The upcoming Race Retro collectors’ car sale, organised by Iconic Auctioneers, will feature two examples of the limited production Ford Sierra RS500 Cosworth.
A true homologation special, developed to help the Sierra dominate touring car racing in the 1980s, the rare RS500 models are likely to attract lots of attention.
Along with the Cosworth twins, the DJH Ford Collection also includes a bench-tested Ford YBD RS500 engine: perfect for use as a spare, or simply as a piece of automotive art.
Ahead of the auction later this month, let’s take a closer look at this dream duo before they come up for sale.
1987 Ford Sierra RS500 Cosworth #266
The first of the two RS500 Cosworths up for auction has been owned by the vendor since 1990, with only one other previous keeper recorded on its logbook.
Such was the commitment to originality, the supplying Ford dealership was used for servicing the car until 2014.
Like all RS500s, this Sierra Cosworth benefits from modified bodywork, including an extra spoiler for the tailgate and a deeper front splitter. Ford removed the usual fog lights, but supplied them in a box in the boot.
The upgraded 2.0-litre YBD engine in the RS500 boasts a larger Garrett T04 turbocharger, a host of new internals and a remapped ECU. This results in an output of 224hp, compared to the regular Cosworth’s 201hp.
A proven life well lived
More than 60,000 miles have been recorded on its odometer since this RS500 left the factory, proving it has been used as Ford intended.
During three decades of ownership, the vendor has accumulated a vast amount of paperwork to record the maintenance work undertaken. This is accompanied by magazine features, period photos and appraisals from RS ownership groups.
Such provenance will only add to the appeal of E500 JOR, which comes with a pre-auction estimate of between £75,000 and £85,000.
1987 Ford Sierra RS500 Cosworth #406
The second RS500 from the DJH Ford Collection comes in Moonstone Blue, said to be the rarest colour option for the special Sierra Cosworth.
From a total production run of 500 vehicles converted to RS500 specification by Tickford, just 52 were supplied with this paintwork.
Purchased by the vendor in 2021, it was a homage to his regular Sierra RS Cosworth, part-exchanged to buy the black example. Having been subject to a complete bare-shell rebuild by a previous owner, the bodywork was in near-concours condition.
True blue collar hero
Some £25,000 has been spent on a mechanical overhaul of the Moonstone Blue RS500, including a full engine rebuild as part of the fully documented work. Around 1,000 miles have been added to the odometer since then, making for a total mileage of 54,230.
Given the extensive work undertaken, plus car’s the rare colour, it comes with a higher pre-auction estimate of £85,000 to £100,000.
With Ford RS models having achieved record-breaking prices in recent years, the Race Retro show has the potential to grab headlines with this pairing.
The Iconic Auctioneers sale is being held at Stoneleigh Park in Warwickshire on Saturday 24 February 2024. Alongside the Fords will be an ex-Richard Burns Mitsubishi Lancer Evo V, plus a host of other desirable classics and racing cars.
Very few cars have such a notorious reputation, or such a place in automotive folklore, as the Vauxhall Lotus Carlton.
Subjected to a campaign by the Daily Mail to have it banned, and even mentioned during a debate in the Houses of Parliament, the Lotus Carlton became an infamous car from the outset.
Despite the huge amount of hype that still surrounds the Carlton, this 177mph four-door saloon lived up to expectations when we drove one for our Retro Road Test.
Now is the chance to own your own piece of Lotus history, with this example being listed for auction with Collecting Cars.
Special badge engineering
Eagle-eyed readers will have spotted this is actually a 1992 Opel Lotus Omega, rather than the Carlton. Offered for sale in France, the Omega was the European cousin of the Vauxhall, with its steering wheel on the other side.
The Opel-badged model is slightly more common, with 630 examples produced compared to the 320 Vauxhalls. Nomenclature and steering wheel position aside, however, the two cars are basically identical.
This includes the menacing Imperial Green paintwork, 17-inch five-spoke alloy wheels and a bespoke bodykit.
A true 90s gladiator
The source of all the controversy in the early 1990s was, of course, the 3.6-litre twin-turbocharged straight-six engine, which was heavily modified by Lotus.
Combining its increased displacement with a pair of Garrett T25 turbochargers resulted in a heady 377hp and 419lb ft of torque. For comparison, that exceeds the contemporary, 964-generation Porsche 911 Turbo.
With a six-speed manual gearbox taken from a Chevrolet Corvette ZR-1, plus a limited-slip differential used in the Holden Commodore, the Lotus certainly had a robust drivetrain.
A 0-60mph time of around five seconds and a top speed of 177mph earned the it the title of the world’s fastest saloon car at the time.
Ready to hit the road
This particular example is said to have spent 25 years on display in an Opel dealership before being purchased by another garage. The current vendor took ownership of the car around three months ago.
Just under 45,500 kilometres (28,000 miles) have been added to the odometer, with servicing last carried out in 2022. A roadworthiness inspection was performed at the end of last year.
Some light scratches are said to be present on the bodywork, but the black Connolly leather upholstery and wood interior trim are noted as being in excellent condition.
Fast-moving four door
With limited production numbers, huge performance and an even bigger reputation, demand for the Lotus Omega is likely to be strong.
Collecting Cars saw a similar Vauxhall-badged version sell for £54,000 last year, albeit with a higher recorded mileage.
You will need to be quick if you want to own this iconic 1990s super saloon, with the Collecting Cars auction set to end on Friday 2 February 2024.
Introduced in the early 1980s, the entry-level Mercedes-Benz 190E was a competitor for the second-generation ‘E30’ BMW 3 Series. It was also a relatively affordable alternative to the upmarket – and very popular – Mercedes E-Class and S-Class models.
When new in 1991, the 2.0-litre 190E driven here would have cost in the region of £20,000. That price tag put a Mercedes-Benz within a couple of grand of a high-spec Ford Sierra. The badge kudos was worth the extra outlay alone.
What are its rivals?
The 190E’s biggest rivals came from its home nation of Germany: the BMW 3 Series and Audi 80. Jaguar didn’t produce a compact executive car at the time.
Back then, if you wanted to prove things were going well in middle-management, you needed to drive a German car.
What engine does it use?
The Mercedes-Benz 190E was offered with a range of engines, starting with a 1.8-litre four-cylinder petrol producing 109hp. Those looking for performance could opt for the 160hp 2.6-litre six-cylinder motor.
The car we tested here features Europe’s most popular engine for the 190E: the 2.0-litre petrol, combined with a five-speed manual gearbox.
Although rare, a low-power carburretted 190 was available at first (note the lack of ‘E’ for Einspritzung, or ‘fuel injection’ in English). Diesels were also sold and proved popular around the world.
What’s it like to drive?
Mercedes-Benz says the 190E was over-engineered, thanks to the massive £600 million it spent researching and developing the car. That claim is easy to believe once you get behind the wheel.
In typical Mercedes tradition, the manual gearbox isn’t the slickest, and we suspect an automatic transmission would better suit the car. There’s quite a long throw between gears, while the ratios are long, meaning you have to select first gear at higher speeds than you’d expect.
The steering is light and feels a bit vague at first, discouraging you from making any kind of swift progress. But that’s not an issue – it’s the sort of car that you feel quite happy to drive at a sedate speed, watching everyone else rush around you.
However, you’re in for a surprise if you do decide to put your foot down. The cars hunkers down, in the way only old, rear-driven German executive saloons do, and handles much better than its larger peers. Sure, it can’t match an E30 BMW for dynamic prowess, but it’s certainly not dull.
Reliability and running costs
That over-engineering also means a 190E should prove to be exceptionally reliable. Like any classic car, it’s a good idea to service it regularly and keep on top of any issues, but we’d be surprised if a cared-for 190E left you stranded.
Servicing won’t be cheap, particularly if you use genuine parts and recognised Mercedes-Benz specialists, but it will be money well spent.
Could I drive it every day?
Of all the classics you could buy to use as a daily-driver, the Mercedes-Benz 190E is probably one of the most relaxing and reliable. It’s not the sort of car you buy for weekend blasts, but it will take the stress out of sitting in traffic on the way to work.
It’s not even particularly heavy on fuel; we’ve seen reports of more than 35mpg and, judging by how infrequently we had to fill up during our week-long test, it’s not as thirsty as you’d imagine.
How much should I pay?
Prices for good Mercedes-Benz 190Es are heading northwards now. While you could pick one up for a few grand not so long ago, only ropey examples are left in this price territory.
Bank on spending at least £5,000 for a smart example of a 190E.
What should I look out for?
Although the 190E is fairly bulletproof, you should still do your research to avoid an impulse purchase. They do rust: check the jacking points in particular, and lift up the carpet to examine the boot floor. Look out for bubbles in the paintwork – they might not be severe, but they could be costly to fix.
Listen for whines from the differential and, if you’re looking at an automatic car, make sure it goes through the gears without any issues. Although the manual gearbox is notchy (they’re all like that, sir), it should change gear without too much effort.
Should I buy one?
If you are considering a Mercedes-Benz 190E, just go ahead and do it. They are going up in price now, but there is a huge support network of specialists and enthusiast clubs.
Their robustness means there are still plenty about, so you can afford to be picky when searching for the right 190E for you. And if you find a good one, it won’t prove to be a headache to own.
Pub fact
The Mercedes-Benz 190E was one of the first vehicles to use multi-link independent rear suspension. This featured ‘racing car’ thinking at the time to improve ride and counteract bump steer over rough roads.
The technology, which is now much more widely used, explains why the 190E feels so planted during spirited drives.
Had the Fiat Croma sported those slender wheelarch extensions that frequently signal a crossover, plus maybe a more masculine-looking cross-hatch grille, raised ride height and the gratuitous application of the word ‘cross’ somewhere in its name, it might never have become a Great Motoring Disaster.
To complete the effect, it could also have come with a rarely-ordered four-wheel-drive option, bigger alloy wheels, extra plastic cladding and, perhaps, a pointless but symbolic compass in the dashboard. Then it could have been an urban crossover, Nissan Qashqai-style, advertised scudding across the city’s mean streets to shrug off all-comers. It might, just, have sold better as a machine for family adventures (mostly dreamed of in the owner’s head) rather than the shocking-as-magnolia machine that it actually was.
You will likely not remember this car at all. Or if you do recall a Croma, it will be the near-extinct hatchback sold here from the mid-1980s (pictured in black-and-white below). That big Fiat was a close relative of the Saab 9000, Lancia Thema and Alfa Romeo 164, an executive quartet co-developed in a bid to give their makers half a chance of making some money from a segment that was increasingly the territory of a well-known trio of premium brands from Germany.
Shake and flex
The so-called Tipo Quattro project kicked off in 1978, although it would take a lengthy and doubtless argument-filled six-to-nine years for all four models to finally appear. First to go on sale was the Saab in May 1984, followed by the Lancia five months later. The Fiat was launched in 1985 and the Alfa in 1987, almost a decade after Fiat Auto and Saab had signed the deal.
The big Fiat was not pitched quite as ambitiously as the other three, its hatchback underlining the functionality its a neatly nondescript Giorgetto Giugiaro styling and a blackly busy dashboard. Still, its 2.0-litre twin-cam engine provided plenty of rorty go – albeit rather less than you were hearing – and the Fiat’s eager handling was the pay-off for a ride as soothing as a pneumatic drill thumping beyond your bedroom window.
The Croma’s structurally-challenged body also produced an orchestra of twitters, creaks and squeaks that had you wondering if poltergeists had come along for the ride. Still, you could grab a moment of calm by stopping to slam its big hatchback shut; the body-flex occasionally prompted the tailgate to pop its lock on B-roads.
Take a Comfort break
Ordering the range-topping Croma i.e. Turbo allowed you to experience the torque-steer of its classier Type 4 stablemates for less cash, against a backing track of enthusiastically chafing cabin plastics. But it was undeniably quick – and well-equipped, too.
And rare. This ultimate version of the Croma found few takers. The less ambitious models did better and, while never a big seller in Britain, Fiat nevertheless shifted 438,000 units during the car’s 11-year career, most of them in Italy. The Croma also achieved a first with the production debut of a direct-injection diesel engine in a passenger car, although this is little reason to remember it.
And so to the Comfort Wagon, which sounds like a euphemism for a portable toilet. But that was Fiat’s description of the new Croma, this version a mix of MPV and estate. This second-generation Croma arrived after a long nine-year pause, debuting in 2005.
Inspired by Honda
Like the previous model, it was fairly big, front-wheel drive and had a hatchback. It also shared its platform with other cars, in this case the Vauxhall Vectra and Saab 9-3, an extended version of their GM Epsilon platform yielding both the Croma and the Vauxhall Signum, this oddball another smash-hit success (sarcasm alert – Ed).
The Croma’s Ecotec petrol engines were also provided by General Motors Europe, Fiat financially tied to the US giant at the time. In product terms, this collaboration produced a few benefits to both, though none as fat as the multi-million euro fee that Fiat boss Sergio Marchionne extracted from GM to allow them a divorce.
But for Fiat, there was no escaping the bad dream that was the Croma. Like the previous model it was styled by Giugiaro, and like the previous model it made you wonder where the great man’s talent had gone.
He would have a had a design brief to grapple with of course, and that was to produce something similar to the Honda Avancier, a tall estate that sat on an extra-long wheelbase, just like the Fiat that it mystifyingly inspired. The Avancier was a domestic market-only machine – wise choice – that sold badly, lasting only four years after its 1999 launch.
Plastics not fantastic
Besides echoing the Honda’s stellar sales career, the Croma also shared its proportions: the same high-mounted gearlever and a slightly elevated driving position. Despite the emphasis on functionality, the Fiat wasn’t especially versatile – its rear seats didn’t fold flat nor slide like they did in the Signum.
Still, the Croma was a pleasant enough device on motorways, easily housing four adults in enough quiet to allow them to muse on what Fiat was thinking of when it created this machine. It even handled decently well given its height, but bumps rippled at its occupants as emphatically as they had aboard the original Croma, if without the rattling accompaniment.
But if this big Fiat’s cabin plastics were clipped home more convincingly than two decades earlier, they were short of the tactile quality expected from a 21st century car.
Missing the point
In fact, the Croma was short of quite a few things needed in a 21st century car, the most glaring of them the desirability that might have arrived had Fiat read the market better. Instead, it produced the wrong kind of crossover, which produced the wrong kind of sales. The Croma was withdrawn from the UK just two years into its life and four years before its demise in mainland Europe in 2011.
This time there was a speedier replacement, Fiat rebadging the Dodge Journey crossover from the Chrysler stable that it had acquired. The Journey was pretty ordinary, too – we got it only with Dodge badging – but at least it cost a whole heap less to develop into a Fiat.
Stroll into a new-car showroom and you’ll struggle to spot anything that isn’t turbocharged. Well, unless it’s electric. Even Porsche has succumbed: every new 911 apart from the GT3 uses forced induction.
Where does that leave the 911 Turbo? Well, despite all this high-velocity hot air, the ‘proper’ Turbo remains something special – and rarely more so than in 996 guise. Indeed, the 2000-2005 996 Turbo may be the best value used 911 you can buy.
The car we drove was an immaculate 2001 example, kindly loaned by leading Porsche specialist Autofarm – and now sold.
What are its rivals?
The £50,000 you will pay for a nice 996 Turbo is near-as-dammit the price of a new Porsche 718 Cayman. The entry-level 300hp Cayman is less than a second slower to 62mph than the 420hp 996, and 24 years of chassis development mean there is scant difference in cross-country pace. With an ‘average’ driver at the wheel, the young pretender is probably just as quick.
However, while the 718’s three-year warranty certainly appeals, you pay dearly for that peace of mind. A Cayman will lose around half of its value after three years and 60,000 miles. Over the same period, a 996 may well appreciate in value, perhaps significantly so. A few years ago, you could pick up a Turbo for less than £20,000; now £35,000 is a realistic starting point.
If you fancy an older, air-cooled 911, you’ll have to settle for a Carrera – don’t expect to find a Turbo for less than £50,000. Prices for the 996’s predecessor, the 993 Turbo (1995-1998), have gone supernova: the best examples now nudge £200,000.
Which engine does it use?
Two bits of good news. Firstly, the Turbo uses a derivative of the legendary Mezger engine, as found in the 911 GT1 Le Mans racer and 996 GT3. Secondly, that means it doesn’t have the M96 motor found in most 996s, which is notorious for costly intermediate shaft (IMS) bearing failures.
With six-speed manual gearbox as here, the 3.6-litre flat-six is good for 0-62mph in 4.2 seconds and a VMAX of 189mph. Opt for the five-speed Tiptronic auto and those figures drop to 4.9 seconds and 185mph respectively.
Porsche offered an ‘X50’ upgrade pack that boosted power to 450hp and reduced the 0-62mph time to 4.0 seconds. This effectively became the Turbo S in 2005, shortly before the 996 was discontinued.
What’s it like to drive?
Close your eyes while driving a 996 Turbo (actually, please don’t) and you could be in a modern car. Its controls are light, but beautifully-weighted, its suspension feels supple and refinement is genuinely impressive.
There’s nothing old-fashioned about its performance either. The seamless shove becomes a torrent of turbocharged torque once the blowers spool up beyond 3,000rpm. It feels gut-punchingly, head-spinningly fast.
Four-wheel-drive traction and a benign yet biddable chassis make the 996 ruthlessly rapid in real-world conditions. On narrow British B-roads where a Ferrari might intimidate, the Porsche inspires calm confidence. And, unlike older 911s, the 996 Turbo doesn’t bite back.
Criticisms? The water-cooled six lacks the heavenly high-rev howl of its air-cooled ancestors. And the brakes don’t have the vice-like bite of a newer Porsche. But we’re nitpicking: this is still a fabulous driver’s car.
Reliability and running costs
A 996 Turbo should be cheaper to run than most cars with equivalent performance, particularly if you use an independent Porsche specialist such as Autofarm.
Nonetheless, you should budget at least £5,000 a year for servicing and maintenance, including regular oil changes (at least once a year), new spark plugs every 24,000 miles and a new clutch every 40,000 miles. Be wary of cars with the optional carbon ceramic brakes, which were standard on the Turbo S. They last a long time, but cost many thousands to replace.
Official fuel economy for the 996 Turbo is 21.9mpg, so you can also expect to be visiting petrol stations on a regular basis.
Could I drive it every day?
The 911 Turbo hasn’t earned its ‘everyday supercar’ nickname by accident. In stop-start traffic or even on the school-run (it has four seats, right?), the 996 is as docile as an Andrex puppy. Equally, on a foggy February morning, when few supercars venture beyond their air-conditioned garages, the four-wheel-drive Turbo is sure-footed and safe.
Where the 996 really feels its age is inside. Ergonomics are good – far better than the haphazard 993, in fact – but there’s an abundance of hard, scratchy plastics. The media system looks very dated now, too. Jumping from this into a new 992 is like trading your Nokia 3210 for an iPhone 15.
How much should I pay?
Prices start at around £30,000 for early cars with mileages into six figures. At the opposite end of the scale, expect to pay £75,000 for a mint Turbo S.
Any Porsche 911 has investment potential – and the potential for big bills. So buy the best 996 Turbo you can, focusing on service history and condition rather than mileage. We strongly advise getting a professional inspection before you buy, too.
What should I look out for?
Mikey Wastie is the co-owner of Autofarm and an expert on all things 911. Here are his top tips for buying a 996 Turbo:
1. Make sure it has a good service history. You’ll want to see invoices to back up the services, and ensure the stamps are credible ones. Turbos are lovely cars, but costs can add up if they’re not maintained properly.
2. The left-hand turbo control valve link rod corrodes and can stop the wastegate functioning – thus there is no overboost safety. Look out for boost issues: intercooler hoses can blow off and the plastic diverter valves can fail. Some cars have billet alloy ones fitted.
3. Check for rattling heat shields over the turbochargers.
4. Radiators have similar blocking-up issues to the naturally-aspirated 996s. However, they don’t seem to happen so soon as the radiators are at slightly different angles. The bumper also has a tighter grille that stops larger leaves.
5. Rust may be found under or around the bonnet latch, plus around both door striker catches on the rear wings. Look for the door-shut decal being masked over and painted around.
6. Corrosion can form on the curved edge of the Turbo alloy wheels from brake dust erosion.
7. As the cars are heavier and braking tends to be harder, we’ve found that standard, non-genuine discs and pads are not robust enough, possibly causing brake judder.
Should I buy one?
Older cars invariably look cool and offer classic kudos. However, they’re often – whisper it – quite disappointing to drive. Not so the 996 Turbo. Of all the Retro Road Tests we’ve written, this was among the most surprising.
Maybe our view had been tainted by Porsche purists, who look down on the 996 as inferior to the earlier, air-cooled cars. Objectively, the exact opposite is true: few cars even today are so capable, so crushingly competent.
For some, that breadth of ability equates to dearth of character, at least when compared with the quirky 911s of old. Judge the 996 Turbo on its own merits, though – as a car to own and live with, as well as to drive – and little else comes close.
So, should you buy one? Absolutely. Prices are creeping upwards, but the 996 Turbo is still a bargain in the big-money world of classic 911s. Get one while you still can.
Pub fact
The Porsche 996 is familar to five-year-olds everywhere as Lightning McQueen’s girlfriend – and a star of Pixar’s Cars films. The character of Sally Carrera is based on 2002 911 Carrera (not a Turbo, sadly), albeit with a shorter wheelbase and more upright windscreen.
Sally was originally going to be a classic 911, but Porsche convinced the animators to use an up-to-date car. The photo shows a real-life ‘Sally’, created for promotional duties.
This weekend will see a unique and very collectable Lotus Esprit Turbo cross the auction block.
Fitted with pioneering active suspension technology, and previously featured on both Tomorrow’s World and Top Gear television shows, this is a chance to own a piece of Lotus engineering history.
The special Esprit is part of this weekend’s sale by Anglia Car Auctions, taking place on Saturday 27 and Sunday 28 January in King’s Lynn, Norfolk .
A rarity from the outset
The car was originally built in 1980 as a pre-production version of the special edition Lotus Esprit Essex. Only 45 examples of the Esprit Essex were made, meaning this car is already a collector’s item – even before its storied history is taken into account.
Curiously, it was initially loaned to the DeLorean Motor Company (Lotus founder Colin Chapman was linked to the DeLorean DMC-12 sports car and subsequent fraud scandal) before it returned to Hethel.
Once back with Lotus, the Esprit was pressed into service to help the company further develop its computer-controlled active suspension. The brainchild of Chapman himself, the system was originally intended to help improve the performance of Lotus F1 racing cars.
As seen on screen
Instead of traditional springs and dampers, the Lotus active system used hydraulic pistons located by each wheel. These were combined with multiple sensors monitoring the forces acting on the car, with servo motors reacting at up to 250 times per second.
The goal for an F1 racing car would be to keep the ride height as constant as possible, ensuring maximum aerodynamic efficiency. Countering body-roll would also aid cornering speed, with the Esprit prototype reportedly able to generate up to 1.5g on road tyres.
Such was the advanced technology on display, this particular car starred on pre-Clarkson Top Gear in 1983, driven by John Miles.
Saved from the crusher
Once the development work was completed, the Esprit was meant to be crushed, having been deemed surplus to requirements. However, one employee hid the car from Lotus managers, until its significance was eventually recognised.
It then spent several years on static display at Lotus, before being sold to raise money. The current vendor has owned the Esprit for seven years and subjected it to a comprehensive restoration.
Some £60,000 is reported to have been spent, with the turbocharged 212hp engine and gearbox both rebuilt. Although the components for the active suspension remain, including the computer control panel, it would need further recommissioning to make it work again
The paintwork and interior are said to be mostly original, and the car comes with just two registered keepers noted on the V5C. An important Lotus certificate of provenance will be included in the sale, along with magazine cuttings featuring the important Esprit.
Unique Lotus for sale and more
Given the significance of this particular Lotus Esprit, it comes with a pre-auction estimate of between £90,000 and £120,000.
The predicted price reflects the important part the car played in Lotus motorsport history, but also the work needed to make the active suspension system operational again (if desired).
The Lotus will be up for auction alongside numerous classic hot hatchbacks, plus a number of ‘barn find’ cars in need of restoration. Potential buyers can attend the Anglia Car Auctions sale in person, or bid by telephone or online.
A unique 2007 Land Rover Discovery 3, built for the then-Prince Charles and the Duchess of Cornwall, will be heading to auction soon.
Now that Charles and Camilla are King and Queen, and following record-breaking sums recently achieved at auction for vehicles with a royal connection, the special Discovery 3 may become one of the most valuable examples of this third-generation SUV.
Just how much the Land Rover sells for will be revealed at the Practical Classics & Restoration Show sale, being held in March by Classic Car Auctions.
Delivered by royal appointment
The royal family is known for its keen interest in Land Rovers, with various examples having been part of its special fleet.
Although Range Rovers have typically been the royal luxury SUV of choice, this Land Rover Discovery 3 TDV6 was delivered new to Highgrove House in January 2007.
Documents supplied with the Discovery confirm it was supplied by JLR Special Vehicles for the sole use of the Prince of Wales and the Duchess of Cornwall.
They also note the Land Rover was to be driven by Tim Williams, head chauffeur to Prince Charles.
Noble understatement
Finished in Tonga Green, with an interior trimmed in Ebony leather, the Discovery 3 HSE is a lesson in regal restraint. From the outside, there is nothing obvious to demonstrate its royal connection.
However, bespoke additions by JLR Special Vehicles include alternate flashing headlamps, front and rear strobe lights, and flashing rear fog lamps.
A full list of the optional equipment fitted to the Discovery 3 will be included with the sale, along with a Jaguar Land Rover Heritage Certificate.
Maintained to sovereign standards
Powering the Discovery 3 is a standard 2.7-litre TDV6 diesel engine, combined with the optional six-speed automatic transmission. Producing 195hp and 325lb ft of torque, the TDV6 was intended to be the big-selling engine in the range.
There are no details on whether HRH Prince Charles made use of the Discovery 3’s Hill Descent Control, or ever engaged Rock Crawl mode on the Terrain Response system. However, as could be expected from a car used by the royal household, the vehicle comes with a fully stamped service history.
Classic Car Auctions notes that the odometer shows 117,500 miles, but says the Land Rover ‘looks and feels like a 40,000-mile example’.
For serious royal collectors
Last year, a 2004 Range Rover used by the late Queen Elizabeth II was sold for a world-record £132,750. The Discovery 3 seems unlikely to beat that figure, with a guide price of £20,000 to £30,000 suggested ahead of the sale.
Simon Langsdale, who sourced the Land Rover for Classic Car Auctions, believes it could still attract plenty of attention. He commented: “This is surely one for a serious royal family collector, and with Prince Charles now King Charles the vehicle has a double royal provenance, adding to its future value. One wonders if this will be the third royal 4×4 to make a world record with us?”
The Land Rover Discovery will cross the auction block on Saturday 23 March 2024 at the Practical Classics Car & Restoration Show sale, being held at the NEC in Birmingham.
A very special Mitsubishi Lancer Evolution is coming up for auction next month. Part of the Race Retro Classic and Competition Car Sale, the 1998 Evo V was first owned by the late rallying champion Richard Burns.
With an incredibly low mileage, and fresh from a comprehensive recommissioning process, the Mitsubishi could set a new world record for this model when sold by Iconic Auctioneers.
A reward for rallying success
After progressing through the rallying ranks, Richard Burns became a driver for the Mitsubishi Ralliart World Rally team in 1996. He drove for the outfit until the end of 1998, taking his first WRC victory with Mitsubishi on that year’s Safari Rally.
That 1998 season saw Mitsubishi claim the WRC Constructors’ title, with Burns playing a key role. He was rewarded for his efforts with this Pyrenean Black Lancer Evolution V, wearing the ‘S500 TMR’ registration number.
Burns signed for the rival Subaru World Rally Team for the 1999 WRC season, meaning he only had limited time to enjoy the Lancer Evo V. However, it remained part of his personal car collection.
In 2001, Burns would become the first Englishman to win the World Rally Championship. Tragically, he died as a result of a brain tumour only three years later, aged just 34.
Driving constant improvement
Produced only between January 1998 and January 1999, the Evolution V pushed the performance of the Lancer saloon further than ever before.
Its 2.0-litre four-cylinder engine gained an updated twin-scroll turbocharger, taking output to 280hp, along with 275lb ft of torque. A five-speed manual gearbox feeds power through Mitsubishi’s all-wheel-drive system, which is combined with Active Yaw Control.
On the outside, the Evo V came with widened bodywork, an adjustable aluminium rear spoiler, larger 17-inch alloy wheels and Brembo brakes.
GSR models, like the car up for auction, benefited from Recaro sports seats, climate control air-con and a three-spoke Momo steering wheel.
Fresh from years of storage
Following Richard’s death, the Burns family kept the Evo V as part of a special Burns Collection. The current vendor acquired it from Jo Burns (Richard’s sister) in February 2020. At the time, the car had just 789 miles recorded on its odometer, having been kept in storage for almost its entire life.
Being stored had taken its toll on the Evo V, however, and the vendor spent a considerable £16,500 on recommissioning work. Undertaken by Auto Torque in Buckinghamshire, the restoration process has been fully documented, and is said to have been completed to OEM specification.
After the work was finished in May 2021, the Lancer remained in the vendor’s private collection, with the odometer creeping upwards by a fraction to 794 miles.
Tracking down one first owned by a rallying legend, and with an incredibly low mileage, is therefore a unique proposition.
Iconic Auctioneers has given this Lancer Evo V an estimated sale price of between £80,000 and £100,000. However, given how special this particular car is, the potential to go higher into six figures seems very possible.
Accompanying the Evo V will be a host of memorabilia, including an original V5C document in Richard Burns’ name, along with a memory stick of photographs and some magazine cuttings. An RB-branded baseball cap, found in the glovebox, will come with the car as well.
A potential record-breaker
For comparison, last year saw an ex-Colin McRae Subaru Impreza STi 22B achieve £480,500 when sold, setting a new world record.
An earlier 1997 Mitsubishi Lancer Evo IV, also used by Burns but with a much higher mileage, failed to find a buyer when auctioned by Bonhams in 2021.
An icon of the 1980s, this particular Audi Coupe Quattro – up for auction via Car & Classic – is also a magnificent timewarp back to that era. Built between 1980 to 1991, the Quattro was born to go rallying, but it also earned legendary status as a road car.
Four-wheel drive and the Quattro name would go on to become a core parts of Audi’s identity, helping it become the premium brand we know today.
Powered by a 2.2-litre five-cylinder engine with a five-speed manual transmission, the Quattro offers a steadfast yet sporting experience. However, the real appeal here is this car’s incredible history and condition.
Lord of the rings
The Quattro was supplied new to a company in 1987, then privately owned by one of its directors until her death in 2008. It was kept within the family until 2017, when it was recommissioned by a classic car specialist – and it has been enthusiast-owned since.
Careful ownership, dry storage and a mere 59,000 miles on the clock mean this Quattro is in excellent original condition. Its history and paperwork are very complete, with the factory manual and service book both present and correct.
Never welded or extensively restored, the car’s bodywork is in fantastic shape, with solid sills and floor panels, plus Kalahari Beige Metallic paint. Also original are the Ronal alloy wheels, Blaupunkt London radio-cassette, tool roll and even the dealer sticker and tax disc holder.
Let’s do the timewarp
The brown and beige colour scheme extends to the interior, with its cloth upholstery, door cards and headlining all matching the bodywork’s colour and quality. The electric sunroof and windows are in good working order, as are the recently renewed boot struts.
‘Timewarp’ is an overused word when appraising classic cars, but if this Audi doesn’t fit the description then little else will. For one lucky new owner, it should prove a genuinely usable classic car, free from many of the usual foibles or inconveniences.
Car & Classic’s auction for the 1987 Audi Coupe Quattro, in association with Retro Motor, is live now and runs until 11 January 2024. When the bidding closes, it is expected to sell for between £14,000 and £19,000.
Less than enthused by the rumours of a forthcoming, fully electric Ford Capri SUV? If so, this may be more to your liking…
The run-out Capri 280 ‘Brooklands’ special edition is already a sought-after classic car. Production was limited to 1,038 examples, the very last of which remains in Ford UK’s heritage collection. However, only a handful of these cars were given the Turbo Technics treatment.
The Northamptonshire tuning company decided to fulfil Ford’s original plan to make the 280 turbocharged, boosting the Capri from 160hp to a tyre-squealing 200hp. This example, up for auction with Car & Classic, has covered just 52,109 miles in 36 years.
Brooklands with boost
On the outside, only the discreet Turbo Technics badge and beefier twin tailpipes indicate that something special lurks under the bonnet. The 2.8-litre Cologne V6 engine features a Garrett T3 turbocharger, capable of launching the rear-driven Capri from 0-60mph in 6.5 seconds.
Combined with a five-speed manual gearbox, Magnex stainless steel exhaust and standard limited-slip differential, the Capri offers a truly engaging driving experience.
Aside from the Turbo Technics upgrades, this fast Ford is highly original. Its seven-spoke 15-inch RS alloys are in great condition, while the interior boasts a new headlining, functioning sunroof and a period-correct Pioneer radio/cassette, along with the original seats and carpets.
A collectable fast Ford
First registered in October 1987, the VIN plate records this as number 100 of the Capri 280s built. A separate chassis plate reveals the Turbo Technics conversion took place in June 1989, while the T7 chassis code confirms the genuine Brooklands Green paintwork.
The car comes with a weighty history file, including numerous past MOTs – the most recent carried out in 2022 with no advisories. It was acquired by its current owner in 2021 and has hardly been driven since.
Rare Fords with provenance are highly collectable and can command headline-generating prices at auction, with this Capri expected to go for between £23,000 and £28,000. Car & Classic’s auction, in association with Retro Motor, goes live on Boxing Day and runs until New Year’s Day.
