thrown out in favour of independent rear suspension and Fiat 130-sourced dampers, plus coil springs. It also featured a larger clutch, a new dogleg ZF manual gearbox, upgraded brakes and wider tyres. In all, the Spider weighs just 1150kg, around 100kg

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‘Just 26 percent of all Dinos were Spiders, and the rarest of the lot is the 2400 Spider’

heavier than its mid-engined Ferrari Dino 246GT sibling.

The Spider body was constructed, painted and trimmed at the Pininfarina factory then shipped to Ferrari for final mechanical assembly. All Fiat 2.4 Dinos were built on the same production lines as the Ferrari Dino and the Bertone Coupé. Fiat took over control of Ferrari road car production in 1969 and built an extension to the factory to accommodate the Dino’s manufacture, and the factory workforce also increased from 600 to 800. Both Fiat and Ferrari Dino engines were made at the Fiat Rivalta factory and then shipped to Ferrari for engine testing.

Just 26 percent of all Dinos were Spiders, and the rarest of the lot is the 2400 Spider, which you can see before you – just 424 were ever constructed.

ENGINE

2.4-litre, V6, 12-valve, water-cooled, 178bhp, triple Weber carburettors

CONFIGURATION

Front-engine, five-speed manual, rear-wheel drive, steel body, independent suspension with coil springs front and rear, with front wishbones and MacPherson struts at the rear, disc brakes all-round

C H A R L I E B P H OTO G R A P H Y

ABOVE Body by Pininfarina, V6 engine by Ferrari: a fine combination.

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IF YOU WOULD LIKE YOUR CAR CONSIDERED FOR ENTRY INTO NEXT YEAR’S CONCOURS, PLEASE COMPLETE THE ONLINE APPLICATION FORM www.concoursofelegance.co.uk SEPTEMBER 2023 If you have any commercial or hospitality enquiries, please

PAT R I C K W H I T E

contact managing director Andrew Evans on +44 (0)7971 809791

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PAT R I C K W H I T E

London Concours 2023

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AUTOMOTIVE JEWELS IN the very heart of one of the world’s most beautiful capital cities – the London Concours presented by Montres Breguet is a must-see event.

This year was a sell-out affair, with an unprecedented 8000 guests enjoying a feast of motoring delights that spanned the globe and from across all eras.

In the region of 100 cars graced the lawns of the Honourable Artillery Company. The main concours event classes

included the ‘Pursuit of Speed’, ‘Great Marques – Mercedes-Benz’, the ‘Japanese Jewels’ and ‘The Italian Spiders’. Each of the classes was packed with rarities, from the Ferrari 250GT California SWB to the Mercedes-Benz 300SL ‘Gullwing’ and Ferrari F50.

But as ever, there could be only one ‘Best in Show’.

After much deliberation the London Concours’ expert committee of 17 judges settled on the wonderful 1967 Toyota 2000GT as the overall winner, rising to the top of

an exceptional field.

Ultra-rare – one of just 351 cars built – the 2000GT was introduced with the help of Yamaha to act as a halo model for Toyota’s range. With its stunning looks, sweet straight-six and multitude high-tech features, the GT certainly delivered on its brief.

The Chairman’s Award went to a Ferrari 250GT California SWB, while the Koenigsegg Agera S won the Pursuit of Speed Class.

A Mercedes-Benz 300SL Gullwing won the Great Marques: Mercedes

category, while a Cadillac Sedan De Ville triumphed in the ’50s and ’60s American car-themed Fins and Chrome class.

The third day was Supercar Day, presented by Amari Lifestyle in association with The Drivers Union, which saw 50 of the most exclusive supercars join the field.

Next year promises even more. Watch out for announcements over the coming months at londonconcours.co.uk and save the dates: June 6-8, 2023. See you there.

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 HAMPTON COURT PALACE To all our friends at Historic Royal Palaces, without whom the Concours of Elegance would not be possible COWORTH PARK OFFICIAL TOUR SPONSOR Immun’Âge OFFICIAL CHARITY PARTNER The Prince’s Trust

OFFICIAL CATERERS Moving Venue OFFICIAL HOTEL PARTNER The Peninsula London OFFICIAL VINTNER Corney & Barrow OFFICIAL MEDIA PARTNERS Classic & Sports Car Magneto Robb Report OFFICIAL PICNIC PARTNER Fortnum & Mason

OFFICIAL AUCTION PARTNER Gooding and Company

OFFICIAL TRANSPORTATION PARTNER Bespoke Handling

OFFICIAL CAR PARTNERS Lotus Bentley Motors Bizzarrini HR Owen Evolution E-Types

OFFICIAL CAR CLUB MEDIA PARTNER Classic & Sports Car OFFICIAL INSURANCE PARTNER Chubb

OFFICIAL LEATHER PARTNER Bridge of Weir

THE CLUB TROPHY Sponsored by Classic & Sports Car Presented by Royal Automobile Club

OFFICIAL CAR COVERS Specialised Covers

THE LEVITT TROPHY In partnership with Garrard

OFFICIAL CHAMPAGNE PARTNER Charles Heidsieck

ROYAL WARRANT HOLDERS ASSOCIATION

217

SUMMER 2022 Clockwise from top left:

1956 MASERATI 300S 1923 HISPANO-SUIZA H6B TORPEDO 1929 BENTLEY 4½ LITRE MULLINER WEYMANN SALOON 2008 LOLA ASTON MARTIN B08/ 60-HU02 (DBR1/2-4) LMP 1 14 Queens Gate Place Mews London SW7 5BQ Phone:+44 (0)20 7584 3503 Email: cars@fiskens.com Website: www.fiskens.com

1955 MASERATI A6GCS/53 1961 JAGUAR E-TYPE (PRE 1965 RACE CAR) 1958 LISTER JAGUAR KNOBBLY 1936 DELAHAYE 135 COMPÉTITION SPÉCIALE

Timetable for Concours of Elegance FRIDAY SEPTEMBER 2, OWNERS’ AND VIP DAY

SUNDAY SEPTEMBER 4

1000 1015 1200 1400 1530

1000 1030 1130 1200

1545 1630 1800

Concours of Elegance opens The Grand Arrival: Parade of the concours cars Gooding & Company: Elegance in Motion Award Introduction of the concours cars The Chubb Interviews with Mr JWW at the Chubb Stage Introduction of the concours cars continues Royal Automobile Club Concours Awards Concours of Elegance closes

1215 1415 1545 1600 1615 1625

SATURDAY SEPTEMBER 3 1630 1000 1015 1115 1130 1145 1200 1400 1415 1430 1445 1515 1530 1545 1600 1800

Concours of Elegance opens Parade of the Club Trophy entrants The JBS Collection Carved by Air: Lotus Bizzarrini: The Genius Lost and Found The Chubb Interviews with Mr JWW at the Chubb Stage Gooding & Company London Auction Bentley Mulliner Bridge of Weir Design Award The Platinum Jubilee Award / The Chairman’s Award Presentation of the Jaguar Trophy Presentation of the Club Trophy by the Royal Automobile Club Presentation of the Levitt Trophy by Garrard Presentation of Best Car Club Award by Classic & Sports Car Concours of Elegance closes

1700

Concours of Elegance opens Parade of the 30 Under 30 concours cars The JBS Collection The Chubb Interviews with Mr JWW at the Chubb Stage The Junior Concours and Awards Presentation of the Class and Decade Awards Presentation of the Best in Show Presentation of the Bentley Trophy Presentation of the 30 Under 30 Award Presentation of the Best Club Car Award by Classic & Sports Car The Grand Depart: Concours Cars leave Hampton Court Palace Concours of Elegance closes

NOW INVITING CONSIGNMENTS LIVE & ONLINE AUCTIONS COLLECTIONS & ESTATES PRIVATE SALES CONTACT OUR SPECIALISTS INQUIRY@GOODINGCO.COM

B:251 mm

1937 TALBOT-LAGO T150-C-SS TEARDROP COUPE SOLD for $13,425,000 World Record for the Marque at Auction Most Valuable French Car Ever Sold at Auction

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AU CT I O N S & P R I VAT E B R O K E R AG E

2022 Concours of Elegance A. Lange & Söhne AMARI & Magnitude Finance Aston Engineering Automobili Maggiore Bentley Mulliner Bespoke Handling Bizzarrini Bridge of Weir Charles Heidsieck Chicane Chubb Collier & Dobson Connolly Leather Electrogenic EMM London Private Office Everrati Evolution E-Types Export 56 Eyato London Fiskens Fortnum and Mason Frank Dale & Stepsons Gooding and Company HC Classics Henry Poole & Co (Saville Row) Hilton & Moss Hine Cognac H.R. Owen JD Classics Jim & Tonic Joe Macari John Dewar and Sons Lock & Co Hatters Lotus Magneto Nicholas Mee & Company Sleepeezee Specialised Covers Ltd The World Residences Thomas Hine & Co TROFEO CARS Truefitt & Hill Tulchan Gin

9 28 37 F 3 34 27 Members Enclosure 32 6 44 13 20 5 4 7 29 35 30 C Picnic Collection Area B 36 8 25 E 2 G Public Catering D 21 24 33 31 A 19 40 14 26 41 23 17

2022 Concours Cars 1969 Porsche 917K Race Prototype 1 1930 Bentley Speed 6 ‘Blue Train’ Coupe, 2013 Best of Show 2 1938 Hispano-Suiza H6B Dubonnet Xenia 3 1903 Panhard et Levassor 4 1963 ATS 2500GT Coupe 5 1949 Alfa Romeo 6C-2500 SS Touring Berlinetta 6 1938 Delage D8-120 de Villars 7 1923 Rolls-Royce Silver Ghost Shooting Brake 8 1969 Aston Martin DB6 Volante 9 1961 Aston Martin DB4GT Zagato 10 1956 Maserati A6G Zagato 11 1961 Ferrari 250GT SWB Comp ’61 SEFAC Hot Rod 12 1955 Ferrari 750 Monza 14 1954 Ferrari 250GT Europa Vignale Coupe 15

1957 Ferrari 500TR 1966 Ferrari 365P Berlinetta Speciale ‘Tre Posti’ Coupé 1963 Ferrari 250GTO 1933 Packard Twelve 1005 Coupe Roadster 1934 Packard Twelve 1107 Convertible Coupe Roadster 1934 Packard Twelve 1107 Formal Sedan 1934 Packard Twelve 1007 Convertible Victoria 1936 Packard Twelve 1407 All-Weather Cabriolet 1938 Packard Twelve 1607 Convertible Coupe 1967 Ferrari 330GTS 1968 Ford GT40 Mk 3 1936 Bentley 4¼ Litre Veth & Zoon 1930 Cord L-29 Brougham 1965 Ferrari 275GTB/6C 1964 Alfa Romeo Giulia TZ1 1912 Rolls-Royce Silver Ghost ‘London to Edinburgh’ 1908 Darracq SS Course 1971 Lamborghini Miura SV 1976 Lamborghini Countach LP400 ‘Periscopio’ 1955 Mercedes-Benz 300SL Coupe 1937 Alvis Speed 25 Two-seater Sports 1951 Porsche 356 Split Window Coupé 1955 Austin-Healey 100S 1937 Bentley 4¼-Litre Aerofoil Sport 1992 McLaren MP4/7 1931 Rolls-Royce 20/25 Swept Tail Sports Saloon 1968 Dino 206GT 1935 Jensen S1 Sports Tourer 1911 Stanley Steamer Model 62 Tourer 1924 Rolls-Royce Silver Ghost ‘Piccadilly’ Roadster 1969 Aston Martin DB6 Vantage Series 1 Volante 1972 De Tomaso Mangusta 1955 Ferrari 500 Mondial Scaglietti 1950 Ferrari 195 Inter Coupé 1912 Rolls-Royce Silver Ghost Touring 1939 Lagonda V12 Rapide 1925 Vauxhall 30/98 OE Wensum 1938 Bugatti Type 57C Drophead Coupé 2021 Bugatti Divo 1994 Bugatti EB110SS 2022 Ferrari Monza SP1 1997 McLaren F1 GTR 1991 Jaguar XJR-15 2005 Porsche Carrera GT Zagato 1929 Bentley 4½ Litre Vanden Plas Open Tourer 1933 Delage D8S 1968 Ferrari 330GTS 1974 Porsche 911 Carrera RS 3.0 Litre ‘Mexico Blue’ 1974 Porsche 911 Carrera RS 3.0 Litre ‘Guards Red’ 1966 Aston Martin DB5 V8 Development Prototype Coupé 1953 Bristol 404 Coupé 1955 Ferrari 250GT Europa Coupé 1963 AC Cobra 289 1961 Austin-Healey 3000 Mk1 Works 1930 Aston Martin International 1960 Aston Martin DB4 Series 2 Coupé 1959 Porsche 356 T2A Coupé 1957 Bentley S1 Four-door Lightweight Saloon 1972 Fiat Dino 2.4 Spider

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