Vehicles

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 

Mercedes-Benz

<ul><li>Believed to be one of just four prototype G 55 AMGs converted to right-hand-drive by AMG</li><li>Stunning Goldophin Blue paintwork over Mystic Blue designo leather interior</li><li>Commissioned by a significant member of the royal family of Dubai, specifically for use in the U.K.</li><li>Retained by the original owner until 2024</li><li>Showing just 143 miles from new</li><li>£100,000 GBP | Asking</li></ul> Mercedes-Benz took a hiatus from officially selling the iconic G-Wagen from 2004 to 2010, and at the time a G 55 wasn’t built in RHD by the factory, but converted by AMG after completion. Although a right hand drive G 55 was seemingly off the menu for the vast majority of paying customers for a six year period, this didn’t mean that both Mercedes-Benz and AMG wouldn’t bend the rules for a VIP client. And such is the case with this very car. This G 55 AMG is said to be one of four prototypes G 55s converted to RHD, paving the way for factory-built RHD cars in the years to follow. Built especially a significant member of the royal family of Dubai in a fantastic, one-off specification, it is presented today in virtually as-new condition, showing just 143 miles from new. Perhaps the car’s most striking feature is its distinctive paintwork: Godolphin Blue. Standing out from the typical G-Wagen colours of black, silver, or white, this bespoke shade—reserved exclusively for use by Dubai royalty—was selected to match to the blue silks worn by the renowned Team Godolphin—the world’s largest horse racing outfit named in honour of the Godolphin Arabian, one of three stallions that founded the modern thoroughbred. The exterior is capped off by a stainless-steel spare wheel cover, 18-inch AMG Sport wheels, and high-grade steel lower body protection. The theme carries through to the inside and the car is trimmed in Mystic Blue designo leather, which beautifully contrasts the exterior colour. This is offset by blue stitching, poplar wood trim, and velour floor mats embroidered with Mystic Blue “///AMG” logos. The impressive list of equipment includes heated, multi-contoured seats, an electric sunroof, Siemens mobile phone, TV tuner, and ultrasonic parking sensors in the rear bumper. Retained by the original owner until 2024, the car is offered with just 143 miles on the odometer. Although the car was last serviced in the car of its original owner in September 2024, it is recommended that the car be fully inspected by an authorized Mercedes-Benz main dealer or reputable specialist prior to regular use on the road. This represents a truly remarkable opportunity to purchase an as-new twenty-year old G-Wagen, one with royal provenance and prototype history, and as such it would surely stand out from the crowd wherever it goes.

G 55 AMG

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>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

Ferrari

<ul><li>Single ownership and less than 850 miles from new.</li><li>Built to Hong Kong specifications, road registered, and kept in the UK since PDI.</li><li>Atelier specification featuring Rosso Corsa paintwork with Blu Scozia extended racing livery with matte blue exterior carbon fibre.</li><li>Numerous optional extras including suspension lift and parking camera.</li><li>Regularly serviced by H.R. Owen Ferrari, last service in December 2024.</li><li>Asking £409,995 GBP.</li></ul> Configured by the car’s current and original owner at the factory, this 488 Pista Spider boasts a striking colour combination of Ferrari’s traditional Rosso Corsa paintwork alongside a Blu Scozia racing livery. As one would expect for any Ferrari of this era, the car boasts a host of special options and optional extras. Perhaps the most notable options are Pista Spider’s external carbon fibre options (front air vents, door sills, and front flaps), all finished in matte blue carbon fibre. This theme is continued to the interior, trimmed in Blu Medio Alcantara alongside contrasting black seat inserts with cavallinos stitched on the headrests in Cuoio Sella, and black carbon fibre trim. Further to this, the car is equipped with a number of important options, including the Adaptive Frontlight System, suspension lifter, black tailpipe tips, heat-insulating windscreen, the high-emotion low-emission system, parking camera, 20” forged dark painted wheels, and carbon fibre racing seats (size medium). As a resident of both Hong Kong and the United Kingdom, the allocation for this 488 Pista Spider was awarded by the owner’s dealer, Blackbird Concessionaires in Hong Kong. Immediately following PDI and delivery of the car in Hong Kong, it was shipped to his home in the United Kingdom, where it has remained ever since. Since delivery, the car has always been maintained by H.R. Owen Ferrari in London, with its last service having been carried out in December of 2024. With factory customization all the rage by the time of the 488 Pista Spider’s introduction, it makes perfect sense that Ferrari’s top clients were beginning to push the boundaries of how their new car could be personalized, with all seeking to make their new cars truly unique. Offered here is one such car. In addition to its striking colour combination and single-owner status, it has been driven just 808 miles from new at the time of cataloguing, making for an altogether fabulous offering.

488 Pista Spider

<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.

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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