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186049 Los(e)/Seite
Los 6
A 19th century gold and enamel boxwith Hanau town mark and '14', also engraved 'No. 728' Cushion-shaped, engraved with flowers and scrolls on an engine-turned ground, with white and translucent blue enamel, length 8cm, weight total 73gms.For further information on this lot please visit Bonhams.com
Los 3
A 19th century gold and enamel boxunmarked, possibly Italian Shaped-rectangular, the lid engraved with an image of St Mark's Square in Venice, surrounded by scrolls of blue and white enamel on an engine-turned ground, the sides with floral chasing, length 7.8cm, weight total 66gms.For further information on this lot please visit Bonhams.com
Los 2005
BING DAMPFMASCHINE, BING ca. 1935, stehender Kessel Messing brüniert, Durchm. Schwungrad 8,5 cm, Sockel Guss, Brenner anbei, Schornstein, Wasserstandsglas, Pfeife. H: 33 cm, Kesseldurchm. 7 cm. Guter Zustand mit leichten Alters- und Gebrauchsspuren, Funktion und Vollständigkeit nicht geprüft BING STEAM ENGINE, BING approx. 1935, standing kettle burnished brass, diam. Flywheel 8.5 cm, cast base, burner included, chimney, water level glass, whistle. H: 33 cm, cup diameter. 7 cm. Good condition with slight signs of age and wear, function and completeness not checked
Los 534
MÄRKLIN Tenderlok 85510 und Museums-Wagen 1992, Spur 1, Museumslok "Märklin Museum Göppingen", BR 80, grau-/silberfarben, im Orig-Karton mit Betriebsanleitung (Lokführer und Heizer anbei), L ca. 30 cm, dazu Museums-Wagen 1992, gedeckter Güterwagen, je schöner Erhalt im Orig.-Karton, Fkt. nicht geprüft. MÄRKLIN tender locomotive 85510 and museum-waggon 1992, track 1, Museum locomotive "Märklin Museum Göppingen", BR 80, gray / silver-colored, in the original box with operating instructions (Engine driver and stoker enclosed), l approx. 30 cm, with museum car 1992, freight car, nice condition in the original box, fct. not checked.
Los 267
A Britains Lilliput World Tumbrel Cart, boxed, (a/f), a part set of five horses, and a set of four geese, six geese and one land girl, both boxed (a/f) two boxed miniature military vehicles 'Ambulance' and 'Tank', two Charbens miniature series model cars, 'Rolls Royce Silver Ghost 1906' and 'Panhard', a Lesney Models of Yesteryear 'The Allchin 7-N.H.P. Traction Engine' boxed, and a Corgi 'James Bond's Aston Martin D.B.5' boxed
Los 341
Twenty-two military related model vehicles in varying scales and manufacturers. Oxford Military: 1:76 scale David Brown Tractor, a 1:76 scale RAF 108 Repair Salvage Unit, 1:76 scale AEC Matador Tractor, a 1:76 scale Brown 40MM before gun, 1:76 scale Royal Artillery 1st Army Tractor and a 1:76 scale British Army ‘Mickey Mouse’ Tractor. Oxford Commercials: 1:76 scale Leyland TLM Fire Engine. Military Force DieCast: U.S Army Rocket Launcher. EG: 1:43 scale LAV 25 Piranha TUA- 2003. War Masters: 1:72 scale Sd.Kfz 9 Famo 88mm Flak, Italy 1944. HobbyMaster: 1:72 scale Die-Cast British Centurion Tank and a 1:72 scale M26 Pershing. Corgi: 1:50 scale M48-A3 ‘Patton’ Tank- US Army. Unbranded models: 1st USMC Tank Battalion- 2003, Polish Army T-55A, M2 Bradley- 1991, C1 Ariete- 2002, AMX-30- 1982 and four loose models. 80-120
Los 328
Twenty-two fire emergency car models in varying sizes and brands. Corgi Nine Nine Double: 1:50 scale AEC Turntable Ladder Perth, Western Australia, 1:50 scale Dennis F12 Birmingham Fire & Ambulance, 1:43 scale Land Rover 110 ‘Mountain Range’ South Glamorgan Fire Service, 1:50 scale Dennis F12 Side Pump and a 1:43 scale Dennis F15 Rear Pump Escape. Oxford Fire: 1:76 scale Coventry Pump Trailer, 1:76 scale Fire Brigade, 1:76 scale Essex Fire Brigade, 1:76 scale NFS Austin ATV and a 1:76 scale Stratholyde Scania CP28. Oxford Commercials: 1:76 scale Rover Fire Land Rover ‘88, 1:76 scale Somerset Fire Brigade and a 1:76 scale London Dennis F12. Cararama Die-Cast: a 1:76 scale BMW 3 Series Touring. Lledo Promotional Models: Fire Brigade. Together with four unmarked Oxford Die-Cast 1:76 scale Fire Engines. Corgi: Fire Heroes Boston water truck. Chives: 1988 Promotional Model of 1922 Chives Fire Engine.
Los 79
* Wing Commander Guy Gibson VC, DFC (1918-1944). The Heinkel He III Propeller shot down over Skegness 15 March 1941, the three blade propeller supported on an impressive steel stand which has been constructed recently for a television programme, dimensions are floor to centre pin 200 cm, centre pin to top of propeller 173 cm, overall height 370 cm, overall width of propeller blades outward 275 cmQty: (1)NOTESPlease note the propeller is not on display at Dominic Winter Auctioneers. If you would like to view the propeller please contact the auctioneers. Viewing is by appointment in Lincolnshire. To discuss removal and reconstructing please contact the auctioneers. It is the buyer's responsibility to arrange haulage and shipping arrangements, however the vendors are happy to advise if required. The Heinkel He III H-3 Propeller was netted by trawlerman James Walker of Habertoft when fishing in his boat Thalassa off Ingoldmells Point in September 2007. It has recently featured in Salvage Hunters, The Restorers in September 2020, the programme is available to view online (Quest TV). After inspection by authorities from East Kirkby and the Lincolnshire Aircraft Recovery Group it was established that only one Heinkel was known to have crashed in that area during WWII. The Heinkel was shot down off Skegness Pier on 15 March 1941 by a Beaufighter crewed by Wing Commander Guy Gibson VC, DFC and this was the first aircraft shot down by Gibson in a Beaufighter. All three of the Heinkel crew were lost when it crashed into the sea. One of the crew, Corporal Helmut Seidel was washed ashore in June 1941, he is buried at Great Bircham Cemetery in Norfolk. Guy Gibson, with Sergeant James as A.I. operator, spotted a Heinkel flying north and immediately got behind and in range of the enemy aircraft. At the crucial moment, he too suffered gun trouble, and by the time James had cleared it the Heinkel was turning out to sea and diving home. In Gibson's account of the encounter, he says - "At last James got one cannon going and we aimed at the port engine. As shell after shell banged home, there was a yellow flash, sparks flew out and the engine stopped. Then we aimed at the starboard engine and this stopped within seconds. The Heinkel was careering down towards the earth at 120 m.p.h., someone baled out, but we were a long way out to see. We followed it right down, and watched it land on the sea off Skegness pier ...' Lincolnshire Crash List refers.
Los 93
* Royal Flying Corps. The Care of the 100 h.p. Engine, 9-Cylinder Type B2, published by The Gnome & Le Rhone Engine Co, 1916, 240 printed pages, numerous illustrations with fold-put diagram to the rear, 8vo, together with a mixed collection of aviation collectables including a signed publications comprising 'Sound Barrier' by Neville Duke and Edward Lanchbery, 5th Edition signed by Neville Duke, Faster Than the Sun by Peter Twiss OBE, DSC signed by Peter Twiss, Hamish The Memoirs of Group Captain T.G. Mahaddie, DSO, DFC, AFC, CZMC, CENG, FRAeS, signed by Hamish, a Hawker Hunter Aircrew Manual plus a compass instrument with stores reference No 1118/B/R/62, with wooden presentation stand, Type D military survival knife by Joseph Rodgers stamped 27C/2360, in leather sheath, 11 Rolls Royce Heritage Trust publications and others itemsQty: (26)
Los 70
* 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 71
* Propeller. A rare WWI FE2b 4-blade mahogany pusher propeller c.1916, brass sheathed tips, various stamps including 160 HP BEARDMORE D2665 P2O20 C87IN73 A2325, approximately 267 x 267 cmQty: (1)NOTESA rare pusher propeller which was produced in very limited numbers mid 1916 to accommodate the Beardsmore engine. They were quickly superseded by a Rolls Royce upgrade.
Los 306
* An Indian Police Medal for Distinguished Conduct group to Chief Officer G.L. Tuppen, Rangoon Municipal Fire Brigade Indian Police Medal for Distinguished Conduct, G.V.R. (Gerard Lee Tuppen, A.M.I.Mech.E. Chief Officer Rangoon Municipal Fire Brigade), Defence Medal,1935 Jubilee Medal, 1937 Coronation Medal, very fine, mounted as worn, with copied researchQty: (4)NOTESGerard Lee Tuppen was in Willesborough Kent 1883, he was educated at St. John's Choir School, St. Leonard's on Sea 1892-95 and St. Alban's Grammar School: 1895-99, Goldsmith's Technical Institute, New Cross 1900-1902, Engineering Apprentice 1899 to 1903, he was employed by Merryweather and Sons Ltd, London, who sent him around the world to work on firefighting equipment. July to November 1904 in charge of electrical light installation for Rio de Janeiro Police Fire Float. April to November 1905 in charge of installing machinery for Steam Pumping Float in Venice. November 1905 to November 1906 in charge of erecting and testing a petrol Fire Float in Huelva, Spain. June to August 1910 constructed and transported a Motor Fire Engine to Riga, Latvia for demonstration and testing. August to April 1911 constructed and transported motors and machinery to Montevideo, Uruguay and provided instruction in use. April to July 1911 conducted trials and instructions on 3 Motor Fire Engines in Sao Paulo, Brazil. July to November 1912 construction and transported special Motor Fire Engines to Rio de Janeiro, Brazil and provided instruction. 1918 a Founder Member of the Institution of Fire Engineers. July 1920 sailed to Rangoon, Burma and appointed Chief Officer and Engineer, Rangoon Municipal Fire Service. In 1935 he filed a patent for a Refuse Destructor: "Gerard Lee Tuppen, Burma, India". On 1935 Jubilee medal roll as "Central Fire Brigade, Rangoon". January 1938 arrived in the UK with his wife and daughter. Intended residence is London. Fire Protection and A.R.P. Book 1940 lists "four Engineering Inspectors" including G. Lee Tuppen. He died in Tunbridge Wells 8 February 1954.
Los 16
* Aviation Postcards. A loose-leaf postcard album of approximately 86 postcards, early 20th century, contained in transparent pockets (1 or 2 per pocket), the 1st pocket containing an admittance card for the October 1911 Concours d'Aeroplanes Militaires de Rheims, the collection comprises monochrome photographic images of the Concours, including the hangars, the aerodrome, onlookers, and the various aircraft and pilots involved, plus numerous other monochrome images of early French aviators and aircraft, including: Roger Sommer, a Maurice Farman biplane, Louis Bleriot, a Bleriot monoplane with Gnome 100 HP engine and another with a Gnome 140 HP engine, several postcards recording the death of Rene Bedel (with newsclipping adhered to one verso), Voisin biplanes, Hubert Latham, Maurice Prévost in the monoplane 'Deperdussin', Jules Védrines, Charles Terres Weymann in the monoplane 'Nieuport', and in a Farman biplane, the 'monoplane cuirasse Antoinnette' or Antoinette military monoplane, a Breguet biplane, a Hanriot monoplane, the Paulhan triplane, a Wright biplane, the airship 'Colonel Renard'a hot air balloon, and other similar images, many unidentified, some appear to be original photographs, one with postage stamp on image side (not unusual for the time) and ink manuscript on verso, most unused, some spotted or with variable surface damage, a few with brown stain to lower edges, the album lacking its front coverQty: (1)
Los 68
* Pioneer Aviation. An archive of letters, cards and photographs relating to the pioneering aviation designer and inventor John William Dunne (1875-1949), circa 1897-1918, consisting of approximately 16 letters and cards, and 19 various photographs, including (in chronological order): and others including two autograph letters by May Dunne to Mr Egerton on Parsonage Farm, Minster, Isle of Sheppey headed paper, a framed large format photograph of Dunne in his flying machine, circa 1913, several photographic portraits of J.W. Dunne, and three original aviation magazines (Flight, number 130, June 24, 1911, featuring an article on the Dunne monoplane, and 2 copies of Aeronautics, number 306, August 28, 1919, with an article on John William Dunne in the series Pioneers of British Aviation), all original printed wrappers, stapled as issued, together with J.W. Dunne’s walking stick with silver clasp inscribed with his nameQty: (small box)NOTESJohn William Dunne (1875-1949) was a highly important figure in the earliest years of British attempts at flight. Around 1900, in discussion with the author and fellow aviation enthusiast H.G. Wells, Dunne studied the problems of stability and control of an airborne machine. Between 1902 and 1904 Dunne produced several test models, and in 1906 he began to develop a tail-less, swept-wing arrowhead configuration which was to become his trademark. That same year, he was assigned to the newly established Air Balloon Factory in Farnborough, where the D1 glider was built. It was secretly tested at Blair Atholl in the Scottish Highlands, although it was not at that time successful. Dunne left the Balloon Factory in 1909, and with financial investment from Lord Tullibardine of Blair Atholl, formed the Blair Atholl Aeroplane Syndicate, taking up hangar space on the Royal Aero Club’s new flying ground at Eastchurch on the Isle of Sheppey. A larger flying machine, constructed by Short Brothers and weighing almost 2000lbs with a 50 h.p. Green engine, was tested at Eastchurch successfully on 20th December 1910 and officially observed by Orville Wright and Griffith Brewer. In 1913 the Nieuport Company made an order for the version of the D.8 biplane (with Gnome engine), that the syndicate had built for Major A.D. Carden, Royal Flying Corps (in which he obtained his Royal Aero Club Aviator’s Certificate in June 1912). In August 1913, Commandant Felix piloted the D.8, now fitted with an 80 h.p. Gnome engine, across the English Channel to Villacoublay, near Paris, and gave further demonstration flights in France to great acclaim. Dunne later became even better known as the author of An Experiment With Time (published in 1934), in which he claimed that in dreams we are able to foresee future personal experiences, a notion which, although widely discredited today, influenced various writers including H.G. Wells, J.B. Priestley, Tolkien, C.S. Lewis, Graham Greene, Nabakov and others.
Los 168
* Model Locomotive. An impressive scratch built model of G.N.R. locomotive D. Drummond (1868-1878) built by Mr T. Smith, the 4-4-0 scale model finely constructed in metal and green and black livery, 82cm long, with tender and track for presentationQty: (3)NOTESThe label attached reads: 'G.N.R. 4-4-0 Express Engine Inside Cylinder. Exact Model of the D Drummond (1868-1878) 6 1/2" Gauge. This took 3 yrs to build. It is coal fired, steam. A real museum piece.'
Los 295
* A WWI pair to Private G.W. Kane, Duke of Cornwall's Light Infantry British War and Victory Medals (41157 Pte. G.W. Kane. D. Of. Corn. L.I.), extremely fine, with related cap badges, photograph of the recipient in uniform, related documents including Soldier's Small Book and framed certificate presented to the recipient from the Mayor or Swindon giving thanks for service during WWI, 43 x 33cmQty: (2)NOTES41157 Private George William Kane was born Swindon in 1896, he served on the Western Front from 9 August 1915, he was wounded on 16 October 1916 (War Badge), and on 30 August 1918 was listed as suffering from a "Gunshot wound knee, right", he was transferred to a casualty clearing station and discharged on 17 April 1919, post-war service saw Kane working as an engine fitter in the locomotive works of the Great Western Railway, Swindon.
Los 415
* Whittle (Frank, 1907-1996), British Air Commodore, inventor of the turbojet engine. Document Signed, ‘Frank Whittle’, no place, no date, the typed document is a statement issued to the Gloucestershire Aviation Collection and states, in part, ‘I have heard of the work of the Gloucestershire Aviation Collection, of which two of my war-time colleagues in the development of the jet engine are now patrons… I am impressed by the fact that… a permanent home can be found for the Collection at the site where the first British jet aircraft did its taxiing trials, during which it made some short flights… the proposed Museum will provide a permanent reminder of a most important stage in the development of jet aircraft in the United Kingdom’, 1 page, 4to, together with:?A commemorative cover issued on the occasion of the 50th anniversary of the first flight of the Whittle jet engine, individually signed by Bob Feilden (1917-2004; British mechanical engineer, an important member of the Power Jets team that developed the jet engine with Whittle), Eric Brown (1919-2016; British test pilot) and one other, plus several quarto sheets of various signatures obtained on a visit by members of 501 Squadron Association to the Jet Age Museum on 8th May 1999 etc.Qty: (6)
Los 78
* Propeller. An inter-war Pobjoy propeller clock c.1937, made from a laminated two blade mahogany propeller, the boss stamped POBJOY NIAGRA L.H.T. NO.Z27002, the opposite side stamped D2160 P1870 A.C. 50907 MAR/37, with brass tips, encompassing a period Smiths automobile/aircraft clock by Smiths, with circular silvered dial, black arabic numerals and large winding crown to the side, 15 x 28cmQty: (1)NOTESThe British air-cooled, seven-cylinder radial aircraft engine was designed and built by Pobjoy Airmotors. It was first introduced in 1926 and used to power ultralight and small aircraft during the 1930s.
Los 2
2002 ASTON MARTIN DB7 VANTAGE AUTO SILVER THE PROPERTY OF A DECEASED’S ESTATE REGISTRATION NUMBER R123MMW CHASSIS NUMBER SCFAB12372K302888 FIRST REGISTERED 4 APRIL 2002 PETROL MILEAGE 24714 Regarded by many as the purist modern Aston Martin, the fetching new DB7 was introduced in 1993 and was Aston Martin's first six-cylinder model since production of the DBS had finished in 1971. Considered to be one of the most attractive looking cars ever produced by Aston Martin, the DB7 was well received and attracted new customers worldwide. In 1999, the DB7 received significant enhancements with the introduction of the Vantage. The Vantage was the first Aston Martin to use the V12 engine and alongside styling changes enabled 420bhp. This attractive Aston Martin was registered in April 2002, it presents extremely well in the colour combination of Silver with red leather interior. This model has an exceptional service history showing 10 stamps in the service book. This vehicle is offered to auction with a V5C registration document and an MoT test certificate valid until 16 September 2021, and other documentation in relation to the cars service and repair history. 'Following on 28 years after the launch of the cherished Aston Martin DB6, you could forgive the air of expectation that surrounded the DB7. It may have been a long time coming, but few would argue that it wasn’t worth the wait. . . There are few, if any, cars on the road today that would pip the Aston Martin DB7 in a beauty contest. Fact. Subjective an issue as taste may be, the new Aston's aesthetic qualities are inescapable. Its proportions are exquisite, its purpose unmistakable.’ – Motor Sport, December 1994.
Los 103
The London Motor Show; Ex-Maharajah of Patiala1928 Aston Martin 1½-Litre Standard Sports ModelChassis no. TS10Engine no. ST18•The first 'Standard Sports Model'•Displayed at the 1928 London Motor Show•Unique specification•The third oldest Bertelli-era Aston Martin known to be running•Restored by Ecurie Bertelli LtdFootnotes:Manufactured by Robert Bamford and Lionel Martin, the first Aston-Martins (the hyphen is correct for the period) rapidly established a reputation for high performance and sporting prowess in the immediate post-WWI years. The company traces its history back to 1914, when Bamford & Martin Ltd built their first car - ultimately known as 'Coal Scuttle' - at their works in Henniker Place, Chelsea. The coming of war saw the two founders engaged in more important activities, and 'Coal Scuttle' remained the sole Bamford & Martin car for some years. The company later changed its name to Aston-Martin, retaining the name of founder Lionel Martin and borrowing from the Aston hill climb near Aylesbury, Buckinghamshire (the hyphen was later dropped). The first Astons used four-cylinder sidevalve engines, and though the firm experimented with overhead-camshaft types, it was the trusty sidevalves that did most of the winning. In 1922, the sidevalve Aston Martin enjoyed its finest hour when one nicknamed 'Rabbit', and latterly known as 'Bunny', set 25 light-car and 10 outright world speed records at Brooklands. Unfortunately, the management's concentration on motor sport, while accruing invaluable publicity, distracted it from the business of manufacturing cars for sale, the result being just 50-or-so sold by 1925 when the company underwent the first of what would be many changes of ownership. The foundations were laid for the commencement of proper series production with the formation of Aston Martin Motors Ltd in 1926 under the stewardship of Augustus 'Bert' Bertelli and William Renwick. Built at the firm's new Feltham works, the 'new generation' of 1½-litre Aston Martins was first displayed at the 1927 London Motor Show at Olympia. Like his predecessors, 'Bert' Bertelli understood the effect of competition success on Aston Martin sales and sanctioned the construction of two works racers for the 1928 season. Based on the 1½-litre, overhead-camshaft road car, the duo featured dry-sump lubrication, and this feature was carried over to the International sports model, introduced in 1929. In the meantime, Aston Martin had displayed three new models on its stand at the 1928 London Motor Show at Olympia: a four-seat open car, a four-door saloon, and an open two-seater on the short (8' 6') chassis, which was described as the 'Standard Sports Model'. The latter was chassis number 'TS10', the car offered here, which was only the tenth car completed at the firm's new Feltham workshops. Although the Standard Sports Model was described in the catalogue as having a dry sump, 'TS10' was displayed at Olympia with a wet-sump engine, as recorded by Inman Hunter in his definitive work: Aston Martin 1913-1947 (page 95). Finished in brown and boasting long black wings, 'TS10' was sold from the show stand to the Maharajah of Patiala and exported to India where the body's ash frame was replaced with either mahogany or teak to withstand attack from wood-eating insects.Little is known of the car's subsequent history in India; however, in 1967 it was offered for sale by a Mr Paraamjit of Lucknow, Uttar Pradesh but did not surface again until it was found - in pieces - by the immediately preceding owner. By this time the Aston had been much modified and lost both its original wet-sump engine and its worm drive rear axle. Restoration was not thought to be possible.However, in 2006 Andy Bell of Ecurie Bertelli Ltd, the world-renowned authority on pre-war Aston Martins, located a 'T' type engine, number 'ST18', and found the last known wet sump in a bin of parts in his workshop. It was decided to restore 'TS10' using this engine and a newly made rear axle. The car was shipped from Malta to Ecurie Bertelli's workshop at Olney in the UK for restoration to exact and original specification, which took almost three years to complete. Unusually, 'TS10' has front-opening doors, which is the original design but not what was commonly found in the era. 'TS10' is the first Standard Sports Model built and a direct ancestor to today's Aston Martins; it is also the third oldest Bertelli-era Aston Martin known to be still running. Unique and magnificently presented, it represents the dawn of one of Britain's greatest sporting marques and would surely take pride of place in any collection of fine Aston Martin motor cars. For further information on this lot please visit Bonhams.com
Los 104
The Contessa Teresa 'Tracy' di Vicenzo 'On Her Majesty's Secret Service'1969 Mercury Cougar XR7 ConvertibleRegistration no. HKX 367GChassis no. 9F94R549292•One of three ordered specially for the film•Used in filming the barn scene•List of previous owners available•Present ownership since 1990•Full restoration completed in 2020Footnotes:The Mercury Cougar Convertible we offer belongs to that select band of movie cars that have featured in the James Bond series, the first and most famous of which is the Aston Martin DB5 from Goldfinger. This Mercury is one of a tiny handful (some sources say three, others four) purchased by Eon Productions for use in the filming of On Her Majesty's Secret Service (1969) starring Australian actor George Lazenby in his sole outing as 007. Co-starring with Lazenby were Telly Savalas as super-villain Ernst Stavro Blofeld and Diana Rigg as the Contessa Teresa 'Tracy' Di Vicenzo, owner of the Mercury. Eon Productions ordered this car on the 30th January 1969. It was scheduled to be built on the 12th February but was actually completed six days earlier on 6th February 1969. The car was flown from the USA to the UK and registered on 13th February 1969. Copies of the original Ford Motor Company paperwork and invoice are on file, listing this individual car's specification and confirming its 'Bond Movie' connection. According to the accompanying Marti Auto Works Elite Report, only three cars were finished in Candy Apple Red with a black roof, indicating that only three were supplied for the film. The Marti Report lists the following original features: 428-4V Cobra Jet Ram Air V-8 EngineC-6 Select Shift Automatic TransmissionRed Paint, Ford #2008-A Dark Red Leather Bucket Seats 3.50 Conventional Rear Axle Color Keyed Floor Mats Black Power Top w/Glass Backlite F70X 14 Belted Raised White Letters Tires Ram Air Induction Console Power Front Disc Brakes Tilt-Away Steering Wheel Power Steering Hood Pins AM Radio Styled Steel Wheels Front Bumper GuardsThe Cougar is believed to have been flown to the UK as a special order and used for the barn scene filmed at Pinewood Studios, which if nothing else spared it from any damage (see below). Most of the film's action takes place in the Swiss Alps and the Mercuries were fitted with a chrome ski rack for Tracy's Kneissl skis, which were the 'must have' brand of the day. The car's red French numberplates are temporary visitor plates. The Cougars were used in four scenes: the opening scene on the beach; the bullfight; the ice race and chase; and the barn scene. OHMSS was released initially in Japan on 13th December 1969 and subsequently released as a Royal Premier at The Odeon, Leicester Square on 18th December 1969. The Ian Fleming Foundation (IFF) which looks after 40 screen-used James Bond vehicles, believes that perhaps four Cougars were used in making OHMSS: one was very badly damaged during the ice race sequence and subsequently scrapped; another resides in Spain; one has been owned by the IFF since 2008; and the remaining example is the car offered here. Subsequent owners are not known until 1976 when the car was registered to one Brian De Mesquita. Since then the Cougar has had seven other owners including the current vendor, who acquired it on 10th June 1990 (full list of owners on file). The Mercury had been advertised in Exchange & Mart in May 1990, with no mention of any James Bond connections (advertisement on file). Only competed in 2020, the car's full 'last-nut-and-bolt' restoration included stripping and repainting the chassis and all body panels; fully rebuilding the engine with new pistons, Crane camshaft, HV oil pump, etc; fully restoring the Holley carburettor; fitting the correct Ram Air induction, air filter, snorkel and heat shield; overhauling the alternator and starter motor; rebuilding the automatic transmission; and rebuilding the rear axle with Traction-Lock limited-slip differential by Hauser Racing. The body panels were acid dipped prior to priming and painting in the correct Candy Apple Red, while the convertible top and interior trim were done by specialists Piper Trimmers in Sparkford.The list of new parts fitted is far too lengthy to reproduce here but may be found in the history file (perusal highly recommended). Only 20 miles have been covered since the restoration's completion and this historic 'James Bond' Mercury Cougar is presented in commensurately excellent condition, worthy of the closest inspection. For further information on this lot please visit Bonhams.com
Los 107
1953 Alvis TC21 3-Litre Cabriolet SportCoachwork by Carrosserie GraberRegistration no. JSU 357Chassis no. 25255*The ex-Geneva Motor Show*One of only six TC21 convertibles bodied by Graber*First registered in Switzerland*An older restoration*Present ownership for 35 years*Good history fileFootnotes:'The Alvis has never been an ordinary car for the masses, but a mount for the sporting and discerning driver interested in a quality product, and in a car that still looks like a car and is ruggedly built. By this it is not meant that the 3-litre is old fashioned; far from it, for the chassis is in fact as advanced as most.' – Autocar on the Alvis 3-Litre, 1952. Alvis recommenced production after WW2 with a single-model range little altered from that of 1939, the 12/70 - first introduced in 1938 - re-appearing as the TA14, the most obvious difference being the adoption of steel disc wheels in place of wires. An uncomplicated, separate-chassis design, the TA14 was powered by an overhead-valve four-cylinder engine of 1,892cc and featured beam-axle front suspension and mechanical brakes. Looking much like its TA14 predecessor, but featuring independent front suspension and a new overhead-valve, six-cylinder engine, the new 3-Litre Alvis was announced in 1950 as the TA21. Styled along classic, pre-war lines, the 3-Litre was reckoned by Autocar magazine to appeal to 'discerning owners who appreciate quality and good handling as well as mere performance'. Nevertheless, more of the latter was available from the mildly face-lifted TC21 - introduced in 1953 - courtesy of a redesigned cylinder head, twin SU carburettors and improved exhaust manifolding, making the TA21's successor good for 90mph. Introduced at the 1953 Earls Court Motor Show, the model's ultimate incarnation was the TC21/100 'Grey Lady', the '100' being a reference both to the maximum horsepower and top speed. The historic Alvis TC21 offered here, chassis number '25255', is one of only 11 such bodied by Graber (five coupés and six convertibles) and shortly after completion appeared on the Swiss coachbuilder's stand at the Geneva Motor Show (photograph on file). Hermann Graber's elegant designs were always executed to the very highest standards and his creations were necessarily expensive, costing far more than those of his British contemporaries. His designs on the TC (and preceding TA) chassis would prove to be of immense significance in the development of the post-war Alvis. In his book, Alvis – The Postwar Cars, John Price Williams observes: 'These models had a grace and purity of line which made the TA/TC series look very staid, and they attracted much attention'. Graber advertised three models on the Alvis 3-Litre chassis: a closed coupé and two cabriolets, one of 4/5 seats and the other with 2/3. Alvis's traditional upright radiator grille was retained for the 4/5 seater cabriolet, while the 2/3 seater Sport (as seen here) featured a more modern looking egg-crate grille. The overwhelmingly favourable reception given to his designs resulted in Graber being commissioned to style a production Alvis based on the TC21 - the TC108G - which was built by coachbuilders Willowbrook before production switched to Rolls-Royce's in-house coachbuilder Park Ward on the introduction of the revised TD21 for 1959.A right-hand drive model, '25255' was originally registered in Switzerland and is now registered and tax-paid in the UK. Owned by the current vendor for 35 years, the car is presented in very nice condition and comes with a good history file recording restoration and remedial work undertaken by specialists in the UK. It is a past participant in the Monte Carlo Classic and rallies to Riga and Moscow, ably fulfilling its maker's intended role as a supremely capable Grande Routière.For further information on this lot please visit Bonhams.com
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1924 Vauxhall 30-98 OE-Type Velox TourerRegistration no. not UK registeredChassis no. OE 188Engine no. OE 182•Delivered new to Australia•An older restoration•Present ownership since 2007•Extensively campaigned•Registered in Germany Footnotes:This is a most handsome example of what is considered by many knowledgeable enthusiasts to be the finest British sporting car of the Vintage period. Vauxhall 30-98 adherents will maintain that while Bentley generated greater publicity - thanks largely to their victories at Le Mans - the Vauxhall company (which raced at both Grand Prix and Tourist Trophy level before the Great War) had produced a car which could run rings around 3-Litre Bentleys on cross-country journeys. Only a handful of cars were sold before the outbreak of WWI interrupted production, and when manufacture resumed in 1919, the model was given the designation 'E-Type'. Manufacture of the E-type ceased in September 1922 after 287 cars had been constructed; there was then a slight hiatus before its successor, the overhead-valve 'OE', commenced delivery in early 1923. Despite a reduction in capacity to 4.2 litres, the power of the OHV motor went up to 110bhp-plus, although this increase made little difference to the car's performance.The OE was not to gain front-wheel brakes until late 1923, when a cable system was introduced. This was operated, along with the transmission brake, by the foot pedal. Hydraulic actuation of the front-wheel and transmission brakes was adopted in 1926. By the time the final batch of OE chassis had been completed in early 1927, there were few customers for the 30-98, the antiquity of the design telling against it when compared to the more refined competition from Bentley and Sunbeam. Total production of OEs numbered 312 cars. While some may argue that the E-Type was the last of the totally Pomeroy-designed cars, and is therefore for the purists, it is the OE that has become more sought after by enthusiasts over the years.While the early history of 'OE 188' is not fully documented, the deep cut-out in the body has provided Australian historians with a clue as to the car's early history. The cut-out and the shape of the wings suggest that this is the car originally owned by F A Parles, a chemist from Campsie, New South Wales. The owner of the local theatre, Parles was a well-known personality in Campsie, and his efforts with Vauxhall 30-98s made him famous among local Vauxhall protagonists. Entered in local speed events, Parles' cars were piloted by notable local drivers including J J O'Rourke and 'Wizard Smith': the former a garage owner who also had some success racing Bugattis of the period. The Parles-entered Vauxhall (or possibly Vauxhalls) were recognised as serious competitors. Perhaps the most notable performance of a 'Parles' Vauxhall was at the Gerringong Beach speed trials on the 9th May 1925 where O'Rourke piloted the 30-98 to win the 12-mile event and set the fastest time of any car in the heats. Period photographs of the 'Parles Vauxhall' taken while competing on a trial show a deep cut-out in the coachwork on the driver's side, although this is not featured on the image of the Parles car at Gerringong Beach in May 1925. It is quite possible that Parles further modified 'OE 188' at a later date. Sadly this information has been lost in the mists of time. What is clear is that 'OE 188' is one of a handful of Vauxhall 30/98s around the world that has in-period competition history. 'OE 188' is featured in Nic Portway's definitive book on the marque: Vauxhall 30-98, the Finest of Sporting Cars (pages 112, 114, 115 and 224) which confirms that the car was delivered to Australia with engine number 'OE 182'.In the early 1970s 'OE 188', was purchased by Gunnar Sundell, father of the preceding owner, together with around five other Vauxhalls, from New South Wales Vauxhall guru, Ron Grant. Initially four were sold and two were retained: an E-Type 30-98 and this car. 'OE 188' was in a very sorry state when acquired and had never been restored. A deal was struck between Gunnar Sundell and Russ Herbert: in return for a 'parts car' (now known as 'Black Bess') Russ Herbert agreed to restore 'OE 188' for Gunnar Sundell. The original mechanical parts of the car together with the wings, bulkhead, bonnet, radiator, etc were restored and a new Velox-style body constructed to replace the worn-out original. The original body from 'OE 188' was later fitted to 'Black Bess'. The current vendor purchased the Vauxhall at Bonhams & Goodman's sale at Melbourne, Victoria in December 2007, since when it has been used extensively on non-competitive touring rallies, some of which have been entered on numerous occasions. These include the Alpes Retro in southern France; Rally Mont Joly around Mont Blanc in the Chamonix area of France; Transappenninica in Italy; Gstaad Rally in Switzerland; Alpenfahrt in Germany/Austria/Italy; and the FIVA rallies in Slovakia and Poland.Registered in Germany, the car has been kept in a heated garage when not in use and has a current German TüV. Described by the private vendor as mechanically and cosmetically in good condition, 'OE 188' represents a wonderful opportunity to acquire a most handsome example of what is considered by many knowledgeable enthusiasts to be the finest British sporting car of the Vintage period.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
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The Ex-Midge Wilby, 1939 Scottish RAC Rally1937 Atalanta 2-Litre SportsRegistration no. HMX 957Chassis no. 1011Engine no. 1009•One of only two short-chassis cars of fewer than 20 produced•One of only two with the Gough 2-litre engine•Present ownership since 2007•Le Mans Classic eligibleFootnotes:A short-lived but highly regarded manufacturer, Atalanta Motors of Staines, Middlesex was the brainchild of Alfred Gough, designer of the overhead-camshaft Frazer Nash engine. Gough was joined in his new venture by another ex-FN employee, draughtsman Peter Crosby, while financial backing came principally from undergraduates Peter Whitehead and Neil Watson, the former a future Le Mans winner and the latter heir to the Burma Oils fortune. Other luminaries of the British Motor industry that played a part in the Atalanta story include Wally Hamill (Dunlop and Morris); Eric Scott (Specialoid pistons); A C Bertelli (ex-Aston Martin); and Dennis Poore (Manganese Bronze Holdings and Norton Villiers Triumph). Founded in 1937, the firm specialised in hand built sports cars of advanced design; the exclusive and expensive Atalantas being unique among British cars of their day in featuring all-independent coil-sprung suspension. The channel-section steel chassis was a substantial, X-braced affair, while the use of Hiduminium alloy for the suspension links and Elektron magnesium alloy for the huge (16'-diameter) Lockheed hydraulically operated brake drums helped keep un-sprung weight to a minimum. Gough four-cylinder engines powered the majority of Atalantas, not that there were many; indeed, it is estimated that no more than 20 cars of all types were built. The Gough engine was available in two capacities: 1.6 (78bhp) and 2.0 litres (98bhp), while in 1938 the company added a Lincoln Zephyr V12-powered 4.3-litre model to the range. Whatever the engine, the Atlanta's performance was excellent, thanks in no small part to its lightweight construction, and many of the cars enjoyed successful competition careers. Most were bodied by Atalanta's neighbours, E D Abbott of Farnham. Sadly, the outbreak of WW2 curtailed development of these exciting designs, and the Atalanta marque was not revived after the war's end. Survivors are exceedingly rare. One of only two short-chassis models, 'HMX 957' was originally owned by Miss M V 'Midge' Wilby, one of Atalanta's directors, who competed in rallies and trials with considerable success. This car was delivered with the 2-litre Gough engine and is the second of the three Atalantas owned by Midge Wilby. Reportedly, the adventurous Miss Wilby entered an Atalanta in the 1938 Monte Carlo Rally only to have her entry rejected on the grounds that the firm had built too few cars to be eligible. She drove a Lancia Aprilia instead. Another of Atalanta's financial backers, Midge Wilby ran a quasi 'works' team of these cars for herself and her friends, of which 'HMX 957' was one. In 1939 the Atalanta team won the manufacturers' team prize in the SWAC Welsh Rally. In 1939, The Light Car road-tested another of Midge Wilby's Atalantas ('JMC 973') for an article in its 7th April edition, declaring: 'road holding is beyond criticism: rough, almost colonial sections can be treated like main roads. The Atalanta has the tenacious quality of a racing car when cornering, and it is nearly impossible to cause the tyres to squeal'. That same year, 'HMX 957' was entered in the Scottish RAC Rally as part of a three-car team driven by a Mr A E Crosby, and contemporary press cuttings and photographs of the car in action may be found in the history file. What happened to the Atalanta immediately thereafter is not known, the next ownership record on file being an old-style continuation logbook (issued 1950) which records a change of engine rating/size from 13.9 to 24.9 horsepower, and a change of colour from blue to green. The penultimate change of owner is dated 1963. The last change in the logbook, Ryan Hodges of Woodcote, Reading, is also recorded as owner in a list of 14 Atalanta cars ('HMX 957' being one of only two 2.0-litre Gough-engined examples). The car is stated as being fitted with a Bristol engine at time of purchase by Mr Hodges. It is also stated that a correct Gough engine was 'now being assembled'. Some time later 'HMX 957' went to Sweden and is mentioned as resident there in a letter on file from Midge Wilby dated 3rd February 1985. Chronologically, the next significant piece of this car's history is its appearance in a UK auction in February 1996 (catalogue entry on file), it being stated at that time that the Atalanta was offered fresh from a major restoration carried out between 1993 and 1995, which included fitting a Ford V8 'flat head' engine. Its owner at that time would appear to have been Mr Werner Oswald of Brocton, Staffordshire (recorded as previous keeper in the old-style V5C on file). Its purchaser in February 1996 was Mr Craig Davis of Pebble Beach, California, who immediately commissioned TT Workshops of Westbury, Wiltshire to undertake a full restoration, including the sourcing and installation of a correct 2.0-litre Gough engine, one being found in Switzerland (see correspondence and detailed bills on file). The Atalanta appears to have next changed hands in 2007 when it was offered for sale by Mr Patrick Ryan of California at a US auction and purchased shortly thereafter by the current owner. In the vendor's own words: 'The car was immaculate when we purchased it – reflected in its having recently won the Cartier Style et Luxe at Goodwood and being displayed and sold at Pebble Beach in 2007. It is presented in similarly immaculate condition now.' Whilst in current ownership the Atalanta has benefited from the expert attention of the renowned Le Riche Automobile Restorers, who have carried out further major refurbishment works since its acquisition (bills on file). More recently (November 2019) 'HMX 957' was inspected and mechanically refreshed by Atalanta Motor Cars Ltd, the main focus of the work being to ensure the brakes, steering, and suspension operated safely. The bodywork was re-polished and detailed, and the car then remained in covered storage for some months prior to collection.The engine was serviced (including fresh oil) and set-up to run properly, which it did, and the car was then test-driven for no more than three miles. As the Atalanta was again likely to stand for some time in the client's collection, the cooling system was drained as precaution. (At the time of cataloguing it was noted there was some emulsification in the oil, which we understand is due to porosity in the block. This will likely need rectification prior to serious road use.)The Atalanta has seen only limited use while forming part of the vendor's private collection, covering only some 100 miles since acquisition. It was displayed at the Credit Suisse motoring event in Jersey in 2008 and at the Hampton Court Concours in 2014 but has not been rallied or used on events. It was a very personal acquisition that was, due to its age, admired as a piece of automotive art and displayed in the music room of the owner's house. Exotic, advanced, and exceedingly rare, the mythical Atalanta is rightfully considered by many enthusiasts to be the 'Holy Grail' among British pre-war sports cars.For further information on this lot please visit Bonhams.com
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1965 Lola T70 MkII SpyderChassis no. SL71/19•Highly competitive and successful in period•Rebuilt in the USA•Subsequently repurchased by Tony SargeantFootnotes:Lola's sublimely beautiful T70 spyder sports-racer is historically significant as winner of the first ever Can-Am Championship. It was designed and manufactured by Lola Cars Ltd, of Bromley, Kent, a relatively young company that had been building competition cars for only seven years prior to the T70's introduction in 1965. From humble beginnings – the prototype Mark 1 sports car emerged from a garage behind the Broadley family's tailoring shop in Bromley in 1958 – Lola Cars quickly established a winning reputation and grew to become a major force in world motorsport. Eric Broadley, his cousin Graham and Rob Rushbrook, at whose garage premises the first customer production versions were made, were the architects of the early success, which continued with a front-engined, single-seater Formula Junior, the Mk2.Among Broadley's early projects was the Mk6 GT coupé, which had been designed to take advantage of readily available American V8 engines that offered the ideal combination of compact size and adequate performance. Lola's first monocoque design, the Mk6 GT became part of Ford's Le Mans programme in 1963, Broadley having been hired by the American company to assist with the development of what would emerge as the all-conquering GT40. At odds with his American bosses, Broadley left in 1964 and the following year, having penned a handful of Formula 2 monopostos, returned to sports cars with a new design for Group 7 racing: the T70. Effectively a 'formula libre' for sports prototypes - enclosed wheels and provision for an onboard spare were just about the only regulations - Group 7 was becoming popular on both sides of the Atlantic and the potential market for such cars looked promising. Designed to accept American V8 engines, the T70 Spyder incorporated a full-length monocoque body tub fabricated of aluminium panels on a steel framework, the engine being bolted to the firewall bulkhead as a semi-stressed member. The suspension was conventional, boasting unequal length wishbones and coil spring/damper units all round, though the positioning of the disc brakes inboard of the wheels was an unusual feature, adopted in the interests of better cooling. Hewland's new LG500 gearbox was specified, this magnesium-cased unit having been designed specifically for use with large-capacity V8 engines. Enclosing this ensemble was one of the most beautiful bodies ever to grace a racing sports car, the glassfibre panels of which were produced by Specialised Mouldings. John Surtees was one of the first customers for the T70, running what in effect was a 'semi-works' team in 1965. Traco-prepared Chevrolet V8s were used, a 5.0-litre unit at first and then from mid-season a 5.9. A Mk2 version of the T70 became available before the end of the '65 season, Broadley taking advantage of the forthcoming deletion of the 'spare wheel' requirement to redesign the nose, replacing the original twin radiators with a large single unit while incorporating a host of detail improvements to both chassis and suspension. The result was a significantly quicker car, which in prototype form was driven to a convincing victory by Surtees in the Guards International Trophy at Brands Hatch on the August bank holiday weekend. Surtees then wrote off the prototype Mk2 at Mosport Park in Canada following a suspension failure, sustaining injuries that put him out for the rest of the season. He bounced back in 1966, winning three of the inaugural Can-Am Championship's six races for Lola and defeating rivals McLaren and Chaparral in the process. Privately entered T70s won two of the other races making it a magnificent five out of six for Lola. Surtees' success capped what had been a tremendous year for the British manufacturer in North America, Graham Hill already having won the celebrated Indianapolis 500 in a T90. Although the works McLarens would dominate Can-Am for the next five years, the Lola T70 remained a popular choice for privateers, among whom it was rated as the sweetest handling of the customer cars. Given its Can-Am origins, it is not surprising that the long-serving T70 family of sports cars was better suited to sprint events, yet against the odds a Mk3B coupé entered by Roger Penske lasted the distance to win the coveted Daytona 24 Hours endurance classic in 1969. Chassis number 'SL71/19' was delivered new to Tony Sargeant in December 1965 to be campaigned by Sargeant, Hugh Dibley and Mac Daghorn under the Racing Partnerships (Jersey) banner. The trio's intention was to compete in Group 7 and Can-Am races in the UK and North America. The Lola was red at this time and usually carried competitor number '53'. Competition was fierce in this class of racing in the mid-1960s, with many established Formula 1 stars crossing swords with sports car specialists. 'SL71/19' regularly lined up on the grid alongside the likes of Jim Clark, Graham Hill, John Surtees, Bruce McLaren, Denny Hulme, Richard Attwood, Chris Amon, Jacky Ickx, Innes Ireland, Brian Redman, Mike Parkes, David Piper, Frank Gardner and Peter Gethin. Given the strength of the opposition, the Racing Partnership's results for 1966 are truly impressive, with Sargeant achieving two 1st places and one 3rd; Dibley one 1st, two 2nd places, one 4th, and two 5th places; and Daghorn one 1st (full results list available). Unfortunately, the Racing Partnership's season did not end well, as Dibley crashed 'SL71/19' heavily during qualifying at St Jovite, Canada in September, damaging the chassis. The Lola took no further part in the event and was transported from Canada to Florida, USA where it remained until renowned marque specialist Mac McClendon purchased it in 1975. After many years McClendon rebuilt the car, complete with a 1963 Chevrolet V8 engine, replacement chassis, and other parts for Norwegian enthusiast Fred Larsen. Subsequently the Lola's original owner, Tony Sargeant, repurchased the car. Interviewed for an online feature, he recalled: 'It was everything I wanted it to be. It had a Ford V8 engine. It was not very competitive initially but it was a beautiful car to drive. Whatever you wanted it to do it did it. It was always very smooth and easy on the track'. Sargeant went on to say that he had bought the rebuilt Lola from a collector in California, and recalled his emotions when the car returned home: 'Absolutely indescribable really. It was the most exciting feeling when the car landed on the dock and emerged from the container. The only thing was, the car was blue! It had always been red when we raced it. Later, I did manage to drive it in the Jersey Sprints. It was a bit of a squeeze to get in it but we managed. To me it was still an absolutely perfect car.'The current owner purchased 'SL71/19' in 2012 from Phil Stott Motorsport: 'We saw it on display at a Credit Suisse mini concours in Jersey and fell in love with it and its Jersey connection.' According to the vendor, the car was in running order but was drained of all fluids and has been displayed in their music room as a piece of automotive art for two years and not run or raced since acquisition. It should be noted that the engine and gearbox are not installed but we are advised were in running condition when removed.Lola T70s rarely come to the market, so the sale of 'SL71/19' represents an opportunity to own and race an example of one of the most beautiful racing sports cars produced.For further information on this lot please visit Bonhams.com
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A fine 1:8 scale limited edition model of a 1929 4½ Litre Bentley by Sapor Modelltechnik of Germany, 1998,finely detailed working model of the Bentley 'YU 3250', finished in British Racing Green lacquered paintwork, numbered '09' of a believed 25 examples produced, constructed from approximately 4,000 individual steel, brass, aluminium and wooden parts, pressed metal bodywork with leather covering and chromed brightwork, detailed dashboard and cock-pit with leather upholstery, latched doors and bonnet opening to reveal white metal engine compartment, with functioning external handbrake, foot pedals and clutch operating forward and reverse gears, brake drums, suspension and rolling wire-spoked wheels with rubber tyres, working lights and horn, and other details, the features including prop-shaft powered by an electric motor secreted in the engine bay requiring a believed 220V transformer (not offered with the Lot), the model measuring 58cm long and displayed on raised supports above a mirrored wooden display base with brass title plaque, 67cm long overall. For further information on this lot please visit Bonhams.com
Los 34
A rare Austrian Biedermeier period ormolu-mounted ebonised, four-train grande sonnerie striking and repeating sedan/Travel clock with alarmBernard Geissler, ViennaThe 5.75 inch square case surmounted by a ring handle incorporating the steel repeat button (repeating both the hours and quarters on a single press) over a moulded edge and foliate mounts to the corners framing the palmette-cast bezel and enamel Roman chapter ring signed BERN GEISSLER IN WIEN, with matching blued steel time hands and a tapered alarm-setting hand to the engine turned centre, the four-train movement wound through the dial, with circular plates, with duplex escapement striking and repeating via three polished steel hammers with O-shaped heads on a pair of circular-section coiled blued steel gongs mounted on a shaped bridge spanning the rear. 14.5cms (5.75is) wide. Footnotes:Bernard Geissler Senior (1789-1854) began working circa 1818.For further information on this lot please visit Bonhams.com
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