Vehicles

Single ownership and just under 1,900 miles from new&nbsp;&nbsp;&nbsp;•Driven in the 2023 Ferrari Cavalcade&nbsp;&nbsp;&nbsp;•Attractively specified in Blu Tour de France over a Cuoio leather interior&nbsp;&nbsp;&nbsp;•Numerous options include Apple CarPlay, suspension lifter, and carbon fibre driver zone&nbsp;&nbsp;•Ferrari’s final naturally aspirated, front-engined, V-12 grand tourer&nbsp;&nbsp;•Offered for £345,000 GBP&nbsp;Aside from its racing exploits, Ferrari is best known for its lineage of exceptional front-engined, 12-cylinder grand touring cars. Since the company’s inception over 75 years ago, these cars have been the final word in sporting elegance, offering both the performance and luxury that Ferrari is known for. With vaunted models such as the 250 GT/L ‘Lusso’, 365 GTB/4 ‘Daytona’, and 550 Maranello, many believe that Ferrari’s most recent front-engined V-12 grand tourer, the 812 Superfast, will be its last, in the face of increasingly stringent regulations on emissions. In convertible form, the 812 GTS is arguably Ferrari’s finest expression of the V-12 grand tourer, and one to savour for both enthusiasts and collectors alike. Delivered new to its first and only owner in the UK via H.R. Owen Ferrari of London in December 2020, this 812 GTS has been tastefully specified in Blu Tour de France over a Cuoio leather interior. Drivability was obviously at the forefront of its current owner’s mind, as it was specified with a number of ‘must have’ options, including Apple CarPlay, adaptive headlights, suspension lifter, passenger display, and full electric seats, considered by many to be more comfortable over long distance than the racing seats. Other important options include 20-inch dark forged wheels, Scuderia shields, blue-painted brake callipers to match the paintwork, and a handful of carbon fibre options, including inner door handles, driver zone with steering wheel LEDs, dashboard inserts, and the interior central bridge. Finally, the Cavallino Rampante on the headrests has been stitched in blue to match the paintwork, while a contrasting Sabia stripe on the seats and dashboard adds a touch of elegance. The car’s most recent service was undertaken by Rossocorsa of Milan prior to it undertaking the 2023 Ferrari Cavalcade.&nbsp; At the wheel, the 812 is exactly what it is advertised to be: Superfast. Its performance is astounding; with plentiful torque and eager handling, it will have no issues putting almost any other car on the road in its rearview mirror. However, this performance is not all encompassing, and the car can easily be driven in a relaxed manner in its comfort setting, swallowing up luggage for two for a cross-continent jaunt.&nbsp; Once naturally aspirated V-12 engines in new cars become a thing of the past, the 812 Superfast will be remembered as one of Ferrari’s all-time great grand touring cars. The 812 GTS is a step above, offering the thrill of top-down motoring alongside 200+ mph performance. This well-optioned, single-owner example needs nothing other than an enthusiastic new owner looking for a grand tourer par excellence. To view this car and others currently available, please visit the RM Sotheby’s website.

812 GTS

Boasts known history from new&nbsp;&nbsp;&nbsp;•Desirable late-specification 4½-Litre with self-wrapping front brakes, plate clutch and reinforced frame&nbsp;&nbsp;•Recent engine rebuild by marque specialists Kingsbury Racing and further restoration work by D.L. George Historic Motorcars&nbsp;&nbsp;•Accompanied by a report from marque historian Claire Hay&nbsp;&nbsp;•An excellent driver’s Bentley in the ideal touring specification&nbsp;&nbsp;To many, Bentley’s golden era existed when the firm’s founder, W.O. Bentley, was firmly at the head of the company. From its founding in 1919 until control of the company was ceded to Rolls-Royce in 1931, an amazing array of incredible vehicles gave the company a stellar reputation worldwide, both on and off the racetrack. Notching up five victories at the 24 Hours of Le Mans in 1924 and each year from 1927–1930, not only were these cars fast, but they were also extremely well engineered to be exceptionally durable and reliable.&nbsp; Succeeding Bentley’s incredible 3-Litre model was the new 4½-Litre, which made its debut in 1927 following the model’s prototype running at that year’s 24 Hours of Le Mans. Utilizing the same bore and stroke as the six-cylinder 6½-Litre, this new engine retained the shaft-and-helical camshaft drive of the 3-Litre. The following year at Le Mans, a 4½-Litre took the overall victory with Woolf Barnato and Bernard Rubin at the helm. In racing trim, a properly prepared 4½-Litre was capable of 120 mph, which was considered quite remarkable for the era. This particular 4½-Litre, chassis number RL3446, was initially outfitted as a H.J. Mulliner Weymann saloon, as per a report compiled by marque authority Claire Hay. Sold via Woolleys Ltd. of Windermere in the UK, the first owner was recorded as Oswald W.E. Hedley of Briery Close in the picturesque Lake District. This would be Mr. Hedley’s third Bentley, having previously owned a pair of 3-Litres and later owning a 4-Litre Saloon. Ownership passed to an S.E. Smith of Middlesex in early 1932, at which point the car’s current Vanden Plas bodywork was fitted. A new chassis frame was supplied by Bentley for the car in 1933, duly stamped RL3445, and united with the car’s original engine and the 1928 Vanden Plas coachwork. Passing through the hands of C.E. Robinson of Brentford, by 1935, RL3446 had emigrated to Australia and was acquired by Helen Chambers of Victoria according to the Bentley Driver’s Club of Australia. Australia is where the car would spend the majority of its life, including throughout the second world war, when it was owned by K.L.T MacMeikan from 1938. A locally well-known racing driver Lex Davidson would be the Bentley’s next custodian, acquiring the car in 1947. Amazingly, Davidson used the Bentley to tow his pre-war Alfa Romeo grand prix car to and from race meetings. Evocative photographs of this exist and are present in Hay’s report on RL3446. After passing through two more Australian owners following a move to New South Wales, the car was acquired by Dick Rymill in 1955 and was then restored, likely as the bodywork’s original fabric would have needed replacement due to the strong Australian sun. Long-term owner Jim Nilsson acquired the car in 1980 and moved it back to Victoria, where it remained with him for over thirty years. More recently, the car returned to the UK for some restoration work, where the car’s fabric bodywork was recovered and new wheels were fitted.&nbsp;&nbsp; Hay’s in-person inspection, carried out in the UK in later 2019, assesses the car’s history and originality. Importantly, the chassis was found to be the correct "new old stock" frame supplied in 1933. In addition, the car is accompanied by its original engine, original gearbox, original front axle, original rear axle, original bonnet, original steering column and Vanden Plas coachwork as was fitted in 1932. As such, the car remains exceptionally complete, rare for a Bentley of this era or any car nearing its 100th birthday!&nbsp; Since Claire Hay’s inspection was carried out, the Bentley has received a full engine rebuild by Ewen Getley at Kingsbury Racing, located within Bicester Heritage in the UK. This included the fitment of four new brake drums, a new engine block, new crankshaft, new rods and a new camshaft, resulting in the engine being bored out to 4.9-litres. Then acquired by its current owner and shipped to the US, the Bentley has remained there ever since. While in the US this year, further service and restoration work was entrusted to the well-regarded D.L. George Historic Motorcars of Cochranville, PA, with invoices totaling to over $90,000.&nbsp; To those looking for a powerful and reliable vintage car for endurance rallies and road events, a pre-war Bentley is often the go-to choice for those in the know. In this particular car’s case as a later-specification 4½-litre, it has the welcome upgrades of self-wrapping front brakes, a plate clutch and a reinforced frame, making it very durable for situations where sub-par roads are a normality, like on the Peking to Paris. Events like that are where these fabulous cars are best enjoyed, and thanks to the brilliance of their engineering and sheer robustness, it is no wonder why they established such a stellar reputation in period. For its next owner, who will perhaps carry the car onwards towards its second century, RL3446 would surely not disappoint.&nbsp; To view this car and others currently available, please visit the RM Sotheby’s website.

4½-Litre Tourer by Vanden Plas

3,500-hour restoration by Hilton &amp; Moss in Anthracite Grey over Red leather&nbsp;&nbsp;&nbsp;•Further service work carried out by Martin Cushway Engineering&nbsp;&nbsp;•German-delivery example, offered from 10 years of single ownership&nbsp;&nbsp;•Previously shown at Salon Prive in 2017&nbsp;&nbsp;In recent years, the classic car industry has become awash with specialist companies whose sole endeavour is to upgrade and improve on design classics. From 105-Series Alfa Romeos to Jaguar E-Types, modern technology is being applied to period icons in an effort to match the performance, usability and comfort of contemporary automobiles—often to the detriment of a car’s unique character. But there is one model, perhaps above all others, that was so far advanced at the point of launch that today, after more than six decades, absolutely no improvements are necessary: the Mercedes-Benz 300 SL Roadster.&nbsp; Its closed sibling, the 300 SL Gullwing, pioneered a number of technological innovations that are now mainstays in the wider automobile industry, ranging from fuel injection to its lightweight tubular-frame chassis. With the launch of the 300 SL Roadster following the conclusion of Gullwing production, Mercedes-Benz continued to refine and advance the platform, setting a benchmark standard for open-topped performance cars. World-beating in period, the model remains one of the exemplary automobiles of its generation—and one whose pace, refinement and dynamism still has the power to excite almost 70 years on.&nbsp; First registered in July 1957 and supplied to its native Germany, this 300 SL Roadster was originally finished in the model’s trademark Silver-Grey Metallic (DB 180G). Little is known of the car’s early history, but by 1990, it was still in Germany, in the care of Erik Schwanke of Wachterg, who commissioned a restoration in 1993. Photographs on file, dating from 1994, show the car finished in Silver-Grey over Red leather. After completion of the restoration, the car was purchased by Michael Eschmann of Gummersbach, and from 1996 to 1998, it belonged to Peter Aaray, in whose care the car received further mechanical work, including a rear axle and engine rebuild, as well as a new clutch. From 1998 until 2008, the Mercedes-Benz was owned by Wolfgang Schleinitz of Wildeshausen, who undertook a gearbox rebuild in 2006. In 2008, the 300 SL was sold to a Mr. Nikkolas Benopoulos, a collector and owner of multiple 300 SLs, and was subsequently shipped to and registered in his native Greece. After being sold by him in 2013, the car was acquired by the current owner and imported to the UK, where it remains today.&nbsp; Shortly after the 300 SL’s arrival in the UK, the car was entrusted to respected restorer Hilton &amp; Moss. No strangers to Mercedes-Benz products and 300 SLs, their inspection showed that although the 1993 restoration was carried out to a good standard, further investigations revealed improper damage repairs to the rear section of the car and other minor flaws. As a result, the car was stripped to bare metal and fully restored to return it to as-new condition—a restoration that would involve some 3,500 hours of labor. It was decided the car would be finished in the period-correct color scheme of Anthracite Grey (DB 172) over a contrasting Red leather interior, making for a more unusual and alluring color combination. During the restoration, it was determined that—at some point—the car had been fitted with a replacement engine of the correct type. Following the completion of the restoration, the car was shown at Salon Prive in 2017, where it was awarded second-in-class honors. Invoices on file show that the car was subject to 500 miles of shakedown testing by Hilton &amp; Moss following the completion of the restoration in 2016, also detailing servicing by the specialist in 2017 and 2018. The 300 SL’s last service was undertaken by Martin Cushway Engineering in March 2020, considered by many to be the UK’s go-to 300 SL specialist; the car has covered just under 250 miles since. As such, it remains in truly excellent condition throughout. On the road, the 300 SL Roadster performs impeccably, with linear acceleration, smooth gear changes and a dialed-in engine that simply purrs. Among modern traffic, it immediately becomes apparent how advanced the car is for its age, with road manners that belie its age—it is no wonder that these accomplished machines have become mainstays in large collections and favorites for long-distance touring. Not only is the car easy and engaging to drive, it is also very comfortable and quite practical, with a boot big enough for several days’ worth of luggage for two.&nbsp; This beautifully restored and tastefully finished 300 SL Roadster will excel at whatever its next owner has in store, all while exuding an unparalleled degree of class and sophistication. To view this car and others currently available, please visit the RM Sotheby’s website.

300 SL Roadster

Fascinating early ownership history, retained by second owner Rene Herzog for over forty years&nbsp;&nbsp;&nbsp;• Specified new in RHD; fitted with a floor-mounted, four-speed manual gearbox and bucket seats&nbsp;&nbsp;• Exceptionally well-preserved original interior&nbsp;&nbsp;• A lovely driver’s R-Type Continental&nbsp;&nbsp;For the sophisticated driver in the early 1950s, it was hard to imagine a better all-round luxury car than Bentley’s R-Type Continental. In tune with the company’s reputation for building silent sports cars, driving an R-Type Continental was akin to riding on a magic carpet. Near silent at speed, smooth, elegant, with space for four plus luggage, and the ability to hit 120 mph, this was a car for all purposes and all seasons. Why would one need anything else when the R-Type Continental could do it all? H.J. Mulliner was responsible for crafting the bodywork on the vast majority of what Bentley originally called the "Continental Sports Saloon." It was clear from the outset that these cars were a hit with Bentley’s clientele as their orderbooks quickly filled up, even with this being one of the most expensive cars in the world at an asking price of £6,928. Only 207 R-Type Continentals would be built and despite its small production run, these cars are considered today to be among the finest driving and most desirable Bentleys of all. As is the case for most automobiles that could claim being one of the most expensive cars for sale when new, first owners of these cars were never dull, and the first owner of chassis number BC17A is certainly no exception. This particular car was completed in December of 1952, and finished in Shell Grey with a Red leather interior, and specified in right-hand drive with a floor-mounted, four-speed manual gearbox and bucket seats. That first owner would be Rolf Habisreutinger of St. Gallen, Switzerland. He took delivery in February of 1953, having the car shipped on the Essex Ferry to Zeebrugge and then onwards to Switzerland. The son of a textile entrepreneur, Rolf was world renowned for his passion for classical music and collecting string instruments until his passing in 1991. Today, his foundation, Stradivari-Stiftung Habisreutinger, exists as the largest private collection of Stradivarius instruments in Europe. Rolf’s other passions included fine wine and stamp collecting, and while it would be easy to assume that he appreciated his R-Type Continental for its smooth and luxurious driving experience, Rolf was surely eager to explore its performance credentials. A regular entrant in international rallies, including the Rallye Automobile de Monte Carlo and Rallye International des Alpes, Rolf primarily competed in Jaguar XK120s but had raced his Bentley Mk VI on a handful of occasions. Remaining in the ownership of the Habisreutinger family until 1969, the car was then sold to its second owner in Switzerland, Rene Herzog. According to the R-Type Continental Registry, it had been driven some 290,000 km with the Habisreutingers. Like Habisreutinger, Herzog also had petrol flowing through his veins, and while he did not compete with the Bentley, he was a well-known driver in events not only in Switzerland but also across Europe. Competing in the European Touring Car Championships, where he raced a BMW-Alpina 1602—which he co-piloted with Niki Lauda and Hans Stuck on separate occasions—he also raced Herbert Müller’s Ferrari 512 M during 1971 and finished 4th at the 1990 24 Hours of Daytona in a Porsche 962 alongside Hans Stuck, Harald Grohs and Hurley Haywood. Continuing to compete in historic racing and later transitioning to showing cars at concours events, Herzog retained the Bentley for over forty years and drove it in the Gran Premio Nuvolari in 2003; it was also shown at the Concorso d’Eleganza Villa d’Este in 2009. The Bentley remained with Herzog until being repatriated to the UK when acquired by Peter Rae of Stockbridge in 2013. Acquired by the consignor in 2016, at his request the car was repainted black, yet its charmingly patinated, original interior was retained. Furthermore, the car was fitted with new lightweight bumpers, crafted from aluminum and chrome plated, for a sleeker look. This work, as well as some further mechanical work, was carried out by the Bentley and Rolls-Royce specialists at Frank Dale &amp; Stepsons. It was last serviced by Frank Dale &amp; Stepsons in March of 2020. Over seventy years since this car left the factory, it is easy to see why Bentley earned its reputation of building silent sports cars, a notion surely not lost on this car’s first or second owners. Rolf Habisreutinger was perhaps the ideal customer for the marque and model. Although both he and Rene Herzog had access to purpose-built machinery to utilize at speed, the R-Type Continental surely would have been a welcome change of scenery when stepping off the racetrack.&nbsp; Perfectly capable in modern traffic, an R-Type Continental will happily waft along at modern motorway speeds, with unrivaled character and charisma compared to its modern successors. The embodiment of sporting elegance, it is both subtle and sophisticated yet very easy to drive. With its next owner, the car would surely revel in being driven as its manufacturers intended, crossing continents in leaps and bounds, showcasing Bentley at its very best.

R-Type Continental Fastback Sports Saloon by H.J. Mulliner

Among the most accomplished and attractive four-seat tourers of the pre-war era&nbsp;&nbsp;&nbsp;• One of just 25 examples believed to have been built&nbsp;&nbsp;• Subject to extensive restoration work between 2013 and 2015&nbsp;&nbsp;• Powered by a 4,467-cc Meadows straight-six engine mated to a four-speed manual gearbox&nbsp;&nbsp;• Accompanied by a copy of its original factory order form&nbsp;&nbsp;• Previously exhibited at the Pebble Beach Concours d’Elegance&nbsp; Among the dark colored, sober saloons of pre-war Britain, the striking Lagonda LG45 Rapide—with its sweeping lines, squared-off radiator, gleaming outside exhausts and beautifully sculpted boat-tail rear end—must have looked utterly outrageous. Styled by Frank Feeley—who would go on to mastermind the Aston Martin DB2—the car was bold and beautiful, quick while standing still and rarer than almost anything else on the road. That something so pretty and special would come from the firm’s dank and dilapidated tin-roofed sheds on the banks of a black River Thames in Staines only added to the allure.&nbsp; This incredible car may not have been built had fate been different. As the clouds of war began to gather over Europe in 1935, Lagonda was in a parlous state. Finances in ruin, the company almost fell into the hands of great rival Rolls-Royce. And would have, were it not for the intervention of Alan Good and former racing driver Dick Watney. Good’s bid saved the company, while Watney’s direction would steer the firm’s engineers and draughtsmen to strive for greatness. W.O. Bentley also joined Lagonda, bringing with him a number of gifted craftsmen from Derby. Under his supervision, the M45 became the LG45—a true rival to the great luxury machines of the day that now benefited from a centralized lubrication system and more usable synchromesh gearbox.&nbsp; Watney saw something great in the LG45 and quickly commissioned a more sporting, focused version that would prove irresistible to wealthy playboys of the day. Frank Feeley, who had been at the company since he was just 14, was encouraged to be bold with his design, creating flamboyant factory coachwork that would adorn each of the 25 cars that were built. Based on the same chassis as the LG45, the Rapide was powered by the tried-and-tested 4,467-cc six-cylinder Meadows engine—a variant of the mill that had driven the firm to outright victory at Le Mans in 1935—though in "Sanction 3" trim, it benefitted from a number of improvements masterminded by Bentley. Now breathing more freely through a much-improved exhaust system, the engine was also markedly more potent thanks to an increase in compression ratio to 7:1—or 7.5:1 when paired with high-octane petrol—and placed the car among just a handful of contemporary models capable of exceeding 100 mph.&nbsp; The Rapide broke cover in September 1936, just six months after the company changed hands, and a short production run resulted in just 25 examples being built. Among them was chassis 12267R—the 24th to leave the Staines Works—which was ordered on 23 July 1937 and delivered to its first owner three months later. Beautifully finished in green with a complementary green leather interior, fawn soft-top and polished walnut woodwork, the car was supplied by London’s sole Lagonda distributor, Keevil &amp; March of Berkeley Square, and wore the registration number "ELB 396." The car was sold new to London, later passing through the hands of a Bristol-based industrialist before returning to the capitol and taking up residence in Hampstead. Works Service Department records note the replacement of the hood, tonneau and side screens with new mohair items in 1951, along with the repair and strengthening of the rear body brackets.&nbsp;&nbsp; In 1956, the Lagonda was bought by a doctor based in Cambridge, and it remained with the family until 1984. Its next owner would commission a full restoration, including a color change to red over a cream leather interior. Shortly after its completion, the car was acquired by noted US collector George Chilberg, who went on to show the Lagonda at the Pebble Beach Concours d’Elegance in 1999 and the Newport Beach Concours in 2006; he kept the car for almost three decades. In 2013, it was sold again, appearing at the Amelia Island Concours d’Elegance before being repatriated to the United Kingdom, where the Rapide was reunited with its original registration number.&nbsp; Following its return to home shores, the Lagonda was treated to an extensive mechanical and cosmetic refresh. The car was refinished in its original green by Moto Technique Ltd at a cost of more than £39,000, and retrimmed in Connolly hide by O’Rourke Coachtrimmers, with an accompanying invoice for more than £37,000. Meanwhile, between November 2013 and April 2015, some £50,000 was spent with marque specialist Bishopgrey, accounting for extensive mechanical and body repairs and finishing, after which the car was campaigned in the 2015 Flying Scotsman Rally.&nbsp; Today, this magnificent Lagonda LG45 Rapide presents beautifully in its original color scheme of matching green with a fawn mohair hood. It exhibits commanding road presence and can easily keep up with modern traffic. Flick the ignition switch on and, when pressing the starter, the straight-six fires to life with a lovely exhaust note. Engaging but certainly not difficult to drive, gear changes are direct, while copious torque ensures that you are never left underequipped in any gear.&nbsp; Surely among the finest examples of its type, this hugely appealing four-seat tourer combines timeless elegance with true 100 mph performance—a perfect machine to take up the cudgels in historic rallies, to challenge for honors at top concours events or just for a scenic backroads trip to the pub.&nbsp;

LG45 Rapide Sports Tourer

One of three Lancia Works cars built to contest the 1983 World Endurance Championship&nbsp;&nbsp;&nbsp;• Two-time 24 Hours of Le Mans entrant; finished 6th overall in 1985&nbsp;&nbsp;• Winner of the 1983 1000 Kilometres of Imola; podium finisher at Mugello and Kyalami&nbsp;&nbsp;• Fully restored by Canepa of Scotts Valley, California, between 2015 and 2016&nbsp;&nbsp;• One of only seven factory-built LC2 chassis produced; presented in the more attractive 1985 body configuration&nbsp;&nbsp;• Accompanied by a Lancia Certificate of Origin, restoration binders and assorted spares&nbsp;&nbsp;There are few more evocative sounds in the world of motorsport than the screaming V-8 of a Lancia LC2—a car that lit up Group C with its blistering performance, stunning organic coachwork and unparalleled Italian flair. The ethereal howl of its fearsome Ferrari-derived engine at full chat was enough to humble even its fiercest rivals while providing a spine-tingling, unforgettable soundtrack for those fortunate enough to line the track at Imola, Silverstone and Le Mans during the height of its powers.&nbsp; Though Squadra Corse undoubtedly had its greatest success on the loose, with an enviable record at the great rallies of the day—the Mille Miglia, Targa Florio and Carrera Panamericana, not to mention the International Championship for Manufacturers and its World Rally Championship successor—the Red Elephant also proved a big beast in circuit racing. Between 1979 and 1981, the Italian manufacturer swept aside all comers thanks to the brilliant Beta Montecarlo Turbo. But the winds of change were blowing, and following Lancia’s victory in the 1981 World Endurance Championship for Makes, the FIA introduced Group C regulations for sports cars. Lancia stepped into the new arena with an open-topped prototype built to Group 6 regulations, and while not being held to Group C fuel restrictions, allowed Martini Racing to run the fire-breathing 1,425-cc "four" flat-out—snatching three pole positions from eight races in the process—the LC1 was incapable of bridging the 200-horsepower power deficit to the Porsche 956. Ultimately, just four were built. To take the fight to Porsche, Lancia needed to up the ante and develop a bespoke Group C racer: the LC2. Like its predecessor, the LC2 owed its striking design to Gian Paolo Dallara, who devised an ingenious chassis constructed from Avional—a lightweight fusion of aluminum and copper—formed in a honeycomb structure with additional reinforcement from magnesium ribs. The pilot was housed in a safety cell made of Inconel panels and a titanium roll bar, while the incredibly slippery and breathtakingly beautiful coachwork made extensive use of carbon fiber and Kevlar.&nbsp; The LC2’s party piece was undoubtedly its engine, which not only bridged the gulf in power to the Porsche 956 but arguably gave the striking racer its unmistakable character. Echoing the marriage of Lancia design and Maranello power that brought the Stratos such success, the incredible twin-turbocharged, 2.6-liter double overhead-cam V-8 engine was the product of a collaboration with Ferrari and would also find a home in the 288 GTO. Hand-assembled by technicians at Abarth, the unit was capable of producing a staggering 700 horsepower while spinning to a dizzying 9,000 rpm. Combined with the otherworldly streamlined coachwork and a curb weight of only 850 kilograms, the LC2 was able to achieve speeds of 360 km/h—enough to challenge for honors everywhere from Monza to the Mulsanne.&nbsp;&nbsp; Lancia initially constructed four LC2s to contest the 1983 World Endurance Championship, with the first three becoming Works cars and the fourth supplied to Scuderia Mirabella. The car offered here—chassis 0002—is just the second to be built, and formed part of the special trio that was campaigned by the factory wearing the now iconic red, white and blue livery of Martini Racing.&nbsp; The model’s race debut came at the 1000 Kilometres of Monza on 10 April 1983, and while Porsche fielded no fewer than nine 956s, all eyes were fixed firmly to the streamlined newcomer from Lancia. Chassis 0002 was driven by Michele Alboreto and Riccardo Patrese, wearing race number 4, while its sister car, 0003, was given to Piercarlo Ghinzani and Teo Fabi and wore number 5. The new racers immediately showed their fearsome pace in free practice, and though Ghinzani struck the barriers in chassis 0003, repairs were made, and he placed the car on pole the following day, ahead of the Joest Racing Porsche 956 of Bob Wollek and Thierry Boutsen. The race result was more disappointing, with both cars proving too much for the as-yet untested Pirelli tires; chassis 0003 retired with a puncture, while Alboreto and Patrese brought chassis 0002 home in 9th place. Despite the final standings, the experiment was a success, proving that the new model had a potentially race-winning turn of pace and firing a shot across the bows of Lancia’s closest rivals.&nbsp; The same driver pairing was retained for 0002’s next outing at the 1000 Kilometres of Silverstone on 8 May, but while the car qualified 4th, it failed to make the distance; both LC2s were forced to retire having overheated. It was a similar story on 29 May at the 1000 Kilometres of the Nürburgring, where the car qualified 6th—now sporting Dunlop rubber—but retired when its differential failed. Lightning struck twice, and the same fate befell the Scuderia Mirabella entry.&nbsp; On 16 June, a full complement of three Lancia LC2s—0001, 0002 and 0003—lined up to contest the greatest prize of the year: the 1983 24 Hours of Le Mans. With the Porsche 956s having remained unbeaten all season, the task facing Alboreto, Fabi and Allessandro Nannini could not have been greater. A blistering qualifying pace that delivered 2nd position on the grid behind the Works 956 of Jacky Ickx and Derek Bell gave them the best possible chance, and for the opening 10 laps of the French epic, 0002 battled tooth and nail for the lead of the race. Sadly, the team did not make it to nightfall, with gearbox problems forcing their retirement at 6 p.m. The sister car of Ghinzani and Hans Heyer fared little better, giving up 3rd position due to ignition problems. Once more, the Lancia LC2 had given a glimpse of its pace—regrettably, also its reliability.&nbsp; A month later, on 3 July, Hans Heyer was given sole driving duties for an outing at the 200 Miles of Nürnberg in his native Germany, where a failed rear axle put paid to his chances after qualifying 4th; the car was withdrawn from the second race of the day. However, by the following month, things had finally started to turn around, and the team began to string together some impressive results, starting with a 7th-place finish at the 1000 Kilometres of Spa on 4 September—only the car’s second finish since its debut at Monza. Things only got better a fortnight later, when Alboreto and Patrese brought the car home in 4th position at a very wet 1000 Kilometres of Brands Hatch, having battled their way up from 8th on the grid.&nbsp; Two solid performances abroad provided a boost for the team and a springboard from which to return to home soil in October. In the absence of the Rothmans-liveried Works Porsches, the LC2s lit up qualifying with Nannini and Beppe Gabbiani putting 0003 on pole, followed by Fabi and Heyer in 0002. A stellar performance in damp conditions saw 0002 take a triumphant 1st position, leading a chasing pack of five Porsche 956s by an entire lap. The race marked the first-ever win and podium finish for a Lancia LC2. Martini Racing continued its run of form later that month, with Patrese and Nannini qualifying 4th in 0002 for the 1000 Kilometres of Mugello on 23 October, and storming to a 2nd-place finish behind Wollek and Stefan Johansson’s Joest Racing Porsche 956.&nbsp; The same driver pairing brought 0002 home in 2nd place at Kyalami on 10 December, though arguably, it was a more impressive result. In South Africa, the team had to contend with a brace of factory-backed Rothmans-Porsches that had locked out the front row of qualifying, resulting in Nannini and Patrese starting from 6th on the grid. Nothing short of a battling full-blooded drive would do and, against the odds, the Martini-liveried racer split the Porsches at the checker, finishing a full four laps clear of the 3rd-placed 956 of endurance racing legends Jochen Mass and Jacky Ickx. The race was the final outing of the season, and a resounding “mic-drop” moment to those who still questioned the LC2’s reliability.&nbsp; For the following year, chassis 0002 was temporarily retired. It played no role in what became another mixed season, with the best result coming at the end of 1984 with a 1-2 finish in the final round at Kyalami.&nbsp; The car made its return to the track on 14 April 1985, its bodywork revised and its 2.6-liter Nicola Materazzi-developed engine having been replaced by a 3,014-cc variant married to Magneti Marelli engine management. Fitted with twin KKK turbochargers, the new engine targeted similar levels of fuel consumption to the outgoing unit, but with total output now approaching a scarcely believable 840 horsepower in qualification trim. The Lancia proved unstoppable in qualifying, lapping Mugello a full second and a half quicker than the fastest Rothmans-Porsche and capturing a dominant pole position. Problems with the new engine forced its retirement from the race, but its qualification pace provided plenty of encouragement for 0002’s second trip to the Circuit de la Sarthe on 16 June.&nbsp; Bob Wollek, Alessandro Nannini and Australian Lucio Cesario took up driving duties for the 1985 24 Hours of Le Mans, qualifying a strong 3rd behind Lancia’s perennial rivals, the Rothmans-Porsches. With Wollek at the wheel, 0002 led the race for the opening three laps before deliberately slowing to cross the line in 5th position on the fourth lap, the team’s sights set firmly on conserving fuel. The car ran well until a wayward stone bounced out of the darkness and cracked the wastegate relief pipe, spoiling the Lancia’s performance and, in the words of Cesare Fiorio: “giving us the power of a qualifier in Indianapolis.” Replacing the turbocharger cost the team 30 minutes, along with any real hope of challenging for honors. Despite the problems, the Lancia battled on to finish in 6th position ahead of its sister car. The spoils went not to the factory Porsches but the Newman-Joest entry of Klaus Ludwig, Paolo Barilla and John Winter—Ludwig becoming only the second driver since Woolf Barnato to win the race in consecutive years in the same car.&nbsp; With Le Mans firmly in the rear-view mirror, 0002 completed the “back nine” of the season with the 1000 Kilometres of Hockenheim on 14 July—where it ran out of fuel and failed to make the distance—and the 1000 Kilometres of Spa on 1 September, where it took an impressive pole position before finishing just outside the podium places. The 4th-place finish at Spa-Francorchamps would mark the end of the storied racer’s competitive career—one that included two outings at the 24 Hours of Le Mans, a spectacular victory at Imola, and podium finishes at Mugello and Kyalami. Chassis 0002 was retained by the factory for three years before entering private hands in 1988, remaining with Greenwich, Connecticut-based collector Richard Heffering until his passing in 2011. From 2012 until 2015, the car was in the care of noted collector and historic racer Roger Wills, in whose tenure the Lancia featured in a support race for the 2012 24 Hours of Le Mans, setting the fastest lap in the face of fierce competition from a much later Sauber-Mercedes. In 2015, the Lancia was acquired by the current owner, who commissioned a complete ground-up restoration between 2015 and 2016 that was entrusted to the glorious workshops of Canepa in Scotts Valley, California. Fully prepared for a new life on the historic racing or concours circuit, the work—which comprised an extensive overhaul of the engine, gearbox and suspension—took more than 1,000 man-hours to complete and cost in excess of $320,000. The rebuild was documented in detailed restoration binders that accompany the sale, with invoices also available to view on file. Following completion of the restoration, this LC2 was Lancia Classiche certified and comes with a Lancia Classiche binder and Certificate of Origin, in addition to several periodicals, and a raft of spares ranging from suspension to engine and gearbox components, along with sundry service items. Now running with MoTeC engine management, the Lancia has yet to make its competitive post-restoration debut and has only been run selectively at private track events.&nbsp; Fearsomely quick, achingly pretty and vanishingly rare, this Lancia LC2 is not only one of the most characterful and memorable machines of the legendary Group C era—it is also the most prolific and successful example of its type in existence. Beautifully presented and exceptionally capable, this special Martini-liveried Works racer awaits only its next driver change.&nbsp;

Offered directly from 22 years of ownership by Jay Kay, frontman of Jamiroquai.Featured in the Jamiroquai music video “Love Foolosophy” alongside Jay Kay and Heidi KlumExceptionally well-preserved early 1990s restoration by UK-based specialistsOdometer indicating less than 40,000 miles, believed to be originalOne of only 94 S1 Drophead Coupés produced, one of 55 examples built to RHD specificationsReady to use and enjoy! In the early 1960s, Bentley’s parent company Rolls-Royce ran an advertisement that bragged: “At 60 miles an hour, the loudest noise in this new Rolls-Royce comes from the electric clock.” While the car featured in the advertisement was a Silver Cloud, the ad was careful to state that Bentleys were also made by Rolls-Royce, and the claim certainly rang true for the sister company. If the engine was surpassed only in noise by the clock, surely the only other noise that would come close to that would be music on its radio. The genre of music this particular Bentley would eventually become famed for, however, was still decades away—both acoustically and chronologically… Chassis number BC40EL, a S1 Continental Drophead Coupé with Park Ward Coachwork, was first registered to Mather &amp; Crowther Ltd at the company’s business address at Brettenham House in London, just next to Waterloo Bridge. Specified for the personal use of E.L. Mather, the car was accordingly registered ELM 9 when new. Finished in Tudor Grey over a green interior with a pale green convertible top, it was delivered to Mather &amp; Crowther on May 28, 1958. An advertising agency founded by Edmund Charles Mather in 1850, it was known as Mather &amp; Crowther through the later part of the 1880s until 1948, when it merged to become Hewitt, Ogilvy, Benson &amp; Mather. In 1959, Hewitt, Ogilvy, Benson &amp; Mather took on Rolls-Royce as a client, one year after this BC40EL was delivered, resulting in the company’s famous aforementioned ad. Perhaps this very car played a role in inspiring that iconic advertisement. Little is known of the car in the succeeding years. A document from HM Customs and Excise dated May 1990 shows that the car was imported back into the UK to P.J. Fisher, a well-known Bentley specialist based in Putney, London, still bearing the registration number ELM 9. Less than a year later, the car was acquired by Alan Prince, a private collector and member of the Bentley Driver’s Club, who immediately commissioned a restoration with the Rolls-Royce and Bentley specialists at Auto Trade Restoration of Kensal Green, London. Stripped to bare metal, the interior was fully retrimmed in grey leather, all chrome trim was refinished, and the bodywork was fully repainted in its present dark blue, with the power-operated convertible top retrimmed in dark blue to match. All mechanical components were attended to as well, including a complete rebuild of both the engine and gearbox. Following the completion of the restoration in October of 1992, the Bentley was road registered. Although efforts were made to return it to its original registration of ELM 9, this was not possible, and the car’s present registration of GVS 864 was assigned. The car was well-looked after in Mr. Prince’s ownership, and it would enter a fascinating stage of its life with an enthusiastic new owner at the dawn of the 21st century, just over forty years after leaving the factory. By the late 1990s, Jamiroquai had risen to international stardom, ranked as the third best-selling British artist of the decade, following the Spice Girls and Oasis. With their fifth studio album, A Funk Odyssey, set to be released to critical acclaim and commercial success in September of 2001, frontman Jay Kay could finally indulge in his life’s second passion: cars. Looking to purchase a Bentley in late 2000, Jay Kay was faced with the decision between purchasing this car or a “modern” Continental. For him, the decision was easy after experiencing both. Drawn to this car’s inherent charm and attractive colors, Jay purchased chassis BC40EL in January of 2001 through the renowned Bentley and Rolls-Royce specialists at P&amp;A Wood in Essex. This would become one of the first vehicles in his now-renowned collection, and has been one of the longest lasting. Maintained by P&amp;A Wood throughout 2001 as Jay Kay sought to have the Bentley in perfect running order, he put approximately 2,000 miles on the car during his first year of ownership. The Bentley would intersect with Jay Kay’s personal and professional life in 2002, when it was decided that the car would feature in the music video for “Love Foolosophy,” Jamiroquai’s third single from A Funk Odyssey. Jay Kay’s friend and supermodel Heidi Klum had expressed interest in appearing in one of Jamiroquai’s music videos and, in Jay’s opinion, his S1 Continental Drophead Coupé was the perfect complement to her beauty and charisma in the “Love Foolosophy” music video. The car was shipped to Marbella, Spain, to be used for the shoot, appearing prominently in the first third of the video, where Jay drives Klum (lounging gracefully across the rear bench seat) and an Afghan Hound (riding shotgun next to Jay) as they travel to a party across a picturesque mountain road. Remaining a cornerstone piece in Jay’s collection following its fifteen minutes of fame in the “Love Foolosophy” music video, the Bentley has been very well looked after ever since. Its extensive history file includes numerous MoTs and service invoices from Jay’s ownership, with less than 5,000 miles covered since the video. Since the completion of the car’s restoration in the early 1990s, it has been driven less than 16,000 miles, with just under 7,000 miles being accumulated during Jay Kay’s ownership. Although it cannot be verified at this time, the car’s present odometer reading of approximately 40,000 miles is thought to be original, supported by numerous MoT dating back to 1993. After taking the car for a drive in June 2023, a member of the RM Sotheby’s Private Sales team commented that he was “very impressed with the Bentley’s mechanical and cosmetic condition. The car started from the first turn of the ignition and had no problems operating both at speed and in stop-start driving on a hot summer’s day. It was incredibly difficult to fault, a testament to the quality of its restoration and upkeep over the past thirty years!” Undoubtedly one of the most fascinating S1 Continental Drophead Coupés to be offered in recent memory, it was only natural that these fantastic automobiles found their way into interesting homes when new, but few have found such fascinating owners since their heyday. Keenly aware that automobiles are at their best when exercised regularly, Jay Kay does his utmost to ensure that his cars are frequently enjoyed on the open road, and this car is no exception to that rule. It is a car that could easily be driven on a regular basis or across to continental Europe without hesitation. If this Bentley could satisfy a supermodel, a pure-bred Afghan Hound and its rockstar owner for over two decades, it will have no problems living up to the expectations of its fortunate next custodian.

S1 Continental Drophead Coupé by Park Ward

Exceptionally well specified, including triple-layer Rosso 8C paintwork&nbsp;&nbsp;&nbsp;• Just under 7,000 miles from new&nbsp;&nbsp;• Recently serviced by Meridien Modena and fitted with four new tyres&nbsp;&nbsp;• A UK car from new; offered from eight years of single-family ownership&nbsp;&nbsp;• Accompanied by a fitted luggage set, its original manuals and two keys&nbsp;&nbsp;• One of only 41 8C Competiziones sold new to the UK&nbsp;&nbsp;• Offered for £247,500 GBP&nbsp;"Can a car ever be art?" That was Jeremy Clarkson’s introduction to the BBC’s Top Gear segment on Alfa Romeo’s new 8C Competizione, in what is perhaps one of the most memorable films from the series’ heyday. Alfa Romeo’s first and only foray into the world of modern supercars, the 8C Competizione certainly put the establishment on notice. Here was a car designed to take the fight to the supercar elite, boasting truly breathtaking aesthetics and a 4.7-litre V-8 engine assembled by Ferrari and with an exhaust note to die for. Italian motoring at its very best, it recalled several of Alfa Romeo’s most celebrated models from throughout the firm’s illustrious history—a back catalogue that stretched almost 100 years at the time of the model’s unveiling. It also served as Alfa Romeo’s brave re-entry into the North American market, so it was only natural that US customers received the largest share of 8C Competiziones.&nbsp; Just 41 examples of Alfa Romeo’s halo model would be delivered new to the United Kingdom, which represented about 8% of global production. One of that tiny cohort, the example presented here, bears serial number 426/500 and was delivered new to Robert Kemp of Southampton in April of 2009. Finished in the cost-option and highly desirable Rosso 8C paintwork, it also boasts optional ball-polished wheels, painted Alfa Romeo "Quadrifoglios" on both wings and full-grain black braided leather. Having remained in the UK from new, the Alfa Romeo passed into the care of the current owners—becoming just the fifth registered keeper on the V5—in June 2015, at which point the car had covered just 4,517 miles from new. While in current ownership, a further 2,500 miles have been covered, and the odometer currently displays just under 7,000 miles from new. The car is accompanied by its original manuals and service book, which show that it has only been cared for by authorized Ferrari and Maserati dealers throughout its life, including Meridien Modena, Stratstone Manchester and Dick Lovett in Swindon.&nbsp; Its most recent service was carried out in April 2023 at 6,845 miles, and the car was fitted with four new Pirelli P Zero tires shortly thereafter. In addition to the aforementioned owner’s manuals, the car is accompanied by a set of fitted luggage, two sets of keys, a car cover and a history file, including a handful of service invoices from its current ownership. Arguably one of the most attractive cars of the 21st century, and—according to Mr. Clarkson on Top Gear —"the best looking car ever made," Alfa Romeo’s 8C Competizione remains the company’s modern-day halo model. Exceedingly rare in the UK, this beautifully presented example would make an excellent alternative to—or stablemate for—a comparable Ferrari or Aston Martin. With fewer than 7,000 miles from new and recent service work, this example needs nothing but a new owner.&nbsp; So, could a car ever be art? Our answer is an emphatic "yes"—and the Alfa 8C Competizione would make a fantastic case study.&nbsp;

8C Competizione

Lancia England demonstrator; featured in period Autocar road tests&nbsp;&nbsp;&nbsp;• One of only 25 UK-market right-hand-drive examples&nbsp;&nbsp;• Restored in Italy; recommissioned by Omicron in 2008; major service by Thornley Kelham in 2019&nbsp;&nbsp;• Retains matching-numbers engine; known history with comprehensive documentation file&nbsp;&nbsp;• Eligible for the finest events and rallies, including the Mille Miglia; accompanied by FIVA and HTP papers&nbsp;&nbsp;• Offered for £115,000 GBP While the Lancia of today produces only a single model of car sold to its home market, it is important to remember that the marque has a truly fascinating and rich history, pioneering many automotive firsts in both pre- and post-war automobiles with an illustrious list of results throughout many disciplines in motorsport. Easy to overlook by those who are not students of automotive history, Lancia has a fervent following of fans spanning the marque’s entire 116-year history, and their cars are renowned for their character and Italian flair. While Italian marques like Alfa Romeo and Fiat are well-known to the public, today, Lancia ownership signifies a deep appreciation of Italian automobiles; these are cars for true connoisseurs and enthusiasts. If you are looking to exude automotive passion with an Italian flair, surely there can be no better automobile? Among its most celebrated models is the humble Aurelia. This was the first production car with a V-6 engine, and the first provided with radial tires. It combined Lancia’s torsionally stiff unit-body construction and traditional sliding-pillar front suspension with a rear transaxle and a multi-link rear suspension. First introduced in 1950, numerous updates were introduced over the years, ending with the sixth series of the model—whose specification included improved sound deadening for additional road comfort—as well as added features such as opening front quarter windows. When production of the Aurelia concluded, it boasted an engine displacement of 2,451 cubic centimeters (introduced in the 3rd series) and a DeDion rear axle (introduced in the 4th series). This 6th series example, bearing chassis number B20-3857, was also fitted with a desirable Nardi floor shift, and it boasts a fascinating history in its adopted home of the United Kingdom.&nbsp; One of only 25 B20s imported by the UK distributor Lancia England Ltd., chassis 3857 was first registered as “5 LME” on 2 July 1957, and it is accompanied by its original buff logbook. Chassis 3857 was retained by Lancia England as a demonstrator and press car, and a road test of the car (a copy of which is on file) was featured in the 8 November 1957 issue of Autocar, who said of the B20: “In appearance it is classically stylish without need of ornament, and the general standard of finish, of both bodywork and mechanical components, is almost beyond criticism; without doubt it is one of the most desirable sporting cars of the decade.” In 1992, chassis 3857 was sold to an Italian owner who had the car fully restored in Italy, as photographically documented in the car’s comprehensive history file. In 2008, 3857 returned to the UK, at which time it regained its original 5 LME registration and was recommissioned by marque specialist Omicron Engineering. It was subsequently entered in the 2010 Mille Miglia Storica, a testament to its usability on the road. More recently, in 2019, the car was comprehensively serviced by Thornley Kelham, a leading Aurelia specialist. The car was recently driven by an RM specialist who noted that “it is a great car for touring. Capable of keeping up with modern traffic, it sounds fantastic. Most importantly, you can explore the best of the car’s performance without getting into trouble. We drove it on Les Journées d’Automne in 2022 and it was a genuinely lovely driving experience. Tight, rattle free, it is a spectacular example of Lancia’s renowned engineering.”&nbsp; This lovely Aurelia represents the opportunity to acquire a well-known and well-sorted Lancia gran turismo, eligible for important historic events…and fully capable of handling them in style.&nbsp;

Aurelia B20 6th Series Coupé

One of only 29 DB6 Mk1 Volantes to be delivered in desirable Vantage specification• Delivered new with rare manual transmission• Single ownership from 1976 up to 2022• Offered with its matching numbers Vantage engine fitted with triple Weber Carburetors• Offered for £550,000 GBP David Brown’s period of ownership of Aston Martin is now widely regarded as the Golden Era for famous marque. The establishment of the DB-series of cars, along with outstanding performances in Sports Car Racing culminating with a Le Mans win and victory in the World Sports Car Championship, cemented Aston Martin’s position at the pinnacle of sporting luxury for car enthusiasts, further helped by placing a DB5 in a film about a British spy… The DB6 was a further refinement of the 2+2 coupe concept that had become synonymous with the marque following the introduction of the DB4. Part of Brown’s genius was to commission Touring to produce a beautiful lightweight body utilizing their Superleggera coachbuilding technique where an alloy body was carefully fitted to a strong steel frame. Where the DB6 really benefitted from Aston Martin’s motorsport endeavors was the introduction of the Kamm tail, which not only increased aerodynamic efficiency but also provided a more modern look that worked particularly well on the Volante version. Power was provided by a torquey straight-six 4.0-liter engine fitted with a twin-cam cylinder head. As with the DB5s, Vantage specification saw the fitment of triple Weber carburetors which resulted in a power increase of over 40 bhp. With the DB6, Aston Martin focused more on the luxury market so options like air conditioning and power steering became available, while the automatic gearbox became a popular option due to it costing no more than a manual transmission. Since the founding of the company, Aston Martin had produced many open-top models, with the DB4 and DB5 Convertibles proving to be popular models. Today, convertible Aston Martins are invariably labeled "Volante" but the introduction of the model was with the Short Chassis Volante, a stop gap between the DB5 Convertible and DB6 production. The DB6 Volante followed shortly afterwards and has forevermore been regarded as one of the finest open-top cars ever produced by Aston Martin. This DB6 Volante, chassis number DBVC/3650/R, was ordered in rare Vantage specification with a manual gearbox; only 29 Mk1 Vantage Volantes were produced, and rarer still are ones produced with a manual gearbox. According to its original build sheet, other options ordered included power steering, chrome wheels and a power aerial. The first owner is noted as being Mecca Ltd., which was a company known for its activities in the leisure industry, particularly nightclubs, bingo halls, hotels, theme parks and Hard Rock Cafes. According to the number of owners on the V5C, this DB6 Volante then passed to the ownership of Dick Skipworth in 1976. Skipworth is best known for amassing a remarkable collection of Ecurie Ecosse cars, in particular an original C-type, D-type and the famous Comer Transporter which Skipworth saved from dereliction. Originally finished in Mink over a Dark Blue Connolly leather interior, in 1985 Skipworth sent this DB6 Volante to DK Engineering to be completely restored. At the time, DK Engineering was best known for Jaguar restorations, and judging from the various invoices on file, the restoration was complete and thorough with the exterior color being changed to the present Dark Blue over a Light Blue, a color combination based on the ex-Rob Walker 250 SWB (chassis number 2735 GT). Such was DK Engineering co-founder David Cottingham’s restoration standards, his dissatisfaction with the first paintwork resulted in him having it completed again by a different paint shop, bearing the cost himself. Following the restoration, this Volante was maintained by Alexander Hillyer Co. Ltd. with several invoices on file. Following the closing of the company, the head mechanic became Skipworth’s in-house preparer and continued to maintain his famous collection of cars. In 2022, this rare Aston Martin finally changed hands to the current ownership after 45 years in Skipworth’s care. Despite being restored over three decades ago, the quality of the restoration means that this Volante presents very well with a lovely, mellowed patina—a condition that allows it to be presented at shows or simply enjoyed on the road without fear of the occasional minor blemish. Offered with its original matching numbers engine and still on its first registration "FVG 111E," this beautiful and very rare manual DB6 Vantage Volante is now available once again. This Volante is worthy of a place in a garage full of significant Aston Martins or simply being driven along the French Riviera this summer.

DB6 Vantage Volante

A rare RHD, UK-delivered 365 GTB/4• Confirmed by Ferrari to retain its original matching-numbers engine, transaxle and body• Presented in its original colors of Argento Auteuil over a Nuvola leather interior• Superb known provenance from new with an extraordinary history file• Accompanied by its original books, including a rare warranty card and an original jack roll• Offered for £550,000 GBP Nicknamed the "Daytona" in deference to Ferrari’s success at the famed 24-hour race at the Floridian circuit with the 330 P3/4, the 365 GTB/4 would prove to be both a beginning and an end for the famed marque. While the body was clothed in an extraordinary design by Leonardo Fioravanti of Pininfarina, the 365 GTB/4 would prove to be the last of a line of two-seat front-engined V-12 Ferraris with a lineage going back to the beginning of the company. Fioravanti’s design was a remarkable departure from the soft undulating lines of earlier Ferraris. Whilst producing something to counter Lamborghini’s futuristic Miura, the 365 GTB/4’s design tread the fine line between staying true to Ferrari’s design ethos and breaking convention with something truly original. Today, the Pininfarina body is unmistakably Ferrari and belies its true age of 55 years. Despite looking quite unlike its predecessor, the 365 GTB/4 was directly developed from the 275 GTB/4. Two prototypes left the factory showing the evolution between the two models but underneath the skin was a similar chassis. Despite the engine increasing in capacity by over a liter, the quad-cam timing, six twin-choke Weber carburetors and dry-sump lubrication remained, all features derived from Ferrari’s dominant success at the race circuit. The 275’s outstanding weight distribution remained with the continued use of the transaxle. When the 365 GTB/4 was launched it was one of the most powerful cars ever produced, designed to easily cross continents at outrageous speeds. This was typified by Dan Gurney and Brock Yates claiming the first Cannonball Run victory in a 365 GTB/4, charging from New York City to Los Angeles in just under 36 hours. Away from illegal road racing, the 365 GTB/4 was developed by Ferrari for Group IV GT racing. The results were tremendous, as the race-prepared berlinettas captured 4th overall at the 1971 Tour de France, 5th overall and 1st in class at the 1972 24 Hours of Le Mans, 1st and 2nd overall in the 1972 Tour de France, two further class wins at Le Mans in 1973 and 1974, and at the 24 Hours of Daytona a 2nd overall and class win in the 1973 running and a further class win there in 1975. So potent was the Daytona Competizione that one even achieved 2nd overall at the 24 Hours of Daytona in 1979, over a decade after the model was introduced. This extraordinary race record secured the 365 GTB/4’s reputation amongst the greatest GT competition cars ever to compete on track, reminding the motorsport world of Ferrari’s dominance in endurance racing with the 250 SWB, 250 GTO and 250 LM. This 365 GTB/4, chassis number 16331, is one of only 158 Daytonas produced in RHD. Delivered in February 1973, the car was originally ordered by Mr. Heryet through Maranello Concessionaires but he canceled his order, so the Daytona went to its first owner, the Honorable John Dawnay, known by his title as Viscount Downe. Dawnay was a fascinating character who entered cars like Aston Martin DP214, Nimrod, a Ferrari 250 GTO and Ford GT40 into major sports car races. This 365 GTB/4 was ordered in the stunning color combination of Argento Auteuil over a Nuvola leather interior, with several desirable options including Cromodora wheels, a bumper bar and air conditioning. Shortly after registering the car, Dawnay sold this Daytona through Maranello Concessionairs to Sir Raymond Johnstone CBE, a well-known Scottish businessman. Johnstone kept his Daytona until 1980 when it passed into the hands of another well-known car enthusiast, David Lomas. During Lomas’ ownership, this Daytona shared garage space with a 250 SWB, 275 GTB/4, a Jaguar C-type and D-type and an Aston Martin DB4GT. Such was Lomas’ care for this Daytona that he kept a logbook of every journey, mileage and notes. Along with the logbook is a significant amount of invoices from workshops such as Graypaul and DK Engineering, while the outstanding bare metal respray by RS Panels carried out in 1993 is fully documented as well. Lomas passed away in 1998, and his last note in the logbook clearly shows how much he enjoyed this Ferrari, stating, "Back at Moss Cottage, car perfect." This Daytona formed part of a private collection until 2007 and it only covered 900 miles during this ownership. Between 2007 and 2010, it was owned by Gareth Richardson before passing to Ian Tandy and then Chris Evans before moving into the ownership of Neil Ewin. Between 2011 and 2017, it was maintained by Italia Autosport of West Yorkshire, with prior invoices from SMDG Performance Cars and DK Engineering. Since 2017, this 365 GTB/4 has been part of a significant collection and is offered with its original books and pouch, along with an original jack roll. This Ferrari would be attractive enough simply for its stunning color combination, but further to this it is accompanied by a remarkable history file, detailing its excellent provenance from new. Presenting as a fully matching-numbers example, this outstanding RHD 365 GTB/4 Daytona, with a genuine 66,449 miles on its odometer at the time of cataloguing, would make a wonderful addition to any collection.

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