Issuu

Sale 248

An Auction of Classic & Performance Motorcars 23rd September 2026, Kelham Hall, Newark

ON THE COVER

1963 Aston Martin DB5 Sports Saloon

310

The 20th DB5 Built Estimate: £350,000 - £400,000* Reg no: UWM 361

MOT: Exempt

Find out more on page 138

Chassis No: DB5/1320/R

WELCOME TO THE AUCTION Welcome to our autumn sale here at the stupendous Kelham Hall, just outside Newark, Nottinghamshire. We hope you agree that the 170 plus motorcars on offer constitute a truly diverse and interesting mix with everything from a restoration project 1904 Oldsmobile Model N ‘French Front’ Touring Runabout through to a pampered, factory performance upgraded 2017 Aston Martin DB11. We are honoured to have been entrusted with entries from the Ronald White, Colin Stewart and Evison Family Collections. The former is synonymous with ex-Works Minis in race, rally and rallycross guises, while Mr Stewart’s and Mr Evison’s passions are centred on Jaguar (ex-Pebble Beach award winning SS1 20hp Tourer, ex-John Lyons, factory tuned XK120 Roadster, untouched but prizeworthy E-Type Roadster) and Bentley (original Vanden Plas bodied WO 4½ litre and Derby 4¼ Litre) respectively. The auction contains no fewer than fourteen Rolls-Royces which include everything from a 1913 40/50hp ‘Colonial’ Barker Landaulette to a 2004 Phantom VII via a 20hp Kellner Coupe de Ville and low mileage Corniche Drophead Coupe. The seven Jaguar E-Types on offer include two 1962 Series 1 3.8 Fixed Head Coupes. One has had 4,000 hours of restoration lavished on it, while the other has covered a mere 37,000 miles and never been apart. There is also a believed unique 1971 V12 Roadster which left Browns Lane in special order Bahama Yellow. The cover car is the twentieth Aston Martin DB5 built and one of only three ever finished in Ice Blue Metallic. Though, it vies for attention with the sole DB4 Series IV Vantage to have been specified in Roman Purple and a Silver Birch DB6 which has been in the current ownership for thirty-seven years. Those who favour pre-WW2 motorcars are again spoilt for choice with a 1939 Frazer Nash BMW 328 Roadster, 1925 Bentley 3 Litre HJ Mulliner ‘Simplex’ Drophead Coupe, 1937 Lagonda LG45 Drophead Coupe, 1939 Raymond Mays Special Sports Tourer, 1930 Rolls-Royce Phantom II Drophead Coupe, 1931 Auburn 8-98 Sedan and ex-Motor Show 1933 Alvis Speed 20SB Vanden Plas Drophead Coupe all going under the hammer. The latter is one of eight cars that will be subject to a reverse countdown auction whereby the bid price will start high and countdown until the most determined bidder secures their prize (for more information please view the handh.co.uk website). We will be combining our viewing day, Tuesday September 22nd, with our last Kelham Hall Classics & Coffee meeting of 2026 meaning that people will be able to browse the lots up until 8pm that evening. We hope to see as many of you as possible on September 22nd and 23rd for what promise to be a truly memorable and enjoyable sale.

Kind regards, Colette

Colette McKay, H&H Managing Director

NOTES FOR INTENDING PURCHASERS Prospective purchasers are respectfully advised to read the Terms and Conditions of Sale carefully before bidding on any lot, as they form the terms of your contract with us, whether or not you are a successful bidder. Admission H&H has the right at its sole discretion, without assigning any reason whatsoever, to refuse admission to any of its sales or indeed its premises to any person. The purchase of a catalogue does not constitute an entry ticket or guarantee entry. Bidder Registration All intending buyers are required to complete a Bidder’s Registration Form. This will enable you to bid at the sale by means of a number allocated to you. All prospective bidders must provide photographic identification and bank card details to verify their identity. Lots sold will be invoiced to the registered bidder. References We reserve the right to request banker’s references from prospective purchasers and these should be supplied in time to allow them to be taken up prior to the sale. Failure to comply with this could result in the facility to bid being withdrawn. Currency Converter Solely for the convenience of bidders, a currency converter is provided at H&H sales. The rates quoted for conversion of other currencies to pounds sterling are indicative only and provided by our partner Argentex. We will not be responsible for any errors, inaccuracies or omissions in the currency converter. Bidding Increments In the case of Commission, Telephone and Online Internet bidding, the following increments will apply: Under £1,000 At the Auctioneers discretion £1,000 - £2,000 £100 £2,000 - £5,000 £200/300 £5,000 - £10,000 £500 £10,000 - £20,000 £1,000 £20,000 - £50,000 £2,000/3,000 2

£50,000 - £100,000 Over £100,000

£5,000 At the Auctioneers discretion

Premium Purchasers are reminded that a Buyers’ Premium is payable on all lots and is subject to VAT at the prevailing rate. The rates are from: Motor Cars 12.5% (minimum of £500) Boats 12.5% (minimum of £500) Motorcycles 15% (minimum of £150) Scooters 15% (minimum of £150) Registrations 20% (minimum of £150) Bicycles 20% (minimum of £50) Automobilia 20% (minimum of £50) Insurance Please be reminded that the insurance is the buyer’s responsibility from the fall of the hammer. Warranty H&H is acting as the agent of the Seller in offering his lot for sale by auction. We cannot and do not inspect each lot in detail to verify the Seller’s description - often we only see it shortly before the Sale. Therefore, we cannot and do not take responsibility for the condition of the lot or the accuracy of its description. This is the reason for our very specific terms as to roadworthiness (Condition 19.1) and absence of warranties (Condition 12.1), which intending purchasers should read carefully. Commission / Telephone Bids We will make reasonable efforts to execute commission and telephone bids when instructed provided they are received by 5pm the day before the Sale. Lot(s) will be bought as cheaply as is allowed by other bids and reserves. Where more than one commission bid is submitted at the same winning amount, the commission bid submitted to the Auctioneer first will be the winning bid. We reserve the right to request a refundable deposit of approximately 10% of the intended bid amount. Payment For immediate clearance of Lot(s) full payment must be made to H&H Classics Limited by means of Visa Debit or Credit Card, Maestro, MasterCard, Cash up to the GBP

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

equivalent of €10,000 or Interbank Transfer by 12.00 noon the day following the sale. In any event purchasers are reminded that clearance of Lot(s) may only be effected once we have received cleared funds in our account. For Purchasers wishing to pay by bank transfer our bank account details are as follows: NatWest, 23 Sankey Street, Warrington, Cheshire WA1 1XH Account Name: H&H Classics Limited Account No: 71060480 Sort Code: 01-09-17 BIC: NWBKGB2L IBAN: GB98NWBK01091771060480 Racing Cars & Documentation Buyers are reminded that the presence of an old HVIF (FIA papers) or other documentation does not constitute a ‘promise’ on behalf of the MSA or other issuing authority that they will be re-issued on demand. A car’s application for a Historic Technical Passport will be subject to the prevailing regulation in Appendix K and can be reviewed, much the same way Veteran Cars can be re-dated, as new information comes to light. The Issuing Authority can refuse to issue new papers. Any prospective purchaser should check the position of the Lot prior to bidding. Veteran Car Club of Great Britain Dating Plates and Certificates When mention is made of the Veteran Car Club of Great Britain Dating Plates and Certificates in this catalogue it should be borne in mind that the Veteran Car Club of Great Britain does from time to time review cars already dated and, in some instances, where fresh evidence becomes available, alter the date. Whilst the Club makes every effort to ensure accuracy, the date shown on the Dating Plate or Dating Certificate cannot be guaranteed as correct and intending purchasers should make their own enquiries as to the date of the car. Export Licence / Dates Export licences may be required for any lot manufactured or produced 50 years or more prior to the date of export from the U.K. It is the responsibility of the buyer to obtain the licence and correct documentation prior to the exportation of the lot.

REGISTER TO BID IN 3 EASY STEPS PLEASE NOTE: We have been advised that vehicles registered on, and imported from, the Isle of Man are not subject to Import Duty. Vehicle Identity and Competition History Any motor vehicle is sold as a collector’s item and not as a means of transport. Buyers are specifically warned that any vehicle sold as such may well have had parts replaced and paint renewed or be made up of parts from other vehicles the condition of which may be difficult to establish. The Auctioneer has to rely on information as to the date, condition and authenticity provided by the Seller and does not provide its own description, and does not and cannot undertake its own inspection of vehicles or other Lot and it is the responsibility of the Buyer to ensure that the Lot conforms to the description in the catalogue. The Auctioneer cannot check or verify the authenticity of the chassis or VIN number under which a vehicle is offered, but relies on the Seller’s description. Buyers should take particular care to verify in advance the authenticity of a vehicle that is claimed to have important racing, rallying or ‘ex-works’ history as it was common in period for a competition vehicle of a single identity to have more than one chassis, body or other mechanical components. This may have happened several times, both in a vehicle’s ‘works’ career and thereafter in private owner hands. Sometimes ‘works’ vehicles were fitted with different registration plates, so that a vehicle could meet a particular event’s start date deadline. These historical factors may lead to there being in existence multiple and competing claimants to the same vehicle identity. Removal of Lots A representative of our preferred transport provider E.M. Rogers will be present at the sale to assist with any transport requirements. All lots are held at the purchaser’s risk at the fall of the hammer and must be removed not later than 1pm on the day following the sale. Please note, if lot(s) are not removed by then the standard charges as stated in our Terms and Conditions will apply.

Registering to bid with H&H Classics is free & can be easily completed in the auction hall, via our website or by contacting a member of our team; E:info@HandH.co.uk or T:+44(0)1925 210035 REGISTERING TO BID 1. Let us know who you are: When attending one of our auction venues, please visit the bidders registration desk and provide photographic identification on arrival. This is a quick and easy process. If you wish to bid online in one of our Classic or Online Auctions you can easily set up an account by selecting ‘Register to Bid | Sign In’ at the top of our website and completing the steps. This can be done at your convenience prior to the auction commencing. Commission bids can be submitted through your online account prior to the auction commencing or by completing the commission bid form at the back of this catalogue. For telephone bidding, please download, complete and return our Telephone Bidding Form to info@HandH.co.uk. We will call you on the day, prior to your lot being offered and talk you through the process. 2. Verify Your Identity: Please provide photographic identification at our Classic Auction venues such as Drivers Licence or Passport. For online & telephone bidding we require you to enter your card details allowing us to confirm your details with the issuing bank fully encrypted through Opayo (formerly SagePay) 3. Complete Registration: Whether you are in the room, online by commission or live on the telephone you will be allocated a paddle number upon agreeing to our terms and conditions of sale. YOU ARE NOW READY TO BID - GOOD LUCK!

Scan this code for further information about registering to bid, or visit our website.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

OUR HISTORY

First Auction at Pavilion Gardens, Buxton

1929 Bentley 4½ Litre (ex Woolf Barnato)

1960 Ferrari 250 GT SWB 1967 Ferrari 275 GTB/4

H&H is established by Simon Hope

Damian Jones joined H&H

Sold: 537,600 (resold: £874,00 in 2018)

Sold combined: £9,758,320

1993

2005

2011

2015

1999 RWecoorrldd

1968 Lotus 49 F1 Single-seater (ex Rob Walker) Sold: £367,500

Worl Recor d d

2007

2012

2017

First Auction at Imperial War Museum, Duxford

Colette McKay joined H&H

First Auction at National Motorcycle Museum

1922 Brough Superior SS80 ‘Old Bill’

1964 Ferrari 330GT Nembo Spider

Sold: £292,500

Sold: £609,500

Worl Recor d d

1996 Subaru Impreza WRC ’97 (ex Colin McRae) Sold: £235,750

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1969 Honda Z50A John Lennon’s monkey bike Sold : £56,250

Worl Recor d d

1969 Honda CB750 Prototype

1934 Alvis Speed 20SB Vanden Plas ‘Flatback’ Saloon

1973 MV Agusta 750 S

Sold: £103,500

Sold: £98,900

1938 Lagonda LG6 Drophead Coupe (ex Prince Bernhard)

Sold : £157,500 First fully digital catalogue launch

The late Rob Ridings Collection sold to beneﬁt the RNLI and other charities

Sold: £209,300

Sold: £870,000

2020

2018

2022

Worl Recor d d

2019

2021

2023

1930 Brough Superior SS100

H&H became an Employee Ownership Trust

1968 Rolls-Royce Silver Shadow Convertible (ex Michael Caine)

Sold: £416,250

1962 Aston Martin DB4 Series IV

Sold: £135,000

Sold: £360,000

1936 Jaguar SS100 2½ litre (ex RAC Rally winning)

1937 Indian Four 437 Sold: £95,450

Sold: £393,000

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

2026 CLASSIC AUCTION CALENDAR SEPTEMBER

DECEMBER

Classic Motorcars Kelham Hall, Newark, Nottinghamshire 23rd September 2026

Classic Motorcars Sandown Park, Portsmouth Road, Esher, Surrey 10th December 2026

OCTOBER Classic Motorcars Pavilion Gardens, Buxton, Derbyshire 14th October 2026 Classic Motorcycles & Vintage Scooters National Motorcycle Museum, Solihull, West Midlands 28th October 2026

To arrange a complimentary valuation for the sale of your motorcar, motorcycle or scooter, please contact us on 01925 210035 or email sales@handh.co.uk

WAYS TO BID • In Person

WAYS TO WATCH • Online at HandH.co.uk

• In Person

• By Commission • On the Phone

• Online at HandH.co.uk

+44 (0) 1925 210035

• Our YouTube Channel @HHClassicsLtd

HANDH.CO.UK

Auction Information AUCTION INFORMATION Auction Venue Auction Venue

Main Street, Newark, The Imperial War Museum, Nottinghamshire NG23 5QX Duxford, Cambridgeshire CB22 4QR

Viewing times Tuesday 22ndth September 2026 from 12pm to 8pm Viewing Times Tuesday 19 September 2023 from 1pm to 8pm Wednesday 23rd September 2026 from 9am Wednesday 20th September 2023 from 9am Sale Sale times Times

Wednesday 23rd 202610am Wednesday 20th September September from Automobilia: 10am, Motorcars: 12 noon Catalina Shares - Lot: 1

Edd China’s Boat - Lot: 2 Bidding Bidding will be available live at the venue Fast Road Sale - From lot: 100 Online at www.HandH.co.uk | Telephone | Commission Registration Numbers - From lot: 200 Motorcars12.5% - From lot:VAT 300 Buyer’s Premium Motorcars: plus Automobilia: 20% plus VAT Bidding Bidding will besurcharge: available live theVAT venue Online bidding 2% at plus Online at www.HandH.co.uk | Telephone | Commission Buyer Enquiries Buyer’s Premium

+44 (0)1925 210035 | sales@HandH.co.uk Motorcars, Boat, Plane Shares: 12.5% plus VAT

Registration Numbers: 15% plus VAT Buyer Enquiries

+44 (0)1925 210035 | sales@HandH.co.uk

Rated Excellent for Customer Service We are delighted to be celebrating our 30th Anniversary this year and our second as an Employee Ownership Trust More information and full terms & conditions are More information and full terms & conditions are available via our website: available via our website: www.HandH.co.uk www.HandH.co.uk

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

AUTOMOBILIA HIGHLIGHTS Please ask a member of staff for an Automobilia listing

Lot 1006 Magnolia Gasoline enamel sign No Reserve

Lot 1049 c.1980s Shell Sign No Reserve

Lot 1053 c.1980s British Leyland Dealer Sign No Reserve

Lot 1039 Penny Farthing No Reserve

Lot 1068 1997 Monte Carlo Rally Mini Bonnet No Reserve

*All hammer prices are subject to a Buyer’s Premium from 20% (+ VAT)

THE RONALD WHITE COLLECTION A lifelong enthusiast, Ronald White inherited his interest in motor cars from his father, Joshua. Joshua was still an adolescent when he took over a small bicycle repair shop and grew it into a successful family-run garage as private car ownership became more commonplace after the Great War. Father and son alike caught the collecting bug, and Joshua started the collection with a Bullnose Morris, which he displayed at the garage, and it grew from there. One of the White Collection’s gems is a deliverymileage Morris Minor, which Joshua had the foresight to preserve from new, astutely identifying it as a landmark in the post-war Morris range. Another was the Alvis, which was sold new to a local gentleman, Nevill Bond, who lived at a stately home called The Argory. Joshua bought it back after Mr Bond had suffered an assassination attempt while driving it! The Whites also developed a personal friendship with Harry Ferguson; hence, the White Collection came to feature Ferguson tractors. By the 1950s, Joshua White Ltd. was well-established as a large BMC, Ford, and Ferguson dealership. It was around that time that Ronald – known to friends as Ronnie – started competing in tests, hill-climbs and rallies with his local motor club in Northern Ireland, always displaying the proud sponsorship of Joshua White Ltd. Upon his father’s retirement, Ronald took over the business and also set up Armagh Garages to sell Fiats. Come the 1960s, his competition career blossomed and took him all over Ireland and into England and Scotland. He was successful in many events, including the Circuit of Ireland Rally. In the late 1970s, his interest turned to rallycross, again competing in Ireland and England. It was a testament to his amiable personality that many of his employees at the garage would work through the night to prepare his cars for their sporting outings, and several continued to maintain his collection after he retired from running the garage. While his father had collected significant production cars, Ronald’s particular interest was competition cars. Naturally, many of his own race and rally cars found their way into his collection, and perhaps the most significant is ’52 LPH’, one of eight Austin-Healey Sebring Sprites prepared by John Sprinzel. Ronald bought it in November, 1962, and campaigned throughout the 1960s with his sister as navigator. He never lost his enthusiasm, and even in his twilight years, he was taking his cars to venues such as Goodwood and Beaulieu to demonstrate them and share his passion with others. The following lots are from the Ronald White Collection: 239-243, 269-273, 296-299, 324-328, 352-356

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1924 Morris Cowley Bullnose Four-Seater Tourer

200

No Reserve*

Reg no: DRR 178C MOT: Exempt

Chassis No: 47997

It was with this charming Bullnose that the Evison Collection had its genesis. ‘E 9292’ (as was) was originally registered in Staffordshire, and survives with its first tax disc. By 1945, it belonged to Geoffrey Oswald of Short Heath, near Willenhall, and followed him in 1946 to Knebworth, Hertfordshire. After he moved again to Whitby, the car passed in 1947 to Thompson Bros. at the Manor Garages in Ouseburn, near York. It has remained in the York locality ever since, passing through William Beevers (1952), Harrison Smith (1957) and E. W. Creaser before being bought by the Evisons in 1965. For a long time, the Evisons enjoyed 1920s motoring in the Bullnose, but as they expanded their collection of vintage and thoroughbred cars, it eventually fell out of use and was placed on static display, so it will now require recommissioning. It sports an older repaint in its original Grey and Black colour scheme (a colour change to Blue and Black was recorded in 1952), but in most respects it remains pleasingly original. It is supplied with the V5C, the 1945 buff logbook, 1925 and 1929 tax discs, a 1923 Morris Light Cars Instruction Book, and literature from the Bullnose Morris Club.

201

No Reserve*

Entered from the Evison Family Collection

Reg no: T.B.A

1965 Wolseley 6/110

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

MOT: Exempt

Chassis No: WBS330512

The Wolseley 6/99 and 6/110 were the final large saloons offered by BMC under the Wolseley brand. Styled by Pininfarina and BMC, production began in 1959, the 6/99 being replaced by the Wolseley 6/110 in 1961. It utilised the same engine now tuned to give 120 bhp. For manual transmissions, the gear lever was moved from the steering column to floor change. Hydrosteer variable power steering and air conditioning were options from July 1962. A Mark II model was released in 1964 with 13-inch wheels and 4-speed transmission with optional overdrive. Production ended in March 1968. This two-tone green 6/110 was originally registered in Nottinghamshire on 2nd June 1965 according to the buff logbook on file. Showing some 75,000 miles and featuring automatic transmission and power steering (at the time of cataloguing the power steering is inoperable due to a leak although this may be rectified prior to the sale and further information on this will be available in due course). The beneficiary of continual works with a large history file dating back to the 1960s and an invoice on file for over £3,000 in 2011 for a major refurbishment, it comes with aforementioned buff logbook, sundry invoices, photographs and V5C.

1952 MG TD

202

Estimate: £9,000 - £11,000* Reg no: MYW 77

MOT: Exempt

1984 Daimler Double Six ‘TWR’ Evocation

203

No Reserve* Chassis No: TD4937

Although, instantly recognisable as a T-series model thanks to its perpendicular radiator shell, flowing wings and rear-mounted spare wheel, the TD broke important new ground for the Abingdon marque. The first MG sportscar to feature either independent double-wishbone front suspension or rack and pinion steering, the newcomer also boasted a hypoid-bevel back axle. Powered by the proven 1250cc XPAG engine allied to four-speed manual transmission, it was reputedly capable of 82mph and 26mpg. Riding on fifteen-inch steel wheels as standard, the TD also sported a mirror-image dashboard (thus facilitating either LHD or RHD production) and chrome-plated bumpers. A great success story, the vast majority of the 29,665 cars produced were sold overseas. Finished in Black complemented to a Tan interior, ‘MYW 77’ rides on wire wheels, whilst touring is made easier by the presence of a luggage rack and full weather equipment. This right-hand drive example is understood to have spent time in New Zealand as noted in the RF60 Continuation logbook. Subject to much mechanical fettling in c.2021 including a gearbox overhaul an invoice on file date 1995 shows a new hood, side screens all being acquired for £535. Offered with a history file comprising of a collection of old invoices, MOT certificates, tax discs, magazine articles, and octagon club bulletins plus a current V5c document.

Reg no: A513 EPG

MOT: April 2027

Chassis No: SADDDRLW3CC387313

First registered on 4th May 1984, this handsome Daimler Double Six was in the custody of 6 keepers prior to the previous owner acquiring it in 1993. Understood to have been supplied new in its current hue of Silver with Oatmeal interior, it had been cherished by him over his 33-year custodianship during which time he completed most of the servicing work himself. Other, more major works were outsourced, including an engine overhaul reputedly performed by marque specialist Richard Beatty around five years ago. Following the engine works, the car was laid up until a major recommissioning took place, which included the fitment of a TWR body kit plus a complete repaint and the fitment of new brake callipers all round. This handsome looking Daimler is now being offered without reserve by the subsequent keeper with current V5C, assorted MoTs dating back to the 1990s, a string of tax discs also going back to the 1990s, invoices from various Jaguar parts suppliers, plus the correct TWR spoiler which was never installed as it requires cutting to fit the enlarged boot plinth of the Daimler specified car.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1987 Caterham Seven 1700 Super Sprint

204

Less than 4,000 miles from new

Coachwork by James Young & Co

Estimate: £13,000 - £15,000*

Estimate: £15,000 - £20,000*

Reg no: Q679 HNG

MOT: T.B.A

Chassis No: KLC0088R

Considering the Caterham Seven’s reputation as one of the greatest driver’s cars, we are in equal parts surprised and pleased that the owner of this Seven has resisted the temptation to drive it much, because it has ensured its survival as an uncommonly original example which has covered just 4,000 miles from new. It has had a total of four registered keepers, with the third, a Mr. Dooley of Keyworth, Nottinghamshire, acquiring it in 1988. From him, it passed to our vendor in 1994 and has since led a quiet life in his private collection. In lovely condition throughout, the Caterham comes equipped with a roll-over bar and weather gear, while the bonnet lifts off to reveal a 1,700cc Super Sprint version of the Ford Crossflow engine with twin Webers, which ought to ensure the car drives like the proverbial bat out of hell. Despite having been a static exhibit, the Seven started readily and ran well for our photoshoot, and is due to be driven to the sale – a soul-stirring drive that will doubtless be. It is sold with an original sales brochure, MOTs dating back to 1990, and the current V5C.

1939 Rolls-Royce Wraith Drophead Coupé

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: Un-Registered

MOT: Exempt

205

Chassis No: WMB 23

Elegant even when semi-dismantled, WMB23 was sold in February 1939, to dealer Jack Barclay, who specified Drophead Coupé coachwork by James Young. Further specifics included a “Kneeling Lady” radiator mascot, an offside spare wheel carrier, and rear bumper fittings. Barclay sold the Wraith to C. Wade, Esq., of Thames House, Millbank, SW1. Later ownership included Major Vernon Coats of Hurstpierpoint (1945), H. G. Bentley (1946) and A. W. Johnstone Ltd. (1948), both of 55, Park Lane, and A. Voorsanger of A. Hopkinson & Co. in Audenshaw (1951). By 1961 it was in Detroit with H. S. Nichols Jr. It was repatriated in 1993, after selling for $52,000 in California as a “Very nice original car [with] original black paint, original black leather, polished black ebony dash with silver inlays.” WMB23 was bought from California for $52,000 and has remained in a collection of significant Rolls-Royce and Bentley cars. The vendor’s father partially stripped it around 15 years ago for repainting and retrimming, although the work remains unfinished. Although a project, it started readily and ran well for our photoshoot. It is supplied with copies of the Rolls-Royce chassis records, an old Michigan title, photographs as purchased from America, and an HM Customs and Excise 388 document.

1976 Jaguar XJ-C 4.2 Estimate: £12,000 - £14,000* Reg no: YFC 636R

MOT: Exempt

206 Chassis No: 2J2576BW

Introduced in 1968, Jaguar’s XJ Saloon was the last model to benefit from the personal input of company founder Sir William Lyons. The striking two-door, pillarless Coupé was unveiled at the 1973 London Motor Show, although production was delayed until 1975. Based on the short-wheelbase Saloon, it offered a choice of the 4.2-litre XK straight-six or 5.3-litre V12, with independent suspension and disc brakes all round providing the refinement and composure expected of a Jaguar Grand Tourer. Just 10,426 Jaguar and Daimler Coupés were produced before production ended in 1978, of which 8,214 were 4.2-litre examples. This particularly appealing XJ Coupé has been entered from long-term ownership of more than 20 years and has covered a credible c.111,000 miles from new with just five former keepers. Finished in the handsome combination of Fern Grey over a matching green leather interior, it presents as an especially attractive example of Jaguar’s iconic pillarless coupe. Offered with a large history file, original tool kit roll and current Swansea V5C document, it represents a rare opportunity to acquire one of Jaguar’s most distinctive and desirable classic Grand Tourers.

1981 Land Rover Series III 88’’ No Reserve* Reg no: URF 707X

MOT: Exempt

207

Chassis No: LBAAH1AA145533

Abounding with character and displaying a well-earned patina, this Land Rover should have many years ahead of it as a capable workhorse, especially following a recent engine overhaul. A desirable 88in. four-cylinder petrol model, it stands out as a very original survivor, and it has no doubt been helped in that respect by the fact that it has had just four registered keepers and covered a believed-genuine 84,000 miles from new. The second keeper looked after it from 1988 to 2013, and it has been in our vendor’s care since 2014. In the present ownership, the Land Rover has been used and enjoyed, but also maintained. The aforementioned comprehensive engine overhaul was performed within the last few years, and included the installation of a new carburettor and a new distributor. One would therefore expect it to be in good running order, and we are pleased to report that when we inspected it for its photoshoot, it started readily, ran well and drove to our satisfaction. Series IIIs offer a wonderful combination of classic style and utilitarian useability, and there are so many opportunities for putting this one to good use, whether in everyday working rôles or at enthusiast gatherings.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1959 Triumph TR3A ‘Fast Road’

208

Estimate: £12,000 - £14,000* Reg no: HSK 235

MOT: Exempt

209

Estimate: £8,000 - £10,000* Chassis No: TS59925E

According to its accompanying Standard Motor Company Ltd Production Record Extract, chassis TS59925E was completed to left-hand drive specification on October 21st, 1959. Initially finished in Primrose Yellow with Red leather upholstery, the TR3A was repatriated from Springfield, Ohio during 1990. Acquired by P. Darcy Esq later that same year, he treated the two-seater to an extensive mechanical and cosmetic restoration (including conversion to RHD) before getting it UK road registered as ‘HSK 235’ on September 1st 1991. Appearing to pleasingly retain its original engine (TS59925E), the Triumph was uprated for ‘fast road’ use as part of its refurbishment with improved brakes and suspension etc. Passing to historic rallying exponent Jason Dearden Esq in 2006, the TR3A was acquired by the present registered keeper the following year. Believed to have covered a mere 18,000 miles since its rejuvenation, the two-seater has been enjoyed on trips to the Le Mans Classic and around Spa Francorchamps etc. Cosmetically scruffy in places, ‘HSK 235’ started readily and ran well during our recent photography session. Said to be ‘notably sound’ underneath, the Roadster has the benefit of a hardtop, overdrive, enlarged 2138cc cubic capacity, tonneau cover and aeroscreens. Offered for sale with blue V5C and large history file.

1967 Jaguar 420 G

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: RYR 188E

MOT: Exempt

Chassis No: 91D54086BW

Jaguar’s flagship saloon in its day, the luxurious 420G arrived in October 1966 as a – mainly cosmetic – update of the Mark X which launched in October 1961. The Mark X was technically more advanced than preceding Jaguar saloons, featuring independent rear suspension and the tried-and-tested XK 3.8-litre engine. For a car weighing two tons, the 120mph Mk X was impressively quick with an exceptionally well-appointed and comfortable interior. The Mk X was being built with the 4.2-litre engine, an all-synchromesh gearbox and Marles Variomatic power-assisted steering among other improvements by the time the 420G (‘Grand’) version arrived. Apart from a reshaped front grille and indicator repeater lights, little differentiated the newcomer externally, while the cabin featured improved seats and revised dashboard. Dropped in June 1970, its place at the forefront of Jaguar’s saloon line-up was taken by the XJ6. The subject of much previous restoration work, including a bare-metal respray in 2015, this example has had just 2 former keepers from new with current ownership since 2012. Finished in Carnival Red Metallic over the original colour of Golden Sand with a pleasingly patinated red leather interior it has covered less than 86,000 miles from new. Offered with a large history file, Jaguar Daimler Heritage Trust certificate and Swansea V5C.

1969 Fiat 500 L

210

Estimate: £7,000 - £9,000* Reg no: RVN 243H

MOT: Exempt

1999 Rover Mini Cooper Just c.29,000 miles from new

211

Estimate: £12,000 - £14,000* Chassis No: 2196033

Introduced in July 1957, the ‘Nuova 500’ utilised a different mechanical layout to its ‘Topolino’ predecessor. Still driving the back wheels, its rear-mounted, two-cylinder, air-cooled, 499cc OHV engine was a first for Fiat. Mated to a four-speed crash gearbox and with a kerbweight of little more than 500kgs, the diminutive city car was capable a 61mph top speed. Equipped with all round independent suspension and hydraulic drum brakes, the 500 in all its guises was a hoot to drive. Launched in 1968, the ‘L’ or Lusso (luxury) version featured the same front-hinged doors and revised transmission as its ‘F’ forebear but added various internal and external trim upgrades (among them the famous ‘bull bars’). First registered on 1 September 1969 this 500 registers some 42,000 miles and is fitted with a 650cc engine from a Fiat 126 and synchromesh gearbox. Benefiting from a number of upgrades and improvements including; front disc brake conversion, rebushed suspension and replaced shock absorbers, inner and outer sills replaced, stainless steel bumpers, sports exhaust, inertia reel seat belts, Abarth trim with sports steering wheel, CD Radio and electric screen washers. The tyres are said to be as new and this tax, MOT and ULEZ exempt example comes complete with sunroof, spare wheel, jack and tools plus a current V5c document.

Reg no: V416 FFG

MOT: June 2027

Chassis No: SAXXNNAZEXD171048

Introduced in October 1996, the Mk7 or MPi Mini was the last evolution of Alec Issigonis’ iconic design. Boasting a front-mounted radiator, driver’s airbag, taller final drive ratio, multipoint fuel injection and side-impact door bars, it proved a fitting swansong for one of the world’s favourite cars. Supplied by Caffyns Rover Brighton as top prize in a raffle to celebrate the 1999 Italian Job Charity Event, V416 FFG was won by the vendor’s mother who always said ‘there’s no point in buying a raffle ticket as I never win!’. It has remained in family ownership ever since being used as a runaround and weekend car. In 2014, it was sent to MiniSport in Padiham, Lancashire for major restoration works which included stripping the bodywork to bare metal. Completed to a high standard, the cost totalled over £10,800 at the time. Photographic evidence along with invoices on file document the myriad of works carried out. Now displaying c.29,000 miles and in good overall order, over £2,300 has been spent since 2016 on servicing, a fuel pump in 2021 and most recently brake calipers/slave cylinder and a new clutch slave cylinder along with a fresh service in June 2026. Supplied with history file and current V5C document.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

2013 Bentley Flying Spur Less than 50,000 miles from new

212

Estimate: £24,000 - £28,000* Reg no: RF63 KXE MOT: April 2027 Chassis No: SCBEB53W0EC088862 Introduced in 2013 as the successor to the Continental Flying Spur, the second-generation Bentley Flying Spur brought a sharper, more contemporary interpretation of the marque’s luxury sports saloon. Now positioned as a distinct model rather than simply the four-door counterpart to the Continental GT, it combined traditional Bentley craftsmanship with impressive performance and modern technology. Beneath its sculpted bonnet sat a twin-turbocharged 6.0-litre W12 engine producing 616bhp and 590lb.ft of torque, driving all four wheels through a smooth eight-speed automatic transmission. Such prodigious performance saw 0-60mph dispatched in just 4.3 seconds, with a top speed of 200mph. Yet, as with every Bentley, outright pace was only part of the appeal, with a beautifully appointed cabin, exceptional refinement and effortless long-distance ability making the Flying Spur a truly luxurious grand tourer. This particularly well-presented example is finished in striking Moroccan Blue over a sumptuous Beluga and Fireglow hide interior, complementing the Flying Spur’s sophisticated and imposing appearance. Boasting an impressive factory specification further enhanced by a number of desirable cost options, it benefits from a Jewel fuel filler cap, knurled sports gear lever, deep-pile carpet overmats front and rear, drilled alloy sports foot pedals, rear-view camera and magnetically located sunglasses holder. Displaying a warranted circa 48,000 miles from new and having enjoyed just two former keepers, this Flying Spur presents as an especially appealing example of Bentley’s W12-powered grand tourer. Offered for sale with a history file, Swansea V5C and an MOT valid until 30th April 2027, it combines exceptional performance and luxury with an attractive specification and reassuringly low mileage.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1928 Austin Seven Swallow Open Two-Seater

213

Subject to 1,000 hours of restoration Estimate: £18,000 - £24,000* Reg no: XV 4788 Chassis No: 70802

MOT: Exempt

Production of Austin Seven Swallow two-seaters reached just 851 cars, of which around 60 survive. Of those, just 17 are 1929 models. Although chassis number 70802 was built in 1928 and registered on December 31st, it is recognised as a 1929 model, thus making it the fifth-oldest surviving Swallow altogether, and the second-oldest 1929 model. The very oldest Swallow is in the possession of the Jaguar Daimler Heritage Trust. This car was purchased by our vendor in 2024 in quite a state. Although it had been known to the Swallow Register for some years, it had been off the road since 1965. Our vendor had the task of fitting four new wings and a tail section because the originals were badly damaged and corroded. Photographs were studied to ensure accuracy, and much of the internal woodwork, such as the floors and inner wheel arches, was saved and reused. Although the engine had been renovated in 1985, it never subsequently ran, so it was stripped again by our vendor, and the gearbox was likewise attended to. Paint, wiring and trimming was undertaken during 2025, and there is an invoice on file from Gary Hugh Wright Coach Trimming for £4,800 detailing the creation of a new hood, hood bag and side screens in black mohair, foam front seat squabs and sprung front seat cushions. Having been restored for an estimated £40,000, this charming early Swallow deserves to be widely used within the Austin Seven world and the wider vintage car movement, though as a competitive VSCC driver, our vendor considers it too good for his own use. Documents include the current V5C, the 2013 Austin Swallow Register car list, photos taken before and during the restoration, a couple of invoices, and the January 2025 issue of Swallow Ramblings.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1962 Jaguar E-Type Series I 3.8 Fixed Head Coupé

214

Unrestored and 37,000 miles from new Estimate: £70,000 - £80,000* Reg no: KEC 30

MOT: Exempt

Chassis No: 860617

Jaguar E-type chassis 860617 was manufactured on May 31st, 1962, finished in Carmen Red with a Red interior, and was despatched on June 13th to Ashton Preston Garages in Preston. From there, it was sold through Windermere Engineering in Bowness, Westmoreland, to R. F. Oxley of Ulverston, Lancashire. Retaining its original registration ‘KEC 30’, it stands out as one of relatively few E-types to remain substantially unrestored. Robert Frederick Oxley (1909-88) had a remarkable career as a manufacturer of condensers for radios. Before the 1939-45 war, British radio equipment over-relied on imported ceramic condensers from Germany. In 1940, he started to produce condensers for military equipment from his shed in Ruislip, but due to the Blitz, in 1942 he moved to Lancashire and set up Oxley Developments in Ulverston. By July, 1976, Oxley had covered 28,879 miles in the E-type. For many years thereafter, it was maintained but seldom used, even after his death. Despite being MOTed most years, the mileage only climbed to 30,138 by the time it was sold out of the Oxley family in 2005. Detailed maintenance sheets completed between 1969 and 1981 indicate that Oxley cherished it, even when he no longer had the appetite for driving it. The Jaguar’s next owner was an enthusiast in Ulverston who retained it until 2015, keeping it in use but covering barely more than 1,000 miles. With its third owner, it received an extensive overhaul. Between then and 2019, it received around £60,000 of expenditure with WinSpeed Motorsport. Of that, over £35,000 was spent in 2016 on work including fitment of a new stainless exhaust, the stripping, blasting and powder-coating of the rear suspension cage, fitting new bushes and overhauled ball joints to the front suspension, replacing the steering rack mountings, replacing the distributor, fitting an alternator, converting the electrics to negative earth, and installing LED lights. The cylinder head was overhauled to an enhanced specification with new valve seats and guides. The head and the block were refaced, the cylinder bores were honed, and the carburettors were renovated. Also in 2016, £1,300 was spent with Driveline Motorsports on gearbox refurbishment, with a new layshaft, bearings, oil seals and gaskets. Work in 2018

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

and 2019 included new rear brake callipers and discs, replacement of the rear main oil seal, plus light cosmetic improvements. The present ownership commenced in 2020, and during 2021 and 2022, he reportedly spent £20,000 with Chicane Classics; we have seen invoices covering £12,459. This included a differential overhaul, fitment of a new steering rack, and tasks such as a service and fluid change, an overhaul of the steering column with new plastic bushes and new universal joints, new universal joints for the rear driveshafts, new tyres, and a steering geometry check. Invoices from SU provide evidence of carburettor refurbishment early in 2026. Now on 37,500 miles, the car remains well preserved and largely original. Although the engine block has been changed, the original head remains in place, and the interior is pleasingly patinated. There are only discreet upgrades, such as an alternator and electric fan, and competition-laced wheels. A 15in. steering wheel is fitted, but the original is supplied. Further equipment includes a tool roll and a period fitted luggage set which may have been a bespoke commission – there certainly cannot be many others. The paperwork folder is suitably thick and includes the original owner’s wallet with an assortment of original books and documents. Also supplied are a sales brochure, a salesman’s data book, maintenance records from 1969 to 1981, MOTs from 1976 to 2014, a JDHT certificate and the V5C.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1976 David Brown 885 Tractor

215

No Reserve* Reg no: Un-Registered

216

Estimate: £9,000 - £11,000* MOT: Exempt

Chassis No: 885/1/639995

In 1939, gear and transmission parts manufacturer David Brown acquired a factory in Meltham, near Huddersfield, from which to manufacture his first tractor, the VAK1, which proved a great hit and not just in agricultural applications. Financial difficulties led to David Brown Tractors being sold in 1972 to the American firm of Tenneco, which made Case tractors. The David Brown 885 had just been introduced in 1971 and would remain in production until 1980, with models sold under the Case name in North America from 1976. It was produced with a 2.7-litre three-cylinder diesel or a 2.4-litre three-cylinder petrol engine, each producing around 47bhp, and a 12-speed transmission. The early history of this superb David Brown 885 is not known, but it was purchased by our vendor from a Devonshire farmer, and then subject to an exacting restoration by the agricultural machinery specialist C. R. Willocks of Bovey Tracey between 2018 and 2022. As the condition testifies, the 885 has been brought up to an exemplary show standard, with restoration expenses having exceeded £18,000. It is supplied with a dating certificate from the David Brown Tractor Club, and would make a wonderful exhibition piece in a museum, private collection, or at tractor rallies.

1973 MG B Roadster

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: PRX 701M

MOT: Exempt

Chassis No: GHN5317431G

Introduced in 1962, the MGB Roadster enjoyed an eighteen-year production run. With nicely balanced handling and good turn of speed, it merited the old MG marketing slogan ‘Safety Fast’. Based around a monocoque chassis featuring independent coil-sprung front suspension and a leaf-sprung ‘live’ rear axle, its 1798cc ‘B’ series four-cylinder engine was allied to a four-speed manual transmission. Capable of over 100mph, front disc brakes and rack-and-pinion steering greatly aided control. This home-market example was first UK registered on 7th August 1973. Presented in the attractive colour combination of Teal Blue with Grey seats with blue piping and a walnut dash, ‘PRX 701M’ is accompanied by a soft-top, hood cover and tonneau (all trimmed in black) and sports painted wire-wheels. Retained in previous ownership for thirty-six years (between 1984 and 2021) it has previously benefitted from much improvement with works including servicing, replacement boot carpet, new points, condenser, distributor cap, and water pump, overhaul of the carburettors, fitment of Halogen headlights and a new windscreen. Offered with a history file including owner’s handbook, a large selection of service and parts invoices, previous MOT certificates back to 2000, current V5C document and ‘PRX 701M’ has been the subject to much mechanical fettling in 2025 at the cost of c.£2,000.

2000 Mercedes-Benz SL 280

217

Estimate: £8,000 - £10,000* Reg no: W429 BBT

MOT: February 2027

1997 TVR Chimaera 4.0 Just 1 former keeper

218

Estimate: £12,000 - £14,000* Chassis No: WDB1290592F194415

Revamped for a final time in 1998, the R129-series SL underwent numerous cosmetic and mechanical changes. With some 201bhp / 199lbft on tap from its 2.8 litre M112 powerplant, the V6-imbued SL280 was reputedly capable of 144mph and 32.5mpg. Only in production from 1998 – 2001, a mere 1,704 were sold worldwide. Completed to UK market specification and scheduled for delivery during March 2000, chassis F194415 was specified with Brilliant Silver paintwork (including its hardtop), Grey Nappa leather upholstery, Black soft-top, air-conditioning, burred walnut veneers and heated front seats etc. Reputedly supplied new by Charles Sidney Mercedes-Benz of Bradford, the SL280 is warranted to have covered some 87,000 miles from new with print outs and the maintenance book documenting ten services (five of which were main dealer). Starting readily and running well during our recent photography session, work carried out during the last 1,000 miles or so has included a new fuel pump / filter, replacement handbrake shoes and an additional oil / filter change. Passing its most recent MOT test with ‘no advisories’ during February 2026, ‘W429 BBT’ will be driven to Kelham Hall. A notably late and rare R129-series derivative, chassis F194415 is offered for sale with V5C Registration Document, book pack, spare key and paperwork file.

Reg no: R86 DTU

MOT: August 2027

Chassis No: SDLDCC4P7VL012333

Introduced at the 1992 Motor Show, the Chimaera was intended to be a more practical, user-friendly long distance touring machine than the formidable Griffith. To this end, it sported a proper boot, a more spacious and cosseting interior, longer wheelbase and slightly softer suspension than its sister car. Power came from a variety of Rover V8-derived units, though, even the entry-level 4.0 litre was quoted as developing 240bhp/270lbft. The slowest of the range, it was still reputedly capable of 0-60mph in 4.7 seconds, 0-100mph in 12.1 seconds and 152mph! Luckily all Chimaeras came with four-wheel disc brakes and a Quaife differential as standard. The Chimaera was succeeded by the Tamora in 2002. Supplied new by Christopher Neil Ltd of Northwich and first registered on 13th November 1997, this Chimaera has covered an indicated c.53,500 miles from new and shows just one former keeper on HPI. Fitted with a new battery and isolater in 2024 ‘R86 DTU’ is said to have only been used in the summer months. Offered with a collection of old invoices and MOT certificates back to 2000, TVR Chimaera manual by Steve Heath, owners wallet, handbook and service book plus a current V5c document.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1939 Raymond Mays Special Sports Tourer

219

One of only five built and two surviving Estimate: £50,000 - £70,000* Reg no: FLN 388

MOT: Exempt

Chassis No: RM5

Few pre-war British sports cars embody their creator’s ambition, engineering excellence and racing pedigree quite like the Raymond Mays Special. Conceived by Raymond Mays, one of Britain’s most influential racing drivers and co-founder of English Racing Automobiles (ERA), this rare motor car represents his vision of the British high-performance road car on the eve of World War II. Born in Bourne, Lincolnshire, in 1899, Mays was a celebrated figure in British motorsport by the 1930s. Having raced at Brooklands and dominated Europe’s Voiturette category with ERA, he turned his attention to creating a wholly British sports car that combined advanced engineering, genuine high-speed capability and the character of his competition machines. Mays again enlisted his engineering partner, Peter Berthon, whose work with ERA and BRM established him among Britain’s foremost automotive designers. They selected the Standard Motor Company V8 as the project’s foundation. Effectively formed from two Standard Ten cylinder blocks mounted on a common crankcase, the 2,686cc V8 featured a three-bearing crankshaft, coil ignition and light-alloy cylinder heads. It produced 85bhp, while tuned versions were capable of exceeding 100mph, exceptional performance for a late-1930s British road car. Recognising that Standard’s production chassis could not exploit this performance, Berthon designed a bespoke frame from scratch. Deep box-section side members and heavily reinforced cruciform bracing provided strength and rigidity. Independent front suspension by transverse leaf spring, a live rear axle, anti-roll bars front and rear, and four-wheel drum brakes reflected ERA racing practice rather than conventional road-car design. Rather than adapting a production model, Mays and Berthon created a machine in which the engine, chassis and coachwork were developed around a performance brief, lending the Special its technical importance. Five rolling chassis were constructed and extensively re-engineered, with production and marketing handled by Shelsley Motors Ltd, formed for the venture. The outbreak of war in 1939 ended development and curtailed what might have become an important British sporting marque. Just two of the five completed cars are known to survive.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

This example, chassis ‘RM5’, is the sole surviving sports tourer. It was built to order for Lancelot Prideaux-Brune, Financial Director of Shelsley Motors Ltd and owner of the Carlton Carriage Company. Carlton therefore created its purposeful open coachwork, combining sporting intent with understated pre-war sophistication. The body’s long bonnet, flowing wings and tailored passenger compartment give the car an imposing yet restrained appearance, while its open configuration emphasises the sporting purpose behind the project. RM5 enjoyed period competition use, appearing in the 1939 Brighton Speed Trials and at Shelsley Walsh, one of Britain’s most prestigious hillclimb venues. These appearances place it firmly within the golden age of British pre-war motorsport, alongside such contemporaries as the Jaguar SS100 and BMW 328. After the war, RM5 passed through several owners before travelling to the United States, where it resided during the 1970s and early 1980s. It subsequently returned to Britain and attended the 1999 ERA/BRM event in Bourne, an evocative homecoming given Mays’ close association with the town. More recently, it formed part of a motor museum collection in Oakland, California, before entering its current ownership.Today, RM5 represents a direct link between ERA’s dominant Voiturette racers and the post-war BRM Grand Prix programme, encapsulating Mays’ lifelong pursuit of British engineering excellence. Its exceptional rarity, documented history, period competition provenance and historical significance make it a remarkable opportunity to acquire a cornerstone of British motoring heritage. Interestingly, the only other surviving Raymond Mays Tourer, RM1, now resides in Washington State alongside one of the better-known ERAs.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1948 Delahaye 135 MS Three-Position 220 Drophead by Pennock Previously owned by Prince Bira Estimate: £260,000 - £300,000* Reg no: 126 JLB

MOT: Exempt

Chassis No: 800874

Delahaye’s most famous model – the Type 135 – was introduced at the October 1935 Paris Salon. Notably stiffer and lower slung than those of its predecessors, the newcomer’s chassis featured box-section side rails, two substantial cross members, welded-in floor panels and a steel transmission tunnel. The independent front suspension comprised a lower transverse leaf spring and upper wishbones allied to longitudinal torque arms, while the live rear axle was supported by semi-elliptic leaf springs mounted outside the main chassis rails. Large cable-operated drum brakes (housing Bendix self-wrapping shoes) were complemented by high geared worm and nut steering. Initially powered by a 3.2 litre OHV straight-six engine, the Type 135’s obvious competition potential was amply demonstrated by Lucy Schell’s Works-supported Ecurie Bleue machines. Outright wins at the Coupe d’Automne, Mont Ventoux hillclimb (1936), Donington 12-hours (1937) and Le Mans 24-hours (1938) not to mention near misses on the Mille Miglia, RAC Tourist Trophy and Spa 24-hours all cemented Delahaye’s position among France’s premier marques. Indeed, Rob Walker’s Type 135 Speciale outlasted and outran Alfa Romeo 8C 2900 and Talbot T150SS opposition at the 1939 Whit Monday Brooklands meeting to claim the title of ‘Britain’s Fastest Road Car’. Available from 1936 until the company’s closure eighteen years later, the Type 135M boasted a 3.6 litre engine and could be optioned with triple carburettors and a Cotal electromagnetic four-speed gearbox, while the ‘MS’ (Modifiee Speciale) version utilised a higher lift camshaft and improved manifolding to develop circa 120-145bhp Lacking its own coachbuilding facilities, Delahaye entrusted Type 135 chassis to the cream of France’s ateliers including: Figoni & Falaschi; Letourner et Marchand; Alphonse Guilloré; Marcel Pourtout; Frères Dubois; Jacque Saoutchik; Marius Franay; Henri Chapron; Faget-Varnay and Antem; the result being some of the most flamboyant bodywork ever seen. Delahaye put the Type 135M back into production after World War Two but found that the domestic market for ‘Grande Routiere’ cars had all but collapsed. Chassis ‘800874’ is a particularly evocative example, combining the sporting credentials of the 135M with striking French coachwork and an intriguing association with one of the most celebrated racing drivers of his generation. The

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

car was formerly owned by Prince Birabongse Bhanudej Bhanubandh of Siam, better known as Prince Bira. One of the great characters of pre-war international motor racing, Prince Bira enjoyed an illustrious career competing throughout Europe and became particularly associated with the White Mouse Stable. His connection with this sporting Delahaye provides an especially fitting link between the car and the competitive heritage of the marque, which by this period had established itself as one of France’s foremost manufacturers of high-performance sports cars. The coachwork is undoubtedly one of ‘800874’s’ greatest attractions. Pennock-built to a design penned by Chapron, it takes the form of a versatile three-position drophead, providing comfortable accommodation for four. The combination of generous proportions, sweeping wings and a long bonnet gives the Delahaye an unmistakable presence, while rear wheel spats accentuate the voluptuous lines and lend the car an appropriately sporting stance. Finished in black with dark mauve accents to the wings, the exterior is complemented by a beautifully coordinated interior trimmed in mauve leather with matching carpets. The colour scheme is both distinctive and elegant, perfectly suited to the flamboyant character of the French coachwork. Unlike many sporting cars of the period, however, this is not simply a two-seat boulevardier; its four-seat configuration and ample luggage space make it a genuinely capable long-distance touring car. Adding considerably to the driving experience is the sophisticated Cotal electromagnetic gearbox. Rather than requiring a conventional clutch and manual gear change, the Cotal employs electromagnetic operation, with the driver selecting the desired ratio using a diminutive H-pattern switch. The appropriate gear engages almost instantaneously and with remarkable smoothness, giving the Delahaye an unusual sense of refinement. In operation it has much of the character of a pre-selector gearbox, but without the need to pre-select the next ratio. Importantly, considerable work has been undertaken to ensure that this complex transmission functions as intended. The car is accompanied by two substantial box files containing extensive history and photographs documenting the works carried out. The engine has benefited from a comprehensive engine-out overhaul, while the Cotal gearbox has also been completely dismantled and overhauled. New planetary gears were fabricated as part of the work, representing a significant undertaking and ensuring that this fascinating transmission is now in excellent working order. The result is a Delahaye that is not merely visually impressive but a genuine pleasure to drive. The combination of its smooth straight-six, triple carburettors,

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

sophisticated transmission and inherently capable chassis gives the car an effortless character ideally suited to continental touring. This was the very essence of the French Grand Routier: a machine capable of covering great distances rapidly and comfortably, while providing its occupants with a level of style and occasion rarely found elsewhere. Few marques captured the spirit of pre-war French motoring quite like Delahaye. The 135M represented the culmination of the company’s sporting development, combining genuine competition credentials with a chassis capable of carrying some of the most extravagant coachwork produced by France’s celebrated carrosseries. Cars such as ‘800874’ demonstrate why the model remains so highly regarded today. With its Prince Bira association, elegant Pennock coachwork to a Chapron design, distinctive black and mauve colour scheme, 3.6-litre straight-six and fascinating Cotal electromagnetic transmission, chassis ‘800874’ offers an unusually compelling combination of provenance, style and mechanical sophistication. Accompanied by an extensive history file and photographic record of substantial recent works, including the comprehensive engine overhaul and painstaking restoration of its Cotal gearbox, it is ready to be enjoyed as intended.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1974 BMW 2002 Turbo

221

Estimate: £75,000 - £85,000* Reg no: EOV 943V

MOT: Exempt

Chassis No: 4290736

Introduced at the 1973 Frankfurt Motor Show, the 2002 Turbo was among the first models to be developed by BMW’s legendary Motorsport GmbH division and thus predates the M-series cars. Incorporating lessons learnt from the forced induction 2002 which had helped Dieter Quester win the 1969 European Touring Car Championship, the newcomer utilised a single KKK turbocharger to boost its fuel-injected 1990cc SOHC four-cylinder engine to 170bhp and 181lbft of torque. A four-speed manual gearbox was standard as was a limited slip differential but, as with Porsche’s iconic 911 Carrera RS 2.7 of the same era, buyers could choose from a range of performance and comfort enhancing options such as a five-speed transmission, 6 x 13-inch alloy wheels and lockable glove box lid. Reputedly capable of 0-60mph in 6.9 seconds and 131mph, the 2002 Turbo featured a thicker front anti-roll bar, height adjustable rear springs, Bilstein shock absorbers and strengthened trailing arms, hubs and stub axles in comparison to its 2002 tii sibling. It also boasted vented front discs and larger rear drums plus its floorpan incorporated thicker front frame rails, reinforced rear suspension mounts, bespoke front panel and altered boot floor. The BMW sported a deep front air dam, boot lid mounted rubber spoiler and bolt-on wheel arch extensions (Motorsport stripes were an extra). Available in either Chamonix White or Polaris Silver both teamed with black leatherette upholstery, the 2002 Turbo developed a reputation for catching novice drivers out. Of the 1,660 production versions made between January 1974 and July 1975 (plus 12 pre-production cars), just 500 or so are thought to have survived. Originally registered via BMW Concessionaires Park Lane in December 1974, this 2002 Turbo was immediately taken to France by its first owner Ian Macfadyen, a Naval architect. The car remained accompanied him to Norway in 1976 before returning to the UK in 1979. Minimal information is on record regarding subsequent owners until 1984 whereby the current vendor’s father purchased it having had a ‘got to buy it’ moment after seeing it on a local specialist’s forecourt. ‘EOV 943V’ became the source of much joy as the main family vehicle including holidays and light local competition use. Unfortunately, ill health later meant the 2002 fell in to disrepair, with little use until a timely letter to the Car SOS team in 2015 whereby they brought the little BMW back to life. Offered for sale with original book pack, invoices and current Swansea V5.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

2007 Porsche 911 Carrera 4S Cabriolet

222

Estimate: £14,000 - £16,000* Reg no: NK56 CDZ MOT: December 2026 Chassis No: WP0ZZZ99Z7S770774 The sixth generation of the Porsche 911 was dubbed the 997 and introduced in 2005. It retained the previous model’s basic profile but drew on the 993 for detailing. In addition, the new headlights reverted to the original bug-eye design. The interior was similarly revised, with strong links to the earlier 911 interiors while at the same time looking fresh and modern. Initially, two versions of the 997 were introduced, the rear-wheel-drive Carrera and Carrera S. In late 2005 Porsche introduced the four-wheel drive versions of the 997, the Carrera 4 and Carrera 4S which were announced as 2006 models. The 997 remains a worthy model of one of the most celebrated sports cars ever produced and received a vast amount of positive reviews. The Carrera 4S is often dubbed as the best all-rounder in the world of 911’s and this particularly honest example has covered 110,000 miles at the time of cataloguing. The car is fitted with the Tiptronic gearbox, which makes the four-wheel drive convertible a very refined cruiser and offers a more relaxing driving experience than its higher-strung manual sibling. The understated Silver exterior suits the car perfectly, and is complemented by a Brown Leather interior. Purchased by the current owner in 2015, the 911 has been cherished on a seemingly ‘money-no-object’ basis, with much work carried out by MLR (Independent Porsche Specialists) in Staffordshire. Whilst the service book was misplaced many years ago, invoices and receipts on file show the car has been serviced regularly by a mixture of main dealer and marque specialists. Itemised lists of all works carried out are extensive and included in the file, totalling some £34,500 in the current ownership. Ready to use and enjoy, this 911 C4S is offered to auction with a V5C registration certificate, current MOT and large file of paperwork.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1973 Bentley Corniche Convertible

223

1 of just 77 examples made Estimate: £30,000 - £40,000* Reg no: 40 REH MOT: Exempt Chassis No: DBH14661 The Corniche moniker was first employed in 1971 on the Coupe and Convertible versions of the Silver Shadow/Bentley T Series. In common with them, the newcomer was penned by in-house designer John Polwhele Blatchley and the underbody and floorpan crafted by Pressed Steel Fisher. Initial assembly was carried out by Mulliner Park Ward of Willesden, London – by then a wholly-owned division of Rolls-Royce. Power was provided by the company’s venerable 6.75-litre V8 engine that was mated to a GM Turbo Hydramatic 400 three-speed automatic gearbox. Braking was by discs, with ventilated units being phased in from 1972. The Corniche draws its name from the experimental 1939 Corniche prototype. The name originally comes from the French word corniche, a coastal road, especially along the face of a cliff, most notably the Grande Corniche along the French Riviera above the principality of Monaco. A total of just 140 Bentley Corniches were produced between 1971 and 1984, a mere 77 of which were Convertibles, making them a desirable and rare find for collectors. Supplied new by Jack Barclay Limited of London in 1973 for £12,661, ‘40 REH’ is finished attractively in Caribbean Blue with Dark blue hood and leather interior trim. Having covered just 37,592 miles from new and being in the current family ownership since 1987 it was first registered on 8th March 1973. Now in need of recommissioning following a period of dry storage, we believe the Bentley has not been run in the last 7 or so years with the last invoices on file for maintenance being dated around 2010/2011. Offered with numerous old MOT certificates dating back to 1977 at 17,697 miles, assorted invoices, owners handbook, chassis card records, blank service books, copy of the original sales invoice, parts manuals and a current V5c document plus the cherished registration number ‘40 REH’ it will surely make a striking example of this rare Bentley once back on the road.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1953 Jaguar XK120 Fixed Head Coupe

224

Subject to a £150,000 restoration Estimate: £60,000 - £80,000* Reg no: VSU 680 Chassis No: 680451

MOT: Exempt

Introduced in 1951, the Fixed Head Coupe variant brought a welcome dose of luxury to the XK120 range. As well as the obvious benefits of better weather protection and noise insulation, it also gained a wood veneer dashboard / door cappings and vanity cabin lights. Some £90 more expensive than its roadster sibling, it was mechanically identical sharing the same box-section chassis equipped with independent front suspension, a ‘live’ rear axle and drum brakes. A testimony to the 3442cc DOHC straight-six engine’s torque delivery, contemporary road testers struggled to differentiate between the open and closed XK120s in performance terms (some even crediting the latter with better acceleration despite its greater weight). Another coup de grace for Sir William Lyons’ styling talents, the Fixed Head Coupe’s roofline was beautifully resolved. A scarce sight on UK roads, the vast majority of the 2,680 reputedly made went abroad (various sources giving an export- to home-market split of 2,485 vs. 195). Offered here is ‘VSU 680’, an XK120 Fixed Head Coupé chassis number 680451, presented in the particularly handsome combination of Maroon over Tan leather bucket seats. Benefiting from an exhaustive refurbishment by Durham Restoration, this example has received more than £150,000 worth of expenditure in its return to the road, culminating in a comprehensive body-off-chassis restoration completed in February 2021. The restoration included a bare-metal respray, with the bodywork and chassis comprehensively addressed before the car was reassembled. The result is an XK120 which combines the unmistakable appearance of Jaguar’s seminal sports car with a level of mechanical preparation intended to make it considerably more usable in modern traffic. In fact, ‘VSU 680’ has been tastefully uprated with a number of further improvements. The original braking system has been replaced with

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Jaguar XJ6 disc brakes, providing considerably improved stopping power, while XK140 rack-and-pinion steering along with an XK140 radiator equipped with a Kenlowe electric fan has also been installed, helping to improve cooling and driveability in modern conditions. The original four-speed transmission has been replaced by a highly desirable Guy Broad five-speed gearbox while the engine has similarly been prepared for fast-road use, incorporating uprated twin 2-inch carburettors. These modifications have been selected with usability rather than outright competition in mind, creating an XK120 which retains the character and appearance of the original car while benefiting from a number of sympathetic upgrades. The Fixed Head Coupé also possesses its own particular charm. The Tan interior provides an attractive contrast to the deep Maroon exterior. It retains all the visual drama that made the XK120 such a sensation in 1948, but in a form better suited to longer-distance touring. Now described as ‘on the button’ and ready to enjoy, ‘VSU 680’ is offered with a large history file accompanying a current Swansea V5C registration document. The combination of extensive restoration, substantial expenditure and thoughtful mechanical upgrades means that the next custodian can enjoy the XK120 experience without undertaking the considerable work associated with bringing a project car back to usable condition. A beautifully presented and extensively prepared XK120 Fixed Head Coupé, ‘VSU 680’ offers the opportunity to enjoy one of the most significant British sports cars of the twentieth century with the benefit of modern-day usability.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

2006 Audi RS4 Quattro Saloon

225

Factory RHD example

226

Estimate: £12,000 - £14,000*

Estimate: £16,000 - £20,000*

Reg no: EO06 XHX MOT: September 2027 Chassis No: WUAZZZ8E56N901820

Reg no: DLR 99J

By the time many sports saloons reach their 20th birthday, there is a distinct likelihood that they will have passed through a phase when they were not quite treated with all due respect. This RS4, however, is a lucky survivor insofar as it appears to have been well-treated across its entire life. It had five registered keepers up to 2012, at which point it had the good fortune to fall into the hands of the very sympathetic present owner. Across his 14 years of ownership, it has been kept in regular use, typically covering around 5,000 miles a year, but with appropriate maintenance to keep it in good shape.

Particularly aimed at the American market, the striking Karmann Ghia (Type 14) was Volkswagen’s way of creating a flagship model for its unashamedly austere Beetle range. Combining Italian sports car design with a slightly widened Beetle floorpan, this was the magic formula for one of the most beautiful cars of the 1950s, and it was produced by Karmann of Osnabrück.

Still pleasingly original and unmodified, the Audi is offered for sale having covered a total of 130,500 miles. The vendor describes it as being in “very good overall” condition, and a documented service history testifies to the level of maintenance it has received. The MOT history dates back to its first test in 2009, and the present certificate remains valid until September, 2027. Few family cars combine performance, practicality and charisma quite like the 2006-08 RS4, and this lovely example should provide much enjoyment for its next owner.

1971 Volkswagen Karmann Ghia

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

MOT: Exempt

Chassis No: 1412534509

Purchased by our vendor in 2018 ‘DLR 99J’ came from a low mileage life on the island of Jersey. A rare RHD vehicle, this Karmann Ghia had a sympathetic restoration starting with a re-spray in 2000 and then, according to some of the invoices on file, it was treated to various new body panels between 2010-2013. The restoration didn’t stop at body panels either, with a reconditioned 1600cc engine being installed in the middle of 2012. Having paid all of the import duties our vendor set about overhauling the gearbox, re-aligning the ‘fuchs’ style wheels, replacing all shock absorbers and replacing the previously installed narrow front beam with a standard width one. Presenting well it is offered for sale with numerous invoices, owners’ books and a current Swansea V5.

2001 Porsche Boxster S Just 23,000 miles from new

227

Estimate: £12,000 - £14,000* Reg no: V8 CYP

MOT: October 2026

1974 Lotus Elite Comprehensively restored and upgraded

228

Estimate: £12,000 - £16,000* Chassis No: WP0ZZZ98Z1S641747

A lovely machine for top-down, open-road motoring, this Boxster is desirably equipped with the six-speed manual gearbox and, at 25 years old, is notably well preserved. Resplendent in its original colours of Arctic Silver Metallic with a Metropol Blue interior, it has had just three keepers from new and MOT records testify to its sub-25,000-mile odometer reading being genuine. Intriguingly, for reasons which are not clear, it was ordered new in British right-hand drive ‘C16’ specification through a Porsche agent in Barcelona on May 31st, 2001, and received its British registration a few weeks later on July 1st. It is a particularly well-specified example, with original options including a factory-painted roll-over bar, a CD stacker centre console and radio-CD player, PSM, hi-fi, a wind deflector, a top-tinted windscreen, air-conditioning, and the code 09991 Porsche Exclusive Programme. The Boxster’s first owner kept it until 2003, and it was then cherished by its second owner until 2024. It has an impressive MOT record, having passed every test since 2023 with no advisories, and its present certificate is valid until October, 2026. Besides its MOT history, the Porsche is also supplied with a complete book pack, including the service book.

Reg no: RJR 967M

MOT: April 2027

Chassis No: 74050150

Announced in 1974, the Type 75 Elite represented Lotus’s move into the luxury GT market and was among the last road cars to receive significant input from Colin Chapman. Designed by Oliver Winterbottom, its sleek fibreglass body sat upon a steel backbone chassis with independent suspension and four-wheel disc brakes. Powered by a 1,973cc DOHC engine, it was capable of 125mph, with just 2,535 examples produced. This striking Elite has been comprehensively restored and extensively uprated by its current owner, including the desirable Lotus Excel galvanised chassis conversion. Further upgrades include a limited-slip differential, rebuilt and plated suspension with new bushes and ball joints, Excel wiring harness and competition clutch. The engine has been enlarged to 2.5 litres and benefits from a Lotus Bits crankshaft, Eagle pistons, bespoke conrods, high-lift camshaft and uprated springs, gas-flowed head, vernier cam sprocket and direct fuel injection, with DTAFast management. Finished in eye-catching purple over a cream half-leather, half-cloth interior, it is offered with a large history file containing invoices and MOT certificates, and a current Swansea V5C. The car was also featured in the December 2024 issue of Classic & Sports Car magazine, making this a particularly well-developed and distinctive Elite. *All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1986 BMW 318i Saloon

229

Estimate: £14,000 - £18,000* Reg no: C854 LWA

MOT: Exempt

1 of just 2,592 ‘home market’ cars

230

Estimate: £14,000 - £16,000* Chassis No: WBAAC720200797771

One of the most popular models in the E30 lineup was the 318i which initially had a 105bhp M10 four-cylinder engine until 1987. Arguably better balanced than the larger-engined six-cylinder models, it was the car to have in the late Eighties when it became known as the ‘poor man’s M3’. Widely regarded as superb driving machines, good examples of the 318i are sought after today. Presented in fabulously distinctive Bahama Beige, this 318i Saloon comes from the ownership of BMW Car Club E30 register royalty, the late Steve Bostock. Purchased 17 years ago, the vehicle has been garaged and only used sparingly attending shows for the BMWCC GB and participating in concours competitions. Retaining original features such as the supplying dealer window stickers, original dealer number plates and a complete tool kit shows the level of detail the previous vendor went to in maintaining ‘C854 LWA’s fabulous condition. Featured in magazine articles along with the sister vehicle elsewhere in this auction, this saloon would make a great addition to any collection. With viewing highly recommended this BMW comes with brochures, trophies, book pack with owner’s manuals and a current Swansea V5C.

1962 Triumph TR4 ‘Fast Road’

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: 62 XUF

MOT: Exempt

Chassis No: CT/6178-O

According to its accompanying British Motor Industry Heritage Trust Certificate, chassis CT/6178-O was despatched to supplying dealer, Julians of Reading Limited, on March 26th, 1962. Specified with overdrive, Powder Blue paintwork and Duplo headlights, the Triumph had migrated to Hove a decade later. Acquired by its previous keeper, Dr Alastair Vincent, from TRGB Ltd during 2002, he spent over £21,500 with Moordale Motors of Potters Bar on the engine, gearbox / overdrive, diaphragm clutch, brakes, suspension and electrics etc. Dr Vincent was also responsible for having the Minilite MA 15-inch alloy wheels fitted, while the current registered keeper treated the TR4 to a new fuel tank, Mazda MX-5 seat conversion and the appropriate registration number ’62 XUF’. Benefiting from electronic ignition and an alternator, the engine appears to be the original, ‘matching numbers’ unit (CT/6241-E). Starting readily and running well during our recent photography session, the two-seater is understood to boast Koni shock absorbers, Alfin-style rear brake drums and a thicker front anti-roll bar etc. Shorn of its bumpers and with a roll over hoop and additional driving lights, the Triumph looks every inch the ‘B Road Blaster’. Offered for sale with V5C, history file, soft-top and tonneau cover.

1989 Porsche 944 Turbo

231

Estimate: £14,000 - £16,000* Reg no: F977 TLB

MOT: August 2027

1986 Jaguar XJ-SC 5.3

232

Estimate: £8,000 - £10,000* Chassis No: WP0ZZZ95ZKN101170

The Porsche 944 Turbo combined usability with supercar performance. For 1989, it received the uprated specification reserved for the Turbo S, its turbocharged 2,479cc four-cylinder engine producing 250bhp and driving through a five-speed manual transaxle.First registered on 1st June 1989 and costing £41,916 new, this example has covered 111,000 miles. Factory options include M030 sports suspension with Koni dampers, an M220 40-percent limited-slip differential, adjustable seats, air conditioning, electric sunroof, headlamp washers and an anti-theft system. Its history includes servicing by Porsche main dealer AFN and evidence of a replacement clutch. The car was declared a Category C insurance loss following accident damage in 2007. A surviving photograph shows light damage, and the car passed a VOSA Vehicle Identity Check in October 2009. The vendor advises that it has never required welding. A 2011 Nelson Porsche invoice records a replacement cylinder-head gasket. Since emerging from storage in 2023, Redline Racing has replaced the camshaft, balance-shaft and alternator belts, attended to the brakes and reset the suspension. Expenditure includes Pirelli tyres, brake pads, fuel pump, clutch hydraulics and Porsche oil and filters. Reported to run and drive, it will be offered with 12 months MOT.

Reg no: C681 SJC

MOT: August 2027

Chassis No: SAJJNACW3CC127722

Launched in 1975, Jaguar’s XJS was more lazy grand tourer than out-and-out sports car being designed to seamlessly blur borders rather than blast down back roads. Consequently it was equipped with automatic transmission as standard. Nevertheless, when fed the quoted 295bhp developed by a post-1981 H.E. (high efficiency) 5.3-litre V12 engine, 150mph and sub 8 second 0-60mph was available. Fitted with nicely damped coil-sprung suspension, power-assisted steering and potent four-wheel disc brakes. A versatile design that combined lift-out targa panels with folding rear hood, the XJ-SC proved rarer than the full Convertible that followed. This XJ-SC is said to be a fantastic example and incredibly usable. Long journeys should be pleasurable with electric windows, automatic gearbox and full leather seats which have been fully reupholstered as has the carpet. The V12s are becoming rarer and with this example appearing in great condition with the low mileage of c.52,800 miles recorded. ‘C681 SJC’ was declared a Category C (repairable) insurance total loss in November 2016 where the insurer decided not to repair, however photos are included of the damage at the time. Offered with a collection of invoices and subject to much expense in 2025 a current V5c is also included in the sale. *All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1937 Lagonda LG45 Drophead Coupe

233

1 of just 93 known survivors Estimate: £50,000 - £70,000* Reg no: BGB 493

MOT: Exempt

Chassis No: 12269/G10

Notable as the first Lagonda design to be overseen by legendary engineer – and recently appointed technical director of LG Motors (Staines) Ltd – W.O. Bentley, the LG45 was introduced in late September 1935. Although, sharing the same 10ft 9in wheelbase as its M45 Rapide and M45A predecessors, the newcomer was considerably more refined. A massive ladder-frame channel-section affair, its chassis featured repositioned cross members (to liberate more rear legroom), softer semi-elliptic road springs, adjustable hydraulic shock absorbers, two prefabricated bulkheads and a harmonic stabilising front bumper. Powered by a modified version of the redoubtable 4453cc Meadows OHV straight-six engine (which had earned Lagonda victory in that year’s Le Mans 24-hour race), the LG45 further benefited from a part synchromesh four-speed manual gearbox and strong Borg and Beck clutch. Initially available in saloon, tourer, drophead coupe or bare chassis guises, the model was among the fastest road cars of its day (with most closed variants being capable of over 90mph and some open ones reputedly topping 100mph). A very late LG45 fitted with the potent Sanction 4 engine and Meadows G10 centre-change gearbox, chassis 12269/G10 was despatched upon completion to Glasgow; presumably to Lagonda’s Scottish distributor, D. Carlaw & Sons. First registered as ‘BGB 493’ on November 22nd 1937, it was initially bodied as a Pillarless Sports Saloon. Reputedly laid-up during World War Two, the LG45 is further understood to have covered a mere 14,600 miles by the time that second owner George Kirkwood Esq acquired it from James M. Inglis Automobiles Ltd of Edinburgh on October 23rd 1948 for the princely sum of £1,185. Well maintained during Mr Kirkwood’s tenure, he covered a further 110,000 miles aboard the car before selling it to renowned Lagonda collector J.A.E (Elliot) Elder Esq on September 16th 1965. Migrating to Belgium at the end of the following decade where it belonged to Daniel Olislaegers, the Pillarless Sports Saloon returned to the UK in 1991. Entering the current ownership four years later, the LG45 was entrusted to marque specialist David Wall of Wroxham not long after who has primarily maintained it ever since. Improved via attention to its engine, cooling system, brakes and suspension not to mention a new wiring loom, the Lagonda

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

was in good order when an unhappy accident saw it run backwards down a hill and into a flint stone wall during 2005. Although the chassis survived unscathed, the saloon body was damaged beyond economic repair. Sourced by Lagonda Club stalwart Colin Mallett from another LG45 (chassis 12016) which was being converted into a Fox & Nicholl Team Car Evocation, the Drophead Coupe coachwork (and associated upholstery) that now adorns chassis 12269/G10 is conjectured to have begun life as a factory prototype. Lighter and more rakish than subsequent iterations, the body features smaller front quarterlights, two (as opposed to three) door hinges and a two-piece boot lid. The soft-top has three positions with internal levers to lock the mechanism into ‘Sedanca’ mode, while the driver’s seat has a cutout that would have accommodated the right-hand gearchange on an earlier LG45. Aside from being stripped to bare metal and repainted in its current Grey-Blue hue, the Drophead Coupe coachwork was noted to fit without adjustment. Pleasingly retaining its original ‘Sanction 4’ engine which has covered a modest mileage since its last overhaul in 2016, the Lagonda started readily and ran well during our recent photography session. Indeed, Mr Wall advises us that it goes far better than most LG45s he has driven. Essentially unused since passing its most recent MOT test on February 14th 2024 (nine miles ago), the Lagonda would doubtless benefit from a service / recommissioning. An elegant and imposing Post Vintage Thoroughbred, it is offered for sale with V5C Registration Document and history file.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1967 Aston Martin DB6

234

Current ownership for 37 years Estimate: £140,000 - £160,000* Reg no: KFR 846D

MOT: Exempt

Chassis No: DB6/2995/R

This DB6 was supplied new in February 1967 by agents H. R. Owen Limited for Broadway Autos Limited (London). Having spoken directly with H. R. Owen in London, our vendors have been informed the car was likely shipped directly to America from new, before subsequently being re-registered here in the UK. Our vendors purchased the car from D. S. Enterprises Ltd of Cheshire on 11th August 1989 and it is our understanding that they are the ones that had sourced and repatriated the car from America. At the time of acquisition, the car was complete in all respects apart from the engine and gearbox. Over the subsequent 37 years, the DB6 has undergone a comprehensive, ground-up restoration, including the installation of a new engine and gearbox. Importantly, throughout the restoration process, the car’s original chassis number has been found marked on the principal body components. These markings have been located on the bonnet, the base of the fuel caps, the fuel flaps, the bonnet hinges, the rear of all the internal trim, the bottom of the dashboard and other components. The chassis number is also correctly stamped into the front chassis crossmember and appears on the bulkhead-affixed chassis plate. The car retains its H. R. Owen dealer sill plates, further supporting the above early history. Photographs were taken of all the various chassis-number markings before the components were refitted to the vehicle. A Vantage-specification engine was purchased from Goldsmith & Young Ltd, Wiltshire, on 3rd April 1990. This engine, numbered 400/2973, is now fitted to the car and has only covered test miles since. A new five-speed Tremec gearbox has been fitted and further enhances usability. The restoration has been extensive, with considerable attention paid to the structure, bodywork, mechanical components, trim and electrical systems. The aluminium body was removed from the steelwork and deemed generally fairly solid and original, although areas around the edges were replaced where necessary. The door skins were removed and powder baked in black to protect them. The frame was repaired and a new skin made and fitted. The skins were bonded onto the frame to keep any damp out, with the edges folded as per the factory method and subsequently sealed. All steelwork within the sills, including the inner and outer sills, was welded to the car and floor. The driver’s-side steelwork carries a new continuous half-tubular cable carrier. The floors were repaired where necessary, although they were very solid to begin with. The 42

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

boot edges were replaced in places, while the engine bay was found to be solid. The front wings are original and only required minor attention. The front-wing quarters, from the wheel to the door, were fashioned using an English wheel and replaced with butt-welded, invisible repairs. The aluminium sills were handmade and again butt welded to the new front-wing quarter. Where the sill meets the rear wing, a section was left on the sill to attach the rear wing to the sill. This replaced an area of corrosion and is now solid. The same work was carried out on the driver’s side, with the driver’s side of the car restored using the same method. Moving to the inside, modern soundproofing has been fitted to all floors and the car has been fitted with all new Wilton black carpets. The seats have been re-covered in the best-quality black leather and are said to be original to the car. The dashboard top has been re-covered in leather, together with the door cards, while the dashboard clocks have been refurbished by a master clocksmith. ‘KFR 846D’ rides on a brand new set of chrome wire wheels, with new tyres and tubes also recently fitted. A new steering wheel and horn push have been fitted, while the original horns have been serviced. The car retains its original glass for the heated rear window (untested). A new front wiring loom has been fitted, together with new wiring under the dashboard, whilst a new fuel pump was also fitted around the same time. The car retains its original grille and headlight covers, whilst the brakes and servos have been reconditioned. A complete new stainless-steel exhaust system has been fitted, together with new rear lights, however the car retains its original fuel tanks and fuel caps. A new headlining has been installed and the suspension is said to have all been reconditioned. New telescopic shock absorbers have been fitted at the front, together with new axle straps and tramp bars. The door handles are understood to be original, with the car retaining its original door glass and electric motors. All electrical connections beneath the dashboard, within the engine bay and in the boot have been protected against future oxidisation. Finally, the car has been professionally painted by Theo Merica of Stockport in Silver Birch, with several coats of 2K paint, resulting in an excellent finish. In summary, ‘KFR 846D’ is a beautifully restored 1967 Aston Martin DB6, finished in arguably the most desirable colour combination. It has been subjected to an extensive (and almost ‘money no object’) 37-year restoration, undertaken with considerable care and attention to originality. The British Motor Industry Heritage Trust has also issued a Heritage Certificate for the car, a copy of which is enclosed in the car’s file. With test mileage only under its belt and an extensive restoration, the car may benefit from some further fine-tuning and final commissioning by the purchaser.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

2004 Rolls-Royce Phantom VII Just under 20,000 miles from new

235

Estimate: £55,000 - £65,000* Reg no: T.B.A

MOT: March 2027

Chassis No: SCA1568034UH00111

Characterised by a genuinely timeless luxury, this exquisite Phantom VII was sold new into the hands of a very appreciative owner, and its present owner – only the second registered keeper – has held it in similarly high regard. Having covered just under 20,000 miles from new, it survives in an excellent state of preservation and surely ranks among the best and most original Phantom VIIs presently on the market. The story goes that the long-term first owner employed a chauffeur who took the greatest possible care over the car’s upkeep; hence it is in a wonderful state cosmetically, inside and out. The vendor, we believe, is justified when he describes it as being in “excellent overall condition”. We understand that servicing has been carried out at appropriate intervals, and the mechanical condition is correspondingly high. Our vendor, a keen Rolls-Royce and Bentley enthusiast, reports that he bought the car in June, 2026, from a famous actor, though it seems the actor did not register the car in his name. Unfortunately, our vendor has come to the decision that the Phantom is not right for his fleet; he has a custom of painting all his cars dark green, but considers this one too good and too original to repaint! Consequently, it must seek another owner who will help to preserve it for long into the future. The MOT history gives some insight into the level of care the car has received. It has been tested almost every year, with the exceptions of 2009, 2019, 2021, 2023 and 2025. It has passed every test since 2018 (18,552 miles) with no advisories, and was most recently tested in March of this year, so the certificate remains valid for another six months. Because it has seen relatively little use in recent years, the vendor commissioned a service shortly after taking ownership, so the car should not require any considerable attention in the immediate future, other than further upkeep as required during ongoing use. We trust that any interested individuals who inspect the car will fall for it just as our vendor did, and just as we have done ourselves. The paint and brightwork are exemplary, and the interior, abounding in luxury fittings, is one of the loveliest one could expect to find in a car of this century. There is no indication that this Phantom has ever been submitted for judging at a Rolls-Royce Enthusiasts’ Club event, but it would be very interesting to see how it might fare; we would expect a high score. 46

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

We were very satisfied with the way car behaved during our photoshoot, and we could not help but admire the virtually silent running, which has been a Rolls-Royce hallmark ever since its earliest days in the reign of King Edward. It is not hard to imagine this car still earning its keep as a town carriage, but it has arrived at an age now where, perhaps, it deserves to be treated with future preservation in mind, and we might suggest that it would be better suited to shows and special days out, rather than too much dicing with urban traffic. The present V5C is supplied; perhaps the next owner will be able to add a few awards to the car’s history file!

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

2013 Bentley Continental GTC V8

236

Estimate: £30,000 - £35,000* Reg no: LJ63 WLD MOT: T.B.A Chassis No: SCBGN23W9DC086251 Looking appealingly sinister in its all-Black colour scheme with the factory dechroming package, this Bentley is a particularly well specified and low-mileage example. The original specification list details a host of desirable features, such as front and rear park distance control with rear-view camera, heated front seats with massage function, a leather steering wheel, preparation for a car phone and two speakers, an alarm-immobiliser, and a remote-controlled garage door opener. It has had a total of six registered keepers, the present acquiring it in 2023, since when it has benefited from much generous expenditure. Prior to the current owner taking possession, the Bentley had received regular servicing. Stamps indicate that it had its pre-delivery inspection by Jack Barclay Bentley at 24 miles in 2013, with subsequent services by Jack Barclay at 5,084 miles in 2014, 12,086 miles in 2015, 18,523 miles in 2016, and 22,604 miles in 2017. Later Bentley main dealer services were performed at 26,704 miles in 2019, 29,378 miles in 2020, 32,873 miles in 2022, and 35,312 miles in 2023. The most recent services have been performed by VAG specialists Harpers Cumbria in 2024 at 42,303 miles and in March, 2026, at 46,314 miles. The present mileage is now around 46,500 miles. More extensive work in the present ownership began with Harpers replacing the PCV valve at a cost of £2,331 in 2023. In 2024, Harpers fitted a new thermostat housing and replaced the coolant and oil feed pipe to the turbochargers at a cost of £990, and in 2025 the same firm undertook some work on the suspension at a cost of £2,216, before fitting two new pollen filters for £580. A genuinely well cared-for car, it is supplied with the V5C and assorted MOTs and invoices.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

2012 Aston Martin V8 Vantage 4.7

237

Estimate: £28,000 - £32,000* Reg no: LJ62 FFE MOT: August 2027 Chassis No: SCFEJBAK4CGC16948 Unveiled at the 2005 Geneva Salon, Aston Martin’s new V8 Vantage (codenamed ‘VH2’) looked every inch the ‘baby’ supercar thanks to master stylists Ian Callum and Henrik Fisker. A front mid-engined design with near perfect weight distribution, the two-seater was powered by a 4.3 litre DOHC ‘dry sump’ V8 engine allied to six-speed manual transmission. With some 380bhp/302lbft on tap, it could exceed 170mph. A larger 4.7 litre unit arrived three years later and the ‘VH2’ was revised for a final time in February 2012. Known as the ‘MY2012.25’, the facelift encompassed cosmetic and mechanical changes. Inspired by Aston Martin Racing’s GT4 and GT3 programmes, the standard V8 Vantage gained new front / rear bumpers and sideskirts which aped its racier ‘S’ sibling. The latter also donated its Prodrive-developed ‘SportShift II’ seven-speed robotised manual transmission (although a three pedal set-up remained available), sharper steering, uprated brakes and wider 19-inch wheels / tyres. Reputedly capable of 0-60mph in 4.7 seconds and 180mph, total pre- and post MY2012.25 Coupe production amounted to just 5,215 cars worldwide. Finished in stunning Meteorite Silver with the desirable chrome grille insert and clear LED rear lights (a c.£2,000 upgrade), ‘LJ62 FFE’ was supplied new via Stratstone of Mayfair. Warranted to have covered a modest 60,000 miles (with eleven corroborating service stamps), the Aston Martin sports a Piano Black centre console, Garmin satnav, Alcantara headlining, Obsidian Black leather memory seats, recently renewed Goodyear Eagle rear tyres and the ‘SportShift II’ gearbox. Riding on 10-spoke alloy wheels, the V8 Vantage started readily and ran well during our recent photography session. A modern classic, ‘LJ62 FFE’ is offered for sale with V5C Registration Document, three keys (two ‘crystal ECUs’ and the all-important service one), ContiMobilityKit, leather-bound owner’s manual / service book, Aston Martin dashboard pen and ‘no advisories’ MOT certificate valid until August 2027. *All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1937 Bentley 4¼ Litre Sports Saloon by H. J. Mulliner

238

Entered from the Evison Family Collection Estimate: £45,000 - £55,000* Reg no: DLR 723

MOT: Exempt

Chassis No: B37HM

Carrying elegant coachwork which blends a little formal grandeur with the Derby Bentley’s customary sporting dash, chassis B37HM was delivered on October 19th, 1936, to H. J. Mulliner, where it received its fine four-door, four-light sports saloon body, described by the coachbuilder thus: “as our pillarless but with centre pillars.” Its equipment included sliding front seats, a concealed sunshine roof, an offside spare wheel carrier, two interior lights, a rear window blind, and curled walnut interior woodwork with silver stringing. The original paintwork was described as Black throughout, with the interior in Brown furniture hide “kept on the light side,” Fawn cloth headlining and Brown carpets. Specified for “UK and Continent town work and touring,” it was sold through The Car Mart Ltd. on January 18th, 1937, to Kenneth Walker of Knill Court, Kington, Herefordshire. Tragically, Knill Court now numbers among England’s lost country houses, the part-mediæval structure having been destroyed by fire in 1943. By December, 1938, the Bentley had returned to London to be sold again through H. M. Bentley & Partners, the agency run by W. O. Bentley’s brother. On January 23rd, 1939, it was acquired by D. A. Collis of South Kensington, but from October, 1943, it belonged to J. B. Jeffrey & Co. Ltd. of Sutton/Worcester Park, Surrey. In April, 1960, when it went to reside in Enfield with B. West. From October, 1961, it belonged to Donald Newsom Dyke-Wells, a former Olympic rower, of Cambridge Mansions, SW11. However, he had it only a few weeks before it passed to David Mee of Lincoln. In 1966, it appeared in an advertisement in Motor Sport for David Scott-Moncrieff & Son. B37HM came to the attention of the Bentley Drivers’ Club in 1970, when it was owned by Gordon Long, who reported that it had been restored between 1968 and 1970. The next recorded change of ownership was to Thomas Harrison in 1981. A large collection of photographs and invoices, culminating with an engine overhaul and other mechanical work in 1987, point to it having had a second major restoration across Harrison’s ownership. The Bentley passed to Derek and Barbara Edmondson in 1988. At the 1988 Rolls-Royce Enthusiasts’ Club’s Annual Rally, B37HM was the winner of the Bentley 50

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

4¼ Litre class. Further photographs survive showing Mrs. Edmondson driving it at Mallory Park during the Derby Bentley 60th Anniversary celebrations in 1993. It graced the front cover of the November, 1993, issue of The Automobile, looking much as it does now. Invoices from 1989 and the early ’90s show considerable expenditure on servicing and upkeep. Interior repairs were undertaken in 1990, and a replacement cylinder head was supplied in 1992. From 1995 to 2003, B37HM was owned by Rodney Gunn, who spent over £3,700 on general refurbishment during 1995, and commissioned localised metal repairs in 1997 at a cost of £2,383, and a partial overhaul of the brakes and shock absorbers, costing £7,953. In 2002, the interior woodwork and the exterior paintwork were professionally polished and valeted. The two ownerships between 2004 and 2014 were less eventful, and since 2014 the Bentley has resided in the Evison Collection. Still in a very attractive condition, albeit with a patina acquired over forty years, this Derby’s paperwork includes the current and historic V5Cs, an old V5, the 1961 buff logbook, copies of the factory build records, assorted MOT certificates, tax discs dating back to 1984, many invoices running back to 1981, photographs from the 1980s and 1990s, the November, 1993, issue of The Automobile, and an entire folder of technical information.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1964 Austin Mini 850

239

Entered from the Ronald White Collection No Reserve* Reg no: ALP 777B

240

Entered from the Ronald White Collection Estimate: £15,000 - £20,000*

MOT: Exempt

Chassis No: A-A2S7S536858

Although the primary focus of the White Collection is Minis with racing or rallying provenance, it would hardly be complete without a very sound and correct example of a standard production car. This 1964 Austin Mini 850, evidently the recipient of a high-quality restoration, perfectly captures the model in its purest form, just as Issigonis intended it. Its history is known back to 1987, when it belonged to a Mr. Colin Garrod of Ipswich, who owned it until 1990, when it passed to another local enthusiast. Ronald White purchased it with the intention of using it as a parts car, before realising it was far too good for such a fate, and so the work commenced to bring it up to its present high standard. As far as documentation goes, the V5 indicates that the Mini has had the same registered keeper on the DVLA’s system since 1990, with six registered keepers recorded prior to that. Also supplied with an MOT certificate from 1989, this very nicely presented early Mini would be a welcome sight at any rally, subject to its being recommissioned.

1971 Leyland Mini 1275GT

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: Un-Registered (formerly DBU 769K) Chassis No: X-AD2389638A

MOT: Exempt

One of the best-looking examples of a 1275 GT we have ever had the pleasure to encounter, this 1971 model seems like a real ’70s time-warp in its wonderful Bracken Orange paint. It was supplied new through William Monk of Oldham on September 18th, 1971, and in relatively recent years has benefited from an extremely thorough restoration which included the total renovation of the bodywork, a repaint, retrimming the interior, a full engine overhaul and general mechanical renovations. It was purchased for the Ronald White Collection in 2003, at which stage it was officially logged as having been exported to Northern Ireland, hence it will require reregistering with the DVLA. It is supplied with original literature including the original service passport and owner’s handbook, and a 1275 GT manual. In its present lovely condition, this car has the potential to become a show winner, though it will require recommissioning before it can be used on the road, but that should be a straightforward task.

1971 Rover P6 2000 SC Entered from the Ronald White Collection

241

No Reserve* Reg no: NI-Reg

1954 Morris Minor Series II

242

Entered from the Ronald White Collection No Reserve*

MOT: Exempt

Chassis No: 43601977A

A real exemplar of originality, this Rover owes its superb state of preservation to some two decades in the Ronald White Collection. Although Mr White cannot recall exactly when he acquired it, he understands it was in the 1990s or 2000s, which makes it perhaps likely that the reading of 37,442 miles on the odometer is original and genuine. Altogether, the condition of the Rover is in keeping with that of a low-mileage car, especially the interior, which exhibits a splendid light patina alongside factory protection stickers on the kick plates still in place. After a long period of static display, it will require recommissioning before use, but once up and running we can very easily envisage it being highly commended for its condition at rallies. The recommissioning should hopefully be straightforward, especially as the Rover received some £2,000 worth of improvements in 2001/2002 while in the current ownership, so the most important responsibility for the new owner will be the continued conservation of the car in its delightfully original state. Supplied with a history file including previous invoices, owner’s manual and supplementary handbooks.

Reg no: Un-Registered (formerly UPE 153) Chassis No: FAJII/239595

MOT: Exempt

While the Morris Minor 1000 became widespread across Britain, the earlier MM and Series II models never sold in such large numbers, and survivors are comparatively scarce. Finding a good one in original, unrestored condition is a difficult task, but we are pleased to offer one which has survived thanks to the foresight of a BMC dealer. We understand that this Clarendon Grey Minor was originally sold through Joshua White Ltd. to a doctor, for his wife, Mrs. Gertrude Constance Wright, in February 1954. Mrs. Wright was then resident in Orpington, Kent, hence it was issued with an English registration, but in May 1954, she moved permanently to her Irish home in Moy, County Tyrone. Mrs. Wright drove the Morris for 15,700 miles until the 1970s, when she no longer had a use for it, and Joshua White bought it back. He had come to recognise the Minor as a landmark model in British motoring and had the foresight to put it aside for posterity well before Minors became sought-after. Having passed into the collection of Joshua’s son Ronald, the Minor survives as a real time-warp for continued preservation, though recommissioning will be required before use. It is supplied with a buff logbook and old test certificates.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1971 Mini Clubman Rallycross 243 4x4 (ex-BL Special Tuning) Entered from the Ronald White Collection Estimate: £30,000 - £40,000* Reg no: Un-Registered Chassis No: T.B.A

MOT: Exempt

One of the most fascinating and special cars in the White Collection, this unique Clubman is a verified Capri-beater. It was constructed by British Leyland’s Special Tuning division across 10 days using a four-wheel drive system taken from the Austin Ant or a prototype Moke (opinions differ), and a 1,293cc engine with an aluminium crossflow head and Amal carburettors, producing a claimed 124bhp. Rallycross had just started being televised, and Ford’s four-wheel drive, three-litre Capris were sweeping the board. The Clubman was prepared to beat the Capris at Lydden Hill, and so it did, on its first run, although on the second it shed some differential teeth, the four-wheel drive set-up being designed for c.46bhp. It continued to race in the 1971 and 1972 National Rallycross Championships, with Brian Chatfield, Hugh Weldon and Jeff Williamson. Between 1973 and 1977 it was stored at Donington Park, until BL’s Alan Zafer sold it to Tim Greenhill, its eventual restorer. In 1978 it was converted to front-wheel drive to satisfy new regulations, and rejuvenated with a spaceframe to remain competitive. It entered storage in 1979, but was restored from 1994 to 1999 using original parts. The body was shotblasted and repainted in the original colours, while retaining dents from its past. The engine retained its eight-port head and Amals. It débuted in a display of rally Minis at Silverstone in 2000, and in 2001 Hugh Weldon demonstrated it at the Silverstone Rallysprint. In 2003, we sold it to Ronald White for his collection of important racing Minis. He entered it in the Mini 50th Anniversary parade at the Goodwood Revival in 2009, but it will now require recommissioning. This remarkable car is sold with a substantial history and photo album, including correspondence from Special Tuning manager Basil Wales and Alan Zafer, restoration photographs, a copy of the patent specification, and assorted magazine features.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1958 Jaguar XK150 3.4-Litre Drop Head Coupe

244

Single ownership since 2002 Estimate: £38,000 - £42,000* Reg no: VSK 423 Chassis No: S837165

MOT: Exempt

By the time the XK150 was launched in May 1957, Jaguar had won Le Mans four times and was about to do so again – what a backdrop against which to market a new sports car. Though the newcomer was a logical progression of the XK140, subtle changes to the bodywork gave this final iteration of the XK a distinctly more modern air. The split windscreen was replaced with a single sweep of toughened glass, while the scuttle and waistline were raised, the bonnet widened and the bulkhead on the Roadster moved rearwards by four inches. Inside, the walnut dashboard was replaced by one trimmed in leather, with thinner doors providing greater interior space. The familiar 3.4-litre DOHC straight-six was retained, with the optional SE and later ‘S’ engines offering increased performance. The XK150 was also the first production Jaguar equipped with disc brakes. Offered in Fixed Head Coupé and Drophead Coupé forms from launch, the Open Two-Seater Roadster followed in 1958, with 2,672 Drophead Coupés ultimately produced. This 1958 XK150 3.4 Drophead Coupé is an especially noteworthy example, being the 30th XK150 DHC produced in right-hand drive. Its early history is particularly intriguing, having been exported to RAF Victorville, California by two RAF Flight Lieutenants before making its way back to Britain in 1964. This Jaguar has subsequently remained in enthusiastic ownership, having been frequently used and regularly maintained by its present custodian for some 24 years. More recently, it has benefited from the installation of a new soft-top at a cost of approximately £7,000, ensuring that this handsome Drophead remains well equipped for open-air touring. Accompanying the car is a truly remarkable history file, offering an impressive record of its life and provenance. The documentation is further supported by a Jaguar Daimler Heritage Trust Certificate and Swansea V5C, making this an unusually well-documented and historically interesting example of Jaguar’s celebrated XK150.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1989 Citroen 2CV6 Dolly Just 37,200 miles from new

245

Estimate: £12,000 - £14,000* Reg no: F338 JGO

MOT: T.B.A

246

No Reserve* Chassis No: VF7AZKA00KA340472

The utilitarian nature of 2CVs means that one seldom encounters such well-presented examples, but this one seems to have been mollycoddled all its life. It was in the long-term ownership of a Mrs. Newton from 1994 (possibly from new) to 2008 and was clearly cherished. It was serviced every year from 1994 (11,159 miles) to 2001 (28,559) by Viva la Citroën, and then from 2002 (30,000) to 2008 (34,010) by the Orpington French Centre. In the second ownership, from 2008 to 2012, it received a service in 2011 by Wills Auto Repairs. It had one further owner from 2012 to 2014, prior to being acquired by the present lady owner. With the mileage reading now at just over 37,200 miles, it will be seen that this lovely Dolly has had minimal use over the last eighteen years and has, in fact, not been on the road since 2018, but is due to be supplied with a fresh MOT in time for the sale. Nevertheless, it is in beautiful condition internally and externally, and it has potential as a show car or just as a local runabout. It is supplied with the V5C and a long history of MOTs and services.

2004 Jaguar Super V8

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: YK04 GES

MOT: June 2027

Chassis No: SAJAC74R54TG32787

The X350 XJ was produced from 2003–2009 as the third generation XJ saloon. A comfier sibling to the XJR, with supercharged 400bhp engine and extended leather, Jaguar renamed the model Daimler Super V8 in 2006 to better suit its fit and finish. Extended leather in Super V8 models extends around the top of the instrument panel and transmission tunnel. Production ended in 2009 after 83,566 examples had been built. Supplied by Jaguar Sidcup, Kent, on April 15th 2004 as ‘YK04 GES’, the current cherished registration is being retained and this number will be re-applied. Finished in Platinum Silver over Ivory ‘Autolux’ extended leather, the car rides on 19-inch Jaguar ‘Custom’ wheels. Equipped with Alpine stereo, rear sun blind, adaptive cruise control, rear electric memory heated seats and rear entertainment controller it has been in current ownership with a Jaguar Enthusiast Club member since 2018. Regularly maintained, including servicing, brakes, suspension, tyres and important valley hoses in 2025 costing over £2,000. In total, over £8,900 has been spent since 2018. In very good order overall, belying its c.106,000 miles, it comes with a book pack showing 12 services, sundry invoices, MOT until June 2027 and current V5C.

1987 Rolls-Royce Silver Spur Just 45,000 miles from new

247

Estimate: £12,000 - £14,000* Reg no: D950 BFP

MOT: March 2027

2004 BMW Alpina B3 S

248

Estimate: £12,000 - £14,000* Chassis No: SCAZN0002HCH20154

Reg no: OX04 EYS MOT: November 2026 Chassis No: WAPB334003JE50069

This Silver Spur has been well preserved in long-term collector ownership since 1992. Still wearing its original colours of Royal Blue with a Magnolia interior, ‘D950 BFP’ was despatched for sale through Mann Egerton & Co. of Leicester in February, 1987. It had only two owners up to 1992, the second of whom was Mrs. Yvonne Kathleen Shaw, who kept an elegant townhouse in London’s prestigious Holland Park. It was sold that year to our vendor’s father, an enthusiastic Rolls-Royce and Bentley collector, with custody was transferred to our vendor in 2009.

Alpina has long combined BMW engineering with bespoke craftsmanship, enhanced performance and grand touring refinement. Its comprehensively re-engineered and individually numbered cars were produced in limited quantities, earning the marque a loyal following. Debuting in 2002, the B3 S represented the ultimate normally aspirated E46 Alpina. Its hand-finished 3,346cc, 24-valve straight-six produced approximately 305bhp and 362Nm of torque. Buyers could choose between a six-speed manual or five-speed Switch-Tronic automatic transmission, complemented by Alpina-specific suspension and distinctive styling. This 2004 BMW Alpina B3 S Coupé has been in the vendor’s ownership since 2012. It has had just three owners from new, including the current custodian, and is understood to be one of only 35 right-hand-drive B3 S Coupés produced for the UK market, making it an exceptionally scarce example. The vendor advises that the Alpina runs well and describes the paintwork as being in good overall condition for its age with some items requiring recommissioning. Combining handsome E46 styling, a powerful naturally aspirated straight-six engine and Alpina’s characteristic blend of performance and refinement, this rare B3 S offers an appealing opportunity to acquire one of the most exclusive road-going E46 derivatives.

With the father, the Spur was in regular use until 2006, and it was briefly resurrected for his son’s wedding in 2010, but since has not been on the road. However, the Spur has regularly been run up to temperature and shortly driven on private land, so that it appears now with just over 45,000 miles from new. It has, however, been recommissioned for sale, and is supplied with an MOT valid until March, 2027. A wonderfully original collector’s piece, the Rolls-Royce is supplied with further documents including the V5C and previous V5s, old tax discs and MOT certificates, the owner’s handbook and supplementary guides in the original Rolls-Royce wallet, plus a Classic Assessments report from 2023.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1967 Jaguar E-Type 4.2 Roadster A true exemplar of originality!

249

Estimate: £100,000 - £120,000* Reg no: HSR 937E

MOT: Exempt

Chassis No: 1E14763

The Jaguar E-type was launched at the Geneva Motor Show in 1961, and essentially repeated Jaguar’s feat of thirteen years back by again being the certified show-stopper. Beneath the ultra-streamlined, bullet-like profile, the E-type contained a triple-carburetted 3.8-litre version of the XK engine, but was more interesting in other respects. An immediate hit with enthusiasts and celebrities alike, it quickly became a symbol of Swinging London. From 1964, a 4.2-litre engine took over, and a few other minor changes were incorporated into a short-lived interim model, commonly known as the Series 1½. The 4.2-litre Series I was produced in Open Two-Seater, Fixed-Head Coupé and Two-Plus-Two configurations, and out of a total of 9,548 Two-Seaters, 8,366 were built in left-hand drive for export. This three-owner, American-market 1967 E-type is a very late Series I with the rare open headlights and was bought for the Stewart Collection in 2011. It was built on February 9th, 1967, in Opalescent Maroon with Black trim and triple carburettors (possibly by special order). It was delivered through Jaguar Cars New York to Wilfred Penley of Carville, Arizona. Penley sold the E-type to Carl Menoli in Gilbert, Arizona, who fitted new chrome wheels with stainless spokes and then parked it in an underground garage, where it remained for thirty years before it was offered for sale and purchased by our vendor with 36,631 miles on the clock. Once the dust was cleaned off, the condition of the Jaguar was almost beyond belief – its paint and c hrome had a high shine, the all-original interior exhibited minimal wear, and in many respects, it looked as if it was showroom-fresh. On arrival in Britain, the E-type underwent some cursory checks and a service, including the renewal of the handbrake pads, and it promptly passed an M.O.T. A few weeks later, it was driven from our vendor’s home in Scotland to the Goodwood Revival (524 miles). In 2017, it was driven to the British Classic Car Meeting in St. Moritz, where it deservedly won Best in Show. The vendor tells us, “This was the highlight of my E-type ownership, with over 300 British cars of all makes, including twenty E-types, in attendance. Having driven there, two judges approached us when we’d just arrived, and said, ‘Can we inspect your car? It looks incredibly original. Has it got its original toolkit? Yes… I see it’s got a kinked bonnet strip, because

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

it’s a three-piece unit, and that’s how it came out the factory.’ Then one of them said, ‘I have been judging E-types for fifty-two years. It’s my dying wish to find one with self-closing doors.’ When he tried both doors, he was gobsmacked to say the least! When the chairman got up to present the awards, he said, ‘We have made history. After twenty-four years of this event, a car has won twenty-five points ahead. Normally, there are five points between first and third. You are very lucky to own, in my view, the best E-type in the world.’ After the event, three people wanted to buy it at a huge price, but I said it was not for sale, so if you ever want to sell it… advertise it in Switzerland!” Offered now with just 67,000 miles from new, the E-type has survived with its original tools, jack, a wealth of documentation, and owner’s manual, and even Jaguar’s test driver, the late Norman Dewis, remarked upon the extent of its originality.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1968 Jensen FF No Reserve* Reg no: CMB 11F Chassis No: 119/035

250

MOT: Exempt

This Jensen FF represents an extremely rare restoration opportunity. Its green logbook records that it was registered on March 8th, 1968, and was painted “Fawn and Peat” (Fawn and Moorland Peat were among Jensen’s paint options). The first owner was Brian S. Sheppard of Twemlow Green, near Crewe. In October, 1972, it became the property of Robert Layland Motors of Nantwich, then in August, 1973, was acquired by J. B. Caldwell of Crewe. In February, 1974, it moved to Orpington, Kent, with Michael Robert Atkins, and in July, 1975, it became the property of Robert Watts of Plaistow, East London. It appears to have fallen out of use and off the DVLA database after 1976. By the 1980s, it had been inherited by a relative of Watts, who in turn retained it until his death in 2025. Since the new owner preferred to have all his cars in dark Green with Red interiors, it was repainted in the 1980s and a new interior was acquired to bring the Jensen in line with his preferences. It spent some time in France but returned circa 1997, when correspondence from the Jensen Owners’ Club and the DVLA arises, discussing chassis details and registration. Any further use was short-lived, and it has lately been exhumed from the barn near Frome where it spent more than 20 years. While obviously in need of restoration, the Jensen appears to be substantially complete and is supplied with assorted loose chrome parts, some of which have been replated, and the aforementioned Red interior, including a new Red carpet. We have been unable to open the boot, but it is possible that there are more spares within. Described as “a very solid project,” the Jensen comes with the current V5C, the original green logbook, a 1976 MOT and some old correspondence and photographs.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1970 Rolls-Royce Silver Shadow MPW Two-Door Saloon

251

Single family ownership until 2022 Estimate: £36,000 - £40,000* Reg no: GGX 658J MOT: June 2027 Chassis No: CRH8431 Hand-crafted by Mulliner Park Ward, the Silver Shadow Two-Door Saloon was introduced in 1966. The work of in-house stylist W.G. Allen, the saloon-cum-coupe boasted wonderfully sleek lines. Blending speed with refinement in a way that few rivals could match, it was powered by a 6230cc OHV V8 engine allied to automatic transmission. Trimmed with a superlative mix of sumptuous leather hides, rich wood veneers and deep lambswool carpets, the model was every bit as luxurious as it was expensive (an Aston Martin DB6 or Ferrari 365GT 2+2 was relatively cheap by comparison). Despite being in production for five years, just 571 MPW Two-Door Saloons are thought to have been made (369 RHD / 202 LHD). Finished in the period combination of Coffee Bean Brown with beige leather upholstery and optional lambswool overmats, chassis CRH 8431 was supplied new via HR Owen of London to a prominent Harley Street Dentist. Having spent a considerable time at its first owner’s Andorran holiday home, the Rolls-Royce returned to the UK in 2022. Sold by his son that same year, the MPW Two-Door changed hands once more before joining the vendor’s collection during January 2023. Entrusted to a marque specialist for a checkover and service ahead of the auction, ‘GGX 658J’ is deemed by the vendor to be in ‘very good overall’ condition. The odometer reading stands at some 28,400 miles, a commendably low figure commensurate with the lack of wear to the original, unrestored interior. Summed-up as ‘beautifully presented and unmolested’, this special Rolls-Royce is offered for sale with copy RREC build records, original owner’s wallet / handbook, period Jack Barclay leather keyfob, factory air-conditioning instructions card (from when the car was initially delivered), invoices, notes, historic paperwork and current ‘no advisories’ MOT certificate valid until June 2027. *All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

2007 Porsche Cayman

252

Estimate: £10,000 - £12,000* Reg no: YK07 OCT

MOT: August 2027

253

Estimate: £10,000 - £12,000* Chassis No: WP0ZZZ98Z7U755056

According to its accompanying VinAnalytics report, chassis U755056 was completed to UK (C16) specification on May 24th 2007. Finished in Arctic Silver Metallic with Sea Blue leather upholstery, optional equipment included a Sports Steering Wheel, Automatic Climate Control, Park Assist System, Sound Package Plus, Heated Seats and 18-inch Cayman S alloy wheels (complete with coloured centre caps). Fitted with the tougher 2.7-litre flat-six engine allied to five-speed manual transmission, the Cayman is thought to have begun life as a demonstrator for Porsche Centre Colchester who maintained it up until 62,727 miles (including replacing the front and rear brake discs at 58,039 miles). Acquired by its first private custodian in November 2007, the two-seater passed to its current (fourth) registered keeper during September 2018. Reportedly treated to all new coolant hoses the following year plus an air-con regas in 2020, other work has seen attention paid to the steering and suspension etc plus renewed spark plugs. Now showing a warranted 88,000 miles to its odometer, the Porsche started readily and ran well during our recent photography session. Said to ‘drive very nicely’, something the vendor ascribes to a recent trip to the renowned Centre Gravity, the Cayman is accompanied by a V5C Registration Document, book pack and spare key. 62

1995 Bentley Brooklands

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: N731 MFR

MOT: April 2027

Chassis No: SCBZE12C8TCH57453

A more comfort-biased foil to its Turbo R sibling, the Bentley Brooklands was introduced at the October 1992 Birmingham International Motor Show. Powered by a normally aspirated version of Crewe’s stalwart 6750cc V8 engine allied to four-speed automatic transmission, all but the earliest versions of the luxury saloon were capable of over 130mph. A 1996 model-year Brooklands (the first of which was reportedly chassis 57006), this particular example is finished in the stunning combination of Georgian Silver with Oxblood leather upholstery. Previously supplied by marque specialist Balmoral and carrying a Bentley Drivers’ Club sticker to the front windscreen, it has self-evidently led something of a charmed life. The luxury saloon’s odometer shows some 87,000 miles with a mere 400 of these said to have been covered since its most recent service (May 2025), while total expenditure over the last 1,000 miles reportedly amounts to circa £5,000. The online MOT history makes for reassuring reading and the Bentley is deemed to ‘present well and drive spot on’. Still an imposing motorcar, this handsome Brooklands is offered for sale with V5C Registration Document, history file and MOT certificate valid until April 2027.

1987 Maserati Biturbo

254

Estimate: £14,000 - £16,000* Reg no: D125 SGN

MOT: July 2027

1952 Lagonda 2.6 Litre Drophead Coupe

255

No Reserve* Chassis No: ZAM331B25HB180043

Introduced in December 1981, the Biturbo was powered by a reworked version of the Italian market Merak 2.0 SOHC V6 featuring three-valves per cylinder and twin turbochargers, the launch model being capable of 135mph. As the range grew to encompass four-door and spyder variants installation of larger 2.5-litre and 2.8-litre powerplants brought even greater performance. First registered on 24th April 1987, this 2.5-litre example has been subject to a documented restoration by Bridge Classic Cars. Work included a complete engine and turbo overhaul by Coltec Racing and the car will require running in and an oil change after another 1000 miles. It is believed to have covered just c.11,000 miles from new although this cannot be warranted. Nevertheless, the evidence points to it being a very low mileage car. It comes with original MoT certificates showing 5,682 miles in July 1993 and 11,114 miles in July 1995. Following a keeper change in July 1995, it is understood to have remained in long-term storage for around 27 years. This stunning Biturbo has benefited from extensive mechanical restoration while preserving originality wherever possible. Its assumed low mileage, original registration, matching VIN, long-term storage, and comprehensive restoration history make this an increasingly collectable example.

Reg no: MWD 757

MOT: Exempt

Chassis No: LAG/50/488

Delivered to Éclair Doors Ltd of Birmingham in December 1952, ‘MWD 757’ was acquired by Ken Welton in the 1980s and restored. In 2002 it passed to Alan Heard who undertook body repairs and repainting in 2004, restoration of interior woodwork, re-chroming, an engine overhaul in 2008 by Thurston Engineering Ltd and gearbox overhaul by Simon Constable in 2009. It is believed parts from the 1948 Earls Court Motor Show car ‘TME 475’ were used at some point, the timing case being stamped LB6A/48/9. A replacement wiring loom was fitted in 2012. Bought via H&H in 2014 for £31,000, ‘MWD 757’ has been enjoyed up until recently. Offered by the late owner’s son due to loss of garaging, he advises an overdrive unit was fitted in 2015 and that the rear brakes require servicing and a new petrol filter is needed. Described as a good starter, he notes an occasional misfire possibly due to carburettor or distributor issues. The hood is said to be in good shape aside from a loose connecting rod. Finished in silver grey metallic with blue leather, this elegant Lagonda has benefited from much past restoration work and is offered at no reserve with V5C, assorted MoTs and four folders of invoices and photographs.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1989 Porsche 3.2 Carrera Targa Sport

256

Estimate: £40,000 - £45,000* Reg no: D2 BUY

MOT: May 2027

Chassis No: WP0ZZZ91ZKS140365

Few sports cars have enjoyed the longevity and enduring desirability of the Porsche 911. Introduced in 1963, its distinctive styling, rear-mounted air-cooled flat-six engine and engaging driving experience established a formula that would remain central to Porsche’s identity for decades. Launched for the 1984 model year, the Carrera 3.2 represented the final development of the impact-bumper generation and featured a 3,164cc flat-six engine with Bosch Motronic engine management. European-market examples produced a quoted 231bhp. Available in Coupé, Targa and Cabriolet forms, the Carrera 3.2 is now regarded as one of the most usable classic 911 variants. The Targa combined open-air motoring with Porsche’s distinctive fixed rollover hoop and removable roof panel. An important development arrived for the 1987 model year when Porsche replaced the earlier Type 915 transmission with the stronger Getrag-built G50 five-speed manual gearbox. Featuring a hydraulic clutch and improved synchromesh, the G50 offered a smoother and more precise shift. As a late example equipped with this desirable transmission, the 1989 model-year car represents the culmination of Carrera 3.2 production before the arrival of the substantially revised Type 964. The Sport Equipment version added a more purposeful appearance and handling-focused specification. Its familiar features included front and rear spoilers, wider Fuchs alloy wheels and sports suspension, helping to give the Carrera an assertive stance while preserving the usability that made the 3.2 such an accomplished grand tourer. Combining the open-air appeal of the Targa body with Sport specification and the G50 gearbox, these late examples occupy an especially appealing position within the air-cooled Porsche market. Finished in attractive Baltic Blue with Linen leather upholstery with Marine Blue piping and contrasting Marine Blue trim, this 1989 Porsche 911 Carrera 3.2 Targa Sport has covered approximately 95,000 miles. The vendor acquired the car in 2005, when it had recorded some 84,000 miles, and has therefore enjoyed over two decades of ownership. Recorded as having had seven owners, it currently wears the cherished registration number ‘D2 BUY’. The vendor describes the Porsche as mechanically sound and well maintained, with everything working as it should and notes the bodywork and paintwork as good. Maintenance during

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

the current ownership has included a new Dansk exhaust, reconditioned brake callipers, replacement discs and pads, a new clutch slave cylinder, front shock absorbers, steering-column sleeve and indicator switch. The heater “flapper” units and main control unit have also been renewed, together with the bonnet and engine-cover gas struts. The car has been Waxoyl treated and received a new battery in December 2025. The accompanying history file contains MOT certificates dating from 2005, numerous service and maintenance invoices, some predating the current ownership and the owner’s pack, Guarantee and Maintenance book and Driver’s Manual. Combining Baltic Blue paintwork, Sport specification, Targa versatility and the desirable G50 gearbox, this long-term owned example represents an appealing opportunity to acquire one of the most engaging air-cooled 911 derivatives.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1928 Bentley 4½ Litre VDP Tourer Entered from the Evison Family Collection

257

Estimate: £240,000 - £280,000* Reg no: UC 3260

MOT: Exempt

Chassis No: HF 3192

An outstanding 4½ Litre in a soul-stirring ‘oily rag’ condition, chassis HF3192 was bodied from new with the Vanden Plas long-wing tourer coachwork which it still sports (body number 1461) and left the factory with engine number HF3194 and a C-type gearbox. It was first registered in February 1928, to Lady Alness of Abden House in Edinburgh, an impressive Jacobean Revival mansion of 1855. Alness was no wallflower and a keen golfer; she must have caused quite a stir at the golf course when arriving in the Bentley whilst it was liveried in its original Primrose Yellow scheme with a red chassis and interior. She was certainly not shy about using it, for by 1929 it had covered 14,700 miles, but in 1930 it had traversed Britain and gone to live with Mrs. M. J. Dobbs in Fareham, Hampshire. Its mileage was recorded as 29,348, but she did not own it long, as it was acquired by K. Dickson of Milford-on-Sea at 30,307 miles. Its most interesting and important owner came along in 1937 – C. J. S. “Con” Mertens of Brondesbury Park, London, NW2. He was one of the earliest members of the Bentley Drivers’ Club, joining in 1938, and he now has a BDC racing trophy named in his honour. The young Mertens was perhaps a little too enthusiastic at first, as the Bentley records log the car as having been repaired twice following accidents in 1937. The works record sheet records that the most serious piece of work was that the frame was reconditioned, and a new dumb iron fitted. It was perhaps around this time that the car was repainted black, and the wings recoloured in green. Mertens cared for it with a sincere affection until his death in the 1970s, while racing it extensively in hill-climbs, sprints, and at the BDC Silverstone meeting. Then his daughter, Mrs. Rowena Mattiucci, assumed custody for several more years, which explains its survival in such a wonderful unrestored condition. It is a point of interest that HF3192 also served as Rowena’s wedding car when she married Carlo Mattiucci in the 1960s. As such a prominent enthusiast, Con Mertens wrote an article for a series entitled “Why I Own a Bentley,” and it bears repeating: “It all started about thirty years ago when the father of a particular school friend of mine happened to be the English concessionaire for the Delage, at times Alpine-Steyr, then again Delage. I suppose I wanted something English to hold up against these foreign marques but, of course, in those days Bentley was still only a whisper. Then there came

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1924 and Captain Duff’s effort in the Grand Prix d’Endurance at Le Mans, coupled with various other Bentley efforts at Brooklands and elsewhere. Slowly but surely, I was able to retort ‘Bentley’ to the talk of ‘Delage.’ “The final climax as far as I was concerned appeared to be the match between the 12-cylinder Delage and ‘Tim’ Birkin’s single-seater Blower Bentley at Brooklands which, of course, was narrowly won by the latter. This event, together with other Bentley victories both at home and on the Continent, confirmed me as a worshipper of the Marque Bentley. “Years passed by, my first car being an 11.1hp Lagonda (the rage at having to pay for twelve whole horses when the actual twelfth was only a tenth) and my second one of the rather rare 12.8hp Swifts (a good reliable car this with a nice rigid chassis). Then my first 3-litre Bentley. For nearly twenty years now, I have run Bentleys and until my unfortunate experience of a couple of years back (two crankshafts broken in five weeks) I had always got back from my journey. 200,000 was covered in one motor car (a 1928 4½-litre, which I still own). “Summing up, I would say that the reasons I still run an old Bentley are: (1) Sentimental (from my schoolboy days of hero-worship of the ‘Bentley Boys’); (2) Their reliability and comparative fast motoring at moderate cost; (3) Lack of initiative in even thinking of anything else, and last but not least, a feeling of gratitude as if it had not been for my favourite Bentley I would never have found my very charming Wife – by chance I gave her a lift back from a Film Studio one very cold and frosty night (in the back, and she liked it). Incidentally, also, I liked what I saw in the driving mirror.” It is to be noted, however, that the Bentley did not remain entirely original during Mertens’ ownership. By 1976 it had acquired a built-up engine, number DMK 1 that was mated to a D-type gearbox with a Borg & Beck clutch, plus Eight Litre front brake drums and Speed Six rear drums that are now hydraulically operated. Mertens also owned ST3004 (which had the original engine number ST3004) at the same time as owning HF3192. However, by 1953 ST3004 was owned by A. Smith but was fitted with engine HF3194, so the swap obviously occurred no later than 1953. It was purchased from the Mattuiccis for the Evison family collection in 1993, and the current owners have been extremely sympathetic. While taking pains to preserve its condition, they have not shied away from enjoying it, and it has been used extensively for Bentley Drivers’ Club events and a number of long-distance rallies including the Gordon Bennett Rally in southern Ireland in 1995, the BDC Tour of New Zealand in 1999, and the BDC Tour of South Africa from Durban to Cape Town in 2015. In addition, it has participated in many Yorkshire Car Tours, in the region which it has called home for the last thirty-three years. Significantly, 68

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

the present family succeeded in locating the original matching-numbers engine, HF3194, though it retains the generally preferred D-type close-ratio gearbox. With so many good vintage Bentleys having been turned into Le Mans replicas, it is always refreshing to find one with original coachwork, but especially so when it has survived for a century without ever undergoing any restoration. This 4½ Litre is a connoisseur’s dream and fully deserving of preservation-class honours. It is supplied with a copy of the Bentley factory’s maintenance record, paperwork from Mertens’ ownership, and a copy of the 4½ Litre Handbook.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

c.2006 AC Cobra Mk. V

258

1 of just 5 examples built Estimate: £80,000 - £100,000* Reg no: T.B.A

MOT: T.B.A

Chassis No: SA9AC2810EM017002

The car offered for sale is understood to be one of the five genuine AC Cobra Mk. Vs produced between 2004 and 2007, and the sole pre-production example manufactured in Britain with a 4.6-litre Ford Mustang engine, before production was transferred to Malta and adopted five-litre engines. Under the leadership of Alan Lubinsky, AC production moved to a factory in Frimley, Surrey, in 2001, but a new company, AC Motor Holdings, was formed in Malta in 2002, and that was placed in control of the Frimley factory in 2003. However, as a separate Maltese factory was established, the majority of Mk. V production took place there. It is understood that, having been built in Frimley, our car was shipped to Malta to function as a factory demonstrator, which involved it being painted in the colours of a local mobile telephone company for advertising purposes. Having covered around 600 miles, it was purchased directly from AC in 2006 by our vendor. An invoice from March 22nd, 2006, in the name of Alan Lubinsky, details the sale of ‘COB10002’ for £30,000, with the car to be refinished to our vendor’s bespoke specification. Its new specification included a repaint in BMW Ascot Grey, an aluminium dash, polished aluminium stone guards, front and rear overriders with shock absorbers, suspension adjusted for maximum ground clearance and stiffness, an alarmed boot, and a Black mohair hood and tonneau. AC Cars shipped it from Malta to England, and it was registered as a new car with the DVLA in 2006. Since then, the Cobra has undergone further changes to suit the owner’s taste and requirements. Early in his ownership, our vendor changed his mind about the paint and had it resprayed again in Aston Martin Tungsten Silver. Between 2007 and 2013, it benefited from regular attention from the Simon Graeme Auto Service Centre in Harrogate, which encompassed professional storage, MOTs, and light maintenance and alterations. The invoices from Simon Graeme, which run into many thousands of pounds, detail extensive rewiring and the installation of a new leather-covered dash, new gauges, a radio with iPod adapter, a new speaker system and new floor mats in 2008; and localised paint repairs, rechroming of the overriders and fitment of a new Moto-Lita steering wheel in 2009. Invoices from Gibson’s Car Trimmers detail how the dashboard and door cards were retrimmed in black leather during 2010 and 2011 at a cost of £1710.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

The Cobra was last used on British roads in 2014, after which it went with the owner firstly to Switzerland, then to Guernsey. Invoices from Harrison Automotive on Guernsey testify to regular upkeep between 2019 and 2026. A total of £7,283 has been spent with Harrison across the seven-year period, culminating with a minor service and brake fluid change for £717 in August, 2026. In 2023, the car’s front and rear brake assemblies were removed and taken to Thunder Road Cars, were they were overhauled for £3,395. The rear hubs were replaced, and the front and rear brakes were thoroughly renovated with new discs, bearings and seals. The front hubs also received new pads, and the refurbished assemblies were photographed before being refitted to the car. The entire car remains in very good overall condition, having covered just under 6,500 miles from new. For the purpose of the auction, the AC will be reimported to the United Kingdom, reregistered and MOTed ahead of the sale. Its paperwork includes the original 2006 sales invoice and warranty from Alan Lubinsky, HMRC documents from 2006, some old MOTs, and assorted maintenance invoices.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1963 Alfa Romeo 2600 Spider

259

Countdown Auction Collection Reg no: 449 UTO MOT: Exempt Chassis No: AR192090 Introduced at the 1962 Geneva Salon, the Alfa Romeo 106-series was available in Berlina, Sprint and Spider guises. Intended as something of a gentleman’s express, the newcomer married an evolution of its 102-series predecessor’s basic floorpan to a fresh 2584cc DOHC straight-six engine. Designed specifically for the car, this all-alloy unit’s imposing architecture harked back to the powerplants of Alfa’s illustrious Grand Prix past. Quoted as developing some 145bhp and 156lbft of torque, it drove the rear wheels via a five-speed gearbox and was kept in check by all-round coil-sprung suspension and servo-assisted disc / drum brakes (though, later 2600s were upgraded to rear discs). Designed and built by the legendary Carrozzeria Touring, the Spider variant was unquestionably the best-looking. Despite a reputed top speed of 125mph and spirited acceleration to match, the four-seater soft-top was judged (in keeping with its market aspirations) more of fast tourer than an out-and-out sports car. Only in production for three years, just 2,255 Spiders are thought to have been made of which only a handful were delivered to Ruddspeed who, with the approval of Alfa Romeo, converted them to right-hand drive specification. One of only a handful of Ruddspeed factory-approved right-hand drive conversions, this exciting garage find project comes from long term ownership having been with the owner for the past 30 years. During this time it has been sat in a semi-heated building under cover. Prior to its long period of slumber the engine had been removed to remedy a minor clutch issue but the owner never got around to completing the work. Untouched and presented as found and ready to be restored back to its original glory, this rare RHD example of Alfa’s extremely handsome 2600 Spider comes with its original tool kit and is said to be a very solid car and a perfect start to a restoration.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1991 Porsche 928 S4 Countdown Auction Collection

260

Reg no: H703 JCV MOT: September 2027 Chassis No: WP0ZZZ92ZMS801301 Unveiled in Autumn 1986, the S4 version of Porsche’s highly accomplished 928 Grand Tourer was powered by an enlarged 4957cc DOHC 32-valve V8 that reputedly enabled it to sprint from 0-60mph in 6.3 seconds and onto 165mph. Expensive and exclusive, just 207 ‘RoW’ RHD Automatics are thought to have been made during the 1991 model year. According to its accompanying ‘Letter of Origin’ from Porsche Cars Great Britain Ltd, chassis MS801301 was completed on February 12th 1991 to right-hand drive, South African specification. Finished in the rare factory colour of Amazon Green metallic, its desirable specification also encompassed a high output air conditioner, sunroof and full Black leather upholstery (with ‘soft look’ seats). Whether the 928 S4 ever journeyed to South Africa is debatable because its first service appears to have been carried out by Heddell & Deeks Official Porsche Centre of Ferndown, Dorset at 1,653km on April 1st 1992. The maintenance booklet on file contains a further twelve stamps up to 42,033km on November 1st 2024 such that the vendor is happy to warrant the present odometer reading of circa 42,200km (circa 26,340 miles) as representing the total covered from new. Intriguingly, the Coupe appears to have spent time in both Brunei and the UK from 2007 – 2020 (arguing that its custodian at the time was a person of means). Re-registered with the DVLA as ‘H703 JCV’ on November 1st 2020, recent years have seen the Porsche treated to a new radiator, AC belt, alternator belt, air pump belt, drive belt, tailgate switch replacement and rebuilt upper and lower tailgate catches etc. Due to be freshly MOT tested ahead of the auction, ‘H703 JCV’ is deemed by the seller to be in “excellent overall’ condition. Offered for sale with V5C Registration Document, stamped service book, spare key, tool kit and large history file. Unusually hued, low mileage 928 S4 cars rarely come to market so this one should not be missed!

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1925 Morris Cowley ‘Bullnose’ 261 2-Seat Tourer with Dickey Countdown Auction Collection Reg no: MH 8549 Chassis No: 99220

MOT: September 2027

Introduced in 1913, the basic ‘Bullnose’ Morris design lasted until 1926, by which time its variants accounted for an impressive forty-five per cent of new sales in Britain. Compared to domestic and foreign rivals in the 12-14hp market, the model offered notably good performance courtesy of its torquey, four-cylinder engines and light yet robust leaf-sprung chassis. Having originally sourced powerplants from the English White & Poppe outfit, William Morris switched to the cheaper American Continental Motor Manufacturing Corporation and then the French firm of Hotchkiss & Cie. The latter’s Coventry factory proved so successful at producing a reworked version of the Continental Red Seal 1.5-litre unit that it was bought by its biggest customer, becoming Morris Engines Ltd. during 1923. That year also saw production split between the basic 1548cc ‘Cowley’ (three lamp set, minimal instrumentation) and deluxe 1802cc ‘Oxford’ (five lamp set, leather upholstery, Dynamotor). Approximately 150,000 ‘Bullnoses’ were made from 1919 to 1926 and they remained a familiar sight on British roads until well into the 1960s. This 2-Seat Tourer with Dickey shows lovely areas of patina and is said to have been the previous owner’s pride and joy making him very reluctant to sell it. The story goes that in 1951 the then owner started a complete restoration; engine overhaul, body removal from chassis etc. but then sold the car to his neighbour who completed the project over a 7 year period (1964-1971). Much has been spent on it in recent years with work including replacement of the fanbelt, overhaul of the steering box, overhauled rear brakes including shoes, fitted indicator set, overhauled carburettor, replaced inner tubes on tyres, new Blockley rear tires and more. The rear dicky seat is in great condition and we understand over £5,000 has been spent and that this delightful MC2 Bullnose is being offered with a large history file and starts on the button and is ready to go.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1991 Ford Sierra Sapphire RS 262 Cosworth 4x4 Countdown Auction Collection Reg no: H287 MPD MOT: September 2027 Chassis No: WF0FXXGBBFLU59640 The sight of rival manufacturers reaping the rewards of successful circuit racing programmes prompted Ford to renew its alliance with Cosworth to create the eponymous Sierra RS Cosworth. Assembly of the minimum 5,000 required for Group A homologation commenced in June, 1986, at Ford’s Genk plant in Belgium, some being built to the even more highly-tuned RS500 specification. Based on the threedoor bodyshell, the RS combined the 1,993cc Pinto engine’s cylinder block with a forged steel crankshaft and connecting rods. Topping it off was a Cosworth-developed, twin-camshaft, 16-valve cylinder head fed by a Garrett AiResearch turbocharger, the latter deemed necessary to achieve competitive power for racing. In standard road trim, the RS Cosworth produced 204bhp, its Weber-Marelli engine management system ensuring that the resulting stupendous performance was delivered with minimal turbo lag. In 1987 the threedoor hatchback ceased production and was replaced by the Sapphire RS Cosworth four-door saloon, still with turbocharged YBB engine. Said to be capable of 146mph, 13,140 were built with rear-wheel drive during 1988 and 1989, followed by 12,250 four-wheel drive versions for the 1990-92 model years. In current ownership for the past eight years ‘H287 MPD’ registers c.127,877 miles and is finished in Magenta Red with black Recaro leather upholstery. 1 of 12,250 4x4 versions, it benefits from numerous works including; overhauled engine and turbo, new radiator and hoses, completely rebushed suspension (poly bushes), new wheel bearings, recent new springs and gas dampers, new fuel pump, differential and gearbox service, new clutch cable (genuine Ford), new driveshafts, repainting of the front and rear bumpers in 2019 and new tyres in 2021. ‘H287 MPD’ represents an ideal opportunity for enthusiasts and shrewd investors alike to acquire one of Ford’s most iconic designs and is only being offered for sale due to the vendor losing its space in the garage, where it has been for the past 8 years and we are informed that the engine number matches what is stated on the V5c document.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1997 Subaru Impreza Turbo 2000 AWD

263

Countdown Auction Collection Reg no: R423 HAX MOT: September 2027 Chassis No: JF1GC8KD3VG023535 Introduced in 1993, the Impreza, like the Integrale and Quattro before it, was destined to become a rallying great. Prodrive had already won a round of the World Rally Championship with the Subaru Legacy RS so relished the possibility of reworking the newcomer (especially given its shorter wheelbase, lower weight and more compact dimensions). As well as contributing to a commendably low centre of gravity, the turbocharged EJ20 ‘boxer’ engine had a wonderfully distinct exhaust note which helped make the late, great Colin McRae and Richard Burns into household names. Arriving in the UK during March 1994, the Impreza 2000 Turbo AWD had much in common with its WRC siblings and was thus capable of humbling far more expensive and powerful machinery. Retained by its first keeper for nigh on fifteen years and then by its previous custodian for almost a decade, chassis VG023535 appears to have been much loved. The online MOT history dates back to September 2005 and includes not a single mention of corrosion. The current certificate runs until September 2027 and was issued with ‘no advisories’. Perhaps it is the unusual colour, the decidedly low recorded mileage of c.37,700 miles or the bouts of long-term ownership but for whatever reason, the Subaru is unusually well preserved and original. Indeed, the seller believes it to be among the very best Imprezas in the country! Benefiting from recent work including new brake discs and pads all round, a fresh cambelt and dry ice blasting, it is said to be very much ready to “show or go”. Understood to be standard throughout, save for a Cobra sports backbox, the rally-bred saloon even retains its Chapelgate Subaru keyfob and driver’s footwell mat. On the basis that forced induction Imprezas are mechanically tough and a complete hoot to drive, the chances of finding one like ‘R423 HAX’ are decidedly scarce. Offered for sale with V5C Registration Document and large history file. 76

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1978 Daimler Double Six Countdown Auction Collection

264

Reg no: VOX 376T MOT: September 2027 Chassis No: 2K2872BW Jaguar first introduced the XJ6, available with 2.8 or 4.2-litre engines, in 1968. The range was well received and the following year they added a Daimler version, the Sovereign, distinguished by traditional ‘fluting’ on the radiator grille and a rear number plate plinth. In 1972, they added a 5.3-litre, V12 engine to create the Jaguar XJ12 whose 145mph capability made it the fastest four-door production saloon car in the world at the time. It was then that long-wheelbase versions were added to the options for both the XJ6, XJ12 and Daimler models which, by 1973, had become standard on the range. The Daimler V12 was known as the Double-Six, named after the twelve-cylinder car produced from 1926 to 1938. Sir William Lyons had retired from Jaguar in 1972 and the new chairman was FRW (Lofty) England. Lofty England had been a Daimler apprentice from 1927 to 1932 and taken second place in the first ever RAC rally driving a 30/40 hp Daimler Double-Six and so he decreed that the new V12 Daimler would be known as Double-Six. In 1975 fuel injection replaced the four carburettors, increasing power to a healthy 285bhp. With only 1,925 right-hand drive Series II cars produced, these grand saloons are rare cars today. This right-hand drive Series II Double-Six was delivered new on 1 August 1978 to Cadburys Schweppes and the current c.68,600 recorded miles are believed correct. In the hands of the same third / fourth owner for approximately 27 years, it was subject to an engine overhaul c.500 miles ago. Fully serviced, the car further benefits from a new injection loom, new ignition system, refurbished chrome, new correct style headlining, overhauled sunroof, refurbished wheels and new correct electric aerial. Everything is said to be working and this rare and desirable Daimler comes with a collection of old MOT’s.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1933 Alvis Speed 20 SB Drophead Coupe Vanden Plas

265

Countdown Auction Collection Reg no: APK 354

MOT: March 2027

Chassis No: 10852

“The driver has the benefit of rock steady steering, completely accurate, and without a trace of road shocks, while corners and curves merely give him an opportunity to show up the roadholding of the car at its best. Acceleration is greatly assisted by the new all-synchromesh gearbox, with very quick changes to be made absolutely silently right up through the gears” (Motorsport, February 1934). Chassis 10852 is 1 of just 36 Speed 20 SB chassis to be fitted with extremely elegant Drophead Coupe coachwork by Vanden Plas and was delivered to Messrs Charles Follett on 18 August 1933. It has the distinction of having been exhibited at the 1933 Olympia Motor Show on the coachbuilder’s stand. By 1979, the years had taken their toll and ‘APK 354’ was subject to an extensive restoration carried out by Hightone (Restorations) of Bicester. The car was subject to a change of colour to Oxford blue with black wings. The elegant Vanden Plas coachwork is considered far more luxurious and desirable as opposed to those of Cross and Ellis who bodied the majority of the Alvis Speed 20s and the Oxford blue paintwork remains in good condition. This rich, navy blue being the official colour of the University of Oxford which was first adopted in 1829. Taken on numerous Alvis European and International tours and classic motoring events including 2000 and 2003 trips to North America and Quebec and a tour of New Zealand in 2005, the love and care expended on it was recognised during a tour to Switzerland in 2005, where the Alvis won the Swiss Trophy for Supreme Elegance at the 35th Veterans Gstaad which was then followed with a tour to Spain in 2008. It is said to be so easy and comfortable to drive that it would suit almost anyone. Fitted with a 4-speed all-synchromesh gearbox and independent suspension designed for the most comfortable ride possible, the smooth but free-revving 2511cc OHV straight-six engine produces around 87 brake horsepower and is described as sounding a treat. The bodywork is said to be in excellent condition with no signs of rust or defects in the body work. The beautiful Lucas P100 headlamps are a distinctive feature of the Speed 20 SB, which both work well and look very imposing. Riding on nineteen-inch ‘jelly mould’ wire wheels which

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

are known to improve performance in areas such as handling and reduced weight, the jelly mould being designed to ensure a proper fit into the existing wheelwell of the vehicle. The car was also fitted with 14-inch drum brakes which have been subject to a full shoe relining and general clean. Recent work also includes carburettor tuning and fitment of new inlet manifold gaskets. The interior presents in wonderful condition following gentle application of leather feed and colour which has contributed much to the car’s appeal. The woodwork is also said to be exceptional alongside the matte black dash while the aesthetics of the interior are just as impressive as the rest of the car. The underneath is clean, the chassis ‘rock solid’ and evidence of recent work can be seen on the steering idler. This was noticed to be worn when a thorough 140 point check was carried out. A real head turner, APK 354 would stand out at any car event, showroom or collection for a multitude of reasons and comes with a valid MOT until March 2027.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1966 Sunbeam Tiger Mk IA Metropolitan Police Car

266

Countdown Auction Collection Reg no: JUL 390D

MOT: September 2027

Chassis No: 382002380

We are delighted to be able to offer bidders the chance of owning a slice of motoring history with this decidedly rare opportunity to acquire an extremely scarce example of a genuine ex-Metropolitan Police Sunbeam Tiger. The Metropolitan Police acquired six factory right-hand-drive Sunbeam Tigers for high-speed patrol and pursuit duties around London from 1966 to 1970 and this example is 1 of 3 surviving ex-Metropolitan Police Pursuit cars based at Hampton from 1966 to 1970. With performance capable of dealing with most of the offending motorists encountered, whether on four wheels or two, the Tigers achieved legendary status during their police careers. Traffic officers in the Met were famously or infamously known as “Black Rats,” resulting in the car being known as a black rat speed complaints car! Chassis Number: B382002380 HROFE – JAL 662385 was built by Jensen on 26th August 1966 and was one of just 17 Mk 1A Tigers sold to private buyers in the UK, of which approximately 10 survive today. It now comes equipped with a 5.0 litre 302 ci engine and benefits from numerous recent modifications on which over £5000 has been expended. These include a Profusion 304 stainless steel exhaust silencer, new exhaust headers, new Edelbrock carburettor, new clutch and flywheel and new brake light switch. The car comes with a spare key set and a large history file with all the evidence needed to confirm it as a genuine ex-Metropolitan Police pursuit car. The accompanying documentation also states all previous owners. The interior has mostly been kept original apart from the beautiful leather seats which are immaculate. Finished in Arctic White, it was originally supplied in standard form apart from an alternator rather than a dynamo, which was used to cope with the additional load of the police equipment. Other police modifications included a Pye radio, Winkworth bell, 2 tone horns, fog lamp and a secondary auto-tempo speedometer which was originally designed for World War Two era Lancaster bombers. With input from automotive icon Carroll Shelby, known for creating many of Ford’s most popular and successful cars such as the AC Cobra and high performance Shelby Mustangs etc., coupled with its rarity and historic significance as an ex-Police example, ‘JUL 390D’ is worthy of close inspection and suited to a starring position in any collection.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

The Sunbeam Tiger was conceived in the West Coast of the USA and inspired by the success of the AC Cobra – the result of inserting a small-block American V8 engine into the nose of the British AC Ace. Rootes American Motors Inc. saw the potential for performing a similar operation on the stylish four-cylinder Sunbeam Alpine. Preliminary research suggested that the engine used to power the Cobra – Ford’s 4.3-litre (260ci) ‘Windsor’ unit – would be the appropriate powerplant, and a prototype was commissioned from Carroll Shelby, the man behind the Cobra project, who would entrust famous GT40 racer Ken Miles with setting it all up. Unveiled at the April 1964 New York Motor Show, the resultant Tiger incorporated uprated steering, suspension and brake assemblies but retained the Alpine’s basic layout and sheetmetal. With a quoted 164bhp/258lbft on tap, the newcomer was reputedly capable of 0-60mph in under eight seconds and 120mph. Later, the MkII Tiger was launched which would be fitted with the larger 4.7-litre (289ci) engine – which was sadly only available in Left Hand Drive format. Distinguishing itself on race tracks and rally stages alike, the model accounted for some 7,085 sales from 1964-1967.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1983 Porsche 911 Carrera 3.2 Cabriolet

267

Estimate: £40,000 - £50,000* Reg no: T.B.A

MOT: Exempt

Chassis No: WP0ZZZ91ZES150063

A defining symbol of the aspirational ’80s, the Porsche 911 Carrera is a design which has aged extremely well, and we are very pleased to be handling the sale of this distinctly well-presented 3.2 example. It would perhaps be a cliché to associate the Porsche with a high-flying metropolitan professional, but its first owner appears to have been exactly that. Originally delivered as ‘A907 YGM’ through Porsche Cars Great Britain Ltd. in Reading on August 1st, 1983, to a Mr. Dennis Evans of D & D Design Consultants in Fulham. The car was purchased by the previous keeper in 2004, before entering the current registered ownership in 2007. Its early history is a subject which would be worthy of further research, as we note the date of delivery places the car at the very beginning of Carrera 3.2 production, predating its September motor show launch. Based on that, this must be one of the very first 3.2s to have been sold in the United Kingdom – so worthy of further research for a new keeper! Early owners appear to have taken good care of it, as it received regular servicing through the 1980s and into the 1990s. The well-stamped original service book contains a record of services being performed in 1984, 1985, 1986, 1988, 1990, 1991, 1993, 1994, 1995, 1996, 1997, 1998, 1999, 2000 and 2004, by which stage the mileage had reached 132,538. While servicing in 1984 was performed by Porsche Cars Great Britain, later services were conducted by marque specialists such as the Mann Egerton & Co. Official Porsche Centre (1985), JonPaul Motor Services (1991-94) and Tony Greatorex (1995-97). In addition to the 18 service stamps, two invoices provide details of later services. The Porsche’s lovely condition is in part thanks to the present registered owner, who has invested considerably in bringing it up to a high standard of presentation. In 2010, it received new front wings and was completely repainted by well-known Porsche specialist Rennspeed. It returned to Rennspeed in 2011 to receive an overhaul of the engine’s top end, which cost in the region of £6,300. Following the engine work, the 911 was put into storage for around eight or nine years, so it is believed to have covered a mere 1,000 miles or thereabouts since the refurbished engine top end. Also in the present ownership, the interior has been renovated, with some work undertaken by Southbound Trimmers, a Porsche specialist. We would encourage prospective bidders to view the car in person in

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

order to gain a proper sense of the quality of the paintwork and interior. Despite minimal use since 2013, the 911 was seen to start readily, and both run and drive well during the recent photography session. Having had so much expenditure lavished upon it, this 911 is very much worthy of being shown, and, as one of the earliest examples of a Carrera 3.2, is a bona fide collector’s piece. It is sure to be well received at any number of classic car events and supercar gatherings, and within the Porsche Owners’ Club. It is supplied with a large history file, comprising invoices, the aforementioned service book, MOTs and correspondence dating back to the 1980s.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1925 Bentley 3-Litre ‘Simplex’ Drophead Coupé

268

Rare and desirable H. J. Mulliner body Estimate: £80,000 - £100,000* Reg no: YK 3114

MOT: Exempt

Chassis No: 1093

One of just 765 3-Litres to have been built on the standard long-wheelbase (10ft. 10in.) chassis, the arrival on the market of chassis number 1093 should generate real excitement among the Bentley faithful and vintagents of all persuasions, who now have the opportunity to acquire a “W. O.” which has not only been out of the public eye for over 65 years, but is an extremely rare survivor with an all-weather Simplex coupé body by H. J. Mulliner. We know of just one other example of Simplex coachwork on a 3-Litre, on 1924 chassis number 747. Chassis 1093 was registered on June 19th, 1925, to Bentley Motors, before going to the Rev. Cyril Leonard Cresswell (1890-1974), of Carlton Hill, London, NW8, on July 13th. By 1926, the Rev. Cresswell was chaplain at St. Mary’s Hospital in Paddington, but from 1933 to 1961 he performed his most distinguished office as chaplain at the King’s Chapel of the Savoy. The Bentley changed hands on February 14th, 1928, when it was taken into the care of Gaffikin Wilkinson & Co. Ltd., the Hanover Square dealership. On March 1st, a new owner was found in Lt. Cmdr. Alexander Macdonald Thomson of Musselburgh, Midlothian. Subsequent pre-war ownership included Dr. Austin Hewer of London, NW3 (12.8.28), Patrick Synge-Hutchinson of Kilburn Priory, NW6 (9.8.32), Gerald Mansell Morey of the Royal Navy Engineers’ College in Plymouth (27.9.32), Edward Rollo Gillespie Baillie of Bedford (28.3.34), Eric Westbury of Kew (26.9.35) and St. Neots (3.1.38), and Beeson Bros. of St. Neots (24.4.41). We believe Synge-Hutchinson was the young sculptor and relative of the Irish SyngeHutchinson baronets, who around 1935 completed a bust of Rudyard Kipling. Records point to engine number 907 being the original engine, although further research reveals that 1093 was initially fitted with a different engine which was found to be imperfect during testing, hence 907 was fitted as a replacement before it was delivered to Rev. Cresswell. It was intended for touring use, with a B-series gearbox, a 13/55 rear axle, and the provision for transporting up to four people courtesy of a dickey seat. The radiator was specified an inch higher than standard. Detailed records survive for assorted maintenance and repair works carried out up to 1939.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Post-war records refer to the ownership of D. A. Hollowell in 1955, followed by it then being purchased into the present family on the 15th September 1959, having been discovered in a paddock with rotten bodywork. The new owner stripped it and embarked on a thorough overhaul. While the restoration of the chassis and body was completed to a high standard, the project stalled following an incident which resulted in a “minor dent” and some cracking of the paint. When the owner passed away in 2019, the Bentley was inspected by Allan Fogg, who described the rolling chassis as looking like new, though with the engine seized. Fogg estimated the Bentley, as a “dismantled but extensively rebuilt project vehicle, substantially and almost certainly complete,” to be worth around £225,000. Included in the sale are a photograph of the Bentley as built, records of pre-war ownership and maintenance, some charming 1960s photographs and a magazine report detailing the chassis restoration, invoices from the 1960s, a continuation buff logbook and V5, a reproduction Bentley 3-Litre brochure, and a vintage Bentley manual. The hood, tools and jack have not been located, but most parts are understood to be present.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1965 Alvis TE21 Coupé Entered from the Ronald White Collection

269

Estimate: £16,000 - £20,000* Reg no: NI-Reg Chassis No: 27320

MOT: Exempt

This beautiful Alvis was supplied new through Joshua White Ltd. of Armagh, Northern Ireland, to Mr. N. MacGeough-Bond of The Argory, Dungannon, on September 27th, 1965, at a total cost of £3,365 8s. 1d. (reduced to £2,115 8s. 1d. with an older Alvis part-exchanged). As supplied, it was painted Alice Blue with a Blue leather upholstery, and equipped with an automatic gearbox, power steering, and Reutter seats. Walter Albert Nevill “Tommy” MacGeough-Bond (1908-86) was a fascinating figure from an important Ulster family. Having attended Eton and King’s College, Cambridge, he returned to his family’s Regency mansion, The Argory, and indulged his passion for music and art collecting. He was committed to preserving The Argory, and donated it to the National Trust in 1979. Despatched to Red Triangle in 1973 to be repaired and repainted at a cost of £1,288, the work involving new front wings, radiator cowl and grille. Sadly, Mr. MacGeough-Bond was the victim of an attempted assassination during the Troubles, while driving the Alvis, so it has since been repainted again. Correspondence confirms that Joshua White Ltd. continued to service the car into the 1980s, and following Mr. MacGeough-Bond’s death, it was bought by our vendor, Joshua’s son, for the White Collection in 1988, thus making it a two-owner car from new. It is in fine order, showing a believed-genuine 84,000 miles, and with the interior renovated in 1996 by Trimline Systems and City Polishers Ltd. A raft of paperwork confirms its provenance, such as the original sales invoice, a Joshua White Ltd. keyring, correspondence from Mr. MacGeough-Bond and the National Trust, service records, handwritten notes, historic invoices from Red Triangle and others. Having been on display in a private museum, it will now require recommissioning. There is no registration book present.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1967 Mini Cooper S 1275 Mk. II Rally Car

270

Entered from the Ronald White Collection Estimate: £20,000 - £30,000* Reg no: NI-Reg MOT: Exempt Chassis No: C-A2S71012370 The Mini’s rallying heyday was from 1964 to 1968, and survivors from the major rallies of that era very seldom appear for sale, and command a pretty penny when they do. Ronald White, like many other enthusiasts, has therefore contented himself with owning a tribute car, and ‘7300 LZ’ is one of the most faithful tributes there is, described as “virtually 100 per cent. correct.” Originally ‘LNL 929E’, it is a genuine Mini Cooper S 1275 which was manufactured on June 7th, 1967, and despatched on 13th to Murray & Charleton Ltd. of Newcastle-upon-Tyne. Somehow, it must have fallen into disrepair, because a previous owner acquired it in need of restoration, and it was restored specifically as an evocation of ‘LRX 829E’, the Works Group 2 rally car which Rauno Aaltonen and Henry Liddon drove to third overall and second in class in the 1967 Tulip Rally, and Julien Venaeve and Henry Liddon drove to second overall and second in class in the Geneva Rally. A copy of the original build sheet was obtained for ‘LRX 829E’ to ensure accuracy. The work involved a full bodywork restoration with new metal added as necessary, followed by a full repaint. Parts were shotblasted, the interior was retrimmed, a ‘works’ wiring harness was fitted, and the engine was completely overhauled and fitted with a ported head. An updated steering rack was used and a gearbox guard was also fitted. Many respected specialists were involved, including Don Loughlan, Peter Burgess, Newton Commercial, Mini Machine and Neil Huband, and it reached completion in 2006. Invoices exceeding £12,600 relate to the restoration, and a BMIHT certificate is on file. Surely the next best thing to an original works rally car, this fine tribute just requires recommissioning and then it could be following in the tyre tracks of ‘LRX 829E’.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1970 Austin Mini Cooper S 1275 Mk. II Privateer Rally Car

271

Entered from the Ronald White Collection Estimate: £45,000 - £55,000* Reg no: NI-Reg

MOT: Exempt

Chassis No: CA2SB1300966

The Mini was actually detuned before launch in 1959. The prototype’s 948cc engine made it embarrassingly rapid compared with other more expensive cars in the BMC group, and it was downgraded to 848cc and 34bhp. A collaboration between racing car builder John Cooper and the Mini’s creator Alec Issigonis, the Mini Cooper debuted in September 1961 with the ultimate 1,275cc S variant arriving three years later. Famously winning the Monte Carlo Rally for the third time in 1967, that same year saw the Mini updated to Mk. II specification complete with redesigned radiator grille, revamped interior, larger rear windscreen and a host of other minor changes. Total Mk. II Cooper S production across both Austin and Morris brands amounted to just 6,300 cars. Strictly speaking, the White Collection started with Joshua White’s acquisition of a vintage Bullnose Morris to display in his BMC dealership during the 1950s, but it is safe to say that, if it had not been for this particular Mini, the collection may not have taken off in the way that it did. As the son of the main dealer for Armagh, Ronald White had some enviable opportunities to acquire some of BMC’s best kit during the 1960s, and he didn’t let them go to waste. He had already discovered his predilection for racy A-series numbers when he bought his Sebring Sprite in 1962, and he had got to know Minis inside out, but this 1970 Cooper Mk. II was the first that he sampled with Works tuning, and it sparked a fascination which ultimately resulted in one of the world’s finest collections of race and rally Minis. Mr White purchased the car brand-new, and we understand it came ready-tuned for rallying by British Leyland’s Special Tuning division. He immediately commenced an assault on his local rallies across Ulster, and notably finished second overall in the 1970 Moonraker Rally. Before putting the car on static display in his private museum, he got plenty of use out of it, and uprated it with an eight-port cylinder head and ‘snout’ extension on the bonnet to accommodate modifications. As one would expect from so meticulous an owner as Mr White, this Mini is offered for sale with a history file including the buff logbook, period photographs, and early invoices. After recommissioning, we are sure Mr White would be very approving if the new owner put this one-owner special back on the historic rally stages.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1959 Austin-Healey Sprinzel Sebring Sprite

272

Entered from the Ronald White Collection Estimate: £80,000 - £100,000* Reg no: 52 LPH

MOT: Exempt

Chassis No: AN522061

This outstanding, and outstandingly rare, early Sebring Sprite is one of the few fitted with aluminium bodywork by Peel Coachworks, and it is blessed with a rich period competition history. It was purchased new as a standard-bodied Sprite in Nevada Beige by Chris Williams in September, 1959. Williams was not yet 21, and his guardian refused to let him race, but he was allowed to go rallying with John Brown, a friend from Oxford, as co-driver. Williams’s drives in 1960 included the Cotswold-Continental Rally and, with Brian Culceth, the RAC Rally. Brown saw in Williams a very promising driver, so when he turned 21 in 1961, he was encouraged to tune ‘52 LPH’ up to the highest specification and equip it with a slippery Sebring body and as many Healey Speed Equipment parts as he could. He could not afford the prices quoted by Williams & Pritchard, John Sprinzel’s coachbuilder of choice, so he went to Peel Coachworks in Kingston-upon-Thames, which was responsible for several period Sebring Sprite conversions, and had it bodied by them, opting for a bright red paint finish. In the early part of 1961, Williams and Brown continued to rally together, including in the Welsh Rally, the Cat’s Eyes Rally, the Express & Star Rally, and the Hopper Rally. Williams’s solo racing career started with the 1961 BRSCC Oulton Park meeting (third in class), and was followed by many more impressive results that year, such as third in class in the Sears Trophy Meeting at Snetterton, first in class and seventh overall in the Goodwood BARC meeting, fourth in class in the Peco Trophy at Silverstone, third overall in the London Motor Club meeting at Snetterton, third in class in the BARC Astley Trophy at Aintree, first overall (as part of Team Sebring) in the 750 Motor Club’s Silverstone Six-Hour Relay, and third overall in the Oulton Park BARC meeting. All of these achievements were accrued in a short span up to September, 1961, at which stage Chris Williams, wary of being outclassed by newer Lotus Sevens and Marcoses, offered ‘LPH’ for sale through John Sprinzel Ltd. on London’s Lancaster Mews, while he carried on racing with a Lotus 23. He would later move into single-seaters with much success, until his untimely death in a testing accident at Silverstone in 1969.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

The Sprite was almost immediately snapped up by Peter Johnston of Omagh, County Tyrone, and so crossed the Irish Sea. He competed at a local level with it during 1962, finishing third in class in the Night Owls Rally, but he also tackled the much bigger Scottish Rally, where he finished 38th overall and seventh in class. In November, 1962, Johnston sold the car to another Ulsterman, who remains the present owner: Mr. Ronald White. His father Joshua was the man behind Joshua White Ltd., a major garage in Armagh, licensed to sell BMC cars. Ronnie saw in the Sprite a wonderful opportunity to have some fun, and possibly also promote BMC sales. It was the first of many rally cars he would enjoy, and over the course of the 1960s he took part in events such as the Circuit of Ireland, the RAC Rally and the Scottish Rally, and assorted club rallies and autotests. With his sister Doris as co-driver, they enjoyed a number of successes. In 1963, they won the Ulster Rally Championship, and in 1964 they won the slalom event in the Scottish Rally. Charmingly, Ronnie received letters of praise from the British Motor Corporation and Thompson-Reid Ltd. in recognition of his behaviour in the 1963 Circuit of Ireland. Mr. Thompson said: “I was talking today about your son’s most generous and sporting effort in the recent Circuit of Ireland Rally when he gave up parts of the carburettor of his Healey Sprite to the ultimate winner, Mr. Woodside. I consider this one of the most unselfish and inspiring actions that I have ever heard of in Motor Sport.” When the Sprite was retired, it was kept for display in the White Collection, and in the 1980s it was refurbished as historic rallying started to take off. Ronnie and Doris reunited to participate in historic rallies across Ireland, and ‘52 LPH’ was taken to Great Britain on a number of occasions to appear in special Sprite and Midget displays. It was one of the “Special Sprites” selected by Paul Woolmer for the Austin-Healey 50th Anniversary celebration at Thruxton in 2002, and also starred in the Sprite 50th Anniversary celebration at Goodwood in 2008, the Midget 50 event at Burghley House in 2011, and the sprint held in 2013 for the 50th anniversary of the Association of Northern Irish Car Clubs. ‘LPH’ survives in a remarkably original state, having had just three owners from new and a very sympathetic, photographically documented restoration by Joshua White Ltd. Mike Wylie, a well-known personality in Irish racing and a fellow Sebring driver, once recalled: “[LPH] has to be the most original car of the lot, and because of his close association with BMC, Ronnie was able to get all sorts of special parts. He once showed me a Siamese-port Works head. LPH has all those special touches, and I am especially envious of the original competition-quality instruments and switches!” Even more information on ‘LPH’ can be found in Spritely Years, by John Sprinzel and Tom Coulthard. Now in need of some recommissioning, it is supremely well 92

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

documented, with items on file including correspondence from 1962-63 with John Sprinzel Racing Ltd., the Donald Healey Motor Co. et al.; the original buff logbook and a copy; assorted period competition photographs; magazine reports from the 1963 Circuit of Ireland; past vehicle test certificates; a Longbridge Sprite Special Tuning Guide; period sales literature; technical documents; the V5C and various invoices. This is recognised as one of the most historic and best-preserved Sebring Sprites in existence, and is fully deserving of recommissioning and further enthusiastic use.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1996 Rover Mini Cooper Group N Works Rally Car

273

Entered from the Ronald White Collection Estimate: £60,000 - £80,000* Reg no: Un-Registered

MOT: None

Chassis No: SAXXNNAZEBD136229

The Mini seems to be adored all over the world. The Japanese market, in particular, fell deeply in love with the pocket-sized saloon, to the extent that certain special models were produced exclusively for the Land of the Rising Sun. Perhaps it is not surprising, then, that the five Mini Coopers which were entered in the 1997 Monte Carlo Rally hailed from four different countries: two were British Works entries, and the others hailed from France, Italy and Japan. All had official support from the Rover sales organisations in their respective markets. The foreign-entered Minis can be looked at as semi-works cars. It is scarcely necessary to explain the importance of the Monte Carlo Rally in Mini lore. Paddy Hopkirk, and co-driver Henry Liddon, made international headlines when they won the 1964 Monte Carlo with their Mini Cooper, the famous ‘33 EJB’, defeating cars twice their size and with twice their power. It wasn’t a fluke – the Mini crew of Timo Mäkinen and Paul Easter won it in 1965, and Rauno Aaltonen and Henry Liddon brought the tally of victories to three in 1967. Mini enthusiasts will also argue that they scored a moral victory in 1966 – Rauno Aaltonen’s first-place finish was revoked and the various BMC and Ford entries were disqualified because of a hotly disputed technicality about headlamp filaments, transferring the official victory to a Citroën DS. After 1968, the works withdrew Minis from rallying, but when it wanted to generate publicity for the Mini in 1997, it naturally prepared two cars for that year’s Monte Carlo, one for Group N and one for Group A, though neither was successful. Our present interest, however, lies with Yasuo Kusakabe and Osam Morikawa of Team Rover Japan, whose 1996 Mini Cooper was another Group N entry. Group N was for the cars prepared more or less to a production specification, albeit with certain modifications permitted, as opposed to Group A, where cars could deviate much further from standard, hence the Nipponese Cooper went into battle with a standard-bore 1,271cc engine and a four-speed gearbox. Its permitted modifications included the Sports Pack body kit, 13in. wide alloy wheels and rally tyres, a full FIA roll cage, Cobra bucket seats, competition seatbelts, an FIA fire extinguisher system, four PIAA auxiliary lamps, and a Terratrip computer. The Surf

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Blue paint ensured it stood out from the other competing Minis, as did the rather endearing Mini Loan smiley-face sponsorship transfers. The creation of both the Rover Japan and Rover France entries took place under the ægis of Mini tuning specialist Tom Seal of D R Engineering Consultants in Coventry. Quotes were sent to Roy Ford at the Rover Sport facility in Cowley, and he gave them the go-ahead. The Sport Packs fitted to the cars were supplied by Rover fresh from the production line. Trevor Goodwin of Coventry Automotive agreed to build the two cars, which cost a total of £22,576.45 each. Additional spot welds were made round the door apertures, while the Safety Devices roll cages were suitably sturdy items made from CDS 2 BS980 steel tubing with a wall thickness of 2.6mm. Bearing the French registration number ‘747 BVV 95’, the Mini of Kusakabe and Morikawa started the rally with no major problems on January 19th, but sadly their hopes were all over on 20th, after a crash which damaged the Mini’s front wing and steering badly enough that it could not be repaired there and then. Of course, the Mini has since been repaired and has survived in beautiful condition, thanks to the careful custodianship of Ronald White, who purchased it for his collection of significant racing Minis circa 2004. It has largely been on static display since, though it was returned to running and driving condition for the Mini 50th Anniversary parade at the Goodwood Revival in 2009. Its other claim to fame is featuring prominently in The Last Works Minis: The End of a Legend by Brian Purves and Tim Brenchley, a copy of which is included in the sale. The Mini is also supplied with a certificate of conformity from the Rover Group Ltd. Once recommissioned, it would a wonderful and unusual Mini for exhibition at shows and parades, or it could even make a return to historic rallying.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1962 Aston Martin DB4 Series IV Vantage

274

Uniquely supplied in Roman Purple Estimate: £300,000 - £350,000* Reg no: 550 HYT

MOT: Exempt

Chassis No: DB4/973/R

While any one of the surviving DB4 Series IV Vantages is an extremely rare and covetable machine, perhaps none is more suited to the discriminating enthusiast than ‘550 HYT’, the sole example of the forty-five to be finished by the factory in Roman Purple, an exotic colour which provided a foretaste of the soon-to-be-Swinging Sixties. More famously, perhaps, it would be the colour chosen for the DB5 which belonged to Lady Brown, wife of Aston Martin’s then-owner Sir David. Our DB4’s original, patinated Blue Grey Connolly interior is a delightful counterpart to the paint. Chassis DB4/973/R was registered on June 1st, 1962, as ‘PPA 2’, with “non-standard equipment” including electric windows, a heated rear screen and chrome wheels. The first owner was H. Lotery & Co. of London, W8, a tailoring business which was then Britain’s largest supplier of military uniforms. The firm dabbled in financial services, and the car was purchased through its subsidiary, the Wilburton Investment Trust, from Brooklands of Bond Street. Factory records provide insight into 973/R’s early maintenance requirements, and a slight mishap in 1967 prompted some paintwork repairs and fitment of a new grille. The Webasto sunroof was most likely acquired during the mid-1960s, though it is not recorded when. Two other owners took possession in this time, one of whom was L. Ash of Ingoldmells, Lincolnshire. The second was James Alexander McCall, who owned the car by September, 1969, and inhabited a mid-terrace council house in Merstham, Surrey. By that point, it was registered ‘550 HYT’, though a letter from Aston Martin Lagonda records that it had previously been ‘740 HYH’. Perhaps McCall could not afford its running costs; it was soon for sale through Cherrywood Automobiles in Horley, a moderately upmarket local garage which dabbled in cars a cut above the average, with the occasional Ferrari, Iso Rivolta, or American land yacht on its forecourt. It sold on December 4th, 1969, purchased by Alan James Bridge-Butler for £1,250. It would remain in his care for over fifty years, until his death in 2021. It followed him from place to place as he moved between desirable addresses, from South Kensington to Chiswick in 1972, and then to Harpsden, near Henley-on-Thames, in

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1976. James Bridge-Butler made his living as a patent agent, but had a penchant for life’s finer things, from bitter and tobacco to fast cars, motorcycles and sailing dinghies. As a young man, he raced in the Isle of Man TT, and later built a significant collection of Grand Prix motorcycles. Having just bought a second-hand exotic, Mr. Bridge-Butler naturally spent considerably on maintenance during the 1970s, including having a factory-exchange Special Series engine fitted by PAS Mobile in 1970 (swapping the original, number 370/1003/SS, for number 370/1171/SS, which remains in the car). Across more than forty years, from 1971 to 2015, 973/R was meticulously maintained by R. S. Williams. One of the earliest jobs performed by the well-known marque specialist was the fitment of seatbelts in 1971. After many years of enjoyment, Bridge-Butler elected to put the car through an extensive, photographically documented renovation, with DCH Autocraft entrusted with the task as of 2001. The work was ongoing as of 2006, when it was transferred to marque specialist Jonathan M. Wardle, but invoices reveal further paintwork tasks were undertaken by R. S. Williams in 2008 and 2010. After a spell off the road while work took place, the DB4 returned to the tarmac in 2010. Since then, it has covered fewer than 5,000 miles, but has benefited from work concerning its ignition system, fuel system, triple SU carburettors, brakes, engine mounts, front and rear suspension, rear axle pinion seal and flange, gearbox mounts, clutch cover and plate, driver’s seat, electric windows and cooling system (the last upgraded to RSW specification). Some £3,050 was spent with RSW in 2015 on the flywheel, clutch and gearbox, and that same year Williams valued the car at £350,000. After Bridge-Butler passed away in 2021, the new owner embarked upon further renovation with Project Heaven to raise the car to an even higher standard. Taking place between 2022 and 2025, it was disassembled in order to receive significant bodywork repairs, which included the fabrication of new panel sections and subsequent respraying. Once reassembled, the Aston was subject to a comprehensive engine service, during which the ancillaries were inspected and received further attention as required, such as the replacement of the water pump and the torsional vibration damper. By the time the work was completed in June, 2025, expenditure over the three years had reached £56,457. The refreshed car was rewarded with the front cover feature for the December, 2025, issue of The Automobile. The author, Martin Buckley, found much to praise: “The straight six will purr the DB4 along like a limousine at 15mph in third gear or, on surging torque, make short work of any straight. In the long bottom gear the tail squats, the nose lifts and, with a silky boom from the exhaust, you are soon doing nearly 50mph. Into second and, with the revs pulling quickly past 5,000rpm,

100

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

you are rapidly topping 70. Changing into top, on the unrestricted roads of the early ’60s, an easy 115 or 120mph must have been the thrill of enduring appeal…” We sold 973/R to our vendor in December, 2025. Having commissioned some further fettling by a marque specialist to improve its running, and fitted a high-torque starter motor, the Aston has been described as “a good starter, excellent runner, and fine driver’s car.” Achingly beautiful and indisputably distinctive, it is supplied with a thick history file including the V5C, old V5 and 1969 green logbook; copies of the factory order and maintenance sheets; some tax discs and MOT certificates dating back to 1969; the Cherrywood Automobiles sales invoice; many maintenance invoices spanning 1970 to 2025; and the December, 2025, issue of The Automobile.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

101

1964 Austin Gipsy Recovery Truck

275

No Reserve* Reg no: AAB 195A

Current ownership for over 50 years!

276

Estimate: £13,000 - £15,000* MOT: Exempt

Chassis No: GK110SE12589

Much rarer than a Land-Rover and arguably more interesting, this delightful Austin Gipsy will be a head-turner wherever it goes. It was for that reason, in fact, that it was bought by its present owner, an all-purpose garage, which has used it as a promotional vehicle. Its history is known back to 1985, when it was owned by J. Ward of Hillside Garage Car Sales in Marlbrook, near Bromsgrove. It remained at Hillside until 1997, when it went to a Mr. Fenton of Lofthouse, near Wakefield, and he retained it until 2012, when the present garage took ownership. In order to make for an eye-catching display, the Gipsy has undergone some restoration in its present ownership, receiving a respray, an interior retrim, and some mechanical refurbishment. The distinctive Harvey-Frost crane certainly generates attention, and has quite likely been part of the Gipsy’s equipment from new. Despite being an ideal vehicle for all manner of classic car and commercial vehicle events, it has seen very little use in the present ownership, with only occasional outings to local shows and steam rallies. It is supplied with the V5C and a copy of the old V5.

102

1955 Triumph TR2

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: 61 EMT

MOT: Exempt

Chassis No: TS5773

Deemed ready, the first production TR2 emerged in July 1953. Only 2,823 of the 8,628 TR2s made were destined for the home market. An exceptionally pretty and pleasingly correct example of Standard-Triumph’s first sports car, this TR2 has survived so well thanks to 57 years of continuous enthusiast ownership. Still appearing in its original paintwork colour and with its Middlesex registration ‘61 EMT’, it left the factory on March 22nd, 1955, in Pearl White with Blue vynide upholstery. It was acquired by the present owner in 1969, and subject to a thorough restoration in the late 1980s. Since then, it has seen intermittent use, but very little in the last 15 years or so. However, it has continued to benefit from upkeep as and when necessary, and in 2023 it received a new water pump from the TR Shop. It has also received a new hood, tonneau cover and side screens in recent years. Although it has spent time on and off the road, we were pleased to see it start readily and run well for our photoshoot. An ideal TR for the enthusiast who values originality, it is supplied with paperwork including the V5C, past MOTs, some invoices, and a production sheet from the Standard Register.

1950 Daimler DB18 2½ Litre Foursome Drophead Coupe

277

MOT: T.B.A

278

Estimate: £12,000 - £14,000*

Estimate: £8,000 - £10,000* Reg no: LTB 420

1969 Fiat 850 Sport Coupé

Chassis No: DB18-53520

Introduced during November 1938, the 2½ Litre (or DB18 as it became known) featured a refined straight-six engine, four-speed pre-selector transmission and independent front suspension. Although the vast majority were bodied as saloons, a select number wore Drophead Coupe coachwork courtesy of Tickford and Barker. Beginning life in Lancashire (or so its ‘LTB 420’ number plate would imply), chassis DB18-53520 was off the road for a period before being re-registered with the DVLA in 1979. Self-evidently the subject of much past restoration work, the Daimler formed part of a private, East Anglian-based collection for over twenty years. Finished in Light Blue over Dark Blue with Blue upholstery, the front seats have been nicely retrimmed while the rears are thought to be original. The 2½ litre straight-six OHV engine starts readily, runs smoothly and revs freely suggesting that it has been previously overhauled. Patch repaired, the three-position hood raises and lowers as intended but is no longer watertight. Laid-up in 2022 following a service, the four-seater has recently had its pre-selector transmission professionally refurbished and brakes adjusted. Elegant and rare in equal measure, this delightful coachbuilt Daimler could be enjoyed ‘as is’ or further smartened.

Reg no: AGC 904G

MOT: Exempt

Chassis No: 0241458

This beautiful berlinetta is a rare specimen, having been one of very few Fiat 850 Sport Coupés sold new in right-hand drive form for Great Britain. While its early history is not known, the V5C indicates only two previous registered keepers, and the lovely presentation is suggestive of the Fiat having been restored to a high standard in a previous ownership, and probably not long ago. Our vendor purchased the car in October, 2025, but regrets that a problem with his knee now prevents him from enjoying it as intended. Were it otherwise, it would not be for sale, as he remarks, “This is my only classic vehicle over the years that has not wanted loads of time and money spent on it. All I’ve needed to do is have the rear bumper and overriders chromed, because they did not look bright.” Equipped with some Abarth styling features, such as the wheels and steering wheel, the little Fiat should be an object of desire for any lover of Italian cars or rare sports cars. Described by the vendor as being in “very good overall” condition, it is supplied with the V5C, some books, a workshop manual, a magazine article and spare keys.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

103

1991 Vauxhall Nova GSi Just 3 former keepers

279

Estimate: £16,000 - £20,000* Reg no: J917 PFA MOT: June 2027 Chassis No: VSX000093M4361305 General Motors Europe launched its first true front-drive supermini, the Opel Corsa A, in September 1982, built at GM’s new Figueruelas (Zaragoza) plant. The UK-market version arrived in April 1983, bearing Vauxhall Nova badges. Early body styles included a 3-door hatchback and a 2-door saloon, with 4 and 5-door variants following. The Nova GTE (latterly badged GSi) was a car that came to make a statement, with its design and manufacture fuelled by the rivalry of Vauxhall and Ford, Vauxhall aiming to rival the mighty XR2. Fitted with a 1.6-litre engine developing a punchy 99bhp, it was the ultimate GTE package. Weighing in at a slender 834kg, it enjoyed sparkling pace and would indeed put any XR2 encountered to shame. According to the ‘How Many Left’ website, at the start of 2026 only 18 of these later GSi versions remained licenced. This August 1991 Nova finished in Metallic Grey comes from five year family ownership where it has always been garaged. Its condition is reflected in this caring touch with both under bonnet and external paintwork presenting well. Internally the driver’s seat bolster would benefit from re-trimming. Unusually, the car retains some period features such as Vauxhall branded rubber mats, a Phillips radio (untried operationally) and a parcel shelf free from speaker holes! Offered with book pack, owners manual, current MoT to June 2027 and Swansea V5.

104

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1994 Land Rover 90 Defender TDI

280

Estimate: £20,000 - £25,000* Reg no: L784 SCL MOT: August 2027 Chassis No: SALLDVAF7MA943146 Notable as the first coil-sprung Land Rover, the ‘One Ten’ was introduced in 1983 (albeit the Solihull firm had been utilising a similar suspension set-up for its flagship Range Rover since 1970). Further differentiated from its Series III predecessor by a taller one-piece windscreen, modernised interior and more sophisticated Range Rover-derived permanent four-wheel drive system, the newcomer gained wind-up windows and a shorter wheelbase sibling, the ‘Ninety’, in 1984. In 1991 these became the Defender 90 and 110, and with their superior load capacity, handling and ride comfort, they proved strong sellers. The new models with their more modern engines, transmissions, and interiors reversed the huge decline in sales that took place in the 1980s. Throughout the 1990s they attempted to climb more and more upmarket, while remaining true to their working roots. Available with a choice of petrol or diesel engines, they were bought as much as lifestyle vehicles as workhorses. This Land Rover Defender has been subject to an extensive and loving restoration consisting of a full professional respray with contrasting black roof and wheels along with a V8 engine conversion from the original 200/300 Tdi. A new stainless-steel exhaust makes for a wonderful sound. The interior is also new, with leather front seats with cubby box, new smaller steering wheel allowing for more room, new carpet that continues into the rear compartment and a new roof lining. This not only feels more luxurious but reduces road noise too. The restoration was not just cosmetic, the chassis has been replaced, and the underside is said to be in very good condition. This comprehensively restored Defender 90 has had thousands spent to make it very special and really needs to be seen in order to be fully appreciated. ‘L784 SCL’ is offered for sale with a collection of invoices which include Astwood 4x4 Ltd in 2018 for £7,500, old MOT certificates and a current V5c document.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

105

1975 Rolls-Royce Corniche Convertible

281

Estimate: £30,000 - £40,000* Reg no: KKL 523N MOT: March 2027 Chassis No: DRD20178 With its striking scarlet paintwork, this gorgeous Corniche has all the qualities to make its next owner feel every bit the 1970s jet-setter – it’s not a stretch to picture Keith Moon at the wheel, or perhaps some associate of the Persuaders. We believe this rare-in-Britain left-hand-drive example was originally supplied new to the United States, and it was only reimported to these shores in 2019. Aside from the steering, it retains a few hallmarks of its transatlantic heritage, such as the small “licence plate” holders, which do give it quite a different aura from the traditional home-market Corniche. Certainly, we can imagine it cruising past the palm trees and nightclubs of Miami more easily than we can picture it on the gravel driveway of an English country mansion. It is said to be in “nice overall condition”, with the paint presenting well and the interior still looking inviting. Some aspects of the interior, like the seats and headlining, remain pleasingly original, but it has received a partial refresh, with a new set of Shiraz wool carpets having just been supplied by Aldridge Trimming Ltd. at a cost of £465. The Rolls-Royce has also recently received a carburettor overhaul. The mileage reading of 75,000, which could conceivably be original, suggests that the Corniche has not seen heavy use. That, combined with occasional maintenance, means it reportedly presents in fair mechanical order, with an MOT certificate having been issued in March of this year, so that the Rolls has another eight months of enjoyment before the next test. It really is an imposing car, and bound to generate interest in Rolls-Royce circles, not least because of its slightly less traditional, more American presentation. It is supplied with paperwork including the V5C and some invoices.

106

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1934 McLaughlin-Buick Golfer’s Coupe

282

Estimate: £20,000 - £25,000* Reg no: VSU 450 Chassis No: 211218

MOT: Exempt

Few names in Canadian motoring history carry quite the significance of McLaughlin. Established in Oshawa, Ontario, the McLaughlin Motor Car Company grew from Robert McLaughlin’s highly successful carriage-building concern. An agreement with Buick saw McLaughlin automobiles adopt Buick running gear while retaining their own distinctive identity and coachwork, beginning an association that ultimately contributed to the formation of General Motors of Canada. By the 1930s, McLaughlin-Buick combined proven Buick engineering with the craftsmanship and individuality for which McLaughlin had become renowned. Today, survivors are considerably less frequently encountered than their American Buick counterparts and remain particularly unusual on British roads. Dating from 1934, ‘VSU 450’ is made all the more intriguing by its rare Golfer’s Coupe configuration. Its long bonnet, prominent radiator, flowing wings, rear-mounted spare wheel and compact passenger compartment create an imposing yet sporting profile, while Buick’s well-established engineering provided the smooth performance and refinement expected of a quality automobile of the period. Perhaps most appealing is the manner in which this example comes to market. Representing that increasingly elusive prospect in the pre-war motor car world, ‘VSU 450’ is a genuine barn find, presented in wonderfully evocative ‘as discovered’ condition rather than freshly restored or extensively prepared for sale. Adding considerably to its appeal is previous long-term ownership spanning some 28 years. Having remained unused for a number of years, the McLaughlin-Buick will require recommissioning before returning to the road, providing its next custodian with the rewarding opportunity to revive a highly unusual pre-war motor car. With its rare Golfer’s Coupe coachwork, fascinating Canadian heritage, handsome styling, 28 years of previous ownership and genuine barn-find condition, ‘VSU 450’ represents a particularly intriguing opportunity. Once carefully recommissioned and returned to the road, this rare and imposing McLaughlin-Buick should be quite something.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

107

1952 Jaguar XK120 Fixed Head Coupe

283

Former Rallye Monte-Carlo Historique Competitor Estimate: £60,000 - £80,000* Reg no: YPN 635

MOT: Exempt

Chassis No: S679445

Introduced in 1951, the Fixed Head Coupe variant brought a welcome dose of luxury to the XK120 range. As well as the obvious benefits of better weather protection and noise insulation, it also gained a wood veneer dashboard / door cappings and vanity cabin lights. Some £90 more expensive than its roadster sibling, it was mechanically identical sharing the same box-section chassis equipped with independent front suspension, a ‘live’ rear axle and drum brakes. A testimony to the 3442cc DOHC straight-six engine’s torque delivery, contemporary road testers struggled to differentiate between the open and closed XK120s in performance terms (some even crediting the latter with better acceleration despite its greater weight). Another coup de grace for Sir William Lyons’ styling talents, the Fixed Head Coupe’s roofline was beautifully resolved. A scarce sight on UK roads, the vast majority of the 2,680 reputedly made went abroad (various sources giving an export- to home-market split of 2,485 vs. 195). Built in March 1952, ‘YPN 635’ started life as a left-hand drive export model and was delivered new to its first owner by Hornburg of Los Angeles. It then returned to these shores in 1998, whereupon it was restored and uprated by Watjag of Derbyshire in order to contest the Monte Carlo classic rally. The Jaguar was converted to right-hand drive and equipped with a 4.2-litre engine breathing through a trio of SU carburettors and driving via a lightened flywheel and competition clutch to an all-synchromesh four-speed gearbox complete with overdrive. Other modifications included XK150 rack and pinion steering, uprated Koni dampers, servo-assisted brakes complete with vented discs and four-pot calipers up front, an alloy radiator, uprated alternator, louvred bonnet by RS Panels and related leather straps, stainless steel exhaust system, repositioned pedals, bucket seats and a smaller steering wheel in order to accommodate taller drivers. The extensive work was duly rewarded with a 2nd in class and 13th place overall in the rally. This highly desirable and attractive XK is finished in Silver Sand and trimmed in red leather and is perhaps unsurprisingly currently regarded by the vendor as being in “superb overall cosmetic and mechanical” condition. It is now being offered complete with a variety of related magazine articles, large file of invoices, collection of old MOTs, plus photos of the restoration. An exciting opportunity for classic rally enthusiasts and XK collectors everywhere. 108

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

109

1991 Jaguar XJ-S V12 ‘Le Mans’ Limited Edition

284

Estimate: £12,000 - £14,000* MOT: T.B.A

Reg no: G390 BVS Chassis No: HSAJJNJEW3BR177922

Announced at that year’s British Motor Show, the XJ-S ‘Le Mans’ Limited Edition was only in production from September – December 1990. Conceived to celebrate Jaguar winning the world’s greatest endurance motor race for the seventh (and thus far last) time, the model featured special badging (a Gold ‘growler’ up front and special ‘Le Mans V12’ plaque on the boot), twin Gold coachlines, lattice alloy wheels and uprated ‘SportsPack’ suspension not to mention a more luxuriously trimmed interior (piped Autolux leather, Wilton carpets, higher grade wood veneers) and numbered kickplates. Restricted to 280 units, it was sold in left- and right-hand drive configurations. Finished in Brooklands Green with Cream upholstery, Number 161 was supplied new via Jaguar Cars Japan. Serviced at 1,845km, 23,397km and 60,318km, the Jaguar had covered a mere 66,538km (c.41,500 miles) when it passed a UK MOT test for the first time on June 26th 2019. Benefiting from Japan’s famously salt-free roads for most of its life, the ‘Le Mans’ remains remarkably well preserved. Starting readily upon inspection and running well during our recent photography session, this decidedly rare XJ-S is offered for sale with V5C, service history, owner’s manual, Heritage Certificate and fresh MOT. 110

Just 1 former keeper

285

Estimate: £10,000 - £15,000*

No. 161 of 280 and just 41,600 miles

Reg no: H914 RTX

1989 Range Rover Vogue SE

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

MOT: August 2027

Chassis No: SALLHAML3FA383693

The first-generation Range Rover produced to 1996 was not a luxury 4×4; early cars had fairly basic and utilitarian interiors with vinyl seats and plastic dashboards designed to be washed down with a hose. Features such as power assisted steering, carpeted floors, air conditioning, leather seats and wood trim came later. For the 1989 model year, the four-door saw concealed front door hinges and deeper sills. The top of the range Vogue SE cost £29,380 – some £5,000 more than the second in line. Standard specification for the year included air conditioning, Conolly leather upholstery with electric adjustable seats and Burr Walnut trim, electric sunroof and high level radio with additional bass speaker. This was in addition to previous model year upgrades. With just 1 former keeper and in current ownership since 1993, this Vogue SE has covered 96,460 miles from new. Fitted with a 4.6-litre block as part of a previous engine refresh, it is fitted with an alarm and immobiliser and comes with an original roof rack plus rear gun rack. Having been maintained by the vendor and previously benefitting from a repaint ‘G390 BVS’ is offered with a workshop manual, owners wallet, handbooks, stamped service book, collection of old MOT’s and tax discs, 1993 purchase invoice plus a fresh no advisory MOT.

1978 Triumph Stag

286

Estimate: £13,000 - £15,000* Reg no: WVU 478S

MOT: Exempt

1987 BMW 318i Saloon Just 3 owners from new

287

Estimate: £18,000 - £22,000* Chassis No: LD45023A

First registered on 5 May 1978, this automatic transmission Stag has benefited from much work and retains its original Triumph 3-litre engine. A letter on file from Club Triumph summarises an inspection of the car carried out on 28 July 2026. This states that on the 2nd (and believed last) owner’s passing a few years ago it was placed in dry storage. The mileage of c.54,461 could well be correct but cannot be warranted. Mention is made of it being professionally resprayed in its Pimento Red colour and the panel gaps being even. Fitted with a hard top, it is understood the soft top is in good order. Riding on Minator alloy wheels and with good chromework overall, it is said to have a tidy interior with good seats although the door cards are warped. The carpets have been replaced. Lumenition electronic ignition is fitted and the twin Strombergs are understood to have been recently overhauled. It is said to sound sweet and idle well but was not road tested. ‘WVU 478S’ is said to be “well above average” and a sound basis to improve to show standard. Understood to be very late example, it comes with a history file comprising of old invoices and MoT certificates, an original set of wheels plus a collection of spares, tonneau cover and a current V5c document.

Reg no: E303 AWV

MOT: None

Chassis No: WBAAK320908803384

The model’s second incarnation, the E30, took to the roads in 1982. During its 10-year production run it could be purchased in no less than five body styles – two and four-door Saloon, five-door Touring and two-door Convertible. One of the most popular models in the E30 lineup was the 318i which initially had a 105bhp M10 four-cylinder engine until 1987. Arguably better balanced than the larger-engined six-cylinder models, it was the car to have in the late Eighties when it became known as the ‘poor man’s M3’. As mentioned elsewhere in this auction, this is the second vehicle to come from the collection of the late Steve Bostock. A BMW E30 Club register stalwart, his attitude of ‘must have the best’ is evidenced with this well presented Alpine White 2 door. Owned for twenty years and never driven in the rain, it was believed to be one of, if not the best in the country according to the vendor and this is backed up by the numerous trophies as well as the cleanliness of all nuts, bolts and brake pipes underneath. A high scoring concours results sheet also accompanies the car. Stored in a carcoon inside a garage viewing is highly recommended. Offered for sale with book pack and owners manuals, brochures, trophies and a current Swansea V5c.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

111

1905 De Dion-Bouton 8hp Type Z Victoria

288

Entered from the Evison Family Collection Estimate: £18,000 - £24,000* Reg no: BS 8739 Chassis No: 17776

MOT: Exempt

“Old De Dion car. £8 0s. 0d.” So begins the history of this delightful Edwardian, which was sold from the scrapyard of Frank Loring & Co. in Cardiff for the aforementioned sum in 1947. The buyer was Mr. J. Williams, seemingly acting for a Mr. Rosoman, whose son Peter was responsible for restoring the Type Z between 1974 and 1977. Peter described how the body and wings were beyond restoration but fit for patterns, and reported that the car was restored with a Victoria body recreated along the lines in which it was encountered circa 1950. The H. J. Mulliner plaques are believed to be original, and Dennis Field of the VCC Dating Committee opined that the non-standard lipped wings may have been original to a car bodied by an independent coachbuilder. At the time of restoration, the De Dion was registered ‘BW 98’, and it was enjoyed across more than three decades by Peter Rosoman with the Veteran Car Club and the Vintage Sports-Car Club. A slip from the 1983 VSCC Colerne Speed Trials records that it reached the heady speed of 25.88mph… It has participated in at least one VCC Creepy Crawly Rally, for veterans and single-cylinder Edwardians. Last on the road in 2013, the De Dion passed from the Rosomans to its present collector owners in 2015. Subsequently enjoyed as a static exhibit yet in running order, it may require recommissioning before further use. With its restoration now displaying a superb patina, this De Dion could make an ideal entry point into Edwardian motoring. Its large history file includes the 1947 sale invoice, a VCC Dating Certificate, many invoices from the 1970s restoration, extensive correspondence with the VCC and VSCC, MOTs spanning 1977 to 2012, a photocopy of De Dion Bouton Autobook One, a rare original De Dion Voiturette instruction manual by R. J. Mecredy, and more.

112

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

2011 Bentley Continental GTC Speed

289

Just 29,000 miles from new Estimate: £30,000 - £35,000* Reg no: B1 TVW MOT: May 2027 Chassis No: SCBDJ23W6BC069810 An especially elegant and tasteful example of the GTC Speed, this car appears in the colour of Moonbeam with a Black roof and an interior trimmed in Beluga hide with Beluga carpets, a Light Grey roof lining, and Porpoise contrast stitching and seat piping. It is extremely well specified, with original equipment including diamond-quilted upholstery; a rear-view mirror with automatic dimming; leather-covered sun visors with vanity mirrors and lights; and a massage function in the front seats. The electrical installations include a garage and electric gate opener; a 12-speaker multi-channel sound package; automatic low-beam lights; a Bluetooth telephone system; 14-way front seat adjustment; front seat heaters; rain-sensing windscreen wipers; an iPod interface and more. Our GTC has had six registered keepers, the present from 2022. It has been well maintained throughout its life, with the PDI performed by Broughtons Bentley at 49 miles, and the first service also by Broughtons at 2,660 miles in 2012. It has subsequently been serviced at 7,189 miles in 2013 by Bentley Surrey; 9,868 miles in 2014 by Bentley Kent; 12,265 miles in 2015 by Bentley Knutsford; 13,649 miles in 2016 by a Bentley main dealer; 15,184 miles in 2017 and 18,307 miles in 2018 by Bentley Tunbridge Wells; 19,580 miles in 2021 by Porsche specialist Geo Morrison Motors; and 26,213 miles in 2022 by SUV 4×4 Ltd. Most recently provided a major service and front brake discs and pads by Neil Murray Motors Ltd. at 27,943 miles, with the present mileage standing at 28,785 miles when photographed. The Bentley displays an impressive MOT record, with the current certificate valid until May, 2027, and showing no advisories. In addition, it is supplied with the V5C, old MOTs, assorted invoices, the book pack including the service book, a specification sheet, plus a Bentley fitted car cover and trickle charger.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

113

1936 Lagonda Rapier Estimate: £26,000 - £30,000* Reg no: DPL 18 Chassis No: 11475

290

MOT: Exempt

This lovely Rapier was originally constructed with a tourer body by Ranalah and was issued with the registration ‘DPL 18’, which it pleasingly retains. Ownership records are known from March, 1938, when it belonged to J. E. Doidge & Son of the Park Garage, Hermit Road, London, E16. The following April, it was sold to John Charles George Gilbert of Wimbledon, and in October, 1939, it passed to Peter Temple Williams, who was associated with the naval barracks in Portsmouth. It then passed to Douglas J. Berrington of Usk in May, 1940, and Arthur Edward Slocombe of Christchurch in September, 1941. Next known to have been purchased in 1959 by Roy Anthony Dunlop of Luton, later of Cheltenham and Yoxford. He would own it until his death in 2008, and his family retained it until 2010. When Mr. Dunlop acquired the car, he refashioned the rear of the bodywork in order that it could be used for towing, and some photographs survive from 1959 or the early ’60s, illustrating the modifications and showing ‘DPL’ pulling a caravan. However, in the 1980s he elected to restore the body along more original lines, and the ensuing work was completed in 1996. The present owner, an enthusiastic member of the Rapier Register who owns a small collection of road-going and race-prepared examples, took ownership in 2014. Seen to start readily and run well for our photoshoot, the ‘DPL’ remains as attractive as ever, but is now discreetly modernised with features such as flashing indicators, an electric fan and a four-branch exhaust manifold. It is supplied with documents including the V5C, a copy of the 1938 buff logbook, a Rapier Register history sheet, and old MOTs. Its history is additionally documented in Twin-Cam Extravagance by Chris Wiblin.

114

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

2003 Bentley Arnage R Just 35,000 miles from new

291

Estimate: £18,000 - £22,000* Reg no: SJ53 EGD MOT: October 2026 Chassis No: SCBLC37F14CH09918 The Bentley Arnage and its Rolls-Royce sibling, the Silver Seraph, were phased in during the spring of 1998. Initially available as a single model, the Arnage was powered by a DOHC 4.4-litre BMW engine force-fed by twin turbochargers. However, when Bentley passed into the hands of Volkswagen they had to find an alternative powerplant. The Red Label was initially powered by a Cosworth-built version of Bentley’s single-turbo OHV 6¾-litre V8, while the short-lived Green Label utilised a Bentley-modified original BMW unit. Attractively specified in Silver Metallic with Parchment hide and burr walnut trim, this five former keeper Arnage R was sold new through Bentley Glasgow. Original fittings included heated door mirrors and rear window; fully adjustable steering column; heated, four-way memory seats; Bentley audio system with ten speakers and C.D. interchanger; Nokia phone system and navy lambswool over-rugs. The Arnage’s first fourteen services were by Bentley main dealers, taking it to November, 2017, and 30,689 miles. Subsequently, it was serviced by independent garages at 31,567 miles in November, 2019, and at 32,010 miles in June, 2022. Considering present mileage is around 35,000 miles, it will be appreciated that it is a very well-kept machine. In 2018, the Bentley received regassed rear springs from Flying Spares, and in 2019 £2,000 worth of work was carried out fitting new front brake discs and pads and replacing the gearbox seal. In addition, recently ‘SJ53 EGD’ has received two new batteries, replaced track rod bushes and general inspection and servicing of engine, brakes and transmission. Since 2021, it has been MOT’d annually with no advisories. An outstanding example, it is supplied with book pack containing owner’s handbook, service handbook, warranty slip, dealer network book, quick reference guide, history including service invoices, old tax discs and MOT’s plus a current V5c document.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

115

2017 Aston Martin DB11 AMR Performance upgrade

292

Estimate: £45,000 - £55,000* Reg no: WV17 FHC MOT: April 2027 Chassis No: SCFRLFAV4HGL02066 Debuting in Geneva in 2016, the DB11 was Aston Martin’s first new production ‘DB model since 2003 when the DB9 launched. With design influenced heavily by James Bond’s own DB10, a one-off model that featured in the 2015 film ‘Spectre’, the DB11 marked a bold departure from the smooth surfaces of the DB9. Received well at the time of launch thanks in part to Aston Martin’s new 5.2-litre twin turbocharged V12 which offered 600bhp as standard. Famed presenter Jeremy Clarkson humorously noted in the Sunday Times “if you’re ever in Paris, at a party at 3 a.m., and suddenly remember you are playing in a tennis tournament in Monte Carlo the next afternoon, this is the car for the job. You’d arrive feeling like you’d just got out of the bath”. The DB11 was offered as a coupe and as a Volante and could be optioned new with a 4.0-litre twin turbo V8 from Mercedes-AMG. Only recently superceded by the DB12, the DB11 still looks bang up to date and will no doubt put a smile on your face! Finished in Xenon Grey over cream and black leather upholstery with carbon inlays, this Launch Edition is equipped with the AMR Performance upgrade increasing power by 30bhp to 630bhp. With AMR alloy wheels, contrasting yellow brake calipers and Bang & Olufsen sound system, 8 Aston Martin dealer/specialist services are recorded, most recently in April 2026 with AM Performance NW Ltd at a cost of £575. Registering c.62,500 miles and 2 former keepers, it benefits from a recent battery (which has been coded correctly), new air-con radiator in 2025 and careful ownership. Offered with two keys, Scorpion tracker and advisory free MOT to April 2027.

116

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1931 Auburn 8-98 Sedan Estimate: £30,000 - £35,000* Reg no: WSU 313 Chassis No: 27013

293

MOT: Exempt

Few American manufacturers encapsulate the exuberance of the late 1920s and early 1930s quite like Auburn. Under E. L. Cord, the marque developed a reputation for combining dramatic styling, impressive performance and sophisticated engineering at prices considerably below many established luxury manufacturers. Introduced for 1931, the 8-98 took its designation from the 98hp produced by its 268.6cu in (approximately 4.4-litre) Lycoming straight-eight, allied to a three-speed transmission. Styling was overseen by Alan Leamy, whose distinctive treatment incorporated a long bonnet, imposing radiator and elegantly proportioned bodywork. Period engineering highlights included automatic chassis lubrication, hydraulic shock absorbers, roller-bearing steering and a rigid X-braced frame. Finished in black and red with a contrasting white roof and brown mohair interior, this imposing example is offered in wonderfully evocative ‘as discovered’ barn-find condition. Rather than having been freshly restored or extensively prepared, it has remained unused for a number of years and will require recommissioning before returning to the road. Adding to its appeal is previous long-term ownership, having reportedly remained with its former custodian for approximately 28 years. The odometer displays 67,996 miles and the Auburn is accompanied by some MOTs and a current V5C. Auburn production ceased in 1936 and surviving examples remain an uncommon sight in Britain. With its imposing proportions, elegant Alan Leamy styling, Lycoming straight-eight and association with E. L. Cord’s remarkable automotive empire, this 8-98 represents a rare opportunity to acquire a charismatic pre-war American motor car. Once carefully recommissioned, it should provide its next custodian with the rewarding prospect of returning an impressive survivor to the road.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

117

1955 Jaguar XK140 3.4 litre Drophead Coupe

294

Extensively restored and uprated for touring Estimate: £50,000 - £60,000* Reg no: 656 XVP

MOT: Exempt

Chassis No: 818230

Launched at the 1954 Motor Show, the XK140 boasted the same bewitching styling as its forebear but allied it to a host of important mechanical improvements. Chief among these was the adoption of rack and pinion steering. Though, the fitment of telescopic shock absorbers (in place of the XK120’s antiquated lever arm dampers) also had a noticeably beneficial effect on handling / roadholding. With its engine and bulkhead repositioned three inches further forward, the new model enjoyed a notably roomier cabin (the fixed and drophead coupe variants gaining occasional rear seats as a result). Available in ‘standard’, ‘special equipment’ or ‘special equipment plus C-type cylinder head’ guises, power and torque outputs ranged from 190bhp / 210lbft to 210bhp / 213lbft. Distinguished by its one-piece bumpers and simpler, more imposing radiator grille, the XK140 was among the fastest cars of its generation. Reputedly capable of over 130mph, it focused public consciousness on Jaguar’s continued success at Le Mans (the Coventry marque winning the endurance classic in 1951, 1953, 1955, 1956 and 1957). According to its accompanying Jaguar Daimler Heritage Trust Certificate, chassis 818230 was completed on December 28th 1955. Dispatched to Jaguar Cars New York two months later, the XK140 Drophead Coupe was resident in Maine by the time that the vendor acquired it for $35,400 during 2014. Repatriated that same year, the car was then stored until 2019 when its restoration was begun in earnest. The body was removed from the chassis and both items soda blasted back to bare metal. Former Denis Welch Motorsports employee Chris Brown renovated the coachwork; a process which involved cutting-out any corrosion and letting-in new metal / panels sourced from Leaping Cats of Nuneaton. Found to be reassuringly ‘rust free’, the chassis was coated with epoxy based paint and delivered to Barry Owen of Malta Classics in Anglesey who commenced reassembly with a right-hand drive steering rack, uprated Zeus braking system (discs all round) and new suspension bushes etc. A new radiator and fuel tank were fabricated in aluminium to the original dimensions and the car rewired throughout (including auxiliary power outlets secreted in the glovebox). The engine – a correct-type XK140 unit numbered G4510-8S – was thoroughly overhauled by Jim Stokes Workshop of Burton-on-Trent and upgraded with a later cylinder head, aluminium sump and hi-torque starter motor. The five-speed manual gearbox and limited slip 118

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

differential were purchased from Realm Engineering and Trevor Groom Racing respectively. Classic Woodwork of Birmingham supplied a new, right-hand drive wood veneered dashboard, while JJD Instruments of Keighley rejuvenated the gauges. HCF Howell of Walsall renovated the brightwork. Though, the stainless steel wire wheels shod with Blockley tyres came courtesy of MWS. The restored body was reunited with the chassis and given eight coats of Cream paint replicating its original factory finish. Renowned marque specialists CMC of Bridgnorth comprehensively retrimmed the interior using leather to cover the door cards as well as the seats and fabricating the hood and hood bag in matching Dark Blue. Starting readily and running well during our recent photography session, the 2+2-seater has covered a mere 200 or so post-completion miles (though, the speedo drive was only connected for the last 30 or so of these). As such, further shaking down / de-bugging might well prove necessary. A reluctant sale due to the vendor’s ongoing mobility issues, this handsome and subtly enhanced XK140 Drophead Coupe has the makings of a fantastic tour / event car. Offered for sale with V5C Registration Document and paperwork file.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

119

1994 Rover Mini ‘Radford De Ville’ Entered from the Ronald White Collection

295

No Reserve* Reg no: M775 MYR

Entered from the Ronald White Collection

296

No Reserve* MOT: None

Chassis No: SAXXNYADBBD092324

Any follower of fashion knew that a Mini Cooper was the car to own in the Swinging Sixties, but a Radford Mini was the preserve of the leaders of fashion. Peter Sellers, James Garner, and each of the Beatles had bespoke Minis built by Harold Radford Ltd. With the revival of the Cooper and advent of “Cool Britannia,” it was only right that the Radford de Ville should be revived for the ’90s. Originally a standard Mini 35 sold through Merritts Rover of Amersham, this car was supplied new to a resident of Devonshire Place, Marylebone, but was acquired by Radford Coachbuilders in January, 2001, where it was converted to de Ville specification at a cost of £22,450, with special paint and leather upholstery, Radford alloy wheels, Wilton carpets, walnut dash and door cappings, electric front windows, a CD player, power steering and more. It was MOT’d in April, 2001, at 8,854 miles, and was awarded third in class at Minis in the Park that year. It joined Ronald White’s Mini collection in 2003 and will now require recommissioning. Documents include a V5, assorted invoices and MOTs, Radford build sheet, and an original book pack with wallet, including the stamped service book.

120

1938 Ferguson Type A Tractor

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: Un-Registered

MOT: Exempt

Chassis No: 579

When Harry Ferguson unveiled a new three-point hitch with hydraulic linkages in 1928, he was frustrated that the popular Fordson Model F wasn’t best suited to it, so he started to work on his own tractor, of smaller and lighter construction. It represented certain improvements, but he was unable to find a manufacturer who would put his designs into production, forcing him to manufacture it in his own name. Thus the ‘first grey Fergie’, the Type A, entered production in 1936, the work subcontracted to David Brown. The 1936 models had a 20hp Coventry Climax engine, but from 1937 they switched to David Brown’s own. It was not a commercial success, with only around 1,350 built before the war, but the smaller, lighter Ferguson TE-20 arrived in 1946, and that was another story… Fascinatingly, this rare and previously restored survivor is believed to have been supplied new through Joshua White Ltd., the Armagh Ferguson agent. Unfortunately, although it was registered in 1938 as ‘IB 7743’, the only historic record of ownership is from 1955, when the tractor belonged to Gordon Wallace of Armagh. Now in need of recommissioning, this rare and significant machine promises to be a real head-turner.

1963 MG B Roadster Rally Car Entered from the Ronald White Collection

297

Estimate: £15,000 - £20,000* Reg no: Un-Registered (Formerly ABH 154C) Chassis No: GHN3L31570

1930s Ferguson Type A Tractor Entered from the Ronald White Collection

298

No Reserve* MOT: Exempt

This ex-California B was converted into a competition car in Britain by Brown & Gammons in 1990. Equipment included a Weber 45 DCOE carburettor, an uprated B&G head, a 770 rally cam, +0.40in. pistons, a big-bore manifold, competition overdrive on second, third and fourth gears, and a 4.55:1 differential. The finished car was said to produce 130bhp at the rear wheels. B&G fitted uprated water and oil radiators, negative camber wishbones, rally springs, stiffer dampers, grooved brake discs and racing wire wheels. The works-style hardtop conceals a roll cage, with harnesses and plumbed-in fire extinguisher. The interior features a Motolita wheel, works-style dash, and map light. Upon completion, the MG was driven by Stirling Moss in the 1990 and ’91 Pirelli Marathon Rallies. It set second- and third-fastest times on the Stelvio hill-climb, and scored class wins in races at Silverstone and Zandvoort in 1991. It remained active for several years, before we sold it in 2004 to Ronald White, who has kept it on static display. It is supplied with a previous Northern Ireland registration book, an old FIA historic vehicle identity form and competition logbook, and assorted British and Northern Irish test certificates.

Reg no: Un-Registered

MOT: Exempt

Chassis No: 721

When Harry Ferguson unveiled a new three-point hitch with hydraulic linkages in 1928, he was frustrated that the popular Fordson Model F wasn’t best suited to it, so he started to work on his own tractor, of smaller and lighter construction but otherwise similar to the Model F. Frustratingly, he was unable to find a manufacturer who would put his designs into production, forcing him to manufacture it in his own name. Thus the ‘first grey Fergie’, the Type A, entered production in 1936, the work subcontracted to David Brown. The 1936 models had a 20hp Coventry Climax engine, but from 1937 they switched to David Brown’s own. It was not a commercial success, with only around 1,350 built before the war, but the smaller, lighter Ferguson TE-20 arrived in 1946, and that was another story… With Harry Ferguson hailing from County Down, his tractors are a highly esteemed part of Ulster heritage, but this example has an especially strong local connection, as it is believed it was originally supplied by Joshua White Ltd., the Ferguson agent in Armagh. In older restored condition with light patination, it has spent many years on static display in the private collection of Joshua’s son Ronald, so it will require recommissioning before use.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

121

c.1960 Morris Minor 1000 Entered from the Ronald White Collection

299

Estimate: £10,000 - £20,000* Reg no: Un-Registered

MOT: Exempt

300

Original UK example Chassis No: M/A2S5D1284971M

It is not hard to find an excellent Morris Minor, even though the true mileage of many of them is well into six figures. That’s not a problem – the robustness of the A-series engine and the easy availability of spares mean that you could confidently drive one to the moon and back. Nevertheless, it would be truly special to find one Morris Minor that is still just as it entered the showroom. That’s exactly what we have here, allowing for time’s patinating touch. When it arrived at the BMC dealership of Joshua White Ltd., Mr. White was beginning to appreciate what a phenomenon the Minor had become, and had the unusual foresight to put one aside for preservation, with only 16 delivery miles on it. The Minor then passed into the collection of his son Ronald, with the result that we are now in the unique position of being able to offer a totally original Morris Minor which has been in the ownership of its supplying family from new, has never been registered for the road, and is factory-correct. Truly one for a museum or the devoted connoisseur, it is almost beyond our powers to describe just how an unrepeatable opportunity this car is.

122

1966 Volkswagen Type 2 (T1) Camper Van

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Estimate: £12,000 - £14,000* Reg no: JBD 608D

MOT: Exempt

Chassis No: 23614408

Conceived by Dutch businessman Ben Pon after he encountered a simple parts-moving vehicle at Volkswagen’s Wolfsburg factory, the Type 2 was approved for production in 1949. Developed as a versatile commercial vehicle, it soon spawned a variety of derivatives including the Kombi, Microbus, Pick-Up and Ambulance. The earliest generation, instantly recognisable by its distinctive split windscreen, became affectionately known as the ‘Split Screen’ or ‘Splittie’. Production of the T1 continued in Germany until 1967, establishing the Type 2 as one of Volkswagen’s most enduring and recognisable designs. This particularly appealing example is a desirable original right-hand drive, British-market Type 2, finished in a fetching combination of white over sky blue with a complementary matching leather interior. Benefiting from a substantial restoration, it presents particularly well and is reported to run and drive nicely. Offered for sale with a substantial history file and current Swansea V5C, it provides an attractive opportunity to acquire one of Volkswagen’s most iconic commercial vehicles and would make an excellent addition to any Volkswagen collection or an enjoyable and characterful classic for shows, events and leisure use.

1977 Leyland Mini Van

301

Estimate: £12,000 - £15,000* Reg no: OKG 302R

MOT: Exempt

1983 Porsche 924 Lux

302

No Reserve* Chassis No: XKV1-426764A

Benefiting from a four-inch longer wheelbase, taller rear suspension turrets and under floor fuel tanks, the Panel Van / Pick-Up Mini derivatives were arguably even more fun to drive than their saloon equivalents. British Leyland’s decision to discard Austin and Morris badging in favour of a new ‘MINI’ brand in October 1969 saw the popular workhorse redesignated as the Mini Van 850 or Mini Van 1000 (depending upon powerplant). Once a common sight on Britain’s roads, most Mini Panel Vans led hard lives and perished accordingly. Today, survivors are highly prized by enthusiasts and collectors alike. Mini vans were not only purchased for commercial use but also used by various Police forces up and down the country and this example is one of the remaining few. Originally registered to South Wales Constabulary, Bridgend in May 1977, ‘OKG 302R’ remained in service until 1980. Sold into private ownership it remained in South Wales with various owners until 2007. Displayed in car shows, it comes with assorted Police equipment that may have been used in period. Whether it is to be purchased for a collection or continued use it would be an eye catching addition. Offered with photocopies of previous V5 documents, old invoices and current V5.

Reg no: ARY 724Y

MOT: Exempt

Chassis No: WP0ZZZ92ZDN402108

This Porsche 924 with eight owners from new is a particularly interesting example, being a Lux model, one of relatively few without a sunroof, an official Car Mechanics project car in the 1990s. It comes equipped with features including a period Blaupunkt stereo, electric windows and mirrors, a rear roller blind, a toolkit, jack and spare wheel, and a Pasha interior. Between 1997 and 2017, the Porsche was owned by two very enthusiastic members of the Porsche Enthusiasts’ Club. The 924 was bought by our vendor at 174,700 miles in 2017, and has since been mainly on static display. In 2024 it received £3,400 of expenditure with Cavendish Porsche, including a major service, cambelt and alternator belt change, and renewal of the tailgate struts, windscreen washer pump, rear brake shoes, front brake pads and discs, and driveshaft seal. The odometer reading then was 75,384, and the mileage since has been minimal. The extraordinary history includes five ring binders and two additional folders, encompassing the V5C, invoices dating back to 1985, a book pack and wallet with well-stamped service book, previous sales invoices and ownership records, tax discs back to 1995, original sales literature, and all the issues of Car Mechanics in which it featured.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

123

2009 Bentley Azure

303

Just 30,610 miles from new Estimate: £80,000 - £100,000* Reg no: KT09 KZV

MOT: May 2027

Chassis No: SCBDC48H39CH14104

The Bentley Azure was launched in 1995 and based on the platform of the Continental R coupé which had been launched in 1991. The first generation Bentley Azure was conceived while the company was still under Vickers management and was produced from 1995 to 2003. Based on the platform of the highly successful Continental R, it combined the glamour of the early coachbuilt convertibles with modern-day technology and performance – a heady cocktail for those lucky enough to afford it. The car’s presence was immense, born of the combination of automotive elegance and sheer size – the Azure was 210 inches in length. Sculptured seats ensured the optimum cosseting for up to four adults. This was the very height of luxury. Volkswagen purchased Bentley from Vickers in 1998, three years into production of the MkI model. Volkswagen executives decided to keep the then current Azure in production until 2003. Production of the new Azure began for the 2006 model year. Now based on the Arnage platform, power came from the then current variant of the Bentley turbocharged V8 making 450hp and 645lbft of torque. The new Arnage was designed for the BMW 4.4-litre engine. However, due to strained relationships between the two manufacturers, Volkswagen was forced to significantly re-work the original 6.75-litre Rolls-Royce/Bentley V8 engine in 2001, including a switch from the old single-turbo system to a modern twin-turbocharger set-up, reducing turbo-lag and increasing horsepower output. A new, model-specific six-speed automatic transmission fed power to the rear wheels. Bentley claimed a 0 to 60 time of 5.6 seconds and a top speed of 168mph, slightly faster than the previous edition and still very good for a vehicle of this size and weight. All the performance on tap would doubtless not even cause so much as a ripple on a glass of champagne. The car’s powered convertible roof was itself a work of art, and was both designed and manufactured for Bentley by the Italian styling house Pininfarina who had been heavily involved in the development and production of the Azure along with construction of the bodyshells. Final assembly of the model took place at the Rolls-Royce factory in Crewe. A total of 1,098 standard specification Azures were produced all told, plus a further 223 Mulliner, Le Mans etc. variants on the theme. To paraphrase an old saying, those who have to ask about the cost of running an Azure probably couldn’t afford to do so; for those that can, there can be few finer automotive experiences available. 124

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

First UK registered on 19 June 2009, this Azure is understood to be one of just two right-hand drive examples finished in white by the factory. This is complemented by an Imperial Blue leather interior, walnut wood and a blue soft-top. Currently registering just 30,610 miles from new, and with only 2 former keepers recorded, it has been in current ownership since 2015. Maintained only by Bentley and last serviced at 29,977 miles, it has been subject to much expense in the current ownership with works completed by Harwoods Bentley. Benefiting from an air-con service in 2023, ‘KT09 KZV’ comes with a collection of invoices, stamped service book, assorted expired MoT certificates, 2 keys and a current MoT to May 2027.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

125

1965 Jaguar E-Type 4.2 Coupé

304

1 of just 1,583 RHD examples Estimate: £65,000 - £75,000* Reg no: FTJ 43C

MOT: August 2027

Chassis No: 1E20300

One only has to use a little bit of imagination to get a sense of what an otherworldly machine this E-type must have appeared to be in the early 1960s, with its aerodynamic side profile and shimmering opalescent paint. This particular car, with the appealing chassis number 1E 20100, is an original 4.2-litre, right-hand drive, manual transmission Coupé, and was manufactured on December 4th, 1964. Intriguingly, however, the original chassis plate was incorrectly stamped by the factory with the number 20300. Anders Clausager, the late archivist for Jaguar Heritage, confirmed that 20100 was the correct number, but also that the mis-stamped plate was the genuine factory article. As collectors of everything from rare books to Dinky Toys will be aware, misprints, irregularities and factory errors are often highly sought-after! Passing through the distributor Henlys Ltd., the Jaguar was despatched on December 14th and reached the Portsmouth dealership of Munn & Underwood on 29th. There, it was registered with the Portsmouth number ‘CBK 602C’, but it had fallen out of use by the early ’80s, and it was removed from the DVLA database after it was computerised, the Jaguar’s records not having been updated by the 1983 deadline. In November, 1989, it was reregistered by Mr. Roy Sherman, being allocated the registration number ‘FTJ 43C’. Mr. Sherman sold the car a few weeks later in December, and its subsequent history is reasonably well-documented. The new owner was Mr. David Hardy, who undertook a full restoration, then sold the Jaguar in February, 1991, to Mr. Brian Anderson. A consummate enthusiast, Mr. Anderson spent £10,000 refurbishing the gearbox, clutch, steering rack, brakes and exhaust (remade from stainless steel) in 1992, and would remain the car’s meticulous owner until 2009. Two further owners followed prior to our vendor taking ownership in 2014. Our vendor purchased the car for £100,000 from Century Classics. Unfortunately, within a year, it was discovered that the engine block had sustained some quite serious damage, so the Jaguar was returned to the Century workshops in 2015 to undergo a major overhaul, which cost in the region of £8,300. This involved the fitment of a replacement engine block, which was built up to the highest standard. It was bored out, fitted with stepped-ridge cylinder liners and standard-size Mahle pistons, and assembled with a reground crank, an overhauled cylinder head, and all-new bearings, timing chains, cam sprockets, oil pump, head studs, seals and gaskets. The clutch and 126

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

slave cylinder were replaced, the metal vacuum pipes to the servo were renewed, the gearbox selection was checked and deemed satisfactory, some paintwork repairs were effected on the frame and bulkhead, and a ventilated front brake upgrade kit was added. The other aspects of the 1990 restoration have held up well, which is no doubt attributable to it having had only the most sparing use. Benefitting from a further £5,800 worth of improvement during August 2026 by Jaguar specialists AJTech, the works completed included refreshing and balancing the carburettors, a full service, new brake calipers and pads, new fuel tank and sender, renewed windscreen washer system, new steering rack boots, and an MOT, which it passed and holds until August, 2027. The vendor informs that it now ‘drives like a dream’. Documents include the V5C, a Jaguar Daimler Heritage Certificate, the invoice from Century Classics and correspondence from Anders Clausager.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

127

1939 Frazer Nash-BMW 328 Roadster

305

Boasting outstanding competition history Estimate: £380,000 - £440,000* Reg no: HTU 446

MOT: Exempt

Chassis No: 85411

“The BMW 328 is legendary. It is acknowledged by car enthusiasts the world over as having a special pedigree, presence and uniqueness. It is definitively among the most attractive, successful and influential sports cars ever built.” – Rainer Simons, BMW 328: From Roadster to Legend Débuting not on a glittering motor show stand but at a rain swept Nürburgring, the BMW 328 still caused a sensation. Entered for the Eifel Trophy Sports Car Race on June 14th, 1937, and piloted by world motorcycle record holder Ernest Henne, the prototype (chassis 85001) left its Bugatti and BMW 319/1 class opposition floundering. Designed and developed in a little over twelve months, the Type 328 was the brainchild of Fritz Fiedler and Rudolf Schleicher. The ultimate expression of BMW’s contemporary Leichtbau (lightweight construction) philosophy, the newcomer was built around a tubular A-frame chassis. Notably rigid, the patent-protected structure consisted of two large-diameter side members and three rectangular cross members. Equipped with independent transverse-leaf front suspension, a well-located ‘live’ rear axle and rack-and-pinion steering, advances over its Type 319/1 predecessor included improved telescopic shock absorbers and hydraulically operated 280mm drum brakes. Charged with extracting more power from BMW’s existing 1,971cc straight-six engine, Rudolf Flemming devised an ingenious aluminium-alloy cylinder head that housed hemispherical combustion chambers and symmetrically inclined valves but without the need for double overhead-camshafts. Instead, the Type 328’s crankcase-mounted camshaft managed both the inlet and exhaust cycles; the former by a conventional pushrod and rocker action and the latter via bell cranks controlling additional shorter pushrods which spanned the head and contacted a second set of rockers. Initially quoted as developing 80bhp at 4,500rpm, the resultant powerplant had great tuning potential (as well as forming the basis of a post-war Bristol engine that continued winning top-flight races into the 1960s). Mated to a compact ZF AK-S15 four-speed manual gearbox and driving the rear wheels via a ‘light’ 3.88:1 rear axle, it delivered 100mph performance (a larger Hurth transmission and ‘heavy’ 3.7:1 rear axle were adopted from chassis 85281 onwards). Bodied in a mixture of steel and aluminium over a wooden frame, the Type 328 was styled under Peter Szymanowski, BMW’s head of bodywork design. 128

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

129

For British enthusiasts, the story of the 328 is inextricably linked with AFN Ltd, which concluded an agreement with BMW in late 1934 for the importation of its cars into Britain, where they were sold as Frazer Nash-BMWs. Some were supplied with British coachwork, while others retained German-built bodies. Chassis ‘85411’ was imported into Britain as a right-hand-drive chassis in 1939. Immediately impounded by HM Customs, it was not released to AFN until 1946, when it was bodied by the works, possibly using a body from another 328. Its early ownership included an enthusiast with associations with the Aldington Brothers at AFN, before it spent a period in Ireland. In 1976 it passed to a former archivist of BMW’s Historic Section, before being acquired in 1988 by the then Captain and Patron of the Frazer Nash Car Club. This marked the beginning of an exceptional competition career. Following acquisition, ‘HTU 446’ was extensively campaigned in VSCC and Frazer Nash Car Club events, as well as numerous historic competitions and rallies throughout Britain and Europe. A major accident during the VSCC Pomeroy Trophy at Silverstone in 1996 resulted in a comprehensive refurbishment, undertaken largely by Michael Jarrett. The car subsequently returned to competition and has continued to receive sympathetic mechanical and cosmetic attention ever since. During the early 2000s, ‘HTU 446’ was further prepared for competition, gaining twin-leading-shoe front brakes, a half-height windscreen and spare wheel-well cover. A Bristol gearbox was fitted for racing, with the original Hurth gearbox accompanying the car. Its subsequent record is particularly impressive. ‘HTU 446’ competed in the prestigious Le Mans Legends Race in 2005 and 2006, immediately before the modern 24-hour race. At the Goodwood Revival it achieved the distinction of being the fastest pre-war car in the Lavant Cup, while at the Goodwood Members’ Meeting it secured fourth overall. Silverstone, Brooklands, the FNCC Alpine Trials and the demanding ‘1,000 Miles in 24 Hours’ also feature in its competition history. Internationally, it has participated in events including the BMW HM Club Rally and Rallye d’Alsace, and is the current and former holder of numerous records. In 2018, the bodywork was extensively restored and the car repainted by classic-car specialists Mitchell Motors, while the engine was comprehensively overhauled by IN Racing Ltd. It was subsequently set up on Hi Tech Motorsport’s rolling-road dynamometer. Total expenditure exceeded £31,000, with detailed invoices for the restoration works retained on file. Today, ‘HTU 446’ represents an unusually complete blend of provenance, competition history and recent expenditure. Its story encompasses the AFN works, BMW’s historic archives, Ireland and decades of active participation in some of

130

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

the most prestigious historic events in Britain and Europe. Few BMW 328s can claim such an extensive record of competition use, while even fewer can match its combination of Le Mans, Goodwood, Silverstone and Brooklands appearances. The enduring appeal of the BMW 328 lies in the remarkable sophistication of its engineering, the beauty of its design and the sheer effectiveness of its lightweight construction. ‘HTU 446’ adds a further dimension through its Frazer Nash-BMW identity and exceptionally well-documented competition career. Offered with its original Hurth gearbox and supporting restoration invoices, it presents a compelling opportunity to acquire one of the great pre-war sports cars in a specification and condition suited to continued historic competition or prestigious road use

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

131

1971 Jensen Interceptor II Estimate: £25,000 - £30,000* Reg no: ACD 836K Chassis No: 1234196

306

MOT: Exempt

Jensen’s C-V8 replacement debuted in 1966 reviving a name first employed in the 1950s. However, several of the firm’s traditions were broken in that the design was outsourced to Carrozzeria Touring, and the bodies made of steel, not glass fibre. Early shells were built in Italy, by Vignale, before production of the hand-built grand tourer was established at Jensen’s Kelvin Way plant in West Bromwich. Power came from a 383 cu.in. (6276cc) Chrysler low deck big block V8, developing some 270 hp and driving through either a four-speed manual or three-speed Torque Flite automatic transmission to an LSD Salisbury rear axle. The specification included electric windows, reclining seats, a wood-rim steering wheel, radio with twin speakers, an electric clock, and reversing lights. MkI production ran for three years before being supplanted by the MkII. Introduced at the October 1969 Earls Court Motor Show the Interceptor II reflected the influence of American troubleshooter Carl Duerr who had been drafted into the West Bromwich firm the previous year. Benefiting from the same mechanical refinements as the final version of the Interceptor I including: balljoint suspension, taller 2.88:1 rear axle ratio, high output alternator, power steering, radial tyres and Girling disc brakes, the newcomer also boasted a restyled dashboard, more comfortable seats and the option of air conditioning. The MkIII followed two years later and was still in production when Jensen entered receivership during 1976, by which time some 6,408 Interceptors had been built. In previous long term ownership for 36 years, this Interceptor II benefits from a number of recent works. These include an engine out core plug replacement, the fitment of a new Holley carburettor and air filter and a new alternator. Sounding well on inspection and fitted with a stainless steel exhaust, ‘ACD 836K’ is offered with history file, invoices and current V5C.

132

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1962/1990 Jaguar D-Type 4.5 Litre Evocation

307

Estimate: £35,000 - £40,000* Reg no: 735 EXW MOT: Exempt Chassis No: 207927DN / 12700

‘This 190mph technical masterpiece, designed, built and prepared totally within Jaguar, was to achieve a hat-trick of spectacular Le Mans victories in the 1950s.’ - Paul Skilleter, Jaguar: The Sporting Heritage. Jaguar’s multiple 1950s Le Mans wins - twice with the C-Type and three times with its D-Type successor - as well as numerous victories in the other classic endurance events, have ensured a continuing healthy demand for copies of these rare and exotic works sports-racers. Constructed in 1989/90, this example uses an LR Roadsters Ram LM body/chassis kit, Jaguar XK engine and manual/overdrive gearbox. Constructed around a tubular-steel backbone spaceframe chassis, the kit comprised steel-braced glassfibre bodywork in long nose trim with full-width windscreen seen on the works Le Mans cars in 1955. Based almost exclusively on Jaguar running gear, unlike some rivals, the Ram LM was described by Kit Cars & Specials magazine as having ‘undisputed mechanical integrity,’ and ‘one of the most desirable replicas we have yet laid our hands on.’ The factory claimed 0-60mph in approximately 5.9 seconds and a maximum speed approaching 150mph. ‘735 EXW’ is powered by an XK unit prepared by the Forward Engineering Company Ltd of Meriden, Coventry. Dated November 1989 and addressed to then owner, Paul Blair, an accompanying specification sheet states that the engine would be enlarged to 4.5-litres incorporating gas-flowed ports, 1⅞” inlet valves, 45DCOE Weber carburettors, WAD camshafts, heavy-duty valve springs, heavy-duty con-rods and Tuftrided crankshaft, the reciprocating components being balanced to zero. A maximum output of 300bhp at 5,500rpm was estimated. Paul Blair had bought the D-Type as a rolling chassis in 1989 and various invoices relating to its construction are on file. Delivery was planned during January 1990. Purchased by a previous owner from Central Car Sales in 1996 for £16,250, it is registered as a 1962 Jaguar 3.8 coupe with an engine capacity of 4200cc and comes with a collection of invoices and current V5c document.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

133

2002 Aston Martin Vanquish Built to “Bond Specification” from new

308

Estimate: £50,000 - £60,000* Reg no: V12 CNB

MOT: April 2027

Chassis No: SCFAC13352B500171

A landmark model in Aston Martin’s history, the Vanquish MkI was unveiled at the 2001 Geneva Salon. Styled by Ian Callum and notable as his first ‘clean sheet’ design for the marque (as opposed to the DB7 which sat on a modified Jaguar platform), the newcomer featured a bonded composite aluminium chassis with carbon fibre backbone. Developed in conjunction with Lotus, the structure was equipped with all-round independent suspension and four-wheel, ventilated ABS disc brakes. A true Grand Tourer available in two-seater or 2+2-seater guises, the Vanquish was powered by a 6-litre V12 DOHC engine allied to automated six-speed manual transmission. With some 460bhp and 400lbft of torque on tap, the Fixed-Head Coupe was reputedly capable of 0-60mph in 5 seconds and 190mph. Although it broke a lot of new ground, the Vanquish was also notable as the last Aston Martin to be handbuilt at Newport Pagnell, with just 1,503 being completed before the arrival of the Vanquish ‘S’ in 2004. Die Another Day (2002) was the twentieth film in the James Bond movie series produced by Eon Productions. Directed by Lee Tamahori and produced by Michael G. Wilson and Barbara Broccoli, the story had been penned by Neal Purvis and Robert Wade drawing on influences from Bond creator Ian Fleming’s novels Moonraker (1955) and The Man with the Golden Gun (1965). It was the fourth and final film starring Pierce Brosnan as James Bond and also the last to feature Samantha Bond as Miss Moneypenny. The movie marked the James Bond franchise’s 40th anniversary and includes references to each of the preceding films. In the film, after having his license to kill reinstated by M, Bond is equipped with his new car - the Aston Martin V12 Vanquish (nicknamed the ‘Vanish’ due to its adaptive camouflage). Equipped with all the usual secret agent refinements including a cloaking device, which allowed it to become practically invisible at the push of a button, it featured heavily in the movie, especially during the Iceland segments in an elaborate chase with villain Zao’s Jaguar XKR. Despite reservations by some critics, mainly over its use of CGI, the film was nevertheless a box-office success and grossed $432 million worldwide. This notable Vanquish has the distinction of being the first car built to EON approved ‘Bond Specification’ and thus was the prototype/lead production example of the Die Another Day Hero cars. Furthermore, it was the first Aston Martin ever to be painted in Tungsten Silver (a shade specifically designed and created by EON Productions and Aston 134

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Martin for Die Another Day). First registered as ‘V12 AML’, it was also used as the official press demonstrator, the subsequent three chassis produced being the D.A.D Hero cars used in the movie. Essentially, it is the only factory-built facsimile of the three Bond cars, its importance being recognised by the fact it was subsequently retained by AML for their own use and marketing purposes. Today the car retains several rarities for the Vanquish; including the original umbrella, Aston Martin telephone, aluminium-backed owner’s book and a complete glovebox accessory kit. Signed by former CEO of Aston Martin, Dr Ulrich Bez and Director of Design at Aston Martin, Ian Callum, it further benefits from an uprated Vanquish S clutch assembly installed by RS Williams in 2017. Now appropriately registered ‘V12 CNB’, it is quite simply an Aston with wonderful pedigree and links to perhaps one of the greatest movie franchises in the history of world cinema.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

135

1962 Jaguar E-Type Series I 3.8 Fixed Head Coupé

309

Fresh from a 4,000 hour restoration Estimate: £100,000 - £120,000* Reg no: 941 PVO

MOT: May 2027

Chassis No: 860787

Chassis 860787 is a very early dished-floor E-type, which retains its matching engine number R6928-9 and body number V3344, with a correct-type Moss gearbox. The 787th E-type Fixed Head Coupé produced, and an original right-hand drive specimen, it was built on August 10th, 1962, in Opalescent Silver Blue with Light Blue trim and despatched on August 27th to distributor C. H. Truman of Nottingham. Ownership records start in 1969, when it belonged to the Venture Garage Ltd., motor engineers, of Holbrook, Derbyshire. The next owner was J. A. Dyson, who sold it in 1978 to Brian Bray for £410, when it was “so rotten it couldn’t be driven.” Bray lacked the time for the restoration; it was not started until 1985, and by 1990 it had stalled. In that period, the engine, gearbox and rear axle were overhauled, the body was stripped and sandblasted, the rotten floor was replaced with a flat-floor assembly, and various other body sections were repaired or replaced. Come 2017, Brian Bray and son Matthew accepted that they would not finish the restoration, so the Jaguar was placed into one of our sales where it was bought by the current owner, a lifelong automotive engineer and former semi-professional racing driver. Also the owner of a concours-winning Aston Martin V8, he had his heart set on finding a right-hand drive, 3.8-litre Fixed Head Coupé to restore in keeping with his philosophy: “Originality is my passion and conserving rather than replacing is my motto.” By that stage, much of the previous work needed to be done again. The body panels were covered in surface rust and one of the cylinders was hiding a mouse nest. The suspension parts were cleaned and bead-blasted, then plated with satin nickel (generally considered the best alternative to cadmium, which can no longer be used). Along with the differential, they were then pieced back together with new bearings, seals, universal joints and bushes. The brakes were blasted and replated, then refreshed with new pistons and seals where necessary. The brake lines and master cylinders were renewed, while the original servo was retained. The vendor overhauled the engine himself, with the machining performed professionally. The block was rebored and new pistons were installed. The crank was reground and issued with new bearings, and a modern lip seal replaced the leak-prone original. The head was refurbished with new valves, springs and bronze alloy guides, and the valve seats were upgraded for unleaded petrol. 136

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

In the body, defects caused by oxyacetylene welding were remedied, with new panel sections being MIG welded in place, and the flat floor was replaced by a correct dished floor. In 2024, the body was despatched to DPM Autobody, which had painted the vendor’s Aston Martin. During 2025, a new interior was supplied by Aldridge Trimming, and the car was taken for its first test drive on November 17th, 2025. It has since covered only 50 miles, with final fettling continuing up to August, 2026. The vendor’s records detail some 4,000 hours of restoration work and a total expenditure of £85,145 since purchase. This delightful E-type is supplied with paperwork including the 1969 green logbook and the current V5C, a detailed work and expenditure log from 2017 to 2026, a JDHT certificate, the April, 2026, issue of The E-type with an article detailing the restoration, an Operating, Maintenance and Service Handbook, pre-restoration photographs from c.1980, assorted invoices from 1985 to 2026, and an MOT with no advisories valid until May 18th, 2027. More information about this car may be found at https://etypefhcseries1.com/

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

137

1963 Aston Martin DB5 Sports Saloon

310

The 20th DB5 Built Estimate: £350,000 - £400,000* Reg no: UWM 361

MOT: Exempt

Chassis No: DB5/1320/R

A quick glance may deceive the casual observer into thinking that this is another Silver Birch DB5, but look again and observe the subtle difference in the colour – chassis DB5/1320/R is one of just three DB5s originally produced in Ice Blue, and possibly the only survivor. More impressively still, it is reckoned by the Aston Martin Heritage Trust to be only the twentieth DB5 ever built. As completed, it would have been fitted with a David Brown four-speed gearbox with overdrive, but in later years it was retrofitted with a genuine, and more desirable, ZF five-speed. It was delivered on October 26th, 1963, to the agent Brooklands of Eton, with the paint complemented by a beautiful Red Connolly leather interior, and “non-standard equipment” including chrome wheels and a Motorola 818 radio with a power aerial. Aston Martin Owners’ Club records reveal that ‘UWM 361’ originally belonged to J. Glassberg of Lancashire. Evidence suggests that this was Jack Glassberg (1933-2001), a wealthy heir whose grandfather had been one of the first people in the area to own a Rolls-Royce, and who later served as president of Southport Rugby Football Club from 1980 to 1984. By 1968, the Aston had been acquired by A. B. Bailey, and in 1970 it was owned by none other than the renowned marque specialist R. S. Williams. We are advised that ‘UWM 361’ was the original registration number, although it carried the registration ‘YFY 972’ while in the possession of Bailey and Williams. After being exported to the United States, the DB5 was partially dismantled and allowed to fall into disrepair, but it was repatriated in 1989 and reregistered with the DVLA by a gentleman connected with the Corley Ash Garage near Coventry – a relative of our vendor – and in December, 1989, he ordered a quantity of parts from Aston Service Dorset. The unfortunate Aston had been purchased for restoration in a totally stripped state, showing the remains of an earlier repaint in bright yellow! By April, 1990, our vendor had assumed responsibility for the car and its restoration, which was entrusted to Aston Martin Lagonda Ltd. during 1990 and 1991. Work commenced with panel repairs, followed by a repaint in the original

138

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

139

Ice Blue. Correspondence suggests that the chrome was replated at this stage, and while the vendor was given the option of having the interior completely retrimmed, he ultimately decided to preserve the original upholstery in its appealing patinated original condition. The photographs taken of the car at the end of the restoration show it carrying the registration ‘KGH 574A’, which we understand was the age-related number originally allocated before the vendor succeeded in reclaiming ‘UWM 361’ in July, 1991. The restoration of the bodywork and interior reached completion in the June of 1991, with an invoice on file revealing that the entire cost of the project amounted to over £54,000. Additional work continued into the July, when the DB5 received a 1,000-mile service, along with the cleaning of the carburettors and fuel system, and the fitment of a set of five chromed wheels, at a combined cost of £4,356. In October of that year, Aston Martin Lagonda stripped the engine and renewed parts including the cylinder liners, piston rings and oil pump, at a cost of £8,240. Many thousands more were spent with Aston Martin Lagonda on more minor tasks up to 1994, with the gearbox stripped to receive a new second gear synchro ring in May, 1992, and dent removal and paint repairs on a couple of occasions. In April, 1993, a complete cylinder head overhaul was performed along with other minor jobs for £4,809, incorporating new valves, guides, seats and inserts. In April, 1994, the engine was stripped again for a really thorough overhaul costing £10,500; it extended to a replacement cylinder block, plus new pistons, crankshaft, big-end and main bearings, timing chains, and so on. In the thirty-five years or so which have passed since the completion of 1320/R’s restoration, it has been greatly enjoyed by the owner, who has not been unduly fussy about using it. It has often been exercised on local errands – why use a modern car when there’s a perfectly good DB5 in your garage? – and has occasionally been exhibited at shows, with the vendor being a longstanding member of the Aston Martin Owners’ Club. With its older body restoration and engine overhaul, the Aston is an ideal car to use and improve according to one’s requirements; there is scope for enjoying it as it is, but it would be equally rewarding to subject it to a restoration up to a concours standard. Just for bidders’ peace of mind, the vendor has advised that it will receive a fresh service before it is auctioned. This altogether charming specimen has a thick history folder including a copy of the factory build sheet, correspondence from the AMOC, extensive invoices from Aston Martin Lagonda spanning 1990 to 1994, and a comprehensive set of photographs documenting the bodywork restoration. Also supplied is a spare set of the correct Borrani wheels, to be refurbished.

140

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

141

1971 Jaguar E-Type V12 Roadster

311

Factory finished in special order Bahama Yellow Estimate: £55,000 - £65,000* Reg no: RYY 306K MOT: Exempt Chassis No: 1S1118BW Pleasingly original, this automatic transmission example is finished in its special order factory colour combination of Bahama Yellow with black leather. UK supplied by Henly’s London to a Mr Light (Leight) of Denver Properties on November 12th 1971, it was registered ‘JMK 797K’. Accompanying invoices, back to PDI and delivery at 28 miles, show it being well cared for with regular work carried out by Henly’s throughout the 1970s and 1980s. These, along with the fastidious MOT history, record it being registered as ‘5 GLE’ between 1976 and 1996. Passing to Mrs Light (Leight), seemingly after her husband’s passing, she retained registration ‘5 GLE’ and sold the Jaguar to a Mr Webb of Surrey. Invoices and MOT history from the early 2000s up until around 2016 are present. Numerous invoices from Surrey Jaguar Centre and others detail works completed, including a gearbox overhaul in 2013 (over £7,000), new header tank in 2013, high torque starter motor in 2016 and other servicing and parts/repairs throughout the 2000s and 2010s. Our vendor, the 5th keeper, acquired the car in 2023 to add to his stable of notable British cars. Works in his ownership include; front and rear brake callipers nickel plated and fitted with new seals, pistons and pads; rear discs replaced; offside front and nearside front track rod ends replaced; front suspension dust covers replaced and greased; front and rear suspension dampers and rear coil springs upgraded to Gaz shock absorbers; rear trailing arms replaced; rear subframe removed, cleaned and powder coated; diff pinion seal and gasket cover replaced; diff oil, engine oil, fuel filter and sundry fuel hoses replaced; SNG Barrett ignition system upgrade; various coolant hoses and clips replaced; engine gasket set replaced (inlet and exhaust); valve clearances checked; leak down test completed; gearbox mount and spring replaced; chassis, engine and gearbox checked (matching numbers). A regular attendee of Staffordshire car shows, it represents an exceptional opportunity to own a very special E-Type. 142

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1966 Ford Mustang 289 Estimate: £18,000 - £22,000*

312

Reg no: LHH 252D MOT: Exempt Chassis No: 6R07C165153 In continuous production since 1964, the Mustang is currently the longest-produced Ford car nameplate. Currently in its sixth generation, it is also the fifth-best selling Ford car. The namesake of the “pony car” automobile segment, the Mustang was developed as a highly styled line of sporty coupes and convertibles derived from existing model lines, initially distinguished by “long hood, short deck” proportions with the the emerging baby boomer market of the 1960s firmly in the mind of Ford’s management. Available from dealers with a bewildering array of options, the model’s youth appeal, innate good looks, tuning potential and impressive V8 powered performance, not to mention myriad competition successes in a wide variety of sporting events, have led to the iconic Mustang enjoying legendary status amongst buyers and collectors. Originally predicted to sell 100,000 vehicles yearly, the 1965 Mustang became the most successful vehicle launch since the 1927 Model A. Introduced on April 17, 1964 over 400,000 units were sold in its first year; the one-millionth Mustang was sold within two years of its launch. This Ford Mustang is described as a fantastic example which was imported from California in 2016 and UK registered that July. Assembled at the San Jose plant, it is fitted with the optional 200hp 289 V8 and in 2017 underwent restoration work costing c.£8,300 plus an overhaul of the automatic gearbox and torque converter. We are advised the result is a great driving Mustang in fine condition. Reportedly “an incredibly usable classic”, it should make journeys a very pleasurable experience. All windows are manually operated and are said to work fine whilst the car starts easily. The restoration is well documented in a collection of invoices and ‘LHH 252D’ comes with details on its former export and a current V5c document.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

143

1962 Jaguar Mk. II 3.8 Coombs The Original Coombs Demonstrator; ‘BUY 1’!

313

Estimate: £130,000 - £160,000* Reg no: 7903 PK

MOT: April 2027

Chassis No: 207946DN

We are extremely privileged to be offering for sale not just a Coombs Mk. II Jaguar, but one of the most important of all the Coombs cars. Initially carrying the famous Coombs-owned registration number ‘BUY 1’, this 3.8-litre car was manufactured on March 7th, 1962, and then despatched viâ distributor Henlys to Coombs of Guildford, being registered on April 3rd, 1962. It was retained by Coombs itself for use as one of their two press demonstrators. As such, it was deliberately eye-catching, finished in the Jaguar factory colour of Carmen Red but with a Black fabric-covered roof – a non-factory option which appeared in the Coombs catalogue, though it is thought that this car is the only one to have received it. Coombs published a list of modifications, categorising different options as Basic, Specialist or Competition. This Jaguar was prepared with nearly all the available Coombs modifications during March, 1962, with the mechanical work being undertaken by Coombs employee Ken Bell. A press photograph was taken of the car as completed, with ‘BUY 1’ number plates, and has appeared in some books about the Jaguar Mk. II. Having served its turn as a demonstrator, the car was sold and issued with the registration ‘7903 PK’. A 1965 letter from David Joel disclosed certain particulars from when it was new: “The original purchase price was £2,380 and during the period 17th September 1962/14th January 1965 the total service expenditure was £608. 11. 4. plus the complete servicing, general overhaul on 14th January 1965 at a cost £87. 3. 3.” Joel’s letter listed the various modifications, which were corroborated in 2025 by Ken Bell, who detailed them in a letter to our vendor and confirmed his involvement with the car’s build. Bell himself was the owner of ‘7903 PK’ for a time. After being asked to authenticate it in 1992, he exchanged a 4.2-litre E-type coupé for it in 1993. As he remembered, “The vehicle was at that time still in running order but in generally tired condition with no MOT. Over the following three or four years it was refurbished, being registered and returned to the road in 1997.” The full list of original modifications, as detailed by Bell and Joel, was as follows: fully modified engine; 2in. SU HD8 carburettors with cold air intake; modified exhaust with handmade silencers and straight-through tailpipes; high-ratio steering (3½ turns lock-to-lock); high-rate front springs; all-round Vari-Flow adjustable shock absorbers; strengthened rear spring location; modified rear wheel arches;

144

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

145

leather-covered roof panel (actually vinyl on this car); additional long-range 9.4-gallon fuel tank; E-type wood-rimmed steering wheel with centre horn push; manually-controlled choke switch. The only Competition option not fitted was the special anti-roll bar. Bell noted that the Jaguar was ordered with a few ex-works extras, namely wire wheels, a close-ratio gearbox and reclining seats. Joel’s 1965 letter also referred to the car having a modified overdrive, lowered rear suspension, safety belts and an HMV radio. The full competition engine was described in the brochure as having 9.5:1 compression-ratio pistons, a specially balanced crankshaft, con-rod and clutch assembly, a lightened flywheel, a gas-flowed cylinder head with attention to the manifold and valve seats, and open trumpet carburettor intakes. A few of the Coombs modifications could be described as resourceful; the steering box, for example, was the standard steering box from the early Jaguar 2.4 Litre saloons, and the choke switch was a modified Lucas reversing light switch. The Jaguar has had only three owners since 2005. Early in the previous ownership, it spent some time with well-known historic competition specialists Woolmer Classic Engineering. Ken Bell viewed the car in March, 2025, and remarked in his letter that “The specification is exactly as when new… The current indicated mileage of 92,526 is, to the best of my knowledge and belief, the correct original mileage.” The MOT history supports the belief that the present mileage of 93,500 is original, with the reading in 2006 having been taken at 90,748. The vendor describes the Jaguar’s paintwork as “very good” but rates all other cosmetic, bodily and mechanical elements as “excellent” following a high-quality restoration. One aspect of the restoration work was the removal of the original dashboard, so that the old lacquer could be taken off and replaced, the veneer then repolished. The gearbox and limited-slip differential were recently fully overhauled, including a new-old-stock crown wheel and pinion, and the propeller shaft has been rebalanced. For ease of use, electric power steering has been installed, but the vendor points out that the modification is reversible and the original high-ratio steering box is supplied with the car. In 2025, the Jaguar enjoyed the prestige of being exhibited at the Concours of Elegance at Hampton Court Palace. The restoration and subsequent upkeep of this car has evidently been something of a passion project for its present owner, and the vast quantity of paperwork befits such a meticulously-kept car. There are two very dense history folders which have been thoughtfully compiled, an assortment of spares, an MOT with no advisories valid until April, 2027, a Jaguar Daimler Heritage Trust certificate, and various magazines with articles involving ‘7903 PK’. Notable among these is the December, 2019, issue of Jaguar World, which ran a full feature on the car. For any connoisseur of the Mk. II, ‘7903 PK’ is surely one of the most desirable survivors, and would make for a star exhibit in any marque collection while also having the potential to provide real thrills out on the open road.

146

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

147

1913 Rolls-Royce 40/50hp Silver Ghost Colonial Landaulette

314

Coachwork by Barker Estimate: £240,000 - £280,000* Reg no: R 1130

MOT: Exempt

Chassis No: 2297

The 40/50hp was the model upon which Rolls-Royce’s reputation as manufacturers of ‘The Best Car in the World’ was founded, and it made its debut at the November 1906 London Motor Show. A conventional but beautifully executed design, the newcomer was based around a massive ladder-frame chassis equipped with leaf-spring suspension all-round, powerful rear wheel brakes and spiral-bevel final drive. Displacing 7036cc (7428cc from 1910), its six-cylinder engine featured a seven-bearing crankshaft, full pressure lubrication and 12 spark plugs (fed via a dual magneto / coil ignition system). This wonderfully torquey yet eerily quiet side-valve unit initially drove through a three-speed gearbox, but a further forward ratio was added from 1913 as a result of the famous London to Edinburgh trials, which demonstrated the 40/50hp’s sporting abilities. With a shrewd eye for publicity, Managing Director Claude Johnson had the company demonstrator ‘AX 201’ (the car that inspired the now legendary Silver Ghost moniker on account of its striking livery and silver-plated fittings) take part in both the 1907 Scottish Reliability Trial and an RAC scrutinised 15,000 mile endurance run immediately afterwards. Though made to journey between London and Glasgow no less than 27 times as part of the latter ordeal, a thorough post-event examination revealed the car had suffered no appreciable wear to its engine, gearbox, rear axle or brakes. Born into one of Great Britain’s grandest aristocratic families, the Honourable Eveline Mary Curzon grew up at Kedleston Hall in Derbyshire. Marrying the fabulously wealthy businessman and racehorse owner Sir James Percy Miller Bart DSO in 1893, the couple were renowned for the society gatherings they held at their Grosvenor Square, Belgravia and Duns, Berwickshire properties. The latter, Manderston House, was comprehensively remodelled such that it has long been feted as among the greatest stately homes of the Edwardian era (complete with a ‘Silver Staircase’). Widowed at a young age, the Hon Lady Miller continued to divide her time between London and Scotland with invitations to her lavish receptions and balls being highly coveted. If any Edwardian motorcar could make light work of her ‘commute’, it was the Rolls-Royce 40/50hp Silver Ghost.

148

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

149

Little wonder then that she ordered chassis 2297 via Messrs Berliet Motors of Sackville St, London W1. Bodied by the pre-eminent firm Barker as an Open-Drive Landaulette complete with a sumptuous interior and commodious roof rack, the car doubtless made use of its reinforced ‘Colonial’ specification chassis on the c. 400-mile run between the two countries. Passing from one grande dame to another, the Rolls-Royce’s second owner was Mrs Amelia Frances Gandar Dower of 30 Collingham Gardens, Kensington (later the Embassy of Qatar). Surviving World War Two, the Silver Ghost migrated north again ending up with the SMT Garage, Carlisle. Painted Green and re-registered as ‘HCA 779’, the Laundelette was bought by A.J. Barton Esq of the nearby Hadrian’s Camp military base in August 1951 for a modest £120. Changing hands the following year for £225, chassis 2297 belonged to Ken Rosewell Esq who is thought to have been custodian when its 1953 Coronation Rally plaque was received. During October 1955 the vehicle - now re-registered ‘R 2121’ - was in the stewardship of J.A.G. Burchell Esq of Chigwell, Essex who repainted the coachwork in Dark Blue with Yellow coachlines. In 1987 the Silver Ghost was acquired by Frank Cholerton of Derby, who carried out a fine restoration, repainting the car in its present Burgundy with black wings and re-registering it with the current number ‘R 1130’, an appropriately early Derby plate. The penultimate keeper bought the Rolls-Royce in 1990. Taken off the road during 1993, the Silver Ghost was kept in dehumidified storage - on axle stands - and regularly run and maintained. Sold via Bonhams in December 2010 for £419,500, chassis 2297 was despatched to noted marque specialist A.J. Glew for the fitment of an electric starter and other fettling. Sparingly used by the seller - though a notable highlight was the Landaulette’s participation in the Lord Mayor’s Show through the Capital’s streets a few years ago - more recent work has seen the car treated to a new radiator core. Starting readily and running well during our recent photography session, the Rolls-Royce’s most recent service was undertaken by Kenworthy & Co Vintage Motor Works Ltd. A magnificent ‘parallel bonnet’ Silver Ghost able to boast its original engine, coachwork and an illustrious history to boot, chassis 2297 is surely worthy of a place in another eminent collection?

150

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

151

1972 Mercedes-Benz 280 SEL 4.5

315

Estimate: £16,000 - £20,000* Reg no: EKH 691K

MOT: Exempt

Fitted with RS Series X-pack upgrades

316

Estimate: £12,000 - £16,000* Chassis No: 10806812010279

The 4.5-litre engined 280 SE (Type W108) typifies the resurgence of larger-engined Mercedes-Benz models that began in the late 1960s and early 1970s. The ultraluxurious 450 SL Roadster/Coupé was the model chosen in 1971 to launch the magnificent new 4.5-litre V8 engine. An over-square design featuring a cast-iron block and aluminium-alloy cylinder heads, each equipped with a single overhead camshaft, this all-new, state-of-the-art power unit produced 225bhp courtesy of Bosch electronic fuel injection and transistorised ignition. It helped meet the demands of the vitally important United States market, and was soon outselling the 3.5-litre version. As usual, there was also an ‘SEL’ model on a longer wheelbase. Although W108 sales worldwide reached nearly 383,000, the 280 SEL 4.5 achieved fewer than 22,000, making it relatively rare. These cars were also the last Mercedes-Benz models with classic stacked headlamps. First UK registered in March 2019 this 280 SEL 4.5 was formerly a resident in the car friendly climate of California. Fitted with a desirable sunroof, the car’s coachwork is resplendent in repainted silver whilst the black leather interior benefits from new carpets. Built to last, these W108 models are increasingly sought after and ‘EKH 691K’ is worthy of close inspection and is offered with a collection of paperwork plus a current V5c document. 152

1974 Ford Capri Mk2 3.0-litre Ghia

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: PNN 51M

MOT: Exempt

Chassis No: GAECPT01573

This manual transmission Capri II 3-litre Ghia has been period fitted with X-pack upgrades and is now finished in black with a subtle white coachline and original dark grey velour interior which remains in good condition. Purchased by present (and fifth) owner in 1977, it displays a very credible 55,015 miles. The history file includes a collection of restoration invoices, owners handbook and original Ford issued RS Capri II Series X specification sheet and Specialised Engines running in sheet (supplied with the upgraded (original) engine and dated November 1982), old MOTs and vendor’s report sheet detailing restoration and upgrades (upgrades were purchased in November 1979 and are understood to be in line with Ford RS Capri Series X Specification). Hardly used by the vendor since 1998 due to pressures of business but always kept in a dry garage and well maintained, it is considered by him to be in “very good overall condition” and benefits from a factory fitted (and operational) steel sunroof. A well-specified Capri, ‘PNN 51M’ represents an excellent opportunity to acquire a most attractive and well-specified 3-litre Ghia Capri II with period correct upgrades.

1935 Morris Eight Tourer

317

Estimate: £8,000 - £10,000* Reg no: DPD 230

MOT: Exempt

2001 Rover Mini Seven 1 of just 374 Sevens built

318

Estimate: £12,000 - £14,000* Chassis No: 64337

Unveiled in 1935 in response to Ford’s Model Y, the Morris Eight was better equipped than most of its competitors and boasted electric wipers, synchromesh on the upper two gears, and highly effective Lockheed hydraulic brakes. The range included both Two-Seat and Four-Seat Convertibles and was powered by a Morris UB-series 918cc four-cylinder side-valve engine with a three-bearing crankshaft and single SU carburettor with maximum power of 23.5bhp (17.5kW). The success of the Eight range allowed Morris to regain its title as Britain’s largest car manufacturer with the last example rolling of the production line in 1948. The Morris Eight Tourer is now a fairly rare model on the classic car scene, easy to maintain with a good spares back-up network. The Morris Register provides excellent support and valuable information on running pre-war cars. Subject to an older, ‘ground up’ restoration in the 1990s this charming example finished in green / black with green leather was featured in the 1981 TV series ‘Nanny’ featuring Wendy Craig. More recently benefiting from over £8,700 of engine work completed by TR Enterpises in 2023, it is offered with a history file including a buff logbook, invoice listing the engine work, historic photographs plus current Swansea V5C and has been stored in a Carcoon by the current vendor.

Reg no: Y542 VJW

MOT: July 2027

Chassis No: SAXXNSAZEYD185248

This endearing limited-edition Mini was supplied new by Evans Halshaw Rover of Aston, Birmingham, and of the 374 home-market Sevens, it is one of 233 finished in Solar Red. Its first owner enjoyed it until 2008, and, even more enamoured, the second cared for it until 2025, when it was bought by another ardent Mini enthusiast. MOT history back to 2005 confirms that the present mileage of just over 26,300 is genuine, and testifies to the Mini having lived a life of sympathetic and sparing use. Its present certificate, showing no advisories, is valid until July, 2027. Altogether, this is very well-preserved car. As per its original specification, it still has the alarm and immobiliser, cream and red seats in the style of the original Austin Mini Seven, a red dash and matching one-piece carpet, plus two sets of keys and the original jack. It has had a new exhaust and catalytic converter fitted, and has been personalised slightly with body-coloured wheel arches and 12in. Minilite-style wheels. In addition to the MOTs, paperwork includes service records, sales literature, the current V5C, and the original book pack with wallet. The Mini started readily and ran well for our photoshoot.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

153

1981 Rolls-Royce Corniche Convertible

319

Estimate: £70,000 - £90,000* Reg no: GSK 454

MOT: Exempt

Chassis No: DRH0050701

Rolls-Royce registered the Corniche name in the 1930s and apparently assigned it to a prototype based on the Bentley MKV, but the model was never progressed due to the onset of World War Two. The moniker was finally first employed in 1971 on the Coupe and Convertible versions of the Silver Shadow. In common with the Shadow, the newcomer was penned by in-house designer John Polwhele Blatchley and the underbody and floorpan crafted by Pressed Steel Fisher. Initial assembly (including alloy bonnet, bootlid and doors) was thereafter entrusted to the coachbuilder Mulliner Park Ward of Willesden, London – by then a whollyowned division of Rolls-Royce. At this stage the cars were transported to the main factory in Crewe for the installation of the running gear before returning to London for the trimming, painting and finishing. Power was provided by the company’s venerable 6.75-litre V8, whose origins could be traced back to the 1950s. This was mated to a GM Turbo Hydramatic 400 three-speed automatic transmission. Suspension was independent by coil springs all round, augmented by a Citroen-originated hydraulic self-levelling system. Braking was by discs, with ventilated units being phased in for 1972. Introduced some five years later, the second series version of the Corniche gained the same rack and pinion steering and improved front suspension geometry as its Silver Shadow II sibling. Further improved in 1979 / 1980, the coachbuilt cars adopted mineral oil for their hydraulic systems and a modified rear suspension set-up that presaged the one that the Silver Spirit would later adopt. The vast majority of the 2,017 second series Corniche Convertibles sold between 1977 and 1987 were to left-hand drive specification. Finished in stunning Willow Gold Metallic with its sumptuous Beige leather upholstery complimented by a Chocolate Brown dashtop, piping and Everflex soft-top, chassis DRH0050701 was originally supplied via Gauld’s of Glasgow for the princely sum of £63,757 (the equivalent of over £250,000 today). The original sales invoice pleasingly remains on file as do other documents which record the Rolls-Royce’s mileage in 1991 and 1994 as being 5,271 and 8,523 plus approximately 1,500 respectively. The latter, a sales invoice issued by the renowned marque specialist P&A Wood, suggests that the Corniche had undergone a speedometer change. Today, the luxurious convertible displays just 17,200 miles to its odometer and is thus thought to have covered less than 19,000 154

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

miles from new. Notably well preserved, the Corniche has been kept garaged throughout its life and seemingly only enjoyed on the occasional high day and holiday (apparently averaging a scant 416 miles per annum). Items such as the often lost Lucas fog light covers remain in situ as do numerous under bonnet stickers which are typically burnt off on higher mileage examples. Indeed, the seller deems ‘GSK 454’ to be in “exceptional overall condition” and highlights the cossetting interior with its lustrous wood veneers, power soft-top roof, all round electric windows, electrically adjustable seats, air conditioning, power steering, front / rear headrests and radio / cassette player. Worthy of close inspection, this decidedly handsome second series Corniche is offered for sale with copy RREC construction / test records, the aforementioned original sales invoice, replacement service book, period sales brochure, assorted old MOT certificates and various invoices (which include P&A Wood).

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

155

1925 Rolls-Royce Phantom I Dual Cowl Tourer

320

Estimate: £35,000 - £45,000* Reg no: YL 1517 Chassis No: 26MC

MOT: Exempt

Unveiled at Rolls-Royce’s Conduit St, London showrooms during May 1925, the ‘New Phantom’ combined the proven chassis design of its illustrious Silver Ghost forebear with a brand new engine. Quoted as being an impressive thirty-three percent more powerful than the straight-six it supplanted, the 7668cc unit featured overhead valves set in a detachable cylinder head, two-cylinder blocks with three cylinders each, an aluminium alloy crankcase, and a massive seven-bearing crankshaft. Bore and stroke dimensions of 108 x 139.7mm resulted in abundant torque enabling the flagship Rolls-Royce to accelerate from walking speed to approximately 80mph in top gear. Remaining in production until 1929, some 2,269 New Phantom chassis were delivered. Supplied new to R.A. Wright Esq – rumoured to have been the prominent lawyer The Right Honourable The Lord Wright GCMG PC FBA – chassis 26MC was initially bodied by Windovers as a Landaulette. First registered in London on 7th August 1925 (or so its ‘YL 1517’ number plate would imply), the Rolls-Royce had relocated to Bristol some fifteen years later. Reconfigured for use as first a Hearse and then a Pick-Up by undertakers-cum-garagistes Edwards of Clifton Ltd, the Phantom passed to Peter Douglas Kennedy Esq in 1966. Entering the current family ownership during the late 1990s before being re-registered with the DVLA in 2000, the Rolls-Royce’s handsome Dual Cowl Tourer coachwork is understood to have been crafted (or at least commissioned) by David Rowe. Part of a substantial private collection for the past three decades, the Phantom has recently been awakened following several years’ slumber. Starting readily and running well during our recent photography session, ‘YL 1517’ would nevertheless benefit from methodical recommissioning prior to any sustained usage. A notably early ‘V Series’ car with a comparatively lightweight body, chassis 26MC has the makings of a capable long distance Tourer. Offered for sale with continuation buff logbook, current V5C Registration Document and sundry paperwork. 156

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1969 Mercedes-Benz 300 SEL 6.3

321

1 of just 702 RHD examples built Estimate: £45,000 - £55,000* Reg no: ABW 661G MOT: Exempt Chassis No: 10901822001948 Few performance saloons of the period carry the same presence as the 300 SEL 6.3. Brainchild of Mercedes-Benz engineer Erich Waxenberger, and introduced in March, 1968, it combined the 6.3-litre M100 V8 and automatic transmission from the mighty Mercedes-Benz 600 with the more discreet W109 saloon body, of the 6,526 made, just 702 were RHD. Built in May, 1969, and, strangely, although it’s an original factory right-hand drive car, its destination when new was the United States, with excellently specification, including the four-speed automatic transmission, brilliant Red leather upholstery, air conditioning, power windows and power sunroof, and a Becker Mexico cassette radio. Work undertaken by or for the previous owner included a thorough overhaul of the air suspension system and the braking system, with fitment of new discs, pads and callipers. The hoses, fluids and filters were renewed, the mechanical fuel injection pump was serviced, the distributor cap, rotor arm and spark plugs were changed, and the car received new tyres. It is equipped with the desirable Bundt “Mexican hat” alloy wheels and in recent years has been equipped with a Magnaflow exhaust system with a cross-over. Understood to have spent much of its time in Florida, hence the current registered keeper writes: “This is a super solid car, with none of the usual corrosion associated with the model. The leather interior is in excellent shape, as is the woodwork, while the bodywork is super straight and sound.” It displays a lovely light patina, which testifies to the originality of the interior. The history file includes the current V5C, in addition to a copy of the original data card and factory build record, a dating certificate from the Mercedes-Benz UK Ltd. Homologation Department, original sales literature, and an original owner’s manual.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

157

1936 Bentley 4¼ Litre Vanden Plas Sports Tourer

322

Entered from the Evison Family Collection Estimate: £160,000 - £200,000* Reg no: DXM 225

MOT: Exempt

Chassis No: B81JY

One of the twelve original Sports Tourers, B81JY was originally supplied to Harry Rose, a man cut from much the same cloth as Malcolm Campbell, if not quite so well-known. Like Campbell, Rose worked in the motor trade but would race at Brooklands when he had the opportunity. He had been born into considerable wealth, with his family having founded Universal Stores, a major consumer goods retailer, in Manchester in 1900. To give some idea of Rose’s immense riches, when he took delivery of the Bentley he had just changed his address from Grosvenor House on Park Lane to Kenstead Hall, a Mock Tudor mansion on Bishop’s Avenue, Finchley – a road journalists like to call “Billionaire’s Row.” As a member of the Brooklands set, Rose most notably bought the ex-Whitney Straight 2.9-litre Maserati and proceeded to race it himself, before loaning it to the up-and-coming ace Dick Seaman, who had the cylinders reduced to 2.6 litres. In Seaman’s hands, Rose’s Maserati was a very successful machine, winning the 1936 British Empire Trophy, among other races. Rose took ownership of this Bentley, registered ‘DXM 225’, on April 27th, 1937, and a photograph of him standing proudly by his new car may be seen in Bentley: The Silent Sports Car 1931-1941 by Michael Ellman-Brown. It was ideal for his needs, and he would use it on a number of occasions for high-speed runs into Europe, always travelling in the utmost comfort. It was finished the wonderful colour scheme of Belco Ivory with Apple Green leather upholstery, with special coachwork details including the extension of the bonnet louvres into the scuttle. Other features included a special hood material, Bosch fog lamps, a special dashboard veneer, a Philco radio set, a pair of luggage straps, a GB touring plate, and a wing-mounted rear number plate. Rose’s association with the car was short-lived, because in September, 1938, it passed to G. B. Shrubsall of the Villa la Batterie, St. Tropez. This is believed to be George Shrubsall (1908-57), a fellow racer whose entries included the 1937 Three Hours of Marseilles in a Bugatti (DNS) and the 1939 Le Mans where, although listed as a driver for one of Luigi Chinetti’s Talbot-Lago T26s, he never actually drove. Shrubsall appears to have kept it through the war, and in June, 1947, it

158

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

passed through Jack Barclay to Sunvic Controls Ltd. at 132, Long Acre, WC2. In 1951, ownership passed to Mr. Ryland Davis of London, W8, and in 1963 it passed to D. A. Nicholas of the Bridge Garage, Lifton, Devon. Another change occurred in 1966, with C. J. Bell of Moseley, Birmingham, taking possession. By 1977, it was owned by one E. Franck and sold that year through a Christie’s auction in Switzerland to David R. Moss of Crans-près-Céligny. As of 1981, B81JY remained in Switzerland with Moss, although little was heard of it thereafter until 2018, when it was acquired for the present family’s collection, reimported, and issued with its original registration number. Between 2020 and 2021, it received £50,000 worth of work from Ben Smith Engineering Services, which included over £20,000 on the engine plus the fitment of a high-ratio back axle to aide long distance touring. As part of a private collection, the Sports Tourer has seen minimal use during that time but has been kept in wonderful condition, evidently having received a high-quality restoration in the past, although with the interior remaining pleasingly original and well-preserved. It will surely cause a positive stir at any event it attends. It is supplied with copies of the extensive factory build records and other history, scans of its photograph in The Silent Sports Car, and a brief outline of the work performed by Ben Smith Engineering Services.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

159

160

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

161

1934 SS 1 2½-Litre Tourer Exemplary restoration; former Pebble Beach award winner!

323

Estimate: £150,000 - £200,000* Reg no: KV 9740

MOT: Exempt

Chassis No: 247994

Thoroughly revised for the 1934 season, the S.S. 1 range comprised Coupe, Tourer and Saloon variants. Although similar to that which underpinned their predecessors in terms of its 9ft 11in wheelbase, underslung rear axle, all-round semi-elliptic leaf-sprung suspension and cable-operated 12½in drum brakes, the trio’s cruciform-braced chassis offered superior roadholding thanks to a two-inch wider track. Sourced from the Standard Motor Company, the two straight-six engines on offer were enlarged to 2,143cc (16hp) and 2,663cc (20hp) respectively with the latter also gaining a higher performance alloy cylinder head. Easier and quicker to use, the improved four-speed manual transmission incorporated synchromesh on second, third and fourth gears. A world away from earlier S.S. 1 variants – in dynamic if not stylistic terms – they were proof that there was real substance to William Lyons’ fledgling marque. Allying flamboyant curves to subtle detailing, the svelte two-door 20hp Tourer was little short of an Art Deco masterpiece. With its shield-shaped radiator grille, fold-flat windscreen, voluptuous dual cowl scuttle, sloping tail, full flowing wings, cut-away doors, heavily louvered bonnet / chassis side rail covers and sleek blade bumpers, the open four-seater was arguably among the best-looking British cars of the 1930s. Barely less dramatic, the interior featured an imposing four-spoke sprung steering wheel, hexagon surround instruments, sunburst patterned door cards and sumptuous Vaumol leather upholstery. Belying appearances, it could accommodate tall drivers with ease. Reputedly able to exceed 80 mph and return 23 mpg under favourable conditions, the S.S. 1 20hp Tourer proved a worthy ancestor to the likes of the S.S. Jaguar 100. Of the 1,250 S.S.1 cars made during the 1934 model year, just seven 20hp Tourers are thought to have survived to the present day. Registered new by SS Cars in Coventry, ‘KV 9740’ was then despatched to Rossleigh Ltd. of Edinburgh, where it served as a dealer demonstrator before being sold to a local doctor. It is understood to have remained in Scotland until 1964, when it moved south, and in 1969 it was exported to Texas. It then languished in single ownership from 1971 until December, 1990, when it was discovered and subsequently reimported by our vendor, having been found in Waco in a dismantled and thoroughly derelict condition. It was then restored on quite a monumental scale, until it was brought up to a condition fit for the world’s greatest concours d’élégance.

162

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

163

In the vendor’s own words: “In 1991 I took 1,000 hours to research the car, as there was no internet, all drawings were burnt in the factory fire, and I could not see another car to copy as there are only seven 1934 models left. In the second year, I dismantled the complete car. All items were restored by me or world-class companies. From 2014 to early 2015, the car was still not good enough, and I restored lots of items again, after seeing cars at Pebble Beach. I have restored it three times (to its best ever condition) into a work of art, which was my original objective in 1990. I have spent 20,000 hours myself over thirty years on it, and over 100 hours have been spent with the top restoration companies, so it could be the best SS1 in the world.” Choosing a period colour scheme of Cream and Chocolate with chrome wire wheels (as fitted to the personal SS1 of William Walmsley, William Lyons’s business partner), our vendor performed the majority of the restoration himself, and in 1996 it made its first major public appearance as one of twelve cars selected for the Edinburgh Festival Cavalcade of 1996, which marked the centenary of the British motor industry. In 1997, it formed part of a heritage display at the Centenary Scottish Motor Show, and was crowned the Autoglym Champion of Scotland in 1998. Also in 1998, it was invited to be displayed at the opening of the new Jaguar Daimler Heritage Centre at Browns Lane. Having acquired a reputation, in 2000 it was invited by Lord March to star at the Cartier Style et Luxe Concours at the Goodwood Festival of Speed. This was followed by participation in the Sir William Lyons Centenary Rally in 2001, where it won the Spirit of the Event award, and in 2004 it placed second overall in the European Concours d’Élégance at Düsseldorf Galopp, with event chairman R. A. Gathercole writing “This car is 100 per cent. perfect in every respect and certainly is better than when it was new.” In 2006, it attended the Jaguar Drivers’ Club’s Fête Champêtre & Concours d’Élégance at the Hurlingham Club, and was named “The Car I Would Most Like to Take Home” by Sir Michael Burton, Chairman of the Hurlingham Club, but its greatest honour to date was participating in the Pebble Beach Concours in California in 2015, where it placed third in its class – it might have clinched victory had it not been for a faulty headlamp! The vendor adds, “The top judge told me it was the first time in sixty-four years that a private person, having done most of the work himself, had won an award there.” Other concours appearances and awards are far too numerous to list, but it was most recently exhibited at the Concours of Elegance at Hampton Court Palace in 2021 on the recommendation of James Brooks-Ward, chief executive of Thorough Events and a member of the Pebble Beach committee. Our vendor says, “To exhibit among sixty of the rarest cars in the world was unbelievable. I wish I had been there myself but I had just had a knee replacement. After the event, James telephoned me to say the other cars were incredible and there was not one worth less than half a million pounds. Whoever would have thought a car that was left as scrap for twenty years could have won awards at Pebble Beach and twelve other events?”

164

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

165

1965 Austin Mini Cooper S 1293 Mk. I Rally Car

324

Entered from the Ronald White Collection Estimate: £30,000 - £40,000* Reg no: EWK 799C MOT: Exempt Chassis No: C-A2S7676009 ‘EWK 799C’ was converted to Group 2 historic rally specification in the late 1980s by Tom Seal. It was extensively uprated to an extremely high state of tune, with the engine bored out to 1,293cc and equipped with a Kent 296 camshaft and ultra-light flywheel. The engine was the work of Cliff Humphries, formerly of BMC’s Abingdon Competitions Department, and when it was dyno-tested it was found to produce 120bhp at 7,750rpm. Other features included a straight-cut all-synchromesh gearbox, a limited-slip differential, and a paddle clutch with a steel backplate. The body shell was restored and the suspension was built with Koni shock absorbers, while the brakes were replaced, the servo was overhauled, and the brake lines were routed to avoid stone damage. The specification included DS11 front pads and VG95 rear shoes. The electrics were rewired with “works wiring” and fuses by John Smith of Lucas Racing, who had done the wiring for works Minis at Abingdon in the 1960s. The finished car was handed to Timo Mäkinen, who had rallied Minis with so much success in the ’60s, including the ’65 Monte victory. Mäkinen was credited with setting up the suspension on ‘EWK’, and he drove it to first overall in the 1990 Historic 1,000 Lakes Rally, and first overall in the 1991 Historic RAC Rally. He led for days one and two of the 1991 Pirelli Classic Marathon, then finished second overall in the 1991 Historic 1,000 Lakes Rally and first overall in the 1991 Globen Rally in Sweden. In 2004, it entered the David Sutton Motor Museum, prior to its sale in 2006 to Ronald White, who has kept it on static display. It is supplied with history including a V5C and a past FIA identity form, and with recommissioning it should be ready to rally again.

166

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1964 Morris Mini Cooper S 1275 Experimental Car

325

Entered from the Ronald White Collection Estimate: £35,000 - £45,000* Reg no: Un-Registered (formerly 515 LOL) Chassis No: K-A2S4488488

MOT: Exempt

Rome wasn’t built in a day, and something as glorious as the Mini Cooper S was a bit more than a day’s work. It obviously had to go through several stages of development and testing, and the 1,275cc Morris Mini Cooper ‘515 LOL’ is understood to be a very special survivor from that developmental phase. It was built on February 5th, 1964, as a 1,071cc Cooper S, completed to De Luxe specification in Tartan Red with a Black roof, Red and Grey trim, and a heater, and was promptly allocated to the Experimental Department. By the time it was registered for the road in the name of the Austin Motor Co. Ltd. on February 18th, three weeks ahead of the 1275’s launch on March 11th, the 1071 engine was gone and in its place was the experimental 1,275cc unit, number XSP 2164/2. The Mini remained in the possession of the factory until February, 1965, when it was sold privately to Mrs. Barbara Joan Higginson of West Hagley, Worcestershire. In December, 1965, it passed to John Bryant & Sons Ltd. of Bromsgrove, and in mid-1966 it went to its fourth owner, David Robson of Marlbrook. The logbook records the engine being enlarged, at some stage, to 1,293cc, there is a pre-delivery Downton Stage 1 cylinder head fitted, and a photograph gives evidence of it competing. Clearly the recipient of past restoration work, it joined the Ronald White Collection in 2005 and has been on static display ever since, so will require recommissioning befor use. A special survivor, this experimental Cooper is supported by the appropriate documentation including the original buff logbook, a period photograph, a British Motor Industry Heritage Trust certificate, and a 1987 letter from the late Anders Clausager of the BMIHT explaining the car’s provenance and the peculiarities of its creation.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

167

1968 Austin Mini Cooper S Mk. II 1293 Privateer Rally Car

326

Entered from the Ronald White Collection Estimate: £40,000 - £50,000* Reg no: Un-Registered (formerly RJB 326F) Chassis No: C-A2SB1120435A

MOT: Exempt

Resplendent in the BMC competition livery of Red with a White roof, this Mini Cooper has superb provenance. ‘RJB 326F’ was originally prepared by the BMC MG (Special Tuning) Division at Abingdon for the 1968 RAC Rally, but ultimately the Works did not enter, so it was sold to privateer Phil Cooper. Cooper had a very successful rallying career during the 1960s and ’70s, driving not only his namesake Minis but also 1275 GTs, hot Austin 1800s and Allegros, Triumph Dolomite Sprints and TR7 V8s. He had access to some of the best cars through Frank Cooper & Sons Ltd. of the Regency Garage, the BMC/British Leyland dealership in Oulton, near Leeds. It is reckoned he owned around 10 ex-works cars at different stages, including the 1967 racing Cooper also in this sale. With co-driver Mike Bennett, Cooper drove the Mini to fourth overall in the RAC, winning its class despite experiencing failure of the hydrolastic suspension. Cooper and Bennett got the car out again for the 1968 TAP Rally in Portugal. It had another crack at the RAC Rally in 1969, but crashed into some trees and subsequently had to be thoroughly renovated. The following 10 years were not kind to the car. The third owner, after BMC and the Regency Garage, was Chris Cornell of the Warner Green Hotel in Wakefield. The next owners were Ian Parsons of Windermere, Jerome Wright of North Willingham, and Graham Lancaster of Market Rasen. Lancaster had rallied the car, but rolled it during a special stage on an airfield. It was on its third or fourth shell when it was bought in 1979 by Martin Dawson, who recalled: “The car was in a very sad state although just about running. Had I not bought it, the vendor was going to break it up for bits, which seemed too sad a fate for such an old warrior… The registration document bore the name of Lancaster, but it was bought from two lads in Sheffield from a Motor Sport advert.” He embarked on a restoration which took until 2002, with the work entrusted to rally preparation specialist Bob Brain Developments of Monmouth. Dawson had been a rally driver in the ’60s and hoped to campaign the Mini in historic events, but he lost his enthusiasm when his old co-driver passed away. There was no point repairing the poor Mk. III body shell, so Dawson found a donor Mk. II body, which was then fully restored and equipped with as much original equipment as would be compatible with modern regulations. The only significant item he could not reuse 168

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

was the alloy roll cage, instead fitting a sturdier steel one. He also elected to fit competition seats and a full fire extinguisher system. The engine received a comprehensive overhaul, with new rods and pistons, plus a correct crankshaft to replace a non-standard item which had been fitted in the past. The gearbox was refurbished with new bearings but has retained straight-cut gears. The subframes were renovated, the carburettors were refreshed, and the brakes, wiring loom and suspension were renewed. Instead of being rallied, the Mini was bought in 2004 by Ronald White for his collection of well-provenanced competition Minis, and it has been on static display ever since, but certainly it could be rallied again, subject to recommissioning, if a new owner was so inclined. ‘RJB 326F’ comes with a raft of history including Motor Sport and Autosport magazines covering the ’68 RAC Rally, ownership history, correspondence, restoration invoices totalling £24,000, restoration photographs, old MOTs, and tax discs and a 2002 MSA competition logbook.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

169

1969 Mini 1275 GT Works Competition Car

327

Entered from the Ronald White Collection Estimate: £70,000 - £90,000* Reg no: Un-Registered (Formerly SOH 878H) Chassis No: XAD2-405-A

MOT: Exempt

Like so many Works Minis, ‘SOH 878H’ has led an interesting life. A notably early 1275 GT, it was initially retained by British Leyland (Austin-Morris) Ltd for press duties. Prominently featured in the December 1969 issue of Hot Car magazine, the diminutive sports saloon was dispatched early the following year to the Abingdon Competitions Department. Earmarked for that August’s Marathon de la Route (an extreme 86-hour endurance race held at the Nurburgring), the Mini was reconfigured as an ultra-lightweight Group 6 contender complete with a twin Weber carburettor fed five-port cylinder head and 12-inch alloy wheels. The other major 1275 GT project preoccupying Abingdon at the time – ‘XJB 308H’ – had retired from the World Cup Rally but finished second overall (and won its class) at the International Scottish Rally, June 7th – 12th 1970. With such a notable success failing to stem the tide of disinterest being shown by his British Leyland bosses, Peter Browning felt compelled to resign as Competitions Manager a month later. Perhaps sensing their own futures were in doubt, those he left behind seemingly hatched an ‘all or nothing’ attack plan for the upcoming Marathon de la Route. Paying scant regard to the event rulebook’s stipulation that competitors must complete as many laps in the final twelve hours of the race as they had done during the first twelve, drivers John Handley, Alec Poole and Julien Vernaeve eschewed their rivals’ measured pace (which was intended to allow for ailing machinery in the closing stages). Instead, Handley caused many a raised eyebrow by rocketing up to second overall by the end of lap one (overtaking numerous Porsches and BMWs in the process), a position which ‘SOH 878H’ for the next eight hours until succumbing to head gasket failure. Try as they might, the pit crew failed to fit a new one within the restricted fifteen minute window allowed for mechanical repairs. Fully cognisant of just how rapid the Mini was, Handley purchased it from BL following the Abingdon Competitions Department’s closure during October 1970. Sold to Ron and Liz Crellin thereafter, the 1275 GT was returned to Abingdon where the more privateer-focused Special Tuning Department converted it for rally usage (no mean feat given its previous ultra-lightweight guise). As such, ‘SOH 878H’ is reputed to have been the last competition car to leave Abingdon. Driven by Liz and known as the AMOCO Mini, it was campaigned across sixteen rallies in 1971, including the Scottish, Welsh, Manx and RAC, and much of the Motoring 170

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

News Rally Championship. In 1983, the 1275 GT won the Bowood and Coronation Rallies and made a name for itself in historic events. Bought by Ronald White via our February 2004 Stoneleigh Park auction, he exported ‘SOH 878H’ to Northern Ireland and had his family’s firm, Joshua White Ltd, restore it back to ‘Marathon de la Route’ specification. Finished in the appropriate shade of White, the diminutive sports saloon also features correct door-mounted marker lights, sponsor decals and ‘No. 20’ race roundels. The interior is similarly authentic with a well-stocked competition dashboard, rollover bar and bucket seats. Topped by twin Weber carburettors, the tuned A-Series engine has not been run for some time. Indeed, the whole car will need recommissioning prior to being used in anger once more. Still smart some sixteen years after its refurbishment was completed, this storied Works Mini is accompanied by a rich history file which includes copies of the original logbook and an old V5C, a 1973 sales invoice from Glover Garages, a copy of the Hot Car article, and assorted letters and period photographs.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

171

172

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

173

1996 Rover Mini Cooper Works Competition Car

328

Entered from the Ronald White Collection Estimate: £60,000 - £80,000* Reg no: Un-Registered (formerly P245 WFH) Chassis No: SAXBMHC97A1100101

MOT: None

When enthusiasts talk about works Mini Coopers, they are usually thinking of ‘33 EJB’ and its sister cars which, between them, achieved three official outright victories in the Monte Carlo Rally between 1964 and 1967, to say nothing of the model’s numerous other rallying and saloon car successes across the 1960s. Works involvement with Mini racing did not end with the demise of the original Coopers. It was revived when the Cooper made its glorious comeback in the ’90s, and ‘P245 WFH’ represents an extremely significant development in Mini history, being one of the last two competition Minis developed by the works (possibly the very last). Setting Rover back some £36,750 plus VAT each to prepare, they were probably also the most expensive. Our car was originally prepared by Enterprise Racing of Oldbury with an engine by Bill Richards Racing, on behalf of Rover’s British Motor Heritage division, the first registered keeper. In its Almond Green paint, the historic racing livery of the Cooper Car Company, it was despatched to the ADAC Nürburgring 24 Hours, where it finished 89th overall and an impressive second in class, piloted by Michael Hess, Thomas Beyer, Mark Hales and Joachim Weber. Things were even better in the 1996 ADAC Nürburgring Six Hours, when Weber, Hess and Beyer drove to victory in the Group A 1,400cc class. In late November, 1996, the two cars were completely overhauled and prepared for rallying, gaining a new look in the traditional Red of the old BMC rally cars. While the sister car was built to Group N specification, our car was to compete in Group A. Enterprise again did the bulk of the work, though the 1,293cc S-specification engine with twin-point injection was specially prepared by Swiftune. Further specification included an almost-unique Tran-X six-speed gearbox, a limited-slip differential, 3.9:1 final drive, ventilated front brake discs with four-pot callipers, finned rear brake drums, a hydraulic handbrake, dash-adjustable brake bias control, fully rose-jointed suspension with front and rear adjustable anti-roll bars, and a lightweight Max Mosan wiring loom. The body shell was lightened and strengthened, gaining a welded-in Tarcal roll cage made from T45 steel tubing, to include the rear damper turrets and front bulkhead, and the front and rear subframes were also modified and strengthened. The interior is home to an abundance of special equipment,

174

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

175

such as Stack digital instrumentation with Terratrip for the co-driver, and switches for operation by both driver and co-driver. The Recaro seats are mounted on specially-made subframes, while the ECU, the wiper motor and fluid lines were remounted or rerouted internally. A plumbed-in fire extinguisher system designed for internal and external operation, plus two handheld units and a 45-litre ATL fuel cell, ensured the safety of the crew. The work done, our car and its sister were tested at Curborough in December and registered with the DVLA on January 14th, 1997, as ‘P245 WFH’ and ‘P246 WFH’, for the Monte Carlo Rally on 19th. ‘P245’ (number 156) was crewed by Tony Dron and Alastair Douglas. Two other Minis were running in Group N and one in Group A (from Italy, Japan and France), but the British crews started in Bad Homburg. Victory, alas, was elusive; a broken valve forced its retirement. It entered the 1998 Rallye Catalunya, the Spanish stage of the WRC, with Martin Kernahan and Simon Ayris. Kernahan ran a Rover dealership in Witney, Oxfordshire, and for several weeks prior to the rally, the Mini was the centrepiece of his showroom and the star of some local motor shows. Sadly, on the rally itself, an encounter with a ditch resulted in retirement, with the rear radius arm bent beyond repair. Rover then withdrew from the sport, claiming “it is making the old car too popular and we have a new model coming out.” In January, 1999, both Group A and N Minis were bought by Wayne Butterworth of West Pennine Motorsport and, with Grace Owen and Ali Bohm, ‘P245’ contested the 1999 Jim Clark, Ulster and Manx Rallies. Butterworth had overhauled the car for the ladies’ Group A début, but all three rallies ended in retirement. It was sold for only the second time in 2005 to Tim Brenchley, who embarked upon a no-expense-spared restoration to 1997 Monte Carlo specification across 2006 and 2007, hence the car appears still with a wealth of special equipment such as ventilated sump shield, Sport Pack wide wheel arches and mudflaps, pace-note intercom, map reading light and foot brace. It sports 13in. Rover Sport alloy wheels, such as it wore in publicity pictures, but has retained a set of gold KN alloys, as used at the Nürburgring. We are advised that the body, engine and gearbox remain the original items. In subsequent years, it has re-entered the limelight from time to time, and was a star exhibit at the Mini Cooper Register’s National Mini Day at Beaulieu in 2009. A very detailed 1:43 model has been produced by Vitesse, and ‘P245 WFH’ was additionally the subject of a detailed written history in The Last Works Minis: The End of a Legend by Brian Purves and Tim Brenchley, a copy of which is included the sale. Since 2009, it has enjoyed a quieter existence in the Ronald White Collection, where it has resided alongside a number of other important racing Minis. Its history file contains a wealth of significant papers, including MSA homologation from 1997, an original Special Tuning catalogue, magazines featuring the car, including 1997 and 2009 issues of Mini Magazine, a Mini Magazine calendar and a 2008 issue of MiniWorld, and documentation from the Mini Cooper Register. Already show-worthy as it is, it will require recommissioning before use on the road.

176

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

177

1950 Jaguar XK120 Roadster

329

Period RAC Rally competitor Estimate: £80,000 - £100,000* Reg no: GUJ 844

MOT: Exempt

Chassis No: 660324

Unveiled at the 1948 London Motor Show, the Jaguar XK120 caused a sensation. Its two-seat bodywork concealed a 3,442cc twin-cam straight-six engine producing 160bhp, while its 120mph performance made it the world’s fastest production car. The first 242 examples were clothed in hand-formed aluminium before Jaguar introduced the steel-bodied version in 1950 to meet growing demand. Offered here is ‘GUJ 844’, chassis 660324, an important early right-hand-drive steel-bodied Roadster manufactured in November 1950. Its records identify engine number W2502-7 and body number F2419. Dispatched through Wales & Edwards of Shrewsbury and supplied new to H. R. Grosvenor, it retains its Shropshire registration. Its colour scheme is recorded as Birch Grey with Red trim. As an early steel-bodied example, ‘GUJ 844’ retains features associated with the preceding aluminium cars. These include an aircraft propeller-style radiator fan, chromium-plated bonnet and boot props, seat bases and hood frame, a chrome starter button, early five-gauge dashboard, oil-level switch, studless camshaft covers and leather covered dashboard. The car also possesses documented competition history. Research by XK Club historian John Bentley, supported by photographs, records ‘GUJ 844’ competing in consecutive RAC Rallies. It appeared at Silverstone during the 1951 event carrying number 25 and on the Rest-and-be-Thankful stage in 1952 wearing number 133. It has also been identified in contemporary rally footage. The vendor purchased ‘GUJ 844’ from Aubrey Finburgh of Classic Autos for £169 on 15th October 1970, during his first year at university. Now offered after an extraordinary 56 years of continuous ownership, the Jaguar was the subject of a painstaking ten-year restoration completed in 2006. The bodywork was entrusted to Jaguar XK specialist Iain McLeod of Contour Autocraft, with paintwork by Phoenix Autocraft Ltd and specialist retrimming of the leather interior. Only approximately 2,300 careful miles have been covered since completion. The vendor advises that the car has never subsequently been used in wet weather and has remained within a centrally heated, double-glazed garage. Its exceptional archive includes a complete photographic restoration record, three lever-arch files of invoices, a Jaguar Heritage Trust certificate, original MOTs, logbook, manuals, an early sales catalogue and extensive competition research. Also included is a copy of The Jaguar XK signed by Sir William Lyons, accompanied by his correspondence. An exceptionally well-documented XK120 combining fascinating early-production details, competition provenance and remarkable long-term ownership.

178

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

179

1958 Mercedes-Benz 190 ‘Ponton’ Single ownership for 32 years

330

Estimate: £12,000 - £14,000* Reg no: 3524 BP

MOT: Exempt

331

Estimate: £18,000 - £22,000* Chassis No: WDB190R1210108504731

This rare, UK-supplied RHD ‘Ponton’ was sold new to Mrs Rogerson of Billingshurst, West Sussex in June 1958. Eileen Rogerson (nee Joel) was an accomplished jockey and the first female rider to win an open race at the Newmarket Town Plate when only 18 years old. Her father, Solomon Barnato Joel, was first cousin of the famous ‘Bentley Boy’ Woolf Barnato, saviour of Bentley from financial ruin in 1925, who led it to multiple Le Mans wins during the late 1920’s. Understood to have spent a period of time away from UK shores in the 1980’s, this Ponton has been in current ownership since June 1994 following acquisition from classic car dealers, H. Horsefield & Son, Rolls-Royce and Bentley specialists. It has covered a mere c.4,200 miles since, only driven in summer months and stored in a dehumidified garage throughout a 32 year tenure. ‘3524 BP’ benefited from a refresh in 2007 including a repaint of its gun metal grey, invoices on file detailing servicing and works completed including the respray and fitment of a stainless exhaust. Since further works in 2023 (servicing and new fuel pump) just c.200 miles have been covered. Supplied with history file, sundry invoices, 1958 buff logbook and V5C.

180

1978 Volkswagen Karmann Mobil Motorhome

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: BBJ 762S

MOT: Exempt

Chassis No: 2172057412

In 1974, on a trip to South Africa, Wilhelm Karmann Jr. noticed a Jurgens motorhome, a design launched in 1973, built on a Volkswagen Type 2 chassis. He was so taken by it that he requested licensed production. The first motorhome produced by Karmann was also based on the Volkswagen Type 2 chassis and launched in 1974. The bodies of these early Karmann’s were of a sandwich structure with kitchen, shower, two beds, grey water tank, secondary battery, toilet, hot water heater and gas heating. An optional luggage rack could be sited over the cab. Far ahead of rivals in terms of build quality, the coachbuilt Karmanns gained a devout following. This Volkswagen Karmann Mobil Motorhome is described as a fabulous example that has been subject to a previous full professional respray. Benefiting from a 2.0-litre naturally aspirated Subaru engine, it is therefore reliable and highly usable. The interior is equally impressive with tartan contrasting beige upholstery throughout. There is a spacious toilet and shower, and a rear lounge that makes into a bed. Two skylights and large windows bring in natural light. With so few of these models in existence, it represents a fantastic opportunity to acquire a well-built and very rare classic motorhome which is offered with a current V5c document.

2005 BMW 630i Coupe

332

No Reserve* Reg no: VU05 OBP

1963 Fiat 1500 Cabriolet Comprehensive restoration completed in 2018

333

Estimate: £16,000 - £20,000* MOT: February 2027 Chassis No: WBAEH32030B720262

With E63 production having ended in 2010, examples like this elegant Coupé are becoming increasingly rare. This example, a 630i, is fitted with the three-litre straight-six which, in its basic tune, reputedly produced upwards of 250bhp and 220lb. ft. of torque, and is finished in the attractive colour scheme of Mineral Silver with a Black leather interior. It was produced as a particularly well-specified example, with features such as xenon headlamps, a Sports steering wheel, Park Distance Control, and assorted other desirable features. Originally registered in Worcester in March, 2005, it appears in a well-preserved condition, having been in continuous use up to 2015, then laid up for six years before being put back on the road in 2021. It has now covered a total of just over 149,800 miles. The BMW is understood to have been appropriately maintained in recent years, with an oil service and brake fluid change performed by Lloyd BMW of Newcastle at 147,506 miles on August 30th, 2025, followed by a general vehicle inspection also by Lloyd BMW at 149,245 miles on November 20th. It was most recently MOTed in February, 2026, and passed with no advisories. It is supplied with the current V5C.

Reg no: ACK 410A

MOT: Exempt

Chassis No: 118G019593

Our vendor bought this charming Fiat in 2003 from a dealer in Southport, after it had been imported from California, where it had been a desert racer with a two-litre Mitsubishi engine and other modifications. There followed a painstaking restoration which reached completion in 2018. A Fiat 1500 engine was sourced and then thoroughly overhauled, along with a five-speed gearbox and the appropriate propeller shaft, suspension parts and brakes. Although the body was generally solid, two new sills were fitted, and the car was repainted twice. It has been retrimmed with a new hood and tonneau cover, and a new dashboard has been fitted. A few Fiat 1600 upgrades enhance the interior. It has received a new rear axle, new brake and fuel lines, a stainless exhaust, three-point belts, new shock absorbers and refurbished rear springs, plus rewiring and rechroming. Since completion, the Fiat has been used for local shows, fair-weather spins and special occasions. It has won multiple awards, including second (Sports class) at the Norwood Park Classic Car Show, third in the Doncaster Classic Car Show, and two victories in the Bawtry Concours. It is supplied with a V5C, restoration invoices exceeding £11,500, sales literature, technical information, and a California number plate.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

181

1953 Jaguar XK120 Roadster

334

Supplied new to John Lyons, son of William Lyons Estimate: £180,000 - £220,000* Reg no: RDU 932

MOT: Exempt

Chassis No: 661112

Launched at the 1948 Earls Court Motor Show, the Jaguar XK120 Roadster caused a sensation. Penned by William Lyons, the model’s sensuous lines seemed almost impossibly glamorous to a country still feeling the effects of rationing, while the 120mph top speed that its name signified soon became the stuff of legend. Flooded with orders, Jaguar began limited hand-built production soon thereafter (although it was not until 1950 that the factory was sufficiently tooled-up to discard aluminium in favour of steel for the curvaceous bodywork). Built round a cruciform-braced box-section chassis equipped with independent torsion-bar front suspension, a leaf-sprung ‘live’ rear axle and hydraulic drum brakes, the lithe two-seater proved equally adept on road or track, winning both the RAC TT and Alpine Trial during 1950 (the former victory coming in the hands of Stirling Moss). Credited with 160bhp and 190lb ft of torque in standard tune, its widely-admired 3,442cc DOHC straight-six engine was allied with a four-speed manual transmission. Arguably the defining sports car of its generation, a perilously shaky post-war British economy gave the Coventry manufacturer little choice but to concentrate on overseas sales and, resultingly, home-market examples are notably scarce, with just 1,170 right-hand drive Open Top Roadsters built out of a total of 7,606. This 1953 XK120 joined the Stewart Collection in 2011, and a look through its paperwork reveals a fascinating history. The Jaguar Daimler Heritage Trust confirms that it was manufactured on October 2nd, 1953. It was earmarked for the distributor P. J. Evans of Birmingham, but ended up being returned to the works, because it was exhibited (so it is believed) at the Earls Court Motor Show, according to a letter supplied by Jaguar historian and founder of the International XK Club, Philip Porter. It ended up being sold in 1954 through Coombs of Guildford, with its first owner being none other than John Lyons, the only son of William Lyons. John had an XK120 which he raced, and it is possible that he intended to do the same with this one, but, tragically, he was killed in a motor accident en route to Le Mans in 1955, when he had only owned this car for a matter of months. Our vendor was fortunate to be able to discuss the XK120 with Norman Dewis at a Jaguar 75th Anniversary event, where he shed some more light on its early life: “He remembered the car well. As John Lyons had bought a new car, he brought

182

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

183

it round to the works development department, which Dewis was in charge of. He said to Norman, ‘I’m going to race this car, could you look at some of the modifications you did for the car that did 132mph on the Jabbeke highway in 1949?’ Norman told me they changed the engine a lot, and changed the diff. The large petrol filler was put on by someone else. As we were standing there, some press came to do an article on the John Lyons car. Norman said they changed it for racing, but he did not say how. I can tell you the changes – as I drove the car home, 500 miles after I bought it, there was a big engine noise. I took each plug out till I found which cylinder was making the noise, left the plug out, and drove home with five cylinders, no problem. My grandson and I took off the sump at the weekend and found out all the white metal of the main bearings was worn away. I ’phoned the seller, who told me to take it to Agra Engineering in Dundee, who do racing engines. The foreman ’phoned a week later to say he’d never seen an engine like it. It was unbelievable – the inlet and exhaust ports were chrome-plated, it had different valves, the underside of the cylinder head was highly polished, and it had been changed for higher compression.” Because of Lyons’s untimely death, the XK led a low-key life until our vendor purchased it in restored condition and immediately entered into the spirit of ownership. His first major outing was in 2008, when he took it to the XK60 event celebrating the sixtieth anniversary of the XK series. The organisers awarded sixty of the best cars in attendance a glass diamond, but our vendor was awarded two after one judge disclosed that he felt John Lyons’s personal car deserved special recognition – both are included in the sale. Another very big occasion occurred in 2011, when he drove it from Coventry to Geneva on the official E-type 50th Anniversary Tour, where it had been invited specifically to demonstrate to the press the differences between the XK and the E-type. In 2012, it went to London to take part in a New Year’s Day celebration, the first official event to mark the year of Queen Elizabeth II.’s Diamond Jubilee. Later that year, it won a concours d’élégance at Angoulême, and was driven to the Goodwood Revival for the Jaguar 75th Anniversary event by Chris Knapman, who reported on the occasion for The Daily Telegraph. In 2017 it participated in a major Jaguar Drivers’ Club event at Windsor Castle, and for Drive It Day in 2018, it took part in a tour of Scotland on which it was driven by H.R.H. Prince Michael of Kent, who signed the boot lid. Once again, these are but a few highlights of the XK’s many appearances at rallies, tours and concours. Amazingly, our vendor has travelled 68,000 miles in the car, including trips to St. Petersburg, Las Vegas, the Arctic Circle, Route 66 and the Stelvio Pass. He adds, “It only uses one pint of oil every thousand miles. It is very quick and runs a dream with no squeaks – the suspension has been done very recently.” Surely the epitome of road specification XK120s?

184

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

185

1974 Chevrolet K20 4WD 3/4 Ton Pick-Up

335

‘The Fall Guy’ Evocation Estimate: £25,000 - £30,000* Reg no: DOY 484M MOT: Exempt Chassis No: CKY244Z150704 Designed with the aid of a wind tunnel and computers, the third generation of Chevrolet’s C/K Series Pick-Ups (and their GMC-badged siblings) were christened the ‘Rounded Line’ by General Motors. However, pretty much everyone else referred to them as the ‘Square Body’. Available in half-, three-quarter and one-ton guises and with different wheelbases, cabs and beds, the third generation was manufactured from 1972 – 1991. Renowned for their ruggedness, versatility and distinctive aesthetic, the ‘Square Body’ trucks soon became embodied in American culture; a process facilitated by the distinctive Brown over Gold Pick-Up which co-starred alongside Lee Majors in all five series of the internationally popular TV series, ‘The Fall Guy’. The production crew went through dozens of third generation vehicles between 1981 and 1986 and even made their own bespoke mid-engined versions (which behaved better during jump sequences). No less iconic than the ‘General Lee’ Dodge Charger in the Dukes of Hazzard or the Ford Torino in Starsky and Hutch, Colt Seaver’s mount was demonstrably ‘the toughest pick-up on TV’. Based on a 1974 Chevrolet K20 4WD ¾ Ton Pick-Up (equivalent to the GMC 2500 which Mr Majors drove), this evocation is understood to have been created in America circa four years ago. Originally built in GM’s Fremont, California plant and titled in the same state thereafter, the ‘Square Body’ has reputedly been uprated with a 7.4-litre V8 engine, lift-kit, heavy-duty suspension and Eagle alloy wheels shod with Maxxis Mudzilla tyres. Further benefiting from power steering, automatic transmission and disc front brakes, the Chevy started readily and ran well during our recent photography session. A real head turner with its front-mounted Warn winch, ‘Fall Guy Stuntman Assoc’ bonnet decal, whip aerial, spotlight-festooned rollover hoop and distinctive paintwork, ‘DOY 484M’ is accompanied by a V5C Registration Document and assorted restoration photographs.

186

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

2007 Nissan 350Z GT ‘HR’ 1 keeper and 3,790 miles from new

336

Estimate: £20,000 - £25,000* Reg no: AT57 MUZ MOT: October 2026 Chassis No: JN1GBAZ33U0310833 Previewed at the 2001 Tokyo Motor Show before entering production the following year, the fifth generation of Nissan’s famous Z-car line - the 350Z - was styled by Brit Ajay Panchal at the marque’s San Diego design studios. A front / mid-engined fastback coupe that juxtaposed bold detailing with muscular curves, the newcomer was powered by a 3.5 litre DOHC V6 engine allied to six-speed manual or five-speed automatic transmission. Engineered to combine an ‘old school’ feel with modern dynamics, the two-seater featured aluminium intensive, multi-link independent suspension, power assisted rack and pinion steering and four-wheel disc brakes. Although North America and Japan were its primary markets, input from the Nissan Technical Centre Europe (based at Cranfield) enabled the 350Z to charm journalists on both sides of The Atlantic. Arriving in 2007, the revised ‘HR’ engine was claimed to be eighty percent new. More powerful (309bhp), reliable and freer revving than its ‘DE’ forebear, it reputedly cut the two-seater’s 0-60mph time to 5.5 seconds (top speed still being limited to 155mph). A comparative rarity, it has been estimated that just 1,507 ‘HR’ derivatives were UK supplied. Finished in arguably the best colour combination of Universal Silver with Quartz Beige leather, this exceptional example was supplied new by William A. Lewis of Telford to its sole registered keeper on September 1st 2007. Kept in a Carcoon for much of its life, the Nissan is warranted to have covered just 3,790 miles with corroborating service history. Boasting the uprated BOSE cassette / CD player, heated seats and REYS Forged alloys, ‘AT57 MUZ’ could pass for a far younger machine. Surely among the very lowest mileage ‘HR’ Coupes available, it is worthy of a place in a marque or JDM collection. Offered for sale with V5C Registration Document, book pack, MOT certificate and three keys. Go find another!

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

187

1964 Jaguar E-Type Series 1 4.2 Fixed Head Coupé

337

Just six miles since a comprehensive restoration Estimate: £75,000 - £90,000* Reg no: IG 4562

MOT: Exempt

Chassis No: 1E20060

Triumphantly launched at the March 1961 Geneva Salon, Jaguar’s ‘150mph’ E-Type was the sports car that (a) put the swinging into the ‘swinging sixties’, (b) no lesser a man than Enzo Ferrari dubbed ‘the most beautiful car in the world’, and (c) transported a galaxy of stars from Brigitte Bardot to George Best, Tony Curtis to Donald Campbell and Roy Orbison to Steve McQueen. Though not designed as a racer, the E-Type was nevertheless a direct descendent of the all-conquering D-Type and thus had motorsport embedded in its DNA. Equipped with all-round independent suspension, rack and pinion steering and four-wheel disc brakes, its handling and roadholding proved more than a match for most rivals. Just one month from launch Graham Hill and Roy Salvadori drove the Equipe Endeavour E-Type (‘ECD 400’) to victory at Oulton Park and some fifty-six years later the model remains a force to be reckoned with in historic racing. Updated during August 1964, the Jaguar gained a larger 4235cc XK DOHC straight-six engine and more user-friendly manual gearbox with synchromesh on each of its four forward speeds. Thankfully, the Big Cat’s beautiful styling remained unaltered until the introduction of the so-called Series 1.5 cars during September 1967 by which time just 1,583 RHD E-Type 4.2-litre Fixed Head Coupés had been made. Built to right-hand drive specification in 1965, chassis 1E20060 spent time overseas before entering the current, Northern Irish ownership some forty-six years later. The proprietor of a specialist engineering firm, the vendor commissioned an exhaustive, ‘ground up’ restoration of the Jaguar which took some four years to complete (2013-2017). The bodywork refurbishment and general reassembly were entrusted to Classic Marques N.I. Ltd of Co Down, while C. Irving was entrusted with overhauling the original engine (7E1541-9) and four-speed all-synchromesh gearbox. The London Chroming Company rejuvenated the brightwork and Aldridge Trimming re-upholstered the interior. Attention was paid to the fuel and cooling systems, steering and rear subframe assembly (differential) too. Subtly uprated, the E-Type boasts competition wire wheels, polybushed suspension, Gaz shock absorbers and Coopercraft brakes. Despatched to marque specialist Vicarage Ltd of Four Ashes, near Wolverhampton for finishing off / checking over, the Fixed Head Coupe passed its first post-refurbishment MOT test on 188

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

October 27th 2017 at an indicated 70,213 miles. Estimated to have covered just six miles since then, the seller still deems it to be in “showroom condition”. Starting readily and running well during our recent photography session, ‘IG 4562’ is coming to market at a fraction of what a comparable restoration would cost today (accompanying parts bills from the likes of SNG Barratt and David Manners total some £33,500 alone). Offered for sale with V5C Registration Document, Jaguar Daimler Heritage Trust Certificate, parts bills, restoration invoices and sundry other paperwork.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

189

1929 Rolls-Royce Phantom I

338

Estimate: £10,000 - £15,000* Reg no: SH 3290

MOT: Exempt

Single ownership for over 20 years

339

Estimate: £10,000 - £12,000* Chassis No: 40 WR

40 WR was originally fitted with Park Ward Limousine coachwork (Body No. 4015) and sold new to a J.H. Currie of Swinton House, Duns, Berwickshire on October 31 1928 being signed off on December 2nd 1928. It was then transferred to Park Ward’s Willesden works by road on December 12 1928, where the body was fitted and the car registered on 2 January 1929. The works construction and test records contain extensive details including 2 sidemounts, D-rake steering column, nickel plated instruments etc. In 1938 the bodywork was removed and a hearse body fitted, presumably for the next keeper, Benton & Stone of Birmingham. By September 1942 it was registered to Hodgeson & Son of Birmingham, later being acquired by a Peter B. Yardley of Birmingham in September 1962 from whom the late-owner purchased it from in October 1965. Offered with original engine ‘MR 55’ (overhauled by marque experts Brunts of Silverdale in 1976), 40-50hp parts catalogue, reproduction Phantom I service sheets, chassis chart print, original instruction manual, large collection of parts and spares and fabricated steel wings. It is understood the late owner was planning to build a torpedo-style tourer as seen in the drawing photographed on our website. A fascinating project on which some work has been started, sold as viewed and with no warranty as to completeness. 190

1995 Jaguar XJ-S 4.0 Coupe

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: M830 XNO

MOT: July 2027

Chassis No: SAJJNAED3EJ195934

Launched in 1975 as the successor to the celebrated E-Type, the Jaguar XJ-S would remain in production for more than two decades. A comprehensive revision in 1991 saw some 40 per cent of its body panels redesigned, together with revised front and rear styling, improved sports seats and a new walnut dashboard. The resulting XJS, as Ford now styled it, offered a choice of 4.0-litre AJ6-derived straight-six or 5.3-litre V12 power, with the former developing some 223bhp and 283lb.ft of torque. Combining impressive performance with long-distance refinement, production continued until 1996. This particularly appealing XJS is offered for sale from long-term ownership and has clearly been a cherished example, benefiting from an excellent maintenance and service history. Finished in the desirable shade of Carnival Red Metallic over a cream leather interior, it presents an especially attractive combination. The car is accompanied by a large history file, which includes the original book pack, providing useful provenance and documentation for its life to date. A refined and capable Grand Tourer with enduring Jaguar appeal, this well-cared-for XJS would make a particularly enjoyable addition to any collection.

1998 BMW M3 Evolution Convertible

340

No Reserve* Reg no: R245 JPM

1920 Ford Model T Roadster Comprehensively restored costing over £90,000

341

Estimate: £20,000 - £28,000* MOT: April 2027

Chassis No: WBSBK92040EX66247

This attractive M3 Evolution Convertible with the six-speed manual Getrag gearbox has had just three owners and covered 104,000 miles from new. The first owner retained it until 2001, and the second kept it until 2017, when we sold it to the present owner. The service record shows 15 stamps issued up to 2016. The first two were issued by the supplying BMW dealer Barons of Hindhead, while the third and fourth were by Holland Park BMW. All subsequent services up to number 14 were completed by Barons, with the 15th undertaken by BMW specialists Wallis & Son at 103,401 miles. Our vendor purchased the M3 as a collector’s item, hence he has covered barely 500 miles over 10 years. Maintenance has included a new clutch in 2014, new exhaust manifolds in 2015, and expenditure of around £3,300 at 103,400 miles in 2016, encompassing a new VANOS unit, bodywork improvements, two new springs, new tyres, new front brake discs, and more. A new exhaust catalyst was fitted in 2022 by Darren Wood Ltd., and new batteries were fitted in 2025. It is supplied with the V5C, extensive service history, and MOTs dating back to 2001, including a certificate with no advisories valid until April, 2027.

Reg no: BF 8551

MOT: Exempt

Chassis No: 2342586

With the introduction of Henry Ford’s moving assembly line in 1913, the Model T became the world’s first truly mass-produced automobile, helping to transform personal transport. Its success was not simply down to production numbers, however, with the T’s robust and ingenious design making it ideally suited to the often primitive roads of the period. Introduced in 1908, it featured high-grade vanadium steel construction, a 2,890cc sidevalve four-cylinder engine developing 23hp and 80lb.ft of torque, and a two-speed epicyclic transmission. Transverse leaf-sprung suspension and generous ground clearance further enhanced its ability to cope with rough terrain. This particularly appealing Model T has been in single ownership since being originally imported by the current owner’s wife in 2011, having remained in their own underground garage ever since. It has subsequently been exhaustively restored at a cost exceeding £90,000 by a marque specialist and has covered not a single mile since completion. Particularly well presented, it is fitted with a brass radiator, windscreen and lighting set which complement its period character. Offering the opportunity to acquire a freshly restored example of one of the most significant automobiles ever produced, this Model T combines pioneering engineering with considerable visual appeal and is ready for its next custodian. *All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

191

1959 Jaguar XK150 S 3.8-Litre Drophead Coupe

342

1 of just 69 RHD examples made Estimate: £130,000 - £150,000* Reg no: 1246 AZ

MOT: Exempt

Chassis No: T827559DN

The 1950s saw Jaguar win the world’s greatest endurance race – the Le Mans 24-hours – more times (five) than any other manufacturer. A blend of existing and new technology, the XK150 was the Coventry firm’s last model to feature a separate chassis but its first to be available with four-wheel disc brakes. Unveiled in 1959, the range-topping 3.8-litre ‘S’ could be had in Roadster, Fixed Head Coupe or Drophead Coupe guises, the latter being the most expensive. With a quoted 265bhp and 260lbft of torque thanks to its straight-port cylinder head and triple SU carburettors, Jaguar’s flagship sports car could only be had with four-speed manual plus overdrive transmission. Reputedly capable of 0-60mph in 7.6 seconds and 141mph, its performance was on a par with rival Aston Martin, Maserati and Ferrari offerings. Decidedly rare, UK, right-hand-drive XK150 ‘S’ 3.8-litre Drophead Coupé production amounted to just 69 cars. Offered here is one of those exceptionally scarce cars, ‘1246 AZ’, which benefits from an outstanding ownership history and a comprehensive restoration carried out between 2017 and 2022. Most remarkably, the XK had just one former keeper from 1967, remaining in the same ownership for almost 50 years before being acquired by its current custodian. Having been stored off the road for many years, the decision was taken to undertake a comprehensive restoration rather than a cosmetic refurbishment. More than £200,000 was invested in the project, with the work entrusted to highly respected specialists. The mechanical restoration was carried out by Guy Broad, while the bodywork was restored by Lee Thompson of ML Bodyworks and was subsequently painted by Peacocks, a preferred supplier to Jaguar Land Rover. The scale and quality of the restoration is comprehensively documented, with the car offered alongside a truly remarkable history file and extensive photographic record charting the work from its earliest stages through to completion. The archive also preserves the car’s earlier history, providing a fascinating record of its long-term ownership and restoration. Numerous original details and factory markings discovered during the dismantling process were retained as valuable references during the reassembly. Completed in 2022, the XK has covered fewer than 10 miles since restoration. It has subsequently been carefully preserved by the current owner in a dehumidified garage on trickle charge, ensuring that the considerable investment made in the restoration 192

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

has been protected rather than followed by extensive use. The 3.8-litre ‘S’ specification represents the ultimate development of Jaguar’s XK150. The special straight-port cylinder head and triple SU carburettors provided 265bhp, giving the car genuinely formidable performance for the period, while four-wheel disc brakes and independent front suspension helped bring its handling and stopping power into line with its considerable speed. The Drophead Coupé is arguably the most desirable of the XK150 body styles, combining the elegance of an open sports car with the comfort and practicality of wind-up windows, a folding roof and a more generously appointed cabin. Its long bonnet, sweeping wings and distinctive grille have ensured the XK150 remains one of the most recognisable and admired British sports cars of its era. Today, the XK150 3.8 S Drophead Coupé occupies a particularly exalted position among post-war Jaguars. In the case of ‘1246 AZ’, its rarity is complemented by an exceptional provenance, significant restoration expenditure and unusually comprehensive documentation. One former keeper since 1967, a £200,000-plus restoration, work by Guy Broad, Lee Thompson of ML Bodyworks and Peacocks Prestige, fewer than 10 miles since completion and a truly remarkable history file combine to make ‘1246 AZ’ an exceptionally compelling example of Jaguar’s ultimate XK150.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

193

2011 Bentley Mulsanne

343

Estimate: £38,000 - £42,000* Reg no: LJ11 AUU

MOT: October 2026

Chassis No: SCBBA63Y7BC015741

Bentley revived the Mulsanne name in 2009 for its flagship luxury saloon. Named after the Mulsanne Straight at the Circuit de la Sarthe, the model succeeded the Arnage and marked Bentley’s return to a saloon designed and constructed at its Crewe factory. It combined traditional craftsmanship with contemporary engineering. Unlike the Continental range, which shared elements of its architecture with other Volkswagen Group models, the Mulsanne was developed as a dedicated Bentley. Its imposing proportions, matrix radiator grille and muscular rear haunches gave it presence, while its flowing roofline provided an interpretation of the marque’s traditional styling. Acoustic glazing and sound insulation helped create a refined passenger compartment. Power was supplied by Bentley’s 6.75-litre twin-turbocharged V8, whose lineage could be traced back to 1959. Extensively redeveloped for the Mulsanne, it produced approximately 505bhp and 1,020Nm of torque. Drive was transmitted to the rear wheels through an eight-speed automatic gearbox. Despite weighing more than two tonnes, the Mulsanne could accelerate from 0–60mph in 5.1 seconds and reach around 184mph. Electronically controlled air suspension with continuously variable damping allowed the driver to select different settings according to the road conditions. This enabled the Mulsanne to combine the compliant ride expected of a flagship Bentley with composed handling. The cabin incorporated hand-finished wood veneers, polished metal fittings, deep carpeting and leather hides. An extensive choice of colours, veneers and personalised options ensured that few examples were configured identically, creating an environment that blended traditional British luxury with modern comfort. This 2011 Bentley Mulsanne is finished in the particularly attractive factory shade of Light Sapphire Metallic, complemented by a cream leather interior. The elegant light blue finish suits the car’s imposing yet graceful lines particularly well, highlighting its sculpted bodywork and polished brightwork while providing a welcome alternative to the darker colours more commonly associated with the model. The cream leather upholstery creates an equally elegant contrast and enhances the cabin’s light and luxurious atmosphere, which is further complemented by Bentley’s traditional wood veneers and finely detailed fittings. Displaying approximately 56,000 miles, the Mulsanne is described by the vendor as running and driving well and presenting well overall. Four new tyres were fitted on 11th December 2025, while work has also been completed on the air-suspension system, supported by an invoice on file. Further maintenance invoices accompany the car, together with its handbook and service book, providing useful supporting documentation for its recent upkeep. 194

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

195

1932/37 Austin Seven Offset Single-Seater ‘The Willis Special’

344

Period Prescott and Shelsley Walsh history Estimate: £24,000 - £28,000* Reg no: Un-Registered Chassis No: 156480

MOT: Exempt

The Willis Special was built in 1937 by L. M. “Bill” Williams, of Cambridge Engineering fame, for R. R. Willis. A 1932 long chassis was chosen to accommodate Willis’s large frame, to which an Ulster-type engine and gearbox were added, a wide front axle, a magneto conversion, an Arnott supercharger, and an offset aluminium body. Williams and Willis shared the car at venues including Shelsley Walsh, Prescott and the inaugural Beechwood sprint. It ran with the Austin works at the May, 1938, Shelsley meeting due to Kay Petre’s car being damaged, but it retired when the gear lever snapped. After a post-war overhaul, the car was owned from 1956 to 1958 by Berwyn Baxter and Merrick Taylor of Kieft Cars. Brian Villiers bought it in 1960 in poor condition and renovated it, developed it, and sprinted it between 1961 and 1964. He fitted a chromidium block and a 1937 head, incorporating a four-speed gearbox and a front-mounted Centric blower, which required the bonnet to be extended four inches, among other changes. The Willis had another stint in competition with Richard Penman in the ’70s, before spending 20 years in storage. From 2003, Paul McCulla revived it for Northern Irish hill climbs, and since 2007 it has appeared frequently in VSCC speed events and circuit races. The vendor acquired it for that purpose in 2012, but has not raced since 2022. In its present specification, the Willis features a 1928 magneto engine prepared by Pigsty Racing, a four-speed gearbox with close ratio low gears, a Centric supercharger, and is set up to run on petrol. During 2022 and 2023, the engine and supercharger were thoroughly overhauled by Torque BHP for £6,599. An exceptional history file includes copies of historic photographs, much written history, VSCC buff forms, and correspondence from Williams, Taylor, Villiers, Penman et al. 196

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1963 Bentley S3 Recently fully restored cosmetically and mechanically

345

Estimate: £38,000 - £45,000* Reg no: DRS 858A Chassis No: B736CN

MOT: June 2027

We are informed that the first owner of this Bentley was Air Chief Marshal Charles Portal, 1st Viscount Portal of Hungerford (1893-1971), who flew bombers during the First World War and spent most of the Second as Chief of the Air Staff, hence its fascinating specification. B736CN was ordered in Smoke Green with a single Ivory line and the upholstery, piping, headcloth and carpets in Green. Special features included a Motorola radio, electric windows, Sundym windscreen glass, a badge bar, and green front and rear safety belts, but where Viscount Portal distinguished his car was in specifying such items as a Marchal swivelling spotlight, Marchal horns in addition to the standard horn, an altimeter on the passenger’s cubby hole door, and an illuminated compass over the windscreen. There is a suggestion the Bentley spent time in Italy, where it was painted White, before it was acquired by our vendor, reregistered with the DVLA in 2022, and then restored. The body was repainted in the correct colours. The seals were renewed and the chromework was polished. The electrics were overhauled with new ignition parts, voltage regulator and halogen headlights, while the electric windows were renovated and the dynamo was refurbished. There was evidence of a recent engine overhaul, and the gearbox and rear axle were judged to be in good order. The carburettors were overhauled with new SU components, a stainless exhaust was fabricated, and the brakes were overhauled with new master and wheel cylinders. The interior woodwork was relacquered and reveneered, the upholstery was repaired and re-Connolised in the correct colour, and a new headlining and Wilton carpets were fitted. Now due a stint on the rally circuit, the S3 is supplied with the current V5C, DVLA correspondence from 2022, copies of the factory build sheets, and a 1964 book of approved service facilities.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

197

1960 Jaguar XK150 SE 3.8 Litre Fixed Head Coupé

346

1 of just 1,367 home-market examples Estimate: £48,000 - £55,000* Reg no: Un-Registered Chassis No: S825246DN

MOT: Exempt

Seemingly a two-owner car from new, this handsome XK150 SE is a very fortunate survivor, having been restored to its present attractive condition in quite recent years after roughly 45 years of abandonment. The original buff logbook confirms that chassis S825246DN was issued with the Essex registration ‘44 TTW’, painted green, and carried engine number VA1801-8. It was first registered on June 2nd, 1960, to Sydney Ronald Harrison of Tilbury, Essex. Mr. Harrison led something of a nomadic life, and the Jaguar travelled with him as he moved first to Thundersley in 1962, then crossed the Thames to Kent to reside at the Bull’s Head Hotel in Dartford in 1966, Rochester in 1970, and ultimately Sevenoaks in 1971. The Jaguar’s last tax, however, expired in 1967. Subsequent history is not recorded, but upon its discovery it was purchased by our vendor and his father, to be restored for the father’s private collection during the 2010s. As may be seen, it has not been over-restored, but retains a very pleasing patina. After a period of static display, it has recently been brought up to running order, and while some further recommissioning may be required, we see no reason why it should not be returned to the road 60 years after it fell out of use. The Jaguar was allowed to disappear from the DVLA’s records when the database was computerised, hence it is currently in need of registration, but the survival of the buff logbook should greatly aid the process of reregistering it, and being reallocated the ‘44 TTW’ number. Besides the logbook, documents include an original Operating, Maintenance and Service Handbook, an original Price List, a lubrication chart, a Lucas Service booklet, and a late 1970s Jaguar Drivers’ Club pamphlet.

198

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1924 Rolls-Royce 20hp Coupe de Ville

347

Coachwork by Kellner of Paris Estimate: £25,000 - £35,000* Reg no: DS 7994

MOT: Exempt

Chassis No: GRK 3

Introduced in 1922, the Rolls-Royce Twenty was based around a 10ft 9in wheelbase ladder-frame chassis and powered by a notably smooth 3127cc OHV straight-six engine. Lighter and nimbler to drive, the newcomer otherwise shared many of the same qualities as its illustrious Silver Ghost sibling. Paris during the Roaring Twenties was abuzz with the likes of Pablo Picasso, Ernest Hemingway, F. Scott Fitzgerald, Amedeo Modigliani and Josephine Baker. For those wishing to sample the French capital’s cultural delights there were few better ways of being chauffeured around than in one of Kellner’s decidedly elegant ‘Coupe de Ville’ creations. Unashamedly passenger-focused, the Parisian coachbuilder’s design was a true town carriage that harked back to the horsedrawn era. A motor show favourite, it graced Bentley, Bugatti, Hispano Suiza and Rolls-Royce chassis. According to the renowned Rolls-Royce historian and author John Fasal, chassis GRK3 was fitted with engine G1025 and put on test on 28th June 1924. Road registered as ‘NP 5462’ by Worcestershire County Council, it was earmarked for the ‘Export Department’ and despatched to Kellner of Paris where it was clothed with body number 16649. A comparatively early 20hp with the novel, centre-change, three-speed manual gearbox, it is understood to have been first owned by Mr Cravens. Rumoured to have belonged to a French actress thereafter who took it with her to Hollywood, the Rolls-Royce was certainly resident in America for a time before imported to the UK during 1989. Entering the current family ownership the following year, the Twenty has made numerous film and television appearances over the past thirty-six years including ‘Gosford Park’ (2001) and ‘Austenland’ (2013). Nicely detailed throughout with a two-piece windscreen, side-mounted spare wheel, glazed division and opera lamps etc, chassis GRK3 remains a notably stylish machine. Starting readily during our recent photography session but in need of further recommissioning after a decade or so of inactivity, this sought after Coupe de Ville is offered for sale with V5C Registration Document and sundry paperwork. *All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

199

1956 Bentley S1 ‘Lightweight’ Saloon by H. J. Mulliner

348

One of twelve Aluminium bodied examples Estimate: £90,000 - £110,000* Reg no: 936 YUM

MOT: Exempt

Chassis No: B156BA

This elegant S-type Bentley is one of very few to have received H. J. Mulliner’s ‘Lightweight’ aluminium saloon coachwork, with distinctive styling cues including suicide doors and sharply defined rear wings. Originally registered ‘UXK 362’ and painted Black with a Tan interior, chassis B156BA was supplied with special features including a Radiomobile 200X radio, GB letters above the rear number plate, and “a tin of polish, clothes brush and mirror.” The build sheets record a power steering conversion being performed by the factory. Delivered to H. R. Owen on March 6th, 1958, B156BA was sold new to Laycock Engineering Ltd. at the Victoria Works in Sheffield, for the use of its managing director Sydney Walker, who kept a large house on the fringe of Blacka Moor. Laycock Engineering, of course, was well-known in the 20th century for its automobile transmission components, especially the Laycock de Normanville overdrive. The Bentley entered the present ownership in 2012, and has received extensive attention in this tenure, with restorative works at different stages totalling far in excess of £100,000. Now painted a very dark Green, as per the vendor’s custom for all his cars, it has been well received at several concours events and has been described as “potentially one of the finest surviving examples.” Across 2012 and 2013, over £18,000 was spent on interior renovations. In August, 2013, work totalling £19,800 was completed by Padgett Motor Engineers, including repairs to the floor and boot, with some replacement inner boot panels fabricated. A new fuel tank was fabricated and installed, a new stainless steel tailpipe was made, and new front brake shoes were fitted. Further expenditure with Padgett during 2014 exceeded £9,500, predominantly concerning mechanical upkeep and maintenance, but the car also received new coach lining that year from Jon Leeson, at a cost of £250. The pace of work slowed for a few years, until 2020, when the vendor embarked upon a more comprehensive overhaul of the interior, with the work entrusted to DTM Coachtrim and Simtrim. The complete reupholstering of the front and rear seats with period-style Connolly leather was completed in 2021, costing £20,000. Work continued into 2022, with DTM invoicing £7,710 for rebuilding and

200

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

retrimming the front door armrests, renewing some internal timbers, installing new foam squabs in the front and rear seats, and “Designing, making and fitting a driver’s door lock including modifications to allow the original key to fit all locks.” Any leather not replaced was redyed to match the new material. The Bentley returned to Padgett in 2024 for a programme of mechanical and bodywork repairs which were completed in 2025, at a combined cost of almost £18,000. A thorough service in 2024 involved the fitment of a new battery, a carburettor tune-up, new spark plugs, and a fluid change. The front anti-roll bar mounting and vertical bushes were renewed, the shock absorbers were reset, the front springs were changed and the rear anti-roll bar was adjusted. The bodywork repairs involved welding the floors, B-pillars, one front body mounting, new sill sections, and a new right-hand-front rear wing section. Padgett went one step beyond the factory and “made a closing panel that it never had to run front to back of the RH sill edge [to] prevent the sill filling up with water.” The result of these labours is plain to see. The Bentley presents in beautiful order throughout, and will no doubt be greatly admired at RREC and BDC events. It is supplied with copies of the factory build sheets, assorted invoices, and some MOT history.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

201

1932 Rover Nizam 10/25

349

Estimate: £14,000 - £18,000* Reg no: PN 9345

MOT: Exempt

350

Estimate: £10,000 - £12,000* Chassis No: 73043T

The Rover Nizam is among the rarest cars of the early 1930s. Based upon Rover’s 10/25hp chassis, it was a two-seat semi-sports model with coachwork by Carbodies of Coventry. Powered by a 1,185cc four-cylinder engine, the Nizam was priced at £168 when new. It is understood that three were constructed and just two survive. Registered ‘PN 9345’, this 1932 example is believed to be the third and final Nizam built. Its chassis and engine are both numbered 73043, while its registration remains with the car. Finished in green with black bonnet, it retains its character. Purchased by Rover in 1964 and restored, it formed part of the important collection at Gaydon until 2003, when it was acquired by the current owner. It reportedly required light recommissioning, although the covering on its hood frame had deteriorated beyond use and was renewed. During the ensuing ownership, ‘PN 9345’ has participated in motoring events and appeared at shows. It was displayed at the NEC Classic Motor Show in 2024, where it attracted the attention of The Automobile and was subsequently included in the magazine’s feature on rarities. Offered after more than two decades of ownership, this matching-numbers Nizam combines rarity, museum provenance and continued event use. 202

1982 Volkswagen Golf GTI

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: MHM 868X

MOT: Exempt

Chassis No: 17CW428510

The Golf GTI remains the hot hatch by which rivals are judged. A perfect solution for the sports car enthusiast with a young family – the GTI was a ‘having your cake and eating it’ car. Models have a habit of growing over the years and today’s Polo is larger than the original Golf, never mind the current generation of Golf itself, which is far bigger. So, although not as quick as the current offering, the first generation GTI is more nimble and great fun to drive – small wonder that collectors have long since sought out the good ones. Registered new in the UK in April 1982, ‘MHM 868X’ has been the beneficiary of much work since 2021 totalling over £4,200 for parts including body parts, switches, hoses, trim and wheel refurbishment. It is understood restoration work to get the car to its current standard was completed by a Volkswagen specialist in Rotherham prior to current ownership. The vendor has had a new radiator, new thermostat switch and starter motor fitted. Little is known of this Golf’s early history however we do note a category D insurance loss recorded in October 1999 on the HPI report. Complete with retractable cloth sunroof and registering c.136,800 miles on the odometer, it is offered with sundry invoices and current V5C.

1925 Morris Cowley Bullnose Two-Seater Tourer

351

Entered from the Ronald White Collection

No Reserve*

Reg no: Un-Registered MOT: Exempt

352

No Reserve*

Entered from the Ronald White Collection

Reg no: Un-Registered

1960 Austin Healey Frogeye Sprite

Chassis No: 68521

Before it became a sanctuary for some of the world’s most historically significant Minis, the gem of the White Collection was this lovely “Bullnose” Morris Cowley. ‘XI 3586’ was registered in Belfast and was originally Grey. By 1933, it belonged to Samuel Sloan of Belfast, and in 1948 it passed to T. Taylor, also of Belfast. It remained with him until 1959, when Wilfred James Haughton of Ballymena, County Antrim, became the new owner. The colour change to Cream with Red wheels and upholstery appears to have occurred as part of a 1950s or ’60s restoration, dating from around the time that Joshua White bought it to display as an attraction in his BMC showroom in Armagh in the ’60s. It would later pass into the private museum of Ronald White, but it remained in the showroom until its closure in the late ’90s or early 2000s. It now presents in lovely ‘oily rag’ condition and would be a wonderful car to enjoy with the VSCC’s Light Car & Edwardian Section or the Irish Veteran & Vintage Car Club, although it will need recommissioning first. It is supplied with the buff logbook from 1933, but there are no keys present.

MOT: Exempt

Chassis No: AN5/28026

Pleasingly still presented in its original colour scheme of Red paint and Red upholstery, the textured patina adds even more to this Sprite’s charms. It originally belonged to Oliver Norman Thompson of Appleton, near Warrington, but in 1967 he moved to Portadown, County Armagh, and took it with him. A second owner is listed as Wilfred Woods of Dromore, County Down, and it is thought that Ronald White was only the third owner when he acquired it in the 1970s. Already a seasoned rally driver with years of experience in Minis and his Sebring Sprite, it is thought that Mr. White campaigned the Frogeye to some degree, though it remains pleasingly standard and unmolested, down to the desirable steel bonnet. In more recent years, it has been a static display piece in Mr. White’s private museum, so recommissioning will be required before use. In such original, unrestored condition, we believed this would make a fine ‘oily rag’ to preserve, though it could be a basis for a more extensive restoration. Either way, we are sure it will delight its next owner. It is supplied with the original buff logbook.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

203

c.1970s Mini 1460 Rallycross Entered from the Ronald White Collection

353

No Reserve* Reg no: Un-Registered Chassis No: None

MOT: Exempt

There are hot Minis, and then there’s the Joshua White Rallycross Mini… Ronald White was certainly privileged being Armagh’s BMC main dealer, because he had access to some first-rate workshops and a supply of performance parts which not everyone could easily obtain. Consequently, when he turned his attention to rallycross in the 1970s, he produced a fiercely competitive machine, a lightweight Mini sponsored by the dealership and powered by an engine displacing a colossal 1,460cc. Mr. White was pictured at speed in an article on Northern Ireland Rallycross in the November 30th, 1978, issue of Motoring News, which said: “All year Ronnie White has been the fastest combination in the Irish scene, his red and white 1475 Mini always there with the fast times.” Through the ’70s and ’80s, Mr. White enjoyed many successful drives with his Mini, before placing it on static display. Consequently, it has a history file, including photographs of the build and photographs of the Mini in action, plus the October, 1978, issue of Rallysport, in which the car appears. A fascinating and truly wild machine, it will require recommissioning if it is to be driven again in anger.

204

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1959 Austin Mini Se7en De Luxe Saloon

354

Entered from the Ronald White Collection Estimate: £30,000 - £50,000* Reg no: XLL 27 MOT: Exempt Chassis No: A2S7108 Keen enthusiasts may remember how ‘XLL 27’ made headlines when it was last auctioned. Besides being the eighth Mini built and the fourth oldest known survivor, it won hearts and minds because it was also the oldest unrestored survivor. The only known older survivors are ‘621 AOK’, and two others which were last known to be in Japan. As enchanting as it looked then, ‘XLL’ needed saving, and Ronald White has gone a long way towards resurrecting it. Painted Farina Grey and finished in De Luxe trim, it left the production line on May 15th, 1959, ahead of the Mini’s official launch in August. Once it was allowed to go on sale, it was despatched on July 31st to Car Mart in Colchester, whose service plate is riveted inside the engine compartment. When it came off the road in 1985, it belonged to Mrs. Gladys Hobro of Aldwick, Bognor Regis, and in 1986 it passed to David Gallimore of Chichester, who barn-stored it until 2011. The next year, it was sold by Bonhams to Mr. White for £40,250, despite the Mini having such advanced corrosion that, were it a less important car, it probably would have been deemed terminal. Apart from the driver’s door being replaced and the carpets being lost, ‘XLL’ has retained almost all its original features, from the panels, engine and transmission to the chassis plate, glass washer bottle and the Bluemels number plates. Mr. White has undertaken much restoration with the assistance of Registrar of the 1959 Mini Register, stripping the shell, inserting new metal where necessary, undertaking a repaint, overhauling the engine, and fitting new wheels, but some work remains to be done. There is no registration document, but it is supplied with an original handbook, technical literature, 2012 news articles, a 1984 MOT test at 30,041 miles, many restoration photos, and invoices for £3,000 of parts.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

205

1967 Austin Mini Cooper S Works Competition Car

355

Entered from the Ronald White Collection Estimate: £70,000 - £90,000* Reg no: OBL 45F

MOT: Exempt

Chassis No: C-A2S7S1012033A

Works Minis are known by their UK registration numbers not only for ease of reference but also because, in some instances, said number plates are the only constants in their lives! Bodyshells, engines, gearboxes, suspension, brakes and wheels etc were all deemed replaceable service items during their time with the Abingdon Competitions Department (and afterwards if they were subsequently campaigned by privateers). ‘OBL 45F’ is arguably among the most interesting Works Minis due to its history encompassing MK1 and MK2 iterations and both rally and race duties not to mention its association with such Mini folklore greats as Timo Makinen, Paddy Hopkirk and John Rhodes. The registration number ‘OBL 45F’ was applied to at least three different cars by the Abingdon Competitions Department. Beginning life as a late MK1 Cooper S, the Austin’s first Works foray was as Timo Makinen and Paul Easter’s recce car ahead of the 1968 Monte Carlo Rally for which it was equipped with a spare wheel laden roof rack and near standard engine. Allocated to Tony Fall and Mike Wood for the July 1968 Gulf-London Rally, the Mini was converted to Group 6 specification complete with a far more potent powerplant and limited slip differential. It may or may not have been re-shelled in preparation for the notoriously tough, 2,000-mile long event too. Setting the fifth fastest time on the opening Oulton Park stage, ‘OBL 45F’ succumbed to LSD failure thereafter (indeed, only thirty-nine of the 106 entrants managed to complete the rally). Reconfigured as a circuit racer for 1969, the Austin was prepared for the opening round of the British Saloon Car Championship on 16th March complete with a MK2 Cooper S bodyshell, fuel-injected 1293cc engine, Salisbury LSD, Group 6 dual-circuit tandem braking system, lightweight panels, rubber cone suspension and a hefty rear anti-roll bar etc. Qualifying eighth with former BSCC champion John Rhodes behind the wheel, ‘OBL 45F’ made a lightning start only to suffer a terminal coming together with Chris Craft’s Escort. Reincarnated with its third (or perhaps fourth) Works shell for the September 18th – 26th 1969 Tour de France Auto, the Mini was brought up to Group 5 specification. Equipped with a mixture of race and rally components the better to tackle the vagaries of the 3,000 mile event, it was entrusted to Paddy Hopkirk and Tony Nash. Adopting a ‘never say die’ attitude, the duo overcame all sorts of car issues to finish 1st-in-class and a highly credible 14th overall. As the

206

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

207

Abingdon Competitions Department was being shut down in 1970, ‘OBL 45F’ was sold that August to Phil Cooper, of Frank Cooper & Sons Ltd. at the Regency Garage in Oulton, near Leeds, minus its fuel injection and knock-off Minilites. Although no relation to John Cooper, Phil was a big name in racing and rallying during the ’60s and ’70s, not only with his namesake Minis but also with 1275 GTs, hot Austin 1800s and Allegros, Triumph Dolomite Sprints and TR7 V8s. He had access to some of the best cars and parts, since Frank Cooper & Sons was a large Leyland dealership, and he owned around 10 ex-works cars at different stages, including the 1968 Cooper MK2 rally car in this sale. He tweaked ‘OBL 45F’ to suit his own needs and campaigned it in several rallies, notably including the 1970 RAC Rally in November, where he finished second in class, and the 1971 Circuit of Ireland. It is believed he was getting some covert assistance from British Leyland Special Tuning, which superseded the Competitions Department (he had works support when he drove the 1970 London-Mexico with an Austin 1800). During the Circuit of Ireland, Cooper rolled the Mini, so he rebodied it with a new Works shell. After a few months, in 1971 ‘OBL 45F’ passed to Christopher W. Paxton of Harrogate, whose ownership was brief. That November, it sold again to Thomas Daffern Seal of Coventry – Tom Seal, of course, being a name which requires no introduction to the cognoscenti of racing Minis. Seal started his career at Jaguar’s experimental department in 1968, where he was involved with developing new parts for the straight-six and V12 engines, but when he got home he invested his free hours in the noble pursuit of making Minis go as fast as possible. ‘OBL 45F’ certainly did move quickly – Seal set to work tuning it and, once equipped with an Arden eight-port head and Amal quad-carburettor set-up, it was lauded by Cars & Car Conversions in their February, 1972, issue as the most powerful Mini they had ever tested. “Unbelievable…” they called it, “Like being blasted from a human cannon… That gearbox, a dream… Straight-cut, close-ratio, all synchrony… we reckon he’s got one of the best Mini rally engines he could.” The evolution of ‘OBL 45F’ also saw it modified with a Clubman bonnet, but in 1981 it was bought from the Warburton family by David Potter, who embarked upon the 25-year task of returning it to 1969 Brands Hatch specification. Invoices from Lenham Sports Cars give some insight into the final stages of the restoration during 2007, after which the car was driven and branded “indecently quick.” We were privileged to offer it for sale in 2008, when it was purchased for the Ronald White Collection. Since then, it has been kept on mostly static display in a private museum, so will require some recommissioning. Now equipped with a 1,293cc engine with twin Webers, a four-speed straight-cut gearbox with limited-slip differential, a sump guard and Halda instrumentation, we have no doubt it would still perform well in historic events, subject to recommissioning. The excellent history file contains the original buff logbook, much correspondence and period photography, a 1978 MOT certificate at 11,500 miles, other historic MOTs and logbooks, restoration photographs, and £4,000 of invoices, including £2,800 from Lenham in 2007.

208

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

209

1930 Rolls-Royce Phantom II Drophead Coupe

356

Estimate: £25,000 - £35,000* Reg no: YC 9686 Chassis No: 52GN

MOT: Exempt

Records held by the Rolls-Royce Enthusiasts’ Club indicate that chassis number 52GN was originally issued with the Somerset registration ‘YC 9686’, which it pleasingly retains, and was clothed with limousine coachwork by Hooper. The first owner was Sir George Vernon Proctor Wills, Bt. (1887-1931), who was a director of the Imperial Tobacco Company and succeeded to the title of 2nd Baronet Wills of Blagdon, Somerset, in 1926. The present open coachwork was fitted at an unknown date, apparently by a small coachbuilding firm called McNeillie. It was in 1999 that the Phantom was purchased by the late Adrian Berry from well-known Rolls-Royce and Bentley specialists The Real Car Company. We are advised that the bodywork had been repainted and possibly restored prior to Mr. Berry taking ownership. During 2015, he commissioned extensive engine work through another marque specialist, Overton Vehicle Overhauls in Shoeburyness. The work saw the engine block rebored and repairs made to the cylinder head, with new pistons being installed along with a reprofiled camshaft. The radiator was cleaned and the Autovac was disassembled and serviced, and the car was then road-tested to Overton’s satisfaction. It returned to their workshops in 2016 to have the brake servo and drums cleaned and reset, with almost £10,000 spent on the engine and almost £1,800 on the brakes. As the car was placed into storage during Mr. Berry’s later years, some recommissioning will be required. Mr. Berry was a co-founder of the Armiger Foundation, a charity dedicated to supporting apprentices in the heritage motor industry, and all proceeds from the sale will be left to the foundation. The Phantom is offered with invoices from Overton, RREC chassis records and a V5C has been applied for, but has not yet arrived.

210

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1963 Jensen CV8 Sedanca The sole example built

357

Estimate: £38,000 - £45,000* Reg no: 580 MEA MOT: Exempt Chassis No: 104/2033 With an estimated 250 to 300 survivors, opportunities to acquire a Jensen C-V8 are rare, but they do not come rarer than this unique C-V8 Sedanca de Ville, built to order by the factory for a wealthy client, and looked after by just five owners from new. The first owner was Eric Mark Tomkinson of Little Aston, near Sutton Coldfield, who ordered it through his business, F. W. Tomkinson Ltd. of Hockley Hill. The story goes that Tomkinson, already the owner of a Jensen 541, was invited on a factory tour to see the C-V8 and requested one with a vinyl sedanca top. He reputedly saw a prototype bonnet in a corner and asked that it be fitted – the top headlamps are less recessed that on the standard bonnet – while also specifying a 2.88:1 axle ratio instead of the standard 3.07, and a folding front child seat for his young daughter. Tomkinson was evidently pleased because he exhibited his car at the Jensen Owners’ Club International Meeting in 1976 and retained it until December, 1977. The second owner kept it until 1980, and the third sold it in 1982 to Clive Crosby. Our vendor purchased it in 2000, Since when it has been repainted and a local garage has undertaken annual servicing, but it pleasingly retains its original interior. It has become well-known within the Jensen Owners’ Club and has been shown on occasions such as the C-V8 40th Anniversary celebration in 2002 and the 50th in 2012, and is only for sale due to the vendor’s advancing years. Paperwork includes the current V5C, copies of the original buff logbook and V5s, copies of the factory test cards, many invoices from Crosby’s ownership, a 2009 article on ‘580 MEA’ from Classics Monthly, MOTs dating back to 1978, and a period road test portfolio.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

211

1965 Jaguar MKII Saloon

358

Estimate: £8,000 - £10,000* Reg no: DOD 528C

212

MOT: Exempt

1996 Jaguar XJ6 3.2 Sport

359

Estimate: £3,000 - £4,000* Chassis No: 118962DN

Reg no: N434 TPJ

MOT: July 2027

Chassis No: SAJJPALG3BJ768536

The MKII was introduced in October 1959. A peerless blend of elegance and muscularity, its sleek shape clothed an evolution of Jaguar’s first monocoque design. Powered by derivatives of the same XK DOHC straight-six engine that swept Jaguar to five Le Mans victories, the MKII was quick to dominate saloon car racing. Equipped with coil-and-wishbone independent front suspension, a leaf-sprung Salisbury rear axle and servo-assisted disc brakes, the range-topping 3.8 boasted a 126mph top speed.

The first Jaguar XJ was launched in 1968, with the XJ designation becoming synonymous with Jaguar’s flagship saloons. Introduced in 1994, the X300 was the first XJ produced entirely under Ford ownership, combining improved build quality and reliability with a welcome return to the marque’s traditional styling cues. Its sculpted bonnet, four individual round headlamps and curvaceous lines were deliberately reminiscent of earlier XJ generations, while six-cylinder examples were powered by the refined AJ16 inline-six engine.

Originally a 2.4 when it left Coventry in 1965, this MKII has been subtly upgraded over the years to it’s current and desirable configuration of an LC-equipped 3.8 along with a 4 speed manual overdrive gearbox. To cope with the extra performance one of the previous owners wisely invested in a set of Coopercraft brakes giving braking performance to match the straight line speed. Subject to an interior trim and exterior restoration some years ago the paintwork would now benefit from a refresh. A rattle has developed within the engine, believed by the vendor to possibly be little ends. Offered with old MOT’s, invoices and current V5.

This particularly appealing X300 has covered just c.69,000 miles from new and is presented in the desirable shade of Carnival Red Metallic complemented by a cream leather interior. Frequently used and evidently cherished, it has remained in the care of its current owner for 7 years, during which time it has been very well maintained. Offered with a large history file incorporating documented service history, it presents a compelling opportunity to acquire a well-preserved example of Jaguar’s last great traditional XJ saloon. Combining elegant styling, effortless refinement and everyday usability, this X300 would make an excellent addition to any Jaguar collection.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1970 Mercedes-Benz 280 SE Coupe Estimate: £28,000 - £32,000* Reg no: TTU 906H

MOT: Exempt

360

Chassis No: 11102412004332

Originally the W111 Coupé was launched as the 220SE in late 1960, with a straight-six 2,195cc engine and 160km/h top speed. This was followed in 1965 by the 250SE and then in November 1967, the 250 SE was superseded by the 280SE. It was powered by the new 2,778cc M130 engine, which produced 160hp at 5500rpm. Top speed was hardly affected, but acceleration from 0-100km/ h (62mph) improved to 10.5 seconds. Inside, the car received a wood veneer option on the dashboard and other minor changes, including door lock buttons and different heater levers. Despite its smaller engine, the 280SE outperformed the early 1950s M189-powered 300 SE, resulting in the more expensive model’s retirement. In all, 3,797 280SE Coupes were manufactured. This 280 SE is finished in dark Red complemented to a Tan interior and has been in current ownership since 2017 having been imported by the vendor from the USA. Since its arrival on these shores attention has been paid to the brakes including a calliper overhaul, a new radiator fitted and servicing completed. Offered with import paperwork plus history including of its time in the USA and Swansea V5C.

1980 Rolls-Royce Silver Shadow II Estimate: £10,000 - £12,000* Reg no: AFB 182V

MOT: Exempt

361

Chassis No: SRH0040383

The Rolls-Royce Silver Shadow II was announced in February, 1977 and the new model utilised the same four-door monocoque bodyshell, mellifluous 6,750cc V8 engine and smooth-shifting GM400 series automatic gearbox as the outgoing Shadow. This example is perhaps the most elegant in this scheme of Willow Gold with Champagne upholstery. The car had only ten registered keepers up to 2025, and has covered a documented total of 60,500 miles from new. Originally supplied through Lex Mead Bristol, the Shadow survives with its original service book displaying seventeen service stamps spanning 1980 to 1997. The initial service and two subsequent services were performed by Lex Mead, with the subsequent stamps issued by Rolls-Royce and Bentley specialists the Bristol Motor Co. and Broughtons of Bristol. Having achieved its 58,000th mile in 2014, the Shadow has been in continuous but very sparing use since, with a brief hiatus while it underwent a programme of improvements during 2025 with another marque specialist, the Ristes Motor Co., which cost a total of £2,200. Despite being exempt from testing since 2020, the fact that this Rolls-Royce was most recently submitted for (and passed) an MOT in 2024 is testament to the confidence the previous owner had in it. Supplied with its complete original book pack and a V5C.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

213

1955 Jaguar XK140 Fixed Head Coupe

362

No Reserve* Reg no: 604 UYL Chassis No: S814473

MOT: Exempt

The Jaguar XK140 is widely recognised as one of the best driver’s cars of the mid-1950s, but a number of owners have given thought to how it might have been even better, had it been able to benefit from more modern technology. This handsome coupé is the result of one enthusiast’s vision for improving on the original design, and benefits from numerous upgrades such as a 4.2-litre engine from an XJ6, HS8 carburettors, and a limited-slip differential, among many others. The gearbox is a desirable four-speed manual with overdrive. The car was registered with the DVLA in 2015, having been imported from abroad. It is believed to have arrived as a project car, and been acquired by an enthusiast who undertook the majority of the restoration and modifications before it was sold in 2022 in nearly-finished condition to our vendor for £45,000. He proceeded to spend around £11,800 across 2023 with well-known Doncaster-based Jaguar specialists M. & C. Wilkinson having it completed and brought up to running order. Among the various finishing tasks performed by Wilkinson were the installation of 123 electronic ignition, a new water pump and a rear brake calliper conversion, fabricating new brake pipes, setting up the carburettors, and fitting the leather bonnet strap. The result is a unique and undeniably eye-catching XK which should prove to be tremendous fun on the open road. Although not a car for purists, it will certainly attract a lot of positive attention in the Jaguar world and could prove to be an excellent classic for long-distance touring. There may even be scope for further modifications with a view to tackling sprints, hill climbs or rallies, should the new owner be competitively minded. This wonderful one-off is supplied with a history file, including V5C and invoices from M. & C. Wilkinson.

214

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1948 Buick Roadmaster Convertible

363

Beneficiary of a major US restoration Estimate: £26,000 - £30,000* Reg no: YBG 183 MOT: Exempt Chassis No: 14837780 After World War 2, Buick returned the Roadmaster to production (previously built from 1936 to 1942) as its flagship offering. A fitting name for the colossal model, the Roadmaster measured over 5.5 meters long and almost 2 meters wide. The 1948 model year was available as a sedan, woody station wagon or hydraulically operated convertible with a seamless and quiet hood operation that makes British cars of the period appear pre-historic. Alongside the 3-speed sliding shift manual gearbox, it offered the first passenger car torque converter transmission - the 2-speed ‘Dynaflow’. They offer major road presence and great comfort for all onboard. Little is known of this Buick’s early life, the history file starting in October 1999. The then owner Reinhold Weege contacted Alan Taylor & Co about his recent purchase that he had bought from a Porsche dealer and whilst the car looked well, he was immensely displeased at its then state. Reinhold wanted to drive the car and not just look at it. He mentioned a number of issues to resolve with emphasis on originality and restoration over replacement. Alan Taylor & Co, having since restored Pebble Beach concours entrants, took the job without hesitation and Mr Weege spent over $22,000 at the turn of the millennium (over $42,000, or £31,000 today). Correspondence and invoices covering this period are on file. Seemingly passing into the ownership of Mrs Weege it was subsequently sold by Mecum auctions around 2014. Shortly afterwards it was imported to the UK but not registered and kept as a personal museum piece by the vendor who has owned it for eight years alongside a variety of interesting classics. With working hood, windows and seats all operated silently by hydraulics and fitted with the optional ‘Dynaflow’ transmission launched in 1948, this imposing automobile, powered by Buick’s iconic inline eight-cylinder ‘Fireball’ engine, comes with an original owners manual, history file with invoices detailing restoration and Swansea V5C. *All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

215

1939 Austin Big Seven Six-light Saloon

364

MOT: Exempt

Chassis No: 16429

With sales of the long-serving Seven tailing off and a proposed 8hp model still undergoing development, Austin’s market share was maintained by the ‘stop-gap’ Big Seven introduced in July 1937. Powered by a new 900cc, four-cylinder developing a heady 25bhp, top speed was around 57mph. Initially available in four-door six-light guise, a two-door ‘Forlite’ variant was added in January 1938. This example is understood to have been supplied new to a Mr A. Rider of Bexley Heath, Kent in January 1939 for the sum of £149-10s. In 1969 he sold it to the next keeper who used it daily for the next three years until the rotted boot floor finally allowed the spare to part company while being driven. This damaged the rear valance and the car was subsequently laid up. Acquired in a dismantled state by a Raymond Wood in May 1995, he set about a full restoration saving as many original parts as possible. This was completed in 1997. Purchased by the vendor in 2012, it benefits from over £800 of engine work in 2022 and has been stored in a Carcoon during his 14 year ownership. Offered with a history file and current V5C certificate.

216

1 of just 367 RHD examples

365

Estimate: £12,000 - £14,000*

Estimate: £7,000 - £9,000* Reg no: FLD 327

1996 Bentley Turbo R

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: N362 HTU

MOT: T.B.A

Chassis No: SCBZP15C0VCH59014

A final hurrah for the sports saloon which reinvigorated the marque, the 1997 model-year Turbo R was built on the longer wheelbase as standard. Heavily facelifted the previous season, the ’97-MY cars gained larger diameter front disc brakes and Electronic Traction Assistance System to better cope with their prodigious outputs (385bhp/569lbft) and performance (0-60mph: 6.3 seconds / 155mph). A notably early 1997-model year example, ‘N362 HTU’ was first serviced by the Bentley Motors’ School of Instruction at 1,097 miles. Consequently thought to have been retained by the factory for training / reference purposes, at least initially, the Turbo R boasts an additional eleven stamps in its maintenance book all from main dealers (Ron Stratton, Broughtons, Bentley Manchester, Bentley Birmingham). Becoming the sports saloon’s third custodian in 1999, the current registered keeper’s father passed it to him three years later. Warranted to have covered c.56,300 miles from new (but only 200 or so since its last service), the Bentley is due to be freshly MOT tested ahead of the sale. A rare, ‘last-of-the-line’ Turbo R with an impressive service history, ‘N362 HTU’ is worthy of close inspection. Offered for sale with V5C Registration Document, history file, four sets of keys and tools.

2005 Maserati 4200 GT Super rare, UK-supplied, facelift, manual example

366

1978 Land Rover Series III

367

Estimate: £12,000 - £14,000*

Reg no: LJ54 UOL MOT: September 2027 Chassis No: ZAMBC38C000017009

Reg no: T.B.A

Introduced at the 2002 Detroit Auto Show, the Giorgetto Giugiaro-styled Maserati 4200 GT Coupe was powered by a Ferrari-derived 4244cc DOHC V8 engine developing 385bhp/333lbft. Available with a choice of conventional manual or Cambiocorsa six-speed transmissions, it was reputedly capable of 0-60mph in 4.9 seconds and 177mph. Facelifted in 2004, the model remained in production for another three years. Handbuilt in tiny numbers, right-hand drive markets (UK, Japan, South Africa, Australasia etc) apparently accounted for just 214 of the 1,078 manual Coupes made. A decidedly rare, UK-supplied, facelifted, manual gearbox 4200 GT Coupe (one of less than 100), chassis C000017009 was initially retained by supplying dealer, HR Owen of Kensington, for use as a demonstrator. Finished in Grigio Metallic with two-tone Nero / Grigio leather upholstery, the Maserati is warranted to have covered a modest 43,700 or so miles from new. Serviced no fewer than twelve times by the likes of HR Owen, Bill McGrath Maserati and Maserati Shed, the four-seater rides on Goodyear Eagle F1 tyres. Understood to have had the ‘sticky switchgear’ issues that afflict Ferraris and Maseratis of this era addressed, ‘LJ54 UOL’ is offered for sale with V5C Registration Document, book pack, two keys and fresh MOT certificate.

The Land Rover Series III was a masterful facelift overseen by Range Rover designer David Bache of a product that continued to sell well internationally, despite increasingly tough opposition from a number of rivals, most notably Toyota. Series III improvements included the headlamps being moved to the front wings and a stylised plastic radiator grille.

MOT: Exempt

Chassis No: 90622654A

Subject to a body off 6 year restoration this Marine Blue over Limestone Series lll is a credit to the vendor. A Richards 88” replacement chassis was sourced complete with a bolt on gearbox cross member. The gearbox/engine mounts were replaced, along with new shock absorber bushes, exhaust mounts as well as the all important bulkhead. Modern touches to improve usability include Haystee power steering, Zeus Engineering front and rear disc brake conversion and for those cold mornings, an upgraded Spal blower, clutch and amp. The tasteful modifications continue inside with a pair of high-backed seats, Exmoor door trims and Safari rear door trim. This well presented, low-owner Land Rover has been produced with sympathetic upgrades whilst maintaining the utilitarian looks loved by many.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

217

2001 Aston Martin DB7 Vantage

368

c.24,000 miles and manual gearbox Estimate: £24,000 - £28,000* Reg no: Y651 FTW MOT: April 2027 Chassis No: SCFAB12301K301564 Introduced at the March, 1999, Geneva Salon, the Vantage version of Aston Martin’s landmark DB7 broke with marque tradition by using a wholly different engine rather than a punchier version of its sister car’s existing powerplant. Breathed on by Cosworth, the newcomer’s ‘heart’ was a 5,935cc, 48-valve, all-alloy V12 that developed 420bhp and 400lb ft of torque. Initially available with a choice of six-speed manual or five-speed automatic transmissions, the DB7 Vantage could be had with ZF’s Touchtronic semiautomatic from 2000 onwards (0-60mph in 4.9 seconds, limited 165mph top speed). To cope with such performance, the 2+2’s structure, suspension and brakes were all upgraded. Asked to rework his masterpiece, stylist Ian Callum added a reshaped back bumper, more pronounced sills, combined driving lamp and indicator units, and horizontal bars to the radiator grille. Priced at £92,500, Aston Martin’s flagship came with central locking, electric windows and mirrors, traction control, ABS, airconditioning, front airbags, an alarm-immobilizer and 18-inch alloy wheels as standard. Notable as the marque’s first V12 production model, the DB7 Vantage lasted until 2003 by which time some 2,385 Coupés had been made. This rare and desirable UK supplied manual V12 Vantage manual was registered on March 1st, 2001 and has covered just a mere c.24,000 warranted miles from new. This is thanks in part to the 2 careful owners from new. Our vendor acquired the Aston Martin in 2017, and we can see from the V5C on file that only 1 former keeper is recorded. Offered with comprehensive main dealer and specialist service history, it’s noted that due to ‘Y651 FTW’ being part of a large private collection, it may benefit from a service before any long, enjoyable journeys commence.

218

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1974 Jaguar E-Type V12 Roadster

369

One owner and 33,000 recorded miles Estimate: £60,000 - £70,000* Reg no: VGN 32M Chassis No: 1S2577

MOT: Exempt

Finished in the rare colour of Lavender Blue and equipped with the desirable manual gearbox, this notably original and correct V12 E-type would make an excellent showpiece, having been cherished in single ownership from new. The V5C refers to one previous registered keeper, but that is only because the owner registered it in the name of his business up to 1976. The vendor, who has lately taken custody of the car, has been extremely impressed by its state of preservation, observing, “The body appears to be exceptionally original and, to the best of my knowledge, retains its original factory panels, including the sills. I have found no evidence to suggest that any of the panels have been replaced. The panel fit and alignment are very much in keeping with the factory fit, further supporting the impression of a remarkably original and unmolested body.” The E-type shows a mileage of 33,000, which is believed to be the genuine reading from new, and exhibits matching chassis and engine numbers. It has evidently been cared for extremely well across its life, with the service book displaying a total of 32 stamps. The extraordinary sense of originality is further enhanced by the set of five Dunlop SP Sport tyres, which are in accordance with factory specification, and are described by the vendor as having “nearly new tread.” The complete original tool roll is present with the “correct, factory-supplied” tools, and the original spare key is still secured to the bulkhead, in the manner in which it was supplied by the factory. The vendor’s overall appraisal of the car is that the bodywork, paintwork and interior are “excellent” and the engine, electrics and transmission are “very good.” Such a survivor as this is worthy of a spot in some of the best Jaguar collections.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

219

1977 Rolls-Royce Silver Shadow II

370

Estimate: £7,000 - £9,000* Reg no: TRR 773R

MOT: April 2027

371

No Reserve* Chassis No: SRH 30729

Inspired, at least partially, by a new generation of more driver-orientated luxury cars like the BMW 7-series and Mercedes-Benz S-class, the Rolls-Royce Silver Shadow II was announced in February 1977. While these young pretenders could not be viewed as direct competition (if only on cost grounds), they illustrated the increasing importance placed on chassis dynamics. Thus, while the new model utilised the same four-door monocoque bodyshell, mellifluous 6750cc V8 engine and smooth GM400 series automatic gearbox as the outgoing Shadow, it gained a prominent front air dam, larger one-piece bumpers, revised front suspension geometry and power-assisted rack and pinion steering. Undeniably better to drive, the Shadow II further benefited from a more ergonomic fascia and split level air conditioning. Finished in a stunning Metallic Burgundy with cream leather this Shadow II was acquired by the registered keeper in 2020. Used regularly, the car is said to drive very well and be in good mechanical order. The paintwork presents well whilst the interior has a pleasing light patina. Now displaying some c.114,000 miles on its odometer, it is offered with Swansea V5, MOT to April 2027, original Rolls-Royce owner’s handbook and is an inexpensive way into the world of Rolls Royce motoring. 220

1904 Oldsmobile Model N ‘French Front’ Touring Runabout

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Reg no: BS 8624

MOT: Exempt

Chassis No: 1862

The “French Front” Oldsmobiles were introduced in late 1904 as a slightly upmarket alternative to the famous Curved Dash. While utilising a similar buggy-style chassis, with the longitudinal springs-cum-side members, and the 1.9-litre single-cylinder engine from the Model 6C, they had a more modern appearance and wheel steering instead of tiller. This Model N project car was purchased in 2010 from Model T Haven in the USA. Since arriving in the United Kingdom, it has been registered with the DVLA, which has accepted a 1904 date of manufacture and issued a V5C accordingly. While the restoration has not really progressed since being imported, it remains a very worthwhile project. The body appears to be in good condition and the mechanicals appear to be substantially, if not absolutely, complete. While we do not know the condition of the engine, it is apparent that a certain amount of expenditure will be required before it can be made to run reliably, for example with the radiator being in need of a new core. Once the car is assembled and running, there is great potential for enjoying it on all manner of veteran and Edwardian events, subject to it meeting eligibility requirements.

1964 Rolls-Royce Silver Cloud III Subject to c.£60,000 of recent mechanical works

372

Estimate: £18,000 - £22,000* Reg no: EGC 443B

MOT: February 2027

1966 MG B Roadster

373

No Reserve* Chassis No: SGT 527

First registered during October 1964, chassis SGT527 was specified with numerous non-standard features at the behest of its first owner, the Scottish businessman Niall Hodge; who was famous for eccentricities such as purchasing the former RAF Turnberry, farming the land and converting the former control tower into his home. Extras included AC, a long-range fuel tank, a horn mute switch, four-inch longer front seat runners plus seat cushions an inch lower, two additional roof lamps, and combined parking and blinking lights. In the previous ownership, the Rolls-Royce was subject to some £30,000 of mechanical works including a complete engine overhaul performed by Ristes motor company. Sold through H&H to the vendor in 2022, it has benefited from a further £30,000 of expenditure including new tyres, re-structuring of the driver’s seat base, a relined brake servo, work to the cooling and heating system, plus further work to the engine including a replacement camshaft. Now offered for sale as our vendor simply has too many Rolls-Royce and Bentley motorcars (poor chap), the ‘Cloud is said to be the best driving Standard Steel of his collection. It is supplied with an extensive history file detailing the works schedule performed, the V5C, copies of the chassis cards plus a tool-kit.

Reg no: HDF 475D

MOT: Exempt

Chassis No: GHN390414

The MGA had really been the first ‘BMC corporate’ MG, and the MGB which replaced it was intended to be even more popular. Although the engineering of the new car was evolutionary – the B-Series engine, transmission, rear axle and independent front suspension were all improved versions of those used in the previous MGA. The first incarnation of the MGB built from 1962 to April 1965 featured distinctive pull-type door handles and a 95bhp/1798cc engine with three-main-bearing crankshaft and while overdrive was an optional extra, the model’s top speed was more than 100mph. For many, the early chrome-bumper MGB roadster is the epitome of the classic British sports car. When the MGB replaced the MGA in 1962, the main change was the use of a lower and wider steel monocoque bodyshell rather than a separate chassis and body, and a larger 1798cc engine instead of the 1498cc power unit fitted to the MGA. Finished in White with a Black interior ‘HDF 475D’ is fitted with a works hardtop plus aluminium bonnet and is said to be a narrow tunnel example. In need of a full restoration or being an Ideal candidate for a full FIA Pre-66 race car the MG is understood to have last been on the road in c.2001 and is offered with a current V5c document.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

221

1959 Austin-Healey 3000 Mk. I

374

Estimate: £35,000 - £40,000* Reg no: XAS 378 Chassis No: HBT7L/6123

MOT: Exempt

A desirably early example of the 3000 from the first year of production, this BT7 two-plus-two was originally despatched in left-hand drive form to St. Louis, Missouri, with an appealing combination of fittings including wire wheels, overdrive, a heater, a laminated windscreen and performance tyres. By the time it was reimported into Britain in 2004, it had seen better days and in the course of time it was assigned to respected marque specialists JME Healeys for an extensive, body-off restoration, which included a professional conversion to right-hand drive. Documentation from the restoration confirms expenditure of some £47,000, and following its completion, the 3000 has seen very little use, with only around 400 miles covered since it left the workshops of JME Healeys. The photographs give a very good sense of the quality of the work, although we would recommend viewing in person to gain a proper appreciation. Having spent the last 14 years in a dehumidified garage, the restoration still appears as if it were completed very recently. We sold the Healey in our July Buxton sale to a great sports-car enthusiast who unfortunately finds that a change of circumstances forces its sale before he has had an opportunity to properly enjoy it. However, the previous owner reported that it started “on the button” and it strikes us as being an ideal car for classic touring throughout the spring and summer. In fact, it could be enjoyed year-round, as it is supplied with a matching hardtop and side screens, as well as a new hood and frame the vendor has purchased to the cost of c.£4,000. A well-presented and well-equipped example, this lovely “Big Healey” is supplied with a V5C, a BMIHT certificate, and restoration documentation.

222

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

1991 Bentley Mulsanne S Estimate: £7,000 - £9,000* Reg no: J725 NLN

MOT: T.B.A

375

Chassis No: SCBZS00A5MCH35108

Styled in-house by Austrian born Fritz Feller, the Bentley Mulsanne had somewhat less fussy lines than its T2 predecessor. Introduced in 1980, its greater road presence masked a larger glass area. While it looked suitably imposing from the outside, internally it proved pleasantly airy. Although, based on the Shadow/T2 floor plan, the Mulsanne offered considerable improvements in ride and handling. Copious amounts of sound deadening with the finest quality upholstery kept intrusion from the 6.75-litre V8 engine and three-speed automatic transmission to a hush unless the model’s performance potential was explored. Launched in October 1987, the Mulsanne ‘S’ benefited from firmer, more sporting suspension and a new centre console (the latter from the Turbo R). With alloy wheels as standard, the model gained quad headlamps in September 1988. Only produced for five years, just 909 standard wheelbase cars are thought to have been made.Finished in Royal Blue with Parchment hide featuring Blue piping this Mulsanne S was first registered on 4th September 1991 and shows 7 former keepers recorded on HPI with the last keeper change recorded in May 2016. Having covered 126,600 miles from new and benefitting from attention being paid to the rear suspension and a replacement seat ECU in 2024 this comfortable, capable and affordable motor car is offered with its service book, collection of old MOT’s and invoices plus a current V5c document.

1997 Lotus Esprit GT3 1 of just 197 GT3 examples made

376

Estimate: £16,000 - £20,000* Reg no: R701 WAN

MOT: None

Chassis No: SCC082920VHA42124

Hailed by renowned motoring scribe Andrew Frankel as the best driving Lotus Esprit derivative (aside from the even scarcer Sport 300), the GT3 was launched in 1996. With some 240bhp/216lbft of torque on tap and weighing just 1,230kg, the twoseater was reputedly capable of 0-60mph in 5.1 seconds and 163.5mph. Only 196 were ever made with survivors becoming increasingly sought after. Finished in Aluminium Silver with Black upholstery and the model’s trademark body-coloured transmission tunnel, chassis HA42124 was supplied new by Bell & Colvill of Surrey. Subject to a documented speedometer change in 1998 at 1,905 miles, the replacement instrument shows an additional c.83,500 miles. Changing hands several times during its early life, ‘R701 WAN’ has been in the current (sixth) ownership for two decades. Treated to over £11,000 worth of maintenance since 2010 (including £2,000 this year alone), the Lotus pleasingly retains its owner’s wallet, handbook and service book not to mention copies of maintenance / service manuals, numerous old MOT certificates and assorted invoices. Riding on handsome OZ alloy wheels and still with its correct ‘GT3’ side decals in place, the Esprit has been running and driving in our care but is presently off the road awaiting a new custodian to take it to the next level. A rare opportunity to acquire a ‘GT3’ that makes its Porsche equivalent look commonplace by comparison! *All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

223

The Spitfire Memorial Table

377

A unique tribute to R.J. Mitchell Estimate: £150,000 - £200,000* Reg no: HDF 475D

MOT: Exempt

Chassis No: GHN390414

The master craftsman who created The Spitfire Memorial Table, Huw Edwards Jones, has long been captivated by World War Two aircraft and indeed has held a private pilot’s licence since he was eighteen. In 2007, determined to honour the most famous British fighter plane of them all – the Supermarine Spitfire – he came up with the idea of incorporating its iconic ‘nose’ into a unique table. The renowned aviation artist Geoff Nutkins produced an evocative impression based on Edwards Jones’ technical drawings which came to the attention of Wing Commander Bob Doe DSO, DFC & Bar (the third highest scoring Battle of Britain ace) who threw his support behind the concept but sadly died before it was completed. The MKIX propellor hub is reputed to have come from a Supermarine Seafire that crashed near Yeovil in heavy fog during 1943. The propellor blades were obtained from a variety of sources (eBay, antique shop, warbird restoration company, eccentric engineer) and include one which appears to have been an Experimental item. A factory diaphragm (the pressed steel panel that the front cowls lock onto, just behind the spinner cone) was secured too. As can be imagined locating appropriate parts and then convincing people to part with them was a time consuming process. So Mr Edwards Jones was delighted when someone learning of his idea sent him twelve, original castellated nuts for the hub which would otherwise have cost £2,000 apiece!No stranger to restoring historic aircraft, Simone Cunningham of Cunningham Aero used an English Wheel to hand fabricate the nose cowlings. Edwards Jones then did much of the rivet work himself as well as fitting the Fairey catches. Countless hours were spent not only making a substructure to hold the cowlings in place but also finessing their fitment. The spectacular, tarnish-free finish was achieved by means of special polishes. Ironically, the Hoffman phosphor bronze bearings on which the table rotates are of a type that might well have been used by Messerschmitt or Focke-Wulf during WW2. Designed such that one person can assemble or disassemble it, the Spitfire Memorial Table was finally completed in 2012. Making its public debut on the Channel 4 television programme Four Rooms the following year (Series 3, Episode 20) where it was greeted with universal acclaim, the one-off fusion of art, engineering and furniture subsequently appeared on the BBC television programme Heirlooms.2013 also saw the one-off piece displayed at Olympia for the Fine Art & Antiques Exhibition and at the Dorchester Hotel for the 150th Anniversary celebrations of Henry Royce’s birth (where the late Quentin 224

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Wilson hailed it as the most impressive piece of design he had encountered since the original E-Type Jaguar in 1961). The table was in great demand two years later for the Battle of Britain’s 75th Anniversary being invited to events at Biggin Hill (The Hardest Day Memorial – where the ‘last of the few’ were photographed cutting a cake atop it and Friday Night is Music Night with the BBC), Goodwood (Boultbee Flight Academy) and Cheltenham’s The Long Galley (Exhibition of Excellence) etc.Granted a design patent, the table’s greatest accolade arguably came from the late Dr Gordon Mitchell who wrote to Edward Jones with the following praise: “It is clear that your primary aim is to achieve perfection in all your work. This table I know would receive 100% approval by R.J. Mitchell since he also sought out perfection in all his designs which he indeed achieved with his masterpiece – THE SPITFIRE”.With its constituent parts alone costing tens of thousands of pounds not to mention the hundreds of hours lavished on it by a Liveryman of the Worshipful Company of Furniture Makers, this unique Spitfire Memorial Table is a true work of art. Please note VAT is payable on the hammer price for this lot as well as on the buyer’s premium.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

225

Bidder Registration Form (PLEASE COMPLETE IN BLOCK CAPITALS) H&H Classics Ltd, Cinnamon House, Cinnamon Park, Warrington, Cheshire WA2 0XP, United Kingdom | HandH.co.uk | sales@HandH.co.uk | +44 (0)1925 210035

Debit / Credit Card Details

Auction Date

Bank Name

Paddle No. (official use only)

Account No.

Personal Details Title

Sort Code Name

Card No.

Surname

Valid From

Expiry Date

Address

Issue No.

Security Code

Town / City

Billing Address

Country

Postcode

Contact Telephone No.

Town / City Country

Postcode

Mobile No.

Identification

Please provide a minimum of two forms of identification: Passport, Drivers License or Bank Card (photocopies or scans only)

Identification Type 1 I hereby give consent for H&H Classics to hold my personal data and send me auction updates and preview catalogues. I may withdraw consent at any time by contacting sales@HandH.co.uk

Identification Type 2

I have read and understood the terms and conditions printed in this catalogue. I agree that they are incorporated into this contract and I agree to be bound by them. I also understand that I must pay H&H Classics Ltd a Buyer’s Premium equal to 12.5% of the Hammer Price plus VAT.

Date

Bidders Signature

Telephone / Commission Bidders Form (PLEASE COMPLETE IN BLOCK CAPITALS) H&H Classics Ltd, Cinnamon House, Cinnamon Park, Warrington, Cheshire WA2 0XP, United Kingdom | HandH.co.uk | sales@HandH.co.uk | +44 (0)1925 210035

Debit / Credit Card Details

Auction Date

Bank Name

Paddle No. (official use only)

Account No.

Personal Details Title

Sort Code

Name

Card No.

Surname Address Town / City

Valid From

Expiry Date

Issue No.

Security Code

Billing Address

Country

Postcode

Contact Telephone No.

Town / City Country

Mobile No.

Identification

Email I have read and understood the terms and conditions printed in this catalogue. I agree that they are incorporated into this contract and I agree to be bound by them. I also understand that I must pay H&H Classics Ltd a Buyer’s Premium equal to 12.5% of the Hammer Price plus VAT.

Date

Bidders Signature

Postcode Please provide a minimum of two forms of identification: Passport, Drivers License or Bank Card (photocopies or scans only)

Identification Type 1 Identification Type 2 I hereby give consent for H&H Classics to hold my personal data and send me auction updates and preview catalogues. I may withdraw consent at any time by contacting sales@HandH.co.uk

Telephone / Commission Bids H&H Classics are instructed to accept telephone / commission bids on the following lots. I understand that all the lots on offer are sold as collectors’ items and are not sold as operational means of transport. Please indicate if your bid is a telephone bid (Tel.) or commission bid (Com.) by ticking the relevant box on the table provided below. Tel.

Com.

Lot No.

Description

£ (Com. bids only)

TERMS & CONDITIONS These conditions apply to all sales held by H&H Classics Limited in England and Wales to the exclusion of all other Terms and Conditions and no alteration or modification to these Conditions will be binding on H&H Classics Limited unless accepted in writing by them.

Expenses in relation to a Lot means the Auctioneer’s charges and expenses for illustrations, special advertising, packing, freight, transport, storage and any other charges and expenses of that Lot (other than the commission) plus VAT on any of them.

Lot means any item or items consigned with a view to its or their sale at auction.

Your attention is specifically drawn to the “Notes for Intending Purchasers” published in the front of the catalogue.

The charges for uplifting an item, either sold or unsold, into storage, with charges, are as follows:

Reserve means the minimum Hammer Price (if any) agreed between the Auctioneer and the Seller at which the Lot may be sold.

DEFINITIONS In these Terms and Conditions the following words and expressions shall unless the context otherwise requires have the following meanings: Auctioneer means H&H Classics Limited whose Registered Office is at Sterling House Maple Court, Tankersley, Barnsley, England, S75 3DP; company number 02852199 and Auctioneer means its representative who actually conducts the sale.

Motorcycles Uplift - From £100 Storage - £5 per day for the first fourteen days or part thereof and £12 per week or part thereof thereafter (subject to change without notice).

The Sale means the auction sale in respect of which the Lot is consigned for sale. Sale Proceeds means the net amount payable by the Auctioneer to the Seller being the Hammer Price less the sum of the commission, the expenses, the entry fee (if not already paid) and the VAT chargeable on any of them. Seller means the person who offers the Lot for sale whether or not he is the true owner.

Bicycles Uplift - £20 Storage - £3 per day for the first fourteen days or part thereof and £8 per week of part thereof thereafter (subject to change without notice).

Seller’s Commission means commission payable by the Seller pursuant to Condition 6.

Motor Cars Entry Fee - from £250 + VAT Vendor’s Premium – 5% + VAT (min £500 + VAT) Buyer’s Premium – 12.5% (min £500 + VAT) on the first £500,000 of the hammer price of each Lot, and 10% + VAT on the balance thereafter

Entry Form means the form to be completed by the Seller as to each separate Lot pursuant to Condition 1.1.

Automobilia/Motobilia Charges for these items are determined by size and weight: ‘A’ - the standard charge and will not be marked in the sales catalogue - £8 uplift and £1 per day storage (subject to change without notice). ‘B’ - larger items and marked * in the sales catalogue £20 uplift, £2 per day storage (subject to change without notice). ‘C’ - the largest items marked ** in the sales catalogue £50 uplift, £5 per day storage (subject to change without notice). ‘R’ - items needing to be ‘Referred’ for individual quotations marked ‘R’ in the sales catalogue (subject to change without notice).

Estimated Value means the value given by the Seller in the Entry Form as the Estimated Value of the vehicle and if more than one value is given, the higher of those values.

Hammer Price means the price in £ sterling at which a Lot is knocked down by the Auctioneer to the Buyer at the fall of the hammer.

Bidders Registration Form means the form to be completed by each bidder pursuant to Condition 12.5. The Buyer is the only person whose bid is accepted by the Auctioneer to conclude the contract for the purchase of a Lot. Buyer’s Commission shall have the meaning given in Condition 14. Catalogue includes any advertisement, brochure, estimate, price list and other publication generated or published by or on behalf of the Auctioneer in relation to a sale. Contract means the contract formed pursuant to these Conditions between any of the Seller, the Buyer and the Auctioneer.

228

Motor Cars Uplift - From £175 Storage - £12 per day for the first fourteen days or part thereof and £40 per week or part thereof thereafter (subject to change without notice).

Premises means the place at which the Auctioneer are conducting that particular sale.

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

Stated rates means the usual rates of Commission, Entry Fees and any other charges for the time being plus the VAT chargeable on any of them. The current rates are as from:

Motorcycles & Scooters 15% to the Buyer, 10% to the Seller (minimum £150 to both parties) Entry Fee - from £60 Registration Numbers 20% to the Buyer, 20% to the Seller (minimum £150 to both parties) Entry fee - from £60 Online Online bidding attracts an additional 2% + VAT commission

Total Amount Due means the Hammer Price in respect of the Lot sold plus the Buyer’s commission and additional charges and expenses due from a defaulting Buyer under these Conditions plus VAT chargeable on any of them expressed in £ sterling. Payment can be made by bank transfer using our bank account details as follows: NatWest, 23 Sankey Street, Warrington, Cheshire WA1 1XH Account Name: H&H Classics Ltd Account No: 71060480 Sort Code: 01-09-17 BIC: NWBKGB2L IBAN: GB98NWBK01091771060480 Usual Charges means the total of the Commissions, Entry Fees and any other reasonable costs and expenses plus VAT payable thereon. VAT means UK Value Added Tax at the prevailing rate from time to time. Vehicles includes, vehicles.

where

appropriate,

incomplete

CONDITIONS MAINLY CONCERNING SELLERS AND CONSIGNORS 1.1 An Entry Form in respect of each Lot must be completed fully and accurately, with an honest description of the Lot, signed and dated by the Seller and accompanied by the Entry Fee, when the Lot is entered. The Auctioneer may at any time ratify an incomplete form. 1.2 Any documentation pertaining to the Lot must be sent with the Entry Form to the Auctioneer’s office, or in any event delivered with the Lot to the Premises. The Contract between the Seller and the Auctioneer will be formed when the Auctioneer receives a signed Entry Form for the Lot, whether by hand, post, fax, email or by any other means, and whether or not the Entry Fee for that Lot has been paid, and whether or not the Form has been signed by the Auctioneer. 1.3 All relevant matters pertaining to the Lot such as a financial encumbrance, serious accident damage or other factors affecting value which are known to the Seller must be stated on the Entry Form. If a sale is lost because of the failure of the Seller to disclose to the Auctioneer all

information which may reasonably be expected to affect the provenance, title, value or any other aspect of the Lot, the Auctioneer will charge and the Seller must pay the stated rates (both to Seller and Buyer) plus VAT.

if the Sale Proceeds are less than the charges outstanding the Seller will be responsible for the settlement of the balance forthwith. There will be a charge of £75 plus VAT for this service.

1.4 If the Seller wishes to retain the registration number of a Lot, it is the Seller’s responsibility to notify the Auctioneer in writing on the Entry Form. It is the Seller’s responsibility to take all necessary steps to ensure that the current registration number is retained and a new number allocated prior to the Lot being sold. If the Seller does not do so, the Auctioneer shall not be responsible for any loss or damage whatsoever and howsoever arising out of the Seller’s loss of the right to the registration number following the sale of the Lot.

3.3 Each Lot, in the condition as described on the Entry Form, and with all keys, spare or extra items and documents shall be delivered to the Premises at the expense of the Seller. The Seller of a Lot not held by the Auctioneer at the Premises or under its control warrants and undertakes to the Auctioneer that the Lot will be made available and in a deliverable state at the time stated by the Auctioneer.

2.1 The Auctioneer shall have absolute discretion whether or not to accept any Lot for sale and shall be entitled to select the auction place, date, catalogue placement and photographs for the Lot.

3.4 The Seller shall indemnify both the Auctioneer, its Employees and Agents, and the Buyer separately, against all payments, costs, expenses, demands, or any loss or damage whatsoever and wheresoever incurred or suffered by any of them in respect of any breach of these Conditions on the part of the Seller.

2.2 The Seller gives the Auctioneer full and absolute right to photograph and illustrate any Lot placed in its hands for sale, and to use such photographs and illustrations as are provided by the Seller at any time at its absolute discretion (whether or not in connection with the Sale), with indemnity against copyright infringement.

4.1 The Seller shall be entitled, prior to the sale to place a Reserve on any Lot, this being the minimum Hammer Price at which the Auctioneer is authorised to sell that Lot and to make its usual charges. A Reserve once placed by the Seller shall not be changed without the consent of the Auctioneer.

2.3 The Seller is wholly responsible for the factual accuracy of, and for any judgments or opinions expressed in, the catalogue description of each Lot entered by him, and for any error, misstatement or omission of information in that description. Whether the description has been prepared by the Auctioneer or the Seller, a copy of the typed text will be provided to the Seller within a reasonable time prior to the Auction, and unless the Seller reacts with comments or changes prior to the Auction, the Auctioneer may treat that description as accepted by the Seller.

4.2 The Auctioneer may, at its option, sell the Lot at a Hammer Price below the Reserve but in any such case the Sale Proceeds to which the Seller is entitled shall be the same as if the sale had been at Reserve.

3.1 The Seller warrants to the Auctioneer and to the Buyer either that he is the true owner of the Lot or that he is duly authorised to sell the Lot by the true owner, and is able to transfer or procure transfer of good and marketable title to the Lot free from a third party claims or encumbrances. 3.2 In the event of an unsettled hire purchase, finance agreement or any other charge or lien affecting the Lot, the Auctioneer reserves the right to settle the amount due of such charges not exceeding the Sale Proceeds and

4.3 Where no Reserve has been placed on the Lot the Auctioneer shall in no way be liable should the Lot be purchased for a price below the lowest estimated selling price. In any event, any written or oral estimate of likely selling price given by the Auctioneer is an expression of opinion only and may not be relied upon by the Seller nor give rise to any claim. 4.4 If a Reserve is placed by the Seller in a currency other than Pounds Sterling, such a Reserve shall be calculated and converted into Sterling at the spot rate of exchange quoted to the Auctioneer by the National Westminster Bank Plc at close of business on the last banking day prior to the date of the Sale. The certificate in writing of the Auctioneer as to such rate shall be conclusive. 4.5 Where a Reserve has been placed, only the Auctioneer

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

229

may bid on that Lot on behalf of the Seller. Should the Seller buy in his own Lot, the Seller must pay to the Auctioneer its stated rates (both Seller and Buyer) before the Lot is removed. 5.1 The Seller may by notice to the Auctioneer withdraw the Lot from the Auction. If the Seller does so he shall be liable to pay the Auctioneer the stated rate of the Seller’s and Buyer’s commission calculated on the estimated value of the Lot that the Auctioneer would have received had the Lot been sold for the estimated value. For the purposes of this clause the estimated value shall be the higher of:(a) the Seller’s estimate of value as previously notified to the Auctioneer or if more than one figure the highest figure or if none; (b) the value estimated in the catalogue or if more than one figure is given the highest figure, or if none, (c) the Auctioneer’s reasonable estimate of its value; (d) plus VAT on such fee in either case and expenses; 5.2 In the event that the Seller withdraws the Lot from the Auction the Seller shall arrange for the collection/removal of the Lot at his own expense within 2 working days after the date of withdrawal provided that the Seller may not collect the Lot unless or until any withdrawal fee payable under Conditions 5.1 shall have been paid in full and any storage charges have been met by the Seller. 6. The Seller authorises the Auctioneer to deduct from the Hammer Price commission at the Stated Rate subject to the relevant minimum commission for each Lot, plus Expenses and VAT on both. The Seller acknowledges the Auctioneer’s right to charge and retain the Buyer’s Premium also in accordance with Condition 14. 7. The Seller of a Lot which is a road going means of transport warrants and undertakes to the Auctioneer that, as at the date of the Sale, either: (a) the Lot will be VAT paid in the EU and registered in the UK, will be lawfully usable on the public road, complying with the provisions of current Road Traffic Legislation and all relevant regulations made thereunder and any statutory modifications thereof, and there is or will be in force an MOT Certificate required in relation to such use; or (alternatively) 230

(b) the Seller has notified the Auctioneer that the Lot does not or will not meet these requirements, and cannot legally be used on the road. 8. The Seller hereby agrees to indemnify the Auctioneer, its Agents and Employees against any and all claims, liability or damage and all related costs and expenses arising out of the proper execution by the Auctioneer of their obligations to the Seller under these Conditions, and in particular against any liability or claim which may be incurred by the Auctioneer as a result of any defect in the Lot, whether proving dangerous to human life or health or otherwise giving rise to a claim against the Auctioneer, or as a result of any default by the Seller or any breach of any of the warranties or undertakings herein by the Seller. 9.1 Where any Lot fails to sell, the Auctioneer shall notify the Seller accordingly. The Seller shall make arrangements either for the Auctioneer to re-offer that Lot for sale, or forthwith to collect the Lot and to pay the Expenses. If such arrangements are not made: (a) by 1pm on the day following the date of the Sale, the Seller shall be responsible for the costs of any removal, storage and other expenses related to that Lot; (b) within 3 months after formal notification by the Auctioneer to the Seller, the Auctioneer shall have the right (pursuant to the Torts (Interference with Goods) Act 1977 or any legislation that re-enacts or replaces it) to sell the Lot by private treaty or at public auction without reserve and to deduct from the Hammer Price or price received any sum owing to the Auctioneer including (without limitation) removal, storage and insurance expenses, the Expenses of both auctions, Commission at the Stated Rate on the sale and all other reasonable expenses, before remitting the balance to the Seller; or if he cannot be traced, placing it in a bank account in the name of the Auctioneer on behalf of the Seller. 9.2 If the Seller later sells the Lot as a result of its exposure at the auction the Auctioneer will be entitled to their normal commission. In any event the Auctioneer will be entitled to try and effect a sale as the Seller’s agent within 14 days after the date of the auction (that time limit does not apply to a sale by the Seller). If the Auctioneer does so sell the Lot, they will also be entitled to their normal commission. 10.1 Where a Lot is sold, the Auctioneer shall initiate

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

payment, by bank transfer, of the Sale Proceeds to the Seller 14 days after the Auctioneers have received in cleared funds the Total Amount Due from the Buyer. Should no bank details be provided by the seller, the Auctioneer will effect payment by sending its cheque, drawn in favour of the Seller, 14 days after receipt of cleared funds, by first class mail at the Seller’s risk. 10.2 If before the Total Amount Due is paid by the Buyer (whether or not because the Auctioneer has given credit terms to the Buyer) the Auctioneer pays to the Seller an amount equal to the net Sale Proceeds, title in the Lot shall pass from the Seller to the Auctioneer. 10.3 In the case of overseas Sellers, the Sale Proceeds will be paid to the Seller either in Sterling or in such other currency available to the Auctioneer as may have been agreed in writing between the Seller and the Auctioneer before the date of the Sale. The Auctioneer shall calculate the rate of exchange for the Sale Proceeds by reference to the spot rate of exchange quoted by the National Westminster Bank Plc at close of business on the date of the Sale, whichever is more favourable to the auctioneer. 10.4 If the Auctioneer receives notice of any dispute related to a sold Lot before the Sale Proceeds have been remitted to the Seller, the Auctioneer may withhold payment from the Seller until it thinks fit or until the Dispute is resolved, whichever is earlier. 10.5 The Auctioneer retains the right to withhold partial or total payment for any Lot if items committed to the Sale by the Seller and sold as part of the Lot, including any relevant documents, have not been delivered by the Seller. 10.6 The Seller shall maintain their insurance of the Lot until they are in receipt of the Sale Proceeds 11.1 If the Buyer fails to pay the Auctioneer the total Amount due within 21 days after the Sale, the Auctioneer will notify the Seller and take the Seller’s instructions as to the appropriate course of action. So far as in the Auctioneer’s opinion it is practicable, the Auctioneer will at the Seller’s expense assist the Seller to recover the Total Amount Due from the Buyer, but the Auctioneer shall be under no obligation to institute proceedings in its own name. 11.2 If circumstances outside the Auctioneer’s control do not permit the Auctioneer to take instructions from the

Seller, the Seller hereby authorises the Auctioneer, at the Seller’s expense, to agree special terms for payment of the total Amount Due; to remove, store and insure the Lot sold; to settle claims made against the Buyer or the Seller on such terms as the Auctioneer shall in its absolute discretion think fit; to take such steps as are necessary to collect the monies due by the Buyer to the Seller; and if necessary to rescind the sale and refund money to the Buyer.

Registration Form which discloses the true principal, or otherwise in writing) that the bidder is acting as agent on behalf of a disclosed principal.

CONDITIONS MAINLY CONCERNING THE BUYER

12.5 A prospective bidder should register his intention to bid for a Lot by completing fully and signing a Bidder’s Registration Form prior to executing his bid. If this has not been completed before the fall of the hammer, the Buyer shall forthwith complete the Bidder’s Registration Form. The Bidder shall also provide photographic identification. Failure to do so shall not invalidate the sale, unless the Auctioneer, in its absolute discretion, so decides.

12.1 Any motor vehicle is sold as a collector’s item and not as a means of transport. Buyers are specifically warned that any vehicle sold as such may well have had parts replaced and paint renewed or be made up of parts from other vehicles the condition of which may be difficult to establish. The Auctioneer has to rely on information as to the date, condition and authenticity provided by the Seller and does not provide its own description, and does not and cannot undertake its own inspection of vehicles or other Lot and it is the responsibility of the Buyer to ensure that the Lot conforms to the description in the catalogue. The Auctioneer cannot check or verify the authenticity of the chassis or VIN number under which a vehicle is offered, but relies on the Seller’s description. Buyers should take particular care to verify in advance the authenticity of a vehicle that is claimed to have important racing, rallying or ‘ex-works’ history as it was common in period for a competition vehicle of a single identity to have more than one chassis, body or other mechanical components. This may have happened several times, both in a vehicle’s ‘works’ career and thereafter in private owner hands. Sometimes ‘works’ vehicles were fitted with different registration plates, so that a vehicle could meet a particular event’s start date deadline. These historical factors may lead to there being in existence multiple and competing claimants to the same vehicle identity. 12.2 The Buyer shall be the person making the highest bid at or over Reserve (if any) that is accepted by the Auctioneer, and the Contract shall be concluded at the fall of the hammer. The Auctioneer shall have the absolute discretion to settle any dispute related to bidding at the Sale. All sales are deemed not to be sales in the course of a business, unless notified to the contrary. 12.3 Every bidder shall be deemed to act as a principal unless the Auctioneer has, prior to the auction date, acknowledged (either by acceptance of the Bidder’s

12.4 The Auctioneer may in its absolute discretion refuse to accept any bid, advance the bidding as it may decide, withdraw or divide any Lot, combine any two or more Lots, and in the case of dispute may put up any Lot for auction again.

each Lot the Buyer’s Commission calculated on the Hammer Price at the stated rates as set out above. 15. Where a Lot is described in the Catalogue or announced at the time of Sale as being subject to VAT on import, VAT will be payable in addition to the Hammer Price (which VAT may or may not be refundable by HM Customs & Excise on proof of export). 16.1 Upon the sale of a Lot, the Buyer shall: 16.2 Unless he has already done so, complete a Bidder’s Registration Form as in Condition 12.5 above; 16.3 Pay to the Auctioneer the total amount due, at latest by midday on the day after the Sale, notwithstanding that where the Buyer wishes to export the Lot, an export licence may be required which must be obtained by the Buyer at his own cost;

12.6 Any bid which fails to reach the Reserve may be submitted by the Auctioneer to the Seller and if the Seller accepts that bid, the Lot will be deemed to have been sold to the Buyer at the sum bid at the fall of the hammer and the normal Terms and Conditions will apply to that sale.

16.4 Accept that any payments received by the Auctioneer from a Buyer may be applied by the Auctioneer towards any sums owing from that Buyer to the Auctioneer on any account whatsoever, without regard to any directions of the Buyer or his agent, whether express or implied.

13.1 Where a Lot is illustrated by a photograph, in the case of a vehicle with a registration number visible, that number will not be transferred with the vehicle to the Buyer unless the registration particulars appear in the written part of the description and the transfer has been authorised by the Seller. If the vehicle is sold to the Buyer before the formalities of the allocation of a different registration number to that vehicle are completed with the DVLA, the Buyer accepts that he will take all steps necessary to cooperate with either the Seller or the Auctioneer to have the number re-transferred to the Seller or as may be, and will take no steps to register the vehicle with the number in his name.

17.1 Until the total amount due has been received by the Auctioneer:

13.2 Whilst the interests of prospective Buyers are best served by personal attendance at the Sale, the Auctioneers will if so instructed execute bids on their behalf. Neither the Auctioneer nor its Employees or Agents will be responsible for any error or default in doing so or in failing altogether to do so. Where the Auctioneer executes bids on behalf of an absent bidder, each Lot will be bought as cheaply as is allowed by other bids and any relevant Reserve. 14. The Buyer shall pay to the Auctioneer in respect of

(a) title in a Lot shall not pass to the Buyer but the risk shall; (b) no Lot may be taken away by or on behalf of the Buyer. 17.2 The Buyer shall be responsible for any removal, storage and insurance charges and any other Expenses on any Lot not paid for and taken away from the by 1pm on the day following the day of the sale. 17.3 If the Lot remains under the vendor’s control for any reason, either at their property or a third-party one, then the Buyer must remove it within ten days of the sale. Failure to do so will result in the Lot being uplifted to secure storage at the Buyer’s expense. 18.1 If a Buyer fails either to pay for or to take away any Lot, the Auctioneer may without further notice to the Buyer, at its discretion and without prejudice to any other rights or remedies it may have, exercise one or more of the following rights or remedies, as may be relevant, in relation to any and all remedies for non-payment that the

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

231

Auctioneer may choose to exercise. The Buyer will pay to the Auctioneer all legal and other costs borne by it on a full indemnity basis.

18.9 To reject or ignore any bids made by or on behalf of the defaulting Buyer at any future sales or insist upon a cash deposit before accepting any bids in future.

18.2 To charge interest at a rate not exceeding 3% per month over Natwest Bank’s base rate on so much of the total amount due as remains unpaid after the date and time referred to in condition 16.3 for the first two months. After that period of time to charge interest at a rate not exceeding 1.75% per month over Natwest Bank’s base rate on so much of the total amount due as remains unpaid after the date and time referred to in condition 16.3.

19.1 All Lots are offered as seen with all faults and defects without any guarantee or warranty attaching thereto as to condition, roadworthiness or otherwise and with all faults and defects whether apparent upon examination or not.

18.3 To issue proceedings against the Buyer for payment of the total amount due and/or for damages for breach of contract. If the Seller decides to sell the Lot elsewhere, the Auctioneer may proceed against the Buyer for the Commission which it would have earned both from the Seller and the Buyer together with VAT on both had the Buyer paid for the Lot in accordance with these Conditions. 18.4 To rescind the sale of that or any other Lots sold to the same Buyer at this or any other Sale, in respect of which title has not passed. 18.5 To resell the Lot or cause it to be resold by public or private sale, such that any deficiency in the total amount due resulting from such resale (after giving credit for any payment) together with the full costs incurred in connection with the Lots shall be paid to the Auctioneer by the Buyer; any surplus in excess of the Sale Proceeds of that resale shall belong to the Seller. 18.6 To store the Lot at the sole expense of the Buyer and to release the Lot only after payment in full of the total amount due, together with the accrued cost of the removal, storage and insurance and all other expenses incurred in connection with the Lot. 18.7 To retain that or any other Lot sold to the Buyer at the same or any other auction and to release the same only after payment of the total amount due. 18.8 To apply by way of set-off any Sale Proceeds of any Lot then due or at any time thereafter becoming due to the Buyer towards settlement of the total amount due and expenses and the Auctioneer shall be entitled to a lien on any property of the Buyer which is in the Auctioneer’s possession for any purpose.

232

19.2 In any event, neither the Seller nor the Auctioneer shall be liable for any indirect or consequential loss whatsoever, and the maximum liability of the Auctioneer together with its Employees and Agents, in the event of any claim against them arising from the sale of any Lot shall be limited to the Hammer Price plus Buyer’s Premium in respect of that Lot. GENERAL CONDITIONS 20. The Auctioneer in all respects acts and will be treated as agent for the Seller (except where the Auctioneer is expressly stated to be selling as principal), and is not responsible for any default by the Seller or the Buyer to the other party. 21. The Auctioneer will not accept any liability for damage sustained to a Lot that is attributable to members of the public or non-Auctioneer operatives during the Sale or any removable items left within lots during the same period. Any claims for damage and / or lost items must be submitted to the Auctioneer in writing no later than 3 working days after the date of the Sale and include a valid quote for repair or replacement and digital photographs where applicable. 22. The Auctioneer shall be under no liability for any injury, damage or loss sustained by any person while on the Auctioneers premises (including any premises where a sale may be conducted or where a Lot, or a part of a Lot, may be on view from time to time) except for death or personal injury caused by the negligence of the Auctioneers or its employees and agents in the course of their duties to the Auctioneers. 23. The Auctioneer shall have the right, at its sole discretion, without assigning any reason, to refuse any person admission to its Premises or attendance at any of its Sales, or to view any Lot. 24. The Auctioneer shall keep and use any data relating to the Buyer and the Seller in accordance with the provisions

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

of all relevant data protection legislation. The Buyer and the Seller consent to such data being kept and used for appropriate purposes, including informing the Buyer and the Seller of any offers or other matters of interest from time to time. 25. The copyright in all written matter and illustrations relating to Lots shall remain at all times the absolute property of the Auctioneer, and any person wishing to use such materials, or any part of them, shall require the prior written consent of the Auctioneer. 26. If any Condition or part of a condition in these Terms shall be held to be invalid or unenforceable, the validity or enforceability of the remaining Conditions will not thereby be affected. 27. These Conditions shall be governed by and construed in accordance with English Law. All transactions to which these Conditions apply and all matters connected therewith shall also be governed by English Law. Each of the Auctioneer, the Seller, the Buyer and any bidder hereby submits to non-exclusive jurisdiction of the courts of England and Wales.

LOTS IN TODAY’S SALE Lot No

Lot No

258 c.2006 AC Cobra Mk. V 259 1963 Alfa Romeo 2600 Spider 265 1933 Alvis Speed 20 SB Drophead Coupe Vanden Plas 269 1965 Alvis TE21 Coupé 292 2017 Aston Martin DB11 274 1962 Aston Martin DB4 Series IV Vantage 310 1963 Aston Martin DB5 Sports Saloon 234 1967 Aston Martin DB6 368 2001 Aston Martin DB7 Vantage 237 2012 Aston Martin V8 Vantage 4.7 308 2002 Aston Martin Vanquish 293 1931 Auburn 8-98 Sedan 225 2006 Audi RS4 Quattro Saloon 364 1939 Austin Big Seven Six-light Saloon 275 1964 Austin Gipsy Recovery Truck 352 1960 Austin Healey Frogeye Sprite 239 1964 Austin Mini 850 271 1970 Austin Mini Cooper S 1275 Mk. II Privateer Rally Car 324 1965 Austin Mini Cooper S 1293 Mk. I Rally Car 326 1968 Austin Mini Cooper S Mk. II 1293 Privateer Rally Car 355 1967 Austin Mini Cooper S Works Competition Car 354 1959 Austin Mini Se7en De Luxe Saloon

289 2011 Bentley Continental GTC Speed 236 2013 Bentley Continental GTC V8 223 1973 Bentley Corniche Convertible 212 2013 Bentley Flying Spur 343 2011 Bentley Mulsanne 375 1991 Bentley Mulsanne S 348 1956 Bentley S1 ‘Lightweight’ Saloon by H. J. Mulliner 345 1963 Bentley S3 365 1996 Bentley Turbo R 221 1974 BMW 2002 Turbo 229 1986 BMW 318i Saloon 287 1987 BMW 318i Saloon 332 2005 BMW 630i Coupe 248 2004 BMW Alpina B3 S 340 1998 BMW M3 Evolution Convertible 363 1948 Buick Roadmaster Convertible 204 1987 Caterham Seven 1700 Super Sprint 335 1974 Chevrolet K20 4WD 3/4 Ton Pick-Up 245 1989 Citroen 2CV6 Dolly 277 1950 Daimler DB18 2½ Litre Foursome Drophead Coupe 264 1978 Daimler Double Six 203 1984 Daimler Double Six ‘TWR’ Evocation 215 1976 David Brown 885 Tractor 288 1905 De Dion-Bouton 8hp Type Z Victoria 220 1948 Delahaye 135 MS Three-Position Drophead by Pennock 298 1930s Ferguson Type A Tractor 296 1938 Ferguson Type A Tractor 210 1969 Fiat 500 L 278 1969 Fiat 850 Sport Coupé 333 1963 Fiat 1500 Cabriolet 316 1974 Ford Capri Mk2 3.0-litre Ghia 341 1920 Ford Model T Roadster 312 1966 Ford Mustang 289 262 1991 Ford Sierra Sapphire RS Cosworth 4x4

305 1939 Frazer Nash-BMW 328 Roadster 209 1967 Jaguar 420 G 307 1962/1990 Jaguar D-Type Evocation 304 1965 Jaguar E-Type 4.2 Coupé 249 1967 Jaguar E-Type 4.2 Roadster 337 1964 Jaguar E-Type Series 1 4.2 Fixed Head Coupé 214 1962 Jaguar E-Type Series I 3.8 Fixed Head Coupé 309 1962 Jaguar E-Type Series I 3.8 Fixed Head Coupé 311 1971 Jaguar E-Type V12 Roadster 369 1974 Jaguar E-Type V12 Roadster 313 1962 Jaguar Mk. II 3.8 Coombs 358 1965 Jaguar MKII Saloon 246 2004 Jaguar Super V8 359 1996 Jaguar XJ6 3.2 Sport 206 1976 Jaguar XJ-C 4.2 339 1995 Jaguar XJ-S 4.0 Coupe 284 1991 Jaguar XJ-S V12 ‘Le Mans’ Limited Edition 232 1986 Jaguar XJ-SC 5.3 283 1952 Jaguar XK120 Fixed Head Coupe 224 1953 Jaguar XK120 Fixed Head Coupe 329 1950 Jaguar XK120 Roadster 334 1953 Jaguar XK120 Roadster 294 1955 Jaguar XK140 3.4 litre Drophead Coupe 362 1955 Jaguar XK140 Fixed Head Coupe 244 1958 Jaguar XK150 3.4-Litre Drop Head Coupe 342 1959 Jaguar XK150 S 3.8 Litre Drophead Coupe 346 1960 Jaguar XK150 SE 3.8 Litre Fixed Head Coupé 357 1963 Jensen C-V8 Sedanca 250 1968 Jensen FF 306 1971 Jensen Interceptor II 255 1952 Lagonda 2.6 Litre Drophead Coupe 233 1937 Lagonda LG45 Drophead Coupe 290 1936 Lagonda Rapier 280 1994 Land Rover 90 Defender

344 1932/37 Austin Seven Offset Single-Seater ‘The Willis Special’ 213 1928 Austin Seven Swallow Open Two-Seater 374 1959 Austin-Healey 3000 Mk. I 272 1959 Austin-Healey Sprinzel Sebring Sprite 268 1925 Bentley 3-Litre ‘Simplex’ Drophead Coupé 238 1937 Bentley 4¼ Litre Sports Saloon by H. J. Mulliner 322 1936 Bentley 4¼ Litre Vanden Plas Sports Tourer 257 1928 Bentley 4½ Litre VDP Tourer 291 2003 Bentley Arnage R 303 2009 Bentley Azure 253 1995 Bentley Brooklands

*All hammer prices are subject to a Buyer’s Premium from 12.5% (+ VAT)

235

LOTS IN TODAY’S SALE Lot No

Lot No

367 1978 Land Rover Series III

325 1964 Morris Mini Cooper S 1275 Experimental Car

361 1980 Rolls-Royce Silver Shadow II

207 1981 Land Rover Series III 88’’

299 c.1960 Morris Minor 1000

251 1970 Rolls-Royce Silver Shadow MPW Two-Door Saloon

240 1971 Leyland Mini 1275GT

242 1954 Morris Minor Series II

247 1987 Rolls-Royce Silver Spur

301 1977 Leyland Mini Van

336 2007 Nissan 350Z GT ‘HR’

205 1939 Rolls-Royce Wraith Drophead Coupé

228 1974 Lotus Elite

371 1904 Oldsmobile Model N ‘French Front’ Touring Runabout

211

376 1997 Lotus Esprit GT3

256 1989 Porsche 3.2 Carrera Targa Sport

273 1996 Rover Mini Cooper Group N Works Rally Car

366 2005 Maserati 4200 GT

267 1983 Porsche 911 Carrera 3.2 Cabriolet

328 1996 Rover Mini Cooper Works Competition Car

254 1987 Maserati Biturbo

222 2007 Porsche 911 Carrera 4S Cabriolet

295 1994 Rover Mini ‘Radford De Ville’

282 1934 McLaughlin-Buick Golfer’s Coupe

302 1983 Porsche 924 Lux

318 2001 Rover Mini Seven

330 1958 Mercedes-Benz 190 ‘Ponton’

260 1991 Porsche 928 S4

349 1932 Rover Nizam 10/25

360 1970 Mercedes-Benz 280 SE Coupe

231 1989 Porsche 944 Turbo

241 1971 Rover P6 2000 SC

315 1972 Mercedes-Benz 280 SEL 4.5

227 2001 Porsche Boxster S

377 The Spitfire Memorial Table

321 1969 Mercedes-Benz 300 SEL 6.3

252 2007 Porsche Cayman

323 1934 SS 1 2½-Litre Tourer

217 2000 Mercedes-Benz SL 280

285 1989 Range Rover Vogue SE

263 1997 Subaru Impreza Turbo 2000 AWD

373 1966 MG B Roadster

219 1939 Raymond Mays Special Sports Tourer

266 1966 Sunbeam Tiger Mk IA Metropolitan Police Car

216 1973 MG B Roadster

347 1924 Rolls-Royce 20hp Coupe de Ville

286 1978 Triumph Stag

297 1963 MG B Roadster Rally Car

276 1955 Triumph TR2

202 1952 MG TD

314 1913 Rolls-Royce 40/50hp Silver Ghost Colonial Landaulette

327 1969 Mini 1275 GT Works Competition Car

281 1975 Rolls-Royce Corniche Convertible

230 1962 Triumph TR4 ‘Fast Road’

353 c.1970s Mini 1460 Rallycross

319 1981 Rolls-Royce Corniche Convertible

218 1997 TVR Chimaera 4.0

243 1971 Mini Clubman Rallycross 4x4 (ex-BL Special Tuning)

338 1929 Rolls-Royce Phantom I

279 1991 Vauxhall Nova GSi

270 1967 Mini Cooper S 1275 Mk. II Rally Car

320 1925 Rolls-Royce Phantom I Dual Cowl Tourer

350 1982 Volkswagen Golf GTI

261 1925 Morris Cowley ‘Bullnose’ 2-Seat Tourer with Dickey

356 1930 Rolls-Royce Phantom II Drophead Coupé

226 1971 Volkswagen Karmann Ghia

200 1924 Morris Cowley Bullnose Four-Seater Tourer

235 2004 Rolls-Royce Phantom VII

331 1978 Volkswagen Karmann Mobil Motorhome

351 1925 Morris Cowley Bullnose Two-Seater Tourer

372 1964 Rolls-Royce Silver Cloud III

300 1966 Volkswagen Type 2 (T1) Camper Van

317 1935 Morris Eight Tourer

370 1977 Rolls-Royce Silver Shadow II

201 1965 Wolseley 6/110

Printed by Park Communications, a Carbon Neutral Company, on FSC® certified paper. Park works to the EMAS standard and its Environmental Management System is certified to ISO 14001. This publication has been manufactured using 100% offshore wind electricity sourced from UK wind. 100% of the inks used are vegetable oil based, 95% of press chemicals are recycled for further use and, on average 99% of any waste associated with this production will be recycled and the remaining 1% used to generate energy. This document is printed on paper made of material from well-managed, FSC®-certified forests and other controlled sources.

1999 Rover Mini Cooper

208 1959 Triumph TR3A ‘Fast Road’

ON THE BACK COVER

1974 BMW 2002 Turbo

221

Estimate: £75,000 - £85,000* Reg no: EOV 943V

MOT: Exempt

Find out more on page 30

Chassis No: 4290736

WAYS TO BID

WAYS TO WATCH

In Person

Online at HandH.co.uk

In Person

By Commission

On the Phone

Online at HandH.co.uk On our Youtube Channel

01925 210035 H A N D H .CO.U K