Coupes

Aston Martin

<ul><li>One of just 61 V12 Zagatos built, one of only 18 built to RHD specifications.</li><li>Just under 5,950 miles from new</li><li>Sold new to Malaysia, imported to the U.K. and acquired by the current owner in 2017</li><li>Spectacular Diavolo Red paintwork over Obsidian Black leather interior with Red stitching</li><li>£395,000 GBP | Asking</li></ul> Revealed to the world at the 2011 Concorso d’Eleganza Villa d’Este in 2011, Aston Martin’s V12 Zagato was built to celebrate the 50th anniversary of the DB4 GT Zagato and thus the partnership between these two iconic companies. Uniquely clothed in handcrafted aluminum bodywork that exudes muscular elegance alongside Zagato’s signature “double bubble” roof and numerous other Zagato-specific details, the V12 Zagato easily claimed the event’s Design Award for Concept Cars and Prototypes. As was the case for the DB4 GT Zagato before it, this was not just a styling exercise. Two GT3-specification V12 Zagato race cars were constructed prior to the road cars and saw impressive results in ADAC endurance racing in Germany in the summer of 2011, including finishing 5th and 6th respectively in their class in the 39th ADAC Nürburgring 24 Hour race. This was a car that could stun on both the show field of one of the world’s most prestigious concours events and on one of the world’s most difficult racetracks. Delivered new to Malaysia via Aston Martin Kuala Lumpur, this is one of just eighteen V12 Zagatos built to RHD specification from a total production run of only 61 road cars. Finished in Diavolo Red, a colour specifically developed for the V12 Zagato, over an Obsidian Black leather interior with contrasting Red stitching throughout to match the paintwork. Furthermore, the car is fitted with the optional Bang &amp; Oulfsen stereo. The specification excludes a certain sporting sophistication, from the Zagato-specific 19-inch black diamond turned wheels to the carbon fibre a-pillars, mirror caps, rear spoiler, and taillight housings. Shipped by boat to Malaysia upon its completion in the spring of 2013, the car was first registered there in August 2014. The car would remain in Malaysia until November 2017 when it was imported to the UK. Shortly thereafter, it was acquired by its first and only UK owner, and at this point the car had been driven 9,200 km (5,716 miles). Driven approximately 250 miles in the following eight years, the car was retained by its first and only U.K. owner until earlier this year. Service invoices are on file from Aston Martin Kuala Lumpur in 2015, Aston Martin Welwyn in 2017, and Aston Martin Brentwood in 2018 and 2020. In the result of a successful sale, the car will receive an annual service from HWM Aston Martin, the official Aston Martin service centre in Walton-on-Thames. Boasting coachbuilt bodywork by one of Italy’s most celebrated design houses, a naturally aspirated V-12 engine, a six-speed manual gearbox, and built in limited numbers, the V12 Zagato boasts all the hallmarks of a 21st century analog hero. The V12 Vantage itself is considered by many to be one of greatest driving cars in Aston Martin’s modern era, and the V12 Zagato brings further excitement and panache to an already excellent platform. Showing just 5,941 miles from ne

V12 Zagato

Lamborghini

<ul><li>German-delivery example, imported to the US in 2023.</li><li>Approximately $57,000 of mechanical and cosmetic service work carried out in 2024, minimal mileage since.</li><li>Showing just under 12,900 km from new, believed to be original.</li><li>Presented in its original colors of Viola SE30 over Blu Alcantara interior.</li><li>One of only 150 examples produced.</li></ul> Launched to celebrate Lamborghini’s thirtieth anniversary in 1993, the Diablo SE30 was marketed by Lamborghini as a street-legal race car, seeing not only a boost in power but also a reduction in weight over its siblings, making for arguably the most exciting car in the company’s illustrious history. Mechanically, the SE30 retained Lamborghini’s legendary V-12 but featured a revised fuel system, magnesium intake manifolds, and a free-flow exhaust that combined to increase output to 525 horsepower. Unlike the Diablo VT, the SE30 was a raw, rear-wheel-drive machine. Driver-adjustable sway bars controlled by a cabin-mounted switch transitioned the SE30 from firm to race-stiff. Lamborghini turned to carbon fiber for many of the SE30’s body panels, and the company used race-specification brakes to bring its lighter, faster Diablo to a halt. Tipping the scales at about 3,150 pounds, the Diablo SE30 benefited from a savings of more than 300 pounds over the standard rear-wheel drive Diablo and nearly 400 pounds over the all-wheel drive VT. Lamborghini also eliminated creature comforts such as air conditioning, power steering, the Alpine audio system, and the multi-adjustable leather seats. Purposeful carbon fiber seats fitted with four-point racing harnesses held the driver and passenger in place. Even the power windows were removed in favor of fixed plexiglass units with a sliding vent window. Delivered new to Germany via Auto Kremer in Bonn in November of 1994, this Diablo SE30 was originally finished in what is undoubtedly the must-have color combination for the model; Viola SE30 (a paint color introduced especially for this model that still remains an option for Lamborghinis built today) over a Blu Alcantara interior. Serial number 061 would spend the first three years of its life there prior to being sold from the first owner to Japan, again via Auto Kremer in 1997. Sold to an owner in Tokyo in 1999, the car would pass through subsequent owners in Fukui, then Aichi, and finally Kanagawa in 2012. Since its arrival in the United States in 2023, the car has been subject to numerous service works to bring the car to its current, exceptional standard. A full engine-out service was carried out by Flying Wrench of East Northport, NY, in June of 2024, which also included replacing the clutch, new engine gaskets and seals, and replacing the air conditioning compressor belts. Later that summer, the car was sent to Vantage Motorworks of Stamford, Connecticut, for a refresh of the braking system. Four new Pirelli P Zero tires were fitted in September of 2024. All this work totals approximately $57,000, and invoices for this are on file. Still sporting its original color combination of Viola SE30 over a Blu Alcantara, the Diablo has seen a resurgence in recent years, beloved by enthusiasts for their sheer character and panache, with the SE30 being particularly sought after for its added performance over its predecessors. This SE30 has been largely kept in static storage and presents very well throughout, having been driven approximately 1,200 km over the past twelve years, with the odometer showing 12,840 km at the time of cataloguing, which is believed to be original. It would make an exciting addition to any collection of Lamborghinis, perfectly bridging the gap between the current cars produced under Audi AG’s ownership today and the Miura and Countach.

Diablo SE30

Ferrari

<ul><li>The ultimate “super car” of its day, a wonderfully balanced driving experience combined with stunningly beautiful bodywork.</li><li>One of just 77 SWB Berlinettas constructed in steel-bodied LHD form.</li><li>Desirable late-production example delivered new to Ferrari agents Martinelli &amp; Sonvico of Lugano, Switzerland in the distinctive color scheme of Bianco Polo Park with Rosso leather interior; believed to be the only steel example delivered new in this color combination.</li><li>Retained by only three careful UK-based owners between 1973 and today.</li><li>Restored to its current striking Blu Notte Metallizato over rosso interior and maintained to Concours standard during current ownership by the UK’s top Specialists with over £350,000 in receipts.</li><li>Class winner at the 2014 Salon Privé Concours d’Elegance and winner of Best of Show at the 2015 Ferrari Owners Club Concours.</li><li>Ferrari Classiche Red Book certification, confirming its full matching-numbers chassis, body, engine, gearbox and rear axle.</li><li>Extensively documented, including copies of factory build sheets, restoration invoices and an accompanying historical report by marque expert Marcel Massini.</li><li>Further accompanied by an owner’s manual with leather pouch, tool set with leather roll, spare set of wheels and tyes as well as bespoke seat covers.</li></ul> The 250 GT Short Wheelbase, or Passo Corto, represents one of the most significant, as well as one of the most accomplished of all Ferrari Berlinetta models built, arguably occupying the same ground as the 250 GTO. Indeed, without the SWB, there may not have even been a GTO, for the former’s basic chassis and 2400mm wheelbase–shortened by 200mm relative to its predecessor, the 250 GT Tour de France–underpinned the evolutionary design of the GT Omologato, affording it the benign handling so critical to its ultimate success. Just 165 SWB chassis were constructed in both alloy and steel body form; their Tipo-539 chassis clothed in exquisite Pininfarina-penned, Scaglietti-built coachwork. Power was provided by a 250 Testa Rossa-derived Tipo-168 3-litre V-12 engine to which a four-speed gearbox was mated, while, significantly, the model was the first production Ferrari to feature four-wheel disc brakes. Available in either track-oriented Competizione or roadgoing Lusso specification, the SWB was truly a car for all seasons; one equally as at home on the winding roads of the Amalfi Coast as at Le Mans. Ferrari constructed 90 examples in the more solid steel body form which were ideally equipped to become the most impressive road-going “super car” of their day, with only 77 of those being built in LHD configuration; the remaining 75 being alloy-skinned examples aimed principally at those for whom racing loomed large. Of course, to suggest that the origins of the SWB lay in anything other than competition is fatuous: this was assuredly a racing car capable of conversion into an exhilarating road car, rather than the other way around. Indeed, the involvement of three of the greatest Italian racing engineers of their generation–Giotto Bizzarrini, Carlo Chiti and Mauro Forghieri–from the project’s inception made Ferrari’s intentions abundantly clear. Such a potent back-room team translated into immediate results, with the SWB registering back-to-back class wins at Le Mans, consecutive outright wins in the Tourist Trophy, a class win in the Sebring 12 Hours and a hat-trick of outright victories in the gruelling Tour de France Automobile–all within a glorious three-year period between 1960 and 1962. In fact the 250 GT SWB Berlinetta is second only to the 250 GTO with nearly 250 class and overall international victories during its period racing career, placing it firmly in the pantheon of the greatest race cars to come out of Maranello. The refreshingly transparent history of this particular car, chassis number 3367 GT, begins in early 1962; its chassis having been completed at Maranello on January 10, prior to despatch to master craftsman Sergio Scaglietti’s coachworks in Modena. As a late production, second series chassis designated for completion to “Lusso” specification, the car was fitted with a steel body, albeit with an aluminium bonnet, doors and boot lid. As with other Series 2 cars, 3367 GT featured a distinctive horizontal roof vent, wider radiator grille and reprofiled rear wheel arches; the latter, on the driver’s side, accommodating the filler cap previously recessed into the boot lid on earlier cars. It appears that 3367 GT returned to Maranello some time in February or early March, for its factory build sheet states that the rear axle, engine and gearbox were completed on 20 March, 27 March and 28 March respectively, with official factory sign off eventually forthcoming on 30 March. Interestingly, the car had officially been sold to official Ferrari agents Martinelli &amp; Sonvico of Lugano, Switzerland on March 9, some three weeks prior to this, although it was evidently only delivered in early April 1962. Whether influenced by personal choice or national loyalty, the car was finished in the distinctive colour scheme of Bianco Polo Park with Rosso interior; the contrasting white and red happily coinciding with the national racing colours of Switzerland, the only steel-bodied example believed finished in this colour combination. By way of context, this was a time which may be viewed as perhaps the most exciting and successful in Ferrari’s history. Just four months prior to the start of 3367 GT’s construction, Ferrari’s Phil Hill had become the first American Formula 1 World Champion, while Ferrari had secured the Formula 1 World Constructors crown earlier in the 1961 season; a feat matched by the Scuderia in Sportscar racing with overall victory in the World Sportscar Championship. To cap dominant seasons in both disciplines, Phil Hill and Olivier Gendebien had swept to victory at the 24 Hours of Le Mans back in June in their 250 TR61; the second of six consecutive Ferrari wins at La Sarthe between 1960 and 1965. Unusually, the first owner of 3367 GT remains unknown, although it is understood that he too was either a resident of Lugano or its environs, as evidenced by the allocation of the local licence plate “TI 16300” at the point of first registration on 18 April 1962. Nevertheless, evidently the car was well used and enjoyed, for at the time of its return to Ferrari Assistenza Clienti for service on September 3 1963, its odometer displayed an impressive 25,676 kilometres; this being noted on the corresponding factory order #340 and factory delivery note #2348. After some five years in its original ownership, in June 1967 3367 GT was acquired by a Herr Heinz Frieden of nearby Balerna, Switzerland; the car’s consequent re-registration with a new licence number–“TI 76321”–indicative of its continued domicile within the Swiss canton of Ticino. From subsequent UK registration correspondence, it is understood that the car was briefly sold to Belgium in or around 1970, before passing to the prominent Italian car connoisseur and historic racer Corrado Cupellini of Bergamo, Italy circa 1972. In 1973, ownership of 3367 GT passed to successful London-based Ferrari enthusiast Peter Sugden, in whose custody it would remain, remarkably, for the next 34 years. Upon its arrival in the UK, the car still retained its original colour scheme, although over the remainder of the decade it progressed into a more sporting specification and was subsequently resprayed a more conventional shade of Rosso Chiaro as a result. That Mr. Sugden was a Director of Modena Engineering Limited–then one of the foremost Ferrari specialists in the country–doubtless facilitated such a transformation, and the car was duly fitted with numerous “Comp” features including an engine cold air scoop, carburettor velocity stacks, flared rear wheel arches, wider wheel rims and front brake cooling ducts. Additionally, its Lusso-specification bumpers were removed to give the car an altogether more aggressive appearance. It was in this form that 3367 GT appeared at the 250 GT SWB 20th Anniversary celebrations in September 1980. Appropriately, these were held in the majestic setting of Mas du Clos; the private circuit and Manoir of preeminent French Ferrari collector and SWB owner Pierre Bardinon. Throughout the 1980s and 1990s, Mr. Sugden exercised 3367 GT regularly on track; the burgeoning European historic racing scene offering a wealth of possibilities for such a versatile car. Of particular note were the car’s four participations in the Historic Tour de France Automobile between 1992 and 1997. During this time, preparation responsibilities were shared between marque specialists Church Green Engineering, Bob Houghton Ltd. and Terry Hoyle Engineering Ltd., with scant regard as to their cost. After more than three decades of ownership, in 2007 Mr. Sugden took the difficult decision to part with 3367 GT, whereupon it subsequently joined another well-known British collection. Following initial minor bodywork modifications by RS Panels–including the addition of an external fuel filler cap–3367 GT returned to GTO engineering where its engine, gearbox, rear axle, suspension and steering were all rebuilt. Additionally, it was re-trimmed in blue leather by O’Rourke Coachtrimmers and underwent a colour change to Grigio Argento. Upon completion, it was used enthusiastically by its new owner; a further three participations in the Tour Auto (née Tour de France Automobile) forming the focal point of his competitive exploits. In 2012, custody of 3367 GT passed to one of the leading UK Ferrari collections – well known for an unwavering attention to detail and in whose care it has since been cherished and meticulously returned to road specification. Renowned craftsmen Bodylines of Olney attended to the car’s bodywork in early 2013–which included reprofiling both rear wheelarches to correct “narrow” specification, the removal of the front cooling ducts and the reinstatement of the original fuel filler cap and lid–while its bumpers were also re-conditioned and re-fitted for the first time in more than three decades. As a keen Concours entrant, the owner entrusted 3367 GT to Medcalf &amp; Company for a respray in the distinguished colour of Blu Notte Metallizato, and to O’Rourke Coachtrimmers for a full re-trim in red Connolly leather; some £26,000 being expensed in these areas alone. At this juncture, the opportunity was also taken to rebuild the car’s engine, gearbox, back axle, suspension and brakes; this being performed in a collaborative effort between leading Ferrari specialists Barkaways and Riverside Performance Engineering at a cost of a further £50,000. Gratifyingly, upon the completion of its restoration, 3367 GT was awarded the coveted Ferrari Classiche certification in January 2014, which significantly noted the retention of its original chassis, body, engine, gearbox and rear axle. The car’s first ever Concours appearance was marked by a class win in the prestigious Salon Privé Concours at Syon Park in September 2014, while subsequent appearances at Villa d’Este and at the Ferrari Owners Club Concours in 2015 have proved similarly fruitful; the latter yielding the coveted Best in Show award. Most recently exhibited at the exclusive Concours of Elegance at Hampton Court in 2019, 3367 GT has since been featured in the August/ September 2019 edition of Cavallino magazine and has continued to be enjoyed privately by its owner. As if to underline his continued commitment to exacting maintenance, it has recently benefitted from the fitment of a new exhaust, a comprehensive brake overhaul and a further gearbox rebuild by Bob Houghton–at a combined cost of over £33,000–while a further ‘refurbishment’ respray in Blu Notte Metallizato was undertaken in May 2024 by highly regarded expert Ross Packard Paintwork at a cost of some £25,728. So exacting are this owner’s standards and attention to detail, that the car has a special pair of fully bespoke seat covers, so that no wear or discolouration can affect the Connolly hides of the seats. The owner has also furnished the car with two sets of, period correct, Borrani wheels; a slightly wider ‘driving’ set shod with Avon tyres and the car’s (standard specification) show wheels (which wear correct-type Pirelli Cinturato rubber) and are in concours ready condition. Each set even has their own respective set of spinners allocated to suit. More than six decades after its launch, the exquisite proportions, arresting performance and unparalleled versatility of the Ferrari 250 GT SWB determine it as one of the all-time great Ferraris–indeed, one of the all-time great cars. In the case of this stunningly presented example these characteristics are further enhanced by a recent and exacting “no expense spared” restoration, Concours-winning pedigree and impeccable provenance–not to mention the all-important Ferrari Classiche certification, owner’s manual and tool roll. As such, it represents one of the finest and most historically accurate SWBs to have been offered for sale in recent times. 3367 GT has most recently enjoyed such an extensive level of fastidious custodianship, that it has been referred to being in ‘drive to show’ condition – paying compliment to its all-round exquisite condition. Viewing recommended, this is without doubt a top tier example of this most coveted of Ferrari GT models.

250 GT SWB Berlinetta by Scaglietti 

<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>£495,000 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

Porsche

<ul><li>‘HK2’ – The second Classic Study built for the Hong Kong market, and the 14th Classic Study completed.</li><li>Offered directly by its commissioning owner.</li><li>Engine upgraded to 4.0-litre specifications by Singer Vehicle Design in 2019.</li><li>Further options include Öhlins suspension, roll cage, and five-speed manual gearbox.</li><li>Finished in Dolphin Grey with ghosted stripes with blue lettering, and matching blue interior.</li><li>Showing less than 3,300 miles since reimagining.</li><li>Sold in partnership with Singer Vehicle Design, offered with a full warranty.</li><li>£950,000 GBP Asking.</li></ul> Built to RHD specifications for use by the consigning owner in Hong Kong, HK2, the second Classic Study to be delivered to Hong Kong, was completed by Singer Vehicle Design in the summer of 2015. This would be just the fourteenth Classic Study to be completed by Singer Vehicle Design and as such, Singer’s founder Rob Dickinson was personally involved in every step of the car’s build process, from initial specification discussions to completion and delivery to Hong Kong. HK2 is finished in Dolphin Grey, a colour made famous by Porsche on the 356, alongside ghosted stripes with blue lettering, and blue-painted Fuchs-style wheels to match. Mechanically, it is optioned with the Öhlins adjustable suspension, a leather-wrapped roll cage, and the five-speed manual gearbox. Further options include the exposed fuel and oil filler caps, grey ceramic-coated exhaust, and nickel-plated bumperettes. The blue detailing on the exterior carries through to the car’s interior, with the interior trimmed in matching blue leather and carpets. Options include the Recaro sport seats with black-painted seatbacks and the Becker radio. Upon the consignor’s move home from Hong Kong to his native England, HK2 would also find its way to the UK but not before being sent to Singer Vehicle Design’s headquarters in Los Angeles. There, its engine was upgraded to 4.0-litre specifications, having been initially fitted with the 3.8-litre engine option as that was the largest available at the time of its build. The car was also fitted with upgraded exhaust system to reduce in-cabin noise and drone. Further work was done by Tuthill to tune the suspension specifically for use on UK roads. Since returning to the UK, the car has been maintained by Singer’s approved aftersales partners and more recently at Singer’s own facilities in the UK. Offered in partnership between RM Sotheby’s and Singer Vehicle Design, the car is offered with a full Singer Vehicle Design warranty, having been prepared to meet Singer’s pre-owned ‘Encore’ standards. With the order books for the Classic Study having been closed two years ago and production now coming to an end, these cars still remain highly sought after for their sensational driving dynamics and attention to detail. Beautifully specified by the commissioning owner whom the car is offered on behalf of today, HK2 would be a fantastic addition to any collection and would revel in being used and enjoyed as its creators intended.

911 Reimagined by Singer 

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.

300 SL Roadster

Maserati

<ul><li>One-off example with unique Zagato coachwork with unique build features and interior.</li><li>Exhibited at the 1955 Geneva Salon and the 1956 Paris Salon.</li><li>Originally ordered by Argentine president and renowned sports car enthusiast Juan Perón.</li><li>Best of Show winner at the 2005 Concorso Italiano, and class winner at the 2004 Quail Motorsports Gathering amongst numerous other concours appearances.</li><li>Class winner and awardee of the Most Elegant Open Car award at the 2024 Pebble Beach Concours d’Elegance.</li><li>Completed the 2022 Colorado 1000.</li><li>Documented by factory production records, factory build sheet copies, and extensive history report by marque expert Adolfo Orsi.</li><li>Desirably retains matching-numbers engine.</li></ul> THE ULTIMATE COLLABORATIONIn the pursuits of mankind, be it in the milieu of art, sport, or commerce, there have occasionally transpired collaborative moments that seem to transcend the limitations of reality. This widely understood phenomenon of a product that somehow exceeds the sum of its parts may be an aberration of our sense of simple arithmetic, but we have undoubtedly witnessed it nevertheless. Think of those nearly magical moments when two agents, each of outstanding individual merit in its own right, combine to forge something that wildly succeeds beyond anyone’s imagination. Think Paul and John; Magic and Kareem; Nike and MJ. In each of these examples, two individual forces combined to result in a product so special that it evolved into a legitimate cultural moment before flirting with the status of legend. In the automotive realm, there may be no better embodiment of this concept than Maserati and Zagato during the early 1950s; one a racing powerhouse aspiring to road car legitimacy, the other a design concern on the cusp of its most expressive and timeless sculptures. The ultimate result of this iconic collaboration was none other than the peak of form and function; a model so brutally effective in competition it hardly dared to be so voluptuous, and a car so achingly beautiful to look at it was barely to be believed it could be so fast and agile—the Maserati A6G/54 Spyder with coachwork by Zagato. For within this noteworthy competition-proven model, which was bodied by Zagato as a racing berlinetta, the engineers of Modena advanced the ultimate development of the A6G sports-racing platform, while the stylists at the Milanese coachbuilder penned one of their most celebrated designs. Yet as powerful, beautiful, and rare as the closed berlinetta version of the A6G/54 was, the model was actually inaugurated with an example even more special, the featured lot, and the only open-bodied example built; chassis number 2101. The A6G/54 was initially introduced at the 1954 Turin Motor show with a prototype built on chassis number 2063 that wore 2+2 coupe coachwork by Frua. As a roadgoing development of the A6GCS/53 barchetta sports-racers, the new model’s advanced dual-overhead cam engine was now detuned for street use with chain-driven timing gear and wet sump lubrication. Following the Frua-bodied show car, Maserati commenced a new numbering sequence for the model that began with chassis number 2101, the featured Spyder. Ultimately limited to a modest batch of 60 total examples, the A6G/54 chassis output was divided among three coachbuilders, with a Michelotti-designed coupe built by Allemano accounting for approximately 21 cars, open and closed versions by Frua reaching 18 cars, and the Zagato examples making up the balance of 21 cars. Zagato’s version is overwhelmingly preferred by many sporting enthusiasts for its aerodynamic, curvaceous styling, which was executed in aluminum alloy for optimal weight savings and competition advantage. While the cars by Allemano and Frua were positioned more as luxurious grand tourers, the Zagato cars were just as assuredly racing machines, with their lightweight coachwork and more spartan interior arrangements. Yet as thrilling as the racing berlinettas are, the sole open Spyder teases a glimpse of so much more… UNREALIZED TIMELINES – FROM PARIS TO LA PAMPAA research report by marque authority Adolfo Orsi commissioned by the most recent owner adds considerable insight to past anecdotal accounts that chassis number 2101 may have been originally ordered by Juan Perón, the famed postwar Argentinian presidential strongman and world-renowned sports car enthusiast. While no “smoking gun” document has yet surfaced that unequivocally demonstrates Peron’s connection to the car, Orsi lays out a convincing field of circumstantial evidence that lends considerable weight to the claim. According to Orsi’s research of factory archives, the Spyder was dispatched from Maserati to Zagato for coachwork on November 18, 1954, with a note near the customer field that read “Argentina”. This clue that the A6G/54 was slated for ownership by Perón was later indirectly confirmed by a 1961 piece of correspondence from the factory. There is little doubt that the runaway successes of Argentine national Juan Manuel Fangio on auto racing’s biggest stage greatly invigorated the appreciation of motorsports and automotive culture in his homeland. Having already won one world championship for Alfa Romeo in 1951, Fangio was frequently racing for Maserati during 1953 and early 1954, serving as a link between the automaker and President Perón that would pave the way for the import of industrial machinery made by Modena’s subsidiaries. Chassis number 2101 might well have been delivered to its Argentine buyer had not politics exploded in a different direction. By early 1955, Perón had begun to fall out of public favor, and this overwhelming national sentiment soon surged into a full-on popular revolt that resulted in the strongman’s exile. This remarkable turn of events had a silver lining, of course; with the Spyder remaining in its possession, Maserati had retained an ideal flagship to show off during the upcoming season of auto salons. Photographic evidence demonstrates the gradual aesthetic evolution of chassis number 2101 during its first few years. A picture of the Spyder taken at the Zagato plant during the winter of 1954 to 1955 shows it fitted with a split windscreen that extended to the far edges of the body, and an outsized and stylized Trident ornament on the grille that was notably missing its vertical base. Also featuring an unvented flat hood, foglamps, and unvented front fenders, the car was equipped with Borrani wire wheels and finished in Blu Algido Scuro (Dark Ice Blue) paint. Photos taken a few months later in early 1955 show the windshield in the same basic shape, but now as a single pane of glass without a dividing spine, while the front fascia has been fitted with a wire mesh grille, over which the unconventional Trident ornament was completed with the base limb. In this appearance, the A6G/54 made its first public appearance at the Geneva Salon in March 1955, where it was beautifully flanked by an A6GCS/53 race car, encapsulating the company’s finest offerings for both grand touring and sports-racing applications. After receiving rave reviews from onlookers and the automotive press, and with delivery to Perón most likely in a very doubtful state by this time, chassis number 2101 was returned to the Maserati factory, where it would undergo further adjustments. Nineteen months later 2101 was presented again, this time at the 1956 Paris Salon on the stand of Thepanier, the official Maserati importer to France. As evidenced by period media coverage of the show, by this time the A6G/54 was fitted with several key details that defined its final lasting configuration, including a smaller curved one-piece wraparound windscreen, a new hood with a raised engine intake scoop, elegantly vented front fenders, and a new grille ornament consisting of a more standard Trident badge. Following the show’s conclusion, 2101 was returned to the factory again and remained there in storage until April 1959. NEW HORIZONS – A JOURNEY INTO AMERICAN OWNERSHIPIssued a certificate of origin in December 1958, the A6G/54 was earmarked for customer availability and soon sold to Louis W. Schroeder, an American diplomat working at the US embassy in Paris. A few months after taking delivery of the Spyder in April 1959, Mr. Schroeder drove the Maserati to La Sarthe to watch the 1959 24 Hours of Le Mans, where he was undoubtedly delighted by fellow countryman Carroll Shelby’s victory with the Aston Martin team. In April 1960 Schroeder sold the Maserati to Sherrod Santos, a US Air Force lieutenant-colonel assigned to the Chateauroux Air Station in France. Santos commissioned the factory to rebuild the engine in August 1962, although he was dissatisfied with the results and engaged further work from a French specialist. Per his correspondence with the Maserati factory, by November 1963 Santos had returned stateside to work at Langley Air Force Base in Virginia, accompanied of course by the stylish Spyder. In 1966 Colonel Santos sold the Maserati (which by this time was repainted in Rosso), in all likelihood to George Sackman of Carmel, California. Sackman undoubtedly owned the A6G/54 by the time of his factory correspondence of July 1968, and he kept the car as late as 1970 before selling it to San Francisco-area resident Angelo Ferro, the Italian-American owner of the Genoa Racing Team. After very little use Mr. Ferro put 2101 into storage, and it remained domiciled for a remarkable period of approximately 30 years, ensuring a high degree of originality. In August 2001 the Maserati was visited at the team’s facility in nearby Novato by Adolfo Orsi, who was engaged to help research the car’s history. At this time team chief Ed Nelson was overseeing a comprehensive restoration of the Spyder to its 1958 configuration, which was ultimately completed in 2003. This work included a rebuild of the engine by Ferrari specialist Paul Hasselgren, a repaint in the original factory color of Blu Algisto Scuro by Rob Etcheverry, and a retrimming of the interior by Ken Nemineck. The Maserati then began a tour of world-class concours d’elegance, starting with presentation at the 2003 Pebble Beach Concours d’Elegance. A year later at the 2004 Quail Motorsports Gathering the Spyder garnered 1st place in the Post War Sports Car class, and in 2005 the car won Best of Show at Concorso Italiano, and multiple awards at the Palo Alto Concours d’Elegance. Around this time the A6G/54 was the subject of a feature article in the July 2005 issue of Sports Car International magazine, and it was also profiled in the April 2006 issue of Classic Cars. Following an invitation to the special Zagato display at the Quail once again in 2006, the Maserati was acquired in October 2010 by a respected collector based in the United Kingdom. The Spyder’s exhibition career then continued with an appearance in September 2011 at the special Zagato presentation at the Florence Concorso Unique Special Ones, after which the car was displayed at the Museo Panini in Modena for nearly 18 months. This period included a more temporary exhibition across town to commemorate the official opening of the Museo Casa Natale Enzo Ferrari. After completing its museum appointments in Italy, the Maserati continued to be shown at the world’s most exclusive automotive gatherings, with appearances at the 2013 Villa d’Este Concorso d’Eleganza and the St. James Concours d’Elegance. In November 2013 the Maserati was sold in an auction titled Art of the Automobile, held in late 2013 in partnership between what was then RM Auctions and Sotheby’s at Sotheby’s York Avenue headquarters to the well-known American collector Oscar Davis. Following his purchase, the car was fastidiously maintained by the respected Leydon Restorations of Bucks County, Pennsylvania. Their attention included the installation of a new fuel pump, a rebuild of the carburetors, and attention to the brakes and fuel system. Following Mr. Davis’ unfortunate passing, the A6G/54 was again offered by RM Sotheby’s in August 2022 alongside the remainder of his impressive collection, at which point the car was sold to a respected collector based in Southern California. After successfully completing the 2022 Colorado Grand, the Maserati was entrusted to the well-known Italian sports car specialists Fast Cars Ltd of Redondo Beach, California, for additional restoration measures. Mr. Orsi was again retained to provide details of historic accuracy, resulting in his thorough report (which also notes the continued presence of the matching-numbers engine). Following the completion of this work, the Spyder returned to the Pebble Beach Concours d’Elegance in August 2024, this time winning its class and earning the Jules Heumann Special Award for the Most Elegant Open Car. Incredibly rare and meticulously restored over a twenty year period, this award winning one-off Zagato Spyder is a breathtaking example of Maserati’s celebrated Italian Sports Car Championship-winning A6G/54 model. It is desirably documented with factory build records, build sheet copies, period photographs, former owner’s correspondence, prior registrations, magazine articles, an entry in Walter Baumer’s book Maserati A6G 2000 Zagato, and the highly detailed history report by marque authority Adolfo Orsi. Ideal for further display at the world’s most exclusive concours d’elegance, and eligible for vintage touring events including the Mille Miglia, this exquisite slice of la dolce vita would make an unparalleled addition to any sporting collection. As one of the automotive realm’s ultimate collaborations, 2101 would make a peerless acquisition for any sports car enthusiast; for the Zagato completist or Trident diehard, it is quite simply an obligatory must-have!

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