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Lola T70


Mk3 coupe in Simoniz livery
6.0 litre Chevrolet V8
Chassis number SL73/128


Event Log

1968 USRCC
1968 Can-Am
1968 SCCA
1968 US Champions
1969 SCCA
1969 Can-Am
1969 US Champions
1970 SCCA
1970 US Champions
1971 US Champions
1972 US Champions
1981 Supersports Series UK
1982 Supersports Series UK
1983 Supersports Series UK
1984 HSCC
1984 Supersports Series UK
1987 Supersports Series UK
1987 Norrkoping GP Sweden
1989 - 2006 Rosso-Bianco Museum
2009 Spa Six Hours
2010 Goodwood Festival of Speed
2013 Masters



Originally built as a MkIII spider for US Lola Importer Carl Haas Racing, the car was new on 16th February 1968 and fitted with a Bartz prepared 365ci 6.0 litre Chevrolet V8 mated to a Hewland LG600 gearbox. Sponsored by Simoniz and painted in their orange racing livery, the car was driven by Chuck Parsons in the 1968 USRRC finishing third overall in the championship.

In 1968 the car was sold to Bob Nagel and he fitted a big block 427ci 7.0 litre Ford V8 and repainted the car in the white and blue colours of his sponsor, Thermo King. Bob raced the car in club SCCA events and Can-Am until the end of 1970, winning two Virginia National Cups and two Vandagraft Cups at Cumberland.

The car was then sold the car to aircraft engineer, Gene Fisher, in 1970. In 1974 the Lola T70 came to the UK and in 1976 Ray Potter bought it and ran it in historics until selling it to Nigel Hulme in 1980.
Nigel raced the car for three seasons, still as a spider with the big-block Ford V8, until converting the car to the Mk3B coupe spec for another three seasons of racing. He sold the car in 1989 to Peter Kaus for his Rosso-Bianco Collection of sports racing cars, housed in a German museum.

Peter converted the car back to a MkIII spider and it was displayed like this until the museum closed in 2006. The collection passed to the Louwmann Family in Holland who auctioned off some of the cars including SL73/128. The car was bought at auction in 2006 by Shaun Lynn who commissioned Clive Robertson to carry out a full restoration. Restored as a Mk3 coupe in Simoniz livery, the chassis was adapted so that a spare spider body, which was also finished in Simoniz livery, could be fitted. Briefly raced by a French owner from 2010 to 2012, the Lola T70 is now owned by the Cedar Racing team.

Osella PA1


Abarth 2L - 275HP engine
Configuration Abarth Straight 4
Location Mid, longitudinally mounted
Construction aluminium block and head
Displacement 1,981 cc / 120.9 cu in
Bore / Stroke 88.8 mm (3.5 in) / 80.0 mm (3.1 in)
Compression 11.5:1
Valvetrain 4 valves / cylinder, DOHC
Fuel feed Lucas Fuel Injection
Lubrication Dry sump
Aspiration Naturally Aspirated
Power 270 bhp / 201 KW @ 8,700 rpm
BHP/Liter 136 bhp / liter


This PA1-08 is believed to have been used by Abarth privateer Luciano Ottero in period. It was later acquired by avid Abarth collector and amateur racer Francesco Molino. At one point he owned as many as five two-litre Abarths. Along with PA1-04, this car eventually ended up in Great Britain where it was restored. For some time, it was campaigned in historic events with Cosworth FVC power but it has since been rebuilt with a proper Abarth four-cylinder engine.

Lotus 22


Engine: 1000cc
BHP: 115
Weight: 400kg
Gearbox: 5 speed Hewland

Event Log

Race entries in 2013:
Silverstone Classic - July
Spa Six Hours - September



The Lotus 22 was a racing car built by Lotus cars in 1962 for the Formula Junior racing category. A total of 77 cars were built. It was developed from the 1962 Lotus 20, with the major differences that it had disk brakes all round, had a top link to the rear suspension and had a dry sump engine that was canted over to lower the centre of gravity.

Many F1 drivers used the Lotus 22 for their classes - Jim Clark, Graham Hill and Jochen Rindt to name but a few.

This Lotus 22 was raced in Italy over several years.

Cooper Monaco


It was originally sold to Jack Brabham. Rodger Ward had a deal to go to the Tasman series so he bought the Monaco from Jack.

In August of ’61 Rodger turned the car over to Bob McKee. Rodger’s sponsor was Kaiser Aluminum so they wanted an aluminum engine in it and a Buick V8 was decided upon. The next year an extra coil sprung rear suspension was bought from Roger Penske and installed. At that time they also replaced the Jack Knight transaxle with the first prototype McKee transaxle. It always overheated with the Buick and eventually they installed a Ford 260 V8 with Webbers. Sometime during that timeframe a new nose was built for the car by Bill Leahy.

Rodger Ward sold the car to Ed Hamil and Roy Kumcick drove it for Ed. Ed was most famous for a sports racing car he built, the Hamil SR3.

Eventually Roy Kumcick bought the car. Roy raced it for several years, until ’69. With the 260 Ford in it, it was a reliable and wonderful car to drive. Roy than sold it to someone in the south eastern U.S. and lost track of it after that. Roy evolved the body shape each year.

It languished for some years with a dealer when it was bought, partly dismantled and together with some other cars by an Italian gentleman, Count Zanon di Vagliurata of Monaco. During the transportation the buyer died and all cars stayed, during the duration of the probate, in the container.

Count Zanon than sold it to Allessandro Ripamonti of Milan, who had everything inspected by Sid Hoole, who identified the car, in spite of the later additions and V8 engine, as a proper 1959 Cooper T59. Also recognized as such by the RAC.MSA inspectors it received a provisional RAC chassisnumber. In the meantime Cooper historians have been able to link the European history to the American one and confirmed that it is indeed chassisnumber 59/4 ( out of 9 Monaco’s built in 1959 and thus making it one of the most competitive 50’s sportscars)

It was than restored to its original specification and raced ny Allesandro Ripamonti until its purchase by the present owner, who raced it in a.o. BRDC 50´s sportscars

Unfortunately the car was involved in an accident which did damaged the back to the extend that the rear bonnet had to be replaced (and a lot of traces of the former cut out for the V8 engine have gone.)

The car was fitted with a new Croswaith and Gardner 2 litre Climax engine and has seen only limited races since amongst which, notably a second place in the Monterey pre historics (only just beaten by Don Orosco’s 2,5 litre Lotus) and a race win at the Monterey Historics in 2006. Invited at the Goodwood Revival meeting 2007, and finished 7th. Third in Sir Stirling Moss Trophee , Donnington 2013.

The car has been issued with the former VHIF as well the present FIA HTP.



In 1964 Giotto Bizzarrini was working for Enzo Rivolta at Iso who were producing the Iso Grifo A3/L, a high-speed grand touring road-car powered by the familiar small-block Chevrolet V8 more commonly seen in the Corvette. At the same time, a competition version of the Grifo was developed by Bizzarrini, the A3/C with different alloy bodywork.

Only two A3/C’s were built by Iso after Rivolta and Bizzarrini fell out after a disagreement as to what direction the company should go in. Rivolta favoured road-car production while Bizzarrini argued for a more competition minded approach. Unable to agree, Bizzarrini left the company and started producing the A3/C at his own facility in Livorno. Another fall out between the two then followed when Rivolta stopped supplying Bizzarrini with the Chevrolet hardware he needed. Bizzarrini responded by stopping Iso using the Grifo name which Bizzarrini had cleverly copyrighted and trademarked as his own before leaving. Production of both cars basically stalled for about a year until a compromise was reached where Bizzarrini would get his hardware in return for the use of the Grifo name.

In 1965 Bizzarrini also re-registered his company and along with it a new serial numbering system starting with “IA3” as the original “B” designation which had been carried over from the first two Iso built cars had not been homologated for road use by Bizzarrini.

This particular car, chassis IA3*0245 was built in 1965 and delivered to Elio Mazzetti of Bologna who purchased the car for 3.8million Lira. Painted red, it was used mainly as a road car for the next decade by Mazzetti before he sold it to Domenico & Danilo Buttacchio, also of Bologna. The following year the car left Italy for the United States entering the US at Long Beach for its first American owner, Carlo Frosini of California who didn’t keep the car long selling it within a year to Edgar Downs. It was during this time that Silverstone Restorations of Wisconsin re-furbished the interior along with the fitment of air-conditioning, electric windows and a Blaupunkt stereo system.

IA3*0245 remained in America with three more owners during this period and also featured in several periodicals of the time, namely “Car Collector” and “Sports Car Graphic” in 1982, and “Automobile Quarterly” in 1985.

In 1995 the car came back to Europe having been sold to Paul Koppenwallner of Austria, who prepped the car for historic racing being a regular competitor until selling the car in 2005 to the Oldtimer Garage in Switzerland. In 2007, IA3*0245 was bought from them by Swiss historic racer Michael Erlich who enjoyed many years of historic racing in the Classic Endurance Racing series from then until 2014 when he sold the car through RMD Cars of Belgium to its current owner.

Porsche 911


1973 Porsche 911 Carrera 2.7 RS Touring - M472

LHD Chassis # 911 360 1295
Engine 6631264

Event Log

2010 Maroc Classic
2010 Tour Britannia




An original, matching-numbers Porsche 2.7 Carrera RS Touring. Delivered new in May 1973 to M472-Touring specification - finished in Signal Yellow with Black scripts and optional sports seats, headrests and inertia reel seat belts.

Originally supplied to Austria, where the car resided for the first ten years, until being imported to France in 1983. It then remained in France until 1997, when it was imported to and first registered in the UK.

This very genuine example retains original panels and benefits further from having been recently re-painted in its desirable, original colour scheme of Signal Yellow. It was also recently fitted with lightweight front and rear bumpers, lightweight door trims, correct new carpets and trim, immaculately re-anodised 7" & 8" Fuchs road-wheels, a Momo Prototipo steering wheel and a retro-trip meter for use on tours and rallies.

Additionally the car retains its original engine and gearbox, which have also  been fully rebuilt in the UK and fastidiously maintained to the present day.

Jaguar E Type


1963 Jaguar 3.8 L, E Type model

Events Log

2008 Classic Le Mans
2009 Tour Auto
2010 Tour Auto
2010 Classic Le Mans
2010 Spa Six Hours




Based on an original lightweight configuration with the rare bolted rear wings, this 1963 model has an all aluminum body specially built by RS Panels for Brain Wingfield who designed the car in the 1980s. The car was originally prepared for road rally use and it went through a first stage race preparation by Aston Martin specialist Goldsmith and Young in 2008. It has recently been stripped and re-built for full race specifications by Jeremy Welch. A 3.8 L Crosswaithe and Gardner has been installed and the total weight is now below 1000 kg. Owned since 2007, while still undergoing preparation, the car has participated in numerous prestigious events such as the Tour Auto in 2009 and 2010, the Classic Le Mans in 2008 and 2010, Spa Six Hours in 2010 as well as some Masters series races in Magny Cours and Brands Hatch

Aston Martin SC Le Mans


The first owner was Bobby Morgan, a well known racing driver of the time (he finished second in the Boulogne GP of 1922 driving Green Pea). The Le Mans was built to his order in 1933. Bobby Morgan owned the car for the next 20 years before passing through a number of subsequent owners. In 1998 the car was restored by the then owner under the supervision of a former chairman of AMOC. Ecurie Bertelli have carried out work on the car and know it well. 2001 was a busy year for this Le Mans. It was the 'star' of a UK television series on the restoration of classic cars and also featured on the Aston Martin calendar for the year. It was by AML to publish the launch of the new Vanquish car in Geneva, where they shared the limelight. There was also time for It to become winner of the pre War class at the AMOC Hampton court Palace concours and be featured on the BEN Christmas card for- 2001, This car boasts an Impressive history file with photos, documents and many invoices.The car is Capable of good FIVA and HTP papers as well as a VSCC buff form. The current owner acquired the car in 2003 and used on the road and in club races. The engine was rebuilt a few years ago with steel crank and rods and gives good performance making this car a competitive for rally or race.The performance is further enhanced by a close ratio gear box. The rear axle ratio has been changed to 5.00 : 1as a good compromise between track and road use. The Le Mans model is welcomed at the right events including the Mile Miglia, Le Mans Classic, Goodwood, SilverstoneClassic and many concours events making it a very sought after car indeed.