186049 Preisdatenbank Los(e) gefunden, die Ihrer Suche entsprechen

A set of four Edwardian 18ct. yellow gold and platinum engine turned dress shirt buttons, each diameter 14mm, with fittings, (gross weight ex. fittings 10.5g), in Mappin & Webb fitted box.Condition note: In very good condition, no solder repairs. Additional image added.  

A 9ct. gold engine turned swizzle stick, of traditional form, assayed Birmingham 1979, length when closed 9.3cm. (5.4g)Condition: Very good, no issues.

A Continental 14ct. gold bangle, with engraved and engine turned decoration, external diameter 70mm. (14.8g)

A 14ct. gold cross, with engraved and engine turned decoration to both sides, height 6.5cm. (6.7g)

A pair of rectangular glass scent bottles with engine turned screw-on silver tops, by George Carsberg & Son, assayed London 1934, height 10.3cm. (2)Condition: Good, no chips to glass.

A set of six silver and enamel teaspoons, by Robert Pringle & Sons, Birmingham 1919, with cloisonne enameled Hythe terminal, in case, together with an engine turned silver cigarette case, by E J Trevitt & Sons Ltd, Chester 1922, a pair of silver peperettes, with weighted bases, stamped "Empire Sterling Weighted", a Chinese export silver tea cup, impressed marks to base, bowl diameter 5cm and two white metal teaspoons. (weighable silver 253.2g). (qty) 

A silver sovereign case, by Dennison Watch Case Co, Birmingham 1911, scrollengraved and engine turned, together with a white metal anchor link double Albert chain, (white metal assessed as silver), length 56cm, (total 74.5g). (2)

Trio of larger scale Tin Plate Road Rollers, various makers plus boxed Chinese Tin Fire Engine. Generally Good to very good. Enhanced Condition Reports: We are more than happy to provide further images of any lot. Please contact us by email or via the catalogue listing.

A rare and early Crossley Cars 'of Gas Engine Frame' oval glass advertising sign, 24 x 15".

A Sun Electronic Engine Tune-Up Equipment enamel sign in excellent condition, 38 1/2 x 22".

A large brass fire engine bell, stamped John Morris & Sons Ltd. Manchester.

A 'When Filling No Smoking Switch off Engine' rectangular aluminium garage forecourt sign, 23 x 13".

A PETROL ENGINE GENERATOR.

A Synyer & Charles Joseph Beddoes of Birmingham silver trinket box dated 1924. Having an engine turned hinged lid with cushioned interior. 7.5cm in width, 4cm in height. Approximately 115g

A Birmingham silver rouge compact by Crisford & Norris Ltd dated 1924 having an engine turned design on hinged lid and hexagonal form with a white metal chain 3.5cm in width, 4cm in height. Approximately 10g

Beauford wedding car - 1980's replica of a classic 1930's two door grand tourer luxury car, with four cylinder Ford engine, registration number RAO 19X - not running - Condition Report

A British World War II era laminated wooden 4 bladed generator propeller, late 1930s-40s, used to power a drogue winch used by a target tug aircraft,marked with DRG drawing number T29505 and 4483 on the hub, the back of the hub with stamped numbers for each blade, numbered 1 to 4 (4 obscured by damage), 900mm diameter, light weight four plank mahogany laminate with 92mm diameter metal plates mounted to front and rear faces of hub for 15mm shaft, the face plates partially covering 2 circular impressed R.A.E acceptance inspection stamps and various other stamps, some loss to edges. Footnotes:A high capacity wind powered electrical winch used in the air stream of a towing aircraft, which let out a line attached to which would have been a target drogue for either gunnery or machine gun fire.A target tug is an aircraft which tows an unmanned drone. A high capacity wind powered electrical winch used in the air stream of a towing aircraft, which let out a line attached to which would have been a target drogue for either gunnery or machine gun. Target tugs were often conversions of transport and utility aircraft, as well as obsolescent combat types. Some, such as the Miles Martinet, were specially designed for the role. It was, and is, a relatively hazardous job, as live fire is typically employed and the people doing the shooting are usually still in training. The student fighter pilots or air gunners would shoot at the target from other aircraft using painted bullets so that hits could be recorded and later analysed. In the RAF, Miles Master IIs were used for this purpose as part of the Target Towing Flight at the Central Gunnery School whilst the School was based at RAF Sutton Bridge from April 1942 to March 1944. Other aircraft used in this role during WWII the RAF used aircraft including the Hawker Henley, the Boulton Paul Defiant and the Westland Lysander as target tugs. The chief modifications to these aircraft were a station for the drogue operator and a winch to reel in the cable prior to landing. The winch was typically powered by a small propeller driven wind-turbine on the outside of the aircraft, driven by the airflow and attached to the winch via a clutch. Such devices are still used by some aerial refuelling tankers to retract the refuelling hose after the operation is completed. The drogue would often be jettisoned at some location convenient for recovery prior to the aircraft's landing. The drogue itself caused a great deal of drag and could be dangerous, particularly to less-powerful aircraft. If the engine failed, the drag from the drogue could be enough to reduce the airspeed of the aircraft below stall speed before the drogue could be jettisoned.For further information on this lot please visit Bonhams.com

A fine silver model of a 1929 Austin 7 Top Hat Saloon by Gerald Gilbert, London, 1988,1:23 scale, a scratch built engineers' model, complete with detailed interior, opening bonnet to engine compartment, doors with working catches and other finely modelled features, the underside hallmarked London 1988, (front right wheel track rod detached, rear axle springs loose) in exhibition quality glass and silver edged display case on 12 x 20cm wooden base. For further information on this lot please visit Bonhams.com

A wooden propeller from a Martinsyde F4 Buzzard biplane, circa 1918,twin bladed laminated wood, central hub with 4 sections of laminate removed, remains of markings read '******O Suiza' and partially legible 'Martinsyde F4', tips of blades and edges with some loss, some worming, repair and loss to hub, 267cm diameter. Footnotes:The Martinsyde F.4 Buzzard was developed as a powerful and fast biplane fighter for the Royal Air Force, but the end of the First World War led to the abandonment of large-scale production. Fewer than 400 were eventually produced, with many exported. Powered by the 300Hp Hispano-Suiza 8 aero engine, of particular note was the Buzzard's high speed, being one of the fastest aircraft developed during World War I reaching 146 mph (235 km/h, 127 knots) at sea level and 132.5 mph (213 km/h, 115 knots) at 15,000 ft (4,600 m).For further information on this lot please visit Bonhams.com

A finely constructed model of a De Dion Bouton 6Hp single cylinder engine made by Michael N Bell, 2001,18cm high, mounted on a stand above a wooden display base mounted with a replica De Dion Bouton plaque, the front of the engine engraved with maker's details. For further information on this lot please visit Bonhams.com

Alex Kow (French 1901-1978), an illustration of a Bugatti Type 57 engine,unsigned but bearing 'Vente A.Kow' purple ink studio stamp, monochrome gouache on card, airbrush heightened with white, a view of the engine with gearbox within a 'Bugatti' oval border, 18 x 23.5cm, pasted onto card mount with annotations to lower margin, framed. This lot is subject to the following lot symbols: * AR* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.AR Goods subject to Artists Resale Right Additional Premium.For further information on this lot please visit Bonhams.com

A sales catalogue for 'The Newest Mercedes Six Cylinder Models', circa 1925,cord-tied cream card covers, printed by Stahle & Friedel of Stuttgart, 18 numbered pages, English text, well illustrated with chassis, engine, and coachwork styles for Touring, Coupe-Limousine, Pullman and Cabriolet models, some light wear to covers, large 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A Three-Litre Bentley sales brochure, 1922,'A high-speed sporting car with a four cylinder 80 bore engine', printed by Herbert Fitch & Co Ltd, cream card covers, cord bound, printed blue tinted winged B badge on the front, 16 un-numbered pages, printed in black, blue and yellow, small 4to, some wear and vertical central creases to covers and pages. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A Six Cylinder Bentley '6½ Litre Model' Preliminary Abridged Particulars sales catalogue, number 9, dated August 1926,'The British Thoroughbred Car', cord-tied dark grey mottled card covers with gilt embossed title, 8-page catalogue produced by Herbert Fitch & Co.Ltd, illustrated with engine details, technical specifications and features for the range, Weymann Saloon without division and Saloon with division models on the Six-Cylinder chassis, large 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A Six Cylinder Bentley '6½ Litre Model' Preliminary Abridged Particulars sales catalogue, number 9, dated February 1927,'The British Thoroughbred Car', cord-tied brown mottled card covers with gilt embossed title, 8-page catalogue produced by Herbert Fitch & Co.Ltd, illustrated with engine details, technical specifications and features for the range, Enclosed Limousine Weymann and Enclosed Limousine, large 4to, some light foxing to title page, together with a colour photostat sheet of the Specifications page with updated prices for April 1927. (2)This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A Six Cylinder Bentley '6½ Litre Model' Preliminary Abridged Particulars sales catalogue, number 9, dated May 1927,'The British Thoroughbred Car', lacking covers, 8-page catalogue produced by Herbert Fitch & Co.Ltd, illustrated with engine details, technical specifications and features for the range, Weymann Saloon without division and Saloon with division models on the Six-Cylinder chassis, large 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A Bentley Six and a Half Litre Six Cylinder Standard Model sales catalogue, Export Edition, number 27, dated October 1928,brown hard covers with gilt Winged 'B' emblem and cream quarter-bound spine, produced by F.A.Corbett at the Press of Herbert Fitch & Co.Ltd, 35 numbered pages, the frontispiece with tipped-in print after F.Gordon Crosby depicting a Saloon model on an Alpine road, further illustrated with engine, chassis and other mechanical features and views of Weymann Touring Car, Open Touring Car, Cabriolet Coupe, Weymann Saloon, Weymann Enclosed Limousine, Enclosed Limousine, Fixed Cabriolet de Ville by Thrupp & Maberly and Sports Pullman Landaulette models, the first page with hand-written name in pencil, some light wear and light staining to covers, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A Bentley Six & a Half Litre Six Cylinder Speed Model sales leaflet, number 28, dated October 1928,8-page leaflet produced by Herbert Fitch & Co.Ltd, illustrated with engine, chassis and other mechanical features for the model, some staining to front cover and the rear cover with rust stains transferred through to inside pages in places, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A Bentley Silent Speed Six sales leaflet, number 31, reprinted January 1930,8-page leaflet produced by Herbert Fitch & Co.Ltd, illustrated with engine, chassis and mechanical features and with views of the Close Coupled Two-Door Weymann Saloon and Four-Door Weymann Saloon models, the front cover with some light foxing and handwritten ink annotation to upper right edge, taped repair to spine in two places, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A Bentley Silent Speed Six 'The World's Finest Sporting Car' sales catalogue, number 33, dated October 1929,mottled green textured hard covers with quarter-bound spine and embossed silver effect title plate, 36-page catalogue produced by F.A.Corbett Press of Herbert Fitch & Co.Ltd, the frontispiece decorated with photographic race scene depicting the three winning Bentleys at Le Mans 1929, further illustrated with engine, chassis and other features, and examples of coachwork styles for Open Sporting Four-Seater, Weymann Two-Door Saloon, Four-Door Four-Light Weymann and Coupe de Ville models, large 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A Bentley Silent Speed Six 'The World's Finest Sporting Car' sales catalogue, number 33, dated October 1929,mottled turquoise textured hard covers with quarter-bound spine and embossed silver effect title plate, 36-page catalogue produced by F.A.Corbett Press of Herbert Fitch & Co.Ltd, the frontispiece decorated with photographic race scene depicting the three winning Bentleys at Le Mans 1929, further illustrated with engine, chassis and other features, and examples of coachwork styles for Open Sporting Four-Seater, Weymann Two-Door Saloon, Four-Door Four-Light Weymann and Coupe de Ville models, large 4to, together with original onion-skin outer covers (worn and torn) and a Bentley Motors Ltd, Pollen House typed letter, dated 29th May 1930, pertaining to Bentley catalogues. (3)This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A 4½ Litre Bentley sales catalogue, number 24, issued April 1928,'A Catalogue of the World's Finest Sports Car', cord-tied black textured card covers with gilt embossed title plate, 16 numbered pages, printed by Herbert Fitch & Co.Ltd, illustrated with engine and chassis details, and views of the Sporting Four-Seater, Weymann Saloon, Sporting Two-Seater, and Single Coupe models, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A 4½ Litre Bentley sales catalogue, number 26, issued October 1928,'A Catalogue of the World's Finest Sports Car', cord-tied cream textured card covers with gilt embossed Bentley emblem to front cover, 16 numbered pages, printed by Herbert Fitch & Co.Ltd, illustrated with engine and chassis details and views of the Sporting Four-Seater, Weymann Saloon, Sporting Two-Seater, and Single Coupe models, some light staining and foxing to covers, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A 4½ Litre Bentley sales catalogue, number 30, issued October 1929,'The World's Finest Sporting Car', cord-tied tan textured card covers, 16-page catalogue printed by Herbert Fitch & Co.Ltd, illustrated with engine and chassis details, and views of the Sporting Four-Seater, Weymann Saloon, and the Supercharged 4½ Litre model, some staining to covers, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A 4½ Litre Bentley sales leaflet, number 32, reprinted January 1930,12 numbered pages, printed by Herbert Fitch & Co.Ltd, illustrated with engine and chassis details, and views of the Sporting Four-Seater, Weymann Saloon, and New Supercharged Bentley 4½ Litre models, some staining to covers and hand-written date '1930' in black ink to upper right edge, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A 4½ Litre Bentley sales leaflet, number 32, reprinted January 1930,12 numbered pages, printed by Herbert Fitch & Co.Ltd, illustrated with engine and chassis details, and views of the Sporting Four-Seater, Weymann Saloon, and New Supercharged Bentley 4½ Litre models, and with amended prices for the Supercharged model (chassis only) and Sporting Four-Seater (Supercharger model) to page 9, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A New Eight Litre Bentley Advance Particulars brochure for 1931, number 34, dated October 1930,15 numbered pages, produced by Herbert Fitch & Co.Ltd, illustrated with engine, chassis and other mechanical features, with views of Sedanca Coupe de Ville, Enclosed Drive Limousine and Two-Door Panelled Weymann Coupe coachwork options, some light staining to covers, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A Bentley 8 Litre brochure, number 35, dated Feb 1931,the front and rear covers decorated with colour illustrations after Le Breton depicting the model, 15 numbered pages, printed by Herbert Fitch & Co.Ltd, illustrated with engine, chassis and other mechanical features, and views of Fixed-Top Cabriolet de Ville, Enclosed Drive Limousine, Two-Door Close-Coupled Saloon, and 100 M.P.H. Saloon coachwork options, some slight staining to covers in places, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

'A Description of the Six Cylinder Four Litre Bentley' sales catalogue, number 36, dated May 1931,pale grey card covers with gilt embossed lettering and Bentley emblem in black panel to front cover, 15 numbered pages, printed by Herbert Fitch & Co.Ltd, illustrated with engine and chassis details, and views of Open Tourer by Vanden Plas, Close-Coupled Saloon by H.J.Mulliner, Sports Sedanca and Limousine de Ville by Thrupp & Maberly, Enclosed Drive Limousine by Thrupp & Maberly and Panelled Weymann Saloon by H.J.Mulliner coachwork options, old taped repair to spine of cover, some wear and staining to covers in places and old scorch mark to rear cover, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

A 1925 '24 Hours World's Record' by a Three Litre Bentley Speed Model race victory leaflet, number 11, issued September 1925,4-page leaflet printed by Herbert Fitch & Co.Ltd for Bentley Motors Ltd, containing a brief account of the race and illustrated with race and standing images of the latest production Speed Model for 1926 driven by Captains Woolf Barnato and J.F.Duff at an average speed of 95mph at the Montlhery track near Paris on 21st/22nd September, old folds and taped repairs to covers and reinforced with paper borders to inside pages, small 4to. Footnotes:Provenance: Formerly the property of Bentley Motors Racing Shop mechanic and Bentley Le Mans Team engine builder Billy Rockell and later Sir Henry 'Tim' Birkin's mechanic, and reported to have been stored in his tool box for years.This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com

Offered for sale by the Hurlock family1910 AC SociableRegistration no. KT 8655Chassis no. 9726*Historic early AC three-wheeler*Purchased by Derek Hurlock in 1967*Displayed at AC Cars' headquarters*Exhibited at the National Motor Museum and Brooklands Museum*Eligible for the Pioneer RunFootnotes:Having abandoned plans to produce a 20hp touring car, John Weller turned his not inconsiderable design talents to something more mundane: a three-wheeled commercial delivery vehicle that would suit the needs of his businessman backer, John Portwine. Called the 'Auto-Carrier' this timber-framed device was powered by a single-cylinder, 636cc, air-cooled (by fans) engine mounted beneath the driver's seat and driving the rear wheel, via a two-speed epicyclic gearbox, by chain. Steering was by means of a tiller, with goods carried in a box between the front wheels. Introduced in 1904, the Auto-Carrier was an immediate success, being a quicker and more efficient means of transporting goods around towns and cities than either horses or bicycles. Weller's versatile little commercial vehicle was bought by individual retailers as well as many major chains and department stores, some of which operated fleets of them. A passenger version - the Sociable - arrived in 1907, a second seat replacing the goods box. It was at this time that the name was abbreviated to 'AC' using the Art Nouveau-style lettering forever associated with the marque. A three-seater followed and then the definitive version with side-by-side seating for the driver and a single passenger. Exported widely throughout the British Empire and beyond, the Sociable was for many people their first experience of powered transport. Many private owners entered their Sociables in the popular reliability trials of the day, and one was even timed at 47mph at Brooklands. Hard hit by the prevailing economic recession, AC Cars went into liquidation in 1930 and was bought by the Hurlock brothers, Charles and William, proprietors of a successful road haulage business which also sold and serviced cars and lorries. The Hurlocks had purchased the AC premises in order to obtain more space for their existing businesses; it was never their intention to become car manufacturers, yet in October 1933 AC was back at the London Motor Show. After the Second World War Derek joined his father William and brother Charles in running the family firm and AC would remain in the Hurlock family's control until the company was sold to a new owner in 1986. Derek Hurlock discovered this AC Sociable in Kent in the 1960s. Offered for sale by the Hurlock family, the vehicle comes with an old-style logbook, issued in 1967, recording William Derek Hurlock as owner and noting 'Registered under the Motor Car Act 1903 on 21st August 1916'. The engine capacity is given as 214cc. The vehicle also comes with a VCC Certificate of Dating (no. 1103) stating that it was manufactured in 1910.Formerly displayed at AC Cars' headquarters and showroom, 'KT 8655' was later displayed at the National Motor Museum, Beaulieu for many years and more recently has been exhibited at the Brooklands Museum. The hood was renewed while the AC was at the NMM. There is a photograph on file showing the Sociable at AC's HQ together with a letter stating that it was first owned by W Padgham & Co of Ashford, Kent and used for trade purposes only. The vehicle last ran some years ago but was running when laid up for museum display. As an Edwardian-era three-wheeler, this historic AC Sociable is eligible for the Sunbeam Motor Cycle Club's popular Pioneer Run.For further information on this lot please visit Bonhams.com

1911 Maxwell Model AB RunaboutRegistration no. BF 5033Chassis no. 14548*Imported from the USA in the early 1990s*Not driven since restoration*Stored in recent years*Engine rebuiltFootnotes:Financed by Detroit sheet metal manufacturer Benjamin Briscoe and East Coast plutocrat J P Morgan, ex-Oldsmobile and Northern engineer Jonathan D Maxwell built his first car - an advanced twin-cylinder design with water cooling, mechanical inlet valves, two-speed planetary transmission, shaft drive and right-hand steering wheel - in 1904. The twin proved an enormous success from the start. A four-cylinder model joined the line-up for 1906 and Maxwell expanded from its Tarrytown, New York base, opening factories in Auburn, Indiana, and Rhode Island. Sound engineering was complemented by a series of headline-grabbing publicity stunts that helped boost sales, none more successful than a transcontinental trip from New York to San Francisco undertaken by a team of four lady drivers in 1909. The following year the firm sold over 20,000 cars, a total exceeded only by Ford and Buick. From this high point Maxwell went into decline. Hit hard by the post-WWI depression, Maxwell merged - unsuccessfully - with Chalmers and acquired a new president in the person of Walter Percy Chrysler, whose new marque would rise from the Maxwell-Chalmers ashes. The car offered here is one of the last of Maxwell's highly successful twin-cylinder runabouts, this type being discontinued after 1912. The AB was a sturdy two-seater with high scuttle, tall horizontally split windscreen, a metal framed hood, and 20' diameter artillery wheels. Boasting mechanically operated inlet valves, the horizontally opposed engine was located at the front and cooled by a Mercedes-style radiator for the thermo-siphon circulation. Transmission was by means of a two-speed planetary gearbox with shaft drive to the rear axle, with drum brakes on the rear axle only. The maximum speed was 35mph.In June 1992 this Maxwell was offered for sale at a UK auction having recently been imported from the USA, and was described at that time as 'fully restored'. The car has plentiful brasswork, including very impressive original Maxwell No 27 acetylene headlamps and matching side lamps. It is described by the vendor as in very good/excellent condition in all respects: body, paintwork, glass, wheels/tyres, and interior. The vendor also reports that the rebuilt engine (still fitted with the original carburettor) starts and runs very well. Stored in recent years and not run since the restoration, the car is nevertheless said to be in very good condition overall, merely requiring some final setting up before regular use. Offered with a good history file, this delightful Maxwell represents a wonderful opportunity to own a fine example of a rare American Edwardian light car.For further information on this lot please visit Bonhams.com

1920/21 Rolls-Royce 40/50hp Silver Ghost Doctor's Convertible CoupéRegistration no. XK 1702Chassis no. 26TE*Originally a Thrupp & Maberley limousine*Re-bodied in the USA*Present ownership since 1992*Rolls-Royce Alpine event participant in 2013, driven from the UK and backFootnotes:Although the 40/50hp model would have earned its 'The Best Car in the World' sobriquet in any event, 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 Henry Royce and entrepreneur the Honourable Charles 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 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. 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. Rolls-Royce Silver Ghost chassis number '26TE' was completed in December 1920 and sent to Thrupp & Maberley for bodying as a limousine that same month; it was finished and first registered in 1921. The first owner was a Mr C H Whittington, who took delivery in August 1921. The Ghost is known to have been sold by Dunbar & Sons in Edinburgh in 1927. Sold by Scott Moncrief in 1967, the car was shipped to Florida in the 1980s and returned to the UK immediately prior to being sold at auction in 1992 where it was bought by the current owner. Believed fitted in the USA, the doctor's coupé body was converted to convertible configuration by Frenchay Garage, Bristol when the car entered UK circa 1992. Other noteworthy features include dickey seat accommodation, a folding luggage rack, rear-wheel brakes, a self-starter, and André Hartford shock absorbers. Since acquisition various works have been carried out by A J Glew and Coldwell Engineering to include rewiring the electrics; a partial engine overhaul; brakes relined; dynamo overhauled; and a new clutch bearing housing and clutch bearing fitted. While in the current ownership the Ghost has completed the Rally of New Zealand and the Rolls-Royce Alpine event in 2013, driven from the UK and back. 'XK 1702' has also taken part in '20 Ghost Club' events during the current ownership. The car comes complete with a Dunlop wheel spanner, a copper mallet, a period oil gun and jack, and its original 'Spirit of Ecstasy' mascot.For further information on this lot please visit Bonhams.com

1903 Thornycroft 20hp Four-Cylinder Double PhaetonRegistration no. AA 575Chassis no. BZ 14*Rare passenger car from a renowned commercial vehicle manufacturer*Owned by company founder Mr Tom Thornycroft until 1957*Fully restored*Present ownership since 1987*100% London-Brighton finishing record*Entry in the 2020 London-Brighton Veteran Car Run, no. 206Footnotes:Thornycroft was founded in 1864 as a shipbuilder before diversifying into road transport in 1896 with the introduction of a steam-powered van. The company is best known as a manufacturer of commercial vehicles, its time as a maker of passenger cars being relatively short, lasting from 1903 to 1913. Production began with twin-cylinder 10hp and four-cylinder 20hp designs, which featured automatic inlet valves, gill-tube radiators, and shaft drive. Thornycroft cars were of high quality and well regarded, but the demands of the firm's successful commercial vehicle division were such that it was forced to end car production after some 450 had been completed. This rare four-cylinder Veteran motor car comes with an exceptional history having been owned by Mr Tom Thornycroft (one of the company's founders) until 1957. Mr John Brown purchased the car that year; he then sold it to Mr John Carter but must have missed this exceptional machine as he repurchased it later on. 'AA 575' has had only four owners from new.Previous owner T L Roberts acquired the Thornycroft in 1987 and can be credited for the immaculate condition the car is in today. Works carried out during his ownership include a full 'last nut and bolt' body-off restoration. The engine and gearbox were removed and the engine fully stripped, with all parts crack-tested; the crankshaft reground; new white metal bearings made for big-ends and mains; cylinder blocks re-bored and new pistons manufactured; new primary gears manufactured for the distributor drive; the inlet valves reconditioned; and the carburettor overhauled. One spare piston was made and all the old ones kept.Turning to the transmission: the clutch (fluid type) was fully reconditioned including new drive plates, and the gearbox stripped and new gears manufactured as necessary; modern oil seals and all new bearings were fitted prior to re-assembly. The prop-shaft was remanufactured to include stronger 'U' couplings, and the rear axle stripped and rebuilt with new bearings and modern seals. The fuel tank was remade and increased in capacity, and is now housed under the driver's seat, while a fuel system isolator is fitted to the offside of the car. New outboard brake shoes were manufactured and the rear springs re-tensioned with an extra leaf fitted. Suspension stops were fitted to balance the rear. The coolant tank was restored and installed beneath the rear floor, accessed via a special cover. Side steps and floorboards were re-covered, and all bodywork stripped and repaired with new woodwork where necessary. The body was then painted to a very high standard, including hand-applied coachlines, and all leatherwork replaced with buttoned Connolly hide. The rear section of the double phaeton coachwork is original to the car and would have been removed and stored during the winter months, while the front section has been rebuilt to the exact original design. Running boards were added and a replica front seat made.The front windscreen surround and all its fittings were manufactured in brass using castings taken from a 1913 Silver Ghost. To improve weather protection, fully enclosed side screens were made and a useful storage case added at the rear, while the willow basket and umbrella basket were specially commissioned for this car. The original rear tonneau and all fittings, including the rear window and irons, have been retained. The artillery wheels were fully restored, painted and lined, and all lamps refinished. A bespoke starter motor has been installed, operated by a discreet switch; it is powered by two 12-volt batteries in a box beneath the rear seats, and there is an isolator switch in the nearside seat compartment. The epitome of Edwardian style, this magnificent Thornycroft has been meticulously maintained and has a 100% completion record for the London to Brighton Veteran Car Run. Operation is simple: tickle the carburettor, flick on the ignition, and the car is ready to go, starting equally well when turned either by handle or the starter motor. Equipped with a 2½-litre four-cylinder engine and a three-speed gearbox, the Thornycroft is a capable performer and has often completed the run to Brighton with as many as six people on board. No jumping out to push up Burgess Hill with this Thornycroft! Should the weather turn inclement, the handsome pram hood is easily erected by one person. Fascinating details abound on this beautifully presented 'Brass Era' motor car, which has the added advantage of an entry in this year's London to Brighton Veteran Car Run.For further information on this lot please visit Bonhams.com

1922 Delage CO2 4½-Litre Dual Cowl TourerRegistration no. NNU 313Chassis no. 12868*One of the most advanced and fastest touring cars of its day*One of a handful of survivors worldwide*Overhead-valve engine; four-speed gearbox; four-wheel brakes*Professionally restored by The Delage Garage in *Australia 2009-2012*Enthusiastically campaignedFootnotes:Introduced in 1921 as the Grand Sport, the Delage CO2 was the overhead-valve version of the lacklustre CO sidevalve and suffered somewhat by association with its dowdier progenitor. Fitted with a cross-flow cylinder head, the CO2's 4½-litre six-cylinder engine produced ample power, which was transmitted to the rear wheels via a four-speed gearbox. With a sturdy and stiff chassis and excellent four-wheel brakes, it was one of the most beautifully engineered and technologically advanced cars of the era. Only some 300 (including Grand Sport models) were produced.Only a few Delage CO2s are known to have survived worldwide, which is perhaps unsurprising given the low production numbers. Another reason for the low survival rate was the cars' high aluminium content, which, unfortunately, meant that many European examples were scrapped during WW2 to cater for the demands of military aircraft production. Some CO2s were sold new in Australia through agents Joubert & Joubert and, without a war being waged on the doorstep, a few survived intact. On 15th February 1923, a CO2 broke the Melbourne to Sydney record with a time of 13 hours and 47 minutes, impressive when that same journey still takes at least nine hours on tarmac roads! Latterly, Owen Platt Hepworth competed with a CO2 in the Vintage Sports Car Club of Australia speed events, regularly ruffling the feathers of the Vauxhall and Bentley owners.The early history of this fine CO2 is not known, the model's factory records having been destroyed, along with many of the cars, during WW2. The previous owner purchased this Delage, together with another, in the western district of Victoria, Australia. Both cars were dismantled but largely mechanically complete including radiators and bulkheads, but no coachwork was present. The previous owner is a leading authority on Delage, and owned and managed one of Australia's foremost restoration companies: The Delage Garage, which restored this car between 2009 and 2012. Mechanical work was carried out in house under the watchful eye of the owner, with Ken Styles, a former toolmaker and meticulous engineer, responsible for machining and assembly. In the absence of any original coachwork, respected coachbuilder Richard Stanley constructed a torpedo body similar in style to those offered for the Delage chassis in period. Upholstery of the dual-cowl coachwork was entrusted to Blackmans & Melbourne, and is finished in ostrich hide rather than traditional leather. In 2014 the Delage was imported into the UK and subsequently purchased by the current owner. Since purchasing the CO2, he and his wife have enjoyed numerous events with the car, both in the UK and on Malta where they have another residence. The Delage's first event post-purchase was The Royal Concours at Holyrood Palace, Edinburgh in 2015, where the car completed the pre-concours tour and was very well received. A copy of the event book containing the Delage's entry is in the file accompanying the car. After the Royal Concours, and following a period of the engine running rich, a piston picked up as a result of the associated carbon build-up. Luckily the issue was diagnosed extremely quickly and practically no damage was caused apart from a shallow scoring of one cylinder bore. All of the repair work was entrusted to Barry Owen, a talented and experienced Vintage motor engineer, who at the time was based in Malta. While in his care, the CO2's engine was dismantled and de-coked, the cylinder bore honed, and new piston rings and a cylinder head gasket sourced. The engine was then carefully reassembled and tuned to perfection, with the triple Solex carburettors carefully balanced. Barry Owen commented that he was extremely impressed with the quality of the work carried out on the engine internals in Australia. All subsequent work has been entrusted to Barry Owen, who in recent years has moved his workshops from Malta back home to Anglesey. Further works have included an overhaul of the electrical charging system to ensure that it works perfectly, while more recently the two sets of high-tension leads have been replaced. As well as the aforementioned Royal Concours, this fine Delage has also been a feature car at the Borders Vintage Automobile Club's annual Classic Festival at Thirlestane Castle, one of Scotland's biggest Vintage car events. Furthermore, it has also picked up numerous prizes at the Concours d'Élégance held for the Mdina Grand Prix on Malta.Sold only due to the current owner's desire for a slightly more 'modern' 1930s touring car, this magnificent and rare Vintage sports-tourer is ideally suited to long-distance rallies and tours, being both comfortable and effortlessly fast from low revs. The late Bill Boddy perhaps best sums up the CO2 when, in concluding an article about the CO Delages in Motor Sport (August 1997 edition, copy on file) he states: 'So, among the great cars of the past, let us not forget this masterpiece of Monsieur Delage.'For further information on this lot please visit Bonhams.com

1904 Rambler 7hp Model H Rear-Entrance TonneauRegistration no. BS 8435Chassis no. 4596*Famous American make*Imported into the UK in 2005*VCC Dated*Many-time London-Brighton Run participant*Entry in the 2020 London-Brighton Veteran Car Run, no. 152Footnotes:Producers of bicycles under the 'Rambler' brand name, partners R Philip Gormully and Thomas B Jeffery diversified into automobile manufacture as early as 1897 with a single-cylinder gasoline engined car. Thomas's son Charles then built two cars of improved design and the company exhibited at the Chicago and New York auto shows in the autumn of 1900. These first Jeffery-designed cars were of front-engined, left-hand drive configuration, marking them out as advanced among contemporary American automobiles.Following the death of Philip Gormully, the Jefferys sold their bicycle business and set up as automobile manufacturers in a new state-of-the-art factory in Kenosha, Wisconsin, producing the Charles Jeffery car in revised form. Doubtful that the public would accept a front-engined, left-hand drive vehicle with wheel steering, Thomas Jeffery opted for conventionality in the form of a right-drive, tiller steered car with its engine mounted beneath the seat, the first of these new Ramblers being sold in February 1902. A high quality vehicle offered at a value-for-money price of $750, the Rambler was an instant success, selling 1,500 units in its first year of production, a figure bettered only by Ransom Eli Olds' curved dash Oldsmobile. Larger, twin-cylinder models followed - some with front engines - and wheel steering had been reinstated by 1904, in which year 2,342 Ramblers were sold.Moving up market, Rambler had discontinued its single-cylinder models by 1905 and introduced a brace of fours. The 1910 range consisted of four-cylinder models only and by this time Rambler was established as one of the US auto industry's leading firms. Following Thomas Jeffrey's death that same year, the company continued with Charles at the helm, but from 1914 onwards its products would be badged as 'Jeffery'. A famous name had gone.The Rambler offered here is a 7hp Model H: a right-hand drive, single-cylinder model equipped with all-round elliptic springing, throttle control, from-the-seat starting, detachable tonneau and the correct Badger brothers 'solar' brass side lamps and headlamp. The car was purchased in America in 2005 from long term family ownership and imported by the vendor. Since arriving in this country the Rambler has taken part in several London-Brighton Runs and many VCC rallies including the Creepy Crawley. The vendor has described the car as easy to start, reliable and a pleasure to drive. Recently the wheels have been rebuilt and new tyres have been fitted. Offered with an entry into the 2020 London to Brighton Veteran Car Run, as well as several files of history documentation and a V5C Registration Certificate and the VCC dating certificate. There is also a windscreen and canopy roof which can be collected directly from the vendor by arrangement.For further information on this lot please visit Bonhams.com

1929 Sunbeam Sixteen Drophead CoupéRegistration no. VN 1433Chassis no. 5611K*High quality Vintage-era sporting car*Engine shows good oil pressure*Radiator re-cored*Five new Firestone tyres, wheels powder-coatedFootnotes:Founded by John Marston, a God-fearing Victorian industrialist who foresaw the growth in demand for private transport, Sunbeam was first associated with beautifully made, though expensive, bicycles. Although comparative latecomers to motor car manufacture, the Wolverhampton-based Sunbeam factory quickly established a fine reputation alongside Lanchester, Wolseley, Austin, and Daimler at the heart of the expanding Midlands motor industry. John Marston Limited's first Sunbeam production car, a De Dion-engined voiturette, was sold in 1901, but it was not until 1907, two years after the Sunbeam Motor Car Company had been formed, that the firm produced its first all-British model, the 16/20. The arrival of designer Louis Coatalen in 1909 and the pursuit of an effective competition programme enabled Sunbeam to establish a formidable reputation prior to WWI, its superbly made products enjoying a reputation rivalling that of the best from Alvis and Bentley thereafter. Produced between 1929 and 1933, the Sunbeam 'Sixteen' featured a massively built chassis frame sprung by semi-elliptics all round, and was powered by an overhead-valve six-cylinder engine of 2,040cc rated at 16.9hp for taxation purposes. Hydraulic brakes arrived for 1931 together with a 2,193cc engine rated at 18hp, and in 1932 the four-speed gearbox gained synchromesh on third and top gears. Sadly, the collapse of the Sunbeam-Talbot-Darracq combine in 1935 and its subsequent acquisition by Rootes meant that the revised Sixteen - one of the last true Sunbeams - never got the chance it deserved. This charming Vintage-era Sunbeam Sixteen drophead coupé is reported as having bodywork, glass, trim, and wheels/tyres in very good condition, while the two-tone green/black paintwork is rated as good. The interior was re-upholstered 12 years ago and the tan seats, door cards, dashboard and carpet are still in very good condition, with the hood described as excellent. Said to start and run very well, the engine displays good oil pressure and is charging well. The radiator has been re-cored and the gearbox, running gear, and electrics are reportedly either good or very good. A good history file comes with the Sunbeam, which is an ideal for car for VSCC motoring in all weathers. Stylish six-cylinder Vintage motoring at an affordable price!For further information on this lot please visit Bonhams.com

1932 Alta 1½-Litre Supercharged SportsRegistration no. KXD 666Chassis no. 16*Ultra-rare British competition car*In-period Brooklands race history*Regularly campaigned in historic races*FIA/MSA papers (issued 2000)*'On the button' and ready to useFootnotes:'The name of Alta may not have the aura of ERA, Maserati, Bugatti or Alfa Romeo, but nonetheless it holds an important niche in the history of British motor racing and was the result of the endeavours of one man.' - Denis Jenkinson, Motor Sport.The late Geoffrey Taylor was a small specialist manufacturer with a difference. Where others concocted hybrids from proprietary bits and pieces, he not only designed but also made every part of the Alta sports and competition models, even down to superchargers. The little Alta factory near the Kingston by-pass (only demolished in the early 1960s) was largely put up with his own hands. Completed in 1929, Taylor's first Alta was a 1,074cc sports car. The Alta engine featured cast-iron wet liners, twin overhead camshafts with vertical shaft/skew gear drive, hemispherical combustion chambers, and Nitralloy steel crankshafts, making it one of the more advanced designs of the day. Engines were available in supercharged and un-blown form, producing 76 or 49bhp respectively. Lightness and low build were two of Taylor's objectives, so the frame was under-slung, and even the little 1100s wore 13' brake drums. It is estimated that 13 cars were made, of which it is believed five survive. Taylor was keen to give the impression that his cars were being built in significant numbers, and thus the chassis numbers are not an accurate guide to the actual number of cars completed.According to the information in the history file, this Alta, chassis number '16', was, in fact, only the sixth built and was originally supplied to a Mr R A Gardiner. Originally registered as 'KJ 8421' and painted black with red upholstery, chassis number '16' was the first of a limited series of open four-seaters. It was later converted by the works to its present two-seater configuration with pointed tail, reregistered and repainted with the original colour scheme reversed. It is believed that by 1934 ownership had passed to Douglas L Briault, and both he and J H Bartlett competed in the Alta at Brooklands on a number of occasions between 1934 and 1937. On 23rd June 1934 the Alta was a finisher in the BARC British Empire 300-mile race, and on 14th March 1936 won the second handicap race at the BARC meeting. By the outbreak of WW2 the car was owned by John Jesty, who in 1941 wrote a charming article about his adventures in the Alta for the 69th edition of 'Talking of Sports Cars', a regular feature in The Autocar magazine during the war years (copy on file). Said article includes Jesty's hilarious account of an expedition from Cambridge to London during which the left leg of his trousers got caught in the exposed prop-shaft linkage. The garment was shredded, only to be regurgitated later, covered in oil, onto the dress of a young lady he was taking out for the first time. In 1961 the Alta was acquired in a partially dismantled state by Robin Morgan-Giles, of the famous yachting family. The cylinder block and head castings were missing, having been sent away for repair by a previous owner and never returned. They were still missing when the current owner acquired the car 40 years later from Morgan-Giles, the sale being arranged by the famous gentleman racing driver and historic-car motor dealer, Dan Margulies. Fortunately, Dan's racing mechanic, the Hon. Edward Wodehouse, substituted one half of a new Alfa Romeo 8C block/head casting, which happened to fit the Alta crankcase perfectly. This increased the capacity to 1,500cc, which meant fitting new pistons and con-rods, but all the other Alta internals, including the camshafts, camshaft drive, valve-gear and crankshaft, were incorporated into the rebuild, as was the secondary supercharger from Dan's Grand Prix Maserati 4CL. While in current ownership, the car has been displayed at the Cartier Style et Luxe Concours at Goodwood Festival of Speed, 1996; VSCC Silverstone Spring Start in April 2003 at the celebration of the Alta marque's 75th Anniversary; and used in both VSCC competition with success and for road use. Following a period of storage and having not been used for several years the engine has recently been thoroughly re-commissioned by Edward Way and the bodywork refreshed by Ben Brown. Details of the works carried out over the years, as well as a substantial photographic record, may be found in the accompanying extensive history (four box files), which also includes copious correspondence with previous owners (perusal highly recommended). A very rare, important and unique car, this is a wonderful piece of British motor racing history.For further information on this lot please visit Bonhams.com

Ex-Schlumpf and Mercedes-Benz Museum Collections1901 Panhard et Levassor Type A2 7hp Twin-Cylinder Rear-Entrance TonneauRegistration no. BS 8623Chassis no. 3114*Copies of factory Panhard-Levassor records on file*Copiously researched and fresh from extensive restoration by noted specialists*'The definitive London to Brighton car' with early start time*Dated by The Veteran Car Club of Great Britain1,648cc, Side-Valve Twin-Cylinder Phenix Inline Engine7hp, Single CarburettorThree-Speed Manual Transmission with Chain DriveFront Suspension, Fully Elliptic Leaf Spring, Rear, Semi-Elliptic Leaf SpringTwo-Wheel Contracting Band Brakes, with additional Transmission BrakeFootnotes:'...the two-cylinder car must be regarded as one of the most reliable and best-made machines of the Veteran era' – John Bolster, of the Panhard-Levassor.The dawn of the automobile may be in the Benz camp, but in many ways the Système Panhard, pioneered much of the concept of how a car was operated and continues to be today. The engine was moved to the front, beneath a 'bonnet', the transfer of speed was mechanical, cog on cog, rather than by belt, and Panhards were the first to encase their geared transmission in a 'box'. Piano style pedals were used for operating clutch and transmission brakes. First a tiller was used to operate the directional control of the car, but within a few years this was replaced with a 'steering' wheel. It all sounds obvious today, but the Panhard was the first car on which these concepts were seen. Only one main aspect shows its age, that of the transfer of power to the road by chains from the transfer 'box', this part of the mechanism would remain fashionable through the introduction of the Daimler 'Mercedes' product for at least a decade, but still to many the idea of a chain drive car remains very appealing!Type A2 Panhard-Levassors such as this magnificent example may be considered as a transitional model as they retain the Daimler-Phénix powerplant which the brand, and arguably the industry, had been built upon, but it was now mounted in a car with a lower frame and of proportions that were more user friendly. In addition to their importance and stature in the history of the automobile, in today's age of vociferous documentation and proof of history, Panhard-Levassor cars are head and shoulders above most in that the original ledgers recording their order and supply survive, definitively proving their age, which can be a challenge for some cars.This example has been extensively researched by its owner, enabling much of its fascinating history to be charted. To begin with, copies of the Panhard-Levassor ledger records describe this motor car as being built with 7hp engine number 3114 on 25 October 1901, with 'caisse carrosserie ordinaire' bodywork, being their reference to a standard rear-entrance tonneau, 'garniture en cuir noir tendue, porte arriere montante jusqu'en haut' - tight black leather trim, rear door rising to the top (confirming tonneau), and electric ignition. Today, the car sports a coachbuilder plaque for La Carrosserie Industrielle, which it has worn since at least the 1960s, who were Paris based and were more than likely the builder of its body for Panhard. The car was sold to Palais de l'Automobile – a dealing agency for a number of automobile manufacturers, situated at 219 Boulevard Peraire in Paris. Precisely who the Palais delivered 3114 to is not known, but documented through the French vehicle registration system its ensuing history starts as early as 1909, when the car was registered with the licence number '415 BB', a Bordeaux plate. Its owner at this point was one A. Kossotty a 'Constructeur & Mecanicien' of Avenue Gambetta in the town of Saintes. Beneath the annotation on the hand-written records, its next owner is Paul Cureau. As it turns out, these two gentlemen were father and son-in-law, Paul Cureau marrying Marguerite Kossotty in 1902 in Paris and later taking over Mr. Kossotty's business. It is conceivable that Cureau had bought the Panhard in Paris, and brought it with him to the Bordeaux region later, or else more likely that either had bought the car as an intriguing piece of engineering history a few years after it would have been current. It is also possible that they were responsible for the light revisions to its guise in which the car was presented to the Association des Proprietaries de Vielles Voitures Automobiles 'Les Teuf-Teuf' on 30th July 1937, by which time it can be seen to have had its rear seats removed, and its standard bonnet replaced with a more angular affair which it retains to this day. The seller surmises that perhaps Kossotty or Cureau had customised it to participate in sporting events held in that region by Le Petite Gironde. The owner in July 1937 is listed to the 'Teuf-Teuf' as Albert Streit of Cachan, a Paris suburb, who cited ownership on his application of a Hurtu car also. From this point, the Panhard was used in the club's events, notably as late as 25th June 1939 on a Paris-Rouen rally, and returned to use immediately after the war. Period film footage exists of this and other 'Vieux Tacots' parading through Paris on 1st January 1947. Its use continued through this period, it being seen on other news reel footage of 1950s events in France, in Pau, and in Paris, and a magazine article of it in Clermont-Ferrand. At some point it seems that it appeared on the radar of the Schlumpf brothers who were busy quietly amassing their huge collection on their textiles business property in Mulhouse. Although best known for more than 100 Bugattis that they accumulated, there are many veteran cars, and it is believed that the Panhard at least for a little while was one of those. A photo on file shows the car with another Schlumpf collection car in the 1960s. According to information supplied to the last but one owner when the car was purchased from the reserve collection of the Mercedes-Benz Museum via their Classic Center, it had arrived in their collection described as an 1898 (sic) Panhard, but for the reason of its Daimler engine, and had come from Schlumpf in exchange for the Silberpfeil – or Silver Arrow Grand Prix Mercedes-Benz, which remains in that collection today. Certainly, the Panhard resided with Mercedes from 1965, and emerged when included in a group deal with the Louwman Collection in 2010. It was sold as part of a separate group deal from that collection to noted Swiss Enthusiast and dealer Christoph Grohe in 2012, from whom the current owner acquired the car. Over the course of the last 7 years, the Panhard was first researched thoroughly to ensure that a restoration would be as accurate as possible, and then entrusted to experts in their respective fields. The majority of this work was carried out by the team at Tattersalls Veteran to Classic, the mechanical aspect was refurbished where necessary, including rebuilding of the engine with new bearings, repair to one of its mountings, new drive cogs, and the fitment of a modern starter motor to assist with its use. Interestingly, during this exercise the pistons were found to have domed heads, suggesting an attempt at increasing its performance. To match its build sheet, Tattersall's woodwork expert David Thompson ensured that the rear of bodywork was rebuilt to its original rear entrance tonneau design, using comparisons with a surviving factory 1901 car. At the same time the now much bowed wood members of the frame were replaced (the original bars remain with the car), and an additional transverse leaf spring which was fitted to the rear was removed, to return it to its original format. The upholstery work was undertaken by esteemed trimmer Julian Taylor of Protectus, complete with a two-piece front/rear tonneau cover in double-duck. The whole car was brush painted in period style in Brewster Green by Daniel... For further information on this lot please visit Bonhams.com

1912 Métallurgique 12hp CabrioletCoachwork by Carrosserie Vanden Plas, BrusselsRegistration no. TM 4148 (see text)Chassis no. 15149*Premier Belgian sporting make*Extremely rare model*First registered in 1913*Previous long-term family ownership since 1988*VCC DatedFootnotes:The Métallurgique took its name from parent company Société Anonyme la Métallurgique, a manufacturer of railway locomotives and rolling stock. Destined to become Belgium's foremost producer of sporting cars, Métallurgique built its first automobile - a Daimler-like twin-cylinder - in the late 1890s. More modern designs followed including, in 1906, the fabulous 60/80hp fast tourer equipped with a magnificent 100bhp, inlet-over-exhaust, four-cylinder engine. An innovative concern, Métallurgique adopted four-speed gearboxes for all its models before WWI, and four-wheel brakes immediately afterwards. Automobiles of high quality, the Vanden Plas-bodied Métallurgiques were much admired across the Channel, their success leading to Warwick Wright acquiring rights to the Vanden Plas name in the UK. The company continued to build big, fast tourers after WWI, and added smaller sidevalve-engined models to the range. In the early 1920s it launched the Paul Bastien designed 12/15, a thoroughly modern fast tourer of high quality, which would underpin Métallurgique production until the company's car factory was sold to Impéria in 1927.Offered here is an example of the very rare Métallurgique 12hp, a type that was first displayed in the UK (as a 1912 model) in November 1911 at the Olympia Motor Show. The car is powered by a 1.7-litre four-cylinder engine, which drives via a four-speeds-and-reverse gearbox. 'TM 4148' was acquired by the present owner at the 2016 Bonhams December Olympia sale for museum display. A change of layout means the car cannot be displayed and, rather than be isolated in long-term storage, the owner feels it should be enjoyed by a new owner. When Bonhams offered the car in 2016, it was being sold on behalf of the family who had acquired the car in 1988. It was understood to be first registered in the UK in 1913. The body was repainted in the 1960s and is nicely patinated; the hood has been replaced (date unknown) and the brightwork is in generally good condition. At present, the magneto is operational but would benefit from being rewound. Used sparingly in recent years and said to run and drive well, this delightful 'Edwardian' is offered with a copy VCC Dating Certificate, assorted correspondence, and a V5 registration document (expired).This vehicle comes with a previous V5C document however if it should stay in the UK it may need re-registering, as it has recently resided abroad.For further information on this lot please visit Bonhams.com

1900 Darracq Perfecta 2 QuadricycleRegistration no. BS 8714Chassis no. Frame no. B 362*Powered by a 2 ¾ HP De Dion Bouton engine *Discovered in the USA in 1992 by John McMullen*Restored while in the McMullen Collection*Formerly part of the John O'Keefe Collection*Recently re-commissioned by Julian Parker Ltd*Accompanied by a dating letter from Michael Edwards, *Chairman of the De Dion Bouton Club UK and author of The Tricycle Book, 1895-1902. Footnotes:The earliest vehicles to carry the name De Dion appeared in 1883 and were steam-powered, Count De Dion and Georges Bouton being in partnership with steam engineer Trépardoux at that time. De Dion and Bouton turned their attention to the internal combustion engine to the annoyance of Trépardoux who quit in 1893, leaving his erstwhile partners to develop what was, in effect, the first high-speed internal combustion engine. Early experimental 137cc engines ran at speeds of up to 3,000rpm, and the first internal combustion-engined tricycles were built in 1895. As well as producing their own machines, De Dion-Bouton found a ready market with other manufacturers who eagerly bought their state-of-the-art engines.Born in Bordeaux in 1855, Alexandre Darracq made a fortune in the bicycle industry's boom years of the late 19th Century and like many of his contemporaries subsequently turned his attention to powered transport. Darracq's motor manufacturing venture was financed by the sale of his Gladiator bicycle business to Dunlop, though he continued to make bicycle components in his new factory at Suresnes, Seine, marketing them under the 'Perfecta' brand name. The availability of Perfecta components and the De Dion engine made it relatively easy for independent assemblers to produce their own motor vehicles, as exemplified by the charming and original quadricycle offered here, which was fitted withcarries a single-cylinder De Dion engine in one of Darracq's Perfecta No. 2 'Touriste' frames. Dating from June 1900, the engine is the most desirable 402cc 2¾hp version with water-cooled cylinder head, which transmits power via a Bozier two-speed gearbox. On this machine the original handlebars have been replaced with a steering wheel and there is the additional facility of foot-operated rear brakes, features commonly found on such vehicles from around 1902. This is very possibly a period modification. The quadricycle's history is unknown prior to 1992 when it was discovered - complete - in the USA by John McMullen and restored to a high standard by Brian Joseph. The vehicle was offered for sale at the 'McMullen' auction in the USA in 2007 and purchased there by John O'Keefe to add to his significant private collection. Following Mr O'Keefe's death, the quadricycle was sold at auction in London to a new owner in October 2010. It was placed with Julian Parker Ltd in early 2019 for various minor works and re-commissioning and was purchased from Julian Parker Ltd by the current vendor later in 2019. It is offered with a current UK V5C document and a De Dion-Bouton Club dating letter confirming the manufacturing date as 1900, making it eligible for numerous Veteran Car Club events including the London to Brighton Run and Pioneer Run.For further information on this lot please visit Bonhams.com

Property of the late Anthony Clark1929 Bugatti Type 40 Grand Sport TourerRegistration no. MT 4870Chassis no. 40764*Delivered new to the UK*Outstandingly original and authentic*Present family ownership since 1957*An older restoration*Full history from 1957 onwardsFootnotes:'Bugattis encapsulate concepts of engineering which, once seen, change your ideas radically and definitively. Drive them, and you realise that each car is form and engineering in equilibrium, and a work of art.' – William Stobbs, Les Grandes Routières.By the early 1930s, Ettore Bugatti - 'Le Patron' - 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. Bugatti's origins, though, were a far cry from the glamorous world of Grands Prix. Italian-born engineer Ettore Bugatti had learned his trade with De Dietrich, Mathis and Deutz before setting up his own factory in 1910 at Molsheim in Alsace, which was then part of Germany. While with Deutz he designed the Type 10, its number reflecting his nine previous designs, and this would serve as the prototype for the first Molsheim-built Bugatti: the Type 13. Introduced in 1910 and the first Bugatti production car, the Type 13 was powered by a four-cylinder, single-overhead-camshaft, 8-valve engine of 1,327cc, which drove via a four-speed gearbox and was mounted in a short-wheelbase chassis carrying a simple open two-seater body. Making its debut at the 1910 Paris Salon, the Type 13 was described by The Autocar as a 'most delightful looking runabout'. Developed from the first Bugatti to be built at Molsheim - the aforementioned Type 13 of 1910 - the Type 13 Brescia took that name following the factory's first four places at the 1921 Italian Grand Prix for Voiturettes, held at the eponymous racetrack in Lombardy. Longer wheelbase Type 22 and Type 23 models were made, both of which used the single-overhead-camshaft 16-valve Brescia engine and were built alongside 8-valve Petit Pur Sang versions. Introduced in 1926, the Type 40 Bugatti succeeded the Brescia types, being built on a longer wheelbase and equipped with a more powerful engine. Virtually identical to that used in the Type 37 Grand Prix car, the latter was a four-cylinder unit displacing 1,496cc and incorporating an all-plain-bearing bottom end with five mains. A single overhead camshaft operated three valves per cylinder (two inlets, one exhaust) and the Type 40's maximum power output of 45bhp or thereabouts was transmitted to the rear wheels via a separate four-speed gearbox. A total of 790 Type 40s had been made when production ceased in May 1931, with a further 40 Type 40As completed with the 1,627cc engine by the end of that year. It is estimated that fewer then 200 survive today. Bugatti Type 40 number '40764' was purchased by the late Tony Clark in August 1957 having been seen advertised in The Autocar. The car belonged to the son of the owner of an engineering company, C J Driver, in nearby Great Barr, Birmingham. In Tony's own words: 'I drove it for a few miles and realised it needed a lot doing to it. It spent the next 12 months under a sheet on the front drive until I had another garage built. I then decided to take it apart. The body was taken off and stored at work for 10 years. I did a lot of restoration work myself although the engine was rebuilt by experts. The car was mostly original apart from the electrics and I didn't expect to find Lucas lamps and starter on a French car. Over the years I managed to locate everything I needed which was the part I enjoyed. I eventually got the body back home and brush painted it myself which turned out well. It took another 10 years to complete and take out for the first time. It has a crash gearbox, i.e. no synchromesh, which takes a little getting used to. It handles very well and the brakes, although cable operated, are very good.'It has a hood and side screens which do their best to keep the rain out. I have driven it all over England and taken it on rallies to Italy and Alsace. Apart from the ignition switch breaking it has never let me down. It cruises at 60mph with a maximum speed of 80mph.'Tony Clark's pride and joy for over 63 years, 'MT 4870' comes with a complete history file to include all documentation and comprehensive invoices from 1957 onwards, including the original sales receipt and The Autocar advertisement. Also included are photographs by Tony Clark and previous owners; information on involvement in rallies and other events in the UK and overseas; letters of enquiry regarding original parts and spares; and letters from well-known Bugatti luminaries Jack Lemon Burton, Bugatti Molsheim, Fritz Schlumpf, Hugh Conway, Henry Posner, Ivan Dutton, and Godfrey Eaton. The car also comes with MoTs and a V5C Registration Certificate.'MT 4870' started life in Southport, Lancashire and some photographs have recently been found of its early days. From emails received recently, and a stereoscopic colour transparency, the first owner's initials have been established as A. J. F. Unfortunately, their name is not known. The earliest photographic record of the car dates from 1936 and depicts it in the Southport area with A. J. F. at the wheel, seemingly about to embark on a lengthy journey. The old-style continuation logbook lists the following subsequent owners: J A Macdonald, Haydock (1947)Kenneth Atkinson Lord, Southport (1950-1952)Maurice John Richards, Churchstoke (1953)Arthur John Churchley, Edgbaston (1953)Peter M Driver, Gloucester (1954)The car remains remarkably original, with all removed parts retained and any original parts required located from the UK and overseas. Described as in good condition, running well, the engine was started regularly up to the end of Tony's life, and fired up at first time of asking in July 2020 when the car was moved for storage. The chassis is said to be sound, with no rust, and the bodywork to be in excellent condition. The hand-painted finish has the charming patina of an older restoration, with only one or two minor marks reflecting its age. The black leather interior likewise has an excellent patina. There are no known problems associated with the transmission, and the electrics are said to be in good working order. A tonneau, hood and side screens in black canvas are included in the sale. Exceptionally original and benefiting from the long-term loving care of a dedicated Bugatti enthusiast, this delightful Type 40 is worthy of the closest inspection.Tony Clark (1927-2019)Tony Clark was born on 2nd April 1927 and passed away on 16th December 2019 aged 92. Tony was always interested in things mechanical and his first car was a 1939 Morris Eight two-seater. After serving in the Royal Navy during WW2 he went to run the family firm of W Clark & Co in Birmingham's jewellery quarter. On 2nd August 1957 Tony spotted an advertisement in The Autocar for a 1929 Bugatti Type 40 Grand Sport 1.5-litre four-seat tourer and managed to purchase it. Driving the car a few days later he realised that it needed quite a bit of work and so a new garage was constructed to house it. The body was removed and would spend the next ten years in storage while Tony undertook the Bugatti's restoration, although he sent the engine away to be rebuilt by experts. Tony was a member of the Morris Minor Club, the Bugatti Owners' Club, the Riley Register, the American Bugatti Club, and the VSCC, which he joined in 1957. The family recalls outings to Silverstone, Curborough, Madresfield and Prescott, always enjoying wonderful picnics whatever the weather. Tony loved all forms of transportation, especially anything steam driven - regular and narrow gauge railways, traction engines, etc - and also too... For further information on this lot please visit Bonhams.com

Property of a distinguished gentleman1924 Vauxhall 30-98 OE-Type Velox TourerRegistration no. NM 5557Chassis no. OE165*Outstandingly original*Full matching numbers*Known ownership history from new*Present ownership since 1968*Restored by Arthur Archer 1978-1988Footnotes: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. The 'big engine/lightweight car' formula has been repeated to good effect many times throughout the history of the sporting motor car, and Vauxhall's famous 30-98 was one of its earliest successful applications. As has so often been the case, the spur behind this particular combination was the desire for competition success; the first 30-98 being constructed at the behest of car dealer and motor sport competitor, Joseph Higginson, in 1913. Higginson's first objective was victory in the Shelsley Walsh hill-climb in June of that year, and the Laurence Pomeroy-designed 30-98 duly obliged, setting a hill record in the process which was to stand for fifteen years.Laurence Pomeroy's tenure as Vauxhall's Chief Engineer saw the Luton-based concern produce some of the truly outstanding designs of the Edwardian period, commencing with the 20hp Prince Henry in 1910. A larger version of the Prince Henry's four-cylinder side-valve engine was developed for its successor, the D-Type, which, with some 70bhp on tap, was good for 70mph-plus when not overburdened by formal coachwork. Pomeroy's 30-98 was powered by a 4.5-litre, four-cylinder, side-valve engine - in effect a stretched version of the Prince Henry/D-Type's - mounted in a conventional but lightweight chassis; suspension being by beam axle at the front and live axle at the rear, with semi-elliptic springs all round. Power was transmitted via a multi-plate clutch to a robust four-speed gearbox, and thence via a short prop-shaft to the straight-cut bevel rear axle. The braking system consisted of a foot-operated transmission brake and a handbrake operating on the two rear drums, the front wheels being un-braked.At first glance this unremarkable specification seems an unlikely one for a performance car - even an Edwardian example - but the 30-98's 90bhp-plus power output, combined with a weight of only 24cwt (with the factory-built, four-seater 'Velox' tourer coachwork) gave it a formidable power-to-weight ratio for the time. A fully road-equipped 30-98 was capable of around 85mph, and when stripped for racing the company guaranteed a top-speed in excess of 100mph for the later overhead-valve models, a capability demonstrated at Brooklands on numerous occasions. 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' - its Prince Henry predecessor having been the 'C' and the 25hp Tourer the 'D'. Manufacture of the E-type ceased in September 1922 after 287 cars had been constructed, there then being a slight hiatus in production before its successor, the overhead-valve 'OE', commenced delivery to customers 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, with the linkages and compensating mechanism - the inaccurately-termed 'kidney box' - mounted somewhat untidily in front of the radiator. 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.This exceptional matching-numbers Vauxhall 30-98 retains its original chassis, axles, steering box, engine, gearbox, and Velox tourer body. 'NM 5557' was first owned by coachbuilders E D Abbott Ltd and was registered to its late owner on 1st August 1968. The Vauxhall was purchased from Chiltern Cars and comes with their sales receipt for the sum of £295. This car's entry in Nic Portway's The 30-98 Vauxhall Centenary Index lists all its owners, the second of whom was Sir Ralph Millais, a descendent of Sir John Everett Millais, the celebrated artist and founder member of the Pre-Raphaelite Brotherhood. In 1978 the car was entrusted to Arthur Archer for a complete restoration which occupied the next ten years and cost £55,000 - a colossal sum at that time and not inconsiderable now. The interior was re-trimmed in correct Connolly leather by Barry Lummis in 1987 for £2,500, while new wheels and tyres were supplied by Richard Brothers in 2012 at a cost of £7,000. Maintenance and running notes for the period 2003-2019 are on file.In 2013 'NM 5557' was displayed at Shelsley Walsh for the Vauxhall 30-98 Centenary celebrations, and in 2015 took part in the Gordon Bennett Rally in Ireland. The car comes with a nice history file containing the aforementioned purchase receipt; an old-style continuation logbook (1960); tax discs from the 1960s; expired MoTs; and a V5C Registration Certificate. This is the finest and most correct Vauxhall 30-98 to come to the market in many years. When one considers the recent £1m-plus sales result for a Wensum-bodied car, this Velox tourer represents exceptional value.For further information on this lot please visit Bonhams.com

Property of a deceased's estate1939 Lagonda V12 Sports SaloonCoachwork by LagondaRegistration no. FYE 999Chassis no. 16061*One of only 189 Lagonda V12s built*Formerly part of the Ellard Collection*Registered just before outbreak of the Second World War*Much money spent during the 1990sFootnotes:'In making an evaluation of the better British cars, the Lagonda V12 certainly must be considered an excellent design and one that contributed to raising the state of the art - not forgetting, of course, that it probably should be considered W O Bentley's masterpiece.' - Road & Track, October 1978.A quite remarkable piece of automotive engineering, the W O Bentley-designed Lagonda V12 was one of the outstanding British models of its day and one of the exclusive handful of 1930s road cars that could exceed 100mph in standard tune. Not only that, but the magnificent, 4½-litre, V12 engine produced sufficient torque to endow the car with a walking-pace-to-maximum capability in top gear. Approximately 185 V12s of all types were built before the coming of WW2 prematurely ended production.For Lagonda, the year 1935 had brought with it bankruptcy and rescue, its benefactor being a young solicitor named Alan Good. Good reorganised the company and recruited W O Bentley, by then disillusioned with life at Rolls-Royce, which had acquired Bentley in 1931. Bentley succeeded in refining the muscular, Meadows-engined Lagondas while working on a vastly more-advanced design that many consider the great man's finest. First seen in 1936, the Lagonda V12 did not commence deliveries until 1938 and only 189 had been built before the coming of WW2 ended production. The advanced chassis employed double-wishbone independent front suspension and was available with a varied choice of coachwork, including limousine. Frank Feeley, stylist of Aston Martin's post-war 'DB' cars, was responsible for the elegant factory bodywork. As usual, the short-chassis Rapide roadster provided even more performance.The V12's announcement demonstrated that the revitalised company was very much back in business, an impression Lagonda's decision to enter the 1939 Le Mans 24-Hour Race can only have enhanced. The marque already possessed a creditable Le Mans record, a short-chassis 4½-Litre driven by John Hindmarsh and Luis Fontes having won the endurance classic outright in 1935. In October 1938, Earl Howe had set a new national record by covering 101.5 miles at Brooklands in a single hour, despite having to stop to change a burst tyre.This magnificent achievement, together with other high-speed tests during which the Lagonda V12 had shown complete reliability, indicated that it would be a highly suitable candidate for reviving British prestige at Le Mans. Accordingly, it was decided to enter a two-car team in 1939 with the aim of securing valuable data, and then to mount a full-strength challenge the following year. In the race the two streamlined two-seater Lagondas fared better than expected, Messrs Brackenbury and Dobson finishing in third place with Lords Selsdon and Waleran fourth. Had a less conservative race strategy been employed, then either might have won. By the time the outbreak of war halted production, only 189 of the fabulous cars had been produced; sadly, the V12 was not revived when peace returned. Offering owner-driver enjoyment enhanced by the effortless torque of its magnificent twelve-cylinder power plant, this Lagonda sports saloon was delivered a month before WW2 broke out. By 1953 the car was in the renowned Ellard Collection where it remained unused until the 1980s, after which it went to Jersey for a short time. When the Lagonda was offered for sale at Brooks' auction at the National Motor Museum, Beaulieu in September 1999 (Lot 433) its paint, chrome, leather and woodwork were said to be original and in very good order. The catalogue also noted that in 1990 £14,000 had been spent on an engine rebuild by Brunts of Silverdale as well as a chassis and brake overhaul, while in 1999 £12,000 had been spent on re-commissioning. Only some 500-or-so miles had been covered during the then vendor's ten years of ownership. The current vendor purchased the Lagonda at the aforementioned Brooks sale. Today this car remains an imposing sight: the black coachwork (lined in red) still looking deep and reflective, and the chrome lustrous. Trimmed in red leather with matching carpets, the interior is patinated (but not untidy) and the woodwork still presents well. Engine starting is said to be average, running and presentation good, and the running gear is reported to be good condition also. W O Bentley's Lagonda V12 is one of the most sophisticated, attractive, and exclusive cars of the pre-war era and this fine example, coming from an important UK private collection and offered with a good history file, is an opportunity not to be missed.For further information on this lot please visit Bonhams.com

The ex-Alan Good1938 Lagonda V12 Drophead CoupéCoachwork by James YoungRegistration no. EAR 659Chassis no. 14036*Unique James Young coachwork*Known ownership history*Extensively restoredFootnotes:'In making an evaluation of the better British cars, the Lagonda V12 certainly must be considered an excellent design and one that contributed to raising the state of the art - not forgetting, of course, that it probably should be considered W O Bentley's masterpiece.' - Road & Track, October 1978.A quite remarkable piece of automotive engineering, the W O Bentley-designed Lagonda V12 was one of the outstanding British models of its day and one of the exclusive handful of 1930s road cars that could exceed 100mph in standard tune. Not only that, but the magnificent, 4.5-litre, V12 engine produced sufficient torque to endow the car with a walking-pace-to-maximum capability in top gear.For Lagonda, the year 1935 had brought with it bankruptcy and rescue, its benefactor being a young solicitor named Alan Good. Good reorganised the company and recruited W O Bentley, by then disillusioned with life at Rolls-Royce, which had acquired Bentley in 1931. Bentley succeeded in refining the muscular, Meadows-engined Lagondas while working on a vastly more-advanced design that many consider the great man's finest. Approximately 185 V12s of all types were built before the coming of WW2 prematurely ended production.The car offered here was well known in its day, as its first owner was none other than Alan Good, Lagonda's chairman at the time. For some unknown reason he took it to James Young in Bromley for bodying, despite Lagonda having its own excellent coachbuilding facilities. The completed car was first registered as 'EAR 659' on 27th July 1938 by Hertfordshire County Council. Good kept the car for three years and then sold it to Alfred Moss (Sir Stirling Moss's father). Lagonda Club records list two more owners during WW2 and after, and the car was last returned to the factory for servicing in 1948. Pre-war photographs of the James-Young bodied V12 survive and were published in Aston Martin & Lagonda by Michael Frostick (Dalton Watson, 1977).In 1950, 'EAR 659' was bought by Henry Ellard, a millionaire recluse with a passion for Lagondas, who partially dismantled the car and then abandoned it in his factory at Wednesfield near Wolverhampton. When Ellard died in 1984 his collection was sold. In a letter on file, the Lagonda Club's Honorary Registrar Arnold Davy states that he saw 'EAR 659' at the Ellard sale when it was in a rather neglected state but clearly recognisable on account of its one-off James Young body.Restoration of this particular car was started by T L Murtagh in Birmingham, who then sold it to Lagonda collector Macko Laqueur in Belgium where it stayed from 1987 to 1994. Previous owner Gordon Willey bought the car from Mr Laqueur in 1994 and entrusted the restoration's completion to various specialists including Gary Bretherton, Clanfield Restorations, Fiennes Engineering, and Chris Shenton Engineering (bills on file). Works carried out included a full bodywork restoration and repaint in 1997, while in more recent times the car was maintained and stored by Jonathan Wood. Additional accompanying documentation consists of an expired MoT certificate (May 1999), a selection of restoration photographs, and a V5C registration document.A distinguished gentleman collector, the late owner purchased the Lagonda at Bonhams' sale at the RAF Museum, Hendon December 2015 (Lot 305). During his ownership the car was serviced by his own in-house mechanic, and has had wiper motors rebuilt at a cost of over £600.W O Bentley's Lagonda V12 drophead coupé is one of the most sophisticated, attractive, and exclusive cars of the pre-war era and this example, with its tremendous and well-chronicled provenance, is an opportunity not to be missed.For further information on this lot please visit Bonhams.com

From the collection of a distinguished gentleman1925 Lanchester 40hp Tickford SaloonCoachwork by Salmons & Sons, Newport PagnellRegistration no. MB 9999Chassis no. 1953*Considered by many superior to the Rolls-Royce Silver Ghost*Known ownership history*Present ownership since 1995*Professionally restored with no expense spared 1996-2015*Offered at a mere fraction of the restoration costsFootnotes:Lanchester recommenced civilian production after WWI with a single model, the luxurious 40hp, which was even more expensive than the Rolls-Royce Silver Ghost and rated every bit as highly, if not more so. The Lanchester 40hp had been launched at the London Olympia Motor Show in October 1919 and was intended to challenge the likes of Rolls-Royce and Daimler for the landed gentry and Mayfair carriage trade. Powered by a 6,178cc six-cylinder overhead-camshaft engine, driving via a Lanchester three-speed epicyclic gearbox, the Forty was capable of carrying the massive coachwork that its target market demanded. There were servo-assisted four-wheel brakes from 1924 and Lanchester's flagship was capable of accelerating from 5 to 78mph in top gear. With a rolling chassis price of £1,800 in 1925, it cost the equivalent of seven semi-detached houses. The Forty was produced from 1919 to 1929, although available to special order for a couple more years. Only 392 of these magnificent cars were built. They were owned by some of the world's richest and most famous, including the Duke of York (later King George VI), Prince Chichibu of Japan, Sir John Ellerman (reputedly England's richest man), Indian cricketer Ranji (the Maharaja of Nawanagar), and the fabulously wealthy Maharaja of Alwar. Somewhat surprisingly, the Lanchester 40hp also enjoyed a very successful racing and record-breaking career, setting a new 400km mark in 1924 of 157km/h (97.5mph). Originally fitted with Lanchester's own tourer coachwork, 'MB 9999' was first registered to a Mr O'Hanlon of Alderley Edge, Cheshire in 1925. The original body was replaced with a later Windovers limousine body in 1955. For the next 40 years 'MB 9999' was owned by the Jefferies family of Wilmslow, Cheshire who kept the Lanchester at their Commons Garage in Sandbach. In 1995 the car was purchased by the late gentleman owner from Brooks' auction at Ascot. In 1996 a complete mechanical and chassis rebuild was commenced at Arthur Archer's of Dunmow, with two new engine blocks cast. The large and unattractive limousine body was in very poor condition and not restorable. Fortuitously, a contemporary Salmons Tickford body from a Rolls-Royce Silver Ghost (chassis number '2095') came on the market and was purchased from Charles Howard. This Tickford body has a retractable leather roof opened by a winding mechanism, converting the car from saloon to a capacious tourer. The new body cost £24,000 and Wilkinson's of Derby's alterations to make it fit a further £52,676. The interior trim was entrusted to Dave Beswick who has done a wonderful job. His works cost £22,098 and the extensive history file also contains bills from Arthur Archer totalling £279,000. Costing £353,774 in total, this no-expense-spared restoration was completed in April 2015, 19 years after the project commenced. The result is a 1925 period-correct four-door saloon of considerable presence. In 2016 the owner's patience and dedication were duly rewarded when 'MB 9999' won The Lanchester Trust's Restoration Award, as evidenced by an attached plaque. That same year, the late owner contributed a lengthy article to the Trust's newsletter (number '33') describing the restoration in great detail (copy article on file, perusal recommended). The exceptional history file also contains the original buff logbook; old/current V5/V5C documents; engineering drawing and notes; and a photographic record of the rebuild: engine overhaul, body restoration, etc.Having completed its running-in miles, the Lanchester was shown at various events. It then remained unused for a few years before running a big-end bearing. The main bearing cap, con-rod and crankshaft will all require inspection and fettling before seeing active use once again. On a par with the Rolls-Royce Silver Ghost, but much rarer, this absolutely stunning and unique Lanchester 40hp is offered at a fraction of the restoration costs.For further information on this lot please visit Bonhams.com

1904 Crestmobile Model D 8½hp Four-seater Rear-Entrance TonneauRegistration no. BS 8140Chassis no. 412*Imported into the UK in January 1990*Two UK owners*Present ownership since 1999*Maintained with no expense spared*Many-time London-Brighton finisherFootnotes:Based at Cambridge, Massachusetts, the Crest Manufacturing Company first produced gasoline engines before venturing into car production, 'manufacturing all the parts to construct automobiles'. Crest first demonstrated its capability to do so in 1900, offering a three-wheeler initially, but by 1901 had settled for a four-wheeled, front-engined design to become known as the 'Crestmobile'. The first Crestmobiles were single-cylinder, chain-driven two-seaters - Models A, B and C - all of which had air-cooled engines although of varying power outputs. Shaft drive had been adopted by 1903 and a new 8½hp single-cylinder model introduced in 1904, but Crest was slow to adapt to changing expectations within the emerging market for powered transport, where multi-cylinder designs were becoming the norm, and folded in 1905. Offered here is a fine example of the Crestmobile Model D, which was available in either 5hp or 8½hp forms and with a choice of two bodies: two-seater runabout or four-seater tonneau. The car was imported into the UK in January 1990 and in June of that year was purchased from 'The Brighton Connection' (Don Meyer/Reg Whapham) by Mr S J Timmins of Shropshire. The Crestmobile was dated by the VCC in 1992. Mr Timmins only ran the car once.In June 1999 the Crestmobile was purchased from Mr Timmins by the current vendor and completed the first run with its new owner that year. The car was maintained from 2000 to 2002 by NP Veteran Engineering, who carried out works to the engine and gearbox (£6,000), while more recently Historic Vehicle Restoration/Seb Marshall has been responsible for the its upkeep. In 2014 works to the engine and gearbox costing £12,000 were carried out. The car has also benefited from new kingpins, cooling fan, fan bearing, fan belt, exhaust and inlet valves, moved steering arm, and replaced wheel bearings; there being two related bills from 2016 totalling £21,000. In 2017 a further £5,000 was spent on the rear axle, new exhaust manifold, new fan, piston work, etc, while rebuilding the gearbox and fitting a new cylinder barrel cost £7,000 in 2018. Another barrel and new piston rings were fitted in 2019 together with new battery, new trembler box, new front wheel bearings, and reassembled front wheels (£15,000). Cosmetic attention to the body and wings cost a further £18,000 in 2019. Four large files of history and paperwork include a VCC dating certificate; a V5C document; numerous old MoTs; London-Brighton programmes and entry details; and several finishers medals, the most recent being 2019.For further information on this lot please visit Bonhams.com

1910 White Model O-O Five-Passenger Touring Steam CarRegistration no. TBCChassis no. 8956*One of an estimated 150 survivors*Imported from the USA in the late 1990s*Significant renovation in recent years*Specification availableFootnotes:
White Steamers were manufactured in Cleveland, Ohio from 1900 until 1910 by the White Motor Company. White invented the semi-flash boiler, at that time an important advance in steam technology. Their steamers were of excellent quality, and many were purchased by prominent individuals, including President Taft and John D Rockefeller. In fact, a White was the only automobile present President Theodore Roosevelt's inaugural parade in 1905. In 1910, White made a successful foray into the manufacture of gasoline-powered vehicles, selling nearly as many of those as it had steam cars. The numbers were fairly even again in 1911, but that was the final year for White steamers, the last of which left the factory in January of that year. Of the 10,000 steam cars built by White, it is estimated that only some 150 survive, around 20 of these in the UK. They are viewed by many as the finest of the early steam cars, well built and costly when new, and greatly appreciated today.This handsome example of the Model OO is offered for sale from the estate of the late Arthur Thomson, a noted collector of early motor cars and a regular sight on Veteran and Edwardian car rallies, with this and his Arrol-Johnston. The White's early history and origins are not known at this time, but it is recorded on the US White Register as being first known to them in 1978 when it was owned by Tom Grant, then passing to Willis Smith in 1988, followed by Fran Duvenick a decade later, after which it appears to have arrived n the UK, owned first by Brian Chessell in 1999 and latterly Mr Thomson. Major works carried out for the period 2008-2016 include the following:Complete engine rebuild including, new crankshaft, con-rods, valve gear, re-bore, new pistons, piston rings, piston valves and rings; replace both rear hubs, prop-shaft, re-temper and reset rear springs; replace drive pulley to fan; modify pump and fuel valve seals to 'O' rings; replace super-heater grid; replace kingpin bushes; replace thermostat housing; replace throttle valve; new water tank.The White was clearly well restored at some time, it is believed in the USA, with high quality upholstery and paintwork, and the restoration has now aged gently through use. As ever with steam cars, a thorough examination and familiarisation is advised before returning it to service. A full listing of the vehicle's specification is available and the engineer who's looked after '8956' in recent times is happy to assist the new owner.For further information on this lot please visit Bonhams.com

1902 Arrol-Johnston 10/12hp DogcartRegistration no. SA 88Chassis no. 57*One of the very earliest British motor cars*Present family ownership since 1991*Restored in 1994*Many-time finisher in the London-Brighton Veteran Car RunFootnotes:Produced by the Mo-Car Syndicate Ltd, Glasgow, Arrol-Johnston took its name from financial backer Sir William Arrol (builder of the Forth Railway Bridge) and its designer George Johnston, a locomotive engineer. A prototype was built in 1895 before the company's foundation in November of that year, making the Arrol-Johnston one of the very earliest British-built motor cars. The first example was produced in a coach house at Mosesfield House, Springburn; subsequently premises were found at Bluevale Camlachie in Glasgow, where this car was made. According to The Beaulieu Encyclopedia of the Automobile: 'Johnston's car was an unusual design, with an opposed-piston flat-twin engine. The connecting rod of one piston worked directly on the crankshaft, while the other acted through a rocking lever. The gearbox was driven by chain, with another single chain taking power to the rear axle. The dogcart-type body seated six passengers in three rows, with the driver in the second row.' Brakes of the spoon type operate directly on the rear tyres to hold the car when parked, while braking on the road is by a foot pedal-operated transmission brake. This original design, being of heavy and robust construction with high ground clearance and solid tyres, was very well suited to the Scottish roads of the period and carried on with little modification until 1906, by which time it looked distinctly dated. Arrol-Johnston survived a succession of reorganisations and changes of trading name, and built its last car in 1931. Its early ownership unknown, this Arrol-Johnston dogcart was found derelict in a quarry in the 1960s by George Strathdee of Aberdeen, who restored the car and re-licensed it in 1972. The car was hired out for film work and subsequently sold to John Waind of Doncaster, from whom Frank Thomson purchased it in 1991. After suffering a crankcase fracture necessitating a complete rebuild, the car has now successfully completed more than ten London to Brighton Runs and countless VCC rallies: Creepy Crawly, Scottish Annual Rally, etc. Originally started by a pull-cord (like a lawnmower) the engine was fitted with a Dynastart during the rebuild, while other noteworthy features include a bulb horn, warning bell, oil side and tail lamps, and a mirror. One of the most distinctive cars on the Run, this charming Arrol-Johnston is offered with a VCC dating certificate and V5C document.For further information on this lot please visit Bonhams.com

MARTIN HALL & CO. A VICTORIAN SILVER CHRISTENING TANKARD of cylinder form with applied cast scroll handle, the body engine turned, with engraved monogram, Sheffield 1864, weight; 169g Condition report – A little out of shape when viewed from the top rim, not true round, otherwise good condition.