Vehicles

<ul><li>Retained for Italian press use when new and featured in&nbsp;Quattroruote&nbsp;magazine in 1984.</li><li>Recent mechanical servicing carried out by Thomas Mark’s Specialist Cars.</li><li>One of just 200 examples built for Group B homologation.</li><li>£265,000 GBP | Asking.</li></ul> By 1986, Peugeot’s formidable 205 Turbo 16 had emerged as the car to beat in the World Rally Championship, despite firm competition posed by Audi and Lancia. In just three years, the charismatic 205 Turbo 16 had fittingly taken sixteen WRC wins from 26 starts and consecutive Drivers’ and Manufacturers’ titles; its progress only halted by the enforced abandonment of Group B regulations at the end of 1986. Peugeot took advantage of the technical freedom and comparatively modest homologation requirements of Group B to produce 200 road-legal 205 Turbo 16s. Bearing only a passing resemblance to the production 205, the Turbo 16 was a masterpiece of packaging; its rear-mounted, 1.8-liter turbocharged engine operating in conjunction with a complex viscous-coupled four-wheel drive system beneath a hinged, racing-style rear clamshell. At approximately 200 horsepower, the Turbo 16’s output was barely half that of its competition counterpart, yet 60 mph was still achieved in under seven seconds en route to a top speed of 132 mph. Designated for press use by Peugeot in Italy in the autumn of 1984, this 205 Turbo 16 was subsequently featured in Italy’s most celebrated automotive magazine,&nbsp;Quattroruote&nbsp;(November 1984, pages 256-265). Former Formula 1 driver Ivan Capelli was sent on their behalf to drive the car as intended, and the extraordinary photographs in the article show the car being used as intended. Documents on file from the Automobile Club d’Italia confirm it was this very car bearing the registration number MI 64806W shown in the pages of&nbsp;Quattroruote. Whilst the succeeding years of the car’s history within Italy are not known, in 2015, the car received a major service by R3-Rally Racing Rent of Vezano Sul Crostolo in Reggio Emilia, which included fitting new shock absorbers, brakes, and brake servo. Imported into the UK in 2016, a further gearbox rebuild was carried out by Lyle Armstrong the following year. The car was acquired by the current owner in 2017. Although remaining largely in static storage, the car was driven regularly to ensure it always remained in running order, with MoTs on file from 2015 to 2019 and 2021, as well as the most recent being undertaken in March of 2026. Earlier in the year, the car was entrusted to Thomas Marks Specialist Cars for a mechanical recommissioning. This work totaled to just over £14,500 and the invoices are available in the car’s history file. At the time of cataloging, the odometer it showing just over 12,500 km from new, which is believed to be original. Truly one of the most fascinating homologation specials to come out of Group B racing, the 205 Turbo 16 is arguably the most exciting and sought after Peugeot of its era, a true wolf in sheep’s clothing that begs to be driven as its manufacturers intended. This example’s appearance in&nbsp;Quattroruote&nbsp;certainly makes it stand out from the rest and thanks to its recent recommissioning, it is ready for its next adventure.

205 Turbo 16

Mercedes-Benz

<ul><li>Retained by Mercedes-Benz France for press use and kept in their collection for fifteen years.</li><li>Featured in articles in&nbsp;Auto Hebdo&nbsp;and&nbsp;Echappement&nbsp;when new, as well as&nbsp;Option Auto&nbsp;in 2002.</li><li>Recently driven 500 km by a member of the RM Sotheby’s Private Sales team.</li><li>Just 47,500 km from new.</li><li>Legendary homologation special; paved the way for Mercedes-Benz to claim two DTM Constructors’ titles.</li><li>£275,000 GBP | Asking</li></ul> Considered by many to be the quintessential homologation special, Mercedes-Benz’s 190 E 2.5-16 Evolution II sits at the top of the totem pole of the W201 family of Mercedes-Benzes. While there were numerous changes under the skin from the Evolution I that preceded it, it was the bodywork of the ‘Evo II’ that got all of the attention thanks to the towering rear wing, imposing flared arches, and aggressive front splitter, bringing DTM looks and performance to the street. That being said, the mechanical changes were certainly nothing to scoff at. The Evo II’s engine was co-developed between Cosworth and Mercedes-Benz, boasting an increased displacement of 2.5-litres with four valves per cylinder bringing power to 235 bhp alongside a 7,800 rpm redline. Power was managed through a Getrag five-speed dogleg gearbox. Those wide arches housed a stiffer adjustable suspension with larger brakes, better tyres, as well as uprated anti-roll bars, firmer bushings, stiffer dampers, and a limited-slip differential. Bearing serial number 004 as shown on the gear shifter, this Evo II was delivered new to Mercedes-Benz France where it was retained for press use in 1990 and 1991. During this time, it appeared in articles in both&nbsp;Auto Hebdo&nbsp;(April 1991, pages 42-49) and&nbsp;Echappement&nbsp;(August 1990, pages 24-29) magazines. A photocopy of the original French registration remains on file, showing the car’s original French registration number of 7343 WG 78, which can be clearly seen on the car in both of the aforementioned articles. More than a decade after the car leaving the factory, the car was again featured in a comparison test in&nbsp;Option Auto&nbsp;magazine (June 2002, pages 98-106), comparing the then-new W203-generation C32 AMG with the Evo II. Amazingly, rather than being sold after its press use in period concluded, this Evo II was retained by Mercedes-Benz France, and numerous invoices are on file made out to Daimler Chrysler France, attesting that the car routine looked after and looked after in their care. The Evo II was finally sold from Mercedes-Benz France’s care in 2005, some 15 years after the car had been first registered to their name, with the car’s first private owner become Mr. Theirry Gobin of St Georges de Didonne a town in the region of Nouvelle-Aquitaine on the coast in Southwestern France. At this point the car was reregistered 7575 YC 17 and had been driven some 29,000 km as of the spring of 2005. He would go on to own the car until December 2012, at which point the car was exported to Luxembourg. Acquired by the current owner in 2017, the car was imported from Luxembourg to the UK that same year. Although remaining largely in static storage, the car was driven regularly to ensure it always remained in running order, with MoTs on file from 2017 to 2023, as well as the most recent being undertaken in March of 2026. All of this is chronicled in the car’s history file, which also includes numerous services invoices from the car’s ownership Theirry Gobin in addition to Mercedes-Benz France. Most recently, the car received an oil change and a brake fluid flush in March of 2026. Following that, the car was driven by a member of the RM Sotheby’s Private Sales team from Newcastle down to London. When asked about the drive, he commented: “This was my first experience of driving a 190 E 2.5-16 Evolution II or any Mercedes-Benz of this era. Having had the pleasure of driving a few CLK DTM AMGs, I was expecting a similar experience: a car that was stiff, unforgiving, and very much a race car for the road. This couldn’t have been further from the truth. I found the Evo II to be comfortable, spacious, and very easy to drive over long distances. The car’s race-bred personality comes alive when pushed, and it remains quick even by today’s lofty standards of performance. I could see no problems in daily driving an Evo II as it is a car that is as easy to drive as it is exciting to behold. I’m pleased to say this particular example didn’t miss a beat on our 500 km journey, happily devouring motorway miles with the A/C blowing cold on a warm spring day.” With only 502 Evo IIs examples built to homologate the model, this example stands out from the pack due to its fascinating early history, appearing in a trio of French magazine articles across Mercedes-Benz France’s 15 years of ownership. Showing just 47,500 km from new at the conclusion of its recent Newcastle to London road trip, it remains ready to be used and enjoyed.

190 E 2.5-16 Evolution II

Ferrari

<ul><li>Built to N-GT specifications by Michelotto in 2002.</li><li>Two podium finishes in the 2002 British GT Championship.</li><li>One of three 360 N-GTs developed and run by Team Veloqx and sponsored in period by Ferrari U.K.</li><li>One of 17 360 N-GTs built by Michelotto.</li><li>Equipped with the Hewland NLT sequential transaxle as raced in period.</li><li>Eligible for numerous historic racing series and events, including Ferrari’s Club Competizioni GT and Le Mans Classic.</li><li>£445,000 GBP | Asking</li></ul> Starting life as a 360 Challenge, Michelotto’s 360 N-GT was born of a desire to return Ferrari to the FIA GT Championship. Using the 360 Challenge as its basis, the N-GT received a number of modifications to make it more competitive in the competitive FIA GT field. The engine, initially producing 430 bhp in 360 Challenge specification, was modified with revised engine electronics, more aggressive exhaust, and mated to a sequential gearbox fitted with lightened and closer ratios to manage the additional power. Power was increased by 15 bhp, even with the required 30.8 mm air restrictors in place. With the restrictors removed, the 360 N-GT could produce 540 bhp, a world’s away from the 400 bhp of the ‘standard’ 360 Modena! In addition to this, thanks to gaining polycarbonate windows, a lighter windshield, carbon fibre body panels, and despite having a large rear wing and front splitter fitted, the 360 N-GT weighed some 90 kg less than the 360 Challenge, tipping the scales at approximately 1,100 kg. In 360 Challenge guise, this car, chassis number 118533 was shipped new to the U.K. and used only once in the Ferrari Challenge West, driven at the Spa Ferrari Days in April of 2000 by Robert Shaw, racing for Ferrari U.K. The following year, it was sold to Prancing Horse Racing Team based in Melbourne, Australia, with the intention of converting it to 360 N-GT specifications. As such, chassis number 118533 was shipped to Michelotto in late 2001 to begin its conversion to 360 N-GT specifications, with work being completed in February 2002 and this car becoming the eleventh conversion of just 17 built, bearing serial number 011 M. Immediately put on a plane bound for Melbourne following completion, the car was quickly pushed into testing at Calder raceway prior to its first race meeting: a support race for the 2002 Australian Grand Prix. Its second and final race down under would be the Clipsal 500 Nations Cup Meeting on March 3, 2002 at the Adelaide Parklands Circuit. Following qualifying on pole and posting a new lap record of 1:25.79, John Bowe managed to finish second place in race 1 and race 3 and took victory in race 2. Shortly thereafter, the 360 N-GT was purchased from Prancing Horse Racing by Veloqx Motorsport and flown to its new home in the U.K., destined to compete in the burgeoning British GT Championship and European FIA GT events. It was said that this was one of three 360 N-GTs acquired and by Team Veloqx in period. During its time with Team Veloqx, this and its sister cars were effectively developed into what became the 360 GTC by virtue of the installation of the Hewland NLT six-speed sequential transaxle, and the car remains equipped as such today. Keeping in close contact with Michelotto, this change would be adopted by Michelotto and the Hewland NLT gearboxes were offered as standard on the 360 N-GTs replacement, the 360 GT. Flown from Australia to the UK, 011 M in time to compete in the first round of the British GT championship at Brand’s Hatch in the spring of 2002, the driver pairing of Calum Lockie and Jamie Davies finished third in class and fourth overall, with the following round at Donington producing an identical class result and seventh overall. One notable, non-competitive appearance for the car would come at the Ferrari Festival in Brands Hatch in August, where the car appeared on track alongside its sister cars from Veloqx for some demonstration laps with none other than the then Ferrari F1 Technical Director, Ross Brawn. 011 M would appear once more in British GT that season with Lockie and Davies behind the wheel at Oulton Park, the ninth round of the championship, but there the car unfortunately failed to finish. Its final event for 2002 would be the ninth round of the FIA GT Championship at Donington Park, this time being driven by Tim Sugden and Andrew Kirkaldy, again resulting in another DNF. For 2003, the 360 N-GT would remain with Veloqx Motorsport and would see testing at Jerez, Vallelunga, Misano, Monza, Barcelona, Snetterton, and Spa Francorchamps. Its second foray into the FIA GT championship would come at Donington Park in June, finishing 15th overall and 6th in class, driven by Andrew Kirkaldy and Guy Smith. The car would return to British GT for the eight round of the championship at Thruxton that same August. Andrew Kirkaldy would again take the wheel, this time with Tim Mullen driving alongside. There, the car placed 2nd overall, finishing just two seconds behind the Mosler MT900R of Balfe Motorsport. Following the end of the car’s racing career, it would return to Melbourne, having been purchased by a local private collector. With him, the car would only be used in a handful of demonstration and exhibition events as well as the occasional private track day. Self-regarded as a perfectionist, he also commissioned a complete repaint to an extremely high standard that replicated the precise details including the complex airbrushing to the livery. Approximately ten years ago, the 360 N-GT was acquired by the current owner who repatriated the car to the U.K., where it remains today, again having only been used sparingly in non-competitive track days. Now twenty-five years following this particular car’s conversion by Michelotto, the 360 N-GT as a model remains highly eligible for a number of historic racing events and series around the world. Most notably, the car is eligible or Ferrari’s highly desirable Club Competizioni GT events, organized by Corse Clienti and run at tracks around the world alongside some of the marque’s most desirable racing cars. In addition to this, the car remains eligible for Peter Auto’s Endurance Racing Legends series (which includes Le Mans Classic), Masters Endurance Legends, and the Historic Sportscar Racing Mission GT Challenge in the U.S. Presented today in its 2003 Veloqx livery, the 360 N-GT remains in good running order with strong leak down and compression test figures, both of which were recently undertaken during a technical inspection by Pursuit Racing. These remain on file alongside a quotation for the car to be made race ready akin to current regulations. The car is also accompanied by a set of spares including two spare wheels, and a list of these spares compiled by Pursuit Racing can be found in the history file. The 360 N-GT marks a fascinating point in Ferrari’s GT racing history as it was at this time that Ferrari returned to the GT grid after a long absence and instantly took the fight to their archrivals Porsche. This is a car that can easily be driven on track, looks stunning and is accompanied by one of the finest soundtracks of the era.

360 N-GT 

Audi

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

R8 LMS GT3 

Porsche

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

911 Carrera RS 2.7 Touring 

Aston Martin

<ul><li>Offered from over 32 years of single enthusiast ownership; known UK history from new.</li><li>Recently restored in 2017-2018 and refinished in Aston Martin Almond Green.</li><li>Fascinating history file, including factory build sheet, original UK logbook, and correspondence dating to 1972.</li><li>One of 45 examples of the coveted DB4 Vantage SS saloon, and 31 RHD Vantage specification examples.</li><li>Retains its original Vantage SS engine, uprated to 4.2-litre displacement and 285 horsepower, and a Laycock overdrive.</li><li>£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

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

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