H&H Kelham Hall | 10 September 2025 by Colette McKay

An Auction of Classic & Performance Motorcars

10th September 2025, Kelham Hall, Newark

Welcome to the auction

Welcome to our first ever auction at the magnificent Kelham Hall, near Newark, Nottinghamshire. The largest and most spectacular private residence that the Gothic revivalist architect Sir Goerge Gilbert Scott ever conceived, it carries echoes of his designs for London’s St Pancras and nestles in forty-two acres of well-kept grounds.

Kelham Hall has already hosted three of our highly successful ‘Classics & Coffee’ meetings attracting everything from WO Bentleys to a Spyker C8 and the ‘Kylie’ De Tomaso Mangusta. We will be returning to the venue in 2026 and are delighted that our inaugural sale, which has been kept deliberately small while alterations are made to the site, contains so many highlights.

Met with incredulity when he told the Mercedes-Benz factory of his plans to convert one of their hallowed 300SL Roadsters into a historic rally car, the vendor pressed on regardless. Yet for all its globe-trotting antics, the Mercedes-Benz remains surprisingly original. The notoriously failure prone, alloy-block engine may no longer be present but even the soft-top frame bears its correct numbers. A true ‘blue chip’ machine, a new owner could enjoy the two-seater ‘as is’ or return it to showroom condition.

No less glamorous, and indeed the most expensive convertible in the world when new, the 1965 Rolls-Royce Silver Cloud III Mulliner Park Ward Drophead Coupe was arguably the ideal vehicle for the lead character of the Palme d’Or winning film ‘Blow Up’ to drive around the streets of London. Immortalised on the silver screen, the wealth and style embodied by the Roller are in stark contrast to the deprived neighbourhoods it wafts through. Entered from a private collection and previously fettled by marque specialist P&A Wood, the Silver Cloud III looks perfectly at home outside Kelham Hall!

Those with less extravagant taste might well find something of interest within the Dering Collection of eight, no reserve entries. A delightful mix that encompasses everything from the humble (1938 Austin Seven AAL Open Road Tourer, 1973 Citroen Ami Super Break) to the grand (1937 Bentley 4¼ Litre Park Ward Saloon, 1961 Alvis TD21 Drophead Coupe) via a delightful 1950 Land Rover 80in and early five-speed converted 1974 Morgan Plus 8, the octet are the property of a gentleman racing driver.

Somewhat better known, HRH Catherine, The Princess of Wales, was chauffeured to her sister Pippa Middleton’s wedding aboard the delightful 1960 Jaguar MKIX Saloon. A former concours d’elegance entrant that is believed but not warranted to have covered some 31,000 miles from new, the stately Jaguar featured in a wealth of paparazzi images at the event.

Also on offer will be a selection of decorative automobilia with many of the presentation lots featuring autographs from the likes of Sean Connery, Colin McRae, Paul Walker, Sir Stirling Moss, Sir Jackie Stewart, Michael Caine, James Hunt and Ursula Andress. So really there is no excuse for coming to Kelham and not buying something!

We hope to see you there.

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

£2,000 - £5,000

£5,000 - £10,000

£10,000 - £20,000

£20,000 - £50,000

£50,000 - £100,000

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 £250)

Boats 12.5% (minimum of £250)

Motorcycles 15% (minimum of £50)

Scooters 15% (minimum of £50)

Registrations 20% (minimum of £50)

Bicycles 20% (minimum of £10)

Automobilia 20% (minimum of £10)

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.

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 Client

Account Account No: 58868984

Sort Code: 01-09-17

BIC: NWBKGB2L

IBAN: GB20NWBK01091758868984

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.

£100

£200/300

£500

£1,000

£2,000/3,000

£5,000

Over £100,000 At the Auctioneers discretion

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 equivalent of €10,000 or Interbank Transfer by 12.00 noon the day following the sale. In any event purchasers are reminded that clearance

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.

PLEASE NOTE: We have been advised that vehicles registered on, and imported from, the Isle of Man are not subject to Import Duty.

PLEASE NOTE: We have been advised that vehicles registered on, and imported from, the Isle of Man are not subject to Import Duty. Nor is a NOVA application required for their re-registration in the United Kingdom.

Vehicle Identity and Competition History

Any motor vehicle is sold as a collector’s item and not as a means of transport. Buyers are specically 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 difcult 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 ‘exworks’ 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 tted 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.

Any motor vehicle is sold as a collector’s item and not as a means of transport. Buyers are speci cally 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 dif cult 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 tted 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.

Register to bid in 3 easy steps

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.

When attending one of our auction venues, please visit the bidders registration desk and provide photographic identi cation 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)

Please provide photographic identi cation 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 con rm your details with the issuing bank fully encrypted through Opayo (formerly SagePay)

3. Complete Registration:

ether 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.

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.

£416,250

1962 Aston Martin DB4 Series IV

£135,000 (ex RAC Rally winning) 2020 1938 Lagonda LG6 Drophead Coupe (ex Prince Bernhard) Sold: £209,300 2022 The late Rob Ridings Collection sold to beneﬁt the RNLI and other charities

£360,000 1937 Indian Four 437

£95,450 2023 1968 Rolls-Royce Silver Shadow Convertible (ex Michael Caine)

Insure your classic vehicle the H&H way Get a quote today, visit HandH.co.uk/insurance

At H&H we aim to make every aspect of buying a classic vehicle as straightforward as possible which is why we’re delighted to be able to introduce a new insurance quote and comparison service.

Auction Information

Auction Venue Kelham Hall, Newark Nottinghamshire

Auction Venue The Imperial War Museum, Duxford, Cambridgeshire CB22 4QR

Viewing times Tuesday 9th September 2025 from 12pm

Viewing Times Tuesday 19 th September 2023 from 1pm to 8pm

Wednesday 10th September 2025 from 9am

Wednesday 20 th September 2023 from 9am

Sale Times Wednesday 20 th September from 10am

Sale times Automobilia - Wednesday 10th September from 11am

Catalina Shares - Lot: 1

Motorcars - Wednesday 10th September from 12pm

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

Motorcars - From lot: 300

Buyer’s Premium Motorcars: 12.5% plus VAT

Bidding

Automobilia: 20% plus VAT

Bidding will be available live at the venue

Online bidding surcharge: 1% plus VAT

Online at www.HandH.co.uk | Telephone | Commission

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

Buyer’s Premium Motorcars, Boat, Plane Shares: 12.5% plus VAT

Registration Numbers: 15% plus VAT

+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 available via our website: www.HandH.co.uk

200 1938 Austin Seven AAL Open Road Tourer

Entered from the Dering Collection No Reserve*

Reg No: GNO 242 MOT: Exempt

Chassis No: AAL286800

One of just 8,089 Sevens built during 1938, chassis 286800 represents one of the most refined examples of the breed, not only having the low chassis and four-speed synchromesh gearbox, but also being equipped with the so-called ‘full Girling’ rod brakes at the rear (a feature only introduced on chassis 286571). The Essex Register of Motor Vehicles reveals that ‘GNO 242’ originally belonged to Mr. William Frederick Foster of College Gardens, Chingford, but thereafter the history goes quiet until it was acquired by Mr. Frank Prestwich of Fetcham, Surrey, in 2000. It is believed that it had been comprehensively overhauled in the 1990s.

Mr. Prestwich still owned the Austin as of 2016, and perhaps the highlight of his ownership was participating in the 2005 Austin Seven London to Brighton Run which commemorated the centenary of Austin. Some subtle modifications were made during his tenure, including the fitment of flashing indicators in 2006, and a conversion to 12-volt electrics in 2016. By 2017, the Seven had passed to a new owner who undertook a series of minor renovations. He performed an engine service and chassis greasing in 2017, and in 2018 fitted a reconditioned fuel pump, reconditioned track rod ends and a replacement nearside front kingpin, and relined the brakes, using parts sourced from the respected supplier A7 Components. This was followed by the reconditioning of the carburettor in 2019.

‘GNO 242’ changed hands again in 2019, and was purchased by the vendor, a well-known gentleman racer, last year, and is only being reluctantly offered for sale on health grounds. We understand the vendor recently completed an overhaul of the engine, so the charming little tourer should be ready to use and enjoy. It is sold with assorted MOTs and invoices dating back to 2006, a diagram of the Zenith carburettor, a copy of the Handbook of the Austin Seven, the 2003 Austin Seven Owners’ Club Vehicle Registration Index and the 2019D edition of the Magazine of the Austin Seven.

201 1968 Morgan Plus 4 Drophead Coupé

Benefits from the original Lawrence tuned engine

Estimate: £22,000 - £26,000*

Reg No: MOC 155F MOT: Exempt

Chassis No: 6668

One of the most unusual Morgan variants, this outstanding Plus 4 Drophead Coupé has ownership history from new. Registered in February, 1968, and originally White, it was retained by the factory for two years but in February, 1970, was bought by David Ray of London SW3. After two months, he sold it to William J. Davies of London W2, and in the autumn of 1971 it passed viâ John Britten Garages of Barnet to David S. Pilgrim of the Buckinghamshire and Bedfordshire region. He kept it until 1986, after which it spent 27 years in single ownership before the vendor acquired it in 2013.

The colour change to Moss Green occurred in 1971, which is around the time that the engine was tweaked by Lawrencetune. In 1982, at 52,000 miles, the Morgan underwent extensive renovation by Allon White & Son Ltd., a Morgan agent, for some £6000. The work included the reconstruction of the car on a new galvanised chassis, along with a repaint, upholstery work, ash frame repairs and an engine rebuild. While the engine received new valves, bearings, pistons and a new clutch, the chassis gained new springs and kingpins and the body got new rear wings, a front bumper and a grille.

Impressively, the present mileage of 65,500 miles is said to be genuine. Much additional work was completed during 2013 and 2014, including a cylinder head rebuild and unleaded conversion, a brake overhaul, plus fitment of a new windscreen and Blockley tyres. Further equipment includes a Moss gearbox, an oil cooler, a Kenlowe fan, a high-torquer starter and an alloy sump. The carburettor and distributor have been rebuilt in the present ownership and the radiator has been recored. Possibly the last Drophead Morgan produced, this car is also a past trophy-winner and sprint and hill-climb competitor. Sold with workshop manuals, the original instruction book, period photographs, invoices, MOTs from 1971 onwards plus a concours trophy, this car fully deserves the attention of every discerning sports-car enthusiast.

1973 Citroën Ami Super Break

Entered from the Dering collection No Reserve*

Reg No: EUF 910L MOT: Exempt

Chassis No: 00JG7828

Perhaps the most unusual exhibit in the Dering Collection, this charming Citroën Ami Super was built in France on May 21st, 1973, as confirmed by a letter on file from Citroën UK. It was imported in August, 2000, by Mr. Daras Rich, a respected 2CV specialist and proprietor of RetroSpec Parts, who spent the six years of his ownership carrying out a number of sensitive modifications and upgrades while preserving the car’s highly original cosmetic condition.

Correspondence from Mr. Rich reveals that he installed a tuned engine from a 1980s Citroën GSA (fundamentally the same unit as used in the Ami Super and GS), plus a five-speed “long fourth” gearbox from a 1979 G Spécial. We note among the invoices the purchase of a GSA 1.3 clutch friction plate in 2005. The brakes were also upgraded to the discs from the Citroën Axel 1.3, with Mr. Rich having the callipers specially made by a local engineer.

After 2006, the Ami changed hands a few times before it was acquired in 2008 for the collection of the vendor, a well-known gentleman racing driver. Not having been on the road since 2009, it will require some light recommissioning, but the vendor advised he has invested much money in mechanical work during his ownership, and his local garage has described it as “a very solid machine showing no corrosion issues.” It still presents in lovely order, with the sort of rustic patina which so becomes old French cars and an impressively original interior including well-preserved seats under the seat covers, plus rare and intact rubber floot mats. It was fitted with a set of new tyres in 2015, and is sold with the current V5C, correspondence from Citroën UK and Daras Rich, a selection of invoices and MOTs spanning 2000 to 2008.

203 1966 Ford Mustang V8 4.6 SVT ‘Notchback’

Under 1,000 miles completed since restoration

Estimate: £25,000 - £30,000*

Reg No: MUS 289A MOT: July 2026

Chassis No: 4681200

Introduced at the New York World’s Fair on 17th of April 1964, the Ford Mustang was primarily aimed at the post-WW2 ‘baby boomer’ generation. Backed by an enormous publicity campaign that included television coverage beamed to over 30 million homes and some 2,500 newspaper advertisements, it proved an instant hit. Originally predicted to sell 100,000 vehicles annually, the 1965 Mustang became the most successful vehicle launch since the 1927 Ford Model A - over 400,000 units were sold in its first year and 1,000,000 had been sold within two years of its launch. Soon available in Coupe, Convertible, and Fastback guise, it came with a range of straight-six and V8 engines together with a beguiling array of factory options. Already an icon in standard guise, modified performance versions have become legendary, with those produced by Shelby in the 1960s being particularly prized by collectors today.

In the spirit of making the original Pony car go even faster, this example, originally a V8 and appropriately registered MUS 289A, has been uprated with a hand-built SVT 4.6 litre V8 4V Romeo Niche Line engine mated to a ‘Tremec T5’ gearbox. Producing a claimed c.300 bhp it is understood to be fitted with uprated internals including con rods and a 281 Eagle crank. The front end has been completely overhauled to suit the engine, along with strengthening throughout of the floorpan. Finished in Harley Davidson Orange Red candy paint which presents excellently with a cream leather interior, the car has been with the vendor since 1995 with the works completed less than 1000 miles ago. Offered with a comprehensive history file and current V5C document together with a current MoT to July 2026, this stunning example is worthy of close inspection.

1961 Jaguar MkII 3.8 ‘Vicarage’

Commissioned in 1988 by the late Sir Evelyn De Rothschild

Estimate: £30,000 - £35,000*

Reg No: NSU 814 MOT: July 2026

Chassis No: 204262DN

For many the definitive Jaguar sports saloon, the MkII was introduced in October 1959. A peerless blend of elegance and muscularity, its sleek lines clothed an evolution of the Coventry marque’s first monocoque. Powered by derivatives of the same XK DOHC straight-six engine that had swept Jaguar to five Le Mans victories, the MkII was quick to dominate contemporary saloon car racing. Equipped with coil-and-wishbone independent front suspension, a leaf-sprung Salisbury rear axle and fourwheel disc brakes, the range-topping 3.8 boasted nearly seven times the horsepower of a Mini 850 and a 126mph top speed! After many years of renovation and development experience with the Jaguar MKII, Vicarage Ltd have become one of the foremost exponents of upgraded examples with an envious international reputation and waiting list to match for their modified cars. Painstaking attention to detail and craftsmanship of the highest standard are exemplified in their products being able to offer an envious driving experience even under modern road and traffic conditions.

Commissioned in 1988 by Sir Evelyn De Rothschild as a gift for his wife at a cost of c.£71,000 (nearly £200k in today’s money), NSU 814’s impressive specification includes a metal sunroof, 3-speed automatic transmission, central locking, Coombs-style wheel arches, Jaguar XJ Series 3 seats, Pioneer stereo and climate control. Finished in dark blue with red leather interior and black carpets, it has been in current ownership for the past 18 years. This impressive Vicarage MkII is offered with assorted correspondence and numerous invoices evidencing over £21000 of expenditure in 22 years. It is also accompanied by a letter from Sir Evelyn regarding his purchase, a Swansea V5c document and current MoT to July 2026.

Entered from the Dering Collection No Reserve*

Reg No: SAE 888M MOT: Exempt

Chassis No: R7735

One of the best-documented Morgans we have ever consigned, this well-preserved 1974 Plus 8 boats ownership history from new and several period upgrades. Some historic V5s and V5Cs suggest that the first registered keeper was the unusually-named Norman Kit N Ma (Norman Kit and mother?) of Euxton, Lancashire. In July, 1976, it passed to its meticulous long-term owner, Edward Grey Hodnett of Antrobus, Cheshire, who kept it until well into this century.

Mr. Hodnett appears to have been an incorrigible fettler, and he accumulated a vast file of invoices and technical drawings dating back to the very beginning of his ownership, including several from the Morgan Motor Co. His purchases from the factory included a luggage carrier (£25.75 in 1976) and a new black steering wheel (£20.86 in 1980). Mr. Hodnett covered some great distance during his early ownership, as indicated by a complete MOT record from 1977 to 2009. The mileage in 1977 stood at 11,656 and had reached 37,615 by 1983.

In 1981, the Morgan was upgraded with a five-speed gearbox (with its own copious folder of technical information) and in 1983 and 1984 it underwent a major chassis and body overhaul with Rutherford Engineering. The work included welding, ash frame repairs, repanelled doors, an interior retrim and a respray in British Leyland Pale Ivory. The ash frame was modified to take demister nozzles. The mileage was then reset, but Mr. Hodnett continued to drive the car extensively until the mid-1990s, after which it was kept in continuous but more sparing use.

Since the Morgan was bought by the vendor, a well-known gentleman racing driver, it has been primarily a static exhibit in his collection, and will require light recommissioning. Besides the many invoices and old V5s and MOTs, the history file also includes a Plus 8 Owners Handbook, a copy of the July, 1978, Morgan Sports Car Club Miscellany, a c.1990 Morgan brochure, Plus 8 Assembly Instructions, and literature from Salisbury Transmissions.

1985 Ferrari Mondial QV Cabriolet

Estimate: £34,000 - £38,000*

Reg No: B710 MWV MOT: Exempt

Chassis No: ZFFLC15C000057501

Specified in what many consider to be ‘the only’ viable Ferrari colourway, Rosso Corsa over Crema, chassis 57501 was supplied new via Lancaster Garages of Colchester, Essex to the first owner, Mr C.J. Mills of Benfleet on the 29th May 1985. We are unsure how long Mr Mills kept the car, however we have made an educated guess that it was only until around 1987, as the original service book shows that the garage performing the services changed from Lancaster of Colchester to Modena of East Horsley for its 23rd February 1988 service. By 2015, the current recorded keeper had made acquisition of the Mondial, by which time there were a total of seven recorded keepers. During its time with the previous owners, it has accumulated a substantial number of invoices for maintenance and general improvemet works including a brand-new mohair hood in 2005 along with some other upholstery improvements, plus some paint rectification which has also been recorded.

The vendor, who is not recorded as a keeper on the V5C, acquired ‘B710 MWV’ during 2017 to cherish as part of his large collection, and has only covered very few miles since. In fact, it is understood that he has covered the car has covered a mere 263 miles since December 2015 and only 50 miles since its last recorded MoT test in 2020. Its most recent service invoice shows that on 11th January 2018, it was treated to a set of replacement drivebelts including the cambelt, a new fuel pump and spark plugs. Although the vendor has assured us that the Mondial will be in running and driving condition in time for the sale he urges any prospective purchaser that it will need some recommissioning prior to use. It will be sold with numerous invoices for maintenance, some previous MoT test certificates plus the original book pack.

1983 Porsche 911 SC Cabriolet

Rare UK-supplied ‘C16’ example and previously owned by Saatchi & Saatchi

Estimate: £30,000 - £35,000*

Reg No: TSG 627Y MOT: T.B.A

Chassis No: WPOZZZ91ZDS150375

Hailed by CAR magazine as the ‘nicest 911’ upon its 1982 launch, the Cabriolet would also prove to be the rarest SC variant with a mere 4,096 reportedly sold worldwide (the vast majority going to LHD markets). The marque’s first true soft-top in eighteen years, the model was lighter and sleeker than its successors thanks to a manual roof which sat lower in the hood well. Capable of nigh on 150mph, the 2+2-seater was just as much of a 1980s icon as the ‘brick’ mobile phone.

Supplied new via Glen Henderson Motors Ltd of Edinburgh on April 7th 1983, chassis WPOZZZ91ZDS150375 was ‘hot property’ during its early life. Relocating down South, the Porsche belonged to computer scientist Dr David Boris Johnson-Davies, renowned advertising agency Saatchi & Saatchi and H.H. & S. Ltd of Savile Row before the decade’s end. Factory finished in Grand Prix White with Black leather upholstery, the Cabriolet also featured the ‘Sport’ pack (front / rear spoilers and uprated suspension etc). Maintenance records on file date back to the 1990s and show that the 911 SC was upgraded with stainless steel SSI heat exchangers and a stainless steel silencer at 129,356 miles. A new clutch was installed at 137,952 miles and the anti-roll bar bushes renewed some 3,000 miles later with the inlet manifold and ignition box being replaced too. Little used by its last registered keeper following a posting overseas, he nevertheless spent some £10,600 with marque specialist Precision Porsche during October 2023 having ‘TSG 627Y’ thoroughly gone through. New brake discs and pads were fitted all-round, the engine borescoped and compression checked and the fuel system refurbished etc. Having covered less than 1,000 miles since the work was completed (its odometer currently displays circa 141,000), the Porsche is understood to start and run well. Expected to possess a fresh MOT certificate by the time of sale, this decidedly rare UK-supplied (C16) 911 SC Cabriolet is offered for sale with owner’s manual supplement, replacement service book, numerous old MOTs, assorted invoices and copy ownership records.

1966 Pontiac LeMans Convertible

Estimate: £40,000 - £50,000*

Reg No: GFX 550D MOT: Exempt

Chassis No: 237676P252194

One of 13,080 LeMans convertibles produced during the 1966 model year, ‘GFX 550D’ was imported into Britain by the vendor in 2015. The paint code ‘E’ indicates it was originally finished in Nightwatch Blue, but it has now assumed a delightfully sinister character having been repainted in black (believed to be a match for Pontiac’s own Starlight Black) and treated to a raft of renovations, modifications and upgrades just before it was imported.

While appearing outwardly standard save for the Chip Foose custom wheels, there’s a lot going on under the skin, starting with the 455ci Pontiac V8. This was a natural choice for the customiser, as it was the largest iteration of the 1955-81 Pontiac V8 range but uses the same block as the lesser engines. In period, the 455 engine produced 370bhp in its highest state of factory tune. While the output of this LeMans’s engine is not known, it has been tuned beyond factory specification with assorted Edelbrock accessories, so it ought to be considerable! The vendor adds: “The engine is virtually new; it was rebuilt by Robin from Auto Pontiac and has done only 1,500 miles, of which 1,000 miles was running-in.” It has been paired with GM’s famously smooth Turbo 400 automatic transmission, which in turn has received an aftermarket TCI ratchet shifter. Other custom touches include AutoMeter gauges, a back axle and driveshafts from Strange Engineering, Wilwood disc brakes and a modern Kenwood radio. The interior features an original air-conditioning system, although it is not presently working.

Sadly, the Pontiac was damaged in the nearside rear wing when a family member reversed another car into it, which caused the vendor to lose heart, and it has not been on the road since 2020. Some bodywork restoration and light recommissioning will be required, but it promises to be a guaranteed head-turner once finished in the thriving American and custom car scene. The current V5C is supplied.

1965 Austin-Healey 3000 Mark III BJ8

Estimate: £30,000 - £35,000*

Reg No: MVG 93C MOT: Exempt

Chassis No: HBJ8L28977

Evey inch the quintessential British sports car, this beautiful Healey has benefitted from 28 years of single enthusiast ownership, during which it was always garaged and “fastidiously maintained.” Although registered as a 1965 car, we are advised that serial numbers and production changes, the specifics of which are detailed in Original Austin-Healey 100, 100/6 and 3000: The Restorer’s Guide by Anders Clausager, indicate that it was actually built in September, 1964.

This car was originally built for export but was reimported into Britain from Texas in 1990, after which it underwent a right-hand drive conversion. In 1997, it was purchased by the enthusiast who cared for it until earlier this year, and who undertook an extremely thorough overhaul and programme of discreet upgrades. This included the renovation of the engine and bodywork, and a full repaint, which was completed in 2005. The overdrive and brake servo were overhauled during his ownership, and a new pair of front tyres was fitted in recent years. The list of upgrades included a differential change from 3.9 to 3.65:1, a dynamator, uprated rear springs, a stainless front exhaust section, an electric fan, a USB port, a high-performance oil pump, a high-lift camshaft and electronic ignition. The owner always tried to run on it on 98-octane (E5) petrol, had the valves hardened to better run on unleaded, and invariably used an additive if running on E10.

The history file gives an excellent indication of just how fastidious the owner was. A photograph album illustrates in detail the stages of the overhaul, and further information is contained in a folder labelled “Restoration and Maintenance Expenditure: September, 1997, to June, 2023.” Recently serviced and described by the vendor as “very good” in most areas but with “good” interior trim, it is sold with its original V5, a large collection of MOTs and a long list of maintenance history and receipts. Numerous other items, including a tonneau cover, specialist tools, and assorted spares are also present.

210 1965 Rolls-Royce Silver Cloud III Drophead Coupe

Automotive star of the Palme d’Or winning film ‘Blow Up’

Estimate: £190,000 - £230,000*

Reg No: KYY 107C

MOT: August 2026

Chassis No: SHS349C

By the mid-1960s, the art of the coachbuilt car was not exactly the ‘cutting edge’ of automotive design, but the Rolls-Royce Silver Cloud III still forged itself a strong place in the Crewe manufacturer’s catalogue. Its exceptionally robust cruciform-braced box section chassis supported a two-door saloon body created by HJ Mulliner Park Ward Ltd to Norwegian Vilhelm Koren’s design. Its ‘straight-through’ wings and ‘cut-back’ wheel arches gave the car a sleek, modern feel and the twin headlamps, positioned at a slightly slanted angle, provided a very distinctive look that earned it the ‘Chinese Eye’ moniker. Just 101 of the two-door drophead coupes were built to order for wealthy clients by Mulliner Park Ward, in addition to a number of two-door saloons. Mechanically identical to the Bentley S3 Continental, the ride and handling provided serious road presence though independent coil and wishbone front suspension, a leaf-sprung semi-floating back axle (complete with hypoid bevel final drive), hydraulic shock absorbers (adjustable at the rear), power steering and servo-assisted drum brakes. Powered by a 6230cc OHV V8 mated to four-speed automatic transmission, it also had the benefit of near 120mph performance.

Even though it was the world’s most expensive Convertible when new with a price tag far in excess of Ferrari’s 250GT SWB California Spyder (or later 275 GTB/4 NART Spider), demand for the Rolls-Royce Silver Cloud III Mulliner Park Ward Drophead Coupe comfortably outstripped supply. Each of the forty-nine, right-hand drive examples bodied to Design Number 2045 took some six months to complete and, patience not always being a virtue among the uber rich, it was comparatively common for cars to change hands at least once before the ‘end user’ actually took delivery. The order for chassis SHS349C was originally placed by the infamous disc jockey Jimmy Saville. However, it seems uncertain that he ever sat behind the wheel (albeit he was photographed with a white MPW soft-top bearing the number plate ‘JS 954’ around the same time). According to its accompanying paperwork, the Rolls-Royce was initially road registered as ‘EVN 734C’ on January 23rd 1965.

However, it was whilst bearing the number plate ‘KPK 386C’ that the Silver Cloud III became famous as the automotive star of the 1966 motion picture, ‘Blow Up’. Owned by one of the film’s co-producers, Pierre Rouve, at the time (who is also thought to have been its first true custodian), the four-seater was filmed being driven through a cornucopia of London’s streets - showcasing everything from squalor to splendour - by Thomas,

the main protagonist. Reputedly modelled on David Bailey and Terence Donovan, the lead character accidentally photographs what may or may not be evidence of a murder prompting all manner of angst. Directed by Michelangelo Antonioni, ‘Blow Up’ garnered two Oscar nominations and won the Palme d’Or at the 1967 Cannes International Festival. The critic Arthur Knight went as far as to claim that it was “as important and seminal a film as Citizen Kane, Open City and Hiroshima, Mon Amour – perhaps even more so”. It certainly had a profound effect on David Hemmings, the actor playing Thomas, who reputedly took to sleeping in the Rolls-Royce to protect it. A prank played by the props department whereby they simulated an engine blow-up had previously failed to amuse either Antonioni or Rouve!

Finished in Dark Blue with Light Grey leather during filming, the Silver Cloud III is understood to have migrated overseas thereafter. Issued with a series of interesting number plates since returning to these shores including: ‘1 HUC’, ‘KS 1’ and ‘150 XKE’, the Drophead Coupe is said to have been thoroughly gone through by renowned marque specialist P&A Wood shortly before entering the current ownership in 2007. Domiciled in Porto for much of the past eighteen years as part of an impressive collection, chassis SHS349C remains something of a celebrity. Invited to attend the 2018 Goodwood Revival where it graced the March Motor Works display and the 2024 Salon Prive Concours d’Elegance, the fourseater was the subject of a flattering article by Martin Buckley in Classic & Sportscar magazine earlier this year. Mr Buckley commenting thus: “Fast corners are swept around with little body roll and the light steering has genuine feel, castoring back beautifully, so you can place the car accurately and delicately, with minimal concentration and effort. It begins to feel quite compact, and you can see how our protagonist would have soon become used to threading it through the London thoroughfares and back streets. The brakes are magnificent, and the third-gear hold on the Hydramatic ’box adds interest to driving on twisty roads, where speed is gathered sweetly and silently”.

Any Rolls-Royce Silver Cloud III Mulliner Park Ward Drophead Coupe is a special car but only chassis SHS349C can claim to have had such an important role in a 1960s’ cinematic masterpiece.

211 1996 Bentley Continental R

Estimate: £22,000 - £26,000*

Reg

No: P76 LTF MOT: October 2025

Chassis No:

SCBZB15C7VCH53319

The Continental R, code-named ‘Nepal’ by Bentley’s engineering department, was designed and built entirely at Crewe. It filled the space left by the Camargue, sharing with that model an eye-watering list price. When launched in 1991, the initial press release had the price as £160,000, only for that to be tweaked upwards to £175,000 soon afterwards, when the new VAT rate was announced in that year’s budget. The sleek shape benefited from work in the wind tunnel; the windscreen was raked to lower the vehicle’s drag coefficient, enhancing fuel consumption, lowering wind noise and raising the model’s top speed. It is said that when the model was unveiled at the Geneva Motor Show, the assembled audience broke out into spontaneous applause, with the Geneva Show car being sold to the Sultan of Brunei on the spot! Riding on 16-inch wheels with low profile Avon tyres, the new Continental R was powered by the company’s revered 6750cc V8 engine, now using a new four-speed GM automatic transmission. The 325bhp turbocharged power unit would offer a near 150mph top speed and somehow heave Bentley’s 2.4-tonne bulk to 60mph in just over six seconds.

Finished in Black Emerald complemented by a Sandstone leather interior this Continental R was originally supplied by H R Owen at a cost of over £170,000 (invoice on file). It has been in the current ownership since 2021 during which time it has been maintained by Rolls-Royce specialists Leslie James Ltd of Ipswich, Suffolk. Now registering some 93,500 miles, the engine is said to be “excellent” with body, paint and interior all described as being “very good”. Offered with owners’ wallet, handbook, stamped service book, a collection of invoices, MoT to October 2025 and current V5c document.

1960 Jaguar MkIX Saloon

HRH Catherine, The Princess of Wales’s carriage for Pippa Middleton’s wedding

Estimate: £30,000 - £35,000*

Reg No: KTS 848 MOT: July 2026

Chassis No: 774180DN

Just as Bentley products gained fame from competition exploits in the late nineteen- twenties and thirties, Jaguar also rose to fame post World War II with their XK engined sports cars taking top honours at prestigious events such as Le Mans and their saloon cars (featuring the same XK power-unit) revelling in the rallies of the fifties and sixties, particularly on the Monte Carlo and Alpine contests. Of particular merit were the substantial MkVIIs and MkVIIIs and in 1959 this same platform was updated to become the MkIX. The MkIX was visually very similar to the MkVIII that it replaced, but was much upgraded mechanically, being fitted with a larger 3.8 litre twin cam engine fed by twin SU HD6 carburettors and could be specified with either a four-speed Moss Gearbox or Borg Warner DG Automatic transmission. The MkIX was also the first Jaguar to be fitted with Dunlop four wheel servo assisted disc brakes to aid stopping and the driver’s arms were finally aided with power assisted steering as standard. After 10,009 examples were built, the MkIX was replaced by the MkX.

This manual overdrive MkIX is finished in Warwick grey over red leather and walnut trim, and displays only c.31,000 miles on its odometer, which is believed to be the total covered from new. Used as transportation during Pippa Middleton’s wedding in 2017 to chauffeur the Princess of Wales and her children, it is understood to have had c.£6,000 spent in recent years with particular attention paid to the engine, fuel system and brakes. Presenting today as a fantastic example of the marque, KTS 848 is offered with a Swansea V5C and comes with an impressive history file dating back to the 1980s when it resided in Scotland where it won third place in the Scottish JDC Concours D’Elegance in 1988.

Jaguar E-Type Series 1

4.2 Litre 2+2

No Reserve*

Reg No: Un-Registered MOT: Exempt

Chassis No: 1E 75618 BW

213

Appearing as something of a diamond in the rough, this scruffy but fundamentally solid E-Type promises to be a rewarding project for an enthusiastic restorer. Constructed to LHD US-market specification on 9th May, 1966, and despatched on 2nd June to be sold through J.C.I. USA, it was originally finished in Silver Blue with Dark Blue trim, a 4.2-litre engine and an automatic gearbox.

It is believed to have resided in Texas all its life prior to being imported into Britain in 1992, with a Texas Certificate of Title recording its owner as Billy M. Melrose from June, 1980, with the implied previous owner being John R. Duff Jr. of Dallas. Mr. Melrose transferred the Jaguar to its final American owner, British Auto Specialists of Fort Worth, at an unrecorded date. It was repainted Black during its time in America and a note on file records that it received a new Abbey bonnet and other panels in 1988, when it was imported by Rheinbergs of North Yorkshire it was minus its engine and gearbox.

Some headway was made with the restoration through the 1990s, with a factory-correct 4.2-litre engine and manual gearbox sourced for the car, along with the correct SU carburettors and assorted other new parts. The engine was rebuilt by Jaguar specialist Vintage Sports Engines (VSE) and an account of their work is on file. Sadly, the owner’s failing health forced the project to be abandoned in the 1990s, with little progress since. Nevertheless, the E-Type does not appear to have suffered for its time in storage, and with all the metal seemingly very solid, it represents an ideal restoration opportunity for a mechanically-minded enthusiast. Documentation includes the 1980 Texas title, a Jaguar Daimler Heritage Trust certificate and assorted invoices mainly from the early 1990s.

PLEASE NOTE: This lot has never been registered with the DVLA.

1973 Lotus Elan +2S 130/5

Estimate: £20,000 - £24,000*

Reg No: PLK 8L MOT: T.B.A

Chassis No: 73021199L

The original Type 26 Elan debuted in 1962 with a 1500cc engine and fourspeed gearbox in a small and stylish 2-seat roadster fibreglass body. The Type 50 +2 Elan followed in 1967, and then in 1971 the +2S 130 was launched with the Lotus ‘Twin Cam’ engine, providing an improved 126bhp hence the “130” model suffix. It produced a maximum torque of 113lb/ ft at 5,500 rpm, providing plenty of power to fully enjoy this lightweight and useable family sports car. The +2S 130 was an appreciable step up in quality with a raft of luxury fittings from quartz halogen fog lights to burr walnut facia and electric windows. In October 1972 the long-called for 5-speed gearbox finally became an option, making cruising smoother, and the Elan +2S 130/5 became ‘the’ version to have. The Elan+2 could so easily have been an automotive compromise and there are numerous examples from rival marques of how adding space so often destroys both pace and grace. But the ever-resourceful Ron Hickman proved more than up to the task of adding two seats to his original masterpiece. No longer did a new father need to forsake his sports car when the kids came along, he just bought an Elan +2 and installed them in the back!

This beautifully restored example (completed in 2024) is finished in original Silver over Lagoon Blue complemented by a cream / oatmeal interior, and is accompanied by a history file detailing its restoration with receipts / invoices together with numerous photographs. In current ownership since 2014, PLK 8L surely represents an outstanding opportunity to acquire an exceptional example of the ultimate and most sought after of the +2 Elans.

1962 Triumph Italia 2000 GT

Number 311 of 330 produced

Estimate: £80,000 - £100,000*

Reg No: 605 XVA MOT: Exempt Chassis No: TSF/520-LCOO

Looking like it’s just returned from a leisurely day’s cruising up and down the Italian Riviera, this nicely presented Italia is offered for sale having been meticulously overhauled in its present ownership. The British Motor Industry Heritage Trust certificate confirms that TR3B chassis TSF/520-LCOO was originally despatched from the Triumph factory in LHD chassis form on 20th February, 1963, bound for the Turin workshops of Vignale, fitted with overdrive and the standard European-market kilometre speedometer. Other records, including a TR Register dating certificate and a certificate of originality signed by Dr. Ruffino, confirm its provenance as the 311th of just 330 Italias built and one of just 29 built on the desirable TR3B platform, which was the final incarnation of the TR3, produced during 1962 only. The cars were numbered from 1 to 328, with the remaining two being prototypes. The chief identifying feature of the TR3B-based Italias, apart from their TSF commission numbers, was their uprated brakes, featuring callipers from the recently-launched Triumph TR4. Although a second batch of TR3Bs featured enlarged engines and all-synchromesh gearboxes, they were completed too late to receive Vignale’s exotic coachwork. From the total Italia production, there are just 118 survivors accounted for, with approximately 75 in roadworthy condition and a further 10 known to be under restoration.

One would expect the TSF Italias to have been sold new in Italy, but the Fates had other plans for them. As the relationship between Standard-Triumph and Salvatore Ruffino deteriorated, Ruffino abandoned his position as concessionaire, forcing StandardTriumph to buy back the final batch of 29 TSF cars. It decided the best place to market them was the USA, and they were all duly despatched across the herring pond to be sold through various dealerships throughout 1964 and 1965, theoretically as ‘new’ cars, although the chassis were two or three years old. That fact did not prevent them retailing for considerably more than a TR4.

Our car’s life of active service therefore begins in the mid-1960s, when it was linked with Import Wholesalers, a Triumph agent in Arlington, Virginia. Multiple invoices testify to it being looked after by Import Wholesalers through the 1960s and into the 1970s. Originally registered in Virginia as a 1965 car, its first owner was Mr. Erven Long, who worked for the US Department of State. Later American owners included several by the name of Campbell (not all related) and Mr. Doug Hoyt, before it was acquired by Mr. Adrian Sinnott, a well-known authority on Triumph Italias and the owner of AdrianSinnott.com, a website dedicated to the model. The Triumph appears to have been in use and well-maintained

for most of its life, as an even more copious set of invoices charts its upkeep through the 1990s and 2000s.

It was in 2017 that Mr. Sinnott decided to part with the car, and it was imported into England by the present owner. Having changed hands several times across its 52 years, the Triumph had ceased to be an entirely original car and was therefore identified by the new owner as the perfect candidate for a thorough and exacting renovation to its original state. Mr. Sinnott followed the process and describes it thus: “The car was returned to its original specification, including colour. It was not a chassis-off restoration. The original intent was to build a nice, drivable car. The floors and sills were replaced. The car was one of the better survivors because it lived its life in Virginia and Georgia where they don’t salt the roads. Any missing parts were found or recreated. The car was as complete and correct as possible at the time. We recently came across the only outside petrol filler car which still had the boot fittings intact. Instead of a completely flat floor, the carpets dropped down a little on either side of the spare tyre cover board.” Some of the documents in the history file refer to leather upholstery, however the car has never been trimmed with leather and therefore, when it was renovated, the interior was retrimmed in a periodcorrect vinyl, which has kept it in line with its original specification.

On the mechanical front, the engine was largely left alone as it had been overhauled by a previous owner and still ran well, but the vendor went through just about everything else,

bringing the brakes, suspension and overdrive up to a satisfactory standard, and renewing the exhaust system, front windscreen glass and tyres. Refurbished Dunlop chrome wire wheels set the finished car off beautifully. After all the vendor’s work, the Italia once again exhibits the eye-catching prettiness it enjoyed when new. We believe the car to be faithful to its original specification, and even the engine bay appears reassuringly clean and correct. Scarcely used since its restoration has been completed, some indication of the quality of the care the Italia has received may be inferred from its recent MOT test, valid until July, 2026, which it passed with no advisories.

Triumph and Vignale’s alliance may have been fraught, but it was well worthwhile to make such a beautiful and exotic car as the Italia a reality. Renovated to the highest standards, this example is offered complete with three separate certificates of authenticity, a vast collection of invoices, American ownership documents, import papers, the current V5C and a recent MOT certificate.

1951 Jaguar XK120 Roadster

A delightful home market example painted to special order by the factory in its current hue

Estimate: £50,000 - £60,000*

Reg No: MUC 424 MOT: Exempt

Chassis No: 660920

216

Jaguars do not come much prettier than this XK120, which boasts a storied history and a believed-unique specification. Chassis 660920 was completed on 6th October, 1951, painted Yellow with a Black interior and sold through Henlys London. Reputedly the only British-market XK120 to be finished in this hue, its early history has been recorded thus: “Delivered to a spinster in Warwickshire who kept it [almost] 20 years and covered only about 20,000 miles. She sold it to Peter Sargent, who had raced factory E-types in the 1960s. He sold it in about 1977.”

Sargent drove it at the 1970 British Grand Prix at Brands Hatch, when it featured in an XK 21st anniversary celebration. A photograph exists showing 660920 with a racing driver believed to be Jo Siffert or Pedro Rodriguez. A colour photograph from the 1970 JDC meeting at Silverstone depicts 660920 much as it is now. A bodywork overhaul occurred in the 1980s. Later work included overhauls of the cylinder head, brakes and gearbox. It was noted that high-lift camshafts and dual exhausts had been fitted at some stage.

In 2007, the XK was purchased a well-known actor and car enthusiast, who has cared for it ever since. Further work has been undertaken in his ownership, with a stainless-steel exhaust and many other new parts purchased during 2013. An aluminium radiator and electric fan were bought in 2016, and an alternator kit in 2018. A new fuel pump was purchased from Burlen earlier this year, and a new battery was installed in June. Expenditure on parts since 2007 has exceeded £4,000.

The XK120 still presents beautifully and ran well for our photography session, although further cosmetic work would enhance its æsthetic appeal. The history file includes a Jaguar heritage certificate, copious invoices, MOT certificates and tax discs dating back to 1991, magazines, correspondence and notes from previous owners. Records suggest the 47,500 miles on the odometer is genuine.

1911 Austin 10hp Melbourne Two-Seat Tourer with Dickey

Estimate: £30,000 - £35,000*

Reg No: VL 8654 MOT: Exempt

Chassis No: 10035

Introduced in 1910 and powered by a 1.2- or 1.6-litre T-head inline four, the 10hp Austin was a delightful example of an Edwardian light car. This splendid survivor with two-seater-plus-dickey coachwork is understood to have started life in Australia before being imported into Britain in the 1970s, where it was restored c.1980 by Robert James of Bromsgrove, Worcestershire. Mr. James’s work included rebuilding the engine and four-speed gearbox, with the engine being rebored and fitted with new pistons, tappets and valve springs, plus a new clutch. Concerning the chassis, new shackle pins to the original specification were made up, the springs were refurbished and reset, the steering and radiator were overhauled and the brake cables were replaced. The Austin was finished in a jaunty Blue with a Maroon interior, but it appears never to have been pressed into use until much later. It was not registered until 2000, when it received the number ‘SV 8341’ having obtained a dating letter from the Vintage Austin Register, and it still had not been driven when it was sold at auction in 2005.

Its new owner immediately treated it to an engine overhaul, and it was subsequently subject to extensive restoration and an interior retrim c.2010, which saw it finished to a much higher and more authentic cosmetic standard in Burgundy with Gold coachlines and Mushroom upholstery. The work also included a new hood and, pleasingly, it has been issued with a more appropriate registration than the age-related ‘SV’ number. The engine is now helpfully equipped with a Dynastart, but the car is again in need of light recommissioning after a period of inactivity. Offered with the V5C, the VAR dating letter, invoices, copies of articles and manuals, and photographs of the overhaul, it represents a wonderful opportunity to acquire a rare and thoroughly charming Edwardian which has seen remarkable little use across half a century in this country.

218 1976 Ferrari Dino 308 GT4

Estimate: £48,000 - £55,000*

Reg No: RKV 155R MOT: Exempt

Chassis No: 12642

An exceptionally well-provenanced example, ‘RKV 155R’ is a genuine British-market Dino likely supplied new through Maranello Concessionaires of Thorpe, Surrey. Its history begins in 1986 when it was acquired by the well-known Formula One mechanic Kerry Adams of Windsor. Adams worked during the 1970s and ’80s for Williams, Brabham and McLaren, before founding his own historic racing preparation business Adams McCall Racing. In 2014 he was the subject of a Motor Sport article.

Adams wrote a brief history of the Ferrari during his ownership, noting that it was originally metallic light blue with a blue part-vinyl, part-velour interior. He bought it with half the engine dismantled as it had dropped a valve. He recorded: “I stripped it down to the bare bones and cut out the rotten bits, including the rear wheel arches, foors and roof. I rebuilt all the suspension… [and] rebuilt the engine myself. New pistons and rings, valves, valve springs, all-new bearings and two new cams went in. The gearbox was rebuilt by a Ferrari specialist. I supplied all-new bearings and synchro rings. The upholstery was done by Moto Trim. All this was over a 20-year period.”

Adams only parted with the Dino when he retired to southern France in 2014. The next owner retained it until 2021, and in the course of his ownership subjected it to two cambelt services. The second of these was completed by Ferrari specialist Bob Houghton for a cost of almost £6400, the work also including some wider servicing and engine fettling. The owner also corrected some paint defects and fitted the genuine narrower Dino 246 wheels, which he felt provided better handling.

The car’s late recent owner owned it from 2021, undertaking some light refurbishment upon purchase. Used very sparingly since Adams’s tenure, it is offered with the current V5C, an original owner’s manual, a workshop manual (both manuals are in Italian and English), a 1970s Maranello Concessionaires brochure and a copy of the October, 1985, Classic & Sports Car.

Jaguar E-Type 4.2 Coupe

1 of just 1,071 RHD S2 FHCs made

Estimate: £38,000 - £46,000*

Reg No: LNF 804G MOT: April 2026

Chassis No: 1R20059

Introduced in August 1968, the Series II version of Jaguar’s immortal E-Type sported redesigned bumpers and lights. With its 4235cc DOHC straight-six engine developing a quoted 265bhp/283lbft, the Jaguar was reputedly capable of nearly 150mph and 0-60mph in 7.5 seconds. The American market accounted for the bulk of Series II production, with the fixed-head two-seater being the rarest of the three variants.

Chassis number ‘1R20059’ is one of just 1,071 ‘home market’ Series II Fixed Head Coupes manufactured, having been registered new on the 10th of December 1968. A notably early Series II E-Type having been registered new just two months into production, the E-Type has the preferred manual transmission and is finished in White paintwork with Black leather interior upholstery. In previous ownership from 1988 until 2001, during this period, the E-Type is understood to have been supplied with a full restoration. Acquired by the vendor as a restored example in 2001, it has been retained by him ever since. Benefitting from a full engine overhaul shortly after the vendor’s purchase, at some 55,800 recorded miles, the E-Type has only subsequently completed a further 4,000 miles over the following twenty-four years!

Serviced and MOT tested annually throughout the vendor’s ownership, the E-Type has seen excursions on JEC events including the Silverstone E-Type Anniversary event. More recently receiving a new electronic ignition system in 2018 and improvements to the paintwork in 2020, ‘LNF 804G’ has received a service and new battery in April 2025 in preparation for the sale, as well as receiving an MOT until April 2026. Offered with a collection of invoices and previous MOT certificates, the E-Type is on offer for just the second time in nearly four decades to the market. UK-supplied, manual gearbox examples are highly desirable E-Types and with this Series II Fixed Head Coupe being both of these things, is certainly one to consider.

PLEASE NOTE: The DVLA has the chassis number incorrectly registered with them as (1R20559), one digit incorrect.

1950 Land-Rover 80”

Entered from the Dering Collection No Reserve*

Reg No: OXS 672 MOT: Exempt

Chassis No: 06108322

This supremely original and beautifully patinated ‘lights-behind-grille’ Land-Rover (early models were always hyphenated) was built on 22nd February, 1950, in RHD form for export to Australia, where it was originally handled by Grenville Motors Ltd. It left the factory painted Green which, as can be seen, is still present in all its aged splendour. Keen Land-Rover enthusiasts will spot that it comes with an extremely rare 80in hardtop and probably one of the first ever produced – as an accessory, it was introduced in February, 1950, and it appears to have been with this vehicle from new – and a similarly desirable centre power take-off.

Sadly, none of its early history survives, but it was reimported into Britain in a weathered but fundamentally sound state in 2017. Crucially, it had survived with its original steel chassis intact, the Australian sun evidently having treated it far more kindly that the British climate would have done. In 2021, the vendor, a well-known gentleman racing driver and an enthusiastic member of the Land-Rover Series One Club, became the first registered British owner of the 80in after it was returned to running condition in 2020.

The vendor went to great pains to preserve the Land-Rover’s impressive originality, although some discreet modifications having included LED bulbs for the side and tail lights, which now also function as flashing indicators. It now uses a two-litre spread-bore engine which is thought to have been installed in period. The engine and gearbox both received sympathetic attention, the electrics were partially rewired and the seat covers were too worn, so have been recovered with new vinyl. Upon completion, the Land-Rover was MOTed in 2020 with no advisories, before receiving its registration the next year. It is offered for sale with the current V5C, import and registration documents, a British Motor Industry Heritage Trust certificate and a dating certificate from the Series One Club.

1972 Volvo P1800 ES

Estimate: £20,000 - £24,000*

Reg No: HTU 7K MOT: Exempt

Chassis No: 2679

Based on a design exercise by Pelle Peterson the Volvo P1800 sports car was unveiled at the 1960 Brussels Salon. Powered by a 1782cc OHV four-cylinder engine (complete with five-bearing crankshaft and twin carburettors) allied to a four-speed manual gearbox, it was capable of over 100mph. Never a major contender in the racing world, a P1800 did, however, finish second in class at the 1967 Daytona 24-hour race. Introduced in August 1971, the 1800 ES was arguably one of the world’s first ‘lifestyle’ estate cars (a genre now typified by the BMW 3-Series Touring). Boasting notably greater luggage space thanks to its extended roof line and sharply raked frameless glass tailgate, the model came with a more powerful Bosch fuel-injected 1986cc OHV four-cylinder powerplant as standard. Further benefiting from four-wheel disc brakes and the choice of either four-speed manual or three-speed automatic transmission, it remained in production until 1973 (by which time some 8,078 are thought to have been made).

Dating from 1972, this manual transmission 1800 ES was subject to a bare metal repaint in 2024 and now presents well in California White with original tan leather interior. It displays a credible c.72,100 miles on its odometer and sits on period correct alloy wheels. Although the vendor advises the car runs well, due to a recent period in storage he recommends the usual recommissioning checks are carried out prior to use.

1997 Bentley Turbo RL

Just 29,000 miles from new

Estimate: £25,000 - £30,000*

Reg No: P866 MFS MOT: August 2026

Chassis No: SCBZP15CXVCH60248

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Often referred to as the “New” Turbo R, the version of Bentley’s flagship performance saloon which debuted for the 1995 model year boasted a host of mechanical, stylistic and interior improvements. Chief among these was the adoption of Zytek’s sophisticated EMS3 management system for its turbocharged 6750cc V8 engine. Quoted as developing 385bhp/553lbft and reputedly capable of a towering 155mph, a mere 823 “New” Turbo RLs are thought to have been made before production ceased in 1997.

Supplied new via JCT600 of Leeds on May 21st 1997 and previously road registered as ‘BJ 1’, chassis CH60248 was factory finished in the stunning combination of Atlantic Blue Metallic with Cirrus Grey leather upholstery. Extending to the headlining, rear parcel shelf, knee roll and centre console, the latter was contrasted by Slate Blue piping and a Slate Blue dash top. Further specified with a telephone, burnt walnut veneers and Granite Grey carpets, the long wheelbase four-seater is understood to have been registered to different entities but to have effectively had just two owners from new. Forming part of a select Rolls-Royce and Bentley collection since 1999, maintenance has been exclusively entrusted to David Wilkes Esq of marque specialist Silver Chalice Services Ltd. Although his company was based in Sheffield, Mr Wilkes journeyed to the Isle of Man - where the Turbo R was domiciled for most of its life – to attend to the collection on an annual basis. Serviced no fewer than eleven times despite having covered a mere 29,000 or so miles from new (an average of less than 1,100 per annum), the Bentley is deemed by the seller to be a potential concours contender. Highly original, ‘P866 MFS’ boasts an interior that looks as if it has barely been sat in and must surely be among the very best examples on the market? Celebrating its 40th Anniversary this year, the Turbo R was a landmark model for Bentley. However, few survivors will be as much of a credit to the marque as ‘P866 MFS’.

1955 Jaguar XK140 Fixed Head Coupe

Estimate: £36,000 - £40,000*

Reg No: PYU 557 MOT: Exempt

Chassis No: 804061

Introduced in 1954, the XK140 shared the same bewitching silhouette as its XK120 predecessor but was more accommodating and better to drive thanks to an enlarged cabin and rack and pinion steering. Powered by Jaguar’s legendary, Le Mans-proven 3.4 litre XK DOHC engine allied to either manual or automatic transmission, the newcomer was reputedly capable of over 120mph. Available in Roadster, Drophead Coupe and Fixed Head Coupe guises, the latter featured a wooden dashboard and 2+2-seating.

Notable as the sixty-first of just 843 XK140 Fixed Head Coupes built to right-hand drive specification, chassis 840061 was sold new by Rose & Young of Streatham Hill, London to Dudley A. Layton Esq of Eaton, Norwich. A founder member of the Jaguar Drivers’ Club, Mr Layton kept the 2+2-seater for five years. Thereafter, the Jaguar is known to have belonged to Ian Hopper Esq. of King’s Lynn, H.J. Moore Esq of March and one other before being acquired by its last registered keeper in 2006. Factory finished in the unusual and striking combination of Black with Red leather upholstery, the XK140 also emerged from Browns Lane with steel wheels and rear spats. Painted Green in the late 1960s but soon returned to its original hue, the Fixed Head Coupe has long been known to the XK Register and appeared at various events over the years. Pleasingly retaining its original chassis, body and engine (the latter stamped with the correct numbers to the block and head), the Jaguar is believed to have covered a mere 76,000 or so miles from new. Entrusted to the renowned marque specialist Twyford Moors for engine and gearbox refreshes in the past, it has also been uprated with a Kenlowe fan. Still sporting the same London number plate – ‘PYU 557’ - that first issued to it on April 2nd 1955, the 2+2-seater has lost none of its ability to turn heads seventy years later! Offered for sale with original buff logbook, service book, sales brochure, assorted invoices and sundry old MOT certificates.

1988 Mercedes-Benz 420 SL

Estimate: £20,000 - £24,000*

Reg No: F755 EBW MOT: July 2026

Chassis No: WDB1070472A090318

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Mercedes have been producing an SL (Sport Leicht) model or range of models since 1954, when the landmark 300SL was unveiled. The similarly styled, but mechanically unrelated, 190 followed in 1955, completing the first generation of cars. The second generation SL (W113) began with the 230 of 1963. It was distinguished by its lower waistline, big curved screens and a distinctive optional hardtop that earned it the nickname of ‘pagoda top’. The larger, third generation model (R107) was launched in 1971. The newcomer featured a two-door monocoque bodyshell with independent suspension all round. Over its very successful 19 year production span the R107 featured no less than two straight-six engines and six V8 units. The 420 SL variant is understood to be the rarest of all the 237,287 R107 SLs made, with just 2,148 leaving the factory between 1985 and 1989. Its 4.2-litre V8 produced some 215bhp at 5200rpm - sufficient output to endow the big Benz with effortless acceleration and a top speed of 130mph, while remaining more economical than its bigger-engined siblings. The 420 SL also had a galvanized steel body as standard benefiting from superior long term corrosion resistance.

‘F755 EBW’ is one of the rare right-hand drive 420SLs and was supplied new to Great Britain. It was manufactured in 1988 and is finished in Artic white paintwork. In the current ownership since 2011 with just 4 former keepers recorded, it has only had two owners in the past 23 years, The car comes complete with both soft and hard tops, polished finish alloy wheels, stamped service book, owner’s manual, first aid kit, extensive history file including old tax discs and expired MoT certificates, and a current MoT to July 2026. Maintained regardless of cost by the vendor it displays some 118,100 miles.

225 1992 Porsche 911 (964) Carrera 2 Cabriolet

Fresh from a complete cosmetic refresh

Estimate: £38,000 - £45,000*

Reg No: J241 ENW MOT: T.B.A

Chassis No: WP0ZZZ96ZMS450639

While the 964 might have been a huge leap forward for the 911 in terms of engineering and technology, visually it retained the shape and styling cues of the original 911 of 1963, which were enduringly popular even as the model approached its fourth decade. Porsche evidently understood the wisdom in the mantra “If it ain’t broke, don’t fix it,” though they did introduce a new type of alloy wheel. Nowadays, nostalgia for early 911s has resulted in wheel-maker Fuchs adapting its classic Porsche RSR fivespoke design of the ’60s and ’70s for later models, and we see them here lending an individual custom touch to this beautifully renovated Carrera 2 Cabriolet.

With history running back to the 1990s, ‘J241 ENW’ is an original British-market (C16) car built with the desirable Tiptronic transmission. Invoices from 1997 and 1998 reveal the Carrera was then being looked after by Lancaster Garages of Colchester, an official Porsche centre, but it did not receive any major attention until 2015, when it was subjected to an extensive engine overhaul by marque specialists Pickup Motorsport which came to a total of £5,639. The work included replacing the timing chains, main bearings, big-end bearings and piston rings, plus sundry belts, hoses, seals and consumables.

The overhaul was part of a larger process of renovations which also saw it repainted and retrimmed. Following the engine work, it remained in use until 2020 before a brief hibernation from which it was awoken in 2024. Still presenting excellently, it has covered just 6,000 miles since the engine overhaul and was most recently MOTed in September, 2024, with no advisories. Supremely well-presented, with a few discreet and tasteful custom features, ‘J241 ENW’ is offered complete with the current V5C, MOT history, invoices from Lancaster Garages and Pickup Motorsport, and an original Driver’s Manual. It will be sold with a fresh MOT.

226 1959 Austin-Healey 3000 MkI 2+2

Estimate: £38,000 - £45,000*

Reg No: GSK 627 MOT: Exempt

Chassis No: HBT7L4977

The star of the 1952 London Motor Show, the ‘Big Healey’ would enjoy fantastic success and steady development, with the early four-cylinder cars giving way to the 100-Six in 1956, which in turn was replaced by the first of the 3000s in 1959. By now the engine capacity of its straight-six had risen to 2912cc and the power output to 124bhp - sufficient to grace a standard car with a 0-60mph time of 11.4 seconds and a top speed of around 114mph. There was also the option of Laycock de Normanville overdrive for the four-speed gearbox and braking had been improved by the adoption of discs at the front. There were two body options available - a two-seater (BN7) or an occasional four-seater (BT7). By the time the MkI 3000 was superseded by the MkII in 1961, a total of 2,825 BN7s and 10,825 BT7s had been produced.

Originally built on 29th October 1959, this 3000 Mk 1 2+2 was supplied new as a left-hand-drive export model finished in Ivory White with red interior and black hood, and dispatched on 7th November 1959 to Dusseldorf, Germany. From the factory, it had several optional extras specified including wire wheels, heater, laminated windscreen, miles-per-hour speedometer and overdrive. In 1991, the car returned to the UK, where it was converted to right-hand drive and a black leather interior fitted. Coming from long-term ownership it has been extremely well cared for and is said to be an absolutely stunning example. GSK 627 is offered with a substantial history file which includes numerous invoices, past MoT certificates, a BMIHT Certificate and an original Driver’s Handbook. A replica 1959 road tax disc affixed to the car’s windscreen (£12 10s!) completes the period appearance of this fine-looking Healey.

2006 Bentley Continental GTC

A portion of the proceeds of sale will be donated to the Beaumond House Hospice No Reserve*

Reg No: BU56 EYH MOT: March 2026

Chassis No: SCBDE23W07C043831

Introduced at the New York Motor Show in April 2006, the Bentley Continental GT Convertible (or GTC) proved an immediate sales success. Determined to engineer the most torsionally-rigid open four-seater money could buy, the Crewe manufacturer (a) incorporated additional steel tubing within the newcomer’s A-posts and windscreen frame, (b) reinforced its sills and (c) cross-braced the floorplan even more. The result was a class leading 16,595ft-lb per degree. A very near match in dynamic terms for its Coupe sibling, the Convertible utilised the same crushingly powerful twin-turbocharged 6-litre W12 engine, Torsen-based permanent four-wheel drive system, massive ABS-backed disc brakes and sophisticated all-round independent air suspension. Electro-hydraulically operated, the Bentley’s luxuriously padded fabric roof not only stowed away neatly but also provided almost limousine levels of refinement. Reputedly capable of over 190mph when topless, the GTC featured two sturdy steel hoops concealed beneath its rear headrests which could be deployed within fractions of a second if the onboard computer sensed an impending roll. Arguably more of a 2+2-seater than a true four-seater, the model could raise or lower its hood at speeds of up to 20mph (a nice party piece in slow moving traffic).

Finished in Beluga Black with Magnolia leather upholstery and Piano Black veneers, this notably early example was first road registered on November 2nd 2006. Entering the current (fourth) ownership three years ago, it is warranted to have covered a mere 47,000 miles from new. Reportedly well maintained, the GTC was entrusted to Bentley Cambridge in February 2024 at 46,026 miles for renewal of its all-important vacuum pipes (an engine out job) plus attention to its suspension arms, front brake discs / pads, TPMS sensors and battery etc with the associated invoice totalling £10,782.

Now presented for sale and described by the vendor as being in ‘very good’ fettle all round, the W12-powered convertible is offered for sale with V5C Registration Document, book pack and two keys.

1913 Delage Type AI Sports Tourer

Estimate: £40,000 - £50,000*

228

Reg No: EJ 143 MOT: Exempt Chassis No: 4954

Chassis 4954 is an impressive machine, not least because it has survived with paperwork from its supplying dealer, which details its first ownership and original specification. The chassis is of 1913 origin and was exported new to Australia, but the car was not sold until 16th January, 1918, through Fraser and Willsford Motor Importers – ‘Sole Agents, Sunbeam Cars, Delage Cars, Calthorpe Light Cars’ – of Canada Buildings, 822, George Street, Sydney. The first private owner was Mr. J. E. Best of Tyrone, a large farm set among the open plains of Coonamble, New South Wales.

The coachwork and fittings were described as follows: “Locally built four-seater body of best material and workmanship, one-man hood with side curtains and hood envelope, double folding wind screen, rug rail, foot rest, metal tool box on running board, speedometer, acetylene head lights with Prestolite tank, two oil side lights, one oil tail light, spare wheel with tyre complete, 815 x 105 tyres to all wheels. Hand Klaxonette horn, full kit of tools, lifting jack and tyre pump. Nickel-plated finish, brown leather upholstery, colour of paint to be selected.”

Best paid £450 0s. 0d. for the Delage, having part-exchanged his second-hand Adler for £200 off the original £650 price. Nothing else of its history is known until Jim Scott of Penrith, near Sydney, discovered it in the remote village of Gulargambone in 1969. The chassis and mechanical parts were largely present, but the original body and lighting had been lost. In the 1990s it was sold in its unrestored state to a “mechanical engineer and perfectionist” named John Riley, who undertook a three-year rebuild which included the construction of an “English-style sporting body” with a Eulos windscreen, Lucas bulb horn, Brolt electric lighting, and a Kopalopso hood mechanism.

Mr. Riley himself was responsible for most of the renovations, though the panelling was done by Fred Hughes and the paint by John Hughes (no relation). The mechanical work included new valves and pistons, the remetalling of all the engine bearings, and the replacement of the bearings in the gearbox and rear axle. The completed Delage was much enjoyed by Mr. Riley, even in Sydney’s rush hour, which it “ventured through with no difficulty.”

By the early 2000s, the Delage had come into the possession of Stephen Walker of Brisbane, from whom it was purchased and imported into Britain by the Ward Brothers. They soon sold it to Dr. Duncan Petty, who obtained its British registration in April, 2005. Dr. Petty fitted an electric starter and proceeded to drive the car on rallies in Yorkshire, most significantly the Hull-Scarborough Rally. It was then owned briefly by Mr. David Harrison, prior to Mr. Desmond Burnett taking ownership in 2008.

Mr. Burnett had the hood, tonneau and side screens remade in black Stayfast fabric, the work being completed in October, 2008, by the well-respected veteran and vintage restorer John Foy. In 2011, Pace Products effected a starter motor and alternator conversion, which also involved the creation of a new wiring loom, and 2016 the brake shoes and clutch were relined by the Fastline Group. It changed hands again in 2014 and entered the present ownership in 2019.

Throughout its time in Britain, the Delage has been used on a number of Veteran Car Club tours and rallies, where it has proved itself to be a very capable, swift and comfortable machine. Sold with a large paperwork file including the V5C, original sales correspondence from Fraser and Willsford, e-mail correspondence between past owners, and various invoices since 2008, this beautiful AI embodies the delightful gentility of Edwardian motoring and remains an ideal candidate for pleasure outings with the Veteran Car Club, or more demanding drives with the VSCC’s Light Car & Edwardian Section.

1966 Alfa Romeo GTAm Evocation

Estimate: £40,000 - £50,000*

Reg No: PMC 30D MOT: June 2026 Chassis No: AR753220

Not many Giulia Sprint GTs were supplied new to Britain, but this is one of the handful that was, making it a rare survivor in original RHD. Registered on 18th May, 1966, it was kept by its first owner until 1984. The second owner is thought to have used it for about a year before placing it into storage, from which it did not emerge until it was sold again in 2014. By that stage, it was very much a project car, in need of much work both to the mechanicals and the body – the ideal basis, in fact, for a full-blooded evocation of the legendary GTAm – the racing variant of the Giulia GT built from 1969 to 1971, which featured an engine enlarged to 1,985cc, fibreglass panels and Plexiglas windows. The ‘m’ reputedly stood for maggiorata, meaning ‘enlarged.’

With only 19 GTAms built by Autodelta for the works racing stable and a further 21 produced for private customers to race, originals rarely appear for sale and are not readily affordable when they do, hence many enthusiasts have built evocations from Giulias which had deteriorated beyond economic salvage, and that’s exactly what the third owner of our once-forgotten Sprint elected to create, entrusting the work to Severn Classics and using many new parts supplied by Alfaholics. The body shell was stripped to the bare metal and new panelling was installed for the floors and door skins. The opportunity was also taken to modify the wings with the muscular wide arches uniquely fitted to the GTAm racers. To ensure faithful adherence to GTAm specification, the owner also sourced a fibreglass bonnet and boot lid and Perspex windows, with the interior panelling made from an appropriate lightweight alloy. This conversion was not just undertaken for appearances – the car has been fitted with a full roll cage, Cobra racing bucket seats and four-point harnesses, and even a lightweight alloy fuel tank, so we believe it could be eligible for historic racing. The renovation of the body was completed with a respray in spectacular rosso corsa, beautifully set off by wide 8 by 15in racing wheels in the style of the original GTAms.

The engine was thoroughly overhauled, being vapour-blasted and sonic-cleaned, then overhauled with a polished crank, new standard-size pistons and rings, and new valves and guides. The head and block were both skimmed and the completed assembly was attractively finished with an appropriate polished cam cover. The radiator was recored and fuel is supplied by Weber carburettors, which were vapour-blasted and overhauled with all-new gaskets, needles and washers. The suspension was similarly renovated with new shock absorbers, powder-coated springs, poly bushes, ball joints and arms. The gearbox, back axle and differential were all fully reconditioned, with new bearings, seals and bushes

used where necessary; the brakes received new cylinders all-round, and new brake and fuel lines were naturally used throughout. A stainless-steel exhaust was fabricated, the dash instrumentation was all recalibrated and a new wiring loom ensured the electrics were made functional and reliable. All this was undertaken with the intention of keeping the car roadworthy, and to that end it was successful as it was promptly passed an MOT, and is offered now with an MOT with no advisories valid until 29th June, 2026.

While this Giulia appears as something of a track demon, it has mainly been used for static display since it was completed. It has not been on the road since the vendor acquired it for his collection in 2016, meaning bidders now have the opportunity to acquire an almost freshly-renovated Alfa which has been kept practically out of sight since 1985, and could potentially be a seriously competitive historic racer. It is sold with the V5C, records from previous ownerships, photographs of the 2014 rebuild and invoices totalling £11,000.

1963 Mercedes-Benz 300SL Roadster

Estimate: £650,000 - £750,000*

Reg No: YKE 492A MOT: Exempt Chassis No: 198.042.10.003167

The titanic struggle between Auto Union and Mercedes-Benz for Grand Prix supremacy during the mid-to-late 1930s resulted in machines which would not be eclipsed in terms of horsepower or outright speed (200mph plus) until the 1980s! Arguably the leading light of the Mercedes-Benz GP programme, Rudi Uhlenhaut spent World War Two working for Daimler-Benz’s aero engine division where he became familiar with mechanical fuel injection. A supremely talented driver as well as a brilliant engineer, he returned to the Stuttgart marque in 1948 and was instrumental in designing the W194 Sports Racer and W196 Grand Prix car the following decade. Prompted by legendary US importer Max Hoffman’s promise to order 1,000 units, Uhlenhaut and his team debuted the roadgoing W198 300SL ‘Gullwing’ Coupe at the February 1954 New York Motor Show. Indebted to the W194, the newcomer featured a lightweight tubular steel spaceframe chassis (the high sides of which necessitated its unusual, vertically opening doors), all-round independent suspension and a fuel-injected 3-litre SOHC straight-six engine. A ‘must have’ among the rich and famous on both sides of The Atlantic, the 300SL ‘Gullwing’ Coupe spawned a Roaster sibling. Introduced at the March 1957 Geneva Salon, the open-topped two-seater was underpinned by a revised spaceframe chassis which permitted the use of conventional doors. Riding and handling better than its enclosed forebear thanks to the adoption of a revised rear suspension (with lower pivot points), the 300SL Roadster was a modest 95kg heavier. However, its adoption of the previously optional, higher compression ‘Sonderteile’ engine - yielding an additional 25bhp (240bhp vs 215bhp) - helped negate the weight gain. Progressively developed, the model could be had with four-wheel disc brakes from March 1961 onwards. While, the final 209 cars were also equipped with alloy cylinder blocks. The fastest, best-engineered and most glamorous convertible of its era, a scant 1,858 were completed built from 1957-1963. Impressively, a pared back 300SL Roadster (sometimes referred to as the ‘SLS’) won the Sports Car Club of America’s Class D Championship in 1957 against Maserati 300S, Ferrari Monza and Aston Martin DB3S opposition.

According to its accompanying copy factory vehicle data record, chassis 198042-10-003167 was completed on November 14th 1962. Supplied new to America, it was among the select eleven percent to roll off the Sindelfingen assembly line with an alloy cylinder block and fourwheel disc brakes. First road registered in 1963, the Mercedes-Benz was initially finished in Horizon Blue with Cream leather upholstery. Belonging to Manhattan resident Sidney Bier some twenty-six years later, he retained possession until 1995. Purchased by the vendor, Dick Van Dijk, via Kruse International’s Auburn auction on September 3rd that same year, the two-seater was deemed to be in ‘excellent overall condition’ with ‘50,600 miles’ recorded.

Joining Mr Van Dijk’s impressive 100 car plus private museum, then based in The Netherlands, chassis 198042-010-003167 was entrusted to Michael Starke GmbH for bodywork and brightwork improvements during 1996-1997. The intention being to sharpen the cosmetics as much as possible and also to improve the underbody presentation. To this end, minor repairs were made to the sills, rear corner panels, while small dents were removed from the underside and the tubular spaceframe inspected / repainted. Prone to failure, the original alloy block engine had been exchanged for a cast iron replacement (number 198.980.7500616) whilst the car was still Stateside but the gearbox, differential, body, front suspension and even hood frame all bore the same numbers listed on the factory vehicle data record.

After enjoying the Mercedes-Benz as a road car for a few years, Mr Van Dijk decided to convert it into a ‘Rallywagen’ during 2003. Having approached the manufacturer, Niemoeller and HK Engineering for advice and parts prices, he settled upon the latter to help with the project. Able to call upon the services of his son who had prepared numerous vehicles for the arduous Paris-Dakar Rally, he treated the 300SL to a new wiring loom, injector pump overhaul and replacement window channels / rubbers etc. The oil pressure gauge was overhauled and a bank of auxiliary instruments added in a specially fabricated centre console. The ride height was raised slightly (via taller sidewall tyres and subtle rubber spacers), the exhaust rerouted, underbody guards added and the factory differential swapped for a limited slip unit (supplied by HK Engineering). Holger Ratgeber carried out an alternator conversion during 2005 which boosted output to 30A and attention was paid to the braking and ignition systems. European-specification headlights were installed and the two-seater subsequently refreshed in 2010 with the fuel tank, injectors, steering ball joints and water pump all being fettled. Repainted the following year, chassis 198042-010-003167 had its seats improved in 2012 (sundry new internals).

Assorted fuel system seals were renewed during 2016 and adjustments made to the timing chain and choke mechanism by CKL Developments Ltd three years later. The upholstery is believed to be period suggesting it was either installed very early in the car’s life or that the change was made on the assembly line but not noted on the factory vehicle data record. 2020 saw the rotary shaft seals replaced, the front suspension rejuvenated and fresh brake hoses fitted etc. Treated to a new cold start thermostat and four-wheel alignment in 2021, the 300SL was serviced by renowned W198 specialist Martin Cushway Engineering during 2022 at a cost of £3,187.20. Having covered less than 200 miles since then (the current odometer reading stands at circa 60,800), the two-seater started readily during our recent photography session at Kelham Hall. Coming to market for the first time in thirty years, ‘YKE 492A’ could be restored back to showroom specification or further developed in its current guise. The standard grille and bumpers are no longer with it but the original steering wheel, factory differential and glovebox lid have all been retained. Offered for sale with history file, FIVA Identity Card, numerous invoices and assorted photographs showing the Roadster on adventures in Scotland, The Mediterranean and Tunisia.

231 1999 Bentley Azure

Estimate: £35,000 - £40,000*

Reg No: D3

UUU MOT: August 2026

Chassis No: SCBZK15E9XCH61796

Very elegantly finished in Silver Pearl with a Black hide interior and Black roof, this well-preserved and rare Azure – it is one of only 243 produced in right-hand drive – has had eight keepers and covered just 63,000 miles from new. It was built to an especially high specification with an ultra-luxurious Mulliner Park Ward (MPW) interior, and originally retailed through Straight Eight Motors in the New Forest. Some of the special interior features include the delightful burr walnut veneers with crossbanding and inlays on the dash, doors and centre console, plus different but complementary wood finishes for the gear knob and the steering wheel. The interior also contains dual-zone air-condition and has been fitted with a new Blaupunkt Valencia 200 DAB Bluetooth radio.

The Bentley has been extremely well-maintained throughout its life, as evidenced by its extensive service history – the service book contains 13 stamps, and invoices reveal £54,500 has been spent on servicing since 2004. Some extensive refurbishment was undertaken in 2024, when £15,750 was spent with Rolls-Royce and Bentley specialist Phantom Motors. Recent expenditure has also included a new set of Michelin 255/55ZR17 tyres.

The Bentley’s recent owners have very much been enthusiasts, using it only sparingly. Its fourth owner kept it from 2008 to 2014 and its fifth from then until 2022. The seventh and eighth keepers were of the same family, and the car is only being offered for sale due to a bereavement. Besides the V5C, the extensive documents file also contains copies of the Bentley build records, the service book and many invoices showing how meticulously the car has been maintained by Bentley main dealers and marque specialists. Rated by the vendor as “very good” in most areas but with a “good” engine, this Azure is a fine specimen of one of the loveliest modern classics there is.

2015 Chevrolet Corvette (C7) Z06 Targa Coupe

Ultimate specificaton example fitted with a desirable Z07 upgrade package

Estimate: £60,000 - £70,000*

Reg No: GV65 XDS MOT: May 2026

Chassis No: 1G1YN2D63F5603852

Finished the delightful colour scheme of Laguna Blue with a black hide interior and looking marvellously aggressive, with its wheels tucked with barely an inch to spare inside the special wide arches, this superb low-mileage, two-owner Corvette Z06 represents one of the finest and most charismatic supercars of its generation. This example is extremely highly specified, not only having the Z07 Performance Package (which was a brand-new option for 2015) but also the Carbon Fibre Exterior Styling Package, the Battery Protection Pack and the Performance Data Recorder, plus dark grey brake callipers and black aluminium wheels. Its first owner was none other than the Sussex-based enthusiast Mr. Peter Saywell, whom many will recognise as one of Britain’s foremost supercar collectors and head of the respected aeronautical parts firm Saywell International. Among other things, Mr. Saywell is known for organising charity track days at Goodwood, and commissioning the unique Pagani Zonda PS, one of the first fully bespoke, special-order Paganis. In 2023, his collection was the subject of an episode of Jodie Kidd’s YouTube series Kidd in a Sweet Shop.

The late second owner purchased the Corvette from Mr. Saywell in 2016, when it had covered only around 300 miles, and it was later sold to his son-in-law during 2017. Since then it has been used enthusiastically but sparingly, with MOT records showing that the total mileage now stands at just over 5,300 miles. It remains in excellent order throughout, as evidenced by an MOT with no advisories, which is valid until May, 2026. The owner has kept a copy on file of every MOT since its first test in 2015, and the car is also sold with its original book pack, a handful of invoices, a copy of Evo’s head-to-head road test of a Z06 and a Porsche 991 GT3, plus assorted articles from other magazines including Road & Track. With its glorious V8 rumble, this Corvette will still turn heads at any supercar meeting.

1989 Porsche 911 Carrera 3.2 Coupe

233

Estimate: £60,000 - £70,000*

Reg No: F414 RVL MOT: July 2026

Chassis No: WP0ZZZ91ZKS102355

Historically, and thus far, the most important Porsche model has been the 1964-introduced 911, which was to remain in production in much the same form for the next 30 years, albeit progressively updated and modified. With a basically similar layout to the 356, the new 911 was built on a steel platform chassis with suspension by torsion bars, Macpherson struts at the front and trailing arms at the rear. The first version of the 911 was powered by an air-cooled 2-litre, horizontally opposed six with 5-speed box first used on the 904 competition coupe. Capacity increased, first to 2.4, then 2.7-litres, whilst from 1984, the capacity of the legendary Porsche motor was increased from 3.0 to 3.2-litres and the SC 911 became the 911 Carrera.

Developed under the watchful eye of Porsche Chief Executive Peter Schutz, the 911 Carrera 3.2 made its debut at the Frankfurt Motor Show of September 1983. Estimated to be 80 percent new, the model’s 3164 cc (hence ‘3.2’) flat-six engine was credited with developing some 231bhp and 209lbft of torque. Allied to a five-speed manual transmission, it proved both rev-happy and flexible, making the model capable of 0-60mph in 5.3 seconds with a 153mph top speed. In order to cope with the increased performance, the brakes were enlarged and the top two gear ratios slightly raised. Among other improvements was a redesigned timing chain tensioner – the Achilles heel of the earlier engines. Early examples of the 3.2 employed the 915 type manual gearbox with reverse gear located beneath fifth, while 1987 to 1989 models had the stronger G50 unit in which reverse was located beside the fifth ratio. Built to a simpler, lighter specification than those headed to other countries and unaffected by the heavy pedal offset which blighted every right-hand drive incarnation of the 911 up until the 996, German market (or ‘C00’) cars have long been revered by marque purists.

This desirable ‘last of the line’ K Program Carrera 3.2 coupe with the preferred G50 manual gearbox was originally supplied to a customer in Germany by Porsche Zentrum. In purer, left-hand drive ‘C00’ specification, it has been in the current ownership since 1997 following purchase from a friend and registers some 171,000 km (c.106,627 miles) from new. Finished in Dark Blue with Black leather upholstery, ‘F414 RVL’ has been subject to an extensive mechanical, engine and bodywork restoration which was completed in c.2024. Many of the parts supplied came from Rennspeed and Gantspeed Engineering Limited with genuine Porsche panels also being used. The Posche was finished off by being painted by Retford Autofinishers in its original hue.

Pleasingly retaining its original engine, confirmed by a Porsche GB document included in the sale which assisted with the Porsche being UK registered in 1997, the 911 comes with the original dealer book pack with owner’s manual, map and service book, a collection of invoices for the aforementioned parts, old MOT certificates plus a current V5c document.

2000 Rolls-Royce Corniche V Convertible

Just 1 of 38 RHD examples

Estimate: £60,000 - £70,000*

Reg No: X163 NKP MOT: May 2026

Chassis No: SCAZK28E8YCH68150

The 1998 purchase of Rolls-Royce by Volkswagen may have raised eyebrows but it secured the future of both Rolls-Royce and Bentley. The licensing and production agreement between Volkswagen and BMW ended in 2003 and Rolls-Royce production moved to the new BMW-owned Goodwood factory, launching the V12-powered Phantom whilst Volkswagen spearheaded Bentley’s new chapter, one of the most significant brand relaunches in living memory. Only one new Rolls-Royce model was produced under Volkswagen ownership, the Corniche V, and the last Rolls so named.

Launched in 2000 with a list price at of £300,000, the most expensive car then offered by Rolls-Royce, the Corniche V has many unique distinctions, not least being the last V8 powered Rolls-Royce, with the 6.75-litre engine enhanced by a turbocharger borrowed from Bentley. Whilst sharing design elements with the Silver Seraph it was based on the Bentley Azure’s platform. The Corniche V remains one of the rarest models produced by Rolls-Royce, out of 329 cars hand-built at Crewe, just 38 were right-hand drive. Interior refinement and build quality remained as high as ever with copious amounts of leather and the finest wooden veneers.

This particular Corniche, UK-Supplied, is one of just 38 right hand drive cars produced. Specified in arguably the best combination for these cars: Fountain Blue Metallic with contrasting Oatmeal leather interior with Blue piping, the car features numerous factory options including a gold-plated Spirit of Ecstasy, RR-embroidered head restraints, lambswool over-rugs, Wilton carpeting, matching umbrellas concealed in the boot lid, and a factory-fitted centre-console mobile phone.

‘X163 NKP’ was purchased by its previous keeper in 2008, when it had covered a recorded 62,000 miles. Over the following 14 years, it saw limited but cherished use, reportedly attending events including Le Mans and continental touring trips to Spain and France. It was affectionately named “Mary” by the owner, in honour of a late family member.

Acquired by the current keeper in July 2022, the Corniche was in need of recommissioning and was initially returned to roadworthy condition by a local garage. In 2023, the car was entrusted to Rolls-Royce and Bentley specialists Prestige Services as well as a highly respected local bodyshop to bring the car up to standard.

In June 2023, the car received a comprehensive service, the interior lighting switches were checked and fettled along with the air conditioning switches. The centre console and air

conditioning panels were removed and the wiring harness removed to repair the relevant switches, bulbs etc. Following this, the hood faults were investigated and rectified, along with further fettling. The total cost of this work amounted to £2,449.69.

Having been in the workshop and seldom used, this Corniche returned to Prestige Services in April 2025. Works included a replacement alternator, a brake system overhaul, and additional attention to interior electronics, totalling £2,314.53. Recently the hood mechanism has also been treated to a thorough overhaul costing c.£5,000.

Now with a useable 79,729 miles on the odometer at the time of consignment and offered for sale only to fund other projects within the current owner’s private collection, this Corniche V has been sparingly used and well cared for, benefiting from recent specialist investment totalling nearly £5,000. Accompanying the car is a fully stamped service book, a large history file including past MoTs, tax discs and invoices, a digital workshop manual, and a certificate for the RAC Track Star tracking system installed in 2005. The car comes with an MOT valid until 11 May 2026 with no advisories.

Increasingly rare and widely regarded as the last of the true Crewe-built Rolls-Royces, this Corniche V represents an excellent opportunity to acquire a properly sorted example of a modern classic whose significance continues to grow.

2000 Bentley Arnage Red Label

No Reserve*

Reg No: X144 XON MOT: March 2026

Chassis No: SCBLC32E5YCH05455

235

In the middle of 1998 Bentley became the property of Volkswagen and from model year 2000 on the Arnage was powered by a revised and turbocharged version of the company’s venerable 6750cc V8 engine which replaced the previous BMW unit. This model with the 6750cc V8, known as the Arnage Red Label, was introduced at the 1999 Frankfurt Motor Show. The Bentley Arnage Red Label boasted 616lb-ft of torque – more than any other production car. Allied with a four-speed automatic transmission, the newcomer was reputedly capable of 0-60mph in 5.9 seconds with a top speed of 155mph. Further benefiting from a stiffer bodyshell, revised suspension and bigger brakes, the luxury sports saloon retained a tangible link to the Crewe-built Bentleys of the 1950s and 60s. The last of the 2,282 Red Labels produced was completed in 2005.

Entered from a deceased estate and believed to have been previously owned by Journalist and author, Sir Peter Evans, this Arnage Red Label displays c.26,800 miles on the odometer, however it appears to have been subject to a dashboard change between June 2008 and June 2009. As a result, the car is understood to have covered 84,873 miles from new. Finished in a fetching combination of Sherwood Green Metallic complimented by Magnolia hide with green piping, it is said to present very well with a fine interior showing no visible wear on the seats or carpets. The car is fitted with a number of factory options including lambs wool carpets, front and rear parking sensors and rear picnic tables. Showing just 3 former keepers on the accompanying V5C, it has been in storage for the past year, with the battery on trickle charge, and despite this period of inactivity started without issue and ran well upon inspection. Offered with a current MoT expiring in March 2026.

1940 Ford Deluxe Coupe

Estimate: £26,000 - £30,000*

Reg No: WXS 713 MOT: Exempt

Chassis No: 185740648

Finished in a factory-correct paint job of Black with Black wheels, this beautiful shark-nosed 1940 Ford conjures up romantic images of moonshine running in the American south, and police chases as immortalised in films such as 1958’s Thunder Road, starring Robert Mitchum. Ford’s 85bhp Flathead V8 was much-loved by everyone from hot-rodders to ’shine runners to stock-car racers, because it was durable, easy to tune, and gave performance far in excess of all the six-cylinder cars in the same price bracket, but while this car looks outwardly like an original survivor from the period, it is concealing a titillating secret – a 350ci (5.7-litre) Chevrolet small-block V8. Launched in 1967 and surviving into the 21st century, the famous ‘350 Chevy’ was essentially the Flathead of its generation, having all the same qualities as the Ford, but obviously with overhead valves and a far greater power output.

Believed to have been a Texas car for most of its life, a newspaper clipping from 1980 reveals that this Ford was restored and subtly upgraded –some might say hot-rodded – around that time by Cowan Automotive, a repair and restoration shop in Richmond Hills. They repainted it and it is thought they were responsible for installing the Chevy motor, as well as upholstering the interior in black vinyl. The original material would have been broadcloth or mohair, but the vinyl does not look out of place.

Evidently well cared-for since leaving Cowan’s, the Ford has had just one British owner, who imported it during 2023 and put it on the road in May, 2024, since when he has covered around 3,500 miles. The appeal really requires no explanation – here is a car that looks like it just rolled out of the 1940s, but has a far more powerful and sophisticated engine which should cope well with modern traffic and motorway travel. It is offered with the current V5C and a large history file including restoration documents.

1937 Aston Martin 15/98 2-Litre ‘Team Car’ Evocation

Estimate: £120,000 - £150,000*

Reg No: CPO 831 MOT: Exempt

237

Chassis No: A7/732/LS

Before we get into the finer details of this delightfully racy Two-Litre Team Car-inspired 15/98 special, we would invite prospective bidders to imagine themselves among the spectators at the glorious RAC International Tourist Trophy race in Newtownards in 1934, witnessing the first competition foray of the new Aston Martin Ulster. The TT was the pre-eminent British sports car race of the period, and consistently attracted some of the best cars and drivers from the British motor sport scene, often with a crop of high-profile European drivers thrown into the mix. The TTs were always dramatic and often unpredictable, such as in 1931, when Norman Black drove to victory in the little 746cc MG C-type Midget, trouncing Borzacchini’s Alfa Romeo 6C 1750, which the clever money had insisted would be the winner. Between 1931 and 1936, the race was dominated by British marques, with MG and Riley claiming three wins each.

Aston Martin, meanwhile, was not an insignificant presence. Several Astons had been raced at home and abroad during the 1920s, and with frequent successes, but it was the Le Mans and Ulster racers which would really be instrumental in forging the marque’s international reputation. The first Ulsters, chassis LM11, LM12 and LM14, were evolutions of Aston Martin’s works entries for the 1934 Le Mans, taking as their basis an extensively lightened 1½-litre Mk. II chassis clothed in two-seater racing bodies. The engines were much uprated, with a stronger crankshaft, increased compression ratio, higher-lift cam, enlarged inlet valves and specially-made 13/8in SU carburettors. While the standard Mk. II produced 70bhp, the Ulster claimed an output of 85bhp and a top speed in excess of 100mph.

The Ulster’s first public appearance at the Ards Circuit in 1934 demonstrated that it was a highly capable machine. There were 40 starters but only 17 classified finishers, and no foreign marques were entered that year. Not only were all three Aston Martins among the finishers, they placed a highly creditable third, sixth and seventh – the best team result of the race. Thomas Fotheringham-Parker took the podium spot, behind Charlie Dodson’s N-type MG and Eddie Hall’s 3½-Litre Bentley, while the Lagonda M45s of Brian Lewis and Johnny Hindmarsh placed fourth and fifth. All the Singers, Invictas and V8 Fords had expired during the race and, among the finishers, the Rileys, Talbots and Frazer Nashes were no match for the Ulsters. Arguably, the best was yet to come, when Aston Martin’s three-car works team plus four privately-fielded Ulsters turned up to contest the 1935 24 Hours of Le Mans. This was once again a testament to the model’s durability, as six of the seven Ulsters completed the race, with only the works car of Penn-Hughes and Fotheringham-Parker

retiring after an accident. The Hindmarsh-Fontés 4½-litre Lagonda M45 and the HeldéStoffel supercharged Alfa Romeo 8C 2300 placed first and second, each with 222 laps covered, but the 1½-litre Aston of Charlie Martin and Charles Brackenbury was hot on their heels, placing third with 215 laps and setting a 1½-litre distance record. The other Ulsters finished eighth, tenth, eleventh, twelfth and fifteenth.

The Ulster story may be familiar to followers of the marque, but what happened next – or rather, what didn’t – is less well-known. The 1½-litre Astons were perhaps the best sports cars in their class, but they were also the most expensive, which limited their marketability. The solution in Aston’s eyes was to increase the size of the engine and so create a competitively-priced offering in the class above. Thus was the Two-Litre Speed Model born, its début planned for the 1936 Vingt Quatre Heures. Two works racers, unofficially known as LM22 and LM23, were entered into the race, which was ultimately cancelled due to industrial action across France. The Team Cars were sold into private hands having never been raced by the works, and after that Aston Martin withdrew from competition, leaving the Two-Litre Team Cars as one of the great “what ifs” of motor racing history. LM23 appeared at the 1936 24 Hours of Spa, driven by Elwes and MacRoberts, but did not finish. It requires no further explanation as to why any red-blooded sports-car enthusiast must surely covet an original Ulster or even one of the Two-Litre Team Cars, but since their numbers only ever reached 31 and two respectively, ownership is the preserve of the fortunate few. There is nothing to stop anyone from paying tribute to the models with a wellcrafted special, however, as the constructor of this lively little 15/98 opted to do. Chassis A7/732/LS was completed in 1937 on the Two-Litre long chassis and originally equipped with grey Saloon bodywork by Bertelli and registered ‘EPG 831’. It was despatched to the celebrated sports-car dealership Cresta Motors Ltd. of Broadwater Road, Worthing, which enjoyed close connections to Aston Martin and their coachwork designer ‘Harry’ Bertelli. One of Cresta’s directors, Jim Elwes, had raced Ulster Team Cars LM10, LM12 and LM18, and Two-Litre Team Car LM23. The first known owner of ‘EPG’/’CPO’ surfaces in 1951, one G. V. Griffiths of Port Talbot. By 1962, it belonged to B. E. Collins of Uxbridge, and then its history is unknown until 1995, when it resurfaced in the hands of Mr. J. A. Stringer and became the subject of correspondence with Jim Young, the Aston Martin Owners’ Club’s registrar for Bertelli-era 1½- and Two-Litre models, but by 1995 it had been fitted with the bright red Team Car-style body and a Riley Big Four engine.

In the late 2000s, it was subjected to an extensive programme of renovations which saw it repainted and equipped with a race-prepared, twin-SU-equipped Two-Litre engine and a reconditioned original gearbox by renowned pre-war Aston specialist Alan Brooke Engineering. High-performance liners were installed in the steel drum brakes. The work was completed by 2012, when VSCC eligiblity was reapplied for and an Eligibility Document was granted which stated that the crankcase, gearbox casing, back axle casing and front axle were all original. The document further records that the majority of the chassis

components were to standard specification at the time of issue. The correct type of engine was reinstated in the 1990s, with correspondence from Mr. Young discussing compression ratios, camshaft and ignition timings, and carburettor specifics.

In spite of its VSCC eligibility ‘CPO 831’ has not been extensively used following its overhaul, although it had been raced in the early 1990s and accumulated quite a collection of trophies. Undoubtedly, it will make for a highly versatile machine should the next owner wish to test its capabilities in competition. It is potentially suitable for circuit racing, speed events and driving tests, but it is also a well-finished road-going sports car with an all-weather hood, so it should be equally at home in rallies and non-competitive tours. Needless to say, it would be very much welcome in the equivalent AMOC events, too. On the other hand, a highlight of ‘CPO’s’ recent history was its appearance at the Heveningham Hall Concours in 2018.

With its lively engine and playful stance, it is not difficult to imagine this Two-Litre Team Car tribute dicing with the best of them at Le Mans and the TT in the mid-1930s, but since that never happened, perhaps it will be incumbent upon the new owner to demonstrate just how fiercely it can compete against the contemporary Rileys, Delahayes and Lagondas. This quintessential post-vintage sports car is offered with a very large paperwork file including AMOC correspondence, VSCC documents, numerous invoices and assorted articles.

1968 MG C GT

Estimate: £18,000 - £22,000*

Reg No: FHC 101G MOT: Exempt

Chassis No: GCD11972

238

Presented in its original colour scheme of Snowberry White with a Black interior, this MGC GT looks, to all appearances, like a fine and factorycorrect example, but it is concealing an host of subtle upgrades. Originally sold by Caffyns Ltd. on 20th May, 1968, and still retaining its matchingnumbers engine, the C impressively has history dating back to 1972, but it is in the past eight years that its life started to get really interesting.

Evidently the subject of some past cosmetic refurbishment, a previous owner commenced an extensive programme of improvements in 2017, beginning with the installation of a new radiator and new leather seats. These were followed in 2018 by some new chrome wire wheels plus an upgrade kit for the front suspension, and then in 2019 the MG received a new clutch assembly by Oselli. In 2020, the engine was breathed-on with a gas-flowed cylinder head, six-branch exhaust manifold, some carburettor tuning and an overhaul of the ignition system by MG Motorsport, and 2021 saw the refurbishment of the rear axle and the differential with a 3.09:1 ratio, plus brake upgrades undertaken by MG Motorsport. Some smaller works were undertaken during 2022 and 2023, and in 2024 it benefitted from a new steering rack and a replacement thermostat. A Revotec electric fan has also been fitted.

Invoices reveal a total of £17,500 of expenditure between 2017 and 2023, and the outcome of this meticulous upkeep is a car which we are assured drives beautifully and which the vendor has greatly enjoyed. To prove the point, it will be driven 40 miles to the sale. The MG is offered with a large history file including the current V5C, original sales literature, many invoices, MOT certificates and ownership history. A desirable home market, matching chassis and engine numbers example of this historically underappreciated flagship grand-tourer.

1973 Jensen Interceptor III

Supplied new to Charles Follett Ltd and then owned by Viscountess Bearsted

Estimate: £25,000 - £30,000*

Reg No: LRP 75L MOT: T.B.A

Chassis No: 136-8087

According to its accompanying copy green logbook, chassis 136-8087 was supplied new to renowned marque concessionaire Charles Follett Ltd of Mayfair. First registered as ’18 PF’ on January 1st 1973, it is presumed to have been the then Managing Director, Pat Follett’s personal car. Initially finished in Silver Grey, the Jensen is further notable for reputedly being one of just two Interceptor IIIs to be trimmed with Olive leather upholstery. Sold to Jean Agnew, The Viscountess Bearsted when it was just over a year old, the four-seater is understood to have remained in her possession until 1977 (albeit registered to different companies during that time). Changing hands several times thereafter, the grand tourer had been re-registered as ‘1 NKR’ but was less than pristine when Anthony Herbert Esq acquired it during November 1991. Entrusted to James of Surbiton Ltd, the Jensen emerged in 1993 having been rewired and had its automatic transmission and engine overhauled. The 7.2 litre V8 being rejuvenated via a rebore, reground crankshaft, replacement oil pump, exchange cylinder heads and new pistons / rings / bearings etc. Resprayed British Racing Green, the Interceptor III also had its original leather upholstery re-connollised. Andy Thomson of Woking was responsible for fitting a reconditioned steering rack and new ball joints during 2006 but towards the end of his twentytwo year tenure Mr Herbert utilised the services of the Methold Motor Company to replace the starter motor and fettle the brakes etc. Believed but not warranted to have covered some 20,000 post-refurbishment miles, ‘LRP 75L’ has further benefited from attention to its brightwork, wheels and interior lights etc since being acquired by its last registered keeper in 2013. Kept as part of a small private collection and exhibited at various classic car shows, the Jensen started readily and ran well during our recent photography session. Not long fitted with new electric cooling fans, the four-seater is due to be freshly MOT tested ahead of the sale and comes with a V5C Registration Document, handbook, workshop manual and history file.

1970 Dodge Charger 500

Restored to a high standard by the late previous owner and fitted with a tuned 440ci engine

Estimate: £40,000 - £50,000*

Reg No: SVM 918H MOT: Exempt

Chassis No: XP29G0G171236

240

An excellent example of the muscle car archetype, this 1970 Charger 500 was built at Dodge’s St. Louis, Missouri, factory, and left the factory with the 230bhp, 318ci base engine, but has been much upgraded since. As a mid-range 500 model, it came with selected sports and luxury offerings as standard, including bucket seats, an electric clock, wheel arch trims and “500” badges.

Little is known of the Charger’s time in America, except that its last owner in 2003 was John Kevin Douglas Prather of Yuba City, California. In 2004, it was imported in Britain, since when it has had four owners, been kept in regular use and received extensive maintenance. A circa 2007 photograph shows the Charger was at the time red with some black panel paint and Magnum 500 wheels, and it had been fitted with the optional 383ci V8. In the present ownership since 2023, the Dodge was substantially refurbished during the previous ownership; the black panels were painted white, the interior was trimmed to match, and aftermarket chrome American Racing Torq Thrust wheels and a General Lee-style push bar completed the package. Most exciting, though, is the fact that the Charger is now powered by a thumping 440ci V8, with an Edelbrock carburettor and MSG electronic ignition. The 440 V8 was the top engine offered for the Charger in 1970, and depending on its state of tune produced 350, 375 or 390bhp.

This Dodge is complete with its current V5C, last California title, an original Operator’s Manual, various MOTs spanning 2004 to 2016, and multiple invoices testifying to the continuous care the car has received. Some invoices which stand out include the purchase of black chassis paint in 2008, new lower and upper ball joints in 2014, a new fuel tank in 2015, a head gasket set in 2018, a new throttle cable in 2019 and a new thermostat in 2021.

1949 Bentley Mark VI

Entered from the Dering Collection No Reserve*

Reg No: KXN 880 MOT: Exempt

Chassis No: B356FV

Originally Black with a Tan interior, chassis B356FV was supplied through Brooklands of Bond Street to Major D. Callander of Trabboch House, Mauchline, Ayrshire. This is thought to be Major Donald Callander (1918-92), a war hero with the Cameron Highlanders who has the unusual distinction of being one of the last British Army officers to lead his men to battle wearing a kilt. Its original specification included an HMV radio, heater and demister, sunvisors, sliding roof, picnic tables and smoking companions. The major covered 65,767 miles up to the spring of 1955, when he handed the Bentley over to Jack Barclay to be sold on.

From June, 1955, the new owner was G. J. Lea-Barker of Torquay, but in 1961, painted Grey, it was acquired by Foster Yeoman Ltd. at Dulcote Quarry, Wells, Somerset. A change of keeper shortly thereafter concerns a gentleman living at Abbey Gatehouse, a famous Norman building on Bristol’s College Green, before it returned to Foster Yeoman in 1969. At some stage, the car fell out of use but was retained by the Yeoman family, and eventually revived by John Yeoman. From 1995 to 1997, Holcombe Engineering thoroughly overhauled the engine, chassis and body, which cost over £25,000. An undated document reports that the engine was reassembled and sleeved, with a new clutch assembly fitted. The chassis was straightened and stove-enamelled, body panels were replaced “where necessary”, the interior received new upholstery, headlining and carpets, and the electrics were rewired.

Only 300 miles were covered between 1997 and 2001, when B356FV left the Yeoman family. Electronic ignition was fitted in 2012, and since 2015 it has resided in the collection of a gentleman racing driver and enthusiastic Bentley Drivers’ Club member. Beautifully presented, it will require recommissioning having been out of use since 2014. Documentation includes two original handbooks, the 1961 buff logbook, copies of the build sheets and Jack Barclay records, MOT certificates from 1997 to 2012, and many invoices dating back to 1995.

1958 Volkswagen Type 2 T1 ‘Peter Pitt Moto-Caravan’

Comprehensively & sympathetically restored

Estimate: £25,000 - £30,000*

Reg No: USK 762 MOT: Exempt

Chassis No: 386699

242

Acquired at a cost of £900 and originally registered ‘LEE 259’, this extremely rare right-hand drive Type 2 ‘pre-Canterbury’ Peter Pitt conversion was purchased new in 1958 by the vendor’s father and used as a school contract hire taxi and Private Hire vehicle. Specified with semaphores, high-level brake lights, straight-up gearlever etc., and built in the midst of the Hanover factory’s changeover to the updated 1959 model, it featured new-style cargo doors with handle recesses and slash cut bumpers. Mango Green and Seagull Grey was a brand-new 1958 colour option and remained available until 1963. In the late 1960s the vendor learned to drive in the VW, using it for holidays in Devon and Cornwall with trips to the Lake District and Scotland which included successful navigation of the extremely steep Hardknott Pass. By 1978, with 80,000 miles recorded and requiring mechanical overhaul it was sold and replaced by a 1969 Devon two bay model. The new owner reconditioned the engine and used it for a while before selling it on to its third owner. A full restoration was planned but following stripping of the interior it remained barn-stored for the next decade. Discovered by its next keeper in 2019, it was finally treated to the restoration it deserved following which it was acquired by our vendor (the son of the original owner).

Restored to original specification and colour scheme with 6-volt electrics, new wiring harness, original gas light, original trim, seats, door cards and original 2 burner hob, sensible upgrades include electronic ignition and flashing LED trafficator bulbs. Running standard ride height with 15” wheels, and now registered ‘USK 762’, this possibly unique survivor in this colour scheme and specification is a tribute to the time and effort invested in its restoration and ready for further adventure.

1975 Ferrari Dino 208 GT4

Estimate: £44,000 - £48,000*

Reg No: 229 LOM MOT: Exempt Chassis No: 11378

Rarely encountered in Britain, this marvellous Dino 208 GT4 has seen very little use following a substantial overhaul by Modena Classic Works (MCW) in 2016. Originally finished in Azzuro with a Blu interior, chassis 11378 is understood to have been sold new through S.V.E.A. SpA in Bari, Italy, and some Italian insurance documents dated 1986 and 1989 suggest it remained in use during that period. The 40,000km (25,000 miles) now shown on the odometer is very likely genuine.

When it arrived at MCW in April, 2015, it sported the Perugia (PG) registration ‘418661’ and was described as being “in fair condition, although it had not been turned over for a long time.” The body was stripped and repainted in the original Azzuro, while the engine, suspension and gearbox were refurbished and the original interior was refreshed, with the work totalling some €29,165. Concerning the engine, Modena noted: “The set of bolts has undergone a yellow galvanising process used on the ’60s and ’70s Ferraris.”

Completed in July, 2016, the Ferrari was then imported into England, where it has had only two owners (the first registered keeper was the transport company). The first drove the Dino until 2019, spending over £3000 on further improvements and maintenance by Italian car specialists during 2017, including the reconditioning of the steering rack by W.A.D. Auto Developments and a clutch overhaul by Migliore Cars. The vendor, an enthusiastic and discerning collector, bought it in 2021 and brought it up to an even higher standard, purchasing new brake and clutch pedal rubbers before presenting the Dino to Ferrari specialist Kent High Performance Cars in October, 2022, to have a full service and further works carried out including the replacement of the thermostat, cam seals, cam belts, rear main oil seal and petrol pump.

Now surplus to the vendor’s requirements, the 208 is offered with the V5C, assorted invoices, an original 208 GT4 brochure and a presentation folder from MCW including a photographic record of the 2016 overhaul.

244 1968 Rolls-Royce Phantom VI Limousine

1 of just 374 VIs produced

Estimate: £35,000 - £45,000*

Reg No: T.B.A MOT: July 2026

Chassis No: PRH4295

Hailing from the first year of production, our stately Mulliner Park Ward

Limousine is an exquisite machine. With its high-quality hides, plush carpets and rich, glossy walnut contributing to an interior of unparalleled luxury, it very much represents a car for the privileged few. Due to be sold with its original registration ‘YLR 854G’, it has had only four owners from new, of which three have been funeral directors, who have maintained it to high standards of presentation and reliability. It entered the funeral trade in 1979 and has been cared for meticulously since joining its present fleet in 2008. Remarkably, mileage records can be checked against a nearcomplete collection of MOTs running back to 1978.

Significant mechanical attention included relining the brakes in 2010, installing electronic ignition in 2011 and overhauling the master cylinders in 2013. It was in 2014 that the Phantom received a full respray, and the starter motor was overhauled the same year. Also on the cosmetic front, we understand the Rolls-Royce has been fully retrimmed and had its woodwork renovated during the present ownership. Between 2015 and 2018, the Phantom received new tyres, headlamps, a handbrake cable and a replacement alternator, with the front bumper being replated in 2017. Extensive refurbishment was undertaken by marque specialists Ristes Motor Company in 2019, costing over £15,700. The work included a thorough brake overhaul and bodywork improvements.

With only 374 ever produced, opportunities to acquire a Phantom VI are rare at the best of the times, and first-year models rank among the most desirable. Complete with a partitioned interior, occasional seats, a discreet modern radio and even a cut-glass drinks set, a survivor like this would make an ideal addition to any Rolls-Royce collection, or a flagship for the chauffeur fleet that’s a cut above the rest.

2001 Aston Martin DB7 Vantage

No Reserve*

Reg No: X681 USG MOT: None

Chassis No: SCFAB12311K301489

Elegantly presented in its original colour scheme of Stornoway Silver with a Charcoal and Stone interior and walnut trim, and showing just three keepers from new, this delightful DB7 comes equipped with the desirable 5.9-litre V12 and five-speed automatic transmission. It was originally delivered to Mr. Jack Paton by the Murray Motor Co. of Edinburgh on 3rd February, 2001, and remained in the same ownership until October, 2006. Mr. Paton was clearly a diligent owner, as he presented the car for eight services between May, 2001, and September, 2006, all completed by the Murray Motor Co. Subsequent services were completed by Murray in September, 2007, by Burnfield Motors in October, 2012, and October, 2017, and by Aston Martin Edinburgh in May, 2019.

There is a detailed maintenance record from Burnfield Motors running from 2012 to 2018, including an overhaul of the central locking system in 2012, minor paint and bodywork repairs in 2014, a new offside sill section in 2017 and a rear suspension overhaul in 2018. A copy of an invoice from Aston Service Dorset Ltd. to Scottish Motor Services, dated January, 2023, details expenditure of £915 for some additional suspension parts, including two radius rods and two anti-roll bar links.

The DB7 entered the present ownership, an enthusiastic collector in the south of England, in 2023, but it has not been on the road since 2020, instead being preserved on static display, so some recommissioning / renovation will be required. As it stands, it represents an ideal opportunity for another collector, being a well-preserved and highly original car, with just 38,000 miles from new confirmed by the MOT and service records. Very much deserving of being enjoyed on the road once more, it is sold with the current V5C, a detailed MOT history, some invoices and the original Owner’s Guide (including service history).

1977 Peugeot 504 V6 Cabriolet

Offered directly from its one owner from new!

Estimate: £40,000 - £50,000*

Reg No: YEL 863S MOT: May 2026

Chassis No: Z608676

Working in the motor trade in the 1970s certainly had its perks. If you were the principal of Pilkington Motors, for example, and the distributor of Peugeots to eight counties, you might have found yourself in a position to cruise around in Peugeot’s own flagship, which at the time was the gorgeous 504 Cabriolet; if you were an enthusiast and could afford the privilege, you would certainly specify it with the V6 engine and four-speed manual. The principal of Pilkington made the most of his position, as he purchased this superb 1977 Cabriolet with V6 and four-speed new, and was evidently extremely pleased with it as he has owned and enjoyed it ever since. Possibly, he knew that he needed to get in quick –the fuel crisis had harmed sales of the V6 model and it was discontinued in the Cabriolet at the end of 1977, with all subsequent versions powered by a two-litre four. This example was registered for British roads on 28th April, 1978, after the vendor had travelled to Paris to collect it – he must have been very much looking forward to the drive home. He had already owned two 504s previously, so he obviously had confidence in the Cabriolet’s credentials as a smooth, comfortable and trustworthy machine for long-distance drives.

The vendor proceeded to enjoy it primarily as a weekend pleasure car and for summer touring, taking it on a variety of driving holidays across countries including Scotland, France, Italy, Spain and Portugal. This sort of use has meant that the Peugeot has survived as a very original example, despite being in mostly continuous use across the course of its life. It now shows 158,500km (approx. 98,500 miles) on the odometer, but it should not be assumed that the car did all its touring only in its early life – between 2007 and 2020, its annual mileage several times exceeded 5,000km, though it has been used much more sparingly since 2020.

The Peugeot’s excellent state of preservation, with its matching-numbers engine and gearbox, can only be attributed to the vendor being so meticulous and attentive in his maintenance. Across his 47 years of ownership, it has been serviced annually and has only ever needed one replacement clutch, and some subtle upgrades have been made when appropriate. These include a conversion to electronic ignition and fitment of a twinchoke downdraft Weber and a stainless-steel exhaust. The vendor has also opted for some cosmetic enhancement in the form of later alloy wheels, which were introduced for the 504 Coupé in October, 1981. The interior benefits from a modern radio-CD player.

After all this time, the vendor reports that the Peugeot still drives “excellently,” and with power steering fitted as standard, it could be as enjoyable for short runs round town as it undoubtedly has been for long drives across Europe. It truly is a remarkable end-of-production survivor, being so highly original and unrestored. As is surely to be expected with any car from single, long-term enthusiast ownership, it boasts a very rich history file, with the V5C showing one former keeper (Pilkington Motors), period sales literature, the original sales invoice and French export papers, the owner’s handbook and service book, and a long run of MOTs from the early 1990s onwards. Elegant and modestly exotic, this 504 still appears in excellent shape for runs to the Riviera and other grand-touring routes.

PLEASE NOTE: The registration number shown in the images is not included in the sale.

1972 Range Rover ‘Suffix A’

Entered from the Dering Collection No Reserve*

Reg No: YCF 215K MOT: Exempt

Chassis No: 35504099A

While not a machine for purists, we cannot help but admire the quaint charms of this unique Range Rover. A highly desirable, early-production ‘Suffix A’ model, ‘YCF 215K’ was first registered on 11th July, 1972, and originally painted grey. It was last on British roads in 1984, when it was exported to Malta and later renovated in this pleasingly vernacular style. The Maltese are well-known for their earnest affection for old British cars, many of which can still be seen in regular use on the island, some restored with an emphasis an authenticity and others personalised with custom paint and accessories, rather like our Range Rover. It was evidently once the pride and joy of one Maltese enthusiast, and we can well imagine how pleased they were to see it assume their fantasy racing livery.

The custom seats are very much in keeping with the theme, but on a mechanical level we believe the Range Rover to be largely to factory specification. The bodywork appears to be very solid, as one might expect from a car which has spent so much time in the benign Mediterranean climate.

In more recent years, the Range Rover was reimported into Britain to join the eclectic collection of a gentleman racing driver, although it has only been on static display and has not been the subject of any recent correspondence with the DVLA, which still holds records from prior to its export. Having been off the road for some time, it will require some recommissioning but should make a very rewarding project. You could restore it to original specification, but with so many Range Rovers having become the focus of rivet-counting concours restorations lately, it is rather charming to find one as innocently and unpretentiously personalised as this, and we would be tempted to run it just as it is. Ultimately, the choice is yours, and we think either course would do it justice.

248 1935 MG NB Magnette ‘Supercharged’ Faux Cabriolet

Reputedly the only Faux Cabriolet on a Triple-M chassis!

Estimate: £32,000 - £38,000*

Reg No: XXG 102 MOT: Exempt

Chassis No: NA0801

Their rarity and excellent design make any N-type desirable, but this NB faux cabriolet is something even better – a unique machine, beautifully presented but shrouded in mystery. It is the only known instance of faux cabriolet bodywork on a Triple-M (Midget, Magnette and Magna) chassis but was not bodied by the MG factory. NA0801 was one of 44 N-types to leave Abingdon in chassis form, and its destination was Ireland. It was registered ‘ZA 5865’ on 5th October, 1935, wore blue paint and belonged originally to Joseph Canty of Dublin’s Dolphin Hotel. Concerning the body, available evidence reveals only that the coachwork is original and the product of an unknown Irish coachbuilder.

In the mid-1990s, it was acquired in a dismantled state by Philip Bayne-Powell in England, one of the most prolific restorers of Triple-Ms. By that stage, the body had rotted and the engine and gearbox had been lost. Mr. Bayne-Powell nevertheless committed to reviving the car, with timberwork specialist Keith Portsmore. The body frame was rebuilt and fabricator James Pettitt remade or repaired the panels. The chassis was renovated and an engine and gearbox of the correct type were sourced. The engine was overhauled by an MG specialist and fitted with a Marshall 87 supercharger. Although fundamentally completed by 2002, other projects came along and the NB only came back into use properly in 2022, its full history being detailed in the August, 2024, issue of The Automobile.

After Mr. Bayne-Powell sold the car in 2024, having expended £50,500 across his ownership, the new owner lavished further attention upon it. He installed new carpets, had the wheels powder-coated black, recored the radiator and fitted an electric fan. The camshaft drive bearings and oil seals were replaced, and the carburettor and brakes were overhauled. Offered with the current V5C, historic MOTs, numerous invoices, photographs of the rebuild and other historic documents, this unique N-type is the ideal MG for any enthusiast with an eye for the unusual.

1968 Aston Martin DB6 Vantage

Subject to a recent extensive body renovation by Adrian Johnson

Estimate: £220,000 - £240,000*

Reg No: PRH 75F MOT: Exempt

249

Chassis No: DB6/3371/R

This splendid example of a genuine RHD, home-market DB6 Vantage was built on 23rd January, 1968, finished in Olive with Natural trim and Fawn carpet and headlining, and registered ‘GVG 929F’. Originally supplied to S. Rogers, Esq., of Chelmsford, Essex, via Botwoods Ltd., it was built to a high specification including power-assisted steering, a heated rear screen, chrome wheels, a power aerial, three-ear wheel spinners, two lap-and-diagonal seatbelts, Avon whitewall tyres, a 3.73 limited-slip differential, a Bray immersion heater, front and rear overriders and Fiamm horns. Curiously, the build sheet records that the power steering was removed in March, 1968, and the rear axle was exchanged for unit M69/19 in November, 1969. After Rogers, the second and third owners were A. C. Le Fort of Mill Hill, London NW7, and S. Flack of St. Mary’s Plant Hire, London N19.

Now registered ‘PRH 75F’ and finished in Metallic Grey with a Red interior, the DB6 has benefitted from an extensive, no-expense-spared programme of works completed during the present ownership, which started in 2017. Prior to that, it had resided for a time in France, and invoices from 2014 and 2015 chart the interior refurbishment by Carrosserie Lecoq of Paris. However, one of the first jobs completed in the vendor’s ownership was the supply and trimming of seats with Mk. II-specification headrests, the work being entrusted to highly-respected Aston Martin specialist Post Vintage for £10,660. Post Vintage completed further work during 2018, including the removal of the fuel tank and carburettors for refurbishment by their respective specialists.

In addition to those improvements, the vendor commissioned a major renovation of the front-end bodywork, for which he took the car back to the workshops of Adrian Johnson (as Post Vintage was renamed circa 2020). Reaching a total of £74,861, the work included the complete stripping of the front-end, and the installation of new sill, footwell and inner wing sections, plus new outriggers. The front chassis legs were straightened and new grille tubes were made. The bonnet was stripped to the bare metal to receive some new metalwork, and the entire front end of the car was repainted. Before the Aston was returned to the vendor, Adrian Johnson installed a new wiring loom, brake pipes and servos, heater motors and more. The whole process was photographically documented.

Since 2018, the vendor has been able to enjoy ‘PRH 75F’ largely untroubled, and it has required only a little attention, though it returned to Adrian Johnson in 2020 to have new

inlet and exhaust valves installed for a total of £5,720, plus some smaller jobs including the creation of a new stainless-steel exhaust pipe. Such servicing and minor fettling as it has needed since has been entrusted to Jasmine Porschalink, a local Porsche specialist. The most recent work took place in September, 2024, that consisting of an ignition service and handbrake repairs. Not including the body and upholstery renovation, the DB6 comes with invoices on file exceeding £36,000.

A lovely car for fast-paced Continental touring or more leisurely use with the Aston Martin Owners’ Club, ‘PRH 75F’ is sold with an extensive history file including the current V5C, an original DB6 Instruction Book, a copy of the original build sheet, a British Motor Industry Heritage Trust certificate, French registration documents, some MOT certificates, numerous invoices dating back to 2014, photographs of the 2018 bodywork renovation, and a copy of an original DB6 road test from the July, 1966, issue of Car and Driver.

250 1937 Bentley 4¼ Litre Saloon by

Park Ward

Entered from the Dering Collection No Reserve*

Reg No: BRY 594 MOT: Exempt

Chassis No: B142KT

Still equipped with its exceptionally elegant Sports Saloon coachwork by Park Ward, B142KT boasts extensive history. Originally finished in Maroon with Red upholstery, it was sold new to Murray Wells Ltd. of Edward Buildings, Rutland Street, Leicester. By 1947, it had come into the possession of Borough Engineering Works Ltd. of Luton. After 1964, the Bentley went to America and did not return until the early 1990s.

In 1992, it was bought by Mr. Simon Hendra, who overhauled the bodywork and retrimmed the interior. Its long-term owner from 1993, Mr. Antony Martinez, treated it as a rolling restoration and subjected it to “complete mechanical and electrical refurbishment.” We hesitate to hyperbolise and deploy that oft-abused word “incredible,” but Mr. Martinez’s records must be seen to be believed. The owner of B142KT until 2022, he recorded expenditure of £44,218.81, of which over £12,000 had been spent by 2000. This initial work was entrusted to Alf Bartlett, a contributor to the Derby Technical Manual, and involved an engine overhaul with oversized pistons plus new ancillaries including the oil and water pumps, the overhaul of the springs, shock absorbers and both axles, relined brakes, overdrive installation and complete rewiring. Other work included a new radiator core, running boards and SU electric fuel pumps, a carburettor overhaul, the rewinding of the dynamo, and the fitment of two-speed self-parking wipers. Another £17,686 was spent between 2017 and 2020, including new tyres and a cylinder head overhaul.

Where Mr. Martinez’s records really defy belief is in his journey log. A keen participant in Bentley Drivers’ Club events, he painstakingly recorded every instance of the car’s use down to the minutiæ such as antifreeze top-ups and temperature and oil-pressure readings. Since 2022, B142KT has led a quieter life in the collection of the vendor, a well-known gentleman racing driver. Still beautifully presented, its huge history file additionally includes copies of the build sheets, some MOTs dating back to 1992 and photographic documentation of rallies and work.

1966 TVR Griffith 200/400

1 of just c.52 UK supplied examples

Estimate: £55,000 - £65,000*

Reg No: BFW 500K MOT: Exempt

Chassis No: 200 GB 5024

According to information kindly supplied by the seller, chassis 200-GB5024 was first registered as ‘MYU 617D’. Understood to have originally belonged to racing drivers Martin Colvill (later of Bell & Colvill fame) and Clive Vandervell (nephew of Vanwall owner, Tony Vandervell), the TVR was bought by fellow helmsman Patrick Sumner in late 1967 who remembers it as being painted Roman Purple at the time with flared wheelarches, rear window retaining straps and Cobra wire wheels. Having attended engineering college alongside Martin Lilley, Mr Sumner kept the Griffith 200/400 for three seasons. Entering the current ownership in March 1971, the TVR was thoroughly refurbished the following year using “one of the last Griffith long wheelbase ‘MAL’ (Martin Lilley) chassis”. The bodywork was lengthened by some four-and-a-half inches to suit and then bolted to the new chassis. Now boasting electronic ignition, upgraded 302 heads, free flow exhaust manifolds and a Holley 4-barrel carburettor, the 289ci Ford V8 engine is allied to four-speed manual transmission. Fully reupholstered, the interior was also treated to a demountable sunroof panel. A new clutch was installed as were better brakes, Spax adjustable shock absorbers and heavy duty drive shafts. Re-registered as ‘BFW 500K’ with chassis number GB7134S on June 1st 1972, the TVR is described by the vendor thus: “The car is in excellent overall condition with very little signs of crazing and only nominal mileage in the last twenty years having been stored for much of its later life. The current odometer reading is 98,630 miles”. Dating back to 1972, the accompanying history file includes a green logbook and invoice for the replacement chassis. A very rare and highly exhilarating road car from a time when ABS, traction control and dynamic stability control would have been the stuff of science fiction!

1922 Vauxhall 25hp

D-Type Tourer

Estimate: £40,000 - £50,000*

Reg No: SV 6997 MOT: Exempt

Chassis No: D3433

Every inch the high-class vintage touring car, this Vauxhall seems to have led a fascinating early life. The supplier’s plaque carries the name of Harrods (Buenos Aires) Ltd. of Florida, Buenos Aires, but its documented history only begins in January, 1985, when it belonged to the Clarendon Carriage Co. of 2-4 Queen’s Gate Mews, Kensington, carrying the registration ‘5 KYY’. Its first known private owner from April, 1985, was Mr. Brian Middleton of Croydon, who in turn sold it to the well-known enthusiast and auctioneer Mr. Stewart Skilbeck of Selby.

The car was perhaps most active during Mr. Skilbeck’s tenure, participating in numerous events including the Irish Gordon Bennett Rally, the Beamish Reliability Trial and multiple VSCC rallies, notably the 1999 Bowland Rally of which Skilbeck and Vauxhall were the outright winners. He lavished attention on the car, with a considerable collection of invoices dating from his ownership, with the order of new valves suggesting a top-end rebuild. After being reregistered ‘SV 6997’ in 1998, the D-type changed hands in 2000, when it received some repairs to the driver’s seat squab from Protectus, followed by minor body and paint repairs to the wings in 2001.

Still presenting beautifully, the Vauxhall entered the present ownership in 2009 but it has been largely unused since 2013. However, the engine has been overhauled in that time, as suggested by a 2023 invoice from Formhalls for work to remedy an oil-pressure fault. The vast collection of technical papers ensures that any future work is as straightforward as it can be, the file even including a facsimile of the original Vauxhall Instruction Book 23-60 HP and 30-98 HP Models, plus the 30-98 Contemporary Owner’s Manual for the OE-type by John Stanford. That is in addition to magazine articles, V5s and tax discs dating back to 1985, invoices and MOTs back to 1992, a 1993 VSCC eligibility form, an introductory book from the Vauxhall A-D Type Register and papers pertaining to assorted rallies from the 1990s.

1960 Land Rover Series II 88”

Exhaustively restored at a reported cost of over £45,000

Estimate: £30,000 - £35,000*

Reg No: BSJ 675 MOT: August 2026

Chassis No: 141002775

This outstanding 88in is one of the best Series Land Rovers we have been fortunate enough to set eyes upon, but it wasn’t always so pretty. Like most Land Rovers, it had a hard-working early life, and it had been off the road for many years when it entered the workshops of marque specialist Martin Swindells circa 2020. Mr. Swindells commenced a thorough programme of renovation which occupied over 1,000 hours and reportedly cost more than £45,000. The rebuild was centred round a new galvanised chassis and bulkhead, and all the panels were prepared and repainted in the classic Land Rover hue of Welsh Grey, with every effort being made to faithfully recreate the original factory finish. An overhauled 2.25-litre petrol engine with new pistons, bearings and seals is fitted, and is said to “perform as reliably as the day it left the factory.”

The overhaul extended to the axles and gearbox, in which any worn components were replaced with new items, and the suspension was refreshed with new springs, shock absorbers and bushings, all to the original specification. The brakes were likewise overhauled, with new drums, shoes and cylinders, while the steering linkages were inspected and replaced where necessary. A full rewire to “modern safety standards”, the refurbishment of the gauges and the fitment of a new canvas hood completed the exhaustive project. Electronic ignition was installed as one of the few deviations from the original Series II specifications, with ‘BSJ 675’ further boasting rear bench seats and Roamerdrive overdrive.

Bought by the vendor, a discerning collector, immediately upon completion of the overhaul in 2021, it has since covered only c.1,600 miles, being MOTed annually with not a single advisory to date. Described by the vendor as being in “concours condition”, it is offered for sale with comprehensive documentation including the V5C, MOT certificates dating back to 2022, and recent servicing invoices.

1973 BMW E9 3.0 CSi

Estimate: £50,000 - £60,000*

254

Reg No: SPF 24M MOT: Exempt Chassis No: 2265480

BMW’s so called ‘new class’ compact Saloons and Coupes manufactured between 1962 and 1975 quite simply saved the company from extinction. Introduced in 1965, the 2000C and 2000CS Coupes featured distinctive-looking Karmann-built bodies and luxurious interiors and, having set a trend, were superseded in 1968 by the first of the E9 Coupes –the 2800CS. The length and wheelbase of the newcomer were extended to accommodate the 2788cc straight-six engine from the E3 Saloon, and the nose of the Karmann monocoque body was restyled to echo that of its four-door sibling. The 170bhp of the new, silky smooth powerplant was sufficient to propel the handsome coupe to 60mph in 8.5 seconds and on to a top speed of a whisker under 130mph. The fully independent suspension was by MacPherson struts up front and semi-trailing arms at the rear. Braking was still by disc/drums and the steering by a power-assisted ball and nut system. The 2800CS was supplanted by the 3.0CS and 3.0CSi in 1971, for which the engine was bored out to give a capacity of 2986cc. Credited with developing 200bhp and 200lbft of torque, the fuel-injected variant was reputedly capable of 0-60mph in 7.5 seconds and 139mph. Interestingly, the 3.0 CSi is rarer in right-hand drive, manual transmission configuration, than the legendary 3.0 CSL.

Manufactured on 14th June 1973 and first UK registered on 23rd October that year, SPF 24M is 1 of just 207 right-hand drive 3.0 CSi models manufactured between 1973 and 1975. Finished in the stunning combination of opalescent Fjord Blue with Dark Blue velour and leather upholstery, this rare BMW coupe had spent over 20 years in dry storage prior to being treated to a comprehensive restoration in 2019. Acquired by the vendor in late 2024, he completed several long journeys in the car including a tour of Scotland, during which he advises it drove faultlessly throughout. Over £20,000 has been invested in works carried out between 2019 and the present day (including a Getrag 5-speed gearbox) which is documented in the accompanying extensive, and fabulously well organised, history file. This contains a record of invoiced amounts spent on the car, whilst a separate folder is dedicated to photographs of the restoration work.

Displaying a highly credible c.78,800 miles on the odometer and riding on Mahle Basketweave CSL wheels, it is currently fitted with a MotoLita steering wheel but for purists comes with the original CSi wheel included. Complete with a BMW Birth Certificate to corroborate it being a matching numbers example, it is said to be in very good mechanical order and to drive superbly on the road, offering a combination of composure and performance in a stunning aesthetic package - just as BMW intended.

1957 Porsche 356 A ‘Outlaw’

An outstanding example built in collaboration by Irv’s Restorations and Karmann Konnection

Estimate: £90,000 - £110,000*

Reg No: 881 XVE

MOT: Exempt

Chassis No: 58461

Since 356s were produced in relatively large numbers for an exotic car, many enthusiasts have taken to customising them according to their own ideals, with many excellent results. This 356 A is one such car, expertly built to a bespoke specification by a prominent aircooled Volkswagen enthusiast. An early example with the desirable ‘beehive’ rear lights, it is understood to have been supplied new to the USA and spent the majority of its life in Arizona. It was originally customised in the States by Roland Peacock, a well-known Porsche enthusiast. The story passed down with the car is that Mr. Peacock had a Porsche 356 B which got written off, so he transferred its engine, disc brakes and seats into this 356 A.

It was imported into Britain at an unknown date and was sold to the customiser in 2017 through Karmann Konnection, on behalf of one of its customers. It received its first British registration in 2019. As bought, it was painted white with a broad blue stripe down the centre, which was not to the new owner’s tastes, and when he drove it he concluded that there was room for improvement, and so began a lengthy renovation from which the Porsche emerged looking like a completely new car.

The owner’s first thoughts were to reunite the Porsche with its bumpers, which had been removed, and return it to its original colour, the beautiful metallic Graphite Grey. The bare-metal respray was completed by another respected classic Volkswagen and Porsche specialist, Irv’s Restorations in Barrow-in-Furness, after which the owner had the car inspected by Karmann Konnection’s Ritchie King to identify anything that still was not quite right. King got right down to the nitty-gritty, pointing out that some of the screws were not of the correct type, and all such minor faults were duly addressed. Because the engine was running rough, Karmann Konnection also embarked upon a mechanical overhaul. A top-end rebuild was conducted and the engine was enlarged to 1,720cc. The original Zenith 32NDIX carburettors were present but quite worn-out, so they were replaced with twin Webers adorned with Vintage Speed air filters. When the motor went back in, the engine bay was detailed and a racy Sebring-style exhaust was made up. The 356 B disc brakes were retained.

Further repairs and improvements included the rebuild of the instruments, wiring loom repairs and the installation of a new fuel tank and luggage straps, plus a period-correct number plate light. Discreet custom touches included fitting 1956 model-year windscreen wipers and headlamps with raised Bosch emblems. The decision to give the aerial a bright

red tip, to subtly enliven the expanse of grey, is indicative of the owner’s keen eye for detail. The interior was treated to a layer of sound insulation, covered in bitumen paint for a factory appearance, plus a wood-rimmed VDM GT steering wheel. The car really started to come together once Fuchs wheels were fitted all-round – 4½in at the front and 6in at the rear –and shod with Blockley tyres, and for the interior the owner purchased some of Karmann Konnection’s replica Carrera seats, which, along with the rest of the interior, were trimmed in tan hide.

Reckoned by its owner to be one of the smoothest-driving 356s in existence, it certainly should be a joy on the road. The high standard of workmanship throughout the car is self-evident and the presentation is exceptional. Indeed, the work was recognised by the cognoscenti of the Porsche world when it became the subject of a feature in the December, 2022, issue of Classic Porsche magazine. After the passage of a few years, the Porsche remains in outstanding condition and, if taken to shows, must be in with a good chance of scooping some awards.

1980 Bristol 603 Series II

Estimate: £24,000 - £28,000*

Reg No: 7325 JW MOT: April 2026

Chassis No: 7947141

256

Bristols have always been cars for the connoisseur – people with an eye for detail and an appreciation of quality, such as engineers and architects. Indeed, the late long-term owner of this car was a RIBA-qualified architect, and with characteristic sensitivity he implemented a programme of discreet but significant improvements across his ownership, which started in 1989.

Prior to that, the Bristol’s history is known since 31st October, 1988, when it was purchased from Bristol Cars by G. J. Spearling (or Spearing) of Prenton, Cheshire, at a price of £22,500, minus £6,000 in part-exchange for Mr. Spearling’s 1978 Bristol 412. At that stage, it had covered 65,530 miles. Mr. Spearling kept the car, then registered ‘WTP 435’, until November, 1989, when he agreed to sell it to the late owner after a period of correspondence. The architect very much had his heart set on the 603, which he bought to replace a TVR.

Believed to have covered fewer than 20,000 miles between 1988 and the present, the owner kept the Bristol in regular use, with a few spells on SORN, and became an enthusiastic member of the Bristol Owners’ Club. Indeed, he enjoyed fettling with the car, and among the numerous improvements he installed for reliability, convenience and safety were Mopar Performance electronic ignition, a Weiand inlet manifold and Edelbrock carburettor, rotary air-conditioning and evaporator, parking sensors, side-repeating indicators, a built-in satellite navigation system, daytime running lights, an alloy radiator and an alloy exhaust heat shield.

Perhaps one of the most sophisticated and useable examples of the 603, this handsome specimen is offered with a large history file including the current V5C, several invoices including some from Bristol Cars, a copy of the 1988 Bristol Cars sales invoice, MOT certificates dating back to 1989, plus copies of the 603 Instruction Manual, maintenance and servicing schedule and some technical and wiring diagrams. It is sold with an MOT with no advisories valid until April, 2026.

1961 Alvis TD21 Drophead Coupé

Entered from the Dering Collection No Reserve*

Reg No: 36 CUB MOT: Exempt

Chassis No: 26654

Every bit as elegant, tasteful and understated as any Alvis should be, car number 26654 was completed on August 24th, 1961, originally finished in Valspar Special Light Blue with the upholstering, carpets and mohair hood in Dark Blue, the headlining in grey and a black leather-topped dash. Initially supplied with a BN7 manual gearbox and disc wheels, it was returned to the factory in 1962 to receive an overdrive unit and now runs on wire wheels.

A collection of invoices is traceable to 1987, when a stainless steel exhaust was fabricated by P. D. Gough. That marks the beginning of a long trail of maintenance and improvements, which has also seen the car partially upgraded to Series II specification with disc brakes and EZ electric power steering. While seemingly never having received any major restoration, it has undergone two extended programmes of work with marque specialist Red Triangle. The first, in 2007, saw it receive a cylinder head overhaul including an unleaded conversion, plus a carburettor rebuild and fitment of a new heater matrix.

The vendor, a well-known gentleman racing driver and former Alvis Owner Club member, purchased the TD21 in 2009, and spent over £30,000 with Red Triangle during 2010 and 2011, with work including new brake callipers and weather seals, some new timbers behind the hood, a replacement radiator and water pump, the installation of the power steering, plus some bodywork refurbishment. The paintwork has also been refreshed in the vendor’s ownership.

Having last been on the road in 2016, some straightforward recommissioning will now be required. A worthwhile undertaking by all means, the Alvis comes with extensive history in two presentation folders, including copies of the build sheet, numerous invoices back to 1987, MOT certificates spanning 1988 to 2010, a Red Triangle service book, and a copy of a TD21 technical article from a 1960 issue of Motor Trader.

1963 Jaguar MkII to ‘Fast Road’ Specification

Benefiting from a comprehensive £80,000 restoration

Estimate: £45,000 - £55,000*

Reg No: SSL 364 MOT: August 2026

Chassis No: 157197DN

This outstanding Mk. II is understood to have been supplied in RHD form to South Africa, but it was imported into Britain in April, 1999, and it has had just four owners since. Previously painted red, it was bought by the vendor in 2016 and promptly became the focus of one the most exhaustive cosmetic and mechanical overhauls we have ever encountered, costing the vendor a total of some £80,000. With the intention of making the Jaguar one of the jewels in his “curated classic car collection,” it was subjected to a bare-metal strip-down and rejuvenation, documented in more than 700 photographs, with the period-correct Dark Grey metallic chosen for its new colour. The work included the installation of a replacement engine, as the original had a cracked block.

It is not just our opinion that the car has been completed to the highest standards of presentation. Graham Searle, Official Insurance Valuer of the Jaguar Enthusiasts’ Club, provided his own summary: “This vehicle has been subject to a complete rebuild of all aspects to concours standards, plus careful uprating of brakes, suspension and gearbox to make it more drivable in modern traffic. In my opinion it would be extremely difficult to replace in this condition and the only option would be to purchase another car and build to this standard. Therefore, in my opinion the car would need to be insured for £150,000 to properly cover any replacement.”

Searle’s comments followed a more detailed report issued by independent motor claims assessor and consulting engineer John M. Kemp, who wrote: “The vehicle has been extensively and tastefully restored and renovated by a renowned specialist body repair garage. Many parts have been renewed and restored. These parts include new glass and trims and all chromium trims and fittings. The braking system was uprated with Coopercraft brakes, power-assisted steering, and the suspension system uprated and renewed as needed. The gearbox has been overhauled and uprated to a five-speed unit. All other mechanical units have been restored and overhauled as needed. The bodywork is in a factory, as-new condition as it has been lovingly renovated to what we consider a concours condition… The car is in outstanding condition and it is unlikely that it could be replaced if lost or destroyed.” Kemp likewise attached an insurance value of £150,000 to the car when finished, noting that the interior was a work in progress at the time of inspection.

Further upgrades included conversions to electronic ignition, and fuel injection (from Kevin Eagling Classic Fuel Injection). On the cosmetic front, the interior was refurbished with no

stone left unturned. It was retrimmed with new Oxblood leather upholstery, plus new carpets and headlining, while all the walnut trim was meticulously revived, and the whole ensemble is very tastefully set off by the presence of a period-correct HMV radio converted to modern DAB internals. Externally, new chrome-plated wire wheels complete the car’s head-turning appearance. Concerning the rest of the chrome, the vendor sadly experienced some difficulties with the platers and bidders will note that there are some imperfections, however these are understood to be the only known faults with the car.

The extensive work has served to make it a genuinely useable classic for the road, potential concours credentials notwithstanding. To prove the point, the vendor has not shied away from using it, having covered some 4,000 miles since the work was completed. Suffice to say, he has not shirked on maintenance and the Jaguar has been MOTed annually since 2022, despite being exempt from testing. Unsurprisingly, it has passed every time with no advisories and is offered with a certificate valid until August next year. Should bidders require any further satisfaction as to the quality of the overhaul, they may wish to browse the 700-plus photographs! We do not exaggerate when we say that this is a unique opportunity to acquire an exemplary Mk. II.

1957 Bentley S1 Continental Park Ward Drophead Coupé Adaptation

Estimate: £180,000 - £220,000*

Reg No: 161 XUL MOT: Exempt

259

Chassis No: BC49CH

Mentored by A.F. McNeil at J. Gurney Nutting & Co Ltd during the mid-1930s and subsequently promoted to Chief Designer there, John Polwhele Blatchley joined Rolls-Royce during WWII. A stylistic influence on every generation of Bentley from the MkVI through to the T-Series, he took control of in-house coachbuilder Park Ward’s designs from 1952 onwards and was later credited with penning the Rolls-Royce Corniche. Decidedly elegant but with various a la mode twists such as its subtly integrated vestigial tail finds, Park Ward’s Design Numbers 700 and 701 for the Bentley S1 Continental chassis were typical of Blatchley’s creative ethos. Evolving through issues one and two, later versions of the sleek, two-door Drophead Coupé and Fixed Head Coupé variants utilised the same tail-lights as the Standard Steel Saloon integrating them into the base of the tailfins. Park Ward bodied a total of sixty-nine Bentley S1 Continental chassis to its Design Number 701 (with forty-five being to right-hand drive specification) with a further eighty-nine Drophead Coupés to Design Number 700. The aluminium clad Drophead Coupé is considered to be one of the most desirable Bentley Continental variants and therefore examples today are regularly seen for sale at more than £1,000,000. This has resulted in a small number of Fixed Head Coupes being converted to Drophead Coupe specification.

According to Martin Bennett’s authoritative book ‘Bentley Continental, Corniche and Azure’, chassis BC49CH was bodied by Park Ward as a Fixed Head Coupe to its Design Number 701. Delivered in November 1957 to A. Beatty, it was initially registered as ‘UXF 100’. The ‘A. Beatty’ in question is understood to have been Sir Alfred Chester Beatty; an AmericanBritish mining magnate who moved to London from New York City in 1911. Known as the ‘The King of Copper’, his donations were pivotal to the establishment and survival of what is now The Institute of Cancer Research. Little else is known about the four-seater’s early history until 1990 when the previous owner entrusted it to A&B Price for restoration and conversion to Drophead Coupé specification. Reportedly using an original Design Number 700 Drophead Coupe as a template, A&B Price carried out a limited number of such transformations around this time which were noted for their quality and accuracy. A taller gentleman, the last keeper requested that the rear hood line be raised slightly so that he could ride comfortably in the back should someone else take the wheel.

Part of the vendor’s large Bentley Continental collection since 2008, ‘161 XUL’ was purchased from marque specialists Frank Dale & Stepsons and has been lavishly maintained and improved to the tune of over £200,000 since. Acknowledged specialist

Padgett Motor Engineers have thoroughly overhauled the original engine, not to mention attending to the automatic transmission and back axle. The hood has been re-profiled and renewed in Dark Green mohair, while the interior upholstery, boot and wood veneers have been refurbished (the associated SimTrim of Spalding bills totalling £50,000 plus). The cubbies to the driver and passenger doors house a seemingly unused picnic set, while the dashboard contains a digitalised Becker Mexico stereo. Performing notably well on a recent outing, the Bentley has lived up to its name making numerous trips to mainland Europe with the seller. Accumulating sundry stone chips as a result, it nonetheless remains highly presentable to our eyes.

A rare coachbuilt Bentley S1 Continental in both its original and secondary guises, ‘161 XUL’ has been better maintained than many of its siblings. A singularly elegant motorcar, it is worthy of close inspection.

1961 Jaguar E-Type Series I 3.8 Roadster

Sought after home market ‘flat-floor’ example with matching chassis and engine numbers

Estimate: £80,000 - £100,000*

Reg No: 715 HGX MOT: Exempt

Chassis No: 850164

Launched on 15th March, 1961, at the Parc des Eaux Vives during the Geneva Motor Show, the new Jaguar E-Type was nothing short of a revelation. Having been driven there flat-out by ex-racer and Jaguar PR man Bob Berry, he arrived in ‘9600 HP’ with 20 minutes to spare, much to the consternation of Sir William Lyons. Test drives proved so popular that the services of Norman Dewis were called upon to rush over from the factory with an additional roadster to ease the load. He completed the journey in just 11 hours, averaging some 68 mph. Thus, with its heady blend of supercar performance, breathtaking styling and low price tag, the newcomer left rivals reeling and customers clamouring. The launch was a total success and the canny Sir William had even managed to have the event paid for by the Society Of Motor Manufacturers & Traders! Some 500 orders were taken – double the number Jaguar thought total production might amount to in just one week.

Early sports car racing successes in the hands of Graham Hill and Roy Salvadori, plus the Briggs Cunningham-Roy Salvadori drive to fourth overall in the 1962 Le Mans 24 Hours, helped cement its reputation. Fed by triple SU HD8 carburettors and topped with a “straight port” DOHC cylinder head, its indomitable 3,781cc straight-six engine was quoted as developing some 265bhp and 260lb ft of torque. Allied with a four-speed Moss gearbox (with synchromesh on second, third and fourth), it reputedly enabled the E-type to sprint from 0-60mph in 6.9 seconds and on to 150mph.

For connoisseurs of the E-type, a 3.8-litre “flat-floor” Roadster is one of the most desirable variations one can own, representing the model in its earliest and perhaps purest form. There is certainly no disputing the desirability of this delightful example, which is only the 164th right-hand drive Roadster ever built, a fact indicated by its chassis number 850164 – Roadster numbering started at 850001. It is also original to rea reassuring degree, retaining its matching chassis, engine and cylinder head numbers. It is complete with a Jaguar Daimler Heritage Trust certificate which provides confirmation of its authenticity, and reveals that it was originally finished in Black with a Tan leather interior and sold via Henlys of London.

Sadly, little else is known about its early life, but by December, 2018, it had had just four recorded keepers, the last of whom had owned it since February, 1985. The thenowner concluded his time with the car by treating it to an extensive overhaul which took

place between 2014 and 2018. The work was predominantly completed by Xtreme Jaguar Restorations in Woodchurch, Kent, and included an engine rebuild and overhauls of the carburettor, front suspension and steering. A new bonnet frame was fitted and the car was entirely repainted in a colour we believe to be Opalescent Silver Blue, a hue correct for the age of the car and undoubtedly one of the loveliest colours offered for the E-type, available from 1961 to 1968. When the Jaguar was sold upon completion of the overhaul, it was noted: “Electronic ignition is the only deviation from factory specification.” We are, however, advised that a later, all-synchromesh four-speed gearbox has been fitted at some stage to enhance the car’s useability.

Since 2018, the Jaguar has been kept on static display by the owner, hence some light recommissioning will be in order before it can be returned to the road. A cursory inspection of the car will show that the ten-year-old renovation has held up very well, with the paint, interior and engine bay all appearing in lovely order. The interior especially is lovely feature, with upholstery which appears to be original and well-preserved, and a period-correct Motorola radio.

1971 Mercedes-Benz 280SL California Coupé

Estimate: £65,000 - £75,000*

261

Reg No: Un-registered MOT: Exempt Chassis No: 11304412023821

Mercedes have been producing an SL (Sport Leicht) model or range of models since 1954 when the landmark 300SL was unveiled. The similarly styled, but mechanically unrelated, 190 followed in 1955, completing the first generation of cars. Their successor was the W113 series. The last of the line, the 280 SL, was launched in 1968. Blessed with the same effortlessly elegant Paul Bracq styling as its earlier siblings, it was powered by a new 2,781cc straight-six engine with a seven-bearing crankshaft that developed 170bhp and 180lb ft of torque. The SL was equipped with all-round independent suspension – double wishbones and coil springs at the front and coil sprung swing axles at the rear. The 250 and 280 featured power-assisted disc brakes at all corners and steering was by recirculating ball. The car’s ‘square’ track gave notably sure-footed handling. Able to blur the divide between city streets and open roads with ease, the majority of 280 SLs were specified with four-speed automatic gearboxes and power-assisted steering. Some 23,885 were made by the time production ceased in 1971, around half of which were exported to the USA. This popular W113 series of cars were replaced by the all-new and substantially heavier R107 350SL and 450SL range. One of the less common variants of the W113 line is the California Coupe, a two-plus-two with folding rear seats where the Roadster had a cavity for the soft-top. While the soft-top was sacrificed, California Coupes were supplied with the detachable hardtop. Introduced on the 250SL in 1967, the 280SL variant appeared in 1968.

We are pleased to offer a very ‘correct’ example which retains many original features and presents beautifully following an especially well-executed overhaul approximately 40 years ago. The odometer shows a mere (1)15,645km / c.72,000 miles which is judged to represent the total covered by the Pagoda from new. The 280SL appears in its original colour of White, as recorded on its body plate, which is beautifully complemented by a Red interior. Built for the German market with power steering and automatic transmission, its first owner was Friedrich Ebbrecht of Gottingen, who kept it for 3½ years. It spent a similar time with Johann Bruren Automobilverkaufer of Duisberg before residing with Duisberg’s Karl Maehler, for 11½ years. In December, 1989, it was bought by the fourth and present owner, Mr. Dick van Dijk, on the understanding that its comprehensive overhaul had been carried out either by the factory or a Mercedes-Benz main dealer.

Mr. van Dijk used the Pagoda as a reliable and enjoyable company car in his native Netherlands before bringing it with him to England in the 1990s, after which it became one of the most treasured cars in his expanding collection. It is thought that the inner front wings, which many Pagodas have had replaced, are the originals complete with ventilation holes. We note that the original spare wheel cover is present and the tool roll is stocked with assorted Mercedes-branded tools. Although this Mercedes has never been used on British roads, and is in need of registration, its status as one of Mr. van Dijk’s favourites has seen it maintained and occasionally driven on his property. Indeed, such is his enthusiasm for the car that it has been fitted with a stainless steel exhaust and treated to a full, marque specialist service in preparation for the auction. Worthy of close inspection.

1932 Lagonda 16/80 Tourer

Painstakingly restored by the late owner, respected Lagonda 16/80 authority Brian Savill

Estimate: £40,000 - £50,000*

Reg No: YY 2406 MOT: Exempt

Chassis No: S10256

Owned for some 20 years by the late Brian Savill, this delightful T5 Tourer was originally built with T5 bodywork, its history can be traced back to 1951, when it belonged to Mr. Geoffrey Lovell Auty of BAC Ltd., Flight Test Department, Bristol – reputedly a Bristol test pilot involved with the development of the stillborn Brabazon airliner. The next owner, Mr. J. B. M. Hobley, kept the Lagonda from February, 1952, to May, 1955, and a high-quality photograph survives from his ownership. It changed hands several more times before travelling to New York in 1969. The final American owner made an abortive attempt at restoration, after which the car was repatriated by Savill in 2003.

Savill quickly embarked upon a six-year restoration costing £17,925. According to his notes, “[I] subjected it to a rebuild from the chassis up. There were no parts that were not stripped, examined, repaired, reconditioned or remade if missing. This included all-new bearings, hubs, brake drums, wheels, gears and upholstery [including weather equipment]. Modifications made to the engine included a new camshaft with improved profiles, Carillo steel rods with shell bearings, J & E pistons, a full-flow oil filter and improved oil distribution.”

Upon completion in 2009, the Lagonda received a VSCC Eligibility Document which reported that all the components assessed were either original or to standard specification. Since then, however, the gearbox has been exchanged for a centre-change, fully-synchromesh ’box believed to come from an Alvis, but the original unit is supplied with the car.

The 16/80 is sold with a large folder of restoration invoices, plus a separate folder of Savill’s own articles – his ‘Technical Musings’ formed a long-running series for the Lagonda Club’s 16/80 Section. ‘YY 2406’ was documented in the Lagonda Club publication 80th Year: A Celebration of the 16/80 Special Six, of which a copy is supplied. Other literature includes The “16/80 Special” Model Lagonda Instruction Book, compiled by G. L. Auty, and a technical booklet for Scintilla magnetos.

1989 Mercedes-Benz 420SL

A very well maintained example displaying a warranted c.61,000 miles from new Estimate: £26,000 - £30,000*

Reg No: F422 UJB MOT: August 2026

Chassis No: WDB1070472A100531

Built in March, 1989, and still appearing in its original colour scheme of Arctic White with a Royal Blue interior and Dark Blue soft-top, this extremely tidy 420SL has remarkably had only four registered keepers and covered just over 61,000 miles from new. Originally owned from May, 1989, by Mr. Raymond M. Bushby of Castel, Guernsey, it arrived on the British mainland in the mid-1990s and had covered just 9,000 miles by 2000. It has seen slightly heavier use since, but remains in fine fettle thanks to servicing on an almost annual basis up to 2007 and again from 2013 to the present, with very many of the services completed by Mercedes-Benz dealers. Impressively, it spent the period from 2001 to 2022 with just one owner, who installed a Tracker system immediately upon purchasing it.

The 420SL comes with many invoices which mainly concern servicing and the replacement of consumables, but in 2014 £1,335 was spent on some body and paint repairs near the soft-top cover by classic car body specialist Automo, and very substantial cosmetic overhaul was completed by GT Vehicle Solutions for £5,800 in 2023. This involved detailing the car inside and out, including the engine bay, undersealing the chassis, fitting some new trim pieces, retrimming the rear interior side walls, repainting the bonnet, installing a refurbished original Blaupunkt Canberra radiocassette player, fitting “factory original” Royal Blue ridged carpets and having a stainless-steel exhaust fitted “as per factory.” A remanufactured radiator was purchased from Scotrad in 2024.

Having seemingly been cherished for most of its life, the Mercedes’s history file contains many invoices and MOTs running back to 2001. It also retains a factory book pack with material including the owner’s manual, service book and Blaupunkt Canberra instructions, plus some spare keys, and an older V5 and the most recent V5C. The car will be sold with an MOT with no advisories valid until August, 2026.

1965 Renault 8 Gordini R1134

1 of just 2,626 made

Estimate: £25,000 - £30,000*

Reg No: EFG 138C MOT: Exempt

Chassis No: 1134-0500846

Thought to have begun life as a road car, chassis 1134-0500846 had migrated from France to Italy and been uprated for competition usage with a quad-light R1135-esque visage, slightly enlarged engine and twin Weber carburettors by the time that the FIA granted it an Identity Card (No. 0737) in October 1991. Subsequently campaigned by then owner Marco Messa on numerous events in the late 1990s and 2000s including the San Remo Rally Storico, Rally Alpi Orientali and Rallt Citti di Modena (with Roberto Chiossi also sharing the driving duties), the Gordini was stabled alongside an Alpine A110. Relocating to Austria during the 2010s, the sports saloon was further upgraded there before entering the current ownership in 2016. A Californian resident, the vendor has had Omicron Engineering Ltd of Mulbarton maintain and store the Renault on his behalf. Performing well on the Ennstal Classic (2017, 2018) and Tour Auto (2018, 2019), the Gordini started readily and ran well during our recent photography session. Pleasingly understood to retain its original powerplant (number 804-1461), the car is variously described by the vendor as being in ‘good’ (stripped out interior), ‘very good’ (bodywork, paintwork, four-speed manual gearbox) or ‘excellent’ (engine, electrical equipment) condition. Accompanying Omicron invoices from 2017-2024 show attention paid to the gear linkage, brakes, suspension geometry and fuel system etc. Now fitted with Weber DCOE 32 carburettors, the Renault was treated to a new battery and service in 2023 (£1,139.13), while last year saw it benefit from the installation of a new steering rack gaiter, Stilo WRC amplifier, Lifeline fire extinguisher and four Dunlop tyres. Potentially eligible for a host of prestigious meetings such as the Goodwood Revival, Spa Six Hours and Historic Monte Carlo Rally, ‘EFG 138C’ is offered for sale with V5C Registration Document, old copy FIA papers, Automotoclub Storico Italiano (ASI) Homologation Plaque, FIVA Identity Card and paperwork file.

Bidder

H&H Classics, The Motor House, Lyncastle Road, Warrington, Cheshire, WA4 4SN, United Kingdom | HandH.co.uk | sales@HandH.co.uk | +44 (0)1925 210035

Auction Date

Paddle No. (official use only)

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

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

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

H&H Classics, The Motor House, Lyncastle Road, Warrington, Cheshire, WA4 4SN, United Kingdom | HandH.co.uk | sales@HandH.co.uk | +44 (0)1925 210035

Date Bidders Signature

Identification

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

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

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.

Terms and 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.

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

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 8 Eastway, Sale, Cheshire UK M33 4DX; company number 02852199 and Auctioneer means its representative who actually conducts the sale.

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.

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

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.

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.

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

Motor Cars

Uplift - From £175

Storage - £10 per day for the first fourteen days or part thereof and £30 per week or part thereof thereafter (subject to change without notice).

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).

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).

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).

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.

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

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

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

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.

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

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:

Motor Cars

12.5% to the Buyer, 5% to the Seller (minimum £250 to both parties)

Entry Fee - £100 for a Standard Catalogue entry

£200 for a Premium Catalogue entry

£400 for a Deluxe Catalogue entry

Motorcycles & Scooters

15% to the Buyer, 10% to the Seller (minimum £50 to both parties)

Entry Fee - £50 for a Standard Catalogue entry

£100 for a Premium Catalogue entry

£150 for a Deluxe Catalogue entry

Registration Numbers

20% to the Buyer, 20% to the Seller (minimum £50 to both parties)

Entry fee - £50

Online Live Bidding attracts an additional 1% + VAT Surcharge

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:

Nat West, 23 Sankey Street, Warrington, Cheshire WA1 1XH

Account Name: H&H Classics Client Account

Account No: 58868984

Sort Code: 01-09-17

BIC: NWBKGB2L

IBAN: GB20NWBK01091758868984

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, where appropriate, incomplete vehicles.

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.

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.

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.

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.

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.

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 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.

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.

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.

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.

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.

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 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,

(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)

(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 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.

CONDITIONS MAINLY CONCERNING THE BUYER

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

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.

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.

12.6 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.

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 co-operate 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.

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 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;

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.

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

(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 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.

18.2 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.

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.

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.

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.

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 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.

Motor cars in today’s sale

Please ask a member of staff for an automobilia lot listing

229 1966 Alfa Romeo GTAm Evocation

257 1961 Alvis TD21 Drophead Coupé

237 1937 Aston Martin 15/98 2-Litre ‘Team Car’ Evocation

249 1968 Aston Martin DB6 Vantage

245 2001 Aston Martin DB7 Vantage

217 1911 Austin 10hp Melbourne Two-Seat Tourer with Dickey

200 1938 Austin Seven AAL Open Road Tourer

209 1965 Austin-Healey 3000 Mark III BJ8

226 1959 Austin-Healey 3000 MkI 2+2

250 1937 Bentley 4¼ Litre Saloon by Park Ward

235 2000 Bentley Arnage Red Label

231 1999 Bentley Azure

227 2006 Bentley Continental GTC

211 1996 Bentley Continental R

241 1949 Bentley Mark VI

259 1957 Bentley S1 Continental Park Ward Drophead Coupé Adaptation

222 1996 Bentley Turbo RL

254 1973 BMW E9 3.0 CSi

256 1980 Bristol 603 Series II

232 2015 Chevrolet Corvette (C7) Z06 Targa Coupe

202 1973 Citroën Ami Super Break

228 1913 Delage Type AI Sports Tourer

240 1970 Dodge Charger 500

243 1975 Ferrari Dino 208 GT4

218 1976 Ferrari Dino 308 GT4

206 1985 Ferrari Mondial QV Cabriolet

236 1940 Ford Deluxe Coupe

203 1966 Ford Mustang V8 4.6 SVT ‘Notchback’

219 1968 Jaguar E-Type 4.2 Coupe

213 1966 Jaguar E-Type Series 1 4.2 Litre 2+2

260 1961 Jaguar E-Type Series I 3.8 Roadster

204 1961 Jaguar MkII 3.8 ‘Vicarage’

258 1963 Jaguar MkII to ‘Fast Road’ Specification

212 1960 Jaguar MkIX Saloon

216 1951 Jaguar XK120 Roadster

223 1955 Jaguar XK140 Fixed Head Coupe

239 1973 Jensen Interceptor III

262 1932 Lagonda 16/80 Tourer

253 1960 Land Rover Series II 88”

220 1950 Land-Rover 80”

214 1973 Lotus Elan +2S 130/5

261 1971 Mercedes-Benz 280SL California Coupé

230 1963 Mercedes-Benz 300SL Roadster

224 1988 Mercedes-Benz 420 SL

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.

263 1989 Mercedes-Benz 420SL

238 1968 MG C GT

248 1935 MG NB Magnette ‘Supercharged’ Faux Cabriolet

205 1974 Morgan Plus 8

201 1968 Morgan Plus 4 Drophead Coupé

246 1977 Peugeot 504 V6 Cabriolet

208 1966 Pontiac LeMans Convertible

255 1957 Porsche 356 A ‘Outlaw’

225 1992 Porsche 911 (964) Carrera 2 Cabriolet

233 1989 Porsche 911 Carrera 3.2 Coupe

207 1983 Porsche 911 SC Cabriolet

247 1972 Range Rover ‘Suffix A’

264 1965 Renault 8 Gordini R1134

234 2000 Rolls-Royce Corniche V Convertible

244 1968 Rolls-Royce Phantom VI Limousine

210 1965 Rolls-Royce Silver Cloud III Drophead Coupe

215 1962 Triumph Italia 2000 GT

251 1966 TVR Griffith 200/400

252 1922 Vauxhall 25hp D-Type Tourer

242 1958 Volkswagen Type 2 T1 ‘Peter Pitt Moto-Caravan’

221 1972 Volvo P1800 ES

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