Ex-Rob Walker and Prince Bira Works Delahaye 135 S car boasting Le Mans history
Henry Poole & Co are the founding fathers of the bespoke tailoring trade on Savile Row and the creators of the Dinner Jacket.
The company produces clothes that combine elegance, comfort and longevity in a process that involves three fittings and over 60 hours of fine craftmanship.
Measured, cut, fitted, sewn and finished entirely by hand, every suit is made in the workshops below No 15 & No 16 Savile Row.
The firm has long recognised the importance of an international clientele and regularly sends its directors and cutters to meet clients in locations amongst the East & West Coast of the US aswell as Japan & Europe.
Contact Details
Tel 0207 734 5985
Email office@henrypoole.com
Website www.henrypoole.com
David Gandy wears Henry Poole bespoke in our house exclusive fabric ‘The Henry Poole House Check’ in a 11oz worsted tweed.
We are proud to announce that we have recently introduced a lightweight version, woven in an 8 oz wool, linen, and silk. Perfect for summer jacketing.
DESIGNED FOR LIFE
St George are committed to creating exciting places where people love to live, work and relax. Their portfolio stretches from colourful and vibrant Camden Town to the sophisticated streets of Chelsea, the green boroughs of Wandsworth to the iconic and historic City of London.
St George strive to deliver sustainable new developments across some of London’s most desirable locations. The homes, whatever your requirements, are available to explore today.
VIEW THE PORTFOLIO
www.stgeorgeplc.com
Dear ladies and gentlemen
ON BEHALF OF A. LANGE & SÖHNE, I WOULD LIKE TO welcome you to this year’s Concours of Elegance.
Both exquisite cars and our timepieces represent technical ingenuity, sophisticated elegance and the quest for perfection.
The automotive and horological worlds are part of a cultural heritage that must be preserved for future generations, and so the commitment shown by the participants merits special recognition. I am therefore delighted to present the Best of Show, Thirty Under 30 and decade category awards to express our acknowledgement of the countless hours invested in the preservation of the automotive masterpieces.
The passion for classic cars requires a considerable investment of time and dedication ‒ which mirrors how our watches are being crafted. I would like to invite you to discover our watchmaking artistry and to experience an exclusive selection of A. Lange & Söhne timepieces at our booth.
This year we are placing a special focus on our chronographs,
which not only symbolise the historic link between motorsport and timekeeping but are also connected to a special anniversary. 25 years ago, we presented the DATOGRAPH, a true achievement by our watchmakers and the first in a series of 13 trailblazing A. Lange & Söhne watches with a chronograph function.
To mark this anniversary, we are presenting a timepiece that has been crafted especially for this year’s Concours of Elegance: the DATOGRAPH UP/DOWN ‘Hampton Court Edition’. It will be auctioned off by Phillips in Association with Bacs & Russo in Geneva in November with the auction proceeds going to The Prince’s Trust.
I look forward to sharing a celebration of mechanical masterpieces together and wish you an enjoyable time.
Wilhelm Schmid CEO, A. LANGE & SÖHNE
A Royal welcome
AS PATRON OF THE CONCOURS OF ELEGANCE, I AM DELIGHTED TO welcome you all to the event this year. Our curators and Steering Committee have been working very hard to make sure that we have one of the best line-ups of cars we have ever experienced. Some of the finest automobiles will grace the grounds of Hampton Court Palace.
The Concours would not be possible if our car owners did not commit to bringing their magnificent vehicles to the event and allow us the privilege of viewing them.
I would finally like to thank all of our event sponsors for making this concours possible – particularly our friends at A. Lange & Söhne. I do hope that you enjoy your visit.
HRH
Prince Michael of Kent GCVO KStJ PATRON, CONCOURS OF ELEGANCE
The Concours of Elegance is organised by
Thorough Events Ltd, Thomas House, 84 Eccleston Square, London SW1V 1LP +44 (0)20 3142 8542
Castle Cottage, 25 High Street, Titchmarsh, Northants NN14 3DF www.hothousemedia.co.uk
Managing director Geoff Love
Editorial director David Lillywhite
Advertising Sue Farrow, Rob Schulp
Art director Peter Allen
Art editor Debbie Nolan
Editor Wayne Batty
Managing editor Sarah Bradley
Contributor Nathan Chadwick
Cover illustration Hsiao-Ron Cheng
Printed by The Manson Group
Thanks to...
Masters of ceremonies Richard Charlesworth, Peter Wallman
Curators Vanessa Marçais, Flavien Marçais
Thorough Events James Brooks-Ward, Andrew Evans, Christina Brooks-Ward, Iain Campbell, Alice Young, Alice Gorst, Laura Chambers, Archie Leon, Dominic Temple
Influence PR Luke Madden, Henry Peters, John Cooke, Sam Petters
Tim Scott at Fluid Images, Harry Henry
Great care has been taken throughout this programme to be accurate, but the publisher cannot accept any responsibility for any errors or omissions that might occur.
The editors and publishers of this programme give no warranties, guarantees or assurances, and make no representations regarding any goods or services advertised in this edition.
His Royal Highness Prince Michael of Kent GCVO, KStJ
VICE-PATRON
Vice Admiral Sir Tony Johnstone-Burt KCVO, CB, OBE, DL
Master of the Household
CONCOURS STEERING COMMITTEE
Richard Charlesworth MVO, Chairman
Stephen Archer
Rik Bryan
Martin Button
Sandra Button
Simon Cundey
Massimo Delbò
David Gooding
David Lillywhite
Luke Madden
Peter Read
Tony Willis
CONCOURS CURATORS
Vanessa Marçais
Flavien Marçais
CONCOURS STEWARDS
Bertie Gilbart-Smith, Chief Steward
Sascha Aberle
Victor Buchanan
Dan Cogger
Candy Gilbart-Smith
James Hulme
Ben Kelly
Simon Kelly
Mike Shearn
Dan Uprichard
AMBASSADOR
Gregor Fisken
THOROUGH EVENTS
Graham Clempson, Chairman
Andrew Evans, Concours Director
James Brooks-Ward, CEO
Iain Campbell, Director
Alice Young, Account Manager
Alice Gorst, Account Executive
Dominic Temple, Commercial Executive
Christina Brooks-Ward, Owner Liaison
Laura Chambers, Owner Liaison
Luke Madden, PR Director
Viv Orchard, Operations Director
Archie Leon, Partnerships Manager
Felicity Rattray, Vehicle Operations
Ian MacMillan, Traffic Manager
Charlotte Ansell, Hospitality Director
Concours of Elegance – 12 years of automobile magic
TWELVE
YEARS AGO
a new concours event thrust the UK into the heart of the global collector car scene. In showcasing 60 very special cars in the Quadrangle within the walls of Windsor Castle, and around the grounds, the Concours of Elegance announced itself as a serious rival to pinnacle events such as the Concorso d’Eleganza at Villa d’Este and Pebble Beach Concours d’Elegance. The event subsequently took place at St James’s Palace, the Palace of Holyroodhouse and Hampton Court Palace’s Fountain Gardens, which has been its home since 2017. Over the years, the Concours has been the launchpad for some of the most exciting supercars and bespoke creations in the new-car realm; Aston Martin chose the event to debut the one-off Victor
in 2020, for example.
Our Steering Committee of experts, who each year invite cars to the Concours of Elegance, always ensured that once one was displayed at the event it couldn’t be seen again for another decade. An exception was made for the tenth anniversary edition, where the winners of all previous editions were invited back in a display that could only be described as concours car royalty. Last year saw another unbelievable gathering, as ten winners of the world’s toughest and most famous endurance race were assembled for the Le Mans 24 Hours Centenary Celebration. This year sees a spotlight on the spectacular coachbuilt cars of the late 1920s and 1930s, with plenty of automotive jewels on display through the other decades, too.
LEFT 2023’s expertly curated display of fine automobiles included ten Le Mans winners.
Hampton Court Palace
EXPERIENCE THE epitome of elegance at Hampton Court Palace, a stunning testament to royal grandeur and sophistication. Once the majestic home of Henry VIII and a favoured retreat for royalty, this historic palace invites you to immerse yourself in its rich heritage. Wander through the glorious 60-acre gardens, featuring exquisite landscaping, enchanting pathways and vibrant floral displays, as well as the country’s oldest hedge maze.
Hampton Court Palace offers an unforgettable journey through time, where the opulence of the past meets the serene beauty of the present.
The building of the palace began in 1514 for Cardinal Thomas Wolsey, the chief minister of Henry VIII. After falling out of favour with the King, Wolsey gifted the palace to him. It became a favourite home of Henry’s, and was soon enlarged.
William III would further enlarge it, in the 1690s, removing much of
the Tudor palace. When this work stopped in 1694, the building displayed a mixture of Baroque and Tudor architectural themes.
George II was the last monarch to reside at the palace, which from the 1760s was used to house grace-and-favour residents, such as the Lord Chamberlain and the scientist Michael Faraday. Queen Victoria oversaw a restoration of the building, drawing in tourists by the millions. In 1952, the palace was listed
Grade I, and today houses many works of art and furnishings from the Tudor and the late Stuart to the early Georgian periods. Hampton Court holds the majority of the Royal Ceremonial Dress Collection.
One element to look out for is the ten statues of heraldic animals, called the King’s Beasts, that stand on the bridge over the moat leading to the great gatehouse. These represent the ancestry of King Henry VIII and his third wife Jane Seymour.
WORKS BESPOKE
The Club Trophy
PRESENTED BY THE ROYAL AUTOMOBILE CLUB
SPONSORED BY CLASSIC & SPORTSCAR MAGAZINE
BELOW AND RIGHT
Mark Anderson takes the applause of onlookers at the wheel of his winning 1968 Aston Martin DBS Vantage, before posing with the impressive trophy.
THE UK’S LEADING CAR clubs, including the Aston Martin Owners Club, Bentley Drivers Club, Jaguar Drivers Club and the Rolls-Royce Enthusiasts Club, will showcase 40 of the rarest and most impressive cars of their members at the Concours of Elegance. An independent panel of expert judges goes on to pick a winner, which is then included as part of the main Concours event the following year.
Last year’s winner, Mark
Anderson’s 1968 Aston Martin DBS Vantage, returns. Subject to an extensive restoration from marque specialist Trinity Engineering, the DBS was put back on the road after many years without use. You can find out more about that car in our guide to the Concours cars further on in the catalogue. Fancy taking part yourself? Get in touch with your marque’s owner’s club to see how you can enter your car into the Concours of Elegance 2025.
Sponsors and partners
Presenting Partner
A.LANGE & SÖHNE
In 1845, Dresden watchmaker F. A. Lange laid the foundation for Saxon precision watchmaking. After a gap of more than 40 years, his greatgrandson Walter Lange re-established the A. Lange & Söhne brand in 1990. Based on this unique heritage and a commitment to the highest standards, the German manufacture crafts exclusive wristwatches with proprietary movements that are elaborately finished and assembled by hand.
www.alange-soehne.com
Official Partners
BOREHAM MOTORWORKS
Presenter of the Members Enclosure
Boreham Motorworks specialises in the design, manufacture and distribution of Ford Motor Company’s road, race and rally icons. As the official licence partner of Ford Motor Company, Boreham Motorworks is dedicated to delivering a Peak Analogue driving experience throughout all their vehicles, ensuring every model delivers stunning performance, authenticity and driving pleasure. borehammotorworks.com
CHARLES HEIDSIECK
Official Champagne Partner
Founded in 1851, Charles Heidsieck is one of the great names of Champagne, renowned for producing award-winning wines of unrivalled, enduring quality. This success is attributable to our remarkable winemakers who have between them been awarded ‘Sparkling Winemaker of the Year’ at the International Wine Challenge 16 times. No other house has won more than twice. www.charlesheidsieck.com/en
CHUBB
Official Insurance Partner
Whether you own a cherished classic car or a large collection of rare supercars, Chubb’s motoring policies set the benchmark for quality insurance cover. Proudly protecting our clients passions for 25 years.
valuedmore.chubbinsured.com
DRVN GROUP
Official Automotive Partner
DRVN Automotive is a premier group in the luxury automotive sector, specialising in the design, manufacture and distribution of performance vehicles. With state-of-the-art facilities across the UK, DRVN’s comprehensive ecosystem includes: Evoluto Automobili, Boreham Motorworks, Koenigsegg London, DRVN Advanced Engineering, Evolution E-types, JE MotorWorks, ITG, and Alan Mann Racing. www.drvnautomotivegroup.com
FORTNUM & MASON
Official Picnic Partner
Founded in Piccadilly in 1707, Fortnum & Mason has remained an essential London destination for anyone in search joy-giving things and exceptional service ever since. Celebrated for its extraordinary food and wicker hampers, Fortnum & Mason is committed to the imagination and discovery which has seen it through 317 years of history. www.fortnumandmason.com
GOODING & COMPANY
Official Auction Partner
Gooding & Company is celebrated for its worldclass automotive auctions and unparalleled hospitality in the collector car market, o ering a wide range of services including private sales, appraisals and collection management. In 2023, Gooding & Company’s London Auction notably set a world record for a Production Jaguar E-type at Hampton Court Palace. www.goodingco.com
H.R. OWEN
Official Automotive Partner
H.R. Owen is Britain’s leading luxury dealer group, selling and maintaining some of the world’s most sought-after premium cars: Aston Martin, BAC, Bentley, Bugatti, Czinger, Ferrari, Lamborghini, Lotus, Maserati, Radford, Rimac and Rolls-Royce. Founded in 1932, it’s established a reputation for world-leading customer service, often setting the benchmark for quality, even on a global stage. www.hrowen.co.uk
IMMUN’ÂGE
Official Tour of Elegance Partner
Immun’Âge is Fermented Papaya Preparation (FPP) developed by the Osato Research Institute (ORI) through the combination of two secrets of good health: papaya and fermentation. This natural product is good for general health as well as stressfree driving. Immun’Âge has been a partner of Aston Martin Racing since 2005 and ORI’s Yuki Hayashi is a patron of the BRDC Young Driver programme. www.immunage.com
LONDON LUXURY CHAUFFEURING
Official Chauffeur Partner
LLC Cars o ers unparalleled luxury with highend chau eur services, private jet charters and exclusive luxury concierge services. Experience the thrill of driving world-class vehicles, relax in opulent comfort, and enjoy personalised assistance for all your needs. Elevate every moment with LLC Cars.
www.llccars.co.uk
SPECIALISED COVERS
Official Car Cover Partner
Specialised Covers is a Yorkshire-based family-run rm. For over 40 years it has been the authority in providing protective covers for cars, caravans and motorcycles. The core of the business is a dedicated team of enthusiasts who are as passionate about protecting and preserving your pride and joy as you are and will always provide the best possible solutions and service to match.
www.specialisedcovers.com
THE GLENTURRET
Official Whisky Partner
Hand-crafted since 1763 in small batches in Scotland’s oldest working distillery, The Glenturret Single Malt Whisky is defined by its quality and exquisite taste. Located in the ‘Hosh’, Crieff, The Glenturret Distillery offers unique experiences such as bespoke whisky tastings, two-Michelin-star dining in The Glenturret Lalique Restaurant and exclusive overnight stays in the new Aberturret Estate House. www.theglenturret.com
THE PENINSULA LONDON
Official Hotel Partner
Superbly situated alongside Hyde Park Corner, the newly opened Peninsula London occupies one of the city’s most prestigious addresses. It boasts 190 luxurious rooms and suites, is impeccably designed to harmonise with surrounding heritage buildings, and is steps away from Kensington Gardens. It also offers fine-dining restaurants including Claude Bosi’s two-Michelin Starred Brooklands celebrating pioneers of British aviation and motor sport. www.peninsula.com/en/london
THE PRINCE’S TRUST
Official Charity Partner
Every young person should have the chance to succeed, no matter their background or the challenges they face. The Prince’s Trust helps 11- to 30-year-olds who are unemployed or struggling in their education to transform their lives. Practical courses, assisted by youth-support workers and mentors, equip them with the confidence and skills needed to move into work, training and education.
www.princes-trust.org.uk
Specialist Showcase
BLIZZARD MOTOR CARS
Specialist Dealer
Historic Motoring Awards Bespoke Car of the Year 2023, the Blizzard. Blizzard Motor Cars offers a limited fifteen clients the rare opportunity to create their own unique Blizzard. Based on a true, historic Bentley concept, these concours-standard, coachbuilt cars allow you to step back in time and reimagine the 1950s.
www.blizzardmotorcars.co.uk
BRIAN CLASSIC & COMPANY
Specialist Dealer
Brian Classic & Company specialises in the private treaty sale of fine and collectable motor cars from locations in Cheshire and central London. This second-generation family business has been operating at the highest levels of the collector’s market for over 55 years. The company’s muchvalued reputation has been built on a foundation of knowledge, integrity, and passion. www.brianclassiccars.com
CHESIL MOTOR COMPANY
Specialist Dealer
The Chesil Speedster blends traditional 1950s styling with hand-crafted build quality and bespoke finishing to create a class-leading icon. Powered by flat-four air-cooled engines with a unique exhaust thrum or a whisper-quiet EV powertrain, together with the instantly recognisable silhouette, the Chesil Speedster turns heads wherever it goes.
www.chesil.co.uk
COOLER KING E BIKES
Specialist Dealer
Cooler King is the British premium electric bicycle brand that has been making electric dreams come true since 2018. Creating low-volume runs for a very special clientele, we pride ourselves in providing the best quality, design and service attainable, while staying well within most riders’ budgets. If you don’t know us by now, you’re in for a surprise. www.cooler.bike
EVERRATI
Specialist Manufacturer
Everrati has swiftly become the international go-to provider of dream-car electrification. The company’s pursuit of perfection is to preserve and create ‘Rolling Art’. Everrati’s development of state-of-the-art tech is partnered with best-in-the-business restoration. The result is providing multi-generational legacy cars that have a second life in the modern world. www.everrati.com
DD CLASSICS
Specialist Dealer
With over four decades of experience, it has been our pleasure to sell some of the most beautiful and iconic classic cars to treasured friends and customers globally. We proudly offer the most varied range and among the largest selections of rare and exemplary classics in the United Kingdom. www.ddclassics.com
EVOLUTO
Specialist Manufacturer
Evoluto Automobili is a leading innovator in the luxury automotive sector, dedicated to the meticulous restoration and modernisation of iconic supercars. Focusing on advanced engineering techniques and cutting-edge technology, Evoluto® transforms classic vehicles into exclusive restomods. Evoluto® is committed to creating a Peak Analogue® driving experience. evolutoautomobili.com
EMM LONDON PRIVATE OFFICE
Private Office for Car Collectors & Investors
Specialist boutique private office provides a suite of tailored services to blue-chip classic and supercar collectors. EMM London’s clients are a blend of UHNW collectors and enthusiasts, private banks, single- and multi-family offices, wealth managers and VIPs across the globe. It operates with maximum discretion, under the radar in the C2C (collector to collector) market where over 70% of collector cars live away from brokers, dealers and auctions. www.emm.london
FISKENS
Specialist Dealer
Where the world’s greatest cars come to be sold. Our reputation is built on three, rock-solid principles: knowledge, trust and discretion; for the most important vintage, classic or competition cars, the only match for our own passion is that of our customers.
www.fiskens.com
Unveiling the Legend: The
Cisitalia 202 EV SMM Nuvolari Spyder Reborn
It’s not easy to rewrite automotive history, but @ Cisitalia Automobili, we are doing just that with our continuation 202 EV. This collectible masterpiece bridges the gap between the last century and the dawn of a new era, embodying Perio Dusio’s vision of a brand that dares to redefine the impossible.
Witness the rebirth of the iconic Cisitalia 202 SMM Nuvolari Spyder, a motorsport legend brought
Tel: +44 1283 541062
back to life. Our prototype is now ready to captivative audiences in a London showroom. This isn’t just a car; it’s a portal to the golden age of racing, where Tazio Nuvolari’s legendary 1947 Mille Miglia victory etched the original 202 SMM Spyder into automotive motoring annuals of racing history.
As we prepare for the limited production of our
EV - Cisitalia 202 SMM Nuvolari Continuations, arriving in 2025, this prototype offers a tantalising glimpse into the future.
Indulge in automotive perfection. Secure your legacy with a reservation fee. The Cisitalia 202 EV SMM Nuvolari Spyder is more than a car; it’s a handcrafted masterpiece combining electric
power with an iconic design. Own a true collector’s item and join an exclusive community of enthusiasts.
Book your exclusive viewing or personal appointment to learn more about our exclusive delivery program or discover more about Cisitalia’s fascinating history. Search Cisitalia online to delve deeper.
To register your interest and secure your reservation, contact our Cisitalia Team.
Established in 1946, Frank Dale & Stepsons is the world’s oldest independent Rolls-Royce and Bentley specialist. Recognised globally as a market leader, the firm consistently offers some of the finest vintage and classic Rolls-Royce and Bentley cars for sale supported by a 14,000sq ft workshop in Sandhurst, Surrey, fully equipped to deal with any model from 1909 through to present day www.frankdale.com
GIRARDO & CO.
Specialist Dealer
We provide an unrivalled experience to our global client base, from powerfully marketing or discreetly sourcing the greatest collector cars in the world to imparting expert advice. Boasting a dynamic, wildly enthusiastic and hugely experienced team, we draw on our first-hand knowledge to understand your needs and support you through every step of the buying or selling process. www.girardo.com
GRAEME HUNT Specialist Dealer
Graeme Hunt has been involved with classic cars professionally for over 42 years, and has been based in central London for over 25 years. www.graemehunt.com
GVE LONDON
Specialist Dealer
Here at GVE London we are the UK’s leading supplier of luxury, super- and hypercars. Our showroom in West London is home to over 150 vehicles while boasting a one-stop shop service with a state-of-the-art, 20,000sq ft preparation centre including paint protection, customisation, servicing, bodyshop and MOT. gvelondon.com
HILTON & MOSS
Specialist Dealer
Exclusive service specialising in restoring, servicing, selling and storing luxury vehicles for clients around the world. We work with customers to consistently deliver quality, and are founded on a passion for classics and the comprehensive resources of the Hilton Group, based at our state-of-the-art facility in Bishop’s Stortford. We combine unparalleled expertise with a dedication to quality, ensuring the legacy of your pride and joy is preserved. www.hiltonandmoss.com
JD CLASSICS
Specialist Dealer
World-renowned classic car specialists in restoration, sales, and coachbuilding. Operating from a purpose-built 65,000sq ft facility in Chelmsford, UK the firm passionately preserves the timeless beauty of Classic Automobiles with exceptional skill. Home of the award winning ‘JD Sport E-type’ & Bentley ‘La Sarthe’. www.jdclassics.com
JONATHAN WOOD
Specialist Dealer
Jonathan Wood Ltd is internationally respected as a leading vintage and veteran car specialist. The company maintains, restores and sells some of the world’s finest pre-war motor cars. From first-class workshops in rural Essex, it delivers the highest standards of workmanship, ensuring cars remain original and authentic, whilst performing on the road as the manufacturer intended.
www.jonathan-wood.co.uk
KOENIGSEGG LONDON Specialist Dealer
Koenigsegg London is the UK’s official dedicated sales and aftersales centre and the newest authorised dealer in the Koenigsegg dealer network. Represented by a team of dedicated and experienced professionals, Koenigsegg London is committed to delivering an unparalleled level of client engagement from the heart of the nation’s capital.
koenigsegglondon.com
MARC JAMES
Specialist Dealer
Purveyors of luxury classics and race cars. Here at Marc James we pride ourselves on dealing with the highest quality automobiles. With years of experience and victories in the classic motor racing world, combined with our extensive knowledge of the classic car market, we have now tunnel-visioned our vocation into supplying appreciating assets.
www.marcjamesuk.com
NICHOLAS MEE
Specialist Dealer
Globally recognised Aston Martin Specialist dealers, established 1993. From award-winning Hertfordshire facilities, services for Aston Martin owners include: car sales and acquisition, servicing and maintenance, re-builds, upgrades and restorations. Nicholas Mee also stocks genuine Aston Martin parts. Visit our leading website for further information.
www.nicholasmee.co.uk
POLESTAR
Major Manufacturer
Polestar (Nasdaq: PSNY) is the Swedish electric performance car brand determined to improve society by using design and technology to accelerate the shift to sustainable mobility. Headquartered in Gothenburg, Sweden, its cars are available online in 27 markets globally across North America, Europe and Asia Pacific. www.polestar.com/uk
THORNLEY KELHAM
Specialist Restorer
’Thornley Kelham is… icons. Their team of specialists is combining traditional craftsmanship and modern-day technology and engineering to deliver contemporary interpretations of the Porsche 356 and 911, Jaguar XK and Lancia Aurelia. All promise: “The Design. The Details. The Drive.” www.thornleykelham.com
LONDON
Luxury Partners
VINTAGE BENTLEY
Specialist Dealer
Located between Goodwood and Brooklands, we are a small carbon-positive business specialising in original W.O. Bentleys (1922-1932). With over 29 years of experience in preservation, restoration, event preparation, parts supply and sales, in addition to major victories around the world, we are the global home of the vintage Bentley. www.vintagebentley.com
WILLIAM I’ANSON
Specialist Dealer
Whether you are thinking of buying, selling, want advice managing your collection or would like to discuss our new HMRC customs bonded storage and sales facility, why don’t you give us a call or come and see us. We would be delighted to confidentially discuss it with you. www.williamianson.com
AUGUSTINE JEWELS
Luxury Partner
Augustine Jewels is a successful British Luxury Jewellery Brand with a flagship store based in central Notting Hill. The brand specialises in extraordinary gemstones and exquisite design in its ready-to-wear collections and in its bespoke service. Augustine Jewels was a finalist at the 2024 UK Jewellery Awards for Bespoke Jewellery Retailer of the Year. www.augustinejewels.com
BAGAGE COLLECTION
Luxury Partner
A father and son family business based in Normandy, France that has been specialising in buying, expertly restoring and selling antique trunks and travel goods for the last 28 years. www.bagagecollection.com/en
ANDERSEN EV
Luxury Partner
Andersen EV is the UK’s designer electric vehicle-charging brand. With more than 200 colour and finish combinations and a marketleading seven-year warranty, the Andersen A3 is fit for any home or EV. Andersen EV: When quality matters. www.andersen-ev.com
CATHERINE BEST
Luxury Partner
Catherine Best Luxury Jewellery was established in 1987 and has since become an award-winning brand with showrooms in London, Guernsey, and Jersey, each with its own onsite workshop. We take pride in crafting hand-made, beautifully designed pieces using the finest gemstones and precious metals, ensuring that each piece is a masterpiece to be treasured for generations catherinebest.com
A. LANGE & SÖHNE
A passion for classics
Chronographs are among the most powerful challenges in precision watchmaking, and also symbolise the historical link between timekeeping and motorsport.
A. Lange & Söhne’s long-standing chronograph tradition was revived 25 years ago by the DATOGRAPH.
To mark this anniversary, the German manufacture presents the DATOGRAPH HANDWERKSKUNST and the DATOGRAPH UP/DOWN “Hampton Court Edition” during the Concours weekend.
DATOGRAPH
HANDWERKSKUNST
Since 2011, the exclusive and limited “HANDWERKSKUNST” editions have stood for the particularly elaborate finissage of the movement, dial and case, allowing A. Lange & Söhne to highlight exceptionally skilled craftsmanship. Introduced in August 2024, the DATOGRAPH HANDWERKSKUNST features exceedingly sophisticated decorations created with rare finishing techniques such as tremblage engraving and black polishing. Given the extraordinary amount of artisanal work involved, this masterpiece is limited to only 25 watches and is exclusively available in A. Lange & Söhne boutiques.
DATOGRAPH UP/DOWN “Hampton Court Edition”
This one-of-a-kind DATOGRAPH UP/DOWN model combines a 750 white-gold case, a grey dial with black sub-dials, and an engraved hinged cuvette for the first time. The tachymeter scale on the outer ring for determining average speeds emphasises the historical link between motorsport and timekeeping. The DATOGRAPH UP/DOWN “Hampton Court Edition” will be auctioned off in Geneva by Phillips in Association with Bacs & Russo for the benefit of The Prince’s Trust in November.
CHARABANC
Luxury Partner
Charabanc, the world’s first luxury car fragrance brand, combines the best of British engineering and high-end perfumery. Crafted entirely by hand and with fragrances inspired by the world’s most iconic drives, Charabanc is available in the classic gift set range of five motoring colours – Racing Green, London Tan, Orient Black, Signal Red, Midnight Blue and newest, Superleggera model. www.charabanc.com
GREY FLANNEL
Official Outfitter
Grey Flannel, a men’s clothing store located on Marylebone’s prestigious Chiltern Street, has earned itself a reputation as a specialist boutique with nearly 50 years in the business. With ready-to-wear clothing from its very own collection, the store also offers bespoke and made-to-measure services helmed by tailor and owner, Timothy Everest MBE. www.greyflannel.co.uk
CONNOLLY BROTHERS
RWHA Partner
Established in 1878 and now run by fourthgeneration family members, Connolly continues to supply luxury leather for the interiors of the world’s most prestigious classic car marques. Capitalising on the unique aroma, natural individual hallmarks and enduring quality of its hides, Connolly works closely with these clients to develop interiors that will stand the test of time. www.connollybros.co.uk
GRAND TOUR OF SWITZERLAND
Luxury Partner
From palm-lined lake shores to sparkling glaciers, from medieval villages to buzzing cities – the Grand Tour of Switzerland packs in an incredible number of sights. The concentration of attractions along this 1643km circuit through Switzerland is unrivalled worldwide. This tour is an unforgettable experience for those seeking the thrill of the open road amongst spectacular Alpine scenery. myswitzerland.com/grandtour
HATCHARDS BOOKSELLERS
RWHA Partner
Hatchards is London’s oldest bookshop, established in 1797 by John Hatchard. Any book in print can be ordered and fine copies or out of print books sourced by a dedicated team. Eight generations of customers and booksellers may have come and gone since the shop first opened its doors, but the essence of 187 Piccadilly remains the same. Hatchards is a unique British institution. www.hatchards.co.uk
HENRY POOLE & CO.
RWHA Partner
As the first tailors of Savile Row in 1806, Henry Poole & Co. proudly maintain the tradition of pure bespoke tailoring to the highest standards, which we believe represents everything fine British tailoring is about: measuring, cutting and making each garment by hand on our premises at No. 15 Savile Row. www.henrypoole.com
JIM & TONIC
Luxury Partner
We are Jim & Tonic, East London’s Sustainable Urban Distillery. We believe craftsmanship, sustainability and high quality spirits should go hand in hand, a belief that has led to our products being officially awarded as some of the best in the world. Don’t just take our word for it, visit our bar and try our delicious perfect serves. www.jimandtonic.com
JOHN DEWAR & SONS
RWHA Partner
John Dewar & Sons, founded in 1846, proudly holds the longest concurrent Royal Warrant in scotch and has an illustrious motoring heritage. Tommy Dewar had a passion for cars and in 1904, he inaugurated the Royal Automobile Club’s Dewar Trophy, presenting it to the club to be awarded at its discretion.
www.dewars.com
KING’S FINE FOOD
RWHA Partner
Celebrating 20 years of exceptional gourmet delights, this mother and daughter-founded business, has earned a Royal Warrant and is proud to be the UK market leaders for importing the finest quality caviar. Their mission is to transform ordinary moments into extraordinary memories through the art of gastronomy.
www.kingsfinefood.co.uk
LAUNER LONDON
RWHA Partner
Royal Warrant holder Launer has been established for more than 80 years. Launer is renowned for its exquisite leather handbags, leather bags for men and an exceptional array of small leather goods to compliment them all. Hand-crafted in Walsall, the historic capital of luxury leather manufacturing, in Great Britain. www.launer.com
LOCK & CO. HATTERS
RWHA Partner
Founded in 1676 and still family owned, Lock & Co. Hatters has been selling the finest hats for both men and women for 348 years. The company’s innovative designs have graced the heads of some of the greatest figures in history. www.lockhatters.com
MISTER MILLER
Official Hat Partner
Discover luxurious British hand-made hats for him and her. Through 30 years of confidential fine hat-making, Mister Miller’s craftsmanship has been called on by designers and personalities worldwide, including Savile Row and the Peaky Blinders. Mister Miller is the elusive master hatter behind heads that make yours turn. www.mistermiller.co.uk
MASTER HATTER
NEEM
Luxury Partner
Neem designs and makes stunning menswear from recycled materials. An end-to-end production system that’s 100% carbon neutral. Traditional relaxed looks mixed with a modern edge, our garments are perfect for dressing up, work, weekend and everything in between. Take things slow and join up to the circular movement. neemlondon.com
ROBERTS RADIO
RWHA Partner
A British-born radio and speaker brand, Roberts marries the finest of engineered technology with a signature style and design. A family business that grew into a leading household name, Roberts has become a beloved staple for crafting meaningful audio experiences for listeners. From the iconic 1950s-styled Revival retro radio through to cuttingedge wireless Bluetooth speakers with multi-room capabilities, Roberts has something to suit everyone. www.robertsradio.com
SLEEPEEZEE
RWHA Partner
Since 1924 Sleepeezee has been designing and crafting hand-made, high-quality pocket-spring mattresses. We champion traditional artisan skills such as hand-tufting, and use some of the finest, most durable raw materials, which are complemented by truly advanced manufacturing techniques. www.sleepeezee.com
ST GEORGE
Property Partner
St George create exciting places where people love to live, work and relax. Their portfolio stretches from colourful and vibrant Camden Town to the sophisticated streets of Chelsea, the green boroughs of Wandsworth to the iconic and historic City of London. St George strive to deliver sustainable new developments across some of London’s most desirable locations. Explore the homes available today. www.stgeorgeplc.com
RWHA Association Partner
The Royal Warrant Holders Association (RWHA) is delighted, once again, to be a partner of the Concours of Elegance, hosting a selection of Warrant holders in the shopping area. Formed in 1840, the Association’s main objective is to ensure the continued existence of Royal Warrants of Appointment – marks of recognition of those who supply goods or services to the British Royal Household. www.royalwarrant.org
THE CAR CROWD
Luxury Partner
The Car Crowd is unlocking classic car investment for more people than ever, and has already built a large collection of collectable cars for thousands of investors across the globe. Anyone looking to diversify their current investment portfolio should head over to meet team at the event, or check out the website. www.thecarcrowd.uk
Media Partners
MAGNETO
Official Media Partner
The award-winning quarterly magazine that has taken the collector car world by storm with its in-depth features and stunning design. Magneto is all about the greatest cars and the people and stories that surround those cars – whether it’s Bugatti in the 1930s or McLaren in the 21st century. Single copies and subscriptions are available to buy online. Don’t miss out! www.magnetomagazine.com
CLASSIC & SPORTS CAR
Official Media Partner
Classic & Sports Car is Britain’s best-selling classic car magazine, and the undisputed authority for anyone buying, owning, selling, maintaining or even just dreaming about classic cars. www.classicandsportscar.com
IMPERIUM
Official Media Partner
Imperium is more than a magazine – it’s a beautiful and easy-to-read storytelling platform. The team’s experienced writers and editors know their readers, what they like, and what they want from the publication, so every word, sentence, and advertisement in Imperium has a purpose. www.theimperium.life
Help The Prince’s Trust to do its work
THE PRINCE’S TRUST believes that every young person should have the chance to succeed, no matter what their background or the challenges they are facing. We help those from disadvantaged communities and those facing the greatest adversity by supporting them to build the confidence and skills to live, learn and earn.
The courses offered by The Trust help young people aged 11-30 to develop essential life skills, get ready for work and access job opportunities. We support them to find work because having a job or running a business can lead to a more stable, fulfilling life.
five years have moved into work, education or training.
As we look to the future, we are pleased to have announced our intention to change our name to The King’s Trust, reflecting our Founder’s continued dedication to our work. We remain committed to enabling even more young people to create a better future for themselves and, by helping them today, know the benefits will be felt for years to come – not just for those we support, but for their communities and the wider economy.
ABOVE Just some of the young people given a helping hand by The Prince’s Trust.
Since The Trust was founded by HM The King in 1976, when he was HRH The Prince of Wales, we have helped more than a million young people across the UK. Three in four of those we supported over the last
Your support could be the turning point for young lives across the UK. To find out more, contact Glenn.Gaunt@ princes-trust.org.uk.
AND BELOW
The awards
UNIQUELY FOR A world-class event, the Concours of Elegance has no official judging panel but instead relies on the refined tastes of the other entrants to determine Best of Show. Each car on show has been carefully hand-picked by the expert Steering Committee, before being invited for display within Hampton Court Palace’s beautiful gardens. In this way, we consider each vehicle on show to be a winner and the awards in the main concours are determined by the car owners themselves.
Each owner assigns a vote to the model they believe to be the best in the line-up. The winner in 2024 will be awarded the Pegasus sculpture trophy, created by renowned wildlife sculptor and artist Robert Rattray. We
also ask our owners to cast their vote for the best car by decade; we’ll have 1920s, 1930s, 1940s-1950s, 1960s, 1970s and 1980s-on. Since each era of motoring has its own charm and history, it seems right to award them all separately, with each receiving a smaller bronze iteration of Robert’s stunning sculpture.
Previous Best of Show winners include the 1935 Alfa Romeo 8C 2900B Touring Berlinetta in 2012, Bentley Speed Six Gurney Nutting Coupé in 2013, Alfa 6C 1750 Touring Flying
Star in 2014 and Mercedes Simplex 60hp in 2015. In 2016, Best of Show went to the incredible Hispano-Suiza Dubonnet Xenia, in 2017 the Lancia Astura Aerodinamico Castagna, followed by the Mercedes-Benz S-Type Barker Boat Tail in 2018, 1919 Rolls-Royce Silver Ghost in 2019, 1970 Le Mans-winning Porsche 917K in 2020, 1934 Voisin C27 Aérosport in 2021, the 1938 Delage D8-120S de Villars in 2022 and, last year, the 1955 Maserati A6GCS Frua Spider.
RIGHT
Pegasus trophy for the Best of Show; won last year by Jonathan and Wendy Segal’s Maserati A6GCS Frua Spider.
The Royal Automobile Club
THE VENERABLE ROYAL Automobile Club can trace its origins back to the very start of the motoring age. It was established in 1897 by engineer and inventor Frederick Richard Simms, who is believed to have invented the terms ‘petrol’ and ‘motor car’.
A decade later, in 1907, King Edward VII awarded the Club the Royal title it retains to this day, underlining its status as Britain’s oldest and most revered motoring organisation. From the very beginning, the Club keenly promoted the car and its position in society.
After the well received 1000-Mile Trial in 1900, the Club organised the first Tourist Trophy in 1905 – the world’s oldest motor sport event that’s still running.
The Club also put on the first pre-war and post-war Grands Prix, at Brooklands in 1926 and Silverstone in 1948 respectively, while striving to improve the rights of the motorist.
The Club separated from the motoring services recovery division (now
known as the RAC) in 1999, and set up the independent Motor Sports Association (MSA) to look after UK motor sport. The Club then upgraded its clubhouses, at Woodcote Park near Epsom and on Pall Mall in London.
Each year it awards a series of historic trophies and medals celebrating motoring achievements, including the Segrave Trophy, Tourist Trophy, Simms Medal, Dewar Trophy and Torrens Trophy.
The Club is proud to have a diverse membership from around the world, and offers those two spectacular clubhouses along with an ever-growing events programme, exquisite accommodation, plus fine dining, sports and golfing facilities. It still strives to develop and support automobilism via representation on the Fédération Internationale de l’Automobile (FIA) and RAC Foundation, while also putting on its own events such as the 1000 Mile Trial, the Summer Veteran Car Run and the London to Brighton Veteran Car Run.
LEFT The Royal Automobile Club’s Pall Mall home in London provides a suitably automotive-themed welcome.
MARTYN GODDARD
RIGHT Visit Launer for fine, handmade leather goods for men and women.
ABOVE Dewars’ Royal endorsement dates back as far as 1893.
Royal Warrant Holders Association
ROYAL WARRANT-
holding companies have a unique status in business – being able to proudly display the Royal Arms and ‘By Appointment to…’ legend in connection with their brand.
This privilege is thanks to their ongoing trading
relationship with the British Royal Household for the supply of highquality goods and services over many years. A small selection of Royal Warrant holders, some new to the event, are once again exhibiting at this year’s Concours of Elegance. They
look forward to welcoming you to their stands, and include the following:
Connolly Brothers Ltd
Hatchards Booksellers Ltd
Henry Poole & Co Ltd
John Dewar & Sons Ltd
King’s Fine Food Ltd
Launer London Ltd
Lock & Co Hatters Ltd
Roberts Radio Ltd
Sleepeezee Ltd
These companies are all members of the Royal Warrant Holders Association. To find out more, please visit www.royalwarrant.org
LEFT Sleepeezee, makers of luxury mattresses and beds in the UK since 1924.
FREEDOM ON FOUR WHEELS
THE 1920S AND 1930S
THE 1930S WERE A FASCINATING TIME FOR THE AUTOMOTIVE INDUSTRY – AND WE’RE SERVING UP A FANTASTIC SELECTION OF GEMS FROM AROUND THE WORLD
ABOVE American coachbuilding skill on display in this R-R Phantom III.
LEFT 1928 Bentley 4½ Litre led the way on race tracks and fine country home drives.
WHEN THE GREAT DEPRESSION KICKED OFF IN 1929, at a stroke it signalled the end of the good times for luxury carmakers, lighting the fuse on several marques’ entire existences.
However, the following decade would see great innovation and artistry in the face of adversity, with truly beautiful creations appearing from Great Britain, Europe and the US. It was an era of intense competition to be the best, one free of congestion or speed cameras. The road was a new frontier to many people, opening up the world to the free-spirited.
This year, Concours of Elegance pays tribute to this era of fertile imagination with a selection of cars that truly spans the globe, taking in the glory days of the roaring 20s and culminating just before the onset of the Second World War.
nature of the co-founder, even if the company would eventually fall into the clutches of arch-rival Rolls-Royce. Rolls-Royce’s acquisition of Bentley after its fellow English car maker collapsed into the financial mire set the company firmly in the pursuit of pure luxury. Both marques represented the finest in British craftsmanship, and would provide the basis for the refined elegance that British coachbuilders became known for. However, Rolls-Royce was, for a time, an Anglo-American operation – and you can see one example of that at this year’s Concours of Elegance with the JS Inskipbodied 1937 Rolls-Royce Phantom III Convertible.
LEFT 1937 TalbotLago T150 C SS New York Teardrop by Figoni et Falaschi is pretty much peak coachbuilding.
In Britain, Bentley was at the vanguard of sporting endeavour. Under the guidance of company co-founder WO Bentley, the firm just wouldn’t settle for second best, using the lure of motor sport to develop the breed. You can see the development of those ideas in the cars we have for you –the 3 Litre, 4½ Litre and 8 Litre all displayed the resolute
American manufacturers would develop their own style throughout the 1930s, and arguably pushed the envelope of technological ingenuity even further than their European rivals. The 1933 Chrysler CL Custom Imperial Phaeton and 1935 Lincoln Model K Coupe LeBaron on display at Concours of Elegance demonstrate the uniquely American approach to automotive styling. Despite the challenges that faced the country at the time, it really was a time of great adventure. Few people summed that spirit up more than Amelia Earhart – and the Cord 812 Phaeton on display here was originally sold to her.
FISKENS
Europe was undergoing a much darker period, one in which political forces would eventually tear it apart. In among the chaos, Bugatti represented an unstinting dedication to performance and luxury, becoming the pre-eminent name in both. Others, like Talbot-Lago, would continue to fight with innovation, often with meagre funds to truly develop its ideas.
However, more than anything, the 1920s and 1930s represented a golden era in styling. With few, if any, concessions to safety, the coachbuilt automobile was the canvas for each commissioner’s dreams and aspirations, from the conservative nature of British coachbuilders to the flamboyant French artistes who used four-wheeled chassis as a fertile melting pot for extravagant ideas. That spirit of artistry, so evident in the work of Figoni et Falaschi and Pourtout, has on occasion threatened to reignite a new great coachbuilding era, yet it is highly unlikely we will ever see its kind again.
Come with us as we celebrate the golden era of the automobile, when four wheels meant true freedom.
TOP Lincoln Model K Coupe by LeBaron, a V12-engined rival to every premium marque.
ABOVE Type 35/37 showed Bugatti’s focus on sporting luxury was razor sharp.
MARTYN GODDARD
BELOW 1937 Cord 812 Phaeton – design flair and innovation came as standard.
LEFT Type 57
Atalante and three of its exquisite siblings ready to go under the hammer at the Concours of Elegance.
GOODING & CO LONDON AUCTION
FOUR SUBLIME BUGATTIS TO STAR AS THE SUPERB JACK BRAAM RUBEN COLLECTION COMES TO MARKET
GOODING & COMPANY
return to Hampton Court with one of the finest selections of Bugattis ever to come to market.
Coming from the legendary Jack Braam Ruben collection in The Netherlands, the four cars are truly historic examples of the breed. The collection is led by a 1935 Bugatti Type 57 Atalante. First built on a Grand Raid chassis, it was eventually completed by the factory to Atalante specification. It is one of only ten Type 57s to receive Atalante coachwork, and one of only three thought to survive. Originally sold to Lyon, it has called the US, Italy and the UK home before joining the Braam Ruben collection in 2019. It’s estimated at £3m-£4m.
Another highlight of the collection is the 1933 Type
43A Roadster. The penultimate 43A out of the 18 built, it is one of 10 thought to remain. A veteran of the 2013 Concours of Elegance at St James’s Palace in 2013, it is estimated at between £3m and £4m.
The collection also includes a 1935 Gangloffbodied Type 57 Stelvio, which was originally sold to France before finding its way to Switzerland after World War Two. It was later acquired by the president of the American Bugatti Club and would remain in the US until 2018, when it joined the Braam Ruben collection. It is estimated at between £900k and £1.1 million.
The final Bugatti in the collection is a 1938 Type 57 Ventoux, which was originally sold to the UK. It
would remain in the UK for much of its life, and spent some time on display at the Stratford Motor Museum. It joined the Braam Ruben collection in 2021, and is estimated at between £550k and £650k.
Other highlights from the Braam Ruben collection include a 1939 Alfa Romeo GT 6C 2300 B Corto Cabriolet (estimate: £450k-£550k) and a 1949 Alfa Romeo 6C 2500 Sport Freccia d’Oro (estimate: £250k-£350k).
However, if your tastes are more modern, there’s also a 1955 Pegaso Z-102 Series II Berlinetta (est: £600k-£800k), a 1964 Aston Martin DB5 Convertible (estimate: £650k-£850k) and a 1974 Ferrari 365 GT4 BB (est: £300k-£350k). Find out more at goodingco.com.
LEFT AND BELOW
Finest collector cars, stylish visitors and a luxury party atmosphere at London’s Honourable Artillery Company Headquarters.
LONDON CONCOURS
JOIN US AGAIN ON JUNE 3-5, 2025 FOR AN AUTOMOTIVE FEAST
THE LONDON CONCOURS is the capital’s leading automotive summer garden party. A three-day celebration that sits at the intersection between style, luxury, craftsmanship and motoring.
This hugely exciting automobile extravaganza will see more than 80 of the world’s most precious cars gather in the gardens of the historic and beautiful Honourable Artillery Company Headquarters.
It will include a ferocious collection of horsepower arranged in specially curated and themed displays, chosen by the London Concours Steering Committee.
The three days offer entertainment on the lawns, beautiful retail chalets with luxury brands and artisan goods, and a delicious selection of food and beverages to match.
You can expect live panel discussions, awards
ceremonies and roving compères, shining a spotlight on the passion and the heritage of the brands and vehicles on display.
If you are looking for a unique backdrop for a business meeting with all-day dining included, then London Concours is your solution.
To find out more, or enter your car into the concours, head to londonconcours.co.uk.
1982- 2024
PROUDLY ASSOCIATED WITH
Forge Garage - Restoration
Forge Garage - Restoration
Robin Hamilton - Aston Martin Restoration
Robin Hamilton - Aston Martin Restoration
PROUDLY ASSOCIATED WITH
Lynx Engineering - D Type Replicas
PROUDLY ASSOCIATED WITH
PROUDLY ASSOCIATED WITH
Lynx Engineering - D Type Replicas
Forge Garage - Restoration
Forge Garage - Restoration
Jaye Engineering - C Type Replicas
Jaye Engineering - C Type Replicas
Robin Hamilton - Aston Martin Restoration
Robin Hamilton - Aston Martin Restoration
DK Engineering - Restoration & Special Projects
Lynx Engineering - D Type Replicas
PROUDLY ASSOCIATED WITH
DK Engineering - Restoration & Special Projects
Lynx Engineering - D Type Replicas
Aston Martin Lagonda - Prototype Panels
Aston Martin Lagonda - Prototype Panels
Jaye Engineering - C Type Replicas
Abbey Panels - Prototype Panels
Forge Garage - Restoration
Jaye Engineering - C Type Replicas
Abbey Panels - Prototype Panels
DK Engineering - Restoration & Special Projects
Robin Hamilton - Aston Martin Restoration
DK Engineering - Restoration & Special Projects
Eagle Racing - Special Projects. 60
British Leyland (Jaguar) - Prototype Panels
British Leyland (Jaguar) - Prototype Panels
Aston Martin Lagonda - Prototype Panels
Lynx Engineering - D Type Replicas
Aston Martin Lagonda - Prototype Panels
Jaguar Cars - Special Projects
Jaguar Cars - Special Projects
Abbey Panels - Prototype Panels
Jaye Engineering - C Type Replicas
Abbey Panels - Prototype Panels
JLR - LWE Continuation
JLR - LWE Continuation
British Leyland (Jaguar) - Prototype Panels
DK Engineering - Restoration & Special Projects
British Leyland (Jaguar) - Prototype Panels
Eagle Racing - Special Projects. 60
Aston Martin Lagonda - Prototype Panels
Jaguar Cars - Special Projects
Jaguar Cars - Special Projects
Abbey Panels - Prototype Panels
JLR - LWE Continuation
JLR - LWE Continuation
British Leyland (Jaguar) - Prototype Panels
Eagle Racing - Special Projects.
Eagle Racing - Special Projects.
Jaguar Cars - Special Projects
JLR - LWE Continuation
Eagle Racing - Special Projects.
THIS YEAR, THE inaugural Concours of Elegance Germany kicked off to a great reception, bringing a spectacular array of classic and collector cars from the dawn of the motoring era to the present day to the shores of Lake Tegernsee.
Held between July 26 and 27 and focused on Gut Kaltenbrunn at the head of the lake, the event itself was preceded by a tour of the finest roads and culinary treats Bavaria has to offer.
CONCOURS OF ELEGANCE GERMANY
STRONG RECEPTION FOR INAUGURAL TEGERNSEE GERMANY SISTER EVENT
LEFT AND BELOW Cars on display in the heart of the spectacular Kaltenbrunn Estate; the winning Lancia.
temptations from an array of high-end pop-up boutiques and stalls.
Next year promises to be bigger and better – the event returns between Friday July, 25 and Saturday, July 26, 2025. More information can be found at concoursofelegance germany.com.
Concours of Elegance
Germany 2024 Results
Best in Show
1939 Lancia Astura
Pinin Farina Cabriolet
Mercedes-Benz 300 SL
More than 50 cars took part in the event, with notable entries including then-Bugatti CEO Romano Artioli’s personal Bugatti EB110, the ex-A Star Is Born Ferrari 365 GTS/4 Daytona Spyder, a one-of-30 Alpina B7S Turbo, the unique Monteverdi Palm Beach and an Aston Martin DB3 Works racing car.
However, after the judging – performed by the entrants themselves – the winner was a very fine 1939 Lancia Astura Pinin Farina Cabriolet.
During the event, RM Sotheby’s held a successful auction, while fine food and entertainment was on offer, with luxury
Gullwing 70th
Anniversary Award
1954 Mercedes-Benz 300 SL
Best 1920s Car
1926 Bugatti Type 35T
Best 1930s Car
1935 Aston Martin Ulster
Best 1950s Car
1956 Bentley S1
Continental DHC
Best 1960s Car
1968 Alfa Romeo Tipo
Daytona 33/22
Best 1970s Car
1976 Monteverdi Palm Beach
Best 1980s Car
1989 Ferrari F40
Best 1990s & Onwards
Car 1994 Bugatti EB110
ThirtyUnder30
BMW Isetta
Ladies’ Concours
1977 Porsche 911 Targa
1913 ROLLS-ROYCE SILVER GHOST LANDAULETTE BY BARKER
A stunningly original car in a style that defines the Edwardian period.
£ 800,000
1911 ROLLS-ROYCE SILVER GHOST TORPEDO TOURER
Well known and extensively toured.
£ 64 0,000
1914 ROLLS-ROYCE SILVER GHOST ‘SKIFF’ BY LABOURDETTE
Magnificent coachwork on a ‘L to E’ chassis.
£ P.O.A.
1920 ROLLS-ROYCE SILVER GHOST ALPINE EAGLE
Only covered 65,000 miles from new.
£ P.O.A.
LAST YEAR’S WINNERS
THE 12TH EDITION OF the Concours of Elegance, presented by A. Lange & Söhne, welcomed 15,000 visitors to the stunning Hampton Court Palace gardens in west London.
The Best of Show winner, along with nine class winners (shown opposite) all uniquely chosen by the Concours car owners themselves, was the
1955 Maserati A6GCS/53
Frua Spider – a masterpiece of Italian design. The beautiful and exceptionally rare Frua Spider is one of only three completed with Frua coachwork, of which just two survive. It is widely considered to be among the most beautiful and desirable 1950s cars of all.
The A6GCS Frua Spider was conceived by Guglielmo
‘Mimmo’ Dei, the official Maserati dealer for Rome, who commissioned a small series of exquisitely coachbuilt cars based on the high-performance A6GCS platform. The A6GCS/53 - the ‘CS’ standing for ‘Corsa Sport’ – had originally been developed for the 1953 World Sports Car Championship, and
featured motor sporthoned mechanicals, including a potent, 170bhp in-line six-cylinder engine – initially developed by famed engine builder Colombo for Formula 2 racing – and a similarly race-bred, lightweight tubular chassis by Gilco. The resulting car, weighing just 740kg, was a real work of automotive art, the
perfect blend of delicate spider styling, delightful handling, and genuine race-car performance. Chassis 2110 was shipped to the United States in the late 1950s where it has remained until the present day. In the early 2000s it was subject to a painstaking restoration under the supervision of Maserati expert Dr Adolfo Orsi.
1920s: 1929 Bentley Speed Six ‘Old Number One’ (also won the class Le Mans – 1920s and 1930s)
1930s: 1934 Bugatti Type 59
1950s: 1956 Jaguar XKSS
1960s: 1961 Ferrari 250 GT SWB California Spider 1970s: 1971 Lamborghini Miura P400 SV
Future Classics: 2023 Aston Martin Valkyrie
Le Mans – 1950s and 1960s: 1964 Ferrari 250 LM
Le Mans – 1970s to Present Day: 1972 Ferrari 365 GTB/4 Daytona Group 4 Competition
Prince Michael of Kent Award: 1962 AC Shelby Cobra ‘CSX2001’
Chairman’s Award: 1937 Peugeot 302 DS Darl’Mat
THIRTY
UNDER 30
CELEBRATING THE NEXT GENERATION OF CLASSICS AND COLLECTORS
AN EVENT DESIGNED specifically for the next generation of motoring enthusiasts, Thirty Under 30 is for anyone 30 years of age or under who owns a car built at any time between 1900 and 1999. The sole stipulation is that the car must be personally owned by the entrant. With the next generation of vintage and classic car owners facing the great challenge of soaring vehicle prices and increasingly unpopular
oil-derived fuels, the event shines a light on these young classic car owners preserving precious pieces of automotive history. The concept for the Thirty Under 30 Concours was created by Thomas Reinhold, who is again the curator tasked with selecting the 30 cars to take part. Each one has been chosen for a story that highlights the participant’s particular interest in our hobby, or enthrals fellow
enthusiasts, sparks conversation, challenges the norm and encourages the next generation.
Whether the car is a perfect Mk1 Ford Fiesta, a well-loved Austin 7, a 1965 Mustang Fastback or a Nissan Skyline – all are welcome at the Thirty Under 30 Concours.
The overall winner will be selected on Sunday September 1 by the owners themselves, in keeping with the convivial nature of the event.
BELOW Last year’s winner of the Thirty Under 30 Concours Award was this 1981 Porsche 924, owned by Thea Burton.
LEFT It’s all smiles for the little ones and their magnificent machines.
RIGHT There’s nothing like taking a first concours win in your very own Bugatti.
JUNIOR CONCOURS
THE CARS ARE SMALLER, THEIR DRIVERS FAR YOUNGER, BUT THE PRIDE IN THEIR VEHICLES IS JUST AS TANGIBLE
THIS YEAR’S CONCOURS of Elegance, presented by A.Lange & Söhne, will once again welcome the Junior Concours to Hampton Court Palace’s Fountain Gardens on Sunday, September 1.
Celebrating the best of half-scale hand-built pedal, electric and petrol-powered cars of all ages, the much-anticipated Junior Concours will see parents and their children taking on their respective roles of mechanic and Works driver.
A maximum of 20 half-
and three-quarter-scale cars will line-up among a priceless collection of the world’s rarest cars at the Concours of Elegance.
Much like their full-size stablemates, the Junior Concours cars are mostly hand-built, borrowing intricate details from iconic cars such as the Bugatti T35, Jaguar E-type, Ferrari F1 Dino and Mercedes-Benz 300 SLR.
The faithful recreations vary in their complexity, with some requiring pedal power and others making
use of electric motors or two-stroke petrol engines and centrifugal clutches.
Over the course of the day, the cars will be piloted by their drivers – with mechanics in tow – up onto the Concours Live Stage. Competitors will win awards for the best pedal car, the best electric car, best petrol car, most original car and the best dressed driver and mechanic. Last year a Bugatti Type 13 Brescia took the overall honours. What will it be this year?
Pendine is proud to offer…
The ex-Archie Scott-Brown 1956 LISTER
MASERATI
Brian Lister, the engineer on a motorsport mission and Archie Scott-Brown, the charismatic driver whose disabilities were hidden behind his raw talent, were probably the greatest pairing in British motorsport during the 1950s. Impressed by Salvadori’s A6GCS, the duo decided that a Maserati engined Lister would be perfect for the 1956 season. The light, nimble chassis was perfect for Archie’s on-the-limit driving style and that year saw a full list of races, including Goodwood, Silverstone, Oulton Park and a win at Brands Hatch. With a known history from new, BHL 1 is one of the most original Listers in existence and the only remaining Works car that Archie competed in. A historically significant British competition car, it is well suited for contemporary motorsport, as demonstrated with a 2nd overall at Monaco in 2018
THE LEVITT CONCOURS
THIRD EDITION OF THE ALL-FEMALE CONCOURS CELEBRATING THE MEMORY OF DOROTHY LEVITT
THE WORLD OF thoroughbred racing cars and top-end collector vehicles is still perceived to be primarily a male pursuit. But the reality is that some of the most voracious automotive thrill seekers and knowledgeable car collectors in the world are – and have always been – women. For our tenth anniversary edition, the Concours of Elegance introduced an entirely new feature designed to shine a light on these women and their vehicles. To our minds, it could only be named after one person:
Dorothy Levitt. The Levitt Concours, now in its third year, honours a woman recognised as the first English female racing driver. A woman who set the ladies’ world land speed record, the first water speed record, who effectively introduced the concept of a rear-view mirror, and a woman who – in 1905 – drove a De Dion Bouton from London to Liverpool and back over two days. That’s at a time when tarmac-sealed roads barely existed and fewer than 10,000 cars were on
UK roads. She was a true pioneer, and was dubbed the ‘Fastest Girl on Earth’.
On Saturday, August 31, a group of 20 rare and exotic vehicles from Porsche 911s to Alfa Romeo 8Cs – all owned by women – will join the Levitt Concours, driving their vehicles into the gardens of Hampton Court Palace for a curated schedule of events.
Organised by women, and designed for women, the Levitt Concours will also be judged by a panel of modern day racers, style icons and national editors. Last year’s winner was
Julia De Baldanza’s 1955 Frazer Nash Le Mans Coupé. Julia is an established Italian racer, who is regularly seen taking to circuits around Europe in her Maserati A6GCM or Bugatti Type 35B, before flying herself home in her helicopter. The Frazer Nash is also no stranger to female ownership – its first custodian was Kathleen ‘Kitty’ Maurice, the owner of Wiltshire’s Castle Combe race circuit. Head to concoursofelegance.co.uk to find out how you can enter in 2025!
ABOVE 2023 Levitt Concours winners Julia De Baldanza and her spectacular 1955 Frazer Nash Le Mans Coupé.
CONCOURS CAR ENTRIES 2024
A STUNNING SELECTION OF THE MOST DESIRABLE AND RAREST MACHINERY AT THE MOST ROYAL OF VENUES
1937 Cord 812 Phaeton
Owner The JBS Collection
Location US
BELOW Gordon Buehrig design includes hidden door hinges, rear-hinged hood, coffin nose, no running boards.
OPPOSITE Innovative front-wheel drive allowed for low roofline, while pop-up headlights were a world-first.
AMELIA EARHART’S CORD HAS LIVED A LIFE ALMOST as storied as the pioneering aviator’s life.
Chassis 1501H actually started out as a 1936 810, but was renumbered at the factory and sold as an 812. Powered by a 125hp flathead V8 courtesy of the Lycoming aircraft engine company, it delivered its power to the road via a four-speed gearbox actuated by a Bendix Electric Hand shifter.
Earhart acquired the car in 1936, but would not have long to enjoy it after disappearing in July 1937 while attempting to circumnavigate the globe. In November 1937, George Putnam, trustee of Earhart’s estate, unsuccessfully petitioned the Superior Court of California for permission to sell the car.
On February 28, 1939, Putnam filed an Inventory and Statement of Assets for the Earhart estate. The inventory lists one ‘Cord 8 Phaeton Convertible Sedan automobile, 1936 model, Engine No. FB 2008 – appraised at $900.00.’
The fate of the car until 1952 is unknown, when a letter written by Edgar Berman shows a transfer of a Cord with engine number FB 2008 on January 6 of that year. Charles F Sternburg bought the car, removed the engine and put it in a 1937 Supercharged Cord Phaeton body. He then took the grille, hood and side pipes from the Supercharged Phaeton body and placed them on the 1501H body. Sternburg sold the Supercharged Phaeton body with engine FB 2008 to Gene Hansard of Great Falls, Montana. When Sternburg made this sale, he took the ID plate off the Earhart body and placed it on the Supercharged Phaeton body holding engine FB 2008.
In June 1992, Ray Foster purchased a 1937 Cord 812 Phaeton with serial number 32509H and engine FB 2008 from Gene Hansard. The VIN inspection certificate produced at the time identifies the car as number 1501H because of the ID tag affixed to the cowl by Sternburg. The actual 1501H body remained in his possession in California. The 1937 Cord 812 Phaeton with serial number 32509H and engine FB 2008 was registered and titled in Texas on September 27, 2011, using the information from the ID tag received from Hansard.
In February 2004, Foster purchased the 1501H body from Sternburg for $80,000 and returned the engine, FB 2008, back into Amelia Earhart’s original car, 1501H.
Foster sold it to Jack Boyd Smith Jr in 2018, who then engaged LaVine Restorations to restore the car to its original specification. It has since been a regular on the concours scene, and is the 33rd automobile selected for the United States National Historic Vehicle Register.
ENGINE 4729cc/V8/ naturally aspirated/OHV
TRANSMISSION Four-speed semi-automatic, FWD
POWER 125bhp
TORQUE N/A
TOP SPEED 111mph
0-60MPH 13.8secs
WEIGHT 1860kg
‘It’s the 33rd automobile selected for the United States National Historic Vehicle Register’
1937 Rolls-Royce Phantom III Convertible by Inskip
Owner Stephen Brauer
Location US
BELOW Phantom III, chassis 3CP18 sparkles in the sunlight as it crosses the stage at Pebble Beach in 2017.
OPPOSITE Elegant convertible coupé bodied by JS Inskip at Brewster’s old Long Island City factory.
THE PHANTOM III WAS THE LAST LARGE ROLLS-ROYCE to be launched prior to World War Two, and would be the last V12-powered car from the marque until 1998’s Silver Seraph. It is also notable for being the final car to have significant input from Henry Royce – he passed away a year into the car’s development, at the age of 70.
While 727 Phantom IIIs were constructed, only a few came to the USA for coachwork. Rolls-Royce of America shut down in 1931, with its subsidiary Brewster of Long Island following suit in 1937. After this, coachbuilder JS Inskip retained a group of Brewster craftsmen who, among other projects, built 18 custom bodies for the Phantom III chassis.
This car, 3CP18, is believed to be a unique design, and one of only two convertible coupé bodies built on a Phantom III chassis. It is often referred to as a Henley thanks to its resemblance to a Brewster body built for the Phantom II.
Originally finished in black with leather upholstery, it was first delivered to Colonel Joseph Samuels of Providence, Rhode Island. He was a wealthy philanthropist with business interests in retail and broadcasting.
After three years with the car, it was sold via Inskip to Dr Hamilton Rice of Newport, Rhode Island and Fifth Avenue, New York. He was not only a surgeon, but also a professor of geographical exploration at Harvard University. In 1915, he married the former Eleanor Widener, whose husband and son had died in the Titanic disaster – she had manned the oars on one of the lifeboats. She would later donate the Widener library to Harvard in their memory. Dr and Mrs Rice explored the jungles of South America together, encountering (and fighting off) cannibals along the way.
In 1953 the Rolls-Royce was acquired by Charles Melhinch, of New Jersey, who displayed it at the 1953 AACA Devon meet where he received the “smoothness and silence” trophy.
Subsequent owners included John H McGerry (1958) and Burt Riley Waters (1960). Waters would keep it only a short time before the car was acquired by Andrew Darling in the same year; he would cherish it for 38 years until his passing.
Pat Ryan acquired the car at auction in 1996; he would keep it until 2009 when it was acquired by the current owner. It was subsequently treated to a two-year restoration by Sargent Metal Works in Vermont, just before going on to win first in class at the Rolls-Royce Owners Club meet at the Biltmore Estate in 2016, and third in class at the Pebble Beach Concours d’Elegance the following year.
ENGINE 7338cc/V12/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, RWD
POWER 165bhp
TORQUE N/A
TOP SPEED 87mph
0-60MPH 16.8secs
WEIGHT 3500kg
‘A unique design, and one of only two convertible coupé bodies built on a Phantom III chassis’
1937 Talbot-Lago T150 C SS New York Teardrop
Owner The Pearl Collection
Location Switzerland
BELOW Exquisite Figoni et Falaschi Teardrop style accentuated by two-tone paintwork.
OPPOSITE Patented twin outward-opening windscreens offset the lack of sunroof and aid cabin ventilation.
WHEN ANGLO-ITALIAN ENGINEER ANTHONY LAGO picked up the pieces of Automobiles Talbot between 1933 and 1936, he wasted no time getting to work revitalising the range.
Enlisting the former Fiat and Sunbeam-Talbot-Darracq engineer Walter Becchia, Lago’s plan was to share as many parts as possible across more than a dozen new cars all launched in a scant four years.
Competition success would play a key role, so Becchia was tasked with developing a competition version of the company’s 3.0-litre six-cylinder T150 engine. The resultant changes saw the newly enlarged 4.0-litre engine modified with hemispherical combustion chambers and three Zenith-Stomberg carburettors.
Working with fellow ex-Fiat staffer Vincenzo Bertarione, Becchia constructed the T150 C ladder-frame chassis, with the C standing for ‘Corse’.
‘SS’, meanwhile, stood for Super Sports, and featured a shorter, 104in chassis with independent top-linked front suspension and a transversely mounted leaf spring, with an underslung live axle fitted at the rear. To aid the cause in motor racing, a large-capacity oil pan was fitted, as well as a Wilson pre-selector gearbox for swift shifts. It would prove successful: in 1938, a racing model T150 C SS Coupé finished third at the Le Mans 24 Hours.
This exquisite Talbot-Lago Teardrop was the fourth T150 C SS chassis of 14 built and one of only a handful of the desirable New York models, considered to be the most spectacular examples of the iconic Teardrop design. It is believed that 11 New York models were built, 10 on the T150 C SS frame, and one on the longer 116in T23 chassis.
This was the only Teardrop constructed without a sunroof, giving the car an even purer line than its sister cars. To offset ventilation issues, the car was fitted with twin outwardopening windscreens – a design patented by Joseph Figoni that further enhanced the unique character of this car.
But for all its aesthetic prowess, this car spent some time on track, too, taking part in the 1950 Grand Prix in Watkins Glen with James Floria behind the wheel. The car was also raced at Wilmot Hills and Elkhart Lake.
After passing through the hands of Tommy Lee, Brooks Stevens, and Bruce Lustman, the car then found its way to John W Rich and the JWR Automobile Museum in Pennsylvania. The New York Teardrop is now part of The Pearl Collection in Switzerland.
ENGINE 3994cc/inline-six/ naturally aspirated/OHV
TRANSMISSION Four-speed pre-selector manual, RWD
POWER 170bhp
TORQUE N/A
TOP SPEED N/A
0-60MPH N/A
WEIGHT 1730kg
‘The only Teardrop built without a sunroof, giving the car an even purer line than its sister cars’
1938 Bentley 4¼ Litre Barouche de Ville by James Young
Owner Axel Schröter
Location Monaco
WITH ITS 4¼-LITRE ENGINE, OVERDRIVE GEARBOX and unique James Young coachwork, B38MR represents the ‘Derby’ Bentley in its ultimate and most desirable incarnation.
Specially built for the James Young stand at the 1938 Earls Court Motor Show, this Brougham de Ville is attributed to Scotsman AF McNeil, arguably the most influential British coachwork designer of the inter-war years. He joined James Young from Gurney Nutting in 1937 when it became part of the Jack Barclay group.
Though Bentley’s chassis records curiously refer to this car as a ‘Barouche de Ville’, the Brougham nomenclature was particularly appropriate for the James Young company, whose eponymous founder had taken over the established business of JK Hunter of Bromley, Kent in 1860 and became famous as the maker of the popular ‘Bromley Brougham’.
This Brougham de Ville was illustrated in the car guide ‘show numbers’ of both The Autocar and The Motor. It also featured in Jack Barclay’s advertising and in the company’s colour catalogue. It is interesting to note that it was originally described in the publicity brochure as having a sliding panel. This is not the case, as the car was originally built with a detachable three-piece section, which has its own compartment in the boot.
B38MR was bought at the 1938 Earls Court Motor Show by the Marquess of Dufferin and Ava, who retained the Bentley until shortly after the outbreak of World War Two, when it passed into the hands of civil engineer Richard Costain of Dolphin Square, London SW1. Costain apparently used the car throughout the war, and then sold it to Sir Geoffrey Winterbotham in 1946.
After a stint in the USA, the car came back to the UK in the 1980s and was owned by the collector Charles Howard before coming into the possession of P Cockeram. During his tenure, Mr Cockeram spent more than £100,000 keeping the car in good order.
Since 2019, this wonderful automobile has been a treasured part of the owner’s collection. It was soon treated to a full restoration, including an interior rebuild, which was completed in 2023.
The car was invited to the 2023 Concorso d’Eleganza at Villa d’Este and to the Dinard Elegance concours, where it performed successfully. Though James Young produced a similar design later on, this supremely elegant and unique motor car remains the sole example of this model.
ENGINE 4257c/inline-six/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, RWD
POWER 125bhp
TORQUE 205lb ft
TOP SPEED 96mph
0-60MPH 14.2secs
WEIGHT N/A
ABOVE Finished in light green and black as presented at Earls Court in 1938.
OPPOSITE
Detachable three-piece hardtop stores away on a tray in the trunk.
1937 Talbot BI 105 Airline Saloon by Darracq
Owner Charlie James Ferrox Elliott
Location UK
BELOW Built by Darracq, the Airline’s bodywork was designed by Georges
OPPOSITE
The
IF EVER THERE WAS A CAR THAT DEMONSTRATED the ingenuity of its designer, Georges Roesch, the Talbot 105 was that car.
The Swiss-born Roesch had come to the UK from Delaunay-Belleville in 1914 to work for Daimler, before moving to Clément-Talbot as chief engineer two years later. In 1919 Talbot was acquired by Darracq, and then the whole operation was bought by Sunbeam to form STD Motors. Roesch soon proved his worth, turning the unloved 8-18 into a much more successful 10-23. A fanatical perfectionist, Roesch is said to have refused to own a vacuum cleaner because of his displeasure at the inefficiency and poor design of those available on the market.
The 105 was a development of the 75, itself a further development of the 14-45 launched in 1926. The 14-45’s Roesch-designed free-revving six-cylinder engine acted as a stress-bearing member in the steel ladder chassis and featured a low-mounted camshaft that actuated the rockers and valves through pushrods, eliminating the need for a noisy chain. At peak, around 100 were built each week.
Roesch developed the car still further, creating the 75 with a 75bhp, 2.3-litre version of the engine. Further developments for racing saw Roesch increase the compression to 10:1 via a revised cylinder head, leading to the 90 model. For 1931, the engine was increased in capacity to just under 3.0 litres, with power up to 100bhp in road trim and 140bhp for competition cars; the car was now known as the 105. The BI 105 was the pinnacle in the 105 family, featuring a new “dropped” and reinforced chassis and semi-elliptic leaf spring suspension all-round, with Luvax adjustable dampers. Just 97 units are thought to have been built.
The fashionably aerodynamic Airline coachwork was constructed by Darracq, and designed by Roesch himself. Famously tested when driven by him to that year’s Alpine trials to meet the works cars, this particular vehicle was one of the last to leave the production line. As a BI 105, it featured all the various developments that had been tried and tested on tracks and rallies around Europe with the famed works cars in the years prior.
The entire history of DLP 937 is known, with a complete record of all previous owners. Delivered in the striking hue of gunmetal grey to a Mr Graham Enock of London, it was sold after a year to live a new life in Wales. It eventually returned to England in 1965 and has had just four owners since.
Roesch himself.
pinnacle of the 105series cars, launched in London just prior to the Rootes takeover.
ENGINE 2969c/inline-six/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, RWD
POWER 100bhp
TORQUE N/A
TOP SPEED N/A
0-60MPH N/A
WEIGHT N/A
‘As a BI 105, it featured all the various developments tried and tested on tracks and rallies around Europe’
1938 Bugatti Type 57C Cabriolet by Gangloff
Owners Klaus and Magdalena Dold
Location Switzerland
CHASSIS NUMBER 57737 LEFT THE BUGATTI FACTORY in July 1938, bound for a Mr Fouque via Mr Leyda, the Bugatti agent in Toulouse, France.
The chassis was sent to Gangloff to be finished to the firm’s 1938 Stelvio design, but Mr Fouque would never receive his car. It’s believed that the agent abandoned Fouque’s order and sold it instead to Roland du Pouget of St Malo.
Though Bugatti’s records do not state exactly when the Gangloff body was built, the design of the bonnet – with its three horizontal rows of punched holes – is the style used by the coachbuilder until 1939. Of the four other Type 57C chassis produced in July 1938, chassis/engine 47 is a two-seater cabriolet (Gangloff drawing number 3850) and chassis/engine 46C is a two-seater coupé (Gangloff drawing number 3854). The convertible with the 50C engine must have been built according to a Gangloff drawing in the number 3890 series, which is from the August 1938 period.
Du Pouget was no stranger to Bugatti – the cabriolet replaced an Atalante, chassis 5750, and was used for regional trips and occasional long journeys. When the Second World War was declared, du Pouget was away hunting in Yugoslavia and was told to cross the border within 24 hours, or risk being stranded in the country.
St Malo was captured by the Germans in mid-June 1940 and the Bugatti requisitioned. Roland du Pouget found a Wehrmacht official, H Lang, a friend of his from his motor racing days, who recognised him and made the commander return the vehicle on the spot.
Allied bombing raids on St Malo in August 1944 destroyed almost 80 percent of the town. The Bugatti, which had been sheltered in Saint Servan, escaped the tragedy. It was stored after the war in an outbuilding on Rue Constant Tavet, before later being left for long periods under a tarpaulin.
The car was sold to Marquis Robert de Goulaine of the Château de Goulaine near Nantes in 1961. It then passed to Baron Napoleon Gourgaud of Taillis at the Château de la Grange in Essonne in the Île-de-France region, where it was placed in the château’s museum, and later restored. It passed through several subsequent owners, coming to Germany in 1982 via Rudi Kreyer, who kept the car for 30 years. It’s been in the stewardship of the current owner since 2014. A December 2019 inspection by Bugatti historian Pierre-Yves Laugier confirmed that the car retains its original chassis, engine, gearbox, rear axle and bodywork.
ENGINE 3257cc/inline-eight/ supercharged/DOHC
TRANSMISSION Four-speed manual, RWD
POWER 160bhp
TORQUE N/A
TOP SPEED 120mph+
0-60MPH N/A
WEIGHT N/A
ABOVE One of the most powerful and desirable road cars of the late 1930s.
OPPOSITE Four-seat cabriolet body built by Gangloff to the firm’s 1938 Stelvio style.
1939 Bentley 4¼ Litre MX Sedanca Coupé by Hooper
Owners Nick and Stephanie Harley
Location UK
THE BENTLEY 4¼ LITRE WAS AN EVOLUTION OF THE 3½ Litre that had been launched in the wake of Rolls-Royce’s takeover of Bentley Motors’ assets following the firm’s financial difficulties and subsequent collapse in 1931.
The takeover saw Bentley production move from Cricklewood to Derby, with the 3½ Litre appearing in 1933. Similar in form to the Rolls-Royce 20/25 launched the same year, the Bentley’s engine featured a second SU carburettor and an increased compression ratio. From 1938 on, M series cars featured overdrive.
Three years later Rolls-Royce launched the 25/30 model, with the Bentley 4¼ following soon after, retaining the recipe of additional carburettor and increased compression. It would be highly successful, with 1200 built, making it the most popular model in Bentley’s history at the time. Bodies came mostly from Mulliner and James Young, among others.
This particular car, B187MX, is one of two Sedanca Coupés built by Hooper, for many years based in Westminster. It was commissioned by Lady Duff Ashton Smith, and was built during a tumultuous time for the company as it had only recently been acquired by the Daimler Company. The Lady ordered the car to be built to an art deco design in black with white pin-striping, black leather with white piping, white dashboard, white leather vanity cabinets, monogrammed opera lights and whitewall tyres. All of these items are retained to this day – this Bentley has never been restored.
For reasons unknown, Lady Duff did not take delivery and instead it was first delivered to BM Mavroleon in November 1940. It was sold in 1942 to London-resident Anthony Drexel-Biddle, the American ambassador to Poland and other governments in exile.
In 1944 the title transferred to his wife, Margaret Thompson Schulze, a formidable socialite who had inherited a rather large fortune in 1931. After the war she lived in London, Paris and Cap Ferrat, enjoying the Bentley on the Riviera until her death in 1957.
Upon her passing, the Bentley was installed at the Musée 1900 in Provence, where it remained for around 50 years –which explains its beautifully preserved condition.
Repatriated to the UK in 2007 it was soon returned to the road after a light mechanical recommissioning by P&A Wood. Since then the owners have delighted in using the car for tours throughout France, Italy and Switzerland. Despite this, it has covered fewer than 80,000 miles from new.
ENGINE 4257c/inline-six/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, RWD
POWER 125bhp
TORQUE 205lb ft
TOP SPEED 96mph
0-60MPH 14.2secs
WEIGHT N/A
ABOVE B187MX Sedanca Coupé as original today as it was here in 1944.
OPPOSITE Margaret Schulze outside London’s American Red Cross HQ during the war.
1939 Talbot-Lago T150 C SS by Pourtout
Owner The Hon. Sir Michael Kadoorie
Location Hong Kong
THE TALBOT T150 C SS WAS THE FIRM’S ATTEMPT TO build a lightweight, high-performance competition car. It wasn’t overly successful on the big stage, though it did compete well at Le Mans and the French Grand Prix. However, these cars did underpin magnificent bodies from the cream of 1930s coachbuilding talent.
The lithe and lovely Aerocoupé was designed by the brilliant Georges Paulin, a hero of the French Resistance. Car design wasn’t Paulin’s initial calling, he was a dentist. In the mid-1920s he was taking a break during some tooth wrangling and was looking out over the road during heavy rain. While watching a deluged Delage driver struggle to get his soft-top up before it ruined the interior, Paulin’s mind started to craft the idea of a retractable hardtop. With the help of a mechanical engineer friend, he set to work and eventually patented the idea in 1932.
After presenting this idea to Marcel Pourtout, who was impressed by the concept’s style, mechanics and aerodynamics, Paulin eventually left dentistry all together and became Pourtout’s chief designer.
Built in the suburbs of Paris by the Pourtout coachworks, this car – chassis 90120 – was unfinished when World War Two broke out. Finally completed in 1944, it was hidden from the Nazis during the wartime occupation of France. In its
‘These cars underpinned magnificent bodies from the cream of 1930s coachbuilding talent’
short but scintillating motor sport career, this remarkable car was driven in 16 events as varied as circuit races and hillclimbs between 1950 and 1952 by Pierre ‘Pagnibon’ Boncompagni of the Ecurie Nice – and won 14 of them.
In 1955, the Talbot was acquired by Francis Mortarini, who exported it to dealer Otto Zipper of Santa Monica, California. In 1958 it was acquired by James R Stannard Jr of Long Beach.
In the early 1960s, Stannard sold the Talbot to marque specialist Lindley T Locke of Los Angeles. It gathered dust in his garage for years until his death at the age of 74 in August 2001, and was later acquired by The Hon. Sir Michael Kadoorie in 2008, who subsequently had it restored by Ashton Keynes Vintage Restorations in the UK to Ecurie Nice specification. This wonderful T150 C SS won its class at the Pebble Beach Concours d’Elegance in 2014.
ENGINE 3994c/inline-six/ naturally aspirated/OHV
TRANSMISSION Four-speed pre-selector manual, RWD
POWER 170bhp
TORQUE N/A
TOP SPEED N/A
0-60MPH N/A
WEIGHT 1600kg
ABOVE One of just three streamlined Paulin coupés made by Marcel Pourtout.
1953 Frazer Nash Mille Miglia Roadster
Owner Wilhelm Schmid
Location
Germany
BELOW YMC 81
threads The Chicane at the Goodwood Nine Hours in 1953, where it finished 14th overall.
OPPOSITE Just 11
Mille Miglia Roadsters were made, and only two in this wide-body configuration.
CONSIDERED THE MOST ATTRACTIVE OF THE POSTwar Frazer Nash models, the Fast Tourer was renamed as the Mille Miglia after the marque’s success on the 1950 event.
The race that year was marked by treacherous weather conditions, but the driver pairing of Cortese and Teravazzi prevailed to finish sixth behind three Ferraris, an Alfa Romeo 6C and a Jaguar XK120 in their Le Mans Replica.
Fitted with the same 2.0-litre straight-six engine that powered the Le Mans Replicas, the Mille Miglia featured a full-width body and was equipped for road touring.
Most Mille Miglias featured an A-frame ‘100-series’ tubular chassis, which was designed by ‘Dr’ Fritz Fiedler. The cars were powered by BMW-derived 2.0-litre sixcylinder Bristol engines. Utilising triple-Solex carburettors, the engines produced between 110 and 126 horsepower, depending on the compression ratio.
The lightweight-yet-strong chassis could also be fitted with different bodies simply by changing the body frame. As such, most Frazer Nash owners viewed the car as a dual-purpose machine, equally adept on road and track. Approximately 11 were built between 1949 and 1953.
This particular car, chassis 421/100/166, was one of two so-called ‘wide-bodied’ Mille Miglias, with the spare wheel moved from the front wing to inside the boot. This provided much more space in the cockpit, and made it a far more comfortable touring car.
Completed in July 1952 and registered YMC 81, it was finished in Bristol Maroon, with brown leather trim and silver bolt-on wheels. It was also finished with the short-style air scoop on the bonnet.
The first owner, Mr Orr of Manchester in July 1952, kept it only a short time before selling it back to AFN in May 1953. AFN sold it a month later to Jack Broadhead of Macclesfield.
Broadhead entered a number of events, with the car often piloted by Peter Reece. These outings included the Goodwood Nine Hours in August that year, followed by the London Rally in September, the RAC Rally in March 1954, the British Empire Trophy in April, and finally the over 1500cc race at Silverstone in July. Centre-lock wire wheels were fitted before the Silverstone race, and the air scoop lengthened.
The car passed through several enthusiasts, including UK racing driver and car retail magnate Frank Sytner in the mid-1980s. It has since called Germany home through several further passionate owners.
ENGINE 1971cc/inline-six/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, RWD
POWER 110-126bhp
TORQUE 108lb ft
TOP SPEED 120mph
0-60MPH N/A
WEIGHT N/A
‘Most Frazer Nash owners viewed the car as a dualpurpose machine, equally adept on road and track’
1956 Maserati A6G/54 Zagato
Owner RQ Collection
Location Mexico
THIS MASERATI A6G/54 2000 BERLINETTA, CHASSIS 2155, was the 17th out of the 20 bodied by Zagato. Its first owner was Luigi Fornasari, who wanted to compete in the 1956 Mille Miglia. He eventually received his new car two days before the event, in bare aluminium.
Setting off at 03:11, the dream of victory came to an end on severely wet roads near Ravenna, with the car crashing out onto its double-bubble roof – at the time, a feature unique among the Zagato-bodied A6G/54s.
The car was sent back to Zagato for repairs, with a strip of alloy trim added to each flank from bumper to door handle, a smaller radiator opening and lowered headlights. It’s believed to be the only A6G/54 with such a treatment.
In June that year the car was sold to Roberto Federici, but was purchased and registered by Gianfranco Peduzzi less than a month later. After competing in many of Europe’s hillclimbs in 1957, it was in need of some engine refreshment.
It would return to Zagato for mechanical work, where, during the running-in period, Gianni Zagato – the younger son of company founder Ugo and the uncle of current Zagato boss Andrea – crashed the car. Zagato rebuilt it in a more modern style with kicked-up rear wings, hooded headlights and a double-bubble roof.
By 1958 the car was competing again, with Natale Gotelli at the helm at both the Bolzano-Mendola and Trento-Bondone hillclimbs. In 1959 the Maserati was entered in two circuit races at Monza, both the Gran Premio Lotteria on June 28, finishing 11th in the GT class, and in the Coppa Intereuropa on September 13 where it did not finish. Third place in the GT class at the Pontedecimo-Giovi hillclimb rounded out the season and its racing career.
Over the years the car would change appearance again and again – by 1984 it was painted red and equipped with covered headlamps. After passing through several European owners, it was acquired by US collector John Bookout in 2000. With the aid of marque historian Adolfo Orsi, the car was restored by Modenese artisans to 1958 specifications, and would debut at the 2005 Concorso d’Eleganza Villa d’Este.
The car was sold in 2008 to a Texas-based collector, who engaged Paul Russell & Co of Essex, Massachusetts to refine mechanicals and cosmetics further. It was shown at the Pebble Beach Concours d’Elegance in 2008, plus The Quail in 2010, the Cavallino Classic in 2013, and at Pebble Beach again in 2014 as part of the Maserati centenary celebrations.
ABOVE Chassis 2155 now faithfully reflects Zagato’s unique 1958 body specification.
OPPOSITE Note the kicked-up rear wings, alloy side strip and double-bubble roof.
1933 Chrysler CL Custom Imperial Dual Windshield Phaeton
Owner The JBS Collection
Location US
BELOW Flared fenders extend into full-length running boards with dual side-mount spares.
OPPOSITE Design features of this luxury model include a nearly six-foot-long cowl-less centre-split hood.
CHRYSLER’S CL IMPERIAL DUAL WINDSHIELD PHAETON marked the pinnacle of the marque’s ‘Classic Era’ of design.
Wearing coachwork by LeBaron, only 50 Dual Windshield Phaetons were produced between 1932 and 1933, with 36 receiving the ’33 model year’s sleek design update, resulting in a model that is widely regarded as one of the most stunning and collectable American classics.
Riding on a 146-inch chassis, the CL Custom Imperial was Chrysler’s top-of-the-line offering, sporting a 135hp L-head engine with nine main bearings, a three-speed manual transmission with vacuum-assist clutch, vacuum-assisted four-wheel hydraulic drum brakes, a Chrysler Coincidental Starter, and a new-for-1933 automatic choke. The CL Custom Imperial is a marvel of engineering, with vacuum-operated controls for many system functions.
It is believed that only 15 to 17 authentic Dual Windshield Phaetons remain, with several 1932 model-year cars converted to ’33 styling, as well as many reproduction bodies placed on sedan chassis. Further, of the remaining examples, fewer still hold their original engine, chassis, and body.
Serial number 7803658 of The JBS Collection is believed to be the most documented CL Imperial Dual Windshield Phaeton extant by Chrysler historian Joe Morgan, supported by thorough research. The car retains its original engine, chassis and body, all of which match the original build sheet, as verified by Chrysler historian Daniel Phenicie. The car was purchased new by Walter E Vasbinder of Indianapolis, Indiana on July 15, 1933, and the entire ownership history of the car is known from this point forward. Most of its life has been spent in Indiana.
The car underwent an exhaustive restoration by renowned restorers LaVine Restorations of Nappanee, Indiana. LaVine poured thousands of hours into research alone on the Chrysler, studying nearly all remaining Dual Windshield Phaetons and more than 15 CL Imperials. Consulting with marque historians Joe Morgan and Daniel Phenicie over a five-year period resulted in more than 45 parts being developed and machined in-house to original specifications or samples, as most were no longer in existence elsewhere.
On its post-restoration debut the car scored 102/100 points at the 2022 Pebble Beach Concours d’Elegance, and went on to receive Best in Class at the 2023 Amelia Island Concours d’Elegance, and most notably, Best in Class at the 2023 Concorso d’Eleganza Villa d’Este.
‘Widely regarded as one of the most stunning and collectable American classics’
1931 Bentley 8 Litre Saloon by Freestone & Webb
Owners Peter and Martine Reynolds
Location UK
BELOW Powerful and refined mechanicals beneath stately and elegant Freestone and Webb coachwork.
OPPOSITE Bentley offered the 8 Litre in two wheelbase lengths – 156 inches, and 144, shown here.
THE BENTLEY 8 LITRE WOULD BE THE FINAL MODEL introduced before the firm was swallowed up by arch rivals Rolls-Royce following the company’s financial collapse.
This particular example, better known as YR5089, was finished in chassis form in April 1931, just before Bentley went into receivership in July.
One of the 35 examples built on the 12-inch shorter wheelbase chassis (144in), it was specified with an axle ratio that was the highest of the three standard ratios. The engine was also specified with the higher of the two standard compression ratios.
The chassis was delivered to Freestone and Webb, a coachbuilder best known for developing the ‘razor edge’ style and distinctive, rakish bodies. The body number was 985, as stamped on the original footplates still in position today. The body was originally finished in Buff over brown with a brown interior trim, and presented as a four-door, owner-driver saloon with separate bucket front seats.
It is likely that the one-off body was designed with an eye to the concours competitions that were becoming popular, with the emphasis on elegance. Indeed, when sold in 1934 by Green Park Motors (a subsidiary of Jack Barclay), the advert made reference to ‘a special Concours d’Elegance body’. The first owner is listed as R Beaumont Thomas, and in his custodianship YR5089 appeared at a concours in Eastbourne on September 9, 1931, winning numerous awards.
The 8 Litre was purchased by Robert Orange in 1932. He sold it to GBP Forwood in 1934, by which time it had been repainted black. Its next custodian was Lionel Stone, who kept it briefly before advertising it in 1936 in The Autocar.
It was bought by PS Whitmore of Wimbledon, London. Unusually there is a war-time record for YR5089, as Mr Whitmore volunteered his Bentley for the war effort.
The first post-war owner was Leonard Heaton Fairclough, who later sold it to JB Hilton and Charles Ree. Mr Hilton advertised YR5089 in Motor Sport January 1955 and it was at that point sold to the USA.
YR5089 returned to the UK in 1975, and was secured by Vaughan Gaskell through Charles Howard, when it was also reunited with its original registration number – MV 9693. The engine was fully rebuilt in 2018 by Alan Booth.
YR5089 has continuous and known history from new and is also one of only a handful of Bentley 8 Litres that still retain their original body panels.
‘It is likely that the elegant one-off body was designed with an eye to the concours competitions’
1930 Bentley Speed Six Sports Coupé by HJ Mulliner
Owner Andrew Pisker
Location Monaco
THE 6½ LITRE WAS ONE OF BENTLEY’S FINEST CARS, the genesis of which comes down to a quirk of fate.
WO Bentley was driving a 4½-litre, six-cylinder prototype through France after watching the 1924 French Grand Prix in Lyon when he happened across a group of Rolls-Royce engineers putting a new 7.7-litre Phantom I through its paces.
A race soon ensued along the routes nationales that highlighted the fairly similar performance of the two cars.
WO Bentley wouldn’t stand for that, and so set about building not only a faster car, but one with a smooth, unstressed engine – the 6½ Litre was born.
The Speed Six chassis was introduced at the 1928 Olympia Show in London as a more sporting version of the Bentley 6½ Litre. The engine was modified to liberate more power, with twin SU carburettors, a higher compression ratio and a high-performance camshaft.
The car would go on to dominate endurance racing, winning at Le Mans and Brooklands in 1929 and 1930 thanks to a 200bhp competition version of the 6.6-litre inline six-cylinder engine. Customer Speed Sixes featured a very healthy 180bhp, compared to the 147bhp available in the standard 6½ Litre model.
The Speed Sixes were built in rolling chassis form, in a number of wheelbase lengths – 138, 140.5 and 152.5 inches, with the 138-inch chassis being the most popular.
This particular car, chassis LR2778, wears closed Sportsman Coupé coachwork by HJ Mulliner, who employed the patented Weymann technique to craft a lightweight, inner structure skinned in aluminium and synthetic leather. LR2778 was first supplied to Sawai Man Singh II, the last ruling Maharaja of Jaipur and, later, India’s ambassador to Spain. After becoming the Maharaja at age 11, he started multiple modernising projects that soon led to him spending extended periods in Europe. He was also an able sportsman, winning the polo World Cup in 1933. He enjoyed the car for several years, whereupon it returned to England in 1937.
Since that time, the car has enjoyed many adventures: a cross-continent honeymoon, a brief spell as a race car, and a cameo at the opening of the Channel Tunnel. After undergoing a highest-level restoration by renowned specialists RC Moss of Melchbourne, Bedford, it won three awards at the 2012 Pebble Beach Concours d’Elegance.
Ninety-four years on, the Speed Six is still the epitome of style, performance and grace.
ABOVE Enclosed Sportsman Coupé bodywork by Mulliner in Black and Ivory.
OPPOSITE Jaeger gauges, Bluemel steering wheel and Hobson telegauge.
1928 Bentley 4½ Litre by Harrison
Owner Joseph Moch
Location UK
BENTLEY HAD BECOME ACCUSTOMED TO MOTOR racing success, despite the company founder’s initial scepticism around competition. Winning the second Le Mans 24 Hours in 1924 certainly helped change WO Bentley’s mind.
However, the 3 Litre model was starting to come under threat from the likes of Rolls-Royce and Bugatti, so the 4½ Litre plan was formed.
The engine was a variation of the 6½ Litre model’s straight six, with two cylinders removed to produce a 4398cc four-cylinder engine that retained the very long 140mm stroke and 100mm bore of the original motor. It also employed a sophisticated valvetrain with four valves per cylinder with a single overhead camshaft driven by bevel gears. Twin SU carburettors helped conjure up 110bhp in road-going form and more than 130bhp in racing trim.
Such a heavy engine required a suitably strong chassis, with the ladderframe bolstered with several cross braces to improve torsional rigidity. Semi-elliptic springs were used at all four corners, as were rod-powered, finned drum brakes.
The 4½ Litre would go on to be successful in motor sport, with Woolf Barnato and Bernard Rubin taking victory in the Le Mans 24 Hours in 1928, while the pairings of Jock Lawson Dunfee and Glen Kidston and Dr Dudley Benjafield and Baron André d’Erlanger finished second and third in 1929. The 4½ Litre would also finish second at the 500 Miles of Brooklands in 1930 with Benjafield and Edward R Hall behind the wheel.
The car was supplied as a rolling chassis for the likes of Gurney Nutting and Vanden Plas to body, often with a fabric-over-wood frame built to a Weymann patent.
This particular car was bodied by a coachbuilder called R Harrison & Son. Based in Stanhope Street near Regent’s Park, the company was just a five-mile drive from Bentley’s factory – one can imagine bare chassis being driven along the Edgware and Marylebone Roads.
The firm was never high-profile, refusing to exhibit at the London Motor Show, and had been in operation since 1883, bodying its first cars in 1906. During the 1920s the firm bodied more than 200 Bentleys, as well as other marques’ cars. However, by 1931 the company had folded.
This particular car was originally bought by Guy Bullough, heir to a substantial Scottish inheritance. After spending 50 years sitting unattended, it was entrusted to marque specialist Graham Moss of RC Moss for a full resurrection.
ABOVE Bodied by R Harrison & Son, based just five miles from Bentley’s factory.
OPPOSITE Untouched for 50 years, it required more of a resurrection than a restoration.
1927 Bentley 3 Litre Boat Tail Speed Model
Owner The Jaques Family
Location UK
BENTLEY’S VERY FIRST CAR WAS AN ENGINEERING marvel that elevated the fledgling company to the premier class of automotive marques almost immediately.
The 3 Litre’s four-cylinder engine was truly novel for the time – cast in one piece, it had a relatively small bore for full tax efficiency, but a long stroke that provided oodles of torque. It also featured a single overhead camshaft that actuated four valves per cylinder via a pushrod and rocker setup – in original form it produced a healthy 70bhp.
This power was delivered to the road via a four-speed non-synchromesh gearbox, with the engine mounted in a steel ladder-frame chassis. It rode on solid-axle, semi-elliptic leaf springs with friction dampers.
The 3 Litre was soon thrust into action on the motor sport scene, with early entries at the Indy 500 and the Isle of Man Tourist Trophy. However, it would be the Le Mans 24 Hours that would prove to be the defining success story for the car – after missing out on a podium at the very first running of the event in 1923, Bentley returned to win it a year later. So started a long love affair with Le Mans, and the foundation for Bentley’s sporting credentials.
Road-going 3 Litres were supplied as rolling chassis, with bodies provided by independent coachbuilders. Over time the 3 Litre was upgraded, becoming more powerful and lighter, and would live on to 1929. In all, more than 1600 examples left the Cricklewood factory.
This particular example is chassis TN1564, and features coachwork from Martin Walter. It was first purchased by Francis Ronald Lambert Mears, and was registered to his barracks in Ranikhat, India. It went through a couple of owners during the next 20 years, before finding one family who kept it safe for more than 50 years until Chris Jaques contacted them directly and managed to purchase it. It has never been on the open market. Sadly, Chris passed away before the car could be finished, and his wish was for the family to complete it.
At some point it had been painted British racing green, but the original cream colour was still evident in places, and has now been replicated during an extensive restoration that took three years. Throughout the process, the express desire was to retain all the original features and components.
The Concours of Elegance 2024 is the first time the car has been seen by anyone for more than 60 years – and these are the first images to be put in the public domain in that time.
ABOVE Speed models were built on a shorter wheelbase than the standard 3 Litre cars.
OPPOSITE Martin Walter coachwork recently returned to its original cream hue.
1925 Rolls-Royce Silver Ghost Barrel-sided Tourer
Owner Charles Cross
Location UK
THIS ROLLS-ROYCE PLAYS A KEY ROLE IN THE rollercoaster history of the marque – it is the last Derby-built Silver Ghost supplied to the UK, and has had just four owners since it first rolled out of the factory gates.
120EU, as it is more commonly known, was first bought by Henry Thomas – no stranger to Rolls-Royce ownership. Having racked up more than 300,000 miles in a 1909 Silver Ghost, he was a fan of the model, so when Rolls-Royce tried to get him to upgrade to a Phantom he resolutely declined. He wanted a Silver Ghost – so Rolls-Royce constructed a new one, built alongside the Phantoms at Derby.
It featured all of the improvements to the model that had been developed during its lifetime, along with nickel fittings, a D-rake steering column and long-wheelbase chassis. It also has Barker dipping headlamps, a Cobra horn and tool accommodation in the running boards. He used the car extensively in the Cotswolds, indulging his passion for photography, keeping an extensive log of the car’s use. By the time of his passing in 1954, the car had covered 68,871 miles.
A friend of Mr Thomas then took stewardship, a man by the name of John Hampton who’d been a long-time admirer of 120EU. He had the windscreen altered to cure a leaking problem, and then had the car reupholstered in its present blue/grey leather. In 1959, the engine was rebored and the extra oil supply and thermostat reconnected. It was also repainted around this time.
During Hampton’s ownership the car was used for several 20-Ghost events, including a 1248-mile Scandinavian Tour. It also graced the cover of the last Goodwood Pageant in May 1967.
Nigel Hughes acquired 120EU in 1993, who chose the path of gentle conservation rather than restoration. It was sold to the current owner in 2013, with the odometer reading 122,234 miles. He immediately sent the car to Jonathan Wood for repair and maintenance, and to have the two-piece folding windscreen reconstructed. In 2021, the engine was overhauled, and in 2022 the car was repainted in its original Oxford Grey colour. Despite the mileage and recent works, its owner continues to use it regularly – the car took part in the 2014 RAC 1000 Mile Trial, and in 2021 participated in the 20-Ghost Club’s re-enactment of the 1911 London to Edinburgh trial, covering 440 miles solely in top gear, despite carrying five people. In 2022, it took part in the 1730km 20-Ghost Club Alpine Rally from London to Salzburg and back again. The car currently has 128,426 miles on the clock.
ABOVE The last of the Derby-built Silver Ghosts supplied to a UK customer.
OPPOSITE Specified with nickel fittings, dull polished dash and a sliding front seat.
1922 Ballot 2 LS
Owner Doug Blain
Location UK
THE BALLOT BROTHERS, EDOUARD AND MAURICE, founded their company in Paris in 1905 to build engines for other manufacturers. Edouard was a former naval officer, which explains the anchor symbol in the famous logo.
During World War One Ballot supplied engines on a vast scale to the French military. By the end of the war the now-wealthy brothers’ thoughts soon turned to full-scale car manufacture. They engaged Swiss engineer Ernest Henry, whose twin overhead camshaft Peugeots had dominated Formula 1 pre-war. He designed a twin-cam, 4.6-litre, eight-cylinder car for Indianapolis; a 3.0-litre version for European circuits; and a 2.0-litre four-cylinder racer in 1919.
The two-litre car astonished the world by coming third in the French Grand Prix. Spotting an opportunity, Ballot decided to put it in production as the launch model for the company’s forthcoming range of high-quality sporting cars.
In 1922 the Ballot 2 LS was the fastest, most glamorous and most expensive sports car in the world, and the first to go into production with the DOHC engine. Fewer than 50 cars were built, and only five survive (or six, if you count a partial survivor). Featuring four valves per cylinder, a roller bearing crankshaft and dry sump lubrication, it produced nearly 70bhp and was capable of 100mph in stripped down form – unheard of figures for a two-litre car at that time.
This Ballot is one of three exported to Australia. It was acquired off the Ballot stand at the 1923 Paris show by the Pye brothers of New South Wales. It was fitted with a body by Kelsch, a Parisian coachbuilder. Its second owner, Daniel Vincent Clifton, was a General Motors dealer with a passion for racing. The car’s first event was at Maroubra Speedway in August, 1926. Clifton competed regularly in races and long-distance reliability trials.
In 1930 Ron Mackellar, another racer, acquired the Ballot and had it rebodied as a four-seater by Callow and Sadler of Sydney. He competed in 10 speed events in his first year, claiming fastest lap of the day at 80.3mph around Maroubra.
After Mackellar sold it in 1935, the car found its way to Melbourne where AG Fox owned it for 30 years, before selling it to Wes Southgate, who competed with it in Victoria and South Australia for another 30 years.
The present owner undertook a mechanical and body rebuild, courtesy of Louis Santin. As part of the process, the French body was reinstated using key components salvaged from an identical original car broken up in the UK in the 1970s.
ABOVE As costly, as fast and as glamorous as sports cars came back in 1922.
OPPOSITE Of the 50 or so built, only five complete cars are known to have survived.
1926 Bugatti Type 37
Owner James Haithwaite
Location UK
WITH THE LAUNCH OF THE GRAND PRIX MODEL IN 1924, Ettore Bugatti created one of the most iconic racing cars in history, and certainly one of the most instantly recognisable silhouettes in Grand Prix car design.
The Type 37 combines purposeful aesthetics with an understated simplicity, relying on finesse and lightweight design for its performance, rather than the over-engineered brute force typically found in other racing cars of the period.
The car’s 1.5-litre, single overhead cam engine was as compact as it was powerful, resulting in a top speed of close on 100mph. Braking was effective too, and the whole package was quickly identified as a race-winning car for any serious driver on the international motor racing scene, as has been the case with this car since it was delivered.
This particular car, chassis number 37139, was first owned by Malcolm Campbell, though only for one year. It then passed through the hands of Percy Musker of Thetford, before ending up with a merchant banker by the name of Cyril Kleinwort – both in 1927.
In 1928 stewardship passed to a Philippe Mossay, who used the Bugatti as his daily transport while studying at Cambridge. By 1932 it was being offered for sale by a Mr Robertson via Jack Bartlett. In 1937 it had found a new owner, a Mr Osburne of Norwich, who quickly passed the car on to a Mr Melly of Liverpool. It stayed with him until 1953, when it was passed to an H Sergeant of Abergavenny.
The Bugatti entered the stewardship of Bernard Kain in 1960. He then sold it on two years later to Wolf Zeuner who, along with daughter Jane, enjoyed the car for 35 years.
In 1996 it was acquired by the Haithwaite family and treated to sympathetic mechanical restoration from marque specialist Ivan Dutton with an emphasis on retaining originality – this is a matching-numbers car with its original Grand Prix body. Since this restoration, the car has been used extensively on events such as the Mille Miglia retrospective, many international Bugatti rallies and has even travelled to Japan. It also won a prize at Salon Privé, but that hasn’t stopped the car from being used as a commuting vehicle for trips to the office and back, or even to go shopping.
Since being bought by Deryk Haithwaite it has continued to be used and enjoyed by two further generations of the family. As the event submission notes proudly say: “Being a Bugatti it doesn’t need to be especially clean and the oil on the bodywork should be kept.”
ABOVE Derived from the Type 35, the Type 37 shares that car’s iconic silhouette.
OPPOSITE Type 37’s 1.5-litre four-cylinder engine was developed for voiturette racing.
1928 Alta Supercharged Sports – Prototype
Owner Alastair CF Gillespie
Location UK
BELOW Geoffrey Taylor and fiancée in action during the 1936 Land’s End
OPPOSITE Designed and constructed in the family stables by 25-year-old Taylor.
THIS MARQUE-FOUNDING PROTOTYPE ALTA, PK 4053, was constructed by young racing enthusiast Geoffrey Taylor in his father’s stables.
Still in his 20s, Taylor designed the 1074cc all-alloy twin-cam four, mounting it in a double-underslung chassis using an ‘ABC’ frame turned upside-down. According to contemporary reports, every detail drawing was produced by Taylor, and the crankshaft and rods were hewn from the solid metal with a hacksaw, Taylor reading a book to pass the time. Work proceeded with a single four-inch Drummond lathe, with power borrowed from a rotary impeller in the water mains. The domestic furnace was used for hardening.
PK 4053 was used to compete in many long-distance trials such as the London-Land’s End Trial and the Exeter Trial, plus sprints such as the Brighton Speed Trials. PK also won the Brooklands Women’s Mountain Handicap when piloted by Pat Oxenden of Jersey in 1935.
When a test for the 1931 Land’s End Trial showed the car could not restart on the steep gradient of Beggars’ Roost, Taylor replaced the reverse pinion with a new 18:1 first gear – garnering another award. Returning from the 1936 Land’s End, Taylor fell asleep and ran off the road. His accompanying fiancée broke two ribs, and the photo shown is inscribed, ‘To my little Boo Boo, now with all her ribs. Geoff’. Run as a development car, by 1934 PK 4053 had been upgraded at the factory with a supercharger and ENV pre-selector gearbox. It also received the coachwork presented with the car today, with a revised radiator cowling.
In 1966, PK 4053 passed to George Abecassis of HWM, and then in the early 1970s it was sold to a US collection where, for 30 years, it remained practically untouched.
From these beginnings, Alta went on to produce a select run of pre-war sports and single-seater competition cars, and post-war Formula 1 and Formula 2 cars. Alta engines powered HWMs for Stirling Moss and Peter Collins, and Connaught’s 1955 Syracuse Grand Prix winner for Tony Brooks – the first win for a British car and driver since Richard Seaman.
Still remarkably original after a conservation rebuild by Stewart Parkes of Parkes Restorations, this prototype Alta is one of perhaps 14 1100s produced, and this is the car’s concours debut, still wearing the paint applied by HWM in the 1960s. The fitting verdict by Dennis May in 1945 remains true today: “As good a sports car in the fine old leatherjerkin-and-spiked-helmet tradition as ever it was.”
Trial.
ENGINE 1074cc/inline-four/ supercharged/DOHC
TRANSMISSION Four-speed pre-selector manual, RWD
POWER 100bhp
TORQUE N/A
TOP SPEED 105-112mph
0-60MPH N/A
WEIGHT 710kg
‘From these beginnings, Alta went on to produce a run of pre- and post-war sports and single-seater competition cars’
1940 Aston Martin Speed Model Type C
Owner Marc Fischer
Location UK
ASTON MARTIN HAS HAD A LONG HISTORY OF financial turbulence, and an early crisis in the pre-World War Two era arguably set the template for the sporting GT models for which the company is best known.
RG Sutherland decided that, to keep the company going after 1935, emphasis should be on sporting tourers rather than absolute performance. However, these new cars would be heralded by high-performance versions: the Speed Models.
Early in 1936, rumours that a larger-engined Aston Martin was imminent began to circulate. This was confirmed when two 2.0-litre cars were entered for the Le Mans 24 Hours that year. These cars, the first of what came to be known as the 2-litre Speed Models, remained basically the same as the 1½-litre but with the engine size increased to 1949cc and the ports revised to switch the plugs to the exhaust side.
The chassis was modified with better springing, and hydraulic brakes were used for the first time on an Aston. The coachwork was more swept back, and the wings were now faired into the chassis and body. In total, fifteen Speed Models were built, in a variety of bodystyles.
Midway through 1938, a new body was offered in an effort to stimulate sales. The new model, the Type C, was bodied in steel by Enrico 'Harry' Bertelli and adopted a futuristic and aerodynamic style. The construction method of sheet steel over a steel frame was patented.
It was a fast car, able to reach 100mph and beyond. The first two cars featured a shield-shaped grille with headlamps on either side. One of these was exhibited at the 1938 Earls Court Motor Show. The remaining six cars had a more rounded mesh grille mounted ahead of either single, or twin, headlamps. Priced at a princely £775, sales were understandably slow. The last unit sold in December 1940.
Not all of the cars retain their original bodies today but this car is a very fine example of a survivor. The build record and chassis number tell us that ‘723’ was completed in March 1940 with World War Two already well under way. The first owner lived in East Anglia, but it was kept from 1942 by a Major Butt, who used it throughout the war. An enthusiastic series of British owners followed but in 1983 it moved to America where it had a very active life.
The car came back to Europe in 2023 and has undergone a recent restoration to return it to its original colour scheme.
This was Aston’s most modern pre-war car and today stands out for its innovation and great performance.
ABOVE Headlamps tucked in behind the grille indicate later Type C model.
OPPOSITE Modern, aerodynamic, patented steel-over-steel body by Enrico Bertelli.
1928 Bentley 4½ Litre
Owner Marc-Julian Siewart
Location UK
BENTLEY’S DESIRE TO BATTLE BUGATTI AND ROLLSRoyce kept the process of innovation going in the white-hot competition world of the 1920s and 1930s. The 4½ Litre model’s four-cylinder engine was good for 110bhp in road trim, and 130bhp for racing. The car went on to be a competition success, winning the Le Mans 24 Hours in 1928.
Chassis XR3326 was delivered new to the order of HC Turner of Batley, Yorkshire, a businessman affiliated with Anglo-Scottish Textiles. With Vanden Plas sports four-seater coachwork, it was one of six Bentleys owned by Turner, and registered UA 4906.
After a series of private owners including a Royal Navy Lieutenant, the Bentley was shipped out to Africa. As chronicled by former owner Dr Frank Hanford, the car was involved in a pre-war attempt to drive from Cape Town to Nairobi and then possibly to Cairo, and was a well-known sight in Lusaka during the war.
XR3326 was refurbished locally in the mid-1950s by Colin Nightingale, an engineer with the Mufulira Copper Mine. An heroic long-range journey to Cape Town followed, mainly over dirt roads with the owner, wife, and three children aboard. Across some 2300 miles it must have been quite the holiday and a test of family solidarity if there ever was one.
Acquired by Hanford in 1967, the car was again rebuilt, and in 1974 the epic journey from Zambia to South Africa repeated, running to Durban to board the steamship S.A. Vaal, which was bound for England. “It was a drive I shall always remember… if flashing lights and thumbs up signs are anything to go by, we gave pleasure to hundreds of others.”
Back in England, UA 4906 was sold to David Wickens in the late 1970s and skilfully restored by Roger Cook, including new coachwork as a sporting four-seater. The car won the Best Vintage Bentley Award at the 1979 BDC Kensington Gardens concours, before entering very long-term private ownership, and remaining essentially unchanged for 40 years.
As noted in a report from expert Dr Clare Hay, this Bentley retains its original engine, carburettors, steering column, and rear axle. The front axle and chassis are period factory replacements, with works carried out and recorded in Bentley service records. A ‘C’ type gearbox is currently fitted.
Over the last two years and under devoted new ownership, UA 4906 was lavishly restored at RC Moss. Every mechanical component was overhauled, with the body re-skinned in alloy and Rexine where appropriate, and new paint and trim.
ABOVE Motor sport pedigree ingrained courtesy of multiple Le Mans victories.
OPPOSITE Widely considered one of the best-handling cars of the vintage era.
1935 Lincoln Model K Coupe by LeBaron
Owner Dr Peter Heydon
Location US
THE EFFECTS OF THE GREAT DEPRESSION WOULD linger through much of the 1930s in the USA, which forced several big-name automotive dynasties into extinction.
Lincoln held firm with its commitment to the high-end market – although it was a small pool of potential buyers, it was an affluent one, and the firm moved all of its marketing resources away from Depression-hit areas for its Lincoln K.
Designed to take on luxury rivals such as the Duesenberg Model J, Packard Twin Six, Chrysler Imperial, Pierce-Arrow Model 53 and the V12 and V16 Cadillacs, it was also intended to rival Bentley, Rolls-Royce, Mercedes-Benz and Bugatti.
Though the K Coupe was launched with the choice of either a V8 or a V12, the V8 engine had been dropped from the range in 1933. A year later, a new 150bhp, 6.8-litre V12 replaced the earlier 12-cylinder unit. As a measure of the market at the time, just 1411 Lincolns were sold in 1935, spread across two wheelbases and 20 different bodystyles.
One of the more popular bodystyles was this two/four passenger coupé by LeBaron, which features a rear rumble seat. Just 23 cars were built in this configuration in 1935, a year in which Lincoln moved the passenger compartment forward on the wheelbase. The more balanced weight distribution, along with a lower centre of gravity resulted in improved handling. Five rubber engine mounts and better suspension delivered a smoother ride.
Lincoln also offered prospective clients the opportunity to have the chassis painted the same colour as the body, which this particular example demonstrates in this fetching shade of Brewster Green. This car cost its original owner just under $5000, at a time when the average American home cost $3450, and a car usually cost $625.
The current owner has enjoyed the car for more than ten years, and entrusted the Lincoln to marque specialist Larry Jordon to perform a meticulous restoration to the exact original specifications. This process took three years, utilising the expert trimming skills of Mark Larder for the interior and Frank Mollo for the repairing and restoring of the fine wooden elements.
Since then the car has been a regular on the concours circuit, taking the Lincoln Trophy at the Pebble Beach Concours d’Elegance in 2008, best in class in the American Classic Closed section at the 2009 Amelia Island Concours d’Elegance and the Most Significant Ford Car award at the Concours d’Elegance of America at Meadow Brook in 2010.
ENGINE 6784cc/V12/ naturally aspirated/SOHC
TRANSMISSION Three-speed manual, RWD
POWER 150bhp
TORQUE N/A
TOP SPEED 125mph
0-60MPH N/A
WEIGHT 2467kg
ABOVE Distinctive greyhound mascot, sidemount spares and 17-inch wire wheels.
OPPOSITE Cabin highlights include art deco-inspired dash and wood trim parquetry.
1939 Rolls-Royce Wraith by Thrupp
& Maberly
Owner Thierry Dehaeck
Location Belgium
THE ROLLS-ROYCE WRAITH HAD A VERY SHORT shelf life, running for just two years before the onset of war – but it marked a strong improvement in the way the firm built its cars.
The Wraith offered several improvements over the 25/30, such as a crossflow cylinder head, independent coil spring suspension and variable rate dampers at the front. Unlike its predecessors, the chassis was welded rather than riveted.
Early in 1939, this particular Wraith’s rolling chassis (WRB9) was sent to coachbuilder Thrupp & Maberly, who produced this unique four-door convertible body. Its first owner was English playwright Robert Sherriff, best known for his epic war-themed play, Journey’s End.
In 1954 he sold the car to Edward Benjamin Britten, the well-known English composer, conductor and pianist, who kept it until 1957. The third owner was British novelist Elleston Trevor (born Trevor Dudley-Smith). On September 23, 1957, British Pathé showed a movie of Elleston Trevor and his miniature model racing cars. In the film, Trevor drives WRB9 up towards his country house. A photograph, dated 1960, shows the Rolls-Royce in George Street, Brighton with French licence plate 440 GZ 06. Another picture has WRB9 wearing the licence plate FLK 8 in Monaco in 1963. In 1964 it was offered for sale from Chemin de la Mignonette in Golfe-Juan, France. From there it found a new home in Holyoke, Massachusetts courtesy of Martin N Zanger. He had the car sent back to the UK for an extensive restoration – it was finally shipped back to the US in March 1971.
In 1986, after having driven 5000 miles, the car was advertised for sale, with Louis Wright, owner of fuel distribution company Wright Industries of Summit, Illinois, becoming the fifth custodian of WRB9. Wright’s son Mark and employee Craig Johnson drove the Rolls-Royce 900 miles from Massachusetts to Illinois, stopping in Auburn, Indiana to repair a broken fan belt.
After Louis Wright’s passing in 1990, Nobel Prize-winning biochemist and Rolls-Royce collector Robert Merrifield took ownership, before Peter Glyn Morris, a major shareholder in the Morris Belmont Group and the driving force behind the resurgence of Dalton-Watson Fine Books, acquired the car. He kept the car until 2009, when it was purchased by Peter Kumar, owner of Gullwing Motors in New York. In 2012 the current owner bought the car from Gullwing Motors and became the ninth custodian.
ENGINE 4257cc/inline-six/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, RWD
POWER 123bhp
TORQUE N/A
TOP SPEED 86mph
0-60MPH N/A
WEIGHT 2642kg
ABOVE Unique four-door convertible coachwork by London’s Thrupp & Maberly.
OPPOSITE Wraith was the final pre-war Rolls-Royce to emerge from its Derby factory.
1948 Jaguar MkIV Drophead Coupé
Owner Private Collection
Location US
WITH THE SECOND WORLD WAR BEHIND JAGUAR, THE firm returned to producing the SS models built by SS Cars between 1936 and 1940. Though the cars weren’t marketed as MkIV, they’ve subsequently become known that way to differentiate them from the MkV.
Though all models shared separate chassis frame construction with semi-elliptic leaf spring suspension and rigid axles front and rear, the engines varied significantly in terms of size and cylinder count.
The range started with the 1½ Litre, originally powered by a 1608cc sidevalve Standard engine, though this was replaced with a Standard-sourced 1776cc unit. Though not known for its performance – all out you’d be doing 70mph – it was just as luxurious to behold as its larger siblings.
The 2½ Litre also used a Standard-sourced powerplant, an overhead valve straight-six measuring 2664cc. A Harry Weslake-tweaked cylinder head raised power to 105bhp.
The top-of-the-range model was the 3½ Litre, which used the same extended body and chassis as the 2½ Litre, but with a 3485cc version of the Standard-sourced inline six-cylinder engine. This improved engine performance even further, delivering a healthy 125bhp. The rear axle ratio was changed to 4.25:1 compared to the 2½ Litre’s 4.5:1.
This particular example, a full-fat 3½ Litre Drophead
‘This full-fat 3½ Litre Drophead Coupé was delivered new to Brussels in August 1948 ’
Coupé, was delivered new to Brussels in August 1948.
The first owner kept it for five years. The car changed hands in May 1974 and remained in Belgium for 31 years before being acquired by Pierre Colin in June 2005.
The car was seen by French jeweller Mr Didier Guerin, who persuaded Pierre Colin to part with it. Guerin immediately commissioned Cecil Cars to begin a two-year restoration in early 2008, that retained the original seats but saw the car switched from Suede Green to a white exterior.
The car is now in the ownership of an American car collector who instructed CKL Developments of East Sussex to perform a full concours restoration. The aim was to return the car to its delivery specification of British Racing Green over Pigskin Grain Tan leather, retaining all original features, including the matching-numbers engine and drivetrain.
ENGINE 3485cc/inline-six/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, RWD
POWER 125bhp
TORQUE N/A
TOP SPEED 95mph
0-60MPH 14.2secs
WEIGHT 1625kg
ABOVE One of an estimated 30 left-hand drive MkIV DHCs sent to Belgium in 1948.
1953 Jaguar C-type
Owner Private Collection
Location UK
FOR JAGUAR, THE 1952 LE MANS 24 HOURS HAD BEEN a disaster – by nightfall all of its C-types had succumbed to engine failure. For 1953, the company left nothing to chance.
The cars were developed extensively, with the C-type design reverting to the pre-1952 specification. However, the cars were not only lighter thanks to thinner-gauge aluminium, and more powerful, but stopping power was improved via the use of disc brakes front and rear. This proved to be revolutionary, and conferred a considerable advantage over the drum-braked opposition, largely led by Ferrari and Alfa Romeo. The driver pairings of Tony Rolt and Duncan Hamilton, Stirling Moss and Peter Walker, and Peter Whitehead and Ian Stewart, were unchanged from 1952.
Despite an early challenge from Sydney Allard in an Allard J2R, Moss had the initial advantage but developed a misfire 21 laps in, leaving Rolt and Hamilton as the leading Jaguar. The Ferrari 340 MM of Giuseppe Farina and Mike Hawthorn was disqualified after just an hour of racing.
As night fell, the battle between Ferrari and Jaguar was intense. The larger-engined Ferrari 375 MM was putting stress on its components, with even the talents of Alberto Ascari and Villoresi unable to abate the car’s need for water and a sticking clutch. Rolt and Hamilton managed to pull out a lap’s distance over the Ferrari – not even clobbering a bird at high speed could stop the pair’s impressive pace.
Come morning, it was over for the Ferrari, which would retire at 11am, leaving it to Stirling Moss and Peter Walker to chase down Rolt and Hamilton up front. In the end, the duo would finish second after coming back from 21st position. Hamilton and Rolt won the race at 105.85mph – the first time Le Mans had been won at an average of more than 100mph.
This is that very car – XKC 051. Rolt and Hamilton couldn’t carry on Le Mans success at its next event, for the duo would retire from the Tourist Trophy with gearbox problems. At season’s end XKC 051 was sold to privateer team Ecurie Ecosse, who raced it successfully in Britain throughout 1954.
It was then raced by Bill Smith in 1955, before enjoying a swansong year in 1956 with Geoffrey Allison.
In the years since, the C-type has passed through several significant collections – at one point it was owned by Briggs Cunningham, who finished third behind XKC 051 at Le Mans in 1953. He later sold the car to Duncan Hamilton’s son Adrian in the 1980s. More recently, it was demonstrated at the 2018 Goodwood Festival of Speed.
ABOVE XKC 051 takes Jaguar’s second overall win in the classic French race.
OPPOSITE Duncan Hamilton about to take the wheel at Le Mans in 1953.
1954 Lagonda DP115/2
Owner Private Collection
Location UK
BELOW Le Mans was in the sights of David Brown when he commissioned the new Lagonda racing car.
OPPOSITE Sole extant Lagonda sportsracers haven’t been seen publicly in Britain since 1954 – until now.
IN 1954, DAVID BROWN COMMISSIONED AN ALL-NEW engine that would be fitted to a new Lagonda ‘super saloon’. It would also be race-proven in competition, so it was to power a new Lagonda racing car given the project code DP115. The aim was to finally compete on level terms with big-capacity machinery from Ferrari and Jaguar.
The 4.5-litre V12 was built around a new aluminium casting, and featured double overhead camshafts topped by three Weber carburettors. A power output of 350bhpplus was anticipated but never achieved, and oil-pressure problems plagued the cars in 1954 and 1955, when a revised version, DP166/1 was raced once only at Le Mans.
The first chassis, DP115/1, made its debut at Silverstone in May 1954, where it finished fifth. The bodywork was changed for Le Mans – the distinctive three-grille nose was replaced with a simpler one-piece design. In France that June, the car retired after spinning into a bank in the wet, and the chassis was scrapped. A new car, DP115/2, was used for the July 1954 British GP meeting support race, and Reg Parnell finished fourth overall. This is the car displayed at Hampton Court Palace.
It is believed that DP115/2 and another car, DP115/3, were intended for the May 1955 Mille Miglia, and at some stage the bodywork was given a new nose treatment. In the end, the entries were scratched, and both models were purchased by the Rank film organisation. They subsequently featured in the 1956 thriller Checkpoint, which included scenes of the cars running in the actual Mille Miglia that year.
After their big-screen roles, the two Lagonda V12s were sold to main Aston Martin agent HWM. Private owners soon after included John ‘Jumbo’ Goddard, Joe Goodhew and Noel Cunningham-Reid. By the early 1960s both were in the hands of Maurice Leo, who kept them for more than 50 years before Kidston SA brokered their sale to a significant private collection in 2014, whence the current owner bought them in 2020.
The decision was made to sympathetically restore DP115/2 to how it was when raced at Silverstone on July 17, 1954, with its Lagonda three-carb, four-cam, twin-plug V12, nose reshaped to original configuration and ultra-rare David Brown five-speed gearbox. Read more about DP115/3 overleaf.
The painstaking work has taken nearly ten years. Hampton Court is the first time these two cars, the only surviving original Lagonda V12 sports-racers in existence, which have generally remained unseen for six decades, have been out in public in their original specification in Great Britain since 1954.
ENGINE 4486cc/V12/ naturally aspirated/DOHC
TRANSMISSION Five-speed manual, RWD
POWER 360bhp
TORQUE N/A
TOP SPEED 150mph
0-60MPH 5.0secs
WEIGHT 1100kg
‘The aim was to finally compete on level terms with big-capacity machinery from Ferrari and Jaguar’
1954 Lagonda DP115/3
Owner Private Collection
Location UK
BELOW The Lagonda V12 sports car made its debut at Silverstone in May 1954, where it nished fth.
OPPOSITE A sympathetic restoration for the present owner has taken nearly ten years.
THE V12 ENGINE COMMISSIONED IN 1954 BY ASTON Lagonda owner David Brown was intended to take the ght to the European opposition on two fronts: powering a luxurious ‘super saloon’ for four, and giving a sports-racing car enough power to win at high-speed events with long straights such as the Le Mans 24 Hours and Mille Miglia.
The latter goal was given the project code ‘DP115’. A small run of chassis, engines and bodies was ordered to back up the endeavour. David Brown would nally have big-capacity machinery to compete with Ferrari and Jaguar.
The Lagonda’s 4.5-litre V12 was built around a new castaluminium block, with double overhead camshafts and three massive Weber carburettors. Two chassis, DP115/1 and DP115/2, were raced as one-car entries at Silverstone (twice) and Le Mans. They showed potential, but the engine was plagued by oil-pressure problems.
After DP115/1 was written o in a minor accident at Le Mans, DP115/2 and a new car, DP115/3, were believed readied for a planned entry in the 1955 Mille Miglia. With further engine troubles and the small Feltham team stretched to the limit, the plan was abandoned.
Instead, the two Lagonda V12s, now with a new nose treatment, were employed by the Rank lm organisation in the 1956 thriller Checkpoint. Actual footage of the 1956 Mille Miglia is used; the V12s appearing alongside Ferraris and other competing cars on the famous 1000-mile route.
From the silver screen, the British Racing Green cars were disposed of by Aston Martin agent HWM. Occasional factory driver Noel Cunningham-Reid bought DP115/3, nding a London bodyshop to convert the nose to a DB3S look, and painting it in a medium blue colour.
By the early 1960s, DP115/3 and its sister car, DP115/2, were in the hands of Lagonda guru Maurice Leo, who kept them for more than 50 years. Kidston SA brokered their sale to a signi cant private collection in 2014, whence the current owner bought them in 2020.
While DP115/2 was returned to its July 1954 speci cation, DP115/3 was restored to match the type’s debut at Silverstone in May 1954. Both cars have their original chassis, 1954 Feltham bodywork, meticulously rebuilt V12s dyno-tested at 360bhp and ultra-rare David Brown ve-speed gearboxes.
Hampton Court is the rst time the pair, the only genuine surviving Lagonda V12 sports-racers in existence, have been seen in original form in the UK since the mid-1950s.
ENGINE 4486cc/V12/ naturally aspirated/DOHC
TRANSMISSION Five-speed manual, RWD
POWER 360bhp
TORQUE N/A
TOP SPEED 150mph
0-60MPH 5.0secs
WEIGHT 1100kg
‘The V12 engine was intended to take the fight to the European opposition on two fronts’
1959 Ferrari Dino 196 S Spider
Owner Brian Ross
Location US
THE FERRARI DINO 196S WAS THE FIRST SPORTS CAR to race under the Dino marque, and was intended to defend Ferrari’s honour in World Sportscar Racing.
Just three examples were built, with chassis 0776 bodied by Carrozzeria Fantuzzi in similar style to the Pininfarinadesigned TR59s. Not required for the 1959 European season, it was instead completed for a customer of US East Coast distributor Luigi Chinetti, who also ran the North American Racing Team (NART). The Dino was equipped with a 2.0-litre twin-cam 65-degree V6, and was delivered new to Chinetti in New York. Don Pedro Rodriguez of Mexico City picked up the bills. His sons, Pedro and Ricardo, would be the drivers.
Chassis 0776 made its competition debut under Chinetti’s NART banner in the ‘all Ferrari’ event at Bahamas Speed Week in December 1959. Driven by Ricardo, it finished second and fourth with one DNS in the three races entered.
The car was returned to the factory, rebuilt and prepared for the Targa Florio in May 1960 as a NART entry, driven by Pedro and Ricardo Rodriguez. Despite rolling twice, it still finished seventh. A quick repair preceded the ADAC 1000km at the Nürburgring on May 22, 1960, but the engine failed after 31 laps. Its final major international race for NART was at the 12 Hours of Sebring in March 1961, where it was driven by William Helburn, John ‘Buck’ Fulp and Skip Hudson to
‘Its final major international race for NART was at the 12 Hours of Sebring in March 1961’
18th overall and first in class S2.0. Fulp then took stewardship and raced the car three times, recording a second in class at the Mosport Canadian GP in 1961. It was sold back to Chinetti, who then sold it to New Jersey-based Tom O’Brien.
The car then passed through the hands of Harry Zweifel, Jo Siffert, Rob Walker and Count Giovanni Lurani, before being acquired by Giuseppe Lucchini of Brescia. He kept the car until 1988, when it quickly flowed through the hands of Baron Franz Mayr-Melnhof-Saurau of Austria and Giorgio Perfetti of Switzerland in the early 1990s. It headed to Australia with Kerry Manolas, before coming to the UK via Viscount Cowdray in 1995. Sir Anthony Bamford bought it in 2003, and sold it to Alex Birkenstock in 2009.
In later life it formed part of the Leslie Wexner collection, before joining the current custodian’s collection.
ENGINE
1984cc/V6/ naturally aspirated/DOHC
TRANSMISSION Four-speed manual, RWD
POWER 195bhp
TORQUE N/A
TOP SPEED 155mph
0-60MPH N/A
WEIGHT 680kg
ABOVE Chassis 0776’s TR59-inspired Fantuzzi body in all its low-light glory.
1956 Jaguar D-type
Owner Jonathan Turner
Location UK
THE JAGUAR D-TYPE WAS DESIGNED WITH ONE AIM in mind – take overall victory at the Le Mans 24 Hours. It duly did that, three times, thanks to revolutionary technology gleaned from the aeronautical world.
Between 1954 and 1957 just 71 were built, including 53 for privateer racers – of which this car, XKD 518, was one.
Dispatched December 29, 1955 and delivered new to Henleys of Manchester, XKD 518’s appearance immediately distinguished it from the already rarefied D-type set. Painted red with an interior trimmed to match, it was one of a very small number of D-types (perhaps as few as two or three examples) to be painted such a hue when new. One historian suggests, somewhat humorously, that this unexpected livery was selected by Jaguar in hopes of breaking into the Italian privateer racing market.
Whatever the motivation may have been, the car remained in England, and racer Peter Blond became its first private owner, having purchased it for £3500 from a certain Bernie Ecclestone, who had taken it on after Henleys failed to find a buyer. Blond soon put it to good use in club racing, achieving second and first place finishes at Snetterton in June 1956, along with another first there in September. Other appearances in busy 1956 and ’57 seasons included Aintree, Silverstone, Oulton Park, and Goodwood, where Blond finished ninth in the Goodwood Trophy race.
Jonathan Sieff bought the car from Blond in August 1957 and continued to race it with Blond; their best recorded finish being second at Full Sutton in July 1958. Following the 1959 racing season Sieff sold the car to Monty Mostyn of Speedwell Garage, and after a brief period in the hands of John Houghton, it was acquired by racer Jean Bloxham. Bloxham brought the car to Goodwood in March and April of 1961 and raced the car at Silverstone in May, finishing third.
In 1974 XKD 518 was purchased by Led Zeppelin manager Peter Grant. It then crossed the Atlantic in 1982 after its purchase by American collector George Stauffer.
Following ownership by a few notable American collectors the car returned to the UK in 2021 under the care of its current custodian, who has owned various D- and C-types in the past. He decided to undertake a sympathetic restoration.
Importantly, there are no known breaks in XKD 518’s record of ownership or gaps in its history, and the car is included in authoritative marque and model texts including Philip Porter’s Jaguar Sports Racing Cars
ABOVE British Racing Red never a thing, but it helped XKD 518 stand out.
OPPOSITE Red inside, too, but the Italians were still not buying it.
1954 Cooper-Jaguar T33
Owner Guy Harman
Location UK
BELOW Unpainted aluminium CooperJaguar T33 at Silverstone for its first ever race, in 1954.
OPPOSITE T33’s dynamic delights on display during the 2024 La Leggenda di Bassano event in Italy.
IN 1954, JAGUAR WORKS DRIVER AND LE MANS 24 Hours winner Peter Whitehead wanted a new sports racing car and commissioned Cooper Cars in 1954 with a simple brief. He wanted a car to beat the latest works C-type Jaguar running Dunlop disc brakes and Weber carburettors, as well as the emerging Jaguar D-type.
Cooper developed Whitehead’s spaceframe construction ideas further with the T33, using four main tubes with curved cross-tubes to link them, thus dictating the car’s shape. The big advantage over the Jaguars was the use of the ENV differential and the introduction of independent suspension with double wishbones and telescopic dampers all round.
It was powered by Jaguar’s venerable XK 3.4-litre engine fuelled by triple Weber carburettors, using a wet sump. Cooper completed the brief and managed to achieve a car 50kg lighter than the D-type.
Whitehead enjoyed the car for the 1954 season, taking part in both UK and International events. A shared drive with Duncan Hamilton at the Hyères 12 hours was cut short with valve trouble, but there was better luck at the Operto GP later that month with a podium finish behind the two Works D24 Lancias of Piero Taruffi and Alberto Ascari. There were further outings at Goodwood, Aintree and Snetterton, followed by victory at the Curragh circuit. The final race of the year was at the IX Copa Barcelona.
The car was sold to Works Allard driver Cyril Wick in 1955 and it continued to enjoy a busy season at Goodwood, Silverstone and Ibsley. Wick also produced the fastest time for a sports car at the Brighton Speed trials.
In 1956 Dick Stead purchased the car and continued to enjoy the T33 extensively, not only competing at Goodwood and Silverstone (where the car finished first again twice that year), but also Mallory Park, victoriously. He also tackled the 1957 Mille Miglia as car number 520, following the Ecurie Ecosse D-type driven by Ron Flockhart and just ahead of the two Works Ferrari 335S cars of Peter Collins and the fateful last drive by Alfonso De Portago. However, he and John Hall would retire with brake issues.
Jaguar historians have commented that the car was the most advanced design of all the Jaguar-engined sports cars and its success in contemporary Historic motor sport has proven that theory. The car has recently been restored to Peter Whitehead’s period racing colour of mid-green.
‘He wanted a car to beat the latest works C-type Jaguar as well as the emerging D-type’
1959 Maserati 3500GT Vignale Spyder ‘Prototipo’
Owner Phil White
Location US
WHEN MASERATI INTRODUCED THE 3500GT IN 1957, it wanted to add a Spyder variant to the range. However, the tiny nature of the firm at the time meant several delays, though coachbuilders Frua and Touring produced small numbers of prototypes.
In 1959, Maserati handed Vignale a short-wheelbase 3500GT chassis for Vignale’s chief designer, Giovanni Michelotti, to craft his take on what would be Maserati’s first production drop-top. This car, #101 504, is that prototype, and would form the basis of the series production cars.
However, features such as the design of the bumpers, front grille shape, size and plating of the trident, placement and design of turn-signals and surrounds, dainty headlight trim rings, hidden wipers and the bonnet air scoop proved too difficult to manufacture cost-effectively and were altered to both speed up and simplify the production process.
Other features unique to this prototype include a blister on the hood that carries through to the shape of the dash binnacle, wider side chrome trim, steeper windscreen rake and no quarterlights. There’s also a more complicated and ornate tail-light design, the trunk script on the rear bootlid is different and there’s a larger licence plate light surround. Lastly, there’s a slotted front seat backrest for ventilation – a unique design. All body trim was hand-made to such a close tolerance that no gaskets or grommets were needed between the trim and the body.
The first owner was Joe Lubin of Los Angeles, California, a gentleman racer who ran his own racing team. He ordered the first Tipo 61 Birdcage (chassis 2452). This car, equipped with a competition-specification engine and front disc brakes, was brought to the US in the same shipment.
Edwin Good owned the car between 1961 and 2007, having made use of it as a road car. The third owner was Maserati collector, judge and restorer Ivan Ruiz, who performed a meticulous, non-invasive restoration that prioritised authenticity. This included rebuilding the engine, brakes and suspension, renewing the paint, and replacing the soft-top fabric, front carpets and centre console leather. However, the steering wheel, as well as all gauges, switches and knobs are original, and all retained.
The current owner acquired the car in 2012, not long after its restoration. This important car retains its original aluminium and steel sheet metal, and matching-number engine, transmission, chassis, wheels, glass and top frame.
ABOVE Fine detail design on show in this Michelotti for Vignale prototype Spyder.
OPPOSITE Bumpers, tail-lights, glass, side vents and A-pillars all unique to this car.
1962 Shelby Cobra 260 Independent Competition
Owner Gregor Fisken
Location UK
CSX2021 WAS INVOICED TO SHELBY AMERICAN ON October 1, 1962 by AC Cars, and retailed by Shelby to first owner Richard Newhall of San Francisco, California, on December 3, 1962. It was specified in red with black trim, top and tonneau, along with Ford’s 260 ‘Hi-Po’ V8.
Newhall, a research consultant, was also an avid racer, competing with an Austin-Healey 100M, AC Ace Bristol and Stanguellini Formula Junior in California events. He clearly had a need for speed stepping up to the Cobra.
Family legend records Newhall travelled to Venice to collect his new Cobra in person, with Carroll Shelby himself offering a demonstration run. A young nephew along for the ride sitting in Newhall’s lap relates that Shelby took off full throttle down a nearby pier, coming to a halt at the end with nothing but the Pacific Ocean ahead. When Newhall got out, his trousers were wet; this was blamed on the nephew. CSX2021 was sold upon Newhall’s passing in 1968, aged 50.
After two owners and an appearance at the 1984 Detroit Grand Prix, CSX2021 was acquired in February 1994 by Dr Frank Zizzo of Highland, California, the well-known “Shelby Doc” columnist of The Shelby American magazine. He famously bare-metalled the car, as Shelby had done with CSX2000, rather than have fresh paint deter on-track action.
Apart from the enduring ‘Junkyard Dog’ moniker, Zizzo also nicknamed her Elvis – “put it in first gear and floor it, before you hit the redline in third, you’ll see Elvis.”
At a Shelby American team reunion held at Sears Point, Daytona Coupe fabricator John Ohlsen was given an “energetic” demonstration run by Zizzo, and returning to the pits said, “I’d sooner be set on fire under a Daytona Coupe rather than take another lap with this guy driving” – Ohlsen would know, as he had experienced just such a fire in period. In another episode, Zizzo was giving demo runs for Shelby’s charity heart fund at an SAAC event in Vegas when a rear hub broke causing damage to the rear wing. Apparently, when Zizzo asked Shelby if the warranty was still in effect, the least harsh thing he was advised to do was “read the fine print”.
In 2008, with Zizzo turning 60, CSX2021 was retired from racing, repainted its original red, and had a correctlynumbered original 260 short block installed. After Zizzo’s passing, CSX2021 was imported and UK registered last year.
CSX2021 has recently completed a major programme of works with upgrades to full-race specification suitable for pre-’63 competition, carried out by Pete Knight Racing Services.
JAMES R BROWN
ENGINE 4265cc/V8/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, RWD
POWER 260bhp
TORQUE 269lb ft
TOP SPEED 145mph
0-60MPH 5.5secs
WEIGHT 916kg
ABOVE Pedigreed competition Cobra wears its ‘Junkyard Dog’ tag with pride.
OPPOSITE No-frills Cobra cockpit always more about the raw thrill of driving.
1961 Ferrari 250 GT SWB Comp SEFAC ‘Hot Rod’
Owner Private Collection
Location Switzerland
THE FERRARI 250 GT SHORT WHEELBASE (SWB) introduced at the 1959 Paris Salon can be considered the very last Ferrari suitable for road and track. From that day onwards Ferraris would be purpose-built: the ensuing racing 250 GTO and 250 LM, and the 250 GT Lusso road car.
The first batch of SWBs were pure, alloy-bodied Competiziones. They were rushed into service early in 1960, finishing fourth, sixth and seventh overall at Sebring.
Until the introduction of the 250 GTO, win after win made the Competizione SWB the car to have in GT racing. It’s significant that even in 1962, with GTOs on the rampage, an SWB won the Tour de France Auto with veteran French driver André Simon at the wheel of this car, chassis 2973GT.
If the 250 GT SWB Lusso could be described as a very fast berlinetta for the road, a race-prepared Competizione was something else. Carefully tuned engines with lightweight pistons and conrods, larger valves, special cranks, the biggest Weber carburettors and meticulously polished and ported heads gave up to 300bhp.
The four-speed gearbox casing was finned and in alloy, and the chassis was lighter – some cars even had extra-thin alloy bodywork. The Competizione cars’ exhausts usually had one silencer per bank and ‘Snap’ extractors, with sumps cast in Elektron aluminium alloy.
Alloy-bodied 250 GT SWB Competiziones are the most desirable GT Ferraris (outside a GTO) that can be driven on the road. The most sought after are the final, ‘Comp./61’ versions, ca. 20 built and nicknamed SEFAC ‘Hot Rods’.
This car is the 18th super-light and powerful SEFAC car. It was finished at the factory in September 1961 and sold new to experienced French driver – and former Ferrari team member – André Simon. The SWB was immediately pressed into service for that year’s Tour de France Automobile, but engine trouble resulted in retirement.
Raced, rallied and hillclimbed non-stop over the next 12 months, after work at Scaglietti and Maranello in the summer to lighten and improve Simon’s car yet further, it was entered in the September 15-23, 1962 Tour de France, an event the 42-year-old (with co-driver Maurice Dupeyron) won overall against strong opposition from eight 250 GTOs.
After many years in French ownership, it was bought by an Englishman in 2014 and now resides in a world-class European collection in its Tour de France-winning specification, retaining all its original components.
ENGINE 2953cc/V12/ naturally aspirated/SOHC
TRANSMISSION Four-speed manual, RWD
POWER 300bhp
TORQUE N/A
TOP SPEED 160mph
0-60MPH 5.1secs
WEIGHT 950kg
ABOVE Co-driver Maurice Dupeyron (left) and André Simon with 2973GT in 1962.
OPPOSITE André Simon, post victory in the 1962 Tour de France Automobile.
1962 Ferrari 250 GT SWB Speciale Aerodinamica
Owner William Ellwood Heinecke
Location US/Thailand
DURING THE TURN OF THE 1950S TO THE 1960S, THE 250 GT family provided Ferrari with a firm foundation to expand its manufacturing volume, but limited production of the parallel Superamerica series of 4.0-litre V12-engined models still catered for more individual needs. However, a small number of cars would combine these two approaches.
In November 1960, at the Salone Internazionale dell’Automobile exhibition in Turin, Ferrari and Pininfarina revealed the Superfast II concept car, essentially an aerodynamically sleek Gran Turismo coupé. A re-bodied version – Superfast III – was shown at the Geneva Salon of 1962, offering a more open ‘greenhouse’ cabin window treatment. A Superfast IV followed, but the design of Pininfarina’s peerless ‘Coupé Aerodinamica’ bodystyle would also be applied to four 250 GT Berlinettas built on 250 GT SWB ‘passo corto’ chassis – of which this fine example is one.
Chassis 3615GT was originally supplied to businessman and engineer Ferdinando Gatta. He ordered the car in 1960, but it was only in July 1962 that this unique creation was able to take to the Torino roads – which Gatta did; service records show that he racked up 42,337km in three years.
Gatta sold the car to Evasio Arcangelo Ricaldone in 1966, who sold it after a year to Antonina Pravata. In 1972 it made its way to the USA via Luigi Chinetti Motors, finding a new home in Los Angeles with Robert Solomon in 1974, and then San Diego with Donald L Rose in 1977. He would keep the car only a short time before selling it to Marvin L Johnson via Ferrari of Los Gatos.
Its next private owner was Tom Davis, a resident of Fort Lauderdale. He kept it until 1985, when it moved to David Cohen of Vancouver. It was offered for sale again, and was auctioned off in London in the early 1990s. It eventually found a new home with Fabrizio Violati for his Collezione Maranello Rosso in San Marino.
Following Violati’s passing in 2010, his entire collection was acquired by English investor Graham Sullivan. The car was then auctioned at Bonhams’ Quail Lodge sale, where it was acquired by the current owner.
Between 2020 and 2023 it was treated to an extensive restoration and was repainted Nocciloa Metallizzato by Strada e Corsa in The Netherlands. At this point it was reunited with its original engine. Once the restoration was completed, it was shown at the 72nd Pebble Beach Concours d’Elegance in the Ferrari Grand Touring class.
ENGINE 2953cc/V12/ naturally aspirated/SOHC
TRANSMISSION Four-speed manual, RWD
POWER 240bhp
TORQUE N/A
TOP SPEED N/A
0-60MPH N/A
WEIGHT N/A
ABOVE One of only four 250 GT SWB Coupé Aerodinamica models bodied by Pininfarina.
OPPOSITE Stunning cabin features Connolly leather, luxury gauges and electric windows.
1965 Ferrari 275 GTB/6C
Owner Private Collection
Location UK
BELOW Following up on the seminal 250 model line was no easy task, but Ferrari nailed it with the 275.
ANY CAR THAT FOLLOWED A MODEL LINE AS REVERED as the 250 had to be good. Fortunately for Ferrari, the 275 was a triumph, and one that represented a great leap forwards in terms of chassis sophistication and driving dynamics.
For the first time on a production Ferrari road car, the 275 GTB featured fully independent rear suspension. To further improve handling prowess, the 275 GTB was equipped with an integrated transaxle gearbox. British F1 driver and engineer Mike Parkes aided in its development, implementing lessons learned from racing the 250 TR and 250 LM. Dunlop disc brakes were also fitted front and rear.
It was the first Ferrari offered with alloy wheels, which were inspired by those of the Tipo 156 F1 car. The styling direction of the 275 GTB’s Scaglietti-built bodywork was a convincing road-biased evolution of the 250 GTO. Two versions were built – the ‘short-nose’ 275 GTB and GTS models were built between 1964 and 1966, followed by the 1966-’68 ‘long-nose’ cars. Later revisions saw a torque tube installed between the engine and the transaxle to counter stress on the driveshaft and the central support bearing.
This is a short-nose car, chassis 06639, the 33rd car built and one of just 132 that left the factory fitted with six carburettors as standard. It was first delivered to Renato Nocentini’s Garage La Rotonda, in Prato, Florence for its first owner, Roberto Balli Dionigi. It’s clear he thoroughly enjoyed driving the car, racking up the 6107 kilometres between its early March delivery and first service in May.
He kept the car until 1969, when it was exported by Italian dealer Dino A Genghini to the US, for Steve Cummings of Washington DC. He kept it for two years, before selling to Richard F Merritt, who carried out a three-year restoration, and would advertise it for sale in 1976.
In 1981 the car came to the UK via David Cottingham of DK Engineering, and was treated to a full restoration. It found a new owner in C Stuart Passey of London in 1983, who took the car to the Ferrari Days event at Modena that year.
In December 1992 it was put up for auction in France, and acquired by Patrick Mimran – the former CEO of Lamborghini. He had 06639 restored by P3 Automobiles, and parted with it in 2003. It then joined the collection of the current owner in 2004.
It’s been enjoyed at the Ferrari Factory 70th Anniversary Cavalcade Classic in Forte dei Marmi and Maranello in 2017, and the Ferrari Cavalcade Classic in Rome in 2019.
ENGINE 3286cc/V12/ naturally aspirated/SOHC
TRANSMISSION Five-speed manual, RWD
POWER 280bhp
TORQUE 217lb ft
TOP SPEED 155mph
0-62MPH 7secs
WEIGHT 1100kg
‘The 275 represented a great leap forwards in chassis sophistication and driving dynamics’
1965 Lamborghini 350 GT
Owner Bryan Webb
Location UK
BELOW Ferruccio Lamborghini’s magnificent opening salvo into the world of sports cars.
OPPOSITE 350 GT’s lines by Touring a natural development on Franco Scaglione’s earlier GTV prototype.
WITH A 3.5-LITRE V12 ENGINE DESIGNED BY GIOTTO Bizzarrini, chassis design by Giampaolo Dallara and Superleggera bodywork by Touring, the 350 GT embodied Ferruccio Lamborghini’s vision to take on the might of the sports car world, in particular Ferrari.
It was revealed to the world at the Geneva Motor Show in March 1964, with production commencing shortly thereafter. At that time, its competition came in the form of the Aston Martin DB5, the Jaguar E-type and the Ferrari 330 GT.
The car received critical acclaim when launched thanks to its four-wheel independent suspension, quad-cam V12 engine and lightweight aluminium bodywork, which for the first 50 or so cars was applied by Carrozzeria Touring. Touring went into receivership in mid-1966 and Mario Marazzi took over production of the bodies, taking most of the unemployed Touring staff with him. Subsequent 350 GTs were mostly constructed in steel.
As car number 25 of the second year of production, this 350 GT is one of the aluminium-bodied cars built by Carrozzeria Touring. It started life painted in Grigio St Vincent with Sanape interior and was first delivered to JS De Villiers in Johannesburg, South Africa in December 1965.
It thereby became the first Lamborghini ever delivered to the African continent. It would remain the sole 350 GT in South Africa until its recent export to the United Kingdom in late 2023 by its fourth registered owner.
The car underwent a number of colour changes while in South Africa – it had been painted BMW Henna Red by its second owner, who was based in Bloemfontein. Its third owner, a German collector based in Johannesburg, changed it to Night Blue (Notte Blu) paintwork with Crema interior, the livery it still wears today.
The car appeared at the Lamborghini Corsa Del Capo in Cape Town, South Africa in 2022, where it was greatly admired by legendary factory Lamborghini test driver, Valentino Balboni. After adjusting the carburettors he autographed the car’s history file.
Fresh from a thorough recommissioning by Lamborghini specialists Colin Clarke Engineering of Hertfordshire, the 350 GT is now being enthusiastically driven and enjoyed by its current owner. He has owned the car since 2017, when it was given to him as part payment for the sale of his successful classic car business which he had established several years earlier.
ENGINE 3464cc/V12/ naturally aspirated/DOHC
TRANSMISSION Four-speed manual, RWD
POWER 280bhp
TORQUE 240lb ft
TOP SPEED 155mph
0-60MPH 6.7secs
WEIGHT 1400kg (est)
‘It thereby became the first Lamborghini ever delivered to the African continent’
1968 Aston Martin DBS Vantage
Owner Mark Anderson
Location UK
UNVEILED AT BLENHEIM PALACE IN SEPTEMBER 1967, the DBS brought a dramatic new image to Aston Martin, incorporating a fastback-style rear end inspired by the Ford Mustang, and a more angular grille design, in line with the low-slung styling cues of the late 1960s.
Aston Martin had commissioned coachbuilder Touring of Milan, acclaimed for its exemplary work on the DB4, DB5 and DB6, to design a replacement for the ageing DB6. The Italians produced two striking prototypes, before having to wind-up the business, leaving Aston Martin’s in-house designer William Towns to hastily create the new car.
A steel platform chassis with aluminium panels replaced Touring’s Superleggera construction method licensed for use at the Newport Pagnell plant for the DB4, 5 and 6 models. Designed to accept the new V8 engine, and with a de Dion axle replacing the live axle of the previous models, the new car was 150mm wider than the DB6. However, three months before launch and with the V8 not fully developed, it was decided to launch the DBS with the six-cylinder engine.
Signature Aston Martin design features such as the bonnet scoop and side air vents were retained, but modernised with the rest of Towns’ design. This shape remained Aston Martin’s mainstay until late 1989, when the closely related V8 model finally ceased production.
James Bond was found behind the wheel of a similar Vantage powered DBS in 1969’s On Her Majesty’s Secret Service, George Lazenby’s only appearance as 007. The car played a central role in the film’s heartbreaking conclusion, where Bond is widowed by Blofeld on his wedding day.
This DBS, registered WGX I00G in November 1968, is a Vantage-specification car, with three double-choke Weber DCOE carburettors and a higher 9.4:1 compression ratio, producing 325bhp from the twin-cam 4.0-litre straight-six engine, and paired with a ZF five-speed manual gearbox.
The original and only other owner specified powerassisted steering, air conditioning and a Motorola radio, with Silver Birch paintwork and black leather trim.
WGX I00G was purchased by its current owner in August 2015 with all numbers matching and original parts intact. Following a comprehensive restoration by marque specialist Trinity Engineering, this DBS returned to the road in 2021.
At the 2023 Concours of Elegance, the owner of WGX I00G was awarded the Club Trophy by the Royal Automobile Club, presented by Club President HRH Prince Michael of Kent.
ABOVE Initial prototypes by Touring; final design by Aston’s own William Towns.
OPPOSITE Crisper lines, edgier grille and fastback styling all in step with the late 1960s.
1953 Siata 208 CS Balbo
Owner Jan de Reu
Location Belgium
BELOW Intriguing, unconventional styling clothed advanced chassis and powerful Siata-tuned Fiat V8.
OPPOSITE Of the 18 berlinetta coupé 208 CSs made, just 11 were bodied by Carrozzeria Balbo.
SIATA (SOCIETÀ ITALIANA AUTO TRASFORMAZIONI
Accessori) was founded in Turin in 1926, focused on producing accessory and tuning parts, later gaining popularity for its collaborations with Fiat, creating special editions and tuning kits for various models.
One of these collaborations was to bring Fiat air to the US via a sedan design with a new, all-aluminium 2.0-litre V8. While the sedan wasn’t popular, the engine had potential, nding its way into the 8V “Otto Vu” sports car. This too sold poorly, so Fiat o ered 50 spare V8 engines to Siata for use in cars of its own design.
The destination would be the 208 S (Spider) and 208 CS (Coupé). Technically advanced for its time, the 208 featured tubular ladder chassis construction with independent suspension all around. The 8V engine, with a dollop of Siata intake, camshaft, and carburettor tuning, produced around 125bhp driving the rear wheels via a ve-speed transmission. Working with some of Italy’s nest coachbuilders, Siata o ered a 208S barchetta with hand-formed aluminium bodies from Michelotti and Carrozzeria Motto and the 208 CS berlinetta with bodies rst from Stabilimenti Farina and later from Carrozzeria Balbo. Approximately 53 were sold, with just 18 of these produced as 208CS berlinetta coupés. A mere eleven were bodied by Carrozzeria Balbo.
Siata 208 CS (chassis CS071) was rst sold to American racer Robert Grier, who used it in competition alongside legendary racer René Dreyfus. It was sold to Russell G Sceli, before entering the long-term ownership of Dr Julius Eisenstark. He began a multi-year evolution of his new Siata from a bare-bones racing car to a slightly more civil GT. Interior upholstery was added, and a heater with defrost, plus additional engine cooling. The car was displayed at the Pebble Beach Concours d’Elegance in 1990, with stewardship having passed to Walter Eisenstark by that point.
In 2017, the Eisenstark family sent the car to Automotive Restorations Inc in Stratford, Connecticut. While stationary during a test drive, the car was hit by another driver, causing substantial damage. The decision was taken to restore the car to show-level and original condition. In a matter of months the car was returned to its original glory and medium blue paint colour, and captured best in class at the Amelia Concours in 2018. It returned to the Pebble Beach Concours d’Elegance in 2022 before being sold at auction to the current custodian, after 64 years of single family ownership.
ENGINE 1996cc/V8/ naturally aspirated/SOHC
TRANSMISSION Five-speed manual, RWD
POWER 125bhp
TORQUE 108lb ft
TOP SPEED 125mph
0-60MPH N/A
WEIGHT 990kg
‘Technically advanced 208 featured a tubular ladder chassis with independent suspension all around’
1957 Talbot-Lago T14 America Coupé
Owners Ralph and Marion Stadler
Location Switzerland
TALBOT-LAGO EMERGED FROM THE SECOND WORLD War to a new order within the automotive world.
The financial wounds of the conflict meant that even the well-heeled were struggling to justify purchases of such luxurious vehicles. Modern manufacturing processes were also moving away from the rolling chassis concept, leaving Talbot-Lago struggling for customers and profit.
Nevertheless, the company invested in a new engine for the 1954 Salon de l’Automobile de Paris, which went into the ‘new’ 2500 Coupé T14 LS. Its swoopy bodywork, initially in aluminium but later steel, couldn’t hide the realities of an engine that wasn’t developed well enough to be reliable and underpinnings that could draw their origins back to the 1930s. As a result, sales were hard to come by and in the end just 54 of these initial cars were built. Talbot-Lago had one last throw of the dice, however.
Introduced in 1957, the T14 America was the last TalbotLago model before the company’s demise in 1959. It was based on the same design by Carlo Delaisse and chassis as the previous T14 LS. In contrast to the latter, Antonio Lago used the BMW V8 in the America, as found in the BMW 502 model, combined with a ZF gearbox. The displacement was slightly reduced for tax reasons. In addition, the America was the only Talbot-Lago model with left-hand drive.
As its name suggests, the car was designed for the US market. However, only a total of 12 vehicles were sold, not least because of the steep price at the time. A very sad end to a once-great French marque – in the middle of 1958 the sale of the company to Simca was agreed, going through in 1959.
This particular car, number 140057B, was the third of these 12 vehicles. Delivered in the colour of Gris Villemer with a beige leatherette interior, it was specified with Robergel wire wheels. It is also the only example with a 100-litre fuel tank.
It was first sold in November 1957, to an M Migliaccio, a French businessman then domiciled in Algeria. The car remained in the family until 2006. It was then restored between 2007 and 2011 by Pierre Corbeau and Christian Henquel, before taking part in the Monaco Motor Legend and going on display at Techno-Classica Essen in 2012.
It was subsequently sold to a Dutch collector, who kept the car for three years before selling it to The Houtkamp Collection in The Netherlands. Around a year later, it passed into the custodianship of the current owners.
RALPH STADLER
ENGINE 2476c/V8/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, RWD
POWER 123bhp
TORQUE 145lb ft
TOP SPEED 124mph
0-60MPH 12.3secs
WEIGHT 1000kg
ABOVE T14 bodywork by Carlo Delaisse, chief designer at Letourneur et Marchand at the time.
OPPOSITE Strong visual package includes dramatic rear glass and Robergel wire wheels.
1952 Pegaso Z-102 Berlinetta ENASA
Owners Nicholas and Shelley Schorsch
Location US
IN 1945, THE SPANISH GOVERNMENT ACQUIRED THE old Hispano-Suiza factory in Barcelona and created a new vehicle manufacturing facility – Empresa Nacional de Autocamiones S.A. (ENASA).
Engineer Wifredo Ricart was employed to manage the new facility. While ENASA started off producing trucks, Ricart and his team also began the development of a brand-new sports car to compete with Alfa Romeo and Ferrari. Dubbed the Pegaso Z-102, it was one of the fastest, most sophisticated and complicated production cars of the early 1950s, featuring five-speed rear-mounted transaxle gearboxes and powerful, all-aluminium 2.5-litre DOHC engines. Later variants used 2.8- and 3.2-litre versions, with the option of a supercharger.
Between 1951 and 1958, Pegaso built just 84 Z-102s. These were offered with the choice of Touring, Saoutchik, Serra or ENASA’s own luxury bodies. This Z-102, chassis 0115, the 15th chassis built and one of only 11 ENASA-bodied Berlinettas, was one of a few set aside as experimental works cars.
ENASA took two Pegaso Z-102s, plus a third, spare car to the 1952 Monaco Grand Prix, which was run that year for sports cars. Chassis 0113, driven by Juan Jover failed to qualify, while 0115, wearing number 54 and driven by Joaquín Palacio, qualified but did not start the race due to fading, poorly ventilated, inboard rear drum brakes.
‘One of the fastest, most sophisticated and complicated production cars of the early 1950s’
The car was then sold to private Spanish driver Antonio Creus, before it caught the eye of Madrid-stationed US officer Leo E Day in 1955. At some point in the 1960s, the car found its way to the Bill Harrah collection in Reno, Nevada. Nick Begovich bought it on the spot in 1970 and kept it at his Fullerton home until his passing in 2019, at which point it was acquired by Nicholas Schorsch for the Audrain Collection. It was completely restored by RM Restorations over a period of three years, a bare-metal process that revealed factory efforts to reduce weight by drilling holes in the frame and some chassis sections. Finished in its national colours, the car was finally presented at the Pebble Beach Concours in 2023, exactly as it last appeared in 1952.
The Concours of Elegance will be this exceptional car’s first appearance in Europe since it was last seen at Monaco and Le Mans in the 1950s.
ENGINE 2816cc/V8/DOHC
TRANSMISSION Five-speed manual, RWD
POWER N/A
TORQUE N/A
TOP SPEED 155mph
0-60MPH N/A
WEIGHT 990kg
ABOVE Z-102 ENASA factory competition car restored to its 1952 race livery.
1956 Alfa Romeo 1900 C Zagato Coupé
Owners David and Ginny Sydorick
Location US
THE 1900 WAS A LANDMARK CAR FOR ALFA ROMEO
– not only was it the marque’s first model built entirely on a production line, but it was also the first to be offered without a separate chassis. Alfa’s future lay in mass production, but it wasn’t about to forget those who helped the brand achieve its revered status in the pre-war era.
Though the unibody concept would be good for the company, then general manager Iginio Alessio feared the great Italian coachbuilders would be forced out of business. So Alessio and good friend Gaetano Ponzoni, co-owner of Carrozzeria Touring Superleggera, cooked up an idea for special versions of the 1900 model.
Touring received an official contract to build the 1900 Sprint Coupé, while Pinin Farina was engaged to build the four-seater Cabriolet and Coupé. The 1900 would go on to form the basis of the infamous Bertone BAT cars, as well as other one-offs such as the Boneschi-bodied Astral Spider and the Ghia-Aigle Barchetta.
Zagato was engaged to build an aerodynamic body constructed from lightweight aluminium. Just 39 coupés and two Spyders were built. The slippery shape was powered by a slightly larger version of the 1900’s longitudinally-ensconced engine. The power grew from 90bhp to 115bhp, making the little Alfa very competitive in under 2.0-litre touring car
‘First shown at the 1956 Geneva Auto Show, the car was sold straight off the stand to a Swiss owner’
racing thanks to a very low kerbweight of 920kg.
This particular car is one of two ‘Double Bubble’ low-nose cars built at the end of the 1956 production year. First shown at the 1956 Geneva Auto Show, the car was sold straight off the stand to a Swiss owner.
It has been with the current owners since 1994, having spent time in Japan as part of the Hyashi collection. It was the Sydoricks’ first Zagato, and they have gone on to become among the world’s foremost Zagato collectors.
Fully restored in the 1990s, it has since graced many concours events around the world, such as Pebble Beach, Villa d’Este, Goodwood and the very first concours event in Kuwait. The car isn’t a static display, however – it has been driven for thousands of miles in several touring events such as the Mille Miglia, where it performed perfectly.
ENGINE
1975cc/inline-four naturally aspirated/DOHC
TRANSMISSION Five-speed manual, RWD
POWER 115bhp
TORQUE 116lb ft
TOP SPEED N/A
0-60MPH N/A
WEIGHT 920kg
ABOVE Curvy rear haunches, low nose and double bubble roof are all prime Zagato.
PEBBLE BEACH CONCOURS D’ELEGANCE
1955 Bentley R-type Continental
Owner Anthony MacLean
Location UK
BENTLEY GAINED ITS EARLY STATUS WITH LEGENDARY victories at Le Mans and a deeply luxurious approach to motoring, but the storied marque needed its own, more distinct persona to separate it from Rolls-Royce.
Bentley chief projects engineer Ivan Evernden tasked head stylist John Blatchley with formulating a car that could do just that. He came up with a low body with a backwards inclined radiator, a steeply raked windscreen, rear wheel spats, a fastback roofline and fins over the rear wings. A quarter-scale model was built and sent to the Rolls-Royce aero engine division for testing by Milford Read. Evernden believed speeds of up to 120mph were quite possible.
HJ Mulliner, with its new lightweight metal construction method, was chosen to develop the car as Bentley was keen to keep the weight below 1700kg to allow the Dunlop Medium Distance Track tyres to be within a safe load limit at the targetted 120mph top speed.
Mulliner’s Stanley Watts, inspired by Read’s efforts in the wind tunnel, refined the shape further. Aluminium was employed in the body, window frames, windscreen surround, seat frames, rear lights and bumpers in a bid to keep weight down. The 4.5-litre six-cylinder engine was given upgraded twin SU carburettors, and improved induction and exhaust manifolds to take power from 140bhp to 153bhp, and from
‘HJ Mulliner built 193 R-type Continentals; this particular car is the 1955 Geneva Motor Show star’
summer 1954 on, to 158bhp from a bored-out 4.9-litre motor. This built on the engine’s strong fundamentals, which used forged steel connecting rods, cast aluminium pistons, a forged nitrided steel crankshaft and wet sump lubrication.
HJ Mulliner built 193 R-type Continentals, and this particular car is the 1955 Geneva Motor Show star, which is resplendent in its original colours and interior finish.
It was bought straight off the show stand by a Genevabased Chilean diplomat. The original specification included Le Mans headlamps and a high-speed fan.
Its second, Swiss owner also imported the car to the UK, where it was stored for many years by Arthur Carter. It’s been mechanically overhauled by the present owner, who thoroughly enjoys it on the annual Bentley R-type Continental rallies he organises.
ENGINE 4887cc/inline-six/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, RWD
POWER 178bhp
TORQUE N/A
TOP SPEED 120mph
0-60MPH 13.25secs
WEIGHT 1700kg
ABOVE Sportier, sweptback styling provided the required visual separation.
1960 Aston Martin DB4GT Zagato
Owner Private Collection
Location US
WITH PROVEN MECHANICALS AND A LIGHTWEIGHT aluminium body by Italian coachbuilding house Zagato, the DB4GT Zagato was Aston Martin’s latest salvo in a heated battle for supremacy in the early-1960s World Sports Car Championship against Ferrari.
Famed for its lightweight bodies, particularly for Alfa Romeo, Zagato’s chief designer, Ercole Spada, crafted a svelte body that shaved 50kg from the DB4GT. Aston Martin also garnered an extra 12bhp from the straight-six engine.
This particular car is chassis 0199/L, the second car built (despite the first chassis being 0200/R), and was part of a five-car consignment for Archie Bryde’s Autonautica firm.
The trail goes cold until 1973, when Colin Crabbe bought the car from a dealer called Cupellini. He sold it to UK dealer Mike Fisher. Now wearing an Italian take on British Racing Green, the car was raced by Fisher a few times, though it ended in disaster when the engine blew up at Silverstone.
Roger St John-Hart, a friend of Fisher’s, rebuilt the engine, before using it on the road. At the end of 1973 he advertised it for sale in Autosport, eventually selling it to Brian Classic. He had the car converted to right-hand drive at Robin Hamilton, and it was here that Philip Ludlam spied it while having work done on his own DB4.
Ludlam subsequently bought the car, using it occasionally because he wasn’t a huge fan of the Aston’s understeering nature. In 1975 he sold it to Bob Stockman of Connecticut, who immediately used it to compete in Aston Martin Owners Club racing events. He had the car returned to left-hand drive by American specialist Don Lefferts of Connecticut using the original dashboard, which had been retained by Hamilton. At some point in the 1970s it was repainted red.
Stockman had the car completely retrimmed in the mid-1980s and the paint renewed; it later had another engine rebuild after a main bearing failure at Lime Rock.
1992 saw a further engine rebuild as part of an extensive renovation. Stockman used the car regularly, enjoying a dozen 1000-mile US tours and rallies, including tackling the California Mille alongside then Chrysler chairman Bob Lutz. In 1993 the car was featured in Road & Track magazine.
After moving to Florida, Stockman sold the car to Jack Boxstrom of Ontario and Florida, who soon took it racing at Lime Rock. Ownership passed to the current custodian in 2012. The car has recently undergone a full restoration by RS Williams to original specification.
ABOVE Stunning DB4GT Zagato was unveiled at the 1960 London Motor Show.
OPPOSITE Of the 19 produced in period, just eight were left-hand drive.
1962 Ferrari 250 GT Berlinetta SWB
Owner SHA
Location Bahrain
MENTION THE THREE LITTLE DIGITS ‘250’ NEXT TO A Ferrari and it’s highly likely you’re referring to not only an exquisite jewel even among the rarefied atmosphere of Maranello machines, but one that transcends varied worldwide automotive passions.
The 250 GT SWB is among the finest of the breed, the apex point where form met function for stylists Pininfarina and builder Scaglietti, resulting in one of the most seductive shapes ever to ride on four wheels. Designed for optimum racing dominance, 45 per cent of the 167 cars constructed were bodied in weight-saving aluminium.
The SWB, or passo corto, is so-called for its short-wheelbase configuration, which saw 20cm excised from the preceding 250 Tour de France to give it the edge in sports car racing.
Though each car was specified to individual tastes, all featured a 3.0-litre V12 engine with as much as 280bhp. This grunt helped it become a highly effective competition car – it won the Tour de France Automobile three times in a row.
This particular car, chassis 3695GT, was the 82nd car built and featured a Monza outside fuel filler set in the left rear wing. It was first delivered to an ML Caccia, an Italian via Garage La Rotonda in Firenze.
Some time in the 1960s it passed to James and Joan Mullen of Massachusetts, USA, who used it to compete in the 1979 Cannonball Run. The duo encountered law enforcement officers, who let them go without a ticket in return for home-made chocolate chip cookies. They finished in a time of 40 hours and 11 minutes.
In 1979, stewardship passed to Yoshikuni Okamoto of Japan, but the car stayed in the USA. Though the car was running, it had extensive rust damage and evidence of a crash in the right door post. After four years with one restorer it was completed by another outfit in time for an entry into the 1996 Pebble Beach Concours d’Elegance.
Two years later it was acquired by Cavallino Holdings, who reunited the car with its original engine, which was promptly stripped and rebuilt. It was then sold to Randy Reiss at a Christie’s auction in August 2000.
The car then became a regular on the concours scene, winning best of show at Concorso Italiano in 2002.
More recently, the car was submitted for a full restoration by Motion Products Inc in 2021, which was completed two years later. This exquisite 250 GT SWB was awarded Ferrari Classiche certification in November 2023.
ENGINE 2953cc/V12/ naturally aspirated/SOHC
TRANSMISSION Four-speed manual, RWD
POWER 276bhp
TORQUE N/A
TOP SPEED 167mph
0-60MPH N/A
WEIGHT 960kg (dry)
ABOVE With its competition-ready chassis, it’s the epitome of a road racer.
OPPOSITE Delivered new in Nero over Pelle Beige interior with Monza-style fuel filler.
1965 Shelby 427 Competition Cobra Roadster
Owners Gary and Kathy Bartlett
Location UK
BELOW With one win and a second place in 1967, Silverstone was a happy hunting ground for CSX3019.
OPPOSITE 427 Competition Cobra, ready for action at The Greenbrier historic resort.
THIS SHELBY 427 COMPETITION COBRA, CHASSIS CSX3019, was first ordered by Los Angeles attorney and amateur race car driver Ed Freutel in early 1966. It is one of just 19 427 Competition Cobras and one of only four to feature dry sump engine lubrication.
Shelby American shipped the car to Europe in early 1966 where Freutel and ex-Formula 1 co-driver Tony Settember raced it in numerous events during the 1966 season, including the Targa Florio and the two 1000km races at Spa and the Nürburgring. In its first race in the Targa Florio, on the second lap, Freutel hit a concrete kilometre marker damaging the right front wheel and suspension. After the event upon retrieving the Cobra they found that the wheels, steering wheel and carburettors were missing. Settember said at the time that they always looked in Sicily for a little Fiat with magnesium Halibrand wheels.
The Cobra, painted dark blue, raced with a black California registration plate, NQR 925, and Ecurie Cinquante Cinq (Team 55) written in white above the side vents. After Freutel’s 1966 season, he sold the Cobra to John Tojeiro for £500. Tojeiro then resold it for £1000 to John Woolfe Racing. Unlike Freutel and Settember, Woolfe achieved numerous podium finishes with it during the 1967 season.
When Woolfe died at Le Mans in 1969 driving a Porsche 917, his estate executors sold the Cobra to Hexagon of Highgate. In 1983 the Cobra was purchased by an enthusiast in Suffolk. Soon after purchasing it, the new owner placed it in long-term care at the National Motor Museum in Beaulieu.
The current owner saw the car there in March 2018. Noting its unique dry sump oil filler, he began looking into the car and discovered its racing history. As the museum didn’t own it, he located the owner but was unsuccessful in his efforts to buy it. Over the years he stayed in contact and finally, in October 2022, was able to purchase the car.
CSX3019 had spent nearly 35 years in the museum. The goal was to restore it back to 1966 Targa Florio specification. The new owner stated that this was “the most detailed and precise restoration project that I have ever been involved in”. During the restoration process the team discovered that the 7.0-litre engine in the Cobra was a Holman-Moody Le Mans specification one. The freshly restored CSX3019 was introduced at the Shelby Celebration at the 2023 Goodwood Revival and in November 2023 received the Restorers of the Year award at the Historic Motoring Awards Dinner in London.
ENGINE 6997cc/V8/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, RWD
POWER 550bhp
TORQUE 472lb ft
TOP SPEED 190mph
0-60MPH 4.3secs
WEIGHT 975kg
‘The most detailed and precise restoration project that I have ever been involved in’
1970 Range Rover Velar
Owner Yuki Hayashi
Location
Japan/UK
THE CONCEPT BEHIND THE RANGE ROVER HAD BEEN in place as early as 1951, but after the original ‘Road Rover’ was shelved in 1958, it would be another eight years before the idea was taken forward again.
This example is one of 26 pre-production ‘Velar’ units. YVB 154H was numerically the fourth Range Rover chassis, and was one of the first five whose build was requisitioned on September 26, 1969. Initially painted in a non-production colour and fitted with the temporary black trim and non-textured dashboards seen on all the pre-production vehicles, it was later updated with production-style trim.
The vehicle was then subjected to a 1500-mile life endurance test on the Belgian Pavé and Cross Country circuits, at the MIRA proving ground. Following successful completion it was refitted with new components, but only where absolutely necessary.
It then went through a second life endurance test, this time consisting of 5000 miles on the Cross Country, Alpine, and Rough Road circuits at the military proving ground at Bagshot in Surrey. During parts of this test, a set of Michelin tyres could be worn out in 1000 miles! At one point during the Bagshot test, the vehicle went missing overnight: it had been ‘borrowed’ by a soldier but was returned unharmed. Following another strip down and rebuild, 154 was
‘YVB 154H was chosen for the Range Rover Bespoke project: a nut and bolt restoration by JLR Classic’
resprayed in the standard production colour of Lincoln Green, and fitted with a replacement engine (numbered EXP95) and gearbox (35500210A).
It was then sold to Evan Price, a local company director, on June 16, 1971. Upon his death, in 1981, the Velar passed on to a relative who sold it quite quickly. Lacking suitable storage, the relative sold it to well-known Cotswolds-based collector Bill Newport in 1984, and it then passed to another collector in the mid-late 1990s, who spent five years restoring it. Operating on a strict principle of ‘repair not replace’, considerable attention was paid to the body, while other work included a complete strip and rebuild of the engine and axles.
In 2021, YVB 154H was chosen for the Range Rover Bespoke project: a nut and bolt restoration by Jaguar Land Rover Classic. This was duly completed in June 2024.
ENGINE
3528cc/V8/ naturally aspirated/OHV
TRANSMISSION Four-speed manual, 4WD
POWER 135bhp
TORQUE 205lb ft
TOP SPEED 90mph+
0-60MPH 14.0sec (est)
WEIGHT 1760kg (est)
ABOVE JLR Classic restored the paint colour to its original Amazon Green.
1973 Porsche 911 Turbo ‘Prototype’
Owner Confidential Cars Collection
Location Luxemburg
THE ORIGIN OF THE 911 TURBO LIES IN A CHANGE IN racing regulations. Porsche’s 917 had been phenomenally successful in endurance racing, to the point that the FIA all but removed it from competition. The manufacturer saw this as an opportunity to align its racing cars more directly with variants of the cars it actually sold. Porsche had been experimenting with turbocharging since the late 1960s, and it had phenomenal success with its 1970s Can-Am 917 car. The 911 Turbo was the natural progression of these ideas and, in January 1973, testing of a turbocharged 2.7-litre engine began.
Porsche chief engineer Helmuth Bott got to work creating the Turbo at Style Porsche, plucking a 911 S from the production line and adorning it with a prototype bodykit that would end up directly informing the design of the RSR 3.0-litre racing car’s body. Under its swollen wheelarches lay 11in Fuchs alloy wheels, while up front there was an opening for an oil cooler in the apron, and at the rear, was Porsche’s first ‘whale tail’. Uniquely, the car’s body sides differed in terms of design, left and right. This was to see which style direction would prove more popular at the 1973 Frankfurt motor show.
Green and black tartan trim, and exterior graphics, marked this out as something special. The Turbo prototype featured future G Series 911 styling elements.
Crucially, the prototype didn’t actually have a turbocharged engine – or any engine at all. For its show circuit tour, starting with Frankfurt’s IAA, chassis 9113300157 used a wooden mock-up unit; the turbocharged 2.7-litre motor wasn’t ready.
In 1975, the car was sold to the Australian Porsche importer, Alan Hamilton. He’d actually wanted a 3.0 RSR, but production had ceased, so Porsche converted the prototype to semi-RS specification, with an RSR engine. Hamilton would race with the car, taking wins at Hume Weir and Oran Park, before adding it to his personal collection. It was then converted to right-hand drive and sold to Graham Stockley, the chairman of the Victorian Porsche Club.
The Porsche would eventually end up in the US in the care of Murray Smith, who put it on display at the 2010 Greenwich Concours d’Elegance, where it was also offered for sale. Six years later, its next, and current, owner brought the car back to Europe where it was restored to IAA 1973 specification over two years. Last September the car had its post-restoration premiere at the Hans-Peter Porsche Museum together with the Porsche family to celebrate the 50th anniversary of the 911 Turbo Prototype.
ENGINE 2996cc/flat-six/ naturally aspirated (see text)/SOHC
TRANSMISSION Five-speed manual, RWD
POWER 330bhp
TORQUE 232lb ft
TOP SPEED N/A
0-60MPH N/A
WEIGHT N/A
ABOVE Turbo prototype the harbinger of a new range-topping 911.
OPPOSITE Whale tail spoiler and ‘Turbo’ script became brand icons in their own right.
1974 BMW E9 CSL ‘Batmobile’
Owner Eric Heerema
Location UK
IN 1971 BMW AND KARMANN DECIDED TO EXPLORE the possibility of a lightweight performance variant of their E9, after seeing success on track with tuner Alpina.
Taking 169 vehicles from the original CS production run, engineers set about stripping weight. This meant fitting aluminium doors, bonnet, boot, roof and lightweight steel wings. Still not content, the engineers replaced the side and rear windows with Plexiglass panels, fitted thinner carpets and removed the power steering, sound insulation and electric windows. The result was a loss of 200kg, resulting in a huge upturn in performance. Dubbed Ultra Lightweights, 21 were raced by Alpina and Schnitzer in Group 2 Touring Cars.
To qualify for the over 3-litre division, the engine was rebored to 3003cc and its fuel system converted to Bosch injection. In road trim, it developed around 200bhp.
A separate division in BMW AG, that became BMW Motorsport GmbH, developed the CSL. So, while the CSL does not wear the M badge, many consider it the first M car.
As the first 169 Ultra Lightweight CSLs started the story, the ‘Batmobiles’ ended it. With further homologation requirements for both aero and power, BMW built a 3.2-litre version with huge spoilers, which led to the Batmobile nickname. This final iteration of the model was only available in left-hand drive, and produced in two batches – 110 cars in
‘The result was a loss of 200kg in overall weight, resulting in a huge upturn in performance’
late 1973 and just 57 units in 1974-1975. This particular car was manufactured on February 25, 1974 and is one of those 57 final, special-order phase-two CSL ‘Batmobiles’. The 22nd built, it was first delivered to Bahrain for the use of the Royal Family. Originally ordered in Chamonix, it was painted Golf Yellow almost immediately.
Its life in Bahrain was limited and the mileage is believed to be just 36,000km, having passed through four owners before being acquired by its current custodian. Discovered as a barn find having sat unused for three decades, it was restored when it came to the UK.
When the original Chamonix white paintwork was found under the yellow paint, it was decided to return it to factory specification. Despite its long period in storage, the car still retains all of its original body panels.
ABOVE Racy chin, roof and boot spoilers inspired the popular ‘Batmobile’ tag.
1995 McLaren F1
Owner Private Collection
Location UK
BELOW McLaren F1 famously used gold foil in the engine bay for its superior heat insulating properties.
OPPOSITE This is one F1 that certainly knows its way around MSO; it’s only ever been serviced there.
WAITING AT MILAN AIRPORT AFTER THE 1988 GRAND Prix, four McLaren Racing luminaries discussed the company’s future. Before their flight was called, the executive team agreed McLaren would design and build the finest road car in the world. Bold and uncompromising, this decision changed automotive history.
It was no coincidence that the F1 was conceived during McLaren’s all-conquering 1988 Formula 1 season, when the MP4/4 race car won 15 out of 16 races.
Designed and built without compromise, the McLaren F1 would do the same on the road. A technological masterpiece, it was so far ahead of its time that engineering highlights still feature on today’s McLarens. It was the world’s fastest naturally aspirated production car when launched – and more than 30 years later, it still is.
This McLaren F1, chassis #040, was delivered to its first owner in the UK in April 1995. This first owner requested the car be finished in silver with a black interior and over the next six years he drove around 5000 miles in the car. As the first of five cars fitted with the high door mirrors, it has a very unusual specification, which also includes high-intensity gas discharge headlights – a lighting set-up that featured on just 12 McLaren F1s to leave the factory.
In April 2001 it was sold to the current owner and over the first three years he drove an amazing 20,000 miles, enjoying the car to its full.
The decision was taken to change the colour from silver to a one-off bespoke blue colour. During this time McLaren Special Operations (MSO) were commissioned to make a carbonfibre dash binnacle, which is only fitted to three F1s, along with similarly rare carbonfibre upper and lower door pulls. This F1 became one of the most frequent visitors to MSO, with all its servicing being done there. The paintwork and interior are in superb condition and reflect 41,000 miles of care and commitment.
The current owner chose to enhance the car’s suspension, brakes and wheels, while storing the original parts for future refitting. This F1 has been over much of western Europe and the owner has driven more miles in an F1 than almost anyone else. During recent years it’s been used more sparingly and in the past 12 months the car has been returned to MSO for an in-depth mechanical update, which has restored the car to standard factory mechanical specification.
ENGINE 6064c/V12/ naturally aspirated/DOHC
TRANSMISSION Six-speed manual, RWD
POWER 618bhp
TORQUE 480lb ft
TOP SPEED 240mph
0-60MPH 3.2secs
WEIGHT 1140kg
‘It was the world’s fastest naturally aspirated production car when launched – and it still is’
2000 TVR Cerbera Speed 12
Owner Private Collection
Location UK
BELOW Maddest, raciest and most powerful roadregistered TVR ever is a true one-of-a-kind.
OPPOSITE Built for the road, but absolutely everything else about the Speed 12 says ‘designed for the track’.
TVR IN ANY OF ITS FORMS WAS NO STRANGER TO controversy, wild looks or outrageous power output claims, but the 1996 Birmingham Motor Show launch of Project 7/12 was far beyond what the Blackpool-based manufacturer had ever conjured before.
Designed to take the fight to the McLaren F1 GTR racer and act as the ultimate road-going TVR, the engine was two Cerbera Speed 6 straight-sixes combined with a steel block before being further developed by TVR’s John Ravenscroft to create a 7.7-litre V12. Such was the engine’s performance that, according to legend, it snapped the input shaft of the 1000bhp-rated dynamometer. After that, TVR’s engineers were told to measure each cylinder bank separately. Reports suggest the result was 480bhp, making a total of 960bhp.
For competition use, FIA regulations restricted output to 675bhp, but its on-track life was short due to GT1-class regulation changes. Undeterred, TVR developed the car for GT2: the Cerbera Speed 12 was born, with an 800bhp road-going version announced, too. It would go on to win several races between 2000 and 2002.
Deposits for the new car poured in, but company boss Peter Wheeler, after a drive in a prototype, declared it too powerful and too wide for public consumption; plans for a production model were dropped.
In 2003, a Cerbera Speed 12 was offered for sale bearing the number plate W112 BHG. At the time it wasn’t a completed car, so TVR set about building the best example it could, pouring in all its technical expertise.
The process would take two years, with three racing team engineers (headed by Jonny Greenwood) building and testing every part thoroughly. The engine used was the latest iteration of the 7.7-litre V12 developed by TVR’s racing department, known as ‘Buckethead’. Though the car used all the best parts from the three racing cars produced, it was built strictly as a road car. This meant several new parts were required, such as the gearbox and other transmission items, plus the brakes. It still couldn’t hide its race-car origins, thanks to the air jacks and the carbonfibre/Kevlar bodywork taken from one of the racing cars, which had been developed in a wind tunnel at great expense.
After an Evo magazine review, where it was described as “terrifyingly quick”, the car was on display at Cumbria’s Lakeland Motor Museum for several years. The car has been in the hands of its current owner since last year.
ENGINE 7730cc/V12/ naturally aspirated/DOHC
TRANSMISSION Six-speed manual, RWD
POWER 800-960bhp (claimed)
TORQUE 650lb ft (claimed)
TOP SPEED 240mph (claimed)
0-60MPH 2.9secs (claimed)
WEIGHT 1100-1200kg
‘Company boss Peter Wheeler declared it too powerful and too wide for public consumption’
2010 Lamborghini Reventón Roadster
Owner James Cooper
Location UK
BELOW Muchadmired angular ‘stealth’ styling is a visual trademark of the Reventón series.
OPPOSITE Roadster variant is more powerful and even more exclusive than the earlier coupé.
LAMBORGHINI HAS BROKEN NEW GROUND IN MANY ways over the years, but perhaps one of the most overlooked innovations in the hypercar world was the limited-series Reventón programme.
Before the Reventón, hypercars were rare, but production numbers were getting larger. For example, Ferrari built 399 Enzos, and Lamborghini itself would eventually sell 4099 Murciélagos. However, Lamborghini believed that there was a demand for ultra-low production-number specials far beyond the already lofty purchase price of its ‘usual’ models.
Announced at the 2007 Frankfurt Motor Show, the Reventón used Murciélago LP640 underpinnings clothed in an all-carbonfibre body inspired by the F-22 Raptor fighter plane, designed by Filippo Perini. The rapturous response to the car’s styling meant that the Murciélago’s replacement, the Aventador, would exhibit similar design cues, and it continues to inform Lamborghini looks to this day.
The Reventón marked Lamborghini’s first use of daytime running lights in its headlight cluster. The car also featured asymmetric side pods, electronically controlled active air intakes and rear wing, and a complex rear diffuser.
The 6.9-litre V12’s power was delivered to the road via a permanent all-wheel-drive system that in normal conditions sent most of the power to the rear wheels. If the wheels started to slip, 35 percent of the power was sent to the front axle. Limited-slip differentials were also in place fore and aft, with a 25 percent lock up front and 45 percent out back.
Though some Murciélagos were available with a manual gearbox, the Reventón was only available with the E-Gear automated six-speed sequential manual transmission.
Actuated by two paddles, the driver could choose from three modes – Normal, Corsa and a ‘low adherence’ mode, whereby he or she just needed to plant the throttle into the bulkhead, hold on tight and leave the gearbox to its own devices.
The car also featured carbon-ceramic disc brakes, measuring 380mm, with six-piston calipers.
After 20 Reventóns were built, a Roadster variant was launched at the 2009 Frankfurt Motor Show. Using the engine from the LP 670-4 Super Veloce as its basis, the Roadster was actually more powerful than the Reventón coupé, offsetting the extra 25kg of chassis bracing needed to keep the car rigid. The torque figure remained the same, though the top speed did drop – to a ‘mere’ 205mph. Just 15 examples of the Roadster were produced.
ENGINE 6946cc/V12/ naturally aspirated/DOHC
TRANSMISSION Six-speed automated manual, AWD
POWER 661bhp
TORQUE 487lb ft
TOP SPEED 205mph
0-62MPH 3.4secs
WEIGHT 1690kg
‘Using the engine from the LP 670-4 Super Veloce as its basis, the Roadster was actually more powerful than the Reventón coupé’
2016 Pagani Zonda Oliver Evolution ‘Hermès Edition’
Owner Private Collection
Location UK
THE ZONDA OLIVER EVOLUTION INTRODUCED HERE is a one-off model that brings to the fore the unique Pagani approach to making hypercars.
At the heart of the car is the Mercedes-AMG M120 engine – a power unit created to dominate the FIA GT Championship in the 1990s. For this application, it has been enlarged from the standard model’s 7.2 litres to 7.4 litres. As you’d expect, the performance level has been improved along with the increase in displacement.
The aerodynamics are also unique. It is true that there are few Zondas built to the same specifications, but the Zonda Oliver is equipped with specially developed aerodynamics that prioritise performance. The target was to generate race-car levels of downforce. Toyota GT500 Champion Akira Iida, who tested the Zonda Oliver on circuit during the Pagani Raduno in Japan, praised it wholeheartedly, saying, “Of all the Paganis I have driven on the circuit, this one has by far the best handling.”
Another reason why Iida, who has driven many Paganis, praised the handling is down to this car’s specific suspension.
The owner of the Zonda Oliver is an international businessman and also the representative of a team that competes in European GT races with Mercedes-AMG. Therefore, taking advantage of the technical capabilities of this team, Multimatic was commissioned to develop the dampers. It also independently re-examined the suspension alignment, including camber and toe. In both cases, it landed on settings that differ significantly from the factory’s recommended values.
However, what is most noteworthy about the Zonda Oliver is the stunning beauty of its exterior and interior, the latter of which was designed in association with Hermès.
When the owner visited Hermès to discuss the project, the famous atelier pointed out that the first use of its logo was on a carriage seat, before moving on to saddles.
The owner chose the Zonda as the basis of his vision for the ultimate sports car because, by the 2000s, most supercars had moved to paddle-shift transmissions. He saw the Zonda as one of the last of its kind to feature manual transmissions.
And as for the car’s name, Oliver, it is shared with the owner’s son. “When my son is able to drive, I want to go on a drive with him someday,” he says. “That’s what I’m looking forward to the most. I’m sure the memories of that time will be so wonderful that they will surpass the value of this car.”
ENGINE 7400cc/V12/ naturally aspirated/DOHC
TRANSMISSION Six-speed manual, RWD
POWER 780bhp
TORQUE 575lb ft
TOP SPEED 217mph
0-60MPH 2.6secs
WEIGHT 1210kg
ABOVE Specially developed aero package is aimed at maximising downforce.
OPPOSITE Zonda is an honorary member of the manual gearbox preservation society.
2023 Ferrari SP-8
Owner Private Collection
Location UK
“EVERY NEW PRANCING HORSE BEGINS LIFE AS A dash of pencil across a blank canvas at the Ferrari Styling Centre. However, there is a rare breed of Ferrari that enters the world not as a Maranello brush stroke, but as a spark of inspiration from individual clients around the world. These form the One-Off series, an exclusive range that embodies the very pinnacle of Prancing Horse customisation.”
The SP-8 that you see before you is one such creation. The latest addition to the One-Off programme is the result of a close collaboration with a British client and Flavio Manzoni’s design team at the Ferrari Styling Centre. The result? A thoroughbred two-seater with its roadster credentials compounded by the fact it is entirely without a roof.
Based on the F8 Spider, the SP-8 inherits the same layout and chassis and, more importantly, one of the most critically acclaimed engines of all time (including the winner of the prestigious Engine of the Year award on four consecutive occasions): the 3.9-litre twin turbo V8. Of course, removing the roof completely on a car boasting such a supreme powerplant presents unique aerodynamic challenges, and the SP-8 has been extensively refined through relentless wind-tunnel testing and track time to ensure it delivers the same acoustic comfort as the F8 that inspired it.
The wind tunnel also played a major contribution in the design of the full-width cast aluminium grille that dominates the front of the car. Made from a single, 3D-printed mould, the grille’s spacing widens towards the flanks to channel air through to the radiators – something only made possible through the close working relationship between the design and aerodynamics teams.
Of course, it’s not just the Ferrari F8 Spider that has provided inspiration for this latest Prancing Horse creation. The rear lights are Ferrari Roma-derived with specific lenses; the windscreen and tailpipes are treated in exactly the same way as on the 296 GTB; and the specially designed five-spoke wheels are a modern take on both the legendary F40’s and the classic wheels used on Ferrari Sports Prototypes.
Specially developed Blu Scuro Stellato paint links the bodywork sections, while the contrasting and equally bespoke matte Argento Micalizzato colour pairs perfectly with the glossy iridescent Blue Sandstone carbonfibre sections.
Inside, seats with details in laser-etched Navy Blue Alcantara coupled with gradient effect cloth, as well as carpets in specific iridescent-effect twill fabric, complete the picture.
ABOVE SP-8 is the newest addition to Ferrari’s One-Off Special Projects series.
OPPOSITE Bespoke body is based upon the architecture of the production F8 Spider.
2023 Ferrari 812 Competizione Aperta
Owner Private Collection
Location UK
THE FERRARI 812 HAD TAKEN THE FRONT-ENGINED V12 company flagship to new heights – developing already potent fundamentals into something special to follow in the tyre tracks of the 599 GTO and F12tdf would take all of Maranello’s mechanical mastery.
The 812 Competizione’s heart is its 65° V12, which produces a phenomenal 817bhp courtesy of redesigned conrods, pistons and crankshaft. Titanium conrods were specified, weighing 40 percent less than the standard 812’s conrods. The piston pins were given a diamond-like coating to reduce friction. Along with the three percent lighter and rebalanced crankshaft, the other main improvement was to the cylinder heads. Wearing the same coating as the piston pins, the cams action the valve stems via steel sliding finger followers; these too received the diamond-like coating.
All these changes helped the engine rev to a vertiginous 9500rpm, which meant several revisions to the intake system. The manifold and plenum were reduced in size to shorten the length of the tracts to optimise power at high revs, while the torque curve was optimised at all engine speeds courtesy of a system of variable geometry inlet tracts. A variabledisplacement oil pump was also added to reduce friction and mechanical losses.
The 812’s seven-speed automatic gearbox, responsible for transmitting all of the engine’s firepower to the road, underwent further development for the Competizione, resulting in shift times that were five percent faster than the ‘standard’ car’s. Thanks to a new single front air intake, cooling efficiency increased by 10 percent.
The exterior was also heavily revised to optimise downforce, and featured a completely closed, vortex-generating rear hatch.
For the Aperta model, Ferrari incorporated a bridging wing between the two rear buttresses to compensate for the lost downforce. The 812 Competizione also saw revisions to its suspension, and independent rear-wheel steering systems.
A well considered weight reduction programme saw 38kg shaved from the normal 812. Carbonfibre wheels were made available for the first time on a Ferrari V12, while the lightweight material was also used extensively throughout the body, most notably on the front bumpers, rear bumpers, rear spoiler, air intakes and for the targa top, which could be stowed inside the cabin when the weather allowed.
Just 999 Competiziones and 599 targa-top Competizione Apertas were built.
ENGINE 6496/V12/ naturally aspirated/DOHC
TRANSMISSION Seven-speed automatic, RWD
POWER 817bhp
TORQUE 510lb ft
TOP SPEED 211mph
0-60MPH 2.9secs
WEIGHT 1487kg
ABOVE Competizione is lighter, faster and even more dynamic than regular 812.
OPPOSITE Aero addenda designed for downforce, targa roof for open-air thrills.
2023 Aston Martin DBR-22
Owner Michael Dacre
Location UK
ASTON MARTIN’S Q PERSONALISATION PROGRAMME was set up to allow customers the ultimate choice for their car – however, this in-house bespoke department’s remit goes far beyond exotic material choices, personalised interior trim and out-of-range exterior paint.
For more than a decade, Q had been catering to the needs of a select few with bespoke or limited-run special editions. The Victor, for example, made its debut at this event four years ago and has gone on to inspire the recently-released Valour. The same team put together the limited-to-24 Vulcan and the limited-to-14 Vantage V600.
The DBR-22 is one of those cars, combining the art of classic coachbuilding with incredibly advanced materials and cutting-edge manufacturing technology.
For example, the rear subframe comprises multiple 3D-printed aluminium components that are bonded, rather than welded, in a bid to reduce weight without compromising torsional stiffness. Aston Martin’s Q Department also undertook a lot of research into stiffening the chassis through the use of new shear panels under both axles and resetting the adaptive dampers specifically for this one model. Meanwhile, lightweight 21in wheels, designed specifically for the DBR-22, feature a unique 14-spoke design and a motor sport-inspired centre-lock hub. These hubs were able to be customised to whichever colour you wanted.
The design concept, by Aston’s superb Marek Reichmanled team, showcases a completely new body form from a limited number of panels. The design inspiration is taken from the DBR1 and DB3S racing cars from Aston Martin’s glorious motor sport history. The full-width light bar, plus the diffuser (which houses a central-exit exhaust system), is supported by a one-piece body panel.
The interior, however, is a fusion of the classic and the contemporary, with unique components and an extensive use of both leather and exposed carbonfibre. Rising from behind the seats are twin nacelles which sculpt the airflow behind the driver and passenger’s heads.
Under the bonnet lies a 5.2-litre twin-turbocharged V12 engine capable of propelling the car to a 198mph top speed and from 0-60mph in 3.4 seconds. The engine produces 705bhp and 555lb ft of torque, delivered to the road via a ZF paddle-shift eight-speed gearbox.
Just 22 examples of the DBR-22 were ever constructed, with a price tag of £1.75 million before tax and options.
ENGINE 5204c/V12/ twin-turbocharged/DOHC
TRANSMISSION Eight-speed automatic, RWD
POWER 705bhp
TORQUE 555lb ft
TOP SPEED 198mph
0-60MPH 3.4secs
WEIGHT N/A
ABOVE A celebration of Aston Martin’s rich bloodline of opencockpit sports racers.
OPPOSITE Side exit vents in the front fenders directly inspired by DBR1.
2023 Porsche 911 Dakar
Owner Professor Rik Bryan
Location UK
IN 1984, PORSCHE WON THE 7500-MILE PARIS-DAKAR Rally using a modified four-wheel-drive G-Series 911, driven by Frenchman René Metge with co-driver Dominique Lemoyne. This car was known as the 953 and was the first dedicated sports car to win the world’s most gruelling rough-road race. The 953 paved the way for the more famous 959, which won the 1986 edition of the Paris-Dakar with the same driver pairing of Metge and Lemoyne.
Paying homage to these Dakar Rally-winning Porsches, this 2023 911 Dakar is one of 2500 built. Based on the 992-series Carrera 4 GTS, it comes with an additional 50mm of ground clearance (and a further 30mm if necessary) and stainless steel underbody protection in the form of front and rear skid plates and side sill guards. The Dakar also adopts the engine mounts from the 911 GT3.
The suspension isn’t fundamentally different to that of the GTS, retaining that car’s struts at the front and a five-link axle at the rear. However, the springs are longer and have been softened, while the dampers are adjustable. The dampers are adjustable via the familiar PASM system, but Sport+ mode from the normal 911 has been replaced with Rallye and Off Road modes. Rallye mode sharpens up the throttle and differential responses to maximum attack, with the power delivery very much rear-focused, while Off Road mode softens everything up. There’s also a Rallye Launch Control mode that allows wheel slippage of 20 percent.
The Dakar also rides on a set of specially-developed Pirelli Scorpion All Terrain Plus tyres measuring 245/45 19 at the front and 295/40 20 at the rear. The tread pattern is nine millimetres deep and the reinforced sidewalls and the threads consist of two carcass plies. Summer tyres have been homologated, but that didn’t stop the All Terrain tyres helping the Dakar set a Nürburging lap of 7min 56sec.
Inside, though the dials, instruments and central touchscreen are all standard Carrera, the seats are bucket items similar to those found in the GT3.
To reduce weight, carbonfibre is used for the front luggage compartment lid and rear spoiler, and a lightweight battery is included. Despite all the toughening up, the Dakar is just 10kg heavier than a Carrera GTS. There are also red aluminium towing lugs front and rear. You could also specify a roof rack, which has a load capacity of 40kg, to carry fuel and water canisters, traction boards and folding shovels. There’s also a 12V power outlet for extra roof-mounted headlamps.
ENGINE 2981cc/flat-six/ twin-turbocharged/DOHC
TRANSMISSION Eight-speed automatic, 4WD
POWER 473bhp
TORQUE 420lb ft
TOP SPEED 149mph (limited)
0-60MPH 3.4secs
WEIGHT 1605kg
ABOVE GT Silver Metallic ‘Rally 1978’ livery works the nostalgia angle.
OPPOSITE Note the fixed spoiler, stainless steel protection and all-terrain tyres.
2024 Gordon Murray Automotive T.50
Owner Stuart Dyble and Jeremy Parfit
Location UK
BELOW T.50’s rear end is dominated by 40cm fan inspired by Murray’s Brabham BT46B F1 fan car.
OPPOSITE Powerful, lightweight, aeroefficient, and not a millimetre larger than it needs to be.
THE T.50 IS GORDON MURRAY’S SPIRITUAL SUCCESSOR to the McLaren F1 – the epoch-defining supercar of the 1990s. His vision was to perfect the few areas of the F1 that he wasn’t completely happy with the first time around, while also taking advantage of three decades-worth of advances in materials and technology, in order to “design and engineer the most driver-centric supercar ever built”.
The T.50 is the result, and the 10 out of 10 reviews by Top Gear and Henry Catchpole of Hagerty would appear to indicate that Gordon and GMA have fully delivered on that stated aim. The Cosworth-developed 4.0-litre V12 is the world’s lightest (178kg), highest-revving (12,100rpm) and, at 166bhp per litre, the most power-dense naturally aspirated twelve-cylinder road car engine yet.
It’s designed to be super responsive too – the V12 can hit the limiter from idle in just three-tenths of a second. The engine develops 353lb ft of torque, 71 percent of which is available from just 2500rpm.
The engine is matched to an extremely light Xtrac-built six-speed manual gearbox, and the entire car weighs just 997kg, around a third lighter than most rivals.
The T.50’s advanced aerodynamics include a ground-effect boosting fan inspired by Murray’s Brabham BT46B F1 car.
Inside, the T.50 has three seats, which thanks to carbonfibre construction weigh just 13kg in total. The beautifully designed pedals, gear lever and gearchange mechanism are stand-out examples of Murray’s own brand of engineering art.
Brilliant performance figures and technology aside, this car is really all about the pure, visceral driving experience. It’s the way it makes you feel – alive and plugged into its core –from behind the centrally mounted steering wheel that sets it apart from the complicated and multi-layered nature of so many of its potential rivals.
Each of the 100 cars is bespoke. Chassis 11 features a unique Goodwood blue exterior and is trimmed in Athol Blue Alcantara and Gordon Murray Heritage Orange leather centre driving seat.
In the words of Ollie Marriage, head of car testing at Top Gear magazine: “The last great analogue supercar – that’s the promise Gordon Murray made, and he’s held up his end of the deal in stunning fashion. With the electric era upon us we can’t see anything coming along to usurp it. So let’s call it: it will never get better than this.”
ENGINE 3994cc/V12/ naturally aspirated/DOHC
TRANSMISSION Six-speed manual, RWD
POWER 661bhp
TORQUE 353lb ft
TOP SPEED 226mph
0-62MPH 2.8secs
WEIGHT 997kg (dry)
‘Super responsive, the V12 can hit the limiter from idle in just threetenths of a second’
1971 Ferrari 365 GTB/4 Daytona
Owner Dr Cici Muldoon
Location UK
THE FERRARI 365 GTB/4 WAS A SUPERSTAR AS SOON as it was unveiled at the 1968 Paris Motor Show. It needed to be – for perhaps the first time, competitors Lamborghini and DeTomaso were building road cars that matched Maranello for performance panache, while Aston Martin, Maserati and a host of American-engined boutique GTs from Britain and Italy offered front-engined GT excellence.
While cars like the Miura and Pantera had embraced the mid-engined layout, Ferrari instead chose to refine the front-engined layout to perfection, enlisting Pininfarina’s Leonardo Fioravanti to craft a sharper vision of what the ultimate production road car could be.
Though the car is better known as the Daytona, this is not the official name. While Hollywood remembers the historic Ford GT40 victories at Le Mans, it should be noted that Maranello exacted crushing revenge at the 1967 Daytona 24 Hours. A trio of Ferraris locked out the top three on Ford’s home turf, with a formation finish on the famous banked oval. The subsequent publicity led to the 365 GTB/4 being given the colloquial name of Daytona.
Early cars featured a Plexiglass strip covering the headlamps, which was replaced with pop-up units when US legislation changed in 1971, banning such an arrangement. Notably, the stricter US regulations meant that after sales of
‘A trio of Ferraris locked out the top three places on Ford’s home turf, with a formation finish’
the Daytona ended in the early 1970s, no new V12-engined Ferrari would be sold there until 1984.
The engine itself was an upgraded version of the V12 used in the 275 GTB/4, featuring a longer block and an increased capacity. US-market cars differed from European models by offering a number of devices to control exhaust gas emissions, including a fast idle device, and an exhaust manifold air injection system. All-out the Daytona could crack 174mph, having sprinted past 100mph in 15.4 seconds. This particular Daytona, chassis 14445, was first delivered to Yonge Steeles Motors Ltd in Toronto in September 1971. Originally in Giallo Fly over a Pelle Nera interior, it now wears Grigio Scuro Metallic over Pelle Blu. At one point it had a Plexiglass nose, but this has been corrected to pop-up headlamps as part of its Ferrari Classiche certification.
ENGINE 4390c/V12/ naturally aspirated/DOHC
TRANSMISSION Five-speed manual, RWD
POWER 347bhp
TORQUE 318lb ft
TOP SPEED 174mph
0-60MPH 7.2secs
WEIGHT 1520kg (est)
ABOVE Sharp-suited Daytona design the work of Pininfarina’s Leonardo Fioravanti.
1989 Aston Martin V8 Vantage Volante Prince of Wales
Owner Kidston SA
Location UK/Switzerland
BELOW Aston’s workforce, with ‘15849’, mark the end of V8 production after almost 20 years.
OPPOSITE The final V8 ‘PoW’ outside the factory in 1992. Note left-hand drive and J reg, i.e. 1991-’92.
ASTON MARTIN INTRODUCED THE V8 VANTAGE Volante in October 1986: a 400+bhp ‘proper’ Aston Martin, though the new car carried a bodykit of blanked-off grille, exaggerated front and rear spoilers and side skirts. All very 1980s and a bit much if you were the heir to the British throne and preferred classic English understatement.
When the-then HRH Prince Charles was gifted a new Aston Martin by the Emir of Bahrain, he was keen to have the most powerful open model, but one that kept the elegant lines of Williams Towns’ original.
Works Service at Newport Pagnell were happy to oblige, creating a special car with the latest 432bhp X-Pack engine, a bonnet bulge to clear the big Webers and broadly standard Volante bodywork other than subtly modified wheelarches, a regular open-mesh grille and a small chin valance. The car was handed over to the Prince in July 1987.
Others admired the new model, and the factory ended up building a small run of 22 full-power, carburettor-fed ‘Prince of Wales’ V8 Vantage Volantes.
The very last ‘PoW’ was built for company chairman Victor Gauntlett: this car, five-speed manual chassis ‘15849’ in yet-to-be-launched Buckinghamshire Green. It was completed in December 1989, used by Gauntlett briefly then returned to the factory barely months later to be reconfigured as a left-hand-drive new car.
The interior was black Connolly leather, the hood black mohair and the engine upgraded to 500bhp 6.3-litre specification. The car was delivered to an Italian VIP client living in Monaco on July 17, 1992.
Simon Kidston handled the sale of the one-owner (post factory) car at auction in Monaco in May 2005. It was bought by Sheikh Nasser Al-Sabah, the prime minister of Kuwait and investor in Aston Martin. The Sheikh commissioned Works Service to fit an automatic gearbox and retrim the interior and hood in beige. The car was hardly used and dry-stored in Kuwait until February 2024, when it was purchased by Simon Kidston after waiting 19 years.
Since then, RS Williams has re-fitted the correct fivespeed manual gearbox, retrimmed the interior in black Connolly hide with matching mohair hood and conducted a ‘bare metal’ respray in the same Buckinghamshire Green it has always been. Having covered a mere 7600km since it first left the factory bound for Monaco over three decades ago, this ‘Prince of Wales’ is Aston Martin V8 Vantage royalty.
KEANE ROGERS
ENGINE 6347cc/V8/ naturally aspirated/DOHC
TRANSMISSION Five-speed manual, RWD
POWER 500bhp
TORQUE N/A
TOP SPEED 165mph
0-60MPH 5.1secs
WEIGHT 1850kg
‘So admired, the factory ended up building 22
“Prince of Wales” V8 Vantage Volantes’
Thorough Events would like to thank the following for their invaluable help and support
PRESENTING PARTNER & SPONSOR
OF THE 30 UNDER 30
A. Lange & Söhne
HAMPTON COURT PALACE
To all our friends at Historic Royal Palaces, without whom the Concours of Elegance would not be possible
COWORTH PARK
OFFICIAL TOUR SPONSOR
Immun’Âge
OFFICIAL CHARITY PARTNER
The Prince’s Trust
OFFICIAL AUCTION PARTNER
Gooding & Company
OFFICIAL CAR PARTNERS
DRVN Automotive Group
HR Owen
OFFICIAL CAR COVER PARTNER
Specialised Covers
OFFICIAL CHAMPAGNE PARTNER
Charles Heidsieck
OFFICIAL WHISKY PARTNER
The Glenturret
OFFICIAL CATERERS
Moving Venue
OFFICIAL HOTEL PARTNER
The Peninsula London
OFFICIAL VINTNER
Corney & Barrow
PRESENTER OF THE MEMBERS’ ENCLOSURE
Boreham Motorworks
OFFICIAL MEDIA PARTNERS
Classic & Sports Car Imperium Magneto
OFFICIAL PICNIC PARTNER Fortnum & Mason
OFFICIAL CHAUFFEURING PARTNER
London Luxury Chauffeuring
OFFICIAL CAR CLUB MEDIA PARTNER Classic & Sports Car
OFFICIAL INSURANCE PARTNER Chubb
THE CLUB TROPHY
Sponsored by Classic & Sports Car
Presented by Royal Automobile Club
ROYAL WARRANT HOLDERS ASSOCIATION
SUMMER 2024
Timetable for Concours of Elegance
FRIDAY AUGUST 30, OWNERS’ AND VIP DAY
10:00 The Grand Arrival and Concours of Elegance opens
10:30-12:30 Introduction of Concours cars on the Concours Stage
11:30 The Chubb Interviews: Hosted by Mr JWW, with guest Fritz Burkard
12:30-14:00 Specialist Showcase; an introduction to some of the UK’s greatest Specialist Dealers
14:00 Presentation of the Magneto Award
14:30-17:30 Introduction of Concours cars on the Concours Stage
15:15-17:00 Gooding & Company Auction
18:00 Concours of Elegance closes
SATURDAY AUGUST 31
10:00 Concours of Elegance opens
10:00 Parade of Club Trophy Cars
10:45 Alan Mann Mark One Race, with Henry Mann, Simon Goodliffe and John Mitchell
11:00-12:00 Introduction of Concours cars on the Concours Stage
11:30 The Chubb Interviews: Hosted by Mr JWW, with guest Charlie Ross
12:00 Presentation of Gooding & Company Award
12:30-14:00 Specialist Showcase; an introduction to some of the UK’s greatest Specialist Dealers
14:00-14:45 Introduction of Concours cars on the Concours Stage
14:45 Presentation of The Chairman’s Award
15:00 Presentation of the Jaguar Trophy
15:00 Style and Concour; in conversation with Timothy Everest MBE and guests, presented by The Glenturret
15:30 Presentation of the Club Trophy by the Royal Automobile Club
16:00 Presentation of the Levitt Trophy
16:15 Presentation of the Best Car Club Award by Classic & Sports Car
16:30-17:45 Commercial Showcase
18:00 Concours of Elegance closes
SUNDAY SEPTEMBER 1
10:00 Concours of Elegance opens
10:15-11:30 Parade of 30 Under 30 concours cars
11:30 The Chubb Interviews: Hosted by Mr JWW
12:30-14:00 Specialist Showcase; an introduction to some of the UK’s greatest Specialist Dealers
14:00 The Junior Concours and Awards
14:30 Presentation of Class and Decades Awards in partnership with A. Lange & Söhne
15:00 Style and Concour; in conversation with Timothy Everest MBE and guests
15:15 Presentation of Best in Show in partnership with A. Lange & Söhne
15:20 Presentation of Special Classes and Future Classics Award in partnership with A. Lange & Söhne
15:30 Presentation of Bentley Trophy
15:45 Presentation of 30 Under 30 Award by A. Lange & Söhne
16:00 Presentation of the Best Car Club Award by Classic & Sports Car
16:30 The Grand Depart: Concours cars leave Hampton Court Palace
17:00 Concours of Elegance closes
STAGE KEY
All on the main concours stage unless indicated The Hub Chubb Stage
