Better equipped than many cars twice its size the FIAT 500 soon nicknamed Topolino (mouse) brought a degree of refinement hitherto unknown to small cars when launched in 1936. Lockheed hydraulic brakes independent front suspension and 12-volt electrics were all features while an engine mounted ahead of the front axle helped maximise cabin space for the two occupants. The 569cc four-cylinder side valve motor produced a modest 13bhp but as the Topolino weighed little more than half a ton it could nevertheless manage a respectable 50mph-plus under favourable conditions. For most buyers though the frugal (up-to-50mpg) fuel consumption would have been the major attraction. Introduced in 1946 the 500B featured a more powerful (16.5bhp) overhead-valve engine that would be carried over to the Topolinos final incarnation the restyled 500C of 1949 which was the first FIAT model to offer a heating/de-misting system as standard. At the same time as the 500B was introduced a Giardiniera station wagon (also known as the Belvedere) was added to the range offering four-seat accommodation as well as increased luggage space. Equipped with the superior overhead-valve engine these later Topolinos were genuine 60mph cars though no less economical than their predecessors. Testing a FIAT 500C in June 1951 The Autocar magazine reported that The latest FIAT 500 is compact economical easy to park and easy to maintain. It has a surprising carrying capacity. It is a thoroughly roadworthy small car with a performance adequate for the needs of very many people and when enterprisingly driven can hold its own with more powerful cars even over indifferent surfaces all of which remains thoroughly commendable today. This highly original example of the Topolino Transformobile is finished in red-autumn brown over charcoal and has come from a significant Italian collection. Reported to drive very well and work as it should this charming and iconic little Italian automobile is a guaranteed head-turner at any gathering of classic motor cars offered with Italian registration papers. View 1950 Fiat Topolino on http://www.coys.co.uk/cars/1950-fiat-topolino .

The XJ-S had been under development since 1968 and as a 2+2 fixed head coupe was intended as a replacement for the now legendary E-type. From the beginning it was only available with the V12 engine which gave excellent performance with 0-60mph being dispatched in a very respectable 6.9 seconds and a top speed of 150mph. Later in the XJ-Ss life it was also available with a six cylinder engine and a manual gearbox. As with any vehicle that has had as long a production life as the XJ-S there have been major developments. One of the more significant ones for the XJ-S was the launch of the convertible in May 1988. The XJS we have for sale was manufactured in 1990 with Right-Hand Drive specification and the classic 5.3 V12 engine and automatic transmission. This example has been fastidiously maintained and garaged, with the vendor informing us it comes with a full service history. The car looks extremely elegant in Arctic blue with a lovely dark blue Mohair hood. In the current market the Jaguar XJ-S represents exceptional value for money and surely represents the ideal way to enjoy open air motoring whilst still maintaining the gentlemans club effect. View 1990 Jaguar XJS Convertible on http://www.coys.co.uk/cars/1990-jaguar-xjs-convertible .

Originally designed strictly for military use the four-wheel-drive utility vehicle was released by AM Gernal to the civilian market due to popular demand. Boasting 16 inches (40 cm) of ground clearance as well as super-aggressive approach and departure angles, the Hummer could clamber over a 22-inch (56 cm) high obstacle, handle a 60 percent grade and wade through up to 30 inches (76 cm) of water. It is also capable of towing a load weighing in excess of 7,500lbs (3,400kg). A conventional Hummer H1 is powered by a 6.5-litre V8 turbo-diesel producing 205bhp at 3,400rpm and delivering a mighty 440lb/ft of torque at just 1,800 revs. The example on offer today has had a no-expense-spared, nut and bolt restoration and the engine has been upgraded to a 2009 GMC 2500 Sierra Duramax 6.6 litre engine producing 465Bhp with 660lb-ft of torque. Having had an all new transmission, gearbox, custom fuel tank fitted along with a new ECU box and high-performance fuel injectors fitted along with a host of other extras, this Alpha is likely to be one of the best examples in existence. Interior upgrades include four new Cobra Carbon Fibre leather seats, Bentley cross stitch leather interior upgrader with Alcantara roof lining. With just 800 miles on the odometer and with upgrade bills exceeding £120,000 the car is as new and is likely to be one of the most substantial road-going vehicles in the UK.

Launched at the 1976 Paris Salon, the 400GT had acquired a 4.8-litre version of Ferraris four-cam V12 engine but otherwise differed from its 365GT/4 2+2 predecessor only in detail. The 400GT re-affirmed Ferraris determination to compete with the worlds finest luxury sports saloons and was intended to attract the type of mature yet discerning customer who previously might have opted for a Bentley or Mercedes-Benz. This latter requirement made the option of automatic transmission a necessity. The unit chosen General Motors three-speed Hydramatic was widely regarded as the worlds best, having been used by Cadillac and subsequently by Rolls-Royce and Jaguar among others. Ferraris splendidly equipped 2+2 featured self-levelling independent rear suspension, power-assisted steering, electric windows and optional air conditioning. Sadly, even after it received fuel injection, the 400GT now the 400i GT remained effectively a Europe-only model because of the expense involved in crash-testing two cars for US safety assessment. By the time production of the final 412 version ceased in 1989, Ferraris finest 2+2 had been in production for a remarkable 17 years, though its exclusivity meant that there were seldom more than 200 sold in any one year. This UK supplied right hand drive 400i is finished in red with a complementary black interior. With just three registered keepers from new it was sold to the previous owner via Runnymead Motor Company. Fitted with an automatic gearbox this is a wonderfully low mileage example. Offered with a current MoT and UK V5 registration this GT is the perfect car for touring with the summer months ahead. View 1981 Ferrari 400i on http://www.coys.co.uk/cars/1981-ferrari-400i .

The Rolls-Royce Silver Shadow was a luxury saloon car built from 1965 until 1980 and was the first Rolls-Royce to be constructed using a monocoque chassis and, to date, has the largest production volume of any Rolls-Royce. The original Shadow was 3½  narrower and shorter than the Silver Cloud which it replaced, but managed to offer increased passenger and luggage space thanks to more efficient packaging made possible by its construction. Aside from a more modern appearance and construction, the Silver Shadow introduced many new features such as disc brakes instead of drum brakes and independent rear suspension rather than the ageing live axle design of previous cars. The superb ride quality achieved in the Shadow was thanks to the innovative high-pressure hydraulic system with dual-circuit braking and hydraulic self-levelling suspension. The pre-1970 Shadow 1 featured a 172 bhp 6.2 Litre V8 coupled to the same 4-speed automatic gearbox as the Silver Cloud sourced from General Motors. The cars most innovative feature was a high-pressure hydraulic system licensed from Citroen, with dual-circuit braking and hydraulic self-levelling suspension. At first, both the front and rear of the car were controlled by the levelling system; the front levelling was deleted in 1969 as it had been determined that the rear levelling did almost all the work. Rolls-Royce achieved a high degree of ride quality with this arrangement. First registered in February 1968, this early Silver Shadow is a real delight. The previous owner invested in the region of £20,000 in maintenance, principally with Royce motors of Betchworth. The majority of this expenditure is supported by a file of invoices, and we note that the Shadow has recently benefitted from a new MoT certificate. These early chrome-bumpered Silver Shadows are rapidly building a following in the Rolls-Royce community. As such this well maintained example, finished in silver with a red leather interior, and showing only 68,000 miles recorded, is a fantastic prospect and we feel a canny buy for the future. View 1968 Rolls-Royce Silver Shadow I on http://www.coys.co.uk/cars/1968-rolls-royce-silver-shadow-i .

Originally commercial vehicle manufacturers, the three Graham brothers sold out to Dodge in 1926. The following year the Grahams bought the struggling Paige-Detroit Motor Car Company, continuing the existing Paige car for 1928 alongside a new Graham-Paige line-up. A staggering 73,195 cars were sold in Graham-Paiges first 12 months, a US auto-industry record at the time. High performance was a strong selling point in Graham-Paiges early years, one example setting speed records at the Brooklands track in England while another held the Mount Washington climb record. The company name was shortened to simply Graham in 1930. Despite a succession of styling innovations, its Bluestreak and shark-nose models are among the most striking of the 1930s, Graham never fully recovered from the Depression years and built its last car in 1940. This right hand drive 1935 Graham Model 68 saloon is on the 116  wheelbase chassis and has the 3.7 litre engine. We are advised that only five are known to be in existence worldwide. The Graham was manufactured by GM in Port Elizabeth and imported from South Africa in 2003, from there it was purchased by the current vendor. In 2011, Rees Brothers carried out a full restoration of the body, engine and gearbox at a cost of £18,500. The recorded mileage of 65,500 is believed to be genuine. Described as in generally good condition, with excellent bodywork and paint, the car is offered with restoration invoices and photographs, a V5C log book and current MOT. View 1935 Graham Model 68 Standard Six Saloon on http://www.coys.co.uk/cars/1935-graham-model-68-standard-six-saloon .

Crayford Engineering (more commonly known simply as Crayford) was an automobile coachbuilder based in Westerham, Kent, and formed in 1962 by Jeffrey Smith (engineer and designer) and David McMullan MBE (sales). The company specialized in converting European coupés and saloons into convertibles and estates, with notable products including the convertible Mini. According to Crayford, the Crayford Mini Sprint was developed and tested over many thousands of miles and has scientifically engineered chassis developments, to give improved rigidity. The superb roadholding and handling of the standard car is, if anything, enhanced. The wonderful spacious interior is almost exactly as standard. The car simply has a folding top. A sleek, clean design, built by leading hood manufacturers of England, in tough good-looking Vynide, with a rear window as large as the saloon. Easily let down, and if necessary, put up, from the driving seat. A real convertible for the family man The Crayford Mini Sprint. The car to get you there quickly, safely, and more economically, with fresh air and sunshine to hand.  First registered in December 1964, this wonderful example is a very early example of the BMC approved conversion by Crayford, fitted with Crayford upgrades such as the Cooper 998cc engine. With its first owner in Buckinghamshire from new until the 1980s, the Sprint has enjoyed a full photographic (and no expenses-spared) restoration over 2015-2016, which used many new/old stock genuine parts. The Sprint was also treated to a few upgrades, notably the fitting of rare microcell reclining seats, a desirable Les Leston wood-rimmed steering wheel and Cooper S wheels and disc brakes. Finally the Sprint enjoyed a full mechanical re-build (engine, gearbox, carburettors), and a full professional re-paint and re-trim, to produce the excellent example presented today. The Sprint is finished in Tweed Grey with a Blue/Grey interior, and offered with a handbook, older log book, and current UK V5C document, in addition to a current UK MOT certificate. Pleasingly the Mini will be offered with its original registration number of 1070 PP. As testament to the quality of the restoration, the Sprint was awarded winner of the John White trophy at the Beaulieu national Mini Cooper day 2016, and was shortlisted for best in show at Goodwood Revival 2016. Crayford Mini Sprints are exceptionally rare variants of the early Mk1 Mini, and this wonderful example is quite possibly the best in existence. View 1964 Crayford Mini Sprint on http://www.coys.co.uk/cars/1964-crayford-mini-sprint .

After its debut at the 1969 Geneva Motor Show, the Fiat 130 topped the Italian automakers line-up. It boasted such features as standard power-assisted steering and four-wheel disc brakes. Hidden beneath its sharp, attention-grabbing lines was a choice of new overhead-camshaft V6 engines in either 2,866-cubic centimetre or 3,235-cubic centimetre form. The new V6 line was based on the 128 Type A powerplant, developed by noted Ferrari engine master, engineer Aurelio Lampredi. With its own Pininfarina-penned design on the inside and out, the 130 Coupé wowed at the 1971 Geneva Salon, proving it to be even more striking than the four-door saloon. It was a large coupé that featured a host of luxury features inside, like state-of-the-art fibre optics to light its instrument panel and switches. Just a hair under 4,300 examples of the 130 Coupé were built. This lovely original 1974 example is one of the few fitted with a manual ZF 5 speed gearbox, matched together with its 3.6 V6 Lampredi designed engine this car is a true GT with plenty of get up and go and a great sound to go with it. All duties are now paid on the 130 and a UK number plate and UK V5C have been issued by the DVLA. Finished in white, the vehicle is said to have a very clean body and underside without any rust and is showing 35,000 KM on the odometer, the manual gearbox is slick and smooth and the Cromodora original wheels are in good condition. These were revered in Europe especially and bought by the continental elite to commute to work in style and with a turn of speed. All in all a great chance to obtain an unmolested piece of luxurious, fast Fiat history. View 1974 Fiat 130 Coupe on http://www.coys.co.uk/cars/1974-fiat-130-coupe-3 .

The TF is one of those unusual cars which became popular almost from its introduction and almost seamlessly moved into classic status; its elegant lines retain echoes of the earlier T-series roadsters of the pre=war era, but the headlamps are faired into the wings, a distinctly modern touch for the early 1950s, and the sloping radiator shell and longer wheelbase also endowed the car with more graceful proportions than its ancestors as well as a distinctly more comfortable cockpit. The XPAG engine more than made up for 1500 model we are pleased to offer today, and is one of the considerable proportion of MG cars of its era to find an appreciative and enthusiastic market in the USA. What is unusual is that most of the cars life has been spent in the hands of the same family, in the Bay Area of California. Apparently it was ultimately presented by the original purchaser to a nephew, but it seems to have seen very little subsequent use, and accordingly retains the majority of its original Embassy Black paintwork and charmingly correct original brightwork, a feature of the model; inspection will reveal a remarkably straight body which retains an uncommon and very pleasing level of its structural integrity. When the car was repatriated to the UK, the decision was taken to refurbish the Lincoln Green leather of the interior, and replace the black carpets; as is well known the Californian climate has a very beneficial effect in preserving structure, but is less gentle on old trim, so the car has also been treated to a new convertible top. The car has also undergone a good deal of mechanical refurbishment, prudent after a period of sustained inactivity, including attention to the carburettors and fuel system, and a considerable degree of attention to the brakes, including new shoes, cylinders, hoses and master cylinder, and some remedial work to the wiring, following which the car was issued with a new MOT certificate. The work was carried out by distinguished London classic car engineer Bob Thredder, whose detailed invoice is in the cars history file along with the MOT, valid till next August. Accordingly the car is now as lively to drive as it is delightfully authentic to look at, ready for its next stint giving years of enjoyment in the hands of another discriminating enthusiast. View 1955 MG TF 1500 on http://www.coys.co.uk/cars/1955-mg-tf-1500-3 .

Introduced for 2002, the Ferrari 575M (Modificata) represented an evolution of the acclaimed 550 Maranello rather than an entirely new model. With the introduction of the 550 Maranello in 1997, Ferrari had returned to its tradition of building front-engined V12 sports cars, resurrecting a line that had remained dormant since the demise of the 365GTB/4 Daytona in 1974. The heart of any Ferrari is its engine, and the 550 Maranellos 48-valve, 5.5-liter V12 developed 485bhp at 7,000rpm, some 100-or-so horsepower more than the Daytonas. Ferrari had discovered long ago that providing optimum balance in a front-engined sports car necessitated the use of a rear transaxle, and the Maranellos came with six speeds. The power train was housed in a tubular steel chassis, to which was attached aluminum coachwork, while the all-independent suspension incorporated dual-mode (normal/sports) damping, switch-selectable by the driver, which was complemented by speed-sensitive power-assisted steering. Styled by Pininfarina like its illustrious Daytona predecessor, the 550 Maranello was similarly proportioned, adopting the classical combination of long bonnet, small cabin and truncated tail. The bodys aerodynamics were developed in the wind tunnel, where hours of testing ensured that the minimum of drag was combined with constant downforce regardless of set up, an important consideration in a 200mph road car. Styling details such as the bonnet air scoop and hot air outlets behind the front wheelarches recalled the great competizione Ferraris of the past, in particular the immortal 250GTO, while the tail incorporated Ferraris characteristic twin circular lights. For the 575M, engine displacement grew to 5,748cc and maximum power to 515bhp, whilst transmitting it to the ground was a new six-speed paddle shift manual gearbox, a technology that Ferrari had developed in Formula 1. This beautiful LHD example, finished in Nero Daytona with Nero leather interior is European supplied but exported to Japan early in its life where it was carefully looked after and kept with full service history. Re-imported to the UK in 2016 it is offered with two original keys, Ferrari tool case, books, V5C registration document, comprehensive service history and a current MOT valid until 2018. 575 Maranellos are amongst the very best of modern Ferraris, a fantastic all round GT car with a front mounted V12 in the spirit of the iconic 275s and Daytonas of the 1960s and 70s. View 2003 Ferrari 575M F1 on http://www.coys.co.uk/cars/2003-ferrari-575m-f1 .

Having done Jaguars international sporting image no end of good by winning the 1984 European Touring Car Championship at the wheel of an XJ-S, Tom Walkinshaw was called upon to give the Coventry manufacturers road cars a performance makeover. Walkinshaws TWR company was already producing body and suspension kits for the XJ-S, and in May 1988 the factory embarked on a formal partnership with the Kidlington-based firm, forming Jaguar Sport to develop Jaguars aimed at the more specialist requirements of the enthusiast. In August 88 an officially sanctioned model incorporating Walkinshaws enhancements was launched the XJR-S while the full range of Jaguar Sport improvements continued to be available separately to individual customer order. This rare XJS-C TWR Edition was first registered in April 1987, finished in Arctic Blue with Saville Grey Leather. The TWR package included Speedline Sports Wheels, increased capacity intake manifold with stainless steel trumpets (providing 10% more power), and a stainless steel exhaust with quad tail pipes. The suspension was uprated with specially developed Bilstein shock absorbers, stiffer springs and revised radius arms, and the brakes were upgraded with larger discs to the front and rear. The bodywork styling consisted of replacement front and rear bumpers, under valance, air intake, sill cover side skirts, and a boot lid spoiler. The first owner covered around 60,000 miles during his 8 years of his ownership, with the most recent owner acquiring the XJS in 2001 at 70,000 miles. Since then the car has been used very sparingly, now showing c. 74,000 miles recorded. This is supported by an impressive sixteen Jaguar Main Dealer stamps in the service book, the majority of these with Appleyard Rippon. This is an eye catching and rare beast and drives superbly with effortless power. This TWR Edition is one of a very small number of cars that remain on the roads today, and is exceptionally rare in cabriolet form. A very interesting car and extremely good value in the current market. View 1987 Jaguar XJS-C TWR Edition on http://www.coys.co.uk/cars/1987-jaguar-xjs-c-twr-edition .

Searching for new engines in the 1960s, Morgan concluded a deal with Rover for supply of its all-aluminium 3.5-litre V8, thus creating a car that combined Vintage-era charm with Cobra-like grunt: the Plus 8. Morgans Plus 4 chassis, strengthened and extended, formed the basis of the new car, while the existing Moss four-speed gearbox was retained also. After a successful debut at the 1968 London Motor Show, production commenced at the rate of 15-or-so cars per month and continues to this day, although now with BMW power. While the traditionally styled Morgans brick-like aerodynamics restricted top speed to around 125mph (more than fast enough for most people driving an open car) the Rover V8s 168bhp and 210lb/ft of torque made for supercar-league performance through the gears. Indeed, in its later 3.9-litre form, the Plus 8 proved quicker to 80mph than the contemporary Porsche 911 Turbo. Its lengthy production run has seen the Plus 8 alter little in outward appearance, save for ever widening wheelarches accommodating fatter rubber, yet beneath the skin the changes have been innumerable. Better gearboxes, fuel injection, rack-and-pinion steering, improved corrosion protection and paint, telescopic rear dampers, air bags and the obligatory catalytic converter have all become part of the Plus 8 picture over the years, along, of course, with bigger engines to offset the inevitable increase in weight. This later 1993 model was fitted from new with the more powerful 3.9 litre Rover V8, and interestingly was also specified with a lightweight aluminium body (rather than the standard steel offering) intended to improve overall performance of the car. Other optional extras included a mohair hood and tonneau cover, fog lamps, and special number plate mountings. A roller-bearing kingpin conversion and a special exhaust system are the only other noted deviations from factory specification. The Morgan has enjoyed long term ownership over the years, and has been maintained since 2010 by Brands Hatch Morgan. The only reason the car was sold by the previous owner was in order to make way for a new Morgan. The Plus 8 has enjoyed a repaint to freshen up the exterior, and in addition is offered with sundry invoices, a current MoT certificate, and a V5C registration document. In many ways Plus 8s are the perfect classic; wonderful period looks, gutsy V8 motors and modern reliability. We are sure this excellent example, nicely finished in metallic grey with a matching grey leather interior, will prove to be a real treat for its lucky next owner. View 1993 Morgan Plus 8 on http://www.coys.co.uk/cars/1993-morgan-plus-8 .

The Porsche 911 GT3 RS 4.0 was launched in 2011 and was the final development of the track-inspired series of 997 GT3 RS models. Only 600 examples were made and it was the last hurrah for the motorsport-derived Mezger flat-six that was bored out from 3.8 to 4.0 litres, the largest displacement 911 engine ever. The normally aspirated power plant was crucially mated to a 6-speed manual transmission and achieved 494bhp at 8,250rpm. The 4.0 RS is considered by many to be one of the greatest drivers cars of all time and according to EVO Magazine when the car was released: It is the ultimate 911, and you could easily argue its all the car youll ever need. It will become an icon.  Ordered new from Porsche Stuttgart, this car was exported and delivered to Japan where it resided with its enthusiast owner until earlier this year. Its finished in Carrera White with contrasting Stuttgart Black wheels and is trimmed in Black leather and Red Alcantara, complementing the exterior perfectly and resulting in a stunning and eminently desirable 911. Having covered only 2,991 km from new, this car is a must have for the Porsche collector/enthusiast. The 4.0 holds a true place in Porsche history, not only is it the last of the Mezger engined Porsches, the RS 4.0 is the only limited edition where each car is numbered, and the 4.0 RS will probably be the last manual RS  variant to roll out of the Porsche factory. This dazzling white GT3 RS 4.0 Limited Edition (25/600) is in superb condition and awaits your inspection. View 2011 Porsche GT3 RS 4.0 on http://www.coys.co.uk/cars/2011-porsche-gt3-rs-4-0 .

The last Bentley to be built on a separate chassis, in 1962, saw the introduction of the Bentley S3 factory bodied standard steel saloon and at first glance it would appear that the all new S3 was merely an S2 with different headlamps. The introduction of the twin headlamps was clearly the most obvious change but the differences did not end there. Further changes included the introduction of smaller bumper overriders and the repositioning of the front indicators and side lamps into one single unit on the front wing resulting in an arguably more attractive appearance. The S3s interior now had individual front seats in place of the split bench seat found in the earlier S types; some, like this one, had air conditioning, electric windows and front seat belts. Mechanically speaking the S3 was the same as the S2 with a 6230cc Rolls-Royce V8 engine and automatic gearbox but this model was fitted with larger carburettors, improved power steering to aid smoother movement at parking speed and a Lucas vacuum-advance distributor to aid fuel consumption making it almost identical in mechanical specification to the S3 Continental that was being produced at the same time. Presented in Tudor over Shell Grey, this wonderful SIII has covered just 38,000 miles from new- as supported by invoices and MoT certificates- copies of which are available in the cars file. With an MoT until February 2018 and recent work totalling over 3,000 GBP the car comes complete with its original toolkit, jacks, foot pump, tyre tools and fitted torch. An excellent example of the model, which must be one of the lowest mileage examples in existence. View 1964 Bentley SIII Saloon on http://www.coys.co.uk/cars/1964-bentley-siii-saloon-2 .

Replacing the 365 GT 2+2 the 400 was an exciting proposition for Ferrari with updated styling including a revised V12 engine increasing the displacement to 4.8L and the new optional three speed automatic gearbox. Unveiled at the Paris Motor Show in 1976 the 400 was available in both automatic and manual variants. In 1979 the 400 was replaced by the fuel injected 400i, differences between the two were limited to the fuel injected engine and an i  badge on the tail. Towards the end of 1982 the 400i was updated. New camshaft profiles and exhaust headers raised engine power to 315 PS (232 kW). The interior was significantly revised, gaining different upholstery, door panels, centre console and new electronic switchgear. On the exterior a narrower grille left the rectangular fog-lights exposed; and the venting on the engine bonnet was changed from silver to body-colour. New, more elegant wing mirrors were fitted, bearing a small Ferrari shield. Around the back the tail panel was body-coloured instead of matte black, and fog lamps were fitted in the bumper. Lower profile Michelin TRX tyres were adopted, on metric sized wheels. A total of 1305 examples were produced, 883 Automatics and 422 GTs. In the early 1970s the renowned coachwork and convertible conversion specialist Richard Straman began converting Factory Ferraris from their original specification to a professionally built convertible alternative. A popular option amongst many Ferrari owners the 400 was just one of the few Ferraris chosen to be adapted. Believed to be a Straman conversion this particular black on tan low mileage example is showing just 17,500 miles and is supplied with bills and receipts of maintenance work along with a US car fax report showing its mileage. Recently recommissioned by Ferrari specialists Rardley Motors of Surrey at an expense of over £10,000 the vendor describes the car as being in good all-round condition and is supplied with a Mot until 25th May 2018. View 1984 Ferrari 400i Spyder on http://www.coys.co.uk/cars/1984-ferrari-400i-spyder .

On its 1961 Geneva Show debut the E-Type caused a sensation. With all the promise of its looks confirmed by independent road test results, that not only recorded a 150mph top speed but also 0-60mph and 0-l00mph in 6.9 and 16.2 seconds respectively; fast indeed, and the match of any exotic thoroughbred then available, combined with superb road-holding and remarkable docility. One of the greatest post-war sports cars, Jaguars E-Type made immediate headlines on its launch in March 1961. Here was a sleek and beautiful 150mph car with a competition pedigree that could be bought for just over £2,000, almost half the cost of an Aston Martin or Ferrari. A direct descendant of the XK120 and competition C and D-Type models that so dominated fifties sports car racing, the E-Type shared its 265bhp 3.8 litre twin-cam straight-six engine with the XK150 S, mated to a Moss four-speed gearbox with synchromesh on the top three ratios. Beneath the William Lyons/Malcolm Sayer-styled body, available in either closed or roadster form, the steel monocoque chassis sported all-independent suspension and four-wheel disc brakes, mounted inboard at the back. This early matching numbers example of the Series 1 3.8 was sold via Jaguar Cars New York to a Mr. W M. Polglase, who took delivery of his brand new Jaguar just in time for the summer of 1962. The Jaguar was finished in the classic combination of Carmen Red with a black leather interior. Presented in good condition (with the exception of the interior which is starting to show its age a little), this original and well preserved E-Type is perfect for either light sympathetic restoration or a full concours rebuild. The E-Type is offered with EU taxes paid and the associated NOVA reference for future registration in the UK or abroad. With the price of restored cars selling regularly for over £200,000, we feel this example is very well priced in the current market. View 1962 Jaguar E-Type Series I 3.8 Roadster on http://www.coys.co.uk/cars/1962-jaguar-e-type-series-i-3-8-roadster .

Much of the Porsche 911s development had resulted from the factorys racing program. It was the period Group 4 homologation rules, which required 400 road cars to be built, that spurred the development of Project 930: the legendary 911 Turbo. In production from April 1975, the Turbo married a KKK turbocharger to the 3.0-litre Carrera RSR engine in road trim; a combination that delivered 260bhp for a top speed of 155mph. But the Turbo wasnt just about top speed, it was also the best-equipped 911 and amazingly flexible only four speeds in the gearbox. It was capable of racing from a standstill to 100mph in 14 seconds. The Porsche 930 Turbo sold in the thousands, becoming the definitive sports car of its age. As one of the most raw and unbridled cars available on the market in its day, the 930 Turbo has rightfully earned its place as a legend. It is quite rare to find an example as in excellent order as this one. Imported over from the United States by the current (5th owner from new) the car has only been used during the summer months. Unbelievably, the car has had over 50,000 dollars spent improving its performance and has only covered a mere 3,000 miles from a complete engine rebuild in 2012. Fitted with 3.4 litre pistons and selves, quick spooling K27 turbo with tail wastegate, RUF BTR clutch, lightweight flywheel , SC cams and B&B headers with SS dual exhausts. We are informed the engine has been tuned conservatively as is near impossible to hurt but with still tons of untapped BHP if required. This European specification 930 Turbo Coupe presents in beautiful condition throughout. The cars history file attests to much maintenance and service work performed; making it a fine young-timer Porsche for the budding collector or enthusiast. Highly usable and entertaining to drive, these Porsches remain among the most iconic post-war automobiles. View 1982 Porsche 911 3.3 Turbo on http://www.coys.co.uk/cars/1982-porsche-911-3-3-turbo-2 .

Terry Cook was a member of the Squires of Chatham hot rod club before he got his drivers license. He was the flag starter at Island Dragway in Great Meadows when it opened in 1961. He wrote a column for DRAG NEWS under the pseudonym BROOMFOOT in the early 60s, moved to LA in 1964 and worked as a full time staff writer for DRAG WORLD for several years. In 1966 he went to work as a writer at CAR CRAFT Magazine, later becoming the editor during the golden years of that publication. He then moved across the hall at Petersen Publishing to become the editor of HOT ROD for 1972-73. Terry is also the driving force behind DecoRides. As the first custom show car to sit completely flat on the floor with its hydraulics dropped, the 1939 Lincoln-Zephyr Scrape  has become an icon of the custom car world. The product of a nearly five year collaboration between Hot Rod coach builder Terry Cook and coach builder Ramsey Mosher. The rise of the creation Scrape  began the well renowned and respected hot rod builder, DecoRides. The original design language of the car is still clearly seen and this is no mere coincidence. Terry Cook is a passionate coachbuilder and admirer of the original designers with further inspiration provided by Figoni et Falaschi, Jacques Saoutchik, and Gordon Buehrig is discernible in mostly all of the DecoRides produced. It comes as no surprise then that the Design Council of NYC voted the DecoRides Lincoln as the most beautiful car in the world. Starting life as a 1939 Lincoln Zephyr, in 2005 the car was transformed into the stunning creation presented today. During the build at Decorides it is estimated that around 80% of the car is new, although it does retain the original 1939 chassis frame. Finished in cream with a beautiful art-deco inspired leather interior, the Lincoln has been modified in typical DecoRides fashion with replacement alloy wheels, a newly styled front end and a modified window screen with a lower rake, lending the car an all-round aerodynamic feel only DecoRides could pull off. Since completion the car has covered a mere 2700 miles. Described by the vendor to be in excellent condition, this must rank as one of the most beautiful cars for sale in the world today. View 1939/2005 Lincoln Zephyr by DecoRides on http://www.coys.co.uk/cars/19392005-lincoln-zephyr-by-decorides .

AC has thirty six years association with the Superblower and its illustrious predecessor, the Cobra one of the best known models in the lexicon of classic sports cars. The Cobra is a by-word for fast, muscular motoring and for many years in its original guise was listed in the Guinness Book of Records as the worlds fastest production car. Now in its latest reincarnation, the AC Superblower powered by a supercharged 5.0 litre V8 engine still combines mighty power with unique and distinctive body styling. Conceived more than 40 years ago from the original AC Ace, the all-aluminium body continues to be hand crafted using the original tooling and retains the enduring good looks which have found it favour with a loyal circle of driving enthusiasts around the world. The Superblowers interior is trimmed with finest English leather and deep pile wool carpeting. Superblower motoring has more to do with muscle-power than creature comfort, however. When the Cobra was originally conceived it developed a well-earned reputation for delivering the ultimate in performance. Todays Superblower has changed all that, and through the introduction of supercharging has restored this motoring icons extremes of power, putting 320 entirely useable bhp at the drivers disposal. Top speed is 155 mph and the Superblower delivers a 0-60 mph time of a blistering 4.2 seconds. This wonderful Aluminium AC Superblower has covered a mere 700 miles from new, and is the 18th of 18 cars built, with just one single private owner from new. The vendor has confirmed with documentation that this is the last car built by AC Cars. Finished in arctic silver over maroon this example has to be the lowest mileage car available on the market worldwide. We are advised the car was fitted with every possible option by AC, including engine and performance upgrades and handling kits making it quite simply unique. In stunning as new condition, this, the last Superblower would grace and surely be a must have for any significant worldwide AC collection. View 2002 AC Superblower on http://www.coys.co.uk/cars/2002-ac-superblower-2 .

Designed by Alex Issigonis in 1959, a new concept in car design was born. With a monocoque shell, transversely mounted engine and front wheel drive, the new Mini, soon became popular across a broad spectrum of the population. The potential for competition use was soon seen by John Cooper; BMC were finally persuaded by John Cooper and the two worked together in culminating the birth of the Austin Mini Cooper and the Morris Mini Cooper in 1961. Victories in the 1964, 1965 and 1967 Monte-Carlo Rallies set the Mini on the road to fame but probably the greatest publicity was gained from their, somewhat unfair, disqualification for lighting irregularities in the 1966 event after coming in 1st, 2nd and 3rd. A more powerful Mini Cooper, dubbed the S, was developed in tandem and released in 1963. Approximately 2,500 Mk.II Cooper S were built making it one of the rarest versions of this very collectible motor car. This beautiful example, one of the last Mark II Cooper S models produced, was first registered by Lookers of Warrington to Liverpool Police Force in March of 1970. Liverpool and Bootle Constabulary purchased 27 Mini Cooper S cars each year from 1967 to 1971. These cars were used for one year only and then replaced by the following years cars. Records show that only 8 were registered for the Constabulary in 1970, with a mere 5 in Police livery. In recent times this Cooper S has benefitted from a huge no-expenses spared restoration to the tune of over £30,000, and finished in its original shade of Glacier White. A well known car within the owners club, the Mini can be dressed as a Police car within a few minutes, or used and enjoyed as a regular Cooper S. The Cooper is offered with a file of invoices and receipts, in addition to a Heritage Certificate and V5 document. Described by our vendor as being in truly excellent condition in all respects, this is a wonderful example of what has become a rare variant of the classic Cooper S. With interest in 1960s Mini Coopers still very much on the march, we are sure this car will prove to be a wise buy for the collector. View 1970 Austin Mini Cooper S on http://www.coys.co.uk/cars/1970-austin-mini-cooper-s .

In 1980 Ferrari introduced a two-litre version of the 308, the 208 GTB and 208 GTS. Produced mainly for the domestic Italian market, where new cars with engines above 2-litres were subjected to a much higher value added tax. The engine was de-bored to 68.8 mm (giving it an undersquare design) for a total displacement of 1,990.64 cc, resulting in one of the smallest V8 engines ever produced. Fed through four Weber 34 DCNF carburettors, the V8 produced 153 bhp at 6800 rpm. In 1982 the two-litre 208 was succeeded by a turbocharged and fuel injected version, the 208 GTS turbo unveiled at the Turin Motor Show. It was the first ever turbocharged road-going Ferrari. The 208s engine was given a single KKK turbocharger with wastegate valve, Bosch K-Jetronic fuel injection and Marelli electronic ignition. Forced induction increased power to 217 bhp at 7000 rpm. A GTS version was introduced a year later, in 1983. Both outside and inside the 208 Turbo was almost identical to the contemporary 308 Quattrovalvole. It could be recognized by NACA ducts in front of the rear wheel well openings and turbo  badging on the tail and shrouded exhaust pipes; the normally optional deep front spoiler and black roof aileron were standard. Production ended in 1985 after 437 GTB turbo and 250 GTS turbo cars were produced. In 1986 they were replaced by the 328-based, intercooled GTB/GTS Turbo. The 208 turbo offered here was built in 1985 and first registered in 1987 when it was imported to Malta by the first owner. Finished in Rosso Corsa over Nero leather, the car was used regularly by the first owner around the small island. It was then bought by its second owner who was the President of the Ferrari Owners Club in Malta, who set about a comprehensive restoration. The current vendor is the third owner and has been in possession of the car for the last 17 years. During his ownership the car has been fastidiously maintained and serviced every year at the Cronos Ferrari specialist in Sicily. The vendor describes the car to be in pristine condition, completely rust free and an absolute joy to drive. This particular car was also featured in the Hollywood film, The Devils Double, where the car was driven sporting early 1990s Iraqi plates by Dominic Cooper. We are told the car performed her duties admirably during a gruelling day of filming, without missing a beat. The vehicle comes with her Maltese registration, a valid VRT until July 2018 and the mock Iraqi licence plates. View 1985 Ferrari 208 GTS Turbo on http://www.coys.co.uk/cars/1985-ferrari-208-gts-turbo .

Despite numerous racetrack successes that included Juan Manuel Fangios fifth World Championship at the wheel of a 250F and runner-up spot in the World Sportscar Championship with the fabulous 450S, both in 1957, the marques most successful season, Maserati was by that time facing a bleak future. Its parent companys financial difficulties eventually forced a withdrawal from racing and Maseratis survival strategy for the 1960s centered on establishing the company as a producer of road cars. The Modena marques new era began in 1957 with the launch of the Touring-bodied 3500GT, its first road model built in significant numbers. A luxury 2+2, the 3500GT drew on Maseratis competition experience, employing a tubular chassis frame and an engine derived from the 350S sports car unit of 1956. Its designer was none other than Giulio Alfieri, creator of the immortal Tipo 60/61 Birdcage sports-racer and the man responsible for developing the 250F into a World Championship winner. The twin-overhead-camshaft, six-cylinder engine was a close relative of that used in the 250F and developed around 220bhp initially on carburettors, later examples producing 235bhp on Lucas mechanical fuel injection. Built initially with drum brakes and four-speed transmission, the 3500GT was progressively updated, gaining five speeds, front disc brakes and, finally, all-disc braking before production ceased in 1964. The wonderful 3500 GTi on offer today was the subject of an in-depth restoration from 2005 onwards. Finished in arguably the best colour combination for a 3500 gunmetal grey over red this wonderful example of the marque is also reported to be in excellent mechanical order. 3500GTs continue to gain popularity among collectors and are an excellent value compared to their Ferrari equivalents. Their handsome styling and luxurious appointments make them standout cars of their era. It is increasingly difficult to find good examples like this one. The presentation of this 3500GT makes it stand out from its peers and it is no doubt going to attract attention and admiration where ever it goes. View 1963 Maserati 3500 GTi Superleggera By Touring on http://www.coys.co.uk/cars/1963-maserati-3500-gti-superleggera-by-touring-2 .

The policy of rationalisation begun in the late 1930s continued at Rolls-Royce after the war with the introduction of standard bodywork on the Mark VI Bentley. Rolls-Royces first post-WW2 product, the Mark VI was introduced in 1946, a year ahead of the Rolls-Royce Silver Wraith. Although mechanically similar to the Mark VI, the latter was exclusively a coachbuilt car, the first standard steel Rolls-Royce, the Silver Dawn, not appearing until 1949. A separate chassis was retained, the same basic design being built in three different wheelbase lengths, that of the Mark VI (and Rolls-Royce Silver Dawn) measuring 10 exactly. Notable features were independent front suspension and hydraulic front brakes. Powering the range was a new 4,257cc six-cylinder engine featuring F head (inlet-over-exhaust) valve gear that permitted the use of larger valves than the pre-war overhead-valve unit with a consequent improvement in gas flow. As a concession to the marques sporting pedigree, the Bentley version was equipped with twin SU carburettors, the Rolls making do with a single Stromberg. The Mark VI was a 90mph car while its interior was typically well appointed, boasting leather upholstery and walnut dashboard and door cappings, while the right-hand manual gear change was a characteristically pre-war inheritance. View 1950 Bentley Mk VI Convertible coachwork by Park Ward on http://www.coys.co.uk/cars/1950-bentley-mk-vi-convertible-coachwork-by-park-ward-2 .

The Citroen 2CV AZ is the most sought after model of the iconic French masterpiece. Produced from 1954 to 1960, it is the purely original 2CV model, yet a genuine daily driver. The AZ is recognisable by its long soft-top covering the trunk, its hood with side vents and of course, the inimitable sound of its 425cc air-cooled twin cylinder engine. The 2CV AZ is extremely rare, with only 600 estimated 2CV AZ still on the road, making the model presented here today, truly unique. Indeed, the car is the 1960 model and was sold on the 2nd January of that year making it one of the last produced. It was also the only year when Citroen customers were allowed to choose a new colour, Bleu Glacier, as before that, AZs could only be ordered in grey. This AZ is in an incredible condition, looking and driving like new. The car has been the subject of a body off restoration with the sole purpose of maintaining originality wherever possible. The paintwork was resprayed in the original Bleu Glacier and the interior re-trimmed in the original Bayadere fabric. The engine has been serviced, along with the gearbox, clutch, brakes, suspension and wiring. The soft-top is also new and the car benefits from new tyres all round. This model is sold with French documentation and comes with a clear bill of health from the French Controle Technique (MOT) passed in February 2017. There is a comprehensive history file with invoices of the restoration work carried out for the new owner. This superb 2CV AZ offers a chance to own a beautiful, totally reliable and very rare piece of French motoring art. View 1960 Citroen 2CV AZ on http://www.coys.co.uk/cars/1960-citroen-2cv-az .

The Porsche 911 GT3 is a high performance version of the Porsche 911 sports car primarily intended for racing. It is a line of high-performance models, which began with the 1973 911 Carrera RS. The GT3 is named after the Fédération Internationale de lAutomobile (FIA) Group GT3 class in which it was designed to compete. A number of variations, designed for road and track duty, have been introduced since its launch in 1999. More than 14,000 911 GT3 cars have been produced. The GT3 has had a successful racing career in the one-make national Porsche Carrera Cup series, and the international Porsche Supercup. It has won championship and endurance races, including the GT class of the American Le Mans Series seven times, first overall in the 24 Hours of Daytona, and first overall at the 24 Hours Nürburgring six times. In track testing by American automotive journals, the GT3 managed a 0-60 mph time of 4.5 seconds and a quarter mile time of 12.0 seconds at 118 miles per hour. During skidpad testing the vehicle posted 1.03g. Porsches official test-driver Walter Röhrl completed the Nürburgring Nordschleife with the 996 GT3 in 7 minutes 56 seconds, a feat which was used by Porsche to promote the car. This lovely LHD Club Sport example is presented in Arctic silver and has been subject to tasteful upgrades with Gemballa; including modifications to the engine which now produces 421bhp which can be seen on a dynograph reading in the history file. Supplied with the Porsche Ceramic Brake option (PCCB), black nomex seats embroidered with Porsche crests and is currently showing 44,000km. This is an exhilarating car that is very sought after and with blistering performance to match both on and off the track. View 2003 Porsche 996 GT3 Clubsport on http://www.coys.co.uk/cars/2003-porsche-996-gt3-clubsport .

On its 1961 Geneva Show debut the E-Type caused a sensation, with all the promise of its looks confirmed by independent road test results that not only recorded a 150mph top speed, but also 0-60mph and 0-l00mph in 6.9 and 16.2 seconds respectively; fast indeed, and the match of any exotic thoroughbred then available, combined with superb road-holding and remarkable docility. One of the greatest post-war sports cars, Jaguars E-Type made immediate headlines on its launch in March 1961. Here was a sleek and beautiful 150mph car with a competition pedigree that could be bought for just over £2,000 almost half the cost of an Aston Martin or Ferrari. A direct descendant of the XK120 and competition C and D-Type models that so dominated fifties sports car racing, the E-Type shared its 265bhp 3.8 litre twin-cam straight-six engine with the XK150 S, mated to a Moss four-speed gearbox with synchromesh on the top three ratios. Beneath the William Lyons/Malcolm Sayer-styled body, available in either closed or roadster form, the steel monocoque chassis sported all-independent suspension and four-wheel disc brakes, mounted inboard at the back. This absolutely superb rotisserie  restored Jaguar has been fully restored to concours standard, even to its original colour combination according to the Heritage Certificate Opalescent Bronze with tan interior. All 5 wire wheels are new with Pirelli Centurato tyres. Over 2600 hours have been spent on this restoration, the end result is simply stunning and really does have to be seen to be completely appreciated. These models are rare at the best of times, let alone one that has been restored to this extremely high standard. View 1961 Jaguar E-Type Series 1 3.8 Flat Floor Roadster on http://www.coys.co.uk/cars/1961-jaguar-e-type-series-1-3-8-flat-floor-roadster-2 .

If the sublime purity of the original shape has been corrupted, its striking appearance has not. In our book, this is still the most beautiful of all contemporary exotics a gorgeous looking car.  Motor magazine reviewing the Ferrari 328. Introduced in 1988, the 328 was the third of Ferraris highly successful family of V8-engined road cars that had begun with the 308 GT4 of 1973. Originally badged as a Dino, the all-new 308 GT4 2+2 took over from the preceding Dino V6. The newcomers wedge-shaped styling by Bertone rather than the customary Pininfarina was not universally well received, but the performance of the amidships-mounted double-overhead-camshaft 3-litre V8 certainly was, and a new two-seater car using a dry-sumped version of the same power unit debuted at the Paris Salon in 1975. Built on a shorter wheelbase, the stunningly beautiful 308 GTB marked a welcome return to Pininfarina styling. Subsequently updated with four-valves per cylinder, the 308 was superseded by the mechanically similar but larger engined 328 GTB in 1985. By increasing both bore and stroke, the quattrovalvole engines capacity was raised to 3,186cc which, together with a higher compression ratio, revised pistons, and improved Marelli engine management system, lifted maximum power to 270bhp at 7,000rpm. Top speed was raised to within a whisker of 160mph, with the sprint to 60mph covered in 5.5 seconds. On the outside, the addition of Testarossa-style moulded bumpers, a deeper rear valance and an unobtrusive roof spoiler could not disguise its underlying beauty. The car on offer today is a near concours example as you would expect with less than 26,000 miles on clock (well documented in history file with many past tax discs, MOT Certificates, past invoices etc). We are advised it passed its MOT earlier this year with no advisories, indeed the tester commented just how very clean it was underneath as well as on top. Offered with its original and absolutely complete toolkit including unused chip touch-up paint etc, hazard triangle, battery lifting strap etc, original red Ferrari cloth cover plus modern one, original leather owners handbook, two sets of keys, original Pioneer radio/cassette with remote controller, electric aerial, trickle charger, new behind seat storage cover for targa top, cam belt service several hundred miles ago, 5 new tyres only 2283 miles ago this has to be one of the finest examples of the model, of which only 292 were ever produced. View 1987 Ferrari 328 GTS on http://www.coys.co.uk/cars/1987-ferrari-328-gts-2 .

Replacing the Bentley Mulsanne and Eight models came the Bentley Brooklands, a new and slightly more affordable option unveiled in 1998. Designed in classic Bentley fashion the full-size luxury saloon came equipped with the characteristic Bentley Grille, dual headlights and wrap-around parking lights along with an interior that remained much the same as previous models. Only the centre console was changed with a newly fitted gear selector. As with many Bentley models, the Brooklands also featured the trademark descending boot lid and chrome B-pillars and featured the classic 6.75 Litre V8 the Brooklands R was the minor to the turbocharged version however was an attractive proposition for many customers with upgraded suspension borrowed from the Turbo R and a light-pressure Turbo. This particular limited-edition example number 43 of just 100 produced has seen just 25,300 miles from new and is supplied with a full-service history including 20 service stamps from new, its original handbook and two keys. Also supplied is the original tool kit and has a Mot valid until 03/02/2018. The vendor describes the car to be in excellent all-round condition. View 1998 Bentley Brooklands R Mulliner (LWB) on http://www.coys.co.uk/cars/1998-bentley-brooklands-r-mulliner-lwb .

Five years after the introduction of the 550 Maranello, Ferrari unveiled the 575M Maranello, which offered a host of upgrades over its predecessor. The displacement of its V-12 engine was increased by 250 cubic centimetres, which brought total displacement to 5,748 cubic centimetres, hence the cars designation of 575. This also brought about a healthy increase in horsepower and torque, giving the 575M a top speed of 202 mph, and larger brake discs were fitted to help reign in the speed when necessary. Ferrari was also able to improve weight distribution to an even 50/50, which helped to improve handling. For the first time in a front-engined V-12 model, buyers also had the opportunity to fit their new car with Magneti Marellis semi-automatic, F1-style gearbox. Cosmetically, the front end was slightly revised with newer headlights, a revised air intake, and a front spoiler. Inside, the interior was modernised and refreshed with an updated dashboard, trim, and steering wheel, amongst other minor updates. The 575 Maranello offered here, with chassis number 123761, is one of the earliest to roll off the production line and sports the lowest chassis number recorded for this model. In its early days the car was used as one of two pre-production models for marketing and PR purposes before going back to the factory. The car was then supplied new to its first private owner directly by the factory in 2008, two years after production had ceased, and is finished in Rosso Corsa over a beige leather interior with Castoro carpets. It benefitted from a new power cube at this time and is also fitted with the optional F1-style transmission; as well as the highly desirable and very rare carbon-backed sport seats. Chassis 123761 remained in Italy from new until 2015 and passed to the current vendor the following year. At the time of cataloguing, the odometer is showing less than 13,000 kilometres from new. Additionally, the car retains the original set of manuals, a detailed history file, V5C log book and current MOT. Thought to be the first of two pre-production cars made, this car truly represents a piece of Ferrari history and would be a valuable addition to any collection. View 2002 Ferrari 575M Maranello on http://www.coys.co.uk/cars/2002-ferrari-575m-maranello .

In late 1952 the Rootes Group decided to create a sports design and development team within its subsidiary Sunbeam. It was using an idea from George Hartwell a Bournemouth Rootes dealer and rally preparation expert to create an open two seater rally car from the Sunbeam Talbot Coupe production chassis that the first prototype Alpine was developed. This car LEL 333 was entered in the 1952 Alpine Rally as a testing. Sunbeams design and development engineers with ERA revised and developed the engineering to create a new prototype which was tested at Jabbeke in Belgium in March 1953 by Stirling Moss and Sheila van Damm recording a record speed of over 123 mph. Leslie Johnson racing and rally driver plus director of E.R.A. then tested the car for endurance at Montlhery and realised the car was a potential Rally winner. Sunbeam wasted no time in launching the Alpine model in June 1953 and named after the test rally of 1952. Sunbeambuild a total of 1,800 before it was replaced by the Mk 3 in October 1954. Of cause the car featured heavily in the 1953 feature film, To Catch A Thief with Grace Kelly and Carry Grant. In parallel to the highly tuned prototype and the standard Alpine Model, E.R.A were secretly developing the Alpine Special. They had developed better performance from the standard Alpines single downdraught carburettor, and had lightened the car with Aluminium panels to the boot and bonnet. To gain homologation six LHD pre-production Alpine Specials cars were made along with six rally cars drawn from production registered MKV 21-26 in early 1953. With celebrity drivers such as Stirling Moss in 21, Peter Collins in 23, and Sheila van Damm in 25 the team secured many prizes in that years event. The car used revised manifolding and a down draught Solex twin choke carburettor with a standard overdrive and revised gearbox and rear axle ratios and straight through exhaust system with increased performance. Strangely the model was not available for sale until May 1954 when it was launched. ln total only 70 Specials were built with two thirds of production being LHD for export. Today the Alpine Special is a very rare model of surviving the Alpine cars. This fabulous British sports car is presented in Ivory with a red leather and cream piping interior which is in beautiful condition. Also, which is rare, the car also comes with a hard top, which is included in the sale. A red tonneau and hood compliment the wonderful interior and the car also comes with all invoices relating to its restoration. OKV 899 was used by John Bolster the well-known racing driver and journalist to evaluate the car and this actual car was official the works demonstrator registered to Humber Ltd.s engineering department (as were the rally cars) in May 1954 and used by him for the article appearing in the September Autosport magazine of that year. Many photos exist of the car in archive material as it was and is now in its original colour scheme of Ivory with red interior after extensive restoration by Alpine Specialist Ken Sparkes. The car comes with many historic photographs of the 1954 Testing series and later restorations. Described as being the most important works Specials built after the six Alpine Rally cars, this is a very rare and highly collectable vehicle. View 1954 Sunbeam Alpine Special on http://www.coys.co.uk/cars/1954-sunbeam-alpine-special-3 .

Ferraris most successful model since the 308, the F355 was always going to be a tough act to follow. Its successor needed to be ground breaking and revolutionary; two words which, without doubt the 360 lived up to. Starting with a clean sheet of paper in designing the 360 Modena, the new car attracted superlatives that put even its illustrious predecessor in the shade. Just about the only item carried over from the F355 was its glorious V8 engine, enlarged from 3.5 to 3.6 litres for the 360, producing 400bhp. In every other respect the 360 was entirely new, the most striking break with Ferrari tradition being the bodys frontal treatment; gone was the omnipresent oval grille, replaced by two separate intakes set low into the front wings. A larger car than the F355, the 360 owed its radical new shape to the quest for increased downforce, generating four times as much as its predecessor yet achieving the impressively low Cd of 0.33. There was further innovation beneath the skin: a lighter, stiffer aluminium spaceframe/monocoque replacing the old tubular steel arrangement, resulting in a dry weight around 220lbs less than that of the F355. The 360s on-the-road dynamics constituted a significant advance, its best time around Ferraris Fiorano test track being some three seconds faster than the F355s. Commencing with the 348, Ferrari had started the first factory-backed, one-make race series for amateur and semi-professional racing drivers back in 1993, and the immensely successful Ferrari Challenge increased in popularity with the subsequent introduction of the F355 and 360 Modena. The latter first appeared on the grid in Challenge form in 2000, featuring a multitude of alterations making it more suitable for track use. Three years later, at the Geneva International Motor Show, Ferrari introduced the 360 Challenge Stradale, which in essence was a lightened version of the 360 Modena incorporating some of the racers suspension and braking improvements while remaining sufficiently civilised for road use. The 360 Challenge Stradale offered here is described as being in excellent condition throughout and has been meticulously maintained. Finished in Rosso Corsa over Nero leather interior, this 360 CS is showing just over 32,000 kilometres from new and comes complete with original service manuals. This car also benefits from holding a Ferrari Classiche which is very rare for these models and a very extensive history file. The car is presented with a V5C log book and recent MOT. View 2004 Ferrari 360 Challenge Stradale on http://www.coys.co.uk/cars/2004-ferrari-360-challenge-stradale-3 .

British racing driver Ken Rudd constructed the very first Ace-Bristol and his hybrid was quickly adopted by the AC factory and replaced ACs two litre powerplant. First shown in autumn 1956, the AC Ace-Bristol and the companion AC Aceca-Bristol were in production by the spring of 1957. Because it was not only more powerful than ACs own engine but capable of a lot more power-tuning, the Bristol unit made these cars, especially the Ace, much more suited for competition. Today, the AC Ace is possibly one of the most quintessential British sports cars. Exuding finesse from every angle, these agile roadsters with racing pedigree are widely regarded as one of the most elegant and characterful British designs of the period. Original examples are now commanding substantial premiums and for this reason, high quality recreations have a dedicated following. Over the past 20 years, British manufacturer Hawk have built themselves an international reputation as the best in the business when it comes to AC replicas. Their AC Ace, 289 Cobra and 427 Cobra reproductions have achieved many accolades and to many, are accepted as being the truest to the original form and depending upon detailed specification, also reproduce an authentic and comparable driving experience. Founder Gerry Hawkridge is acknowledged globally as an AC guru, so much so, that when you visit the collection of outbuildings at their premises there is usually a genuine Cobra and/or Ace or two on site for maintenance. This AC Ace by Hawk was completed by a talented aircraft engineer with over 30 years experience restoring a variety of British sports cars to high standards. Finished in British Racing Green and fitted with a totally rebuilt 2.5 litre Triumph TR6 engine mated to a Triumph GT6 manual four-speed gearbox with overdrive (reconditioned by Hardys of Leatherhead) plus new clutch and flywheel, this cars specification closely matches the higher performance of the late production AC Ace, also generating a very satisfying straight six engine note. The Ace benefits from 123 electronic ignition and triple 40 Weber Carburettors supplied by Webcon, a high pressure fuel pump, also additional fans and an oil cooler. Hydraulic brake and clutch pedals were supplied by Gerry Hawkridge. The Ace is fitted with uprated discs and pads, with the exhaust front end using stainless steel TR6 downpipes mated to bespoke middle and rear sections in stainless steel. The Ace is in virtually as new condition, which comes as no surprise bearing in mind it has covered a mere 700 miles since being completed. The Ace is offered with a new MoT certificate, and a history file to support the build. With genuine AC Aces now finding a new home for a price in the region of £200,000, this virtually as new evocation provides all of the looks and driving experience for a fraction of the price. View 2009 AC Ace by Hawk on http://www.coys.co.uk/cars/2009-ac-ace-by-hawk .

In 1992, 12 years after the last MG sports car had rolled off the Abingdon production lines, Austin-Rover made the inspired decision to revive this most charismatic of British marques by introducing an entirely new model the MG RV8. The success of the Heritage MGB replacement bodyshell had demonstrated the continuing popularity of that car, so the decision was taken to base the new model on MGs most successful sports car, suitably re-engineered for the 1990s. The MG RV8 was announced at the 1992 Motor Show, its launch being timed to coincide with the MGBs 30th anniversary. Although recognisably related to its distinguished forebear, the RV8 was wider, lower and sleeker, featuring fully integrated body-coloured bumpers in the modern idiom. Beneath the power-bulged bonnet there was the latest 3.9-litre version of the Rover V8 engine, a modern derivative of that used to power the MGB V8 back in the 1970s, mated to a Rover LT77 five-speed manual gearbox. With a maximum power output of 188bhp and capable of a top speed of 135mph, the RV8 was the most powerful MG ever at the time of its launch. The UK price on introduction was £26,500. Only 1,983 MG RV8s were built in total making this a future classic, around 75% of these were exported to Japan with the remainder sold new in the UK. There was no left-hand drive version. This particular MG is finished in woodcote green. Most RV8s (1269) were green, making it the most iconic colour of the model . The heart of the car is the fuel injected 3.9 Rover V8 which powers the car from 0-60mph in 5.9 seconds, so its a very quick little sports car. This car is in very good condition throughout. The engine is very sound and smooth. A recent service was carried out along with a routine maintenance. This is without a doubt a future classic and highly desirable for any respected collector in by far the best colour combination. View 1994 MG R V8 on http://www.coys.co.uk/cars/1994-mg-r-v8 .

If Les Vingt Quatre Heures du Mans has been responsible for the new E-Type Jaguar, then that Homeric contest on the Sarthe circuit will have been abundantly justified. Here we have one of the quietest and most flexible cars on the market, capable of whispering along in top gear at 10mph or leaping into its 150mph stride on the brief depression of a pedal. A practical touring car, this, with its wide doors and capacious luggage space, yet it has a sheer beauty of line which easily beats the Italians at their own particular game.  There have been few better summaries of the E-Types manifest virtues than the forgoing, penned by the inimitable John Bolster for Autosport shortly after the cars debut. Conceived and developed as an open sports car, the Jaguar E-Type debuted at the Geneva Salon in March 1961 in Coupé form. The car caused a sensation spontaneous applause breaking out at the unveiling with its instantly classic lines and a 140mph-plus top speed. The design owed much to that of the racing D-Type, a monocoque tub forming the main structure while a tubular spaceframe extended forwards to support the engine. The latter was the 3.8-litre, triple-carburettor, S unit first offered as an option on the preceding XK150. Aerodynamically, the Coupé was superior to the Roadster and the better Grand Tourer, enjoying as it did a marginally higher top speed and the considerable convenience of a generously sized luggage platform accessed via the side-hinged rear door. Its engine aside, only in terms of its transmission did the E-Type represent no significant advance over the XK150, whose durable four-speed Moss gearbox it retained. The latter was replaced when the 4.2-litre engine was introduced on the Series 1 in October 1964, a more user-friendly all-synchromesh gearbox and superior Lockheed brake servo forming part of the improved specification together with the bigger, torquier engine. Apart from 4.2 badging, the cars external appearance was unchanged, but under the skin there were numerous detail improvements, chiefly to the electrical and cooling systems, and to the seating arrangements. Top speed remained unchanged at around 150mph, the main performance gain resulting from the larger engine being improved flexibility. Retaining the sublime looks of the original while benefiting from the larger engine and the all-synchromesh gearbox, the Series 1 4.2 is considered by many to be the most desirable E-type variant and is highly sought after today. This unique E-type was purchased new by Moustafa Ammar who was an Egyptian Diplomat. He purchased the car new in Geneva when he was posted from London to the Egyptian Embassy in Switzerland. He used the car comprehensively. Driving around Europe and even taking the long journey back to Egypt on occasion. (Petrol receipts found in the car to confirm).When Moustafa returned to the Egyptian embassy in London in 1971 he brought the car back with him and it was given the registration ELB 125J. He used the car regularly until 1989 when a major engine overhaul was carried out by Martin Pyke at Classic spares (Now a very respected Jaguar engine specialist).The E Type was only used for another 100 or so miles after the rebuild and then put into a dry garage. Liberated by Coys specialists in the UK some 28 years later, it is offered with a very good amount of history including the original bill of sale and warranty. The chance to buy a one owner matching numbers car that is totally complete and structurally very solid and straight come once in a life time. This example can easily be mechanically overhauled and made road legal to use as is, or can be restored by its new , second owner to its former glory. View 1965 Jaguar E-type 4.2 Coupe on http://www.coys.co.uk/cars/1965-jaguar-e-type-4-2-coupe .

By the late sixties, Lamborghini and others were offering double overhead cam engines with multi-carb setups. Although Ferraris 275 GTB/4 was more than a match in performance, the public wanted more sophistication. The result was the car many consider Ferraris street car tour de force. Making its debut in 1968 at the Paris Auto Salon, the stunning 365 GTB/4 was enthusiastically received by Ferrari fans and the motoring press. It was regarded as a worthy successor to the previous 275 GTB/4, and was quickly nicknamed Daytona  in recognition of Ferraris one-two-three win at the 24-hour race the previous year. The Daytona was powered by Ferraris big 4.4-liter V12 engine, with four overhead cams and six 40DCN20 Weber carburettors. Output was a healthy 352hp at 7,500rpm and with the 318 lb-ft of torque required to propel the big 3,600 pound two-seat berlinetta from 0 to 60 runs in just 5.9 seconds, the quarter-mile in 13.8 seconds and an impressive top speed of 174mph, the Daytona became the worlds fastest production automobile at the time of its introduction. And yet, with power brakes, air conditioning, and a leather interior, it was also a high speed gentlemans express.  One of the last hand-built Ferraris, the Daytona is also one of the most iconic Ferraris of all time. Although Ferrari built more than 1,400 Daytonas, less than ten percent of them were Spyders, making them not only the most desirable, but also the rarest. Factory records indicate that this left hand drive Daytona was sold new in Rivisio, Italy in 1970, prior to its export to the United States. The car has resided with various owners, recently in ownership of an American collector for 20 years, with the professional spyder conversion performed sometime prior to the acquisition from its previous owner in Arizona. The car presented in gunmetal grey features brown leather seats, black hood and original Borrani wire wheels. For less than one-third the price of a factory Daytona Spyder, this attractive and powerful convertible Ferrari represents terrific value in todays rapidly escalating market. And what car could be more ideal for a cruise along the French Riviera or Italian Alps? View 1971 Ferrari 365 GTB/4 Daytona on http://www.coys.co.uk/cars/1971-ferrari-365-gtb4-daytona .

Launched in 1963, the first of Alfa Romeos Bertone-styled coupés the 1.6-litre Giulia Sprint GT featured classically stylish four-seater coachwork designed by Bertones Giorgetto Giugiaro, though this was now manufactured not by Bertone but at Alfas new factory at Arese. Beneath the skin, the new two-door coupé utilised the recently introduced 105-Series Giulia TI saloons five-speed manual gearbox, independent front suspension, coil-sprung live rear axle and early cars excepted all round disc brakes. The Sprint GT came with 106bhp on tap (up from the TIs 92bhp courtesy of two twin-choke Weber carburettors) an output sufficient for a top speed of around 112mph. Improvements to the inlet ports characterised the more-powerful (109bhp) engine of the Sprint GTV (or GT Veloce) introduced for 1965. A 1300 model the GT Junior arrived in 1966 and the range was further extended the following year by the launch of the 1750GTV, The latter powered by a 1,799cc, 118bhp version of Alfas classic twin-cam four, housed in a four-headlamp version of the existing bodyshell running on 14  down from 15  wheels. A short-lived but nonetheless popular model, the 1750GTV underwent a minor mechanical and styling revision part way through production before being replaced by the 2000 version in 1972. Drivers cars par excellence in the Alfa Romeo tradition, Bertones timelessly elegant Giulia coupés are among the most exciting sports saloons of the 1960s and today all versions are highly sought after. This stunning example is an original UK RHD car supplied in Giallo Ocra, purchased by the vendor in barn find condition some three years ago. Marque specialist Velocesport were commissioned to undertake the restoration of the car, which had been off the road and hidden for over 20 years. Between 2014 and 2016, Velocesport sympathetically restored the GTV using as much of the original trim and interior parts as possible, with only those parts beyond repair being replaced. Finished in Faggio dark aubergine and trimmed in Cinghiale tan, with refurbished wheels and hub caps replaced. The underside has been sealed and wax oiled and the carburettors have been rebuilt and all necessary engine parts replaced. It is currently fitted with series one specification parts on the interior and exterior. The car is showing 78,000 miles on the clock and this is thought to be genuine due to the car being in barn find condition for so long, but has no history to verify this. The car comes with a UK V5C registration document and has a current MOT, valid until January 2018. The vendor informs us that it is a great joy to drive, is in a usable condition and turns heads everywhere it goes. This recently restored example of one of the best looking Alfa Romeos wants for nothing and is ready to enjoy for some summer driving. View 1971 Alfa Romeo 1750 GTV on http://www.coys.co.uk/cars/1971-alfa-romeo-1750-gtv .

The Mercedes-Benz W113 roadsters, designed by Paul Bracq, were produced from 1963 through to 1971. They were known as the pagoda roof SL. All models were equipped with an inline-six cylinder engine with multi-port fuel injection. The bonnet, trunk lid, door skins and tonneau cover were made of aluminium to reduce weight. The comparatively short and wide chassis, combined with an excellent suspension, powerful brakes and radial tires gave the W 113 superb handling for its time. The styling of the front, with its characteristic upright Bosch fishbowl  headlights and simple chrome grille, dominated by the large three-pointed star in the nose panel, paid homage to the then already legendary 300 SL roadster. The 250 SL was introduced at the 1967 Geneva Motor Show. Production had already commenced in December 1966 and ended in January 1968. The short one-year production run makes the 250 SL the rarest and most collectable of the W 113 series cars. The 250 SL retained the stiffer suspension and sportier feel of the early SLs, but provided improved agility with a new engine and rear disc brakes. Range also improved with increased fuel tank capacity from 65 L to 82 L. Like its predecessor, the 250 SL was offered with a 4-speed automatic transmission, and 4-speed or ZF 5-speed manual transmissions. For the first time, an optional limited slip differential was also available. The 250 SL also marked the introduction of a 2+2 body style, the so-called California Coupé , which had only the removable hardtop and no soft-top: a small fold-down rear bench seat replaced the soft-top well between passenger compartment and trunk. Offered here is the very rare right hand drive California Coupe with manual gearbox, finished in the desirable white with contrasting black hardtop. The current vendor is only the third owner of this very original car which is currently showing just 33,000 miles since new. We are told that there has been very light restoration on the car and the chrome work was recently sent to England where it was cleaned and restored. This car presents very well and is a superb opportunity to acquire the rarest of the Pagoda models in its original and unmolested form. The car is supplied with her Maltese registration certificate and a valid VRT until 2018. View 1967 Mercedes-Benz 250 SL Pagoda on http://www.coys.co.uk/cars/1967-mercedes-benz-250-sl-pagoda .

Named after Via Fulvia, the Roman road leading from Tortona to Torino, it was introduced at the Geneva Motor Show in 1963 and manufactured in three variants: Berlina 4-door saloon, 2-door Coupé, and Sport, an alternative fastback coupé designed and built by Zagato on the Coupé floorpan. Fulvias are notable for their role in motorsport history, including winning the International Rally Championship in 1972. On testing a Fulvia in 1967, Road & Track summed it up as a precision motorcar, an engineering tour de force  The updated Coupé introduced 1974, mechanically the same as the earlier Series 2 1.3 S except for the addition of emission control on the Solex carburettors. Easily recognized by its matte black grilled and headlight frame. It featured new design of seats incorporating headrests and new white faced instrument dials with an updated range of trim colours, materials and options. This 1975 Lancia 1300 Fulvia on offer today has most recently been imported from Italy- testament to spending most of its life in a warmer climate the vendor has informed us the chassis is in excellent shape. Starting and driving very well, the engine and transmission perform as they should and are in equally good order. Finished in brown with a complementary brown interior, this is a highly original unmolested example of the Fulvia which is eligible for a variety of historic events and would delight its new owner with its renowned precision handling, charm and character. View 1975 Lancia Fulvia 1300 on http://www.coys.co.uk/cars/1975-lancia-fulvia-1300 .

The keyboardist Roberto Carlotto, known as Hunka Munka, began as a musician in Europe in the late 1960s, performing as an opening act across Europe for the likes of Rod Stewart. He later performed with bands such as The Puppies and Anonymous Sound before going solo in 1970. As a soloist, Carlotto was distinguished for his remarkable technique and the high quality of his equipment which included an incredible number of keyboards and even the first examples of electronic tape batteries. Carlotto then joined Dik Dik in 1973 and since 2011, Roberto Carlotto plays with Analogous Reforms. In the late 1970s Carlotto decided to have a personalised sports car built to his own unique design. As a basis he used an Opel of the period, onto which he commissioned an Italian coachbuilder to fit a bespoke Barchetta body which was finished to a good standard, complemented by a tan interior. In more recent times the Barchetta has been part of a large motor collection alongside many other significant motor cars. The Barchetta is offered with Italian papers showing Carlotto as the previous owner. A very interesting and unique motor car which would the perfect addition for the serious collector. View 1978 Opel 1.0 RS the Roberto Carlotto Barchetta on http://www.coys.co.uk/cars/1978-opel-1-0-rs-the-roberto-carlotto-barchetta .

When production for the Jaguar MK IX finally came to an end, Jaguar introduced the new code named Zenith MK 10. Originally produced for the American market the new design boasted a newly shaped front end which included four headlamps set into rounded front fenders together with a newly designed grill. The interior however stayed much the same and in classic jaguar style included an abundant amount of woodwork including the dashboard, escuthcheons, window trim, a pair of large bookmatched fold out rear picnic tables, and a front seat pull-out picnic table stowed beneath the instrument cluster. Still a stylish and majestic Jaguar sports saloon of the mid 1960s the wonderful MK 10 was equipped with either a 4.2 or 3.8 litre 6 cylinder engine giving plenty of power to the driver. This particular example, finished in Pearl Maroon with a cream leather interior, was first delivered to New Mexico in 1963, where it had two further owners before later finding its way back to the UK and the current ownership. Since being imported the car has been part of a collection in the UK where it has been used sparingly and kept in dry storage. Fitted with the 3.8 litre motor as installed into the contemporary E-Type, this Mark 10 is offered with a thick file of invoices and other history, in addition to a current UK MoT certificate. A great looking and ground breaking executive car of the 1960s. View 1963 Jaguar Mark 10 on http://www.coys.co.uk/cars/1963-jaguar-mark-10 .

The W126 was the flagship series for Mercedes-Benz. Debuted in September 1979 as the successor to the earlier W116 range, the W126 was the second generation to officially bear the S-Class name referring to Sonderklasse or special class. The W126 was initially offered with a straight-6, V8, and turbo diesel engine saloon cars. In September 1981, a two door coupé version of the W126 was introduced. Compared to its predecessor, the W126 was more aerodynamic, fuel efficient, capacious, and powerful. The W126 S-Class sported a new Mercedes-Benz design style which was subsequently used on other vehicles in the companys line-up. The W126 line also introduced many Mercedes-Benz safety innovations, including the first airbag supplemental restraint systems, seatbelt pre-tensioners and traction control system. Koenig Specials GmbH (known widely as Koenig) is a German tuning house based in Munich that specialised in modifications to European luxury cars, but gained notability in the 1980s and 1990s for their performance modifications to Ferraris. Some of its most notable works included a twin-turbo Ferrari Testarossa (known as the Koenig Competition) that produced 1,000 bhp, a highly unusual output for cars at the time, as well as the 850 bhp Ferrari F50. Koenig also entered into automobile production with its road-going version of the Porsche 962 known as the Koenig C62, therefore becoming the first road-legal Group C-based car. Many of its cars have been featured in non-German mainstream publications such as Road & Track, Top Gear and Sports Car International. Car magazine described its Competition Evolution as the most famous modified supercar of the 1980s . Finished in blue metallic with a tan leather interior, this Koenig conversion genuinely looks stunning, and drives well, with the benefit of a recently fitted stainless steel exhaust system. Presented in good condition in all respects, and offered with a current UK MOT certificate, this original UK-delivered example is both extremely rare and becoming very desirable. A true icon of the 1980s, and perhaps the ultimate incarnation of the flagship 560 SEC. View 1987 Mercedes Benz 560 SEC by Koenig on http://www.coys.co.uk/cars/1987-mercedes-benz-560-sec-by-koenig .

Born out of a skunkworks project by Italian-Brazilian designer César Pieri, the Project 7 almost never happened at all. The design was discovered by chance when Pieri accidentally showed it to Jaguar chief-designer Ian Callum. Callum was suitably impressed, and as such the concept then became a functional prototype and eventually reached production. Developed by the, then new, Special Vehicles Operations branch at Jaguar; the Project 7 is based on the F-Type Convertible, powered by a 5.0 V8 Supercharged engine which develops 567 bhp. The car launches from 0-60mph in 3.8 seconds and on to a limited top speed of 186mph. Carbon ceramic brakes came as standard and unique adaptive dampers, special engine management and chassis stability control were introduced. A limited run of 250 cars were made, with only 80 being delivered to the UK in right hand drive. The body is 100% aluminium, reminiscent of their famous historical D-Type Le Mans winner. Visually, it sports an Aero Haunch behind the driver, similar to the D-Types, a quad exhaust and additional rear spoiler. With only 250 being produced worldwide, the Project 7 was an instant classic as soon as it was launched. This stunning example of the Project 7 is only one of 80 delivered for the UK market, and has covered a mere 103 miles from new. The Jaguar has benefitted from a service earlier in 2017 and has covered a mere 28 miles since. The Project 7 is hotly tipped by market experts for its growth potential over the coming years, and this fantastic low mileage example is one of the very best available. Interested parties should note that VAT will be applicable at the local rate. View 2016 Jaguar F-Type Project 7 on http://www.coys.co.uk/cars/2016-jaguar-f-type-project-7 .

A modern classic if ever there was one, Porsches long-running 911 arrived in 1964, replacing the 356. The latters rear-engined layout was retained, but the 911 switched to unitary construction for the bodyshell and dropped the 356s VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsches single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3 litres and, in turbo-charged form, put out well over 300 horsepower. Two years after the original coupés introduction, a convertible 911 the Targa, named in honour of Porsches numerous victories in the Sicilian classic arrived in 1966. Expected US safety legislation had prompted an ingenious approach to the soft-top 911, the Targa sporting a hefty roll-over bar to protect the occupants in the event of an inversion, together with removable roof and rear hood sections, which were stowable in the boot. For 1969 a quieter and less leak-prone fixed rear window replaced the less than perfect rear hood, and the ever-popular Targa would continue in this form well into the 1990s, sharing countless mechanical and styling developments with its closed cousin along the way. The much loved and instantly recognisable Targa finally bowed out at the end of the 1990s, when the Cabriolet became the sole open-topped 911 with the introduction of the Type 996 range for 1999. Delivered new to the UK in 1979 and supplied through AFN , this 911 Targa remained in the UK until 1981 when, as the history file confirms, the car was shipped to Norway. The car remained in Norway before being repatriated in August 2015 by its current owner. Finished in arguably the best colour combination for a 911 light blue metallic over black- the car is supplied with a Porsche Certificate of Authenticity confirming it as being a matching numbers car. The engine was last serviced at RPM Porsche at 126,826 miles in March 2016 and has covered just over one thousand miles since then. The car has recently benefited from refurbished black leather interior, as well as the Fuchs wheels and the Targa roof. It was last MOTd on 9th September 2016. View 1979 Porsche 911 SC Targa on http://www.coys.co.uk/cars/1979-porsche-911-sc-targa-3 .

The C55 signified a return to AMGs V8 roots, after barely a three-year flirtation with a supercharged V6. AMG found 8100 homes for the C32, but the AMG engineers seemed much happier now that there was a serious, big-capacity, naturally aspirated 5.4-litre V8 powering the meatiest C-Class. And the badge is there to, well, to ensure the owners dont forget. Its not the performance AMG claimed 5.2sec to 62mph for both C55 and C32 or even the transformation to a deep, wonderfully muscular exhaust note, but the makeover in the dynamics that stood the new sports saloon apart. The C55 marked a small, but perceptible, shift towards a sharper, more sporting focus, that set it closer to the M3 than any previous AMG hotrod C-Class. With the values of the earlier Cosworth-inspired super sports Mercedes rocketing well into six figures, this pure-blood AMG super saloon in the lightweight C-Class bodyshell is already a collectible Mercedes AMG hot rod, with blistering performance and that oh-so-inspiring and famous AMG V8 exhaust note. This particular example has had two owners from new and has a full Mercedes service history from new, with under 60,000 miles. Mercedes enthusiasts would consider that the car had only just run in. The coachwork is unmarked, as is the AMG full leather black interior, and unquestionably this is a modern classic, top for the future, and mind-blowingly fabulous to drive. View 2005 AMG Mercedes C55 on http://www.coys.co.uk/cars/2005-amg-mercedes-c55 .

Developed from the 1998 Project Vantage concept car, the V12 Vanquish entered production in 2001. The Vanquish marked a large step in the companys engineering featuring a bonded aluminium chassis combined with many pieces of traditional craftsmanship ushering in a new era for Aston Martin. V12 Vanquish featured a body tub made from extruded aluminium and Carbon Fibre with extensive use of more Carbon Fibre and composite materials throughout the crash structure of the car. This extremely rigid and safe body-shell was then clothed in hand-finished, Superformed aluminium panels. Underneath the handmade bonnet sat a 460bhp version of the Aston Martin V12 engine, delivering its power via a 6-speed manual gearbox controlled by an electro-hydraulic paddle shift gear change. Building on the sales success of the original Vanquish the Vanquish S featured an increase in engine power (up from 460bhp to 520bhp) and revised gear and back axle ratios. Top speed was quoted as being in excess of 200mph, making it one of the fastest Aston Martin road cars built at Newport Pagnell. The exterior panels were still lovingly hand finished in the factory panel shop from Superformed aluminium. Discreet changes to the S included a bigger, revised grille, front splitter and a raised rear spoiler built into the boot lid to keep the car stable at high speed. Inside, the Vanquish S showed what could be achieved with beautiful hand stitched leather. The dashboard and many of the smaller interior pieces were now trimmed in hide adding to the bespoke feel of the already impressive coupe or 2+2. Very late cars adopted updated switchgear, an Aston Martin audio system and standard fit Satellite Navigation screen. Described by the vendor to be in excellent condition, what we have here is an example of the revamped Vanquish S coupe that superseded the original version following its debut at the Paris Auto Show in 2004. Chief upgrade concerned the engine, which now produced 514bhp, an output good enough to make the Vanquish S a genuine 200mph car. The previously optional Sports Dynamic Pack of enhanced steering, suspension and brakes came as standard with the Vanquish S. Finished in meteorite silver with obsidian black interior, this UK delivered right hand drive Vanquish S has covered under 20,000 miles from new. It comes with a vast history file showing that no expense has ever been spared and a full main dealer service record to support it. This includes an upgraded sound system and the very rare and sought after, manual gearbox conversion by Aston Martin Works. Also included is the original manual, a V5C log book and MOT certificate valid until November 2017. View 2005 Aston Martin Vanquish S on http://www.coys.co.uk/cars/2005-aston-martin-vanquish-s-3 .

In 1996 Ferrari introduced the 550 Maranello in a bid to revive their fabled line of grand tourers, and the 550 quickly proved to be an overwhelming success. Six years later, in 2002, they introduced the 575M Maranello, which brought about a host of healthy updates to make an incredible car even more potent. Increasing the displacement of the V-12 by 250 cubic centimetres, resulting in a total of 5,748 cubic centimetres and brought a healthy increase in power and torque, giving the 575M a top speed of 202 mph. The front end was slightly revised with newer headlights, a revised air intake and front spoiler, and the weight distribution was improved to 50/50. Very few buyers got the opportunity to acquire the 575M Fiorano handling pack edition of which just 392 where made. Included in the Fiorano pack was an updated and restyled interior with carbon seats, a road legal Roll Bar and the F1 style paddle shifters, amongst other very rare upgrades. Amongst the very best of modern Ferraris the 575M Fiorano edition represents a fantastic opportunity to own a front engine V12 GT car with the spirit of the much earlier Ferraris dating back to the 1960s and 70s. Leaving Maranello in 2003, this 575M Fiorano edition was delivered new in Rossa Red to its first owner in Nuremberg, Germany. Described by the vendor as well maintained and in immaculate condition the car has seen little use since being in the U.K. and has covered a mere 14,560 kilometres (9050 miles). With no expense spared there are many bills and receipts in the history file showing previous work carried out, notably the recent timing belt change just 553 miles ago. Included in the sale of this rare specd 575M is a fitted 250GT grille (original included with sale) and is also supplied with the original toolkit, jack and factory handbooks. The registration number 575WOW will be offered with the car. View 2003 Ferrari 575M Fiorano Edition on http://www.coys.co.uk/cars/2003-ferrari-575m-fiorano-edition .

Perhaps the most instantly recognisable small car in the World, the Mini, was manufactured by the British Motor Corporation (BMC) and its successors at their Longbridge and Cowley plants from 1959 until 2000. The original is considered to be a British icon of the 1960s. Its space-saving front-wheel drive layout, allowing 80% of the area of the cars floorpan to be used for passengers and luggage, influenced a generation of car makers. The vehicle is, in some ways, considered to be the British equivalent of its German contemporary the Volkswagen Beetle, or the Italian Fiat 500. In 1999 the Mini was voted the second most influential car of the 20th century, behind the Ford Model T. The original Mini had three major UK updates, the Mark II, the Clubman and the Mark III. Within the range there were a number of variations, including a Traveller estate car, a pick-up truck, a van and the Mini Moke. From 1960 to 1982 a commercial panel van was offered. Built on the longer Traveller chassis but without side windows, it proved popular in 1960s Britain as a cheaper alternative to the car as it was classed as a commercial vehicle and as such carried no sales tax. A set of simple stamped steel slots served in place of a more costly chrome grille. The Mini van was utilised by small businesses, delivery drivers and the AA alike. It was hugely adaptable, reliable and, of course, distinctive. Offered for sale here is this three times concours winning Leyland Mini Van, well known in the Mini scene. With a restoration taking place over a 10 year period and 3000 man hours invested, and in excess of £50,000 spent, this is surely one of the best examples available. Finished in 2008 and with only three owners from new, the specification is immense and are available upon request. The van body has been seam sealed and strengthened with Mark I front panel. The interior is finished in stone beige Connolly leather. An MG Metro 1300cc turbo engine running 11psi boost puts out 117bhp at 6000 rpm. A documented build history along with magazine articles and trophies complete the package. The Mini Van is offered with a file that details rebuild history, many invoices, spare keys, copy of old style V5 and MoTs from 1981 to 1997 and from 2009 onwards. A wonderful van and huge amounts of fun! View 1978 Leyland Mini Van on http://www.coys.co.uk/cars/1978-leyland-mini-van .

Stylistically evocative of the mighty 300SL, but with a slightly less complex drive train, the 190SL remains among the most desirable roadsters of its era. The prototype was first shown at the 1954 New York Auto Show, with the 190SL produced between May 1955 and February 1963. The 190SL was sold alongside the faster, and now ludicrously expensive Mercedes-Benz 300SL, similar not just in terms of styling, engineering and detailing, but also sharing fully independent suspension, double wishbone suspension at the front and swing axles at the rear. The 190 SL was powered by a new, slightly over square 1.9 litre straight-four SOHC engine that developed 120hp with twin-choke dual Solex carburettors, the four-cylinder engine block was based on the six-cylinder engine of the 300 SL. Teamed with a four-speed manual gearbox, this endowed the sleep aerodynamic and comparatively light 190SL that boasted a top speed of 115mph and a respectable 0-60 time of 13.0 seconds. The eye catching 190SL we have on offer here today is beautifully finished in silver with red leather upholstery and has been recently renovated to its current resplendent condition by its private owner with supporting invoices detailing the works undertaken amassing to in excess of £41,000. Some of the work undertaken included a bare metal respray, engine rebuild, new soft top, new interior carpets, interior re-conditioned, all brightwork re-chromed or completely replaced where necessary, heating system replaced, brake booster re-conditioned, rebuilt alternator and the fuel pump converted to electric for improved usability (original available on request). Included in the history file are the previous title document, original books and manuals, and numerous invoices from Mercedes specialists such as MB Classic centre and MB Sandown Poole. Provided with the rarely seen factory hardtop finished in black, what we have on offer here today is an excellent example of the ever appreciating 190SL.. View 1958 Mercedes-Benz 190SL on http://www.coys.co.uk/cars/1958-mercedes-benz-190sl-5 .

In the early 1920s, Stanley Engineering of Surrey manufactured the bulk of the UKs self-propelled invalid carriages using the Argson brand name. The introduction of the petrol engine was a natural progression as was electric battery power and by 1949, Stanley and other manufacturers like Harding Ltd, and Dingwall & Son had lucrative Ministry of Health contracts. The aftermath of the First and Second World Wars saw a need for vehicles to give mobility to those who could not drive a conventional car or motorcycle. The design of these machines was standardized between the wars, later models having greater range and performance. Made since 1930 by Stanley Engineering of Egham, this tiller-steered machine has a 48V motor powered by standard 12V batteries and driving the rear axle. Bodywork was always of the open type and UPA 244 retailed at over £200 when new. It is welcomed by the Invalid Carriage Register and has potential for light estate use. In need of re-commissioning following years of museum display, it is complete with a current V5C and is offered with no reserve. View 1953 Stanley Argson 44 Mobility Vehicle on http://www.coys.co.uk/cars/1953-stanley-argson-44-mobility-vehicle .

As one of few American motorcycle manufacturers to survive the Great depression, Harley Davidson have become one of the leading motorcycle manufacturers worldwide and are firmly attached to a strong client following. Known for their chopper style posture they were typically formed of heavy weight frames and air-cooled engines exceeding a displacement of 700cm. The last of its kind, the Harley Davidson American Highway Patrol motorcycle was retired in 1998 to be replaced by the newer fleet of BMWs. Harley Davidson FLHP base models were already well equipped and were a popular option for federations such as the American police force. It was easy for adaptation such as sirens, radio sets and other modifications which were included to complete the AHP specification motorcycle. The example you see here is an original Harley Davidson Police motorcycle which was purchased directly from the Texas Sheriffs department in 1998, supported by the relevant documentation. As befitting, the bike was supplied with the obligatory sirens and blue lights however when sold to its second owner, the blue light lenses had to be removed and replaced with amber items. The Harley rides very well, and shows just 18,000 miles recorded, supported with various bills and official Police manuals. If you ever wanted to play out your CHIPS fantasy, this is without double the bike to do it on! View 1997 Harley Davidson FLHP on http://www.coys.co.uk/cars/1997-harley-davidson-flhp .

The Dodge Challenger Concept was unveiled at the 2006 Detroit Motor Show and was a preview for the 4th generation Dodge Challenger that started its production in 2008. Many design cues of the Dodge Challenger Concept were adapted from the 1970 Dodge Challenger R/T. the 2008 Challenger SRT8 boasts a 6.1L HEMI V8 engine which develops 425 HP. The American producer focused this time on handling as the first Challenger scored poorly in this aspect, so they fitted the SRT8 with sport suspension, limited-slip differential, Brembo brakes and 20  alloy wheels. The SRT8 also comes as standard with desirable features like heated leather seats, bi-xenon headlamps, cruise control and keyless go. The all-new Dodge Challenger SRT8 is engineered to give customers everything they want in a modern muscle machine, said Mike Accavitti, Director Dodge Brand and SRT Global Marketing, Chrysler LLC. Developed by Chryslers in-house performance engineering organization, the 2008 Dodge Challenger SRT8 was engineered with a focus on the five pillars of every SRT vehicle: bold exterior design that resonates with the brand image, a race-inspired interior, world-class ride and handling across a dynamic range, a standout powertrain and benchmark braking. The car offered for sale is an original 2008 Challenger SRT8, number 0119 of 6400 produced, but boasts upgrades and a conversion from none other than Asanti. Being one of only three wide-body Challengers to exist, the Asanti conversion is described by the current owner as a complete head turner and it is not hard to see why. Boasting a matte grey with bold orange striped exterior, the changes give the Challenger a muscular look which is more than a match for the beefy powerplant. The Challenger is said to run and drive excellently, and having done only 19,000 miles with one registered owner the car has excellent collectability for fans of American muscle car customization. All interested parties should note than this car will be offered with all customs duties paid, and will be issued with a VOSA. View 2008 Dodge Challenger SRT8 Asanti  Widebody on http://www.coys.co.uk/cars/2008-dodge-challenger-srt8-asanti-widebody .

Manufactured between 2003 and 2010, their new supercar allowed Mercedes-Benz and its then Formula 1 partner McLaren to showcase their collective experience in the development, construction and production of high-performance sports cars and, just like its legendary 300 SLR predecessor of 1955, it incorporated technological developments that were ahead of their time. Yet the term supercar does not do full justice to the SLR, which, its peerless performance notwithstanding, is a luxurious and finely engineered Gran Turismo in the best traditions of Mercedes-Benz. The heart of any car is its engine, and that of the SLR McLaren is truly outstanding. Produced at Mercedes-Benzs AMG performance division, it is a 5.5-litre, 24-valve, supercharged V8 producing 617bhp, making it one of the most powerful engines ever found in a series-produced road-going sports car. Impressive though this peak horsepower figure is, it is the torque produced by this state-of-the-art blown motor that is its most remarkable feature. The torque curve is almost flat: there is already 440lb/ft by 1,500 rpm and well over 500lb/ft between 3,000 and 5,000 revs. As Car & Driver magazine observed: This lends mind-boggling elasticity to the SLR, with passing performance that has to be felt to be appreciated. In the interests of maximum fuel efficiency, the screw-type compressor is controlled by the engine management system and only activated when the driver floors the accelerator. Needless to say, the SLR McLaren delivers performance figures that are still among the best in its class; taking just 3.8 seconds to sprint from 0 to 100km/h (62mph), it passes the 200km/h (125mph) mark after 10.6 seconds and from a standing start takes just 28.8 seconds to reach 300km/h (186mph). The two-seater has a top speed of 334km/h (207 mph). A front-engined layout was chosen in the interests of optimum weight distribution, handling dynamics and braking stability, the motors dry-sump lubrication system enabling it to be mounted lower in the chassis. The five-speed automatic transmission was specially optimised for very high torque and also offers the driver the option of choosing between different shift characteristics using the Speedshift system. Reflecting the long-term technological collaboration that Mercedes-Benz and McLaren enjoyed in Formula 1, the SLRs carbon fibre composite monocoque body/chassis structure was produced in the latters then all-new facility in Woking, England. Clearly showing its Formula 1 parentage, the suspension is by means of double wishbones all round. The power-assisted rack-and-pinion steering is speed sensitive, while the SLRs Sensotronic Brake Control (SBC) and Electronic Stability Program (ESP) enable its sporting nature to shine through while maintaining the usual safety standards. The pioneering use of composite technology has also been extended to the brake discs, which are manufactured from a fibre-reinforced ceramic material capable of withstanding extremely high temperatures and offering a level of fade resistance hitherto unattainable in series-produced road cars. Topping off this technological tour de force is the electronically controlled rear spoiler, which rises to an angle of 65 degrees when the driver brakes heavily, boosting the braking effect by increasing aerodynamic drag and lending the SLR outstanding stability when braking from high speeds. Finished in its striking and iconic colour combination of Arrow 300 SL Silver with complementary red leather trim this particular example was delivered new in 2004. In close to showroom condition, this striking supercar begs to be taken out on the open road and enjoyed. Mercedes intended to produce 500 SLRs per annum over the course of a seven year production run but fell well short of that figure virtually every year. This SLR dates from 2004 production when only 45 SLRs were finished. These historically important supercars will remain one of the most iconic, powerful and luxurious cars made in the early 21st century, this particular example having covered a mere 1960 km from new must be one of the lowest mileage examples available. Here is an excellent opportunity to own an exclusive, usable, low mileage and iconic supercar that will undoubtedly be a future classic. View 2004 Mclaren Mercedes Benz SLR on http://www.coys.co.uk/cars/2004-mclaren-mercedes-benz-slr-3 .

Produced from 2004 to 2007 the M400 was built to replace the outgoing M12. Under the skin the M400 was Nobles chance to address all the criticisms of their previous offering. Thats why the six-speed gearbox came with a completely new mechanism that actually allowed fast gear changes and the awkward driving position was fixed with a pair of Sparco seats. Moreover, engineers added stiffer suspension to cope with high cornering forces and more frequent track use, while changes in suspension geometry meant when the rear did break away it was more progressive and catchable. Roush did much of the work to liberate 430bhp from the twin turbo 3.0-litre V6. There were high-lift cams, forged pistons, two larger Garrett T28 turbos, revised fuel pumps and larger injectors, while both oil and water cooling were also improved. The engine had a maximum power of 425bhp at 6,500rpm, with a torque figure of 390lb·ft. This power and a light weight allowed the M400 to achieve a power-to-weight ratio of just over 400bhp/ton, the figure for which it was named, and a 0 60 mph of 3.2 seconds. This fantastic example was first registered in May 2005, and has more recently enjoyed a comprehensive rebuild by none other than Noble Motorsports, to the tune of £25,000. During the project the engine, gearbox and suspension were all carefully rebuilt to exacting standards. The car now presents in excellent condition mechanically, with good paintwork all round. Only 75 were made in total, and at the time of going to print this is the only known example for sale in the UK. Showing 25,000 miles recorded, and offered with service books and all relevant invoices for works completed, this M400 offers truly hypercar performance for a relatively modest outlay. View 2005 Noble M400 on http://www.coys.co.uk/cars/2005-noble-m400 .

A modern classic if ever there was one, Porsches long-running 911 arrived in 1964, replacing the 356. The latters rear-engined layout was retained, but the 911 switched to unitary construction for the bodyshell and dropped the 356s VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsches single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3 litres and, in turbo-charged form, put out well over 300 horsepower. Porsches first take on a 911 convertible had been the Targa model of 1965, a halfway house design chosen because of fears that a genuine soft-top would not meet US Federal safety regulations, but by 1981 the company felt able to proceed with the genuine article. Introduced in normally aspirated 3.0-litre form in 1982, the 911 Cabriolet lost little, if any, rigidity with the deletion of the Targa roll-over bar, while its speedily raised/lowered top featured a detachable, zip-fastened rear window. Introducing a proper soft-top proved to be a shrewd move by Porsche, as sales immediately exceed those of the Targa version, and the popular Cabriolet continued when the Carrera name was applied to all 911 models in 1983, co-incidentally with the introduction of the 3.2-litre engine. Not merely enlarged, the new engine was also extensively revised and produced 231bhp, 27 horsepower up on its predecessor. The 911 Carreras top speed was now 152mph, with 100mph reachable in a breathtaking 13.6 seconds. Finished in Stone grey with black interior, this 3.2-litre Carrera Cabriolet was subject to a restoration that finished in 2015, when the car was subject to a respray. The leather interior is reported to be in equally good order. Recently serviced this right hand drive 3.2 offers exceptional value and is offered with a realistic reserve. View 1986 Porsche 911 3.2 Cabriolet on http://www.coys.co.uk/cars/1986-porsche-911-3-2-cabriolet-2 .

The first Cadillac Coupe de Ville  was shown during the 1949 Motorama. It was built on a Cadillac Sixty Special chassis and featured a dummy air-scoop, chrome trim around front wheel openings, and a one-piece windshield and rear glass. The interior was black and trimmed in grey leather, including the headliner, to match the roof colour. The Cadillac was restyled for the second time and re-engineered for 1961. The new grille slanted back towards both the bumper and the hood lip and sat between dual headlamps. New forward slanting front pillars with non-wraparound windshield glass were seen. The revised backlight treatment had crisp angular lines with thin pillars on some models and heavier semi-blind quarter roof posts on others. De Ville models featured front series designation scripts and a lower body skeg  trimmed with a thin, three-quarter-length spear moulding running from behind the front wheel opening to the rear of the car. Standard equipment included power brakes, power steering, automatic transmission, dual backup lights, windshield washer, dual speed wipers, wheel discs, plain fender skirts, outside rear view mirror, vanity mirror, oil filter, power windows and 2-way power seats. Rubberized front and rear coil springs replaced the trouble prone air suspension system. Four-barrel induction systems were now the sole power choice and dual exhaust were no longer available. The Cadillac offered here is a two door model finished in the original colour of Fontana Rose (code 48). This car was imported from the USA in 1989, when it was registered with a UK V5C. It benefits from a host of features including power steering, electric windows, original radio and white wall tyres. We are told that the 6.2 litre V8 starts well and pulls smoothly on her automatic transmission, making her a joy to drive. This car represents a great opportunity to own a true American classic in time for the summer. View 1961 Cadillac Coupe de Ville on http://www.coys.co.uk/cars/1961-cadillac-coupe-de-ville .

The Ferrari F355 is a modern classic, so beautiful, so well-engineered and so well received that it marked the beginning of the end of the old-guard Ferraristi philosophy that the only real  Ferraris were ones with 12-cylinder engines. The Ferrari F355 Berlinetta and Targa GTS burst onto the world stage in the spring of 1994. It had almost exactly the same dimensions as its predecessor the 348, yet it was virtually a new car, as its stunning coachwork indicated. Many hours of wind tunnel testing influenced the harmonious shape which incorporated an F1 style flat bottom with an air flow channel that generated enough down-force to offset any lift. The longitudinally mounted 3496cc V8 had a stunning 380 horsepower at a spine tingling 8250 rpm. The gearbox now had six speeds with a new type of synchromesh that made it much easier to shift. New electronically adjustable shock absorbers varied their stiffness within milliseconds to suit the road surface. Around Ferraris 1.86 mile Fiorano test track the 355 was two seconds a lap faster than the 12 cylinder 512 TR; that level of performance combined with its sensational shape made it a worldwide success story. Finished in an unusual and highly attractive shade of Grigio Titanio with a Nero leather interior, this highly attractive F355 has covered a mere 18,000 miles from new. Offered with the relevant Ferrari tools, and UK registered, this is a good example of what is increasingly becoming a very collectible modern supercar. View 1998 Ferrari F355 on http://www.coys.co.uk/cars/1998-ferrari-f355-2 .

This high-performance model was known as the 190E 2.3-16, and debuted at the Frankfurt Auto Show in September 1983, after its reputation had already been established. Three cars, only slightly cosmetically altered, had set three world records in August at the Nardo testing facility in Italy, recording a combined average speed of 154.06 mph over the 50,000km endurance test, and establishing twelve international endurance records. This was later updated to the 190E 2.5 16v in 1988. Apart from the performance increase over the standard 190E, there were other notable changes. The body-kit reduced the drag coefficient to 0.32, one of the lowest CD values on a four-door saloon at the time, whilst also reducing lift at speed. The steering ratio was quicker and the steering wheel smaller than that on other 190s, whilst the fuel tank was enlarged from 55 to 70 litres. The Getrag 5-speed manual gearbox was unique to the 16-valve and featured a racing gear pattern with a dog-leg first gear. Famously the Mercedes-Benz 190 E 2.5-16 Evolution II competed in the German Touring Car Championship (DTM) from 1990 to 1993. Klaus Ludwig drove this Group A racing touring car to Mercedes-Benzs first DTM title in 1992. A total of 500 units of the Evo II  were produced for regular road use in 1990, in line with DTM regulations stating that the competing cars must be derived from a production model. The stunning example you see here was converted from a UK-delivered genuine 2.3 Cosworth into an evocation of the famous Sonax DTM car. The project was extensive, with an estimated cost of c.£25,000 in total. A file of invoices supports works completed, which has been completed to offer as close as possible an interpretation of the Ludwig DTM car. The Cosworth is said to drive extremely well, in fact the car as a whole is presented in excellent condition in all respects. The 190E is offered with a current UK Mot and V5 document. With the possibility of owning the genuine Ludwig DTM car near impossible, this wonderful evocation capture all the excitement and look whilst also being a genuine Mercedes Cosworth which can be enjoyed on the road. View 1987 Mercedes 190E 2.3-16 Cosworth on http://www.coys.co.uk/cars/1987-mercedes-190e-2-3-16-cosworth .

The name Berger or Lewis Berger is today synonymous with colour worldwide. But actually the origin of the name dates back to over two and a half centuries in England in 1760, when a young colour chemist named Lewis Berger started manufacturing in Europe. Prussian blue used a secret process that every designer and householder coveted. Mr. Berger perfected this process and art of the blue colour, which was the colour of most military uniforms of that time. From 1973 the company entered into one of its dynamic phases of business with introduction of new generation products in the industrial, marine and decorative segments. One of these products was the brand new Viton 4000 range of paints, and as was tradition in the early 1970s how better to promote this new paint than to produce a wacky custom car! The job was entrusted to a specialist called PCF, who had experience in producing similar promotional vehicles. PCF used as a basis the highly adaptable Triumph Herald, fitting a custom body onto the standard steel chassis, with the highlight being a cylindrical central section which was broadly the same shape as a tin of paint. The car was liveried with Berger Viton logos, and starred at the London Motor Show in 1973. After its promotional career was finished the car was largely forgotten about until being purchased by the current vendor some years ago in a poor but complete state, and stored in his collection. Offered at no reserve, and in need of full restoration, this would make a very interesting talking point when completed. View 1973 Berger Paints Viton on http://www.coys.co.uk/cars/1973-berger-paints-viton .