OLDTIMER GARAGE AUSTRALIA P/L

Details:
Oldtimer Australia is delighted to offer for sale this striking Australian delivered, factory right hand drive Maserati Merak.
The documentation on file from Maserati Classiche confirms that this car was completed on the 11th June 1974 and sold to Auto Italia in Melbourne. Its production date makes this quite an early car. The car was originally delivered in orancio (orange) with a dark grey velvet (velour) interior.
Apart from being sold new into Adelaide, the early history of this car is not known. The earliest documentation on file is a South Australian registration certificate dated 30th October 1987 and a transfer of ownership to a Mr H Clisby dated 1st May 1988. At that time the car was registered as UMZ 377.
There is a detailed write up on file from a previous owner, a Mr Don Venn from Adelaide, in which he mentions he purchased the Merak in 1990. In his ownership the car was stripped back to bare metal including the engine frame and the engine bay. All corrosion was cut out and replaced with new metal. There are photos on file documenting the work done. The car was then painted using Dulux acrylic lacquer in Ferrari Fly Yellow. Mechanically, the car also underwent a full refurbishment. Everything was assessed and what needed to be replaced was replaced.
In 1994 the car was sold to its next owner, Mr Tony Chapman from Sydney, NSW. At that time the car had 74,000 miles on the odometer. Chapman used and enjoyed his Merak through his 22 years of ownership clocking up some 24,000 miles.
Chapman sold the car through Shannons 2016 Sydney Spring auction. Its new owner was a classic car enthusiast in Perth. Whilst he loved his new yellow Merak he thought it would look even better finished in its original colour of orange! He engaged the services of Italian car specialists, Auto Delta, in Perth Western Australia to generally freshen up the car and have it repainted. One thing led to another and the car essentially underwent a second restoration. In addition to a repaint, the interior was retrimmed and a significant amount of mechanical work was also undertaken. The mechanical work included overhauling the hydraulic system, cooling system, brakes, steering and fitting a new clutch. The engine was rebuilt, which included refurbishing the cylinder heads and replacing the block which was in poor condition.
At that time the odometer read 98,437 miles.
After the restoration was complete the car was shown at Perths premier classic car event, the Celebration of the Motorcar in November 2020 where it won the Classic Sports Car class.
The cars owner then moved to Brisbane and decided to move in a different direction with his collection.
This fabulous Maserati Merak was sold through Oldtimer Australia to its current owner in February 2022, at which time the odometer read 98,537 miles.
After the current owner acquired the car he ironed out a few post restoration bugs and had the paint work ceramic coated. He has subsequently regularly used and enjoyed the car. It has been taken to various classic car events in and around south east Queensland, where it has been a regular trophy winner. It won the Peoples Choice award at the Lakeside Euro Day in May 2022 and European Sports category at the Noosa Beach Classic Car Show in July 2022 and again in September 2023.
The car was also taken to Auto Italia in Canberra in March 2023 where it was awarded the Chief Judges Choice award.
Today the odometer reads 01,912 miles, so in two years of ownership the car has travelled almost 3,400 miles or 5,600 km.
It is great to see that the car has been driven, but we should point out it presents even better than when we sold it back in 2022!
The Maserati Merak is one of Giorgetto Giugiaros finest pieces of work. The trademark flying buttress softens the look of the car and as a result it carries colour exceptionally well.
The first thing youll notice when you walk up to this car is the colour. It is ORANGE, very ORANGE, however, it is just so seventies and it really suits the car. It shows off the lines perfectly and contrasts well with the painted Campagnolo wheels.
Overall, the first impressions of the car are really good. It presents exceptionally well and the paint has retained a deep gloss and a mirror like smooth finish. Walking around the car we struggled to find any imperfections. There is a small mark in the swage line of the passengers door and a small bubble in the bottom front of the passengers door. You have to kneel down and look closely to see both.
The external trim is minimalistic, however, it is all in very good condition. This includes the bright work, lights/lenses and the glass.
The car sits on its original and unique Campagnolo wheels. The wheels are in very good condition with no kerb rash. They are shod with period correct Michelin XWX tyres, size 205/70/15 which are still in excellent condition. They are date stamped 3815 (week 38, 2015).
Open the door and you are welcomed by a very good looking interior. These early Meraks had the same dashboard as its big bother, the Maserati Bora. The upholstery is relatively fresh and the seats are in very good condition with no sign of any cracks or tears in the leather. They are comfortable and provide plenty of support. The Merak is a token 2+2 and the two rear seats appear to have never been used, other perhaps for an overnight bag. The centre console, door cards and dashboard all presents equally well. The carpets remain plush and are clean. All the instruments are clear and appear to be in good working order.
Under the front bonnet youll find a small boot which is clean and the carpet is in good condition.
The engine bay also presents very well. Everything looks clean, neat and tidy. The space saver spare wheel, running a Pirelli tyre that appears to have never been used, sits in the rear of the engine compartment. It is quite an incredible design that the engine sits so far forward in this 2+2 mid engine sports car! On closer inspection everything in the engine bay looks to be essentially correct.
Our memory from early 2022 was that this car drove really well. After being fettled, then used and enjoyed we were keen to take the car out for a current test drive. The starting procedure is typically Italian car of that era. Turn the ignition on, allow the fuel pump a little bit of time to fill the Weber carburettors, then give the accelerator pedal a few pumps and turn the key to start the car. It fires up easily, even from cold and the fairly quickly settles into a smooth idle.
Out on the road this Maserati Merak is fun to drive. By modern standards it is not fast, but it feels light and nimble on the road. The engine responds quickly to the slightest touch of the accelerator pedal and you often feel like you are travelling faster than you actually are. The Citroen controls are quirky, but once you get used to driving the car it is very rewarding. The gearbox, which should be used to maximise the power band from engine feels precise and direct. The gear changes are smooth both up and down the box. The steering is direct and precise, which coupled with the superb handling ensure that the car feels glued to the road at all times. The brakes are very direct and pull the car up easily and in a straight line.
All too soon our test drive comes to an end and we return the car to our showroom.
Unfortunately, there are quite a few tired Maserati Meraks out there, which can bring no end of problems. Good cars that are sorted, ready to use and enjoy are few and far between.
This car is a very well sorted example of an iconic 70s Italian junior super car which is ready for its next owner to use and enjoy.
Accompanying the car is a very good history file, various trophies, a car cover, a copy of a parts manual, a copy of a workshop manual and a copy of an owners manual.
Highlights:
- Australian delivered, factory RHD early Merak.
- Beautifully presented example of this iconic Maserati
- Recently restored in its original colour
- Good history file
- Ready to be used and enjoyed.
Price $139,950.
Background:
The Maserati story is a fascinating one. It is the story of a family with daring, courageous and forward-thinking ideas. The story starts with Rodolfo Maserati, a railway engineer who was employed by the Italian monarchy and the father of seven sons who all had a passion for engine design and racing cars. The Maserati brothers all became involved in the automotive industry in some way or another, however, it was on the 1st of December 1914 that Alfieri, Ettore and Ernesto Maserati officially opened Alfieri Maserati Workshop in Bologna, Italy.
Maserati chose the trident logo to adorn its cars. Its design was based on the Fountain of Neptune in Bolognas Piazza Maggiore. The colours chosen for the logo were also the colours of Bologna, red and blue.
The business was focused on repairing, servicing and preparing cars, however, the World War cut business short and it wasnt until 1926 that Maserati built its first car, the Tipo 26.
It was all about motorsport back then and in 1937 the Orsi family acquired ownership of Maserati which was in desperate need of financial backing to be able to survive. During the Orsi years Maserati grew from a boutique but very successful race car builder to one of the worlds leading manufacturers of hand-built sports and GT cars.
Maserati built its first road car in 1946 even though times were tough in post War northern Italy. The car was the Maserati A6 where A was for Alfieri and 6 for the number of cylinders. The initial reception of the car was positive and a production Maserati A6/1500 was then shown at the 1947 Geneva Motor Show.
This was a significant milestone in the Maserati legend and subsequent models included the A6G/2000, 3500 series cars, 5000GT, Mistral. Quattroporte, Mexico, Sebring and Ghibli. Maserati also continued to build very successful race cars that dominated tracks around the world including the 250F, 300S, 150S, 450S and the Birdcage.
Orsi sold to Citroen in 1968. Soon after, the idea of a two seat mid-engined super car was conceived. It was then in the summer of 1969 the first prototype of Maseratis new car was built. This car was known as Tipo 117 and was ultimately named Bora after a wind from the Northern Adriatic Sea. The car became a reality in relatively short time and it was officially launched at the Geneva Motor Show in March 1971.
Like the Ghibli before it Maseratis new flagship was designed by Giorgetto Giugiaro, this time for Ital Design. In many ways the Bora was a unique design and its trademark was that its roof and A pillar were finished in brushed stainless steel in contrast the rest of the painted body.
The early seventies were tough time for supercar manufacturers as the oil crisis hit hard, effecting the sales of cars with large displacement engines.
Maseratis answer was the V6 engined Merak.
The Maserati Merak (Tipo 122) was introduced at the 1972 Paris Motor Show and it followed in the footsteps of its big brother the Bora. The models name, chosen by Maseratis commercial director Dominique Drieux, was not a name of a wind and is not to be confused with the Eponymous Indonesian city in Java. It receives its name after a star in the Ursa Major constellation.
Like the Bora, the Maserati Merak was designed by Ital Designs Giorgetto Giugiaro and its ancestry is obvious though there are many subtle but significant differences in the cars design. The Merak is one of Giugiaros finest pieces of work. Whilst based on its big brother the Bora, the Merak doesnt have a full glass fastback, but rather a cabin ending abruptly with a vertical rear window and a flat, horizontal engine cover pierced by four series of ventilation slats. Giugiaro completed the vehicles silhouette by adding open flying buttresses, visually extending the roofline to the tail.
The Merak is a 2+2 though its rear seats are best described as occasional or for an overnight bag or golf clubs only! Its Italian competitors all ran V8 engines, however, Maserati opted to use a longitudinally mounted 2,965cc V6 engine that had its roots in the Citroen SM. Given the company was owned by Citroen at the time it is not surprising that a number of Citroen components were used, including the engine as well as Citroens hydraulic systems and much of the interior.
Maserati built some fabulous cars during Citroens ownership (including the Indy, Bora, Merak and Khamsin), however, times were tough and the company struggled financially. Citroen placed Maserati into liquidation in May 1975 and it was ultimately saved by the Italian government and Alejandro de Tomaso took control shortly thereafter.
Interestingly when Alejandro de Tomaso acquired Maserati the Merak underwent a make over of its interior which was well received at the time. In addition to the standard Merak, Maserati brought out the Merak SS in 1976 which was lighter and had a more powerful engine and also the Merak 2000 in 1977 specifically for the Italian market which imposed a heavy tax on cars with engines greater than 2,000cc capacity.
The Merak was one of the seventies junior supercars, much like Lamborghinis Urraco and Ferraris 308 GT/4, that was going to tackle Porsche head one and be sold in significant quantities to underpin the cash flow of the company during the oil crisis.
The formula made good sense and Maserati enjoyed much success with its Merak and 1,820 examples were built in a twelve year period from 1972 to 1983.

1974 MASERATI MERAK

Details:
Oldtimer Australia is delighted to offer for sale this lovely factory right hand drive 1968 Triumph TR5 PI.
The Heritage Certificate on file confirms this car was built on the 14th March 1968 with a date of despatch of the 29th March 1968. The car was sold through Lambs Limited, Woodford Green, UK. The car was delivered to its first owner with the following options fitted: heater, wire wheels, Jasmine hard top and 165x15 SP41 tyres.
The Heritage Certificate confirms that this car was originally delivered in jasmine (primrose yellow) with black upholstery. It also confirms the car retains its original engine.
The early history of this car is not known but it must have come to Australia fairly early in its life. The documentation on file confirms this TR5 to be a long term Perth car. The history file starts in 1986 when on the 1st April 1986 Edward Podolski acquired the car from Lynda Kostera. At that time the car was registered as 6LW967. Podolski only kept the car for a few months before selling it on the 13th October 1986 to Richard Lindsay, The car was then sold through Alf Barbagallo Motoring Excellence in Osborne Park to Ian Barrett on the 29th December 1990.
Barrett was to be a long term custodian of this TR5 and he kept it for the next 25 years. At the end of 2001 he engaged Motormend - The Triumph Centre in Perth to repaint the car. In 2004 Motormend replaced the original gearbox with a 5-speed Toyota Supra gearbox. At the same time the starter motor was overhauled. When all this work was done the odometer read 02,867 miles.
Barrett sold his beloved TR5 in January 2016 to Barry Ogston from Rockingham. In June 2016 he had Motormend install a surrey top. In February 2017 he had a custom stainless steel exhaust system installed and in March 2018 he had the seats rebuilt and retrimmed in leather.
The current owner, who lives in northern NSW near Newcastle, acquired the car from Barrett in July 2020.
In his ownership the engine has been completely rebuilt in December 2023 by British car specialists Moxham Garage in Wyong, NSW. At that time the engine bay was also repainted.
Incredibly, it has been 23 years since this car was repainted and in that time the car has travelled some 25,000 miles. Today the paint on this TR5 presents exceptionally well, which is credit to the quality of the repaint carried out all those years ago. It has retained a strong depth of colour and a smooth, deep gloss finish. On closer inspection there are a few minor defects here and there, but the overall condition belies the fact this car was repainted many years ago.
The bright work is generally in a good condition. The bumpers, grill and the headlight surrounds present well. The indicator surrounds, the badges and the door handles show some very minor pitting.
The chrome wire wheels are in excellent condition with no curb rash. They are shod with Maxxis 185/65/15 tyres all around, which are date stamped 4508 (week 45, 2008). Whilst the tyres are still in good condition, they should probably be replaced based on age. From the photos it looks like the car is running white wall tyres, but it is not. The wheels actually have a white ring fitted, which gives the appearance of white wall tyres.
Open the door and you are welcomed by a fresh, really smart interior. The seats, which have been retrimmed some 6 years ago, present well and there are no rips or tears in the leather. The dashboard presents well and the instruments are all clear and appear to be in good working order, with the exception of the speedo which is not accurate. It most likely has not been recalibrated when the 5-speed gearbox was installed. There is, however, a digital speedo with a heads up display installed on top of the dashboard which looks to read correctly. The car is fitted with aftermarket steering wheel, which is slightly smaller in diameter than the original. This is in excellent condition, looks great and feels just right when driving the car. Behind the seats youll find a carpeted storage area with two after market speakers. Throughout the cabin all the carpets are in good condition. The same can be said for the door cards.
Under the bonnet everything looks neat, clean and tidy which is no surprise given the recent engine rebuild and engine bay repaint.  In the boot everything is also similarly presented. There is a spare chrome wire wheel which is also shod with a Maxxis 185/65/15 tyre.
Theres no doubt this TR5 is a goodn! It presents beautifully and after a recent test drive we can confirm that it also drives really well.
The car starts easily, even from cold and only requires a little bit of choke to start.  The engine quickly settles into a smooth idle. That raspy exhaust note is just right, which just teases the driver to get moving!
We were curious to see how well the five-speed gearbox would suit the car and we were not disappointed. In short, it is fabulous and improves the drivability of the car.  The gear changes are easy and really smooth. The engine has plenty of power on tap and just the car just wants to go. It accelerates quickly throughout the gears and all too easily you are well and truly exceeding the speed limit!  At the same time the car feels very solid and predictable on the road. The suspension is firm, yet it easily absorbs minor bumps in the road. When needed the brakes pull the car up easily and in a straight line.
The current owner has ticked a bucket list and thoroughly enjoyed his time with this quintessential British sports car.
Over the years we have sold quite a few TR5s and none drive any better than this car. It is one of those cars that you can just jump in to use and enjoy. You wont win the concours, but this TR5 is beautifully presented and drives every bit as good as it looks.
Accompanying the car is spare wheel, a Heritage Certificate and a very good history file.
Today the odometer reads 27,087 miles.
Highlights:
- A well presented example of a quintessential British sports car.
- A fabulous driving car.
- Upgraded with Toyota Supra 5-speed gearbox.
- Matching numbers engine and chassis
- Recent engine rebuild.
- Ready to be used and enjoyed.
Price $109,950.
Background:
In 1885 Siegfried Bettmann, a German living in London, founded S. Bettmann & Co and started importing bicycles from Europe. Initially, he was selling them under his own trade name, however, in 1886 the name changed to Triumph. In 1897 the company was renamed as the Triumph Cycle Co Ltd and in 1902 the company started producing motor cycles at their factory in Coventry. Business was booming, thanks to big orders from the British Army which needed motor cycles during the First World War and by 1918 Triumph had become Britains largest manufacturer of motor cycles.
In 1921 Bettmann acquired the assets of the defunct Dawson Car Company and started producing cars. The first car to wear the Triumph name was the Triumph 10/20. This car and its immediate successors were only produced in small numbers, however, that all changed with the introduction of the Triumph Super 7 in 1927. This car was a success and it was sold in large numbers through until 1934.
In 1930 the name of the company was officially changed to the Triumph Motor Company. Times were tough and Triumph was struggling to compete with larger car companies. The company started having financial problems and in 1936 the bicycle and motorcycle business were sold to Jack Sangster of Arial. In 1939 the Triumph Motor Company went into receivership and the factory, equipment and goodwill were offered for sale. They were sold, but the Second World War stopped production and the Triumph factory was completely destroyed by bombing in 1940.
After the Second World War, what was left of the Triumph Motor Company and the trade name were purchased by the Standard Motor Company. In 1946 the first new Triumph, the 1800 Roadster, was released to directly compete with Jaguar. In 1950 the company decided to use the Triumph name for all sports models and the Standard name for saloon cars. History now says that this was a strategically brilliant move as it signalled the birth of the Triumph TR series cars.
The TR series Triumphs stand as iconic British sports cars that are well known and loved by enthusiasts all over the world. It started back in 1952 when the Triumph 20TS, a prototype sports car which later became known as the TR1, was shown at the London Motor Show. Reactions were mixed, however, Triumph thought they were on to a good thing and the prototype evolved into the TR2 that was subsequently shown at the Geneva Motor Show in 1953. Triumph built over 8,500 of these 1991cc 4 cylinder sports cars from 1953 - 1955 and as they say the rest was history. The model evolved into the TR3 (produced from 1955 - 1962), the TR4 (built from 1961 - 1965), the TR4A (built from 1965 - 1967), the TR5 (built from 1967 - 1968) and ultimately the TR6 (1969 - 1976). Subsequent TR models were interesting cars, but its fair to say the evolution of the TR2 finished at the TR6.
Perhaps the most interesting and certainly the rarest of all of the TR production cars is the TR5 with only 2,947 cars built. The most significant change from the TR4 was the introduction of a 6-cylinder 2.5 litre fuel injected engine that boasted an impressive 150 bhp that could propel the car from 0 50 mph (80 km/hr) in just over six seconds and a top speed of just under 120 mph (200 km/hr).
Today the TR5 remains the most sought after and collectible of the TR series cars.

1968 TRIUMPH TR5 PI

1956 JAGUAR XK140 Fixed Head Coupe

1985 PORSCHE 911 CARRERA 3.2 Targa

1979 MASERATI KHAMSIN

Details:
Oldtimer Australia is delighted to offer for sale this Australian delivered, factory right hand drive 1986 Lamborghini Jalpa.
According to the Lamborghini Registry this car was completed on the 24th November 1986 for Australian importer A.A. de Fina. The car was originally rosso (red paint code 215157) with a panna (cream) interior, which is how the car is presented today. The Australian compliance plate is dated 1/87.
The early history of this car is not definitively known, however, it is understood to have come from long term Sydney ownership. The car was then sold to another Sydney owner in circa 2005 before being sold by Oldtimer Australia to the Gosford Car Museum in July 2015. At that time the odometer read 45,005 km.
The current owner acquired the car from the Gosford Car Museum in early 2018. At that time the car presented well cosmetically, but it was a little tired.
In July 2018 Melbourne based classic Lamborghini specialist, Sports and Classic Car Services completed a major mechanical refresh of the car. They rebuilt the engine, which included reconditioning the cylinder heads and engine ancillaries, rebuilt the gearbox, installed new rear shock absorbers, replaced the brake hoses and installed new rear wheel bearings. At the same time a new Quicksilver exhaust system was installed. In total, $43,000 was spent on the car to bring it up to its current condition. At that time the odometer read 45,054 km.
In May 2020 Sports and Classic Car Services performed an annual service and safety check and at that time the odometer read 45,819 km. The next service was performed in June 2022 and at that time the odometer read 47,242 km.
The current owner has used the car sporadically in the last eighteen months and today the odometer reads 47,630km.
First impressions of this car are good, really good! Overall, it presents well. It is understood the car was repainted back in 2005 shortly after it changed hands. The rosso paint has retained a high gloss and a strong dept of colour. However, if you look closely you will notice some small paint imperfections. The most noticeable one is on the edge of the B pillar on the drivers side and there are some small paint bubbles on the rear bumper. The Lamborghini badge on the front is showing its age and is the first thing we would replace! The Lamborghini and Jalpa badges on the rear of the car are in good condition. All the glass presents well with no cracks or delamination evident. The targa top is in very good condition.
The original and quite unique Route Oz wheels present well. There is some very minor curb rash visible, but nothing too noticeable. The front wheels are shod with Pirelli Cinturato P7 tyres, size 205/55 R16. These are date stamped 5117 (week 51, 2017). The rear wheels are shod with Hankook Ventus RS4 tyres, size 225/50 R16. These are date stamped 1221 (week 12, 2021). Both the front and rear tyres are still in good condition.
Open the door and you are welcomed by a sharp and very good looking interior. The interior was refreshed less than twelve months ago and as a result the seats present well and are in very good condition with no rips, tears or cracks evident. They are surprisingly comfortable and provide ample support. The matching door cards are also in very good condition. The seats and door cards are both trimmed with red piping, which is so eighties and as the car was finished new. The matching carpets are also in very good condition with no excessive wear evident.
The dash presents well and the top has not been affected by the harsh Australian sun. There are no cracks evident nor is there any discoloration. Overall the instruments and controls present well and appear to be in good working order. A known problem with Italian cars from this period is that the needles on the speedo and the tacho have a tendency to warp. Both instruments on this car are slightly warped, but both are working and look to read correctly. The metal gear shifter gate is showing its age and is something we would have cleaned up and polished. The Nardi steering wheel is most likely original and generally in good condition, though there are a few cracks appearing in the leather. A good leather doctor would attend to this easily.
Under the front bonnet everything is very original. Unfortunately, the space saver spare wheel is missing.
The engine bay presents well and behind it, underneath the rear spoiler, youll find the boot, which whilst relatively small is bigger than it looks! There is plenty of room for a few overnight bags. The boot retains its original carpet and is in quite good condition.
Shortly after the car arrived at our showroom, we found a break in the inclement Brisbane weather and were able to get it out for a quick test drive and photo shoot. The car starts easily, even from cold. The Quicksilver exhaust system has a fabulous note to it without being too noisy. Out on the road the car drives easily and the more you drive it the more you like it! The engine has loads of power and the gear changes are smooth, both up and down the box. The steering feels precise and is not too heavy. We did notice the AC was not working and upon further investigation we discovered that the hoses have been disconnected and the compressor is missing.
Whilst the car runs and drives well, it would benefit from a tune and it probably needs to used and enjoyed more regularly.
In 2019 Motortrend wrote an interesting article about the Jalpa called Driving the Lamborghini Jalpa: A Classic Supercar Worth Remembering. In the article the Jalpa is described as . . . an intriguing car with a beguiling personality far different from the bigger, better-known Lamborghinis. In the article automotive historian Massimo Delbo describes the Jalpa as . . . simply and enigmatically: If you know, you know. Unfortunately, the Jalpa was introduced at the wrong time, America was pulling out of a recession and people favoured its bigger brother the Countach or even Ferraris entry level car, the 328. As far as the nouveau riche were concerned, there was only one Lamborghini worth considering. Motortrend questions this; Was their belief correct? The Jalpa is arguably the better sports car, a ballerina compared to the brutish Countach. The author, after his test drive, states: Given the choice between a Countach and a Jalpa a guy can dream, right? I know which I would pick. A week ago, my answerwould have been different, but now I know and hopefully you do, too.
With only 410 examples ever made and approximately 35 in right hand drive, the Jalpa is indeed a very rare car.
Here is a unique opportunity to own an Australian delivered, factory right hand drive example and become part of the small group of people who can experience first hand how good and how much fun this junior super car is to own and drive.
This car wont win a concours, but it is a really nice example that presents and drives well. It can be used as is or easily taken to the next level should one desire to do so.
What a fabulous alternative to a Ferrari 308 / 328!
Highlights:
- Rare Australian delivered, factory right hand drive example.
- Major mechanical work, including engine rebuild, in July 2018.
- Quicksilver exhaust system fitted.
- Recent interior refresh.
- Join an exclusive club.
Price $189,950.
Background:
The Lamborghini story is fascinating in itself, but for the company to have survived all these years and indeed celebrate its 50th Anniversary in 2013 is quite amazing. Ferruccio Lamborghini was an entrepreneur, a very successful businessman and a lover of the finer things in life, including sports cars. He was fortunate enough to own some wonderful cars including Ferraris however, he found fault with them all. According to the legend following a meeting with Enzo Ferrari to discuss some of the short comings of his cars Enzo dismissed Ferruccio and he subsequently decided that he could build a better car.
Not long after, in May 1963, Automobili Ferruccio Lamborghini SPA was established and the small town of SantAgata Bolognese, located between Modena and Bologna, was chosen as the location to build the factory. Born under the Zodiac sign Taurus Lamborghini chose the raging bull as the emblem for his sports cars.
Lamborghini knew what he wanted and he put together a highly skilled team. His first car the 350 GTV was shown at the Turin Motor Show in October 1963. This car received mixed reviews; however, Lamborghini was not deterred and made a number of improvements and design changes to the original concept. The first Lamborghini production car the 350 GT left the factory in mid-1964.
The 350 GT evolved into the 400 GT 2+2 and later the Islero. In parallel to building these classic front engine V12 GT cars Lamborghini wanted to build a super car, enter the Miura first shown as a rolling chassis in 1965, and also a GT car that could comfortably seat four people, enter the Espada in 1968. The mid to late sixties were good times for Lamborghini and his cars were revered the world over.
In 1970 the Islero was replaced by the Jarama. Lamborghini also wanted to enter the junior supercar market and introduced the Urraco or little bull, named for the fighting bull which killed the toreador Manoleten, at the 1970 Turin Motor Show. The Urraco attracted huge interest from the motoring world and Bertones classic wedge shape received critical acclaim at the time.
It wasnt until some two years later, in 1972, that the first production cars rolled off the Sant Agata production line. Lamborghini hoped to build the Urraco in big numbers, however, this never eventuated and only 520 of the P250s were built up until 1975 when the P300 was released. The world economy changed quickly and the early 1970s were a tough time for Lamborghini. Additionally, the Urraco had some teething problems early on and the car unfortunately developed a reputation as unreliable. This was perhaps unfair as once Lamborghini ironed out the bugs the car was in fact a little gem and properly sorted was a genuine threat to Ferraris 308, Maseratis Merak and the Porsche 911 of the day. The Urraco P300 was indeed a fabulous little car and in Sports Car World magazine July September 1976 Mel Nichols wrote: . . . I was not hard pressed to conclude that the Urraco 3-litre is the most enjoyable car I have ever driven. In the October 1978 issue of Car Magazine Nichols pits the Lamborghini Urracoagainst a Ferrari 308 GTB and a Maserati Merak SS. The article is compelling reading and Nichols picks the Urraco as his favourite. Only 205 Urraco P300s were built. Lamborghini also built 66 Urraco P200s (with a 2 litre V8 engine) specifically for the Italian market.
The Lamborghini Silhouette was a further development of the Urraco and it was first shown at the 1976 Geneva Motor Show. The Silhouette was a genuine 2 seater and the 2+2 seating of the Urraco was removed to allow space behind the seats to store the targa top. The Silhouette is one of the rarest Lamborghinis with only 54 cars built, of which only ten were factory right hand drive.
Lamborghinis last iteration of their V8 engined junior supercar was the Jalpa (pronounced YAWL-pa), named after another breed of fighting bull. The Jalpa was introduced at the 1981 Geneva show and 410 examples were built spanning seven years from 1982 through to 1988. Of these it is understood that only 35 left the factory as right hand drive and perhaps there are 10 in Australia.

1986 LAMBORGHINI JALPA

1958 JAGUAR XK150 Drophead Coupe

Details:
Oldtimer Australia is delighted to offer for sale a 1973 De Tomaso Pantera.
This particular example was sold new into the USA and is understood to have spent its early years in Pennsylvania. There is still a Pennsylvania registration sticker that states it is void after Jan 31, 1977, on the front windscreen.
This car is incredibly original and it retains its original American compliance plate (which is dated 1/73) in the drivers door jamb, its original ID plate (which has the engine number stamped on it) and body service number tag (both under the front bonnet), the chassis number plate on the top of the dash and even the engine number tag (used for ordering parts) in the engine bay.
The engine number stamped on the ID plate matches that stamped on the engine number tag and what is stamped on the block, confirming this to be a matching numbers car.
The car found its way to Europe in 1977 and there is a copy of its Dutch registration on file. This shows that it was first registered in the Netherlands on 24th November 1977 with the registration 52-TR-44. Its Dutch history is not known, other than there is a document on file with a change of particulars dated 2nd November 1989 on file. The name on that document is Mr A.H.P Oostveen, who lived in Brasschaat, Belgium at the time. The current owner acquired the car in 1999 from a dealer who was selling the car on behalf of Mr Oostveen and subsequently imported it into Australia. There is an import approval on file for the car dated 15th December 1999.
The current owner recalls picking up the car from a private garage in central Amsterdam and driving it along the canals and then south to Rotterdam to have it shipped to Australia. He was told that Mr Oostveen was the second owner of the car, making this De Tomaso Pantera a three owner car.
The car arrived into Australia in early 2000, joining an extensive and eclectic collection. It was essentially kept as part of a static collection and never registered or driven in anger on the roads in Australia.
This car is a somewhat of a time capsule. The odometer currently reads 31,888 miles and it is understood to be genuine.
Today this De Tomaso Pantera presents very well, for an essentially original car. The paint on the car is in good condition, though there is evidence that it has had a blow over at some stage. It is not known when exactly that was done but it was done prior to the current owner acquiring the car. The underside of the car has been painted with Tectyl, which is a rust preventer. This has been sprayed literally everywhere! There is a Dutch Tectyl sticker on the left rear quarter glass, which confirms this was done during the time the car spent in the Netherlands.
The panel gaps are generally very good, though as you will see from the photos the right hand side headlight pod needs to be adjusted.
The glass appears to be all original. Every window has the correct Sicursiv Climaglass etching. The presentation of the external trim is consistent with paint work. It is generally in good condition for a car of this age. The chrome is presentable, the lights and lenses are clear with no cracks and the rubber bumpers are presentable. There are two small holes in the front bumper, most likely from where a number plate was fitted at some stage.
The trademark De Tomaso Campagnolo wheels are the correct type and present pretty well. They are shod with Goodyear NCT VR60 tyres, size 235/60 VR15 at the rear and 205/60 VR15 at the front. The tyres are old and will need to be replaced.
The interior is most likely original and it still presents really well. The seats are firm and still provide ample support. The bottom section of the drivers seat is showing some wear on the right side, most likely from the seat belt. There is also a small mark on the bottom section of the passenger seat and a small tear in the underside of the arm rest on the passenger door. The door cards are similarly well presented. The same can be said for the carpets, which are are clean and in good condition. The dashboard and centre console are in excellent condition and present with no cracks. All the instruments are clean and present well. The switches appear to be original and the symbols on them are clear. The car is fitted with a period correct Blaupunkt radio.
Under the front bonnet everything looks to be original and correct, though the compartment could do with a tidy up. The space saver spare wheel, which has never been used, is present as well as what looks to be the original Ford tyre inflator canister, a jack kit and tool roll.
Under the rear lid the engine bay cover is present with the carpet showing some wear. Once removed you see the stonking 351 cubic inch Ford Cleveland V8 engine. The engine itself could do with a clean.
This car has not been driven on the road since it was imported into Australia and it will require recommissioning. The engine turns over easily and should be relatively straight forward to recommission.
Accompanying the car is an owners manual, an Australian import approval, a copy of the Dutch registration, an original spare wheel, a jack, an original Ford tyre inflator canister and a tool role, though most of the tools are missing.
We envisage that this car can be reasonably easily recommissioned, then used and enjoyed as a very original car.
Price $169,950
Background:
Born on 10th July 1928 in Buenos Aires, Argentina, Alejandro De Tomaso grew up among a family known to be quite politically influential and very wealthy.
From an early age racing and race cars had been a real passion for De Tomaso. In 1945 he drove his first race in a modified Bugatti Type 35. In 1954 he was offered the opportunity to race for Maserati in the 1,000 km race of Buenos Aires and returned to win that race in 1955 a Maserati A6GCS.
That same year De Tomaso moved to Italy and started working for OSCA in Bologna as a test driver. In the meantime, he kept racing. In 1957 he won the 1,500cc class at the Buenos Aires 1,000 km race driving a new OSCA. In 1958 he drove an OSCA with a 750cc engine at the 24 Hours of Le Mans and finished a very credible 11th overall, averaging over 140km/h.
In 1958 De Tomaso built his first car. It featured the 750cc OSCA engine mounted in front of the rear axle, quite an unusual design for that time. Unfortunately, the car never raced as the Maserati bothers, who owned OSCA, forbid him to use the engine.
In 1959 De Tomaso moved to Modena and built his second car, an F2 race car, again which an OSCA engine which this time he was allowed to use. The car made its debut at Sebring in 1959. The car was called Isis after his wife. Unfortunately, mechanical issues forced the car to retire from the race. After many more adventures and attempts to produce various race cars, De Tomaso introduced their first production car in 1965, a two seater coupe named Vallelunga. The car remained in production until 1967 and 59 examples were built including the prototype.
In 1966 De Tomaso opened a new factory which allowed him to follow his dreams and expand production of his cars. In 1967 the De Tomaso Mangusta was introduced. The stunning Mangusta, which was penned by Giorgetto Giugiaro whilst working for Ghia, remained in production through until 1971 and 401 examples were produced. In 1967 De Tomaso acquired Carrozzeria Ghia and 1969 he acquired Carrozzeria Vignale. These acquisitions were not financially successful, however, they did provide an introduction to Henry Ford II, which ultimately had a big impact on his future.
The Ford Motor Company subsequently took a controlling stake in De Tomaso as well as Ghia and Vignale.
This relationship led to one of the worlds most iconic sports cars being developed the legendary De Tomaso Pantera. Designed by Carrozzeria Ghias American born Tom Tjaarda, the Pantera was built with the American market in mind. De Tomaso had the rights to sell the Pantera, except in North America, where Ford sold the car through their Lincoln-Mercury dealers. The Pantera was a huge success, with more than 7,000 cars built before production ceased in 1992.
Models included the standard Pantera, Pantera L (for the US market), Pantera GTS, Pantera GT5, Pantera GT5S and Pantera 90 Si.

1973 DE TOMASO PANTERA L

Details:
Oldtimer Australia is delighted to offer for sale a 1955 factory right hand drive Volkswagen Type 2 (T1) split screen 23 window De Luxe Microbus, otherwise known as a Samba or Kombi.
The Zertifikat on file from Stiftung Automuseum Volkswagen dated 1st September 2011 confirms this is a factory right hand drive model 244 VW De Luxe Microbus. It was built on 11th March 1955 and left the factory on 18th March 1955. It was delivered to Volkswagen dealer Kemsley in London, UK. The certificate also tells us it was delivered with the following options: sealed-beam headlamps (M011), towing hooks front and rear (M029), Westfalia camping equipment (M108) and Safari windscreens (M113).
At some stage this Kombi found its way to Australia. It is not known exactly when it was imported, but the Department of Transport has confirmed this must have been prior to 1989.
There are receipts on file from the early 1990s indicating its then owner initially lived in Seymour, Victoria before moving to Brisbane mid 1990s. The car was sold in 2001 to its next Brisbane based owner. The current owner, who is also Brisbane based, acquired the car in October 2004. At that time it was painted in green and white. The odometer read 13, 354 miles.
The car was used and enjoyed through until 2010, at which time its owner decided to return his Kombi back to its former glory. He enlisted the services of Das Resto Haus on the Gold Coast for the restoration. The owner wanted to return the car to its original colour scheme of Chestnut Brown (Code: L73) over Sealing Wax Red (Code: L53).
The owner opted to make some upgrades to the Kombi to make it a more usable classic. The engine was replaced with a new 1, 654 cc engine of the correct type. The rear suspension was upgraded to an independent rear suspension setup and the original drum brakes were replaced with disc brakes.
All the body work was completed around June 2012 after which the Kombi was repainted. The interior was retrimmed in correct light brown vinyl. The owner also managed to find the very rare foldable left seat to complete the interior.
There is a thick file of invoices on file documenting most of the work done.
It has now been just over 10 years since this Kombi was restored, however, it has been well cared for and today it still presents very well. From a meter away the paint work looks magnificent, however, when you get closer to the car you will notice some orange peel in the paint. This is mainly below the swage line and most noticeable on the drivers side of the car. There are no significant stone chips or other imperfections. All the panel gaps are very good.
The external trim is minimalistic, but presents well. The glass (of which there is plenty!) is in good condition and, with the exception of the two front windows, appears to be all original.
The steel wheels are shod with Coker Classic tyres, size 165R15, date stamped 2313 (week 23, 2013). They appear to have hardly been used but probably should be replaced based on age if one would consider doing some serious driving.
A cool detail on these early Kombis are the semaphores. They are operational, however, for safety the current owner has installed additional indicators which are discretely positioned underneath the bumpers front and rear.
Open the door and it immediately becomes obvious that this Kombi has been sparingly used since it was restored. Everything still presents like it would have done 10 years ago and there is hardly any sign of usage. The front seats present well and provide ample support. The back seats present equally well and it appears as if they have never been used. The carpets are in excellent condition. All the instruments in the dashboard present well and appear to be in good working order. There is an aftermarket RetroSound radio fitted.
After getting comfortable behind the steering wheel, we make ourselves familiar with the very basic controls in preparation for our test drive.
The car starts easily even from cold and quickly settles into a smooth idle with that familiar Volkswagen sound from its air-cooled engine.
There is something about this car, it is just cool and we are genuinely excited to see how it performs on the open road. After allowing the engine to warm up, we move the gear lever to select first gear and off we go. For someone not familiar with a Kombi, the driving position takes a little bit of getting used to as you are basically sitting on top of the front wheels! As a result, driving around a corner feels a little bit weird initially. You get the feeling you are turning too late to make the corner, yet you do so easily.
This Kombi just wants to go! The engine revs freely and there is enough power on tap to easily keep up with modern day traffic. The gearbox is smooth both up and down the box. The upgraded brakes stop the car quickly and in a straight line when required. With the 23 windows it is needless to say the visibility is good all around. It also makes the Kombi feel spacious and bigger than it actually is.
Today the odometer reads 65, 631 miles.
In recent years these Volkswagen Type 2 (T1) split screen 23 window De Luxe Microbus (otherwise known as Sambas or Kombis) have become highly collectable. These early cars are extremely rare and the ones to have, particularly in right hand drive.
This particular example ticks a lot of boxes and can be used and enjoyed as is or taken to the next level by rectifying the paint issues.
This Kombi would be a perfect beach house car and would turn plenty of heads at any cars and coffee!
The Volkswagen club scene is very active in Australia and this Kombi would definitely be a welcome sight at any of their events
Highlights:
- Factory right hand drive early 23 window Microbus
- Original colour combination
- Sympathetically upgraded
- Ready to use and enjoy or take it up to the next level.
Price $229,950
Background:
In the early 1930s cars were a luxury. Most Germans could afford nothing more elaborate than a motorcycle. Only one German out of 50 owned a car. Seeking a potential new market, some car makers began independent peoples car projects, such as the Mercedes 170H, Adler Autobahn, Steyr 55, and Hanomag 1. 3L.
The trend was not new. Béla Barényi, an Austro-Hungarian engineer is credited with having conceived the first basic design in the mid-1920s. In Germany, Hanomag produced the 2/ 10PS Kommisbrot a small, cheap, rear-engined car from 1925 1928 and Czechoslovakia produced the popular Tatra 7. Ferdinand Porsche had been trying for years to get a manufacturer interested in a small car suitable for a family. He built a car named the Volksauto from the ground up in 1933, using many popular ideas and several of his own. Key features of the car were an air-cooled rear engine, torsion bar suspension, and a beetle shape with the front hood rounded for better aerodynamics (necessary as it had a small engine).
In 1934 Adolf Hitler became involved. He ordered the production of a basic vehicle that needed to be able to transport 2 adults and 3 children at 100km/ h. He wanted all Germans to have access to a car. The peoples car would be available at 990 Reichsmark. A special savings plan was introduced. A person could save 5 Reichsmark a week to realise their dream of owning their own car. Over 300, 000 people participated in this savings plan, however, the whole project was financially unsound. No private industry was able to meet the requirements and produce a car that could be sold for 990 Reichsmark.
On the 28th May 1937 the Gesellschaft zur Vorbereitung des Deutschen Volkswagens GmbH (Company for the Preparation of the German Volkswagen Ltd) was formally established by the German Labour Front and in 1938 the first prototypes of the KdF-Wagen (Kraft durch Freude) started to appear. On 16th September 1938 the company was renamed Volkswagenwerk GmbH and the company built its main plant in KdF-Stadt which later became Wolfsburg.
The outbreak of the Second World War and integration into the arms industry prevented mass production of the Volkswagen peoples car. Instead, military vehicles and other armaments were produced using forced labour.
In April 1945, KdF-Stadt and its heavily bombed factory were captured by the Americans, and subsequently handed over to the British, within whose occupation zone the town and factory fell. The factories were placed under the control of Saddleworth born British Army officer Major Ivan Hirst, by then a civilian Military Governor with the occupying forces.
One of the factorys wartime KdF-Wagen cars had been taken to the factory for repairs and abandoned there. Hirst had it repainted green and demonstrated it to British Army headquarters. Short of light transport, in September 1945, the British Army was persuaded to place a vital order for 20, 000 cars. The rest as they say is history. The Volkswagen or VW Beetle was born.
In 1946 Dutch Volkswagen importer Ben Pon visited the Volkswagen factory in Wolfsburg with the intention to purchase Beetles for import into the Netherlands. During this visit he saw an improvised vehicle based on the Beetle chassis being used to transport materials around the factory, a Plattenwagen. That made him think and he came up with a sketch of what became the Type 2 Volkswagen. That sketch, dated 23 April 1947, can today be found in the Rijksmuseum in Amsterdam. Volkswagen liked the idea, however; the Volkswagen factory was at capacity producing Beetles. Eventually, the Type 2 was approved for production on 19th May 1949 and the first example rolled off the production line on 12th November 1949. The rest as they say is history. The Volkswagen Bus, otherwise known as Microbus, Transporter, Samba or Kombi depending on the body style and market, became very popular all around the world and is still produced today.

1955 VOLKSWAGEN SAMBA Type 2 (T1) 23 Window De Luxe Microbus

1967 JAGUAR E-TYPE Series 1 2+2

Details:
Oldtimer Australia is delighted to offer for sale this 1974 Lamborghini Jarama S (GTS).
The documentation on file details a rich and interesting history of this car dating back to its birth in Italy in 1973. According to a copy of the build sheets on file this left hand drive Lamborghini Jarama S was completed at the factory on 2nd October 1973 and was sold to its first owner, Mr Camnasio Bianca Maria the co-owner of Hotel Bianca Maria in Milan through Achilli Motors in Milan on 6th March 1974. The car was delivered in grigio londra (a silver/grey) with a beige interior.
The original Lamborghini libretto di assistenza e garanzia (service and warranty booklet) and factory records both confirm that the car retains its original matching numbers engine.
Bianca Maria owned the car for a few years, selling it on the 22nd April 1977 to Charles Curtis Jones, otherwise known as Chuck Jones, the co-owner of the Ensign Formula One racing team. Jones left the car in Europe and used it occasionally. It is understood the car was also used by one of his drivers, Swiss Formula One ace Clay Regazzoni.
Around 1980 Jones imported the car into the USA, but never registered there it in his name. The car was given to classic Lamborghini specialist Gary Bobileff in San diego, California to be federalised. It was then sold to Terry Tusher in June 1981. At that time the odometer read 34,999 km. It was in his ownership the car was repainted in its current colour, though it is not exactly known when it was done. In correspondence on file, Tusher describes the colour as silver metallic brown which apparently was a Mercedes Benz colour of that period.
Tusher used the car as a daily driver. He initially lived in the San Diego area, but later moved to Honolulu, Hawaii and he took the car with him. Tusher was a long term owner of the car and after some 27 years of ownership engaged the services of classic car specialists Fantasy Junction in California to sell the car for him. They sold the car in April 2008 to John Bauer from Libertyville, Illinois. Bauer intended to completely restore the car but unfortunately life got in the way and he ended up selling it to Lamborghini enthusiast John Britton from Solihull, UK in October 2010.
In Brittons ownership the car received a major refresh, which included a repaint, all the bright work was replated, the bumper rubbers were replaced, the interior was retrimmed in the best Connolly leather hides complete with Wilton carpets, the gearbox was rebuilt, a new clutch was fitted, the differential was overhauled, the brake servos were overhauled, a factory original sport exhaust was fitted, all new light lenses front and rear were installed to comply with the UK regulations, new rubber seals were installed, the badges were all replaced and the under bonnet area was meticulously detailed. In total about GBP 20,000 was spent on the car.
The current owner acquired the car from Britton in October 2022 and subsequently imported it into Australia. There is an import approval on file dated 6th December 2022. At that time the odometer read 21,900 km (121,900).
The car has hardly been used since it arrived in Australia. Today the odometer reads 21,983 km.
First impressions of this car are really good. The car is presented in the unique and stunning colour of sand metallic, which really suits the car highlighting its unique Bertone styling. Whilst the paint has retained a high gloss and a strong depth of colour, closer inspection reveals humidity blisters on all panels. It is most likely that the car was not properly prepared when it was last painted.
The bright work on the car presents well along with the rest of the external trim, including the trademark Lamborghini and Bertone badges. All the glass presents well with no cracks of chips present. It all appears to be original to the car.
The car retains its correct and original Campagnolo wheels which are shod with period correct Michelin 215/70/ R15 XWX tyres. They are date stamped 3522 (week 35, 2022) and are in very good condition. The wheels themselves are also in good condition though the centre caps are faded.
Open the door and you are presented with a unique and very good looking interior. It is immediately obvious the car has not been driven much since the interior was retrimmed. The seats are in excellent condition and provide ample support. The rear seats are similarly well presented and appear to have hardly been used if at all. The carpets are also all in good condition with minimal wear shown.
The dashboard is in good condition, however, there is some discolouration to the alcantara.
A rather unique feature of the Jarama is the positioning of the radio. Contrast to most cars where it is usually mounted in the dash, on this car it is mounted against the roof above the rear view mirror. Currently a period correct Motorola AM radio is fitted.
The boot presents well and is carpeted with the same material as the interior. In the boot you will also find an original spare wheel. There is also a hidden switch that will isolate the fuel pumps.
Open the bonnet and you will find a well presented engine bay. Everything looks neat, clean and tidy. With the exception of the chrome plated cooling system overflow tank, everything looks to be finished correctly. The underside of the bonnet is neatly trimmed with diamond patterned insulation to keep the heat of the engine away from the paint.
Ferruccio Lamborghini loved the Jarama and it was his favourite model. He was quoted as saying: I preferred the Jarama to all the others, because it is the perfect compromise between the Miura and the Espada. The Miura is a sport car for the young at heart who wants to go like hell and love to be seen. Myself, I considered the Miura too extrovert after a while. In turn, the Espada was my Rolls Royce: still quite fast, but also large and comfortable. The Jarama is the perfect car if you just want to have one car.
We were keen to see first hand what Ferruccio was talking about and get this Jarama out on the open road for our test drive and photo shoot.
The car starts easily from cold if you follow the correct procedure. The Weber carburettors do need some time to be primed before you can start the car when the engine is cold. The correct procedure is to turn the ignition on, wait for at least 15 seconds for the fuel pumps to do their work, then pump the accelerator pedal a few times and turn the key to start the engine. Once the engine catches you have to initially feather the accelerator to keep the revs up and then patiently allow everything to warm before you take the car out on the road.
Out on the road this Jarama performed well and the more we drove it the better it got. The engine pulls well, though we suspect the carbs are way out of balance and the car would benefit from a tune. The gearbox is tight and the changes up and down the box are direct and smooth. Whilst the car handles well and it felt tight on the road, there is a slight knock coming from the suspension.
During our photo shoot the car attracted plenty of attention. A Lamborghini Jarama is a rare car anywhere, but incredibly so on Australian roads. Most people came over to ask us what it was!
Lamborghini only built 351 Jaramas of which there were only 152 Jarama S. They are a very unique car and those get it, will get it!
There are no issues to register this left hand drive car in any state of Australia.
Accompanying the car is an excellent file describing its full history and ownership as well as a copy of the original build sheets, the original Lamborghini libretto di assistenza e garanzia (service and warranty booklet) in its original leather pouch from Achilli Motors and a copy of a drivers handbook.
Highlights:
- A very rare car, being one of only 152 Jarama S ever built.
- Matching numbers example.
- Interesting ownership history.
- Unique colour combination.
- Use as is or repaint and bring up a level or two.
- Competitively priced for a quick sale.
Price $199,950.
Background:
The Lamborghini story is fascinating in itself, but for the company to have survived all these years and indeed celebrate its 50th Anniversary in 2013 is quite amazing. Ferruccio Lamborghini was an entrepreneur, a very successful businessman and a lover of the finer things in life, including sports cars. He was fortunate enough to own some wonderful cars including Ferraris however, he found fault with them all. According to the legend following a meeting with Enzo Ferrari to discuss some of the short comings of his cars Enzo dismissed Ferruccio and he subsequently decided that he could build a better car.
Not long after, in May 1963, Automobili Ferruccio Lamborghini SPA was established and the small town of SantAgata Bolognese, located between Modena and Bologna, was chosen as the location to build the factory. Born under the Zodiac sign Taurus Lamborghini chose the raging bull as the emblem for his sports cars.
Lamborghini knew what he wanted and he put together a highly skilled team. His first car the 350 GTV was shown at the Turin Motor Show in October 1963. This car received mixed reviews; however, Lamborghini was not deterred and made a number of improvements and design changes to the original concept. The first Lamborghini production car the 350 GT left the factory in mid-1964.
The 350 GT evolved into the 400 GT 2+2 and later the Islero. In parallel to building these classic front engine V12 GT cars Lamborghini wanted to build a super car, enter the Miura first shown as a rolling chassis in 1965, and also a GT car that could comfortably seat four people, enter the Espada in 1968. The mid to late sixties were good times for Lamborghini and his cars were revered the world over.
In 1970 Lamborghini introduced the successor to the Islero at the Geneva Motor Show. The Jarama. It wasnt a simple redesign of the Islero but rather a brand new car using a shortened Espada chassis. The Jarama was powered by the same 3,929cc V12 as was used in the Islero and the Espada. It produced 350hp. Lamborghini produced 179 standard Jaramas.
In 1972 Lamborghini introduced the Jarama S, also known as the Jarama GTS. The exhaust system, the cylinder heads and the carburettors received an upgrade and the engine now produced 365hp. The exterior of the car also received some updates as did the interior. Lamborghini produced 152 Jarama S models before production ended in 1976.
In a interview published in Thoroughbred & Classic Car in January 1991 Ferruccio Lamborghini stated I preferred the Jarama to all the others, because it is the perfect compromise between the Lamborghini Miura and the Espada.
His personal Jarama S is on display at the official Lamborghini museum at the companys factory in SantAgata Bolognese, Italy.

1974 LAMBORGHINI JARAMA S

Oldtimer Australia is delighted to offer for sale an Australian delivered, factory right hand drive, 1966 Mercedes-Benz 300SE Coupe.

1966 MERCEDES-BENZ 300SE

Find Used Unique Cars For Sale from $100,000 to $250,000 from OLDTIMER GARAGE AUSTRALIA P/L.

Used Unique Cars For Sale from $100,000 to $250,000

OLDTIMER GARAGE AUSTRALIA P/L

Sale Price

1974 MASERATI MERAK

1968 TRIUMPH TR5 PI

1956 JAGUAR XK140 Fixed Head Coupe

1985 PORSCHE 911 CARRERA 3.2 Targa

1979 MASERATI KHAMSIN

1986 LAMBORGHINI JALPA

1958 JAGUAR XK150 Drophead Coupe

1973 DE TOMASO PANTERA L

1955 VOLKSWAGEN SAMBA Type 2 (T1) 23 Window De Luxe Microbus

1967 JAGUAR E-TYPE Series 1 2+2

1974 LAMBORGHINI JARAMA S

1966 MERCEDES-BENZ 300SE

OLDTIMER GARAGE AUSTRALIA P/L

Dealer Address