Race Retro Competition Car Sale 2017
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Lot # 101 (Sale Order: 1 of 40)
This 1968 Rover 2000TC was bought in 1993 by classic car journalist, Mark Dixon, as a low mileage, low ownership and solid car that was an ideal basis to convert for endurance historic road-rallying. Holbay Engineering was tasked with gas-flowing the cylinder head and inlet manifold in a quest for more power and they also modified the cam profile and fitted a tubular exhaust manifold for improved torque lower down the rev range. Additionally, a long-range fuel system and uprated springs and competition shock absorbers helped the handling, whilst a Safety Devices roll cage and sump guard provided additional protection. The car took part in the punishing 1993 Classic Marathon to Morocco finishing a creditable 8th overall, and the 1997 Liege-Istanbul-Liege where it was rewarded with 7th. place overall. It was then sold to Jan Pearce in 1999 and subsequently competed in the 2002 "Trial to the Nile" and the 2005 Classic Marathon to Croatia, as well as the 2006 Tatry Marathon to Slovakia. Sadly, Jan passed away in 2014, and the car has remained unused until November 2016 when the decision was made to recommission this classic 2000TC and prepare it for competition use once again. The brakes received attention including rebuilding the rear brake calipers and the whole car was carefully inspected before being offered for a fresh MOT. The fact that the work involved only amounted to a modest £700 pays testament to the sound condition of this rally-proven Rover. Subsequently said to drive extremely well by a noted current motoring journalist, it would need minimal work and perhaps a little cosmetic tidying before tackling another long-distance road rally, making it a very good value proposition and a great route into International Historic Road Rallying....
Lot # 102 (Sale Order: 2 of 40)
It is difficult to imagine a Stage Rally in the early seventies without the Mark 1 Ford Escort. Those of us who put up with the really early morning starts and the trudge through dank woods over ankle-twisting tree stumps in order to get as close to the action as possible were often rewarded with the sight and sound of Escorts doing what they do best. You could hear them way before you saw them, the cacophonous howl of a BDA at 10,000 revs screaming for more cold air, would echo up through the pines and then, suddenly, a pair of bright headlights on the outside of four seven-inch Cibie Oscars would burn a hole in the mist and then past, only inches away, the exhaust resonating in your chest as your internal organs vibrate in sympathy, and if you were really lucky you would get showered in gravel as well. Addictive. This, well presented Escort was originally manufactured in 1974 but lives on as a purpose built, tarmac spec club rally car. The initial build was carried out by an ex-Gartrac engineer and the car was fitted with a full cage, seam-welded, Group 4 alloy wheel arches, alloy fuel tank is alloy sitting on a lightened tank support, and a fibreglass bonnet and boot, Suspension is by means of a four-link, Panhard rod, and gas coil-over rear setup, with Bilsteins on the front. Competition brakes with AP Racing callipers all round are in charge of the stopping department. The car is fitted with an all-steel, 1300 BDH (BDA) engine which has the benefit of a dry sump oil system and is fuelled through twin 45 Webers. An earlier dyno printout, which is with the car, indicates that it was producing 147.2BHP and 96.3lb/ft at the flywheel at that point. A heavy-duty AP twin-plate hydraulic clutch is mated to the 'Tran-X' (Type 9), 5-speed, straight-cut gearbox with an RS2000 bell housing, and at the rear, the power is distributed through a fully floating 'Atlas' axle with 'ZF' LSD and 5.8:1 CWP. Inside, the car has been prepared as you might expect with a bespoke dashboard containing the appropriate instruments and an accessible fuse board with 'pop-out' fuses supplied by a competition wiring loom. All the fuel, oil, and extinguisher lines are run internally. The pedal box is biased and the navigator's foot brace is heavy duty light alloy. We understand that the bucket seats and harnesses are now out of date for competition use. This is a good entry-level rally car with an MSA Logbook. The preparation and build appear to have been done to a high standard and the Diamond White paintwork is in generally very good shape, apart from the inevitable small battle scars, however, a little fettling and some updates on the safety equipment would transform this car. BDA engined, Mark 1 Escorts will undoubtedly have a long future in Historic Rallying and at this guide, TPU 534N could offer a sensibly priced entry into the club.
Lot # 103 (Sale Order: 3 of 40)
The Lotus Elise is a two-seat, rear-wheel drive, mid-engined roadster conceived in early 1994 and released in September 1996. This '96 Lotus Elise has been built to 'Lotus Elise Trophy' specification. During the build, a range of race spec suspension parts were fitted including new wishbone bushes, wheel bearings and ball joints all round, Hofmann's ARB Nitron 1-way damper 650/750 springs with helpers, Hofmann's ARB with Nylatron mounts, Eliseparts lightweight steering arms, rose-jointed track rod ends, OEM steering uprights and Eliseparts rose-jointed rear toe links. Retardation relies on AP 295mm front discs with Eliseparts aluminium belled rear discs (floating), and rota slipstream alloys were fitted along with an alloy Eliseparts radiator, quick fill fuel pipe and quick release fuel cap. For the engine and drive train, the bottom end is based on 19k mile TF160 engine, MS2 head with VVC hydraulic followers, PTP stainless valves (VHPD size), PTP valve springs, Newman PH3 cams, Piper vernier pulleys, 52mm throttle body, Janspeed 4-2-1 manifold, 5" silenced cat pipe, Eliseparts lightweight silencer and flywheel. Race TF clutch plate and cover, B4BP gearbox (4 races since rebuild) with type B Torsen LSD have been fitted along with Eliseparts motorsports gear linkage. In terms of safety equipment, a custom cages T45 6-point cage has been fitted and a lifeline Zero 2000 4kg electronic fire extinguisher with four nozzles and an electric solid-state cut off switch is included. Our vendor tells us the seats and belts are in date. The body is a standard S1 in Norfolk Yellow with a Kelsport kevlar single skin hardtop and a carbon side scoops although our vendor reports that one is broken. The car, in general, is reported to weigh around 718kg with 10 litres of fuel. In July 2015, in the hands of a novice, the car was first in class and 3rd overall in CSCC New Millenium at Rockingham Motor Speedway. It has been regularly maintained by DMD Motorsports and CAD Motorsport Engine Developments provided our vendor with a printout of the Dyno results which show 181 bhp with 140lbft of torque. Our vendor tells us that the parts alone to build this car would be in excess of 21K, so what a great opportunity to acquire a fast entry level racer at a competitive guide price.
Lot # 104 (Sale Order: 4 of 40)
Julius Thurgood's vision of assembling an entire grid of 1950's Austin A30s for the St. Mary's Trophy at the 2016 Goodwood Revival proved to be a fantastic recipe for really close, one-make racing and proved an irresistible proposition for a number of today's top drivers. His club, the 'Historic Racing Drivers Club', drew up a comprehensive set of rules and regulations that meant all the cars were very closely matched resulting in crowd-pleasing, truly spectacular racing with a large field of these brightly coloured little saloons battling, inches apart, all the way around Goodwood. So successful was the whole idea, that the organisers of this year's Silverstone Classic in July are also hoping to attract a full grid of Austin A30s and such is the interest amongst drivers at every level, that competition for places on the grid will be fierce. So what better car could you buy than the A30 that won outright at the 2016 Revival? Especially as it was built by Mike Jordan's eponymous team, Jordan Racing, renowned throughout the world of saloons and GTs for preparing the very best cars on the grid with incredible attention to detail. Mike's experience of preparing race winning cars goes back to the late 1980s when he dominated in a production saloon BMW M3, and since those days he has built, prepared and driven cars in just about every series of National and International racing with phenomenal success. The brief for this particular car was very simple: go and build the best A30 in the world and then win Goodwood. All the right ingredients were there, including the driving talents of his son, Andrew, a previous British Touring Car Champion and three times winner of the Independents Championship. This is a unique opportunity to buy the very best A30 on the grid, prepared to the highest of standards, superbly painted by Normandale in Dove Grey and Cream, and fully developed by the Jordan family into an outright winner, built with no expense spared. A considerable amount of skill and expertise has been invested in this project, making this car look extremely attractive at this price estimate, particularly when compared to other cars being offered for similar money that may not have winning potential. Don't miss out!
Lot # 105 (Sale Order: 5 of 40)
Although the Triumph Dolomite range, introduced in 1972, had proved to be refined and sporty, competitors such as BMW's 2002 had a performance advantage which was costing Triumph dearly, both in terms of sales and prestige. To remedy this, they unveiled the Dolomite Sprint in June 1973, although the launch had been delayed by a year, having been due to go on sale in 1972 alongside the main range. A team of engineers, led by Spen King, developed a 16-valve single overhead camshaft head. The capacity was increased to 1,998cc and combined with bigger carbs the output was upped to 127 bhp. This represented a significant increase over the smaller 1850cc variant, however, it fell frustratingly short of the original target of 135 bhp.As a result of this new engine, the Dolomite Sprint has a claim to be the world's first truly mass-produced multi-valve car and the design of the cylinder head won a British Design Council Award in 1974. Performance was excellent, with 0-60 mph taking around 8.4 seconds and a maximum speed of 119 mph. We are informed that this particular Dolomite Sprint entered the 1974 Spa 24 Hours as part of a four-car team sponsored by Butch Tailors - the 'Butch Racing Team'. Car no. 46 was driven by Claude De Wael & Etienne Staelpart and the team also ran the car that finished 5th overall driven by the famous pairing of Tony Dron and Andy Rouse. Whilst running very well in the top ten, this particular car (chassis 2110) unfortunately failed in the 23rd hour (listed as suspension maladies but believed to be a rear axle failure). The following year, it's believed the car was entered the 1975 Spa 24 hours, again as part of the Butch Racing Team entry. The car was eventually to end up in the ownership of Nelio Brunetti, along with its sister car Chassis no 3353. Brunetti continued to use this car in European Touring Car events held mainly in Belgium and Italy. Our vendor informs us that he believes it was last raced in 1981, and chassis '2110' now remains exactly as it was when it returned from its last outing, in this distinctive Black, Orange and White colour scheme with sponsorship by 'Mach 3' (Belgian shoe-makers) and Brunetti's name on the roof. Since then '2110' and sister chassis '3353' have remained together for most of their lives passing through European dealers until they both ended up in the hands of Dirk Van Gorp, from whom our vendor purchased it and the car has been stored in the UK ever since. A 'British Motor Industry Heritage Trust' certificate accompanies the 'Dolly' and confirms '2110' was built on the 12th July 1973. The original wheels, along with various other components, are included in the sale. What an interesting project to bring this special 'Dolly' back to its former racing glory.
Lot # 106 (Sale Order: 6 of 40)
From its inception, the Ford Cortina Lotus was designed as a quick, modern road car, however, its 'raison d'etre' was undoubtedly Motorsport. It appeared in its first race a mere nine months after its introduction in January 1963 and only a few weeks after becoming generally available, announcing its arrival by taking 3rd and 4th place at the Oulton Park Gold Cup meeting in September of that year. Whilst based on a production two-door Ford body shell, Lotus Cortinas were far from standard and featured uprated engines, brakes, suspension and lightened bodies. Other visible exterior changes included the factory colour scheme of Ermine White with a Sherwood Green stripe and the fitting of front quarter bumpers and discreet Lotus badges.Over the course of the next few years, many famous drivers including Jim Clark, Graham Hill, Peter Arundell, Jacky Ickx, Jack Sears and Sir John Whitmore would achieve notable success driving the works Cortinas of Team Lotus. In addition to numerous victories in individual races, Jim Clark won the 1964 British Saloon Car Championship outright and Jack Sears achieved a class win the following year, however, one of the greatest successes was achieved, not in a Team Lotus works car, but in one of the Alan Mann Racing cars when, in 1965, Sir John Whitmore won the European Touring Car Championship with an incredible eight class victories and six outright wins from nine starts. This superbly presented Lotus Cortina started life in 1965 as a Ford Cortina GT and was extensively rallied in Norway and Sweden in their National Rally Championships (the car is still accompanied by some FIA paperwork from the period). When our vendor purchased the car in 2009 it had already been converted from a 'GT' to, effectively, a full Lotus Cortina, however, as the car was to join his 3-car 'Lotus Cortina Team' competing at circuits in Denmark and Sweden, a full rebuild to FIA spec as a circuit racer was undertaken with the intention of being a front-runner in U2TC. During the Winter of 2009/10, the car was taken down to a bare shell, the alloy bonnet and doors refurbished, and then superbly finished in the very smart team colours of Venetian Red with a Silver stripe. The engine was rebuilt by respected Swedish tuner Roger Svensson as was the Quaife close-ratio gearbox with its alloy bell housing. Power is fed through a Salisbury limited-slip differential with a 4.44 CWP. Suspension is by Leda adjustables all round and the car sits on Parnasport wheels with a further four lightweight wheels included in the package. All the glass, apart from the windscreen, has been replaced with 'Lexan' polycarbonate in order to save a couple of kilos. A transponder is fitted and in-car lap times are displayed on an AMB TnetX 2G display. No expense appears to have been spared in the build and preparation of this fabulous sixties racer and our vendor believes he has spent around £90,000 bringing the car up to this level. It has its Danish National Registration documents and, by the time of the sale, will be in possession of an FIA Historic Technical Passport. At this guide, with Lotus Cortina prices continuing to climb, this well-presented and on the button mid-sixties 'Touring Car' looks tremendous value and could be a competitive entry in a number of British and European championships.
Lot # 107 (Sale Order: 7 of 40)
The Ford Escort Mark I was introduced in 1967 and was a commercial success in many parts of Western Europe, and remarkably, in the UK it was the best-selling car during the whole of the1960s. In June 1974, less than six years after the car's UK introduction, Ford announced the completion of the 'Two Millionth' Ford Escort, a milestone unmatched by any Ford model outside the USA. The Escort used a brand new unitary construction bodyshell and came with a choice of 1098cc or 1298cc four cylinder, overhead valve engines. It also featured contemporary styling cues in tune with its time: a subtle Detroit-inspired "Coke bottle" waistline and the "dogbone" shaped front grille arguably the car's most famous styling feature. The Escort became very successful as a rally car and they eventually went on to become one of the most successful rally cars of all time. The Ford works team was practically unbeatable in the late 1960s / early 1970s and, arguably, the Escort's greatest victory was in the 1970 London to Mexico World Cup Rally being driven by Finnish legend Hannu Mikkola. This Ford Escort Mk1 1300 was built into a lightened sprint/track-focused car approximately six years ago with 95% new parts. Lift the bonnet and you will find an all-steel 1300 Crossflow engine with dry-sump mated to a 4-speed dog box and an alloy differential housing. There is a tension strut brace across the front and a rear rose jointed anti-rollbar. Suspension is provided by adjustable Bilstein shock absorbers all round, and the braking is assisted by AP front calipers and an adjustable bias pedal box. A Safety Devices front and rear roll cage keep occupants safe, along with Sparco bucket seats.We recommend that potential buyers should satisfy themselves as to the legality and currency of all the safety equipment in this car, i.e. seats, harnesses and fire extinguishers. This car will arrive at the sale with a NOVA reference number allowing potential buyers to go on and register the car with the DVLA to obtain a UK V5c. Since completion, this Escort has been lightly used having only competed in two sprints in Ireland, and therefore represents a fantastic route into either continuing with sprints or circuit racing. Or perhaps, with the appropriate modifications it could be used as a rally car, where Escorts are synonymous with success.
Lot # 108 (Sale Order: 8 of 40)
As the 1960s roared on, so too did the introduction of a new generation of powerful, big block V8 saloon cars in the United States that came to be known as 'Muscle Cars'. Ford claimed 'bragging rights' with its dramatic new Mustang, destined to become one of the all-time greats, whilst other 'Motor City' favourites included the Dodge Charger, Pontiac GTO, Plymouth Barracuda and the Chevrolet Camaro. Introduced in 1966, the Camaro was offered in 2-door form with both coupŽ and convertible body styles to choose from, as well as a range of different engine sizes, and trim and styling packages. Top of the pile at Chevrolet was the macho Z28 powered by a rumbling 302cu.in., 5-litre small-block V8 and this was their chosen contender for the battles that lay ahead... Whilst salesman in car dealerships across the States fought it out for units sold, Chevrolet decided that it wanted to take the fight to Ford on the race tracks of America and prepared cars that complied with the 'Group 2' regulations drafted for the Sports Car Club of America Trans-American Series allowing cars with up to 5.7 litre engines to compete. Famous Camaro drivers included Mark Donohue, ex-F1 pilot Ronny Bucknum and Jerry Thompson. It was Donohue though, who took the spoils in the 1968 and '69 seasons driving a Penske-prepared Camaro with utter domination in the Trans-Am series. It wasn't long before European teams and drivers spotted the successes of their American counterparts and these cars soon appeared at race circuits across Europe. We are pleased to offer this particular historically important Chevrolet Camaro which was run and prepared by Bill Shaw Racing for the 1970 British Saloon Car Championship season, with former champion Roy Pierpoint at the wheel. Martin Thomas went on to campaign the car successfully for the 1971 - 1973 seasons, taking in rounds of the European Touring Car Championship as well as a busy season in the UK, with sponsorship provided by ICI 'Flame Out' fire extinguishers and Ovaltine and the Camaro in a distinctive white and orange livery. A full season in 1971 was rewarded with a victory and fine podiums at the International European Meeting at Magny-Cours, Moorlands Trophy British GP Support Race at Silverstone, and the Yellow Pages meeting at Thruxton. One of the highlights that particular year came in the Iberia Trophy Race at the South London circuit of Crystal Palace, where Mike Crabtree in a Ford Escort, Gerry Marshall in his Vauxhall Viva and Martin Thomas in this Camaro fought a furious race-long battle, pushing each other to the limits. This moment has since been immortalised in the BBC's '100 Greatest Sporting Moments' with heightened excitement coming from Murray Walker's commentary! At the end of the 1973 season, Martin Thomas switched to the second generation Camaro and his, slightly battle-worn, steed was allowed to rest on its laurels for a few years. However, in the early 1990s, Martin decided to rebuild the car and get it back out on circuit again, running a 5.0-litre V8 engine mated to a four-speed close-ratio Muncie 'rock-crusher' gearbox and painting the car in a blue livery. Remaining in his possession until 2004, the car was then sold directly to our vendor who has since successfully competed in Heritage Grand Touring Cars, Aston Martin Owners Club, Masters, and Classic Sports Car Club events as well as a number of demonstrations including; the 50th Anniversary of the BTCC at Silverstone, an appearance on BBC's Top Gear 50th Anniversary of Touring Cars with Richard Hammond and 'The Stig' at the Wheel and the reunion at Crystal Palace in 2014 when the famous 1971 race was celebrated with Mike Crabtree back behind the wheel of his John Willment Ford Escort and Martin Thomas demonstrating this car, the trusty blue Camaro. Supplied with a pair of steel doors, old FIA papers, magazines and a wonderful history file, this Camaro is the perfect candidate for 'Blue Riband' events like the Gerry Marshall Trophy at the Goodwood Members Meeting or perhaps the HSCC Historic Touring Car Championship. We recommend that potential buyers should satisfy themselves as to the legality and currency of all the safety equipment in this car, i.e. seat, harnesses and fire extinguishers. This cracking Camaro has the stance and presence of a serious racing car and rarely do competition cars with this history and provenance come to market. It would be welcomed by organisers anywhere and fondly remembered by the millions who have watched the black and white footage from Crystal Palace. We urge you to come and look at this Camaro with your own eyes.
Lot # 109 (Sale Order: 9 of 40)
Reynard Motorsport was founded by Adrian Reynard in 1973 as Sabre Automotive Ltd, building its name in lower formulae racing series and at one time became the world's largest racing car manufacturer. Initially based at Bicester and latterly at Reynard Park, near Brackley, the company built successful cars in Formula Ford 1600, Formula Ford 2000, Formula Vauxhall Lotus, Formula Three, Formula 3000, Indy Car, and even had a brief dalliance with Formula 1. Their chassis were known for their giant killing abilities and this, with the help of their talented Commercial Director, Rick Gorne, translated into a number of successful business opportunities for the company in the racing car world. They even designed carbon seats for Virgin Atlantic. The Formula Vauxhall Lotus single seater racing car was developed by Reynard for a number of years after the demise of Formula Ford 2000 in the late 1980s. The cars boasted a 2.0 Litre Vauxhall engine and a superb aero package, resulting in incredible performance. This Reynard single seater has enjoyed a varied career and has been run by former owners on a number of occasions at the legendary Spa and Silverstone Grand Prix circuits. Benefitting from many thousands of pounds in investment over the years, this car is eligible for series such as the Monoposto Car Club Championship and would make an incredible track day weapon. This actual car was a class winner in the Monoposto series in 2013 and ran successfully at the Spa Classic in July 2014. Included in the sale are an additional set of wheels fitted with slick tires and a number of other spares are available by separate negotiation. This example represents a superb opportunity for developing any young talent looking to move up from karting or Formula Ford to more serious single seaters, or simply to carry on racing in Monoposto, one of the friendliest and most helpful clubs in motor racing.
Lot # 110 (Sale Order: 10 of 40)
Super Touring' was a motor racing formula for saloon cars defined by the FIA in 1993 and was broadly based on the 2-litre Touring Car regulations from the 1990 British Touring Car Championship. The FIA organised a World Cup from 1993-1995 and the term 'Super Tourer' was adopted from 1995. 'Super Touring' replaced 'Group A' as the pinnacle of saloon car championships around the world, but as the manufacturer's 'Works' teams gradually withdrew, the category sadly ended in 2000. It is believed that the late, great David Leslie drove this Honda Accord Supertourer throughout the 1996 British Touring Car Championship season. David had a strong season with the car finishing fourth overall in the Driver's Championship and he enjoyed three outright wins in a very competitive year, with the most notable coming at the British Grand Prix support race. Following that season, we understand the car won the 1997 Moscow Open Championship and came back to race in UK club championships in the early 2000s. In 2009, the car competed in the David Leslie Memorial Trophy, resulting in a P1 and P2, and was then in the top 10 shoot out at the world famous 2011 Goodwood Festival of Speed. From 2013 onwards, the car has appeared in various races in the ever popular and fast growing Super Touring Series, part of the HSCC package. Two wins at Thruxton in the 2013 season were recorded as well as a win at the 2015 Donington Park race. More recently the car was raced at the Knockhill round of the 2016 Super Touring car championship by touring car legend, Gabriele Tarquini, and he demonstrated that he had lost none of his famous car control by taking two outright wins in a very competitive field. This car is presented exactly as it finished the last race of the 2016 season as the overall winner. If driving a proper Touring Car is on your 'bucket list', then this is a superb opportunity to buy a race winning car that will give you instant access to one of the most exciting series in the UK historic racing car calendar. Included with the car is a comprehensive spares package and running and set-up info, all of which is too long to list here, and interested parties should get in touch to get a full list of what's available.
Lot # 111 (Sale Order: 11 of 40)
During the mid-1980s the tenacious little Renault 5 GT Turbo was utilised for racing for with great effect. They raced in the Renault-supported 'Renault 5 Elf Turbo UK Cup' championship until 1990/91. The cars were largely based on the road-going versions but were stripped, mildly tuned and had a few modifications especially for racing including brake ducts, a different boost pipe and engine mounts, a roll-cage cage and strut brace. From 1991, the Clio 16v took over as the flagship one-make, running with the BTCC. After this time, the Renault 5s completed in their own one-make championship in the early 1990s, then in the 'Super CoupŽ Cup'. This was a championship that ran from the mid-1990s to 2003 and catered for many one-make championships that no longer had manufacturer support. The car presented here has been known to Renault motorsport specialist Mark Fish and his team for a long time and back in 2000/2001 they meticulously built the car up with the intention for it to compete in the 'SCC'. The build utilised a clean donor 1987 shell with all the correct modifications and many genuine parts to make it competitive, however, its only competitive outing was in the Renault 5 Anniversary Race at Thruxton in 2004 where it qualified on pole position and finished second. Since 2004, Mark Fish Motorsport have looked after the car for a customer who used it for track-days. At this time the car was bright red and in 2009 was the subject of a magazine article in 'Performance French Cars' (see photos). Some years later, the owner saw some photographs of the 'Harlow Sheet Metal' sponsored cars that Mark Fish raced so successfully in the Renault 5 Elf Turbo UK Cup championship and decided he would really like a replica. He commissioned Mark Fish to do a full nut & bolt rebuild and faithfully recreate the car that would have run in the official manufacturer-supported races. The car was built to the regulations of the Cup, with performance in line with Renault's specifications for the championship, being completed in 2014. Since then, the car has only been used once and is presented to very high standard, both mechanically and cosmetically. The car in its current guise uses many original parts from the period, with the engine benefiting from a raft of new components. It is a fully rebuilt, blueprinted unit producing 150 bhp at the flywheel, with 14.5PSI boost, a separate 13-row strapped inter-cooler and a competition air-filter. Like the race cars, there is also a baffled sump, uprated engine mountings, an oil cooler and thermostat. The suspension set-up uses Koni Sport adjustable dampers. The exhaust system is straight-through with side exits whilst the race-spec brakes benefit from front bumper ducts. The car sits on original steel wheels specified for the Cup championship and is complete with a full spare set (10 original wheels - 6 x Michelin slicks & 4 x Dunlop wets) This restored racing example was prepared with track-days in mind and has two new Corbeau seats with full harnesses. The attention to detail is evident, with the car even displaying the original and highly sought-after 'CoupŽ' badge on the rear. With the remaining Renault 5 GT Turbo road cars now appreciating in price, this is an opportunity to acquire an even rarer commodity - a fine example of one of the most iconic hot hatches from the 1980s and a throwback to a golden era of the national racing scene. What with Mark Fish's long association with this car and his wealth of Renault knowledge - during the 1990s his team won seven Renault 5 championships in a row - it really should inspire confidence in what is a great car offering all the flavour and excitement of an in-period race-car but at a very reasonable price.
Lot # 112 (Sale Order: 12 of 40)
It's a glorious, late July afternoon in 1962 and the massed crowds in the stands at Aintree chatter excitedly in anticipation just prior to the start of the British Grand Prix. You are sat in the new 'works' Emeryson F1 (Chassis 1004) and in qualifying the car has gone well with the 1500cc Climax FPF running sweetly. The four-cylinder was never going to be a match for the V8 cars, however, Innes has qualified a remarkable third and a top ten finish might just be on. The man with the '5-Minute' board strides self-consciously back and forth across the front row with the board high above his head, and not for the first time in the last few minutes, you tighten your shoulder straps just a tad. The early afternoon sun glints off the first few rows of cars and you can clearly see Jim Clark's distinctive helmet in the Lotus 25 on pole with Surtees' Lola not far away in second. Innes Ireland makes up the front row in his four-cylinder Lotus 24, well aware that the fast-starting Bruce McClaren in his Cooper and Graham Hill in the powerful BRM P57 are only a few feet behind. At the 3-Minute board, Dan Gurney and Jo Bonnier start their Porsches almost in unison and Richie Ginther's BRM immediately follows suit. Just in front of you the wily Jack Brabham buttons his Lotus into life and gives a 'thumbs up' to Roy Salvadori in the Lola whilst Phil Hill's pretty 156 Ferrari seems reluctant to cooperate but eventually concedes with a calico-tearing rasp and a waft of fragrant Castrol 'R'. Fast forward 55 years to Goodwood next September and it really could be 'You' sat in 1004 on the Glover Trophy grid at this year's Revival, and, amazingly, surrounded by a number of other cars which shared the '62 season. The Emeryson qualifies for the Glover Trophy (1.5litre Formula 1 cars raced between 1961 and 1965) and, as a result of its rarity (it's the last surviving example), its standard of preparation and its crowd-pleasing, sunshine yellow paint finish, has regularly been invited by Lord March to take part in this prestigious race for Grand Prix cars. Paul Emery was a racing driver and creator of a number of front-wheel drive Formula 2 and 3 cars in the early fifties, all campaigned under the name of 'Emeryson' and latterly with lots of help and some necessary funding from former Cooper Works driver, Alan Mann, the Emeryson marque went on to become an established constructor of F2 cars. The 1961 season saw the latest development by Paul as the all new Emeryson-Climax F1 car was introduced to the world of Formula 1 and the car was much admired for its styling and engineering standards. The Belgian race team, 'Ecurie Nationale Belge', were particularly interested and ordered three Maserati-engined cars for the 1961 season to be piloted by Lucien Bianchi, AndrŽ Pilette, and Willy Mairesse and all were painted in the national racing colour of bright yellow. Sadly a combination of bad luck and some high-speed accidents meant that it wasn't long before all three cars were 'hors de combat' however Bianchi managed a 4th. at the Brussels Grand Prix and Mairesse an 11th in Syracuse in April. Subsequently, they changed to Lotus 18s and the Emeryson cars were offered for sale. The persuasive Tony Settember talked his American compatriot, Hugh Powell into funding a 'works' Emeryson team with the cars restored to original, running Coventry-Climax engines. This duly happened and Chassis 1004 was to enjoy some success in late 1961 and '62. Results; Chassis 1004. 23/7/61 GP der Solitude Mike Spence Rtd 23/9/61 Oulton Park Gold Cup Jack Fairman Rtd. 1/10/61 Brands Hatch Lewis-Evans Trophy Mike Spence 2nd. 1/04/62 Heysel Brussels GP John Campbell-Jones 5th. 23/4/62 Goodwood Lavant Cup Tony Settember Rtd. 23/4/62 Goodwood Glover Trophy ' 8th 28/4/62 Aintree Aintree 200 ' 8th. 12/5/62 Silverstone International Trophy ' 14th. 20/5/62 Posillipo GP di Napoli ' 9th. 11/6/62 Crystal Palace CP Trophy ' 4th. 21/7/62 Aintree British GP ' 11th. 1/9/62 Oulton Park Gold Cup ' Rtd 16/9/62 Monza Italian GP ' Rtd. Read more at http://www.silverstoneauctions.com/1961-emeryson-formula-1-climax-fpf--fia
Lot # 113 (Sale Order: 13 of 40)
The Ford Sierra RS Cosworth was launched at the 1985 Geneva Motor Show and was the first Ford to wear the 'Cosworth' badge. Only 5,545 were built in order to homologate the car for 'Group A' Touring Car racing and were based on the three-door Sierra bodyshell but fitted with a 2.0-litre turbocharged engine, of now legendary repute. This power unit featured a double overhead camshaft opening 16 valves, and was force fed through a Garret T3 turbo and intercooler, giving a reliable 204bhp which resulted in a top speed of 150 mph and a 0-60 time of just 6.8 seconds! The purposeful-looking Sierra RS Cosworth on offer here has been built with circuit use in mind. The shell has never been fitted with a sunroof and has been subject to a full strip, restoration and re-spray. It's fitted with an aluminium, multi-point roll cage, a biased pedal box, and the brake lines, fuel pipes, and new 'Motorsport' wiring loom are braided and run within the car. The dashboard is bespoke and carries a number of auxiliary gauges and a pair of competition seats along with full harnesses have been fitted. The car has been set-up on 'Gaz' coil-over suspension all round and the rear beam and trailing arms have been powder coated satin black. The brakes have been refurbished and built for competition use, and the car sits on Gold magnesium 7'x 15' wheels. The engine is a Dave Brooks built 'Gp A' unit with a '200' cylinder block, lightened and balanced crank and rods, Mahle pistons and BD 14 camshafts, and has covered around 500 miles since new. Fuel is force-fed with the aid of the T3 turbo and the sparks are provided by a Group A coil and leads. The car has a heavy duty AP clutch and the gearbox and diff have only covered around 500 miles since their respective rebuilds. The engine is described by the vendor as being in 'excellent running order' and the Dave Brooks Engineering engine build sheet is with the car. There is a twin side-exit exhaust fitted and an uprated fuel pump. The Diamond White paintwork is described as being in 'very good condition' and the coachwork as 'in good condition with minor scrapes and scuffs'. This is a well prepared Cosworth that would make an excellent track-day car or could be developed further for sprints and hill climbs or turned into a full race car for circuit racing.
Lot # 114 (Sale Order: 14 of 40)
The Westfield XTR2 (extreme track and road) is an ultra lightweight, two-seater sports car manufactured by Westfield Sportscars Limited, of Kingswinford in the West Midlands. The essence of the car is a lightweight steel tubular spaceframe enclosing a 170 bhp, 1299cc Suzuki Hayabusa four-cylinder motorcycle engine, mated to a six-speed sequential gearbox. These are very focused little cars where the emphasis is squarely on performance and handling. However, it lacks a windscreen, side doors, roof, and is virtually devoid of interior luxury and, as a result of this simplicity, the car only weighs between 410-440 kilos, depending on configuration. The very high power to weight ratio and the 'toppy' power curve of the high-revving Suzuki mean that these cars are realistically happiest on a circuit, however, they are still legal for road use (at least in the UK). The Westfield XTR2 fits well into the 'Bike Engined Class' and has become very popular at Track Days, Hill climbs and Sprints. This sparkling little XTR2 is in lightweight spec, has been built for competition use, and comes complete with MSA Papers and Logbook. Although the factory had ceased manufacture of the XTR2 a few years earlier to concentrate on the Audi-engined XTR4, this car was painstakingly assembled by a fully qualified engineer in liaison with the Westfield factory in 2009 and incorporates a stiffer chassis and suspension (again in conjunction with the factory) to produce the ultimate specification, but remains in standard engine trim (190 bhp) for strength and reliability. The clutch and drive chain have also been uprated as have the brakes and dampers. It's fitted with a twin-element rear wing which can be adjusted accordingly to suit individual circuits, and also has the option of running with two, or a single seat, which greatly reduces weight again. The car runs a Stack rev-counter with sequential shift indicator along with a digital gear display on a carbon dash, recent new Avon ZZR (road legal) tyres and has just been treated to fresh fluids. All paperwork and invoices along with build photos, wiring diagrams, and set up sheets will accompany the car which has completed less than 3hrs total running time since it was built and looks to be in fabulous condition. As usual with a competition car, it is advisable to check all the race-related safety equipment for legality and date. This Brilliant Orange Westfield is a confection of carbon, steel and alloy, and looks good enough to hang on the kitchen wall, but with 0-60 in 3.2 seconds, 155mph, quicker than an Atom and half the price, I don't think that's what I'd be doing with it.
Lot # 115 (Sale Order: 15 of 40)
The MGB has been gracing British motor racing circuits for over 50 years and is surely one of the most instantly recognisable and accessible racing cars in the historic world. This competitive MGB full-race car is accompanied by a specification list running to three full pages detailing the car's upgrades and race modifications and is obviously too long to list here but please feel free to contact the office for further details. The car was originally raced by Alan Mills in the 1990s, before being sold to Brian Lambert in 1994 who painted the car in its current livery of Old English White with a Black hardtop. In 1996, Brian won the Flemings Thoroughbred Sportscar Championship but was sadly pipped to first place by Roy McCarthy in the BCV8 Championship that year by half a point. The MG was then stored for a number of years, and in 2005 was bought by Ian Prior who commissioned BLC Engineering to build a new full-race engine for the coming season. Bob Luff of BLC Engineering recalls that this was one of the best 'B' series engines they ever built, producing a healthy 200bhp. The engine spec sheet is quite lengthy, but the highlights include; 1950cc, 200 bhp, Bob Luff head, 'works' steel crank, 'Arrow' steel con-rods,'Acrilite' pistons, Kent 712SP camshaft, Kent roller-rockers, lightweight Kent cam-followers, Davies Craig electronic water pump, Piper Vernier pulleys, lightened and polished pushrods, an aluminium back plate, a full-race lightweight flywheel, full race 'quartermaster' clutch, custom exhaust manifold, and split Dellorto 48s. The car was fitted with Spax adjustable dampers and custom machined Nylatron bushes at the same time. Ian Prior sold the car to Tom Jones midway through the 2006 season and he used it to good effect the following year, winning the 2007 'BCV8 Championship' and in fact, the car still holds a couple of lap records. In 2011 Tom entrusted the car to his own company, TJ Engineering, to give the MG a complete nut and bolt rebuild and prepare it for the following season. The car was sold in 2012 and has since been used sparingly at a few track and test days, including two BCV8 events last year, one of which was at Silverstone. At Brands Hatch, driven by a novice racer, this able MGB still managed to finish 2nd in class. The current owner has fitted new in-date seat belts and fire extinguisher. Also included with the car are 4 x spare 'Minilite' wheels shod with wet weather tyres and an additional spare matching 'Compomotive' wheel with a new dry tyre. This car is eligible for numerous race categories including the MGCC's BCV8 Championship, Cockshoot Cup, Peter Best Insurance Challenge, and Thoroughbred Sportscar Championship. The regulations for these series vary slightly but not substantially. KYR 294 is a well-prepared and established MGB racer and a great way into club racing. It has been a front runner in the past and could well be again in the future.
Lot # 116 (Sale Order: 16 of 40)
The legendary RS 2600 Ford Capri was an "homologation special" built to make the Capri competitive in the European Touring Car Championship of the early 1970s. It featured modified suspension, a close ratio gearbox, lightened body panels, vented disc brakes and alloy wheels and was built in very limited numbers. Performance figures for the RS2600 were very impressive in period with 2,637cc producing 150bhp at 5,800rpm, sufficient to propel the range-topping Capri from 0-62mph in 8.6secs and on to a top speed of 124mph. There is not a lot of history with this particular Lot, however, it is believed to be a Ford Capri RS 2600 from 1973 that was originally shipped to Australia when new. We understand that at some point the car was raced by genial Kiwi, Norris Miles. Norris is best known to us here for his determined efforts mixing his 'Class B' Alfa GTV with the ' Class A Capris' to great effect and managing to win the 1983 Uniroyal Production Saloon Car Championship in the process. It has been modified for racing purposes but the lack of a history file does not allow us to establish when this took place. In fact, all the paperwork confirms, is that the car returned to Germany in 1984 and was then sold to a UK resident in 1990. However, we can confirm that it sits on BBS wheels and is fitted with a ZF 5-speed gearbox, an Atlas rear axle with four links and a Watts linkage, a limited slip diff, coil springs all-round and disc brakes. A rare opportunity to acquire an authentic period car, in need of a full restoration, but with lots of history waiting to be discovered. NB: The engine in the car is a standard Ford RS 2600 V6, which is not currently running, and is in need of a total recommission.
Lot # 117 (Sale Order: 17 of 40)
UK saloon racing in the 1960s was epitomised by the battles between the American V8s and the British Lotus Ford Cortinas and Austin Coopers of the day. They were driven, in the British Saloon Car Championship (pre-BTCC), by Grand-Prix stars of the day such as Jim Clark, Jack Brabham and Graham Hill, as well as saloon car specialists like Frank Gardener, Brian Muir, Sir Gawaine Bailie, Roy Pierpoint and Jack Sears. It was an exciting and evocative period of racing and the crowds enjoyed the closeness of the racing brought about by the contrasting abilities of the nimble Cortinas and Minis and the straight line speed of the V8s. This particular example is a 1965 Ford Mustang 'Notchback' that has been purpose built to 'Appendix K' FIA specification for Period F - 1962 to 1965 Competition Touring cars. This car is fitted with a 289ci (4.7-litre) V8 engine, mated to a 4-speed manual gearbox with a Hurst shifter. Open the driver's door and you are greeted with a Cobra Imola Pro bucket seat, Titon race harnesses, Dynamat flooring and a Lifeline fire system. Potential buyers should satisfy themselves as to the legality, currency and date of all the safety equipment in this car. Its last outing was at the Spa Six Hours in 2014 and the car has not completed any racing since, but it was driven by Bruno Senna for ITV's episode 4 of 'The Classic Car Show' in 2015. See the clip here: https://youtu.be/nx6Jqa-Ty8o This car is supplied with a UK V5c and current FIA HTP papers valid until 2024. This iconic car is eligible for many historic championship events such as the FIA Pre-66 GT Championship, the Masters Series or the fantastic Spa 6-Hours. The fact that it's road registered opens up the possibility of using this dramatic car for tours and road rallies and, at this attractive guide price, could be your route into historic motorsport.
Lot # 118 (Sale Order: 18 of 40)
This supercharged 2003 Mini Cooper 'S' has been specifically developed to be competitive in the eight-round, Castle Combe Saloon Car Championship and still remain a viable and legal road car. In 2012 the decision was made by the Mini's owner to prepare the car to the regulations for Class 'C' of the CCSCC (2WD Production Saloons from 2000 onwards-1501cc - 1800cc). The majority of the preparation was entrusted to 22GT Racing from Derby who are perhaps better known for preparing full race Aston Martins to a particularly high standard and those standards are certainly evident in the attention to detail displayed by this little Black and Red Mini 'Road/Racer'. The demands of the Castle Combe circuit are well known and the car was prepared with this in mind, however, 22 GT were mindful that the car had to be driven home after the race. The interior remains fairly standard apart from a Safety Devices roll cage, twin Sparco racing seats with TRS 5-point harnesses, a removable steering wheel, battery isolator, hand-held fire extinguisher and all the correct internal and external cut off switches, extinguisher pulls etc. Bilstein coil-over shock absorbers, fully adjustable spring platforms and adjustable camber and castor bars were fitted along with front Wilwood Engineering racing discs and 4-pot calipers. A 'Gripper' LSD and multi-plate clutch were fitted along with a lightened flywheel, and a 6-speed gearbox. Additional upgrades included an uprated oil cooler, Miltec exhaust, GRS intercooler and an uprated supercharger belt tensioner. The car sits on 17' Team Dynamics wheels with competition wheel nuts. Just prior to the car being returned to the customer, all the relevant belts were changed and the engine was remapped by FCM Motorsport. Suitable for a number of UK Race/Sprint/Hill climb events or simply as a Track-Day car, this little black 'rocket-ship' is accompanied by its MSA Competition Car log book, a UK V5C and a fresh MOT. This fast and dynamic Cooper 'S' represents a rare opportunity these days to drive the car to the circuit, race it, and then cool it down by driving steadily home.
Lot # 119 (Sale Order: 19 of 40)
Prior to Aston Martin's most recent campaign in World GT racing with the DBR9s in 2005, it was 1989 when the bespoke British manufacturer last had a factory team competing in International motorsport. The AMR1 ran its first race in that year's World Sports-Prototype Championship for Group 'C' machines and benefited from the company's earlier experiences with its superb V8 which had previously powered the Nimrod, and later the EMKA and Cheetah-Aston Martins, in the early and middle years of the Group C formula. Although only semi-works supported, the Nimrods were a crucial catalyst in the creation of Aston Martin's first race car of the modern era. With fuel limited to 100 litres, force-fed cars could only run high boost in qualifying when consumption was not an issue. Former Aston dealer Robin Hamilton saw the potential such rules would provide for Tadek Marek's all alloy V8 which he had already run in a modified DBS V8 at Le Mans in 1977 and 1979. Hamilton's Nimrod project, using a flat-bottomed Lola monocoque as its base, was bolstered by the financial input of Aston owner Peter Livanos and then new Aston Martin Lagonda chairman, Victor Gauntlett, whose Pace Petroleum concern held a 50% stake in AML. This triumvirate formed Nimrod Racing Automobiles with Aston Martin Tickford preparing engines for what was realistically a semi-works operation. When, however, late regulation changes reduced minimum weight from 1000kg to 800kg and permitted ground- effect aero, the Nimrod was effectively outdated before its first race, and Livanos pulled out in January 1982. Ultimately, it was the privately run Nimrod of Lord Downe, the Aston Martin Owners Club's late former President, that outshone the NRA entries, securing a memorable seventh place at Le Mans in 1982 and third overall in the WEC. That was about as good as it got and after the dreadful double crash of the two Downe machines at Le Mans in 1984, Nimrods, bar a few IMSA races in America the following year, ran no more. The EMKA and Cheetah cars competed for a little longer, completing their final races In 1985. Importantly, though, Aston's V8 had demonstrated its potential to be competitive in endurance racing. When AML announced the AMR1 project in 1987, four of the driving forces behind the Downe Nimrods were to play important roles: Gauntlett as AML chairman, Livanos as the financial backer; Downe as team manager and Richard Williams in the same role at Proteus Technology, established to run AMR1. Ray Mallock, who developed and raced the Downe Nimrods as engineering director and Hugh McCaig whose Williams-run, Ecurie Ecosse team secured the C2 category of the 1986 WEC, shared joint responsibility for the build and testing of the prototype. As always with Aston Martin, Le Mans was the ultimate goal and a state-of-the-art design was essential. Penned by Canadian Max Boxstrom, the AMR1 sported a carbon/kevlar central tub but with a wide aerofoil under the nose which created ground-effect at the front of the car making it, at that point, unique amongst Group 'C' machines. Also radical was the cars truncated rear with a very wide underbody venturi, necessitating the engine and in-house transaxle to be mounted at a notably inclined angle, this having the added benefit of placing most of the transaxle's height forward of the rear axle line. As for the V8, it would benefit from four valves per cylinder using the latest version of the engine developed for the Virage road car which would be launched in October 1988. Redesign of the production engine had been entrusted to American Reeves Calloway, and it was natural that development of the 6.0-litre racing unit should continue in his hands. read mroe at http://www.silverstoneauctions.com/1989-aston-martin-amr1-group-c
Lot # 120 (Sale Order: 20 of 40)
** Regretfully Withdrawn ** In the 1960s, with the introduction of the 105 series, Alfa Romeo took 'Touring Car' racing by storm winning the European Touring Car Championship in 1966, 1967 and 1968. The later Alfa Romeo GTAm won further ETCC titles in 1970 and 1971. This well prepared early Giulia Sprint GT historic race car was first modified for circuit racing in Denmark in 2001. Built from a genuine early 'Scalino' (step-font), RHD car imported from South Africa. Prepared to FIA Appendix 'K' specification, the car has been constantly developed and regularly maintained throughout its life. It's powered by a 1600cc Milan-manufactured 'Nord' engine built by Alfa Romeo engine guru, Jim Evans, which, we understand, produced a dyno reading of 157bhp at the flywheel. This power is transferred to the track through a 5-speed, close ratio gearbox, and a limited slip differential. The car is fitted with a 'Safety Devices' roll cage, a long-range, FIA approved, foam-filled fuel cell, and obviously the appropriate seat, harness, extinguisher system and electrical cut-offs to comply with the regulations. As always with a competition car that has not been used recently, it's best to check the currency of those items that are dated. Our vendor has enjoyed lots of success with this car including outings at the Spa Six Hours and finishing 9th overall in U2TC. However other commitments have meant that the car has seen little use in recent years. Presented with a comprehensive portfolio of the car's race preparation, listing parts and labour and including photos of the work carried out, and complete with FIA HTP and HSCC papers, the car is eligible for a wide variety of UK & International FIA events including U2TC, CTCRC, HSCC, CSCC (Swinging Sixties & Classic K Series). Everyone loves a 105 Alfa, none more so than this stylish Giulia Sprint with the purposeful looks of a GTAm. A fantastic little Alfa racer that could be a lot of fun and provides an affordable way on to some of Europe's most desirable grids.
Lot # 121 (Sale Order: 21 of 40)
Announced at the London Motor Show of 1955, the Sunbeam Rapier was the first of a new range of Rootes cars that was soon to include the Hillman Minx and Singer Gazelle. A complete departure from the Sunbeam MKIII it replaced, it was a modern-looking two-door, four-seat CoupŽ. Standard equipment included leather trim and overdrive and the cars were finished in a selection of attractive two-tone colour schemes. The bodies were built by Pressed Steel, shipped to coachbuilder Thrupp & Maberly in London for painting and trimming and then moved to the Rootes plant at Ryton-on-Dunsmore for final assembly. Though initially a little underpowered, the Rapier had inherently excellent handling and was quickly adopted for rallying. Indeed the launch of the Series II version took place at the end of the 1958 Monte Carlo Rally in which Peter Harper's Works Rapier had finished fifth overall. The Series III Rapier is generally regarded as the definitive version and was introduced in the September of 1959. Though individually minor, the detail tweaks to the exterior considerably altered its appearance. Inside, the newcomer featured redesigned seats and interior panels, pile carpets, and a walnut fascia. The under bonnet changes included a new aluminium eight-port cylinder head, increased compression ratio, redesigned valves, sportier camshaft and new water-heated inlet manifold, which combined to increase power output to 78bhp. Over the next few years the tough and reliable Rapier would acquit itself well as a competition car, and in addition to the Series III's success as a front-line rally car for the Rootes Group Competition Department, it achieved many class and some overall wins at 'Club' level particularly at short circuits and sprints. It was inevitable, therefore, that when the Series II Sunbeam Alpine was announced with a 1592cc engine, it wouldn't be long before a similarly powered Rapier appeared. Sure enough, on 20th April 1961, the Series IIIa Rapier was announced. The delightful Duck-egg Blue and Royal Blue Rapier presented here was originally a rally car having won The Rally of the Tests in 2004 and placing 2nd in 2002 driven/navigated by Robin Eyre-Maunsell & Peter Scott. It was then acquired via Julius Thurgood and raced in early HRDC and U2TC events. During the Spring of 2012 it was prepared by Chris Snowdon Racing for the well known Sussex Solicitor, Harry Sherrard after he received an invitation to race in the St Mary's Trophy races at the Goodwood Revival Meeting in 2012. CSR completed a full bare-metal rebuild of the shell, carried out a comprehensive overhaul, developed the suspension, installed a roll cage, and lightened the car where possible. The engine has been fully re-built and developed by Dave Wells' S.H. Engineering, whilst the gearbox is close-ratio with a 'Supaclutch' and a light flywheel done by Allgears. The suspension has been specifically developed by 'Cornering Force' and includes many ingenious ideas and strengthened components. The St Mary's Trophy is a two-race, two-driver Pro-Am and Harry Sherrard was lucky enough to secure, as a co-driver, the former Formula 1, IndyCar and Le Mans star Derek Daly who made a return to racing for the first time in many years. It was an evocative visit to Goodwood for the 59-year-old, US domiciled Irishman, who after a stellar career in the junior formulae, had his first test in a Formula 1 car at the famous Sussex circuit. The test, in December 1977, was for the Theodore team and came an astonishing 14 months after Daly had won the British Formula Ford festival. Daly went on to race with distinction in Formula 1 for the Ensign, Tyrrell, Williams and March Grand Prix teams, before moving stateside for the Indy Car series with some success at Le Mans following later. The pair performed credibly, considering their lack of practice, with Daly finishing 12th in Race 1 and Sherrard bringing the car home in 16th on the Sunday with an overall result of an excellent 12th behind some serious 'peddalers'. Having been used little over the last few years and coming with an extensive file documenting its development, this little 'Rootes Racer' remains very smart and, we understand, drives well. Nicely prepared Rapiers are welcome at any motor-sport gathering and this lovely car with Goodwood and Derek Daly provenance represents fantastic value for a vehicle that may offer the opportunity to compete at Europe's most prestigious events.
Lot # 122 (Sale Order: 22 of 40)
The Ford Capri was a dominant force in Saloon Car racing during the early 1970s, driven by legends such as Gordon Spice, Stuart Graham and Brian Muir. Easily adapted and set up for racing, it was a popular choice for the professional and club driver alike. Naturally, in such fiercely competitive championships, there were certain 'names' that would come up on a regular basis when 'winning' was being discussed. CC Racing run by Dave Cook and Peter Clark, Neil Brown engines, and Gordon Spice became the names associated with all the necessary ingredients for success. Another name that will always be inextricably linked with racing Fords was Alan Mann who had been running a Ford factory team since 1964. The team ran cars in events as diverse as the Monte Carlo Rally, the Tour de France Automobile and the 24 Hours of Le Mans. Their distinctive red and gold livery graced and became synonymous with a number of winning Fords including the GT40, Cortina, Falcon, and the Escort, and the sublime Ford F3L prototype was built and raced by Alan Mann Racing. Some of the best drivers of the period including Graham Hill, Sir Jackie Stewart, Sir John Whitmore and Frank Gardner raced for the team, which achieved substantial successes at every level in motorsport. Prior to the 2008 season, Alan Mann Racing set about building a 'Group1' Capri for his son Henry Mann to contest some historic events, and a road-going Ford Capri 3.0S was sourced as a donor car. It was not a great surprise then, when given Henry's widely acknowledged skills and the expertise available within the team when it comes to building quick Fords, that he won the 2008 Masters Championship. Ever since then, this superbly prepared Capri has consistently been the fastest Capri out there. Entered in the Gerry Marshall Trophy at the 73rd Members Meeting in 2014 for the very talented John Young and the charismatic Emanuelle Pirro, the car acquitted itself well in practice, sitting neatly on pole. Emanuelle finished an excellent 2nd in Race 1, however, a small mechanical gremlin on the grid for Race 2 meant that John Young's drive from the pit lane to a remarkable 2nd place against bigger capacity opposition driven by serious 'peddalers', was one of the highlights of the meeting. At the 75th Members Meeting in 2016, the Capri again ran superbly, dipping into the 1min.28s, and rewarded John, this time paired with the legendary Steve Soper, with 3rd place overall. This is a very well known car and has been consistently maintained. The engine has completed three races and the gearbox was rebuilt in 2016. We understand that all safety items are still in date. Full details of the spec and build details of this competitive, race-ready car will be made available to interested parties. The popularity of the Gerry Marshall Trophy will mean that other circuits will be keen to run events on a similar basis, providing even more opportunities for these crowd-pleasing Capris to go racing. In the right hands, this is a winning car and is available for sale now.
Lot # 123 (Sale Order: 23 of 40)
The Ginetta marque, which will shortly celebrate its 60th anniversary, has consistently punched above its weight throughout three distinct periods of ownership. Founded in 1957 by the brothers Walklett - Bob, Douglas, Ivor and Trevers - the company developed from a business fabricating steel-framed agricultural buildings in rural Suffolk into a respected low-volume manufacturer of road and competition cars. Following the retirement of the Walkletts in 1989, the company was sold but failed, and was then bought by an international group of enthusiasts led by the ebullient Martin Phaff. Based in Sheffield, they produced a number of models including the G27 and G33 but times were difficult and the company was only kept afloat by the burning ambition of the directors and their emphasis on continuing to build cars suitable for UK club motorsport. In 2005 Ginetta was sold to the charismatic Lawrence Tomlinson's thriving LNT Automotive Group and in 2007 moved to a new state-of-the-art factory near Leeds. Since then the company has become synonymous with a range of competitive GT and GT4 cars (G40, G55, and G60) and, uniquely, running three major UK championships using their own cars. This rich vein of success in modern motorsport has resulted in the marque's early cars, particularly the G4, G12 and G16 enjoying considerable extra cachet and becoming very sought after. The brothers first collaborative effort in car construction was a pre-war Wolseley Hornet-derived special (retrospectively known as the G1) which came to a premature sticky end against an immovable tree stump in their parents garden. Unbowed, Ivor and his siblings pushed on with the G2, a tube-framed 'clubmans' roadster designed by Trevers utilising Ford E93A parts and bearing a distinct resemblance to the Lotus 6. The brothers offered it as a sideline to their engineering business and it was a moderate success with production reaching around 100. The G3 followed fitted with a Ford 997/ 106E and clothed in their first attempt at a GRP body. It was a touch ungainly but not a bad effort and sold around 60. However, all was forgiven in 1961 with the arrival of the shapely G4. The old adage 'If it looks right, it is right' certainly applied to the astonishingly pretty little Ginetta and, fitted initially with the unburstable 1-litre Ford 105E Anglia engine and subsequently with a Lotus Twin-Cam, the G4 captured the imagination of the competition set and was raced with widespread success as far afield as the USA and Canada. On short circuits, it proved the match of Divas, Marcos and the nimble Elans and in the hands of the late Chris Meek would become famous for the 'David and Goliath' battles with much more powerful Jaguars and the occasional Ferrari. Some serious sports racing cars were to follow, starting with the mid-engined G12 coupŽ which debuted in 1966. Its spaceframe chassis was clothed in a distinctive body, the central hull' of which was bonded to the tubular structure, and looked a bit like a G4 that had spent a considerable time at the gym. Suspension was by double wishbones up front (with the ubiquitous Triumph Herald uprights), and reversed lower wishbone and top links at the rear, triangulated by radius rods. Read more at ahttp://www.silverstoneauctions.com/ginetta-g16
Lot # 124 (Sale Order: 24 of 40)
The Type 101 Alfa Romeo Giulietta Spider appeared in 1959 but from 1962 onward the 101 was referred to as the Giulia, now fitted with a larger capacity engine. Both the Giulietta and Giulia, with either the 1290cc or 1570cc Twin-Cam engine, were adored by racing specialists who could tease out higher performance almost on demand. Described by Cars Illustrated as 'probably one of most delightful small sports cars which will ever be produced', these Spider models are certainly one of the most attractive Alfa Romeos ever designed. The car presented here, according to its chassis number, is a Type 101.23 1962 Alfa Romeo Giulia Spider. The chassis number (AR101.23/373985) is correct for a Spider model and denotes it as a Giulia, albeit a very early 1962 example, just in the change-over period from the 1290cc Giulietta to 1570cc Giulia. The car's racing life commenced in the mid-1980s, when Keith Goring, the well-known Alfa enthusiast and founder of 'Alfas Unlimited Inc.' of Connecticut, used his extensive expertise to transform a rolling 'rust and accident-free' Spider road-car into competitive race-car configured with a 1290cc engine. For many years Keith owned and campaigned the car up and down the East Coast with much success at Lime Rock, Grand Bahamas, Watkins Glen, Daytona and Sebring. As such a well-known historic race car, it became known to many as simply '#92', having now worn this number for three decades. The car was subsequently sold on to a Fred Schueddekopp of Washington State and again in March 2009 to an owner who commenced a full bare-metal and mechanical restoration of it, painting the car in striking 'Blue Medio'. This well-documented process was very thorough, taking just over a year to complete, now with a 1570cc engine fitted. During this next period, the car raced as part of the Northern California CSRG vintage series at Sears Point and Thunderhill. In 2012, it was re-fitted with a race-spec 1290cc engine producing 128 bhp built by Glenn Olivera of Berkeley, California whilst Jon Norman Racing installed a limited-slip rear-end and a Giulietta bonnet was also added. In this same year, due to its provenance and being the only Giulia Spider in either race, the car was entered and accepted into the Monterey Reunion and Pre-Reunion races (formerly known as the Historics). The re-built engine has covered just three races, whilst the head was more recently overhauled by Dan Marvin of Berkeley with all new valves and springs, with just one raced covered. The 5-speed close-ratio gearbox was also refurbished only a few races ago. It is at this specification and usage level that the car is now offered for sale at auction. The car has now been officially imported into the UK (NOVA Ref: NOVA17P794213) and has received some light cosmetic re-commissioning. With minimal modifications, this rare Spider race-car could be used in numerous UK and European events. It comes with an impressive history file, including many photographs documenting its restoration. With prices now for road-going Type 101 Giulia Spiders often in excess of £50,000, this race example with decent provenance and lots of potential, would make a good buy.
Lot # 125 (Sale Order: 25 of 40)
You don't call your cars Radical unless you offer something innovative and unique, and that was exactly the philosophy of company founders Mick Hyde and Phil Abbott seventeen years ago. They weren't about to build 'just another sports car', their approach was revolutionary, and together they created a whole new niche in the world of motorsport. In 2002, they launched the SR3, a genuine two-seater, road-legal track car, that wowed both the press and track drivers all over the world and has become Radical's most popular model to date. Presented here is a 2006 Radical SR3 in great order having had a detailed and excellent quality rebuild in late 2015. At this point the SR3 was treated to an upgraded K8 clutch, late specification exhaust, fuel pump, master cylinders, fresh bearings all round, all suspension and brakes serviced and replaced, and an ATL Fuel Cell fitted. It was also upgraded with a few extras such as the much improved 24V starting system and hot climate cooling kit with bigger radiator. The car also has new driver and passenger belts, as well as a new fire extinguisher system. This car was bought new in Dubai for use at the Autodrome but had only been used for a few test days before shipping to the UK. It was purchased from us in February 2016 by our vendor and the Radical joined his immaculate Ferrari collection and kick-started a passion for track days that culminated in him doing eight in this car. During his tenure, our vendor fitted new batteries and driveshafts and naturally the car was prepped before each outing and the oil regularly changed. This consignor advised our vendor not to attempt to patch-fix two three inch cracks to the rear fibreglass above each rear wheel-arch, a common problem with lift-off panels of this type, and to present the car to auction 'as is'. Having developed a passion for Radicals, this super SR3 has been superseded by a later model and is now ready to be enjoyed by its next lucky owner.