Vehicles

Ferrari

<ul><li>Ferrari Classiche Certified in 2012, retains its original chassis, engine, and bodywork.</li><li>Equipped with the Elektron Tipo 563 transaxle, believed to have been originally fitted to the 275 GTB/C Competizione, chassis no. 06885.</li><li>Early specification short-nose, 275 GTB with solid prop shaft (now upgraded to CV joints) and triple Weber carburetors.</li></ul> Completed by Ferrari in March of 1965 this short-nose 275 GTB was originally built to European specifications with triple Weber carburetors, steel bodywork, and a solid prop shaft. Originally finished in Grigio (18940 M) over a Nero (VM 8500) interior, chassis number 06741 would remain in its native Italy and was sold new to Ugo Tagliaferri of Romeo at the end of March 1963 according to Ferrari historian Marcel Massini. He would keep the car until the end of the year, selling it to Mrs. Giuseppina Maiozzi, also of Rome. After passing through four subsequent Roman owners by July of 1972, the 275 GTB finally moved to Arezzo in Tuscany. Later sold to Belgium, the car would next surface in Switzerland when advertised for sale by a dealer in Switzerland in January of 1988, at which point it was described as being finished in red with a black interior and Borrani wire wheels. Six years later, the car would be driven in the Tour de France Automobile under the entry of “Bernard-Mouton.” Subsequently exported to the United States later in the 1990s, the 275 GTB was noted as being owned by Chris Minnick of Houston as of September of 2001. Five years later, the car was offered for sale, having been freshly restored in silver-gray metallic paintwork with red leather interior. Its next owner would be collector Peter LeSaffre of Andover, Massachusetts. With LeSaffre, the car suffered minor damage to its nose during the Cavallino Classic historic races at Moroso in January 2007. The damage was subsequently repaired by Precision Automotive Restoration Inc of Newburyport, Massachusetts, who were looking after the car for Mr. LeSaffre during his ownership, and invoices for the work are on file. and the car returned to the race at the Monterey Historics that same year. Sold to Axel Urban in April 2008, the car was then repainted and retrimmed to its original specifications and shipped to Germany. Amazingly, the 275 GTB would return to the United States in September of 2010 when it was sold to Henry P. Camisasca of Lake Forest, California. During his ownership, the car was granted Ferrari Classiche certification, confirming that it retains its original chassis, engine, and bodywork. Interestingly, during the certification process, it was discovered that the car is not fitted with its original transaxle gearbox, but rather with a competition-specification Type 563 Elektron transaxle with a magnesium case bearing the number M 19. This gearbox is believed to have been the unit originally fitted to the famous 275 GTB Competizione Speciale, chassis number 06885, the ex-works entry at the Taga Florio and 1000 KM Nürburgring in 1965. The car would later place third overall and first in class at the 1965 24 Hours of Le Mans as entered by Ecurie Francorchamps. At the time of certification, it is said that Ferrari Classiche believed that this gearbox was fitted in period and thus granted chassis number 06741 Red Book certification. During this time, the car transaxle was rebuilt and the driveline, now upgraded to the later-specification CV joint setup, was rebalanced. Acquired by the consignor via the noted and long-time car dealer Harley Cluxton III in the summer of 2021, the car was purchased for use on longer tours. It has been regularly serviced by the consignor’s in-house team of mechanics. Importantly, the car is accompanied by a set of owners manuals, a tool kit, an additional set of correct 14” Borrani wire wheels (in addition to the upgraded 15” set fitted to the car), and a six-carburetor intake kit with twelve venturis made by Roelofs. Any 275 GTB is truly a fantastic car to drive, and chassis number 06741 is undoubtably more so given its famous competition-specification gearbox. No stranger to being driven and enjoyed at speed over the course of the last twenty years, this 275 GTB would be an astute acquisition for a passionate enthusiast looking to enjoy one of Ferrari’s all-time greats on the open road.

275 GTB

Murphy

<ul><li>Formerly part of the Paul and Chris Andrews Collection.</li><li>Retains numbers-matching chassis, firewall, engine, and coachwork; wonderful purity throughout.</li><li>Auburn Cord Duesenberg (ACD) Club Certified Category 1 (D-146).</li><li>Well-preserved, multiple award-winning restoration.</li></ul> For many enthusiasts, Murphy’s “Disappearing Top” Convertible Coupe coachwork is the most beautiful and renowned body style fitted to any Duesenberg chassis. Sleek, elegant, and sporting, approximately 25 examples were built, and this example ranks amongst the very best. Body number 921 was delivered to Duesenberg on 4 May 1930, and installed on chassis and firewall number 2414 with engine number J-395, tested that August. Amazingly, ninety-six years later, the car remains remarkably intact, retaining its original chassis, firewall, engine, coachwork and numbered crankshaft (395) since new. According to the records of Duesenberg historian Dwight Schooling, J-395’s earliest known owner was Blake Garner of Chicago, noted as owning the car by at least 1936. Cyrus “Blake” Garner was a young, wealthy investment banker who later moved to Hollywood, becoming well-known as a film producer and as a playboy frequently named in the gossip columns as a companion and would-be husband of actresses. It is thought that J-395 likely moved to Los Angeles under his ownership. In Los Angeles, it was photographed by contemporary Duesenberg owner Jim Talmadge at a gas station finished in two-tone pale yellow and green paintwork, a livery which it would retain for over forty years. Around this time the Duesenberg was purchased by George Schweiger, Jr., for his company, Pacific Auto Rental. Located at 310 South Berendo Street, Pacific Auto Rental was one of the go-to suppliers of prop cars to Hollywood. With a vast assortment of vehicles on hand, they supplied Norma Desmond’s Isotta Fraschini for Sunset Boulevard and Mercedes-Benzes for Hogan’s Heroes. The firm was, ironically, notably publicity-shy. George Schweiger, Sr., who succeeded his son following the former’s untimely passing, often told journalists interested in photographing his premises that “I get paid for photos of my cars.” Sold by Pacific Auto Rental in May of 1949, J-395 passed through two subsequent owners in Coalinga, California, but would return to the Schweiger fleet in 1956. Its best-known appearance was in the 1962 psychological thriller, Whatever Happened to Baby Jane? alongside Joan Crawford and Bette Davis, in which it serves as both a pivotal figure in the film’s opening scenes and as a symbol of diva starlet Blanche Hudson’s success. “I don’t get it,” one character says to another, admiring it on a film studio lot, “what do they make monsters like this for?” “For Blanche Hudson!” another answers. As the Duesenberg remained with Pacific Auto Rental throughout the 1960s and 1970s, photos exist from this era of Jayne Mansfield posing with the car. During the 1970s it became a regular in the television series Bring ‘Em Back Alive, and in 1978 it made a cameo in the film Gable and Lombard. In August 1970, J-395 was even the subject of a feature article in Car Classics magazine, with photos for which, one would have to assume, Mr. Schweiger was well-compensated. After Mr. Schweiger’s passing, the Pacific Auto Rental fleet in its entirety was sold to the Imperial Palace of Las Vegas. Some of the cars were hand-picked to remain with the Imperial Palace, while the rest were sold at a now-legendary auction held on the lawn of the Ambassador Hotel on 18 August 1995. The late collector Oscar Davis was the winning bidder of J-395, and he had the car refinished in cream with a maroon chassis before, ironically, selling it back to the Imperial Palace, reportedly as the 50th Duesenberg in their collection. Soon thereafter it was inspected by the ACD Club and awarded Category 1 Certification. When the Imperial Palace collection was sold off in 1998, the car was bought by the well-respected collectors Chris and Kathleen Koch. The Kochs reportedly invested some $500,000 in restoration of the Model J, with a full mechanical rebuild undertaken by the acclaimed Duesenberg specialist Brian Joseph’s Classic &amp; Exotic Service of Troy, Michigan, and cosmetic restoration and final assembly by noted craftsman Steve Cooley of Tavares, Florida. Following the completion of that work, the car earned First in Class honors at the 2005 Pebble Beach Concours d’Elegance. This would be the first of no less than 18 concours victories it would accrue over the course of the next two years. In 2008, J-395 was acquired by Paul and Chris Andrews of Fort Worth, Texas where it would join their sensational collection, sitting alongside other outstanding Duesenbergs and Full Classics. Sold as part of The Andrews Collection in May of 2015, J-395 was acquired there by another collector of pre-war American classics. It would return to Brian Joseph’s Classic &amp; Exotic Service where it would be subject to a comprehensive mechanical sorting and some cosmetic improvements, including proper adjustments of the valve and cam timing, ensuring that all gauges function, installing new front wheel bearings, and properly rebuilding the Watson Stabilators. Most importantly, the car was fitted with a high-speed ring and pinion, so that, true to the Duesenberg mystique, it is a car which likes to go fast. Acquired by the current owner via RM Sotheby’s three years ago, it has been well looked after ever since within a significant collection of pre-war American classics. In 2024, the convertible top was retrimmed in black to better match the car’s paintwork. More recently, it has received a large service which was carried out in house by the owner’s team of mechanics, and as such is ready to be driven and enjoyed on the concours lawn or this year’s Duesenberg Tour. J-395 is certainly amongst the very best Murphy-bodied Disappearing Top Duesenbergs, and thus can be considered amongst the best Duesenbergs of any kind. Its wonderful originality, ACD Club Certification, and multiple show-winning resume only add to its alure. Fast approaching its 100th birthday, this Duesenberg embodies the very best of pre-war American automobiles, and its next 100 years will surely be as exciting as the last century.

Duesenberg Model J Disappearing Top Convertible Coupe

Audi

<ul><li>Delivered new to Audi</li><li>Driven by Hong Kong Superstar Aaron Kwok</li><li>Multiple Race Winner in GT3 Asia Series with Marchy and Jeffrey Lee</li><li>Totally Restored by GT3 Experts Pursuit Racing</li><li>Eligible and Immediately Ready to be Race in Peter Auto and Motor Racing Legends GT3 Series</li><li>£195,000 GBP | Asking</li></ul> Announced for the 2009 FIA GT3 European Championship, the R8 LMS GT3 took Audi’s 21st century starlet racing on an international level. Featuring a 500 PS version of Audi’s 5.2-litre V-10 engine mated to a six-speed sequential gearbox, the road-cars trademark quattro four-wheel drive system was dropped and replaced with a rear-wheel drive setup to adhere to GT3 regulations. In the same vein, power was set at 500 PS (493 bhp). By the time production transitioned to the R8 LMS Ultra in 2012, the R8 LMS GT3 proved to be highly competitive worldwide, with the model achieving over 100 wins including securing the FIA GT3 European Championship in 2009, a class win at the Nurburgring 24 Hours in 2010, and overall victory at both the Spa 24 Hours and Bathurst 12 Hour races in 2011. For 2012, Audi introduced a single-make series for the R8 LMS GT3 called the Audi R8 LMS Cup. Taking place entirely in China, the series consisted of ten rounds across five weekends (two rounds per weekend) at the Shanghai, Zhuhai, and Ordos circuits. Looking to bring some star power to their new series, Audi managed to secure one of Asia’s biggest celebrities for the new series; Aaron Kwok, who was allocated this very car. Kwok is very well known throughout Asia as one of Hong Kong’s “Four Heavenly Kings” a true singing, acting, and dancing superstar. Off stage, one of his other passions is motorsport, having started out in the Formula Renault Asian Challenge in 2004. Following several years in the Renault Clio Cup China, the Audi R8 LMS Cup China was a natural next step. Taking part in all ten races, Kwok finished the season with 10 points and placing 17th in the driver rankings. While Kwok proved to be quick in some events, it was certainly his star power that gave his car the most attention over any given weekend. The winners of the inaugural Audi R8 LMS Cup was another Hong Kong driver, Marchy Lee, and to celebrate their victory, Audi allocated him this car to run in the GT Asia Series alongside his brother, Jeffrey as the official Audi works supported entry to the series. One step up from the Audi R8 LMS Cup, this saw chassis 0323 competed in a truly international FIA GT3 championship alongside Ferraris, Porsches, and Lamborghinis. Consisting of six race weekends split across 11 rounds the season was split between Malaysia and Japan before culminating at the final round at the Macau Grand Prix. The Lees emerged victorious at the 9th round of the GT Asia Series leading from the start at Japan’s Autopolis International Circuit. In the ensuing years, the car was kept in mainland China and continued to race in regional events. Purchased out of China in 2024 and subsequently shipped to the U.K., the car was entrusted to Pursuit Racing in Bicester to be fully stripped and prepared to return to the racetrack, as well as returned to the livery it wore in the 2012 GT Asia Series. Work was completed in the summer of 2025 with only test miles accrued since completion. Receipts for this work are on file totaling just over £94,000 of work. Ready to go for the 2026 season, historic GT3 racing has become hugely desirable with both Motor Racing Legends offering their GT3 Legends series and Peter Auto offering their GT3 Revival Series, allowing for wheel-to-wheel racing at iconic circuits across continental Europe and the UK. In period, the R8 LMS GT3 was renowned for its durability and versatility, a car that could be driven hard for long hours, in the hands of both top-tier professionals as well as gentleman drivers. This makes the R8 LMS GT3 an excellent candidate for historic racing today, especially for a newcomer to the grid. Asked during an interview with Yahoo News in 2012 if racing was his secret to staying young, Kwok responded: “As a singer, actor and performer, I require a high level of fitness and physical condition. I need to be in good shape when I take on my work. Racing is exercise and I like exercise. It is a form of fitness for me and maintains my fitness levels very well. Hopefully I will get more chances to race and keep getting younger and younger!”

R8 LMS GT3 

Porsche

<ul><li>Placed 16th overall and 8th in class at the 1975 Targa Florio</li><li>Fascinating period Italian race history, delivered new to Sicily finished in Blutorange</li><li>Recently inspected by Andy Prill of Prill Porsche Classics</li><li>Excellent candidate for historic racing events, including the Tour Auto and Modena Cento Ore</li><li>£425,000 GBP | Asking</li></ul> Born with the crucible of competition in mind, Porsche 911 Carrera RS 2.7 Touring is considered by many to be the ultimate dual-purpose sports car. Success at the track on the weekend did indeed translate into sales on Monday, and the cars achieved great success in the hands of the factory and privateers alike. Completed by Porsche in February of 1973, this particular Carrera RS was designated for the Italian market. Built to Touring specification and finished in Blutorange (Tangerine) over a black leather interior with corduroy seat inserts, the car was optioned with a limited-slip differential. Its first owner would be Ing. Renato Baneie and the car was registered in his name with the Palermo registration number of PA 413985. It was only fitting that a car designed with motorsport at its heart and delivered new to Sicily would wind up competing in Sicily’s most iconic road race, and this very car was entered in the Targa Florio by Renato Barraja and Giuseppe Saporito in 1975. The pair would finish 16th overall and 8th in class, a truly impressive result for such a grueling event that included factory-backed entries. In Barraja’s ownership, the car competed in two further hill climbs in Sicily; the Monte Pellegrino Hillclimb in November of 1976 and the Cefalu Hill Climb in 1977. By the late 1970s the car remained in Italy, but like so many Carrera RS 2.7s owned by drivers looking to keep themselves at the front of the grid at that time, this car was converted to later RS 3.0 configuration. It is believed that by this point the car had moved to the Italian mainland, registered in Mantua in 1979 and later in Parma in 1983. Remaining in Italy through the following years, the car was sold to Rennsport Classic Racing Srl in Reggio Emilia. Upon its Targa Florio history being discovered, the car was restored back to its original configuration in the mid-2000s. After a short stint in Austria, the RS 2.7 was sold back to Italy and acquired by Enrico Consoli of Brescia in 2007 and was issued a FIVA identity card in 2011. Acquired by the current owner approximately ten years ago and imported to the United Kingdom, its Italian restoration has been well preserved with the car largely being kept in static storage. As such, it is recommended that the car undergo a mechanical recommissioning prior to regular road use. A recent inspection by Andy Prill of Prill Porsche Classics, commissioned by RM Sotheby’s, determined that the car is indeed a genuine Carrera RS 2.7, with both the chassis number stamping and production number being authentic and matching Porsche’s build records. Evidence of numerous repairs are present, in keeping with its conversion back from RS 3.0 specifications and race history. It is also important to note that the crankcase is a correct replacement, likely sourced from Porsche in period. The full report is available for inspection in the car’s history file. Fifty years since its heyday, and the RS 2.7 is considered by many to be a true blue-chip collectable, as arguably one of the most iconic Porsches ever built. Every top-tier collection contains a 2.7 RS but finding an example with bona fide competition history is easier said than done, especially so for cars with participation in major international events like the Targa Florio. Painstakingly returned to its Targa Florio livery earlier this year, it would surely be invited back to participate in the Targa Florio Classica, and

911 Carrera RS 2.7 Touring 

Aston Martin

<ul><li>Offered from over 32 years of single enthusiast ownership; known UK history from new.</li><li>Recently restored in 2017-2018 and refinished in Aston Martin Almond Green.</li><li>Fascinating history file, including factory build sheet, original UK logbook, and correspondence dating to 1972.</li><li>One of 45 examples of the coveted DB4 Vantage SS saloon, and 31 RHD Vantage specification examples.</li><li>Retains its original Vantage SS engine, uprated to 4.2-litre displacement and 285 horsepower, and a Laycock overdrive.</li><li>£425,000 GBP Asking.</li></ul> THE PINNACLE OF THE DB4 PLATFORM - THE SERIES IV VANTAGE With production spanning from September 1961 to December 1962, the Aston Martin DB4 Series IV boasted a number of small yet important differences over its predecessors. Namely, the rear lights were recessed into the bodywork, the bonnet scoop was lower, and a new front grille was introduced, featuring seven vertical bars, all features which carried into the DB5. Continual updates in production only improved the breed, and towards the end of the DB4 production a final run of high-specification cars, known as the Series IV Vantage Saloons, left the factory between March and December 1962. These Series IV Vantage SS cars are considered by many to be among the most collectable DB4s. Another important introduction was the fitting as standard of the Vantage-specification “Special Series” (or SS) engine, previously an optional extra. Topped with triple SU HD8 carburettors alongside special cylinder heads, a higher compression ratio (9:1), larger valves, and an oil cooler, power increased to 266 horsepower, representing a 10 per cent increase over the standard DB4. The Vantage SS also borrowed the instrumentation from the DB4 GT, identifiable by separate dials for each function, including oil temperature. The Vantage-specification DB4 SS would remain in production until the introduction of the DB5 in 1963, with 45 examples produced and only 31 cars built to RHD specification, including the car on offer here. CHASSIS NO. DB4/977/R Chassis number DB4/977/R was built in 1962 and left the factory finished in California Sage over a Terra Cotta interior. As per the car’s original build sheet, it left the factory outfitted to Vantage specifications, with a 3.77:1 rear-axle ratio, a Powr-Lok differential, a heated rear windscreen, and fitted with two Marchal headlamps. It was destined for its home market of the United Kingdom. The car’s original owner, listed as Spielman Enterprises of Bristol, took delivery on 6 July 1962, with the original logbook signed off by a J.V Spielman. The car was issued 256 PHW as its first registration number, and it retains that same registration number today. Spielman would own the car for five years and used it regularly. The service notes listed with the build sheet show he regularly serviced the car throughout his ownership, while accumulating over 14,000 miles in his first year of ownership and 40,000 miles by May of 1965. In May of 1967, Spielman sold the car to G. Bacon of Bacon’s Transport (also of Bristol) who in turn sold the car to G. Elgin of Shute Shelve Garage in nearby Winscombe in November of 1968. It remained with him until May of 1971; at that point the car was sold to Stuart Eyles of Newent, Gloucestershire, who owned the car for less than a year. The next owner would be Robert John Taylor of Chester who purchased the car in April of 1972. Correspondence and invoices from his ownership dating from 1972 remain in the history file, including a letter to the current owner stating the following: “May I say that I am pleased that 256 PHW has been acquired by someone who is showing a real interest in her. I, and later my family, have spent many enjoyable hours touring the countryside in the car—and answering many questions, and requests for a ‘quick spin’ by members of the local Constabulary”. Taylor retained ownership until January 1989. At this point, the car was acquired by John Victor Cigarini of London. Cigarini, a film producer who split his time between the UK and Los Angeles, purchased the car in need of a restoration and commissioned Goldsmith and Young, Aston Martin specialists based in Wiltshire. THIRTY-TWO YEARS OF SINGLE ENTHUSIAST OWNERSHIP Towards the end of the restoration with the DB4 still incomplete, it was purchased by the current enthusiast owner. An in depth read of the file illustrates that after joining the Aston Martin Owners Club in March of 1993, he completed the purchase of the car in May 1993. Restoration work was completed by December of 1993, with the car refinished in Aston Martin Almond Green (as it appears today) with a charcoal Connolly interior (as it presents today). It is important to note that the odometer was zeroed at the beginning of this restoration, and the mileage showing today is the mileage of the car since restoration. Over the ensuing years, regular use and upkeep would continue, with the DB4 having accrued approximately 15,000 miles over the course of the past thirty-two years. Servicing and maintenance were usually carried out by Aston Martin Works, R.S. Williams, and Trinity Engineering, all well-known Aston Martin specialists, and an indexed summary written out by the current owner confirms the work carried out in his tenure as detailed in their respective invoices. These can be found in the car’s digital history file. Under the current owner’s instructions, displacement of the 3.7-litre ‘SS’ engine was increased to 4.2 litres and fitted with Cosworth pistons to raise the compression ratio to 10:1 and electronic ignition, thus increasing power output over the already considerable ‘SS’ specification to a claimed 285 horsepower. Oil and cooling systems have been uprated and DB4/977/R is equipped with an uprated radiator and JMB water pump. The driveline is rounded out with an overdrive, an uprated clutch, and a dynamically-balanced prop-shaft. Braking is via the original DB4 GT servo-assisted Girling disc brakes, enhanced by EBC brake pads. As a testament to the car’s condition, it has been proudly shown at a number of Aston Martin Owners Club events over the past three decades, including appearing at the club’s display twice at the Concours of Elegance at Hampton Court in 2022 and 2017, Windsor Palace in 2016, and at the St. James Concours of Elegance in 2013. It has also appeared at club concours events at the Guards Polo Club, Windsor (2006), Mapledurham (2009), and Loseley Park (2022), and exercised on club track days at Goodwood, Silverstone, and Brands Hatch. Most recently, Aston Martin Works Service and Trinity Engineering in 2017-18 undertook a sympathetic body restoration with the DB4 again being refinished in Aston Martin Almond Green. During this process, close attention was paid to reshaping the front wings to factory correct standards, and the car received a new windshield, side and rear windows, and the window frames were rechromed. Since the completion of this work, the car was largely kept in static storage, with regular exercise off public roads to make sure it remained in working order. The last service was carried out in 2021 at Aston Engineering in Derby. Chassis number DB4/977/R was recently collected and driven by RM Sotheby’s Car Specialist Will Smith. Following his drive, Will reported that; “This is without question one of the finest DB Aston Martins I’ve ever had the privilege to drive. The torque of the 4.2-litre engine is a huge benefit and the gearbox is silky smooth. The steering is precise and the shorter chassis gives great feedback on either motorway or challenging B-road.” For many, these Series IV DB4 Vantages represent the pinnacle of the DB4 platform (with the exception of course the DB4 GT which it so closely resembles!) as the Series V DB4s sported longer, taller, and heavier bodywork with smaller wheels, presaging the DB5. Well-kept and beautifully presented, this DB4 Vantage has been its owner’s prized possession for over thirty-two years. Benefitting from a known history from new with seven UK owners, and tremendously rare in RHD form with just 31 examples produced, it would revel in being enjoyed on the open road.

DB4 Series IV Vantage SS

Mercedes-Benz

<ul><li>The penultimate 300 SL Roadster built; one of only three delivered in 1964.</li><li>Rare and highly desirable specification; alloy-block engine and disc brake example.</li><li>Retains its matching-numbers chassis, body, gearbox, and rear axle.</li><li>Fabulously original, unmolested and presented in it’s factory-correct color scheme of White over original Red leather interior.</li><li>Accompanied by factory hardtop roof, owner’s guides in their folio, and a two-piece fitted luggage set.</li><li>Documented by a comprehensive history file with invoices dating back to 1967, Mercedes-Benz Classic Certificate, and copies of the factory data cards.</li><li>Asking £1,495,000 GBP.</li></ul> This Mercedes-Benz 300 SL Roadster holds a truly fascinating origin story, which has been extensively researched over the years with support from the factory. Out of just 26 examples built in 1963, chassis number 198.042.10.003257 offered here was specified with White (DB 050) paintwork over a Red (DB 030) leather interior. As one of the final 209 Roadsters made, it was fitted with the coveted alloy-block engine and supplied with disc brakes. Completed on 7 February 1963, this is the penultimate 300 SL to roll off the production line, with chassis 003258 bringing the illustrious W198 lifecycle to an end the very next day. Whereas that final car found a private buyer the same month, this Roadster landed in Austria to be sold by a Mercedes-Benz dealership in Salzburg. However, after 10 months, it had yet to tempt an owner—likely an outcome of the new and considerably less expensive W113 SL having arrived. As a result, the car returned to Stuttgart in November to be converted for the North American market. The subsequent fitment of sealed-beam headlights, instruments that read in miles, a Becker Grand Prix radio, and whitewall tires means this car is documented with two factory data cards. Notably, the car kept its European-specification 3.64 rear axle. Finally, accompanied by a hardtop roof, this car was collected by its first owner in the United States on 14 February 1964, more than a year after its original production date. Just three out of all 1,858 Roadsters completed were invoiced to 1964, making it amongst the final 300 SL Roadsters sold. Per correspondence in the history file between 300 SL historian Dr Frank Spellman and Daimler-Benz Classic, chassis 003207 was released similarly late on its way to the Shah of Iran, and at least one further car is known to have been delivered in 1965. Concluding the protracted search for a custodian, the first known owner of this Mercedes-Benz is one Mr Robert Lindsay—as evidenced in the history file by a 22 September 1967 invoice from British Motor Cars of Spokane in Washington, when the odometer was noted with 19,050 miles. The following January, just 315 miles later, Mr Lindsay returned to BMC to have a new engine block and pistons fitted. It is believed that the replacement unit was an unstamped spare from the factory, as was common practice for the less proven and more fragile alloy 3.0-litre M198 straight-six. Mr Lindsay retained ownership through to late-1970, before the 300 SL Roadster was bought by Mr Bill Sutherland of the Sutherland-Marlow Mercedes-Benz concern in Spokane. Prior to selling the car at the end of the following year, he had covered nigh on 10,000 miles. A final 24 November 1971 service receipt from his custodianship logged the odometer at 28,547 miles. From December, chassis 003257 was retained by fellow marque dealer Mr Phil Smart Sr of Seattle. A vehicle valuation report dated 22 April 1987 still listed Mr Smart Sr as the owner of the 300 SL, at which time it was noted at 33,000 miles. Then, according to the Gull Wing Group International’s The Roadster Register, this car was purchased by renowned collector Mr Gordon Apker. Reportedly, come 1988 he was contacted by a Mr David Brice. At a time when Roadster values had barely crept above $100,000, the Australian investor clearly seeking only the very finest example offered a colossal $500,000. Naturally, chassis 003257 had found its new owner. In 1992, having already acquired Mr Brice’s alloy-bodied Gullwing, legendary 300 SL collector Mr Thomas Taffet of Chatsworth in California bought this matching-specification White over Red convertible. Three years on, he sold the Roadster to a German collector. At the turn of the new millennium, one Phil Smart Jr had tracked down his father’s former 300 SL and bought it back into the family in Seattle. In 2001, he tasked marque specialist Rudi Konicezk of Rudi &amp; Company in Victoria, British Columbia with a bare metal respray. Newly resplendent in its factory colour combination, the car was gifted back to Smart Sr. The father-and-son duo retained possession for a further 14 years. During this time, the Mercedes-Benz made several appearances at the Kirland Concours d’Elegance. An accompanying rosette was awarded when the Roadster claimed second in its class in September 2013, as chassis 003257 marked its 50th anniversary. Subsequently acquired by a prominent collector in California, who kept the car for five years, in 2020 the 300 SL Roadster was imported to the United Kingdom by its consigning owner. Notably, in 2024 the Roadster was sent to 300 SL specialist Martin Cushway of Sudbury in Suffolk. A comprehensive service, including the fitment of a new timing chain and refurbishing of the rear axle, was completed as part of work exceeding £20,000. At this time, Cushway inspected the car and recorded it as having retained its original chassis, body, gearbox, rear axle, plus left and right kingpins. While the unstamped replacement engine (dated October 7, 1965 on the block) sports a tag bearing the car’s original engine number (198.982.10.000218), Cushway states that the camshaft and cylinder head appear to be original. Accompanied by a Mercedes-Benz Classic Certificate issued in April 2007, this fantastic and storied 300 SL Roadster is further complemented by its factory hardtop roof, owner’s guides in their folio, and a two-piece fitted luggage set for the boot. Also accompanying the car is the aforementioned file, comprising of three folios, as well as Gullwing Group technical tip folio, workshop manual, a tool kit, jack, and spare wheel and tires in the boot. Regarded by many as the original supercar, the W198 is extremely desirable in any form. The Roadster model, introduced in 1957, then improved upon the breed. Of the convertibles, it is the later examples to feature an alloy-block engine and disc brakes that are most coveted among collectors. Chassis 003257 offers all those immensely appealing traits in addition to being an extremely rare example of a beautifully preserved and unmolested 300 SL. The mileage showing 39,143 miles at the time of cataloging is almost certainly the car’s original mileage. Upon close inspection it is very clear that this is not a car which has been disassembled and rebuilt; rather this is a car that has been cherished and preserved by a handful of highly respected collectors. More than that, it is this car’s standing as the penultimate Roadster built and its incredibly late delivery date that must surely rank it as one of most exceptional 300 SLs on the planet.

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