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186062 Los(e)/Seite
Los 96
Collection of 7 motoring and engineering themed posters and wallcharts to include a diesel engine diagram, 'The Motor Car Engine' & 'Ignition and Battery Charging' produced by Educational Productions Ltd, 'The Seamless Can', 'Jaguar V-12 Engine' wallchart and a 'Ford Commercial Vehicle Rear Axle' wallchart.Qty: 7
Los 1105
Edw.VII hallmarked silver aid memoire, all over engine turned with vacant circular cartouche, sprung hinged cover with pencil, Chester 1901 by Walker & Hall, H7.5cm and a Geo.V hallmarked silver oval ring box, engine turned lid with vacant circular cartouche, on four cabriole legs, Birmingham 1922 by S&Co. L8cm (2)
Los 525
* Battle of Britain. All that remains of Merlin Engine attributed to Hurricane Mk1 P2673 VY-E flown by Sergeant John Hugh Mortimer Ellis 'Cockney Sparrow', 85 Squadron The relic engine preserved in a wooden packing crateQty: (1)NOTESPlease note this is not on display at Dominic Winter Auctioneers, please contact the auctioneers for further details. Provenance: Laidlaw Auctioneers, The Ken Anscombe Aviation Museum, 7 December 2018. Although this engine bears the label attributing the engine to Pilot Officer Charles Anthony Woods-Scawen, it would appear this was wrongly attributed by Ken Anscombe and after discussions between the vendor and Andy Saunders, it seems likely to be the engine of P2673 flown by Sergeant John Hugh Mortimer Ellis. The story of Sergeant John Hugh Mortimer Ellis of 85 Squadron, known to all as Hugh, or indeed the 'Cockney Sparrow', has unusual elements that somehow make it even more poignant, as Hugh was not laid fully to rest for more than five decades after his brave death. Born on 2nd April 1919 and growing up in Cambridgeshire, he joined the Royal Air Force Volunteer Reserve on 28th September 1938 as an Airman under training Pilot and had only just completed his elementary flying training before he was called to full-time service at the outbreak of War. On completion of further instruction at Bexhill, Brize Norton and Sutton Bridge, he joined 85 Squadron equipped with Hawker Hurricanes at Debden on 24th May 1940. With a little boomerang lucky mascot around his neck sent from Australia by his favourite Aunt Stella to keep him safe, Hugh went into action during the Battle of Britain. On 6th August he shared in the destruction of a Do17 and then on the 18th damaged a Me110 and also destroyed a Me109. His final credited success came during the mid-afternoon of the 26th, when he destroyed a Do17 over the Thames Estuary. But on 29th August Hugh’s luck began to falter. Whilst in combat over the Channel, his aircraft caught fire; though he managed to glide back in order to bale out over land, his Hurricane Mk1 L1915 VY-B crashed at Ashburnham in East Sussex, and his lucky mascot was lost. Since his first scramble, Hugh had sworn that like his little boomerang, he would always come back. It was a thought most comforting to his childhood sweetheart, Peggy Owen, but now, like Hugh’s good fortune, the boomerang was gone. Three days later, he was back in the air in his new Hurricane Mk1 P2673 VY-E. What exactly happened next to this brave man with the enormous smile remained a mystery for the following five decades. Hugh’s parents Fred and Ethel were told simply that their only son was missing in action. It was not until 1993 that the story was at last pieced together by three very determined interested parties: historian Andy Saunders, Hugh’s cousin Peter Mortimer and Metropolitan Police coroner’s Officer Martin Gibbs. The confusion began on 1st September 1940 when enemy aircraft were staining the skies over Court Road, Orpington, just south east of London, and as so often that summer, the RAF were making superhuman efforts to repel them. A Hurricane seemed to peel off from the melee and begin a terrifying descent; as it approached the ground, one witness saw the pilot slumped over his controls, just before the fighter plane drilled with unimaginable force into the Kent soil of a farmer’s field at Chelsfield to the south of Orpington. When a single foot in a flying boot was found by a civilian salvage team some days later, the confusion of war caused this to have been buried in an 'Unknown Airman’s' grave at Star Lane Cemetery in St. Marys Cray. This process was repeated only weeks later, when a group of travellers combing the area for scrap metal found further small body parts and handed them to police; the unidentified remains went into a second 'Unknown Airman’s' grave at Star Lane two plots along from the first and no one connected the two discoveries. Unbeknown to a living soul, the lion-hearted Cockney Sparrow now had fragments of himself buried in separate plots at Star Lane, but the greater part of his remains lay unofficially buried deep under the earth, surrounded by the wreckage of his Hurricane, for the next fifty years. It is moving to reflect how Hugh’s great fear was always that if he were shot down, it would be into the sea, since one of his middle names was Mortimer, which is a corruption of the French for ‘died in the sea’. For so long no one knew where Hugh’s Hurricane had come down, for no trace of it had ever been officially acknowledged, and so a watery grave was not actually out of the question. It was 1992 before an unauthorised archaeological dig at the site uncovered the cowling of the doomed plane, and the exact identity of the pilot’s remains then found therein could be confirmed. Among his personal effects were the photographs of two ladies, Peggy Owen, Hugh’s heartbroken sweetheart, and the aunt who had sent her gallant nephew the little boomerang from Australia. In 1993, after the remains had been formally identified, Sgt. John Hugh Mortimer Ellis was buried at Brookwood Cemetery in Surrey with full military honours. For many years, a burnt flying glove that once clothed a hand of Sgt. Ellis and recovered at the time of the crash has been on display in the Shoreham Aircraft Museum near Sevenoaks, as a token but thought-provoking exhibit to help keep alive the memory of a brave young pilot. On a dreadfully wet Saturday 17th May 2008, well over 200 people gathered together and tried to keep dry under a colourful multitude of umbrellas on Chelsfield Green to remember Sgt Ellis and to see a memorial unveiled in his honour. Claire Warren 2008, The Airmen's Stories refers.
Los 526
* Battle of Britain. All that remains of Spitfire Engine Relic attributed to Spitfire Flying Officer Peter Cape Beauchamp St. John, 74 Squadron The relic engine preserved in a wooden packing crate, it has a label inscribed by Ken Anscombe giving attribution and historical informationQty: (1)NOTESPlease note this is not on display at Dominic Winter Auctioneers, please contact the auctioneers for further details. Provenance: Laidlaw Auctioneers, The Ken Anscombe Aviation Museum, 7 December 2018 (lot 817) Flying Officer Peter Cape Beauchamp St. John (1917-1940) was born in Chesham, Buckinghamshire, he joined the RAF in 1937 and was posted to 3FTS in South Cerney in December and after completing his training he joined 87 Squadron at Debden in 1938. In April 1940 he was posted to 74 Squadron. On the 10 July 1940 St. John possibly destroyed a Me109 and damaged another and the 28 July he claimed a Me109 (destroyed). on 11 September he claimed a HeIII and a Me109 on 17 October. St. John was killed on 22 October 1940 when his Spitfire P7431 was shot down by Me109, it crashed at South Nutfield, Surrey, St. John is buried in St Mary's Churchyard, Amersham. There is a biography published in 2009 by Simon Beer 'A Salute to One of 'The Few': The Life of Flying Officer Peter Cape Beauchamp St.John'
Los 586
* Mosquito. Propeller tip attributed to Mosquito XVI NS795, the aircraft piloted by Flying Officer Raymond Morris Hays DFC and his Navigator Flight Sergeant Morgan Phillips, 544 Squadron were on a photo-reconnaissance sortie on the 16 March 1945 when their aircraft was attacked by enemy aircraft resulting in severe cannon and flak damage, Hays being awarded an immediate DFC The propeller with yellow tip and severe damage, the lots also includes and navigator's board which was acquired with the propeller tip, green painted wood with original notepaper inscribed 'Sortie 4850, Back 4851'Qty: (2)NOTESProvenance: The propeller tip and navigator's board were both purchased from an online auction. According to correspondence provided by the vendor the seller explains that she lived next door to Morgan Phillips as a child and he was a family friend. The seller then bought Phillips's house after he passed away and his "war items" were left in the house. The seller also provided a black and white photograph of Phillips in civilian clothes and also remembers a Phillips and "German pilot Rolf" meeting up after the war. It seems likely that this propeller tip was a war souvenir given to Phillips and once hung on his wall. An extract supplied by the vendor is included. 'A photo-reconnaissance sortie was made on 16 March by a Mosquito from No 544 Sqn RAF. The Mosquito XVI NS795, was flown by Flg Off R M Hays and Flt Sgt M Phillips based at RAF Benson. The squadron's operations log book recorded; Gotha and Lutzendorf targets photographed then attacked by three Me 163s. Aircraft shot up and landed Lille.' This brief entry was also in more detail; 'Flg Off R M Hays DFC and Flt Sgt M Phillips had targets at Gotha, Chemitiz and Lutzendorf. Subsequently, Lutzendorf and Gotha were claimed. At 1145 hrs, flying 30,000 feet making a photographic run (with the navigator in the nose of the aircraft) on course 090 degrees over Leipzig, the pilot saw two Me 163s practically at ground level and climbing rapidly. The pilot altered course 90 degrees and opened up fully. 'Within three to five minutes both enemy aircraft were at Mosquito height (30,000 feet) and split up, one to starboard and one to port and slightly above, from which positions they attacked the Mosquito simultaneously on either beam. The pilot did a half-roll and dived vertically, attaining an IAS of 480mph pulling out at 12,000 feet. The pilot then saw that three Me 163s were attacking, one either beam approximately 500 yards from the Mosquito and the third the same distance astern, and all enemy aircraft slightly above. The pilot did not see the enemy aircraft fire but the navigator did... as the Mosquito levelled off at deck level the pilot saw his starboard engines smoking and without power - presumably as a result of a hit by cannon shells from the Me 163s. This engine was then feathered and the pilot climbed to 2000 feet ... after approximately 30 to 40 minutes flying the navigator saw a single Me 109 approaching from 1000 yards astern ... The Mosquito then dived to deck level again and then flew up and down valleys ... during this evasive action the Me 109 lost sight and made no further contact. Approximately 45 minutes later the Mosquito crossed a small unidentified town and experienced intense flak - the Mosquito sustained hits and the navigator was injured in the foot. Shortly afterwards the pilot again climbed to 2000 feet to clear high ground and to take advantage of three-tenths/five-tenths prefrontal cloud (Cu). After flying for 30 minutes American C-47s and gliders were seen on the ground ... and the pilot decided to carry on... Mayday calls were made on all channels without result... the pilot was unaware that the starboard tyre was punctured by cannon shells and as soon as he touched down the aircraft swung violently to starboard, both port and starboard undercarriage legs collapsed, and the Mosquito was severely damaged. Inspection of the aircraft revealed damage by cannon shells - presumably from Me 163s . One shell passed through the starboard engine nacelle, another through the starboard engine near the boss ...A flak shell also hit the blade of the starboard propeller, spraying the fuselage and starboard engine with fragments. Flying Officer R M Hays was awarded an immediate DFC for this action DFC London Gazette 24 April 1945 "This officer was the pilot of an aircraft detailed for a reconnaissance covering the Leipzig area in March 1945. Whilst over the target, two enemy fighters attempted to close in. Pilot Officer Hays took violent evading action. Much height was lost. At this stage another enemy aircraft joined the fight. Pilot Officer Hays manoeuvred with great skill and although his aircraft was hit he succeeded in evading the attackers. The starboard engine had been badly damaged but course was set for home. Later on the return flight the aircraft was attacked by another fighter. Pilot Officer Hays manoeuvred with superb skill. Although the aircraft sustained further damage and the navigator was wounded, this pilot succeeded in evading the fighter. He afterwards flew to a landing ground in Allied territory. This officer, who has completed many sorties, has consistently shown courage and resolution."
Los 589
* Propeller. A rare FE8 four-blade propeller, the laminated mahogany propeller stamped F.E.8 FALCON AIRSCREW, GNG No 7928T, 100 GNOME, MONOSOUPAPE, D.M.D., with war department arrow, the brass sheathed blades all with D.M.D. London decal, 244cm acrossQty: (1)NOTESThe propeller was obtained by the current owner in the early 1970s from a chicken shed in Wales. It had previously been bought c.1918-20 to power a wind generator but was never used for that purpose. The owner had the propeller professionally restored by an ex DMD London workshop apprentice. The Royal Aircraft Factory F.E.8. was a WWI British single-seat fighter it was powered by a Gnome Monosoupape rotary engine.
Los 626
* Zeppelin. A 1930s Zepellin razor, the chrome razor with engine turned handle and spare razor blades contained in a Jowikia Solingen card box, the razor and blades in original blue card box with silver logo of an airship with swastika, the base stamped in red in 'Deutsche Zeppelin Reederei' (German Zeppelin Transport Company)Qty: (1)
Los 492
* Air Vice Marshal Harold Bird-Wilson. Fine silver presentation cigarette box by P&B Birmingham 1966, the rectangular box with engine turned lid, and engraved 'The Tyneside Summer Exhibition Presented to Air Vice Marshal H.A.C. Bird-Wilson C.B.E., D.S.O., A.F.C., 4th August 1970', 4.5cm high x 14cm wide x 8.5cm deep, weightedQty: (1)NOTESProvenance: From the estate of Air Marshal Harold Arthur Bird-Wilson, CBE, DSO & Bar, AFC & Bar (1919-2000). See lot 491.
Los 500
* Alcock (John William, 1892-1919 & Brown, Arthur Whitten, 1886-1948). A printed menu card for the Aircraft Production Department (Engine Branch). Luncheon in honour of Capt. Alcock and Lieut. Brown, Atlantic Flyers, Holborne Restaurant, 18th June 1919, printed in blue on off-white card, signed by 8 of the diners, J. Alcock, A.W. Brown, E.M. Miles, Wm. Alexander, R. Brooke-Popham, M. Kathleen Kennedy (in pencil), D.H. Kennedy and (?)L.F. Bullingham, light brown (?) gravy spots to upper left corner and one spot below embossed gilt crest of the restaurant, 18 x 11.5 cmQty: (1)NOTESThis celebration dinner preceded the Daily Mail event on 23rd June at the Savoy Hotel. Alcock & Brown had carried out the world's first transatlantic flight, crash-landing at Clifden, County Galway, on 15 June, and winning the £10,000 Daily Mail prize. The Aircraft Production Department (originally called the Aeronautical Supplies Department) was established in January 1917. Following the formation of the Air Ministry in January 1918, the responsibility for design was transferred to the Ministry of Munitions, and the Aircraft Production Department became an independent air group. John William 'Jack' Alcock (1892-1919); Arthur Whitten Brown (1886-1948); Robert Brooke-Popham (1878-1953); E.M. Miles; Marguerite Kathleen Kennedy (1896-1952); Major David Henry Kennedy (1870-1940), Electrical Engineer at Ministry of Munitions; Brig. Gen. William Alexander (1874-1954), Controller of Aircraft Supply & Production.
Los 76
Fattorini & Sons Bradford; A Hallmarked Silver Cased Openface Pocketwatch, the signed dial with black Roman numerals (lacking seconds subsidiary dial), the movement stamped "Waltham Mass", within engine turned (wear) case with vacant cartouche; Together with Another Openface Pocketwatch, (damages / incomplete), within engine turned case, London 1873; A Limit No.2 Openface Pocketwatch, and an Ingersoll pocketwatch. (4)
Los 94
A Hallmarked Silver Cased Openface Pocketwatch, the dial with black Roman numerals and seconds subsidiary dial (lacking glass), within engine turned case, London 1885; Together with Another Example, the dial with black Roman numerals and seconds subsidiary dial, within engine turned case (wear), London 1876. (2)
Los 56
Two pairs of vintage chain link 9ct gold cufflinks. One pair with hexagonal shape, hallmarked: IGS Ltd, E, stamped 395, 9. The other with an oval design, one side with engine turned decoration, hallmarked: H.G&S for Henry Griffiths and sons, Birmingham, 1986, 375. Width.3cm Total weight. 9.7g
Los 10
1920 Rolls-Royce 40/50hp Silver Ghost TourerCoachwork by Bithal & Nago, HazaribaghRegistration no. PP 8000Chassis no. 50PE*Originally a Watson-bodied limousine*Shipped to India in 1932*Re-bodied as an open tourer*Present ownership since 1988*Engine rebuilt by A J Glew in 2020Footnotes:'The directors were obviously as impressed with the car as the public were when they first saw it displayed... the company's future, based upon Royce's intuitive design genius and the uncompromising standards of workmanship he set, clearly lay in the rapidly expanding area of luxury cars...' – Edward Eves, Rolls-Royce, 75 Years of Motoring Excellence. Although the 40/50hp model would in any event have earned its 'The Best Car in the World' sobriquet (actually first used by the Pall Mall Gazette in November 1911), Rolls-Royce's decision to drop all other types only served to focus attention on what would become known as the 'Silver Ghost'. Prior to 1908, when it relocated to a new factory in Derby, the company founded by engineer Frederick Henry Royce and entrepreneur the Honourable Charles Stewart Rolls had manufactured a variety of models at its Manchester premises. Cars with two, three, four and six cylinders were made, and even an abortive V8, before Managing Director Claude Johnson's decision to concentrate on the range-topping 40/50hp. The latter had first appeared at the 1906 London Motor Show and became known as the 'Silver Ghost' the following year when chassis number '60551' was exhibited wearing silver-painted tourer coachwork by Barker & Co. The heart of the Silver Ghost was its magnificent engine, a 7,036cc (later 7,428cc) sidevalve six equipped with seven-bearing crankshaft and pressure lubrication. A sturdy chassis comprised of channel-section side members and tubular cross members was suspended on semi-elliptic springs at the front and a 'platform' leaf spring arrangement at the rear, though the latter soon came in for revision. The transmission too was soon changed, a three-speed gearbox with direct-drive top gear replacing the original four-speed/overdrive top unit in 1909. In the course of its 20-year production life there would be countless other improvements to the car, one of the most important being the adoption of servo-assisted four-wheel brakes towards the end of 1923. After a successful 2,000-mile trial under RAC supervision, the factory demonstrator - chassis '60551', 'The Silver Ghost' - was entered in the Scottish Reliability Trial, completing the 15,000-mile run with flying colours to set a new World Record. From then on the car's reputation was assured, not the least in North America where the wide-open spaces placed a premium on reliability and comfort. Royce's uncompromising engineering standards demanded only excellence of his staff in Manchester and later Derby, and no chassis was delivered until it had been rigorously tested. The Silver Ghost remained in production in England until 1925, 6,173 being completed at the Manchester and Derby factories, and until 1926 at Rolls-Royce's Springfield plant in the USA where a further 1,703 were made, the longest production run of any model from this celebrated company. Copy chassis cards on file show that 'PE50' was on test on 25th September 1920 having been ordered by one T W Hunt for bodying with limousine coachwork by Watson. It is believed that '50PE' spent some time in Canada before being exported in 1932 to India and re-bodied there by the firm of Bithal & Nago of Hazaribagh in the state of Jharkhand. Bithal & Nago (possibly Bethal & Nalgo) were coachbuilders to the Indian nobility, and 'PE50' belonged to a Mr Tootoo, Imam of Hazaribagh. There is a letter on file, written in April 1982 by the renowned Rolls-Royce historian John M Fasal to C Horsley Esq, Chairman of the Arabian Aviation Corporation and the car's then owner, asking for information about the coachbuilder. Circa 1980 the Rolls-Royce was brought back to the UK and extensively restored, passing into the present owner's stewardship in 1988, some 2,500 miles post-restoration. Since acquisition the Ghost has been serviced and maintained by various marque specialists including West Hoathly Garage and A J Glew, the most recent work being the latter's rebuild of the engine, which was carried out in 2020 (detailed bills on file). Presented in good order throughout, '50PE' represents the ultimate in Vintage-era motoring.For further information on this lot please visit Bonhams.com
Los 11
Restored to concours condition1976 Maserati Khamsin CoupéRegistration no. WGT 287RChassis no. AM120-341To view a video of this lot please click here*Maserati's top-of-the-range model in its day*Very rare right-hand drive example*Delivered new in the UK*Known ownership history*Professionally restored between 2008 and 2012*Maserati Classiche certifiedFootnotes:Long under the radar in terms of historical recognition and valuation, the Khamsin has in recent years gained the appreciation and respect it always deserved. It is one of the very finest Grand Touring cars ever built and the last Maserati of the classic era designed under the technical stewardship of legendary chief engineer, Giulio Alfieri. It was also, being slightly more expensive than the mid-engined Bora, the top of the Maserati range in its day. Citroën had acquired Maserati in 1968, and the French company's substantial investment was reflected in the Khamsin's advanced specification. The Khamsin is notable as the very first front-engined Maserati to feature independent rear suspension, by means of double wishbones and two coil-over shock absorbers per side, while the rear differential was mounted in a sub-frame. At the request of Alfieri (it was not imposed by Citroën), the French firm's famous hydraulic system was used for the power steering, brakes, clutch, driver's seat adjustment and headlight raising. The Khamsin was powered by Maserati's classic, 4.9-litre, four-cam, dry-sump, alloy V8 engine - as used in its Ghibli SS predecessor - which on Weber 42 DCNF carburettors produced 320bhp and a stump-pulling 355.5lb/ft of torque, the latter more than the Ferrari Daytona. Allied to a top speed of 175mph, the Khamsin has a very precise and light steering and clutch, which means it can be driven in traffic all day with ease, while its brakes are extraordinarily powerful and do not fade, even on a track day. It is supremely comfortable on long journeys, the driver and passenger emerging fresh and ready for a night out as opposed to the case with so many of its rivals. The Khamsin was the first Maserati production model designed by Carrozzeria Bertone, whose supremely talented stylist Marcello Gandini producing a breathtaking wedge design. Its perfect proportions, vertical rear glass with hanging tail lights, and asymmetrical louvres on the bonnet hinting at the mighty engine beneath, are as traffic-stopping today as when the car was new. It exudes class and elegance, making admirers stop for a second look. Completing this perfect package, the Khamsin has neutral handling and is as agile as many smaller sports cars. Unfortunately, its sales were hurt by the 1973 energy crisis, and while production continued under new owner Alessandro de Tomaso, from 1976 to 1982 only 430 were built, with 73 of them right-hand drive for the UK and other markets. The rare right-hand drive example offered here was first registered on 30th December 1976 when sold by MTC Cars, the company of Mario Tozzi Condivi, the UK Maserati importer. It was finished in the stunning colour combination of gorgeous Luci del Bosco (a rich shade of brown) with Senape interior, and was equipped with the desirable ZF five-speed manual gearbox. Noted collector Patrick Martin was the second owner, acquiring the Khamsin on 1st April 1981. On 3rd March 1988 the car was sold to John Jorgensen before moving on to Michael Bonney's stable on 28th July 1993. Rupert Wilkes became the next owner on 17th May 2002. The current owner acquired the Khamsin at a London auction on 27th February 2007 to complete his sizeable collection, which includes half a dozen classic Maseratis. By this time the car was in need of a full restoration. Carried out to the highest standards, this commenced in 2008 at renowned marque specialists McGrath Maserati, while the bodywork was entrusted to Vintage Cars of Lymington and Ross Packard of New Milton. Arguably one of the most comprehensive refurbishments a Khamsin has ever been subjected to, the process took over three years and is fully documented by receipts on file. The rebuild was completed in the spring of 2012. This restoration took place alongside several other Khamsins being restored at McGrath's in time for the International Khamsin Quaranta reunion held that June near Beaune, Burgundy. This event featured guest-of-honour Marcello Gandini and Maserati Classiche, who judged the 27 Khamsins gathered from all over Europe. Chassis number '341' was not judged, only displayed, as its owner was the event co-organiser with author Marc Sonnery, and it was felt its inclusion would have been unethical. However it was evidently as good as it gets. Gandini signed the sun visor, and '341' was proudly driven home with a stop near Reims to load some Champagne in its capacious boot.The restoration's fine quality was recognised in 2014 at Salon Privé in Syon Park, West London where, judged by Maserati historian Adolfo Orsi, it made a strong impression on guests. '341' then received further recognition the following year, winning the Maserati UK Owners Club concours outright. The Khamsin was driven to France again for the Le Mans Classic in 2018 and was the perfect choice for such a trip, being one of the greatest classic Grand Tourers. It was also featured in the book 'Maserati - The Citroen Years', the definitive book on that era of Maserati.The car comes with its complete set of Maserati Classiche documents; the original handbook and wallet; the rare Maserati service book and original factory toolkit and jack. It would be the perfect car to enter in the second International Khamsin meeting, Khamsin Cinquanta, in June 2022 to celebrate the model's 50th anniversary, this time with full concours participation.As special as they are rare, Khamsins have a devoted following and tend to be kept for many years by connoisseur owners. This is a rare opportunity to acquire an expertly restored five-speed example of the Trident marque's ultimate Grand Touring car in its stunning original colours.For further information on this lot please visit Bonhams.com
Los 12
2012 Superformance GT40 CoupéRegistration no. HDV 642DChassis no. GT40P2301To view a video of this lot please click here*Factory built by Superformance in California, USA*7.0-litre 550bhp Roush V8 engine*Present ownership since 2017*Used sparingly*853 miles from newFootnotes:Based on Eric Broadley's Lola GT, the Ford GT40 was spawned by the Dearborn giant's ambition to beat Ferrari at Le Mans, a feat it duly achieved for the first time in 1966 driven by Bruce McLaren and Chris Amon. The GT40 project had commenced three years previously following Ford's failed attempt to buy into Ferrari, and was based at the Ford Advanced Vehicles plant at Slough. The man in charge of the predominantly ex-Lola team was John Wyer, architect of Aston Martin's 1959 Le Mans victory. The GT40 first ran competitively in 1964, but failed at Le Mans that year and in 1965. That first sweet Le Mans victory would fall to the 7-litre Mark II, with victory the following year going to a US-built Mark IV 'J' car. (The GT40 Mark III was the British-built road-going version). Wyer and John Willment had taken over the Slough factory in January 1967, forming J W Automotive Engineering, and with backing from Gulf Oil further developed the GT40, winning Le Mans in 1967 and '68 using chassis number 'P/1075', the first car to win Le Mans twice.A decade on, and the GT40's status as an all-time great classic sports car had been firmly established, leading to an increased demand for unmolested originals and the start of a replica-building industry. One enthusiast on the lookout for the genuine article at that time was Peter Thorp of Safir Engineering, whose frustration at not being able to find one led him to John Willment. Willment retained a large stock of GT40 spares, tools, jigs and original plans, while Thorp's company Safir had constructed Formula 3 cars. Their discussions led to the obvious conclusion: resources could be pooled and production restarted. 'Mark V' was chosen to designate the mildly up-dated model. The first Safir GT40 was completed in 1980. Although Safir received no financial assistance from Ford, the latter sanctioned of the Mark V project and assisted with obtaining certification for road use. Between them, JW Engineering, Safir and Ford agreed that these 'continuation' cars would be called 'GT40 Mark V Powered by Ford', thus minimising Ford Motor Company's potential liability. Safir later obtained the 'GT40' trademark. The breathtaking GT40 offered here is the work of Superformance LLC of Irvine, California, a company renowned for the quality of its Shelby Cobra replicas. Indeed, Superformance is the only Cobra builder officially licensed by Carroll Shelby, while its GT40 is the only such continuation licensed by Safir GT40 Spares LLC to use the GT40 trademark. One could not ask for a better pedigree than that. A right-hand drive example, chassis number '2301' was completed in 2012. The car is built around a pressed steel monocoque, while the suspension components are interchangeable with those of an original GT40. That unmistakable body, complete with driver's-door 'Gurney bubble', is finished in the striking livery of Gulf Oil, one of the most iconic in motor sport, guaranteeing that '2301' will always attract favourable attention wherever it goes. (The decals can be removed easily if required.) The interior features a Moto-Lita steering wheel; ventilated Alcantara-trimmed seats; Willans harnesses; factory installed roll cage; three 12V electrical sockets; correct right-side gear lever; and air-conditioning, the latter considered essential on a road-going GT40. Power is supplied by a 427ci (7.0-litre) Roush-built Shelby V8 engine producing over 550bhp, which is coupled to a ZF gearbox. The car was registered in the UK in December 2015 and had covered a mere 598 miles from new when it was purchased by the current vendor in 2017. Used sparingly since acquisition (the current odometer reading is 853 miles) and described by the vendor as 'excellent' throughout, this beautifully finished GT40 represents a unique opportunity to acquire a superb example of this iconic sports-racer.For further information on this lot please visit Bonhams.com
Los 14
1970 Aston Martin DB6 Mk2 Sports SaloonRegistration no. not UK registeredChassis no. DB6/4188/R*One of only 240 made*Last-of-the-line model*Long-term family ownership up to circa 2008Footnotes:In 1958 Aston Martin introduced its DB4 model, the first of a line of models (and series within) that culminating with the DB6 MK2 in 1970. Engine capacity remained the same as the DB5 at 4.0-litres and power output on triple SU carburettors was 282bhp. Borg-Warner automatic transmission was offered alongside the standard ZF five-speed manual gearbox. In the summer of 1969 the Mark 2 DB6 was announced in saloon and convertible (volante) versions. Distinguishable by its flared wheelarches and DBS wheels, the DB6 Mark 2 came with power-assisted steering as standard and could be ordered with AE Brico electronic fuel injection. When DB6 production ceased in 1970, a total of 1,575 saloons had been made (240 to Mk2 specification) plus 178 of the Volante convertibles. As such, the DB6 Mk2 is one of the rarer and more desirable models and naturally sought after. This particular example was manufactured with automatic transmission and left the factory finished in Silver Birch with black leather interior. '4188/R' appears to have belonged to one family from new until circa 2008, the last UK V5C document (copy available) recording one Matthew L Prater as owner from 1997 and Leslie M Prater as the owner from 1970. The AMOC Register records that in 2005, while belonging to the Praters, this DB6 took part in the St George's Day Parade at Windsor Castle in front of H M, The Queen. The vendor purchased the Aston from Runnymede Motor Company in June 2009 (copy purchase receipt on file). Having been stored for the intervening period, the car may require some re-commissioning prior to road use. Now being offered for sale from overseas, the car will attract the low import duty rate of 5% if it is to remain in the UK and require re-registering.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 If 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
Los 15
1960 Aston Martin DB4 'Series II' Sports SaloonRegistration no. not UK registeredChassis no. DB4/266/L*Landmark Aston Martin model*Rare and original left-hand drive example*Delivered new to Switzerland*Conservatively estimated and offered at No Reserve Footnotes:'When the products which are raced bear such a close resemblance to those which can be bought by the public, as do those of Aston Martin, only the most biased can deny the value of racing in improving the breed. It should be no surprise (that the DB4) should be based on an engine which first appeared in experimental form in some of last year's races.' - The Autocar, 3rd October 1958.At its launch in October 1958, the DB4 marked a major turning point for Aston Martin as it was the first car of the David Brown era which neither used a chassis derived from the experimental Atom of 1939 nor an engine designed under the auspices of W O Bentley. Moreover, it was the first Aston Martin to carry Carrozzeria Touring's 'Superleggera' bodywork, in which light alloy panels were fixed to a framework of light-gauge steel tubes welded to a platform chassis. Although styled by Touring, the DB4's gorgeous fastback coachwork was built under license at Newport Pagnell by Aston Martin's Tickford subsidiary, which employed some of the finest panel beaters in the industry. The result was a car whose sleek lines were described as 'unmistakably Italian and yet... equally unmistakably Aston Martin.' The 3.7-litre, six-cylinder power unit was the work of Tadek Marek and had first been seen at Le Mans the previous year in the works DBR2 sports-racer.Manufactured between October 1958 and June 1963, the DB4 developed through no fewer than five series. The first series had already undergone a number of improvements, including the fitting of heavy-duty bumpers after the first 50 cars, before the second series arrived in January 1960. A front-hinged bonnet, bigger brake callipers and an enlarged sump were the major changes made on the Series II. To many, the Series II is the zenith of the aesthetic design, retaining the large and purposeful bonnet scoop and the delicate cathedral tail-lights. Including Vantage and convertible models, approximately 1,100 of these iconic 'Gentleman's Express' sports saloons were produced between 1958 and 1963. According to the copy guarantee form on file, left-hand drive chassis number '266/L' was sold new via Patthey, the Swiss Aston Martin agent, to Mr Robert Firmenich of Geneva. The car was supplied with fully chromed road wheels and a heated rear light (screen) and left the factory finished in Desert White with black Connolly leather interior. Other documentation consists of copies of previous Swiss and German registration documents and the copy invoice relating to its sale between E Thiesen to Axel Schütte Klassische Automobile in March 2008. With Weber carburetors, drilled pedals, no bumpers and tow-eyelets, it would appear 266/L enjoyed an element of competitive use with a former owner. Subsequently exported from the EU and kept in storage, it may require some re-commissioning prior to road use. Please also note the car will attract the low import duty rate of 5% if it is to 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 If 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
Los 16
In present ownership since 1971, a rare LHD example1961 AC Ace 2.6-Litre RoadsterRegistration no. 661 CGTChassis no. RSX 5006To view a video of this lot please click here*Original left-hand drive model*Known ownership history from new*Present ownership since 1971*Professionally restored in the 2000s*Enthusiastically campaignedFootnotes:'There is no doubt that the 2.6 Ace now lowered with restyled bodywork is the fastest production model ever produced by the AC Company, and maximum speeds in the 125mph range may be expected, with acceleration to match.' – AC Cars Ltd.Powered at first by AC's venerable long-stroke six and then the BMW-derived Bristol engine, the Ace was made available towards the end of production with the 2.6-litre overhead-valve Ford Zephyr engine installed. The first cars were converted by Ken Rudd of Ruddspeed before the factory took over. A 12-port aluminium-alloy cylinder head, developed by Raymond Mays of ERA and BRM fame, was usually fitted together with other internal modifications, in which form the Zephyr-derived unit produced 155bhp on triple SU carburettors and up to 170 horsepower on triple Webers. Only 36 examples of the Ford-powered Ace 2.6 were made, making it by far the rarest of the three engine types offered. Owned by the current vendor since 1971, this rare left-hand drive AC Ace 2.6 is the sixth example of the 36 production models built. Three people are known to have owned 'RSX 5006' during its first decade. It was purchased new in December 1961 by Mr A J Schwartz, a Paris resident with connections in Monaco, as an 18th birthday present for his son, Patrick. The son did not keep it very long, for by early 1964 it was advertised on the noticeboard in the recreation area at SHAFE in Paris. It is not known why this medium was chosen: perhaps Mr Schwartz had connections to the US military. Peter Napier, an Englishman working in Paris for Boeing, noticed the advertisement and bought the AC. A photograph on file, taken on the banks of the Seine around 1964, shows Peter behind the car. Peter Napier kept the Ace for several years, eventually selling it to a friend, Robert Seidman, an American writer who at that time was working in France. Robert moved to the UK in 1969 and brought the car with him, selling it to the current owner for £700 in August 1971 when he decided to return to the USA. With various problems needing to be fixed, and no time to carry out the work required, the owner took the Ace off the road in May 1975. A partial rear end rebuild was carried out over the next two years, and the car then remained in storage for the next 29 years while family life, business commitments and three house renovations took precedence. Between 1994 and 2006, the Ace was restored, the engine being rebuilt by Tony Steele and almost all other aspects of the renovation entrusted to internationally renowned marque specialist, David Sanderson. The engine was rebuilt to Stage IV tune with a Ruddspeed alloy cylinder head by Burton Power; triple Weber 40DCOE carburettors; Arias forged pistons; Carillo con-rods; stiffened main bearings; lightweight pushrods; and a Kent A14 'fast road' camshaft. The rear chassis was stiffened by incorporating Cobra box-section outriggers, while many original factory options incorporated at time of rebuild include a curved windscreen; 15' wheels; overdrive; alloy fuel tank; and a duplicate fuel system. Modern upgrades (all easily removable, no holes in bodywork) include a pre-engaged starter motor; 123 electronic ignition; LED headlight bulbs; and amber indictor bulbs. Most of the parts that were replaced in this process come with the car. Despite not being in a particularly high state of tune when manufactured, the Ace was specified with a factory roll bar. This is not fitted at present but would be supplied with the car (it simply bolts in). (The original cast-iron head complete with triple SUs and a Barwell manifold is available by separate negotiation with the vendor). '661 CGT' at last returned to the road on 10th June 2006, just in time for the AC Owners Club's annual concours on the following day when it won 2nd prize in the Ace class. Since then the Ace has been enthusiastically campaigned through the UK and Europe, commencing on 13th June 2006 with a Continental tour taking in Le Mans on the way to Monaco in an attempt, sadly unsuccessful, to make contact with the first owner's family. Italy, Spain and Portugal were visited in turn before the Ace arrived back home seven weeks later having covered 4,231 miles. Since then there have been trips to Ireland (2007), the Le Mans Classic (2010) and Scotland (2011), while that same year '661 CGT' also attended the Ace 2.6 50th Anniversary gathering at Stourhead, Wiltshire. The Ace served as the owner's wedding car when he married in 2013, and in June/July 2015 successfully completed an Arctic Circle trip taking in Denmark, Sweden, Finland and Norway via the Netherlands and Germany. In total, some 43,000 kilometres (approximately 27,600 miles) have been covered since the restoration's completion in 2006. The owner describes the Ace's condition as generally very good, the only minor 'niggles' being poor synchromesh on the Moss box's 2nd gear, and a non-functioning electric clock. In the vendor's own words: 'The car is in very fine order, but is not perfect. This is a working road car, to be used and enjoyed.'The history file contains the original bill of sale; the owner's bill of sale; all invoices from 1971 onwards; and some correspondence with AC Cars which predates the current ownership. In addition, the Ace also comes with a manufacturer's handbook and brochure; a genuine Ford workshop manual for the engine; and press cuttings, magazines, and souvenirs of the (admittedly minor) competitive events it undertook in the vendor's hands. There is also full weather equipment: hood, tonneau cover and dash-top tonneau (to prevent reflections from the white paint at night).The Ace's history with the current owner is detailed in a delightful illustrated presentation folder containing numerous fascinating colour photographs, including of the car in competition in the 1970s at Wiscombe Park and Silverstone (perusal essential). Boasting known ownership from new and long-term enthusiast stewardship for the last five decades, this rare '2.6' has to be one of the best Aces currently available.For further information on this lot please visit Bonhams.com
Los 17
1927 Bugatti Type 35B Grand Prix Two-SeaterRegistration no. CPW 940Chassis no. BC43Engine no. 137TTo view a video of this lot please click here*Originally assembled in the 1970s*Alan Wragg chassis frame*Crosthwaite & Gardiner 2.3-litre supercharged engine*Genuine Bugatti front/rear axles and gearbox*Well known competitor at Prescott and Shelsley Walsh*Present ownership since 1986*Maintained with no expense spared*Eligible for the Monaco Grand Prix HistoriqueFootnotes:'Among racing cars it is the 1924 Type 35 Bugatti which tops the list of beautiful cars of the (1920s) period. Some would say it's the most beautiful racing car of all time. Although it underwent detail changes through the years and the radiator was enlarged, its lines were virtually unchanged from its appearance in the Grand Prix of the Automobile Club of France in July 1924, through to its final, 51 version of 1931-32.' - Autocar. By the early 1930s Ettore Bugatti had established an unrivalled reputation for building cars with outstanding performance on road or track; the world's greatest racing drivers enjoying countless successes aboard the Molsheim factory's products and often choosing them for their everyday transport. The principal building block of this success was the legendary Type 35, arguably the quintessential Vintage-era sports car, which made its debut in August 1924 at the Grand Prix de l'ACF at Lyon-Givors. The Type 35's 1,991cc straight-eight engine was derived from that of the Type 30 but incorporated five roller/ball main bearings instead of three and an improved lubrication system. In line with Bugatti's established practice, each cylinder's three valves were actuated by a single overhead camshaft. This state-of-the-art engine went into a conventional chassis with leaf springs at the front and quarter elliptics at the rear, and which boasted a novel hollow front axle and alloy wheels. The Type 35's debut gave little indication of what was to come, as the factory team of five cars was plagued by tyre troubles and could achieve no better than 7th place at the finish. Despite this debacle the Type 35 in its various forms would go on to become arguably the most successful racing car of all time, commencing with winning the inaugural World Championship for Manufacturers in 1926 and securing countless victories for privateers. The most powerful member of the family, the Type 35B with 2.3-litre supercharged engine, first appeared in 1927 and represents the model's ultimate development. This Type 35B was assembled as a car in the 1970s by a UK collector using many correct components and a reproduction chassis frame from Alan Wragg. Subsequently the car was purchased by Martin Johnson of Cumbria, who sold it to the current owner in 1986 (receipt on file for £23,000). The owner then embarked on a complete restoration, which was entrusted to Robin Townsend of Stroud. Additional original components were fitted including an un-numbered GP front axle; an ex-Brescia gearbox number '1385', modified to GP form; and a rear axle number '129 12x50 H'. The eight-cylinder 2.3-litre engine is a Crosthwaite & Gardiner unit, which carries number '137T'; a supercharger is fitted, numbered '74'. The car was completed in 1991 and a photographic record of the restoration comes with it. Since 1991 the Bugatti has been used extensively by the enthusiast owner and is a very well known example. A highly successful car, it has won many trophies at Bugatti Owners Club hill climbs at Prescott, the best times achieved being 45.81 seconds on the traditional short course and 55.66 seconds on the long course. It has competed at Shelsley Walsh on many occasions too, and in 1999 was driven at the Worcestershire venue by the late Sir Stirling Moss, who commented on how excellent the car was to drive. The Bugatti also competed at the Monaco Grand Prix Historique.The Bugatti has always been maintained regardless of cost, the most recent expense being a replacement clutch in November 2020. The car is correctly registered with the DVLA and comes with a V5C document and MoT certificates for the period 1990-2011 (now exempt). Also on file is a letter dated 1992 from, David Sewell, then Registrar of the Bugatti Owners Club, confirming the authenticity of front and rear axles and the gearbox.A stunning car to use on the road, it is currently fitted with its Zenith (petrol) carburettor, while the methanol carburettor is included in the sale. The Scintilla magneto has recently been rebuilt and performs brilliantly. A rare opportunity to acquire a very well sorted and prepared Type 35B.For further information on this lot please visit Bonhams.com
Los 18
1967 Aston Martin DB6 Sports SaloonRegistration no. LTO 828E (see text)Chassis no. DB6/3093/R*Previously in the long-term ownership of an AMOC member*Extensively refurbished by Alan Smith Motors (2008-2009)*Fitted with a rebuilt ZF five-speed manual gearbox (originally automatic)*Harvey Bailey handling kitFootnotes:'Stage by stage, as the DB has become dominant in the Aston Martin strain, the successive cars have changed their image. Today the aim is to offer the maximum of luxury and refinement as well as the ultimate in road performance. The minor barbarities of so many great sports cars of the past are no longer acceptable – at least in the hand-built models now leaving Newport Pagnell. Obviously such a car as the DB6 is expensive and exclusive but the value matches the price.' – Autocar, 1966. The DB6 was introduced in 1965, replacing the DB5 and effectively brought an end to the lineage that could trace its heritage to the DB4. Increased rear-seat space was the prime DB6 objective so the wheelbase was now a little longer than, resulting in an extensive re-style with more-raked windscreen, raised roofline, and reshaped rear quarter windows. 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 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 and Borg-Warner automatic transmission was offered alongside the standard ZF five-speed gearbox.The accompanying (copy) guarantee form shows that '3093/R' was delivered new to a Mr Kearsley of Wellingborough, Northamptonshire. The car left the Newport Pagnell factory equipped with Borg Warner automatic transmission; chrome road wheels; heated rear screen; three-ear hubcaps; safety belts; and a power operated aerial. Subsequently the DB6 was owned for many years by AMOC member John Fritchley of Nottinghamshire (erroneously recorded as first owner on the last UK V5C document, copy on file). Mr Fritchley sold the Aston in 2008 and subsequently acquired by Jonathan Nebbitt of London, who commissioned respected specialists Alan Smith Motors of New Romney to carry out a comprehensive refurbishment. Completed in 2009, the works included extensive body repairs; wax-injection of chassis/body cavities; rust-proofing and under-sealing the chassis; fitting a Harvey Bailey handling kit; and replacing the automatic transmission with a BPA-rebuilt ZF five-speed manual gearbox. A detailed description of the works is on file (as is the copy V5C) and it is understood that some £28,000 was spent on the restoration. In 2012 the DB6 was acquired by the owner, exported and laid up in secure storage. As a result, it may require some re-commissioning prior to being used on the road. If it is to remain in the UK it attracts the low import duty rate of 5% and will require re-registering.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 If 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
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