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Its racy design, a lot of space and the solid workmanship made the NSU Prinz a model for success. And it is reasonably spirited with its 30 hp. Five seats (at least according to vehicle registration), large boot in the front and a little one behind the rear seats in 1961 set the mood for long-haul routes and overtaking duels with enemy number one, the Beetle.

This Prinz of 1971 is a late model and was built from 1965 in this variant 4L. The interior in blue-black is in almost original condition except for the driver’s seat, which was changed once and now shines in a chic brown. Engine (motor compartment) and boot make a very good impression. On the underbody repairs have already been carried out. The car has not been moved for 20 years, so the engine does not starts.

For all those who love him, it is a classic with rear engine.

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Connect Four: The most successful NSU of all times

The Prinz models I, II and III were no longer modern enough in the early 60s, thus NSU opted for a radically new design that borrowed from the “bathtub” style of the Chevrolet Corvair. For this purpose, the Prinz was enlarged in length by 30 and in width by about seven centimeters. The modern look, combined with proven, robust and once more improved technology and a richer configuration (headlamp flasher, windscreen washer system, even make-up mirror!) made the Prince 4 a model of success. NSU managed to sell 570,000 units during the 12-year construction period, setting the company record.

The Prinz was also formative for the later, larger four-cylinder models NSU 1000 and 110/1200. They received praised for the chassis frame – the precise rack and pinion steering, which helps to capture the rear-wheel drive tending to oversteer on fast bends – and the accurate workmanship.

Doesn’t it look just gorgeous, this classic British roadster, in its two-tone red and light grey paint job and the beautiful chrome spoke wheels? It is an Austin-Healey 100-6 BN 4, built in 1958, first registered in Germany according to the factory record and re-imported back to Germany in 2015 after a prolonged stay in the US. With its 2.6 litre straight six cylinder engine installed, it delivers 87 kW (118 hp) of power and, owing to its kerb weight of merely 1,125 kg, could reach a top speed of 175 km/h if one was brave enough to try – truly impressive data for a car from the 1950s.
The “100” has an unwarranted 81,600 miles on the odometer. It comes with a four-speed manual transmission.
This Austin-Healey has already been re-painted, it is optically quite presentable. The chrome on the outside (radiator grille, headlight rings, rearview mirrors, boot hinges, handles, bumpers) is shiny and well-preserved. The interior displays an appropriate degree of patina. The boot looks dry, it contains a complete spare wheel. Due to the fact that the underbody requires welding and the electric system will need to be overhauled, the car is being offered as a restoration project. The original owner’s manual exists.
All in all, a charming old-school roadster that requires a few things done.

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Donald Healey built one single car for the 1952 London Motor Show, a jaw-dropping roadster capable of doing 100 mph, hence the name, “Hundred”. BMC Chairman Leonard Lord was so impressed with it, he offered Healey a contract to build it in larger numbers, with bodies made by Jensen Motors and mechanical parts built at the Austin plant at Longbridge.

The car then known as Austin-Healey 100 originally came with a 2.7 litre 4-cylinder, 90 hp engine mated to a 3-speed manual gearbox with overdrive. In 1956, the 100/6 received a popularity boost due to the introduction of a 6 cylinder engine and elongated wheelbase which allowed for jump seats in the rear. The roadster was continuously modified and improved, culminating in the Austin-Healey 3000 which, as of 1959, boasted a 3.0 litre 6-cylinder with up to 148 hp of power.

The “Big Healey” earned itself a reputation for being difficult to handle. Rally driver Pat Moss nicknamed it “The Pig” for its unpredictable oversteering tendencies, which caused more than a few of them to meet a premature end.

– Volkswagen Jetta II in red
– from one of the last years of production, 1990
– delivered and always registered in Germany
– 4-cylinder petrol engine with 66 kW (90 hp)
– unwarranted mileage of 107,800 km
– grey interior
– GL equipment variant with ABS, power steering, electrically adjustable side mirrors
– original VW Gamma Radio on board
– BBS alloy wheels, 6,5 x 15″
– acoustic rear parking aid and power windows retrofitted
– recently serviced, timing belt and V-belt replaced

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The “Backpack Golf” – that’s what the VW Jetta was nicknamed, with reference to the fact that it was effectively a VW Golf with a boot added, aimed at customers who preferred the more traditional three-box design to the default hatchback shape of the Golf. In 1979, 5 years after the debut of the Golf I, VW had presented the first generation of its Jetta, which was particularly successful in the export markets. When the second generation of the Golf was developed, VW did not wait but offered the new Jetta straight away. It again became more popular abroad than at home, outselling the Golf two to one in North America, where it was best-selling European car. The dimensions had grown, and the boot was simply enormous for a family sedan, boasting a capacity of 660 litres. The Jetta II was available with a wide selection of 4 cylinder petrol engines ranging from 1.3 to 2.0 litres of capacity, as well 1.6 litres Diesel and turbo Diesel engines. It remained in production until 1992, except for China, where it continued to be made and upgraded for many more years until 2010.

This elegant sedan is a very rare Daimler Vanden Plas Series II, with long wheelbase and left-hand drive. In this combination, it is reportedly one out of 12 that were ever made, most of which would no longer be in existence. This specimen was converted from a right-hand drive vehicle in 1996. It is painted in emerald-green metallic, a Jaguar X300 colour which looks absolutely stunning on this british luxury sedan. The Daimler is equipped with power windows, air conditioning, power steering and radio.
This is a car with an extraordinary record of maintenance, repair and improvement receipts: Since 1998, the amount invested into the Daimler exceeds € 50,000. The Vanden Plas has valid technical approval until 09/2016 and comes with historic plates. A brief appraisal from 2013 stated a condition 2 and a replacement value of € 30,000 for this car.
The overall condition of this car is very good, with only slight traces of use and a degree of patina that is more than acceptable in a nearly 40 year-old vehicle: The cognac-coloured leather seats do not sag, the beautiful burlwood dashboard is free of cracks, the paintwork in fine condition with next to no scratches. The 4.2 litre straight six engine is said to run very smooth and strong.
A Daimler worthy of an english nobleman, in truly amazing condition.

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The XJ may be regarded as Sir William Lyons’ masterpiece. It was the last car the co-founder of the Jaguar company designed, and what he had created in 1968 turned out to be perennial: The luxury sedan was built over 24 years with only minor modifications regarding the bodywork.
The XJ effectively replaced not only the S series, but the 420 and Mk II along with it, becoming the sole Jaguar saloon and one of the best known British motorcars. At first, only the XJ6 was available, but in 1972, a 12-cylinder version was added, the XJ12, at that time the world’s only mass-produced 12-cylinder sedan.
The first major facelift for the 1974 model year brought raised front bumpers and, consequently, a flatter radiator grille which made the XJ appear even more slender and elegant.
In 1979 the XJ was facelifted once more, incorporating a mild redesign by Pininfarina while largely retaining Sir Lyons’ original lines. Over the whole production span, around 318,000 XJ6 and XJ12 were produced, among them a small proportion as the even more luxurious Daimler Vanden Plas variant, which was – apart from the radiator grille – both technically, as well as optically almost identical to its sibling models by Jaguar.
One of the pecularities of the XJ is that it is equipped with two separate fuel tanks positioned on each side of the boot, each with its own chrome filler cap and a changeover switch on the dash.

This Mercedes-Benz 380 SL is clearly distinguished as a US model by its headlights and the bumpers, which were a safety requirement at that time: The cars had to withstand a crash of up to 5 mph without damage to their body. This 380 SL was imported into Germany in 2011 and has since gone through three ownerships. The metallic beige paintwork is in good condition, and the car presents itself in well-maintained condition inside and out with only minor blemishes, such as the typical cracks in the dashboard or centre console, caused by intense UV exposure. The Mercedes is, according to the consignor, free of rust and has not been welded. A body-coloured hardtop comes with the car.
Engine-wise, the 3.8 litre V8 is installed, which in combination with the 4-speed automatic powertrain – offered since mid-year 1982 the US market – makes for a very pleasant cruising experience. The original Becker Grand Prix radio is on board, complete with electric aerial.
Engine and gearbox leak oil a little, and the odometre and clock are out of order.
The boot looks dry and clean. The original rims look very well-kept.
The car comes with german registration documents, it has valid technical approval until 07/2017 as well as historic plates. The original owner’s manual, service booklet and several repair receipts are available.

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Another highlight from Mercedes-Benz!

The SL series R107, which came on the market in 1971 as the successor to the so-called “Pagoda” (W 113 series), established a new line of design at Mercedes-Benz with its broad H4 headlights and large ribbed tail lights.

The fact that this styling is well received even today, is proven by the number of registered historic vehicles in Germany: The R107 SLs take third place of popularity, only surpassed by the VW beetle and the Mercedes W 123 series (both of which were built in much higher numbers!).

As with the previous model, the US formed the largest market. The vast majority of the vehicles was equipped with high capacity V8 engines.

This vehicle set numerous standards with continuous innovations over time and is now one of the eternal classics.

This BMW 633 CSi coupé is a US import with an unwarranted mileage of 122,700 mls which comes in the forever elegant colour scheme of white paintwork and bright leather interior. The high-torque straight-6 cylinder with the BMW-typical, beefy sound delivers 135 kW (184 hp) from 3.2 litres of displacement. In this case it is connected to the proven 3-speed automatic gearbox by ZF.
The car has been re-painted, albeit not up to the highest standards: Window seals and screws have been painted over. Small dents and minor blemishes can be found on what is said to be an accident-free vehicle.
The tri-colour door panels are well-kept, the leather seats display traces of wear and tear. Due to intense UV radiation, the dashboard has become cracked and the sky slightly discoloured. The boot looks dry and clean.
Like most 6 series, this one has a rich equipment, which includes air conditioning, cruise control, power windows front and rear and an electric steel sunroof.

This BMW needs a bit of attention, then the historic plates should not be a problem.

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A high-revving straight six engine, standard drive, and all packaged in an equally expressive as well as timeless coupé shape: Hardly surprising the BMW 6 Series (E24) met with enthusiastic buyers for over 13 years, longer than any other BMW.

Upon its presentation, the design anticipated the styling of the future 7 Series (E23). Inside, there is the driver-related cockpit – a 70s novelty at BMW – with the center console turned slightly towards the driver. Otherwise, the upper-class coupé boasts lush luxury, since the 6 Series was designed for a comfortable ride. And that is not at all contrary to a sporting performance, least of all with the more powerful engines of the 635 CSi.

The 6 Series has the reputation of easy maintenance and its engines are said to be virtually indestructible. For this reason, this BMW is well placed for a second spring as a classic that is fit for everyday use.