Announced in July 1971, Holden's HQ represented a radical departure from the outgoing model range and was entirely new in almost every way. Built around a perimeter chassis - the first seen on a big Australian car - the HQ featured modern styling, new suspension with coil springs all round to improve the ride and handling, better passive safety through the use of padding inside and stronger panels outside. The engines, transmissions and steering were also new and buyers could specify ventilated front disc brakes. Both sixes (173/202-cid) and V8s (253/308/350-cid) were available, with a choice of transmissions ranging from a 3-speed column shift manual, 4-speed console-mounted manual, 3-speed Trimatic or Turbo Hydramatic 400 automatic. Three basic models were offered, the Belmont, Kingswood and luxury Premier along with the Monaro two-door coupe. There were plans to offer a four-door Monaro sedan as well, but Holden first tested the market in 1972 with the new SS package. Taking the Belmont sedan, Holden added a GTS grille, side vents, blackouts, black boot panel, unique bonnet stripes and distinctive wheel trims. The SS option gave the buyer a 4.2-litre V8 and four-speed manual under the bonnet, along with interior appointments like the GTS instruments, sports steering wheel and bucket seats. Available in three colours, including 'Infra Red', 'Ultra Violet' and 'Lettuce Alone', the SS proved a great success and has been a part of the Holden line-up, off and on, ever since.

Ford based the legendary Mustang on the little known Falcon Sprint, a compact sold in either hardtop or convertible guise between 1963 and 1965, with plenty of performance on tap thanks to the introduction of a powerful new small-block V8. The 260-cid engine was the only power option for the 1963 Sprint although buyers could choose from three different transmissions, including a three-speed column-shift manual, four-speed floor-mounted manual or two-speed auto. Built on a Falcon platform revised to handle the extra power, there was also heavy-duty suspension, beefed-up 10-inch drums along with additional exterior brightwork and unique 'Sprint' lettering. The interior featured a centre-mounted 6,000 rpm tacho, unique 16-inch woodgrain steering wheel, deluxe bucket seats up front along with a centre console housing a neat storage compartment. A team of Falcon Sprints were sent to Europe, prepared for rallying by Alan Mann's shop in England and put on a fine showing during the 1963 season much to the surprise of the local opposition. In fact, if it hadn't been for the introduction of the Mustang mid-way through 1964 in an attempt to bolster sales, the Falcon Sprint would have enjoyed a much higher profile today and is nonetheless regarded as the genuinely collectible in Ford circles, partly due to the small production run. Just 4,602 Sprint convertibles were produced in 1963, tiny numbers by Ford standards, and few survive in such good order.

This one owner example has been well cared for by the present owner and would suit an easy Restoration project or a Street Machine. Currently Registered the vehicle includes the Original Steering wheel , dealer and service books and has recently benefited from a brake overhaul including new Master Cylinder. The owner had Power Steering fitted in 1977 by the Ballarat Holden Dealer. Inspection is welcome .

MILAGE INDICATED 113,000

Very Complete and original this little Spitfire is in need of some TLC throughout although quite solid . Still presenting quite well the Triumph drives great and comes with a rare Hardtop and softop. Currently Registered the triumph is sold as is.

The evergreen MGB is, quite simply, the most popular sports car ever made in Britain and, as an affordable, practical and thoroughly enjoyable two-seater, still has tremendous appeal today. Launched at the London Motor Show in September 1962 to replace the MGA, the MGB had more room, a more powerful 95 bhp version of the venerable B-series engine and refinements like door handles and wind-up windows for the first time. However, it was the MGB's monocoque construction technique that was by far the biggest advance over the separate chassis of the MGA, giving the new model a more solid, lighter structure that gave a markedly improved ride and superior handling. In September 1964, MG announced the B-series motor would come with five main bearings and the following year offered a fixed-head GT variant and followed up with the Mark II in October 1967. To many enthusiasts, the Mark II open-topped MGB offers the best all-round package, combining all the charm and character of the original with a much-needed fully synchromesh gearbox and improved electrics, an alternator replacing the dynamo fitted to earlier cars. Further changes were necessitated by new safety legislation, including a collapsible steering column and padded dashboard. The Mark II retains the purity of the original design but is more enjoyable to drive and still makes a lot of sense as a classic sports car today.

Unconventional, futuristic and very French, the Citroen DS was launched in 1955 as a replacement for the venerable Traction Avant and remained in production for three decades, during which time the rest of the world slowly caught up. A technically and stylistically advanced design, the DS boasted unparalleled ride and road holding thanks to the hydropneumatic self-levelling suspension system, with hydraulics also controlling the brakes, clutch, transmission and power steering. Powered by a relatively small capacity four-cylinder engine, the Citroen relied on superior aerodynamics to provide a high cruising speed and decent acceleration - the unmistakable streamlined shape of the DS was actually penned by an Italian, Flaminio Bertoni and still looks remarkably fresh today. One criticism levelled at the DS was the cost - it was an expensive car to build and priced accordingly, so a simplified, cheaper alternative, the ID19, was launched two years later in 1957. Sharing the same basic platform and body styling, the ID19 lacked power steering and had a conventional clutch/transmission. Two models were initially offered, the Standard (developing 63 bhp at 4000 rpm) and Luxury with 66 bhp at 4500 rpm and a slightly higher top speed. With the arrival of the ID, Citroen finally ceased production of the Traction Avant and no less than 491,434 examples of the ID19 were manufactured between March 1957 and September 1969. The ID19 was rallied with great success by Citroen, even winning the 1959 Monte Carlo Rally outright. Regarded as one of the most influential automobiles of all time (it was placed third after the Model T Ford and Mini in a poll conducted in 1999), Citroen's DS/ID series is slowly gaining in recognition as the numbers of surviving examples dwindles with each passing year. The ID19 has a lot going for it, with a simple interior full of Gallic charm, fewer complex systems to go wrong and - as when it was new, remains a more affordable alternative to the DS.

A landmark car in the history of Holden, the HQ was almost entirely new with only the engines and some transmissions carried over from the previous HG. Designed and built for Australian conditions, the HQ had the most local input of any Holden thus far and featured unitary construction along with improvements to the brakes, coil-sprung suspension all round and enhanced safety equipment. As a result, the HQ was the best performing Australian car to date and by quite some margin. With an extensive range of models, Holden built an HQ to suit every need and the Monaro name was again employed for a two-door hardtop coupe variant (although for the first time a four-door Monaro was made available as well). The Monaro was sold in various guises, including the base model, LS, GTS and GTS 350. The GTS had full instrumentation in a machined gunmetal fascia, black vinyl trim with optional checked Houndstooth inserts, blacked out grille, unique wheels and wing vents. Although the 253-cid V8 was standard issue on the GTS, performance oriented buyers could opt for the 308-cid V8 with 240 bhp on tap and this motor came with the new, locally made M21 four-speed manual (with synchro on all gears) as standard. The HQ proved a great success with the press and public alike and is still held in fond regard by enthusiasts today, particularly in desirable Monaro GTS form as found here.

Mercedes-Benz's fifties equivalent of the modern SLK, the 190SL, ably fulfilled the role of a sporting tourer that offered plenty of style, typically first class Teutonic engineering and lively performance, all at a relatively affordable price. Created with the booming American market in mind, the 190SL was designed around Daimler-Benz' first unitary construction platform and the immensely strong steel backbone chassis was clothed in a mixture of steel and aluminium panels (including the bonnet, bootlid and doors) to keep weight down. The 1897cc four-cylinder engine, also common to the 190 saloons, developed 105 bhp and drove the rear wheels through an all-synchromesh four-speed gearbox. Braking was hydraulically operated via race-derived Al-fin type drums. One feature that made the 190SL so popular was the versatility afforded by offering a choice of a folding top or beautifully made hardtop that effectively turned the SL into a snug coupe for the winter months. Inside, the 190SL one finds an abundance of period detailing, from the padded dashboard and chrome horn ring to lovely touches like the chrome courtesy light. As fifties classic sports cars go, it's easy to make a compelling case for owning a 190SL. Reliable, versatile, chic and a solid an investment, this classic Mercedes-Benz roadster is guaranteed to turn heads and provide a thoroughly rewarding ownership experience.

The Corvette Stingray announced in 1968, has been tagged the C3 model in deference to its position as the third generation of America's only sports car. Drawing inspiration from the Mako Shark II show car, the C3 Stingray had pronounced 'Coke-bottle' lines that still manage to look beautiful and aggressive in equal measure. The styling was largely left untouched for the first few years of production and this was no bad thing, as the Stingray's original shape was always going to be hard to better. By 1971, the interior had come in for some revision, the bodywork was made by a new resin process and some minor changes to the mechanical specification (mainly a small reduction in the compression ratio to allow for lower octane fuels). The Corvette was sold in either of two body styles, namely a full convertible or the coupe, the latter actually featuring a targa-type roof arrangement with a pair of removable panels and removable rear window. The 1971 Corvette came with a 350-cid L-48 V8 developing 270 hp at 4800 rpm and a choice of either the Turbo-Hydra-Matic or four-speed manual gearbox. Included in the standard equipment list were vinyl upholstery, centre console and full instrumentation including tacho and an electric clock, disc brakes front and rear, a dual exhaust and tinted glass. Optional engines included the 330 hp LT1 or the various 427-cid big-blocks in various levels of tune, along with various heavy-duty manual transmissions to cope with the extra grunt. By 1971, the production of convertibles was down to 7,121 units and these early C3 'Vettes are becoming better appreciated as the years go by.

The first Corvette rolled off the production line in 1953 and has gone on to achieve automotive legend status, remaining in production today, more than five decades later. The Corvette has always remained true to the original concept of providing high performance, stunning looks and plenty of luxury at a reasonable price. For 1958 the Corvette was mildly restyled, the main difference being the addition of an extra pair of headlights, bonnet louvres and chrome vents inside the coves. Inside the interior was revised with the instruments now grouped together in a binnacle positioned in front of the driver along with a centre console and passenger grab-bar. Powering the Corvette was Chevrolet's legendary small-block V8, displacing 283-cid and developing 230 hp in standard tune with a three-speed manual gearbox (though buyers could opt for either a four-speed 'box or Powerglide automatic transmission for an extra cost). Although some refused to concede that the Corvette was a genuine sports car, it certainly managed to take the fight up to the Europeans on the racetracks of America in the late 1950s. In total some 9,168 Corvettes were built in 1958 and each is now regarded as a genuine American classic.

By the mid-1950s, all France's Les Grand Routieres, from Bugatti to Hispano-Suiza, Delahaye to Talbot-Lago, had all but disappeared, victims of the war and austerity that followed. Noted industrialist and car enthusiast Jean Daninos, having already built a small series of coachbuilt Bentleys in conjunction with his FACEL company in Paris, revived the concept of the French Grand Tourer with the new Facel Vega. Right from the outset, Daninos had envisioned his car would be a high performance, incredibly luxurious and ultra exclusive machine. Initially powered by a DeSoto V8 mated to a Chrysler Powerflite automatic transmission or Pont-a-Mousson four-speed manual gearbox, the first Facel Vega appeared at the 1954 Paris Salon. Styled in typically Fifties fashion, the original FV was a combination of American and European influences and managed to simultaneously appear both elegant and powerful. The interior was particularly impressive, as befitted a car with a price tag approaching that of a Rolls-Royce, with a deeply dished steering wheel, full instrumentation, plenty of wood and leather and exquisite detailing. The Facel Vega was progressively improved, first with Chrysler's new Torqueflite transmission, power steering and brakes, then in 1956 a larger 5.4-litre Chrysler V8 was adopted. For 1959, the Facel Vega was renamed the HK500, initially with a 5.8-litre motor then a 6.3-litre unit developing some 360 hp. When tested by Road & Track magazine in July 1960, the big French car recorded some impressive numbers, achieving 0-60 mph in 9.7 seconds and reaching a top speed of 130 mph. Production of the HK500 concluded in 1962, with 490 examples made and the customer book reads like a who's who of the period, with celebrities from all walks of life clamouring to own one. Today, the marque has a very healthy following around the world, with dedicated clubs and specialists in France, America and beyond.

The LC Torana was introduced in October 1969 as a substantial revision of the HB, turning what had essentially been a re-badged Vauxhall Viva into a truly Australian car. Available with both four and six-cylinder engines (the bigger-engined models had a longer 100-inch wheelbase) and in two or four-door body styles, the new Torana was a particularly handsome design. The LC Torana was awarded Wheels magazine's coveted Car of the Year prize for 1969 and quickly became the best selling car in its' class. Trim levels included the S and SL, while for the more sporting driver there was the new GTR model. Available as a two-door only, the GTR utilised Holden's more powerful 161-cid six with a two-barrel Stromberg carburettor, new cylinder head, twin exhaust manifolds, a revised air cleaner and other modifications resulted in maximum power of 125 bhp at 4800 rpm. As a package, the GTR was the Torana equivalent to the 186S GTS seen on the Monaro and similarly added a four-speed Opel-sourced manual gearbox, front disc brakes plus heavy-duty suspension, including a front anti-roll bar. Priced at $2,778, the GTR pack also consisted of full instrumentation, unique wheel covers, a wood-rimmed steering wheel and a range of bold colours. Just 1,176 LC GTRs were made and few survive today, making this one of the rarest and most collectible Torana variants.

With the introduction of the LC Torana range in 1969, Harry Firth - then Competitions Manager at Holden - saw the future of touring car racing lay in the smaller, lighter and ultimately more reliable Torana. Based on the sportiest model in the range, the GTR, the new XU-1 had its Bathurst debut in 1970, with three Holden Dealer Team entries and several privateers doing battle with the Falcon GT-HOs. With promising results in 1970 and again in 1971, Holden released an updated XU-1 based on the LJ series Torana for 1972 with revised styling plus a number of interior components lifted from the new HQ range. Mechanically, the XU-1 was used to homologate various components like heavy-duty springs, revised camshaft and lightened flywheel. With Globe Sprintmaster wheels and 3.08:1 diff, the Toranas were now capable of touching 225km/h down Conrod Straight. At Bathurst in 1972, the wet weather and driving genius of Peter Brock combined to defeat the mighty GT-HOs in the Hardie Ferodo 500 and the XU-1s went on to win the 1973 Australian Touring Car Championship, earning the ?Giant Killer? reputation along the way. The production LJ XU-1 boasted some pretty impressive performance figures, the 202-cid six churning out 190 bhp at 5600 rpm, and breathing through triple Stromberg carburettors. The Torana's body image was improved with a big bootlid spoiler, blackouts and some wild colours (and names) along with a 17-gallon fuel tank. With combined figures of around 3,300 XU-1s in both LC and LJ versions, very few unmolested original examples remain intact, with most having either been written off years ago or restored from the ground up. Prices of genuine XU-1s have shown rapid appreciation in recent times and this trend looks set to continue, with interest in these iconic muscle cars continuing to be strong.

Chrysler Australia joined the burgeoning local muscle car market in August 1971 when it launched the good looking Charger coupe and, like its main rivals, quickly saw the benefit of adapting the road car for track use. Chrysler's first attempt at a Bathurst homologation special for 1971 was codenamed the E38, comprising a full house VH Charger R/T Six Pack with triple Webers on a 280 bhp high output version of the 265-cid Hemi six, Track Pack (featuring cast alloy wheels, bigger brakes, quick-ratio steering and the option of a larger 35-gallon fuel tank) plus a limited-slip diff. Despite a promising start, with Doug Chivas winning on debut at Oran Park in September 1971, the E38 Chargers' Achilles heel was its three-speed gearbox and it wasn't until the following season that a four-speed version was homologated. Known as the E49, the ultimate Charger weapon had an upgraded engine - now with over 300 bhp - and looked to be a serious threat to the Falcons and Toranas for Bathurst in 1972. The E49 certainly had all the looks of a genuine muscle car - the R/T package added unique body detailing and colours, including a blacked-out grille, vertical stripes behind the front wheel arches and black flashes that ran down the side of the vehicle before wrapping around the tail spoiler. The R/T also boasted quartz halogen headlights, full instrumentation and an aluminium steering wheel and came in a range of colours with catchy names like Vitamin C, Hemi Orange, Hot Mustard and Mercury Silver (just 29 E49s were finished in this popular colour). The E49 was the fastest accelerating Australian muscle car of all, capable of turning the standing quarter mile in 14.4 seconds and clocking 0-60 mph in just 6.1 seconds - no mean feat for a six. In total, just 145 E49 Chargers were built and they remain the most collectible Aussie Mopars of all.

The ultimate Torana, for most Holden enthusiasts, is the homologation special designated the A9X, a codename that evokes one of the greatest eras for fans of the General in touring car racing. Built in limited numbers - just 100 hatchbacks were made plus 33 GMP&A lightweight shells - the A9X option was available on both the SL/R 5000 sedan and SS hatchback LX Toranas but was an entirely different beast to either of these road cars. The floor pan was unique, thanks to the Salisbury rear end and rear disc brakes while other changes included the steering gear that was bolted directly to the platform, a 3.08 diff (with the 2.6 optional), front spoiler with brake cooling ducts, and a bonnet featuring a large reverse airscoop - just a few of the 100 or so differences that set an A9X apart from a standard LX Torana. Having homologated these parts with CAMS, Holden cleaned up on the track each year from 1977 through to 1979 before the A9X was retired upon the introduction of the Commodore in 1980. Under the bonnet, Holden employed the L31 5-litre V8 mated to the usual M21 four-speed gearbox while the interior was stripped of sound deadening and the sedans even lacked a radio - in keeping with the competition oriented nature of the A9X. With Radial Tuned Suspension providing exemplary handling, disc brakes at either end giving superb stopping power and plenty of grunt from the high performance 5-litre V8 engine, critics agreed the A9X made a fabulous road burner. Right from the outset, Holden fans knew the A9X was something special and it has long been sought after by collectors as one of the most iconic of all Aussie muscle cars.

In terms of longevity, the third generation C3 model outlasted all other Corvettes, remaining in production from 1968 until 1983 and gradually evolved over the years both in terms of styling and mechanical specification. The Stingray drew inspiration from the Mako Shark II dream car of the early 1960s and the pronounced ?Coke bottle? styling managed to strike a balance between pure aggression and macho good looks. Although the 1976 Corvette was a mild revision of the previous year's model, America's only true sports car proved remarkably popular and set new records that year as sales topped 46,558 units. One significant change was the deletion of the convertible model, the coupe model featuring twin removable roof panels to allow for open-air motoring. The familiar 350-cid V8 received a significant power boost to 180 hp and there was the optional 210 hp L82 V8 with special heads for those looking for even more performance. Another improvement was the introduction of the new Turbo Hydra-Matic 350 transmission that was both lighter and smoother shifting than the outgoing unit. Although not as sophisticated as some European sports cars, the Corvette was nonetheless a competent performer on the road thanks to fully independent suspension, disc brakes all round and wide rubber on 15 x 8-inch mag wheels. Performance touches inside included a new small-diameter sports steering wheel and 7,000 rpm tachometer, along with bucket seats and plenty of equipment to play with.

This very nice example of a 1956 Mercedes - Benz 220S. Is one for the true collector.

Commonly referred to as the Roundy the 220S enjoy a cult following amongst Mercedes - Benz Enthusiasts

The exterior paint work has been redone in the original factory colour of Dark Reddish Blue a few years ago and still presents well.

All of the seats have fitted lamb's wool seat covers.

The 220S saloon is one of the last of this popular model series and has been a weekend car for a Mercedes-Benz enthusiast. It is being sold due to lack of space

The Vendor is open to offers and the 220S will be sold AS IS without registration.

Starting life as a 1959 Ford Ranchero Utility the Owner has converted his Ranchero to a custom version of Ford's Upmarket 1959 Edsel Ranger using a complete Station Wagon. Finished to a high standard the 'Edsel' could be mistaken for the Real thing if they were ever made and has the Edsel engine (FE) , dash and interior , tail fins and tail lights and tailgate, Factory Air Conditioning and Front Sheetmetal fitted. If you want to go to a Car Show and not be the same as the next guy this could be the Cool Custom you are looking for. The vendor states that the 'Edsel' has recently benefited from the fitting of new tyres and hubcaps , radiator and hoses , battery and rear shocks and the Brakes have also been rebuilt including Master Cyl and Switch. Sold with Import Approval.

VIN NO C9KF142515

Very rare 81837 code, Adelaide built HT GTS350 Monaro which has undergone a complete 'no expense spared' restoration.

This is an exceptionally rare export model Monaro and one of only 64 Monaro's built for export in Adelaide and sent abroad.

First registered on 1st January 1970 by the supplying dealer. She returned to Australia in 2005, when the restoration began.

This rare GTS350 Monaro is officially registered and recognised as a Holden and was produced in Australia before being delivered. As such, she has an Australian Owners handbook, which details the Australian Dealer Network of the day, and all major components (such as the DBA - Disc Brakes Australia) brake system and other parts are marked as 'Made in Australia'.

Now in superb condition, this is a matching numbers GTS350 Monaro with her original 350 Chevrolet engine, Rochester carbie, Power glide automatic gearbox, 140 MPH speedo and Salisbury LSD. The boot has the correct GTS350 spare wheel mounting points, with the spare fitted in the right hand side well. Originally ordered with power disc brakes and power steering, 6 inch, 8 slot wheels (with new and correct red band tyres). The suspension, steering and brakes have been fully rebuilt, including the original 'big nut' master cylinder.

The body is completely rust free - and retains all of the original glass and panels. She was stripped down to bare metal and sand blasted clean before having a very high quality repaint in her original blue with black stripes. All of the chrome work has been replated and she has the original bumpers and repolished stainless steel body mouldings.

The interior has been retrimmed and a complete new factory style exhaust system has been fitted as per the original specification in 1970.

The Monaro comes with a full photographic record of the restoration and her original Holden Owners Handbook. She has been brought back to 'as new' condition and is a superb and very collectable Monaro, ready to show, to drive, or keep simply as an investment.

The ultimate Torana, for most Holden enthusiasts, is the homologation special designated the A9X, a codename that evokes one of the greatest eras for fans of the General in touring car racing. Built in limited numbers - just 305 sedans were made plus 100 hatchbacks and a further 33 GMP&A lightweight shells - the A9X option was available on both the SL/R 5000 sedan and SS hatchback LX Toranas but was an entirely different beast to either of these road cars. The floor pan was unique, thanks to the Salisbury rear end and rear disc brakes while other changes included the steering gear that was bolted directly to the platform, a 3.08 diff (with the 2.6 optional), front spoiler with brake cooling ducts, and a bonnet featuring a large reverse airscoop - just a few of the 100 or so differences that set an A9X apart from a standard LX Torana. Having homologated these parts with CAMS, Holden cleaned up on the track each year from 1977 through to 1979 before the A9X was retired upon the introduction of the Commodore in 1980. Under the bonnet, Holden employed the L31 5-litre V8 mated to the usual M21 four-speed gearbox while the interior was stripped of sound deadening and the sedans even lacked a radio - in keeping with the competition oriented nature of the A9X. With Radial Tuned Suspension providing exemplary handling, disc brakes at either end giving superb stopping power and plenty of grunt from the high performance 5-litre V8 engine, critics agreed the A9X made a fabulous road burner. Right from the outset, Holden fans knew the A9X was something special and it has long been sought after by collectors as one of the most iconic of all Aussie muscle cars.

The Iconic Australian Muscle Car and possibly the most collectable Australian Car the Phase III has recently seen some suitable interest considering the pedigree it holds in our market. Prices now have settled and this lovely example of the Marque has been offered by its long term caretaker for the first time in 26 years. Finished in the desirable Track Red / Black Trim combination the vehicle does not retain its original engine block and when restored in 1995 the owner fitted a correct Ford Sunroof . Still presenting very nicely this GT-HO is currently registered and available now.

The legendary Falcon GT series evolved from the relatively understated XR into the thundering XW/XY GT-HOs that totally dominated touring car racing in the early 1970s and these cars remain amongst the most coveted of all Aussie muscle cars from this golden era. When Ford updated the XT Falcon into the XW in 1969, there was no question there would be a GT version, it was just a matter of when - in the end, the GT was launched five months after the regular production model. The XW GT was a fantastic looking car, with an offset bonnet scoop and matt black bonnet panels, front spoiler, Super Roo decals and twin driving lights that were - and still are - enough to warn slower drivers of more mundane cars that something special was rapidly filling their mirrors. Using the Windsor 351-cid engine for the first time, the big V8 boasted a four-barrel Holley carburettor, 10.7:1 compression ratio and hydraulic valve lifters to develop a very healthy 290 bhp. The GT was fitted with a four-speed manual as standard (with a three-speed FMX gearbox optional), had a limited-slip differential and uprated power-assisted disc brakes up front. The wheels were 14-inch 12-slots while the interior had a full complement of gauges, including a speedo calibrated to 140 mph. The Falcon GT was a genuinely quick car, capable of reaching 200 km/h, and cost $4,200, representing a substantial premium over the standard Falcon. The GT, and GT-HO offshoot, fared badly at Bathurst in their first attempt in 1969 but Allan Moffat turned the table on the Holdens in 1970 to score a memorable victory. Today any original Falcon GT is a desirable collectors item - hardly surprising given how few were built - in total, just 2,287 XW GTs left the factory in 1969-1970.

Introduced to widespread acclaim late in 1964, Ford's Mustang was breaking all sales records by 1967, and surpassed the million mark the previous year. Having left the Mustang largely unchanged for the first couple of years production, Ford decided it was due for a revamp in 1967 - due in part to competition from rivals like Chevrolet's Camaro. The Mustang was available in three body styles including the convertible, notchback coupe and fastback, with an extensive list of engine and transmission options. The look for 1967 was bigger all round - longer, wider and with more interior space and revised styling front and rear, but was still instantly recognisable as a Mustang. One of the more sought after options available on the car was the GT Equipment Group, a package that included power front disc brakes, dual exhausts (with chrome quad outlets) and grille-mounted fog lamps. Any automatic GT now went by the new GTA title and for the first time, Ford offered a big-block V8 in the Mustang. The 390-cid unit had a four-barrel Holley 600-cfm carburettor and developed a very healthy 320 hp at 4600 rpm, with bags of torque, turning Ford's Ponycar into a real street fighter. Combining the S-Code big-block V8 engine and GTA package makes this car a very desirable Mustang indeed, with an estimated 1900 built in 1967.

Representation only image.

Bonnet comes complete with;

- Bonnet is in very good condition and painted in Signal Red,

- Complete with headlight assembly and wiring,

- Complete bumper chrome work, bonnet beading and motif bar.

- MBG MKI, 1964 (early) rare early 'pull out door handle' model (highly sought after in the UK at present and worth $1000's more than later push button models).

- This vehicle is rare being No. 984 off the line in Sydney, making it a fast appreciating asset.

- Australian delivered. Mark I models are more solid and desirable (rarer) than later MK II models.

- Ground up restoration (every nut and bolt) and base metal respray 2003 (photos). Restored by Ian Wilder, owner of the MG Build Centre in Victoria. Potential buyers can contact Ian to discuss vehicle restoration, features, etc on: (H): (03) 5595 2329, or Mobile 0417 774 432 or Email: mgbuildcentre@mydesk.net.au

- Paint: PPG "Buttermilk" (have paint codes).

- No expense spared. 7000 miles since restoration. Very nice appreciating asset. Award winning show stopper. Receipts/photos for all work done.

- Minilite wheels (including spare with Hancook tyres (175 x 14") - wider than the standard 155's).

- Telescopic shock absorbers on rear.

- Extractors and upgraded German twin exhaust system.

- Electronic ignition (Standard MBG distributor).

- 9V alarm system (removable).

- 3 main bearing GA engine. Rebored with new pistons, bearings, rings, camp shaft, rocket shaft, valves etc.

- Converted to unleaded petrol (98 octane rating). Has a 12 gallon (53 lt) tank.

- New radiator and factory heater.

- Cold thermostat.

- Reversing lights.

- John Needam gearbox (4 speed syncro) - ie., MkII gearbox casing with 'red gears' (designed for MGO). This gives a closer ratio gearbox including syncro in first gear and givers overdrive in top gear so that you don't need an overdrive 5th gear (ie., gives overdrive without all problems of an overdrive gearbox). Also doesn't rev its head off in first gear. Designed for touring.

- All panels have clear plastic stuck to them and door lined with neoprene. Back panels, doors, and under floor mats also lined. As a result vehicle rides more quietly and doors shut with determination.

- Vehicle has been waxed and oiled underneath (top of the range British product) which is guaranteed for life.

- Trim: Blackman & Sons. Tan with dark brown piping. Seats have been made with extra padding for greater comfort, particularly over long distances/touring. The boot has been lined in black carpet.

- Steering wheel: wood rim and aluminum spokes.

- Interior Jaguar puddle lights (worked off door switches).

- Battery: 12V 'Century' D.I.N : 3L. (Vehicle has been negatively earthed).

- Electronic fuel pump

- New springs, diffs, brakes, and wheels.

- Twin SU Carbies HS4's (new/rebuilt).

- Stereo/cassette deck and twin speakers in the rear.

- Clock (original MBG clock).

- Chrome luggage rack.

- New never used custom HP Weathershield cover (top of the range imported from USA through Covercraft).

- Original vehicle manual included.

- Custom made new tool and bow bags to orginal design/pattern.

For many Holden enthusiasts, the ultimate Torana was - and still is - the homologation special carrying the A9X codename, a car that dominated on the track and is still today revered as one of the greatest muscle cars ever sold to the public in Australia. The A9X option was available on both the SL/R 5000 sedan and SS hatchback LX Toranas but was an entirely different beast to either of these road cars. The floorpan was unique, thanks to the Salisbury rear end and rear disc brakes while other changes included the steering gear that was bolted directly to the platform, a 3.08 diff (a 2.6 was optional), front spoiler with brake cooling ducts, and a bonnet featuring a large reverse airscoop - just a few of the 100 or so differences that set an A9X apart from a standard LX Torana. Under the bonnet, Holden employed the L31 5-litre V8 mated to the tough M21 four-speed while the interior was stripped of sound deadening (the sedans even lacked a radio) in keeping with the race-oriented nature of the A9X. With Radial Tuned Suspension providing exemplary handling, disc brakes at either end giving superb stopping power and plenty of grunt from the high performance 5-litre V8 engine, critics agreed the A9X made a fabulous road burner and a great weapon on the track. One the new model was homologated, Holden cleaned up on the track each year from 1977 through to 1979 before the A9X was retired upon the introduction of the Commodore in 1980. Just 305 sedans and a further 100 hatchbacks were built according to factory records, plus a further 33 GMP&A lightweight shells. Right from the outset, Holden fans knew the A9X was something special and it has long been sought after by collectors as one of the most iconic of all Aussie muscle cars.

As thinly disguised race cars went, Ford's Falcon GT-HO was right up there with the best of them, a homologation special in the finest Bathurst tradition. Starting with the original Falcon XR in 1967, the GT featured a powerful small-block V8 with a revised camshaft, higher compression ratio and four-barrel carburettor plus new exhaust manifold for better breathing while stiffer suspension, front disc brakes and four-speed all-synchro gearbox completed the package. With the launch of the facelifted XW Falcon in 1969, the GT heralded new levels of performance thanks to the 351-cid Windsor V8, a twin-plate clutch, limited-slip diff, power-assisted front disc brakes and 36-gallon fuel tank plus a full complement of instruments. With trademark 'Super Roo' stickers and twin driving lights, the Falcon GT was the toughest looking Falcon yet and went on to spawn the legendary GT-HO which gave Allan Moffat his first victory at Bathurst in 1970. Although HO stood for Handling Option, and the XW GT did indeed include an anti-roll bar at the rear, there were some important changes under the bonnet as well, with a bigger Holley, reprofiled camshaft, better flowing intake manifold and altered valves and lifters. The result was a thumping 300bhp and 385lb/ft of torque, making the GT-HO the quickest Aussie muscle car to date with 0-100km/h times in around 6.5 seconds and the standing quarter mile in 14.4 seconds. Just 662 Falcon GT-HOs were built, a fraction of total XW production, and for the serious muscle car collector and Ford enthusiast, a genuine HO must be one of the most desirable performance cars around, not to mention a rapidly appreciating asset.

The Jaguar Mark 2, in any of its various guises, remains one of the most desirable four-door cars of all time. The combination of 'grace, space and pace' offered by Jaguar's compact sports saloon was unmatched by any rival of the era and the Mark 2 found favour with racing drivers, the police and criminals alike. Launched in 1959, the Mark 2 range evolved from Jaguar's earlier 240/340 models (retrospectively tagged as Mark 1s) but was far more than just a simple restyling job - significant changes to the suspension set-up, including wider rear track, endowed the new car with greatly improved handling characteristics. The classic six-cylinder XK motor was available in three capacities: the 2.4-litre, with a new cylinder head, the 3.4, with a new twin exhaust system or - for the first time - the 3.8 lifted from the big Mark IX. Buyers could opt for a four-speed manual (with overdrive optional) or a Borg Warner three-speed automatic. The revised bodywork boasted a greater glass area for improved visibility in all directions, along with semi-recessed fog lights, a new grille and tail lights. Inside, the Mark 2 had a fresh dashboard layout whilst retaining the traditional timber veneer facia, a fully adjustable steering column, a centre console and new front seats with deeper squabs and folding tables recessed in the seat backs. Considered by many to be ahead of its time when first sold, the Jaguar Mark 2 remains an eminently useable classic saloon today, with excellent support provided by the many clubs and specialists around Australia.

It's hard to believe the 911 was launched more than four decades ago, but at the time of its arrival in 1963 the latest Porsche was hailed as a masterpiece and has gone on to become an enduring motoring legend. Retaining the rear-engined layout of its predecessor, the 356 and an air-cooled, horizontally-opposed engine configuration - albeit of six cylinders instead of four - the rest of the 911 was entirely new, with monocoque construction and timeless styling that has become one the most widely recognised sports car shapes ever created. The 911 may have remained outwardly similar for the next twenty-five years but underneath, a great many technical developments ensured the Porsche kept pace with its rivals. In 1984, the 911SC gave way to the Carrera 3.2 with a larger, more powerful engine using the latest Bosch Motoronic 2 DME engine management system and LE-Jetronic fuel injection. Other changes included a power brake booster and bigger discs while externally, the Carrera had a new front air dam (with integrated fog lights). Porsche replaced the old Type 915 transmission with the Getrag G50 five-speed box in 1987, along with an alarm system in 1989. In 1989, Porsche revived the Speedster, creating an instantly collectible 911 that harked back to the iconic 356 Speedster. With a cut-down frameless windscreen and hatch covering the rear compartment and folding roof, complete with fairings, the Speedster was sold in either narrow-body or more commonly with the wide-body and very few were made - just 2,103 in wide-body guise. Uprated Turbo suspension, brakes and wheels were also standard equipment, while the seating position was also altered thanks to the rails being lowered by 20mm. The Speedster was the final 911 built on the traditional rear-drive platform in the 1980s, with the heavily revised 964 appearing later in 1989, and the rarity, combined with the raw driving experience afforded by the Speedster configuration, make these cars a smart choice for the Porsche enthusiast.

The evergreen MGB is, quite simply, the most popular sports car ever made in Britain and as an affordable, practical and thoroughly enjoyable two-seater, still has tremendous appeal today. To many enthusiasts, the Mark II open-topped MGB offers the best all-round package, combining all the charm and character of the original with a much-needed fully synchromesh gearbox and improved electrics, with an alternator replacing the dynamo fitted to earlier cars. Further changes were necessitated by new safety legislation, including a collapsible steering column and padded dashboard. The Mark II, announced in 1967, was further refined in 1969 with new Rostyle wheels, seats and a matt black front grille then, in 1970, a redesigned hood, smaller 15.5-inch diameter steering wheel and much better heater made the MGB even easier to live with. The Mark II retains the purity of the original design but is more enjoyable to drive and still makes a lot of sense as a classic sports car today.

For 1966 Ford's motto was still of the "if it ain't broke don't fix it" variety so the Mustang was left largely alone, with only minor external changes to distinguish it from the previous years model. The '66 model can be identified by the floating Mustang badge in the centre of the grille and the three chrome strips on the simulated scoop ahead of the rear guards but otherwise the cool, clean styling remained unaltered. New safety regulations meant all 1966 Fords received front and rear seat belts, a padded dash, electric wipers and windshield washers as standard while front bucket seats with pleated vinyl trim were also included in all models. As usual, the buyer could choose between three basic body shapes - the coupe, fastback or convertible - and a wide range of engine and transmission options, all the way from a basic 120 hp six to a fire breathing 271 hp V8. Most popular of all remained the classic small-block 289-cid V8, as found here, available in three levels of tune (known as C, A and K-Code) to suit all driving types. The Mustang remained a runaway sales success in 1966, passing the 1,000,000 milestone and garnering an incredible 7.1 per cent of total American car sales. All the factors that made the Mustang so successful in the Sixties remain true today and they really do make an excellent choice for anyone looking for a classic muscle car.

The ultimate Torana, for most Holden enthusiasts, is the homologation special designated the A9X, a codename that evokes one of the greatest eras for fans of the General in touring car racing. Built in limited numbers - just 305 sedans were made plus 100 hatchbacks and a further 33 GMP&A lightweight shells - the A9X option was available on both the SL/R 5000 sedan and SS hatchback LX Toranas but was an entirely different beast to either of these road cars. The floor pan was unique, thanks to the Salisbury rear end and rear disc brakes while other changes included the steering gear that was bolted directly to the platform, a 3.08 diff (with the 2.6 optional), front spoiler with brake cooling ducts, and a bonnet featuring a large reverse airscoop - just a few of the 100 or so differences that set an A9X apart from a standard LX Torana. Having homologated these parts with CAMS, Holden cleaned up on the track each year from 1977 through to 1979 before the A9X was retired upon the introduction of the Commodore in 1980. Under the bonnet, Holden employed the L31 5-litre V8 mated to the usual M21 four-speed gearbox while the interior was stripped of sound deadening and the sedans even lacked a radio - in keeping with the competition oriented nature of the A9X. With Radial Tuned Suspension providing exemplary handling, disc brakes at either end giving superb stopping power and plenty of grunt from the high performance 5-litre V8 engine, critics agreed the A9X made a fabulous road burner. Right from the outset, Holden fans knew the A9X was something special and it has long been sought after by collectors as one of the most iconic of all Aussie muscle cars.

Volkswagen's Karmann Ghia was an immensely successful transformation of the humble Beetle into a stylish coupe and the project the brainchild of Wilhelm Karmann, whose Osnabruck factory was already building a cabriolet version of the Beetle. The new Volkswagen featured chic styling from Italian design studio Ghia above a modified Beetle floorpan, with a stabiliser added to improve handling. This, along with the superior aerodynamics of the sleeker bodywork, allowed the Karmann Ghia to perform quite respectably and, in keeping with the coachbuilt nature of the new model, the interior was more luxurious and dominated by the central clock. The Type 1 Karmann Ghia remained in production until 1973, by which time some 300,000 had been made and developments mirrored the Beetle. From 1960, a full-synchromesh gearbox and more powerful 34bhp engine were adopted, then came the 1300cc engine in 1965 and, a year later, the 1600cc motor from the Super Beetle was introduced. At the same time, dual circuit brakes with front discs improved stopping power and in 1970 the 1.6-litre engine was further worked over to give a full 50bhp and a big jump in performance. The practical, affordable and very cool Karmann Ghia has long been popular with enthusiasts seeking a stylish European coupe without the high running costs and good examples like the vehicle offered here are always in high demand.

The first all-Australian Falcon was the XA, launched in 1972 with completely new, more rounded styling and was the first Falcon developed exclusively for Australian conditions. Although a GT version of the new Falcon was included right from the outset, it was an altogether more refined package than the somewhat crude, more race-oriented GTs of old. In another break with tradition, Ford announced a hardtop coupe version of the Falcon with the aim of using it for racing. Launched at the 1972 London Motor Show, the stylish newcomers had fastback styling similar to the big American Torinos, with pillarless side window treatment, longer doors and dished rear window. The GT package, available in either hardtop or sedan guise, consisted of special wheels, blacked out bonnet and sill panels, vents on the front wings, special badges and interior trim. Mechanically, the XA GT retained the Cleveland 351-cid V8 (developing 300 bhp) with a choice of manual or automatic transmissions. The XA GT enjoyed a very successful racing career, becoming the only Ford GT to win at Bathurst on more than one occasion after taking successive victories in 1973 (with Moffat/Geoghegan) and 1974 (Bartlett/Goss). The XA GT was a rare car, with production figures indicating just 1,868 sedans and 891 coupes were made, and they have seen unprecedented growth in values over the last few years, a trend that shows no signs of abating.

Still presently with its First Owner this lovely example of Mercedes-Benz's Grand Touring Coupe is Finished in Steel Blue with contrasting Tan Leather and retains all of its Owner's Manuals and Service books, right down to the Becker Radio Manual and Dealer Tags. Always Maintained by Marque Specialists the Mercedes in still in good order and features Factory Sunroof, Electric Windows, Cruise Control and the Usual Mercedes Luxuries. Currently Registered, inspection should not disappoint.

MILEAGE INDICATED 201,500

The original Anglo-American sports car, the Cobra was originally conceived, designed and developed by Texan legend Carroll Shelby, who combined the pretty English Ac Ace sports car with the small-block Ford V8, with sensational results. The combination of brute power in a simple, lightweight tubular chassis proved a winner on the racetrack and Shelby's Cobras were soon beating more fancied European competition both at home and on their home turf. Today, original Cobras are highly prized by collectors around the world and fetch enormous sums. For more than two decades, the kit car industry has been giving enthusiasts the chance to experience the Cobra legend at an affordable price. In Australia, DRB is a well-established manufacturer building Cobra and GT40 replicas of excellent quality and they enjoy an excellent reputation. The chassis is an immensely strong item, designed to meet Queensland's stringent guidelines while the finish of the fibreglass body is fantastic, with thicker and rolled edges, unlike inferior quality kits. The shell of the DRB Cobra is slightly longer than the original in order to provide a deeper foot well, allowing taller drivers to fit comfortably and is an exacting copy of the big-block 427 Cobra, with its pumped up guards.

Introduced to widespread acclaim in late in 1964, Ford's Mustang was breaking all sales records by 1967 and surpassed the million mark the previous year. Having left the Mustang largely unchanged for the first couple of years production, Ford decided it was time for a revamp in 1967 - driven in part by the appearance on the market of rivals from Chevrolet and Pontiac. The Mustang was available in three body styles, the convertible, notchback coupe and fastback with an extensive selection of engine and transmission options. The look for 1967 was bigger all round - longer, wider and with more interior space, plus revised styling front and rear. Minor changes were made for the 1968 model year, including new bucket seats, a sports steering wheel, revised grille and chrome rocker panel mouldings. For the first time, the '67 Mustang was available with the option of a big-block V8 in the form of the 390-cid unit using a four-barrel Holley 600-cfm carburettor, turning the Ponycar into a real street fighter. In 1968, Ford expanded the range of big-block options available in the Mustang to include both 295 hp and 325 hp versions of the 390-cid along with the introduction of the 335 hp Cobra Jet 428-cid motor. Production totalled 317,404 and the '68 Mustang was immortalised by Steve McQueen, who drove a Highland Green GT390 in the cult movie "Bullitt". Any big block Mustang is a rarity in Australia, particularly the earlier 1967-68 body styles, and there is steady demand from collectors for these popular muscle cars.

In the early post-war years, Buicks were most often seen in black and usually transporting a businessman, politician or some other VIP and produced a range of fast, stylish and well-equipped cars that appealed to the upwardly mobile through clever advertising and flash ornamentation, including the vertical bar grille and famous 'gunsight' hood mascot. All post-war Buicks were powered by straight eights and in the case of the Series 40 model this meant a 248-cid unit developing 110 brake horsepower at 3600 rpm, driving through a three-speed column shift transmission with synchro on second and top. Although the American Buicks came in various series, the choice for Australian buyers was limited to the Special (8/40) four-door sedan assembled by Holden with imported chassis/body panels. The Special rode on a 121-inch wheelbase with an X-frame with four coil springs with 12-inch drums all round, a 4.45:1 axle ratio and 6.50-16 tyres. In Australia, local manufacturing was slower to return to full production than in America due to insufficient right-hand drive export chassis from Canada and it wasn't until December 1946 that Holden-bodied Buicks began rolling off the line once more. With a choice of leather or cord upholstery, the cars were now virtually identical to their American-assembled counterparts, differing only in having electric wipers instead of vacuum-operated ones. With a starter switch under the accelerator pedal, six-volt electrics and the option of an Air-Chief radio, the 1946-1947 Buick was certainly well equipped and an estimated 2,000 were sold in Australia during this period. Holden ceased building bodies in 1948 and their own product, the 48-215, was clearly inspired by the styling of the 1946-1947 Buick. With lovely art-deco inspired styling, toothy grilles and streamlined looks, the early post-war Buicks are design classics and remain popular with collectors today.

Here we have a very nice example of Holdens ever popular HQ GTS Monaro.

This 4 door sedan has under gone a full rebuild over the past 10 years to bring it back to it's original factory specifications.

Sold new through Stackhouse Motors, a Holden dealership in Euroa this Monaro comes with all of it's original service manuals and rare sales brochures.

Having travelled a genuine 63,000miles, this is one for the true Aussie Muscle Car Collector.

No expense has been spared to bring this vehicle up to this stunning car you see here.

HQ GTS Monaro's like this do not come up for sale very often and this one will turn heads where ever it goes.

A full Victorian road worthy certificate will be supplied upon sale.