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One of only 273 Coupé variants of the BMW 503&nbsp;&nbsp;&nbsp;• Powered by an accomplished 3.2-litre V-8 engine with five-speed manual gearbox&nbsp;&nbsp;• Retains charming period features such as Becker Mexico radio and sunroof&nbsp; • Offered for £140,000 GBP&nbsp;&nbsp;&nbsp;As global economies looked to rebuild after World War II, automotive manufacturers vied to develop new ideas to reignite sales. BMW eyed the high-end market as a viable solution, in-part influenced by Max Hoffman, the New York-based importer of luxury European cars, who was convinced such cars would yield a profit in the US. As a result, the BMW 503 became the manufacturer’s first purpose-designed post-war coupé, also made in cabriolet form.&nbsp;&nbsp;&nbsp;In either closed or open form, the 503 was positioned as an opulent grand tourer and was built alongside the luxuriously appointed 507 Roadster. With its welded tubular frame construction, aluminium panels, and alloy V-8 engine, the 503 quickly proved very expensive to build. During a production run from May 1956 to March 1959, BMW built just 413 Coupé and Cabriolet examples; 273 of those were the attractive tin-top version. Despite attempts to appeal to the US market with the fitment of a 3.2-litre V-8 engine, both the 503 and 507 struggled to bring in the sales expected by BMW, in large part due to a higher-than-expected list price, inflated due to spiralling build costs.&nbsp;&nbsp;&nbsp;Today, the low production numbers of the 503 Coupé result in the model being highly coveted among collectors. The limited consumer interest during its years of manufacture reflect unfairly on the 503, an attractive classic powered by one of the most characterful engines BMW had produced. The long bonnet, 2+2 seating configuration, and ample boot space affirm the 503 Coupé’s status as an elegant and capable grand tourer.&nbsp;&nbsp;The example offered here, chassis 69359, is presented in beige over a tan leather interior. Its light colouring is complemented by the generous application of chrome lavished on both the exterior and interior. The BMW features many charming period features, such as the Becker Mexico radio and sunroof. A tin-box toolkit can be found mounted within the engine bay.&nbsp;&nbsp;&nbsp;Arguably one of the rarest and most desirable BMWs of the 1950s, the next owner of this 503 Coupé will surely revel in its attractive styling and characterful road manners.&nbsp;&nbsp;Please note that this car is subject to VAT on the full purchase price (both on the hammer price and commission).

503 Coupé

The final production Lister Costin• Exceptionally original; believed to be the only Lister Costin retaining its original bonnet• Regularly raced over the past 10 years throughout the UK and Europe• Accompanied by recent FIA HTP expiring end 2032• Highly successful in historic racing with multiple wins and eligible for all the top historic racing events including the Goodwood Revival, Le Mans Classic, Stirling Moss Trophy and Peter Auto championships.• Offered for £600,000 GBP By the tail-end of the 1950s, the Lister ‘Knobbly’—lauded rival to Jaguar’s D-type—was beginning to look rather long in the tooth. In an effort to maintain the firm’s competitive edge, Brian Lister turned to aerodynamicist Frank Costin, who penned an organic, slippery body that took full advantage of latest developments in the field. Utilising the same chassis, dressed in brand-new all-aluminium coachwork, the 1959 Lister Costin could not have looked more different than the Knobbly of the previous season. Just 14 Lister Costins were built, and this example, chassis number BHL 135, was the final car produced. Like the few others that were built towards the end of production, chassis BHL 135 left the factory without an engine before being shipped to its new life in the United States. It is believed, based on the engine mounts, that the car was originally intended to be powered by a Maserati engine, though it is more likely that a Chevrolet V-8 was fitted instead. The bonnet, which was modified to allow fitment of the American powerplant, now features a unique riveted centre section. While the overwhelming majority of these cars were purchased with the intention of racing, it is very interesting that there is no evidence of this Lister Costin competing in the US in period. It is likely that the car’s easy life away from the track contributed to its current level of preservation, though there is evidence of modification to the front wheel arches, which would have made the machine a more manageable drive on the road. Following its life in North America the Lister returned to John Pearson in the UK in 1987 and at that time was found to be remarkably original, missing only its rear bodywork. Pearson Engineering later fitted a Jaguar 3.8-litre straight-six, a popular option both in period and for historic racing. A visual inspection undertaken by Chris Keith-Lucas at CKL Developments in 2012 found that the car exhibited the key signifying features of an original Lister chassis, in terms of both chassis stamping font and location, style of frame welding, among other identifiers. Furthermore, CKL Developments found that the bonnet, doors, and sills were likely original. To preserve the factory bonnet, an exact replica was made by Bodylines using advanced 3D scans of the car carried out by A2P2 Specialist Reverse Engineering, which also made it possible to replace any sections of bodywork in the event of damage. These scans, the body buck used to make the replacement bonnet, and the original bonnet, are all included in the sale. After being acquired by the consignor in 2012, the car became a frequent competitor at historic racing events both in the UK and Europe, while it has been maintained exclusively by Pearson Engineering. One of the highlights of its career was the Algarve Classic Festival at Portimaõ in 2019 where the car was driven by Richard Kent and Chris Ward, who lapped the circuit one second faster than he’d ever managed in any other Lister. That same year, the car won the Stirling Moss Trophy Championship with Motor Racing Legends. Over the years, this remarkable racer remained a regular front runner at Goodwood, at both the Revival and the Members’ Meeting and has either raced at or is eligible for a variety of events including the Le Mans Classic, Spa Six Hours, Silverstone Classic, and Donington Historic Festival. Fully race prepared ahead of the 2020 campaign, the Lister was fully crack tested, and the car issued with fresh HTP papers in July 2022. Unfortunately, it never got the chance to compete during that truncated season, though it did play a starring role in the September 2021 issue of Motor Sport magazine. Respected journalist, Andrew Frankel, summed up the car beautifully: Hooked up, this Lister is a pure animal. The engine is tractable enough but if you want to make the most from its top-end-heavy powerband and gear ratios, you need to use all 6,500 rpm, at which point in third gear the car is ripping the scenery towards you. Pull back that beautifully mechanical lever into top and the show scarcely abates. The car may be 62 years old, but it feels ready for anything… When I came in I felt I should have been wide-eyed, catatonic and drenched in sweat. In fact if I was wide-eyed it was really only because it had been so much easier than expected. I was laughing like a drain and moistened by rain alone. Highly eligible and with a proven record of success at some of the world’s most significant historic race meetings, BHL 135 would be a spectacular car to own and enjoy through the 2023 season and beyond.

Lister

Displayed by coachbuilder Antem at the 1949 Paris Salon• Independent coil-sprung chassis renowned for its handling• Powered by a 4,482 cc inline six-cylinder with twin-carburettors.• Offered for £160,000 GBP Please note if this vehicle is exported outside of the UK an export license will be required. French automotive manufacturer Talbot-Lago planned to reveal the T26 Record at the Paris Salon in October 1946. The capital city was selected as a launch location to catch the eye of bourgeois Parisian clientele, the intended target market for the sumptuously appointed car. The new model was available in numerous body styles including a handsome coupé, stylish cabriolet, or as a more practical four-door saloon. Also offered as a rolling chassis, those seeking something even more special could have their new car bodied outside the factory. Beneath the T26’s chosen coachwork lay an all-new chassis and drivetrain. Fully independent coil-sprung front suspension ensured superior handling, while the trademark pre-selector Wilson gearbox was easier to use than the long-throw and slow-shifting ‘boxes that characterised other cars of the era. A 4.5-litre six-cylinder twin-cam engine developed by Anthony Lago and Carlo Marchetti gave 170 horsepower, making the T26 Record one of the most powerful cars in the world when new. It was a grande routière in the classic sense. After World War II, the coachbuilder Antem developed a selection of tasteful semi-pontoon designs characterised by a back-sloping grille, front wings that faded elegantly into the bodywork, and rounded rear panels that flowed harmoniously into the svelte rear deck. The overall effect of these Antem bodies was a crisp and sporting style that was at the same time refined, with variations mounted other chassis by Delahaye and Talbot. Representative of the direction of Antem’s future work, chassis 101001 was displayed on the coachbuilder’s stand at the 1949 Paris Salon as a 1950 model. The car was acquired by its consigning owner in 2008, and though bought in good condition it was soon subject to a bare-metal repaint and fitment of a new interior in tobacco leather. Presenting today in rare Cabriolet form and wearing attractive coachwork by Antem, this Talbot-Lago T26 Record would be at home on the open road as it would the concours lawn.

T26 Record Cabriolet By Antem

One of five B11-series prototypes constructed, and one of only two configured as a coupe.• Delivered new to Level 5 Motorsports in HPD-powered, 2.8 litre V6 Turbo form in early 2011.• Driven to 10th place overall, and 3rd in LMP2, in the 2011 Le Mans 24 Hours.• Driven to 30th place overall, and 8th in LMP2, in the 2012 Sebring 12 Hours.• Completely rebuilt, including full crack testing, by leading Historic race team BBM Sport.• Fitted with a period correct, zero-hour Judd HK V8 engine and freshly rebuilt Xtrac gearbox.• Ideally suited to Masters Endurance Legends and HSR events.• Accompanied by a small spares package, including front bodywork and carbon-fibre crash box.• Offered for £385,000 GBP Mindful of the need to embrace new technologies, enhance the sport’s environmental credentials and, crucially, control costs, the Automobile Club de l’Ouest introduced a raft of changes for 2011 which heralded the start of a new era for long-distance sports car racing. These impacted upon Prototype and GT divisions alike and included the introduction of hybrid technology in the top-level LMP1 category for the first time as well as the replacement of the ailing GT1 class by the new, more cost-conscious GTE Pro and GTE Am categories. However, it was in the highly popular LMP2 class that arguably the most prescriptive changes were made. Any cars constructed under the new regulations would henceforth be subject to an ex-factory cost cap for both chassis and engine. Furthermore, a minimum engine life of 30 hours would be mandated for 2011; this figure increasing to 40 hours for 2012 and then 50 hours for the 2013 season. Relying heavily on their highly successful, triple Le Mans Class-winning B05/40 chassis for inspiration, Lola was the first LMP2 manufacturer to produce a car compliant with the new regulations; their B11-series prototype having been announced as early as June 2010. Unsurprisingly, Lola Chief Designer Julian Sole opted for a carbon-fibre monocoque chassis for his new charge, although ingeniously this was available in both open and coupe form — and with a variety of different engine installations — to maximise the car’s potential sales appeal. Conventional double wishbone, push-rod actuated suspension was employed both front and rear, whilst the Lola-designed six-speed gearbox was also compatible with multiple different pneumatic or hydraulic engagement systems. The car offered here, chassis HU05, is one of two B11/83 chassis ordered by Madison, Wisconsin-based Level 5 Motorsports in advance of a 2011 race season which would encompass selected events in both the Intercontinental Le Mans Cup and American Le Mans Series. Duly configured with a Honda-derived, HPD-built 2.8-litre twin-turbo V6 engine, the car first turned a wheel in anger at the official test day for the 2011 Le Mans 24 Hours in late April, where it was driven by team owner Scott Tucker, 1993 Le Mans winner Christophe Bouchut and former Daytona 24 Hours victor Joao Barbosa, finishing 31st overall. Level 5 duly returned to La Sarthe in June for the 79th edition of the famous 24-Hour race; one which would, incredibly, represent the car’s competitive debut. Retaining the same driver lineup as at the test day, the team qualified in 28th position overall and, once again, eleventh fastest in class. In the race, HU05 performed faultlessly and, as several of the more fancied class front-runners hit trouble, it lay a highly creditable third place in class by Sunday morning. Incredibly, it held this position to the end of the race, eventually crossing the line in tenth place overall to cap a memorable maiden outing for the car. Following Le Mans, the car remained in Europe; the team’s intention being to contest the 6 Hours of Imola in early July. However, the proximity of the event to Le Mans rendered the logistics of the situation impossible, and the team opted to race their sister B11/43 in the event instead; this marking the end of a highly successful — if somewhat truncated — 2011 season for HU05. For 2012, Level 5 took delivery of two new HPD LMP2 cars; the squad subsequently electing to lease HU05 to nascent ALMS team Black Swan Racing for selected events in that year’s Championship instead. Driven by team owner Tim Pappas, fellow gentleman driver Bret Curtis and former double Grand-Am Daytona Prototype Champion Jon Fogarty, the car made its debut with its new team in the season-opening Sebring 12 Hours, finishing a respectable eighth in LMP2 - and 30th overall - at the notoriously gruelling Floridian track. The car made its third and, remarkably, final race start just one month later at the ALMS-sanctioned 2 Hours of Long Beach. Driven on this occasion by Pappas and young Dutch Sports Car ace Jeroen Bleekemolen, the pair qualified in an excellent fifth place; second only in the LMP2 class - somewhat ironically - to the new Level 5 HPD of Tucker and Bouchut. However, such promise proved to be short-lived, with Bleekemolen making a poor start and subsequently retiring the car on the first lap following unavoidable contact with two slower GT class competitors. Following the conclusion of its contemporary career, HU05 was retained by Level 5 until their liquidation in 2017 and was acquired shortly thereafter by the vendor. Recently entrusted to leading Historic Sports Prototype team BBM Sport of Daventry, UK, the car has since benefitted from a complete rebuild, including crack testing, re-plating and reassembly of all appropriate components and the renewal of any time- or mileage-expired items such as its fuel cell, wiring loom, ECUs and battery. Significantly, the car has also been fitted with a new, period-correct, zero-mile Judd HK V8 engine in place of the complex and potentially costly HPD unit, and benefits from a newly rebuilt six-speed Xtrac sequential gearbox to which a new pneumatic paddleshift system has been mated. Finally, new Multimatic dampers have been fitted, and both the fire extinguisher system and seat belts renewed. Immaculately presented in its original 2011 livery, this represents a rare opportunity to acquire a car with genuine Le Mans Class podium-finishing pedigree, not to mention one ideally suited to the Masters Endurance Legends and HSR events presently proving so popular on either side of the Atlantic. Boasting comparatively modest mileage on its chassis and suspension components and none on either its engine or drivetrain, HU05 represents a highly competitive and cost-effective prospect indeed, and is ready for an immediate return to the track in the hands of its fortunate new owner.

B11/83

A significant competition BMW wearing one of motorsport’s most iconic liveries.• Powered by a correct-type M12/7 four-cylinder engine capable of producing 330 horsepower.• Period race history from the heyday of Group 5 and DRM.• Accompanied by detailed restoration photographs, and a history file comprising circuit sheets, period photograph, and relevant motorsport magazines. Few eras of motorsport have captured the imagination quite like the fire-breathing silhouette sports cars of Group 5, and none have lived as long in the memory as the 3-Series saloons fielded by BMW. Wearing now-iconic liveries from the likes of Warsteiner, Fruit of the Loom and John Player Special, images of these fantastic machines remain etched in the minds of race fans the world over, forever immortalized taking flight at the Nürburgring, flames spitting from side-exit exhausts, with swollen tires barely contained beneath blistered arches. Undoubtedly the most evocative of this famous cohort were the brightly colored orange-and-black Jägermeister liveried cars, which have since become the stuff of legend. Similar to their road-going counterparts in profile alone, outrageous body kits with sweeping wings and asphalt-hugging spoilers were the order of the day. The regulations that allowed these incredible racers to compete came into force in 1976, as the Group 5 formula was applied to Special Production Cars, allowing for extensive modifications to be made to standard models such as the Lancia Beta Montecarlo, Porsche 935 and Ford Capri. Only the doors, bonnet and roofline needed to remain unmodified, giving manufacturers and privateers almost free rein when it came to styling and aerodynamics, while mechanically, loose restrictions led to widespread use of top-flight race technology. One of the major manufacturers to lead the charge into Group 5 was BMW, which decided to contest the sub-2-litre category of the Deutsche Rundstrecken-Meistershaft and World Championship for Makes with the replacement for the outgoing Neue Klasse—the E21 3-Series. The cars were produced in both factory form and as a kit sold directly to privateer teams, and featured a modified bodyshell with wild aerodynamic accents reminiscent of the 3.0 CSL. Beneath the bodywork lay the suspension setup from the existing Group 4 “Batmobile,” while the production M10 engine was replaced by something altogether more exciting. At its heart lay the trusted and race-proven M12/7, an incredible four-valve, 330 horsepower, 1,991 cc four-cylinder engine borrowed straight from the firm’s Formula 2 program—a firecracker of an engine that was capable of spinning to a spine-tingling 10,000 rpm. After a reported 12 weeks of development, tests of the first prototype began in October 1976 at the Circuit Paul Ricard, watched on by BMW’s own Jochen Neerpasch and, as the head of the only privateer team running a Group 4 CSL, Freddy Laufer of Faltz Racing. It would come as no surprise that the Essen outfit would field two factory-built racers for the E21 320’s inaugural season in 1977, each finished in the now-iconic orange livery of Jägermeister. Of these cars, chassis R1-13 was campaigned by Hans Joachim Stuck, while the example offered here—R1-06—was driven by Harald Grohs. Grohs quickly gained a reputation for a flamboyant all-or-nothing driving style, but despite showing early promise in the opening round of the DRM at Zolder, where he placed 4th, the German driver was plagued with bad luck, failing to finish four of the 10 rounds and finishing the season outside the top 10. His best result came in the penultimate race on his return to Zolder, where he steered chassis R1-06 to a podium finish behind the two Works 320s of Manfred Winkelhock and Eddie Cheever. The car’s exploits at the Nürburgring were particularly memorable, captured in now legendary mid-jump photos that evoke memories of the heyday of Stuck and his flying CSL. Once its competition career had drawn to a close in late 1977, chassis R1-06 is understood to have spent some years on display in the window of a BMW dealership, prior to changing hands several times. The car eventually surfaced at a judicial auction in Annemasse, France in 2002, where it was offered in a disassembled state and in need of restoration. That restoration came under the direction of the consignor, who marshaled the project from 2008 until its completion six years later. In addition to countless hours of research, the consignor spoke with all the main protagonists in the 320’s story. Numerous trips were taken to visit Freddy Laufer, who contributed important information about the car’s construction and racing career, including circuit sheets and detailed technical specifications. The exacting restoration is described by the consignor as being “complete nut-and-bolt” and included the dismantling and sand blasting of all components. The chassis, suspension, differential, and gearbox are said by the consignor to be original to the car, as are major body panels including the bonnet, boot lid, and doors. Only the front wings and spoiler are said to be remanufactured. Items such as the fuel pumps and oil lines were replaced along with consumable components such as suspension ball joints, while a brand-new wiring harness was fitted. A factory 1,991 cc M12/7 engine was then installed as the original unit was lost during the ’77 season. The car is accompanied by a history file comprising 10 ring binders, containing circuit sheets, period photographs, and relevant motorsport magazines. A raft of spare parts is also included, among them spare differentials and wheels. Presenting beautifully in its eye-catching Jägermeister livery, this remarkable 320 Group 5 is an icon from an often overlooked yet hugely memorable period of motorsport.

320 Group 5

One of five B11-series prototypes constructed, and one of only three configured in open form.• Delivered new to Level 5 Motorsports in HPD-powered, 2.8 litre V6 Turbo form in early 2011.• Driven to 1st in class, and 20th place overall, in the 2011 Sebring 12 Hours.• Driven to 3rd in class, and 10th place overall, in the 2011 6 hours of Imola.• Completely rebuilt, including full crack testing, by leading Historic race team BBM Sport.• Fitted with a period correct, zero-hour Judd HK V8 engine and freshly rebuilt Xtrac gearbox.• Ideally suited to Masters Endurance Legends and HSR events.• Offered for £365,000 GBP In mid-2010, the announcement of a new cost cap for LMP2 cars — taking effect from 2011 onwards — rocked existing chassis manufacturers such as Lola and ORECA; not least due to its timing, just seven months before the start of the new season. However, Lola in particular responded positively with its new B11-series car, which borrowed heavily from its illustrious triple Le Mans Class-winning cousin, the B5/40. Retaining the B5’s carbon-fibre monocoque chassis and employing conventional double wishbone suspension with push-rod actuation, the new Julian Sole-designed car would be available in either open or coupe form, and would accommodate no less than seven different makes of production-based engine in order to meet the new cost parameters. In total, five B11 chassis were constructed, of which three — two B11/83 coupes, and this open B11/43 — were sold to Wisconsin-based American Le Mans Series team Level 5 Motorsports. This particular chassis, HU04, made its race debut in Level 5’s hands at the 2011 Sebring 12 Hours; then the first round of the American Le Mans Series. Crewed by former ALMS LMP2 Champion Luis Diaz and IndyCar front runner — and subsequent IndyCar Champion and Indianapolis 500 winner — Ryan Hunter-Reay, the relationship started positively with a commanding LMP2 class win at the notoriously demanding Florida track. Although the LMP2 class mustered just four cars, the pair finished some ten laps ahead of the class pace-setting Oreca-Nissan of the Signatech team; the result providing a welcome boost to team confidence on their collective debut. Barely a month after Sebring, HU04 was entered in the second round of the Series in Long Beach, where it was to be driven by team boss Scott Tucker and Diaz. However, with just two LMP2 cars entered for the race — HU04 and Level 5’s second B11/83, chassis HU06 — neither opted to set a time in qualifying, thereby saving valuable competitive mileage on both cars. Given the paucity of opposition, HU04 was withdrawn after qualifying with Tucker moving over to the B11/83 for the race alongside team lead driver Christophe Bouchut. Bizarrely, HU06 retired from the race just after half distance, yet IMSA regulations dictated that Level 5 were still awarded the class win and 20 Championship points as a result. Following a break of almost three months, the team’s next outing was at Imola in July for the historic 6 Ore di Imola. First contested in 1954, the race formed the third round of the European-based Le Mans Series and, in a stark contrast to the ALMS, provided a healthy entry of no less than 13 LMP2 cars. Indeed, such was the competitiveness of the class in qualifying that the entire LMP2 contingent was covered by barely three seconds; HU04 finishing the session sixth in class — and 15th on the grid — in the hands of Bouchut, Tucker and highly experienced Portuguese Prototype specialist Joao Barbosa. In the race, both HU04 and its drivers performed magnificently, taking a well-deserved third in class — and tenth place overall — at the flag, behind the class-winning, Greaves Motorsport-entered Zytek and the Signatech Oreca. By mid-2011, Level 5 had committed to switching from Lola chassis to the rival HPD design, with two of the latter’s new ARX-01g chassis scheduled for delivery in time for the final two rounds of the ALMS. Consequently, the sixth round of the Championship at Road America would be the final time a Lola would appear in Level 5 colours. Once again, support for LMP2 in the ALMS was woefully lacking - with HU04 the only such car entered - but nevertheless Tucker, Bouchut and the returning Diaz lined up a fine fifth on the grid immediately behind the four LMP1 cars present. The four-hour race proved to be an uneventful if ultimately successful one for the team, HU04 performing faultlessly once again to finish just four laps down on the victorious Lola Aston-Martin DBR1-2 and secure a fine, if unchallenged, class win. Following the conclusion of the season at Road Atlanta and the 2011 Petit Le Mans, unsurprisingly Level 5 emerged victorious in the LMP2 standings, with Tucker and Bouchut crowned joint class Champions. Furthermore, Level 5 took the LMP2 team championship, with Lola having scored 75 of their 130 cumulative points for the season. In turn, HU04 had scored some 55 of those points by virtue of its class victories at Sebring and Road Atlanta. Significantly, this final ALMS crown - along with their concurrent success in the 2011 Le Mans Series - would prove to be Lola’s last major Championship successes prior to their bankruptcy in 2012. Retained by Level 5 Motorsports until its disbandment in 2017, HU04 was subsequently acquired by the present owner in who instructed renowned Historic Sports Prototype and GT team BBM Sport of Daventry, UK to carry out a comprehensive rebuild of the car. Given the complexity of its original HPD engine installation — and its availability exclusively on a leased basis — the car was converted to normally aspirated Judd HK V8 power at this juncture; its new BMW M3-based powerplant affording the twin benefits of being both a period Lola LMP2 engine option and eminently cost-effective. In addition to the new engine installation, BBM Sport crack tested all stressed components prior to reassembly, and replaced any significant “lifed” items such as the fuel cell, fire suppression system and seatbelts. Other items replaced in the interests of enhanced reliability include the ECUs, wiring loom, battery, bellhousing and exhausts, while the car was also fitted with new Ohlins dampers and a fully rebuilt Xtrac six-speed sequential gearbox with new pneumatic paddleshift mechanism. Presented in its original Level 5 livery, HU04 is ready for immediate - and exhilarating - track use and would be a highly competitive and relatively cost-effective entry into events such as those organised by the Transatlantic Masters organisation and HSR. Furthermore, its status as both a Sebring class winner and believed to be one of the last chassis manufactured by Lola - indeed, possibly their last open car - renders HU04 a car of tremendous historical significance, and one worthy of due consideration by any serious competition car collector.

B11/43

One of the finest British sports cars of the early 1950s, one of ten Targa Florio Mk1s produced• Ordered new by Briggs Cunningham and displayed by Frazer Nash at the 1952 Earls Court Motor Show• Entered by Cunningham into the 1953 12 Hours of Sebring• Raced by Briggs Cunningham, Charles Moran and John Gordon Bennett• Presented with its matching-numbers engine and original body• Fully restored by Nick Finburgh of Classic Autos• Recently raced at the Goodwood Revival and Members’ Meeting• Shown at the Concours of Elegance at Hampton Court, and toured on the Bassano Rally• Offered for £495,000 GBP The early 1950s was an extraordinary period of many small manufacturers producing wonderfully unique sports cars for the booming American and recovering European markets. These cars were often entirely hand-built which resulted in relatively high sale prices and subsequent low production numbers. Many were great designs and competitive but Jaguar’s XK120, offered at an extraordinarily low price, meant that these small companies sought other business opportunities by the late 1950s. One of these manufacturers was Frazer Nash, named after its founder Archibald Nash, which produced small-capacity chain-driven sports cars from the 1920s up to the Second World War, later under the care of the Aldington brothers. Prior to WWII, Frazer Nash had become the importer and assembler of RHD BMWs, cars which were hugely advanced for their time. War reparations saw BMW’s designs become owned by Bristol, who would go on to produce their own cars with these designs and provide slightly updated BMW engines to other manufacturers included Frazer Nash. In an agreement for engine supply, Frazer Nash would become part-owned by Bristol with Aldington brothers retaining a significant interest. Once Frazer Nash production ceased, the Aldington brothers continued Frazer Nash as AFN Ltd, the UK importers for Porsche, only selling the company to the German manufacturer in 1987. Frazer Nash was a company that continually punched far above its weight. During the pre-war period it had an outstanding rally record, whilst AFP Fane famously beat Raymond Mays’ ERA to the hill record at Shelsley Walsh. Post-war, Frazer Nashes claimed 3rd overall at the 1949 24 Hours of Le Mans, outright victory at both the 1951 Targa Florio and the inaugural running of the 12 Hours of Sebring in 1952. What was key for Frazer Nash was that it produced lightweight and agile cars, with relatively powerful 2.0-litre six-cylinder Bristol engines, all in a reliable package. The lightweight, small-capacity approach would become the mainstay of the British approach to motorsport, something that continues to this day. The first thing anyone who drives a competition-prepared Nash will notice is how well they handle, and this is a quality that helped win races in the mid-century and still delights drivers to this day. The Targa Florio model was aimed at being a slightly lower-cost model, with a similar parallel-tube chassis to the Le Mans Rep Mk II, clothed in a sporty closed-wheel body. The price difference ended up being minimal, but Targa Florios were available in Turismo (100 bhp) and Gran Sport (125 bhp) specifications. Despite the lower price, the Targa Florio was still double the price of a Jaguar XK120 Roadster and resulting demand meant that only 15 examples were built, 10 of which were the sportier Mk1s. Targa Florios were produced in two body styles, the earlier and more desirable is the "short tail" body with the unmistakeable Frazer Nash grille, while the later cars received longer bodies with an open nose, essentially a roofless Le Mans Coupe. As a testament to the Frazer Nash build quality and desirability, the vast majority of the 85 post-war cars still exist today. Spurred on by the Colliers, Briggs Cunningham’s love of motorsport became increasingly dominant in his life by the early 1950s. Being a proud American, his desire to put an American car on the top step of sports car racing saw him pour money into his B.S. Cunningham Company, which produced the monstrous C4-Rs. Not to hedge his bets on his project, Cunningham continued to buy the finest sports cars Europe had to offer. Having witnessed a Le Mans Rep win the 1952 12 Hours of Sebring, Cunningham placed an order for the Targa Florio offered, chassis number 412/200/175, during the summer of 1952. As a favor, Cunningham allowed the company to display his car at the 1952 Earls Court Motor Show. Photographs of the car were used for press road tests, but it is not known if it was used as a demonstrator. Delivered in Valentine San Remo Blue and Gran Turismo specification, it is clear this Targa Florio’s competition life was planned from the start as it was fitted from new with features such as a single-windscreen for the driver, bonnet louvres and a lightweight body. It is believed to be the lightest of the Targa Florios to leave the factory. After the show, the Targa Florio was shipped over to Cunningham preparer Alfred Momo in time for its first race, and the competition debut for the model. This Frazer Nash was entered for its first race with Briggs Cunningham competing in the 6 Hours of MacDill, but unknown circumstances meant that he drove his OSCA MT4 instead. Cunningham had high hopes for the 1953 12 Hours of Sebring. Fielding a team of three cars, he took a high-risk strategy for overall victory but gave himself a great chance of taking class honors. Instead of fielding a team of Hemi-engined Cunninghams, he fielded one C4-R, an OSCA MT4 and this Frazer Nash Targa Florio, all in different classes. For Cunningham, the race went superbly well, the C4-R took overall victory for John Fitch and Phil Walters, while the OSCA MT4 scored class victory in the hands of Cunningham and Bill Lloyd. The Targa Florio, in the hands of John Bennett and Charles Moran Jr, was on course for a potential class win until its wheel nuts worked loose due to the unrelenting bump surface of Sebring’s airfield. Bennett and Moran would repeat their partnership more successfully in a Cunningham C4-RK at the 1953 Le Mans race. After the Sebring race, the hubs were replaced so this Targa Florio changed from running on steel wheels to wires, and to accommodate the larger wheels, the wheel arches were very subtly flared out, creating a sportier appearance. Charles Moran Jr was a major figure in the US motor racing world. As the first American to race in the 24 Hours of Le Mans, he then went on to race in the Indianapolis 500. Moran was a great friend of Cunningham and became an integral member of his team, often driving C4-Rs in major races. Moran would go on to lead the SCCA, represent America at the FIA and set up ACCUS. He would go on to buy several race cars off Cunningham, including this Frazer Nash. Reunited with this Frazer Nash in 1954, Moran put it to good use at the SCCA races at Westover, finishing 7th in the big-engine race behind a Ferrari 375 MM, a 225 S and some Jaguars. Moran would run his Targa Florio in SCCA races at Cumberland and Montgomery through to 1956, but its most important race appearance in his ownership would be the 1954 Watkins Glen GP where this Frazer Nash was on the grid with the finest sports cars in America: Cunningham C4-Rs, Ferrari 375 MMs, 375 Mexico, 250 MM, 225 S, Jaguar C-type and a Maserati A6GCS. The competition was tough, but this Targa Florio finished in 16th. Following Moran’s death in 1970, his collection was split up and it is believed that this Frazer Nash passed to the hands of Vernon Pradon before being bought by Ed Osborn in 1980. By 1986, respected Frazer Nash authority and restorer, Bill Roberts, had purchased this historic Targa Florio and brought it back to the UK. Roberts proceeded to restore this Targa Florio before selling it to David Hargreaves in 1995, who would go on to keep it for many years. Eventually it was sold to famed racer, entrant and Jaguar-preparer John Coombs who carried out another restoration, painting it in British Racing Green, with matching green interior. Coombs also commissioned a full rebuild of its original BS1 engine. It is known that Coombs used this Targa Florio as one of his favored road cars in the final two years of his life, particularly for journeys to Goodwood. Sadly, he passed away in 2013 and it was sold as part of his estate. In 2015, it was sold to Guy Harman who commissioned Nick Finburgh of Classic Autos to carry out a full restoration to bring this wonderful Targa Florio back to its period specification. No expense was spared in returning this Nash to its correct Valentine San Remo Blue (discovered in the fuel filler neck) with a single-windscreen and subtly flared wheel-arches. Since the restoration, this Targa Florio has competed in the Freddie March Memorial Trophy at the Goodwood Revival, one of the most popular races due to the quality of the grid. Other events include the Goodwood 77th Members’ Meeting, La Leggenda Di Bassano 2019 and the 2019 Concours of Elegance at Hampton Court. Most recently this Frazer Nash has had its original matching-numbers engine reinstalled and dyno tested. Very few Frazer Nashes formed part of such a famous team as Cunningham's, let alone competed in one of the major sports car races of the period. This highly original Targa Florio is presented with its original chassis, engine and body, and would make the perfect tool for some of the finest events in the world from the Monaco Historique Grand Prix and Le Mans Classic to the Copperstate 1000.

Targa Florio

Fitted with a Flaminia Supersport high geared close ratio transaxle and a Supersport 2.8-litre tuned engine prepared by renowned specialists Jim Stokes Workshops• Rare original competition-spec, triple carburettor 2.5-litre 150 bhp engine and transaxle included in the sale• One of 99 highly desirable examples of the “Pre-Series” Flaminia Sport bodied by Zagato• Characterised by details including covered headlights, double-bubble roof line, Perspex side and rear windows, competition seats and flush fitting pop-out door handles• History file includes invoices for workshop repairs, period chronologico paperwork and dyno print-out for the 2.8 litre engine• A timeless Lancia design and stunning colour combination that embodies the best of 1950s Italian sports car craftmanship with enhanced performance• Offered for €560,000 EUR In true Lancia tradition, the Flaminia took its name from the eponymous “Via Flaminia” Roman road that stretches between Rome and the Adriatic coast. At the time of its unveiling at the Turin Auto Show in 1957, the Flaminia epitomised a suave and sophisticated 1950s Italy—not only in its name, but also in appearance, with sporting models bodied by Zagato and by Touring, both of Milan. The Flaminia Zagato Sport shared the same shortened wheelbase as its Touring GT sister model, but the youthful Ercole Spada, chief designer at Zagato, used luscious flowing lines contrasted against a sleek coupé profile for all the attributes of the finest sports cars of the era. While the “Double Bubble” roofline characterises the Flaminia Sport’s distinctive shape, its doors feature pop-out handles, and the curvaceous body includes a low, functional air scoop on the bonnet. The appealing features and sporting credentials of the model are matched by its impressive performance figures. A mere 526 examples of the Flaminia Sport and Super Sport were built between 1959 and 1967. The earliest “Pre-Series” examples wore covered headlights, but soon into the build cycle, covered headlights were outlawed in Italy, and so only 99 of these cars were made, making them highly sought after by enthusiasts today. Nearly all of these 99 cars were fitted with a single Solex carburettor which gave 119 bhp from the 2.5-litre engine (designated 823.00.XXX), but only 5 cars, of which this is one, were fitted by Lancia by special request with a 150 bhp triple Weber engine designated 823.11.XXX – in this case engine number 823.11.1095 which is included in the sale. By 1962, coinciding with the disappearance of the covered headlights, the single Solex engine was replaced by the factory with a triple Weber engine designation 823.10.XXX giving 140 bhp from a less radical state of tune than the competition 823.11 engine. This early example, fitted with Perspex side and rear windows and competition seats, as well as the special competition engine, was first registered in Varese in early 1960. The Flaminia’s Estratto Chronologico shows that it was delivered to Maria Dell’ Acqua of Casciago. Importantly, the car is also listed in John de Boer’s Italian Car Registry. Subsequent ownership sees the car pass through Frosione and Rome, with the last stamp in its Estratto showing it located in Rome in 1988. The Flamina resurfaced in Florence in 2005 and was subsequently restored in its native Italy. Later emigrating to Germany, it was awarded a FIVA Identity Card in 2009—prior to first being registered in the U.K. in November 2010, having then been acquired by the consigning owner, a true enthusiast with wonderful taste in automobiles. Looking to enhance the car’s overall driving experience, the current owner decided to make several performance enhancements, using only period-correct original Flaminia components. He acquired a complete 2.8-litre Flaminia Supersport engine, boasting the larger 40 mm carburettors and a Supersport transaxle (fitted with the later close ratios and tall final drive) from Omicron Classico of Mulbarton, Norwich. After enjoying the car for a while in this configuration, he had the engine further improved by the highly respected Jim Stokes Workshops of Waterlooville, Hampshire. This work brought output to 180 bhp and 191 ft/lbs of torque, with an almost flat torque curve from 2,500 to 5,000 rpm. Importantly, the complete and original 2.5-litre 3C competition engine and transaxle are included in the sale, as well as numerous invoices chronicling this work.With long-distance rallies in mind, an extra 15-litre fuel tank and twin Facit electric fuel pumps were fitted. Over the course of the last decade, the current owner and his wife have used and enjoyed the car on rallies around the world, ranging from Chile and Argentina to Scotland, France, Switzerland, and the Flaminia’s native Italy. On those tours, they have found the car to be completely reliable, docile, and well-mannered to drive. To give further context to the car’s performance, in his 1961 road test of a factory experimental Lancia 3C 2.5-litre Flaminia Zagato, Bernard Cahier found that its acceleration times were nearly equal with those of an Aston Martin DB4 and Ferrari 250 GT, stating that “the Lancia's outstanding road handling, plus terrific torque down low, would make these cars work very hard indeed to keep up with it”. With this car boasting an improved 2.8-litre engine with much more power and torque than was available in period, the performance is even more impressive than that of the car Cahier tested.Finished in an attractive shade of blue, this Lancia’s light grey leather interior trim is complemented by features such as lightweight-style racing seats, Perspex side and rear windows, delicate aluminium door handles and a trap door to the rear luggage compartment to accommodate the full length of the sporting owner’s skis! With such inviting visual appeal, connoisseurs of Italian cars of this era regard the Flaminia Sport as one of the most enticing sports cars available. Considering this particular car’s further mechanical upgrades thoughtfully outfitted by its current custodian, this Flaminia would be a true joy to drive and offers the perfect combination of looks, performance, and Italian sophistication.

Flaminia Sport By Zagato

Winner of the 1991 Canadian Grand Prix, Nelson Piquet’s last career win<ul><li>Raced by two multiple World Champions: Nelson Piquet and Michael Schumacher</li><li>Recently restored with historic racing use in mind</li><li>Amongst the last manual-transmission equipped Formula 1 cars</li></ul>Please note that this lot is sold on a Bill of Sale. Coming off the back of a third place finishin the the Constructors’ Chapionship in the 1990 Formula 1 World Championship, Benetton had its sights yet again set on an ever-elusive Driver’s or Constructor’s World Championship, and the team was hoping that their new B191 would be the car to take them there. This new car was constructed around a complex new carbon fibre monocoque chassis boasting a 3.5-litre Ford HB V-8 engine at its heart, producing 730 bhp at 13,800 rpm. Even though the car was designed with an active suspension and a semi-automatic gearbox, it competed throughout the 1991 season with a six-speed manual gearbox and conventional suspension, and it would be amongst the last Formula 1 cars to use this setup. With completion of the B191 having fallen behind schedule, the model itself didn’t compete until the third race in the 1991 Formula 1 World Championship, the San Marino Grand Prix. Offered here is chassis number B-191-02, the second chassis constructed for the season, which was assigned to Nelson Piquet at San Marino. Piquet qualified fourtheen but as the forecast for dry weather quickly turned wet while the cars lined up on the grid. The race would be short for both him and B-191-02 as a slide off the track during the second lap resulted in a DNF. The next race on the calendar was the Monaco Grand Prix. Piquet would be assigned B-191-02 again for the weekend. Starting from a promising fourth on the grid, when the lights went out Piquet received a shove from immedialy behind by Gerhard Berger’s McLaren. It was clear to the Brazillian that the car was not as it should be and he brought it to a stop on an escape road roughly thirty seconds into the race. Further investigations found that the impact broke a rear suspension link. Luck would be on Piquet’s side for the next round of the World Championship at the Canadian Grand Prix. While Piquet started from eight on the grid, Nigel Mansell got away to a blinding start from second and quickly established a firm lead not far off his Williams’ teammate, Riccardo Patrese. As the race went on, Piquet closed the gap while Patrese encountered gearbox problems, dropping him down to third with Piquet in second place on the last lap. By this point, Mansell had thought victory was his for the taking with a lead of 47 seconds on Piquet. His celebrations started on the last lap, waving to the crowds around the circuit. What happened next is not entirely certain, but while waving to the crowd, Mansell’s revs dropped dramatically and the engine cut out. What once seemed as certain victory resulted in a classified sixth place finish, resulting in Piquet crossing the line first! A shocking result for both Piquet and Benetton considering Mansell’s lead, yet a celebrated victory nonetheless. This would be Piquet’s 23rd and final win in Formula 1. Following the win in Canada, B-191-02 would be campaigned for the next four grands prix in Mexico, France, the U.K. and Germany respectively, resulting in a pair of DNFs in the Mexican and German grands prix, with Piquet finishing eighth and fifth at the Frnech and British grands prix. Brought out of service for two months while slightly newer B191 chassis’ were used, B-191-02 would return to the track in September at the Spanish Grand Prix with a new driver behind the wheel: Michael Schumacher. Nineteen ninety-one was Schumacher’s first year of compeing in Formula 1 and the young German debueted at the Belgian Grand Prix with Jordan. However, by the next race, Schumacher had signed a deal with Benetton (to the great displeasure of Jordan). Qualifying fifth in Spain, Schumacher had passed Mansell within the first lap and was closing on Senna by lap two only for Mansell to pass him back. Despite a spin while trying to pass Gerhard Berger, Schumacher managed an impressive race considering his inexperience in Formula 1 and finished sixth. The cars two final races at the Japanese and Ausralian Grand Prix, both with Schumacher, resulted in DNFs. In 1991, Benetton would finish fourth in the Constructor’s Championship, with Nelson Piquet’s win in Canada as the team’s only victory of the season. Even with only a handful of races under his belt, it was clear that the young rookie Michael Schumacher had a very promising career ahead of him. Within this season, B-191-02 is a fascinating overlap between these two drivers, seeing Piquet’s last win in Formula 1, and some of Michael Schumacher’s first races, both multiple Formula 1 World Champions and icons of the sport. Following the conclusion of its Formula 1 career, B-191-02 was put on display as a museum exhibit. In 2016, the Formula 1 specialists at LRS Formula overhauled the engine and gearbox, and the car has been driven just one hour since. A minor mechanical refreshing would be advised before the car is used on the track. It is presented in its original specification, with the exception of updated safety features to confirm with current FIA historic racing guidelines. Restored with future historic racing use in mind, The B191 is a popular model as it is not as mechanically complex as some of its rivals in-period, and therefore can be enjoyed and maintained with limited ease. Boasting race entries with two legendary drivers and one win to its name, this would be an excellent acquisition for someone with a keen eye for history and driving enjoyment.

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