186062 Preisdatenbank Los(e) gefunden, die Ihrer Suche entsprechen

An aspray silver gilt coaster with engine turn and thistle decoration, London 1916, 10cm diameter, 84g.

A pair of Broadway & Co engine turned napkin rings, Birmingham 1936 in associated Walker & Hall fitted box.

Silver engine turned matchbook holder, Birmingham 1936 by S.J. Levi & Co. and 2 silver vesta cases, 68g.

Assorted silver plated wares to include engine turned cigarette box, large and small cruet sets, covered dish, cutlery and coaster.

Hornby Dublo 2230 Class 20 diesel BOBO engine, Hornby Dublo 3 rail 3233 BR Class 29, Co-Bo diesel D5713, 2 x Hornby Dublo Bristolia carriages and a Horny 31340 tank loco.

A box lot of vintage 1970's toys including Fisher Price t.v. and fire engine, Matchbox Stack a Cake, Corgi Magic Roundabout, etc.

A SILVER CARD CASE AND A VESTA, the card case of a plain polished design, gilt interior, hallmarked 'S Blanckensee & Son Ltd' Chester 1913, approximate dimensions 8.2cm x 4.6cm x 0.6cm, together with an engine turned design vesta, slide open mechanism, hallmarked 'Docker & Burn Ltd' Birmingham 1925, approximate dimensions 6.1cm x4.2cm x 0.6cm, approximate gross weight 89.0 grams, 2.86ozt

A SILVER OPEN FACE POCKET WATCH AND ONE OTHER, round white dial. Roman numerals, seconds subsidiary dial at the six o'clock position, blue hands, within an engine turned design case with a vacant cartouche, case back hallmarked 'James Oliver' London 1882, dust cover engraved 'Robert Dodd, Connah's Quay', approximate case width 42.5mm, suspended from a graduated albert chain fitted with a T-bar, hallmarked 'Henry Pope' Birmingham 1897, length 390mm, together with a watch key, also including a ladies open face pocket watch, round white dial, painted floral decoration, Roman numerals, blue hands, within a floral engraved case with a vacant cartouche, case back stamped 800 Swiss control marks, approximate case width 33.2mm, together with a watch key, approximate gross weight 163.6 grams, 5.26ozt (condition report: the first watch is missing the hand on the seconds dial, with some damage to the dial)

THREE EARLY 20TH CENTURY SILVER VESTAS, the first with an engine turned design and a vacant cartouche, striker to the base, fitted with a suspension loop, the second with an engraved foliate design and engraved monogram dated 1921, together with a rounded rectangular case with a vacant shield shaped cartouche, striker to the base, fitted with a suspension loop, each with a full silver hallmark for Birmingham, dated between 1908-19, approximate gross weight 78.0 grams, 2.50 ozt

A QUANTITY OF UNBOXED AND ASSORTED BRIO & ELC WOODEN PUSH ALONG TRAINS, TRACK AND ACCESSORIES contains a quantity of Thomas The Tank Engine items

TWO SILVER VESTAS AND A SILVER CIGARETTE CASE, the first vesta of a rectangular form, wavy edge and an engraved foliate design with a vacant cartouche, fitted with a suspension loop, hallmarked 'John Rose' Birmingham 1906, the second of a rounded rectangular form, engraved foliate design with a vacant cartouche, gilt interior, fitted with a suspension ring hallmarked 'Arthur Cook' Birmingham 1900, together with a rounded rectangular cigarette case, engine turned design and a vacant cartouche, push pin clasp, hallmarked 'E J Trevitt & Son's' Chester 1923, length 6cm, approximate gross weight 82.4 grams, 2.90ozt

FOUR EARLY 20TH CENTURY SILVER VESTAS, two engraved with a foliate design and vacant cartouches, each fitted with a suspension loop, together with two engine turned design vestas each with an engraved cartouche, all with full silver hallmarks for Birmingham, dates between 1901-18, approximate gross weight 82.5 grams 2.64ozt

FOUR EDWARDIAN SILVER VESTAS, two with engraved foliate designs and vacant cartouches, one with an embossed floral design, the last with an engine turned design and an engraved cartouche, each with a full silver hallmark for Birmingham dates between 1902-10, approximate gross weight 91.1 grams, 2.93ozt

TWO EARLY 20TH CENTURY SILVER TINDER BOXES, the first with hinged lid engraved with scrolling initials and Roman numeral date, length 50mm, hallmark for London 1901, the second of rectangular outline with engine turned detail, import mark for London 1925, length 55mm, approximate total gross weight 56 grams, 1.8 ozt

A SILVER CIGARETTE CASE, engine turned design, engraved monogram, push button clasp, missing interior strap, engraved to the inside 'To Charles from John July 5th 1941 F.E', hallmarked 'William Neale' Birmingham 1934, approximate dimensions 9.7cm x 8.5cm x 1.1cm, gross weight 135.3 grams, 4.35ozt (condition report: slight tarnishing in places, opens and closes with ease, missing strap to the interior, surface scratches, overall good condition)

FOUR ROYAL DOULTON LIMITED EDITION JOURNEY THROUGH BRITAIN CHARACTER JUGS, comprising The Postman D6801 No. 65/5000, The Engine-Driver D6823 No. 31/5000, The Fireman D6839 No. 289/5000 and The Policeman D6852 No. 1526/5000, all with certificates (Condition Report:- no obvious damage)

A SELECTION OF SILVERWARE, to include a cased shoe horn and boot pull set, both with embossed silver handles, silver hallmark for Crisford & Norris Ltd, Birmingham 1927, a further silver embossed handled boot hook, hallmark for Chester 1911, a 1930's silver thimble, a late Victorian silver cheroot case, an Edwardian silver lidded cut glass jar engraved 'Hair Tidy,' two further silver lidded vanity jars, a 1980's silver pill box, a cylindrical lidded tube with collet set amethyst to the lid, and a 1960's miniature letter opener with stainless steel blade and silver engine turned sheath, approximate total gross weight (excluding glass jars) 198.9 grams, 6.3 ozt

A VINTAGE TRI-ANG PEDAL GO KART, faux engine behind the seat, solid rubber tyres, length approximately 105cm, together with a wooden sledge with metal runners

AN EDWARDIAN SILVER COMBINATION SOVEREIGN AND VESTA CASE AND A GEORGIAN VESTA, of a rounded rectangular form, engraved foliate design and monogram, striker to the lid, missing push pin for the release of the sovereign cover, hallmarked 'William Hair Haseler' Birmingham 1903, length 63mm, together with a square vesta, engraved foliate and engine turned design, with an engraved monogram, striker to the base, hallmarked 'William Hair Haseler' Birmingham 1912, fitted with a suspension loop, approximate gross weight 65.5 grams, 2.10ozt (condition report: the combination vesta has a few minor dinks, slight tarnishing in places, vesta opens and closes with ease, missing push pin button, the vesta has some rust to the striker and tarnishing in places)

A SILVER CARD CASE AND TWO VESTAS, the card case decorated with an engraved foliate design and monogram inscribed 'December the twenty fifth and one', gilt interior, hallmarked 'Jay, Richard Attenborough & Co' Chester 1901, approximate dimensions 8.2cm x 4.5cm x 0.7cm, together with an AF engine turned design vesta, engraved 'With Colonel Jobling's best wishes to Sergt. J. Snape for services rendered', and a smaller vesta, engraved foliate design set with green paste clovers, fitted with a suspension loop, hallmarked 'Joseph Glouster & Son' Birmingham 1907, approximate gross weight 88.2 grams, 2.83ozt

A BOX OF TOOLS, CALCULATORS AND MATHEMATICAL EQUIPMENT, to include Osborn HSS cutting tools, vintage ammeter Rockwell, Casio and Texas instruments, vintage calculators, slide rules, compasses, Ogawa model aircraft engine O.S Max 20 in a box, etc (one box)

A MID VICTORIAN HALF HUNTER SILVER POCKET WATCH IN A BELL JAR GLASS DISPLAY CASE, the white face with black Roman numerals, a subsidiary seconds dial, the engine turned front cover with blue enamel Roman numerals, the back cover with engraved belt buckle cartouche encasing a shield shape monogram, silver hallmarks for J Blanckensee & Co., Birmingham 1881 and 1882, diameter 48mm, approximate gross weight 92.7 grams, hanging in a glass bell jar display case with circular wooden base (condition report: minute hand missing, watch glass missing, blue enamel numerals are chipped, there are a couple of small nicks to the face)

A SILVER CIGARETTE CASE, with engine turned decoration and rectangular cartouche to one corner with engraved initial monogram, with gilt interior, engraved with date 1.4.53 to an inside corner, silver hallmark for Frederick Field Birmingham 1947, length 160mm, approximate gross weight 233.5 grams, 7.5 ozt (condition report: moderate to heavy tarnishing to the exterior, general wear in keeping with the age of the piece, interior elastic missing, closes flush, gilt interior in good condition)

A SILVER CIGARETTE CASE AND A VESTA, the cigarette case of a rounded rectangular form, engine turned design with a vacant cartouche, push button clasp, gilt interior fitted with two yellow elasticated straps, hallmarked 'Joseph Glouster Ltd' Birmingham 1938, approximate dimensions 7.6cm x 5.3cm x 1.2cm, together with a foliate engraved vesta, with a vacant cartouche, fitted with a suspension loop, hallmarked 'L F' Birmingham 1919, approximate gross weight 76.2 grams, 2.45ozt

A SILVER CIGARETTE CASE, VESTA AND A SILVER PLATED CIGARETTE CASE, the cigarette case of an engine turned design, engraved shield shaped monogram, push button clasp, opens to reveal a gilt interior and a single yellow elasticated strap, hallmarked 'Henry Matthews', together with a a plain polished vesta, striker to the base, opens to reveal two matchstick compartments, each by 'Henry Matthews' Birmingham, dated 1907-23, approximate gross weight 97.3 grams, 3.12ozt, together with a silver plated, foliate embossed cigarette case, with a vacant oval cartouche, push button clasp, opens to reveal a gilt interior and fitted with two yellow elasticated straps, length 8.5cm

A SILVER OPEN FACED POCKET WATCH AND TWO OTHERS, round white dial, Roman numerals, blue hands, within a plain polished case, case back hallmarked 'Joseph Sharpe' Chester 1886, approximate case width 54.8mm, fitted with a black leather strap with a white metal T-bar, together with another open face pocket watch, round white dial, Roman numerals, seconds subsidiary dial at the six o'clock position, gold hands, within an engine turned design case with a vacant cartouche, stamped 0.935 Swiss control marks, approximate case width 54.0mm, also a ladies AF open face pocket watch, decorative gold and white dial, Roman numerals, missing hands and glass, within a floral engraved case, case back stamped 0.935 Swiss control marks

A SILVER CIGARETTE CASE, of a rounded rectangular form, engine turned design with an engraved monogram, push button clasp, interior fitted with two yellow elasticated straps, hallmarked 'Joseph Gloster Ltd' Birmingham 1921, approximate dimensions 8.5cm x 7.5cm x 1.8cm, approximate gross weight 92.6 grams, 2.97ozt (condition report: slight tarnishing in places, few minor dinks, opens and closes with ease, straps slightly worn)

A SILVER OPEN FACE POCKET WATCH, A STOP WATCH AND AN ALBERT CHAIN, the pocket watch with a round silver dial, Roman numerals, gold floral detailing to the centre and dial surround, within an engine turned design case with a vacant cartouche, case back stamped 0.935 Swiss control marks, approximate case width 35.7mm, together with a white metal 'Junghan's' stop watch, a long white metal Albert chain fitted with a white metal lobster claw clasp, length 1410mm, also including a black plastic watch case fitted with a leather strap

A HOBBY ENGINE FIRE ENGINE, 1:18 scale radio control, shoots water and sounds a siren, boxed with remote control and rechargeable battery pack appears to be complete except for a screw to the battery compartment, approximate length 65cm

A QUANTITY OF G SCALE COACHING STOCK, assorted narrow gauge coaches, all appear to be scratchbuilt or conversions of LGB or Bachmann items, four are repaints of Bachmann Thomas the Tank Engine items but are missing wheels and other items, all in need of some attention/finishing (7)

A SELECTION OF SILVER ITEMS, to include a George V silver perfume travel atomiser, engraved foliate design, with a vacant cartouche, hallmarked 'AR' London 1912, weight 25.6 grams, 0.82ozt, a four-piece vanity set comprising of nail buffer, toothbrush, nail file and tweezers, each with an engine turned design, hallmarked 'Synyer & Beddoes' Birmingham, a silver handled button hook, a silver and mother of pearl fork, hallmarked Sheffield, together with a white metal fancy link bracelet set with colourless paste, fitted with a lobster claw clasp, and a pair of white metal non-pierced drop earrings set with paste

A MAPPIN & WEBB OPEN FACE POCKET WATCH WITH CASE, the pocket watch with a round white dial signed 'Mappin & Webb', Roman numerals, seconds subsidiary dial at the six o'clock position (hand for this dial is loose within the case), within a plain polished white metal case, case back stamped 1347811, movement signed 'Hexameter', (non-running, movement in need of some attention), approximate case width 44.6mm, together with a silver lined fitted case of an engine turned design with a vacant cartouche, hallmarked 'Mappin & Webb' Birmingham 1912, (condition report: the pocket watch dial has some slight marks, non-running, the case has wear and damage, missing its stand to the reverse)

TWO EARLY 20TH CENTURY SOVEREIGN HOLDERS, to include a double sovereign holder, plain polished design engraved initials 'H.L.H', push button release, fitted with a suspension loop, hallmarked 'Joseph Hawkins' Birmingham 1901, together with round engine turned design single sovereign holder, push button release, fitted with a suspension loop, hallmarked 'Gieves Ltd' Birmingham 1911, suspended from a white metal curb link chain, fitted with a spring clasp stamped 'Sterling', length 700mm, approximate gross weight 57.8 grams, 1.89ozt

A SILVER OPEN FACE POCKET WATCH, round white dial signed 'J. Reed Brampton', Roman numerals, seconds subsidiary dial at the six o'clock position, within an engine turned design case with a vacant shield shaped cartouche, case back hallmarked 'Charles Harris', Chester 1890, approximate case width 42.7mm, together with watch keys

AN EARLY 20TH CENTURY SILVER CARD CASE AND VESTA, the card case of a rectangular form, engraved foliate design with an engraved monogram, hallmarked Chester 1903, length 8cm, accompanied with two cards, together with a square hinged vesta of an engine turned design, opens to reveal a matchstick holder and striker, hallmarked London 1920, approximate gross weight 74.6 grams, 2.39ozt

THREE SILVER VESTAS, the first of an engine turned design, engraved monogram 'Nov 5th 1878 to Nov 5th 1903', striker to the base, fitted with a suspension loop, hallmarked 'Arthur Cook' Birmingham 1902, a foliate engraved vesta with an engraved monogram, striker to the base, fitted with a suspension loop, hallmarked 'Robert Chandler' Birmingham 1902, together with a small rounded rectangular vesta, engraved foliate design and cartouche, striker to the base, fitted with a suspension loop, hallmarked 'Hilliard & Thomason' Chester 1897, approximate gross weight 84.9 grams, 2.73ozt

A COLLECTION OF DEL PRADO FIRE ENGINE MODELS, assorted scales, majority still attached to bases, some with minor damage/missing or loose items (two boxes)

THREE SILVER VESTAS, the first with an engine turned design and floral detailing, engraved cartouche, fitted with a suspension loop, hallmarked 'Cornelius Desormeaux Saunders & James Francis Hollings' Birmingham 1900, two engraved with floral designs, each with a vacant cartouche and fitted with a suspension loop, each with a full Birmingham silver hallmark, approximate gross weight 78.1 grams, 2.51ozt

A Tri-ang Minic pre-war mechanical horse and tractor, a Tri-ang Minic fire engine and a penguin racer, boxed

1969 Aston Martin DB6 Sports SaloonRegistration no. MLG 460H (see text)Chassis no. DB6/4062/R*Offered without reserve*Delivered new in the UK*Automatic transmission*Requires re-commissioning and/or restorationFootnotes:The culmination of Aston Martin's long-running line of 'DB' six-cylinder sports saloons and thus considered by many to be the last 'real' Aston, the DB6 had been introduced in 1965, updating the DB5. Although recognisably related to the Touring-styled DB4 of 1958, the DB6 abandoned the Carrozzeria Touring-developed Superleggera body structure of its predecessors in favour of a conventional steel fabrication while retaining the aluminium outer panels. Increased rear-seat space was the prime DB6 objective so the wheelbase was now 4' longer than before, resulting in an extensive re-style with more-raked windscreen, raised roofline and reshaped rear quarter windows. Opening front quarter lights made a reappearance but the major change was at the rear where a Kamm-style tail with spoiler improved the aerodynamics, greatly enhancing stability at high speeds. These many dimensional changes were integrated most successfully, the DB6's overall length increasing by only 2'. Indeed, but for the distinctive Kamm tail one might easily mistake it for a DB5. The Motor reckoned that the DB6 was one of the finest sports cars it had tested. 'The DB6 with its longer wheelbase and better headroom makes an Aston Martin available to the far wider four-seater market, and the design is in every way superior to the previous model,' declared the respected British motoring magazine. 'A purist might have thought that the longer wheelbase would affect the near-perfect balance of the DB5, but if anything the DB6 is better.'The Tadek Marek-designed six-cylinder engine had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification. Borg-Warner automatic transmission was offered alongside the standard ZF five-speed manual gearbox, and for the first time there was optional power-assisted steering.An automatic transmission model, this late 'Mark 1' DB6 was retailed via Wilmslow Garages and left the factory finished in Dubonnet Rosso with natural hide trim. The accompanying guarantee form copy lists chrome road wheels; heated rear screen; 3-ear hubcaps; front seat belts; power-operated aerial; and power-assisted steering as non-standard equipment fitted. Unfortunately, nothing is known of the car's subsequent history other than the fact that it has been stored in recent years.'MLG 460H' is listed in the HPI database (which notes that the car was previously registered overseas); nevertheless, prospective purchasers must satisfy themselves with regard to this vehicle's registration status prior to bidding. Sold strictly as viewed and lacking original registration documents, the car will require a blend of re-commissioning and restoration, as well as registering before further use. Import tax at the reduced rate of 5% will apply should the Lot remain in the UK.Lot to be sold without reserve.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

A gold-plated Cartier of Paris cigarette lighter, gifted by Niki Lauda to Brabham mechanic Neil Croft, 1978,the lighter with engine-turned finish, 7cm long, the mechanism in seemingly operational condition and producing good spark, engraved to the top of the cap 'Thank you - 1978 - Niki', gifted to Croft in appreciation for his work, alongside Ermmano Cuoghi and Richard Taylor, on Lauda's Brabham Alfa Romeo BT45B/C and BT46 cars for the 1978 Grand Prix Season, contained in original Cartier case with outer carton box (worn) and with accompanying guarantee and instruction booklets, offered together with a Niki Lauda cycling jersey by Canario of Sao Paolo, in red, white and blue acrylic with Caloi branding and Niki Lauda name to left breast, used by Lauda at a 'cycle race for drivers' at the Rio Grand Prix circuit 1978, and a signed poster of Lauda in the Brabham, signed in black marker. (3)For further information on this lot please visit Bonhams.com

1951 Renault 4CV Grand Luxe SaloonRegistration no. VXS 427Chassis no. 1582033*Mille Miglia participant in 1989*Monte Pellegrino and Vernasca Silver Flag participant in 2015*UK registered since 2016Footnotes:Conceived in secret during wartime, the 4CV had been influenced by the most advanced small car of the pre-war period: the FIAT 500 Topolino. In production from 1946, the Renault 4CV improved on its Italian rival's specification by virtue of its four-door four-seat body, all-independent suspension and overhead-valve engine, though the FIAT would soon gain the latter. The 4CV's rear engine also set it apart from the FIAT, of course, and this layout would characterise all Renault's mainstream passenger cars until the 1960s. Initially of 760cc (it was downsized to 747cc in 1950) the four-cylinder engine produced between 19-22bhp and drove via a three-speed gearbox. The 4CV's top speed was around 100km/h (62mph) but for those who wanted more excitement there was a high-performance version - the R1052 Sport. 4CV production had totalled over one million units by the time the model was withdrawn in 1961, the car's outstanding commercial success providing the foundation for Renault's post-war resurgence. This very appealing 4CV is full of impish character. In 1989, the Renault successfully completed the Italian Mille Miglia, finishing in a highly creditable 41st place out of a field of 315 starters. This is confirmed and documented in a book on the subject, which is included with the car. Much more recently (in 2015), it competed in the Italian Monte Pellegrino and the Vernasca Silver Flag rallies. The car is described as wonderfully sound throughout, and the underside needs to be seen to be believed, being very sound and clean. The apparent splits in the seats are in fact in the fitted covers, which could easily be removed to reveal what appears to be the original cloth upholstery underneath, seemingly in good condition. 'VXS 427' is UK registered (since 2016) and comes with Italian registration papers and an MoT valid until May 2022. Running very sweetly, this charming little Renault 4CV represents a relatively affordable entry into the Mille Miglia and other such events.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The ex-R M 'Bob' Gilbert; highly successful historic racing1936 Bentley 4¼-Litre Racing Two-SeaterCoachwork by ShapecraftRegistration no. JR 5544Chassis no. B186HKEngine no. D5BF•Rebuilt as a competition car in the late 1980s•Extensively campaigned in VSCC and BDC events•Podium finisher at Le Mans in 2006•Well known and well documentedFootnotes:In the previous vendor's ownership for 33 years, chassis number 'B186HK' was originally completed by Park Ward as a four-door sports saloon and first registered on 27 October 1936. The original registration document does not exist but a continuation document issued on 1 December 1958 records a Capt Maurice Herbert Cousins of London SE 12 as its owner. The Bentley was later acquired by a Mr Stanley Aston of Hall Green, Birmingham (in 1960). The last evidence of its road use is an MoT certificate dated 28 April 1965. After that the car was left in an orchard in Wythall near Birmingham for 18 years. It was acquired by the previous owner on 28 March 1983. The Bentley was in a very sorry state (see pictures on file) and was completely beyond restoration in its then condition. At the same time a friend and colleague of the then owner acquired a similar car in a similar state. With the help of VSCC member Mr Bruce Spollon (subsequently the Club's President) work started on building two identical cars with the aim of competing in VSCC and other historic racing events. The other car was subsequently sold to a German competitor who unfortunately wrote it off at the Nürburgring. 'JR 5544' is the sole survivor of the two identical cars. The aim was to build cars that were both beautiful and looked the part, and the 'bare metal' restoration of 'JR 5544', which is fully documented and photographed, took some six years to complete. The car retains its original engine, gearbox and drive train while incorporating minor modifications as suggested by Rusty Russ-Turner in an article in the VSCC bulletin. Hass Motorsport completely rebuilt the engine. Chassis modifications involved a reduction in wheelbase of 10' by 'cutting and shutting' the original frame, while the front and rear track were widened by 1½' and 2' respectively. The original-pattern lever-type shock absorbers were retained, as were the standard drum brakes, though the original lever/rod mechanism was replaced by a twin-circuit hydraulic system. An aluminium two-seater body was produced by Shapecraft of Northampton to the owner's design and specification, using the original cast bulkhead and reconstructing the engine cover and bonnet around the original item. The interior was re-trimmed and re-upholstered by Ray Banks who, interestingly, was the designer and supplier of many upholstered props in the original 'Star Wars' films. The car was granted a VSCC eligibility certificate in August 1991. 'JR 5544' was subsequently campaigned extensively in VSCC hill climbs and race meetings, being always very competitive and much admired. Over the years it has been considerably modified as a racing car, although it is still road registered. The modifications include 2' SU carburettors, gas-flowed stainless steel inlet and exhaust manifolds. A new cylinder head was specially manufactured by Bentley specialists, Fiennes Engineering. Subsequently the car has been extremely quick and trouble-free. 'JR 5544' has competed extensively in VSCC and Bentley Drivers' Club events, nearly always being in the top three of any race in which it competed and often winning. It was also part of the winning team for two successive years in the VSCC's endurance race at Donington Park. This car is featured in Ray Roberts' book 'Bentley Specials and Special Bentleys' where he describes it as the best Bentley special he had ever seen. Despite competing, the car regularly won the BDC's Concours d'Élégance prize at its annual race meeting, and on many occasions won the award for the car BDC members would most like to take home. The car's last major competitive outing was in 2006 when it was invited to run in the 100th Anniversary race at Le Mans where, fittingly, it repeated the result of the works entry driven by Eddie Hall in 1936 by finishing 3rd and on the podium. The current vendor purchased the Bentley at Bonhams' sale at the Goodwood Festival of Speed in June 2016 (Lot 239), since when it has benefited from some mechanical refurbishment but has seen hardly any use. New Lucas headlamps and sidelights have been fitted, the radiator recored, brakes overhauled, the engine received a new alloy 'head and valves and its been returned to standard compression ratio. The engine will now require careful running in.The car comes complete with the special Bentley tools to remove the hubs and access the brakes. 'JR 5544' has a V5C document, VSCC eligibility papers and an FIA passport (which will require renewal) making it eligible to race in many historic events overseas. Numerous photographs exist of its original restoration and competition outings, together with all the original documentation relating to expenditure on the car over the years. For further information on this lot please visit Bonhams.com

The Stan West Collection1958 AC Ace RoadsterRegistration no. 146 FPJChassis no. AE 440Engine no. CL2354W*Original AC-engined car*One of only 21 built in 1958*Restored in 1993*Acquired for the Stan West Collection in 2008Footnotes:'Of them all, the Ace was the truest sports car: it could be used for daily commuting or for high-speed long-distance touring, but it could also be driven to a race meeting, campaigned with distinction, and driven home again - even if that race was the Le Mans 24 Hours.' - AC Heritage, Simon Taylor & Peter Burn. An influential and widely imitated design, the AC Ace (and Cobra derivative) could trace its origins back to a one-off sports-racer built by chassis engineer John Tojeiro for Cliff Davis in 1952. The success of Davis' Tojeiro sports-racer prompted AC Cars to acquire the rights to the design, which was put into production in 1954 as the Ace. The Davis car's pretty Ferrari 166-inspired barchetta bodywork was retained, as was Tojeiro's twin-tube ladder frame chassis and Cooper-influenced all-independent suspension, but the power unit was AC's own venerable, 2.0-litre, long-stroke six. Designed by AC co-founder John Weller, this overhead-camshaft engine had originated in 1919, and with a modest 80bhp (later 100bhp) on tap, endowed the Ace with respectable, if not spectacular, performance. Nevertheless, in tuned form the Ace enjoyed great success in production sports car racing, winning its class at the Le Mans 24-Hour Race in 1959. In 1955 AC added a hardtop version - the fastback-styled Aceca - and both models later became available with the more powerful Bristol engine before production ceased in 1963. Towards the end of production the Ace was also available with the 2.6-litre overhead-valve Ford Zephyr engine installed. Only 223 cars were delivered with the 2.0-litre AC engine compared with 463 Bristol-engined cars and a further 37 Ford-powered examples. This AC-engined Ace's first owner kept the car from 1958 until 1986, while the second and third owners were members of the same family. In 1993 the chassis was stripped and repainted, and at the same time the car was treated to a mechanical overhaul and interior re-trim. The rebuild included the engine, brakes, steering and clutch, while the water pump, starter motor, dynamo and wiring loom were renewed. '146 FPJ' was purchased by the immediately preceding owner at Bonhams & Brooks' Goodwood Festival of Speed sale in July 2001 (Lot 751) and thereafter was kept garaged in a climate controlled motor house and cherished as part of the owner's small private collection. Stan West purchased the Ace at Bonhams' Olympia sale in December 2008 (Lot 618), at which time it was described as 'Used regularly and... a delightful car to drive... presented in superb condition and offered with an extensive history file...'Since acquisition the AC has been used sparingly, and like all the cars in Stan's collection has been stored in a bespoke motor house and maintained in tip-top order by his in-house mechanic. It has also benefited from the attentions of Oselli Limited, as evidenced by bills on file for various works carried out in 2009/2010.For further information on this lot please visit Bonhams.com

1934 Riley 12/4 'TT Sprite' ReplicaRegistration no. AHP 211Chassis no. 22T211*Originally a 12/4 Falcon saloon*Used extensively by the Riley works and featured in road tests*Built as a TT Sprite replica in the mid/late 2000s*Recently re-commissioned following a period of storageFootnotes:During the 1970s a very early Riley 12/4 Falcon saloon was acquired by the previous owner's family, this being chassis number '22T211', which coincidentally carried the Coventry registration 'AHP 211'. This Riley Falcon was used extensively by the Riley works and featured in road tests at the time. The previous owner's family were long standing Riley enthusiasts and owned a garage. However, after many years of languishing in the garage it was decided that this Falcon was beyond economic restoration. A very special project was then embarked upon. Commencing in 2005, respected restorer and Riley expert, Glen Kingham of Kingham Restorations in Kent, was commissioned to build a faithful replica of the works Riley TT Sprite model. The original chassis outer rails were shortened to arrive at an 8' 1½' wheelbase, and a newly fabricated under-slung rear section was installed. The original cross-member beneath the torque tube was used also, and the cross-members and rear axle casing were nickel-plated. The engine was rebuilt with a Phoenix crankshaft and steel con-rods, and a special manifold fabricated to accommodate four Amal carburettors. Carried out to a very high standard, this no-expense-spared rebuild was completed around 2007/2008.Since then the car has been used for display purposes and attending a Riley Register Coventry International Rally, covering minimal road mileage. Further development would be required if competition use is intended. The car has recently been re-commissioned following a period of storage. Of first-class appearance, displaying great attention to detail, it is road equipped with lights, indicators, etc. The car has a quickly released metal half-tonneau to cover the passenger seat, and a red-piped fabric tonneau for the driver's section. Shod with Dunlop racing tyres, the chrome-plated wire wheels were an option offered on Riley models from 1933. An old-style RF60 logbook dating from 1946 is included, which shows the car to have entered the previous owner's family in 1974. Restoration invoices are supplied together with much additional information on Riley Motor Cars. There is also a newly fabricated 'fencer's mask' radiator grille and dumb iron valance included (to be collected from the vendor in Hampshire). This is a car with great potential for either road or competition use, and is historically interesting on account of its links to the Riley factory.For further information on this lot please visit Bonhams.com

The Stan West Collection1964 Aston Martin DB5 4.2-Litre Sports SaloonRegistration no. MPB 379Chassis no. DB5/1365/R*Formerly owned by Baron Diego Von Buch*Engine rebuilt and upgraded by R S Williams in 2005*Numerous invoices on file*Part of the Stan West Collection since 2009Footnotes:'Like all classic GT cars, it combines enormous speed with comfort and the more you put into your driving, the more the car returns for your entertainment. And the DB5 really is entertaining to anyone who can exploit its outstanding performance, handling and brakes. It will also carry four people (just) and a fair amount of luggage so the merits of family transport (if need be) have not been entirely sacrificed to speed and elegant looks.' – Motor. Arguably the best known of all Aston Martins, thanks to starring roles in the James Bond films Goldfinger and Thunderball, the DB5 was an evolutionary development of the DB4 that had represented such a giant step forward for the company on its arrival in 1958. Classically proportioned, the DB4's Touring-designed body established an instantly recognisable look that would stand the marque in good stead until 1970. The engine was still an all-alloy twin-overhead-camshaft six, but the old W O Bentley-designed 3.0-litre unit had been superseded by a new design by Tadek Marek. Proven in racing before it entered production in the DB4, the new 3,670cc engine featured 'square' bore and stroke dimensions of 92mm and developed its maximum output of 240bhp at 5,500rpm. The David Brown gearbox was a new four-speed all-synchromesh unit. Touring's Superleggera body construction, which employed a lightweight tubular structure to support the aluminium-alloy body panels, was deemed incompatible with the DB2/4-type multi-tubular spaceframe, so engineer Harold Beach drew up an immensely-strong platform-type chassis. Independent front suspension was retained, the DB2/4's trailing links giving way to unequal-length wishbones, while at the rear the DB4 sported a live axle located by a Watts linkage instead of its predecessor's Panhard rod. Five series were built as the model gradually metamorphosed into the DB5 of 1963. The latter's distinctive cowled headlamps had first appeared on the DB4GT and the newcomer was the same size as the lengthened Series 5 DB4. The major change was the adoption of a 4.0-litre version of the (previously) 3.7-litre six-cylinder engine, this enlarged unit having been seen first in the Lagonda Rapide of 1961. Equipped with three SU carburettors, the '400' engine produced 282bhp at 5,500rpm and was mated to a four-speed/overdrive gearbox, a 'proper' ZF five-speed unit being standardised later, with automatic transmission an option. Outwardly there was little to distinguish the DB5 from the final Series 5 DB4 apart from twin fuel filler caps, though these had already appeared on some cars. Beneath the skin however, there were numerous improvements including alternator electrics, Girling disc brakes instead of Dunlops, Sundym glass, electric windows and an oil pressure gauge as standard equipment. From September 1964 the 314bhp, triple-Weber Vantage engine became available and was fitted to 95 cars out of the total of 1,021 DB5s manufactured up to September 1965. Capable of reaching the 'ton' in under 17 seconds on its way to a top speed of 148mph, the DB5 was one of the fastest production cars of its day and a match for Europe's best. Despatched from the Newport Pagnell factory on 6th January 1964, chassis number '1365/R' was owned by Baron Diego Von Buch between 1987 and 2002, having previously belonged to one Rajiv Tandon of London W9. The Aston's new owner was Mr Michael Baker of West Sussex, who would be the car's custodian until he offered it for sale at Bonhams' Goodwood Revival sale in September 2009 (Lot 222) where it was purchased for the Stan West Collection. In 2005 the Aston's engine had been rebuilt to 4.2-litre unleaded specification by world-famous marque specialists, R S Williams Ltd. Accompanying bills for the rebuild total £27,000 and there are other invoices on file for work undertaken throughout the car's life, including an interior re-trim. Additional documentation includes a quantity of expired MoTs; a 1998 accident damage repair invoice; an AML Test Report (2003); copies of previous registration documents; and a current V5C. Finished in blue metallic with beige leather upholstery, 'MPB 379' represents an exciting opportunity to acquire a fine example of this much-loved British thoroughbred benefiting from considerable expenditure.For further information on this lot please visit Bonhams.com

The Stan West Collection1937 Bentley 4¼-Litre All-weather TourerCoachwork by Vanden PlasRegistration no. DGO 960Chassis no. B7HM*Used in the David Niven film, Prudence and the Pill*One of only 18 with this style of coachwork*Delivered new to Australia*An older (1990s/2000s) restoration*Acquired for the Stan West Collection in 2011Footnotes:Vanden Plas's All-weather tourer was first shown at the 1936 Olympia Show on the Bentley stand and must have been something of a revolution. It offered the convenience of a door for driver and each passenger, and had a completely enclosed roof and wind-up windows, yet retained the elegant proportions that the coachbuilder was so renowned for which the coachbuilder was so renowned.That first car was 'B3HM', which was followed by an additional 17 such models. The second 'All-weather' in sequence by coachwork number was this car, 'B7HM' (see Brian Smith's authoritative book Vanden Plas Coachbuilders). Its factory build sheets show that 'B7HM' was sold new to D J S MacKinnon of Melbourne, Australia and cost the not inconsiderable sum of £1,331. When new the car was finished grey with black wings, wheels and undercarriage, and had a khaki roof, while the interior was trimmed in grey Vaumol crushed grain leather. The Bentley was UK registered as 'DGO 960' before its departure for Australia where it remained until 1949.Next owned by Alan Mackay of Glenapp Castle, Ayrshire, 'B7HM' changed hands a few times before departing for Los Angeles, California in the late 1960s. It was around this time that it was used in the David Niven film, Prudence and the Pill (1968). The Bentley would remain in the USA for more than two decades. While there, the car was treated to a comprehensive restoration of its bodywork and cosmetics, including the removal of all body panels in order to replace all the body's structural wood. In 2000 the car was shipped back to the UK and would continue to benefit from further considerable expenditure, this time on the mechanical aspects with a rebuild of the engine, drivetrain, and chassis. Its rebuild included fitting a Tim Payne overdrive system. Approximately £186,000 was spent on bringing 'B7HM' to superb driving and cosmetic condition, and a comprehensive file containing bills and invoices documenting its restoration accompanies the car. The original registration 'DGO 960' was retrieved in the mid-2000s with the Bentley Drivers Club's assistance. 'B7HM' has formed part of the Stan West Collection since its purchase at Bonhams' Goodwood Festival of Speed sale in July 2011 (Lot 414). Invoices relating to its ongoing maintenance by marque specialists P&A Wood are on file. Presented in immaculate order and ready to show or tour, this beautiful Derby Bentley with its rare Vanden Plas coachwork is deserving of close inspection.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1933 Rolls-Royce 20/25hp Owen Sedanca Three-position Drophead CoupéCoachwork by Gurney NuttingRegistration no. AGJ539Chassis no. GEX28*One of the most elegant and admired coachwork designs on the 20/25 chassis*Featured in Lawrence Dalton's Those Elegant Rolls-Royce (1967, page 88)*Formerly part of a private collection in California for over 40 years*Refurbished since its return to the UKFootnotes:'This model was introduced to meet requests for a smaller, less expensive car in keeping with the trend after the First World War towards smaller cars for a wider market. Construction was simplified - but standards of workmanship were not compromised.' - Edward Eves, Rolls-Royce, 75 Years of Motoring Excellence.Changing times after WWI eventually forced the abandonment of Rolls-Royce's 'one model' policy, an all-new 20hp car joining the existing 40/50hp Silver Ghost in 1922. The 'Twenty' reflected Henry Royce's interest in contemporary trends within the American automobile industry, incorporating unitary construction of the engine and gearbox, the latter featuring the modern innovation of a central ball change, together with a 'Hotchkiss drive' rear axle. The engine, Rolls-Royce's first with overhead valves, was a six-cylinder unit displacing 3,127cc. Favourably received as the Twenty was, its three-speed transmission's central gearchange was not to everyone's taste, and when four-wheel, servo-assisted brakes were introduced in 1925, a four-speed gearbox with right-hand, gated change replaced the original three-speeder.The Twenty's introduction enabled its makers to cater for the increasingly important owner-driver market that appreciated the quality of Rolls-Royce engineering but did not need a car as large as a 40/50hp Ghost or Phantom. The car proved eminently suited to town use yet could cope admirably with Continental touring when called upon. Its successor, the 20/25hp, introduced in 1929, updated the concept with significant improvements, featuring an enlarged (from 3.1 to 3.7 litres) and more powerful version of the Twenty's six-cylinder overhead-valve engine. The latter's increased power allowed the bespoke coachbuilders greater freedom in their efforts to satisfy a discerning clientele that demanded ever larger and more opulent designs. Produced concurrently with the Phantom II, the 20/25 benefited from many of the larger model's improvements, such as synchromesh gears and centralised chassis lubrication, becoming the best-selling Rolls-Royce of the inter-war period.The Rolls-Royce 20/25hp was, of course, an exclusively coachbuilt automobile, and most of the great British coachbuilding firms offered designs, many of them unique, on the 20/25hp chassis. Some of the most widely admired were the work of J Gurney Nutting, a company associated with quality marques - Bentley in particular - from its earliest days and a supreme practitioner of the coachbuilding craft in the late 1930s. Founded in Croydon, Surrey in 1919, Gurney Nutting had bodied its first Bentley before moving to London's fashionable Chelsea district in 1924, and within a few years was established as the Cricklewood firm's foremost supplier of bodies after Vanden Plas.Gurney Nutting's work had a sporting flavour from the outset and succeeded in attracting the attention of society's upper echelons; the Prince of Wales and Duke of York were clients, and the firm gained its Royal Warrant in the early 1930s. Daimler and Rolls-Royce had been added to the Gurney Nutting portfolio in the mid-1920s, and the fruitful association with the latter continued into the succeeding decade.By general consent, Gurney Nutting's stunning drophead coupés - developed for fashionable retailers, H R Owen - are among the most handsome and best proportioned ever to grace the Rolls-Royce 20/25 chassis. The car offered here, chassis number 'GEX28', is one of these remarkable dropheads, differing slightly from the others by virtue of its extended bonnet, an original feature that enhances the already elegant proportions and further accentuates its resemblance to a Phantom II. 'GEX28' was off test on 10th February 1933 and sold new to a Captain Gladstone. The car's original registration was 'AGJ 539', which it retains. 'GEX28' is featured in Lawrence Dalton's Those Elegant Rolls-Royce (1967, page 88).'GEX28' has spent a large part of its post-WWII life in the USA, a not unusual fate among Rolls-Royces of its generation, and for over 40 years formed part of a private collection in California. Since returning to the UK the car has benefited from considerable upgrading, including refinishing to an excellent standard in Embassy Black, together with a new top in the correct duck material, and new carpets. The seats have been reupholstered in light caramel leather at some time in the last few years and still present beautifully. Said to be very pleasant to drive, with a smooth and powerful engine, this unique 20/25 drophead possesses all the qualities that make this one of the most desirable models of its decade.For further information on this lot please visit Bonhams.com

1950 Land Rover Series I 80 Inch 4x4 UtilityRegistration no. 849 EYFChassis no. R06105133*Immaculate example*Recent restoration by two long term Land Rover Enthusiasts*Rebuilt engine with 50 miles covered since rebuild*All main components, including axles stripped & rebuiltFootnotes:The Land Rover Series I (80' Lights behind the grille) is the ultimate classic. Not only is the car instantly recognisable, but it can also serve a very useful and practical purpose if desired. This example shown here is in immaculate condition and has just received a restoration from the ground up.The engine, a 2-litre Siamese bore (visually identical to the 1.6 litre), has been professionally machined by a Land Rover specialist and has been rebuilt using Cox and Turner parts. The car runs and drives very well and pulls quietly and smoothly as it should. The original radiator dating from 1950 is in excellent condition, with a new Cox and Turner water pump and correct period hoses from CKD Ltd. The gearbox has also been stripped, inspected and rebuilt with new parts where necessary. The axles have been stripped and rebuilt with new parts, including new wheel bearings all-round as well as new swivels and seals. The Tracta joints are also in excellent condition. In terms of the braking system, there is a new master cylinder, new lines, wheel cylinders, reservoir, hoses and shoes all-round. The handbrake mechanism has also been rebuilt. The car also has its original chassis which is in excellent condition, invisibly restored where necessary, and painted to match the body.Inside, the dash panel has been restored. All the dials and warning lights are working as they should, as is the choke and hand-throttle control. There is also a new Autosparks period wiring loom and a new dynamator with original control box. New indicators have also been fitted discreetly, along with the original trafficators which have been restored (and work independently from the indicators). New spade seats have also been fitted, along with a brand-new canvas hood and sticks supplied by Undercover Covers UK.The bodywork is in excellent condition. The original panels were media-blasted to bare metal and then resprayed to a very high standard in Deep Bronze Green (2K) paint. The tub has been restored along with a new floor and rear bulkhead fitted by CKD, so the rear can be used with ease by a new owner. CKD also supplied a new tailgate, wings and doors (with seals). The cappings, fittings and frames have been re-galvanised and refitted with using correct rivets.The car comes with a V5, all bills and a photographic record of the restoration. It also has a Gaydon Heritage Certificate showing it was first delivered to the Ministry of Supply in 1950.This restoration has been untaken with respect to the original car and to the highest of standards. The car should certainly stand the test of time in the years to come.For further information on this lot please visit Bonhams.com

1937/1951 Riley 'Treen' 2.0-Litre Racing SpecialRegistration no. 300 RPJChassis no. SYCC4514337*One of a limited series of Riley-based Treen Specials*Formerly raced by Barry Gillies and his son Mark*Regular VSCC competitor*Engine rebuilt in 2020Footnotes:John Treen made a number of Brooklands-type Riley specials after the war, and this car has a tubular chassis that aped Riley's Brooklands model, being under-slung at the rear and with the step-down around the engine. This car was acquired by a Canadian called Frank Allwood at some point, at which juncture it had a two-seater sports body with a Manx tail and spare wheel on the back, together with road equipment. It was a Nine at that time. Barry Gillies raced the car in this form a few times in the late 1970s and eventually bought it from Frank, who was returning to Canada. When he set up Barrie Gillies Limited in 1980 or thereabouts, he came up with the bright idea of turning it into an out-and-out racer, fitted with a six-cylinder engine, and got permission from the VSCC to do so. The VSCC had previously 'grand-fathered' the tubular-chassis Treens as pre-war. The body is essentially the same style that it came with, except remade and with the long tail it has now.Barry's son Mark raced the car on and off from 1984 to 2005. It ended up with a full 2.0-litre works-style engine running on a Dixon-type slide-throttle six-SU set-up; a works-style racing manual 'box; limited-slip differential; stronger half-shafts; and ERA-style alloy/cast-iron brake drums. Mark's best lap times were:Silverstone National: 1:13 / Donington Park: 1:31 / Mallory Park: 57s / Silverstone International: 1:52 / Oulton Park: 2:09.According to Mark: 'The car always handled really well. At Mallory on a couple of occasions I was among the quick ERAs, and a 57-second lap in a pre-war car there is fast: my best in R3A is a 54.6 and I believe Martin Stretton holds the record in a 4CL at 54.5.'Acquired by the vendor in 2006, the Treen Special raced regularly at VSCC meetings from 2006 to 2019. It has benefited from considerable engine development, including conversion to a dry-sump lubrication system in 2017. Rebuilt in 2020, the engine now runs on 90% methanol/10% Toluene. Bonhams would like to thank Mark Gillies for his assistance in preparing this description.For further information on this lot please visit Bonhams.com

The Stan West Collection2008 Bentley Continental GTC ConvertibleRegistration no. KY08 LCTChassis no. SCBDE23W68C055970*Landmark modern Bentley model*Automatic transmission*Service history*Circa 17,000 miles from newFootnotes:'Bentley's GTC is truly special. Its roof looks fantastic up or down, and the drive is every bit as impressive as the GT coupé's. Throw in superb build and a great sense of occasion, and Bentley fans will be smitten.' – Auto Express.The groundbreaking Bentley Continental GT of 2003 was one of the first Bentleys produced under Volkswagen ownership. Its introduction marked a significant change of policy for Bentley; although still hand assembled to a degree, it was built using mass-production techniques and retailed at approximately half the price of the preceding Continental R, extending the prospect of Bentley ownership so a much wider market. Premiered in 2003 at the Geneva Motor Show, the Bentley Continental GT realised the concept of the 1994 Java concept car as a more affordable Bentley, to be manufactured in larger volumes. The Continental GT was powered a twin-turbocharged version of the 6.0-litre W12 engine, also found in other VW Group products, which drove via a six-speed semi-automatic gearbox and permanent four-wheel drive. With 552bhp on tap, this mighty power unit was capable of propelling the two-ton Continental GT to 100km/h (62mph) in 4.8 seconds on its way to a top speed of 318km/h (197mph). The original Continental GT spawned a plethora of related models, including a Flying Spur saloon and a GTC convertible. Introduced in 2006, the GTC featured the same distinctive mesh front grille and quartet of circular headlamps as its Continental siblings, while the convertible hood was all but invisible when folded down, although accommodating it meant reducing the available boot space. Additional chassis bracing ensured that the GTC was not lacking in torsional stiffness when compared with coupé. Although the GTC was slightly heavier than its closed cousin as a result, the mighty W12 engine shrugged off the handicap, turning in a 0-60mph (0-97km/h) time only a tenth of a second slower, while the top speed was down by only a couple of miles per hour. Believed to have had only two previous keepers, this GTC Convertible comes with a V5C document; a list of services for the period 2008 to 2017; and service bills and Vehicle Inspection Results sheets issued by Sytner Bentley, Birmingham. There are also two expired MoTs, the last of which was issued in March 2019 at 16,958 miles.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Stan West Collection1955 Bentley R-Type Continental Sports SaloonCoachwork by H J MullinerRegistration no. 412 HYLChassis no. BC59DEngine no. BCD26 (see text)*One of only 208 produced*Delivered new in the UK to the Hon. Lady Hogg*Fully restored by P&A Wood during 2005-2007*Part of the Stan West Collection since December 2009Footnotes:'The vocabulary of motoring being a lame and limited thing, it is difficult to put into words the gulf that separates a Continental from the average car in all the qualities that have a bearing on safety at speed. In acceleration, in braking, in cornering power, in roadholding, in responsiveness to the controls, this Bentley is the equal of modern racing cars, and superior to some.' – Raymond Mays, The Autocar, 2nd October 1953.Described by The Autocar as, 'A new stage in the evolution of the post-war Bentley,' the magnificent Continental sports saloon has been synonymous with effortless high speed cruising in the grand manner since its introduction in 1952 on the R-Type chassis. Of all-welded construction, the latter enabled the incorporation of a much-needed improvement to Rolls-Royce's standard bodywork in the shape of an enlarged boot together with associated changes to rear wings and suspension. The standard R-Type was a lively performer, achieving 106mph in silence and reaching 50mph from standstill in 10 seconds despite a kerb weight approaching two tons. The Continental raised this already superlative combination of high performance and exceptional refinement to hitherto unattained levels. Unlike the ordinary 'standard steel' R-Type, the Continental was bodied in the traditional manner and first appeared with what many enthusiasts consider to be the model's definitive style of coachwork - the lightweight, aluminium, wind tunnel-developed fastback of H J Mulliner. In developing the Continental, Bentley Motors made every effort to keep its weight to the minimum, knowing that this was the most effective way to achieve the maximum possible performance. Rolls-Royce's six-cylinder, inlet-over-exhaust engine had been enlarged from 4,257cc to 4,556cc in 1951, and as installed in the Continental benefited from an increase in compression ratio - the maximum power output, of course, remained unquoted but has been estimated at around 153bhp. As the Continental matured, there was – inevitably – an increase in weight, which was offset by the introduction of a 4,887cc engine on the 'D' and 'E' series cars, commencing in May 1954. The Continental's performance figures would have been considered excellent for an out-and-out sports car, but for a full four/five seater saloon they were exceptional: a top speed of 120mph, 100mph achievable in third gear, 50mph reached in a little over 9 seconds, and effortless cruising at the 'ton'. Built for export only at first, the Continental was, once delivery charges and local taxes had been paid, almost certainly the most expensive car in the world as well as the fastest capable of carrying four adults and their luggage. 'The Bentley is a modern magic carpet which annihilates great distances and delivers the occupants well-nigh as fresh as when they started,' concluded Autocar. Chassis number 'BC59D' was completed in March 1955 and first owned by the Hon. Lady Hogg. The car's original registration was 'PYL 699' and it left the factory fitted with engine number 'BCD58'. (The engine currently fitted, 'BCD26', was originally in a slightly earlier D-series Continental, 'BC27D'.) Known subsequent owners are Glanmore Investments (1959); Aire Wool Ltd (1965); A S Baird (1966); William Gilbertson-Hart (1994); Michael Lee (Australia, 2001) and Rudolph Hahnenberger (2003). Frank Dale & Stepsons added air conditioning at Mr Lee's request.From the contents of the history file we can see that the Continental was fully restored by renowned marque specialists P&A Wood during 2005-2007 for previous owner Rudolph Hahnenberger of Uppsala, Sweden and Harley Street, London, who had registered the car in 2003. There are numerous P&A Wood bills on file testifying to the extent of the rebuild and to Mr Hahnenberger's no-expense-spared approach to the project (inspection highly recommended). Stan West acquired the Continental for his collection in December 2009 and the car has continued to be maintained by P&A Wood. Related invoices are on file and the Bentley also comes with a quantity of expired MoTs and a V5C Registration Certificate. Presented in beautiful condition, 'BC59D' represents a rare opportunity to acquire a fine example of the most famous post-war Bentley benefiting from full restoration by the best in the business. With its outstanding aerodynamic coachwork, developed by Rolls-Royce stylist John Blatchley in collaboration with coachbuilder H J Mulliner, the R-Type Continental fastback remains the pinnacle of Bentley's achievements in the post-war era.For further information on this lot please visit Bonhams.com

circa 400 miles from new, Don Law Racing prepared 1993 Jaguar XJ220 CoupéChassis no. SAJJEAEX8AX220778*Supplied new to Germany*Recent mechanical overhaul by marque experts200mph performance*Legendary 1990s supercar*Stunning and timeless looksFootnotes:One always wonders what automotive designers do in their spare time – and how many great designs were sketched on napkins and just as soon discarded. One of those idle-hour projects that did bear fruit began with Jaguar's director of product engineering, Jim Randle, who envisioned a V-12-powered, all-wheel-drive machine that could compete successfully against vehicles such as the Porsche 959 in the viciously competitive Group B competition.Randle and his bosses wanted to successfully develop and build such a car in-house, without the support of Tom Walkinshaw Racing which had helped to develop the company's most recent competition models. Randle nonetheless initially received no official support for the project and thus much of the early conceptual work was completed by 'The Saturday Club,' a group of twelve volunteers that spent much of their off-hours developing the new vehicle. The end result was the XJ220, with a name that recalled the conventions behind the moniker of the original XK 120 – but the new machine would be capable of 220 mph, not 120. A remarkable concept vehicle was debuted under that name at Birmingham in October 1988.The XJ220 went over like gangbusters with Jaguar's clientele, some of their wealthier clients literally sending blank cheques, and the car drew unprecedented media attention. The company had not seriously envisioned it reaching production, but with such strong demand, the possibility was soon explored. A little over a year later, the decision was made to build the XK220 and produce 350 examples. Amusingly, given the XJ220's origins as a design to be developed free of TWR influence, to get the car into production Jaguar had to team with TWR to form a new venture, Project XJ220 Ltd., which would engineer and eventually build the new car. This concern utilized a modified version of the XJR-11 racing car's turbocharged V-6 that would enable the projected top speed while saving space and weight inside the car. With the V-6 the XJ220 was faster to 60 mph than both the Ferrari F40 and the Lamborghini Diablo, and established a new lap record for a production automobile at the Nürburgring.In sum, the production XJ220 may not have had the V-12 for which it was first envisioned – but it was still a true supercar, capable of outstanding performance, and featuring world-class technology. Fewer than 300 examples were produced, and they remained beloved by enthusiasts for representing the height of Jaguar's engineering prowess and performance during the early supercar era. Few 'poster cars' of the early 1990s are so in-demand.The XJ220 offered was finished in Monza Red over Sand and dispatched on 16 August 1993 to original owner Woo Yung Tae through his company 'Primrose International,' as recounted on both the Jaguar Daimler Heritage Trust Certificate and the original owner's manuals. It was delivered to Germany and there stored throughout its life in dehumidified storage along with the rest of the owner's automobile collection, reportedly under the care and maintenance of a former Ferrari-trained mechanic. The service book shows a single service by a German Jaguar dealer on 13 June 1994 at 388 km.The current owner acquired the car from the original collection through an intermediary in October 2015, and has maintained it in their own significant collection since. It was appropriately taxed upon its entry into the UK, but while a NOVA was submitted to register the car, the registration process was never completed and the car remains never registered since new – surely one of the last XJ220s that can make such a claim.The owner has invested in this motorcar's mechanical order, submitting it in late 2019 to noted specialists Don Law Racing to review an engine-out six-year service, including replacement of timing belts and other normal wear components, as well as the fuel tank, hoses, and main fuel pumps. The engine itself was rebuilt to ensure safe operation after many years in storage. Receipts for this work, totaling over £35,000, are included in the file. The XJ220 remains in virtually pristine cosmetic order, with its paint having been corrected and the interior in superb condition, and to date shows only circa 400 miles from new. Accompanying are the original tool kit, car cover, handbooks in their leather wallet, wheel socket, and rear left- and right- wing mouldings for use during servicing.This is undoubtedly one of the lowest-mileage, freshest and best-prepared XJ220s available on the market, now available for registration for the first time in its life.For further information on this lot please visit Bonhams.com

Bob Freeman (British 1947-2004), 'Alfa Romeo 8C Monza Engine',signed, pencil and watercolour wash on paper, a study depicting views of the engine bay and dashboard, 46 x 32cm, offered together with a small pencil illustration of an Alfa Romeo P3 by the same artist, 15 x 20cm, and a colour print after Freeman for Supercar Classics magazine, depicting a view of the supercharged version of the 8C engine, some light wrinkling to paper, 33 x 45cm, each mounted, framed and glazed. (3)This lot is subject to the following lot symbols: ARAR Goods subject to Artists Resale Right Additional Premium.For further information on this lot please visit Bonhams.com

An Austin J40 Pedal car, British, 1960s,chassis number 31541, restored, painted in tartan red, with beige upholstery and chromed brightwork, opening boot and bonnet to mock engine, spark plugs and battery holder, two position adjustable hand-brake, 160cm long overall. This lot is subject to the following lot symbols: ◊◊◊◊◊◊ Requires specialist shipping and storage at the buyer's expenseFor further information on this lot please visit Bonhams.com

1992 Jaguar XJ13 Re-creation by ProteusRegistration no. 527 ATOChassis no. 002 (15B1415)*Professionally built evocation of Jaguar's legendary one-off sports prototype*Glassfibre and aluminium bodywork*5.3-litre Jaguar V12 engine*Known ownership history*Driven at Goodwood by the late Norman DewisFootnotes:Constructed in 1965/66, the original XJ13 sports prototype had been intended to spearhead Jaguar's return to Le Mans where the Coventry firm had triumphed on five occasions in the 1950s, but development was protracted and by the time it ran for the first time in March 1967, the car was already outclassed. The prototype was extensively tested that year at the MIRA proving ground, lapping at 161.6mph, an impressive achievement that earned an entry in the Guinness Book of Records as the highest speed recorded for a lap of an enclosed British circuit. The solitary XJ13 was then mothballed at the factory, re-emerging in 1971 to take part in a filming session at MIRA promoting the new Series III E-Type. Driven by Jaguar's legendary test driver Norman Dewis, the XJ13 crashed heavily, the result of a wheel collapsing. That Dewis was able to walk away unhurt was ample demonstration of the inherent strength of the monocoque chassis. The XJ13 was subsequently rebuilt and survives in Jaguar's collection. Constructed in October 1992, this Jaguar XJ13 replica carrying the registration '527 ATO' has a Proteus chassis numbered '002', indicating that it is the second one they ever manufactured. The car is powered by a fuel-injected 5.3-litre Jaguar V12 engine, which is coupled to an original and correct ZF-type transaxle. The body is of glassfibre and aluminium construction, while the car rolls on replica cast alloy peg-drive wheels  (8.5' front/11' rear) complete with three-ear spinners. The brakes are by Brembo. The car was purchased new by well-known Jaguar racer Mr Mike Cann of CWM Engineering Ltd, Scunthorpe. Mike proceeded to prepare the car to a higher standard using his engineering company's facilities, adding alloy panelling in the cockpit area. He then decided to prepare the car for competition, racing it during 1993, 1994 and 1998 at venues including Cadwell Park, Donington Park, and Oulton Park (photographs on file). The car raced at Donington in 1998 when Jaguar Cars celebrated the XK120 sports car's 50th anniversary, its competitor number being '13' of course. The XJ13 was purchased in the late 1990s by Nigel Webb, founder of the Mike Hawthorn Museum where it has been serviced and maintained ever since. While in his ownership the car has been driven to events and venues such as Classic Le Mans, Brands Hatch, and Silverstone, plus trips to a few pubs! Legendary Jaguar factory test and development engineer, the late Norman Dewis, once drove the XJ13 at Goodwood; his letter of thanks is on file together with many signed photographs of Norman with the car and driving it. This XJ13 replica has also featured Jaguar Driver magazine number '480'of July 2000 (copy on file). To date, this XJ13 replica has covered only 4,194 miles from new and is described by the private vendor as in generally very good condition and running well. A special jack and two spare hubs (one front, one rear) are included in the sale.For further information on this lot please visit Bonhams.com

A 1:8 scale model of an Alfa Romeo 8C 2600 Mille Miglia by Pocher of Italy,kit-built model constructed from plastic and metal parts, with opening doors, bonnet revealing detailed engine, in Rosso Corsa livery and wearing race number 22, measuring 49cm long, on a black painted wooden base. This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

The Stan West Collection1937 Lagonda LG45 Saloon De VilleCoachwork by LagondaRegistration no. DT 9290Chassis no. 12257/G/10*Classic post-Vintage thoroughbred*One of 278 made in 1936/1937*An older restoration*Professional engine rebuild in 2017*Beautiful conditionFootnotes:Introduced at the 1933 Olympia Show and based on the preceding ZM 3-Litre model, the M45 deployed Meadows' 4½-litre, twin-plug six to good effect, saloons being capable of reaching 90mph and tourers the 'ton' under favourable conditions. Under W O Bentley's technical direction the big Lagonda became more refined: the M45's successor - the LG45 - gaining synchromesh gears, flexible engine mounts, and centralised chassis lubrication among many other improvements. Endowed with such an impeccable pedigree, the 4½-Litre Lagonda quickly established itself as a favourite among the wealthy sporting motorists of its day. In its road test published on 10th April 1936, The Autocar declared: 'The 4½-Litre has always given a fine performance; in its latest form it provides all the performance that anyone can reasonably require, and at the same time has been silenced, smoothed out and made a much more comfortable car, so that in comparison with the earlier versions it is hardly recognisable on first driving it.'One of only 278 LG45s produced during 1936/1937, this example was delivered in October '37 fitted with a Lagonda body and Ace wheel discs. Owned by one T Shawcroft of Cheshire circa 1954, the car is believed to have belonged to the Ashton family of Wellington Somerset from 1954 to 1976. Next owner Roger Mills kept 'DT 9290' from 1976 to 1996, during which period it was stored for him by a Mr Tucker. A member of the Burnham-on-Sea Motor Club, Mr Tucker used the car on the Club's 17th Annual Veteran & Vintage Car Run in 1973. Lagonda Club records show 'DT 9290' as with Julian Messant of LMB Cars circa 1997, while from 2002 to 2005 George Proud is listed as owner.Stan West purchased the Lagonda at Bonhams' sale at the Goodwood Members Meeting in March 2016 (Lot 32). Since then it has been kept in a bespoke motor house, while maintenance has been entrusted to marque specialists Bishopgray, who carried out an engine rebuild in 2017. Related bills are on file together with a quantity of expired MoTs and tax discs, older invoices, etc. 'DT 9290' is believed to have covered relatively few miles in the course of its life, and when a Lagonda Club member saw it in 1996 they described it as 'completely original'. It was restored some time ago by Royles of Darlington at a cost of around £110,000 and is presented in beautiful condition today.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Ex-Innes Ireland/Tom Threlfall1960 Lotus Type 14 Series 1 Elite Two-Seat Grand Touring CoupéRegistration no. 657 2ARChassis no. 1182•Landmark all-British design•Ex-Innes Ireland•1962 RAC Tourist Trophy competitor•Recent Hawker Racing Ltd restorationFootnotes:This extremely attractive Lotus Elite is a fine example of the frontier-technology, monocoque fuselage, all-independently suspended moulded glass-reinforced plastic Coupe created by the incomparable Colin Chapman with body stylist friend Peter Kiran-Taylor in 1956. The Lotus Type 14 Elite was produced in series by Colin Chapman's Lotus company from 1957-1963. While GRP or 'glass fibre' mouldings formed the entire load-bearing structure of the car, a steel subframe supporting the dedicated 1300cc Coventry Climax FWE 4-cylinder single-overhead camshaft engine was bonded into the monocoque's forward bay, as was a square-section windscreen-hoop providing mounting points for door hinges, a jacking point for lifting the car and roll-over protection. While the first 250 body units were made by boat-specialists Maximar Mouldings of Pulborough Sussex, their quality proved problematic and Chapman quickly replaced Maximar with the Bristol Aeroplane Company as sub-contractors. Colin Chapman had established himself as the effective high priest of weight-saving competition car design and the exquisite Type 14 Elite Coupe proved a wonderfully agile driver's car, suitable for high-performance use on both road and track. The Bristol-bodied Elites were lighter yet more robust than their Maximar predecessors. The Kiran-Taylor body form, fine-tuned by aerodynamicist Frank Costin, contributed to the car's low claimed drag coefficient of just 0.29. During the period of the Lotus Elite's introduction, Team Lotus was struggling to establish its front-engined single-seater racing cars within International 1 1/2-litre Formula 2 competition, in the way that their 1100cc Lotus 11 sports-racing cars had come to dominate their class at every level. One of the sports car drivers who graduated to the single-seater 'Vanwall-shape' Lotus 16 Formula 2 cars in 1958 was the extrovert and supremely self-confident young former paratrooper Robert McGregor Innes Ireland. Innes, as he was always known, born in Yorkshire in 1930, had been raised in Kirkcudbright, Scotland, and before becoming commissioned as a lieutenant in the Paratroop Regiment and serving in Egypt during the Suez Crisis of 1956, he had trained as an engineer with Rolls-Royce. He had begun racing in an elderly Riley in 1954 before simply being smitten by the sleek, lightweight, sophisticated promise of the Lotus sports car range. Colin Chapman recognised his developing talents and engaged him as a works driver for Team Lotus, making his Formula 1 debut in the 1959 Dutch GP alongside Graham Hill. He immediately took a points-scoring 4th place and later that year was 5th in the United States GP at Sebring, Florida. When Colin Chapman introduced his first rear-engined Lotus, the Formula 1 Type 18 for 1960, Innes instantly led the opening Argentine GP, and added 2nd places in the Dutch and United States GPs. He also drove GT cars for Aston Martin, having formerly handled such Ecurie Ecosse chassis as their D-Type Jaguars. Innes was straight out of the hard-drinking, high-living mould previously exemplified by Mike Hawthorn, and he was certainly a colourful character. Yet he genuinely loved Lotus, and strove to achieve success for the team. He won for them not only the Glover Trophy at Goodwood on Easter Monday 1960, but also the Formula 2 race there in Team Lotus Type 18s - outperforming Stirling Moss's Cooper so thoroughly that Moss beseeched his entrant Rob Walker to get him a Lotus 18 - which was arranged. Innes also won the LombankTrophy race for Lotus that year. While Moss brought the Lotus marque its first Formula 1 Grand Prix victories in 1960, Innes Ireland single-handedly beat the works Porsches on their home ground to win the 1961 Solitude GP and followed up by scoring Team Lotus's own first World Championship-qualifying GP victory in that year's United States GP at Watkins Glen. Sadly for Innes - Colin Chapman perceived greater promise in Team's younger Scottish recruit Jim Clark, and Ireland found himself summarily dropped by the Lotus factory team for 1962 and replaced by the future double-World Champion. Innes would still win Formula 1 races in Lotus cars entered by the UDT-Laystall Racing Team, and he also won the Goodwood TT in a UDT Ferrari 250GTO - but a new era of racing between more focused professionals ended his frontline career after 1966. He subsequently became Sports Editor of 'Autocar' magazine, and later still Formula 1 reporter for the American magazine 'Road & Track'. This colourful personality graced the racing world far into the 1980s, before succumbing to cancer in 1993, aged still only 63. He was the first owner of the Lotus Elite now offered here, having received it as part of his engagement fee with Team Lotus for that memorable 1960 season - really his finest. Preserved within the document file accompanying this Lotus Elite is a letter from the car's second owner, Tom Threlfall, to contemporary 1990 owner Martin Eyre, dated August 18 that year. In part Tom Threlfall wrote: 'I bought the Elite from Innes Ireland (who was as ever a bit short of readies) in the summer of 1962. Innes had the car as a perk from Lotus; it was in poseur road trim, with fitted suitcase and very Stage One FWE engine. He had never raced the car. Innes wanted my hot Mini for some reason, and it was part of the deal. 'The engine went to Stage 3, but I did little else to the chassis that year, racing the car at the Brussels GP, Montlhéry, and other Continental and domestic events. The central exhaust pipe led to fluid-boiling problems in the rear brakes. 'In 1963 the car went to a side-pipe, lowered rear suspension, NASA (sic) intake, fat anti-roll bar at the front, etc. It also acquired a pair of side tanks for the longer-range events (Snetterton 6-hr [he meant 3-Hour] and TT) made by Maurice Gomm. It finished all the long-distance races, though I had some trouble with the headlights going out at Snetterton. With its original Lotus GRP body the car seemed to be stronger and to handle better than the Team Elite cars, which had Bristol bodies with the diagonal rear trailing arms which led to tuck-in. 'Followong an unfortunate family tendency to perish on the race track my elder brother joined the majority...[in a tragic racing incident in1960, despite Mr Threlfall having recalled it here as occurring in 1963] and since I had just married I retired after 1964 for fear it would happen to me and upset my new wife. The Elite was sold to a chap from Cheshire, I think. Since I was then an instructor in the RAF the car was sporting strips of dayglo orange on its nose at that point (as stuck to most training aircraft) to enable my pit crew to identify it.'. Tom Threlfall enclosed some photos which he described as showing that the car 'wore its NASA intake rather further up the bonnet (where the pressure was higher) than the opposition. He continued by admitting that 'I used to get quite big-headed about beating the Team Elite...'. In fact Tom Threlfall had been racing since the late 1950s, and had campaigned a Lotus Eleven open-cockpit sports car through 1959-60 when his older brother Chris - rather better known internationally at the time, was tragically killed in a Formula Junior race at Aix-les-Bains in France when he collided with a fallen bridge crossing the track, which had collapsed due to the weight of spectators viewing the race from it. Mr Threlfall continued racing when he could through 1961-63 in the Lotus Elite, and his results listing include a 2nd in class at Snetterton, 3rd in class at both the Brussels GP and the Spa GP meeti... For further information on this lot please visit Bonhams.com

c.1945 DUKW 6x6 Amphibious UtilityRegistration no. not registeredChassis no. B269Engine no. 21408520*Iconic WW2 amphibious vehicle*Ex-Royal Marines*More than 60 years in military service*Fully serviced by marque specialist Rex WardFootnotes:One of the most instantly recognisable military vehicles to emerge from WW2, the amphibious DUKW was developed in the USA by the National Defense Research Committee and the Office of Scientific Research and Development. The DUKW prototype was based on a GMC truck chassis, to which was added a watertight hull and propeller. After initial rejection by the US military, the DUKW entered production at General Motors' GMC subsidiary in 1942. Powered by a GMC 270ci (4.4-litre) inline six-cylinder engine, the 6½-ton DUKW had a top speed of 50mph on the road and 5½ knots (6.3mph) on water. A noteworthy feature was the means to vary tyre pressures from within the cab, this being the first use of such technology. The DUKW was not an armoured fighting vehicle, although some carried Browning machine guns; rather, it was used for ferrying supplies to invasion beachheads and evacuating the wounded. It was first deployed in the Pacific Theatre, while its first use in Europe was during the invasion of Sicily. Many DUKWs saw service on the Normandy beaches following D-Day. A little over 21,000 had been made by the war's end. After WW2, DUKWs remained in service with military formations around the world, including with the UK's Royal Marines, which operated this example (registered '12RN30') at its Amphibious Trials and Training establishment at Instow, North Devon. Retro-fitted with a 5.9-litre Cummins diesel engine, 'B269' was in military service for more than 60 years and is probably the longest-serving military vehicle ever offered for sale. The current owner purchased the DUKW at Bonhams' Goodwood Revival sale in September 2016 (Lot 143). The vehicle had come to the market directly from the Ministry of Defence, and was the very last DUKW to be released from UK military service. At that time it had covered a total of 3,983 miles, which represents 522 hours of running time. Since purchase, the DUKW has been serviced by marque specialist Rex Ward and been used by the enthusiast vendor on his Scottish estate on both land and water. It is offered in excellent running and driving condition.A unique opportunity, this DUKW is the dream acquisition for the military vehicle collector, as well as being a potential promotional tool - there simply is no cooler vehicle from which to disembark at a riverside pub!For further information on this lot please visit Bonhams.com