All posts by mark

1964 Ferrari 250 GT Lusso

Cars International Heritage are delighted to offer this wonderful 1964 Ferrari 250 GT Berlinetta Lusso from a prominent Ferrari collection.

  • Engine number 5397, Gearbox number 253, Axle Number 257
  • Red Book Classiche Certified
  • Originally delivered in the EU
  • Well known previous owners
  • Recent extensive refurbishment

Cars International Heritage are delighted to offer this wonderful 1964 Ferrari 250 GT Berlinetta Lusso from a prominent Ferrari collection.

A well-known, Classiche certified 1964 250 Lusso which Featured in the famous YouTube video “early morning drive” and more recently was shown at the 2009 Carmel “Concorso Italiano”.

In 2014, 5397 was approved for Ferrari Classiche authentication which combined with further refreshment and extensive detailing in the USA on an older restoration resulted in a stunning looking car ready to be enjoyed for many more miles. Currently registered in California and shows what is believed to be a genuine 51,769 kilometers on the odometer and is supplied complete with Classiche ‘red book’ and is currently with us in the UK.

Available for worldwide delivery.

Please contact us for further information. Price on application.

Contact:
Kent Thirley
kent.thirley@carsinternational.com
+44 (0) 7774 953111

Cars International Heritage
Globe House,
15 Purdeys Way,
Rochford,
Essex,
SS4 1ND
+44 (0) 1702 531758

1968 Ferrari 166/246 Dino

Sale Agreed – Chassis 0010 was originally built by Ferrari for the 1968 Formula Two season as a Tipo 166 F2 and was raced during that year by Jacky Ickx, Derek Bell and Ernesto Brambilla who gave Ferrari their first Formula 2 win in Hockenheim in this very car.

  • One of just two works cars modified by Ferrari from F2 to Tasman specification between 1968 and 1970
  • Championship winning Tipo, with fully documented unbroken history including race wins in both F2 and Tasman format
  • Recently displayed at Ferrari Museum in Maranello
  • Complete with a spare engine and nosecone
  • Eligible for the World’s greatest Motorsport events

0010 was then shipped to the antipodes for their works driver, New Zealander Chris Amon, to run in the Tasman series, this being an out of European season championship series staged in Australia and New Zealand. Following Amon’s successful campaign in 1968, where he came second in the championship, Ferrari provided two cars – 0010 and 0008 for the 1969 series which were to be shipped from Modena to Sydney-based race team Scuderia Veloce, who took on the mantle of Ferrari’s antipodean racing arm for 1969.

Throughout the 1969 Tasman season, the two Dinos were very competitive. Chris Amon, driving 0008, won the championship and Derek Bell’s results in 0010 included a win at Levin in January, which was Derek’s first race win in a Ferrari, a second at both Brisbane’s Lakeside circuit and Sydney’s Warwick Farm followed by a fourth at Teretonga to help place Derek 4th overall in the championship that year.

At the end of its Ferrari works career,0010 passed into the hands of Sir Anthony Bamford to join his fabled Ferrari collection. The car then became part of a smaller but none the less another very high quality collection appearing in many in historic events, the most recent in 2017 in the hands of Derek Bell at the Goodwood Revival where the car was prepared by Ferrari for Derek’s memorable re-union with 0010.

Contact:
Kent Thirley
kent.thirley@carsinternational.com
+44 (0) 7774 953111

Cars International Heritage
Globe House,
15 Purdeys Way,
Rochford,
Essex,
SS4 1ND
+44 (0) 1702 531758

1950 Talbot Lago T26 Record

Cars International Heritage are delighted to offer this rare 1950 Talbot Lago T26 with cabriolet coachwork by Antem.

  • The 1949 Paris Salon show car
  • Rare and desirable coachbuilt T26 cabriolet by Antem
  • Post-war, independent coil-sprung chassis with superb handling and road manners
  • 4,482-cc inline six-cylinder with twin Zenith-Stromberg carburettors
  • Four speed Wilson pre-selector gearbox

Talbot Lago
In October 1946, Talbot-Lago had a small stand behind Peugeot at the Paris Salon. The brand-new T26 Record model was shown. It was available in four body styles, including a lovely factory convertible. In 1934, Joseph Figoni had helped Anthony Lago design a line of factory bodies for Talbot-Lago. The post-war Record was the final evolution of these beautiful designs, tastefully updated by Carlo Delaisse, a well-known designer who had worked for the great coachbuilders Vanvooren and Letourneur et Marchand. Nevertheless, the Record chassis was also immediately made available to the trade.

The chassis and drivetrain were new. Fully independent front suspension with coils ensured superior handling, while the trademark pre-selector Wilson gearbox was a joy to use in comparison to the cantankerous long-throw and slow-shifting boxes other cars were fitted with at the time. But the real jewel was the magnificent 4.5-litre six-cylinder twin-cam hemi engine that Anthony Lago had developed during the War with Carlo Marchetti, his chief engineer. Not only was it lovely to look at with its polished Art Deco valve covers, it also gave exceptional torque, and with its 170 hp, it made the Lago Record one of the most powerful passenger cars in the world. It was a grande routière in the classic manner and looked the part with its conservative, elegantly proportioned bodies and long, long hood in the 1939 idiom.

After the War, Antem developed a number of tasteful semi-pontoon designs characterized by a back-sloping grille, front fenders that faded elegantly into the bodywork and rounded rear fenders that flowed harmoniously into the svelte rear deck. Usually, the front fender carried an air vent originally inspired by the Buick Ventiports that influenced many French coachbuilders in the late 1940s. The overall effect of these Antem bodies was a very smooth style that was sporting and refined at the same time, and variations were mounted on a number of Delahaye and Talbot chassis.

Talbot Lago T26 Record by Antem – Chassis: 101001
This Talbot-Lago features all of these signature Antem design elements. Indeed, the car was shown on the Antem stand at the 1949 Paris Salon as a 1950 model. The current owner acquired the car in 2008. Found to be In good mechanical condition, the decision was made to improve the car visually by carrying out a bare-metal repaint, and trimming the interior in new tobacco coloured leather. Today, chassis number 101001 presents a rare and unique opportunity to acquire a powerful grande routière with very rare cabriolet coachwork. From a prominent UK collection, the Talbot Lago has benefitted from regular running maintenance and is an exciting, sporting car. This Talbot-Lago is perfect to use as a thrilling driver with the possibility of entry to world-class events.

UKtoEU Eligible

Contact:
Kent Thirley
kent.thirley@carsinternational.com
+44 (0) 7774 953111

Cars International Heritage
Globe House,
15 Purdeys Way,
Rochford,
Essex,
SS4 1ND
+44 (0) 1702 531758

1950 Delahaye 135M/GFA Convertible

Cars International Heritage are delighted to offer this wonderful 1950 Delahaye 135M with full convertible coachwork by Franay.

  • Original and unique convertible coachwork
  • Bodied by one of France’s most celebrated coachbuilders
  • Desirable M-specification engine with three-carburettors
  • Present ownership since 1996
  • Well preserved older restoration
  • Currently registered in the UK

The Delahaye
Based initially at Tours and from 1906 in Paris, Delahaye built its first automobile in 1894 and soon diversified into commercial vehicle manufacture. Its early products tended to be rather lacklustre but then in 1935 came the first of a new generation that would change the marque’s image forever: the T135 Coupe Des Alpes.

A few years previously Delahaye’s chief engineer, Jean François, had been briefed by the company’s major shareholder, Madame Léon Desmarais, to design a series of sporting cars worthy of the Delahaye name. The first of this family, the 2.1-litre, four-cylinder Type 134, was introduced at the Paris Salon in 1933. It was the first Delahaye with independent front suspension, which was mounted on a new chassis incorporating box-section side members and a sheet-steel floor pan welded to the cross braces. The Type 134 engine shared its 107mm stroke with an equally new 3,227cc six which, although designed for car use, had first appeared in a Delahaye commercial vehicle. It was this engine that Jean François would use for the Type 135.

Equipped with triple Solex carburettors, the 3.2-litre, six-cylinder, overheadvalve unit produced 113bhp in Type 135 specification. It went into a chassis similar to that of the Type 134, featuring transverse-leaf independent front suspension, four-speed synchromesh or Cotal gearboxes, centre-lock wire wheels and Bendix brakes. This engine’s effectiveness had already been demonstrated when a short-chassis monoposto fitted with one established a number of world and international speed records at Montlhéry in 1934.

A 3.2-litre Type 135 finished 5th at Le Mans in 1935 and for the following year Delahaye improved on the formula with the 3,557cc T135 Spéciale and Compétition short-wheelbase versions, which came with 152bhp and 120bhp respectively. The new, 3.6-litre Type 135 was soon making a name for itself, taking 2nd, 3rd, 4th and 5th places in the run-tosportscar-regulations 1936 French Grand Prix and winning the Monte Carlo Rally and Le Mans 24-Hour Race outright in 1937 and 1938 respectively. Prince Bira won the 1938 Donington 12-Hour Sports Car Race in Prince Chula’s example and went on to take victory in Brooklands’ ‘fastest road car in England’ race against some formidable opposition. The model reappeared post-WW2 as the 135M with the 3.6-litre engine and lasted in production until 1951.

Delahaye had no in-house coachworks, so all its chassis were bodied by independents that created some of their most attractive designs on the Type 135. Chassis number ‘801638’ carries unique cabriolet coachwork by Carrosserie Franay of Levallois-Perret, Seine. French coachbuilding ranked alongside the world’s best throughout the 1920s and 1930s, when owning an expensive chassis equipped with bespoke coachwork by the likes of Kellner, Labourdette, Franay or Saoutchik was regarded as a mark of immense prestige. Coachbuilder Jean-Baptiste Franay had founded his company in 1903, control passing to his son, Marius, in 1922. Franay specialised in bodying quality chassis and gained a deserved reputation for excellence, winning several Concours d’Élégance awards in the 1930s.

Delahaye 135M/GFA Convertible by Franay
Changing times and the automobile industry’s increasing adoption of unitary construction, supplanting the separate chassis that independent coachbuilders relied upon, meant that this Franay-bodied Delahaye was something of an anachronism when it was completed in 1950. A handcrafted luxury that few could afford, it was one of the final flourishes of a once-great industry that would all but disappear over the next few years.

Right-hand drive like many high quality French cars of the period, this Delahaye 135M was sold new through Baron Petiet’s company Générale Française Automobile, whose initials appear on the grille badge. Author of La Belle Carrosserie Français, Jean-Paul Tissot, who is also President of the French Club Delahaye and one of the marque’s foremost historians has kindly provided previously unseen material and details of the car’s early history.

According to M. Tissot, 801638 was the last Delahaye to be bodied by Franay, who died in 1954. Over the course of his career his coachwork was respected for its flair of design and with a particular focus on the interiors, a talent which he inherited from his father Jean-Baptiste who was a saddler by trade. The luxurious finish of this car’s interior today matches that with which it was delivered new.

This 135 M convertible, a 3 carburettor version, was registered new on November 14, 1953, in the Finistère department for Pierre Le Bris, founder of the Librairies de la Cité in Brest, Quimper, Rennes, Nantes and Paris. A bookseller and publisher who left his mark on his city of Brest and Brittany. His car remained in Brittany, through to the 1960s. It was transferred to the Ile et Vilaine department on March 4, 1964, registered 285 KA 35, then moved to the Loire-Atlantique department on September 2, 1965, registered 496 NU 44.

In 1990, there is record of this car being registered in Pennsylvania. In 1991, it was sold by Kelly Ford at DeKalb Leasing Co to Lucinda Classic Motors in Vancouver, B.C., where presumably it remained until 1996 when it was purchased by its current owner.

Being a well-preserved older restoration, the 135 Franay Convertible drives exceptionally well, the result of continued maintenance and driving. The cotal gearbox a pleasure to use as is the convertible top. This rare Franay Delahaye 135M would be welcome at any of the world’s most prestigious concours venues: Pebble Beach, Villa d’Este, Monaco, Goodwood, etc. UK V5 registered.

UKtoEU Eligible

Contact:
Kent Thirley
kent.thirley@carsinternational.com
+44 (0) 7774 953111

Cars International Heritage
Globe House,
15 Purdeys Way,
Rochford,
Essex,
SS4 1ND
+44 (0) 1702 531758

1946 Delahaye 135M Coupe

Cars International Heritage are delighted to offer for sale this wonderful 1946 Delahaye 135M with coachwork by Van Leersum.

  • Benefiting from recent major refurbishment including repaint and engine rebuild
  • Believed to be one of only three Delahayes bodied by this coachbuilder
  • Offered from a prominent Private European Collection
  • Not shown for many years
  • 3,557cc OHV Inline 6-Cylinder Engine
  • Triple Solex Carburettors
  • 4-Speed Cotal Pre-Selector Automatic Transmission
  • Independent Front Suspension – Live Rear Axle
  • 4-Wheel Drum Brakes

The Delahaye
Based initially at Tours, and from 1906 in Paris, Delahaye built its first automobile in 1894, and grew to become one of the most successful and innovative French luxury car manufacturers of the pre-war period. Delahaye started with building quality, belt-driven single and twin cylinder horseless carriages. His designs were so successful that he quickly needed significant investment to keep his business going. He was able to secure funding via some enthusiastic partners but, sadly, Delahaye did not live long enough to see his company’s successes, and he died in 1905. But before he died, he hired some very influential and creative engineers who carried on his legacy with some truly spectacular machines. Many patents were issued toDelahaye prior to World War I and perhaps the most important were for a V6 cylinder layout as well as a twin-cam multi-valve engine. For the 1910s, Delahaye as a company had quite amazing foresight.

Its early products tended to be rather pedestrian, but then in 1935 came the first of a new generation that would change the marque’s image forever: the T135 Coupe Des Alpes. A fine sporting car, the T135 was powered by an engine which, although designed for car use, had first appeared in a Delahaye commercial vehicle. The 3.2-liter, six-cylinder, overhead-valve unit produced 110bhp on triple Solex carburettors, while the chassis featured transverse-leaf independent front suspension, four-speed synchromesh or Cotal gearboxes, center-lock wire wheels and Bendix brakes.

Delahaye improved on the formula the following year with the 3.6-litre, 120/130bhp T135MS, and the sports version was soon making a name for itself in competitions, taking 2nd, 3rd, 4th and 5th places in the run-to-sportscar-regulations 1936 French Grand Prix and winning the Monte Carlo Rally and Le Mans 24-Hour Race outright in 1937 and 1938 respectively. Prince Bira won the 1938 Donington 12-Hour Sports Car Race in Prince Chula’s example and went on to take victory in Brooklands’ “fastest road car in England” race against some formidable opposition.

The model reappeared post WW II as the 135M with the 3.6-litre engine and lasted in production until 1951. By this time Delahaye was in serious financial difficulty as a result of the French government’s taxation policies, which heavily penalized cars of over 3.0 litres, and in 1954 was taken over by Hotchkiss. Delahaye had no in-house coachworks, so all its chassis were bodied by independents, which created some of their most attractive designs on the Type 135. It was a most fortuitous partnership, resulting in memorable automotive sculpture from the likes of Saoutchik, Henry Chapron, Franay, Graber, Pennock and Figoni et Falaschi.

Delahaye 135M Van Leersum
One of the more popular markets for Delahaye was the Netherlands, where a number of the cars received convertible bodies by the English sounding Pennock after the war. This striking Delahaye Coupe is understood to have been built by one of the more obscure names in European coachbuilding, Van Leersum of Hilversum in the Netherlands. This company took the name of its designer, the visionary Jan van Leersum, who established his company in 1919 and remained in business until 1952.

Leersums’s designs were generally rather Avant Garde, and through the 1930s he was focused on the vogue of streamlining, not only for cars, but also coaches and commercial light vehicles He also addressed detail problems in his own inimitable style, with various novel accessory features such as sunroofs and aerodynamic trunks. The Coupe would therefore have been one of the last cars that he created, and echoes some of the styling of a more well-known Delahaye that he bodied the year before.

According to research made by Jean-Paul Tissot of the Delahaye Club and respected author Richard Adatto, chassis 800311 would date from approximately 1946, and is therefore a transitional model, as for many of these cars they would have been constructed using parts that had been created before the war and then stored before revival of business operations. Whether it was delivered that year with the new Van Leersum bodywork, or whether that took some time is not known, but by February 1949, the car was registered as “9277 RQ 7” in the Paris, Seine registration region. Later on in its life it was in the hands of Mr. Ennio Gianaroli, a noted Italian collector domiciled in Belgium, where it would have shared a stable with a number of Ferraris, such as a 340 America. He is thought to have parted with it around 1980. A photo from this period is depicted in the Tissot authored book Delahaye – La Belle Carrosserie Francaise. After various ownerships, the car joined the present collection in the mid-2000s, where it has been part of a collection including some of the greatest automobiles that its nation built and numerous examples of its breed.

Prior to this ownership the Delahaye underwent some restoration work, which has cleverly focused its attributes on the dividing “fin” on the trunk lid, with the addition of a divided rear window trim piece, and generally glamorized it with its disc wheels upgraded to chrome wires and bumpers replaced with Figoni-style “blades”.

The concours lawns are frequently graced with examples of collaborations between Delahaye and the multitude of European coachbuilders that exercised their craft on the Delahaye chassis, but even among those cars this will likely stand out as an intriguing and individual design.

UKtoEU Eligible

Contact:
Kent Thirley
kent.thirley@carsinternational.com
+44 (0) 7774 953111

Cars International Heritage
Globe House,
15 Purdeys Way,
Rochford,
Essex,
SS4 1ND
+44 (0) 1702 531758

1965 Lancia Flaminia 2800 3C ‘Super Sport’

Cars International Heritage are delighted to offer this exceptionally restored Lancia Flaminia ‘Super Sport’ Zagato 3C.

  • Recent no expense spared total nut and bolt restoration by renowned Marque specialist Thornley Kelham
  • Last-series ‘Super Sport’ Flaminia Zagato featuring their trademark “double bubble” roofline, pop out door handles and triple Weber carburettors
  • Finished in silver with Connolly Vaumol Tan leather
  • One of only 187 built between 1964 and 1967
  • Offered from a prominent and long established Private European Collection

Available as a saloon, coupe, and convertible, the Flaminia was Lancia’s flagship model from 1957 to 1970, replacing the Aurelia. The coupe and convertible were coachbuilt by Pininfarina and Carrozzeria Touring respectively.

The coupe sport and super sport were built by Zagato using a shortened GT chassis with all aluminium bodywork. The famous ‘double bubble’ roof was a feature found on all Flaminia Zagatos.

Power came from the 60-degree 2.5 and later 2.8 Litre overhead-valve Lancia V6 mounted longitudinally, powering the rear wheels through a 4-speed rear-mounted De Dion transaxle with inboard brakes.

Original documentation on file confirms chassis 002094 was registered ‘J4675’ in Jersey, ‘ex Italy’ on 17 August 1970. The registered owner was Robert Sangan of Saint Clement, a parish of Jersey.

In 1974, the car passed to John Cronin of St Peter, Jersey followed by fellow Jersey resident Peter Amy of St Lawrence in 1975, and later resided in St Ouen in 1977.

A customs form dated 16 September 1978 confirms the car’s importation to the United Kingdom. The importer was listed as Gerald David Malin near Edinburgh. The car’s value was declared as  600.00, with VAT due of  91.50. The chassis number 2094 and engine number 2088 are clearly noted in these documents. Our exhaustive checks have confirmed although it cannot be guaranteed without doubt we are highly confident the engine is the original unit fitted from new.

By September 1994 the Lancia was purchased by David Read of Switzerland. Read commissioned UK specialist Richard Thorne to undertake restoration work which commenced in 2000 including bodywork preparation for a full re-paint.

The Lancia found a new Swiss based owner in January 2017 who commissioned award winning UK specialist Thornley Kelham to undertake a total restoration to concours standards at a cost of just over  330,000 GBP. The complete body off ‘nut and bolt’ works by the concours-winning craftsmen took two years and has resulted in the exceptional car you see here. All records and full photographic record of the restoration is included in the comprehensive documentation file.

Forming part of an important UK collection and previously exhibited at the London Concours and Hampton Court Concours in 2020, the Super Sport is UK registered / UK Taxes paid.

UKtoEU Eligible

Contact:
Kent Thirley
kent.thirley@carsinternational.com
+44 (0) 7774 953111

Cars International Heritage
Globe House,
15 Purdeys Way,
Rochford,
Essex,
SS4 1ND
+44 (0) 1702 531758

1976 Porsche 934 Chassis # 930 670 0172

One of only 31 934’s produced which consisted of one ‘Works’ car for test and development, chassis number 930 670 0001 (R14) which never raced and 30 customer cars.

  • One of only 30 934’s produced, the 22nd car built
  • Possibly the most original remaining 934
  • Documented ownership history from new
  • Comprehensive major accident-free international competition history from 1976 to 1981 including 18 race wins and 11 podium finishes
  • EEC Tax paid and eligible for everything from Classic LeMans to Rennsport reunion

Chassis # 0172 the 22nd of the 30 produced was sold new in 1976 in white to Richard Leder, who at the time was the German importer for Firestone tyres and a highly competitive Gentleman driver. He contested seven races, two of which he won, at Kassel-Calden and also the Avus Circuit in June 1976.

At the end of 1976 Leder sold the car to Volkert Merl, based in Hamburg, a former Daytona 24 Hour winner and highly respected collector of historic works racing Porsches who competed in the DRM German Racing Championship. Merl primarily raced for Joest Racing in the World Sports Car Championship, was 4th at LeMans and winning a significant number of races in various Porsches including this car #0172.

In 1977, Merl stayed loyal to the model and marque, before he sold #0172 on to Peter Zbinden who was a known competitor in the WSC from 1973-1982 and finished 1st in the 1974 and 1975 Grand Prix of Endurance, 24 hours of Le Mans. Sixth place at the Silverstone 6 Hours in 1979 was their best result overall on the international stage in this car.

In 1980 the 934 was converted to 935 specifications, as many 934’s were (including the ‘Works’ car) by Enzo Calderari, prior to being sold in 1980 to Pierre Shaerer to be run by Team Kolle, although Shaerer raced in the Swiss Championship, during his ownership the car was mostly driven very successfully by Edi Kofel. In 1982 Peter Baumann from Zurich acquired #0172 and used the car vary sparingly in club races with various co-drivers including the future head of Porsche Sport, Max Welti. Welti, Sauber’s first team manager and a two-time Le Mans and Sports Car World Championship winner and remains involved in motorsport to this day.

In late 1982 #0172 was retired from competitive motorsport events and remained in in 935 / Group 5 specification until the beginning of 2017 when it was rebuilt exactly back to 934 spec by ROOCK, in Leverkusen using all the original Group 4 parts originally removed and kept with the car. This along with its known ownership history, major accident-free race record makes it most probably the most original and well documented of all the remaining 934’s which have been raced successfully in international competition – As confirmed by some of the World’s lading experts on competition Porsches.

#0172’s long and distinguished history documented below includes eleven podiums and eighteen race wins and is well documented in the definitive book, Porsche 934/935 by Jürgen Bath, the winner of the 1977 Le Mans 24 Hours, and a marque expert, and co-writer, Bernd Dobronz.

UKtoEU Eligible

Contact:
Kent Thirley
kent.thirley@carsinternational.com
+44 (0) 7774 953111

Cars International Heritage
Globe House,
15 Purdeys Way,
Rochford,
Essex,
SS4 1ND
+44 (0) 1702 531758

DATE

CIRCUIT

DRIVER

RESULT

11/04/1976

Hockenheim

Richard Leder

6th

25/04/1976

Sylt

Richard Leder

3rd

02/05/1976

Eifelrennen Nurburgring

Richard Leder

9th

09/05/1976

Kassel-Calden

Richard Leder

1st

23/05/1976

Avus Berlin

Richard Leder

1st

30/05/1976

1000km Rennen Nurburgring

Leder/Manrico Zanuso

DNF

15/08/1976

Zandvoort

Volkert Merl

DNS

22/08/1976

Int Hessen Preis

Kassel Calden Volkert Merl

5th

29/08/1976

Preis der Nationen, Hockenheim

Volkert Merl

DNQ

12/09/1976

Ulm-Mengen

Volkert Merl

1st

04/10/1976

Rhein-Pokal-Rennen Wurttemberg Hessen, Hockenheim

Volkert Merl

DNF

13/03/1977

Bergischer Lowe, Zolder

Volkert Merl

DNF

17/04/1977

Hockenheim

Volkert Merl

3rd

24/04/1977

Flugplatzrennen Sylt

Volkert Merl

2nd

08/05/1977

Flugplatzrennen Kassel Calden

Volkert Merl

DNS

22/05/1977

Avus Berlin

Volkert Merl

DNS

12/06/1977

Flugplatzrennen Wunstorf

Volkert Merl

DNF

03/07/1977

200 Meilen von Nurnberg Norisring

Volkert Merl

DNF

24/07/1977

Flugplatzrennen Diepholz

Volkert Merl

4th

30/07/1977

GP von Deutschland Hockenheim

Volkert Merl

8th

21/08/1977

Flugplatzrennen Kassel Calden

Volkert Merl

DNF

28/08/1977

Nurburgring-Trophy

Volkert Merl

Unknown

18/09/1977

Ulm-Mengen

Volkert Merl

2nd

19/03/1978

Hockenheim

Peter Zbinden

2nd

16/04/1978

4 Stunden von Dijon

Zbinden/Edi Kofel

DNS

22/04/1978

6 Stunden von Dijon

Zbinden/Edi Kofel

7th

30/04/1978

Hockenheim

Peter Zbinden

1st

28/05/1978

1000km-Rennen

Nurburgring Zbinden/Edi Kofel

18th

16/07/1978

Hockenheim

Edi Kofel

1st

29/07/1978

GP von Deutschland Hockenheim

Edi Kofel

11th

05/11/1978

Rheintal-Rennen, Nurburgring

Edi Kofel

1st

18/03/1978

Hockenheim

Peter Zbinden

1st

08/04/1978

Jim Clark Rennen, Hockenheim

Peter Zbinden

DNS

16/03/1979

Hockenheim

Peter Zbinden

1st

01/04/1979

Paul Ricard

Edi Kofel

1st

15/04/1979

Dijon

Edi Kofel

1st/GR.4.

27/04/1979

6 Stunden von Dijon

Zbinden/Edi Kofel

7th

29/04/1979

Hockenheim

Edi Kofel

2nd/GR.4.

06/05/1979

6 Stunden von Silverstone

Zbinden/Edi Kofel

6th

03/06/1979

1000km Rennen Nurburgring

Zbinden/Edi Kofel

DNF

19/08/1979

Bergrennen St. Ursannes

Peter Zbinden

2nd/GR.4.

16/09/1979

6 Stunden von Vallelunga

Zbinden/Edi Kofel

11th

14/10/1979

6 Stunden von Hockenheim

Zbinden/Edi Kofel

1st

06/04/1980

Dijon

Edi Kofel

1st/GR.4.

27/04/1980

Hockenheim

Edi Kofel

1st/GR.4.

04/05/1980

Dijon

Edi Kofel

2nd/GR.4.

11/05/1980

6 Stunden von Silverstone

Zbinden/Edi Kofel

DNF

18/05/1980

Monza

Edi Kofel

1st/GR.4.

13/07/1980

Hockenheim

Edi Kofel

1st

03/08/1980

Bergrennen Ayent-Anzere

Edi Kofel

1st/GR.4.

17/08/1980

Oberhallau

Edi Kofel

2nd/GR.4.

24/08/1980

St. Ursanne

Edi Kofel

2nd/GR.4.

07/09/1980

Gurnigel

Edi Kofel

DNF

08/09/1980

Hemberg

Edi Kofel

1st/GR.4.

19/10/1980

3 Stunden von Hockenheim

Zbinden/Werner Willi

1st

22/03/1981

Hockenheim

Pierre Schearer

2nd

19/04/1981

Dijon

Pierre Schearer

8th

10/05/1981

Dijon

Pierre Schearer

6th

27/06/1981

Misano

Pierre Schearer

5th

12/07/1981

Hockenheim

Pierre Schearer

5th

01/08/1981

GP von Deutschland Hockenheim

Pierre Schearer

DNF

09/08/1981

Ayent-Anzere

Pierre Schearer

11th

23/08/1981

St. Ursanne

Pierre Schearer

4th

06/09/1981

La Roche la Berra

Pierre Schearer

7th

13/09/1981

Gurnigel

Pierre Schearer

6th

11/10/1981

3 Stunden von Hockenheim

Schearer/Enzo Calderari

DNF

1973 Porsche 911 Carrera RS 2.7 Lightweight (M471)

The 1973 RS was the Homologation-Series 911 Porsche had to build in order to qualify its pure racing 2.8-litre 911 RSR for Group 5 competition. The FIA mandated that at least 500 examples of the RS were required, so Porsche set to work.

Two versions were offered, both based on the 1973 911S 2.4 coupe, a touring version M472, which retained much of the interior trim and features of the standard car and a Lightweight/Sport option M471 was the racing-oriented basis for the RSR.

One of 200 M471 RS Lightweights produced, the early history of chassis 9113600810 is well known. 0810 was delivered new in 1973 to German Rally Ace Heinz Walter Schewe in the rare and desirable special-order colour code 328, Gulf Blue.

The comprehensive history file for 0810 contains original factory invoices from 1976, an important year for Schewe and his RSL. Schewe would win the German Rally Championship outright in 1976 with a number of Porsche 911 Carreras at his disposal & would go on to own chassis 0810 for 40 years until 2013.

Chassis 0810 was used to compete in Wales at the 24th Lombard RAC Rally in November 1976 with co-driver Franz-Josef Moormann as car #44. On file are the original invoices for RAC Rally preparation carried out at the factory in Stuttgart just prior to the event. This also includes the invoices for a factory replacement type 915 gearbox and clutch. Schewe would not complete the Rally after crashing out. Our expert investigations into the originality of the car with a well-known and respected UK based Porsche specialist confirms this major event in 0810s competition past prior to it being completely restored by Schewe to the condition it is presented in today with a correct for a 1973 RS type 911/83 but non-matching engine.

As a direct result of this period international competition history in the hands of a championship winning owner/driver, the car would undoubtably have needed various repairs after each campaign to meet the gruelling schedule for each season. The value and asking price for 0810 today is considerably lower than one may expect. We are aware of this part of 0810s history and to this end is now priced accordingly for an RS Lightweight in the condition it is presented in today.

Previously registered and correctly documented by the German authorities including a TUV certificate, now currently registered in the UK as 9113600810 and is offered complete with FIA HTP ‘Appendix K’ papers Period: H1 – 1972 to 1975 for racing, rally and hill climb valid until December 2029.

Therefore, chassis 0810 with its important period competition history, complete with its original documentation has the potential to be campaigned at major historic events such as Mont Ventoux, Modena Cento Ore and Tour Auto etc and would be a welcome entrant at concours events Worldwide.

UKtoEU Eligible

Contact:
Kent Thirley
kent.thirley@carsinternational.com
+44 (0) 7774 953111

Cars International Heritage
Globe House,
15 Purdeys Way,
Rochford,
Essex,
SS4 1ND
+44 (0) 1702 531758

1966 Jaguar E-Type Series 1 4.2 Litre Roadster LHD

Famously launched in March 1961 at the Geneva Motor Show, the Jaguar E-Type was an instant sensation when it was unveiled to the press and public. As a direct replacement to the XK150, the new E-Type Roadster and Fixed Head Coupe were the car to have at the dawn of the swinging sixties.

Jaguar founder Sir William Lyons had an instant hit on his hands and found himself dealing with calls from celebrities and VIP’s to beat the predicted delivery schedules in the first few months of production. The original Series 1 Roadster and Coupe are regarded as perfect from every angle and even caught the eye of Enzo Ferrari who is quoted as saying “the new E-Type is most beautiful car in the world.”

This left hand drive Series 1 Roadster was Coventry built on 17th May 1966 and dispatched via Jaguar Cars New York 1st June 1966 in 4.2 litre Open two-seater specification and was originally finished in Black with a black interior and black soft top.

Acquired by the last Southern California owner in 2007, the E-Type has been through a substantial programme of restoration and upgrades over the last few years.

On file are invoices from XK’s Unlimited of California totaling $31,000.00 USD to fully rebuild the numbers matching engine and upgrade the gearbox with a 5-speed manual Getrag transmission. An original 4 speed all syncro gearbox is supplied with the car. Further invoicing from XK’s Unlimited and specialist suppliers total a further $18,600.00 USD and include a differential rebuild.

A matching numbers car, the E-Type has been repainted in Carman Red retaining a black interior and soft top.

Upgrades fitted to this car include, an Aluminium Radiator and header tank, thermostatically controlled electric cooling fan, 6 branch exhaust manifold and stainless exhaust system, Gaz adjustable shock absorbers all-round, a newly fitted 123 electronic ignition and silicon HT leads.

The upgrades are finished off with an adjustable torsion bar reaction plate, Wilwood calipers at the front, Zeus calipers at the rear and 72 spoke curly hub chrome wire wheels with new Pirelli P4000 tyres.

The black interior includes a new soft top and is complimented by a Nardi Steering Wheel.

Structurally, the E-Type is superb with no signs of corrosion.

E-Types can benefit from upgrades and this well sorted E-Type is a pleasure to drive with its upgraded 5-speed Getrag gearbox, fully rebuilt engine holding excellent oil pressure, sports suspension and Wilwood front brakes.

Supplied UK registered, complete with Heritage Certificate, restoration and upgrade documentation, Original Tool Roll and jack.

2021 marks the 60th anniversary of the E-Type. With many events already in planning, it could be the perfect time to acquire a Series 1 E-Type roadster now.

UKtoEU Eligible

Contact:
Kent Thirley
kent.thirley@carsinternational.com
+44 (0) 7774 953111

Cars International Heritage
Globe House,
15 Purdeys Way,
Rochford,
Essex,
SS4 1ND
+44 (0) 1702 531758

1955 Jaguar XK140 SE DHC – RHD. TAC 743

Supplied new to Howard F Hobbs, Father of ‘Hobbo’ David Hobbs, the successful Motor Racer and US TV presenter.

  • The Ex-David Hobbs car. Supplied new to his father and raced by David in 1960
  • Later re bodied with an all-new lightweight aluminium body by Freddie Owen
  • Restored by Trevor Groom. 3rd place Goodwood Revival Fordwater Trophy 2006
  • Period upgrade to XK150S cylinder head and triple SU Carburettors
  • Mille Miglia entrant with Jaguar Cars 2014 & 15. JD Classics entry 2017 & 18
  • FIA Appendix K passport until 2023. Fiva ID card until 2026
  • Heritage certificate
  • Period photographs of TAC at Goodwood, Oulton Park and Silverstone
  • Included in David Hobbs 2018 Autobiography

The Hobbs family XK140 DHC was David’s second family supplied race car. David graduated to racing his father’s XK140 in 1960 after his first season racing his mother’s hotted up seven year old Morris Oxford. The Pastel Blue XK140 SE DHC ‘TAC 743’ was an upgrade on both luxury and power. The season opener at Oulton Park in April 1960 saw David turn the XK on its roof during the last lap in front of a televised crowd. David’s father Howard new about the accident by the time a call was made home to break the news having watched the race on Television.

David went on to successfully race TAC during the 1960 season in touring and GT races at Goodwood, Silverstone, Snetterton and Mallory Park with upgraded tripe SU carburettors and his father’s own ‘Hobbs Mecha-Matic’ automatic gearbox. Being apprenticed to Daimler and then Jaguar obviously helped with spares and upgrades including front disc brakes and an upgraded engine built by his friend Len Lucas at Jaguar.

Lofty England had showed interest in the early exploits of David and the XK140 and even remarked the XK was a ‘smart turn-out’ sitting on pole position at Silverstone where he was race director. Apparently ‘Lofty’ liked the way David drove TAC.

David’s 2018 Autobiography ‘Hobbo, Motor Racer, Motor Mouth’ fondly recalls his early racing days with TAC in chapter 2 – 1959 – 61 Family Racing.

The 1961 season would see David behind the wheel of a newly acquired Lotus Elite equipped with the Mecha-Matic automatic gearbox recording 14 wins from 18 starts. This would be enough to convince Lofty England to ask David to test at Silverstone an experimental car on the premises at Jaguar known as E2A. E2A had already been raced at Le Mans the year before. Lofty pulled a few strings to set David up with a professional drive for the 1962 season with team owner Peter Berry. David would go on to greater things in a variety of disciplines during a highly successful career that included an impressive tally of 20 Le Mans 24 Hours races. From 1976 to 2017 David was a Television commentator with CBS & NBC in the USA.

The next chapter in the story of TAC involved the sale of the tired and bruised Road / Race XK140 to Dick Tindell. Deciding to try something new, Tindell commissioned Coachbuilder Freddie Owen to fabricate an all-new, lightweight body in aluminium, and no doubt Owens resultant styling was possibly influenced to some extent by that of the recently launched Jaguar E-Type. In this form TAC 743 continued its competition career at the hands of Tindell, which included various club circuit races and the Brighton Speed Trials. A former RAF rear-gunner, Tindell also owned a Lister Costin BHL 130 during this period, both cars painted in Claremont Blue as recently confirmed by Dick’s son Adam, they made a striking pair.

By 1970 TAC had been sold to Rodney Bolwell who continued to race the 140 with some success before it ultimately passed to Trevor Groom. Groom successfully raced TAC 743 at a number of international and UK venues including Spa, Zandvoort, Monthlery, and the 2006 Goodwood Revival where he finished third in the Fordwater Trophy. With a desire to return TAC 743 to its original condition, Groom had the car professionally restored, fitting a correct Drop Head Body and repainting it in its original Pastel Blue.

Subsequently TAC 743 has raced again at the Goodwood Revival and completed four times in the Mille Miglia, 2014, 2015, 2017 and 2018.

With an engine build carried out by JD Classics prior to the 2018 Mille Miglia, TAC is offered in immaculate condition ‘Mille specification’. This unique competition XK140 is the chance to own a fascinating part of Jaguar’s history with the potential to compete again in prestigious events. The original lightweight aluminium Freddie Owen body is included in the sale.

Contact:
Kent Thirley
kent.thirley@carsinternational.com
+44 (0) 7774 953111

Cars International Heritage
Globe House,
15 Purdeys Way,
Rochford,
Essex,
SS4 1ND
+44 (0) 1702 531758