BUY THIS NOT THAT: RANGE ROVER CLASSIC VS A YACHT

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The Land Rover sponsored sailing team have been top of their game lately and this got us thinking. £65k seems like an awful lot for the pleasure of being cold, wet and relying on the wind for movement. I will be the first to immediately state that I know very little about boats, yet with a Range Rover you need suffer none of those torturous aspects.

Why should you choose the Range Rover Classic over HMS Pugwash?

A yacht and a Range Rover Classic have more in common than you might at first think. One offers a life on the ocean waves, the other rolls like a boat on the corners. Then theres price, the perfect yacht and the perfect Range Rover can both be had for £65,000 – but why should you choose the Range Rover Classic over HMS Pugwash?

Imagine the benefits of choosing tarmac over H20. First off, should you suffer a breakdown at least you won’t make the national news as the RNLI sprint to your rescue before you drown. Furthermore, the Range Rover has various and cheap parts aplenty, when even a simple part for your yacht costs twice as much as a family shop for nine at Waitrose in central London.

The Range Rover is also more user friendly, with the ability to traverse mountain ranges, ford streams and explore the roads while taking your children to school, going to the shops, taking you to the office and taking the family on a holiday. A yacht can’t climb a mountain, nor take you to the local shop without extensive damage to both your boat and the village itself.

As for holidaying aspects, the yacht is stuck to the coast. This doesn’t bode well if you want to go to the cinema, a restaurant or indeed the hospital after discovering your rope has snapped when climbing the mast and free fall onto the decking, or worse, into shark infested waters.

The Range Rover is ultimately faster than a yacht, as Poseidon doesn’t need to huff and puff to help you along. The Rover V8 does that itself – with a 0-60 time of 15.2 seconds and top speed of 96mph. The record for the fastest sailing boat was little over 75mph in 2012, and that boat was rather expensive.

While the Range Rover Classic will average a costly 18mpg, Captain Hook may travel for free as Mother Nature doesn’t charge for wind, however when there is no wind then Smee will need to fire up an engine where fuel consumption will be roughly the same, if not worse. Bear in mind there are no fuel stops in the middle of the sea.

The Range Rover will probably out manoeuvre the yacht too, as the Range Rover has a turning circle useable in everyday life. The yacht doesn’t really understand the point of a three-point-turn when it could make it an hours terrifying marina experience instead.

Furthermore, the Range Rover has a braking distance that can actually be measured. The yacht will take a fair distance to come to a halt – unfortunately long after you have spotted the shoreline where you could end up in jail should you eradicate the people on the beach.

Finally, when it comes to winter storage, the Range Rover also has the advantage, as it doesn’t involve a crane or an army of technicians or an entire day of your life. Bringing the car out of storage doesn’t require another army of technicians either, nor a do-or-die safety check or 40 tins of quite expensive paint.

In summary then, why would you choose the yacht when the Range Rover does everything much, much better?

You can see many Range Rover land yachts here.

JAGUAR XK120 SILVERSTONE: BRITISH BEEF FOR SUNDAY LUNCH

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The Silverstone Classic this weekend is the ideal opportunity to see classic British sports cars howling around the home of the British Grand Prix.

Everything from MG Midgets and Morgans to Aston Martin DB4s and AC Cobras are out on track – in fact, you’d be hard pressed to find a Brit classic that isn’t taking part in one of the races, parades or club displays. Not many of them, however, will be named in the circuit’s honour.

The XK120 LT2 – also known as the Silverstone – was William Lyons’ back-up plan should his ambitious plans to conquer Le Mans in 1951 have backfired. In the end his secret weapon – the Jaguar C-type – wasn't only ready in time, but went on to win that year’s 24 Hours Race. But its victory meant the lightened XK120 never got its chance to bask in the limelight of a Le Mans victory. This lovingly detailed homage, based around a 1953 XK120 Drop Head Coupe, is just about the closest thing you’ll get to the lightened, souped-up ‘Silverstone’ XK120 Jaguar’s engineers honed all those decades ago. All the important details are there – period correct Brooklands aero screens, a quick-release fuel filler cap, front disc brakes to ape the braking system the C-type used as part of its Le Mans weaponry and period correct bucket seats.

The car’s sellers describe it as a 1953 XK120 Aluminium Special, but make no bones about it being ‘an exhaustive and painstaking restoration’ that’s completely faithful to the works-prepared cars aimed at racing at La Sarthe in 1951.

He said: ‘This car is capable of giving you a rather large grin as the needle edges to 4,500 RPM and the howl of the exhaust builds to a wonderful crescendo.

‘The net result is a truly stunning XK 120 that would sit equally at home on the grid for Le Mans Classic or blasting through a French countryside!

It’s right at home at the Silverstone Classic too – in fact, it’s hard to think of a British sports car that’d be more suited to a patriotic celebration of the nation’s motorsport heritage.

Take a look at more pictures of this wonderful XK120

HUMBER SUPER SNIPE: BRITISH BEEF FOR SUNDAY LUNCH

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In the UK there has been a negative view of American styling; that in the past it seemed out of kilter with the UK. What works in Illinois may not work in Irthlingborough or Ilkeston. But that's to forget that British cars of the Fifties and Sixties were heavily indebted to American design. It's just that the canvas for the flares and flourishes was much smaller.
A good example is the Humber Super Snipe. There's some lovely fin action at the rear and a tapering roof, but the lashings of chrome at the front could very well be something dreamed up in Detroit. That said it won't look out of place in the UK either; it's got all the grandeur without the girth.
It's a good compromise on the road too; it may lack V8 iron but twin carbs and a Weslake-tuned cylinder head yielded around 140bhp. It's refined, too – the interior is a fantastic mix of luscious leather and tasteful wood panelling. Power steering and automatic transmission were options, which means it's as lovely to drive as a contemporary Rolls-Royce.
The one we've found may be a manual, but it's got an overdrive that will help on motorway sorties. The saucy red leather interior may be at odds with the car's laid-back nature, but it'll always spark conversation.
If you've ever gazed in admiration at US flair, then the Humber represents a lovely compromise between American styling and UK-friendly proportions. Put it this way, you're less likely to have nightmares about getting it into a car park like you would with a Cadillac. It's also a lot cheaper - this one's less than five grand.
But does the Humber work for you? Let us know below...

DREAM CAR FRIDAY: FERRARI 456 M GT

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The 456GT was the best-looking car Ferrari made in the 1990s. Discuss down the pub, with these scintillating images of one of Pininfarina’s best efforts to hand.

The Maranello manufacturer and the styling house really were on a roll at the time but I reckon they’ve struggled to top the clean lines and understated beauty of this Ferrari for the family man. The F355 is undoubtedly the supercar with the extrovert, want-one factor, but this V12-engined grand tourer is the one that really woos you.

This particular car is the later 456 M - as in Modificato, for modified – which makes it even better. This 2000, 42,000-mile executive express has all the nuggets of brilliance that helped give the 456 a shot in the arm back in 1998, so it’s got foglights integrated into the radiator grille, the bonnet scoops from the earlier cars have been removed, and the V12 underneath has a different firing order to make it run more smoothly.

The tidal wave of power it offers up, luckily, is unchanged – prod your right foot into the carpet and no less than 436 stallions charge straight towards the next Alpine switchback, hauling you along with them.

Forget the allegations that Hyundai may have cribbed off the 456’s striking lines when it introduced its Coupé MkIII back in 2002. Remember instead that this is the last Ferrari ever to be offered with pop-up headlights and the last front-engined offering from Maranello to get it just right on the looks front.

The 550 Maranello might be more exciting to drive and the 456’s modern-day descendant – the FF – might be a lot more practical. But we challenge you to come up with a Ferrari from this period of history that’s as beautiful as this one.

DE TOMASO PANTERA GT5S – DREAM CAR FRIDAY

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Alejandro de Tomaso was quite the character. Tom Tjaarda, the Pantera’s designer, often speaks of his former boss and the challenges he brought in his monthly Classic Cars magazine column. Vibrant, colourful, controversial and sometimes a tricky character, it’s riveting stuff. In a way, the Pantera reflects that – and that’s why I desperately want one.

And this one in particular, in fact. In whatever form it appeared, the Pantera was an assault on the senses. In its original, pared-back design it was just as classically beautiful as contemporary Ferraris, Lamborghinis and Maseratis. However, over time, De Tomaso matched Lamborghini when it came to adding visual drama to that base structure. Now, your view on the Countach/Pantera bodywork adornments is your own, but after a while it became all too much. This car, however, has the wide body but without the rear wing. It’s perhaps the best compromise – it still looks outrageous but not trying that little bit too hard.

Not that the Pantera really needs to try – underneath all that beats a 5.8-litre Ford Windsor V8 heart that’s pushing out around 300bhp and 333lb ft of torque that will fire you to 60mph in around five-and-a-half seconds and on to more than 160mph. Well, a standard one would – this one’s had extensive modifications to the engine, liberating a few more cubic inches in the process. New cylinders heads, valve covers and more mean this is even more sprightly than you might imagine.

According to the auctioneers (it’s up for grabs at Silverstone Auctions’ Silverstone Classic sale later this month) the engine and gearbox have been stripped down, rebuilt and rewarded with a run to the place of the car’s birth – Modena, Italy.

The only real downside is getting into the thing – it’s a tight squeeze for those of a normal size and build; rugby players may wish to transport their odd-shaped balls in another steed. But once in you’ll not want to get out.

Frankly, it’s an animal to drive but don’t see that as a negative – whereas most new supercars require little in the way of thinking to drive fast, as American TV show MotorWeek said at the car’s launch ‘It always fights you.’ That sounds like a recipe for scary fun – the best kind of fun there is.

And the best bit (for our UK readers)? It’s one of just 17 right-hand-drive cars built, so you should at least see where to point it before unleashing the tightly wound V8 bicep behind your head.

In a current era of sanitised performance, the Pantera stands as one of the last truly frightening cars – and for that, you’ve just got to love it.

CLASH OF THE CLASSICS: MERCEDES-BENZ S600 SEL VS JAGUAR XJ12

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Whichever way you’d cast your vote in this Mercedes vs Jaguar battle, the outcome is something extraordinary – the chance to get a V12-engined luxury leviathan for less than a price of a secondhand Fiesta.

It’s a tough call – a 1994 Jaguar XJ12, or a 1992 Mercedes-Benz 600 SEL. Both were the range-topping offerings from their respective manufacturers when they were new, and both offer you managing director levels of gadgets and performance. Best of all, they’re both up for sale at the moment, at a fraction of what they cost when new. Let battle commence…

Which will get me away from an assassin fastest?

We know this isn’t going to be a scenario that occurs often on the Sunday schlep to the supermarket, but as both were designed with conveying VIPs around it’s still nice to know both can make a speedy getaway. Both are limited to a top speed of 155mph, but the more powerful Mercedes edges in front of the Jaguar, with its 6.6-second sprint to 60mph just two tenths of a second in front of the XJ12.

Which is the best value?

On the depreciation front it’s the S-Class – in the 1990s you’d have paid £102,490 for a long-wheelbase S600, which makes this £2-3k being asked for this one astonishing value. However, it’s got an expired MoT so we’d plump for the Jaguar instead, which has plummeted in value from the £67,123 when it was new to a much more reasonable £2500.

Which is going to be easier to live with?

Neither is going to rival the MGB on the servicing and running costs front, and the added complication of getting the Mercedes roadworthy again throws it in favour of the Jaguar. However, both have signs of being cherished in the past, which is a good sign – the XJ12’s outgoing owner is a Jaguar Drivers’ Club member who has made sure all the toys – even the electric sunroof and the air conditioning – work, while the Mercedes was previously part of a private collection.

Which offers the better investment potential?

The Jaguar is the one which will be more immediately recognised in the classic world – it’s rarer than the S-Class, for starters, and it’s got a ready-made audience in the form of all those Brit luxury car fans who lapped up its XJ12 Series III predecessor. There are plenty of buyers who appreciate the Mercedes’ luxuries too, but if prices of these cars predecessors is anything to go by it’s the Brit that offers the better long-term investment.

So which is best?

The S600 offers an incredible amount of luxury metal for the money – can you imagine getting a car with a V12 engine, a self-closing boot and double-glazed windows for less than £3k?

It’s phenomenal value, but we’d take the Jaguar. It’s better looking, nicer to drive and – in the case of this particular car – an easier ownership prospect. All we need now is a chauffeur to sit up front!

CLASH OF THE CLASSICS: DODGE VIPER VS CHEVROLET CORVETTE

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America does everything that little bit bigger and bolder than we do in the UK – and that includes their classic cars.

We thought we’d swap our flat caps for cowboy hats and go searching for muscle cars. It didn’t take long – for less than £30k, you can pick up rare versions of the Dodge Viper and the Chevrolet Corvette.

Both these classics proudly wear the Stars and Stripes and probably sing along to a spot of Bruce Springsteen when you aren’t looking – but which would you rather go for?

Which is cooler?

Don’t worry, we haven’t flipped the images in Photoshop – this really is a right-hand-drive Dodge Viper, having been rebuilt after an accident 14 years ago. Its one-off spec only adds to the cool factor, and while you’ll either love or loathe the cartoonish curves and bonnet stripes you can’t deny it grabs attention. It’s a similar story for the ‘Vette too- yes, we like the regular C3 model but this 1978 car is the uprated, more lavishly trimmed Pace Car version. Because it’s got that two-tone paint and the lairy decals, we’ll call it a draw.

Which is quickest?

It’s an easy victory for the Viper. The 400bhp, 8.0-litre V10 beneath the bonnet of this 1997 GTS easily outpowers the 220bhp you’ll get from the Corvette’s 5.7-litre V8 – sadly, US emission restrictions strangled this car’s emissions at birth, so performance will only ever be respectable rather than blistering.

Which is going to be easier to live with?

Neither are going to rival the MGB as easy ownership prospects – these are US muscle cars, and come from a world where single-digit fuel consumption figures and excess width aren’t really issues. Despite the right-hand-drive layout offered up by the Viper – which will only ever come in handy when taking it to McDonalds – we’d still vote for the Corvette because it’s better supported by classic specialists on this side of the Pond.

Which offers the better investment potential?

The Viper wins this one on account of its rarity alone – and the combination of its backstory and being in the desirable blue-with-white-stripes only helps to make the £27,950 being asked for this one a bit of a conspicuous bargain. The Corvette gets bonus points on account of being a Pace Car version, but when you factor in the fact that C3 models can be picked up for relatively easily here and the added costs of bringing this car over from its German seller and it represents less of a deal to make money on. We’d still love it as a car to enjoy, though!

So which is best?

The Corvette represents a lot of classic car for the money, and it looks even better than it usually does with the nostalgic decals and two-tone paint of this one. However, it’s outgunned for the money by the Dodge Viper GTS, which would grab everyone’s attention at a show like Tatton Park’s Stars and Stripes event this weekend and outrun just about anything that dares to take you on at the lights on the way home. It’s unhinged but very addictive.

Don’t miss the 15 July issue of Classic Car Weekly for a full report on the US-themed Stars and Stripes Classic Car Show.

AUTOBAHN STORMERS FROM £5K TO £50K: TOP FIVE MONDAY

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The Eighties were a fertile time for lovers of German motoring. It was the legends formed during this era that mean today’s German cars are now the heroes in the UK, where once Ford, Vauxhall and Rover did battle.

We’ve rounded up five cars that helped cement those foundations, from £5000 to £50,000. Which one’s your favourite? Let us know below…

1. Mercedes-Benz 500 SEC

With stupendous heave on offer from its 5.0-litre V8 engine, top-quality refinement and soothing luxury, not much can cross Europe this quickly and comfortably. This one comes with full Mercedes-Benz service historyand looks to be in exquisite condition.

2. BMW M635 CSi

With 286bhp on tap from its BMW M1 supercar-sourced straight-six and scintillating sharknose styling, the 6-series cuts an almighty dash. This particular car is one of just 20 Motorsport Edition special editions and has lived a pampered life.

3. Volkswagen Golf Cabriolet

While the Golf may lack the high-horsepower heft of some of the other cars in this list, the clipped, just-so lines formed from Giugiaro’s pen created a stylish car for tooling around town in excellent style. It's not an out-and-out sportscar, but still fun regardless. This one has an automatic gearbox and power steering for easy motoring.

4. Porsche 911 3.2 Carrera Targa

While the 911 Turbo gets a lot of the attention for its sheer power, the Carrera Targa offers a cheaper route into 930-era 911 ownership – and it’ll be very nearly as entertaining. This one’s just under £23,000 and looks ready for many a European adventure.

5. Audi quattro

The quattro revolutionised rallying with four-wheel drive and the road car provided so much grip and turbocharged hustle that not much can keep up to it from point to point. This fabulous example looks great in Ashes to Ashes red.

JAGUAR XJ-S CONVERTIBLE: DREAM CAR FRIDAY

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One of the finest films of the last few years is Jim Jarmusch's Only Lovers Left Alive, starring Tom Hiddleston and Tilda Swinton as vampires in love. While the film is worth watching on merit, there's a treat for car fans in the form of a striking white Jaguar XJ-S – a bit like the one here. Watching the leads prowl around darkened Detroit to a decadent alt-rock soundtrack (played by the director's band, no less), lends the Jaguar deep levels of cool.
The one we've picked out of our classifieds does differ from that in the film. Tom Hiddleston's Adam is a master musician and inventor who counted Nikola Tesla among his personal friends. This means that the XJ-S burbles along with an engine that more than likely wasn't sourced from Coventry. Our white car, however, features a 5.3-litre V12 – perfect for whispering along on a surge of effortless power. That silence will come in useful if you are vampire – your victims won't hear you coming – and if not long journeys are truly relaxing, allowing you to take in the delights of your journey. Detroit may not be the most picturesque place for this, however – may we suggest the Cotswolds?
The other main difference is that the film car has a roof – we're presuming most of you aren't vampires, so this is probably a good thing. After all, topless car for a vampire is a bit like having a chocolate fireguard. An XJ-S without a roof is a truly decadent thing; just imagine gliding from location to location, the warm glow of the sun on your head and that glorious view across the bonnet – if you've broken into a grin right now, you're not alone.
And wherever you are, whether it's night-time Detroit or cruising through the Cotswolds, the XJ-S is a fine companion. And whether you're a vampire or not, it's a great classic car way of life to sink your teeth into.
You can see more pictures of the XJ-S Convertible here.

TRIUMPH TR4A VS MORGAN PLUS 4: CLASH OF THE CLASSICS

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Traditionalist sports cars separated by more than 30 years - which delivers the biggest thrill?

These are the sort of traditional British sports cars created with one mission in mind – putting a smile on your face as you blast through the countryside on a sunny afternoon on your way to a lovely country pub.

This Triumph TR4a and Morgan +4 might be separated by more than 30 years but they’re both about a very similar sort of classic car thrill. They’re good old fashioned sports cars that are unapologetic about messing up your hair and expect you – not the traction control – to do the driving, and they both cost about the same.

So which is best?

Which is nicer to behold from the beer garden?

The Plus 4, with its wire wheels, lashings of chrome and the lovely louvres right the way along its bonnet, is a lovely to look at. To this day Morgan plies its trade in making cars which don’t look or feel like today’s bland-o-matic Euroboxes, and this Plus 4 defies its 1990s heritage to propel you into a much more distant sports car past.

It’s a delight, but the Triumph is lovelier still thanks to its Michelotti-penned lines and neat proportions. It’s an entirely subjective thing, of course, but for us the delicate curves of the TR earn it an early victory.

Which set of keys is most impressive?

Call it a draw, because both names are so readily associated with traditional, flat cap sports car motoring.

If you go for the TR4a, you might have to explain to your mates that the Triumph in your life is not a Herald or a TR7, but they’ll know from the off you’re firmly ensconced in classic car territory. Morgan’s range is so well defined the only conclusion your friends will draw is that you’ve got a Brit sports car parked outside – which is no bad thing.

Which is better to drive?

Set off in either and the intial impressions will be roughly the same – lots of wood in front of you, unassisted steering that insists on delivering you a rolling news commentary on what’s happening on the road beneath you, and an unapologetically firm ride.

While the Morgan’s cutaway doors and that never-ending bonnet make it an acquired taste, the modernity of the Rover-sourced engine in the 1997 car we tested definitely makes it the easier car to live with, with a much more modern feel and the edge in terms of performance.

The Triumph, on the other hand, is all about the handling. Bar room critics will happily tell you how ‘hairy chested’ it feels but it’s nonsense – get a sorted TR and it feels lively and immediate, and the buzz from the 2.1-litre four pot is wonderful.

Both are great, but the TR is more fun, more of the time.

How much is it going to set me back?

Both the cars we tested were firmly in the £20k price bracket, but with the sheer variety of Plus 4 Morgans made over the years it’s the Malvern-built car that presents the biggest choice for buyers. We found this 1985 car for grabs for £19,500, which is great value.

Triumph TR values have nosed upwards as buyers priced out of E-types and Elans have gone hunting for sports car thrills. While we have seen TR4a models being sold for upwards of £30k, there are great deals still to be had – like this 1965 car for a shade under £17,000.

Both offer a lot of car for the money, but it’s the Morgan that’ll be more straightforward.

So which is the better buy?

Buy either and use it for occasional forays into the countryside on sunny afternoons and you’ll love it – but on this occasion the Triumph TR, for its looks and handling, win by a whisker.

TOP FIVE MONDAY: FERRARIS THAT ARE STILL WITHIN REACH

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The classic market is hot for Ferrari. The previously unloved Dino is racing its way upwards in value and that symbol of Eighties success, the Testarossa, is continuing its climb upwards. However, there is hope if you still want to get behind the wheel of Maranello's finest. Here are five Ferraris that haven't – as yet – sailed past the £100,000 barrier. Which one would you choose? Let us know below.

1. Ferrari 348
The 348 was criticised in period for its knife-edge handling. It's not the prettiest Ferrari either. However, while the latter is always a subjective matter the former is just another way of saying this is a pure driver's car. The F355 may have improved the brand's fortunes with its rather more easy-going nature, but there's a fear factor about the 348 that adds to its appeal. This one's had a new clutch and its timing belts renewed.

2. Ferrari 308
Thought you'd been priced out of the 308 by now? Here's a chance to snap one up while you can. With low weight and a fantastic-sounding V8 bellowing in your ear, it offers all the supercar you can feasibly use on the highway without attracting the attention of the police. This one looks well-cared for and has all the documentation you might need, if not Magnum PI's moustache.

3. Ferrari Mondial
Much like the 348 the Mondial hasn't always been the world's most favourite Ferrari. But assess it now and it offers passion and excitement but with the ability to take others with you. And while its styling may still rankle with some, it's still an exciting package. This one's just benefited from some mechanical sprucing and looks more than ready for some continental touring.

4. Ferrari 355
The 355 is the car that reignited passion for the Prancing Horse, along with the 456. A mixture of sublime handling, punchy performance and wonderfully on-point handling combined to create a poster car for a generation. They're also a car that's only going to become more desirable – and costly to buy – as the fans who owned the poster in the Nineties finally come close to realising their dream. This one looks spectacular in yellow.

5. Ferrari 412
Time has been kind to this Ferrari. Its sharp, edgy styling was even more divisive than that of the Mondial. Nowadays it offers a fantastic retro-futurist experience that has more than a hint of Citroen SM style about it. And if the automatic gearbox puts you off, remember that every new Ferrari comes with just the two paddles. This example looks superb in blue.

DREAM CAR FRIDAY: JAGUAR XK120

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In a time of post-war austerity, the XK120 appeared like lightning rod of hope. Its voluptuous lines screamed hollywood glamour at time when rationing was still in force. Clark Gable, Hollywood heart throb owned the first XK120 roadster, for example. Just looking at one now transports you to a time when things were a lot simpler.

WHY YOU WANT ONE: It's obviously beautiful; from the long snout, down that sensuous side and out towards that pert rear, this is a treat for the eyes. It's also a treat for the keen driver, too – its name comes from the fact it could hit 120mph – not bad for 1950. Its 3.4-litre inline six rasps to sixty in around ten seconds and you'll be grinning all the way there – and beyond. Charging through hill and dale in an XK offers a mixture of raw, earnest thrills backed up with meaty power delivery.

It certainly served the car well in competition – it's one of the finest ways you can go historic racing and rallying, and you'll look superb doing it, too.

WHY YOU DON'T: Disc brakes had yet to be invented, so that means the XK120 has drums – these were always susceptible to fade. We'd suggest a disc brake conversion. Then you'll have stopping power in all senses of the phrase.

SUMMING UP: The Jaguar XK120 harks back to a time when everything was possible, when austerity ruled but that light at the end of the tunnel could just about be seen. The car itself is a fantastic, involving experience that is as addictive as the exterior is alluring.

DREAM CAR FRIDAY: EX-TONY SHAW JAGUAR E-TYPE

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Anyone who goes to historic racing meetings can't help but be impressed when seeing a paddock full of racing E-types. Rasping exhaust notes, seductive lines and tail-happy racing make any race with an E-type in it extra exciting.
But not all E-types in the paddock are equal. This one, up for grabs with Fender-Broad, is very much the pack leader in any gang of racing E-types. This is the former steed of Tony Shaw, who campaigned it from 1966 until 1970 under the banner of Deltune Garage and Comet Petroleum. He was successful in it too – more than 50 podiums and victories. It continued to be raced and hill climbed all the way until 1996.
After a period in storage a thorough restoration was called for; five years later it's ready to rock. Thanks to its FIA-qualifying specification it's eligible for Goodwood, the Le Mans Classic and the Silverstone Classic. But that's not the best bit – it's got an MOT and can be used on the road.
Something this raw on the road will be a treat for the senses. You can get a taste of what it's like in the video we've included here.

DREAM CAR FRIDAY: BENTLEY S3 CONTINENTAL MULLINER PARK WARD

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There comes a time when a Bentley starts to make sense. It’s a bit like when an evening listening to jazz sounds appealing, olives are little pellets of joy and not wearing trainers for anything other than the gym. Yes, you may have grown up on raucous track-orientated toys and bellowing examples of throbbing, in-your-face metal, but at some point a Bentley – or even a Mercedes, Rolls, Lincoln or any other big convertible – seems right.

And that’s not because you’re getting old and boring; far from it. After all, when Mulliner Park Ward unveiled its take on the Bentley S3 it was something of a revelation; gone were the normal S3's subtle and whispery smooth lines; in came sharper detailing, chrome flourishes, fins and – most controversially – those slanted quad headlamps. When launched in the early Sixties, it proved popular with a younger, more international clientele – proof that this Bentley's appeal transcends age barriers.

Therefore it’s quite understandable that, even if you can’t afford one, an S3 MPW would be agreeable. In fact, that’s a good word to describe the experience, agreeable, From the super-soft yet supportive seats, to the tastefully rendered wooden dash; from the suave white-on-black dials to the deep carpet – sitting in a Bentley of this era is as comforting as a warm hug.

It’s also said to drive in a similar manner – that huge steering wheel is weighted for unstressed, unhurried movement; place your arm on the window, lean back in the seat and let the scenery float by. Yes, it may have a V8 under that long bonnet, but when pushed it’s a gentle whoosh. After all, arriving hurried, sweaty and flushed wouldn’t be seemly, now would it? Press the accelerator, stuff happens in hushed, murmured tones and then you’re going a bit quicker. No fuss, no drama – just want this kind of car should be. Journeys no longer become a pain; they are a serene place to consider the finer things in life – of which this Bentley certainly is.

It’s getting warmer in the UK now and while at many points in life I’ve hankered after bespoilered Ford Sierras, rasping V6 Alfas and turbocharged Japanese fare, but right now only a Mercedes-Benz W111 or a Lincoln Continental comes close for dream summer driving. Sadly my finances won't stretch as far buying one, but I can dream...

DON'T BUY THAT, BUY THIS: FERRARI 365 GTB/4 VS FERRARI 365 GTC/4

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Usually for this spot we shine a light on the more interesting, faster and more soulful motoring offerings right here on CCFS, rather than the dull porridge that awaits you for a similar amount of money in the new car world.
This week it’s slightly different, and somewhat controversial. That’s because any criticism of the Ferrari 365 GTB/4, commonly – but not officially – known as the Daytona, is usually met with rapid-fire anger and vitriol.
But this isn’t a criticism of the Daytona; far from it. It’s just that with Daytona prices nudging £700,000+, like this one and this one, then the mechanically very similar 365 GTC/4 for around a third of the price or more, like this one or this one, becomes very interesting. But can cold rationality overcome the emotional pull of that glorious wedge shape of the Daytona?

The engine
The Daytona’s front-engined layout eschewed the current fashions of the time – the Lamborghini’s mid-engined masterpiece, the Miura, made the Daytona seem a little old fashioned. But then, over time, tastes change… The Colombo V12 unleashes around 350bhp from 4.4-litres, fed by six Weber carbs. The mind-boggling task of balancing all those carbs is somewhat forgotten by the car’s bald performance figures – 60mph is met in just under five-and-a-half seconds and you’ll be holding on all the way to a 170mph+ top whack. Heady stuff indeed.
For the 365 GTC the engine was detuned, and just the block remained the same. Not that it was detuned by much, admittedly. It reflected the somewhat more easygoing nature that was designed into the GTC; after all, it’s a 2+2 grand tourer. Nevertheless, with 340bhp on tap you should see 163mph out of it, given enough road. Though looking after the carbs is rather more difficult on the GTC because they're sidedraught rather than down draughts – you have to take the engine out to fettle them.

The handling
This will come as a bit of a shock to Ferrari fans – like the standard Aston Martin DB5 (non-Vantage), the Delorean DMC-12 and many other iconic cars, opinion is out on the Daytona as a driving tool. Numerous journalists have proclaimed their disappointment over the years, which has been backed by some (rather brave, it has to be said) owners. The main issue is the steering, which is said to be over-heavy and not particularly fun to drive in the corners.
On the other hand, some journalists have put forward the proposition that expecting a front-engined V12 supercar to do anything other than lope into tight corners with a considerable absence of aplomb is a bit silly. They say that the Daytona really comes alive on sweeping A-roads, rather than tight B-roads. It’s a hyper-speed GT car, after all. There are options, however. Power steering is said to transform the car, but there are those who see this as heresy.
The other option is the 365 GTC/4. This car was always intended to be more of a ‘proper’ grand tourer. After all, it has four seats, but unless you’re transporting half-human-half-stick insect hybrids you’re unlikely to use those back seats for anything other than extra storage. Still, it’s a stylish way to take home a new telly from the supermarket.
But I digress; the 365 GTC/4’s more amenable nature can be put down to its slightly softer suspension setup (it shares much of this with the Daytona) and standard hydraulic power steering. It could be argued that this all makes the 365 GTC/4 a more useable, and thus more often enjoyable, car to drive.

The looks
If the Daytona’s underpinnings were described at launch as old-fashioned, then there was nothing old about the styling – it’s pure concept car delight. Leonardo Fioravanti, working for Pininfarina, crafted one of the iconic supercar shapes; each panel is a treat for the eyes. Both versions of the Daytona are truly wonderful to behold, whether Plexiglass or pop-ups. It just has the air of a car up to no good, and for which the horizon is its favourite meal.
That same sexiness can’t quite be put upon the 365 GTC/4; by no means is it truly rancid but that front grille treatment reminds me of a three-bar electric heater I once had. That has always counted against the car, and goes some way to explaining how this much rarer car (around 500 built compared to the 1400 or so Daytonas) yet less pricey this Ferrari is. Well, for now at least – more on that in a moment. Get past the front and it develops into a much more handsome design; it may lack the slinky lines of the Daytona but it is still a lovely shape.

The summary
This is really a question of driving over looks. While we’re sure on the right road, at the right time, there’s nowhere else to be in the world than in a Daytona, but for the majority of the time I have the sad feeling disappointment would soon descend. That’s if you’re looking at it as a pure driving machine – as a car to be seen in, then the Daytona has few challengers when it comes to aesthetics.
But if you’re putting the looks to one side and looking for driving enjoyment, then the GTC seems to offer a lot more with only minor compromises. And it’s currently selling at half the price – well, for now. Like most Ferraris, they’re on an upward market trajectory.
If you’re in the market for either of these cars, then it’s a fine quandary to have – the answer is obviously both; the 365 GTC/4 for the trip to Barcelona and the Daytona for the dawn thrash on your favourite A-road. But even if, like I, you’d struggle to afford a Dodge Daytona let alone a yellow-badged version from Maranello, and we play fantasy lottery win, which one would you choose? Let us know below…

CLASH OF THE CLASSICS: JAMES GARNER'S MINI VS HIS PONTIAC TRANS-AM

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On this day in 1928, James Garner, one of Hollywood’s big three of actor petrolheads was born. Along with Steve McQueen and Paul Newman, he took an active interest in racing cars, rather than just turning up at glitzy awards receptions in the back of them.
His passion for motor racing was exemplified by his work on the film Grand Prix, in which he is said to have done all his own driving. But even before this, and perhaps with coaching from his Great Escape co-star McQueen, the love of fast road cars was ever-present. He was also involved in a race team, American International Racers, which competed at Le Mans and Daytona. His efforts were followed in the film The Racing Scene.

But despite the supercars that visited his garage over the years, two rather less than exotic cars stick out. The first is the Pontiac Trans-Am, which he owned when he was making The Rockford Files. Rockford, Garner once said, wouldn’t be able to afford a Trans-Am, so a Firebird Esprit was used instead. We’ll go with the Trans-Am, as that is what inspired him to go the Pontiac route for his TV role.
The other car is rather more surprising – a 1966 Mini Cooper S. Garner once said this was the car he regretted selling most, after he and Steve McQueen imported one each to the US after filming The Great Escape. Predictably, and rather wonderfully, as neighbours they’d race them around their neighbourhood.
But which one would you choose? Obviously a direct comparison between the two very different cars would be pointless, but which one holds more appeal as road cars today?

Power
It’s fairly obvious the Trans-Am trumps the Mini here thanks to its 7.5-litre V8. We don’t know for sure, but we’re presuming that a petrolhead chap of Garner’s calibre would go for the SD version with a more-than-healthy 290bhp on tap.
The Mini, however, makes do with 1.0-litres and 55bhp. Comprehensively outgunned? Maybe in a straight line, but the Mini isn’t called a giant killer for no reason, as we’ll see.

Handling
From winning rallies to its leading role in The Italian Job, the Mini’s light weight, incisive handling and small size means that while it may lack the oomph to keep up with the Trans-Am on the straight, show it a corner and the tiny automotive terrier will scamper round bends at speeds the Trans-Am could only dream of.
However, that’s not to say the Trans-Am is an unwieldy mess – quite the contrary; given Rockford’s abilities in manipulating a Firebird in the TV show, a Trans-Am shouldn’t be afraid of corners. Though you’d want to have somewhere near Garner’s driving skill to attempt it...

Summing up
The Trans-Am certainly has presence and whereas in years past Seventies classics and American classic were, independent of each other, not particularly viewed on fondly by the classic cognoscenti, nowadays the collective classic mind in the UK is much more
open-minded, which is great. The Trans-Am may not be the most dynamically able and certainly not the most subtle, but it is a thrilling experience. You just have to park your ego at the door and revel in that 7.5-litre V8 engine. The Trans-Am also has its own appeal thanks to Smokey and the Bandit, but in terms of film cars, the Mini is probably the most loved.
As for the Mini's adoration, it’s a love that’s stood the test of time and traverses all kind of class and gender barriers. With cheeky looks, astoundingly entertaining handling and more character than an entire season's worth of The Apprentice, it's one of motoring's finest confections. And in today’s metropolitan streets, the Mini makes more sense than ever as city transport. It’s certainly a lot cooler than a G-whizz, after all. Can’t imagine Mr Garner in one of those, either.

TOP FIVE CARS: TAX-FREE TANTALISERS

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George Osborne’s budget means that cars registered before January 1, 1976, will be exempt from tax in the UK. So which new cars of 1975 are now eligible for this ruling? We’ve rounded five of our favourites – but do you agree with our selections? Let us know at the bottom of this article. We couldn’t find many cars from 1975 itself, but let’s rejoice in some of that year’s finest new car launches. Who knows, keep hold of it long enough and it may become tax-free in time...

1. Ferrari 308 GTB
A so-called junior Ferrari, the 308’s certainly not childish when it comes to performance. Its 3.0-litre V8 pumps out around 210bhp-250bhp, meaning 150mph at the top end. But it’s not just a one-trick, high-speed wonder. Thanks to light weight (especially on the glassfibre version), the mid-engined layout and wonderfully honed suspension, it’s a thoroughly involving, immersive car that’s more Lotus Elise in temperament than, say, the Daytona’s big GT feel. This 1980 car’s done just 50,000 miles and comes in full Magnum PI-spec red. More picture can be gazed upon here

2. Porsche 911 930
The 930 series took the 911’s image and boosted it – literally. Whereas the original 911 is revered for its purity, there’s a wonderfully bluntness to the 930 series, especially in its most famous form, the Turbo. Perhaps the 911 as we know it now, as a new car at least, owes more to the 930 than it does the original series. As it is, the 911 930 Turbo is more than just a car, it’s an experience. This one looks suitably menacing for a car often dubbed a widowmaker. Check it out here (if you dare)

3. BMW 3 Series
When BMW recently split the 3 Series into the 3 (saloon) and 4 (coupe), it signalled the end of one of the great motoring lineages. Over time the 3 Series has turned from an expensive option for those free thinking enough to not buy British, to almost the default purchase for any medium-sized luxury car. The 3 Series line started with the E21, which brought in innovations that now seem second nature for most carmakers, such as a centre console that wraps around the driver. This particular car may be a later, 1981 car but it looks like it’s had a lot of love lavished on it. Check out more images here

4. Triumph TR7
The TR7 was Triumph’s attempt to keep up with the hip young things and their fondness for wedgy styling. Alas traditionalists hated it, corrosion and poor build quality held it back and overheating issues mean that the TR7 isn’t viewed upon fondly by many. But what’s conveniently forgotten was that America loved it, buying them almost as fast as Triumph could make them, thus delaying the UK release by a year. It’s quick if not rocketship-fast and the handling, if the suspension’s been sorted, is hilarious fun. And what’s more, an entirely new generation are switched on to this under-appreciated wedge, finally giving it the adulation it perhaps deserved in its day. This unmolested 1977 example looks like it could be the bedrock of a very memorable summer –check out more pictures here

5. Jaguar XJ-S
Largely unloved when new thanks to the hard it act it had to follow after the E-type, the XJ-S matured gracefully over its years and now has a devoted following all of its own. Warmly decadent and gracefully quick, the XJ-S is a wafting, cruising GT for which the idea of ‘sporty suspension’ is an alien concept. This is a car to glide the continent in, rather than thrash. This 1989 car has done just 55,000 miles, has drop-top desirability and even has an XJS numberplate, just in case you forget what you’re driving. More details here

Nathan Chadwick

LATEST CLASSIC CAR AUCTION COMMENTARY: 24/05/2016

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Even though colour-changed and static-stored in Finland for the last 15 years, and therefore liable for additional tax if domiciled within the EU, a ‘No Reserve’ Countach still magnetised the well-heeled investors in Monaco, where it raised 504,000 rocky euros (£398,160) including 12% of RM Sotheby’s buyers premium.

Latest classic car auction commentary: 24/05/2016

With original 4-litre V12 still present and roaring well on start-up, the 14th of the 50 Series 1 Countach LP400S reared by Lamborghini in 1978 - with distinctive telephone dial alloys shod with wider Pirellis to help put down the Raging Bull’s 375bhp to planet earth - was much viewed by potential tamers as it entered the carpeted underground car park at Le Sporting.

A world record 672,000 euros (£530,880) was also forthcoming for a 17 years younger Lamborghini, an even more intimidating looking Diablo SE30, one of 150 wild animals bred to commemorate Lambo’s 30th Anniversary and one of only 15 to factory-upgraded Jota specification. In unique special order Blue Violet with two-tone Bianco and Dark Blue leather, one of the wildest Diablos built had only been exercised for 6700 stone-chip free kilometres by two registered owners in Japan and Germany.

Among other valuations to blip my lap-top’s screen beside the Med, a 1968 Roman-registered Ferrari Dino 206GT, one of only 153 aluminium-bodied ones that reportedly had been largely original prior to a recent back to bare-metal repaint, made a more than top estimate 560,000 euros (£442,400).

The £476,000 paid (£376,040) for a 1982 Renault 5 Turbo was a memorable milestone for the French Pocket Rocket. Admittedly the record breaker waswas the ex-Renault Chartres Group IV rally car that French Champ Jean-Luc Therier had employed to scrabble through the blizzard to finish 4th overall and be the 1st two-wheel drive equipped competitor home on the 1984 Rallye Monte Carlo.

Whilst ‘XJB 871’, the BMC Team Austin-Healey 3000 that finished 3rd and was the highest-placed Britis car on the dusty 1961 Acropolis driven by Peter Riley and Tony Ambrose, and which was then privately owned by Flying Finn and works driver Rauno Aaltonen, fetched 403,200 (£318,528), more than 100,000 euros more than had been forecast.

The highest priced classic to sell during the four auctions held during Monaco’s bi-annual Historic GP weekend though (just beating the Bonhams sold £5,723,550 C Type to top the results table in the Principality) was a 1951 and 1952 Le Mans raced Ferrari 340 America with still elegant Barchetta coachwork by Carrozeria Touring. 65 years after being sold to WW2 hero Pierre Louis-Dreyfus, the 3rd of 23 340 America chassis and the 2nd of 8 bodied by Touring was acquired under the spot lights in Monte Carlo for a below forecast 7,280,000 euros (£5,751,200).

This was the first Monaco gig for the North American House without former RM Europe Chef D’Equipe and gavel-wielder Max Girardo on the rostrum. For the multi-lingual specialist with one of the best stocked contacts books in the collector automobile world has gone it alone to trade under Girardo & Co. Fellow RM specialist Peter Wallman has taken up the Euro-reins however and was, again, was on the Monaco stage introducing lots alongside auctioneer and RM Sotheby’s Europe MD Maarten ten Holder, who bravely had to fill what was and will be a considerable void.

By the end of a very long evening, and after some post-selling had been concluded, 48 or 62% of the 78 classics in the main glossy catalogue had changed hands. And after the 27 cars from the Quattroruote Collection in the earlier session had sold out however, 76 of the 105 car entries had sold and the overall sale rate rose to 71% and the premium-inclusive sales total to 27,333,120 euros (22.59m).

30 cars in the main sale, just under 40% of them, did not achieve reserves which were set ahead of current trading conditions, which despite some strong performances and the occasional record busting price, would appear to be softening.

LATEST CLASSIC CAR AUCTION COMMENTARY: 06/05/2016

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One of 77 Rover 3500 VIP models from 1976 as P6 production came to an end was driven through the latest SWVA Friday morning crowd to sell for £24,840, triple the guide price, during a 91% sold £503k session. Indeed, only 6 of the 70 classics for sale just outside Poole in Dorset failed to do so.

Latest classic car auction commentary: 06/05/2016

Another milestone result in the West Country was the £11,232 paid for a Riley Kestrel badged 1100 from the BMC era with 728 warranted mileage, driven therefore an average of 14.5 miles per year since new in 1966.

Although both 1965 Austin-Healey 3000s, the headline writing model at previous SWVA sales, failed to hook buyers, an ex-Beverley Hills and cosmetically sharp MGA Twin Cam with right-hand drive conversion led the summer-ready sportscar prices at £37,800. There were buyers, too, for both home market Triumph TRs with £27,000 for a 1957 TR3 and £21,870 for a 1965 TR4A, both on wires and both previously restored.

An aerodynamic Bristol 401 entered by only the second owner from new in 1953 topped the results with a £39,420 valuation. A New Zealand sourced 1959 Jaguar 3.8 Mk2 with the 3.8 out of the car, but included in a crate, and replaced with a 2.8 Nissan Turbo Diesel, more than doubled its top estimate to sell for £38,880 – and £23,592 was available for a 1959 Jaguar MkIX 3.8 auto with power steering from the Irish Republic.

The next day, during the Ford Show at Sandown Park, Barons held what is generally reckoned to have been the first stand-alone auction for Classic Fords. On a Saturday afternoon in Surrey, with the Ford Show in full swing upstairs, only 16 or 31% of the 51 Fords on the trading floor sold though, albeit for £245,862 with premium. The top selling Fords were a John Young raced 1965 Mustang 7.1-litre racer sold for £68,200, followed by a 1971 Mustang 302ci auto Convertible with factory-fitted RHD for £30,800 and a 1963 Cortina 1500 GT De Tomaso badged 4-Door for £23,375. No record auction prices were paid for Capris, Sierra or Escort Cosworths, or Escort RS 1600s as we have in recent months at Goodwood, Silverstone, Birmingham and King’s Lynn in general sales catering for all-classics.

Bonhams do have dedicated marque sales, of course, for Aston Martins at AM Works Newport Pagnell, the next one Saturday 20 May, and for Mercedes-Benz recently at the factory Museum in Stuttgart factory. Then, Silverstone Auctions have their Porsche-only sale at Silverstone later in the season.

However, RM no longer hold an all-Ferrari sale at the Maranello factory in Italy and the all Rolls-Royce sale during RREC weekend opened its tent flap to admit other marques a few seasons ago. While various MG-only sales came and went during the annual marque bash.

The problem with the mono-marque sale is that consumers for all makes are just too well served with multi-options on an increasingly over-crowded auctions calendar – and neither the auction houses or many of their clients are prepared to hang on to a model of a specific marque for an annual sales opportunity.

Besides, at today’s much higher price levels, few vendors can afford to wait up to a year until the next marque sale comes round and they ‘might’ sell their car for some much needed money. Maybe, and thanks to the convenient click of an obedient mouse, the market and consumer gratification for most things will soon become instant, and patiently waiting for an annual auction could well gather unsustainable dust like ye olde hard copy auction catalogues on my groaning book shelves.

The very latest overview of the state of classic car play in the field has pinged onto my screen from the number-monitors at Historic Automobile Group International, who opine that the market for rare collector cars has recovered some lost ground in April trading and moved, therefore, back into positive territory for the year. For their HAGI Top 50 benchmark advanced 3.87 points (1.22% in our language) month on month, reaching a current index price of 320.73. This Index is up 1.06% since the beginning of the year.

Both Porsche and Ferrari contributed to the gain, they say, the HAGI P rising 4.83% and the HAGI F 4.51% compared to March. Classic Mercedes-Benz meanwhile declined to marginally with the HAGI MBCI down 0.63%, managing to stay above its December 2015 closing price of 0.11% though.

HAGI reckon buyers are focusing on low mileage, perfect, complete and original motor cars, that are technically and historically fully documented. I also agree with them that the market for lower quality stock has seen significant declines, they say by 20% or more over the past 9 months.

At auction, most market-depressing sale rates are down to unsuccessful vendors’ reserves being hopelessly out of step with the reality of the desirability and condition of their entries. The object of an auction is for vendors to actually sell their cars, and for buyers to bid for and buy them, and not travel a very long way to spend the afternoon kicking over-priced tyres.

LATEST CLASSIC CAR AUCTION COMMENTARY: 01/12/2015

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The most eyebrow-raising results during the final Brightwell sale of the old buying season at Leominster were a cosmetically exhausted 1963 190SL Mercedes in right-hand drive from 20 years storage take on for £93,500, which would have bought a well restored example in the summer, and the £63,800 handed over for an ex-Fixed Head Coupe 1972 E Type S3 Roadster chop.

Again, a factory-built open V12 E could have been landed for less at the start of the year. While contestants from as far away as Australia, Canada and Qatar had tried (unsuccessfully) to secure the 190SL project which was won by a clearly most determined bidder from the South West of England for £63,500 more than the estimate!

By the end of another well supported afternoon, and after the first wave of provisional bids had been invoiced, 119 or 82% of the 146 classics on the menu had been consumed for £1,123,755 with premium, an average of £9443 per car being spent on a Wednesday afternoon in Herefordshire.

The vital statistics were also re-assuring for market makers and watchers alike last Saturday in the multi-floor Mercedes World showrooms at Brooklands, where Historics had wisely set up their rostrum on the marble-floored mezzanine rather than under canvas on potentially soggy ground in the Museum car park next door. For although the computer said 38 of the cars on display had failed to find new friends, 92 or 71% of the 130 possibilities in the glossy book did seduce clients to part with £2,429,020 with premium, a within the M25 average investment of £26,402 per classic acquisition.

The Gullwinged 300SL Mercedes three-pointed star of the show with £925,000-1,125,000 ambitions failed to flap away to a new nest and the £300,000 or more suggested for a 1966 Silver Cloud III Rolls Drophead by MPW was also not achieved. But the sale gross had surged strongly from the previous Historics at Broooklands sale total in August and the near £2.5m spent on old motors this time eclipsed the figures at the same venue a year ago.

Unusually at auction these days, the top performer under the gavel was not a relatively modern Ferrari, but a pre-WW2 Alfa Romeo 6C 1750 Turismo by James Young, which had been first registered to an Inverness trawler owner in pre-quotas 1929, and which found the next keyholder with a spare £165,000. Whilst the going rate for Testarossa stock here was £82,500 for a 1987 left hooker with 51,430k on the odo and £64,350 for a 1990 Texan serviced lefty. Qualms appeared to be absent and bidding was brisk for a 1998 550 Maranello with a Category D record which cost the next policy holder £71,280. A 1983 308GTS Quattrovalvole fetched £70,400.

There was much Mini interest in some Wood & Pickett cars, which were being shed by present ‘custodian’ of the historic coach-building company, Michael Standring. £18,700 was handed over for a 1986 Austin Mini Mayfair, which became the try-out prototype for the engine conversions that John and Michael Cooper would eventually offer customers from 1999 onwards. £11,000 apiece was paid for a 1990 Rover Special Projects Mini Cooper S, a 1981 Austin Morris era Mini 95L Pick-Up and the 1963 Wood & Pickett Mini Delivery Van. A half-timbered 1969 Morris Mini Traveller picked up £7370, while an ex-Nick Mason 1990 Cooper S from another source went for £10,000.

Still to turn their microphones on are Coys Westminster tonight Tuesday, CCA Warwickshire Event Centre Saturday, Bonhams New Bond Street Sunday, H&H Droitwich next Wednesday, Bonhams Hendon next Thursday and Barons Sandown Park the following Tuesday, all before the nation’s gavels are briefly mothballed until January. There will however be no Christmas break for the likely to be imminently scrambled RAF this year and one can only hope that all leave will be cancelled for those essential listening and surfing operatives in Cheltenham.