OLDTIMER GARAGE AUSTRALIA P/L

Oldtimer Australia is genuinely excited to offer for sale this incredible 1947 Lancia Aprilia Gran Sport Ghia.
We love rare Italian cars at Oldtimer Australia and this bespoke masterpiece is about as good as it gets. This car encapsulates the very best of what Italian engineering and coachwork were capable of in an era when everything was hand made by master craftsmen.
This car was the brainchild of Italian Giovanni Basso who designed the chassis, incorporating Lancia Aprilia running gear. There is some debate as to who designed and built the body. The previous to current owner, who found and restored the car, conducted extensive research into its history and has confirmed that the body was designed by Giovanni Michelotti, built by Rocco Motto and badged by Ghia.
The streamlined body is simply a work of art, its form is perfectly smooth with no edges or interruptions, giving it a clean, uninterrupted flow from every angle. Its features include a sharply raked windscreen, svelte Lancia badged grill, wafer thin bumpers, flush door handles and tail lights as well as an enclosed fuel tank filler.
The standard Aprilia engine was quoted as delivering 48 bhp at 4,300 rpm, however, the Nardi modified engine in the Aprilia Gran Sport Ghia delivered 60+ bhp. The increased power came courtesy of an alloy intake manifold fitted with dual Zenith carburettors (the standard Aprilia used a single unit), along with a modified extractor system and reprofiled camshafts.
It is understood that Basso built eight cars of which there were only two Lancia Aprilia Gran Sport Ghias, this car and another that resides in the UK. Four of the other eight cars were Spiders and two were Berlinettas, both bodied by Stabilimenti Farina.
The early history of this car is not known, however, at some stage it found its way to America. The first known owner was a Mr Gary Schmidt, who was understood to be from New York. Schmidt was working overseas at that time and the car was stored in a restoration shop in Long Beach, California. In 1984 it was acquired by a very well known Lancia enthusiast from Melbourne.
At that time the car was in very poor condition, with its running gear missing.
The car was imported into Australia and painstakingly restored over the next few years (1985 1987). The body work was completed by Brian Hawke and the mechanical work by Don Wright. At that time a Tipo MOT97 1,352cc V4 1st Series Aprilia engine, which came with the car, was rebuilt and installed. A Nardi intake manifold was sourced and dual Zenith carburettors were fitted. The original Nardi water pump was with the car. It was refurbished and also fitted.
The restoration was carried out to an exceptionally high standard and over the following 30+ years, the car has been regularly shown, driven, and enjoyed. It has been a frequent participant at numerous Lancia events, rallies, and other car shows.
The car was sold in 1992 and it has remained in continuous family ownership ever since. It was offered for sale at the Shannons 1996 Melbourne Motor Show auction, but did not sell.
This fabulous car was exhibited at Motorclassica in 2017, as part of the display paying tribute to Lancias 110th anniversary, where it was one of the stars of the show.
Not surprisingly, this car has won trophies everywhere it was shown. Most notably it was the outright winner of the Lancia Concours held in Castlemaine in 1987, it won the Exotic Class at Auto Italia, Canberra in 1992, it was the outright winner of the Lancia Concours held on the Gold Coast in 1993 and it won its class at the 1994 Darling Harbour Concours dEleganace to name but a few.
Over the last ten years the car has been used sparingly. The engine has recently been rebuilt and a new cylinder block installed. The spare block, which also came with the car, is a Tipo MOT99 1,486cc V4 from a second 2nd Series Aprilia.
The time has come for this car to pass on to its next custodian.
Today this 1947 Lancia Aprilia Gran Sport Ghia presents superbly. Whilst clearly now an older restoration, it has been lovingly cared for since it was restored. The paint work is still vibrant and you have to look hard to find any blemishes. There are some small stone chips and defects evident. The external trim, which is minimalistic to say the least, is all in very good condition.
The wheels are fitted with elegant hub caps and dress rings which compliment the look of the car. They are shod with brand new Michelin 165R400 X Stop tyres all around.
The olive green upholstery is a bold colour choice but it just works on this car, contrasting perfectly with the red paint. The leather shows light patina, presenting just like your favourite leather jacket that has been worn regularly but always cared for. There are no rips or tears in any of the upholstery. The seating position is typical for cars of that era, being quite upright, but it is relatively comfortable. The matching green carpet is also in good condition. The timber rimmed steering wheel and the two main instruments, being the counter rotating tacho and speedo, are a real feature. The fuel gauge, operated by a dash mounted button, sits within the tacho and it is a quite something! The level is indicated by how many lights come on. On our test drive all of the instruments looked to be in working order.
The car has a soft top and side curtains, all of which are in excellent condition. The soft top itself is an engineering masterpiece that Porsche would have been proud of! It folds away discretely behind the seats and into the boot.
The boot, which is carpeted like the cabin, presents very well.
Under the bonnet Lancias rather impressive 1,486cc V4 engine takes pride of place. Not surprisingly, the engine bay is neat, clean and tidy.
This car is an absolute jewel, a work of art and it arguably belongs in the Musée du Louvre in Paris! But, it is after all a car and therefore it needs to be driven. Sceptics would say any car built in the late 1940s is not going to be great to drive. A test drive in this car has quickly proved the sceptics wrong! Lancias V4 engine was one of the companys most distinctive engineering achievements, being compact, innovative, and unusually refined for its era. The engine delivered a blend of efficiency, durability, and performance that set the brand apart for decades. The car requires the choke to start and with the ignition on and a firm push of the key (which is the starter button), the engine fires up easily. The instructions are to back the choke off quickly and feather the throttle to warm up the engine. The raspy exhaust note definitely has an edge, which builds the anticipation to get the car out on the open road. After a few short miles, we were impressed by how tight the car is on the roadand how much power it has. Despite the car running a small 4 cylinder engine, it weighs next to nothing and easily keeps up with modern traffic. The non-synchro gearbox takes some getting used to, but that is part of the theatre and enjoyment you get from driving the car. The more you drive it the better you get, which is actually very rewarding. You have to pinch yourself that this is an almost 80 year old car and driven in anger it would be quite something. The brakes are adequate and being so light the car handles with remarkable agility and confidence, responding almost instantly to driver input.
This car has been featured in a number of publications over the year, including various Lancia Club magazines and newsletters, Volume 16 No 1 the March 1998 issue of The Automobile, November 1997 issue of Unique Cars and Volume 30 Number 3 the Spring 1992 edition of the prestigious Automobile Quarterly series. In this book, the author Gavin Farmer, states that the body was designed by Ghias Mario Boano. This information was provided to Gavin by the previous to current owner early in his ownership. It was later found to be incorrect.
Over the years we have had the absolute pleasure to handle some of the worlds great cars, including the best from Ferrari, Lamborghini, Mercedes-Benz, Bugatti and the like. But, there is something that is hard to put into words about this 1947 Lancia Aprilia Gran Sport Ghia . . . it is simply magnificent and one of the very best cars we have offered for sale.
Highlights:
- A bespoke Italian masterpiece.
- Eligible for all the worlds great events.
- An older, but magnificent restoration to a very high standard.
- Ready to show, use and enjoy.
- A true world market
Price AUD $469,950
Background
Vincenzo Lancia and Claudio Fogolin founded Lancia & C. Fabbrica Automobili on the 29th November 1906 in Turin, Italy. The first car produced by the company was the Tipo 51 otherwise known as the 12 HP, which was in production from 1907 until 1908.
The company quickly became renowned for innovation and is noted for naming many of its cars using letters of the Greek alphabet. The Theta, introduced in 1913, was the first European production car to feature a complete electrical system as standard. The Lambda, produced from 1922 until 1931 was the first car to adapt a monocoque chassis. The Aprilia introduced in 1937 was one of the first cars designed using a wind tunnel to improve aerodynamics. The Ardea (Series 3), introduced in 1948, was the first car to use a five-speed gearbox. The first full production V6 engine was fitted to the Lancia Aurelia in 1950 and Lancia was also the first manufacturer to produce a V4 engine. The Aurelia and Flaminia range were the first production cars to be fitted with independent suspension.
The constant drive for innovation and excellence came at a cost. All Lancias essentially were handmade and the production process was complicated. This led to rising costs at a time where demand flattened.
Fiat made a successful takeover bid for Lancia in late 1969 and set about returning the business to profitability. Under Fiats ownership, Lancia introduced the Beta, Gamma and Startos during the 1970s. The Stratos was particularly important because it started Lancias success in rallying, winning three consecutive World Rally Championships from 1974 to 1976.
The Lancia Aprilia is widely considered one of the most advanced and influential cars of the 1930s. The key features of this car were:
1. Remarkably advanced aerodynamics the car was designed with the help of wind-tunnel testing at the Politecnico di Torino, which was very unusual for the era. It featured a streamlined, teardrop influenced body with a low drag coefficient, contributing to excellent performance and efficiency.
2. Innovative narrow angle V4 engine Lancias signature compact V4 was smooth, light and space efficient. It was of aluminum construction and sophisticated engineering for the time. It provided lively performance relative to its modest displacement.
3. Fully independent front and rear suspension a major technological leap in the 1930s. It delivered superb ride, comfort and exceptional handling precision compared to rivals.
4. Advanced chassis & construction featuring a steel monocoque body (unitary construction), years ahead of most manufacturers. It provided low weight combined with excellent rigidity.
5. Exceptional road manners the car was praised for its balance, agility, and remarkably modern driving feel. It provided the driver with light steering, predictable cornering, and a supple ride.
6. Elegant and functional design with distinctive, compact proportions with flowing lines. The car had superb visibility and an ergonomic, well-designed interior.
7. Engineering innovation that influenced later Lancias the Aprilia set the template for post-war Lancias like the Aurelia and Appia. Many consider it the car that best represents Vincenzo Lancias engineering philosophy.
8. Competition pedigree successfully used in period rallies and endurance events, including the Mille Miglia. It was known for durability and composure over long distances.

LANCIA APRILIA GRAN SPORT GHIA

Details:
Oldtimer Australia is delighted to offer for sale one of the ten factory right hand drive Lamborghini Silhouettes. Of these ten cars, six were delivered to Australia, three were delivered to the UK and one to Cyprus.
According to the factory records, this car was completed on the 19th January 1978. It is an Australian delivered, factory right hand drive example that was delivered through Tony De Fina, the importer at the time. The car was delivered new in rosso (red) with a nero (black) interior.
The early history of this car is not definitively known, however, its first or second owner was then Sydney based medical entrepreneur and socialite Dr Geoffrey Edelsten. In the late 1970s and 1980s Edelsten owned a fleet of exotic cars including Porsches, Ferraris, Rolls-Royces, De Tomasos (who can forget his hot pink De Tomaso Pantera GT5 with a mink interior!) and a number of Lamborghinis. The Lamborghinis included a gold (later red) Countach LP400 periscopio, a green later black Countach LP400S and this Silhouette.
Edelsten owned this Silhouette for a few years. When the car had an engine failure he decided to sell it. Its next owner rebuilt the engine and repainted the car wine red metallic. Unfortunately, the car was damaged shortly thereafter and subsequently sold to the prior to current owner circa 35 years ago. He intended to return it to its original colour and gave it to Henry Nehrybecki who at the time was the Lamborghini service agent in Sydney, NSW. Unfortunately, life got in the way and progress was extremely slow. The car sat around for many years. Nehrybecki later closed his business and the car was moved to another restoration shop who did very little with the car. In 2015 the car was sent to All Classic Car Restorations in Brookvale (Sydney) and the restoration was finally underway. The car was painted by McCreath Prestige Panel & Paint in Brookvale.
This car has been missing for many years and in Lamborghini circles it was thought it had either been written off, gone overseas, or was squirrelled away in someones garage. Thankfully it was the latter!
The current owner acquired this car through Oldtimer Australia in 2019. At that time the odometer read 18,947km.
The car had been sparingly used prior to his purchase and he had Lamborghini specialist Imaant go through the car and complete a number of miscellaneous repairs, including suspension, steering, electrical and regas the air conditioning.
Generally the paint on the car is still in good condition and from say a metre, it presents exceptionally well. On closer inspection there are some imperfections visible, most noticeably on the right front guard, the right rear guard and around the right front headlight. The unique targa roof is in very good condition and it fits very well. All the external trim, including the badges, bumpers, lights, lenses and the glass and are in good condition.
A feature on the Lamborghini Silhouette is the Bravo style Campagnolo wheels which were also used on the first 50 Lamborghini Countach LP400S. The magnesium wheels are extremely porous and as a result they are prone to blistering. On this car they are in excellent condition having been completely refurbished in September 2019. The car is currently running the correct Pirelli Cinturato P7 tyres, 205/50 R15 at the front and 285/40/R15 at the rear. These tyres were fitted when the wheels were refurbished and are still in excellent condition, they are date stamped 4219 (week 42, 2019).
Inside the cabin everything has been refurbished and presents really well. Purists will note the steering wheel and pedals are not original. Also, the dash and centre console have been refurbished in leather rather than alcantara. When the current owner acquired the car, it was fitted with Silhouette reproduction seats built by Henry Nehrybecki. He found them uncomfortable and has fitted modern brand new Recaro seats. The Silhouette reproduction seats will accompany the car.
Lamborghinis 3.0 litre V8 engine makes one of the best noises you will ever hear. This Silhouette is no exception. Like all Lamborghinis the Weber carburettors require plenty of fuel to start the engine. One tends to get a little impatient waiting for the fuel pumps to do their thing . . . then bang the engine bursts into life with a growl! It is best to allow a little time for the engine to warm up and then youre away. Similarly, the gearbox gets better mile after mile as everything warms up. The engine has loads of power on tap and it pulls like a train. The gearbox is also good and it changes up and down smoothly. This car is a real pleasure to drive and we have to say the Recaro seats are super comfortable. The car handles, steers and stops as you would expect.
Accompanying the car is an original owners manual, parts manual (copy), engine workshop manual (copy) and a thick file of receipts dating back to 2004.
The Lamborghini Urraco/Silhouette is one of Bertones finest designs and we think one of the best-looking cars ever built. And oh did we mention the noise . . . the little V8 is in our opinion one of the best sounding engines ever . . . what a great combination!
These cars are extremely rare and have been a well kept secret for many years, but no more! Today the Lamborghini Silhouette is highly sought after by collectors and enthusiasts alike.
Truly a unique opportunity.
Today the odometer reads 21,621 km which is sure to be genuine.
Highlights:
- One of the rarest Lamborghinis, being one of 54 cars built and one of only ten factory right hand drive examples.
- Australian delivered.
- Finished in its stunning and original colour combination of rosso (red) with a nero (black) interior.
- Ready to use and enjoy.
Price $289,950.
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 from 1982 through until 1988.

1978 LAMBORGHINI SILHOUETTE

Details
Oldtimer Australia is delighted to offer for sale this very rare and highly desirable 1964 Aston Martin DB5.
The Heritage Certificate on file confirms this UK market factory right hand drive example was built on the 16th October 1964. Finished in California Sage (light metallic green) with a fawn interior, the car left the factory on the 10th December 1964. The Heritage Certifcate notes the car was delivered with Selectaride shock absorbers, chrome wheels and a heated rear window.
The car was delivered new through J Blake & Company Limited for Hills Garage in Woodford Green, Essex in the UK.
The Heritage Certificate also notes a recorded registration of YYW 327G. Interestingly, the suffix G indicates this is a plate issued between 1st of August 1968 and the 31st of July 1969, so it is most likely the car carried a different registration before that.
Importantly this car retains its original ID tag and the stamped chassis and engine numbers are visible. The Heritage Certificate confirms all the numbers are correct and matching.
There is a UK V5 on file from May 1997, which is when the car was acquired by Alistair Jefferey from London. Jefferey is an Australian who was living and working in London at the time. The V5 states the car had three former keepers since January 1982.
Jeffery acquired the car from Nigel Mark Osmond Smith from Lingfield, UK who himself had acquired the car on 22 September 1995. When Jeffery acquired the car it was blue.
In early 2000 Jeffrey moved back to Sydney and brought the car with him. There is an Australian Import Approval on file dated 26th July 2000.
After arriving in Australia Jefferey had the car assessed by Concours Sport Restoration in Tuggerah on 27th September 2002. At that time the odometer read 153 km. The car was serviced and some rust repairs completed. He was given the advice that the car probably needed to be restored in the not too distant future.
In 2005 he engaged the services of The Classic Connection in Riverstone a suburb in Sydneys west to restore his Aston Martin to its former glory. A decision was made to strip the car and repaint it in the iconic Aston Martin colour of silver birch.
The job progressed slowly over the next few years and in 2009 Jeffrey decided to sell the car as a partially completed project. By then a significant amount of mechanical work had been completed, the car had been mostly reassembled and the refurbishment of the interior had commenced.
The car was purchased by a Brisbane based Aston Martin enthusiast. The car joined a significant collection, which included an Aston Martin DB4 and DB6 as well as a number of Jaguars and other British classics. He continued the restoration, which essentially involved finishing off the assembly and refurbishing the interior. In 2012 the car was back on the road. This Aston Martin DB5 was the pride of his fleet and it was only used sparingly throughout his ownership.
In 2022 the cars owner had decided to start downsizing his collection and the DB5 was sold quietly in April 2022 to the current owner. Over the last three years the car has continued to be used sparingly, though it was shown publicly at Motors & Masterpieces held at the Melbourne Showgrounds in November 2024.
Oldtimer Australia took great pleasure to exhibit the car on our stand at Rippon Lea Concours dElegance in Melbourne, held on the 23rd or March 2025, where it attracted a lot of attention.
Today the odometer reads 440 km.
The Aston Martin DB5 is an iconic car and finished in silver birch it is one of the most recognised cars on the planet. It was made famous of course for its role in various James Bond films, starting with Goldfinger in 1964.
First impressions of this car are really good. It certainly has a presence and it just oozes sophistication. Designed by Italian coachbuilder Carrozzeria Touring Superleggera, there is no doubt the Aston Martin DB5 is a beautiful car. Walking around this example you cannot help but be impressed. The car just pops!
Even though this car was repainted some 20 years ago, the paint still retains a strong depth of colour and a nice gloss finish. Up close you will notice a few small imperfections but generally the car presents well. The panel gaps are generally good, though the bonnet would benefit from a minor adjustment. Both bumpers require minor adjustment.
The chrome is a real feature on an Aston Martin DB5. There is plenty of it and on this car it is generally in very good condition. The one defect we noticed is a small chip on the left side of the rear bumper. The chrome wire wheels are stunning and in excellent condition. They are shod with Bridgestone SF-373 tyres, size 205/70 R15 all around. The tyres are still in excellent condition, but they might need to be replaced based on age if the next owner would like to do some serious driving in the car.
When you open the door you are greeted with a very elegant interior that is just so quintessentially British. The first thing you will notice is the correct style 15 inch Moto-Lita wooden steering wheel which is in excellent condition and really suits the car. The dashboard has every instrument you need and everything is in excellent condition. In the centre of the dashboard youll find a beautiful clock and the chrome switches for the windows. There is an abundance of leather which is soft and in great condition with no rips or tears to be found. The seats are firm and provide ample support. The rear seats probably have never been used and present similarly well. All the carpets are in excellent condition.
The important question to be answered is of course . . . how does the car drive? It was an early Sunday morning and it was time to channel our inner 007 and find out! It was a beautiful morning and the sun was shining, so a perfect start to the day. From cold the car needs a full choke to start and it does so easily. As soon as the engine is running you can ease the choke off to about a third and then wait patiently as the engine warms up. As soon as the temperature gauge start moving the choke can be turned off all together.
After we have made ourselves comfortable and the engine has warmed up sufficiently, we gently move the car out onto the road. After only a few miles behind the wheel you are hooked. The engine sounds great and it has loads of power on tap. It responds well to the slightest touch of the throttle and it is a delight to drive. The gearbox in this car is precise both up and down the box and importantly the brakes pull the car up quickly and in a straight line when needed. This car feels really solid on the road and the steering is responsive and provides excellent feedback.
The reality is the Aston Martin DB5 is more than just a movie car! With a quoted top speed close to a 150 mph in the old money and able to sprint from 0 60 mph in just over 7 seconds the DB5 was no slouch back in 1964. It is not a sports car, rather a true gentlemens express.
After just getting started we reach our destination all too soon. We would have loved to drive this car all day!
Accompanying the car is a reasonable history file, which includes a Heritage Certificate, an original owners manual, a workshop manual (copy), a parts manual (copy) and an original sales brochure. There is also jack and two sets of keys.
It is not often one gets the opportunity in Australia to purchase such an iconic car as an Aston Martin DB5. There are not many examples left on these shores.
This example ticks a lot of boxes and would be a welcome addition to any car collection in Australia or in fact anywhere in the world.
Highlights:
- UK delivered, factory RHD example.
- Matching numbers engine.
- Beautifully presented example in a stunning colour combination.
- Ready to show, use and enjoy.
Price: $1,499,950
Background
Aston Martin has produced bespoke sports cars for over 100 years. The company began in 1913, when founders Lionel Martin and Robert Bamford realised their desire to build distinctive, high quality sports cars that were both exhilarating to drive and a beauty to behold. Martin regularly competed in hill climb races at Aston Clinton, and a simple combination of the name of the event and the driver gave birth to one of the most famous automotive marques. Source: www.astonmartin.com.
Whilst Aston Martin produced some wonderful cars in their early years, business was always a struggle and the company was severely disrupted during both World War I and II. The company went bankrupt on more than one occasion and has endured many different owners throughout its history.
David Brown acquired Aston Martin in February 1947 and the first car produced during his ownership was the Aston Martin 2 Litre Sports, later known as the DB1, which was built in extremely limited numbers from 1948 to 1950. This was succeeded by the Aston Martin DB2 in 1950, which featured a new double overhead cam straight six engine of 2.6 litre (2580 cc) capacity, and was a car that really put post war Aston Martin on the map. Some 411 cars were built from 1950 to 1953, of which circa 100 were the convertible or drop head coupes. Its successor, known as the DB2/4, was first shown at the London Motor Show in 1953 and production started soon thereafter. Initially the car had the same engine as its predecessor, however, it was enlarged to 2,922cc in April 1954. Compared to the DB2 the DB2/4 had an extended roof line with a larger rear window, a one piece curved windscreen and real bumper bars. The biggest difference between the two cars was inside the cabin where the successor had far more roomwith two small occasional rear seats. The DB2/4 sold well through until 1957. In total 764 DB2/4s were built which included 565 of the Mk Is and 199 of the Mk IIs. The biggest change for the Mk II was that the bodies were made in-house by the recently acquired Tickford Coachbuilding Works in Newport Pagnell, otherwise the differences between the Mk I and Mk II were subtle. The DB2/4 was available as a four seat fixed head coupe or two seat drop head coupe from the start of production with a two seat coupe introduced on the Mk II. The DB2/4 MkII was succeeded by the DB MkIII and 551 examples were built from 1957 through until 1959.
In 1958 Aston Martin introduced the successor to the DB2/4 series, the DB4. The DB4 remained in production till 1963 and a total of 1,204 were produced.
In 1963 Aston Martin introduced what was to become the most famous Aston Martin ever, the DB5. The DB5 became a legend when it appeared in the 1964 James Bond movie Goldfinger. The DB5 is considered to be the quintessential vehicle associated with the Bond character and it has reappeared in many subsequent Bond films.
Whilst visually similar to the Aston Martin DB4 MkV, the DB5 was a step up mechanically with most changes under the bonnet. The new car was powered by a 4.0 litre version of Aston Martins straight six engine fitted with triple SU carburettors as standard it was quoted as producing 282 bhp and 280 lb-ft of torque. Power was sent through a five speed manual gearbox (a three-speed automatic was also an option) to the rear wheels. It was the first time this engine was used by Aston Martin in a road car, having first seen service in the Lagonda Rapide (based on Astons DB4) and some of Aston Martins prototype race cars of that period.
The Aston Martin DB5 remained in production through until 1965 and only 1,059 examples were produced. This figure includes DB5, DB5 Vantage and DB5 Convertible or Volante.
In 2020, as part of their continuation program Aston Martin produced 25 new DB5 Goldfinger-themed cars at the factory in Newport Pagnell.
The David Brown era was arguably Aston Martins finest with the company winning LeMans in 1959 and the iconic early DB series cars of the 1950s paving the way for the legendary DB4, DB5 and DB6 models of the 1960s.

1964 ASTON MARTIN DB5

Details:
Oldtimer Australia is delighted to offer for sale a beautifully restored 1937 Lagonda LG45 Drophead Coupe.
This particular example was first registered in the UK on 22nd February 1937 and it carried the registration number AJB 282. According to documentation in the history file the car was originally black in colour. The Lagonda Club in the UK has an entry for this car in their Club books from 1953. Interestingly at that time the car had already had an engine change. The Club books entry from 1953 states the car has an engine which came out of a Lagonda LG45 Rapide. The LG45 Rapide which had this engine originally fitted is also still known within the Lagonda Club. The factory performed that engine swap to the later LG6 engine on that car and it is not unlikely that the factory also performed the engine swap on the Lagonda LG45. However, there is no record confirming this.
In 1965 the car was purchased by Frederick William Gover from Feilding, a small town on New Zealands north island who subsequently imported the car into New Zealand. There is an import approval on file from New Zealand dated 17th November 1965. The car arrived in New Zealand in March 1966 on the Fremantle Star. The car was subsequently registered in New Zealand as EV 9662. A few years later Gover sold the car to AB Johnstone who lived in Auckland, New Zealand.
On the 26th of October 1979 the car was purchased by Peter Briggs, who at that time was amassing what was to become one of Australias leading car collections. He shipped the car to Australia on the Liberty Union in November 1979. The car was initially displayed at the York Motor Museum and from 2002 at the Fremantle Motor Museum. When purchased by Briggs, the car was silver grey with a black hood and dark green interior.
The car was sold in 2009 to a well-known Perth based Rolls-Royce and Bentley enthusiast / collector who subsequently embarked on a nut and bolt restoration. The car was stripped back to bare metal and the engine was disassembled and rebuilt with new parts. The owner chose to change the colour on the car and had it painted in the most stunning two tone blue colour scheme. The interior was retrimmed with tan leather which provides a perfect colour contrast. The colour combination really suits the car and it is even more striking in the flesh than in the photos! The car was used sparingly throughout his ownership before being sold by Oldtimer Australia in May 2024.
Interestingly, the current owner, who resides in Pebble Beach, California in the USA owned the Lagonda LG45 Rapide from which the engine in this car was originally from. He purchased the car and completed an engine swap. This car is now fitted with a later LG6 engine that had been fitted to his Lagonda LG45 Rapide for many many years.
Even though this car now carries an older restoration, it still presents exceptionally well. The paintwork is vibrant and defects are hard to find. The chrome is a real feature on these early Lagondas, particularly the front grill, lights and horns. It is all in good condition as is all of the external trim. The wire wheels on this car are another feature and are in excellent condition. They are shod with Dunlop 6.00/6.50-18 tyres.
Inside the cabin of this car it is all class. The leather upholstery, carpets and timber all present freshly with little or no wear evident. The Lagonda badged Smiths instruments are crisp and clean and all look to be in working order. The soft top tonneau is a very good fit and the soft top itself, which has never been used, is in excellent condition.
Under the grand bonnet the engine bay is clean and well presented.
When new, this car had a built in jacking system. This was not installed when the car was restored.
The LG6 engine has just been installed into the car by highly respected Perth based vintage car specialist Kevin Cochrane. He has fettled and tuned the engine which is running like a Swiss watch!
The starting procedure for this Lagonda is relatively easy for a vintage car of this period. You require the mixture to be set to strong for a cold start, the ignition needs to be turned on and after allowing some time to prime the carburettors the engine bursts into life at the first push of the starter button. The power plant is a Meadows 4,453cc straight six engine quoted as delivering a very healthy 140 bhp and capable of propelling the car to a top speed of around 100 mph.
The Lagonda LG45 is quite a big car and it most certainly has a presence on the road. This car runs and drives superbly. You get the hang of the central accelerator pedal quite quickly and the car is relatively easy to drive. The engine has plenty of power on tap and the car easily keeps up with modern traffic. The gearbox, which has synchro on 2nd, 3rd and 4th gear, is a long throw but quite direct. The steering is heavy, but once on the move this British classic is great fun to drive.
Since its restoration this Lagonda LG45 has been sparingly used and today it still presents as a fresh restoration.
Oldtimer Australia is privileged to offer for sale this rare and exciting world market pre war classic.
Highlights:
- Beautifully presented and rare Lagonda LG45 Drophead Coupe.
- Previously owned by Peter Briggs and displayed at his York and Fremantle motor museums.
- Beautifully restored to a very high standard.
- Ready to show, rally, use and enjoy.
Price $299,950
Details:
Wilbur Gunn was born in 1859 in the Shawnee settlement Lagonda in modern day Springfield, Ohio, USA. Gunn was a former opera singer who became a British national in 1891. After moving to the UK, Gunn further pursued a career as an artist and singer. Fortunately, he wasnt that successful and in 1898 he started building motorcycles. Gunn was quite successful building motorcycles, so much so that a Lagonda represented Great Britain in international cup races. In 1905 he won the London Edinburgh trail. In 1906 Gunn founded a company and he started building cars. The name Lagonda was the Shawnee Indian name for what is now Buck Creek in Gunns native Springfield, Ohio and Gunn decided to use that name for his company. His first car was launched in 1907, the Lagonda 20HP, 6 cylinder Torpedo. The car was quite a success and in 1910 Gunn won the Moscow St Peterburgs trial in the car. That win resulted in quite a few export orders from Russia.
Already in the prewar period Lagonda started producing some very advanced cars. In 1913 the company introduced 11.1, a small car with a 1,099cc four cylinder engine. By 1914 this model featured a panhard rod, a rivetted unibody body and the first ever fly off handbrake.
After World War I, production of the 11.1 continued. The car evolved into the 11.9, which had a larger 1400cc engine and standard electric lighting. The 11.9 was built until 1923 and the updated 12 until 1926.
After Gunn had passed away in 1920, three existing directors took charge of the company led by Colin Parbury. In 1925 Lagonda produced its first sports model, the 14/60 which featured a twin cam 1,954 cc four cylinder engine and hemispherical combustion chambers. It was superseded by the 2.0 litre speed model with a higher output engine in 1927. By 1930 that car could be ordered with a supercharger. A lengthened chassis version, the 16/65, with 6 cylinder, 2.4 litre engine was available from 1926 to 1930. The final car of the 1920s was the 3.0 Litre using a 2931cc, 6 cylinder engine. This continued until 1933 when the engine grew to 3,181 cc and was also available with a complex 8 speed Maybach transmission as the Selector Special.
A new model for 1933 was the 16-80 using a 2-litre Crossley engine with pre selector gearbox from 1934. A new small car, the Rapier came along in 1934 with 1,104cc engine and pre selector gearbox. This lasted until 1935 but more were made until 1938 by a separate company. At the other extreme was the near 100mph, 4.5 litre M45 with Meadows supplied 6 cylinder 4,467cc engine. An out and out sporting version the M45R Rapide, with tuned M45 engine and a shorter chassis was also offered. Car dealer Arthur Fox entered two Lagonda M45Rs into the 1935 Le Mans 24-hour race and despite suffering from damaged steering and having hardly any oil left in the engine, the Lagonda driven by John Hindmarsh and Luís Fontes won that years race.
Alan P Good managed to purchase the company in 1935, outbidding Rolls-Royce. He then also managed to persuade WO Bentley to leave Rolls-Royce and join Lagonda as a Technical Director. The 4.5-litre range now became the LG45 and under Bentleys technical direction the big Lagonda became more refined gaining synchromesh gears, flexible engine mounts and centralised chassis lubrication among many other improvements. Endowed with such an impeccable pedigree, the Lagonda LG45 quickly established itself as a favourite among the wealthy sporting motorists of its day.
Between 1935 and 1937 only 278 LG45s were built of which only a small number were drophead coupes.

1937 LAGONDA LG45 Drophead Coupe

Oldtimer Australia is delighted to offer for sale this magnificent 1960 Maserati 3500 GT Spyder by Vignale.
Open top classic Maseratis are rare, including the Mistral Spyder, Ghibli Spyder and 3500 GT Vignale Spyder. Maserati built only 242 of the 3500 GT Spyders by Vignale from 1959 through until 1964, of which only five were factory right hand drive.
Documentation on file from Maserati Classiche confirms that this particular car was completed on the 19th October 1960 and delivered to Torino, Italy. It was originally finished in 'Verde Acqua Metallizzato' (metallic green) with a 'Marrone' (brown) interior. The car was delivered new with carburettors and the manual type ZF S 4/17 4 speed gearbox. Note: the car has a 5 speed ZF gearbox which either means an error with the factory records or that the gearbox was upgraded at some stage. It has disc brakes.
Like many Maserati 3500 GT Spyders, this car does not have an engine number stamping. Maserati Classiche has confirmed that the interno number is correct for this car, hence, it retains its original 'matching numbers' engine.
There is a copy of the Avviso Spedizione (shipping notice) on file which notes a dispatch date of the 4th May 1961. It also notes that the cars was delivered to Adolfo Rossetto from Torino.
Walter Baumer's excellent book - Maserati 3500 GT Spyder by Vignale, also confirms a completion date of 4th May 1961. It also notes:
- 30th December 1961 - registered in Torino, Italy on plate TO 380265
- 14th December 1962 - sold to Vittorio Duca in Mila, Italy and registered as MI 609279
- 26th February 1964 - sold to Costantino Cattaneo in Gallarate, Italy
- a subsequent owner was Giuseppe Berlingieri
There is a hand written note on the Avviso Spedizione which notes 8/5/64 - full service at factory.
The car history through until the early 1980s is not known. At that time it found its way to Australia, at which time it was most likely owned by Rod McGaffin. Back then left hand drive cars were not permitted in this country (with the exception of consular cars), so it was converted to right hand drive.
Dr Arnold Singer acquired the car in 1988 and embarked on a major restoration that took him until 1994 to complete. There is comprehensive documentation and photos on file of the restoration, which cost in the order of $280,000. This was a huge sum back then. It is understood that Singer used the car sparingly throughout his ownership.
The current owner acquired this Maserati 3500 GT Spyder by Vignale some twenty years ago and has used and enjoyed the car as its makers intended. It was exhibited at Motorclassica in 2017 and more recently as part of a Maserati display at Motors & Masterpieces, held at the Melbourne Showgrounds, in November 2024.
Whilst the car is now considered an older restoration, it still presents beautifully. At the time of our initial inspection, we started the car and the Tipo 101 3.5 litre (3,485cc) straight six engine fired up easily. The engine sounds fabulous and the current owner advises that this car drives every bit as good as it looks.
One could just imagine cruising the Côte dAzur or through Beverly Hills back in the day in a Maserati 3500 GT Spyder by Vignale. Today, these beautiful cars are seldom seen and Oldtimer Australia is genuinely excited to offer a unique opportunity to acquire one of Maseratis most rare and desirable open top grand touring cars.
Highlights:
- rare and desirable open top classic Maserati.
- matching numbers chassis and engine.
- beautifully presented older restoration.
- Ready to show, use and enjoy.
More information and photos to follow soon.
Price AUD $899,950.
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.
The Maserati A6 entered production and whilst it was only built in small numbers, it was hugely important to the history and identity of Maserati. It was basically where the brands road car legacy truly began. The A6 remained in production for a decade through until 1956 and during that period various versions were built.
Introduced in 1947, Maserati first production car was the A6 1500, of which around 60 cars were built through until 1950.The majority were powered by Maseratis 1.5 litre (1,488 cc) inline six cylinder engine with a single overhead camshaft and a single Weber carburettor, producing 65 hp.
With an engine bored out to 2.0 litre (1,954.3 cc) and triple Weber carburettors, the Maserati A6G 2000 introduced in 1950 was a step change up in performance with quoted power up to around 100 hp. Only 16 cars were built in 1950 and 1951.
In 1953 Maserati developed the A6GCS/53 to compete in the World Sportscar Championship. It may not have dominated overall victories, but it was highly competitive in its class. Maserati built 52 A6GCS/53s from 1953 through until1955, achieving regular class wins and podiums in endurance and hill climb events.
The next production car was the A6G/54, otherwise known as the A6G 2000 Gran Turismo which was introduced at the 1954 Mondial de l'Automobile in Paris. A total of 60 cars were built from 1954 1956., with bodies by top coachbuilders including Pininfarina, Zagato and Allemano. This is the most desirable and collectible Maserati A6 today.
Perhaps the most important Maserati GT car was the 3500 GT, which was first shown at the 1957 Geneva Motor Show in March of that year. The first production 3500GTs left the factory in late 1957. Designed by Carrozzeria Touring, the Maserati 3500 GT featured superleggera construction with an all aluminium body. The car was powered by a detuned version of Maseratis V6 engine found in the race cars, with wet sump lubrication. The engines were initially fitted with triple Weber carburettors and later fuel injection, though many customers ordered their later cars with carburettors. Maserati got the formula right and the car was a great success. From 1957 through until 1964 almost 2,000 cars were built, the majority of which were the standard cars bodied by Touring. A small number were bodied by specialist coachbuilders such as Allemano, Boneschi, Frua and Bertone.
At the 1958 Turin Motor Show a Maserati 3500 GT Convertible, bodied by Touring, was first shown. Interestingly, that car never entered production and Maserati opted for the Carrozzeria Vignale (designed by Michelotti) Maserati 3500 GT Convertible, which was first shown at the 1959 Paris Motor Show. The Convertible did not feature Touring's superleggera construction, rather a steel body with an aluminium bonnet, boot lid and optional hard top. The Convertible was built on a wheelbase that was 10cm shorter than the Coupe. The Maserati 3500 GT Spyder by Vignale is one of the most beautiful cars ever built and there are certainly similarities with Ferraris 250 GT Cabriolet by Pinin Farina and 250 GT California Spyder. Only 242 Maserati 3500 GT Spyders by Vignale were built from 1959 through until 1964. Of the total production there were only five factory right hand drive examples built.

1960 MASERATI 3500 GT

Details
Oldtimer Australia is delighted to offer for sale this Australian delivered, factory right hand drive 1976 Lamborghini Urraco P300.
Lamborghini built only 205 Urraco P300s of which it is understood that 34 were right hand drive. There were only 12 Australian delivered cars, making this a very unique example.
According to the Lamborghini factory records, this car was completed on the 8th November 1976. The car was originally giallo fly (yellow - paint code 2469019) with a nero (black) interior.
This car has an excellent history file, including its book set which contains the owners manual, service & warranty book and dealer directory in a Lamborghini leather pouch. There is also the original sales invoice, noting that the car was sold by Lolita Automobili Developments in Sydney to its first owner Mr MA Broso from Junee, just north of Wagga Wagga, NSW on the 8th May 1978.
The car was featured in issue #6 January February 1996 of the Lamborghini Club of Australias club magazine The Bulls Roar. In that article it is mentioned the car was on display at the Lolita stand at the 1978 Sydney International Motor Show. The article goes on to mention the car was initially intended to be the first prize in a Weet-Bix promotion and it was painted entirely yellow with a silly rear wing bolted on. The Weet-Bix promotion fell through and before the car went to its first owner the wing was removed.
The service book notes that the car was first serviced in February 1979 at 926 km (1,000 km service) and next in June 1982 at 5,242 km (5,000 km service). At that time the car was still owned by Broso.
By 1987 the car had changed hands and into the ownership of Ian Minter from Sydney. It was registered as LU300 (NSW). Minter had the car regularly service by Lolita Automobile Developments. An invoice from February 1990 notes the mileage as 19,962 km.
Minter sold the car through John McGrath & Co mid 1993 to a well known Sydney based Lamborghini enthusiast and at that time the odometer showed a genuine 26,000 km. The registration LU300 (NSW) was transferred with the car.
In 1996 the car changed hands, joining the collection of another Sydney based enthusiast and at that time the odometer read 36,463 km. Immediately after purchasing the car the registration was changed to the NSW private plate 2255. Additionally, its new owner chose to have the chrome window trims and door handles painted black, which gives the car a more aggressive look. He also had seats fitted from a Lamborghini Silhouette. These were retrimmed and there is an invoice on file from Clifford Powell in Darlinghurst in Sydney dated 21st September 1996.
The car remained in continuous ownership for the next 20 years, during which time it was used sparingly, travelling some 4,000 km.
By 2018 the car had found its way to Victoria. There is a Victorian certificate of roadworthiness on file dated 7th June 2018 which notes the odometer as 40,240 km. It has passed through a few owners in Melbourne before being acquired by its current Melbourne based owner just over two years ago.
Today the odometer reads 40,701 km.
The car makes an excellent first impression.
The Lamborghini Urraco is a stunning Bertone design and the shape carries colour extremely well. Most Lamborghinis look fabulous in yellow, however, it really does suit the Urraco. On this car, the yellow paint contrasts nicely with the black bumpers, louvers, window trims and engine cover.
The paint is in a really good condition. It has retained a strong depth of colour and high gloss finish. There are some very small and minor imperfections in the paint but you have to look hard to find them. Most noticeable is a small chip on the edge of the drivers door.
The external trim and the glass present well and the Lamborghini, Urraco and Bertone badges are present and correct. We love the In Rodaggio sticker on the front windscreen.
The Campagnolo wheels are in good condition with only a few small marks on them. They are shod with period correct Michelin XWX tyres size 205/70 VR14. They are date stamped 1115 (week 11, 2015) and are still in excellent condition. There is also an original spare wheel with the car.
The interior presents really well and being a 2+2 the cabin is quite spacious. The front seats are comfortable and provide ample support. The fabric is in a good condition with no rips or tears present. The rear seats have probably never been used and they along with the door cards and centre console present nicely. The dashboard, which looks to be original, also presents well. All the instruments are clean, clear and appear to be in a good working order. Urraco is stencilled on the gear shifter gate surround, which is just so period Italian. The steering wheel is showing some signs of wear but a good leather doctor could easily bring it up a level or two. The car is fitted with air conditioning and it was working well on our recent test drive, though do not expect the same performance as in a modern day car.
We do have a soft spot for the V8 Lamborghinis (the Urraco, Silhouette and Jalpa) and from the moment this car arrived at our showroom we were genuinely excited to find out if it drove as good as it looks. When the time came to take the car out for a photo shoot and test drive, we were not to be disappointed.
The car starts easily, even from cold and quickly settles into a smooth idle. That V8 sound is quite something and it is one of those things that if you know you know! Out on the open road our first impressions are confirmed. This car drives superbly. The engine revs freely, the throttle response is almost instant and the car just wants to go. The gearbox is often a weak point on a Urraco, especially when its cold. Shifting into second gear can often be difficult, but not on this car. The gear changes are smooth, both up and down the box, even when cold. Once it warms up it only gets better. The car handles superbly and the steering is quite direct. The brakes also work very well and pull the car up quickly and in a straight line when needed. Having period correct tyres on the car just adds to the look and also the driving experience.
As noted in our background story below, Mel Nichols wrote in the July - September 1976 issue of Sports Car World magazine . . . I was not hard pressed to conclude that the Urraco 3-litre is the most enjoyable car I have ever driven.
We understand why!
The current owner has recently had a change of direction with his car collection and therefore reluctantly decided to sell a few cars, including this Lamborghini Urraco P300.
As a result, we are delighted to offer a unique opportunity to acquire a rare and highly desirable junior supercar. These V8 bulls from SantAgata fly under the radar compared to their big brother V12s . . . but for how much longer?
Accompanying the car is an excellent history file, including its book set which contains the owners manual, service & warranty book and dealer directory in a Lamborghini leather pouch as well as a spare wheel.
Highlights:
Rare 3.0 litre Urraco
Australian delivered, factory RHD, matching numbers example
Excellent history file with original service book
Ready to use and enjoy
Price $249,950.
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 Sant'Agata 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.

LAMBORGHINI URRACO P300

Oldtimer Australia is delighted to offer for sale this absolutely stunning, magnificently restored Aston Martin DB2/4 Drophead Coupe.
This car is well known to Oldtimer Australia, having been sold by us to its current owner back in August 2015.
This is a UK delivered factory right hand drive example that was sold through Brooklands to Messrs Carr & Co Ltd of Shirley, Birmingham in the UK. The car was delivered new on the 25th March 1955. It was finished in blue haze with a blue leather interior. The soft top was grey plastic with a fawn headliner.
Incredibly, the previous owner of the car was distantly related to its first owner Mr Neville Carr (his wifes great uncle) and according to history he was the black sheep of the family. Having a reputation as somewhat of a rogue and playboy he is understood to have used the car as it was intended . . . and that was to drive it, hard! Mr Carr was an amateur racing driver and living family members recall him driving the car in numerous sprint and hill climb events, including Prescott. The car travelled circa 30,000 miles in its first five years of ownership! Carr owned the car until circa 1960.
According to the factory documentation, a replacement rear axle was fitted on the 25th May 1955 (@ 4,181 miles) and a replacement engine was fitted on the 21st August 1959 (@ 27,608 miles). This work was undertaken by Aston Martin. The mileage is noted as 38,772 on 19th June 1960 when the car was serviced by Aston Martin.
The factory documentation also notes subsequent owners as a Mr D Conyers Esq of 18 Egerton Garden Mews SW3 (London) and in 1982 RL MacKenzie from Houghton in South Africa.
Jaguar works racing driver Peter Sutcliffe spent significant time in South Africa whilst motor racing in the early 1960s and it is understood that he acquired the car in the UK and shipped it to South Africa to use when he was there. It is probable that he bought the car off Conyers.
According to a hand written letter on the file the car was subsequently acquired by an Attorney who lived in Pietermaritzburg in South Africa. In 1977 the car was discovered in Elandsfontein (Johannesburg) by a Mr Mike Spencer. It was in generally poor condition and Spencer spent the next two years generally improving the car to a roadworthy condition. The car was then sold to RL MacKenzie in 1982.
The previous owner acquired the car from MacKenzie in April 1986 in Johannesburg, South Africa and used it until early 1990 before deciding to take it off the road and restore it. As a senior mining industry executive his career took priority over cars and the to be restored Aston Martin travelled with his family across the world, firstly to the USA in 1990 and then to Australia in 1997
It wasnt until 2011 that the car was finally placed with a specialist to be restored. That task was entrusted to Jaguar and Aston Martin specialists, Concours Sportscar Restoration in Tuggerah just north of Sydney.
The car underwent a concours standard nut and bolt restoration and it was painstakingly restored to its former glory over a three year period.
The body was in reasonably good condition, however, it was fitted with a new boot skin, door skins and repairs were completed to both rear wheel arches during restoration.
Every mechanical component was disassembled and either refurbished or replaced. All of the instruments were refurbished. All of the bright work has been re-chromed and the trim restored. The interior and soft top have been completely retrimed to the highest standard.
The car has been restored in its original colour scheme of blue haze with a blue leather interior. The previous owner opted to have the soft top finished in blue rather than the original grey which really suits the car.
When the current owner acquired the car in 2015 the restoration had only just been completed. Therefore, it required some post restoration bugs to be ironed out, which was undertaken by the Classic Car Clinic at Biggera Waters on the Gold Coast.
This car is part of a significant Aston Martin collection and it has been kept in a climate controlled garage over the last 10 years. It has only been used sparingly in that time and today the odometer reads 1,076 miles, which is the mileage that the car has travelled since it was restored.
The car was exhibited at Motorclassica in October 2015, where it was incredibly well received. At that time Motorclassica was Australias leading classic car show and concours delegance.
Even though it has been some 10 years now since the restoration was completed, this Aston Martin DB2/4 Drophead Coupe still presents as a freshly restored car. In fact, its presentation would be better than the day its restoration was completed, given the owners pedantic nature and attention to detail.
This car is simply magnificent and must be one of the best surviving examples of this highly sought after and collectible Aston Martin in the world.
Timeless elegance is perfectly embodied by the Aston Martin DB2/4 Drophead Coupé. Finished in its original colour scheme of blue haze with a blue leather interior, the colour combination beautifully enhances the cars presence. The deep blue paintwork is in exceptional condition, presenting as though it were applied yesterday, with a mirror like finish that retains remarkable depth and high gloss. The bright work and painted wire wheels provide a striking contrast to the bodywork, completing the cars outstanding presentation.
The painted wheels are like new and are shod with period correct Dunlop Road Speed tyres size 6.0H16.
The external trim is minimalistic and quite delicate. Its noted feature is the horizontal slatted trade marque DB2 front grill. All the bright work on the car is, as one would expect, in beautiful condition. The same can be said for all the lights and lenses, which present similarly well. The glass is also in excellent condition with no scratches evident.
The interior of this car is equally stunning as the exterior. Everything essentially presents like new. The leather upholstery, which is soft and supple, is free from blemishes. The seats are comfortable and provide ample support. The wooden dashboard is understated yet elegant and presents exceptionally well. All the instruments are crisp and clear, and during our test drive they appeared to be in proper working order. The carpets likewise present as new, completing the cabins refined appearance.
The car has never seen rain since it was restored and the soft top has only ever been raised for cleaning and photos! It also presents like new.
We were keen to discover whether the car would drive as well as it looks. It starts easily, even from cold, and quickly settles into a smooth, steady idle. As with all cars of this vintage, allowing a brief warm-up before setting off is advisable. Once on the road, the car does not disappoint. The engine revs freely and feels strong, the gear changes are smooth, and it keeps pace effortlessly with modern traffic. The suspension is firm yet compliant, absorbing road imperfections with ease, while the brakes bring the car to a confident, straight stop when required.
Whilst the car has been used sparingly in the last 10 years, it has been regularly maintained by the Classic Car Clinic and in more recent times by SJ Classics.
A thick and expansive history file accompanies the car, including a copy of the original factory records, documentation from its time in the UK and South Africa, as well as extensive documentation, receipts and photographs from the restoration. The car has its original jack and foot pump in the boot, a mallet and crank handle mounted under the bonnet in the engine bay, as well as a spare wheel under the boot floor. There is also a full set of tools in the tray under the centre console between the front seats.
It would be hard to find a better Aston Martin DB2/4 Drophead Coupe anywhere in the world. This car is simply STUNNING in every regard and it is a credit to its current and previous owners as well as the team at Concours Sportscar Restoration.
Simply the best!
Highlights:
- a magnificent early Aston Martin.
- rare car, being 1 of 102 examples built.
- beautifully restored by Concours Sportscar Restoration.
- Stunning original colour scheme.
- ready to show, use and enjoy.
The price is AUD $749,950.
Background
Aston Martin has produced bespoke sports cars for over 100 years. The company began in 1913, when founders Lionel Martin and Robert Bamford realised their desire to build distinctive, high quality sports cars that were both exhilarating to drive and a beauty to behold. Martin regularly competed in hill climb races at Aston Clinton, and a simple combination of the name of the event and the driver gave birth to one of the most famous automotive marques. Source: www.astonmartin.com.
Whilst Aston Martin produced some wonderful cars in their early years, business was always a struggle and the company was severely disrupted during both World War I and II. The company went bankrupt on more than one occasion and has endured many different owners throughout its history.
David Brown acquired Aston Martin in February 1947 and the first car produced during his ownership was the Aston Martin 2 Litre Sports, later known as the DB1, which was built in extremely limited numbers from 1948 to 1950. This was succeeded by the Aston Martin DB2 in 1950, which featured a new double overhead cam straight six engine of 2.6 litre (2580 cc) capacity, and was a car that really put post war Aston Martin on the map. Some 411 cars were built from 1950 to 1953, of which circa 100 were the convertible or drophead coupes. Its successor, known as the DB2/4, was first shown at the London Motor Show in 1953 and production started soon thereafter. Initially the car had the same engine as its predecessor, however, it was enlarged to 2,922cc in April 1954. Compared to the DB2 the DB2/4 had an extended roof line with a larger rear window, a one piece curved windscreen and real bumper bars. The biggest difference between the two cars was inside the cabin where the successor had far more room withtwo small occasional rear seats. The DB2/4 sold well through until 1957. In total 764 DB2/4s were built which included 565 of the Mk Is and 199 of the Mk IIs. The biggest change for the Mk II was that the bodies were made in-house by the recently acquired Tickford Coachbuilding Works in Newport Pagnell, otherwise the differences between the Mk I and Mk II were subtle. The DB2/4 was available as a four seat fixed head coupe or two seat drop head coupe from the start of production with a two seat coupe introduced on the Mk II. The DB2/4 MkII was succeeded by the DB MkIII and 551 examples were built from 1957 through until 1959.
The Aston Martin DB2/4 Drophead Coupe, particularly with its soft top down, is arguably the most elegant of the DB2/4 range. There were only 101 DB2/4 Drophead Coupe Mk Is and 17 or 18 DB2/4 Drophead Coupe Mk IIs.
The David Brown era was arguably Aston Martins finest with the company winning LeMans in 1959 and the iconic early DB series cars of the 1950s paving the way for the legendary DB4, DB5 and DB6 models of the 1960s.

ASTON MARTIN DB2/4

Oldtimer Australia is delighted to offer for sale this fantastic 1983 Aston Martin V8 Oscar India.
The Heritage certificate on file confirms this car was built on the 7th September 1983 and it left the factory on 11th October 1983. The car was originally delivered in storm red (paint code 9017) with a fawn pipe burgundy interior (trim code VM.3234/DV6171), a colour scheme the car still carries today. The car retains its original matching numbers engine.
The Heritage Certificate also states this car was delivered with Weber carburettors, Avon tyres, beige with burgundy edged carpet, beige leather headliner and a miles per hour speedometer.
This car is a highly desirable later model Oscar India with the V580 Series engine and BBS wheels. It also has the blanked out radiator grill that was standard on the Aston Martin V8 Vantage. Like the majority of the Aston Martin V8s built, this car is equipped with a Chrysler Torqueflite three speed automatic transmission.
The documentation on file confirms that this Aston Martin was delivered through Victor Wilson Limited in Edinburgh, Scotland to its first owner, Mr M Carney from Glasgow, Scotland. It was first registered as MAT 78.
Around 1989 the car was sold to Mr M Blackall, an Englishman temporary living and working in Belgium as the Area Director of Operations for a major hotel group. At that time the car was registered as A946FSF. The car spent the next two years in Belgium before the owner moved back to the UK and took the car with him. In 1993 he upgraded to an Aston Martin V8 Volante and this car was sold to Mr M Walker from Edinburgh in June 1994. In September 1996 the car was advertised for sale by the Murray Motor Company in Edinburgh and sold to Mr R Forrester from Cairneyhill, a small village just north of Edinburgh. In 2000 the Murray Motor Company advertised the car for sale again and subsequently sold it to Mr Keenan from Apperley, Gloucestershire, UK. The car was registered with the registration A4 SFK. These UK plates are still fitted on the car.
The current owner, who has an extensive and eclectic collection of cars, acquired this Aston Martin in the UK in mid 2006 and subsequently imported it into Australia. There is an Import Approval on file dated 31st July 2006.
Shortly after arriving into Australia the car was repainted in its original colour of storm red. The car has not been driven any distance since arriving in Australia. It has essentially been in static storage for some fifteen years, though from time to time it was started and driven a short distance. It was last started and driven about five years ago prior to arriving to us.
Since arriving at Oldtimer Australia the car has been recommissioned by classic car specialist Steve Ward from SJ Classics and it runs and drives well. It may require some further fettling to be a reliable driver, but the car has done everything as expected when we have had it out on the open road. From the first turn of the key when awoken from its hibernation, the big V8 engine burst to life and it sounds fantastic. Not surprisingly the car seems to get better and better the more it has been driven. The oil pressure is good and engine has loads of power on tap. The gear changes are smooth up and down the box and the car handles, steers and stops as one would expect.
Today the odometer reads 69,688 miles, which based on the information on file, is genuine.
Even though the car carries what is now considered an older repaint, the paint still presents very well. As a result of the car not being driven since it was repainted, the paint has never been exposed to the harsh Australian sun. It retains a deep gloss and a strong depth of colour. There are only two small defects in the paint. There are two very small chips on the boot lid and there is also a small scrape on the edge of the drivers door. Subsequent to our photo shoot, these defects have been touched up using original touch up paint supplied with the car.
All the glass, which looks to be original, and external trim is in very good condition. The same can be said for the bumpers and the other bright work on the car. It is all in very good to excellent condition.
The BBS wheels, which are a real feature on these later Aston Martin V8s present like new with no curb rash. They are shod with Avon Turbosteel 70 tyres, size 235/70/15. The thread on the tyres still present like new, however they are date stamped 4400 (week 44, 2000), and should really be replaced on age.
Open the door and you feel like you are stepping back in time. The interior has been beautifully preserved and is in beautiful condition. It is also very English! The fawn leather seats are in excellent condition with no cracks or tears in the leather. They are comfortable and still provide plenty of support. The rear seats appear to have hardly been used. All the carpets are in excellent condition. The dashboard presents like new. The timber veneer inserts are in excellent condition as is all the leather. Even the top of the dash is still in excellent condition. The instruments are all clean and present well. There is a row of push switches on the centre console and you often see these with faded text. Not in this car. The text is as clear as it was on the day the car left the factory.
In the boot everything is clean and tidy and there is an original spare wheel present.
Open the bonnet and you are presented with a magnificent looking V8 engine. It is hard to miss the Aston Martin Lagonda text on the valve covers and of course there is the plate with the name of the person who assembled the engine. The engine in this car was built by Fred Walters. All very Aston Martin! Everything presents as one would expect. The engine is bay is neat, clean and tidy.
The underside of this car presents well. There is light surface corrosion on some of the components, however, this is not a typical English car underneath. The overall presentation is consistent with a 41 year old car that has been well cared for.
Accompanying this car is a comprehensive history file dating back to new, which includes the original service book.
This car has an incredible presence and it presents fabulously in the striking colour of storm red.
A unique opportunity.
Highlights:
- Rare and desirable example of one the iconic Aston Martin V8 series.
- Beautifully presented example of a quintessential British GT.
- Fabulous original colour scheme.
- Known history from new.
Price $239,950
Background:
Aston Martin has produced bespoke sports cars for over 100 years. The company began in 1913, when founders Lionel Martin and Robert Bamford realised their desire to build distinctive, high quality sports cars that were both exhilarating to drive and a beauty to behold. Martin regularly competed in hill climb races at Aston Clinton, and a simple combination of the name of the event and the driver gave birth to one of the most famous automotive marques. Source: www.astonmartin.com.
Whilst Aston Martin produced some wonderful cars in their early years business, was always a struggle and the company was severely disrupted during both World War I and II. The company went bankrupt on more than one occasion and has endured many different owners throughout its history.
David Brown acquired Aston Martin in February 1947 and the first car produced during his ownership was the Aston Martin 2 Litre Sports, later known as the DB1, which was built in extremely limited numbers from 1948 to 1950. This was succeeded by the Aston Martin DB2 in 1950, which featured a new double overhead cam straight six engine of 2.6 litre (2580 cc) capacity, and was a car that really put post war Aston Martin on the map. The David Brown era was arguably Aston Martins finest with the company winning LeMans in 1959 and the sixties producing the legendary DB4, DB5 and DB6 models.
The first of the Newport Pagnell designed cars, the DBS, was introduced in 1967. The DBS was initially powered by Aston Martins tried and true 6 cylinder engine as the companys new V8 engine was not ready.
From September 1967 through until May 1972 Aston Martin produced 829 DBS chassis. One of these was used in a crash test and 26 of these were later fitted with a V8 engine which leaves a total of 802 six cylinder Aston Martin DBS. Of these 802 cars, 621 were right hand drive and 181 left hand drive. The DBS was available with a five speed ZF manual gearbox or an automatic gearbox or. Interestingly, 317 of the right hand drive cars were fitted with the five speed manual gearbox. It is understood that Aston Martin only built circa 70 right hand drive examples equipped with the Vantage engine.
In September 1969 the DBS was superseded by the DBS V8, powered by the all new 5.3 litre V8 engine which was finally ready for production. The DBS V8 remained in production through until April 1972 and circa 400 cars were built. It was then renamed and became the Aston Martin V8, which became a great success for the marque. The Aston Martin V8 was produced for 17 years, with production finally coming to an end in 1989. Just over 2,000 cars were built, plus the Volantes and Vantages.
In October 1978 Aston Martin introduced the Aston Martin V8 Series 4, otherwise known as the Oscar India (Oscar India = October Introduction, from the phonetic alphabet). The car now sporting burr walnut trim, a blanked off bonnet scoop and a revised boot lid and rear wings to create a sculpted spoiler was visually very similar to the Vantage. The car remained in production through until 1985 and only 352 examples were produced.

1983 ASTON MARTIN V8 Oscar India

Oldtimer Australia is delighted to offer for sale a factory right hand drive 1972 Maserati Bora. It is understood that Maserati built only 42 factory right hand drive Boras making this an exceptionally rare car. 

According to the factory records this factory right hand drive example was completed in October 1972 with a 4.7 litre engine. Its original colour scheme was Celeste Chiaro (light blue, Salchi code 1069.A.20) with a black interior (Connolly code PAC.1560). 

The car was delivered in the UK to its first owner through Citroen Cars Ltd in Slough, UK. It is understood the car left the UK shortly after, making its way to the Channel Islands, then to Norfolk Island before arriving in Brisbane in 1974.
After arriving in Australia, the car is understood to have found its way to Perth in Western Australia where it remained for about 10 years. One of the subsequent owners remembered seeing the car on the Kwinana Freeway around 1977. The car then found its way to Bathurst in New South Wales where it was owned by Nicholas Dutton. In his ownership the car was registered in NSW as QYB443. Dutton sold the car through Oldtimer Australia in the early 2000s to a well known Melbourne based classic car enthusiast and collector. He only kept the car for a short period as he quickly realised that a Maserati Bora is not really designed for people who are over 64 tall! He loved the car, but couldnt get comfortable in it, so he reluctantly made the decision to sell. The car was again sold through Oldtimer Australia, to Ken Graham from Perth in Western Australia. At that time the odometer read 56,240 miles.

Graham owned this Maserati Bora for the next 14 years and in his ownership a lot of work was done to the car. Accompanying this car is a huge history file(s), including one thick file with substantial documentation, invoices and photos for all of the work Graham had completed on the car.

In August 2003 Graham decided to have the engine rebuilt. At that time the odometer read 58,000 miles. The engine was removed from the car, completely stripped and all components were thoroughly examined. The engine was rebuilt with new JE forged pistons and new OEM bearings from Kyle Fleming Maserati in the USA. Chapman Bros in Mosman Park in Perth bored and honed the block and refurbished the crankshaft. After crack testing, the crankshaft was machined, polished, re-nitrited and, then balanced. The engine block was chemically cleaned, the heads and the block were machined (only .005) and new valves & followers were installed. A decision was made to also install valve stem seals, something the factory never did. The engine was then reassembled. The gearbox and differential were also disassembled. Bearings were replaced and some of the gears were relapped. Unfortunately, after all the work was completed there was some noise from the gearbox and differential. The owner decided to live with it, however, in 2011 it was the one thing that still annoyed him about the car. He then removed the gearbox and differential again and this time he renewed all the synchromesh cones as well as the crown wheel and pinion. 

In November 2007 a decision was made to repaint the car. It was taken to Lombardi Panel works who assessed the car and made a list of all the work to be done. When examining the car they found paint fragments under the rear window which were of a slightly different colour, confirming that the car had previously been repainted. After further examining the car, they determined the paint to be a Ford colour found on the XF Fairmont. Work commenced and the body was taken back to bare metal. Maserati Boras are prone to rust and this car had obviously benefited from having lived the majority of its life in Australia. There was some metal work required, but overall the boidy was in good condition. When it came time to paint the car the owner decided on a colour change and selected rosso rubino, which was the colour of the car featured in the 1972 factory sales brochure.

During that same period the interior was also retrimmed.

In Grahams ownership pretty much every element of the car was refurbished. The engine, carburettors, gearbox, differential, suspension, steering, hydraulics, exhaust system, brakes, electrical system and the air conditioning were all overhauled. The car was repainted and the interior refreshed.

The current owner, who is based in Melbourne, acquired the car from Graham in March 2016. At that time the odometer read 63,685 miles. He has used the car sparingly and travelled circa 1,200 miles in his nine years of ownership. Today the odometer reads 64,849 miles. In his ownership he had the car regularly maintained by Zagames and Beninca Motors.

First impressions of this car are really good. It certainly has a presence and the colour scheme really suits the car. The paint has certainly withstood the test of time. It has been nearly 18 years since this car was repainted but it has retained a deep gloss finish and a strong depth of colour. Upon closer inspection you will notice a few small imperfections. The most noticeable ones are three small bubbles on the lower part of the drivers door, near the bottom edge and one on the lower section of the right front guard. There are also a few small stone chips, consistent with a car which has been used. The stainless steel roof on a Bora is a real feature and it is in very good condition on this car. The same can be said for all the other bright work. Whilst the car has a few small imperfections here and there, generally speaking its overall presentation is very good.

All the glass is in good condition with no cracks or delamination evident. The same can be said for all the lights and lenses, which are clear and in good condition.
The Campagnolo wheels and chrome finished hub caps are another unique design feature on a Bora. On this car they are generally in a good condition though we did notice some very light kerb rash on the right rear wheel. It is very minor and only the paint has been affected, not the actual rim. The hub caps are all in good condition. The wheels are shod with period correct Michelin XWX 215/70 VR15 tyres on all four corners. They are date stamped 3120 and 3220 (week 31 and 32, 2020) and are in excellent condition.

When you open the door you are welcomed by a very unique looking interior. The first thing that will capture your attention are the seats. They look like something you might have seen in an 80s sci-fi movie or perhaps found in a funky period lounge room! Both seats are in good condition with no rips or tears evident in the leather. They are also firm and provide plenty of support. Sliding behind the wheel you cant help but be impressed with the dashboard. All the gauges present well and on our test drive they all appeared to be working as they should. The period correct radio is a nice touch. The door cards and the headlining both present well.

Ever since this Bora arrived in our showroom we have been keen to take it out for a test drive. We had to wait for the weather gods to cooperate but when the opportunity finally presented itself, we were not disappointed. The car starts easily even from cold and fairly quickly settles into a smooth idle. The big V8 has a fabulous almost baritone exhaust note that you take in as the engine warms up. In time we are inching the nose into traffic as we slowly exit our showroom and hit the open road. The first impressions, even though the engine had not quite warmed up yet, were extremely positive. The car almost squats on the road and it feels really solid. This Maserati Bora is a fabulous car to drive. The engine has plenty of power throughout the rev range and the gear changes both up and down the box are easy and smooth. The car handles very well and responds to the smallest movement in the steering wheel. When needed the brakes are there to pull the car up quickly and in a straight line. Once everything had warmed up properly, the driving experience only got better!

This wonderful Maserati Bora was shown at Motors & Masterpieces in Melbourne in November 2024 as part of the display celebrating 110 Years of Maserati. It is also featured in the upcoming issue of Benzina magazine.

The Maserati Classiche documentation on file confirms that this car is fully matching numbers, including its Carrozzeria (body number) and Autovettura (production number).

The car comes with an extensive history file which contains the original build sheets, lots of photos, write ups and invoices documenting all the work done over the years. It also has a correct spare wheel.

It is not often a factory right hand drive Maserati Bora comes onto the market in Australia or in fact anywhere in the world. 

We think the Maserati Bora is a real sleeper and it presents a fabulous opportunity when compared to its cross town rivals from Ferrari and Lamborghini!

Highlights:
	Rare factory right hand drive example, being one of only 42 ever built.
	Matching numbers, engine, chassis and body.
	Nicely presented.
	Extensive history file.
	Sorted, ready to be used and enjoyed.

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.
Like the Lamborghini Countach and Ferrari Berlinetta Boxer, the Maserati Bora was one of THE supercars of the seventies. Despite the fuel crisis, Maseratis supercar was relatively successful with 564 cars built from 1971 through until 1978. Of those only 42 left the factory as right hand drive.

1972 MASERATI BORA

A new arrival at Oldtimer Australia is this desirable, low mileage, Australian delivered, Porsche 911 Carrera S (997.2).
The model name might suggest that the 997.1 underwent a minor facelift, evolving into the 997.2. That is definitely not the case as the 997.2 is a substantial evolution of its predecessor. Beyond the visible styling updates, Porsche introduced an all-new engine and transmission. The redesigned six-cylinder boxer engine, now featured direct fuel injection, producing 20 more horsepower in the Carrera and 30 more horsepower in the Carrera S compared to the 997.1. It also debuted Porsches new dual-clutch transmission, known as PDK.
This particular example was delivered to its first owner in Noosa, Queensland by Porsche Centre Brisbane on the 30th July 2010. The car was ordered in the perfect colour scheme of Meteor Grey Metallic (paint code LM7W) with a black leather interior (trim code AN). It was delivered with the following options as noted in the service book: 026 sports chrono dial on the dash board / silver coloured instruments, 250 PDK transmission, 640 sports chrono package and 844 multi-function steering wheel / smooth leather.
The car changed hands in September 2015 and at that time the odometer read 28,778 km. The cars then owner lived in the inner Brisbane suburb of Red Hill.
The current and third owner of this Porsche 911 Carrera S, who is also based in Brisbane, acquired the car from Porsche Centre Brisbane in September 2023. At that time the odometer read 34,834 km. He is a mature owner who had it on his bucket list to own a relatively modern Porsche 911. The car has been used sparingly over the last two and half years and at the time of photographing, the odometer read 39,777 km.
This car has been continuously serviced by Porsche Centre Brisbane since new. Its most recent service was executed on 15th of December 2025 and at that time the odometer read 39,643 km.
With the Porsche now checked off his bucket list, the current owner has decided to sell. As a result, we are delighted to present a unique opportunity for someone to acquire a meticulously maintained, low mileage, essentially as new Porsche 911 Carrera S (997.2).
One could easily mistake this car for being 15 months old rather than 15 years old, given its exceptional condition and presentation. The paint remains in excellent condition, showing minimal signs of wear. It retains a strong depth of colour and a high gloss finish. There are a few extremely minor stone chips on the nose, but they are barely noticeable unless inspected very closely.
All the glass is original and in excellent condition. The lights and lenses are also similarly well presented.
The wheels are a real feature and the present really well with no evidence of any kerb rash. They are shod with Michelin Pilot Sport N2 tyres, size 235/35ZR19 at the front and Pirelli P Zero tyres, size 295/30ZR19 at the rear. The front tyres are date stamped 0420 (week 4, 2020) and the rear tyres 4118 (week 41, 2018).
Inside the cabin, the interior presents exceptionally well. The seats are in excellent condition. They are firm, yet comfortable and provide ample support. There are no scuff marks or damage to the leather. There are some minor scratches on the airbag cover on the side of both seats, most likely caused by the seatbelt. These marks could be easily fixed by a good leather doctor. The rear seats appear to have been seldom used if at all and are in excellent condition.
Sliding in behind the wheel of a Porsche 997.2 feels instantly familiar, yet unmistakably special. There are multiple adjustments options to make yourself comfortable behind the steering wheel. The driving position is low and purposeful, with the seat wrapping around you just enough to feel supportive without being restrictive. As you settle in, the steering wheel sits perfectly within reach - thick-rimmed, tactile, and hinting at the precision its known for.
Your eyes naturally fall on the signature five dial instrument cluster, with the tachometer front and centre, reinforcing that this is a drivers car above all else. The controls are intuitively laid out, solid to the touch, and free of unnecessary distraction. The instrument binnacle, whilst more modern in appearance, still has this classic and very recognisable 911 look to it. Unlike some other sports cars from this period everything in this Porsche 911 Carrera S (997.2) still feels and looks very analogue.
It doesnt take long before everything feels dialled in - the seat, the steering wheel, and the pedals - like the car has been tailored to you. Theres a sense of connection even before the engine fires, a quiet anticipation that builds as you realise youre exactly where youre meant to be. Visibility is excellent, with the iconic rounded front guards guiding your perspective forward.
Starting this car is easy. It is essentially the same as starting any family sedan . . . make sure the car is in Park, put your foot on the brake, insert the key into the ignition and turn it to start. There is however something a little quirky with the starting procedure. With most cars you turn the key to the first position to turn the ignition on, then the second position starts the car. That is not the case with this car. The first position starts the car and the key is also self-centring.
The engine fires up at pretty much first crank and as expected almost immediately settles into a smooth idle.
The Porsche 997.2 series cars were revered in period for their perfect size, hydraulic steering feel and blend of modern usability with analogue charm. Jeremy Clarkson from Top Gear commented . . . this is a 911 for the old school.
After 20 minutes behind the wheel you are hooked! This car is quite happy cruising through peak hour traffic, going to the shops or church on Sunday, but . . . out on the open road it is an absolute delight to drive. Its easy to drive but at the same time you know you are driving a supercar which is capable of exceeding 300 km/h and sprinting from 0-100 km/hr in 4.5 seconds.
This car really is a wolf in sheeps clothing. Around town it will shift up through the gears very quickly, resulting in the engine running at low revs and in fact you hardly hear it. Out on the open road it is a totally different story. Unleash the 385 horses sitting behind you and the naturally aspirated flat-six engine delivers its power in a smooth, linear fashion, building revs eagerly and rewarding you the harder you push. Theres a distinctive mechanical note behind you that evolves into a classic Porsche howl as the revs climb - refined, yet full of character.
The PDK gearbox is a real delight. The gear changes are very smooth, in fact, you really have to pay attention to notice them.
Fortunately the brakes are up to the task of stopping the car quickly and in a straight line when needed.
For the warm Australian summers this car is equipped with air conditioning which works well and blows cold air.
Accompanying the car is its full book set, including the important service book, the emergency warning triangle, the tyre repair kit (still in plastic) and the air compressor. It even still has an original Porsche bottle of windscreen washer fluid.
If you are looking for a great value, modern classic that still offers a relatively old school driving experience then it would be hard to look past a Porsche 911 Carrera S (997.2).
If you want one then it would be hard to find a better example than this.
Highlights:
- Highly desirable 997.2 model.
- Low mileage, Australian delivered.
- Stunning colour combination.
- Always maintained by Porsche Centre Brisbane.
- In excellent condition.
Price $209,950.
Background
The Porsche story is a fascinating one and its roots go back to the 1930s when Professor Ferdinand Porsche was instrumental in the design of the first Volkswagen and also Auto Union race cars. By 1939 he had built three Porsche cars to compete in the 800-mile race from Berlin to Rome. Unfortunately, the race was cancelled due to the war and Porsche was forced to focus on supporting the German war effort, however, he had always wanted to build his own cars. In 1944 Porsche was forced to leave Stuttgart and he set up a small operation in Gmünd, Austria. Soon after the Porsche family and many of their engineers were captured and sent to jail. Ferdinand Porsches son. Ferdinand junior, or Ferry as he was known, was released six months later and he returned to Gmünd to rebuild the family company. Things moved quickly and Porsche was involved with cars again and in mid-1948 the first Porsche 356 was built. It is understood Porsche built some 50 aluminium bodied cars by hand in their small factory at Gmündbefore relocating back to Stuttgart, Germany. The rest they say is history as the 356 evolved into one of the most successful sports cars ever built. A hard act to follow indeed . . . but its replacement, the Porsche 911 went on to become a legend!
The evolution of the Porsche 911 is probably the greatest sports car story of all time. First introduced in 1963 at the Frankfurt Motor Show, and then designated as a 901, the successor to the 356 took the world by storm. To avoid conflict with Peugeot, who claimed exclusive rights to car names with three digits having a zero in the middle, the car was renamed as 911. The first production 911 was built in 1964 and it was powered by an air cooled 1991cc 6-cylinder engine. The car evolved with increases in engine capacity to 2.2 litres, 2.4 litres, 2.7 litres, 3.0 litres and 3.3 litres. There were styling changes also, but one always recognised the car as a 911. Today the first series of 911s is recognised as the cars built from 1963 to 1989 and include the very popular Porsche 911 and 930 Turbo models. Of these the small bumper or pre impact bumper cars built up to 1973 are today regarded as the real classic 911, however, that comes at a price. In the last few years astute collectors and enthusiastshave seen great value in 1970s and 1980s model 911s.
The Porsche 911 Carrera 3.2 was introduced in 1983 as a successor to the 911SC. Interestingly, it was the first time the Carrera name had been used since 1977. The Carreras main innovation was its Bosch Motronic 2 engine management system. This was the first production 911 to feature an ECU to control the ignition and fuel systems. In addition, the fuel injection was updated to Bosch LE-Jetronic and the induction and exhaust systems were revised. The last of the 911 Carrera 3.2s was built in 1989 and the model was most popular with circa 76,000 cars built during six years of production.
In 1989 the 911 Carrera 3.2 was superseded by the 964. Engine size increased compared to its predecessor, the car was now powered by a 3.6 litre flat six. In total 63,762 were built between 1989 and December 1993. The 964 was replaced by the 993 in 1994.
The 993 was the first non air-cooled 911 and its introduction marked the end of an era. The 993 remained in production through until 1998 and in total 68,029 cars were produced. It was then replaced by the 996.
The 996 remained in production until 2004, with the exception of the Turbo S, the GT2 and the GT3 models, which remained in production through until 2006. Production totalled to 175,262 examples in that period. The 996 was then replaced by the 997.
The Porsche 997 series, produced from 2004 to 2012, represents a pivotal chapter in the evolution of the 911. It marked a return to more traditional styling, reintroducing round headlights in place of the controversial design used on its predecessor, while refining the cars proportions and overall aesthetic.
The first series of the 997, later rebadged as the 997.1, was replaced by the 997.2 in 2009. The refresh involved much more than just some cosmetic changes. The 997.2 received a new engine with direct fuel injection and the new PDK, dual clutch transmission. The 997.2 was faster, lighter and more fuel efficient compared to the 997.1.
Available in a wide range of variants - from Carrera and Carrera S to Turbo, GT3, and GT2 - the 997 catered to both enthusiasts and those seeking a refined sports car.
Today, the 997 is widely regarded as one of the sweet spots in 911 history, blending analogue character with modern performance in a way that continues to appeal to purists and collectors alike.
Production of the 997 ended in 2013 and in total 212,704 cars were built, of which 76,259 were 997.2 models.

2010 PORSCHE 911 997.2 CARRERA S

Oldtimer Australia is delighted to offer for sale an award winning 2005 Ferrari 612 Scaglietti.
This car, which is finished in the traditional Ferrari colour scheme of Rosso Corsa (paint code FER 322) with beige leather upholstery, was delivered to its first owner, Thomas Graham Gillespie from Airdrie in Scotland, UK on the 11th March 2005.
It has a full book set, including its service book which documents its service history. In Gillespies ownership the car received its first service on the 1st June 2006. At that time the odometer read 4,235 miles. The service was performed by Ferrari dealer Graypaul in Edinburgh. The next service was performed on 30th April 2007 at 5,896 miles by Graypaul.
Gillespie kept the car until 2007 and then sold it to Sir Anthony Moore from Swadlingcote, which is just south of Nottingham in the north of England.
Subsequent services were completed as follow:
- 3rd September 2008 @ 13,718 miles by Ferrari dealer Graypaul in Nothingham.
- 2nd December 2009 @ 17,425 miles by Ferrari specialists Shiltech Performance cars in Loughborough.
- 11th March 2010 @ 18,294 miles.
Moore sold the car in 2010 to Gregory Newton, an Australian who was residing in the UK at that time. Newton kept the car in the UK for the next 12 months before importing it into Australia. It was brought in as a personal import and there is a copy of the import approval on file dated 15th November 2011.
Soon after arriving in Sydney, the car was complianced and registered in NSW.
The car was then serviced on 5th September 2012 by Quantum Automotive.
The current Sunshine Coast based owner acquired this Ferrari 612 Scaglietti on 31st July 2014. At that time the odometer read 25,211 miles. Prior to purchasing the car he had a pre purchase inspection completed by Ferrari Sydney and they identified a few items which required attention.
Overall the car was in excellent condition and met the requirements of what the current owner was looking for. On the 10th September 2014 the car was taken to independent Ferrari specialist Enzotech in Caboolture, Queensland to have these issues addressed. A decision was also made to address some of the usual wear and tear issues on the car and return to the condition it was in when it left the showroom back in 2005.
Despite the fact the car has only been used sporadically by the current owner, it has been serviced on a regular basis by Enzotech. Routine servicing was completed as follows:
- 08th September 2015 @ 26,249 miles (included a cambelt service)
- 15th September 2017 @ 27,295 miles.
- 22nd April 2018 @ 28,069 miles.
- 17th December 2020 @ 28,800 miles (included a cambelt service)
- 12th September 2021 @ 30,289 miles..
- 24th August 2022 @ 30,665 miles.
- 20th August 2024 @ 31,518 miles.
The current owner is very passionate, pedantic and proud of his cars, including this Ferrari 612 Scaglietti. As a result, this car is presented in excellent condition. He is a Ferrari Club Australia member and he has attended the National Rally twice, entering the Concorso on both occasions. In 2022 the car won a platinum award and more recently in 2025 it won a gold award, narrowly missing out on platinum.
At time of photographing the car, the odometer read 32,335 miles. As is often the case, the photos tell the story. The car is in beautiful condition, particularly considering that it is 20+ years old. The gold award won at the recent Ferrari Club Australia Concorso is a testament to this.
The Rosso Corsa paint is in excellent condition. It is vibrant and has retained a strong depth of colour. When walking around the car we struggled to find any imperfections other than a few very small stone chips on the nose. It is understood that these were picked up on the recent Ferrari rally. With front and rear bumpers integrated into the bodywork, the external trim is minimalistic. The Ferrari badges, side shields, front grill, lights and lenses are all in excellent condition.
The original wheels, which are a real feature on a Ferrari 612 Scaglietti, are in excellent condition with no evidence of any curb rash. They are shod with Pirelli P Zero Rosso tyres, size 245/40ZR19 at the front and 285/4ZR19 at the rear. The front tyres are date stamped 4412 (week 44, 2012) and the rear ones 4712 (week 44, 2012) The tyres are still in a good condition.
The interior presents beautifully and its condition is more consistent with a five year old car, rather than one that is 20+ years old. The upholstery is almost as new and even the leather on the front seats is still in excellent condition. The seats are firm yet supportive and very comfortable. The rear seats present like new and have probably hardly been used if at all.
The cabin is a very luxurious place to be. The seats can be adjusted in so many ways that almost everyone should be able to get very comfortable behind the wheel. Once settled in it is time to start the car. The starting procedure is simple: insert the key into the ignition slot on the steering column and turn the key to start the car. The thumping 5.75 litre V12 engine bursts to life easily with no throttle input needed. It quickly settles into a smooth idle and as one would expect, it sounds amazing with a deep, smooth burble.
You have the option to drive the car in full automatic mode or in semi automatic mode where you use the F1 style paddles to change gears. Regardless of which option you choose, the car is refined and very easy to drive. In fact, it is almost too easy to drive and one has to be super careful to keep the speed in check. Whilst the Ferrari 612 Scaglietti is a grand tourer first and supercar second, when this car was released, it was one of the fastest four seaters available with a quoted top speed of 320 km/h and capable of sprinting from 0-100 km/h in 4.0 seconds.
On our test drive the car performed perfectly. With almost unlimited power on tap the engine is incredibly responsive and it will launch the car forward effortlessly with a gentle prod on the accelerator. The car can be driven sedately, however, you just have to unleash it from time to time to enjoy that unmistakable Ferrari soundtrack. The six speed F1 automated manual is smooth up and down the box. The car handles, steers and stops as one would expect, but to be fair to really test that you would want to take it to Fiorano!
What a car . . . the Ferrari 612 Scagliettis performance is incredible and yet it is very easy to drive, extremely comfortable as well as capable of carrying four passengers with room for some luggage in the boot.
Accompanying the car is history file, complete book set in the original leather pouch, the original tool kit and a car cover,
Highlights:
- Presented in the most popular and stunning colour combination.
- Multiple award winner at Ferrari Club Australia
- Full service history with books and tools.
- Just a beautiful motor car.
Price $199,950
Background
Apple, Coca-Cola, McDonalds and Nike are brands recognisable the world over. So is Ferrari and interestingly the iconic Italian luxury sports car manufacturer was named The Worlds Strongest Brand in the 2019 Brand Finance Global 500 Report.
Founded by Enzo Ferrari in 1939 out of Alfa Romeos race division as Auto Avio Costruzioni the company built its first car in 1940. The Second World War halted Ferraris dream, which was finally realised in 1947, when the first car bearing his name, the Ferrari 125 S, was built. From that day on Ferrari race cars dominated the world over, winning race after race and many world championships in Formula One, sports car racing and endurance racing. Ferrari built exclusive sports cars for the road too, but in the early days, this was primarily to fund his motor racing!
The Cavallino Rampate or prancing horse was the symbol chosen by Ferrari and like the golden arches it is recognised by just about every man, woman and child on the planet!
The Ferrari road cars from the 1940s and early to mid-1950s were built in very small numbers and it was not until the introduction of the 250 series cars that production numbers increased. Almost 1,000 Ferrari 250 GTEs were built from 1959 1963. The 250 series also produced some of the most special Ferraris ever built, including the Ferrari 250 LM, 250 SWB, 250 California Spider and of course the 250 GTO. The 250 series cars were superseded by the 275 series cars, the 330 series cars and later the 365 series cars. The nomenclature designated the cubic capacity of each cylinder. So, a Ferrari 330 was powered by a 12-cylinder engine of 3967cc capacity.
The late 1960s and early 1970s were fabulous times for Ferrari. Its flagship 365 GTB/4 Daytona was a resounding success and Enzos big risk the Dino 246 was also selling very well. At that time Ferrari wanted to continue with his tradition of producing high performance Grand Touring cars with a 2+2 configuration and the 365 GTC/4, which was a successor to the 365 GT 2+2 and the 365 GTC, filled that niche.
The early 1970s were a time of innovation and Ferrari, Lamborghini, Maserati et al. continued to introduce new models in an endeavour to trump the other. The 365 GTC/4 was only in production in 1971 & 1972 and its successor the 365 GT/4 2+2 was first shown in October 1972 at the Paris Motor Show. This car, designed and built by Pininfarina, featured unique styling and whilst the sharp angular lines were very new for Ferrari it did share the characteristic design feature of a swage line dividing the body into an upper and a lower half with the 365 GTB/4 Daytona. Unlike the GTC/4 the GT/4 2+2 could seat four people in relative comfort.
The 365 GT/4 2+2 was superseded by the 400 in 1976 and subsequently the 412 in 1985. Production of the 412 ended in 1989 without a direct successor.
In 1992 Ferrari introduced its next front engined V12 Grand Tourer, the 456, continuing its tradition of blending elegance, performance, and practicality. Designed by Pietro Camardella at Pininfarina, the design took heavy inspiration from Ferraris legendary 365 GTB/4 Daytona. The car was initially launched with a six speed manual gearbox, however, a four speed automatic gearbox was introduced in 1996 and model was designated as 456 GTA. The 456 became one of Ferraris more successful models, with approximately 3,289 cars produced during its 5 years in production.
The 456 was superseded by the 612 Scaglietti in 2004. This 612 was a bigger car, making it more comfortable for four passengers. To keep the weight down the car was built with an all aluminium spaceframe and body. Powered by a 5.7 litre naturally aspirated V12 engine with a quoted power of 397 kw (533 hp) at 7,250 rpm and torque of 588 nm (434 lbft) at 5,250 rpm. The Ferrari 612 Scaglietti was not a sports car, rather a very practical luxurious grand tourer. It was another success story for Ferrari with 3,025 examples produced between 2004 and 2011.

2005 FERRARI 612 SCAGLIETTI

Oldtimer Australia delighted to offer for sale an extremely rare factory, right hand drive Maserati Kyalami. This particular car was built in the most desirable specification, being powered by Maseratis 4.9 litre engine mated to a 5 speed manual gearbox. This car is one of only 10 examples ever produced in this configuration.
Maserati has confirmed this Kyalami was produced on 26th July 1979. It was delivered new into the UK and was sold through Modena Concessionaires Ltd in West Bromwich. The car was delivered in verde medio (light green) with a fungo (beige) interior. It was first registered on 23rd December 1982 and carried the plate BEA 71Y. The first owner is noted as Mr Michael Harris from London, UK.
The car had a few subsequent owners before it was acquired by Anthony Michaelson of Musical Fidelity fame from Wembley, UK in May 1988. The DVLA records on file confirm the car was repainted blue in his ownership. Michaelson enjoyed the car for five years, selling it in September 1993 at Coys auction.
In April 1999 the car was acquired by Troy de Leon from Warfield, UK. In his ownership a significant amount of work was done to the car. An invoice on file from Rossi Engineering in Sunbury-on-Thames dated 25th April 2000 confirms the engine was removed from the car and rebuilt, a new exhaust system was fitted, the bumpers were repainted, new front springs were fitted and the AC was recharged. The invoice noted the odometer showing 87,547 km at the time.
In June 2001, with the odometer reading 93,866 km, the gearbox was rebuilt by J.W.F. Motors in Wokingham, UK.
In September 2001 the car was repainted in its current colour of rame metalic by Evans Auto Repair Services in Warfield, UK. The invoice confirms this was a major project. Necessary rust repairs were completed, which involved new metal work as required. Under seal was applied to both sills, all the wheel arches, the front wings, the front apron, the rear wings, the inner arches, the arch guards and under the spare tyre bay.
In May 2004 the car was sold to Rupert Wilkes from Wisbech, UK. There is an MOT test certificate on file dated 9th March 2004 and at that time the mileage was noted as 99,201 km. Wilkes used the car sparingly throughout his ownership, as confirmed by the subsequent MOT test certificates and the Statutory Off Road Notifications (SORN) on file. An MOT certificate dated 8th February 2007 notes the mileage as 99,932 km, and one dated 22nd December 2009 notes the mileage as 99,959 km.
The current Melbourne based owner acquired the car in May 2018 and at that time the odometer showed 807 km (100,807 km). He initially kept the car in the UK before eventually importing it into Australia in 2021. There is an import approval on file for the car.
Before the car was shipped to Australia the clutch and spigot bearing were replaced, the carburettors were stripped, cleaned and rebuilt, the fuel tanks were removed and cleaned. The car was also serviced and all the fluids were changed. All that work was completed in April 2021.
After the car arrived in Australia a problem with the AC compressor was identified and in May 2023 the car was sent to Maranello Purscang Motors in Brunswick, Victoria to address this issue. A new A/C compressor was sourced and fitted. Some other minor issues were also addressed and the car was issued a roadworthy and subsequently registered in Victoria.
Shortly thereafter a knock in the engine became audible. After much deliberation with the team at Marnello Pur Sang it was decided that the engine needed to be stripped to diagnose the problem. The end result was a full engine rebuild with new pistons, bearings and other parts as required.
Today the odometer reads 03,536 km (103,536 km).
We love the understated, yet classical look of the Maserati Kyalami. We think the colour choice of rame metallic is absolutely perfect for this car. This period colour emphasis the lines on the car and gives it quite an elegant appearance. It also contrasts well with the beige interior.
Even though this car was repainted some 20 years ago, the paint work has held up well and it presents today with a strong depth of colour and nice gloss finish. On closer inspection, we noticed a few small imperfections on the car. Most noticeably, there is a small scratch on the right rear guard, a small a chip on the drivers side mirror and a small chip on the lower part of the drivers door. There are also a few small chips on the edge of the drivers door. The car looks stunning in the photos, but even better in the flesh!
All the external trim is similarly well presented. The bright work on the car is minimalistic, but a feature and it is in good condition. The badges are in good condition with only the slightest sign of some wear around the edges of the Maserati badge on the bonnet. The glass is all in good condition and the same can be said for the lenses both on the headlights and the tail lights. The bumpers on these cars are often cracked and show with minor damage, but on this car they present well.
The wheels are generally in good condition, though if you look closely there are a few small bubbles under the paint and there is a small chip on the edge of the left front wheel. They are shod with as new Michelin 205/70 VR15 XWX tyres which are date stamped 1621 (week 16, 2021).
Open the sweeping door and you are welcomed by a very elegant, functional, yet very Italian interior. First impressions are good. The interior appears to be original and overall it is in very good condition. The leather seats present well, are firm and provide ample support. The seats show some patina, but there are no cracks or tears in the leather. A good leather treatment could easily bring them up a level. The rear seats appear to have been rarely used, if at all and are still in excellent condition. The dashboard in a Kyalami is a real feature and it presents well. The dashboard is covered in Alcantara and that is not an easy material to keep clean. In this car it presents well and there is no discolouration except for a small area on the right bottom of the dashboard. All the instruments are clean and present well. They all appear to be in good working order.
As we prepare for our test drive, we settle in behind the Momo leather steering wheel. Finding a comfortable driving position is surprisingly easy. The seats are exceptionally comfortable, visibility is excellent and both the steering wheel and all controls fall naturally to hand.
It is with great anticipation we insert the key into the ignition to fire up the big V8. After allowing the fuel pump enough time to fill the carburetors you turn the key further to start the car. The engine cranks over easily and it fires up quickly with a bark. There is no need to use the throttle, the engine just catches and it immediately settles into a smooth idle. The engine sounds absolutely fantastic. It is kind of an Italian muscle car!
Whilst you could listen to the Maserati symphony all day, this car needs to be driven. Out on the wide open road is where it really belongs. This car is really a wolf in sheeps clothing. Whilst it is happy to cruise along in traffic, it relishes some open road with some open throttle! It is then that Maseratis 4.9 litre V8 comes to life . . . that Maserati sound is just something. One needs to remember it roots go back to the car of kings the 5000GT and the mighty 450S race cars. The engine in this car pulls like a train. It feels strong and the power delivery is surprisingly smooth. Whilst a Kyalami with an automatic gearbox is a nice car to drive, we just love the 5 speed manual gearbox and in this car it is very easy to use. The clutch is reasonably light, but with a good feel and the gear changes are smooth both up and down the box. This car handles well and the suspension feels firm, yet the ride is incredibly smooth and it easily absorbs any bumps in the road.
All too soon our test drive comes to an end. A Maserati Kyalami is not a small car, yet it is easy to drive and very comfortable.
It is immediately obvious that the target market for this car was the successful business man or woman back in the day. They would have appreciated the finer things in life, but wanted a car that offered the sophistication and class of a sports car combined with the refinement and practicality of a luxury saloon car.
This Maserati Kyalami is just a fabulous car that we are genuinely excited to offer for sale. The overall condition and presentation of this car is consistent with a car has been cherished by its previous owners. The car offers incredibly good value for money and it is reluctantly offered for sale by its current owner. It is ready for its next custodian to use and enjoy.
Highlights:
Super rare car, being one of only 10 factory right hand drive Maserati Kyalamis built with the desirable 4.9 litre engine and the manual gearbox.
Matching numbers chassis and engine.
Well presented in a unique and stunning colour combination of rame metallic with a beige interior.
Recent engine rebuild.
Extensive history file.
Ready to use and enjoy.
Price AUD $114,950.
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 1969. 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. Under de Tomasos watch the first new Maserati was the Kyalami, so named after the Kyalami Grand Prix Circuit in South Africa where a Maserati powered Cooper T81 had won the 1967 South African Grand Prix. The Kyalami was based on the De Tomaso Longchamp. Pietro Frua was commissioned to re-style the car and give it that traditional Maserati look and feel. The Kyalami was seen as a true successor to the Mexico and production spanned 8 years from 1976 through until 1983. Maserati production numbers are often a point of contention, however, it is understood that only 201 Kyalamis were built. Of these, surprisingly 44 were factory right handdrive. 30 of the right hand drive cars were destined for the UK market, 7 for the Australian market, 4 for the South African market and 3 for Hong Kong. Of the 44 right hand drive cars, 21 were fitted with the 4.9 engine, of which 10 were fitted with a manual gearbox and 11 with an automatic gearbox.

1979 MASERATI KYALAMI 4.9 Manual

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