OLDTIMER GARAGE AUSTRALIA P/L

Oldtimer Australia is delighted to offer for sale this desirable, low mileage, Australian delivered, Porsche 911 (997.2) Carrera S.
This particular example was delivered to its first, Noosa, QLD based, owner by Porsche Centre Brisbane on the 30th July 2010.
The second owner acquired the car in September 2015 and at that time the odometer read 28,778 km. He lived in Red Hill and the car continued to be serviced by Porsche Centre Brisbane.
The third and current owner of the car acquired the car in September 2023 and at that time the odometer read 34,834 km. He has used the car sporadically and has now decided its time for a new owner to enjoy this 997.2. In his ownership the car has also been maintained by Porsche Centre Brisbane.
With only 39,750 km on the clock this is a unique opportunity for someone to own a well maintained 997.2. The car is presented in its amazing original colour scheme of Meteor Grey Metallic, paint code LM7W with a black leather interior, trim code AN.
More information and photos following soon.
Highlights:
- Low mileage, Australian delivered.
- Desirable 997.2 model.
- Always maintained by Porsche Centre Brisbane.
- In excellent condition.
- Ready to show, use and enjoy.
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 till 1998 and in total 68,029 were produced. It was then replaced by the 996.
The 996 remained in production till 2004 with the exception of the Turbo S, the GT2 and the GT3 models. For those models the 996 remained in production till 2006. Production totalled to 175,262 examples in that period. The 996 was then replaced by the 997.
The first series of the 997, later rebadged as the 997.1 were an evolution of the 996 but with extensive changes to the interior and exterior. Most noticeably the headlights.
In 2009 Porsche refreshed the 997, introduction the 997.2. 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.
Production of the 997 ended in 2013 and in total 212,704 of which 76.259 were 997.2 models.

2010 PORSCHE 911 997.2 CARRERA S

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 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

Details:
Oldtimer Australia is delighted to offer for sale this extremely rare and unique 1968 Fiat 125S Samantha by Vignale.
The Samantha was the brainchild of Vignale designer Virginio Vairo. Back in the 1950s and 1960s, Vignale was one of Italys leading coachbuilders, designing and/or building cars for the likes of Ferrari, Maserati, Lancia and Fiat. Virginio Vairo most famed designs, which were interestingly all coupes, were the Maserati Mexico and Indy, the Fiat 124 Eveline and Matra M530 prototype.
Unfortunately the early history of this little gem is not known. The car is known to have found its way to Greece where it was restored in 2012. There are photos on file showing the car was white before it was restored and repainted but it is not known if this was its original colour.
During the restoration the car was stripped back to bare metal, the necessary body work was completed and it was then repainted in its current and absolutely stunning period colour. The colour is similar to Marrone Colorado used on similar vintage Ferraris or Luci del Bosco used on vintage Lamborghinis. The interior was retrimmed in tan Connolly leather and a period correct Nardi steering wheel was fitted. It is understood that significant mechanical work was also undertaken.
At some stage, the engine has been upgraded from the original Tipo 138AR1000 1,608cc engine to a Tipo138AR2000 1,995cc engine, which gives the car circa 130 hp rather than original 100 hp.
There is a Greek registration document on file dated 2012 that notes the owner of the car at that time.
After having been restored the car was shown at classic car events around Athens, Greece. There are certificates on file for the car participating in the 3rd Athenian Exhibition of Classic Vehicles held from the 15th 20th March 2013 and the Zappio 2013 exhibition.
The car was then committed to a Coys auction to be held on the 14th of June 2013, however, it was withdrawn prior. It is understood that one of Coys clients negotiated to purchase a number of cars pre-auction that were also consigned by the same vendor. This Samantha had to be part of the deal, however, its new owner was after the other cars. As a result, the Samantha ended up with prestige classic car dealer Thiesen in Germany. There it was discovered by a classic car enthusiast from Perth, Western Australia. He purchased the car and subsequently imported it into Australia. The Import Approval was issued on the 7th March 2014. The Samantha arrived in Fremantle on the 3rd May 2014 on the vessel ANL Warringa. At that time the odometer read 1,185 km.
Shortly after, in July 2014 the Samantha would not start and it was taken to Italian car specialists Autodelta in the Perth suburb of Malaga. They discovered a fault in the electronic ignition unit which was replaced. They also discovered signs of oil in the radiator, suggesting a leaking head gasket. The radiator was removed, flushed and checked and the cylinder head was removed and the head gasket replaced. The sump was also removed to allow a thorough inspection of the engine internals. It was decided to replace the piston rings and conrod bearings. After reassembly the carburettors were balanced and a new timing belt was fitted. The brake master cylinder was also replaced. Later that month quartz halogen headlights were fitted to the car.
The car was then used and enjoyed as well as shown at a number of invitation only classic car events in Perth. After three and a half years of ownership the Samantha had travelled just shy of 700 km and its odometer now read 1,745 km.
The Samantha was then sent to Melbourne and sold at Moss Greens December 2017 auction to the current owner. Over the next 7 years of ownership the car has continued to be used and enjoyed, travelling another 2,000 km in this time. The current owner has also spent time and money continuing to improve the car.
In 2020 the car was displayed at the prestigious Sydney Harbour Concours Delegance where it was very well received.
Today the odometer reads 3,989km.
The first comment most people make when they see this car is What is it? Most people dont believe that it is a Fiat, rather they think it should have a Maserati or even a Lamborghini or Ferrari badge on the nose! For those in the know, Fiat of course made some wonderful bespoke cars over the years bodied by most of the famous Italian coachbuilders.
The more you study the car the more you see similarities to other Vignale designed cars from that period. The car also has features similar to other Italian cars from the 1960s, most notably its Lamborghini Miura-esque headlights!
When you walk around the car it is hard to find any defects. The paint work on the car is now some 10 years old but it has held up well and retained a strong depth of colour and a deep gloss finish. We have to mention the colour again . . . it is just so perfect for this car!
There is a small imperfection on the top of the left front guard. When we studied some of the pre restoration photos we realised that is the spot where a mirror was originally mounted. There is also a scratch on the left rear guard underneath the bumper. Other than that the car presents beautifully. All the bright work on the car is in excellent condition. The same can be said for all the glass, lights and lenses.
When you open the door you are welcomed by a very inviting and good looking interior. The beige upholstery works very well with the exterior colour and gives the car a very sophisticated and luxurious feel. First impressions are really good. The seats present well and there are no rips or tears in the Connolly leather. The wooden Nardi steering wheel completes the look. When you slide behind the steering wheel it is very easy to get comfortable. There is a surprising amount of space in the cabin. The seats are firm and provide ample support. The rears seats have probably never been used.
The dashboard is simple yet functional. It presents well and on our test drive all the instruments appeared to be in good working order. The period correct Blaupunkt radio, which works, is a nice touch.
Under the bonnet you will find a well presented, clean and tidy engine bay. The boot is also similarly presented and contains the spare wheel, a jack and a small, original Fiat tool kit.
This car has become a favourite here at Oldtimer Australia and turned heads of everyone who has seen it at our showroom. We have all been keen to get first dibs on the test drive!
The car starts easily from cold and almost immediately settles into a smooth idle. The engine has a nice sound and we love its raspy exhaust note. The Fiat 125S 1.6 litre power plant was quoted as delivering 100 bhp @ 5,600 rpm. It is certainly not a sports car, but its performance is more than adequate. The car is zippy and it really is a delight to drive. The engine revs freely and encourage you to really drive the car. The gear changes from the 5 speed gearbox are smooth both up and down the box. The car feels solid on the road and the brakes pull the car up quickly and in a straight line when needed.
It is understood that Vignale built around 100 Samanthas. How many survive today is anyones guess, but we have read on various forums that that number is perhaps only 30. It is most likely the only example in Australia.
In March 2016 bespoke German model car builder AutoCult used this very car as a template to build a limited edcition 1/43 scale model. Only 333 pieces were builkt. How cool! Of course one of these will accompany the car.
Here is a unique opportunity to own a rare 1960s coach built car without having to break the bank. This car would be a welcome sight at any classic car event in Australia and would probably attract more attention than its counterparts from Modena and SantAgata Bolognese.
Accompanying the car is an interesting history file, including some documentation from the cars ownership in Greece, some restoration photos, a model car, spare wheel, jack and toolkit.
Highlights:
- Rare and unique coach built Fiat.
- Beautifully presented in a fabulous colour scheme.
- Upgraded with Tipo 138AR2000 1,995cc engine c130 hp.
- Sorted, ready to use and enjoy.
- Great value Italian classic.
Price $99,950
Background:
Today Fiat is a subsidiary of Stellantis, a company formed in 2021 that is a merger of FCA (Fiat Chrysler Automobiles) and The PSA Group or Peugeot SA. Stellantis is based in The Netherlands and includes the following brands in its stable: Abarth, Alfa Romeo, Chrysler, Citroën, Dodge, DS, Fiat, Fiat Professional, Jeep, Lancia, Maserati, Mopar, Opel, Peugeot, Ram and Vauxhall. Fiat, which is an abbreviation for Fabbrica Italiana Automobili Torino, has a fascinating and rich history dating back to 1899. It was founded by Italian entrepreneur Giovanni Agnelli on 11th July 1899. Later that year, the first ever Fiat production car, the Fiat 3½ HP was released. Over the next ten years Fiat went from strength to strength establishing itself as one of Europes major car manufacturers and the company was listed on the Milan stock exchange in 1903.
Over the last forty years the Fiat name has been synonymous with budget priced family cars. However, in the early years Fiat was recognised as building some of the worlds very best cars. In the early 1900s a Fiat cost more than four times the price of a Ford Model T. Post World War II Fiat built some world class sporting cars, including the Fiat 8V or Otto Vu of which just over 100 examples were built from 1952 through until 1954. Fiat always built cars with a sporting pedigree and many of their models were offered as a saloon, coupe and cabriolet.
In 1936 Fiat introduced the Fiat 500A Topolino (or little mouse) which was then the smallest mass produced car in the world. These fabulous little cars pioneered what is today referred to as budget priced small cars. The Topolino morphed into the Fiat 600 in 1955 and the Fiat 500 Nuova in 1957.
Designed by Pininfarina, the Fiat 1500 Coupe and Cabriolet were introduced in 1959 and built across two series, firstly from 1959 1963 and then from 1964 1966. Whilst these little cars werent overly powerful, they were light and easy to drive. The four cylinder inline engine produced in excess of 70 bhp which was enough to ensure these cars, which weighed in at less than 1,000 kg, performed well and were a delight to drive.
In 1967 Fiat introduced the Fiat 125. The car was fitted with a 1,608cc engine which produced 90HP. The 125 was praised for its handling and driving dynamics. In 1968 the 125S was added to the range and now the engine was producing 100HP. Officially production seized in 1972 and a total of 603,877 examples were built by Fiat. However licensed copies were still being built until 1991 by companies like FSO in Poland, Zastava in Yugoslavia, Nasr in Egypt and Fiat-Concord in Argentina.
In Italy coachbuilder Vignale had been rebodying Fiats for a long time, going back as far as 1948 when they used a Fiat 500 Topolino as the basis for one of their designs. By the 1960s Vignale had grown from a small body shop to a well known styling house with its own production lines. This led to them producing cars in small quantities under their own brand.
When Fiat introduced the 125S, Vignale saw an opportunity to create a four seat coupe with room for luggage using the 125S platform and running gear. Designed by Virginio Vairo, the Fiat 125S Samantha was introduced at the 1967 Turin Motor Show. It was one of the last cars made by Vignale before their sale to De Tomaso and the death of Alfredo Vignale in a car accident. Approximately 100 were made. The Samantha was offered for sale directly through larger Fiat dealerships in some countries, while in Italy for example, independent Vignale show rooms existed to sell their cars.
In an article published by Classic & Sports Car on the 18th June Fiat Samantha: Vignales little beauty, Richard Heseltine wrote:
. . . You shouldnt judge a book by its cover, but judging the cover is fair game.
The brochure trumpeted the Fiat Samantha as being the most beautiful four-seater car in the world when it arrived in the UK.
That was a bit of a stretch given the number of other candidates for the title as the 1960s drew to a close.
It was a Fiat 125, after all, albeit one that had received a slinky new body courtesy of Carrozzeria Vignale.
As such, it was imbued with a certain cachet.
It was coachbuilt, it was exotic and it screamed soft-focus jet-set glamour.
Or perhaps whispered is more apposite, given that it had a top speed of 103mph but cost more than a Jaguar E-type.
In many ways it was a case of same book, different cover, because the Samantha was identical mechanically to the square-rigged saloon that bore it.
The cover was all it had, but even now there is something appealing about its appearance.

1968 FIAT 125 S Samantha by Vignale

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 $124,950.
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

Details:
Oldtimer Australia is delighted to offer for sale this Australian delivered, factory right hand drive 1986 Lamborghini Jalpa.
According to the Lamborghini Registry this car was completed on the 24th November 1986 for Australian importer A.A. de Fina. The car was originally rosso (red paint code 215157) with a panna (cream) interior, which is how the car is presented today. The Australian compliance plate is dated 1/87.
The early history of this car is not definitively known, however, it is understood to have come from long term Sydney ownership. The car was then sold to another Sydney owner in circa 2005 before being sold by Oldtimer Australia to the Gosford Car Museum in July 2015. At that time the odometer read 45,005 km.
The current owner acquired the car from the Gosford Car Museum in early 2018. At that time the car presented well cosmetically, but it was a little tired.
In July 2018 Melbourne based classic Lamborghini specialist, Sports and Classic Car Services completed a major mechanical refresh of the car. They rebuilt the engine, which included reconditioning the cylinder heads and engine ancillaries, rebuilt the gearbox, installed new rear shock absorbers, replaced the brake hoses and installed new rear wheel bearings. At the same time a new Quicksilver exhaust system was installed. In total, $43,000 was spent on the car to bring it up to its current condition. At that time the odometer read 45,054 km.
In May 2020 Sports and Classic Car Services performed an annual service and safety check and at that time the odometer read 45,819 km. The next service was performed in June 2022 and at that time the odometer read 47,242 km.
The current owner has used the car sporadically in the last eighteen months and today the odometer reads 47,630km.
First impressions of this car are good, really good! Overall, it presents well. It is understood the car was repainted back in 2005 shortly after it changed hands. The rosso paint has retained a high gloss and a strong dept of colour. However, if you look closely you will notice some small paint imperfections. The most noticeable one is on the edge of the B pillar on the drivers side and there are some small paint bubbles on the rear bumper. The Lamborghini badge on the front is showing its age and is the first thing we would replace! The Lamborghini and Jalpa badges on the rear of the car are in good condition. All the glass presents well with no cracks or delamination evident. The targa top is in very good condition.
The original and quite unique Route Oz wheels present well. There is some very minor curb rash visible, but nothing too noticeable. The front wheels are shod with Pirelli Cinturato P7 tyres, size 205/55 R16. These are date stamped 5117 (week 51, 2017). The rear wheels are shod with Hankook Ventus RS4 tyres, size 225/50 R16. These are date stamped 1221 (week 12, 2021). Both the front and rear tyres are still in good condition.
Open the door and you are welcomed by a sharp and very good looking interior. The interior was refreshed less than twelve months ago and as a result the seats present well and are in very good condition with no rips, tears or cracks evident. They are surprisingly comfortable and provide ample support. The matching door cards are also in very good condition. The seats and door cards are both trimmed with red piping, which is so eighties and as the car was finished new. The matching carpets are also in very good condition with no excessive wear evident.
The dash presents well and the top has not been affected by the harsh Australian sun. There are no cracks evident nor is there any discoloration. Overall the instruments and controls present well and appear to be in good working order. A known problem with Italian cars from this period is that the needles on the speedo and the tacho have a tendency to warp. Both instruments on this car are slightly warped, but both are working and look to read correctly. The metal gear shifter gate is showing its age and is something we would have cleaned up and polished. The Nardi steering wheel is most likely original and generally in good condition, though there are a few cracks appearing in the leather. A good leather doctor would attend to this easily.
Under the front bonnet everything is very original. Unfortunately, the space saver spare wheel is missing.
The engine bay presents well and behind it, underneath the rear spoiler, youll find the boot, which whilst relatively small is bigger than it looks! There is plenty of room for a few overnight bags. The boot retains its original carpet and is in quite good condition.
Shortly after the car arrived at our showroom, we found a break in the inclement Brisbane weather and were able to get it out for a quick test drive and photo shoot. The car starts easily, even from cold. The Quicksilver exhaust system has a fabulous note to it without being too noisy. Out on the road the car drives easily and the more you drive it the more you like it! The engine has loads of power and the gear changes are smooth, both up and down the box. The steering feels precise and is not too heavy. We did notice the AC was not working and upon further investigation we discovered that the hoses have been disconnected and the compressor is missing.
Whilst the car runs and drives well, it would benefit from a tune and it probably needs to used and enjoyed more regularly.
In 2019 Motortrend wrote an interesting article about the Jalpa called Driving the Lamborghini Jalpa: A Classic Supercar Worth Remembering. In the article the Jalpa is described as . . . an intriguing car with a beguiling personality far different from the bigger, better-known Lamborghinis. In the article automotive historian Massimo Delbo describes the Jalpa as . . . simply and enigmatically: If you know, you know. Unfortunately, the Jalpa was introduced at the wrong time, America was pulling out of a recession and people favoured its bigger brother the Countach or even Ferraris entry level car, the 328. As far as the nouveau riche were concerned, there was only one Lamborghini worth considering. Motortrend questions this; Was their belief correct? The Jalpa is arguably the better sports car, a ballerina compared to the brutish Countach. The author, after his test drive, states: Given the choice between a Countach and a Jalpa a guy can dream, right? I know which I would pick. A week ago, my answerwould have been different, but now I know and hopefully you do, too.
With only 410 examples ever made and approximately 35 in right hand drive, the Jalpa is indeed a very rare car.
Here is a unique opportunity to own an Australian delivered, factory right hand drive example and become part of the small group of people who can experience first hand how good and how much fun this junior super car is to own and drive.
This car wont win a concours, but it is a really nice example that presents and drives well. It can be used as is or easily taken to the next level should one desire to do so.
What a fabulous alternative to a Ferrari 308 / 328!
Highlights:
- Rare Australian delivered, factory right hand drive example.
- Major mechanical work, including engine rebuild, in July 2018.
- Quicksilver exhaust system fitted.
- Recent interior refresh.
- Join an exclusive club.
Price $164,950.
Background:
The Lamborghini story is fascinating in itself, but for the company to have survived all these years and indeed celebrate its 50th Anniversary in 2013 is quite amazing. Ferruccio Lamborghini was an entrepreneur, a very successful businessman and a lover of the finer things in life, including sports cars. He was fortunate enough to own some wonderful cars including Ferraris however, he found fault with them all. According to the legend following a meeting with Enzo Ferrari to discuss some of the short comings of his cars Enzo dismissed Ferruccio and he subsequently decided that he could build a better car.
Not long after, in May 1963, Automobili Ferruccio Lamborghini SPA was established and the small town of SantAgata Bolognese, located between Modena and Bologna, was chosen as the location to build the factory. Born under the Zodiac sign Taurus Lamborghini chose the raging bull as the emblem for his sports cars.
Lamborghini knew what he wanted and he put together a highly skilled team. His first car the 350 GTV was shown at the Turin Motor Show in October 1963. This car received mixed reviews; however, Lamborghini was not deterred and made a number of improvements and design changes to the original concept. The first Lamborghini production car the 350 GT left the factory in mid-1964.
The 350 GT evolved into the 400 GT 2+2 and later the Islero. In parallel to building these classic front engine V12 GT cars Lamborghini wanted to build a super car, enter the Miura first shown as a rolling chassis in 1965, and also a GT car that could comfortably seat four people, enter the Espada in 1968. The mid to late sixties were good times for Lamborghini and his cars were revered the world over.
In 1970 the Islero was replaced by the Jarama. Lamborghini also wanted to enter the junior supercar market and introduced the Urraco or little bull, named for the fighting bull which killed the toreador Manoleten, at the 1970 Turin Motor Show. The Urraco attracted huge interest from the motoring world and Bertones classic wedge shape received critical acclaim at the time.
It wasnt until some two years later, in 1972, that the first production cars rolled off the Sant Agata production line. Lamborghini hoped to build the Urraco in big numbers, however, this never eventuated and only 520 of the P250s were built up until 1975 when the P300 was released. The world economy changed quickly and the early 1970s were a tough time for Lamborghini. Additionally, the Urraco had some teething problems early on and the car unfortunately developed a reputation as unreliable. This was perhaps unfair as once Lamborghini ironed out the bugs the car was in fact a little gem and properly sorted was a genuine threat to Ferraris 308, Maseratis Merak and the Porsche 911 of the day. The Urraco P300 was indeed a fabulous little car and in Sports Car World magazine July September 1976 Mel Nichols wrote: . . . I was not hard pressed to conclude that the Urraco 3-litre is the most enjoyable car I have ever driven. In the October 1978 issue of Car Magazine Nichols pits the Lamborghini Urracoagainst a Ferrari 308 GTB and a Maserati Merak SS. The article is compelling reading and Nichols picks the Urraco as his favourite. Only 205 Urraco P300s were built. Lamborghini also built 66 Urraco P200s (with a 2 litre V8 engine) specifically for the Italian market.
The Lamborghini Silhouette was a further development of the Urraco and it was first shown at the 1976 Geneva Motor Show. The Silhouette was a genuine 2 seater and the 2+2 seating of the Urraco was removed to allow space behind the seats to store the targa top. The Silhouette is one of the rarest Lamborghinis with only 54 cars built, of which only ten were factory right hand drive.
Lamborghinis last iteration of their V8 engined junior supercar was the Jalpa (pronounced YAWL-pa), named after another breed of fighting bull. The Jalpa was introduced at the 1981 Geneva show and 410 examples were built spanning seven years from 1982 through to 1988. Of these it is understood that only 35 left the factory as right hand drive and perhaps there are 10 in Australia.

1986 LAMBORGHINI JALPA

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

Oldtimer Australia is delighted to offer for sale this factory right hand drive, 1991 Ferrari Testarossa.
The car is finished in the most striking and unique colour combination of Grigio Metallic, paint code FER 700/C with a dark blue interior (Blu Scuro 3282). What a fabulous colour combination for a Testarossa. It just gives the car a very distinguished appearance.
Documentation on file from the Maranello Concessionaires Archive confirms the information above. It also confirms this car is a matching numbers example where engine, gearbox, chassis and assembly number are all correct.
This car was first registered as a demonstrator by Maranello Sales Limited in Egham, Surrey, UK on 5th April 1991. It was registered as EHF1, a plate Maranello Sales often uses for registering demonstrators.
Accompany this car is its original book set, including the service book, which confirms that this Ferrari Testarossa retains its original matching numbers engine. The service book confirms that this car was regularly serviced throughout its life. From new through until 2003 all the work was completed by Maranello Concessionaires. The service book entries note:
- 15/05/1991 by Maranello Concessionaires @ 1,137 miles
- 12/01/1993 by Maranello Concessionaires @ 5.801 miles
- 11/10/1993 by Maranello Concessionaires @ 8,994 miles
- 23/12/1994 by Maranello Concessionaires @ 11,355 miles
- 16/02/1995 by Maranello Concessionaires @ 11,400 miles
- 07/09/1995 by Maranello Concessionaires @ 14,495 miles
- 24/12/1999 by Maranello Concessionaires @ 18,380 miles
- 10/04/2003 by Maranello Concessionaires @ 18,766 miles
- 05/01/2005 by Ferrari Edinburgh @ 19,698 miles
- 25/06/2006 by Dick Lovett @ 21.852 miles
- 17/01/2008 by QV London @ 24,348 miles
- 15/09/2009 by Verdi for Ferrari @ 26,600 miles
- 30/01/2011 by Verdi for Ferrari @ 26,900 miles
- 12/11/2015 by Maranello Auto Services Gold Coast @ 28,178 miles
- 28/11/2019 by Maranello Auto Services Gold Coast @ 28,459 miles
The car passed through a few owners in the UK before being acquired by the current Gold Coast based owner on the 2nd March 2010. When he acquired the car the odometer read 26,546 miles. In the UK the car was registered as H705LPE.
After acquiring the car the current owner kept the car in the UK until 2013 when it was imported into Australia. There is an import approval on file dated 10th April 2013. The car finally arrived in Australia on the 10th July 2013. It was then put through the compliance process and finally registered in Queensland on 4th February 2014.
Prior to shipping the car to Australia, the radiator was rebuilt, the brake discs and pads were replaced and the front track rod ends were replaced.
In October 2014 the owner decided to fit a new Larini sports exhaust system. In November 2015 two new upgraded fuel pumps were fitted. The work was completed by Maranello Auto Services on the Gold Coast.
In November 2019, with 28,459 miles on the odometer, Maranello Auto Services serviced the car and replaced the timing belts.
In December 2022 Ferrari Gold Coast serviced the brakes and overhauled the callipers. At that time the odometer read 28,476 miles. In May 2023 they refurbished the fuse box and the associated circuit boards. Then in March 2025, they repaired a leak in the AC system , replaced the rocker cover drain tube gaskets and repaired a minor leak in the coolant tank.
Throughout his 15 years of ownership, the current owner has used the car sparingly, travelling some 2,000 miles in this time.
At time of photographing this car the odometer read 28,637mls which is confirmed by its service book as genuine.
From the moment we first laid eyes on this car we have been infatuated by the colour. It is refreshing to see a Testarossa in a colour different other than the ubiquitous red or black! Note: we do love Testarossas in red and black, but Grigio Metallic is something special!
Overall the paint on the car is in very good condition and it has retained a strong depth of colour and a deep gloss finish. If you look closely youll see the odd small imperfection but they are hard to see. The condition of the paint is more consistent with a car that has travelled c28,000 miles, rather than one that is 34 years old!
The glass is all in good condition with no cracks evident. The same can be said for all the external trim, including the lights and lenses.
Importantly, this car is clean underneath and it is NOT your typical English car. It has obviously been looked after in the UK and probably rarely or never used on salty roads. Its condition is equal to what you would see when inspecting an Australian delivered car, though of course the Ferrari Testarossa was never sold new in Australia. We have underside photos we can share with interested parties.
The wheels are the original 16 inch alloys, shod with Michelin Pilot Sport SX tyres, size 255/50/ZR16. The tyres are still in a good condition but the date stamps on them tell us they are old and really should be replaced on age if the next owner is considering doing some serious driving with the car.
The font luggage compartment is neat, clean and tidy. The space saver spare wheel is stored under the carpet.
Inside the cabin everything presents well, showing some light patina in places. The upholstery is dark blue, which compliments the paint work perfectly. The seats are firm and provide ample support. The leather is in a good condition with no tears evident, though both seats have some minor scratches on the side. On the drivers seat this is most likely caused by scratching the leather when engaging and disengaging the hand brake. A good leather doctor can easily repair this. The navy blue carpets are also in very good condition. The hard rubber mat on the drivers door sill shows some wear. The dashboard is a weak point on a Testarossa as the leather often pulls loose. On this car it is in excellent condition. All the instruments are clear and appear to be in good working order. The leather steering wheel also presents well.
Ferraris are made to be driven and we were genuinely excited to take this one out for a short test drive and photo shoot. We were not disappointed and a Ferrari Testarossa is also surprisingly easy to drive.
The car starts easily from cold and then quickly settles into a smooth idle. The Larini sports exhaust certainly gives the car an edge, without being too loud. After allowing the engine some time to warm up we gently nudge the car out into the morning traffic. A Ferrari Testarossa is a wide car at almost 2 meters, though you do not really notice that when you are driving it. Fortunately, the mirrors work well and give you a good sense of the dimensions of the car.
This car ticks a lot of boxes. It drives superbly, the engine revs freely and there is plenty of power on tap when you need it. The gearbox is smooth and the gear changes are easy both up and down the box. This car is a very useable car. It is quite happy to just sit in traffic and drive around town at 60 km/h, yet when the road opens up and traffic clears and you get the opportunity to shift down and press the accelerator to the floor you do realise that this is a real super car and you could very easily get yourself into trouble! With a quoted top speed of circa 285 km/hr and 0 100 km/hr in a tick over 5 seconds, the Ferrari Testarossa was one of the fastest cars you could buy in the late 1980s / early 1990s. Given the performance, it was pleasing to note that the brakes work well and pull the car up quickly and in a straight line when needed.
We are genuinely excited to offer for sale this well maintained, beautifully presented, factory right hand drive Ferrari Testarossa that is finished in a unique colour scheme.
Based on time, the car is due for a cam belt service.
Accompanying the car is the space saver spare wheel, jack, tool kit, book set (including its service book) in the correct leather pouch, an excellent history file and its original UK number plate.
An interesting fact is that in 1991 Top Gear did an episode titled A Week with a Ferrari 348, in which this Ferrari Testarossa made a cameo appearance.
Highlights:
- A desirable factory RHD example.
- Fabulous original colour scheme.
- Matching numbers, books & tools.
- Excellent service history and well maintained.
Price: $349,950
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 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!
Twelve cylinder engines are synonymous with Ferrari. In fact, Enzo Ferraris very first car, the 1947 125S was powered by a 1.5 Litre V12 engine. Throughout the 1950s and 1960s the majority of Enzos masterpieces were powered by V12 engines of varying capacity. Interestingly all of these cars had the engine located in the front. Cross town rivals Lamborghini introduced their stunning Miura in 1966, which was powered by a transversely mounted V12 engine located behind the driver. This spectacular car took the motoring world by storm and sent shock waves throughout Ferrari HQ in Maranello. Ferraris answer, the 365 GTB/4 Daytona, was a fabulous motor car in its own right, but there was always something about the mid-engined sports car that gave it an edge.
It took until 1971 for Ferrari to unveil its first mid-engined sports car, the 365 GT/4 Berlinetta Boxer. The Boxer was very well received and it ultimately went into production and replaced the Daytona in 1973. Interestingly Ferrari opted for a flat 12 rather than a V12 engine configuration. The engine was mounted longitudinally rather than transversely as Lamborghini did with the Miura.
The Boxer was a great success for Ferrari and along with the Lamborghini Countach was one of the very real supercars of the seventies. The 365 GT/4 Berlinetta Boxer (387 cars built) was replaced by the 512 Berlinetta Boxer (929 cars built) in 1976, which was then replaced by the 512 BBi (1007 cars built) in 1981.
In 1984 at the Paris Auto Show Ferrari introduced the Ferrari Testarossa (Tipo F110) as a successor to the 512BBi.
The name was chosen to pay homage to the famed World Sportscar Championship winning 1957 250 Testa Rossa sports racing car. Testa Rossa, which literally means red head in Italian, refers to the red painted cam covers sported by both cars 12 cylinder engines.
The car was a huge success for Ferrari with its then flagship selling in massive number the world over. Incredibly, 7,177 Testarossas were built over eight years of production. Its successor, the 512 TR was introduced in 1991 and just over 2,200 cars were built through until 1994. The final iteration of the Testarossa was the 512M, produced from 1994 to 1996 with just over 500 cars built.

1991 FERRARI TESTAROSSA

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

Details:
Oldtimer Australia is delighted to offer for sale this stunning 1967 Ferrari 330 GTC.
This is a European delivery that was understood to have been sold new through Garage Franchorchamps in Belgium. In 1997 the car was offered for sale in Belgium and at that time it was advertised as a two owner car. It was then blue with a black interior. The car then founds its way to Italy.
Oldtimer Australia purchased the car in Rome, Italy in 2002 and subsequently imported it into Australia.
When this Ferrari 330 GTC arrived in Australia it was in need of some TLC and a decision was made to totally restore the car to its former glory. It was also decided to convert the car from left hand drive to right hand drive. For this, a correct steering box was sourced from Lyle Tanner enterprises in the USA. Some of this preliminary work was done by Ferrari restorer David Levy in Sydney. Progress was slow but steady. The car was then sent to well-known and highly regarded Ferrari and Lamborghini specialist Carle Rheinberger in Cooroy on the Sunshine Coast just north of Brisbane.
In January 2007, which was part way through the restoration, the car was sold to an Adelaide based classic car enthusiast and collector. He chose to have Rheinberger continue with the restoration and decided to have the car finished in grigio with a contrasting red leather interior. As part of the restoration Rheinberger completely rebuilt the engine and gearbox. The body was stripped and painted by Steve Cahuns Concours Restorations in Melbourne.
The restoration of this car was completed around 2010.There is a thick file of receipts detailing the work done during the restoration. There is also a large quantity of photographs on file taken throughout the restoration.
Oldtimer Australia was involved in the sale of this car to a well-known Melbourne based classic car enthusiast and multi Ferrari owner back in 2012 and at that time the odometer read 22,766 miles.
The current owner acquired this Ferrari 330 GTC in March 2016 and it has been used sparingly since. The car was last serviced in March 2021 and at that time the odometer read 25,520 miles.
Today the odometer reads 26,302 miles and although this is now considered to be an older restoration, the car still presents fabulously. The colour combination of grigio with a contrasting red leather interior suits the car perfectly. The paint still presents exceptionally well for a car that was repainted fifteen plus years ago. There are some bubbles coming through on the bottom of the passengers door which the next owner should attend to. Other defects are hard to find, however, there is a small stone chip on the left rear guard and if you look very closely, youll see some very tiny marks on the nose.
The body work on this car is sharp and the panel gaps are excellent.
All the chrome work on the car is in very good condition. The same can be said for all the external trim, including the glass, lights and lenses.
The trade mark 330 GTC 14 Campagnolo wheels and chrome spinners are a real feature and in generally good condition. There are a few small paint chips evident. The wheels are shod with Michelin XWX tyres which are date stamped 4503 and 4603 (week 45 and week 46, 2003). These tyres are still in excellent condition but based on age might need replacing if you intent to use the car on a regular basis.
Inside the cabin, this Ferrari 330 GTC is just a very nice place to be. The interior presents exceptionally well and the red leather upholstery is unmarked and beautiful. The seats are in really good condition and provide ample support for both the driver and passenger. As a result, this car is very comfortable.
The wooden steering wheel is in excellent condition and is a real feature and very characteristic for Ferraris of this period. The instruments are all clear and in good working order. The dashboard itself is also in excellent condition. The leather is not showing any signs of wear or sun damage. Behind the seats is space for a suitcase which is held in place by two leather straps. Even the carpets remain in excellent condition.
Under the bonnet, the presentation of the engine bay is consistent with the rest of the car. Everything is neat, clean and tidy. Importantly, everything also looks to be correct. Even the under bonnet matting is correct and it still presents like new! The boot is equally well presented and there is a spare wheel as well as the often missing jack and tool kit.
One could spend a very long time just admiring this Ferrari 330 GTC. It is after all a true work of art! But we are equally keen to see what it is like out on the open road! After making yourself comfortable behind the wheel, you flip the switch to turn on the fuel pump, insert the key into the ignition and turn the ignition on. After waiting a few second to allow the fuel pump time to prime the six Weber carburettors, you give the accelerator a few pumps and turn the key. You are instantly welcomed by that wonderful sound of a Colombo Ferrari V12 engine bursting to life.
You sit for few minutes taking it all in as the engine warms up. First impressions are good . . . really good! The V12 symphony is just fabulous and the engine sounds really healthy. Once the engine has warmed up sufficiently, select first gear and you are away.
If the first impression was good, then the second impression is even better! After a few short miles it is quickly apparent this car does everything it should. And it does everything so easily and so well! The car feels very solid on the road and there are no rattles or squeaks. The steering is direct and is not too heavy. The gear changes are easy and precise. Then back to that engine . . . it revs freely through the range and there is plenty of power on tap. The car just wants to go!
All too soon our test drive comes to an end and we arrive back at our showroom with a big smile on our face. This car is a real pleasure to drive and its presentation today is a credit to all those people involved with the restoration and its subsequent keepers.
The Ferrari 330 GTC is one of Pininfarinas finest designs. The proportions on the car are just right and the thin A and B pillars give the cabin an open feel and provide exceptional visibility. It is regarded as one of the very best driving Ferraris and as a result they are highly sought after by collectors and enthusiasts the world over.
There are only a handful of Ferrari 330 GTCs in Australia and as a result the opportunity to acquire one in this condition presents a very unique opportunity.
Accompanying the car is a history file, restoration receipts & photos, an original owners manual (in very average condition), an original parts manual as well as a jack and tool kit.
Highlights:
- Beautifully restored matching numbers Ferrari 330 GTC.
- Finished in a STUNNING colour combination.
- Rare car, being one of only 598 built.
- Ready for its next owner to show, use and enjoy.
Price $889,950.
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 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 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. Motor racing, even back in those days, was not a cheap business to be in and Ferrari needed to find ways to fund it. The answer was an obvious one. Enzo discovered there was a burgeoning demand for high powered grand tourers bearing his prancing horse badge. The lucrative profits from building these cars benefited the racing team. At the same time these GT cars would benefit from the racing program. The engines to be used were civilised versions of the engines which had proved themselves in racing. It also meant all Ferraris would share in a rich competition heritage which would make them even more special.
The 125 S evolved into the 166 Sport which was then adapted for road use and sold as the 166 Inter in the late 1940s. The 166 was Ferraris first true GT car. It made its debut at the Paris motor show on 6th October 1949.
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 Ferrari 250 series cars built from 1953 through until 1964 really put Ferrari on the map. The race cars dominated on tracks all over the world and their road cars were without peer and very successful. Ferrari was on a roll and his clientele were the rich and famous.
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.
Without doubt one of the best cars to come from Maranello during this time was the subtle, yet beautiful 330 GTC.
The Ferrari 330 GTC debuted at the 1966 Geneva Motor Show. The car was designed to fill the gap between the four seater 330 GT and top of the range 275 series cars. The 330 GTC was built on the same chassis as the 275 and was powered by the same, slightly enlarged 3,967cc V12 wet sump unit with a single overhead cam per bank of cylinders which delivers around 300 hp.
Fitted with fully independent suspension, the 330 GTC was regarded as the best gran turismo car in the world at that time. Many viewed the 330 GTC as a closed version of the 275 GTS.
In total just shy of 600 cars were built from 1966 to 1968 before being succeeded by the 365 GTC. These cars are rare in Australia with perhaps only ten examples known to remain in this country.

1967 FERRARI 330 GTC

Details:
Oldtimer Australia is delighted to offer for sale this 1974 BMW 2002 Turbo.
The BMW Birth Certificate on file confirms this car was delivered new to the Balcom Trading Co. Inc in Tokyo, Japan. This was the local BMW importer which got later absorbed into BMW Japan Corp, the first 100% owned subsidiary of a foreign car maker in Japan. The car has a production date of the 18th October 1974 and a delivery date of the 15th November 1974. The Birth Certificate states the cars original colour was chamonix (BMW white), which is how the car is presented today.
The Japanese history of this car is not known. The car was imported into Australia in the second half of 2007. There is an import approval on file dated 18th of June 2007. It is understood it then resided in New South Wales. There is a photograph of the car on file with the NSW registration BJ82HS. The car was acquired by the previous owner who is a doctor and BMW enthusiast who lived in Adelaide, South Australia.
In October 2018 the car was acquired by its current Melbourne based owner. The car was in a partially disassembled state as the previous owner had commenced pulling the car apart to restore it. This was perfect for the cars new owner who was looking for his next project. His plan was a nut and bolt restoration to a concours standard. He engaged Concourse Automotive Restorations in Geelong to do the body and paint, Auto Sprint Motors in Melbourne for the mechanicals and Unique Auto Interiors in Melbourne to do the trim. The fuel injection system was sent to highly regarded experts Saxon Parts in The Netherlands to be overhauled.
This was to be a no expense spared restoration and where possible NOS parts were sourced for the car. Anything that needed to be replaced or repaired was replaced or repaired. The majority of the new parts were acquired from classic BMW specialists Jaymic in the UK, Rogers tii in the USA and Wallotnesch in Germany.
The restoration was completed just in time for the car to be displayed at Motorclassica in 2019. At that time the odometer read 85,379km.
Since the car was restored, it has been used and enjoyed clocking up some 12,000 km in the last 5 years. The car is a credit to the current owner and all who were involved in the restoration as it still presents today as a fresh restoration.
At some stage the engine block in the car was replaced. There is correspondence on file from BMW in Germany confirming that the engine currently in the car belonged to a BMW 2002 Turbo which was delivered new to France in January 1975. It is unknown when and where the engine was replaced.
Walking up to the car you just cannot help but being impressed with its appearance. The paint is in excellent condition and the decals on the car immediately tell you this car is not your everyday BMW 2002. The flared wheel arches and the decals give the car a very aggressive stance. Even for the uninitiated, it only takes you a few seconds to realise the decals on the front air dam spell Turbo 2002 in reverse. This sends a firm warning to the car driving in front of you when they see you in their rear view mirror . . . please move out of the way!
Walking around the car it is difficult to find any imperfections. There is the smallest of blemishes in the paint on the lower part of the drivers door and there are also some very small marks on the rear spoiler which have been touched up at some stage. All the decals on the car, which are a real feature, are in excellent condition. The stainless steel belt line trim, a unique design feature which runs right around the car, is in very good condition with only a few very small imperfections. The rest of the external trim, including the badges, lights and lenses is in excellent condition. The Hella headlights are the correct type and taillight lenses have the correct BMW markings on them.
The car is fitted with the correct 13 inch Mahle wheels, shod with Pirelli Cinturato tyres, size 185/70/13, which are date stamped 5118 (week 51, 2018).
Open the door and the first thing you will notice is the red instrument binnacle. This is another unique design feature that tells you this is not an ordinary BMW 2002. The interior itself is immaculate. The seats, door cards, dash, centre console and even the carpets present like new. The seats are firm and comfortable and provide ample support. When the current owner decided to restore the car he also decided to make it a more usable classic for the Australian climate and discretely install a modern electric air conditioning system. The air is fed to the cabin using period correct vents. The car is also fitted with EZ power steering.
Getting behind the wheel is easy and it does not take long to find that comfortable driving position. As you would expect from a BMW the interior is very business like and everything is exactly where you would expect it to be. The Turbo version of the 2002 also had an extra instrument binnacle with two gauges above the centre console. One gauge showing the turbo boost and the other one a clock. On this car the clock has been replace with a voltage meter.
We were very eager to find out if this car lives up to its reputation. The car starts easily and quickly settles into a smooth idle. With great anticipation we wait for the engine to warm up before taking the car out on the road for a short test drive. First impressions are good. The car feels solid, yet very nimble on the road. There are no rattles or squeaks and the car is easy to drive. This BMW 2002 Turbo is equipped with the more desirable 5 speed dog leg gearbox which works well with that typical German precision. Out on the road you quickly forget you are driving a 50 year old car. This car is just a lot of fun to drive and when pushed it is somewhat of a pocket rocket. The 4 cylinder engine is only a 1,990cc but with the KKK (Kuhnle, Kopp and Kausch) turbocharger it pushed out an impressive 170 bhp. Top speed was quoted as 210 km/hr (130 mph) and the car could dash from 0 100 km/h (60 mph) in around 7 seconds. There is just something about hearing that turbo spinning up every time you getclose to 4,000rpm.
A BMW 2002 Turbo is a very unique and rare car anywhere in the world with only 1,672 having been produced. They were never sold new in Australia and only a handful have found their way to our shores. They tend to be tightly held and a result the opportunity to purchase this care presents a unique opportunity.
Accompanying the car is an extensive file, including photographs documenting the restoration of this car, a spare wheel, a tool kit, a first aid kit, a safety triangle, a fitted car cover, a workshop manual, a parts manual and various period brochures.
Highlights:
- Rare and desirable example of one the most iconic BMWs.
- Beautifully presented example.
- Fabulous original colour scheme.
- Ready to show, use and enjoy
Price $229,950
Background:
On 7 March 1916 the Bayerische Flugzeugwerke (BFW) was established. The company was the result of a reorganisation of the Gustav Otto Flugmaschinenfabrik, a company founded by Gustav Otto in Bavaria, Germany, in 1910. The company was one of the aircraft pioneers in the early 20th century. A year later, in 1917, a Bavarian aircraft engine manufacturer by the name of Rapp Motorwerke changed its name into Bayerische Motoren Werke GmbH (BMW). That company transferred all its engine production assets to Bayerische Flugzeugwerke in 1922 and that company was then renamed to Bayerische Motoren Werke AG (BMW).
The company survived World War I and started focussing on the production of motorcycle engines, farm equipment, household items and railway brakes. In 1923 BMW produced its first motorcycle, the BMW R23.
In 1928 BMW purchased the Fahrzeug Fabrik Eisenach which built Austin Sevens under license. That is when BMW officially became an automobile manufacturer. The first car BMW sold under its own name was the BMW 3/15 which was basically a rebadged Austin 7. Throughout the 1930s BMW focussed more and more on producing their own cars and expanded its range into sports cars and larger luxury cars.
During World War II the BMW factories were heavily bombed and severely damaged. Motor vehicle production was curtained and BMW has concentrated on building aircraft engines during the War. As a result, after the war the company was prohibited from producing aircraft or motor vehicles. Miraculously the company survived by making pots, pans and bicycles. It began manufacturing motorcycles again in 1948 and cars in 1952.
Its first post war effort was the BMW 501 which was built in a new factory in Munich. The car was reasonably successful and it effectively relaunched BMW. At the time BMW was also building its fabulous little Isetta, but the company was doing it tough financially. In 1955 the BMW 507 made its debut at the Waldorf Astoria hotel in New York. The 507 was roadster powered by a 3.2 litre V8 engine and was meant to revive the companies sporting image. Instead, the high production cost led the company to the verge of bankruptcy. Only 252 examples were built before production ceased in 1959. As it turns out, it would take BMW nearly 30 years before it would produce another roadster. The company was in serious financial trouble in 1959 and only a large investment from a third party saved the company and prevented a takeover by Daimler-Benz.
It was the launch of the BMW New Class cars in 1962 that proved to be a game changer for the company. Initially these were 4-door compact sedans aimed at the executives. The first one was the BMW 1500 which was first introduced at the September 1961 Frankfurt Motor Show. Other models like the BMW 1800, the successor of the 1500 the BMW 1600 and the BMW 2000 followed soon. In 1965 BMW introduced a coupe versions of the 2000, the 2000C and he 2000CS.
Around the mid 1960s BMW recognised there was a market for a slightly smaller version of their New Class cars. Around the same time they stopped producing the BMW 1600 they introduced the BMW 1600-2 which was a shorter two door model. In 1968 BMW started producing the two door BMW 2002 with its stronger 1,990cc M10 engine.
In 1973 BMW introduced its first turbo charged production car at the Frankfurt Motor Show, the BMW 2002 Turbo. It produced 170hp and had a top speed of 211 km/h. It was only available in two colours Chamonix (white) and Polaris (silver) and all cars featured BMW motorsport colour scheme stripes and decals on the sides as well as the front air dam. Interestingly the car was introduced just before the 1973 oil crises and as BMW themselves said; BMW had built a car that contradicted the spirit of the times like no automobile before.
Only 1,672 were ever built between July 1973 and June 1975, including twelve pre-production cars constructed between July and December of 1973. The BMW 2002 Turbo was only built as left hand drive.

1974 BMW 2002 Turbo

Details
Oldtimer Australia is delighted to offer for sale a rather unique 1928 Lea-Francis Special.
Founded in 1895 Lea-Francis started building motor cycles. They began car manufacturing under licence for Singer in 1903 and later built and sold cars under their own name. They quickly developed a reputation as an early innovator with roots in quality craftsmanship. By the mid 1920s Lea-Francis had become recognised as building quality cars with a sporting edge. Most notably, their S-Type (also called the Hyper) became the first British supercharged production car. As a result, many Lea-Francis were modified and used by boy racers for weekend motorsport, hill climbs and the like.
This Lea-Francis special has a rich and fascinating history, having initially left the Coventry factory as a Type O 12/50.
The car was featured in the March 1950 issue of Australian Motor Sports magazine. At that time the car was owned by Len Sydney from Brighton in Victoria. Prior to him acquiring the car it had led an interesting life. It was raced at Philip Island and reportedly used as a shooting brake for kangaroo hunting in the Northern Territory! Sydney was quoted in that article . . . the car had a hard life, but it always been well maintained. If only the car could talk!
Sydney acquired the Leaf (as he liked to call the car) in 1941 and immediately engaged the services of coachbuilders Giles Motor Body Works to build him a neat close coupled four seater sports touring body. The job wasnt simple and required a few modifications to be made to the chassis. The radiator had to be relocated and the fuel tank was relocated from the scuttle to between the rear dumb irons. The car was subsequently painted black. All the work was completely for the princely sum of £90!
Sydney used and enjoyed the Leaf for the next few years and in 1945 he upgraded the brakes with those from a 7th Series Lancia Lambda.
Next on Sydneys wish list was more speed! He wanted the car to be able to cruise at 80 mph, which was beyond the capability of the original Meadows 4ED, 1.5 litre, four cylinder engine. He managed to source a six cylinder Meadows 6ESC engine from a 1928 Bean. The engine was overhauled and its capacity increased to 2,974cc.
In 1952 Sydney decide the time had come to part with his beloved Lea-Francis. He advertised the car in the local newspaper from where it was acquired by Andre Chaleyer who only kept it for a year before selling to Peter Robinson. The car was raced by Robinson at the 1954 A.S.C.C. Fishermans Bend Air Strip meeting and other events. He sold the car in 1958 and it is understood that it remained in Victoria. In 1966 the car was purchased by Neville Webb and shortly thereafter suffered a catastrophic engine failure. Fortunately, he was able to source a similar Meadows engine which was installed in the car.
Over the next 30 years the car passed through a few further owners before Neville Webb rekindled his lover affair with this Lea-Francis in 2001. He purchased the car at a Sanford-Morgan auction in Adelaide. At that time the car was showing its age. Through his Gold Coast based business, The Vintage Garage, Webb decided to restore the car to its former glory. At that time the car was green. He repainted it back to its original colour of black, replaced the cycle guards, retrimmed the upholstery as well as refurbished the engine and gearbox.
In 2006 Webb sold the car to Paul Samuels from NSW. In Samuels ownership the car had further mechanical issues which necessitated another engine rebuild. The car was taken to Highlands Race and Classic in Mittagong who, together with LW Perry from Sydney, rebuilt the engine. There are invoices on file which document all the work completed back then.
In 2009 the car was sold to Ron Harris from Gympie, Queensland. He used and enjoyed the car, whilst continuously making improvements during his six years of ownership. The custodianship of the Lea-Francis turned full circle for the second time when in 2015 it was acquired by Warren Webb (Neville Webbs son).
The car passed through the ownership of two well known enthusiasts before being acquired by the current owner a short time ago.
The current owner purchased the car with the intention to compete in the Peking to Paris rally, however, a change in his circumstances means that this is no longer possible.
Today this fabulous Lea-Francis Special presents and drives well. It is a car that has a fabulous story to tell, having been owned by a number of very well known people in the Australian classic car scene. It has been driven in anger in various speed trials and competition events its entire life. It has also been used as a road car and it is therefore a car that you could race on Saturday and take to cars & coffee on Sunday!
Given the car has been driven it is not surprising that the paint work shows some wear and tear. That said, the car presents well, but there are stone chips, some gravel rash and other blemishes here and there. The external trim, including the brightwork presents quite well.
The painted wire wheels are fitted with chrome wheel spinners, all of which are in very good condition. The 19 wheels are shod with Blockley 5.00 19 4 Ply tyres all around.
The car has a soft top and side curtains, which are in good condition. This was important for its current owner given he was going to tackle the Peking to Paris rally.
The interior of the car presents well. The burgundy upholstery is well kept, presenting with just the right amount of patina. The driving position is relatively comfortable, though you sit quite low to the ground for a car of this vintage, which further reinforces the sporting pedigree of this car. The polished aluminium dash houses a plethora of instruments, more akin to a fighter plane than a motor car!
The starting procedure perhaps mirrors this somewhat . . . battery isolator off, retard the ignition, fuel pumps on, ignition on and then hit the starter button. The Meadows six fires instantly and it sounds very healthy. After the engine fires, the ignition is advanced and you quickly find its sweet spot.
What is immediately apparent is the engine has plenty of power and torque. The non-synchro gearbox with its non-traditional shift pattern takes some getting used to, but this is part of the challenge 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 100 year old car as driven in anger it would be a bit of beast. It weighs next to nothing and has more than enough power to get yourself into trouble if you are brave enough!
Accompanying the car is an excellent history file which includes a copy of the article published in the March 1950 issue of Australian Motor Sports magazine, various period photos of the car and other documentation outlining its history, owner correspondence and receipts.
Highlights:
A fabulous storied Australian vintage special.
Lovely driver condition.
Owned by the whos who of the Australian classic car scene.
A car that can be used for vintage motorsport, rallies or social events.
Great performance and value for money.
Price $69,950.
Background
It all started in the west Midlands industrial city of Coventry in the UK in 1895 when Richard Lea and Graham Francis decided to start a business to manufacture bicycles. They quickly built a reputation as a company which built reliable quality products.
In 1903 they decided to branch out and start manufacturing cars and in 1911 they started building motorcycles. There first car wasnt a great success and only three were built. After that they continued building cars under license from Singer.
It wasnt until 1919 that they introduced their next car, the 11.9HP. Reviewing the car, The Motor wrote on 27 October that year, For the country motorist who requires an all-purpose car the Lea-Francis would be almost ideal. Unfortunately it was not a great success for the company.
In 1922 Charles M Van Eugen joined the company and his first task was to redesign one of the prototypes, the C-Type and make it ready for production. After making some improvements to both the engine and chassis an initial batch of 50 was approved. The car was a success and in total 90 were sold. The C-Type also became the first Lea-Francis to be used in competition.
The C-Type was superseded by the D-Type which became the first Lea-Francis to be fitted with a Meadows engine. Approximately 420 were built between 1923 and 1926. It was then superseded by the E-Type. The E-Type remained in production from 1924 through until 1926 and 192 were built.
A variety of other models were introduced over the next few years. The F-Type (1924 - 1925), the G-Type (1925 - 1927), the H-Type (1924 - 1926), the I-Type (1925), the J-Type (1925 - 1928) and the K-Type (1925). All were built on slight variations of the same chassis with a variety of engines.
From 1926 until 1928 Lea-Francis built two cars with Vulcan Engineering of Southport. The Kirkstone and the 1LFS. Both could be considered a very early form of badge engineering as very few components in the cars were actually produced by Lea-Francis.
In 1926 Lea-Francis produced its first real sports car, the L-Type, which was powered by a Brooklands spec Meadows 4ED engine. At the same time the M-Type and the N-Type were introduced.
Also in 1926 Lea-Francis introduced its first purpose built race car. The Lea-Francis Special, was finished in polished aluminium and nicknamed the Lobster. It first appeared at Brooklands at the August Bank Holiday meeting in 1926. The car was also used for testing engine and supercharger combinations. Interestingly, when Lea-Francis had found a good working combination they werent ready to introduce a new model. The race car and another chassis, were fitted with fabric covered two seater bodies with pointed tails, a supercharged Meadows 4ED engine and road equipment. The two cars were registered for road use by Lea-Francis in August 1927 and road-tested by a number of motoring publications.
In 1927 Charles Van Eugen convinced the directors of Lea-Francis to allow him to design a completely new chassis assembly. It was fitted with a Brooklands specification Meadows 4ED engine and the chassis was designated the O-Type. It remained in production until 1930 and 55 cars were built.
It was superseded by the S-Type, also called the Hyper, the first British supercharged production car. In 1928 a Lea-Francis Hyper won the Ulster TT, a 30-lap race on the 13.5-mile (21.7 km) Ards circuit on the roads of Northern Ireland driven by race car driver Kaye Don. The race was watched by a record 250,000 spectators and the victory placed Lea-Francis firmly on the map.
Lea-Francis had always lead a hand to mouth existence, struggling to be financially viable. They continued to build cars until the start of the World War II in 1939, then production ceased and the factory concentrated on manufacturing for the war effort.
After the War the company recommenced manufacturing cars, but they struggled and the factory finally closed in 1962.

1928 LEA FRANCIS SPECIAL

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