Most expensive cars of 2012 – so far
Ferrari 250 GTO #5905
63 – Scuderia SSS Repubblica di Venezia, I “MO 96519”
63/sep/14-22 2nd OA Tour de France Carlo Maria Abate/ Lucien Bianchi #167 TdF p180 Pourret p282, 283
64/mar – Fernand Tavano, Le Mans, F “353 KF 72”
64/mar/20 dnf Rallye de l’ Ouest Fernand Tavano/ Marcel Martin #109 Dans les pas de Fernand Tavano p189
64/may/02-03 1st OA Rallye de Picardie Fernand Tavano/ René Mazzia #3 Dans les pas de Fernand Tavano p192
64/may/24 dns GP de Paris, Monthlery Fernand Tavano #46
64/may/30-31 1st OA Rallye du Limousin Fernand Tavano/ René Mazzia #3
64/jun/07 2nd OA Cote du Pin Fernand Tavano
64/jul/26 1st IC Les Andelys hillclimb Fernand Tavano #93
64/sep/11-20 dnf Tour de France Fernand Tavano/ Marcel Martin #173 TdF p198 Dans les pas de Fernand Tavano p202-204 Pourret p287
65 – donated to l’Ecole Pilotage de l’A.C.O.
66/apr/03 18th OA Le Mans Trials André de Cortanze #64
67 – Pierre Bardinon, Aubusson, F – Mas du Clos Pourret p213 C50 p32 “96 DC 23”
82/aug/31 20th anniversary GTO tour Pierre Bardinon
87/may/22 – displayed at Cartier ‘Hommage a Ferrari’ exhibition, Paris, F
87/jun/07 25th anniversary GTO tour Pierre Bardinon
94/may/17 – jul/31 Design for Speed, Nationalgalerie Berlin Pierre Bardinon C84 p8
96 – Chairman Lee (SAMSUNG), Seoul, RK via Talacrest
07 – Bill Ainscough, Wigan, Machester, UK
08 – Jon Hunt, UK
Sold for 20.2 million UK Pounds in January 2012 from the UK to Spain
Ferrari 330 P4 #0858 – With only three original P4s ever built, cars like this exceptional, race-winning example only become available on the rarest of occasions. Chassis 0858 competed under Coupe, Spyder and Can-Am configurations. Its distinguished racing career includes a third overall at the 24 Hours of Le Mans in 1967 and a win in the 1000-km race at Monza. Currently Spyder body work is being prepared for the car as illustrated here. About as “Blue-Chip” as it gets!
Check December 2011 edition of Motorsport Magazine – page 52 – Jackie Stewart quotes the car when he mentions this P4 as the only car that worked for him at the bumpy Brands Hatch was the Ferrari P4 he drove there in 1967 – this actual car!
Enclose some pictures above – kindly sent by Roy Walenn – who wrote to us with these memories of the car many years ago…Thanks Roy!
“I attach the (PDF) photo of the P4, regrettably, like my mind it is a bit faded now! So, from memory the year is 1967 or ’68. (I was a lad of 14 /15 y. old. a mad petrol head then, and it has only got worse!) I took the picture in our local hero’s (John Love) service station, forecourt, (Main st., Bulawayo, Rhodesia) where a lot of the pre-race scrutineering used to take place. (I used to stand glazed eyes and watch John and his mechanic –Gordon Jones work on John’s Lotus 49 ) Although this was an afternoon after the race week-end, and I ‘think’ they were about to head back to Johannesburg (500 mile south). (Yes ‘just’ on an open trailer, and left out-side hotels at night! – how things have changed) I think the P4 had been driven by Paul Hawkins that week-end and regrettably it either dnf or did not actually race. But, do remember it practicing and of course the lovely noise! The track was our local James McNeillie Circuit, Kumalo, Bulawayo, Rhodesia………
In later years the P4 was raced in the orange with brown and gold strips of team “Gunston’ colours, and indeed was driven by the Paul Hawkins and John Love in the Kyalami 9 Hour endurance race of1968.
I hope these will be of interest to you and future owner of an outstandingly beautiful racer.”
Alternatively Bugatti Royale #41-150 as shown here is supposedly available for somewhere in the $10 – 20 million range http://www.flickr.com/photos/jacksnell707/3096280084/
Not to mention the ex. Neil Corner Auto Union in a garage in Germany could be available for this amount
Approx. US$10 mil. –
The ‘D’ Type Auto Union
The 1938-39 V12-cylinder Auto Union racing car – retrospectively classified postwar as the Chemnitz company’s ‘D-Type’ model – was developed originally to meet a new set of international technical regulations – or ‘Formula’ – governing Grand Prix racing. The Formula specified a maximum engine capacity of 3-liters and a minimum weight limit of 850-kilograms. The ‘D-Type’ Auto Union was based upon a highly sophisticated and advanced new chassis design, featuring de Dion rear suspension and with its fuel load centralized in pannier tanks hung along each side, within the wheelbase. The 3-cam V12-cylinder engine developed some 420bhp in 1938 single-stage supercharged form, rising to some 485bhp at 7,000rpm when two-stage supercharging was adopted on the latest-version cars for 1939.
The Auto Union team’s 1938 season was riven by early tragedy when its star driver, Bernd Rosemeyer, was killed in a speed record attempt that January. Superstar Italian ace Tazio Nuvolari then took his place, taking the battle to the rival Mercedes-Benz battalions.
Two of the new Auto Unions placed third and fourth in that 1938 German GP, driven respectively by Hans Stuck and by H.P. Muller/Tazio Nuvolari. The team’s next appearance was then in the Italian Coppa Acerbo race at Pescara on August 14, 1938, where none of their entries survived to the finish. However, one week later in the Swiss GP at the Bremgarten forest circuit outside Berne on August 21, Hans Stuck finished fourth.
The Italian Grand Prix followed at Monza Autodrome on September 11, 1938, and there in a race of attrition Tazio Nuvolari’s Auto Union ‘D-Type’ survived to win after 2 hours and 41 minutes of hectic racing. With this victory, Auto Union humbled the rival Mercedes-Benz W154 cars, the best of which could only finish third, co-driven by Rudi Caracciola/Manfred von Brauchitsch.
This 1938 season was finally completed at the Donington Grand Prix, Donington Park, England, on October 22, having been postponed to that date from October 1 due to the contemporary Munich Crisis between Germany and Great Britain. There Nuvolari won yet again in the Auto Union ‘D-Type’, beating the factory Mercedes-Benz W154s of Hermann Lang and Dick Seaman, and with Auto Union team-mate H.P. Muller taking fourth place.
That final pre-war season – whose leading cars such as this Auto Union represent the absolute high-point of ‘Silver Arrows’ technological sophistication – then opened on May 21 with the EifelRennen, at Germany’s Nurburgring, where Nuvolari’s ‘D-Type’ finished second and Rudi Hasse fifth driving – as confirmed by available published records – chassis frame no “19.”
Today, Auto Union ‘D-Type’ chassis “19” is the only proven surviving Grand Prix car of its type with contemporary 1939 racing history. It is one of the classic car world’s most charismatic machines, exquisitely well restored to running order and offered to auction bidders “on the button,” having run recently once again on the historic old French Grand Prix course at Reims-Gueux.
It is in every respect a jewel – its V12 engine’s Hirth-type built-up roller-bearing crankshaft alone embodies some 1,111 separate components – yet it is all relatively low-stressed and as run by Crosthwaite & Gardiner on gasoline/methanol fuel mix it has shown promising reliability.
It is the contemporary rival – and nemesis – of the Mercedes-Benz W154s. It raced against them, and it beat them. It bears the handprints of Stuck and Hasse – and probably of 1939 European Champion (robbed) H.P. Muller – and of the legendary Tazio Nuvolari too. It is one of the target cars upon which such greats as Caracciola, Lang, von Brauchitsch, and Dick Seaman once drew beads. It is absolutely a great Grand Prix car for the true connoisseur.
Most importantly, its survival and content are universally acknowledged by all the leading authorities on these cars and endorsed by the modern Audi company’s ‘Tradition’ department. Among those historians, one of the better known is Martin Schroeder, who co-wrote one of the earliest books on these cars, Mr. Schroeder, not only confirms this to be frame 19 and that the information we provide here regarding its two 1939 races and placings is correct, but intriguingly offers a suggestion that with the documentation he retains in his archives that the car could be even more important than it is already perceived – if that were possible. Perhaps this will lead to the next exciting chapter in this car’s history.
Bugatti Type 41
The little known Royale LSR Car is being sold in France for US$10 million
Competition Group: 5
Constructed For: Porsche AG
Engine Specification: 4,494cc, 580hp; upgraded to 4.9 liter
Ownership History: Porsche AG (1969), Porsche Salzburg (1970), Vasek Polak (1973), Matsuda Collection (1982), Julio Palmaz (2000)
Competition Highlights: Winner of the 1970 LeMans 24 hours
Chassis Notes: LONG TAIL 1969 VERSION.
CONVERTED INTO 1970 “K” SPECIFICATIONS. SOLD TO PORSCHE SALZBURG TEAM. PAINTED SOLID WHITE. GOODYEAR TIRES.
COMPLETE RACE RECORDS DO NOT EXIST BOTH FOR SALZBURG AND MARTINI.
04-12-70, BRANDS HATCH 1000 KMS (#11, ELFORD-HULME, 2nd-230 LAPS, 3rd IN QUALIFY 1:28.8)
04-25-70, MONZA 1000 KMS (#, ELFORD-AHRENS, DNF-CRASH, 3rd IN QUALIFY 1:25.82)
05-17-70, SPA 1000 KMS (#28, ELFORD-AHRENS, 3rd-70 LAPS, 12th IN QUALIFY-3:40.5, 4900 CC ENGINE)
PAINTED RED WITH WHITE STRIPES, 4900 CC ENGINE.
06-13+14-70, LE MANS 24 HOURS (#23, HERRMANN-ATTWOOD, 1st-2863 MILES – 119.29 MPH, 14th IN QUALIFY-3:31.5, 4500 CC ENGINE)
SOLD TO MARTINI RACING, PAINTED SILVER WITH RED, LIGHT BLUE AND BLUE STRIPES. FIRESTONE TIRES, 4900 CC ENGINE:
o1-30+31-71, DAYTONA 24 HOURS (#4, ELFORD-VAN LENNEP, DNF-FLAT TIRE, 11th IN QUALIFY-1:45.39)
SOLD TO VASEK POLAK, CALIFORNIA (USA). SOLD TO MATSUDA. SOLD TO PALMAZ.
IN THE TRANSACTION BETWEEN POLAK AND MATSUDA, POLAK SWITCHED CHASSIS PLATES BETWEEN 023 AND 020 (THE 1971 SEBRING WINNER). LATER THIS SWAP WAS REVERSED AND HAS BEEN FULLY DOCUMENTED AND DETERMINED (IN COURT) TO HAVE BEEN CORRECTLY ASSIGNED.
Ketcham has a Mercedes SSK 1929 Racer for sale and if it is real it would be worth somewhere around $10 mil.
Or this 540K Spezial Roadster from 1939 http://www.classicdriver.com/uk/find/4100_results.asp?&dealerid=11570&lcarid=1836538&action=advanced_search
Again if original worth 10 mil., if a fake only 1 mil.
5 – 10 million USD –
Alfa Romeo 8C2300 #2211065 with Le Mans history is available here – http://www.fineautomobiles.nl/for_sale/Alfa/8C2300/8C.html
& either the Bentley Blower or Alfa 8C2300 here
FERRARI 250 LM
Chassis no. 5891
The 5th of 32 cars built The first of only 3 LHD cars Originally with a regular Scaglietti short nose In June 2000, reunited with its original engine n° 5891 (engine swapped with 5905) that has been totally overhauled by Officina Sauro, Bologna – Italy Same owner for 28 years Fabulous racing history
Ferrari 250 LM
Chassis no. 6051
Undoubtedly one of the most iconic cars ever produced, the stunning looking 250 LM is the last Ferrari model to have won Le Mans, as well as the last versatile Ferrari sports-car ever produced, which can be enjoyed on the road, used on rallies and raced on the track.Purchased new by Viscount Portman via Maranello Concessionnaires Ltd in 1964, chassis number ‘6051’ was sold to Roy Salvadori and subsequently Jackie Epstein in late 1965, who drove a couple of remarkable races in South Africa, to take two podium finishes for his LM’s first outings.In 1966, Privateer Jackie Epstein and professional Australian Paul Hawkins successfully campaigned ‘6051’ in the most prestigious sports-car events worldwide at the Daytona 24 Hours, the Targa Florio, Spa-Francorchamps 1000 kilometers and Rothman’s 12 Hours at Surfers’ Paradise, Australia.
Its new owner David Prophet widely campaigned ‘6051’ fitted with a long nose by Drogo in 1967, both in the Autosport 3-Hour Championship in England and Internationally at the Rheims 12 Hours and on the magnificent circuit of Charade for the 300 Kilomètres d’Auvergne.
This RHD Ferrari 250 LM finished in original ‘rosso cina’ colour with trade mark blue cloth seats has continuous and well known history from new, as listed above. It comes with substantial documentation, including a copy of its original factory invoice (number 1361/64, dated 8th September 1964) and ‘Certificato d’Origine’.‘6051’ is the only Ferrari 250 LM to have such major period racing history in International competition across four different continents: Europe, America, Africa and Oceania. Most importantly, it still retains its original chassis, engine, most of its original bodywork and UK registration number DJJ 4C.‘6051’ has been prepared regardless of cost to the highest standards by renowned specialist Tim Samways, it comes with HTP and is race ready. A very iconic, historical and competitive Ferrari, highly eligible for the Goodwood Revival, Le Mans Classic, the Tour Auto or the Italian Historic Car Cup.
Ferrari 250 GT California 1959
1959 LWB California Spyder (#1501 GT). The Ex-Nicholas Cage LWB California Spyder. LHD. Factory Disc Brakes. Stunning! Covered headlights. Velocity stacks. Recessed chrome door handles. Chrome surrounds on covered headlights. Chrome surround on hood scoop. The 34th of 51 LWB California Spyder built. Spectacular one-off nickel fittings across the dashboard, gauges, door standards and handles, that were delivered new from the Ferrari Factory. Beautiful leather tool roll with full set of tools.
Bugatti Type 55
Chassis no. 55-208
Chassis number: 55208
Engine number: 12
1934 Le Mans 24 hours entry # 14
Superb original condition.
Considered one of the prettiest Sports cars from the 30’s.
OR THIS ONE
The Bugatti type 55 was conceived as a race car in disguise. In 1932 Bugatti had created a considerable reputation for their road and race cars. The type 51 was a twin cam evolution of the renowned type 35 Grand Prix. The 2.3 litre engine was a jewel, but in the early thirties could not keep up with the new generation of race cars coming out of Italy and Germany. Bugatti countered by making the type 54 using a slightly larger chassis than the type 35/51 and shoehorning in the 5 litre engine of their big road cars. The result was fast and dangerous. The engine was just too heavy.
So when the company decided to build a road going ‘supercar’, the decision was made to join the T54 chassis and the T51 engine. The result was a masterpiece. Strict two seaters with minimal comfort, the 38 cars made were bodied as either two seat roadsters or a few coupés and cabriolets.
Of the surviving cars, very few retain their original body or engine. When we get to this level authenticity is extremely important. You wouldn’t buy a Picasso that had been modified by an un-known artist seventy years later.
This particular car has a cabriolet body made by Van Vooren. It is of course the original body. In its original two-tone paint. Original engine, original gearbox, original wheels, original axles, original ancillaries. Just wonderful. After over thirty years of storage the engine has recently been stripped cleaned and re-assembled with new bearings. The original wiring has been carefully checked.
It is one of a handful of T55 supplied originally with the wonderful Cotal semi-automatic gearbox which enhanced driving pleasure.
Three documented owners from new, the last for 35 years. They just don’t come better than this.
Chassis no. GT/106
During the test program with the already ultra fast small block GT 40, Ford decided to build, as a second generation GT 40, two 7 litre prototypes which would go even faster.The order to build this cars, GT 106 and GT 107, with the 427 CID engines was given to Kar Kraft, a company belonging to Ford.
Work started in July 1964 on GT 106 and was completed by May 1965.
GT 106 and GT 107 where 2 out of the 4 prototype chassis build out of thinner sheet metal -22 gauges instead of 24-gauges in an attempt to reduce weight.
These second generation MK II GT 40 were basically completely different cars. To cope with all the extra power of the big engine, a new 4- speed manual transmission including differential got developed by Kar Kraft, many chassis alterations had to be made to allow the big engine.
After extensive testing with GT 106 by Tom Payne and Ken Miles on Ford’s Romeo proving ground, reaching more then 210 Miles and further test’s on the Riverside track, the car returned to Kar Kraft. The car was completely stripped, rebuilt and prepared to be send to Le Mans for the 24 hour Race together with GT 107 and several other 289 GT 40`s.
The decision to take the 7 litre cars to Le Mans, which was only 4 weeks away, was taken after this impressive tests and the Le Mans Race would be the ultimate test. For the cars the time for preparation was so short that the cars where airlifted for all transports.
In Le Mans, the 7 litre GT 106 was driven by Bruce Mc Laren and Ken Miles. The car made the fastest lap in the race with a top speed of 342 kmh, was leading the race until the first fuel stop, regained the lead until it troped out after 4 hours with gear box problems. The sister car GT 107 driven by Phil Hill and Cris Amon droped out after seven hours with gear box problems as well.
Never the less the overvelming speed convinced the Ford management that the 7 litre car would be the future and so the MK II was born. The impressive victories proved it and the MK II became an Icon.
10. 07.1991 FIA (FICHE D’INDENTITE POUR VOITURE ANCIENNE) have been granted. With the assistance of Brian Wingfield GT 106 was raced in many historic races all over the world, like Silverstone, Tour de France, Nürburgring with invitations to Aida Japan, Laguna Seca (Pebble Beach) USA. In several races the car finished first in front of a bunch of Ferrari
In 2008 new, current FIA papers where issued, the car had a new complete overhaul, including engine, gea rbox, brakes, suspenions, new FIA requested rubber tanks. Wiht the car there are several boxis of spare parts, gear ratios, spezial tools and two extra sets of wheels.
GT 106 is again ready for Racing and winning.
JAGUAR D – TYPE
Chassis no. XKD570
With just 45 production and 17 works D-Types made between 1954 to 1958,The chance to purchase an example of the iconic model that won Le Mans is 1955,1956 and 1957 are understandably few and fare between, and becoming more so. chassis XKD 570 thereby represents a rare opportunity. It departed Jaguar’s Brown Lane factory in July 1956. For some years part of Nigel Moores collection it has more recently rested with,and been campaigned in classic events by, a well known family of historic car enthusiasts, and we are delighted to now be offering the jaguar on their behalf.
Chassis no. XKD 520
•One of the most successful and iconic sports cars of all time
•Extensive early racing record and well documented subsequent provenance
•UK registered (EU tax paid), immaculately presented and with a detailed history file
•Not merely eligible but highly in demand by organizers of the world’s most exclusive events
•Chris Keith-Lucas: “In my opinion the car remains one of the best production D types in existence”
On only a few, rare, occasions do automobile design, performance and competition success coalesce into sublime expressions of form following function.
The list is short: Mercer Raceabout, Zagato and Touring’s Alfa Romeo 6C and 8Cs, Touring’s Alfa Romeo 8C 2900s, Giuseppe Figoni’s Talbot-Lago T150 CSS Le Mans ‘Teardrops’, Ferrari’s 330 P3/4.
And Malcolm Sayer’s D-type Jaguar.
‘XKD 520’, the seventh production D-type, was ordered through Brysons in Melbourne, Australia in June 1955 by up-and-coming driver Bib Stillwell, who later recalled: “I purchased the car new from Jaguar and it arrived in Melbourne, Australia in January 1956. I competed with the car for two seasons and had numerous successes with it.” These included the Bathurst 500, where ‘XKD520’ set the outright fastest sports car speed ever, also setting a new sports car record in the Rob Roy Hillclimb and winning the South Australia Trophy at Port Wakefield. After a brief hiatus when the car was prepared for the Australian Land Speed Record attempt it resumed racing in the Bathurst Road Racing Championship for Sports Cars, winning outright. A second place at Lowood in the Queensland TT and fifth in the Australian TT at Albert Park during the Australian GP meeting followed.
At the end of the ’56 season ‘XKD 520’ was sold to Ampol, the Australian Motorists Petrol Company, for Jack Davey, a colourful figure if ever there was one. The D-type was left in the care of Bill Murray in Surfer’s Paradise to prepare for the 6,000 mile Ampol Trial including a repaint in bright red and addition of a passenger windscreen. While driving the D-type to the start Murray lost control at high speed and smashed into an articulated lorry. Both the D-type and Murray were grievously damaged. In mid-1957 ‘XKD 520’ was sold to racer Frank Gardner who undertook its repair. In its April 1963 issue, which featured ‘XKD520’ on the cover as part of a feature entitled ‘Our Fastest Road Car?’, Australian magazine Sports Car World recalled: “The car was painstakingly rebuilt and all necessary parts crack tested. Alan Standfield made repairs to the alloy bodywork and the car returned to racing in 1958. Gardner’s choice for body color was white- the same as his previous racing cars.”
Gardner then proceeded to add further laurels to ‘XKD 520’s history including a second at Bathurst, first at Mt. Druitt, third in both heats at the Orange Racing Car Scratch Races (both bettered only by GP cars) and first in the over 1500cc race at Schofields.
David Finch acquired ‘XKD 520’ in November 1958 and continued to race it for the next three years, eventually fitting a factory-supplied 3.8-litre block after the original 3.4-litre added its expiration to the fitting name of Bathurst’s engine-testing Con Rod Straight. He earned a first place in the 1961 Queensland TT with the new engine. In 1961 an encounter with a fence at Warwick Farm exceeded the ductility of the original bonnet and Alan Standfield created a distinctively-shaped version of Jaguar’s long nose bonnet.
Ash Marshall acquired ‘XKD 520’ in May 1962 and commenced a plush restoration with chromed accessories, XKSS style side exhaust and heat shield, polished aluminum, a fully-carpeted interior and “a glass-like finish” as described in Sports Car World, complemented by the registration number ‘ASH 222’. Later owners in Australia include Peter Bradley and Richard Parkinson.
In 1967 ‘XKD 520’ was acquired by former Jaguar apprentice and future Le Mans 24 Hours winning racing driver and car dealer Richard Attwood in the U.K. He had it attended to by Jaguar’s Brown’s Lane facility and then displayed it in his Wolverhampton Mercedes-Benz showroom, ultimately selling it to Sir Angus Spencer-Nairn in 1977.
Jaguar expert and restorer Chris Keith-Lucas recounts its later history as follows:
“[It] came to us at Lynx on behalf of its new owner, Angus Spencer-Nairn. The car was generally quite well presented at that time, but required straight-forward recommissioning before being sent out to the Channel Islands….
“Over the next quarter century I maintained a regular acquaintance with the car…. He used it quite lightly; a few track days, some tours, a Mille Miglia, but no races….
“In 2004 the car sold to a new owner … who kindly brought the car to me [at CKL Developments] again for recommissioning. It is now  in good usable condition and pains have been taken not to spoil the pleasing patina of the car.
“… The car has retained its original tail, monocoque and the 3.8 engine supplied by the works early in the car‘s life. However, on working on the car…we decided to put right one outstanding feature which we felt had been unsatisfactory for many years. This was the bonnet: the one it had worn since its accident in Australia around ’57 was a locally-produced item, and was not any too beautiful, being a rather flattened semi-long nose, semi short-nose affair.
“The aim was to return it to its original body plan, and this we achieved with a genuine original short-nose bonnet which I managed to acquire for the project. This bonnet had at one time been fitted to an XKSS and had been discarded decades ago when that car was rebuilt…. The removal of the rather oddly-shaped tail fin improved the look of the car and was authentic for the car’s early appearance. It also gave us the chance to view the paint layers underneath, red and white, which were found to accord perfectly with the Andrew Whyte description.
“In my opinion the car remains one of the best production D types in existence, having had a long-term owner through the period when many other cars were spoiled by unsympathetic restorations and unfortunate ownership changes. To the very best of my knowledge the car has retained its principle components since the end of the 1950s. It is one of my favourite D types….”
In addition to fitting the original style short nose bonnet, CKL Developments’ work in 2005 included detail work to de-chrome plate and restore ancillaries and suspension elements to factory appearance.
Subsequent owners have been Joel Laub in the U.S., a well-known and highly regarded U.K enthusiast and the current European collector. It has been maintained in recent years by David Brazell and is being freshly serviced by Chris Keith-Lucas at CKL Developments before being placed in the hands of its next keeper.
‘XKD 520’s appeal is endorsed by both Bib Stillwell and Richard Attwood who at various times expressed their desire to re-acquire it.
Also included in the sale are the Australian-built semi long-nose bonnet and tail fin – both important attributes of the car’s continuous and significant history from new – a passenger windscreen, spare clutch and spare wheel. During its long term ownership by Angus Spencer-Nairn a substantial quality of documentation was accumulated including its FIA Historical Technical Passport, correspondence with Jaguar historians Andrew Whyte and Philip Porter, correspondence with Bib Stillwell and between Stillwell and the Jaguar works, old registration documents and ancillary correspondence and restoration and maintenance invoices which conclusively document ‘XKD 520’s history and originality.
Sympathetically preserved, restored and maintained, ‘XKD 520’ is one of the best D-type survivors of the 53 customer cars built, a choice example of the art of Sir William Lyons, Bill Heynes, Malcolm Sayer and “Lofty” England and the glorious competition history of Jaguar.
Whether you regard it as Britain’s rival to the Ferrari 250 Testa Rossa or the roadgoing equivalent of a Supermarine Spitfire (it’s both), the new owner of Jaguar D-type ‘XKD 520’ is unlikely to ever regret acquiring it.