OLDTIMER GARAGE AUSTRALIA P/L

Details:
Oldtimer Australia is delighted to offer for sale this magnificent Maserati 450S recreation.
The current owner is a real enthusiast and has owned some of the worlds great cars. He has a passion for sports racing cars from the 1950s and 1960s and in 2011 decided he needed a Maserati 450S!
He engaged the services of well respected classic car restoration specialists Historic and Vintage Restoration (HVR) in Melbourne and the journey began.
First step was to source a suitable engine to power the car. Obviously, it had to be a Maserati engine. A decision was made to use a Tipo AM107 engine from a 1960s Maserati Quattroporte. The engine was completely stripped by HVR and every element was tested and what needed to be replaced was replaced. When the time came to put the engine back together it was not simply rebuilt the way it was. The owner wanted the engine to look like it would have looked in period. It was modified to have twin plug ignition with a distributor for each bank. The block was also bored out to 5.0 litres. The Weber carburettors were modified and fitted with polished velocity stacks. They have the correct sand cast look. The owner did not go as far as converting the engine to dry sump, however, a correct dry sump tank is fitted in the rear of the car next to the beautiful riveted aluminium fuel tank (fitted with a fuel cell) to complete the look.
The remainder of the running gear came from a modern Maserati 4200, modified to look period correct. It is a six speed gearbox and transaxle which, inside the car, is beautifully disguised to look like a 5 speed gearbox with reverse. Giant, period correct, finned drum brakes are fitted all around.
The front suspension is a classic double-wishbone set-up. On the rear it has the De Dion rear end with transverse leaf springs which are polished steel as per original.
The body and chassis were made in Argentina by Nestor Solerno who is well known for making museum quality recreations. In fact, several of his cars are on display in the Fangio Museum in Buenos Aires.
When the body arrived in Australia HVR checked it and then had it painted by Resurrection Auto Restorers in Melbourne.
The project was finished in 2014 and the car has been used sporadically since. It has made appearances at the 2014 and 2015 Australian Grand Prix and several other events.
It was featured in Issue 367 the September 2014 issue of Unique Cars magazine when John Bowe tested it alongside a Ferrari 250 Testa Rossa Recreation, then belonging to the same owner. The Ferrari 250 Testa Rossa, which used a 1960 Ferrari 250 GTE as its donor car, has just been sold by Oldtimer Australia.
Like all nine original 450S built by Maserati, this car is right hand drive.
Walking up to the car you cannot help but being impressed with its presence. This car is stunning and its proportions are just right. Once of the first things you will notice are the ceramic coated exhausts on either side of the car. They immediately tell you this car means business.
Whilst it has been a few years now since the build of this car was completed it still presents exceptionally well. The paint has retained a deep gloss with a strong depth of colour. The car has been used from time to time as its makers intended and as a result when you look closely you will find some small imperfections. All the panel gaps are excellent.
The more you look at the car the more detail you will notice. The devil is in the detail and some of its features are the delicate handles to secure the boot and the bonnet as well as the windscreen which wraps around the cockpit and continues on top of the doors.
The car is fitted with genuine Borrani 16×4½ wire wheels at the front (16×5½ rear) which are shod with soft compound Dunlop Racing tyres size 6.0 16 at the front (6.5 16 rear). The wheels are all in excellent condition.
To get into the car you have to reach over the side screens and pull the leather cord on the inside of the door to open it. The interior itself is very minimalistic as one would expect. It is after all a race car. The seats are covered in period correct leather and are firm and relatively comfortable. Both seats are fitted with a five point harness. The small dashboard in front of you is basic but equipped with enough gauges to give you all the information you need. Right in front of you is the all important tacho. There is also a GPS speedo installed, however, on our most recent test drive that was not working.
We love the exposed chassis frame inside the car, which is a real feature of this era of racing Maseratis.
From the moment this car arrived at our showroom we were just that little bit excited to get behind the wheel. Starting the car is easy. There is a battery isolator key which is conveniently located inside the cabin and within easy reach of the driver. Starting is essentially the same as any other classic Maserati. It is as simple as inserting the key into the ignition and turning the ignition on. You will then hear the fuel pumps starting to pump fuel into the carburettors. After waiting for say fifteen seconds (which seemed more like 15 minutes!), you press the starter button. The big V8 bursts to live almost immediately with an almighty roar. You have to use the throttle to warm the engine up but that doesnt take too long and it quickly settles into a smooth idle. It immediately becomes clear that this engine means business. The engine sounds great and the exhaust note is simply amazing.
The gearbox has a normal shift pattern with first gear being left and forward. Once comfortable in the car and all buckled up it is time to hit the road. We select first gear and ever so cautiously inch the car out of our show room. Trying to be discrete is impossible. Passerbys, hearing the noise, immediately turned their heads the moment the car got onto the road. First impressions are that this car is surprisingly easy to drive. The gearbox is an absolute delight and with a relatively short shift the gear changes both up and down the box are easy and smooth.
Once the engine warmed up and we felt comfortable with the car we were able to find a quiet piece of road to see what this could do. Needless to say, we couldnt test its full potential. For that you need a race track, but what we can say is the car is an absolute delight to drive with more than enough power. The big Maserati V8 also has plenty of torque. The car weighs less than 1,000 kg and according to HVR the engine has around 350hp and 350nm of torque.
The brakes take a little bit of getting used to as they are drums. But once you realise that you just have to apply a bit more pressure on the peddle they do pull the car up quickly and in a straight line when needed.
It is not often a car like this becomes available on the Australian market. Given it was built in Australia makes it even more special.
This truly is a unique opportunity to own a recreation of a fantastic race car from the late 1950s. Accompanying the car is a history file of the invoices and photos from the build. There is also a spare wheel and a (modern) jack.
Highlights:
- Built by respected classic car restoration specialists (HVR) in Melbourne.
- Accurate aluminium body built by Nestor Solerno in Argentina.
- Powered by 5.0 Litre Maserati V8 engine.
- Beautifully presented.
- An absolute delight to drive.
- Ready to use and enjoy.
Price $399,950
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.
The Maserati 250F is unique among Grand Prix cars, as it has longevity that has spanned seven years of racing from 1954 through until 1960. The 250F was first raced at the Argentinian Grand Prix in January 1954 by Juan Manuel Fangio. After qualifying third Fangio went on to win the race. Another famous driver who raced the 250F in 1954 was Stirling Moss. Moss also won several races in the 250F. In 1957 at the German Grand Prix at the Nürburgring Fangio overcame a 48 second deficit in 22 laps to win the race. In 22 laps he broke the lap record 10 times. The 250F was crucially important in carrying Juan Manuel Fangio to two of his five World Championship winning seasons, in 1954 and 1957. The Maserati 250F is motor racing royalty and in total 26 examples were built.
In 1955 Maserati introduced the Maserati 300S. This car was designed to compete in the FIA World Sportscar Championship. In total 26 were produced between 1955 and 1956.
The 300S was superseded by the 350S, but only 3 of them were produced before it was superseded by the Maserati 450S.
Initially, development of the 450S started in 1954 under the code name Tipo 54. However, after a catastrophic crash at Le Mans in 1955 the project was shelved. It was not until 1956 that the project was revived. The body was designed by Medardo Fantuzzi. It was powered by a 4,477cc V8 with four IDM Weber carburettors and double overhead camshafts. It produced 400hp at 7,200rpm.
Between 1956 and 1962, the Maserati 450S won an impressive 31 races from 119 appearances. Amongst others, the 450S was raced by Stirling Moss, Juan Manuel Fangio and Caroll Shelby.
In total 9 were built.

MASERATI 450S RECREATION

Details:
Oldtimer Australia is delighted to offer for sale one of the ten factory right hand drive Lamborghini Silhouettes. Of these ten cars, six were delivered to Australia, three were delivered to the UK and one to Cyprus.
According to the factory records, this car was completed on the 19th January 1978. It is an Australian delivered, factory right hand drive example that was delivered through Tony De Fina, the importer at the time. The car was delivered new in rosso (red) with a nero (black) interior.
The early history of this car is not definitively known, however, its first or second owner was then Sydney based medical entrepreneur and socialite Dr Geoffrey Edelsten. In the late 1970s and 1980s Edelsten owned a fleet of exotic cars including Porsches, Ferraris, Rolls-Royces, De Tomasos (who can forget his hot pink De Tomaso Pantera GT5 with a mink interior!) and a number of Lamborghinis. The Lamborghinis included a gold (later red) Countach LP400 periscopio, a green later black Countach LP400S and this Silhouette.
Edelsten owned this Silhouette for a few years. When the car had an engine failure he decided to sell it. Its next owner rebuilt the engine and repainted the car wine red metallic. Unfortunately, the car was damaged shortly thereafter and subsequently sold to the prior to current owner circa 35 years ago. He intended to return it to its original colour and gave it to Henry Nehrybecki who at the time was the Lamborghini service agent in Sydney, NSW. Unfortunately, life got in the way and progress was extremely slow. The car sat around for many years. Nehrybecki later closed his business and the car was moved to another restoration shop who did very little with the car. In 2015 the car was sent to All Classic Car Restorations in Brookvale (Sydney) and the restoration was finally underway. The car was painted by McCreath Prestige Panel & Paint in Brookvale.
This car has been missing for many years and in Lamborghini circles it was thought it had either been written off, gone overseas, or was squirrelled away in someones garage. Thankfully it was the latter!
The current owner acquired this car through Oldtimer Australia in 2019. At that time the odometer read 18,947km.
The car had been sparingly used prior to his purchase and he had Lamborghini specialist Imaant go through the car and complete a number of miscellaneous repairs, including suspension, steering, electrical and regas the air conditioning.
Generally the paint on the car is still in good condition and from say a metre, it presents exceptionally well. On closer inspection there are some imperfections visible, most noticeably on the right front guard, the right rear guard and around the right front headlight. The unique targa roof is in very good condition and it fits very well. All the external trim, including the badges, bumpers, lights, lenses and the glass and are in good condition.
A feature on the Lamborghini Silhouette is the Bravo style Campagnolo wheels which were also used on the first 50 Lamborghini Countach LP400S. The magnesium wheels are extremely porous and as a result they are prone to blistering. On this car they are in excellent condition having been completely refurbished in September 2019. The car is currently running the correct Pirelli Cinturato P7 tyres, 205/50 R15 at the front and 285/40/R15 at the rear. These tyres were fitted when the wheels were refurbished and are still in excellent condition, they are date stamped 4219 (week 42, 2019).
Inside the cabin everything has been refurbished and presents really well. Purists will note the steering wheel and pedals are not original. Also, the dash and centre console have been refurbished in leather rather than alcantara. When the current owner acquired the car, it was fitted with Silhouette reproduction seats built by Henry Nehrybecki. He found them uncomfortable and has fitted modern brand new Recaro seats. The Silhouette reproduction seats will accompany the car.
Lamborghinis 3.0 litre V8 engine makes one of the best noises you will ever hear. This Silhouette is no exception. Like all Lamborghinis the Weber carburettors require plenty of fuel to start the engine. One tends to get a little impatient waiting for the fuel pumps to do their thing . . . then bang the engine bursts into life with a growl! It is best to allow a little time for the engine to warm up and then youre away. Similarly, the gearbox gets better mile after mile as everything warms up. The engine has loads of power on tap and it pulls like a train. The gearbox is also good and it changes up and down smoothly. This car is a real pleasure to drive and we have to say the Recaro seats are super comfortable. The car handles, steers and stops as you would expect.
Accompanying the car is an original owners manual, parts manual (copy), engine workshop manual (copy) and a thick file of receipts dating back to 2004.
The Lamborghini Urraco/Silhouette is one of Bertones finest designs and we think one of the best-looking cars ever built. And oh did we mention the noise . . . the little V8 is in our opinion one of the best sounding engines ever . . . what a great combination!
These cars are extremely rare and have been a well kept secret for many years, but no more! Today the Lamborghini Silhouette is highly sought after by collectors and enthusiasts alike.
Truly a unique opportunity.
Today the odometer reads 21,621 km which is sure to be genuine.
Highlights:
- One of the rarest Lamborghinis, being one of 54 cars built and one of only ten factory right hand drive examples.
- Australian delivered.
- Finished in its stunning and original colour combination of rosso (red) with a nero (black) interior.
- Ready to use and enjoy.
Price $289,950.
Background:
The Lamborghini story is fascinating in itself, but for the company to have survived all these years and indeed celebrate its 50th Anniversary in 2013 is quite amazing. Ferruccio Lamborghini was an entrepreneur, a very successful businessman and a lover of the finer things in life, including sports cars. He was fortunate enough to own some wonderful cars including Ferraris however, he found fault with them all. According to the legend following a meeting with Enzo Ferrari to discuss some of the short comings of his cars Enzo dismissed Ferruccio and he subsequently decided that he could build a better car.
Not long after, in May 1963, Automobili Ferruccio Lamborghini SPA was established and the small town of SantAgata Bolognese, located between Modena and Bologna, was chosen as the location to build the factory. Born under the Zodiac sign Taurus Lamborghini chose the raging bull as the emblem for his sports cars.
Lamborghini knew what he wanted and he put together a highly skilled team. His first car the 350 GTV was shown at the Turin Motor Show in October 1963. This car received mixed reviews; however, Lamborghini was not deterred and made a number of improvements and design changes to the original concept. The first Lamborghini production car the 350 GT left the factory in mid-1964.
The 350 GT evolved into the 400 GT 2+2 and later the Islero. In parallel to building these classic front engine V12 GT cars Lamborghini wanted to build a super car, enter the Miura first shown as a rolling chassis in 1965, and also a GT car that could comfortably seat four people, enter the Espada in 1968. The mid to late sixties were good times for Lamborghini and his cars were revered the world over.
In 1970 the Islero was replaced by the Jarama. Lamborghini also wanted to enter the junior supercar market and introduced the Urraco or little bull, named for the fighting bull which killed the toreador Manoleten, at the 1970 Turin Motor Show. The Urraco attracted huge interest from the motoring world and Bertones classic wedge shape received critical acclaim at the time.
It wasnt until some two years later, in 1972, that the first production cars rolled off the Sant Agata production line. Lamborghini hoped to build the Urraco in big numbers, however, this never eventuated and only 520 of the P250s were built up until 1975 when the P300 was released. The world economy changed quickly and the early 1970s were a tough time for Lamborghini. Additionally, the Urraco had some teething problems early on and the car unfortunately developed a reputation as unreliable. This was perhaps unfair as once Lamborghini ironed out the bugs the car was in fact a little gem and properly sorted was a genuine threat to Ferraris 308, Maseratis Merak and the Porsche 911 of the day. The Urraco P300 was indeed a fabulous little car and in Sports Car World magazine July September 1976 Mel Nichols wrote: . . . I was not hard pressed to conclude that the Urraco 3-litre is the most enjoyable car I have ever driven. In the October 1978 issue of Car Magazine Nichols pits the Lamborghini Urracoagainst a Ferrari 308 GTB and a Maserati Merak SS. The article is compelling reading and Nichols picks the Urraco as his favourite. Only 205 Urraco P300s were built. Lamborghini also built 66 Urraco P200s (with a 2 litre V8 engine) specifically for the Italian market.
The Lamborghini Silhouette was a further development of the Urraco and it was first shown at the 1976 Geneva Motor Show. The Silhouette was a genuine 2 seater and the 2+2 seating of the Urraco was removed to allow space behind the seats to store the targa top. The Silhouette is one of the rarest Lamborghinis with only 54 cars built, of which only ten were factory right hand drive.
Lamborghinis last iteration of their V8 engined junior supercar was the Jalpa (pronounced YAWL-pa), named after another breed of fighting bull. The Jalpa was introduced at the 1981 Geneva show and 410 examples were built from 1982 through until 1988.

1978 LAMBORGHINI SILHOUETTE

A new arrival at Oldtimer Australia is this freshly restored, Australian delivered, 1950 Land Rover Series 1 80.
There is a British Motor Industry Heritage Trust certificate on file which confirms that this particular example was despatched from the factory on 23rd May 1950. Its destination was Annand & Thompson Pty Limited in Brisbane, Australia. The certificate also confirms this car was delivered with a 1.6 litre petrol engine.
The early history of this lights through the grill Land Rover is not known however, it found its way into the ownership of a family who lived on a property near Gladstone in Central Queensland. It is understood that the car sat in shed on the property next to a World War II bomber for at least 30 years! It was ultimately sold as part of an estate sale from which it was acquired by the current owner and noted Land Rover restorer Guy Bedington from GB Restorations in Toowoomba.
When the car was recovered a few years ago, it was found to be essentially complete and in remarkably good condition, with virtually no rust. This was as a result of it being very well stored in a dry environment.
Affectionately known as Matilda, the car has undergone a 650 hour fully detailed restoration by GB Restorations using almost entirely original parts. The engine, gearbox and axles are original equipment to the car with all correct numbers, as is the carburettor, distributor and other components.
Every component has been stripped and meticulously overhauled using original parts where possible or new old stock components. All body bolts and screws were sourced from a Birmingham UK company specialising in BSF products with the correct sherardised plating.
The car presents in the original specification Land Rover deep bronze green with correct green vinyl trimmed seats. To make it more comfortable for the people sitting in the back seat cushions were fitted using the same green vinyl. For the purists, these can be easily removed as they are not attached. The same for the rubber mat in the back, its only there to protect the paint on the floor.
The canvas hood presents in the correct khaki colour and it has the correct door top flaps.
The windscreen is two separate panes of glass. The left hand pane is most likely original as it retains the original Triplex XXX Toughened etching. Even though it is scratched, the decision was made to retain it. The right hand pane is new glass.
The devil is in the detail and the car presents with correct Lucas original headlights and Lucas wiper motor.
The car rides on 16 body coloured steel wheels that are fitted with Speedways Military tyres, size 6.00-16. A correct load space spare wheel is currently mounted in the tray, however, it can also be mounted on the bonnet.
GB Restorations usually build cars to order, however, a change in circumstance of the buyer of this car, has resulted in it being available for sale.
The restoration of this Land Rover has only just been completed and as a result everything presents as new. Today the odometer reads 16 miles, which is the distance travelled since the car was restored.
There are photos on file which show the extent of the restoration. The car was stripped down to a bare chassis and every component, including the drive train has been rebuilt.
Land Rovers were originally built for agricultural and industrial work. They were practical, no frills vehicles designed purely for function - not comfort - and as a result, they are very basic. The driving position is upright, the seats are simple, there are no carpets and the dashboard is minimalistic, featuring only the essential instruments needed to operate the vehicle.
Under the bonnet everything is clean and tidy as one would expect from a recently restored car. The car retains its original ID plate, which matches the stamped chassis number, as well as its Annand & Thompson dealer plate. The radiator has the date stamp 1149 (November 1949), which would be correct for this car.
All you have to do to start the car from cold is to turn the ignition on, pull the choke out and press the starter button located on the fire wall. The car starts easily and the 1.6 litre (1,595cc) petrol engine will fire up at pretty much first crank. You can then almost immediately push the choke back and use the accelerator to further warm up the engine. After about 10 seconds the engine will idle smoothly.
The instruments and switches are all original and have been fully restored. On our test drive all the instruments were working as they should.
As one would expect from a car that wasnt built for comfort the controls are very basic and need a firm hand. The gearbox is precise and tight, but you do need to be deliberate when changing gears. With its top speed of around 50-60mph (if you are brave enough!) the Land Rover is not the fastest car on the road. The steering is also relatively vague by modern standards. Theres noticeable play in the wheel, so you often need to make small corrections to keep the vehicle tracking straight, particularly on the open road. But that is not what this car is all about. On the road it is best described as slow but capable, but it is off-road is where it really shines. It was built to handle mud, hills, and rough terrain with ease!
We were keen to put the cars off road capability to the test, but decided that discretion was the better part of valour!
The brakes are quite adequate for the car and will pull the car up quickly and in a straight line when needed.
In summary, these early Land Rovers are full of character and incredibly engaging to drive.
These early Land Rovers are becoming thin on the ground and the opportunity to acquire a brand new 1950 Land Rover Series 1 80 that has been correctly and freshly restored presents a unique opportunity.
Matilda is ready for its next custodian to show, use and enjoy!
Accompanying the car is a British Motor Industry Heritage Trust Certificate as well as photos of its restoration.
Highlights:
- Australian delivered.
- Desirable 80 lights through the grill model.
- Recently restored by passionate Land Rover specialists.
- Ready to be shown, used and enjoyed.
Priced at significantly under its replacement costs at $82,950.
Background
One of the fundamental principles of economics is the law of supply and demand. During World War II the US army had a need for a light 4WD vehicle capable of carrying troops as well as cargo. And so the Jeep was born. From 1941 through until 1945 Willys and Ford were the major supplier of Jeeps, in various configurations, to the US military and their allies.
The history of the Rover Company dates back to the mid-1800s when it was selling sewing machines and then 'safety' tricycles and bicycles. By the 1930s, it had evolved into a car company but was hit badly by the Great Depression. In common with many British industrial companies during World War II, its factories were turned over to the war effort and produced engines for tanks and aircraft. By 1945 and the end of World War II, Rover found itself with two excellent factories and a highly skilled workforce. It was looking at restarting car production and had ambitious plans to build 20,000 cars per year. A new model, the M'-Type was dropped when it became clear that it would be unsuitable for export and that tooling costs would be excessive. Plans to produce 15,000 of the pre-war designs per year were quickly quashed by the Government which refused to allocate steel for more than 1,100 cars per year. This serious shortfall led Rover to realise that a stopgap solution was required until sufficientsteel was available. The stopgap also had to have export potential. Just to make things difficult, Rover had never exported any vehicles before!
Maurice Wilks, Rovers head of design, had been using ex-army Jeeps on his farm and realising that there was no real alternative decided that Rover would provide one. The first prototype Land Rover, developed in late 1946, was actually built on Jeep chassis. The bodywork was made of an aluminium alloy called Birmabright.
Using similar dimensions to the World War II Jeep, the first Land Rovers had an 80" wheelbase. The new Land Rover was first unveiled at the Amsterdam Motor Show on the 30th April 1948. It featured a steel box section chassis with an aluminium body and was powered by a 1.6 litre, 4-cylinder Rover engine from the P3 Rover car range developing around 50 hp. The gearbox was four speed Rover mated to a two-speed transfer box thus allowing 4WD operation. A PTO (power take off) was also fitted to enable the Land Rover to be used as a stationary power unit.
Rover didnt know what to expect but they need not have worried. The Land Rover was an outstanding success and the order books quickly overflowed. A legend was born! This humble Land Rover is in many ways the pioneer of the ubiquitous SUVs seen on our roads today.

1950 LAND ROVER SERIES 1

Oldtimer Australia delighted to offer for sale an extremely rare factory, right hand drive Maserati Kyalami. This particular car was built in the most desirable specification, being powered by Maseratis 4.9 litre engine mated to a 5 speed manual gearbox. This car is one of only 10 examples ever produced in this configuration.
Maserati has confirmed this Kyalami was produced on 26th July 1979. It was delivered new into the UK and was sold through Modena Concessionaires Ltd in West Bromwich. The car was delivered in verde medio (light green) with a fungo (beige) interior. It was first registered on 23rd December 1982 and carried the plate BEA 71Y. The first owner is noted as Mr Michael Harris from London, UK.
The car had a few subsequent owners before it was acquired by Anthony Michaelson of Musical Fidelity fame from Wembley, UK in May 1988. The DVLA records on file confirm the car was repainted blue in his ownership. Michaelson enjoyed the car for five years, selling it in September 1993 at Coys auction.
In April 1999 the car was acquired by Troy de Leon from Warfield, UK. In his ownership a significant amount of work was done to the car. An invoice on file from Rossi Engineering in Sunbury-on-Thames dated 25th April 2000 confirms the engine was removed from the car and rebuilt, a new exhaust system was fitted, the bumpers were repainted, new front springs were fitted and the AC was recharged. The invoice noted the odometer showing 87,547 km at the time.
In June 2001, with the odometer reading 93,866 km, the gearbox was rebuilt by J.W.F. Motors in Wokingham, UK.
In September 2001 the car was repainted in its current colour of rame metalic by Evans Auto Repair Services in Warfield, UK. The invoice confirms this was a major project. Necessary rust repairs were completed, which involved new metal work as required. Under seal was applied to both sills, all the wheel arches, the front wings, the front apron, the rear wings, the inner arches, the arch guards and under the spare tyre bay.
In May 2004 the car was sold to Rupert Wilkes from Wisbech, UK. There is an MOT test certificate on file dated 9th March 2004 and at that time the mileage was noted as 99,201 km. Wilkes used the car sparingly throughout his ownership, as confirmed by the subsequent MOT test certificates and the Statutory Off Road Notifications (SORN) on file. An MOT certificate dated 8th February 2007 notes the mileage as 99,932 km, and one dated 22nd December 2009 notes the mileage as 99,959 km.
The current Melbourne based owner acquired the car in May 2018 and at that time the odometer showed 807 km (100,807 km). He initially kept the car in the UK before eventually importing it into Australia in 2021. There is an import approval on file for the car.
Before the car was shipped to Australia the clutch and spigot bearing were replaced, the carburettors were stripped, cleaned and rebuilt, the fuel tanks were removed and cleaned. The car was also serviced and all the fluids were changed. All that work was completed in April 2021.
After the car arrived in Australia a problem with the AC compressor was identified and in May 2023 the car was sent to Maranello Purscang Motors in Brunswick, Victoria to address this issue. A new A/C compressor was sourced and fitted. Some other minor issues were also addressed and the car was issued a roadworthy and subsequently registered in Victoria.
Shortly thereafter a knock in the engine became audible. After much deliberation with the team at Marnello Pur Sang it was decided that the engine needed to be stripped to diagnose the problem. The end result was a full engine rebuild with new pistons, bearings and other parts as required.
Today the odometer reads 03,536 km (103,536 km).
We love the understated, yet classical look of the Maserati Kyalami. We think the colour choice of rame metallic is absolutely perfect for this car. This period colour emphasis the lines on the car and gives it quite an elegant appearance. It also contrasts well with the beige interior.
Even though this car was repainted some 20 years ago, the paint work has held up well and it presents today with a strong depth of colour and nice gloss finish. On closer inspection, we noticed a few small imperfections on the car. Most noticeably, there is a small scratch on the right rear guard, a small a chip on the drivers side mirror and a small chip on the lower part of the drivers door. There are also a few small chips on the edge of the drivers door. The car looks stunning in the photos, but even better in the flesh!
All the external trim is similarly well presented. The bright work on the car is minimalistic, but a feature and it is in good condition. The badges are in good condition with only the slightest sign of some wear around the edges of the Maserati badge on the bonnet. The glass is all in good condition and the same can be said for the lenses both on the headlights and the tail lights. The bumpers on these cars are often cracked and show with minor damage, but on this car they present well.
The wheels are generally in good condition, though if you look closely there are a few small bubbles under the paint and there is a small chip on the edge of the left front wheel. They are shod with as new Michelin 205/70 VR15 XWX tyres which are date stamped 1621 (week 16, 2021).
Open the sweeping door and you are welcomed by a very elegant, functional, yet very Italian interior. First impressions are good. The interior appears to be original and overall it is in very good condition. The leather seats present well, are firm and provide ample support. The seats show some patina, but there are no cracks or tears in the leather. A good leather treatment could easily bring them up a level. The rear seats appear to have been rarely used, if at all and are still in excellent condition. The dashboard in a Kyalami is a real feature and it presents well. The dashboard is covered in Alcantara and that is not an easy material to keep clean. In this car it presents well and there is no discolouration except for a small area on the right bottom of the dashboard. All the instruments are clean and present well. They all appear to be in good working order.
As we prepare for our test drive, we settle in behind the Momo leather steering wheel. Finding a comfortable driving position is surprisingly easy. The seats are exceptionally comfortable, visibility is excellent and both the steering wheel and all controls fall naturally to hand.
It is with great anticipation we insert the key into the ignition to fire up the big V8. After allowing the fuel pump enough time to fill the carburetors you turn the key further to start the car. The engine cranks over easily and it fires up quickly with a bark. There is no need to use the throttle, the engine just catches and it immediately settles into a smooth idle. The engine sounds absolutely fantastic. It is kind of an Italian muscle car!
Whilst you could listen to the Maserati symphony all day, this car needs to be driven. Out on the wide open road is where it really belongs. This car is really a wolf in sheeps clothing. Whilst it is happy to cruise along in traffic, it relishes some open road with some open throttle! It is then that Maseratis 4.9 litre V8 comes to life . . . that Maserati sound is just something. One needs to remember it roots go back to the car of kings the 5000GT and the mighty 450S race cars. The engine in this car pulls like a train. It feels strong and the power delivery is surprisingly smooth. Whilst a Kyalami with an automatic gearbox is a nice car to drive, we just love the 5 speed manual gearbox and in this car it is very easy to use. The clutch is reasonably light, but with a good feel and the gear changes are smooth both up and down the box. This car handles well and the suspension feels firm, yet the ride is incredibly smooth and it easily absorbs any bumps in the road.
All too soon our test drive comes to an end. A Maserati Kyalami is not a small car, yet it is easy to drive and very comfortable.
It is immediately obvious that the target market for this car was the successful business man or woman back in the day. They would have appreciated the finer things in life, but wanted a car that offered the sophistication and class of a sports car combined with the refinement and practicality of a luxury saloon car.
This Maserati Kyalami is just a fabulous car that we are genuinely excited to offer for sale. The overall condition and presentation of this car is consistent with a car has been cherished by its previous owners. The car offers incredibly good value for money and it is reluctantly offered for sale by its current owner. It is ready for its next custodian to use and enjoy.
Highlights:
Super rare car, being one of only 10 factory right hand drive Maserati Kyalamis built with the desirable 4.9 litre engine and the manual gearbox.
Matching numbers chassis and engine.
Well presented in a unique and stunning colour combination of rame metallic with a beige interior.
Recent engine rebuild.
Extensive history file.
Ready to use and enjoy.
Price AUD $114,950.
Background:
The Maserati story is a fascinating one. It is the story of a family with daring, courageous and forward-thinking ideas. The story starts with Rodolfo Maserati, a railway engineer who was employed by the Italian monarchy and the father of seven sons who all had a passion for engine design and racing cars. The Maserati brothers all became involved in the automotive industry in some way or another, however, it was on the 1st of December 1914 that Alfieri, Ettore and Ernesto Maserati officially opened Alfieri Maserati Workshop in Bologna, Italy.
Maserati chose the trident logo to adorn its cars. Its design was based on the Fountain of Neptune in Bolognas Piazza Maggiore. The colours chosen for the logo were also the colours of Bologna, red and blue.
The business was focused on repairing, servicing and preparing cars, however, the World War cut business short and it wasnt until 1926 that Maserati built its first car, the Tipo 26.
It was all about motorsport back then and in 1937 the Orsi family acquired ownership of Maserati which was in desperate need of financial backing to be able to survive. During the Orsi years Maserati grew from a boutique but very successful race car builder to one of the worlds leading manufacturers of hand-built sports and GT cars.
Maserati built its first road car in 1946 even though times were tough in post War northern Italy. The car was the Maserati A6 - where A was for Alfieri and 6 for the number of cylinders. The initial reception of the car was positive and a production Maserati A6/1500 was then shown at the 1947 Geneva Motor Show.
This was a significant milestone in the Maserati legend and subsequent models included the A6G/2000, 3500 series cars, 5000GT, Mistral. Quattroporte, Mexico, Sebring and Ghibli. Maserati also continued to build very successful race cars that dominated tracks around the world including the 250F, 300S, 150S, 450S and the Birdcage.
Orsi sold to Citroen in 1969. Maserati built some fabulous cars during Citroens ownership (including the Indy, Bora, Merak and Khamsin), however, times were tough and the company struggled financially. Citroen placed Maserati into liquidation in May 1975 and it was ultimately saved by the Italian government and Alejandro de Tomaso took control shortly thereafter. Under de Tomasos watch the first new Maserati was the Kyalami, so named after the Kyalami Grand Prix Circuit in South Africa where a Maserati powered Cooper T81 had won the 1967 South African Grand Prix. The Kyalami was based on the De Tomaso Longchamp. Pietro Frua was commissioned to re-style the car and give it that traditional Maserati look and feel. The Kyalami was seen as a true successor to the Mexico and production spanned 8 years from 1976 through until 1983. Maserati production numbers are often a point of contention, however, it is understood that only 201 Kyalamis were built. Of these, surprisingly 44 were factory right handdrive. 30 of the right hand drive cars were destined for the UK market, 7 for the Australian market, 4 for the South African market and 3 for Hong Kong. Of the 44 right hand drive cars, 21 were fitted with the 4.9 engine, of which 10 were fitted with a manual gearbox and 11 with an automatic gearbox.

1979 MASERATI KYALAMI 4.9 Manual

Details:
Oldtimer Australia is delighted to offer for sale this absolutely magnificent 1963 Mercedes-Benz 190 SL.
The Fahrzeug-Daten (factory data card) and Produktions-Auftrag (factory production order) on file confirms that this factory right hand drive example was ordered new in New Zealand late 1962. It was in fact the 61st Mercedes-Benz ordered from New Zealand that year. The car left the factory on the 21st May 1963, which would make this one of the very last 190 SLs built.
The car was ordered in black (paint code 040) with a red interior (interior code 203) with single seats (option code 401). It was delivered with a roadster hard top (option code 413), US style front bumper with guards (option code 441), instruments in English and miles (option code 461), outside left and right rear view mirrors (option code 506) a Becker Brescia radio (option code 512), rear seats (option code 565), lights for left hand traffic (option code 613), export license plate (option code 621), whitewall tyres (option code 641), documentation in English (option code 681), a folding fabric soft top in grey (option code 736) and 10 litres of fuel (option code 317).
Documentation on file notes that the first owner was a Mr RA Stone from Auckland in New Zealand. At some stage the car found its way to Australia and into the ownership of Dr Frank Munro from Sydney, NSW. The car was sold to Mr Lachlan (Jim) Attrill from Sunshine, Victoria in March 1978. In May 1979 the car was registered in Victoria as ADP-112 and by August 1982 it was registered as BLE-701.
The third owner was a well known Melbourne based classic car enthusiast who acquired the car at the 1998 Shannons Grand Prix auction. At that time the car was still finished in its original colour of black.
After he acquired the car, it was taken off the road in preparation for a major restoration. The project commenced in earnest and he embarked on a nut and bolt rotisserie restoration on a mission to make the car as good as it could be.
The body was restored and painted by Peter Todd at Mentone Smash Repairs in Moorabbin. A major decision for the cars then owner was the colour. He chose to paint the car in Porsche Speed Yellow, which was a brave but fabulous choice. The engine block and head were rebuilt by Engine Action in Flemington. The engine was reassembled by Maurie Dodd.
The painted body shell was completed in March 2001 and the rebuild began.
The restoration was completed in September 2001and the car was then registered in Victoria as GEM-SL, just in time for the Mercedes-Benz ACT Concours dElegance held in Canberra. The car was incredibly well received and it won four trophies, including Best in Class, Runner Up Champion of Champions, Best Paint and Best Engine Bay.
The car was a multi concours winner at both the Victorian and ACT Mercedes-Benz Club Concours dElegance over the next four years.
The current owner acquired this car in circa 2009 and has used it sparingly throughout his ownership.
Incredibly this Mercedes-Benz 190 SL still presents as a freshly restored car, which is a testament to the quality of the restoration. Everything about this car is impeccable!
The first thing you notice is the colour. The yellow paint work is such a refreshing change from the ubiquitous white, silver or red. Whilst it looks stunning in the photos, it looks even better in the flesh! The paint work remains fresh and vibrant with an incredibly strong depth of colour. We struggled to find any blemishes in the paint. Even the hubcaps, which are prone to stone chips are in excellent condition. All of the external trim, including the chrome, lights and lenses are similarly well presented.
Completing the look is a factory hard top finished in pearl white. The soft top is black and in excellent unused condition.
The interior of the car is also beautifully presented. The red upholstery provides a perfect colour contrast to the yellow paintwork, particularly the dash. All of the instruments and controls, including the delicate trade mark Mercedes-Benz steering wheel present like new. Everything looks to be in working order.
Under the bonnet, the engine looks fresh and as though it was installed yesterday. Importantly, everything still looks to be correct.
It is likely that the boot has hardly seen the light of day and probably never carried any luggage. Like the rest of the car it is in exceptional condition. There is a spare wheel, jack and tool kit.
Even the underside of the car still presents like new!
Clearly this car has had little use since it was restored. It presents today like it has been stored in a glass case! Importantly, the current owner does regularly start the car and when the sun comes out just every now and then it gets some exercise.
On our recent test drive the car started easily from cold. There was a slight concern that this car may drive like a garage queen, but after a few very short miles that possibility was well and truly put to rest. The car drove superbly. The engine pulls strongly through the rev range and the gearbox is firm and precise. Importantly there are no rattles or squeaks. The more we drove it the better it went!
Highlights:
- New Zealand delivered, factory RHD example.
- Four owner car thats been in Australia for most of its life.
- Matching numbers.
- Restored to a concours standard by the previous owner.
- Multi concours delegance trophy winner.
- Ready show, use and enjoy.
Was für ein auto. . . einfach umwerfend!
Price: $329,950
Background:
Following the outbreak of the First World War in 1914, Europes car industry was decimated. In Germany both Daimler and Benz went back to producing cars post-war, however, times were tough. A merger between Daimler and Benz would ensure that both companies survived and following a technical co-operation agreement in 1924, the companies formally merged on the 1st July 1926. Mercedes-Benz was born!
Subsequently, Mercedes-Benz went on to build some of the greatest cars of all time. The cars from Stuttgart bearing the three-pointed star all had one thing in common . . . they were renowned for their technical innovation, build quality, luxury and performance.
In the 1950s Mercedes Benz produced one of the greatest cars of all time the iconic 300 SL Gullwing and 300 SL Coupe. Whilst fabulous cars, they were very expensive and generally sold to the rich and famous. Mercedes wanted to build a sporting luxury car that still looked classical in the mould of the 300 SL, but it had to be affordable and the plan was to build such a car in far greater numbers than the exclusive 300 SLs. Enter the Type W121 or 190 SL as it became known in the mid 1950s. This model was an outstanding success and circa 25,000 cars were built over the next 8 years of production. The formula worked and Mercedes Benz carried it on with great success in the 1960s with the Type W113 230 SL/250 SL/280 SL models. This evolved into the Type R107/C107 280 SL(C)/350 SL(C)/380 SL(C)/450 SL(C) models built throughout the 1970s and 1980s.
Mercedes-Benz marketed the 190 SL as . . . as sports car for all seasons.
To quote their website:
. . . Sporting elegance, safety and comfort with these qualities the 190 SL conquered a whole new circle of enthusiastic fans of dynamic driving. Mercedes-Benz unveiled the prototype of the 190 SL (W 121) at the International Motor Sports Show in New York in February 1954, alongside the production version of the 300 SL Gullwing. Although the two-seater roadster with folding soft top stirred passions, it was to undergo a further thorough revision by the Mercedes-Benz designers known at the time as stylists.
In March 1955, a full year after the New York premiere, the production version went on display at the Geneva Motor Show. Like its elder brother, the spectacular 300 SL Gullwing, the 190 SL rapidly became one of the most coveted dream cars of its day. Although less powerful than the 300 SL, it generated no less excitement and opened up the SL legend to a wider circle of customers. By 1963 sales had totalled 25,881 units.
And even long-distance drives were enjoyable thanks to the comfortable suspension. The handsome sports car for all occasions was particularly popular among female drivers, who appreciated not only the sporting elegance of its design, but also the open-air feeling that came as standard. With its easy-to-operate soft top and optionally available coupé hardtop, the 190 SL was the first SL to combine the possibility of open-top driving with absolute all-weather capability.

1963 MERCEDES-BENZ 190SL

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

1983 ASTON MARTIN V8 Oscar India

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

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

2010 PORSCHE 911 997.2 CARRERA S

Details:
Oldtimer Australia is delighted to offer for sale a 1938 MG VA Tickford Drophead Coupe by Salmons & Sons, affectionately known as Vera.
This car is understood to have been manufactured in August 1938 and was delivered to its first owner in the UK shortly thereafter. There is a copy of a document titled: MG VA Cars 1937 1939 . . . The Survivors on file, which is dated 22nd February 1989. This notes the following information on this car: Year 1938, Registration MPL268 and Owner: White, AJC. Its subsequent early history is not known.
At some stage the car then fell into disrepair and it probably lay dormant for many years. It was purchased in poor condition, most likely in the late 1980s, which is when its restoration started. A decision was made to build a new body in aluminium, with only the original steel guards, running boards and bonnets retained. The Pre-War MG Register of Australia notes that the body was understood to have been built by Rod Jolly, who is highly regarded for his work restoring Rolls-Royce and Bentleys. Progress was slow and the cars then owner apparently ran out of money. The car was sold to MG S, V and W specialists, SVW Spares, in the UK. Shortly after this, in early 2007 the car was purchased by Robin & Jenny Page from Melbourne in Victoria. The project was at a point where the Pages were able to choose the paint and upholstery colours for the car. They made the decision to paint the car in two tone grey, fit a black soft top and trim the interior in maroon. This is a beautiful colour combinationgiving this VA a very elegant appearance.
In February 2008, Vera as this car was christened by the Pages, arrived into Melbourne. The name Vera was chosen by the Pages from the model designation of VA and the memory of English singer and entertainer Vera Lynn.
In March the car was taken to the 2008 MG Nationals which were held in Tamworth, where it won Class A: Pre-War Touring with an impressive score of 569 points.
Unfortunately not all was well with the little VA as in October of that year the car suffered a major engine failure, necessitating a total rebuild. During the rebuild the capacity was increased from 1,548cc to 1,657cc and the compression ratio increased to 8.6:1. At the same time the gearbox was also rebuilt and other mechanical work completed.
Over the years the Pages kept on improving their beloved MG VA Tickford Drophead Coupe. All that hard work paid off when in October 2012 the car was selected into Motorclassica, which was Australias premier Concours dElegance and classic car show. The car was very well received and it won the Pre-War (British and European) 1930-1939 class. That same year the car also won the Pre-War Touring & Saloons class at the MG National meet in Hobart. There it also won outright in the pre-MGA class.
Other achievements over the years are:
- 2010 1st place in class and outright winner at the MG car club Victoria Concours dElegance
- 2011 2nd place at Cars of the World Concours dElegance at Rochford Wines in Victoria
- 2014 Best Presented British Vehicle at the Great Macedon Grand Tour
- 2015 1st place pre-war class MG car club Victoria Concours dElegance
- 2015 Best Pre-War British Vehicle at the AOMC/RACV Classic Showcase.
After 12 enjoyable years of ownership and many great memories, the Pages decided to sell Vera. The car was sold to the current owners in January 2016. Like the Pages, they have thoroughly enjoyed their journey of ownership with this fabulous car. Unfortunately, they are selling due to ill health.
Today this 1938 MG VA Tickford Drophead Coupe still presents and drives beautifully.
The two tone grey paint work contrasts perfectly with burgundy upholstery and it is the perfect colour choice for the car. The paint work is now almost 20 years old, however, it is still in excellent condition. There are a few minor blemishes and defects, most noticeably two hairline cracks on the swage line on the left hand bonnet and a small star on the right. The panels gaps are all very good.
The interior presents beautifully. The timber dashboard houses the most elegant cluster of instruments that are in excellent condition. The upholstery is all in excellent condition with no rips, tears or obvious wear. Even the carpets are in excellent condition!
Under the bonnet everything presents beautifully. You will note the wheel hammer and original crank clipped on the bulkhead. There is what looks to be a complete tool kit in the boot.
The painted wire wheels are in excellent condition. All the wheels, including the spare, are shod with Blockley tyres, size 5.00 19. The tyres are still in good condition.
We were able to take the car for a test drive following our photo shoot. Like most MGs of that era it required a choke to start from cold. The engine fired pretty much at the first pull of the starter and it immediately settled into a smooth idle. Once it had warmed up we went for a short drive and I can confirm the car is tight on the road and it drove every bit as good as it looks.
The current owners wanted the car to be reliable and essentially be able to jump in and drive it to wherever they wanted. There is no doubt that they achieved that objective as the car was driven from Sydney to the Sunshine Coast which is where it is currently stored.
The Tickford three position folding roof is a work of art and it is in a very good condition. When we photographed the car the roof was not folded down correctly. We have since discovered the correct way to fold the roof down and it does so in a very neat and tidy way.
This car is fitted with a factory replacement engine as noted on the engine ID plate, which we understand was installed many years ago. MG aficionados will note the replacement engine is burgundy in colour, as they were, whereas the original engines were painted green.
Accompanying the car is a toolkit, a crank handle, a history file with receipts and photographs of the restoration, a detailed list with some receipts showing all the work completed to the car since it was acquired by the previous owners as well as various books and MG literature.
Highlights:
- Beautifully presented example of a quintessential British prewar sports car.
- Rare and unique Tickford DHC.
- An older restoration that still presents beautifully.
- Fabulous colour scheme.
- Ready to be used and enjoyed.
Just a fabulous example.
Price: $114,950
Background:
MG is one of the worlds most iconic motoring brands.
In 1912, with the support of the Earl of Macclesfield, William Morris founded W.R.M. Motors Ltd and started the manufacturing of Morris designed cars. In 1919 W.R.M. Motors was liquidated and essentially replaced by Morris Motors.
In 1921 Morris hired Cecil Kimber as a Sales Manager for Morris Garages and in 1923 he became the General Manager. Kimber had a vision and started building sportier versions of Morris cars and labelled them MG. On the 1st May 1924 Morris Garages registered the MG Octagon as a trademark.
Demand grew, which necessitated a move to a larger premises in September 1925. This was quickly followed by another move in 1927. By 1928 the business had grown so much a decision was made to separate it from Morris and the M.G. Car Company was established in March 1928. In 1929 the company moved to Abingdon and on the 21st July 1930 the M.G. Car Company Limited was incorporated.
The first cars to be produced under the name MG in 1924 were special bodied Morris Cowleys. The first MG to specifically compete in sporting events is a car now known as Old Number One. It was produced in 1925 and was first seen at the 1925 Lands End Trial. Other MG models followed quickly but in 1928 at the Motor Show at Olympia MG introduced the MG M-Type Midget, which became the first of many sports cars produced by MG and was a big success for the company.
In that same year MG also introduced the MG 18/80. This was the first MG with a chassis designed and built by MG. The 18/80 was equipped with a six cylinder engine with a capacity of 2,468cc.
A milestone for the company occurred in 1933 when an MG Magnette K3 became the first non-Italian car to win its class at the Mile Miglia.
William Morris owned MG personally and in 1935 he sold it to Morris Motors.
In the late 1930s MG produced a series of sports saloons, the VA, the SA and the WA.
The VA, originally marketed as the MG 1½ litre was the smallest of the three and was available as a 4 door sports saloon and as a 4 seater open tourer and as a drophead coupe. The sports saloon and the open tourer were both built inhouse but the body for the drophead coupe was manufactured by Salmons and Sons of Newport Pagnell, UK.
MG also made a special version of the VA, powered by a 1,707cc engine for police use.
In total 2,407 MG VAs were built between 1937 and 1939. The breakdown of body types is: 1,238 saloons, 591 open tourers and 564 drophead coupes, 2 chassis and 12 unknown.
In 1952 Morris Motors Ltd and the Austin Motor Company Limited merged and became The British Motor Company Ltd, BMC.

1938 MG VA Tickford Drophead Coupe

Oldtimer Australia is delighted to offer for sale this beautifully restored, factory right hand drive 1970 Jaguar E-Type Series 2 Roadster.
The Heritage Certificate on file confirms this particular example was delivered new in the UK through Jaguar dealer Ernest W Hatfield in Sheffield. The car was manufactured on 29th April 1970 and despatched on 22nd June 1970. It was finished in light blue with a dark blue interior and a blue soft top. The first owner is noted as FA Tomlinson and the car was first registered with the registration GWJ 64J. This E-type also has a hard top.
The early history of the car is not known, though it is understood that at some stage it was owned by an Australian working in the UK.
This Jaguar E-Type found its way to Australia some time prior to 1989 and it eventually ended up in a shed on a cane farm in Murwillumbah, NSW. The owner had passed away and the family had every intention to restore the car, but as often is the case it never happened. This car sat alongside another E-Type, a Series 1 2+2, in the same shed for some 15 years.
The current owner stumbled across the pair of E-Types in early 2015 and after a short negotiation a deal was struck for him to purchase this Series 2 Roadster. At that time the odometer read 90,588 miles.
After some weed cutting the car was able to be removed from the shed and it was then loaded on a tilt tray and taken back to Brisbane. There are photos on file of the car from the day it was collected.
The car was in reasonably good condition, given it has been parked up for so many years. It therefore need major recommissioning, which evolved into a total restoration.
D.M. Car Repairs in Coopers Plains on the south side of Brisbane in Queensland were tasked with getting the car back on the road. It was recommissioned, which included a major service, replacing all the hoses and perishables as well as other miscellaneous parts. The braking system required a major overhaul. Progress was slow and over the next two years the car spend a lot of time in the workshop getting sorted.
During that time the owner also had the interior refurbished. He purchased all the necessary items from John Skinner Limited in the UK and had all the work done by Archerfield Auto Upholsterers in Archerfield in Brisbanes north.
The car was then taken to respected Jaguar specialists Classic and Prestige in Brisbane for more work. Amongst other things they repaired the steering column, recored the radiator, cleaned the fuel system (including the tank), repaired the heater box, replaced floor panels and reconditioned the differential.
By now it was apparent that the car was being treated to a full restoration.
In 2018 the car was repainted by the highly respected Exclusive Auto Centre in Brisbane.
Following the repaint, the car was then registered and used sporadically. The owner was never really happy with the gearbox and after doing his homework he decided to send the car to Jaguar specialist Mike Roddy in Melbourne to have the gearbox rebuilt.
There is a thick file of receipts on file for parts ordered from SNG Barratt in the UK, dating from 216 to 2020.
After removing the engine and gearbox from the car it was decided that both should be rebuilt. The current owner always wanted to make his E-Type a more usable classic and after a long discussion with Mike Roddy and looking at the pros and cons of the various options, he decided to install a 5 speed Borg-Warner T5 gearbox. Additionally, a power steering conversion kit supplied by Vicarage in the UK was installed, ventilated front discs from a Series 3 V12 E-type were fitted and a modern air conditioning system was installed.
There is a complete write up on file of all the items that were replaced, rebuilt or upgraded. Essentially, everything from the bulkhead forward was rebuilt.
They also installed a new soft top on the car.
The car was finally completed in early 2025. There is a thick file of receipts and photographs from the restoration.
The end result is a stunning car, presented in the most magnificent and original colour scheme and, with its modern upgrades, very usable all year round.
At the time of photographing this car the odometer read 91,635 miles, confirming this car has had very little use since it was awoken from its long term slumber some ten years ago.
Jaguar E-Types carry colour very well and as result they look great it any hue. As you will see from the photographs, light blue looks absolutely stunning and it really suits the car. The dark blue interior and soft top complete the look. It is a very elegant colour combination for an E-Type and it makes you wonder why you dont see more of them in this colour scheme.
Even though the paint is now 7 years old, it still presents vibrantly with a strong depth of colour. It is in very good condition with only a few small imperfections visible if you look hard. The external trim on an E-Type is minimalistic and everything presents consistently well with the rest of the car.
At time of photographing the car one of the Lucas headlights had blown. This is evident in the photos, however, it has been subsequently replaced. The other lights and lenses on the car are all in very good condition. The glass is also in good condition.
All the bright work on the car is in very good condition, with the exception of the rear bumper. For some reason the chrome on the left hand side of the bumper as it wraps around the rear guard is hazy. The defect is not immediately obvious, but on closer inspection it is there.
The soft top on the car presents like new and the rear and quarter windows are all in excellent condition with no discoloration evident.
The hard top, which is a nice inclusion, has also been restored.
A set of five new wire wheels were purchased from Australian Classic Wire Wheels in August 2019. They are in excellent condition. The wheels are shod with Vredestein Sprint Classic tyres, size 185HR15 which are date stamped 0213 (week 2, 2013).
The interior was completely refurbished and it is therefore no surprise that it is in excellent condition. All of the dark blue upholstery presents beautifully and is totally fresh. The seats are comfortable and provide an excellent driving position. The ornate timber steering wheel is a feature and completes the look. The dashboard presents well and all the instruments are clear and appear to be in good working order. Behind the seats you will find the discreetly fitted air conditioning unit. It works well and blows cold air.
We were genuinely excited to get this new Jaguar E-Type out on road.
With the help of the choke the car starts easily from cold and then quickly settles into a smooth idle. You can back the choke off almost immediately and feather the throttle to warm the engine up.
One could almost time warp back to the Browns Lane factory in Coventry in 1970 as you get the car out on the open road. You could be on a road test for Autocar magazine! The only difference was that it is the middle of summer here in Brisbane rather than a bleak British winters day!
It was an early start, but it was going to be a hot day, so of course the soft top was down. The car arrived to us with its hard top on but that was soon removed.
Your first impressions are how good is the gearbox! With its short throw the gear changes are all precise and very smooth both up and down the box. Of course, this is what you would expect from a new gearbox, but we were still surprised by how well it suits the car.
Given the anticipation and excitement from using the gearbox, it was easy to take the overall drive of the car for granted. The engine is super smooth and incredibly responsive. It just wants to go! It is surprisingly quiet at idle, but when you put your foot down it really comes to life and it has a great exhaust note.
The car is tight on the road with no rattles or squeaks to be heard. It really feels like you are driving a new car. The power steering is also a real delight. It makes manoeuvring this E-type at low speed very easy, yet it still gives you all the feedback you need at higher speeds. At no point does it feel vague. The upgraded brakes, as one would expect, do their job very well and pull the car up quickly and in a straight line when needed.
This 1970 Jaguar E-Type Series 2 Roadster is a fabulous car! It is not a concours car, rather a beautifully restored example that with its sympathetic upgrades make it a more usable classic.
We have had the pleasure to sell many E-Types over the years and this one would have to be one of the best. As noted above, it wont win the concours, but it is guaranteed to turn heads everywhere it goes.
Unfortunately, the current owner has a medical issue and as a result has made the difficult decision to sell. He has enjoyed the journey to restore this car to the level it is at, but is of the view it needs to be used and enjoyed.
The car is therefore reluctantly offered for sale and it is immediately available for a fraction of the cost taken to restore it. Additionally, given the lead time to restore a car these days, this is a unique opportunity for someone to purchase a beautifully restored Jaguar E-type that is ready to go. You can get in it, turn the key and drive away.
Highlights:
- Factory right hand drive example, presented in a stunning and original colour scheme.
- Matching numbers chassis and engine.
- Sympathetically upgraded.
- Warranty on the engine and gearbox.
- Ready to use and enjoy.
Price: $249,950.
Background
The Swallow Sidecar Company was founded in 1922 by William Lyons and William Walmsley. Initially the companys focus was on making sidecars for motorcycles. Over the next few years the company slowly transitioned into coachbuilding. In May 1927 the company announced they would start making 2 seater bodies on Austin and Morris chassis and running gear. During the winter of 1928-1929 the company relocated to Coventry and continued to shift its focus from sidecars to cars. In 1929 they produced a one off car, a sleek open boat tail two seater.
In October 1931 at the Motor Show they produced their first prototype of what was to become the SS 1. It was powered by a six-cylinder side-valve engine of 15hp. The SS 1 was superseded by the SS 2 in 1932.
In 1934 Lyons formed SS Cars Limited to effectively take over the operation from Walmsley. The SS brand was quite successful, though their cars had a reputation for having more show than go.
The first open two seater sports car was introduced in 1935, the SS90. It was powered by a 2½-litre side-valve, six-cylinder engine and only 23 were made.
1935 was also the year the Jaguar name first started appearing on the SS cars.
In 1936 the company introduced one of the greatest pre-war sports cars ever, the SS Jaguar 100 which remained in production until the start of World War II. Like so many British companies production ceased during the war to free up resources to support the war effort.
One of the first things that happened after World War II was the renaming of the company. At a general meeting held on 23rd March 1945 the shareholders agreed to change the name of the company to Jaguar Cars Limited.
In 1948, at the London Motor Show, Jaguar introduced a car which really put them on the map, the legendary Jaguar XK120. The car caused a sensation, which persuaded Jaguar founder and design boss William Lyons to put it into production. The XK120 morphed into the XK140 and ultimately the XK150 and in total, just over 30,000 cars were built over 15 years of production.
In 1961, at the Geneva Motor Show, Jaguar introduced the E-Type, which like the XK120 all those years ago, took the motoring world by storm. The body styling was simply gorgeous and technologically the E-Type was an engineering masterpiece and it set new standards in all areas.
Whilst automotive styling is somewhat subjective, the E-Type is often ranked atop lists of the most beautiful cars and in fact it has been described by Enzo Ferrari as the most beautiful car ever made. And its not just about the looks as the E-Type is often at the top of other lists such as the best sports car ever built or the most significant cars. It is truly a motoring icon.
As a testament to the success of the E-Type, production evolved through three series from 1961 until 1974 during which time circa 70,000 cars were built.

1970 JAGUAR E-TYPE Series 2

A new arrival to Oldtimer Australia is this lovely, beautifully restored 1948 Bristol 400.
There is documentation on file that states that this particular example was completed on the 9th July 1948 and despatched to Messrs Commonwealth Motors Ltd in Melbourne on the 14th July 1948 together with three other cars. It was delivered in its current colour of light blue metallic. Sun visors were fitted to the car as an option and the spare wheel was mounted on the boot lid.
The car was sold to its first owner on the 16th March 1949. It was registered in Victoria as MY229. The car remained in continuous ownership for nearly six years. On the 1st January 1955 the car was sold to William Love. In his ownership the car was repainted Ivory. On the 1st June 1961 the car changed hands and found its way to South Australia. It was repainted back to its original colour of light blue metallic. The car was then sold on the 1st January 1963 by Para Motors in Adelaide to John Fleming. In Flemings ownership the car was registered in South Australia as HUM611. It was repainted again, this time in the Ford colour of port wine. Fleming traded his Bristol for an Aston Martin DB4 and on 1st March 1969 through a business by the name of Group Air. On the 1st January 1970, the car was sold and it found its way to Western Australia. On the 1st December 1970 the car was sold again, to John Milne, who returned the car back to its original colour.
After a colourful early life where this car travelled across Australia, passing through many different owners and changing colour a number of times, this wonderful Bristol has subsequently remained in continuous ownership for the next 48 years!
This car was acquired by the father of the current owner in 1977. He passed the car down to his son, who is the current owner of the car, in 1978. The car was used sparingly until 1987 at which time it was parked with the intention to one day restore it to its former glory.
This Bristol 400 remained in storage for the next 27 years and in 2014 it was then sent to O&S Sports Car Restoration and Mechanical Repairs in Cromer, NSW. They completely stripped the car and started the restoration. In August 2015 the owner decided to send his partially restored car to Bristol specialist Sebastian Gross in Kendall on the mid north coast in NSW. The restoration was a major undertaking and finally in 2019 the car was back on the road. There are detailed invoices and a photographic record of the restoration on file, which confirm the extent of the work completed.
Whilst the owner of the car lived in Perth, he chose to keep the car in NSW. He came across to the east coast regularly and when possible got to use and enjoy his Bristol. He was a regular attendee at Bristol Club events and most notably took the car to Noosa for a national rally organised by the Bristol Owners Club of Australia from the 28th of April 2019 until the 5th of May 2019. The car was very well received and it won the trophy for the Best Restoration against some stiff competition.
The current owner is moving overseas and has reluctantly decided that it is time for his beloved Bristol 400 to pass on to its next custodian. He had to have one last hurrah with the car and took a week to drive it from Kendall, NSW up to Noosa, QLD, finally dropping it off at our private showroom in Brisbane.
As they say . . . a picture is worth a thousand words and the photos of this car do exactly that! This is a very well presented car. The light blue metallic colour really suits the car and it accentuates the art deco style flowing lines which give it a cohesive, almost sculpted appearance. Generally the paint is still in very good condition. It has retained a strong depth of colour with a high gloss finish. Upon closer inspection there are a few minor imperfections consistent with a car which has been used and enjoyed. The most noticeable defect is some orange peel visible on the left rear quarter panel. The external trim, with its subtle chrome accents around the grille, window surrounds and bumpers provide just enough contrast without overwhelming the cars clean lines. It is all in very good condition and presents with nice lustre. The badges are also similarly well presented. The glass is all in a good condition with no scratches, chips or cracks evident.
The unique steel wheels are clean with no kerb rash evident. They are shod with Michelin X tyres, size 5.50R16. These tyres are date stamped 2917 (week 29, 2017) and are still in a good condition. The hubcaps with the Bristol logo are a real feature and in a good condition.
Opening the large rear hinged suicide doors reveals a wonderfully inviting interior. The beige and brown upholstery combination is particularly appealing, providing a warm and sophisticated contrast to the light blue paintwork. The overall effect is both harmonious and elegantly understated. The seats are surprisingly comfortable and provide ample support. The leather is in a very good condition with no damage or any sign of wear present. The rear seats have probably never been used.
Once youve settled in behind the large steering wheel, your attention naturally turns to the dashboard. As part of the cars restoration, a new dashboard was crafted from African cedar and it still presents beautifully today, appearing as fresh as the day it was installed. The instruments are crisp and clear, with everything functioning as it should on our recent test drive. Even the radio is operational. The roll down blinds are a sophisticated touch and were particularly fond of the charming semaphore indicators, which are in perfect working order.
The bonnet on a Bristol 400 is split down the centreline and opens from both sides, allowing access to the engine bay from either side of the car. This design not only reflects the craftsmanship of the era but also helps maintain the smooth, flowing lines of the body when closed, preserving the cars elegant, aerodynamic profile. Under the bonnet the engine bay is neat and tidy and this is also where you will find the toolkit and a foot pump. The same can be said for the boot, where everything is clean and well presented. The jack is mounted on the bulkhead at the rear of the boot. Importantly, the Enots 'one shot' lubrication system is present and in working order.
This is a very well sorted car and therefore it is no surprise it also starts easily, even from cold. Once the 2.0 litre six cylinder engine fires, it quickly settles into a smooth, steady idle. With these older cars it is best to allow the engine a little bit of time to warm up. It doesnt take long before we are able to select first gear and are out on the open road. The Bristol 400 is not a sports car, rather it is a gentlemans express with a sporting edge and it needs to be driven that way. Driving the Bristol 400 is about elegance and presence, not outright speed. It encourages a relaxed, attentive style of driving where you savour the engineering, the handcrafted details and the smooth ride. Its the kind of car that turns heads wherever it goes and makes every journey feel like a special occasion. Quite incredible for a car built almost 80 years ago!
Once on the road, the car moves with composure, rewarding gentle throttle inputs rather than aggressive acceleration. The engine sounds fabulous with rorty exhaust note. The gear changes are smooth and precise both up and down the box. The car handles well. It feels composed and predictable around corners, with a steering thats accurate but not overly heavy, making it comfortable for longer drives without feeling disconnected from the road. The brakes are effective, pulling the car up quickly and in a straight line when needed. They require a firm, confident touch, as is typical of cars from this period, but respond reliably.
As mentioned earlier in this write up, the current owner is moving overseas and has decided its time for someone else to enjoy his beloved Bristol 400. This is a very well sorted car which you can just enjoy the way it is. We would repair the paint blemishes on the left rear guard, which would return this car to near concours condition.
It is understood that almost 500 Bristol 400s were built between 1947 and 1950. According to records from the Bristol Owners Club of Australia, there were originally 94 Bristol 400s exported to Australia when the model was new. It is thought that perhaps as many as 50 of those cars still exist today, however, it would be hard to find a better example than this car.
Accompanying the car is a good history file with receipts and photos of all the work completed during the restoration. There is also a spare wheel, tool kit, jack and a foot pump.
Highlights:
Australian delivered, factory RHD example.
Known ownership from new.
Restored by marque experts.
Presented in its original and stunning colour combination.
Beautifully presented car that is just a delight to drive.
Price $ 99,950.
Background
The Bristol Car Company has a rich and fascinating history. Its origins date back to the Bristol Aeroplane Company (formerly The British and Colonial Aeroplane Company) that was founded in February 1910 by Sir George White, chairman of the Bristol Tramways and Carriage Company, along with his son Stanley and his brother Samuel, to commercially exploit the fast-growing aviation sector. The Bristol Aeroplane Company developed into a British industrial powerhouse and they built some of the worlds most technologically advanced aeroplanes. Some of the most well-known and successful aircraft built by Bristol were the Bristol F2 Fighter (used during World War I), the Bristol Bulldog and the Bristol Beaufighter (used during World War II).
Following the First World War the British aircraft industry suffered a dramatic downturn and subsequently significant financial challenges. In an endeavour to keep its workforce employed the Bristol Aeroplane Company undertook the manufacture of a light car, the single seat Bristol Monocar which was powered by a motorcycle engine, the construction of car bodies for Armstrong Siddeley and bus bodies for their sister company, Bristol Tramways. The company survived, but times were tough.
Aircraft manufacturing ramped up again with the outbreak of the Second World War, however, management had learned that they must plan for the future. It is understood that discussions started as early as 1941 to establish a post war car manufacturing division. Bristol began working with AFN Ltd, makers of Frazer Nash cars and British importer of BMWs before the war, on plans for a joint venture in automotive manufacturing. What ultimately eventuated was that the Bristol Aeroplane Company took over AFN Ltd and established its car manufacturing division, Bristol Cars. A purpose built factory was constructed at Filton Aerodrome, near Bristol.
The first Bristol was designated the 400 and not surprisingly given the Frazer Nash and BMW connection it was based on a BMW 326 chassis with BMW 327 styling. The engine, whilst built by Bristol, was also based on a BMW 327. The first prototypes were built in late 1946, however, the car was formally introduced at the 1947 Geneva Motor Show.
The car was a great success for Bristol and almost 500 examples were built through until 1950. This included 17 Drophead Coupes with coachwork by Pininfarina.
In 1949 Bristol introduced successor to the 400, the 401, which was designed and bodied by Touring of Milan in Italy. The new model was aerodynamically sleeker and featured superleggera construction with an aluminium body over a steel frame.
As a result the car weighed significantly less and its performance was greatly enhanced. Bristol was gaining a reputation for building technologically advanced motor cars that were luxurious, very reliable and offered genuinely exciting performance on the road. Their cars were not cheap and as a result they remained somewhat exclusive. Buyers of new Bristols back in the day were typically wealthy businessman who wanted a car to stand out in a crowd. They also wanted a car they could drive and enjoy and many Bristols were used for hill climbs and weekend motor racing.
Bristol developed the 450 specifically for motor racing and it made its debut at the 1953 Le Mans 24 hour race. Two cars were entered in the race, however, they both retired with engine failures after about 10 hours. Bristol returned to Le Mans in 1954 and entered three cars, with uprated engines and improved aerodynamic bodywork. In contrast with the previous year all three cars finished the race, coming home in first, second and third place in their class and seventh, eighth and ninth overall. Their performance also earned Bristol the team prize. Bristol returned to Le Mans again in 1955 and again performed exceptionally well achieving the same results as in 1954. The race became famous for the wrong reason when a major accident resulted in debris flying into the crowd killing 83 people and injuring many more. Following this race a number of manufacturers, including Bristol, retired from motor racing indefinitely.
Subsequent road cars included the 403 (1953-1955, 287 cars built), which was a further development of its predecessors, the 404 (1953-1958, 52 cars built), the 405 (1953-1958, 308 cars built and the 406 (1958-1961, 174 cars built).
Bristol Cars was sold after its parent company joined with other British aircraft companies in 1960 to create the British Aircraft Corporation (BAC), which later became part of British Aerospace.

BRISTOL 400

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

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