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PICTURE MAKE & MODEL CHASSIS ENGINE TRANSMISSION POWER
Coombs Jaguar E Type Prototype Designed by Frua - In 1961, Sir Williams Lyons released a 'cornerstone' product which would be the most exciting Jaguar since the XK120. First previewed at the Parc des Eaux Vives, and later launched at the Geneva Auto Show, the breathtaking E-Type was highly desired among the press and public alike. The car's styling, thought by many to be the epitome of sports car design, was clearly influenced by Jaguar's racing cars of the time. Performance was to be as ground breaking as it's design with a 0-60 time of just 6.5 seconds and a top speed of 150 mph. Between 1961 & 1974 more than 70,000 E-Types were sold. When John Coombs (of Coombs Jaguar MK2 racing fame) decided to commission Frua to re-design it in 1965, you would not be alone in considering that any custom modifications made would be tantamount to tinkering with perfection. Coombs at that time was a hugely successful Jaguar dealer in Guildford and had already had a good deal of success selling modified MK2 saloons, based on road going versions of his racing MK2's,and believed that there was always a market for a low production exclusive car. With that in mind, he first tasked his engineers to enhance the performance with modifications similar to those found on his MK2 'specials' then commissioned (comm.343) Pietro Frua to modify the body. A red FHC E-Type (1E21041) with black leather was to be used as the prototype. Pietro Frua was one of Italy's leading auto designers, creating prototypes and production vehicles for companies such as AC, BMW, Fiat and Maserati. A completely revised nose was the most obvious design change carried through by Frua. The bonnet was completely re-manufactured and shortened by around 20cm with a further 10cm chopped from the rear - 30cm in total. The power bulge on the hood was replaced by an air-scoop and the front wheel arches enlarged which increased the car's cooling considerably. On each side of the scoop two grills were fitted on the hood as well. A new front grill was fitted whilst at the rear a one-piece bumper replaced the original quarter bumpers. To complete the effect the head lights were treated to a look similar to that of a 275GTB. Coombs was not best pleased with the end result. In 1989 during an interview with author Philip Porter he explained

1965 COOMBS JAGUAR E TYPE PROTOTYPE DESIGNED BY FRUA

Also known as 'The Frua E Type' & 'Italsuisse E Type Coupe'

 1E21041
4.2 CC
4 SPEED MANUAL
 265 BHP
Derby Bentley 3.5 Sports Saloon 'Blotto' - The 3.5 Derby Bentley is a motorcar manufactured by Rolls Royce (after their takeover of Bentley Motors) between 1933 and 1936 in an attempt to revive Bentley's sporting heritage. Advertised as 'The Silent Sports Saloon' it was to be a huge success despite it's hefty price. From 1936, to help reduce costs, the body was made from pressed steel and the engine enlarged to 4.25 litre in an effort to mitigate the extra weight. B109-CW is based on a 1934 low slung sports chassis with a very handsome all alloy body built by Park Ward. As was the then custom, the car was named 'Blotto' by it's first owner Bernard Rubin. A close friendship with Woolf Barnato, the managing director of Bentley Motors, led to Rubin becoming one of the 'Bentley Boys' sporting young men of independent means whose colourful style of living became legendary. He also joined Barnato in becoming a shareholder and director of Bentley. The two lived in adjoining town-houses in Grosvenor Square, London. Rubin proved to be a cool and first-rate driver. In his first contest, the six-hour race at Brooklands in May 1928, he finished sixth, co-driving a Bentley. In his next event, the 1928 24-hour race at Le Mans in June, co-driving with Barnato, he became the first Australian to win the celebrated race at an average 69.1 mph, setting a new record. Rubin also drove at Le Mans in June 1929, but retired. In the Irish Grand Prix of July, he finished eighth. On the first lap of the Ulster Tourist Trophy the next month, he overturned his Bentley. He stayed on the verges of motor racing for several more seasons, and helped to fund the racing of fellow 'Bentley Boy' Sir Henry Birkin; in 1933 they shared the wheel of an MG K3 in the Mille Miglia race in Italy as team members of Earl Howes' MG assault on the Mille Miglia. They were instructed to act as the 'pace car'. They got as far as Sienna when a broken valve forced them to retire. Nonetheless, a K3 driven by Eyston and Lurani was to win it's class proving the strategy to be correct. After Bernard Rubin's untimely death in 1936 the car passed to his brother, financier Harold Rubin who kept her until 1951. 'Blotto' is in excellent driving condition, has good oil pressure and is an absolute joy to drive. Not altogether unexpected as two years ago the engine was treated to a new set of pistons and liners supplied by Fiennes Restoration, previously having had the steering box rebuilt by Fiennes. Although with some minor repairs, the interior leather is mostly original and nicely patinated. The original body's paintwork is old and as is to be expected has some chips, scratches and minor dings but still continues to look smart without the worry associated with new paint. To summarise, 'Blotto' is not a concours car. It is however an important car in a good useable condition. A very sound vehicle whose provenance is fully documented with three binders of history. Also, it should be noted that we have correspondence, from the organisers, acknowledging that this car is Mille Miglia eligible.

1935 DERBY BENTLEY 3.5 SPORTS SALOON 'BLOTTO'

First Owner, 'Bentley Boy' Bernard Rubin 1928 Le Mans Winner

 B109 - CW
3.5 CC
MANUAL 4 SPEED
ASTON MARTIN VANQUISH - Chassis No. 1 - This is the car Aston Martin wanted to build, not one it had to build. The production V12 Vanquish was shown to the press and potential customers in October 2000 and then the public at the Geneva Salon in March 2001. While you’ll find the skeleton of an XJS inside a DB7, in the Vanquish there are aerospace construction techniques. Within it you will find a central supporting structure doubling as the transmission tunnel and crafted from carbonfibre. Around this are bonded and riveted sections of extruded aluminium upon which hand-finished aluminium body panels are hung. The result is a massively strong and torsionally rigid platform. Production started very soon afterwards at the revitalized Newport Pagnell factory and deliveries to customers commenced in the summer of 2001. #500001 was the first car off the production line, registered 26th June and was handed over officially to 'Works Service' one month later. By 2006, it was apparent that both the days of the Vanquish and indeed Aston Martin production at Newport Pagnell were drawing to an end. By the time the final Vanquish S was completed in July 2007, a mere 2578 Vanquishes had been built at Newport Pagnell. Production of Aston Martins at the factory came to a sad end after a period in excess of 50 years. The Vanquish was the last hand built car to be made by Aston Martin at Newport Pagnell. As the first production Vanquish built, configured as a 2+0, this is truly an historically important car and will be of interest to collectors and investors alike. Resplendent in unmarked Skye Silver with matching Tan leather and alcantara upholstery. Reassuringly, as you would expect FSH (last at 'Works Service') and pleasingly low mileage at 31k. The paddle shift, with it's recent software upgrades at 'Works Service', is an absolute delight, the steering precise, the acceleration urgent and perhaps best of all - the noise just makes the spine tingle. Undoubtedly one of the most exhilarating driver cars ever built Interesting part exchange(s) 1930-1970 considered +/- cash. Telephone 07702 449904

2001 ASTON MARTIN VANQUISH - CHASSIS NO. 1

A once in a lifetime opportunity for the shrewd Collector/Investor

 500001
5.9 LITRE
MANUAL 6 SPEED
Lancia Aurelia B20 GT - When legendary engineer Vittorio Jano joined Lancia in 1945, his impressive accomplishments were nearly the equal to those of Vincenzo Lancia himself. While Jano had been in control of Alfa Romeo’s remarkable designs prior to the war, Lancia had already introduced the world to the first fully independent suspension and the first monocoque body design. In 1950, Lancia introduced the Aurelia, which offered high levels of performance while providing comfort, modernity, and reasonable pricing. The Aurelia, engineered by Jano and Lancia founder Vincenzo Lancia’s son, Gianni, utilized the world's first production V-6 engine created by Jano’s engineer Francesco de Virgilio. The Aurelia’s V-6, initially launched with 54 horsepower and 1,754 cc displacement, was ultimately developed to 2,451 cc displacement, and an impressive 112 horsepower before the end of Aurelia production. Underneath, the Aurelia’s suspension was perhaps even more sophisticated, with a four-speed gearbox and clutch that were integral with the differential. The front suspension utilized a sliding pillar design, benefiting from Lancia’s over 20 year history of independent suspension expertise. With an immensely strong monocoque body construction, the Aurelia was not only handsome; it offered terrific handling and performance. Before production ended, the Aurelia achieved a number of important racing victories at Le Mans, as well as the gruelling Targa Florio, Mille Miglia and the Rallye Monte Carlo. Initially, Lancia offered the Berlina sedan. A year later, the iconic B20 GT coupe appeared, penned by Ghia’s Felice Mario Boano and assembled by Pinin Farina after the first 98 units were completed. The B20 GT rode on a shorter wheelbase chassis than the sedans, and featured a streamlined and dramatic fastback roofline. The B20 GT quickly developed a well-deserved reputation as a superb grand touring car, thanks to its tremendous performance and surprising practicality and comfort. A match for dedicated sports cars on the road, the B20 GT was considerably less punishing over long distances. so revered was it's handling, performance and comfort that many well known racing drivers of the fifties, including Fangio, Behra and Hawthorne owned B20GT's as their personal transport. The 1957 Aurelia B20 GT coupe offered here is a very fine late-production De Dion 6th Series example and one of just 25 brand new GT coupes sold by Lancia Motors in the UK during its 7 year production life. Not altogether surprising when you consider that it was only £7 cheaper than a Rolls Royce. Fitted with the desirable dealer option of a Nardi floor change and steering wheel, 5 LME was the Lancia Motors England demonstrator and press car. The Autocar published a road test of 5 LME on the 8th November 1957 and wrapped up their article with the following paragraph:

1957 LANCIA AURELIA B20 GT

Lancia Motors England Demonstrator/Press Car

 B20 3857
2.5 CC
MANUAL 4 SPEED
 112 BHP
ASTON MARTIN INTERNATIONAL 2/4 - The foundations were laid for the commencement of proper series production with the formation of Aston Martin Motors Ltd in 1926 under the stewardship of Augustus ‘Bert’ Bertelli and William Renwick. Built at the firm’s new Feltham works, the first ‘new generation’ Aston Martins were displayed at the 1927 London Motor Show at Olympia. Like his predecessors, ‘Bert’ Bertelli understood the effect of competition success on Aston Martin sales and sanctioned the construction of two works racers for the 1928 season. Based on the 1.5-litre, overhead-camshaft road car, the duo featured dry-sump lubrication and this feature was carried over to the International sports model, newly introduced for 1929. The International was manufactured between 1929 and 1932, mostly with bodies by Augustus’s brother Enrico ‘Harry’ Bertelli. A contemporary road test of an International recorded a top speed of 81mph with up to 90mph attainable, depending on the back-axle ratio. The new Aston was soon making its mark on the racetrack, Private owners entered all kinds of competitions, while team drivers included Sammy Davis, Eddie Hall, Cyril Paul, Maurice Harvey and George Eyston. This particular car’s chassis number indicates that it was manufactured in December 1930 and is the 94th of the 1st Series built. First registered in April 1931, ‘HX 3848’ was retained as a works demonstrator by Major Cyril Maurice Harvey (aka Maurice Harvey) Aston Martin’s newly appointed Sales Manager and occasional team driver. In the same year he was to co-drive with 'Bert' Bertelli to a class win (5th overall) in that years 24 hours Le Mans piloting an International. The car subsequently spent a remarkable 66 years in the hands of one family, coming into their possession on the 10th December 1935 when it was purchased from Rowland Smith Motors, of Hampstead, London NW3. All significant correspondence relating to the car’s life over the subsequent seven decades of ownership are contained within the accompanying and most extensive history files, including the original sales invoice (for £150) and a letter from Aston Martin Ltd responding to an enquiry about its condition. This correspondence states that ‘HX 3848’ had covered 24,000 miles at the time of its last visit to the works in February 1935.For the next 19 years the International was used as everyday family transport and had covered 117,606 miles by the time it was taken off the road in December 1954 and placed in storage. In 1962, the car’s restoration was commenced using original parts wherever possible, the most significant deviations being a conversion of the engine to shell bearings and up-rated pre-war specification. This most meticulous and sympathetic restoration proceeded steadily for the next 30-or-so years, and was finally completed on Good Friday 1995. Almost every significant feature revealed during the rebuild was faithfully recorded and this remarkable attention to detail has ensured that ‘HX 3848’ remains outstandingly original. One of the finest examples of the International series to survive, the car has an enviable tally of concours awards to its credit, the first of which was gained in the summer of 1995 at the AMOC’s Diamond Jubilee St John Horsfall meeting at Silverstone where it was judged ‘Best Newcomer’. Over the succeeding five seasons the International won its class at every club concours event entered and is very well known in AMOC circles. Passing to a new custodian in 2001, in more recent years it has competed at the Wiscombe Park Hill Climb and AMOC Goodwood Sprint. With just 2,700 miles since it's complete rebuild, it remains in excellent condition, a credit to its original restorers’ efforts and careful stewardship. Beautifully finished in black with dark red wings and matching leather upholstery, ‘HX 3848’ is an incredibly well documented International which is unlikely to be bettered. The history files encompass every aspect of its life: restoration bills, receipts, concours win reports, assorted correspondence, the original buff log books, 1935 sales receipt and period photographs. Included in the sale is an extensive, valuable and useful spares package. Equally at home on the road, track or concours lawn,‘HX 3484’ is ‘on the button’, driving without fault. If you are looking for the best, this is it.

1931 ASTON MARTIN INTERNATIONAL 2/4

Ex-Works, Single Ownership from 1935-2001, Huge History File
1495 CC
MANUAL 4 SPEED
Singer Le Mans - The success of the Nine Sport at Le Mans led immediately to the introduction in 1933 of the first Le Mans model. This was the two seater equivalent of the Nine Sports and it typified the British sports car of the 1930’s. At a price of 215 pounds, an output of 34 h.p. and a top speed of over 70 m.p.h. with the windshield lowered, it provided keen competition for its closest rivals, the J2 and P series M.G.’s. The Le Mans 4 cylinder performance engine of 972 cc included high lift harmonic cams, a counterbalanced crankshaft and an extra large capacity ribbed oil sump for greater cooling capacity. Additional drive train modifications included a heavy duty clutch and a closer ratio gear box, with third gear reduced from 8.7:1 to 7.5:1. Body changes included the addition of an externally mounted 12 gallon slab fuel tank, fitted with a quick action filler cap and twin rear mounted spare tires to complete the competition look. The new upswept scuttle cowls also signaled that this was a machine that meant business on the road as well as the track. Supplied by Agents Cook & Palmer to privateer racer J.R. Hodge (Sir John Hodge in later life) on the 1st February 1934, Reg. AYK 561. An extract from correspondence on file from Sir John in 1988 confirms it’s race pedigree “I raced the car at Donnington, Brooklands and of course at the dirt track at Greenford. I also won quite a number of speed trials.” Records show that he won the Junior Class at Brooklands on the 7th July 1934 at an average speed of 73.89 mph and at the Greenford dirt track. In fact the picture shown was taken for the Automobile Racing Club magazine and was accompanied by the text below: Dirt Track - from the

1934 SINGER LE MANS

Class winner at Brooklands in 1934, FIA & FIVA Passport
972 CC
4 SPEED
 34 BHP
Lotus XI S1 Le Mans - #168 had until 1995 been displayed in 'The Hayashi Collection' museum at Mt. Fuji, Japan as the 'Monza Record' car since the mid '80's. When the new owner (Tavilla Van Shute) attempted to get the vehicle authenticated it was very quickly discounted as the 'Monza Car'. Despite it's appearance and chassis plate (fake), first and foremost it was an S1 chassis whereas the record car was an S2. This early Eleven was originally sold to Gordon Jones and Albert Zains in the UK who raced it, painted red with a white triangle on the bonnet, from June 1956 until Jones had a slight shunt at the treacherous Roskilde circuit in Denmark, in April 1957. The car was returned to the UK and rebuilt, but then sold to Jack Westcott of Plymouth. Westcott raced the car generally in club events for the remainder of 1957. As he was to replace it with Series 2 chassis 502, #168 was again put up for sale. New owner Peter Arundel shunted it at the Goodwood chicane on a practice day in early 1958. The bodywork was beaten out and resprayed; a regular task during the 1958 season! Arundel raced #168 regularly until August 1958 when it had another shunt at Brands Hatch. Arundel eventually became a Works Lotus driver, and sold #168 to Tony Huggett who shipped it around the world to Singapore. It was badly damaged in transit and insurance covered repaint; this time to pale blue. The car was then re-registered SS 769 and always raced with competition number 27, winning in Singapore in March 1959. In May, the car went over a cliff on the Gap Hill Climb. It was repaired locally by an opium-smoking panel beater. At the same time various suspension members were chromium plated and a finned remote oil cooler fitted. In February 1960, Huggett finished 2nd in the Jahore Coronation Grand Prix, even after a spin (pictured in Autosport). After advertising the car for sale in July 1961, he put a rod through the side of the engine at Jahore in August 1961. The car was taken back to the paddock by sea, this being the shortest route! The engine was rebuilt to 1216 cc FWE size and the car was sold to Peter Hodson after October 1961 and continued to be based in Singapore until 1974. That year #168 returned to the UK where Jeffray Johnstone raced it, still with the FWE engine and now painted green and sponsored by PAO Preparations. His entry forms at the time confirmed that this had been the Singapore Eleven. Johnstone raced #168 until late 1975 when it was sold to Gerry Marshall. At about this time the claim began that this car was the “ex-Mac Fraser (Monza) record car” on the basis of its chromed suspension! It appeared at Silverstone, driven by Marshall, in April 1976 in a tribute to Graham Hill. By then the Singapore history of the car with its record at Silverstone (and even against Hill ironically) was lost. In June 1976 this car was sold to Mike Wheatley and then on to the Hayashi Collection in Japan, which had contracted Doug Nye to put “the record breaker” back into its original condition. Doug’s brother had made the form for the Monza bubble canopy, which ended up being produced in Japan by Mitsubishi. The car was now green, with “Coventry Climax” painted boldly across its bonnet. About twenty years later the car was involved in a series of trades that brought it back across the Pacific to Seattle and then on to Florida. A fake chassis plate was now attached. In 2000, owner Paul Tavilla cautiously allowed an expert analysis of the car to determine its identity. But the

1956 LOTUS XI S1 LE MANS

Not the ‘Monza Record Car’ - the unearthing of #168

 MK11/168
COVENTRY CLIMAX FWA
4 SPEED 'DOGBOX'
Lotus Elite SE S2 - Type 14 - Having not turned a wheel for more than 30 years after having been taken in lieu of payment by a builder for work done, this is a very rare opportunity to purchase an unmolested Type 14 Lotus Elite SE. The engine turns and runs (if you pour petrol directly in to carbs) without rattles or excessive smoking from the exhaust. Clutch & brakes are in-operative but the gears move around the gate. This car will require a complete but straightforward restoration. HISTORY & SPECIFICATION First Owner: Mr T Rogers Date 1st Reg: 7th February 1962 Chassis No. EB206 1806 Engine No. FWE400 – 41 10248 (original, 49k believed genuine) Carbs: Twin SU Gearbox: ZF 4 Speed Servo: Girling ‘Super Stop’ Tyres: Pirelli Centurato Wheels: 48 spoke Body Colour: Burnt Sand Interior: Black Seats, Grey Carpet, Red centre console – No ashtrays in doors Bumpers: Front & Rear (Ally) Headlamps: Lucas 700 Totally Standard, Complete & Original Car. Owners: 1st Owner: T Rogers (recorded in Factory Records) 2nd Owner: John Roberts (known to Club Elite, 1968 to early ‘70’s) 3rd Owner: Known (never registered in his name, took car as payment in lieu of builders debt and stored it. As far as his son can remember – never drove it) 4th Owner: Known (inherited car from his father and registered in his name) 5th Owner: Known (given car by his father and registered in his name) Please do not hesitate to get in touch with questions or to make arrangements to view.

1962 LOTUS ELITE SE S2 - TYPE 14

100% Complete & Factory Original, 49k miles for restoration

 #1806
1216CC
ZF 4 SPEED
Singer Nine Le Mans - The success of the Nine Sport at Le Mans led immediately to the introduction in 1933 of the first Le Mans model. This was the two seater equivalent of the Nine Sports and it typified the British sports car of the 1930’s. At a price of 215 pounds, an output of 34 h.p. and a top speed of over 70 m.p.h. with the windshield lowered, it provided keen competition for its closest rivals, the J2 and P series M.G.’s. The Le Mans 4 cylinder performance engine of 972 cc included high lift harmonic cams, a counterbalanced crankshaft and an extra large capacity ribbed oil sump for greater cooling capacity. Additional drive train modifications included a heavy duty clutch and a closer ratio gear box, with third gear reduced from 8.7:1 to 7.5:1. Body changes included the addition of an externally mounted 12 gallon slab fuel tank, fitted with a quick action filler cap and twin rear mounted spare tires to complete the competition look. The new upswept scuttle cowls also signaled that this was a machine that meant business on the road as well as the track. The first 60 cars were built with 'Suicide' type doors. Of these, less than a handful of cars are known to still exist in their original configuration. This is one of those. According to the Singer production records this car left the factory on the 3rd November 1933 and sold by their agent Armour & Melvin, Dundee who delivered it to their customer Leslie McDonald. Leslie was a very accomplished Trials, Rally and Hill Climb competitor and campaigned the car during the ’34, ‘35’ & ’36 seasons with many well documented class wins. Homologation not being an issue with these type of events, it is believed that the engine was modified in period with SU carburettors which were by all accounts quite a common race modification. Leslie had the notable distinction of a class win in the 1936 Bo’Ness Hill Climb and 4th in class and SSCC prize in the 1936 Scottish Rally. Having spent many years in storage, it was comprehensively restored by marque specialists over a two year period and has covered a nominal mileage since it’s completion in 2008 This car comes with a very large and well documented history file including competitions entered and results plus a large assortment of useful spares. Video link below links to British Pathe, showing car at the Bo'Ness Hill Climb, Scotland in 1936

1933 SINGER NINE LE MANS

Extensive period Trials history 1934-'37
972 CC
4 SPEED
Porsche 911 Carrera 3.2 - Unusual to find a 911 of this era which still retains it's original factory spec, as verified by Porsche, with full service & ownership history. Only 99k miles from new and in fabulous condition throughout. Ordered from new with sports suspension, high spec sound system, 16

1984 PORSCHE 911 CARRERA 3.2

Classic 911 without tail spoiler. FSH & just 99k miles
3.2 LITRE
MANUAL 5 SPEED
 
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Classic: Jaguar XJ220 Prototype