One of Salon Privé London‘s key features is its ‘Concours de Vente’, and this returns for a third year at the Royal Hospital Chelsea. The concept is simple: a traditional judged concours event, but with the bold innovation that here every classic car on display is uniquely available to purchase, if you can afford it of course.

It’s pretty unique in the car show calendar. Why do we call it unique? For two reasons: first, because at a conventional concours it’s strictly forbidden to enter a car that’s ‘for sale’; and second, because Salon Prive London’s event excludes privately owned entries.

Only established classic car dealers are invited to present the pick of their inventories, competing for the coveted Prix d’Honneur. Whilst the event is indeed a competitive showcase, the shows patrons have the opportunity to acquire any of the entries in the Concours, there and then.

Once again in 2024 there were a carefully curated selection of over 75 rare and exotic classics for guests to admire, inspect and potentially make their own. The grand finale was the closing parade and prize-giving ceremony, where several other awards are presented, including the ever-popular Pensioners’ Choice and People’s Choice.

Here were my favourite 10 cars in order of which cars I’d like to own/ drive, etc.:

As any regular followers will know, it’s always very difficult to narrow down to just a selection of 10 cars, when there are hundreds of cars on display.  I have done my best here to highlight my favourite 10 cars, based on the cars that I would most like to own/drive, if money was no object.  I have placed the cars in order with my favourites highlighted first.  Do let me know if you think my car order is wrong, as we always like to hear your thoughts.

1957 Mercedes-Benz 300SL Roadster

• Meticulously restored over 3,500 hours by Hilton & Moss in Anthracite Grey with Red leather upholstery

• Recent maintenance performed by Martin Cushway Engineering

• Offered from a decade of single ownership

• Previously showcased at Salon Privé in 2017

The Mercedes-Benz 300SL Roadster (‘300’ for size of engine (2,996cc unit; ‘SL’ for ‘Sport-Leicht’ or lightweight sports), produced from 1957 to 1963, is the convertible version of the iconic 300SL Gullwing coupe. It features a sleek design, powered by a 3.0-litre inline-six engine with innovative fuel injection technology. Fitted with the 3.89 axle ratio, this 300SL Roadster produces around 225 horsepower. With a top speed of around 140 mph and a 0-60 mph time of around 7.5 seconds, it offered impressive performance. A 3.89 axle ratio offers several advantages, including improved acceleration, enhanced low-end torque for towing or hauling, better fuel efficiency, reduced engine wear, and quieter operation during highway cruising. The 300SL Roadster is celebrated for its design, engineering, and performance, remaining highly prized among collectors with around 1,858 units built it was a real success story for Mercedes-Benz.

The open-top sibling to the 300 SL ‘Gullwing’, introduced several technological innovations now commonplace in the automotive industry, including fuel injection and a lightweight tubular-frame chassis. Following the end of Gullwing production, Mercedes-Benz continued to refine and advance the platform with the 300 SL Roadster, establishing a benchmark for open-topped performance cars with the addition of a highly revised rear axle over the ‘Gullwing’ incorporated low-pivot swing axles. Reshaping automotive excellence in its era, this model still captivates with its pace, refinement, and vigour almost 70 years later.

This particular example that Hilton & Moss is pleased to bring to market, was registered in July 1957 and initially dispatched to the United States. More than 80% of the SL’s total production was shipped to the United States. This 300 SL Roadster was among approximately 30 units originally finished in Strawberry Red metallic paint. By 1990, it had returned to Germany under the care of Erik Schwanke of Wachterg, who commissioned a restoration in 1993. Photographs from 1994 depict the car in Silver-Grey with a Red leather interior. Subsequently, the car changed hands multiple times, undergoing mechanical enhancements and rebuilds, including the rear axle, engine, and clutch.

Owned by Wolfgang Schleinitz of Wildeshausen from 1998 to 2008, the car underwent a gearbox rebuild in 2006. In 2008, it was acquired by collector Nikkolas Benopoulos and relocated to Greece before being sold in 2013 and imported to the UK by its current owner.

Upon arrival in the UK, the car underwent a thorough restoration by ourselves at Hilton & Moss, involving 3,500 hours of meticulous labour. The restoration aimed to rectify flaws from the previous restoration. Finished to the customer’s dream specification of period-correct Anthracite Grey (DB 172) with a striking Red leather interior, the car’s aesthetics were revitalised and presented beautifully. Following the restoration, the car was exhibited at Salon Privé in 2017, earning a trophy in its class.

Detailed invoices indicate a comprehensive 500-mile shakedown test by Hilton & Moss in 2016, along with servicing by specialists in 2017 and 2018. The car’s most recent service, conducted by Martin Cushway Engineering in March 2020, has been followed by minimal mileage accumulation, totalling just under 250 miles. Consequently, the car remains in exceptional condition throughout.

On the road, the 300 SL Roadster delivers impeccable performance, with smooth acceleration, seamless gear changes, and a refined engine note. Its advanced road manners, even by modern standards, underscore its enduring appeal, making it a favourite among collectors and enthusiasts for long-distance touring. Moreover, the car offers not only an engaging driving experience but also comfort and practicality, boasting ample luggage space for extended trips.

This impeccably restored 300 SL Roadster, with its tasteful aesthetics and exceptional performance, promises to impress any discerning enthusiast while exuding timeless elegance and sophistication.

Just stunning. We loved this car. For sale on the day for £1.2 million.

Here’s our walk around this wonderful, beautiful and timeless work of art (below).

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1970 Lamborghini Miura P400 S

One of my favourite cars of all time. Love the two tone colours. Black and gold just works.

The Lamborghini Miura can be credited with creating the supercar as we know it today; a car that so radically changed car design in the late 60s, that its influence can still be seen in the design of some of the modern hypercars we see currently released. 

The appearance of the Miura P400 prototype on the Lamborghini stand at the 1966 Geneva Salon changed the automotive landscape forever. It was quite simply unlike any production car that gone before, both in its appearance and its construction and it introduced a design language that has dominated the supercar ethos for the past 50 years

Aside from its aesthetic appeal, the engineering underneath its skin was remarkable, with a steel monocoque and transverse-mounted 4.0-litre V12 engine making it the fastest production car of its day. Perhaps the most extraordinary part of the Miura was not its looks or performance, but the fact that this legendary car was the creation of four of the greatest engineers and designers all in their relative youth: Marcello Gandini, Gian Paolo Dallara, Bob Wallace, and Giotto Bizzarrini.

The original model enjoyed a production run of 275 units, before a revised Miura P400 S was revealed in 1968. Visual adjustments for the P400 S were relatively minor, with a revised Bertone badge and the use of chrome on the headlight bezels and window trim constituting the more obvious exterior refinements. The interior brought broader changes, though, with improved upholstery options, a revised switch layout on the roof, the addition of power windows, and optional air conditioning, a first for any Lamborghini. The 4.0-litre V12 remained essentially unchanged from the original P400, yet the camshafts and tuning were modified to develop an improved 370 horsepower, which was capable of propelling the car to a top speed of 170mph. Just 338 P400 S Miuras were produced between late 1968 and early 1971.

This Miura S is a very late production example, rolling out of Sant’Agata on the 28th August, 1970 as the 550th Miura built. The car was sold new Voitures Paris Monceau and was originally specified in Rosso Corsa with black leather interior and the rare Borletti air-conditioning option. In 1970, it was registered in the South of France in the Alpes Martimes region. The Miura Register next records it in Belgium in 2002, indicating 70,000 kilometres. Around October of 2003, it had received a chassis restoration and wider nine-inch SV rear wheels. In late 2012, it was sold to the United Kingdom where it has remained since.

From February 2014, the Miura was treated to a comprehensive restoration with Barkaways with the objective to restored the car to Concours standard. The car was completely stripped back to bare metal and repainted in a timeless Black and Gold colour scheme. Works previously carried out included a major engine and gearbox rebuild, with Barkaways taking care of the refurbishment of all mechanical components including brakes and suspension. The interior was completely re-trimmed in black as per factory specification. The project was on going for two years with each stage of the restoration being been recorded and photographed.

Since then, the car has been enjoyed thoroughly and has been displayed at various Concours d’Elegance events around Europe as well as attending the Miura’s 50th Anniversary celebrations hosted by Automobili Lamborghini with a tour commencing at the Lamborghini factory and sweeping through the achingly beautiful Tuscan Hills. In 2018, the car was sent back to the Lamborghini factory where it underwent a full wiring reconstruction. It maintains an extensive history file documenting original specification, previous ownership and the full recent restoration process. As would be expected after such works, the car presents superbly and is a joy to drive.

With a useful increase in power and refinements throughout, while remaining close to the original ground-breaking design, many Sant’Agata faithful consider the ‘S’ variant to be the definitive Miura. This late production example is a lovely car that will always be admired and desired, and it will undoubtedly provide for years of exciting ownership. On the day this car was for sale by Joe Macari. £POA of course.

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1988 Ferrari 288 GTO

Supplied new via agents Crepaldi Automobili Milano – Concessionario

One of only 272 examples ever produced

Complete with original factory issued GTO books inc. stamped service book

Ferrari Classiche Red Book Certified

Fitted with factory air-conditioning

Continuous history from new

Full service just completed by Ferrari London

Presented throughout to the highest standards

2024 mark’s the model’s 40th Anniversary

One of the final Ferraris produced in Enzo Ferrari’s lifetime

In the automotive world, there are few letters more evocative than GTO. They are synonymous with some of the greatest performance cars of all time but are most commonly associated with one of the world’s most evocative brands – Ferrari. The first Ferrari to don the GTO brand was the 250 GTO in 1962 which is a car that for decades has been setting sale records as the world’s most valuable car. Ferrari wouldn’t use these letters again until 1984 and the introduction of the legendary 288 GTO.

The 288 GTO represented Ferrari’s first major steps into turbocharging its fastest models, largely thanks to the incredible engineering of Nicola Materazzi. Beyond quickly becoming one of the world’s fastest and most impressive supercars, the 288 began a lineage of halo Ferrari supercars that continued through the F40, F50, Enzo and most recently the LaFerrari. These cars are among the most desirable Ferraris in the world and they all owe their existence to the rarest of them all, the GTO.

Beyond its astonishing performance credentials, the 288 GTO manages to not just be a track weapon, but a surprisingly capable GT car with far more creature comforts than its successors would ever have. A radio, air-conditioning and electric windows are among the features offered, making them incredibly useable, a breath of fresh air in the often exotic if usually compromised world of supercars.

Being one of just 272 examples of the legendary GTO ever produced, this car represents an incredibly rare opportunity to acquire such an important, coveted thoroughbred. Rolling off the factory line in August 1985, this stunning, highly-equipped example that we are honoured to present comes with features including electric windows, factory air-conditioning for added luxury for both driver and passenger comfort and Kenwood radio cassette, not that a radio is necessary when an Italian turbocharged orchestra is playing behind you.

Supplied new via agents Crepaldi Automobili Milan, this example remained in its Italian homeland for the next 13 years of its life before navigating over the Alps and crossing the Channel – making a new home in Great Britain, where the car has resided for the past 26 years. This 288 has been known to DD Classics for just under ten years when the car was acquired by its most recent owner. In his ownership, it formed part of a phenomenal collection of some of the world’s most desirable automobiles.

Presentation throughout is to the highest standard of quality, millimetre perfect fitment of all panels, mirror finish coachwork – flawless factory Speedline three-piece alloy wheels with the factory engravings still clearly visible (a critical detail). Cars of this standard and quality rarely become available, let alone cars of such rarity, significance and desirability.

On file:

Embossed owner-driver handbook wallet

Ferrari Classiche Red Book documentation

Original factory issued GTO service booklet

GTO owner-driver’s handbook

Italian registration

Original purchase invoice

2024 marks 40 years since the legendary 288 GTO was first unveiled at the 1984 Geneva Motor Show, the company’s first ‘homologation special’ supercar. Masterfully engineered by Nicola Materazzi whose work was complimented by the excellent eye of one of the world’s greatest car designers, Leonardo Fioravanti who up to that point had already created some of the world’s most beautiful cars such as the 206 (and 246) Dino and the Ferrari Daytona. Today the GTO has just as much presence and importance as it did all those decades ago, perhaps even more considering the how famous the car has become. What better way to mark this 40th anniversary milestone in the 288 GTO’s history than to acquire one of these incredible prancing horses. Offered for sale for the first time in ten years DD Classics are proud and delighted to be able to present this astoundingly special car that represents one of the final masterpieces produced in the golden age of Ferraris.

£POA of course.  However I asked the dealer and was informed £3.3m.  I’ve well and truly missed the boat in that car then.  Doh!

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1990 Ferrari F40 GT

The Ferrari F40 was announced in the summer of 1987 as the ultimate supercar of its generation. The last car unveiled by Mr Enzo Ferrari himself, before his death a little over a year later, it was named to celebrate his recent 40th anniversary as a car maker. With a race-developed twin-turbo V8, aerodynamically perfected carbon fibre coachwork, and a spartan interior that substantially minimized weight there was little surprise when Ferrari decided to take the F40 racing.

The necessary tuning and modifications were entrusted to Giuliano Michelotto, whose work on the Lancia Stratos rally cars and the Ferrari 308 IMSA cars had earned him due praise. Michelotto’s conversions packages of standard F40 examples into so-called F40 GT specifications were then sold by the factory to privateer racers. The GT modifications proved to be a forerunner to more purpose-built racing versions, such as the F40 LM and the F40 LM Evolution.

It is believed that just nine examples of the F40 were treated to Michelotto’s CSAI-GT upgrade and all cars featured uprated engines, larger F40 LM Brembo brakes and F40 LM cooling ducts, lighter carbon fibre front and rear clam shells, racing uni-ball rose jointed suspension, F40 LM wishbones, fully adjustable anti roll bars, wider CSAI-GT wheels and many other subtle modifications.

The F40 GTs were campaigned by privateer clients in the Italian GT Championship and raced to great success, as such, they remain prized today as a unique club-racer iteration of one of the brand’s most significant flagship models.

This particular example was built in 1990 and collected directly from the factory in Maranello by Pierre Alexander Popoff, a close friend of Enzo Ferrari who was also responsible for designing the Mugello racing circuit in Italy. A prominent member of the Ferrari Club Italia, Popoff desired to race in the inaugural 1992 Italian GT Championship. Initially his F40 was prepared for racing by Adriano Nicodemi, although that responsibility soon passed to the highly respected Michelotto, who built it to CSAI-GT specifications. Popoff would go on to compete in a total of 27 rounds of the Italian GT Championship over three seasons from 1992 to 1994, resulting in seven podium finishes and two outright victories as well as a remarkable 85% finishing record.

Around this time, the F40 GT was featured in Sergio Cassano’s definitive book on the racing F40s, F40 Da Corsa. It was also later depicted in Ferrari expert Keith Bluemel’s book Ferrari F40. Returned to road-car specifications, the F40 was imported to the United Kingdom in 1998 where it has resided ever since.

In 2013, with the close collaboration of the original owner’s son, Andrea Popff, the car was carefully and sympathetically converted back into its 1993 racing configuration. While this included replicating the original race livery, and re-installing the period Brembo competition brakes, racing exhaust system, and the rare 17-inch magnesium wheels, the owner chose to keep the road-specification suspension to provide a more forgiving ride quality.

The car is offered with an extensive history file documenting its impressive life including copies of the Italian registration documentation, confirming Popoff’s ownership, and over 150 images of the car competing in the Italian GT Championship. Also included in the file are UK MOT’s, servicing history from UK Ferrari specialists along with copies of correspondence with Michelotto in period. Also accompanying the car is a beautiful three-piece F40 Schedoni luggage set.

The car has also been awarded red-book Classiche Certification confirming that it retains its matching numbers chassis, engine, gearbox and body. This beautifully presented F40 GT claims important ownership provenance and a successful three-year career in period Italian racing, as well as fastidious recent maintenance and an extensive history file. It represents a special opportunity to own one of the very few competition F40s and would be a fantastic addition to any collection. For sale by Joe Macari.

£POA of course, but in the £ millions.

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1934 Bentley Barnato Hassan

Wow. Just look at this beauty. I would so love to drive this beast. This historic car is part of a collection of 5 vintage Bentleys for sale at £17m, yes million pounds. You can only buy this 5 car collection together from Vintage Bentley. Article coming soon on these cars.

Built for the Ex-Chairman of Bentley Motors, Woolf Barnato, by the legendary brilliant Bentley Engineer Wally Hassan, this racer’s sole purpose was to take the outer circuit lap record at Brooklands. Developed and raced from 1934 till 1938, the Barnato Hassan Bentley competed in 25 races and broke the circuit record several times, ultimately with an unofficial lap of 143.11 mph in September 1938, before moving into storage for the War.

With only 4 owners of note since the War, after a brief period converted to a 2 seat road turned to single seater format for Keith Schellenberg who competed with the car for 54 years. The last and current owner has had the car fastidiously restored over a 10 year period, to its exact lap record setting configuration, from its heyday at Brooklands. How cool is that. History right there.

Some cool facts:

The fastest Vintage Bentley engined racing car made in period – achieved 150+mph.

Fantastic continuous provenance throughout its life with a huge amount of documentation.

The car retains its original chassis and 8 litre engine and also comes with its later 2 seat body. A new engine has been built and is fitted for active use, enabling the preservation of the original unit.

Road registered as MPE 10, which is still assigned to the car.

With 4 owners in the last 84 years, this is a very rare opportunity to become the next custodian of this legendary racing icon, the definitive Brooklands Bentley and the ultimate period Bentley engined racing car.

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1982 Lamborghini Countach LP400 S

There is cool and this is super cool.

For sale by Furlonger who are known to have handled the purchase and sale of dozens of Countachs over the last 20 years, including anything from LP400 Periscopos up to 25th Anniversaries. Their workshop has been entrusted with maintaining and restoring numerous special examples, some of which have been awarded class wins at renowned concours events. This astonishingly rare UK right-hand drive LP400S, chassis no.1121485 is one of circa 19 examples built in right-hand drive by Lamborghni S.p.A. and is arguably one of the very finest in existence.

Chassis no. 1121485 was delivered new via Portman Lamborghini (Sole UK concessionaires) in June of 1982, optioned in White. Naturally, the car changed hands in quick succession before being sold to its fourth keeper in June 1984, a Mr. B. Toorani. Residing in Buckinghamshire, Mr Toorani cherished the Countach, using it sparingly and strictly in warm, dry conditions. The Countach’s maintenance was entrusted to Portman Lamborghini, evident from the many invoices filed in the car’s extensive history file. By 1990 the Countach had accumulated circa 11,000 km and was then placed into storage. Mr Toorani would continually have the car serviced while in storage, using Portman and then Lamborghini Great Britain LTD. Despite accumulating just a few hundred kilometres each year (at the very most), Mr Toorani would spare no expense in having the Countach regularly serviced and maintained to the highest standard. In 2014 the car underwent a major service at Lamborghini London, with a recorded mileage of just 13,750.

After 30 years of ownership, Mr Toorani parted ways with this LP400S, when it was sold via auction to a collector and long-standing Furlonger client. Shortly after taking ownership the Countach’s newest custodian made the decision to have the car comprehensively restored. Commissioned to Mike Pullen of Carrera Sport, a marque specialist and name synonymous within the Countach enthusiast realm, the restoration of chassis no.1121485 would be meticulously executed over two years. Upon completion, the car would again be used sparingly by its fastidious owner, covering just a few hundred kilometres.

In 2017 this LP400S was entered into Pirelli’s Prestige & Performance Competition at Blenheim Palace 2017, where it was awarded best in show.

The Lamborghini Countach has remained an undeniably collectible and desirable supercar that has recently become the focus of many collectors and enthusiasts, with so few in circulation and even more so in the UK. The LP400S is an astoundingly rare Countach with circa 238 being built in total over the course of 3 different series, of which just 83 examples were LP400S3 (the last of the 3). It is believed that a mere 19 were configured in right-hand drive and this was the very last one built. Chassis no. 1121485 poses an exciting opportunity to purchase a beautifully restored, award winning LP400S, with an exceptionally well documented ownership and maintenance history, low mileage, and striking colour combination.

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1967 Lamborghini 400 GT 2+2

Introduced at the March 1966 Geneva Salon alongside the Miura, the Lamborghini 400GT 2+2 was altogether more refined than its mid-engined sibling. Derived from that of its 350GTV and 350GT / 400GT predecessors, the front-engined model’s tubular steel chassis was designed by Giampaolo Dallara. Boasting all-round independent coil-over suspension, front / rear anti-roll bars, worm and nut steering and four-wheel disc brakes, it endowed the 400GT 2+2 with class leading dynamics. Remarkably self-assured, its Carrozzeria Touring-sculpted steel bodywork was in marked contrast to the Miura’s ‘look-at-me’ Bertone styling. While both cars shared the same Giotto Bizzarrini conceived 3929cc ‘quad-cam’ V12 engine, it was the nominal four-seater that was arguably the more rewarding drive. Though, with a reputed 320bhp and 262lbft on tap road testers still found the heavier machine capable of 0-60mph in 6.6 seconds, 0-100mph in 16.0 seconds and 155mph. True to Ferruccio Lamborghini’s original goal of making a car that was not only the performance equal of a Ferrari but its superior in refinement and quality terms, the 400GT 2+2 featured a new five-speed manual gearbox (incorporating baulk-ring synchromesh even on reverse) and differential. Manufactured in-house these transmission components replaced ZF and Salisbury units respectively.

Reviewing the model on April 20th 1967, Autocar judged it to be “better than all the equivalent exotic and home-bred machinery in this glamorous corner of the fast-car market” before concluding that “to achieve this level of performance without noise, fuss, temperament or drama is an achievement; in the time taken for development, it is nothing short of sensational”. Perilously close to the Ferrari 275 GTB/4 in price terms (£6,444 vs. £6,516), the Lamborghini 400GT 2+2 remained in production until 1968 by which time some 224 are thought to have been made. However, just fourteen of these were reputedly to right-hand drive specification.

Pre-dating the first factory-built, right-hand drive Lamborghini (which was also a 400GT 2+2), chassis 01225 is among a quartet of cars that the marque’s UK concessionaire, Mitchell & Britten, entrusted to Hooper & Co for conversion from left to right-hooker configuration. Indeed, some cite Hooper’s success as an important factor in Lamborghini deciding to follow suit. Initially road registered as ‘SUC 683F’, the Gran Turismo was reputedly supplied new to the renowned engineer, Brian Morgan. Grandson of the man responsible for constructing the Blackpool Tower and father of F1 and Indycar powertrain supplier, Paul Morgan (the ‘Mor’ of Ilmor Engineering), Brian was serving as the Managing Director of Benton & Stone at the time. Quizzed by Motor Sport magazine, alongside Earl Howe and Peter Hampton, regarding the pros and cons of owning an Italian thoroughbred for their March 1968 issue, Morgan’s replies were summarised thus:

“He had been drawn to the Lamborghini because of its sophisticated four-cam V12 engine, which appealed to him as an engineer. He had also heard that Sig. Lamborghini was personally interested in the car manufacturing project, and he knew from experience that in such cases a better product was likely. He has not regretted the choice: the car is used every day for commuting to work in Birmingham and has given no trouble at all. Brian Morgan never keeps a car more than three years, a maxim that was difficult to stick to when it came to selling his Bentley Continental R-type. He had never owned a proper GT car, and the choice of a Lamborghini was made after consulting enthusiasts like Peter Hampton, Denis Jenkinson and “Steady” Barker. What he likes about the car it is absolute lack of fussiness; there are no signs that it ever runs rich, even in the worst traffic jams. This was perhaps what surprised Mr. Morgan so much, for he had fully anticipated the exhilarating performance.

If he had any criticisms of the car, it would be of the standard headlights, which were just not up to the job. After borrowing a whole variety of lights and trying them, the problem has been overcome by fitting main beam Cibié and dipped beam Lucas lamps. He would also rather have a larger boot with the car as a pure two-seater—the rear passenger seats are too small to be used properly to any extent. The car has been serviced once, and this expeditiously by the English concessionaires, Mitchell and Britten”.

True to his word, Brian Morgan is understood to have sold the 400GT 2+2 to Derbyshire-based construction magnate Ivan Davis Esq. during 1971. Re-registered as ‘DFG 9’ and taken off the road some eleven years later, the Lamborghini shared its lodgings with a Ferrari 365GT4 2+2 plus a variety of Rolls-Royces and Bentleys. Purchased by the vendor from the Davis family via our November 1998 Buxton auction, the 400GT 2+2 was found to be in exceptionally original condition.

Although, the earliest service record on file dates from September 1971 at 6,920 miles, the seller is extremely confident that the current odometer reading of 27,950 miles represents the total covered from new. As well as the exceptionally well preserved, ‘time warp’ interior, the Lamborghini pleasingly retains such fragile details as the original FIAMM stickers on its air cleaners. Examination of the transmission tunnel reveals evidence of where the factory had previously located the handbrake lever (Hooper fabricating a neat cover). Conscious that ‘DFG 9’ was original even down to its windscreen glass, the present owner has enjoyed having it on (essentially) static display as part of his impressive collection for the past twenty-six years. Aside from refreshing the tired paintwork via a bare metal respray which revealed no trace of major corrosion or accident damage, he has had the Borrani wire wheels refurbished and some minor brightwork improved. A highly accomplished engineer, including time served at NASA, the vendor has got the fabulous ‘quad cam’ V12 running to his satisfaction in addition to renewing the clutch and master cylinder. Much of the rest of chassis 01225 would be familiar to anyone who helped assemble it at the Sant Agata factory.

Quite possibly the most original, RHD 400GT 2+2 extant, ‘DFG 9’ is worthy of close inspection and a place in another significant collection. An unrepeatable opportunity to acquire a low owner, low mileage, ‘rare as hen’s teeth’ V12 Lamborghini. Need we say more? Beautiful. For sale at £467,500 by HH Auctioneers.

Here’s a video on the car (below).

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1955 Jaguar D-Type Short Nose

For sale by Fiskens.

Customer D-type with U.S. privateer race history 

Special 3.8L wide-angle “5-series” Cunningham engine

Important restoration by CKL with full report 

Appearances at Goodwood and Salon Privé

Current FIA HTP papers valid though 2033 

An excellent short-nose D-Type, the subject of fascinating and well-documented restoration works by marque experts CKL, poised for a fresh return to events after sixteen years in a discreet private collection.

XKD 523 was dispatched from Coventry on 22 November 1955, exported to the United States and distributed through Max Hoffman of New York. Initially retailed by Jack Pry Limited to Roberts Harrison for $7,950, she was shortly thereafter resold to Walter Huggler of St. Davids, Pennsylvania, beginning her U.S. privateer history with a win in her debut race at the Convair Field of Allentown, Pennsylvania, in August 1956.

Also racing at Watkins Glen and Harewood Acres, she was entered with Huggler in the glamourous Governor’s Trophy at Nassau in 1956, alongside the likes of Alfonso de Portago, Phil Hill, Carroll Shelby, and Stirling Moss – a colour photograph survives showing XKD 523 in race number 96 with Moss in his Maserati 300S.

According to a letter on file, next owner Joe Grimaldi acquired XKD 523 from the garage of works Cunningham racer John Fitch, with the engine apart after an act of sabotage at Nassau. A drag racer before he turned 21, Grimaldi recounts further adventures in U.S. club racing at Bridgehampton, Lime Rock, Meadowvale and Watkins Glen, among famous personalities like Briggs Cunningham, Alfred Momo, Augie Pabst, and again John Fitch, who did some laps in the recommissioned D at Lime Rock.

After damage to Grimaldi’s race engine in a speed record attempt at Daytona Beach, Grimaldi had a Chevrolet V8 installed, competing occasionally in “regionals” through 1960. After getting married and with “no money at all,” Grimaldi’s racing petered out and XKD 523 was sold to Jeff Millstein in 1965, who worked in advertising at a Madison Avenue firm and apparently enjoyed significant clout with Jaguar. Millstein carried out one of the earliest D-Type restorations anywhere, sourcing new parts from Jaguar itself on favoured terms, according to fascinating documentation on file, including a letter from Jaguar Chairman William Lyons himself. Crucially for understanding her history these works also included a new factory front subframe to replace the original modified to accept the V8, and reinstatement of a Jaguar engine.

On a D-Type, this of course was the distinctive arrow-shaped tubular frame secured to the front and rear bulkheads of the monocoque and mounting the engine and front suspension like an aircraft nacelle – importantly stamped with the chassis number. So while the continuous history and the vast majority of original components remained with the Millstein car, in the 1970s the original front frame stamped XKD 523 was sold away by a later owner, and eventually built up by Lynx into a tool-room copy in the 80s.  While it might have been “Alright in the 70s”, these events were temporary and only set the scene for a heroic reunification, when the mirror image would snap back into one.

In that fascinating endeavour, the present very committed owner acquired both the U.S. XKD 523 and the tool room copy, and in 2008 commissioned CKL to reinstate the original front frame in an otherwise very original D-Type. These works were documented extensively in photographs by CKL, and in an article by author Paul Skilleter, and invite comparison with other highly significant “reunion restorations” such as that of XKSS 701 at CKL, or indeed the 1957 Le Mans winner XKD 606 held by the Louwman Museum. The accompanying CKL report details XKD 523’s pleasing originality and completeness, from major components like the original monocoque and bonnet down to ancillaries like the Marston Excelsior radiator and oil cooler, superb original interior trim from another D, and of course, once again the original frame stamped by the factory with the chassis number XKD 523.

Also highly noteworthy and discussed in the CKL report, the engine is one of a small number of special “5-series” 3.8 litre engines, being the very first 3.8s to be produced, featuring 10:1 high-compression pistons and the wide-angle head, as fitted to the Works cars for Le Mans 1957. Numbered E5003-10, according to CKL this engine was prepared by the works for Sebring in 1957 and is thought to have been fitted to long-nose XKD 506 loaned by Jaguar to Briggs Cunningham for the August 1957 Virginia race meeting. In another Cunningham feature the wide-angle head is also notably machined for twin-plug ignition. With XKD 523 for decades and (as not uncommon) re-blocked in period, the Cunningham connection of this engine is intriguing and desirable, aside from providing an exhilarating boost in performance.

Once again a D-Type of very favourable originality compared to many other examples, XKD 523 has lived relatively discreetly under the current long-term ownership, apart from appearances in 2014 at Salon Privé and at the Goodwood Revival in the Jaguar D-Type high speed demonstration. Under new ownership she would be fresh to the historic and competition scene, and certain to be welcome at all of the best events. Maintained by CKL and with freshly issued HTP papers valid through 2033, she would be suitable for historic competition at Goodwood and other race circuits.

£POA of course.

1971 Aston Martin DB6 Mk2

A Stunning Asrton Martin DB6 MKII Saloon – 1971. Silver Birch over Dark Blue Connolly leather VM3282. Very nice.

Vantage triple Weber carburettor specification engine rebuilt by RSW in 2019 to ultimate 4.7 Litre specification. Matching Numbers. Manual Gearbox. Driving beautifully and ready to be enjoyed.

For sale by RS Williams Ltd, price: £395,000

1929 Bentley 4.5 Litre Supercharged Le Mans

Year: 1929 (March)
Chassis No: FB 3325
Original Engine No: RL 3428 (See text)
U.K. Registration No: UL 8913
Coachwork: Birkin Le Mans Team Car
Recent full rebuild to rally spec.

It goes without saying that all vintage Bentley motorcars are exciting. The success of the 3 Litre, the 4.5 and the Speed Six at Le Mans and other international racing events during the 1920’s are part of motor racing folklore, with the louvres and leather belts over the bonnet, all adding to the glamour. Today the cars are still raced and rallied enthusiastically by collectors all over the world, supported by a thriving industry of engineers and parts manufacturers who probably provide more complete and extensive support than that of any other vintage marque.

Apart from the 3 Litre, the 4.5 Litre the 6.5 Litre (with the sports version—the Speed Six) the mighty 8 Litre was also produced. The latter was W.O.’s favourite, but the car that always grabs everybody’s attention is, of course, the supercharged 4.5 Litre, the “blower”, the supercar of its day. The huge blower mounted between the front dumb irons, shouts performance and anybody who drives a blower cannot fail to be impressed with the torque and sheer performance the cars provide.

One of the so called “Bentley Boys” Sir Henry Birkin, Bart. known as Tim Birkin was at the centre of the project to supercharge the 4.5 Litre. Birkin’s inherited wealth allowed him to indulge his passion for racing motorcars, and in 1927 he ordered a 4.5 Litre to full team car specification. He raced the car extensively throughout 1928 with great success at Brooklands, Le Mans, Ards, and at other meetings. But at the German Grand Prix at the Nüburgring Birkin was beaten into 8th place by the supercharged Mercedes and Bugattis.
“We were hopelessly outclassed”, he said after the race, and reportedly he refused to race an un-supercharged 4.5 Litre ever again.

It is well known that W.O. Bentley was against the idea of supercharging his designs, preferring to attain more power by adding more litres, hence the Speed Six. Birkin, though was determined to see his ideas come to fruition and with some financial help from Woolf Barnato and Dorothy Paget set about turning his ideas into reality. He commissioned Amherst Villiers, a talented engineer who had set himself up as a consultant to engineering companies interested in incorporating supercharger technology into their designs, to start work on supercharging the Bentley 4.5 Litre. He had already had success supercharging Raymond Mays Brescia Bugatti and a 1922 TT Vauxhall. Much redesign work was required. He proposed a heavier crankshaft, a stiffened crankcase, and many other changes. Things did not go particularly well, the initial design proving somewhat troublesome. Villiers improved the supercharger design and then left the project, leaving Bentley to produce the 50 cars required to enable eligibility to race at Le Mans.

The supercharged 4.5 Litre was not a great success. It was underdeveloped and more time was needed. But by this time Bentley, always short of money, was a victim, like so many others, of the Great Depression, and in 1931 the receivers were called in and the glamorous era of the roaring 20’s was over.

Despite the lack of success on the race track the supercharged 4.5 Litre remains an icon of Britsh motorcar design and to acquire one of the original 50 cars is way beyond the pocket of most enthusiasts. The factory themselves have produced a limited number of replica cars which although very attractive are really only a facsimile of the real thing and cannot be registered for road use in many countries. They also command a huge price.

FB3325 started life as standard 4.5 Litre tourer by Harrison (the coachbuilder who built some of the actual team cars). During a rebuild to the very highest standards it has been converted to full Birkin Le Mans team car supercharged specification. The rebuild incorporated a full split pinned chassis, full flow oil filtration, an uprated rear axle, uprated hard shafts, team car style shock absorbers, an alternator and overdrive. The car is capable of being driven at speed over long distances and is suitable for many international rallies and race events.

For sale by Charles Prince, £POA of course.

So there you have our top 10 cars from the Concours De Vente at Salon Privé London 2023.  Which car is your favourite and why? It was so very hard to narrow down from 70 cars to 10, and I’m sure if you attended we missed one or two of your favourites.

If car shows such as this looks like your type of car show/ event, then I can highly recommend that you head down to the Salon Privé event that will be held at Blenheim Palace from the Wednesday 28 August to Sunday 1 September 2024,  the London Concours that will be held at the HAC in London on 4-6 June 2024 or the Concours of Elegance that will be held at Hampton Court Palace on 30 August to 1 September 2024.

Do remember to follow us on our social media, we are on Instagram, Facebook, X/Twitter, and YouTube, as we run competitions regularly to offer you, our readers and social media followers the chance to go to these events by winning complimentary tickets. You can enter the competition to be in with a chance of winning tickets for the London Concours event below. 

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