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1938 Lagonda V12 'Le Mans'-style Sports TourerRegistration no. EXE 588Chassis no. 16015*One of only 189 Lagonda V12s made*Originally a saloon*Replacement engine*Modified to short-chassis 'Le Mans' specification*Professionally restored in the 2000s*Little used since completionFootnotes:'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. 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 of all types had been built before the coming of WW2 prematurely 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.That 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 3rd place with Lords Selsdon and Waleran 4th. Had a less conservative race strategy been employed, then either might have won. The Lagonda V12 was built in three wheelbase lengths – short, medium and long – and this car left the factory on 5th May 1938 as a medium chassis fitted with saloon coachwork. Many years later, in 1957, 'EXE 588' was bought by Donald Overy, a well-known Lagonda Club member and rallyist who needed a sports car for hill climbs. Donald decided to shorten the chassis to 9' 10' and replace the heavy saloon body with an open four-seat tourer, painted bright red (his other Lagondas were red) while at the same time changing the engine. The replacement engine (number '14112') has lands (flanges) between the crankshaft journals so that the con-rods do not touch. 'EXE' performed well in VSCC hill climbs and other events in the 1960s.The current vendor bought the Lagonda from Donald Overy in 1985 and put the car into storage for several years while marriage and family life took precedence, necessarily slowing the process of restoration. In 1994 it was decided to fit a two-seater Le Mans-style body and this job was entrusted to Dick Brockman of South Stoke, Goring-on-Thames. After this the chassis was stripped and refurbished to Le Mans specification. Mel Cranmer (a well-known Lagonda V12 expert) rebuilt the engine, gearbox, and running gear circa 2005 and the car was on the road again in 2012.  'EXE' went on to win the Lagonda Concours for LG6 and V12 cars in 2014.We are advised by the private vendor that 'EXE' has hardly been used since the restoration's completion and runs very well. Accompanying documentation includes an original old-style logbook; a V5C Registration Certificate; a current MoT; and a detailed breakdown of the restoration works undertaken and modifications incorporated. W O Bentley's Lagonda V12 is one of the most sophisticated, attractive, and exclusive cars of the pre-war era and this example, modified to the highly desirable 'Le Mans' specification, is an opportunity not to be missed. For further information on this lot please visit Bonhams.com

1960 MGA FIA Competition RoadsterRegistration no. 696 CLLChassis no. GHN/91842*Built and raced by the late Ron Cody*Successfully campaigned in the Equipe GTS series*1,950cc B-Series engine (178bhp)*Restored in 2015 and 2020 Footnotes:A successful outing for three EX182 pre-production prototypes at the Le Mans 24 Hours Race in 1955 provided perfect pre-launch publicity for MG's new sports car. Conceived as a replacement for the traditional T-Series MGs and launched in 1955, the MGA combined a rigid chassis with the Austin-designed, 1,489cc engine that had first appeared in the ZA Magnette. The overhead valve B-Series unit produced 68bhp (later 72bhp) at 5,500rpm on twin SU carburettors. Running gear was based on that of the TF, with independent front suspension and a live rear axle, but as far as its road manners were concerned the far superior MGA was in an entirely different league. Clad in a stylish aerodynamic body and capable of topping 95mph, the MGA proved an instant hit, selling 13,000 units in its first full year of production.This FIA-specification MGA competition roadster was built and raced by the late Ron Cody and has competed in a number of race series over a period of approximately 20 years. During this time the car saw many victories in the Equipe GTS race series. This success led Ron to build, restore and race-prepare cars for other competitors to the same high standard, his engines being both very quick and reliable. Since the car last competed it has undergone a significant restoration, receiving a new livery of Rosso Corsa with Old English White striping. Most of the rebuild was carried out in 2015 with further works in 2020.This MGA is powered by a 1,950cc B-Series engine producing 178bhp, notable features of which include an Arrow steel billet crankshaft; Carrillo con-rods; Burgess (special development) cylinder head; Piper (special development) camshaft; and a Weber 48DCO/SP carburettor. Other noteworthy features of this highly developed car include an MGB close-ratio gearbox; Quaife limited-slip differential; alloy front wings; new radiator with thermostatic fan; new electrical switches; new lighting wiring; and up-rated suspension incorporating Koni telescopic dampers. Requiring little more than an FIA date-compliant seat and harness to complete it, '696 CLL' is eligible for numerous race series in its current specification but can easily be modified for other purposes if so required.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1939 MG VA Drophead CoupéCoachwork by Salmons (Tickford)Registration no. FUV 918Chassis no. 2323*Rare pre-war MG model*Present ownership since the mid-1950s*Braking system professionally overhauled in June 2020*Bills availableFootnotes:Launched at the 1936 Motor Show, the VA was the second all-new MG model to be introduced following the company's acquisition by Morris Motors and its subsequent reorganisation. It was a scaled-down version of the SA, first seen the previous year, which had caused a certain amount of consternation amongst enthusiasts who feared an abandonment of virtues embodied by the marque's nimble sports cars. They need not have worried, for although based on the Wolseley Super Six and aimed at the luxury car market, the SA received sufficient input from MG founder and designer Cecil Kimber to transform it into a car worthy of the famous octagon badge. Likewise the VA, or 1½-Litre, which shared its 1,548cc four-cylinder overhead valve engine with the Morris 12/4 and Wolseley 12/48. As installed in the VA, this unit featured twin SU carburettors and produced 54bhp, but as the car weighed over a ton, acceleration was necessarily leisurely. Nevertheless, the VA could cruise comfortably at 60mph and had a genuine top speed of over 75mph with more to come from the tourer with the windscreen folded flat. Synchromesh made its appearance on 3rd and top gears - the first time that this innovation had been seen in an MG saloon. A Tickford-bodied drophead coupé and Charlesworth-bodied open tourer completed the range. By the time production ceased in 1939, 2,407 VAs of all types had left the factory. This particular VA drophead coupé, chassis number '2323', comes with an old-style continuation logbook of 1952 listing Mrs Rosamund Elizabeth Campbell of Northamptonshire as owner at that time followed by the current vendor, who acquired the MG in the mid-1950s. There are various invoices on file issued by marque specialists SVW Services and Classic MG Services for work carried out and parts supplied over the years, the most recent relating to an overhaul of the braking system in June 2020. We are advised by the vendor that the only modification from factory specification is the fitting of new and improved shock absorbers (originals available), and that the central front spotlight will be refitted prior to sale. Finished in black with brown leather interior and beige hood, this rare pre-war MG is described by the private vendor as in generally good condition and comes with a V5C Registration Certificate.For further information on this lot please visit Bonhams.com

2016 Miller Racing Special Re-creation 'The Craftsman'Registration no. UN 7132Chassis no. H8900*Unique tribute to Harry Miller*Built by Lamb Engineering*4.3-litre Ford V8 'flat head' engine*Completed circa 2018*Circa 200 miles since builtFootnotes:This unique tribute to the Indianapolis racers built by the great Harry Miller in the 1920s/1930s is the work of Lamb Engineering of South Newton, Salisbury, a company well known in the motorcycle world for producing world class custom machines. For the last four years the Lamb team has been devoted to building its 'Harry Miller Indy Tribute Car', known as 'The Craftsman', to honour Miller and his associates Leo Goossen and Fred Offenhauser.Born in 1875, Harry Miller worked for the Yale Automobile Company and then as a race mechanic at Oldsmobile before setting up shop as a carburettor manufacturer in Los Angeles. Self-taught and once described as 'a genius rather than an engineer', he was soon involved in racing again, relying on his draftsman Leo Goossen and shop foreman Fred Offenhauser to bring his advanced concepts to reality. First of these was the Miller straight-eight engine, a state-of-the-art design featuring twin overhead camshafts and four valves per cylinder. Installed in a Duesenberg chassis, it brought Miller his first Indianapolis 500 victory in 1922 with Jimmy Murphy driving. Following Duesenberg's lead, Miller adopted supercharging and progressed to building complete cars, some with front-wheel drive transmission. Between 1923 and 1928, Miller cars accounted for over 80% of the Indianapolis 500 entries. By 1939, cars powered by Miller engines had won at the 'The Brickyard' on 12 occasions, which included seven consecutive victories between 1927 and 1934.Harry Miller had gone bankrupt in 1933 and his company was purchased by Fred Offenhauser. He then formed a partnership with automobile entrepreneur Preston Tucker, setting up Miller & Tucker Inc in 1935 to build racing cars. The fledgling firm's first commission was from the Ford Motor Company, which wanted to showcase its new 'flat head'V8 engine on the racetrack. Five cars were built for the Indy 500 and all retired with steering box failure caused by the boxes being mounted too close to the exhaust, a fault that surely would have been cured had there been more time for development. These Ford-powered Millers had proved competitive in qualifying and later ran successfully in the hands of privateers. Although inspired by Miller's Ford V8 racers, this car is by no means meant to be a replica, as Lamb Engineering wanted to combine modern design with old-school thinking. For example: the rear dampers are friction plates from a Honda but fitted with small hydraulic cylinders to make adjustments, while the speedometer was designed by Mike Wilkins for Lamb using Nixie tubes, which were used in aircraft in the 1950s and '60s. All the bodywork is aluminium alloy (of 1.5mm thickness) and the front axle, brakes, hubs, etc have all been made in-house. Miller was well known for its front-wheel and four-wheel drive racing cars, and although this car is rear-wheel driven, Lamb designed a geared Watts linkage for the front axle as a nod towards Miller's FWD designs. The steel chassis has a 108' wheelbase and rolls on 18' Bentley wheels, while the rear axle is from a Volvo. Powering this wonderful creation is a 4.3-litre Ford V8 'flat head' engine built around an over-bored original 24-stud block and incorporating various performance components including a stroked crankshaft, high-lift camshaft, gas-flowed ports, etc. The gearbox is a five-speed manual. Built with no expense spared rather than to a fixed budget, the Miller project consumed at least 4,000 hours and Lamb Engineering can be proud of their achievement in showing off old-world craftsmanship at its very best. Finished a couple of years ago and road registered, this unique vehicle never fails to pull an appreciative crowd wherever it goes. Only some 200 miles have been covered since the build was completed ad the Miller is presented in commensurately excellent condition.For further information on this lot please visit Bonhams.com

Offered from the estate of the late John Surtees, CBE1957 BMW 503 3.2-Litre CabrioletRegistration no. BEE 46Chassis no. 69141•One of only 138 cabriolets made•One of only three right-hand drive examples•First registered to AFN Ltd for Mrs Aldington•Two owners from new•Restored while in John Surtees' ownership Footnotes:'It was evident that the factory had yet another classic in its own time as they had with the 328 two decades earlier. The wholly individual coupé or convertible was a true follower of the 328 traditions... one of the very few non-Italian body designs to be assured of classic status from the 'fifties...' - Sloniger and Von Fersen on the BMW 503, German High Performance Cars, 1894-1965.At the end of WW2, BMW was in a much worse state than Mercedes- Benz in Stuttgart because one of its major plants – the old Dixi works at Eisenach in Saxony - was within the Russian Zone and would soon be cut off from the West behind the 'Iron Curtain'. Nevertheless, manufacture of what would later be called 'EMW' cars recommenced at Eisenach under Russian control almost as soon as hostilities ceased. BMW's Munich factory though, had been badly damaged by Allied bombing and for the next few years a much-reduced workforce struggled on producing household utensils, agricultural machinery, bicycles and railway brake sets. It would be 1948 before deliveries of BMW motorcycles restarted and another four years before the first true BMW car of the post-war era emerged. BMW recommenced car production in 1952 with the introduction of the 501 luxury saloon, a strange choice for an impoverished country still recovering from the ravages of war. The 501 had been announced in 1951 and first appeared with a development of the company's pre-war six-cylinder engine before gaining a much needed performance boost, in the form of a 2.6-litre V8, in 1954. Designed by Alfred Böning, this new power unit had been inspired by American V8s but was constructed of aluminium alloy rather than cast iron. Towards the end of 1955 a 3.2-litre version was introduced and the big saloon's model designation changed to '502'. Clearly, this new state-of-the-art V8 had considerable potential as a sports car engine. Sales Director Hanns Grewenig had been pressing for a V8-engined sports car for some time but it was not until Mercedes-Benz introduced the 300 SL that the project was given the green light. BMW was encouraged by Austrian-born entrepreneur Max Hoffman, at that time the US importer of various European makes, who knew just the man to style the car: Count Albrecht von Goertz, an independent industrial designer who had worked for the legendary Raymond Loewy on the latter's trend-setting Studebakers. Designer of everything from fountain pens to furniture, Goertz had never before styled an entire car and would not work for BMW again until the 1980s, by which time he had produced another classic of automobile styling: the Datsun 240Z. Goertz was commissioned to produce two different designs, both of which debuted in prototype form at the Frankfurt Auto Show towards the end of 1955. The more conservative of the two – the 503 – retained the 502 saloon's 2,834mm wheelbase chassis, suspension and centrally mounted, column-change gearbox, while the 507 was built on a much shorter wheelbase, which necessitated attaching the gearbox directly to the engine. (The Series II 503 - introduced in 1957 - used the 507-type engine/transmission arrangement complete with floor-mounted change). As installed in the alloy-bodied 503, the 3.2-litre V8 produced 140bhp, which was good enough for a top speed of 118mph (190km/h). With its long bonnet, 2+2 seating and generously sized boot, the 503 looked every inch the elegant Grande Routière. Even Pinin Farina was impressed, declaring it to be the most beautiful car in the show. Had the 507 not debuted at the same time, it would no doubt have also been the most memorable. Expensive and exclusive, the 503 was built both as a closed coupé and a cabriolet, only 206 of the former and 138 of the latter being delivered between 1956 and 1960. BMW's high-performance, V8-engined cars of the 1950s attracted a small but discerning clientele, including some very well known names from the motor sporting world. The example offered here belonged to the late John Surtees, four-time motorcycling World Champion in the 500cc class and Formula 1 World Champion in 1964. The car was registered to him on 6th August 1992 and is offered for sale now directly from the Surtees family.In an undated document on file, John states that his car was built specially for Mrs Aldington of the eponymous family that owned AFN Ltd, which had arisen from the old Frazer Nash company in 1926. One of only six right-hand drive BMW 503s made, of which three were cabriolets, chassis number '69141' was first registered to AFN Ltd, Falcon Works, Isleworth on 19th September 1957. This car's rather special registration, 'BEE 46', is a reference to Mrs Aldington's gynaecologist (a Dr Bee) who was allowed to use the car. AFN had been BMW importers since the 1930s and in 1953 began importing Porsches, becoming the official importer for Great Britain in 1956. This arrangement lasted until 1965 when Porsche Cars Great Britain was formed. Aldington family members remained on the board of this company until John Aldington sold out to Porsche in 1987.In John Surtees' own words: 'When Porsche purchased the AFN facilities one of the assets they still had was the 503. A friend of mine, who was well aware of my keen interest in BMWs, phoned me to say they had something that was ideal for me. I purchased the car and fortunately it was in very sound condition having just been stored at the back of the workshop. Working with some people well versed in German car restoration I restored the car to a condition that satisfied me. It looks superb, runs likewise and everything that was original works including the foldaway roof operated by an hydraulic pump.'Additional documentation consists of details of works carried out during John Surtees' ownership and a V5C Registration Certificate in his name recording AFN Ltd as the first owner. A rare right-hand drive example of an exclusive limited edition model, this beautiful BMW 503 Cabriolet has the unique cachet of belonging to the only man to have been World Champion on both two and four wheels. For further information on this lot please visit Bonhams.com

Offered from The Chester Collection1954/86 Mercedes-Benz 300 SL Gullwing Coupé EvocationRegistration no. 479 UYSChassis no. 11202110008954Footnotes:*Built by Anton 'Tony' Ostermeier of the Gullwing Car Company*One of an estimated 50 made*Mercedes-Benz E-Class 3.0-litre six-cylinder twin-cam engine*Manual transmissionThe Mercedes-Benz 300 SL debuted in the 1952 Mille Miglia, finishing 2nd and 4th overall. Wins in the Carrera Pan-Americana and at Le Mans followed, and the 300 SL was firmly established as part of motor sporting legend. Max Hoffman, the Mercedes-Benz importer for North America, believed a market existed for a road-going version and managed to convince the factory that such a car would be a success. The first racers were open-topped but before the '52 season's end the distinctive 'Gullwing' doored Coupé had appeared. Launched in 1954, the production 300 SL retained the racer's spaceframe chassis and was powered by a 2,996cc, overhead-camshaft, inline six canted at 45 degrees to achieve a lower, more aerodynamic bonnet line. Using innovative direct fuel injection by Bosch, this state-of-the-art power unit produced 215bhp at 5,800rpm. An all-synchromesh four-speed gearbox transmitted power to the hypoid bevel rear axle, while suspension was independent all round by wishbones and coil springs at the front and swing axles and coil springs at the rear. This stunning 300 SL Evocation was built by former Mercedes-Benz employee Anton 'Tony' Ostermeier, whose Gullwing Car Company was based in Gardena, California. Ostermeier's Gullwings were built on a modern Mercedes-Benz 300E chassis and thus featured a modern drive train, suspension, and brakes, making them very practical road cars. Moulds were made from the body of an original 300 SL Gullwing to ensure accuracy, while the panels were made of aluminium reinforced with glassfibre and steel. Indeed, Obermeier's remanufactured components were of such high quality and accuracy that they have been used on authentic 300 SL coupés and roadsters. Mercedes-Benz in Germany was one of his customers. The E-Class 3.0-litre six-cylinder twin-cam engine produces 177bhp and is mated to a manual transmission. There are disc brakes all round and the car rolls on Rudge wheels. It is believed that Ostermeier built only 50 of these Gullwings, most of which were delivered to either Japan or Germany. The V5C Registration Certificate records the date of this car's first registration as January 1954 and the date of UK registration as July 2016. The vendor purchased the car from its first UK owner in July of that year, since when it has been carefully stored at a professional facility and checked over regularly by his own mechanic. Currently displaying a total of 31,257 kilometres on the odometer, this car represents a wonderful opportunity to own a convincing recreation of the iconic Mercedes-Benz 300 SL Gullwing at a mere fraction of the cost of the genuine article.For further information on this lot please visit Bonhams.com

1959 Ford Zephyr MkII 2.4-Litre Competition SaloonRegistration no. SSY 286Chassis no. 178163*Built as a competition car in 2017*Two-time Goodwood Revival participant*Freshly rebuilt engine (one meeting since)*HRDC papersFootnotes:Launched at the 1950 Motor Show, Ford's Consul and Zephyr Six broke new ground for the Dagenham firm. Both models were of unitary construction and featured overhead-valve engines, three-speed synchromesh gearboxes, and MacPherson Strut independent front suspension. In the Ford tradition they were keenly priced: at £470 the Consul was roughly 8% cheaper than the rival Morris Oxford. The Autocar remarked that the newcomers combined 'typically Ford low-cost motoring with new luxury and performance'. Together with the Zodiac, the Consul and Zephyr were totally redesigned for 1956, emerging in Series II guise larger than before and benefiting from bigger engines.These big Fords were raced in period: Ken Wharton's Zephyr was one of the more successful early examples, while Jeff Uren took the 1959 British Touring Car Championship honours in a Zephyr MkII following a succession of class wins. But the Zephyr's real forte was international rallying. A Zephyr Six had won the Monte Carlo Rally outright in 1953, while privately entered MkII won the 1958 Safari. The following year, works cars finished 2nd and 3rd in the Safari Rally and 3rd in the Tulip, and Gerry Burgess won the RAC Rally outright to crown the Zephyr's most successful season.This Ford Zephyr MkII was converted by the vendor into a competition car circa 2016, since when it has competed in HRDC events and the Goodwood Revival (twice, in 2017 and 2019) driven by Theo Paphitis, Andy Priaulx, and Karun Chandhok. The private vendor advises us that the car is in excellent overall condition with a fresh six-cylinder engine rebuilt in September 2019 by Nick Stagg. It also has a brand new four-speed Rocket gearbox and a Salisbury rear axle, while the seat and fire extinguisher are up to date. The car has completed only one event (the 2019 Goodwood Revival) since the rebuild. Offered with HRDC papers, it represents a relatively inexpensive entry into the exciting world of historic touring car racing.For further information on this lot please visit Bonhams.com

1989 Porsche 911 Turbo LE CoupéRegistration no. G471 SGOChassis no. WP0ZZZ93ZKS000803•One of only 50 LE models made•Two owners from new•10,468 miles from new•Service history available Footnotes:Much of the Porsche 911's development had resulted from the factory's racing programme, and it was the then Group 4 homologation rules, which required 400 road cars to be built, which spurred the development of 'Project 930' - the legendary 911 Turbo. In production from April 1975, the Turbo married a KKK turbocharger to the 3.0-litre RSR engine, in road trim a combination that delivered 260bhp for a top speed of 155mph. But the Turbo wasn't just about top speed, it was also the best-equipped 911 and amazingly flexible - hence only four speeds in the gearbox - being capable of racing from a standstill to 100mph in 14 seconds. The Turbo's characteristic flared wheelarches and 'tea tray' rear spoiler had already been seen on the Carrera model, while the interior was the most luxurious yet seen in a 911, featuring leather upholstery, air conditioning and electric windows. The Turbo's engine was enlarged to 3.3 litres for 1978, gaining an inter-cooler in the process; power increased to 300bhp and the top speed of what was the fastest-accelerating road car of its day went up to 160mph. More refined than hitherto yet retaining its high performance edge, the Turbo sold in the thousands, becoming the definitive sports car of its age. When Porsche revealed that the original 911 would be replaced by the new Type 964 in 1990, it was announced that a special, limited-edition 'LE' batch of 50 Turbos would be built, incorporating as standard features that previously had been available only as factory optional extras. These included rear wheel air intakes, side skirts and a front spoiler, creating a look reminiscent of the Type 935 Le Mans sports racers. A Getrag five-speed gearbox was already standard on the Turbo, to which the LE version added a limited slip differential and an extra 30bhp, making it the most powerful variant built to date.This right-hand drive Porsche 911 Turbo LE was first owned by a Mr Richard Hanreck and has belonged to the current vendor since September 2004. The car comes with a V5C document, an old-style logbook, MoT certificates, instruction manuals and its service booklet; the latter stamped on nine occasions, the last in February 2008 at 9,779 miles. The current odometer reading is 10,468 miles and this stunning Porsche is described by the private vendor as in excellent condition throughout.For further information on this lot please visit Bonhams.com

A Ford Cosworth DFV fibreglass display motor,painted black, silver and red, fitted with dummy ancillaries including water pump and distributor, supplied by F1 manufacturers with a car in lieu of original engine, 60 x 70 x 60cm This lot is subject to the following lot symbols: ◊◊◊◊ £50 + VAT uplift and storage at £10 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

A Rolls-Royce sterling silver desk clock by Saunders & Shepherd, presented as a Christmas gift for 1927,8-day brass-cased clock with square dial and Swiss movement, mounted within sterling silver case by Cornelius Saunders & Francis Shepherd, hallmarked London, 1927, in the form of a Rolls-Royce radiator, with engine-turned grille decoration, red enamelled badge, but miniature Spirit of Ecstasy mascot broken, with engraved initials 'C.E.H' to front of base, 12cm high overall. This lot is subject to the following lot symbols: ΩΩ VAT on imported items at the prevailing rate on Hammer Price and Buyer's Premium.For further information on this lot please visit Bonhams.com

One of only six 60th Anniversary LE Special Editions, each representing a different decade of Aston Martin.2015 Aston Martin AM Works 60th Anniversary LE Vanquish VolanteRegistration no. KM15 WXNChassis no. SCFFPLCGU7FGK02481•One of only three 60th Anniversary LE Vanquish Volantes made•One owner from new•Delivery mileage•Professionally stored•All books and toolsFootnotes:'Vanquish sits proudly at the top of the Aston Martin model range. As our flagship Grand Tourer it represents the height of our design, engineering, technology and craftsmanship. ...it is a car of unprecedented ability, it is the very essence of Aston Martin.' – Aston Martin.An entirely new Aston Martin for the 21st Century, the original Vanquish debuted at the Geneva Auto Show in March 2001. Styled by Ian Callum, the man responsible for the DB7, the V12-engined Vanquish took over from the Vantage V8, the Newport Pagnell factory undergoing an extensive multi-million pound refurbishment to accommodate it. For the successor, '2nd Generation' Vanquish, production shifted to Aston Martin's new factory at Gaydon, from whence deliveries commenced in 2012. Seeking to end Aston Martin's reliance on outside coachbuilders, then company boss David Brown had purchased Newport Pagnell-based Tickford Ltd in 1955. Within ten years, the Newport Pagnell site had become Aston Martin's home. At its height, the factory built more of its cars 'in-house' than almost any other manufacturer, including chassis, engine, bodywork, and trim. Even after production moved to Gaydon in 2007, part of the Newport Pagnell site was retained by Aston Martin Works, and the association between the town and the marque continues to this day.To commemorate the 60th Anniversary of the association, Aston Martin Works commissioned six special cars (three Vanquish coupés and three Vanquish Volante convertibles), each representing a particular decade. Each limited edition Vanquish was styled by the design team at Aston Martin Lagonda working with the company's bespoke personalisation service: 'Q by Aston Martin'. Uniquely, these cars use authentic materials carefully selected from each era of the last 60 years to create a celebration of the past, present, and future of Aston Martin Works at Newport Pagnell.The first car, a white Volante, was unveiled just before Christmas 2014 to specially invited customers at the annual party; the remaining cars were built during the first few months of 2015. Five of the six cars were, for the first time, brought together in May 2015 for the AM Works/Bonhams auction, and the following day in a special class at the AMOC Spring Concours.This unique 60th Anniversary Vanquish Volante was sold new by Aston Martin works to the current vendor in 2015 and has been professionally stored since then, covering delivery mileage only. Presented in effectively 'as new' condition, this highly collectible limited edition Aston Martin is offered with all books and tools. For further information on this lot please visit Bonhams.com

c.1962 Land Rover Series IIA 109' SAS Military 4x4Registration no. 10 FG 61 (British Army)Chassis no. 25113989D*Built to British Army specification for use by the SAS*Outstandingly original condition*Retains most of its original equipment apart from the weapons*Purchased from marque specialists Dare Britannia Ltd in Washington State*Believed only 1 of 20 remainingFootnotes:Armed forces the world over have been buying the Land Rover since its earliest days, and its chassis plate identifies this military version as a 'Truck, General Service, SAS, ¾ Ton, 4x4, Rover II'. It is painted and equipped for desert operations and would have been supplied, as the chassis plate confirms, to the British Army's elite SAS (Special Air Service).Provided by the British Army's REME (Royal Electrical and Mechanical Engineers), this vehicle's formidable specification included armament, pyrotechnics, navigation and camping equipment. The armament consisted of two general-purpose machine guns, a Carl Gustav (anti-tank) weapon, two self-loading rifles, three compartment grenade holders, four sets or three smoke dischargers and a signal pistol. Navigation equipment would have included a sun compass, magnetic compass and a theodolite. Communication equipment consisted of Type A43 and A123 radios. Extended vehicle operating range was provided for by two 40-gallon auxiliary fuel tanks. Seats were provided for a commander, driver, and rear gunner, with two additional seats above the rear wheelarches. The suspension was strengthened by fitting heavy-duty springs and shock absorbers. Guards were fitted to both differential housings, and the wheels were shod with large-section sand-tread tyres. The steering was modified by fitting a cylindrical hydraulic steering damper between the left-hand chassis member and a clamp on the steering drag link. Curiously, the Data Summary does not mention the engine, which was the 2.2-litre petrol unit, as seen in this example.Although details of this Land Rover's military career are not known, the SAS saw service in the Dhofar Rebellion (Omani Civil War) of 1963 to 1976 and in the Aden Emergency of 1963 to 1967. Both of these conflicts would have required a vehicle in desert warfare specification like this example. '10 FG 21' appears to have been preserved in remarkably original condition, complete with most of its military equipment apart from the weapons, although the machine gun mounts and smoke dischargers are still in place. This ex-SAS Land Rover was purchased from marque specialist Charles Kellogg III's Dare Britannia Ltd in Washington State in July 2018 and shipped back to the UK. It is not known when it left military service or how long it had been in the USA. Purchase paperwork is on file. There is no shortage of military Land Rovers, but original examples with this one's pedigree and unique specification are rarely offered for sale. A not-to-be-missed opportunity for the discerning military vehicle collector.For further information on this lot please visit Bonhams.com

Offered from The Alps to Goodwood Collection1961 Jaguar Mk2 3.8-Litre Sports SaloonChassis no. 219866DN*Delivered new to Germany*Resident in Switzerland since circa 2004*Present ownership since 2009*Professionally restored by JD Classics in 2010*Overdrive transmission, power steering, heated windows, central locking*Registered in SwitzerlandFootnotes:The retrospectively titled Mark 1 - Jaguar's first unitary construction saloon - was replaced in October 1959 by the closely related, albeit extensively revised, Mark 2. Slimmer windscreen pillars and deeper side windows greatly enlarged the Mark 2's glass area, and the deletion of its predecessor's full-sized rear wheel spats allowed the rear track to be widened, a move which increased roll resistance and stability. Otherwise, the running gear remained much the same as before, with independent front suspension by wishbones and coil springs, leaf-sprung live rear axle, and Dunlop servo-assisted disc brakes (optional at first on the Mark 1 but standard from November 1957) on all four wheels. A redesigned dashboard with speedometer and rev-counter ahead of the driver and the six toggle switches and four minor gauges grouped centrally, established Jaguar's layout for years to come. With the Mark 2's arrival, the 3.8-litre version of Jaguar's XK 'six' became available for the first time in the company's medium-sized saloon. This engine, used previously in the Mark IX saloon, produced 220bhp at 5,500rpm. In this, its final and most desirable form, the Jaguar Mark 2 provided the discerning, enthusiast driver with one of the finest sports saloons available in the 1960s. Transmission options were a four-speed manual (with or without overdrive) or a Borg-Warner automatic gearbox, an improved all-synchromesh version of the former being specified from 1965. In its ultimate, 3.8-litre, overdrive-equipped specification, the Mark 2 could reach 125mph with 60mph coming up in 8.5 seconds, impressive figures for a saloon of its size even by today's standards. Manufactured on 21st December 1961, this left-hand drive Mark 2 was delivered new to the famous German Jaguar dealer Peter Lindner in Frankfurt and sold in 1962 to Joachim Pfeifer of Eisdorf, Germany. The car then had four further owners in Germany: Gerhard Schaefer of Niederau (1969); Irene Miller of Lich-Steinstrasse (1969); Heinz Uwe Adrian of Hürtgenwald-Strass (1971); and Peter Pompluss of Hürtgenwald (1977). Circa 2004 the Jaguar went to Switzerland where it was owned first by Martin Glanzmann of Oberhasli and then by Jean-Pierre Müller of Männedorf from 2007. The current vendor bought the car in 2009. In 2010 the Jaguar was restored by the respected specialists JD Classics at a cost of £123,528. This body off rebuild include various sensible upgrades including power steering, heated windows, central locking, etc. Since then the car has been serviced in Switzerland by specialists Dönni. It should be noted that the engine has been changed.Should the vehicle remain in the UK, local import taxes of 5% will be added to the hammer price.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

Only 6,000 miles from new1987 Ferrari 328 GTSCoachwork by PininfarinaRegistration no. D1 AFTChassis no. ZFFWA2C000069231*First registered in Jersey*One of 292 RHD UK-supplied cars*Only 6,010 miles from new*Present ownership since March 2016Footnotes:Representing the second generation of Ferrari's V8-engined road cars, the entirely new 308 GTB debuted at the Paris Salon in 1975. This particular model line had begun in 1973 with the Dino-badged 308 GT4 2+2, which took over from the preceding V6-engined Dino 246 GT. The newcomer's wedge-shaped styling - by Bertone rather than the customary Pininfarina - was not universally well received but the performance of the amidships-mounted, double-overhead-camshaft 3.0-litre V8 certainly was, and a dry-sump version of the same power unit was used for the 308 GT4's two-seat successor. Built on a shorter wheelbase, the stunningly beautiful 308 GTB marked a welcome return to Pininfarina styling. Further developments included the introduction in 1977 of an open-top GTS version with Targa-style removable roof, the adoption of Bosch K-Jetronic fuel injection (1980) and, finally, revised cylinder heads with four valves per cylinder (1982).In 1985, the 308 was superseded by the mechanically similar but larger engined 328 GTB. By increasing both bore and stroke, the quattrovalvole engine's capacity was raised to 3,186cc which, together with a higher compression ratio, revised pistons, and an improved Marelli engine management system, lifted maximum power to 270bhp at 7,000rpm. Top speed was raised to within a whisker of 160mph (258km/h) with the sprint to 60mph covered in 5.5 seconds. On the outside, the elegant simplicity of Pininfarina's original 308 had been diluted somewhat by the addition of Testarossa-style moulded bumpers incorporating both sidelights and indicators, deeper rear valance and an unobtrusive roof spoiler. Its underlying beauty though, could not be disguised. 'If the sublime purity of the original shape has been corrupted, its striking appearance has not,' declared Motor magazine. 'In our book, this is still the most beautiful of all contemporary exotics - a gorgeous looking car.'Beneath the skin the tubular steel chassis remained much as before, with all-round independent suspension by double wishbones, four-wheel servo-assisted disc brakes and aluminium-alloy wheels, though the latter were increased in size. The interior too had come in for subtle revision and now featured improved instruments, switch gear, and heating. The 328 GTB/GTS continued in production until 1989, by which time almost 22,000 308/328s of all types had been sold, making the model the most commercially successful Ferrari of all time. Chassis number '69231' was first registered in Jersey on 9th March 1987 and is one of only 292 right-hand drive examples supplied to the UK. Finished in blue with white leather interior, the car has covered only some 6,000 miles from new and is described by the private vendor as 'Condition 1'. The last service (by Foskers) included a cam belt change and was carried out at 5,904 miles. Offered with four expired MoTs, a V5C document, and MoT to August 2020, this beautiful 328 GTS represents a rare opportunity to acquire a low-mileage example of this iconic Ferrari.For further information on this lot please visit Bonhams.com

A flying scale model of a Supermarine Spitfire Mk IXc,balsa wood construction with vinyl skin in D-Day Invasion Stripe camouflage, modelled as JE-J aircraft number MK392 as flown by Johnnie Johnson, fitted with battery powered engine, with access panel to top of engine cowl, flight control solenoids, and wiring, 122cm wingspan, battery not included together with 'Quartet' after Gerald Coulson, giclee print on canvas board depicting a formation of RAF Spitfires from 66 Squadron on patrol during the summer of 1940, 30 x 40cm, framed. (2)This lot is subject to the following lot symbols: ◊◊◊◊ £50 + VAT uplift and storage at £10 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

1967 Porsche 912 'SWB' CoupéRegistration no. not UK registeredChassis no. 12802007*Present ownership since 1993*Monte Carlo Historic and Rally Costa Brava Historic participant*Five-speed manual transmission*Re-commissioned at the end of 2019*Registered in SpainFootnotes:A 'modern classic' if ever there was one, Porsche's long-running 911 arrived in 1964, replacing the 356 and providing the Stuttgart manufacturer with a product worthy of comparison with the finest sports cars from Britain and Italy. The 356's rear-engined layout was retained, but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, the 911's single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3 litres and, in turbo-charged form, put out well over 300 horsepower. Although widely acclaimed, the 911 was necessarily expensive, a shortcoming that Porsche addressed by offering the 912 which, though outwardly identical, was powered by the 356's 1.6-litre four-cylinder engine. As installed in the 912 the latter produced 90bhp, some 40 horsepower less than the 911's six, but this deficit was offset by significantly reduced weight, resulting in a better balanced car with greatly improved road manners.The 911 gearbox was used, offering a choice of four or five speeds. Despite being down on power, the 912 had a respectable top speed of 191kkm/h (119mph). A little over 30,000 were produced at Karmann's works (all on the original short-wheelbase chassis) between 1965 and 1968, and today the 912 is a relative rarity when compared with its better known sibling. A desirable five-speed model, this left-hand drive 912 has belonged to the current vendor since 1993. Since then it has participated in Porsche Parades around Europe and in various regularity rallies including the Monte Carlo Historic (2009); Rally Costa Brava Historic (2008 and 2009); and others. Since 2010 the Porsche has been kept in storage and used only infrequently. It was re-commissioned at the end of 2019 and passed the technical inspection, but has not been used since then. The re-commissioning included a re-spray, new body rubbers, and a major engine service (new gaskets, seals, etc). Maintained by one of the best Porsche workshops in Barcelona, the Porsche has a valid technical control and is described by the private vendor as in good condition throughout. A period-correct rally light and a fire extinguisher are the only notified deviations from factory specification.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1952 Lagonda 2.6-Litre Drophead CoupéRegistration no. XMY 138Chassis no. LAG/50/450*Designed by W O Bentley*Elegant British Gran Turismo*Re-trimmed interior and new hood circa 2013*Good history fileFootnotes:It is said that when David Brown acquired Lagonda in 1947 all he got was a famous name, a collection of engineering drawings, and a handful of prototypes. And although Lagonda's chief engineer and designer, the great W O Bentley, quit the firm when Brown took over, he did leave behind the 2.6-litre, six-cylinder, twin-overhead-camshaft engine that would power the Aston Martin DB2 and the next generation of Lagondas. Although it retained a separate chassis, Bentley's 2.6-Litre Lagonda was advanced in other ways, featuring independent suspension all round: by double wishbones and coil-springs at the front - a layout similar to that adopted on the DB4 - and semi-trailing arms at the rear where the brakes were mounted inboard to reduce un-sprung weight. It had been intended that the new Lagonda would exploit a perceived gap in the luxury car market between Jaguar and Rover at one end and Rolls-Royce and Bentley at the other. W O's design succeeded brilliantly in this, being able to carry five persons and their luggage at high speed and in great comfort. One of Lagonda's, and David Brown's, greatest assets was stylist Frank Feeley, the man responsible for the Italianate flair of the DB2, and while Feeley's 2.6-Litre looked back nostalgically at the Lagondas of pre-war years, his prototypes produced on that chassis in the late 1940s hinted at the 3-Litre model to come. Production of the 2.6-Litre amounted to 543 cars. First registered in March 1952, chassis number 'LAG/50/450' was acquired by the immediately preceding owner in October 2016 having benefited circa 2013 from a re-trimmed interior and a new maroon hood. We are advised that the paintwork is too good to be original, and it appears that the car has had plenty of work done, although it is not known whether or not it has been fully restored at any time. The car has had a dent in a front wing professionally repaired since its acquisition by the vendor, who has decided that advancing years necessitates a slimming-down of his collection, hence the decision to sell. Exempt from testing but professionally prepared to MoT standard, the car is offered with paperwork consisting of a quantity of expired MoTs, numerous bills dating back to 1978, an old-style logbook, and a V5C Registration Certificate. A workshop manual, an original sales brochure, and a box of assorted spares are included in the sale, and the spare wheel is present.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

A rare 'So-Cal Streamliner' spindizzy by Charles and Stuart Hamill, Californian, 1990s,the pylon racing car machined Duralumin chassis number 11, with streamlined alloy coachwork in upper and lower halves, held together with stainless steel screws, Hamillcar #11 was never completed or fitted with an engine, the usual choice being a Super Tiger 40, but a Dooling 29 was chosen for display purposes (loose fitted to interior), Boston 2-1 gears, McCoy wheels, 47cm long overall, together with detached tether arm and two small gears. (4)For further information on this lot please visit Bonhams.com

Offered from The Chester Collection1966 Aston Martin DB6 Sports SaloonRegistration no. NBY 929DChassis no. DB6/2450/RFootnotes:*Previous ownership from 1981 to 2019*Off the road 1982-2015*Extensively restored between 2015 and 2018*Little used since completion'Stage by stage, as the DB has become dominant in the Aston Martin strain, the successive cars have changed their image. Today the aim is to offer the maximum of luxury and refinement as well as the ultimate in road performance. The minor barbarities of so many great sports cars of the past are no longer acceptable – at least in the hand built models now leaving Newport Pagnell. Obviously such a car as the DB6 is expensive and exclusive but the value matches the price.' – Autocar, 1966. This Aston Martin DB6 was purchased in Leytonstone, East London in 1981 and taken off the road the following year, remaining laid up until 2015 when a major restoration commenced. Completed in 2018, this extensive rebuild is documented by invoices totalling £94,000 from Mega-Tech Engineering of Brandon, Suffolk for works carried out between February 2015 and February 2017, together with others for parts supplied by Aston Service Dorset to the value of £18,000. The car also comes with a photographic record of the chassis restoration. Previously, in February 2006, the engine had been rebuilt by renowned marque specialists R S Williams Ltd. Other works carried out included fully rebuilding the transmission; installing a new wiring loom; re-trimming the seats and renewing the carpets (with soundproofing); and fitting a stainless steel exhaust system and MWS wire wheels.It should be noted that this car left the factory equipped with automatic transmission but has since been fitted with a five-speed manual gearbox, possibly by the factory as all parts used are of Aston Martin origin. The restoration was completed by D Wood MotorSport at Aston Service Dorset, since when the car has seen little use. It remains in commensurately excellent condition.The immediately preceding owner, a mechanical engineer, had intended to drive the DB6 once restored but felt that it was too good to use and, regretfully, decided to offer it for sale. The current vendor purchased the Aston in May 2019, since when it has been carefully stored at a professional facility and checked over regularly by his own mechanic. Accompanying paperwork consists of a V5C registration document and the aforementioned restoration bills.For further information on this lot please visit Bonhams.com

2005 Ferrari F430 F1 SpiderRegistration no. RX55 LXZChassis no. ZFFEZ59C00144647*Rare and desirable soft-top Ferrari*F1-type automated manual transmission*Numerous desirable options*Circa 27,500 miles from newFootnotes:Introduced in 2004 at the Paris Motor Show, the F430 was the latest in the line of V8-engined Ferrari road cars that had begun back in 1973 with the 308 GT4. The F430 was a development of the preceding F360, sharing the latter's aluminium chassis, roofline, doors and window glass, though the body itself had been extensively revised. Styled, as usual, by Pininfarina, the F430 body generated greater downforce without the penalty of increased aerodynamic drag. In styling the F430, Pininfarina referenced some of Ferrari's other great cars, using the Enzo's tail lights and a Testarossa-style driver's-side mirror, while the twin front air intakes recalled the Tipo 156 Formula 1 car of 1961. The open Spider version featured an electrically operated retractable roof, capable of folding away beneath the rear deck in only 20 seconds, while the fully leather trimmed interior - a visual feast - could be ordered with either aluminium or carbon fibre embellishment to customer choice. Beneath the F430's transparent engine cover there was an entirely new 32-valve V8 power unit displacing 4.3 litres. More compact than its predecessor, this new engine developed a maximum of 483bhp, while 80% of the 343lb/ft of torque was available below 3,500 revs, quite an achievement for a normally aspirated engine. A traditional manual transmission was still available but most buyers opted for the F1-style paddle shift version. One of the F430's more significant developments was the 'E-Diff', a computer-controlled limited-slip differential. As Autocar explained: 'with this much power it's quite possible to come to a turn too fast, but in sports mode the diff and its electronics maintain traction, minimise understeer, and assist in the creation of that fast-flowing fluency that keen drivers dream of.' And the F430 was certainly fast, with a top speed in excess of 315km/h (196mph) and a 0-100km/h (0-62mph) time of around 4.0 seconds. Helping keep this outstanding performance under control were Brembo brakes and their associated Bosch electronics package. Carbon ceramic discs were an option. Finished in Grigio Titanio Metallic with beige leather interior, Nero carpets and Nero soft-top, this F430 F1 Spider comes equipped with aluminium dashboard inserts; instrument panel in yellow; aluminium brake callipers; Scuderia Ferrari shields; electric seats; high-power hi-fi with subwoofer and 6-CD changer; and a NavTrak anti-theft system. The sound system has since been modified to provide Bluetooth connectivity. Importantly the car is supplied with its original book pack, with regular servicing which confirms the mileage. A wonderful and cherished example.For further information on this lot please visit Bonhams.com

1954 Jaguar XK120 SE Drophead CoupéRegistration no. 738 XVDChassis no. S678338•Rare and desirable Special Equipment (SE) version•One of only 1,472 left-hand drive XK120 SE drophead coupés built•Matching numbers•Only three owners from new•Professionally restored in the USA Footnotes:Its accompanying Jaguar Heritage Trust Certificate reveals that this rare and desirable XK120 SE (Special Equipment) drophead coupé (one of only 1,472 left-hand drive examples built) was delivered to Jaguar's West Coast distributor Charles Hornberg in Los Angeles in May 1954. Only its third owner in almost 70 years, the vendor was told by the second owner (Mr Oliver Farinholt, who acquired the XK in 1987) that the first owner continued to drive the car until his early 90s, albeit by then not on public roads. It is understood that in the early years of Mr Farinholt's ownership the Jaguar attended rallies and garnered the occasional prize in the South Eastern US. At that time the car was still in its original livery of Pastel Green with Suede Green interior and Sand coloured hood. The Jaguar was first registered in Virginia Beach and later in nearby Norfolk (registration documents on file). Around 2008, Mr Farinholt commenced a body-off restoration and the car was effectively off the road from then until December 2013. During restoration the livery was changed to Astral Silver with red interior and black hood. Work proceeded slowly until Mr Farinholt's health issues forced him to sell the car in late May 2013. By that time the body had been reunited with the chassis, and the engine and drive-train were in place, though many other components remained to be installed. By December 2013 the vendor had mostly completed the wiring harness and window installation, and arranged for the XK to be shipped to Brainerd's Garage in Stony Creek, Connecticut for a check over and re-commissioning. Recognising that installation of the hood was well beyond his capacities, the vendor entrusted the work to recognised marque specialists Bassett's Jaguar in Wyoming, Rhode Island, who also undertook a thorough check prior to completion of the project. Chasing fluid leaks resulted in the engine being dismantled, and a thorough check of the mechanicals was done, including replacement of the differential. Invoices totalling around $45,000 for Bassett's work are available. To the best of the vendor's knowledge this XK120 SE is a matching-numbers example, based on a comparison of its components and the aforementioned Jaguar Heritage Certificate. In addition to the latter, FIVA passports in the US and, more recently, the UK have been obtained. The only post-restoration issue encountered was a leak in the heater matrix; a replacement has been installed (original with car), while the most recent service was carried out by Elliott Engineering of Washington, West Sussex in May 2020. For further information on this lot please visit Bonhams.com

One owner from new2005 Mercedes-Benz SLR McLaren CoupéRegistration no. WV05 GNZChassis no. WDD 199 3761 M000524*Exclusive, limited edition supercar*2,880 miles from new*Full service history with McLaren BrooklandsFootnotes:Manufactured between 2003 and 2010, their new supercar allowed Mercedes-Benz and its then Formula 1 partner McLaren to showcase their collective experience in the development, construction and production of high-performance sports cars and, just like its legendary 300 SLR predecessor of 1955, it incorporated technological developments that were ahead of their time. Yet the term 'supercar' does not do full justice to the SLR, which, its peerless performance notwithstanding, is a luxurious and finely engineered Gran Turismo in the best traditions of Mercedes-Benz. The heart of any car is its engine, and that of the SLR McLaren is truly outstanding. Produced at Mercedes-Benz's AMG performance division, it is a 5.5-litre, 24-valve, supercharged V8 producing 617bhp, making it one of the most powerful engines ever found in a series-produced road-going sports car. Impressive though this peak horsepower figure is, it is the torque produced by this state-of-the-art 'blown' motor that is its most remarkable feature. The torque curve is almost flat: there is already 440lb/ft by 1,500 rpm and well over 500lb/ft between 3,000 and 5,000 revs. As Car & Driver magazine observed: 'This lends mind-boggling elasticity to the SLR, with passing performance that has to be felt to be appreciated.' In the interests of maximum fuel efficiency, the screw-type compressor is controlled by the engine management system and only activated when the driver floors the accelerator. Needless to say, the SLR McLaren delivers performance figures that are still among the best in its class; taking just 3.8 seconds to sprint from 0 to 100km/h (62mph), it passes the 200km/h (125mph) mark after 10.6 seconds and from a standing start takes just 28.8 seconds to reach 300km/h (186mph). The two-seater has a top speed of 334km/h (207 mph).A front-engined layout was chosen in the interests of optimum weight distribution, handling dynamics and braking stability, the motor's dry-sump lubrication system enabling it to be mounted lower in the chassis. The five-speed automatic transmission was specially optimised for very high torque and also offers the driver the option of choosing between different shift characteristics using the Speedshift system.Reflecting the long-term technological collaboration that Mercedes-Benz and McLaren enjoyed in Formula 1, the SLR's carbon fibre composite monocoque body/chassis structure was produced in the latter's then all-new facility in Woking, England. Clearly showing its Formula 1 parentage, the suspension is by means of double wishbones all round. The power-assisted rack-and-pinion steering is speed sensitive, while the SLR's Sensotronic Brake Control (SBC) and Electronic Stability Program (ESP) enable its sporting nature to shine through while maintaining the usual safety standards. The pioneering use of composite technology has also been extended to the brake discs, which are manufactured from a fibre-reinforced ceramic material capable of withstanding extremely high temperatures and offering a level of fade resistance hitherto unattainable in series-produced road cars. Topping off this technological tour de force is the electronically controlled rear spoiler, which rises to an angle of 65 degrees when the driver brakes heavily, boosting the braking effect by increasing aerodynamic drag and lending the SLR outstanding stability when braking from high speeds. The Mercedes-Benz SLR McLaren was launched in South Africa and introduced for the 2005 model year priced at $455,000, although choosing from the lengthy list of options could add considerably to the total. Finished in black with red leather interior, and equipped with 19' Turbine wheels, this superb example was first registered on 14th April 2005 and has had only one owner from new. Offered with ten expired MoTs, a V5C document, fresh MoT and full service history with McLaren Brooklands, it represents a rare opportunity to acquire a low-mileage example of this exclusive, limited edition supercar.For further information on this lot please visit Bonhams.com

1963 Jaguar E-Type 'Series 1' 3.8-Litre CoupéRegistration no. 698 WKTChassis no. 860970•Right-hand drive model delivered in the UK•Matching numbers including gearbox•Professionally restored in 1993•Only circa 8,500 miles since restoration•Excellent condition Footnotes:'If Les Vingt Quatre Heures du Mans has been responsible for the new E-Type Jaguar, then that Homeric contest on the Sarthe circuit will have been abundantly justified. Here we have one of the quietest and most flexible cars on the market, capable of whispering along in top gear at 10mph or leaping into its 150mph stride on the brief depression of a pedal. A practical touring car, this, with its wide doors and capacious luggage space, yet it has a sheer beauty of line which easily beats the Italians at their own particular game.' There have been few better summaries of the E-Type's manifest virtues than the forgoing, penned by the inimitable John Bolster for Autosport shortly after the car's debut. Conceived and developed as an open sports car, the Jaguar E-Type debuted at the Geneva Salon in March 1961 in Coupé form. The car caused a sensation - spontaneous applause breaking out at the unveiling - with its instantly classic lines and a 150mph top speed. The newcomer's design owed much to that of the Le Mans-winning D-Type sports-racer, a monocoque tub forming the main structure while a tubular spaceframe extended forwards to support the engine. The latter was the 3.8-litre, triple-carburettor, 'S' unit first offered as an option on the preceding XK150. Its engine aside, only in terms of its transmission did the E-Type represent no significant advance over the XK150, whose durable four-speed Moss gearbox it retained. With a claimed 265bhp available, E-Type's performance did not disappoint; firstly, because it weighed around 500lbs less than the XK150 and secondly because aerodynamicist Malcolm Sayer used experience gained with the D-Type to create one of the most elegant and efficient shapes ever to grace a motor car. Taller drivers though, could find the interior somewhat lacking in space, a criticism addressed by the introduction of foot wells (and other, more minor modifications) early in 1962. Today, the E-Types graceful lines live on in modern Jaguar sports cars, and there can be little doubt that William Lyons' sublime creation would feature in any knowledgeable enthusiast's 'Top Ten' of the world's most beautiful cars of all time. Indeed, even Enzo Ferrari felt obliged to concede that the E-type was 'the most beautiful car ever made'. This 'Series 1' E-Type coupé was manufactured on 30th October 1962 and supplied by Henlys Ltd of London to its first owner Mr G S Baduel Esq of London SW1 on 18th April 1963. Ordered in Opalescent Silver Blue with light blue leather interior, the car was equipped with a Radiomobile 900T stereo system. The E-Type was issued with the London registration mark '698 WKT'.A matching-numbers example, the E-Type was subject to a complete 'last nut and bolt' restoration to original factory specification by leading Jaguar specialists Fullbridge Carriage Company in 1993, the engine and gearbox being rebuilt by GSE Motorsport (Gordon Spooner Engineering Motorsport). The interior is believed original. Only some 8,500 miles have been covered since the restoration and the car is described by the vendor as in generally excellent condition, with good bodywork and paint. A very correct and desirable Series 1, the car is offered with a comprehensive history file containing restoration invoices, current MoT, V5C document, and a Jaguar Daimler Heritage Trust Certificate.For further information on this lot please visit Bonhams.com

1933 Riley 9hp 'Brooklands Special'Registration no. UJ 2482Chassis no. 6023934Engine no. 49330•Based on a Riley Nine chassis•Professionally restored 2013/2014 by Brooklands EngineCraft•Brooklands BodyCraft aluminium coachwork•VSCC logbook Footnotes:'The designs of the Nine were completed in 1925 and after a thorough road-testing programme which covered England, Scotland, Wales, Ireland and the Alps, the car was announced to the world. Within a year, it had earned the reputation 'The Wonder car'.' – David G Styles, Riley: As Old As The Industry.First introduced in 1926, Percy Riley's 9hp, 1,087cc, twin-camshaft four was an outstanding engine design by any standards, various versions powering Rileys until 1957. Looking to all intents and purposes like a twin-overhead-camshaft design, the Nine's cross-flow cylinder head featured hemispherical combustion chambers and valves inclined at an included angle of 90 degrees. The twin gear-driven camshafts were mounted high in the block, operating the valves via short pushrods. Right from the start it was obvious that the 9hp Riley engine possessed enormous potential as a competition unit, and at Brooklands J G Parry-Thomas and Reid Railton were the first to demonstrate just how good it was. Their success in 1,100cc class racing at Brooklands led to the introduction of a production version, the Speed Model, which soon became known as the Brooklands Nine. Numerous World Speed Records and famous class victories at Brooklands, Shelsley Walsh, the RAC Tourist Trophy, and Le Mans followed, while outright wins were secured at the Ulster TT and the JCC 1,000 Miles Race at Brooklands in 1932. Six-cylinder Brooklands and MPH models followed, and from these Riley developed the next of its 9hp four-cylinder sports cars: the Imp. This Riley 'Brooklands Special' was restored mechanically (chassis, engine, transmission, electrics, etc) in 2013/2014 by pre-war Riley specialists. The car was fitted with an aluminium two-seater body built by Brooklands BodyCraft. A VSCC logbook was issued in 2014, and the following year the Riley competed in the Brooklands Double Twelve and was an entrant in the Circuit des Remparts concours in Angoulême. A relatively affordable entry into VSCC competitions, this expertly well-executed Riley 'Brooklands Special' is offered with V5C Registration Certificate. Ready to be used and enjoyed.For further information on this lot please visit Bonhams.com

Offered from The Chester Collection, One of only 22 right-hand drive examples1969 Ferrari 365 GTCCoachwork by PininfarinaRegistration no. EGU 132HChassis no. 12747*One of only 150 Ferrari 365 GTCs built*Delivered new to Crepaldi Automobili in Italy*Subsequent ownership in Canada and the USA*Professionally restored in the UK by Colin Clarke circa 1990/1991Footnotes:'Pininfarina clothed it all in a beautifully refined bodyshell employing the nose lines of the 500 Superfast and the tail treatment of the contemporary 275 GTS. It was built at Grugliasco by Pininfarina themselves...' - Hans Tanner & Doug Nye, 'Ferrari', 1984. In essence a closed version of the 275 GTS, the 330 GTC – immediate forerunner of the 365 GTC - was first shown at the Geneva Motor Show in March 1966. Beneath the understated Pininfarina coachwork there was the 4.0-litre version of Ferrari's familiar Colombo-designed two-cam 60-degree V12 (as used in the 330GT 2+2) mated to a five-speed all-synchromesh transaxle. The chassis was of relatively short wheelbase (2,400mm) and the suspension independent all round by wishbones and coil springs. Naturally, there were disc brakes on all four wheels. Introduced late in 1968 as a replacement for the 330 GTC and given its first public airing at Geneva in March 1969, the 365 GTC was virtually identical in appearance apart from engine cooling vents relocated in the bonnet, a feature it shared with last of the 330s. Installing an 81mm-bore 4.4-litre V12 in place of the 300 GTC's 4.0-litre unit boosted mid-range torque and flexibility while maximum power was raised to 320bhp at 6,600rpm; acceleration improved markedly and the luxury coupés top speed increased to over 150mph. Less obvious to the eye were the refinements made to the drive-train that achieved a marked reduction in cabin noise, a sign that Ferrari understood that 365 GTC customers valued comfort as well as high performance. A sumptuous leather-trimmed interior, electric windows, and heated rear screen were standard equipment, while air conditioning could be ordered as an option. Like so many European sports cars, the 365 GTC (and convertible 365 GTS) would fall victim to increasingly stringent US safety and emissions legislation, production ceasing after less than one year during which time around 150 GTC and 20 GTS models left the factory, of which only 22 were right-hand drive. The right-hand drive example offered here was delivered new to the official Ferrari dealer Crepaldi Automobili in Milan finished in Azzurro Metallizzato with Nero Connolly hide interior. It may have been intended for a customer in South Africa, hence the right-hand drive configuration and km/h speedometer (both original features). The first owner is not known. In 1971 the Ferrari was sold to Ron Selig, a resident of Montreal, Canada, and in 1986 was sold by him to David C Nelson of Akron, Ohio. Two years later, in 1988, the car was sold to Sean Quigley in the UK and restored for him by Colin Clarke circa 1990/1991, the colour scheme being changed to dark grey metallic with light grey interior. In 2004 the Ferrari was sold to Andrew Seward in the UK, who had the car re-commissioned by Ferrari expert Neil Corns and re-trimmed in red. The car then went on to win the Paul Baber Trophy at the Ferrari Club Concours at Boughton House in 2005. Meticulously maintained thereafter, it has been re-trimmed again, on this last occasion in black, and fitted with period-correct air conditioning.The current vendor purchased the Ferrari towards the end of 2018, since when it has been carefully stored at a professional facility and checked over regularly by his own mechanic. Accompanying documentation consists of restoration invoices, a Massini Report, and a V5C Registration Certificate. Strikingly handsome, startlingly fast and much under-rated, this magnificent Ferrari Gran Turismo appears at auction only infrequently, making this rare right-hand drive car an opportunity not to be missed.For further information on this lot please visit Bonhams.com

1990 Aston Martin Virage 6.3-Litre 'Wide Body' CoupéRegistration no. G281 DPKChassis no. SCFCAM15LBR50009•One of the most powerful of the Aston MartinV8 family•Made in limited numbers•Present ownership since 2016•65,576 miles recorded Footnotes:After almost 20 years in production, Aston's well-liked V8 was updated for the 1990s as the Virage. The existing Lagonda chassis and suspension were used in revised form for the new car, while engine development was entrusted to Callaway Engineering, of Connecticut. Immensely strong, the old V8's bottom half was retained but fitted with new cylinder heads boasting four valves per cylinder and hydraulic tappets. Launched in October 1988, the sensational newcomer restated its forerunner's muscular looks in the modern idiom, contriving to be slightly narrower yet providing increased interior space. The car was still no lightweight, but with 330bhp on tap was good enough for a top speed approaching 160mph and a 0-60mph time of under seven seconds. Ahead of its forthcoming twin-supercharged Vantage, Aston Martin offered 6.3-litre conversions for the existing 5,340cc V8-engined Virage and Virage Volante that had been developed by R S Williams. When first released, the '6.3' produced 456bhp at 6,000rpm and 460lb/ft of torque. The resulting performance gains - 0-60mph in 5.5 seconds and a top speed of up to 174mph (depending on the axle ratio) - required serious chassis modifications; the '6.3' boasting sports suspension, 18'-diameter alloy wheels shod with Goodyear 285/45ZR18 tyres, and double vented and cross-drilled 14' front disc brakes, the largest seen on a production car at that time. Anti-lock brakes appeared for the first time on an Aston Martin on the '6.3'. Outwardly the '6.3' was distinguishable by flared wheel arches and new front, side and rear valances, giving rise to its popular 'Wide Body' designation. Some cars were supplied to '6.3' specification by the factory while others were converted subsequently by Aston Martin's Service Division. This Virage 6.3-litre 'Wide Body' was first registered as '4 AP' and then 'BTS 97' before obtaining its current registration 'G281 DPK'. The car has belonged to the current registered keeper since 2015 and is known to have been worked on by marque specialists Nicholas Mee and Oselli Engineering, but at time of cataloguing no supporting documents were available. Finished in red with ivory leather interior, the car displays a total of 65,576 miles on the odometer and is described by the vendor as in generally good condition. Offered with HPI check and a V5C Registration Certificate, it represents a rare opportunity to own one of the most exciting and spectacular members of the Aston Martin V8 family.For further information on this lot please visit Bonhams.com

Offered from The Alps to Goodwood Collection1964 Alfa Romeo 2600 Spider with HardtopCoachwork by Carrozzeria TouringChassis no. AR191207*Alfa Romeo's Classiche certification*Elegant styling by Carrozzeria Touring*Delivered new to the USA*Accompanied by rare removable hardtop*Registered in SwitzerlandFootnotes:'An Alfa which goes as splendidly as it looks is the Alfa Romeo 2600 Spyder (sic), an exciting convertible with graceful coachwork by Touring of Milan and the six-cylinder engine in three-carburettor form.' – Cars Illustrated. Introduced in 1962, Alfa Romeo's 106-Series '2600' range was a direct replacement for the preceding 102-Series '2000' cars. Carrozzeria Touring and Carrozzeria Bertone were responsible for the 2600 Spider and Sprint Coupé respectively; both of which looked like their 2000 predecessors. The latter's chassis design and body styles were retained, with minor revisions and improvements, but in place of the old, long-stroke, 2.0-litre four was a new, 2,584cc, twin-cam six-cylinder engine clearly descended from that of the immensely successful Giulietta. A maximum output of 145bhp was claimed for this unit when installed in the Sprint coupé and Spider, good enough for a top speed of around 125mph. Cars Illustrated magazine reckoned this magnificent power unit 'one of the smoothest, quietest running sixes, irrespective of the speed at which it is running, in our experience'. A total of approximately 2,255 Spiders and 6,999 Sprint Coupés were produced between 1962 and 1966, and today these rare and hitherto under-appreciated models are becoming increasingly sought after by discerning Alfisti.This gorgeous Alfa Romeo 2600 Spider was built for the United Sates market with 2+2 seating and a removable hardtop, as confirmed by the accompanying Alfa Romeo Classiche certification. Offered with Swiss registration papers, this pristine Alfa Romeo soft-top is ready to delight the fortunate next owner.Should the vehicle remain in the UK, local import taxes of 5% will be added to the hammer price.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1935 Rolls-Royce 20/25 Open TourerRegistration no. KS 8969Chassis no. GBJ38Engine no. 524H•Originally a Hooper limousine•Open tourer body designed by Osmond Rivers of Hooper & Co•Restored and re-bodied in the mid/late 1960s•Single family ownership from 1966 to 2018 Footnotes:First registered on 1st November 1935, this Rolls-Royce 20/25 was purchased by previous owner Sydney Creamer, of the eponymous Kensington-based Jaguar agency, from Mr D J Petty of the Manor House, Welwyn, Hertfordshire on 25th April 1966 for the sum of £175. Writing in June 2002 (document on file) he related: 'It was then fitted with its original and very heavy Hooper limousine body. The purchase was fortunate because of the quality of the fittings in the body, such as the door furniture, radiator, headlamps, etc, all of which could be used to benefit the restoration of the car. 'I was introduced to Mr Osmond Rivers, who had started life as an apprentice at Hooper Motor Bodies Ltd and during the course of his career had risen to be Managing Director and Chief Designer for the company. I knew the style of the body I had in mind and made some sketches and proposed them to Mr Rivers. He offered to design a body for me of the style I had described, providing I allowed him to see through the making of the body. 'Osmond Rivers examined the limousine body... and advised me to dispose of the main part of the body but retain the base or platform. This was in good order and of course it fitted the chassis perfectly and would form the basis of the new coachwork. I finished the restoration of the chassis and the body was duly built by me under the direction of Mr Rivers. The only difficulty encountered was at the end when it came to adjusting brakes and the carburettor. These were carried out by the Rolls-Royce Service Department at Hyde Road on instructions of Mr Ron Heynes, who advised swift action as the only person left in his department capable of accurately adjusting the brakes was retiring at the end of the month. At the same time, they attended to the carburettor. 'Amongst all the bills that I have today is that of Mr Rivers for designing the body... and seeing me through the making of it. The sum? 25 guineas, or £26. When the car was finished I gave it to my wife Joan as a wedding anniversary present. She still owns it and I am the unpaid chauffeur.'The current vendor inherited the Rolls-Royce from Mrs Joan Creamer upon her death in 2018. Although starting 'on the button', the car has seen little use in recent years and the vendor advises that it may require some light re-commissioning before regular use. Correspondence between Messrs Creamer and Osmond Rivers is on file together with a selection of photographs, an old-style continuation logbook, and a current V5C Registration Certificate. For further information on this lot please visit Bonhams.com

A World War 1 four bladed wooden propeller by Lockraft & Westcott Ltd for 70Hp Renault No 10 areo engine, pre-1916,the hub stamped T 1453 Lockraft & Westcott Ltd, 70Hp Renault, NO104, with two embossed acceptance inspection stamps and blade numbers 1 to 4 on reverse face of blades, Company insignia transfer logos on each blade, light weight five plank laminated and doweled mahogany, with clear varnish finish, 276cm diameter. Footnotes:The two rows of 5 no. 5mm dowels equidistant along all 4 blades is of interest, as the practice of dowling the laminations was discontinued sometime in 1915 when it was discovered that it gave no appreciable extra strength to the blades. The presence of dowels does however give a useful indication of the date and identification of the propeller. Based upon available information the propeller could either have been used on an early version of the Royal Aircraft Establishment B.E.2c or possibly R.E.1. two seat multi use aircraft.This lot is subject to the following lot symbols: ◊◊◊◊◊◊ Requires specialist shipping and storage at the buyer's expenseFor further information on this lot please visit Bonhams.com

1957 Austin Healey 100/6 Convertible with HardtopRegistration no. TLM 578Chassis no. BN4-0-31508*First of the six-cylinder 'Big Healeys'*Described as in generally good condition*Hardtop needs repainting*Present ownership since 2010Footnotes:'After a really gruelling road test, I can say that this new sports model is ideal for Continental touring. It also stood up to lap after lap of the Nürburgring at racing speeds, without complaint, and that must be equivalent to a vast mileage under more humane conditions. Finally, it has the kind of appearance that will make many prospective purchasers reach for their cheque books.' – John Bolster on the Austin-Healey 100/6, Autosport, 12th October 1956.Introduced for 1956, the 100/6 represented the most radical step forward in the Big Healey's development. Despite its initial success, sales of the original Austin-Healey 100 had begun to decline by the mid-1950s and so the model was revamped as the '100/6', BMC's 2.6-litre C-series six replacing the original four-cylinder Austin Atlantic engine. At the same time the wheelbase was lengthened from 7' 6' to 7' 8', which enabled the inclusion of two occasional seats in the rear of the BN4 variant. In 100-6 tune the pushrod six produced 102bhp - 12bhp more than its predecessor - though the inevitable weight gain meant that there was little if any improvement in performance, the car's top speed remaining at 103mph or thereabouts. Although stylistically very similar to the preceding 100, the 100/6 was nevertheless easily distinguishable by its 'crinkle' radiator grille and bonnet-top air intake. In 1957 an improved six-port engine became available, and this 117bhp unit was fitted to all the newly introduced BN6 two-seater roadsters. Top speed improved to 111mph and 1.7 seconds was cut from the 0-60mph time.This Austin-Healey 100/6 has belonged to the lady vendor since August 2010. Finished in two-tone red over white with white-piped red interior, the car is described by the owner as in generally good condition, although we are advised that the hardtop need repainting. Accompanying documentation consists of an old-style V5 registration document, two MoTs (most recent expired 2013) and a quantity of expired tax discs. Th car comes complete with an owner's manual, tool kit, and spare wheel.For further information on this lot please visit Bonhams.com

Offered from The Chester Collection1972 Maserati Ghibli SS 4.9-Litre CoupéCoachwork by Carrozzeria GhiaRegistration no. HGF 444KChassis no. AM115/49.2472*One of only eight right-hand drive examples*Matching engine*Well-known in Maserati circles*Recently repainted*Comprehensive documentationFootnotes:*One of only eight right-hand drive examples*Matching engine*Well-known in Maserati circles*Recently repainted*Comprehensive documentation Maserati's Ghibli debuted in coupé form at the Turin Motor Show in November 1966 to critical acclaim. Styled at Carrozzeria Ghia by Giorgetto Giugiaro, the Ghibli rivalled the Ferrari Daytona for straight-line performance - its top speed was close to 170mph (275km/h) - while beating it for price and, arguably, looks. Like the contemporary Mexico 2+2, the Ghibli used a shortened version of the Quattroporte saloon's tubular steel chassis in its live rear axle form. The power unit was Maserati's venerable, four-cam, 90-degree V8, an engine derived from that of the 450S sports racer and first seen in road-going guise in the 5000GT. This was used in 4.7-litre form up to 1970 when it was superseded by the 4.9-litre 'SS' version. The gain in horsepower was minimal but in either case performance was stunning, with 100mph (160km/h) attainable in under 16 seconds. This neck-snapping acceleration resulted from the V8's enormous torque, which made the Ghibli one of the most flexible and easy-to-drive Gran Turismos of its era. Ghibli production ceased in 1973 after approximately 1,149 coupé and 125 spyder models had been built. Supplied new in the UK and one of only eight right-hand drive models produced, this Ghibli Coupé represents the model in its ultimate form, with the 4.9-litre 335bhp 'SS' engine, ZF five-speed manual gearbox, and air conditioning, plus the desirable option of power assisted steering. 'HGF 444K' is a well-known example, having featured in the Maserati Club's Trident journal and also in Classic Cars magazine. It has also been seen at many club events over the years. The body was restored in the early 1990s and the interior re-trimmed at the same time in the original colours of Rosso Fuoco paintwork and black Connolly leather. The comprehensive history file contains Maserati factory documentation including build sheets, delivery notes, final test data, the Certificate of Origin, and the internal factory order. The file also contains expired MoTs; service invoices from Maserati specialists McGrath Maserati and Terry Hoyle; and complete ownership records, one of the past owners being Adam Clayton of 'U2' fame. The current vendor purchased the Ghibli at a UK auction in October 2016, since when it has been carefully stored at a professional facility and checked over regularly by his own mechanic. While in the vendor's care the car has been repainted black. One of the most stunning looking motor cars ever made, the Ghibli was a worthy rival for the Ferrari 'Daytona' and represents exceptional value for money today, just as it did 50 years ago.For further information on this lot please visit Bonhams.com

1992 Ferrari 512 TR CoupéCoachwork by PininfarinaRegistration no. G6 REDChassis no. ZFFLA0B000092766*Left-hand drive*Circa 55,580 kilometres (approximately 34,500 miles) recorded*First registered in the UK in August 2014*Present ownership since December 2014Footnotes:Introduced in 1992, the 512 TR was one of the final developments of Ferrari's sensational Testarossa supercar. Ferrari's flagship model, the Testarossa revived a famous name from the Italian company's past when it arrived in 1984. A 'next generation' Berlinetta Boxer, the Testarossa retained its predecessor's amidships-mounted, 5.0-litre, flat-12 engine; the latter now boasting a maximum power output raised to 380bhp at 6,300rpm courtesy of four-valve cylinder heads. Despite the power increase, smoothness and driveability were enhanced, the car possessing excellent top gear flexibility allied to a maximum speed of 290km/h (180mph).Rivalling Lamborghini's Countach for presence, the Pininfarina-designed Testarossa succeeded brilliantly, the gill slats feeding air to its side-mounted radiators being one of the modern era's most instantly recognisable – and copied - styling devices. A larger car than the 512 BB - the increase in width being necessary to accommodate wider tyres - the Testarossa managed the trick of combining high downforce with a low coefficient of drag, its graceful body being notable for the absence of extraneous spoilers and other such devices. Despite the increase in size over the 512 BB, the Testarossa was lighter than its predecessor, the body - its steel doors and roof excepted - being, somewhat unusually for a production Ferrari, of aluminium. Luxury touches in the well-equipped cabin included air conditioning, electrically adjustable seats, tilting steering wheel and plentiful leather.Unlike some of its rivals, the Testarossa possessed light controls and was relatively easy to drive, factors which, allied to its outstanding performance and stunning looks, contributed to an instant and sustained high level of demand. In 1992 the original Testarossa was succeeded by the updated 512 TR version, which came with 428bhp on tap and could easily exceed 300km/h. Pininfarina gave the TR a front-end makeover and the newcomer also gained improved under-body aerodynamics and 18' diameter wheels. A total of 2,280 512 TRs had been made when production ceased in 1994.Believed sold new in Germany, this beautiful Ferrari 512 TR was first registered in the UK on 1st August 2014 and currently displays a total of circa 55,580 kilometres (approximately 34,500 miles) on the odometer. Finished in Rosso with black leather interior, this example is a most attractive proposal for the Ferrari aficionado. Accompanying documentation consists of six expired MoTs, a V5C document, fresh MoT and service history up to 53,565 kilometres.For further information on this lot please visit Bonhams.com

Offered from the estate of the late Michael Patrick Aiken, MBE1939 Lagonda V12 Drophead CoupéCoachwork by LagondaRegistration no. 324 XUJChassis no. 14069*One of only 189 V12s built*Known ownership history*Restored in the USA in the 1990s*Present ownership since 2007*Professionally maintained with no expense spared*Class winner at Pebble Beach in 1997Footnotes:'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.A wonderful example, chassis number '14069' is fitted with the factory's Frank Feeley-designed drophead coupé coachwork, and according to the Lagonda Club was first registered on 31st March 1939. The first owner's name is illegible but the records show that this short-chassis car was supplied finished in jewelescent grey with red leather interior and burr walnut woodwork. The supplying agent was University Motors in London and the Lagonda was first registered as 'MG 6448', a Middlesex mark.The second owner, immediately after WW2, was Eric B Fox of the Fox's Glacier Mints company based in Leicester. Immediately prior to his ownership the Lagonda had been used by the manufacturer in its advertising, appearing in a Lagonda factory magazine, Photo World, dated April 1945 and in an Autocar magazine advertisement in May of that year. These advertisements were captioned thus: 'In Due Course: A new, less expensive and smaller LAGONDA will carry the name into markets hitherto unacquainted with all LAGONDA has signified to discerning motorists for over 40 years'. Why Lagonda chose to use the far from cheap V12 to promote a forthcoming smaller and less expensive model is a mystery.'MG 6448' was last serviced at the factory in 1947 while still in Mr Fox's ownership. The next record is dated 1960 when the car is recorded with one R Nicholson in Kent and a few years later with W G V Hall in Southwest London. Subsequently the Lagonda was exported to the USA, and in 1968 was owned by famous collector Jack Nethercutt. In 1987 Mr Nethercutt sold it to another respected and discerning collector, General William Lyon. The Lagonda was next owned by Pebble Beach Concours Judge, Mark Tuttle, passing in 1993 to William Roberts of Bainbridge Island, Washington State. The latter then commissioned an extensive restoration, with the paint and bodywork entrusted to recognised specialist Walter Johnson of Bainbridge Island, a craftsman with numerous Pebble Beach concours winners to his credit.The engine was fitted with new Jahns pistons, Carrillo con-rods, and Crower camshafts with a modern profile, while the internals were updated for improved performance and reliability. An enthusiastic owner/driver, the then owner made every effort to keep the Lagonda as original in appearance as possible, the only non-original items visible being the dipstick and separate reservoir for the Bijur lubrication system.The interior was re-trimmed throughout with finest American leather, colour matched to the coachwork, while the wood was re-veneered to original specification by a master violin maker, and a new high-quality soft-top made. All the considerable work and expense was rewarded when the Lagonda was awarded 1st Prize in the Open European Classic class at the Pebble Beach Concours d'Elegance in 1997.Since deceased, the present owner, Michael Patrick Aiken MBE, purchased the car in 2007 at the Amelia Island auction. A successful businessman who achieved boardroom-level appointments in the brewing and shipping industries, Michael Aiken was CEO and owner of Wightlink Ferries, and received his MBE in 2013 for services to National Heritage. In his hands since its acquisition in 2007, the Lagonda has been meticulously maintained by recognised specialists including Blakeney Motorsport, Harwoods, BishopGray, etc).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, with its well-chronicled provenance, is an opportunity not to be missed.For further information on this lot please visit Bonhams.com

Offered with Ferrari Classiche certification and only 17,000 kilometres from new1991 Ferrari F40 BerlinettaCoachwork by PininfarinaRegistration no. F4 ODNChassis no. ZFFGJ34B000088446*Delivered new in Milan, Italy*Non-adjustable suspension*Known ownership history*Service history*Present ownership since 2017Footnotes:'The take-up into the next gear is flawless and, with the turbos cranking hard, the blast of acceleration just goes on again and you seem to be in a blur of time conquering distance, gearshifts and noise. It has the tonal quality of an F1 engine, if not the sheer ferocity. From outside, if you stand and listen, you hear the frantic whoosh as the turbos start to drive oh-so-hard.' - Autocar magazine, May 1988.Introduced in 1988 to celebrate Enzo Ferrari's 40 years as a motor manufacturer, the F40 was the ultimate supercar and is historically significant as the first production passenger car to have a claimed top speed of over 200mph. It is also the last Ferrari to be personally approved by Enzo Ferrari prior to his death in 1988. A mid-engined, two-seater berlinetta, the F40 was a development of the limited-production 288 GTO and like the latter - but unlike the preceding 308 series - mounted its power unit longitudinally rather than transversely. Much had been learned from the development of the Evoluzione version of the 288 GTO - intended for the soon-to-be-abandoned Group B competitions - which enabled Ferrari to take the F40 from drawing board to dealers' showrooms in just 13 months. A 2,936cc quad-cam V8 with four valves per cylinder, the F40 engine employed twin IHI turbochargers to liberate 478bhp (approximately 352kW) at 7,000rpm. For the seriously speed-addicted, this could be boosted by 200bhp by means of a factory tuning kit. Of equal, if not greater, technical interest was the method of body/chassis construction, the F40 drawing on Ferrari's Formula 1 experience in its use of composite technology. A one-piece plastic moulding, the body was bonded to the tubular steel chassis to create a lightweight structure of immense rigidity. The doors, bonnet, boot lid and other removable panels were carbon fibre. Pugnaciously styled by Pininfarina, the F40 incorporated the latest aerodynamic aids in the form of a dam-shaped nose and high rear aerofoil. Despite the need to generate considerable downforce - and with a top speed of 201mph, higher than the take-off speed of many light aircraft, the F40 needed all the downforce it could get - the result was a commendably low drag coefficient of just 0.34. The F40's interior reinforced its image as a thinly disguised race-car, with body-contoured seats, an absence of carpeting and trim, and sliding Plexiglas windows. When it came to actual competition, race-prepared F40s more than held their own and in the Global GT series proved quicker on many circuits than McLaren's F1 GTR.Autocar concluded its test thus: 'on a smooth road it is a scintillatingly fast car that is docile and charming in its nature; a car that is demanding but not difficult to drive, blessed as it is with massive grip and, even more importantly, superb balance and manners. You can use its performance - the closest any production carmaker has yet come to race car levels - and revel in it. ...there's little doubt it is the very personification of the term sports car.' Even today the F40 has the power to impress. Launched in the UK with an asking price of around £185,000, the F40 was changing hands at the height of the late '80s supercar boom for up to half a million pounds. When production ceased in 1992 only 1,311 of these quite exceptional cars had been completed, all of which were left-hand drive and finished in Rosso Corsa when they left the factory. Today, much of the F40's enduring appeal is the fact that it is one of the last great 'analogue' supercars, designed and built at a time when the driver was expected to be in full control and before the introduction of electronic interventions in the form of anti-lock brakes, traction control, stability control, and paddle-shift automatic gearboxes, which have since become the norm. It also lacked a brake servo, air conditioning, interior door handles, and power steering... As Ferrari marketing executive Giovanni Perfetti explained: 'We wanted it to be very fast, sporting in the extreme and spartan. Customers had been saying our cars were becoming too plush and comfortable. The F40 is for the most enthusiastic of our owners who want nothing but sheer performance.' Even so, the F40 could not remain unaffected by the march of technological progress, gaining refinements such as ABS, glass side windows, catalytic converters, and adjustable suspension as development progressed. A desirable non-adjustable model built to European specification, this particular F40 was delivered new in Italy via the official Ferrari dealer Crepaldi Automobili in Milan and registered on 17th February 1991 to a Mr Benedetto, a local industrialist. Registered in Milan as 'MI 1 T 0114', the car was delivered with air conditioning, glass side windows, and a catalyst-equipped exhaust but is currently fitted with a non-cat sports exhaust system. In 1993 '88446' was sold to its second owner, Oliviero Busetti, another Milanese, who passed it on to the third owner, a resident of Monza, in 1998. '88446' remained in Italy until it came to the UK in July 2012 and was registered as 'H470 JLF'. That same month the F40 was seen in the Cub Ferrari France parking during the Le Mans Classic, and in 2015 was displayed at the Classic & Sports Car Show at Alexandra Palace. In October 2017 the Ferrari was sold by Graypaul to the current vendor and reregistered as 'F4 ODN'.The most recent annual service was carried out by Graypaul, Nottingham in September 2018 at 17,507 kilometres (invoice on file). Previously, in 2017, Graypaul had replaced both fuel tanks and the cam and ancillary belts as part of a major service. Importantly, '88446' also comes with its original tool kit as well as the original handbooks and service book in their original tan leather wallet.Reacquainting himself with the F40, F50, and Enzo Ferraris for Octane magazine (July 2014 edition) racing driver Mark Hales declared: 'The F40 is for me, the special one. Not just because I have spent so much time in them, but because it was such an explosive, other-worldly creation when it first appeared, and it still retains much of that character.' Enough said.For further information on this lot please visit Bonhams.com

1939 Citroen 'Light Fifteen' Roadster with DickeyRegistration no. GWJ 293Chassis no. 104003*One of only 220 right-hand drive Roadsters made*1,911cc engine*Present ownership since 1982*Restored between 1982 and 1984*Ideal for events such as the Flying Scotsman Rally*VSCC eligibleFootnotes:This beautiful Traction Avant was assembled at Citroën's Slough factory in 1939 and registered in the UK on 1st May 1940. Only 220 right-hand drive Roadsters were made and barely a handful survive today. None were made after WW2. Generally known in the UK as the 'Light Fifteen', this model is a 7C 3 built originally with the under-powered 12hp engine. Invariably owners of such cars changed to the larger 1,911cc 'Performance' engine, and this car was probably up-rated sometime after WW2. In 1982, 'Emily', as the car is known, was purchased by the present owner from Ken Ray, Chairman of Ray & Proctor Limited of Stoke-on-Trent, the Citroën main agents for the area. The accompanying old-style logbook (issued 1963) lists two owners prior to Ray & Proctor Ltd. A complete restoration was undertaken over the next two years, bringing the Citroën up to concours condition, and it has won many trophies over the years since. Although occasionally used at Prescott Hill Climb for VSCC events, the Traction has remained chiefly a car for family Continental holidays over the last 30-plus years and has never suffered a breakdown during the whole of that time. The owner is a Citroën enthusiast and maintains the car himself. It is always garaged, and servicing and oil changes are done every 1,500 miles without fail. The engine was rebuilt some 10 years ago and has done only a nominal mileage since. The gearbox was rebuilt recently and up-rated with a new 10/31 high-ratio crown wheel/pinion for fast economical motoring, giving around 28mpg and a cruising speed of 65mph. A new clutch was fitted at the same time. The dickey seats may be removed to provide cavernous storage for suitcases if required, and 'Emily' is said to be a delight to drive and very much at home on the long French Autoroutes with the hood down and the sun shining. Indeed, this much-loved Traction Roadster is ideal for Continental touring and endlessly admired wherever it goes. The car is reluctantly sold only because the owner is now in his Eighties and is downsizing his property. A very rare beast, and VSCC eligible, this charming Traction Roadster is offered with restoration invoices; a V5C Registration Certificate; and the aforementioned logbook.For further information on this lot please visit Bonhams.com

1971 Fiat Dino 2400 CoupéCoachwork by Carrozzeria BertoneRegistration no. BRM 831JChassis no. 135BC0004792*Sourced from Italy*Professionally restored 2013-2015*Restoration fully documented*Most recent service in early 2020Footnotes:In the mid-1960s, Ferrari needed a 2.0-litre production-based engine for the new Formula 2, conceiving the mid-engined Dino to provide the necessary basis. Faced with the daunting task of building 500 units per annum to meet the homologation requirements, Ferrari turned to FIAT for assistance, the resulting agreement for the latter to build the Dino's four-cam V6 engine leading to a spin-off model for FIAT. Launched in Pininfarina-bodied Spider form at the 1966 Turin Show, the FIAT Dino carried its 2.0-litre, 160bhp engine ahead of the driver in conventional manner and was notable as the first FIAT to employ four overhead camshafts and a limited-slip differential as standard. Steel bodied, the newcomer employed a FIAT five-speed gearbox and featured independent front suspension by means of wishbones and coil springs, a live rear axle and disc brakes all round. A longer-wheelbase Coupé model with Bertone coachwork appeared the following year, and in 1969 the V6 engine's capacity was increased to 2,418cc; a ZF gearbox and FIAT 130-type trailing-arm independent rear suspension being adopted at the same time. Power went up to 180bhp (DIN) at 6,600rpm. Styling changes were few: in the Spider's case being confined to a new front grille, rubber centre strips in the bumpers, and different wheel centres, while the interior benefited from improved switch gear and a carpeted boot. A stylish conveyance for four, the FIAT Dino raced to 100km/h (62mph) in around 8 seconds and could reach 210km/h (130mph) while making all the right Ferrari-esque noises. Production ceased in 1972. Sourced via an Italy-based Dino specialist for a UK owner, this 2.4-litre example comes with a comprehensive folder of documentation including details of its restoration in 2013-2015 (photographs, invoices, full report, etc). Since its arrival in the UK in 2015, the car has been overhauled by Dino specialists 24Hundred and brought up to UK road standards; it was last serviced by them early in 2020 and is MoT'd to February 2021. Finished in its original livery of Azzurro Metallizzato, the car is described by the vendor as in very good condition throughout, with part original/part restored interior. Noteworthy features include a wiper motor cover, battery cover, and tool roll, and the car also comes with two sets of keys and a V5C document.For further information on this lot please visit Bonhams.com

1967 Ferrari 330 GTSCoachwork by PininfarinaRegistration no. PHJ 224EChassis no. 10113*Delivered new in Italy*Formerly resident in the USA*Imported into the UK in 2004*Present ownership since 2005Footnotes:Ferrari convertibles have always been produced in considerably smaller numbers than their closed cousins and thus are even more coveted by collectors. In essence a closed version of the 275 GTS, the two-seat 330 GTC debuted at the Geneva Motor Show in March 1966 and was intended to fill a gap in Ferrari's line-up between the four-seat 330 GT 2+2 and the racer-on-the-road 275 GTB. Later that same year the open version - the 330 GT Spider, or GTS - was introduced at the Paris Salon.Beneath the 330's bonnet resided the 4.0-litre, 300bhp version of Ferrari's familiar, two-cam, 60-degree V12, as used in the 330 GT 2+2. The short (2,400mm wheelbase) chassis followed Ferrari's established practice of tying together sturdy oval-section main tubes in a steel spaceframe, while the suspension was independent all round by wishbones and coil springs. First introduced on a road-going Ferrari in 1964 (on the 275 GTB) the rear suspension incorporated the five-speed, all-synchromesh gearbox in the form of a transaxle. Unlike the 275 GTS, the 330 GTS (and 330 GTC) employed the superior torque-tube transmission introduced on the 275 GTB towards the end of 1965.Testing a 330 GTS in 1968, Road & Track magazine found that the fully sorted, all independent, transaxle chassis gave 'a soft, level ride, wonderful adhesion and excellent behaviour. Out on the road, once the driver has the feel of things, he feels he could do almost anything with this car'.Luxuriously equipped in the best Gran Turismo manner, the 330 GTS interior boasted leather seats and electric windows as standard, radio, air conditioning and Borrani wire wheels being the options. With a top speed in excess of 150mph, excellent ride comfort and sure-footed handling, the 330 GTS justified Ferrari's claim that it was the world's finest convertible two-seater. Only 100 were produced by the factory between 1966 and 1968, alongside 600 examples of the 330 GTC Berlinetta.The 38th of its type produced, Ferrari 330 GTS chassis number '10113' was originally finished in Blu Chiaro with Rosso leather interior and matching top, and was equipped with instruments in kilometres and the optional Borrani wire wheels (see Massini Report on file). The car was completed in July 1967 to European specification and delivered to dealer M Gaston Crepaldi in Milan, Italy. Sold by Crepaldi to its first owner, a Mr Domeneghetti, the Ferrari was exported to the USA in the mid-1970s and in 1980 was sold to Laird L Cleaver in Milwaukee, Wisconsin. The Massini Report lists various works carried out while the Ferrari was owned by Mr Cleaver, who stored it at his winter home in Utah, unused, between 1989 and 1996 when the engine and transaxle were overhauled by Motion Products Inc of Neenah, Wisconsin.In 1998, '10113' passed to its next private owner, Gary Hornbarrier of Advance, North Carolina, who kept the car for the next three years before selling it to Ferrari collector Michael Westrick of Fort Wayne, Indiana in 2001. Michael Westrick owned the Ferrari until January 2004 when it was sold via dealer Mike Sheehan to Paul Wignall in the UK. Registered as 'PHJ 224E', the Ferrari was re-commissioned by marque specialists TDH Classics (Terry Hoyle) and later in 2004 was fitted with four new shock absorbers (bills on file). Next owner Andrew Fletcher acquired the Ferrari in November 2004, and in December of that year TDH carried out further remedial works and installed inertia-reel seatbelts (bill available). The current vendor (its third owner in the UK) acquired '10113' on 7th December 2005, since when the Ferrari has been maintained by John McAleese in Scotland. Representing a wonderful opportunity to acquire one of the rarest of soft-top V12-engined Ferraris, this beautiful 330 GTS is offered with a current V5C Registration Certificate and a history file of bills and other paperwork.For further information on this lot please visit Bonhams.com

1954 Alfa Romeo 1900C Super Sprint Series 2 CoupéCoachwork by Carrozzeria TouringRegistration no. 6122 HXChassis no. AR1900C 01713*Landmark Alfa Romeo model*Imported into the UK in 1960*Present ownership since 1985*Restored in the late 1980s/early 1990s and continuously improved*Mille Miglia eligibleFootnotes:Chassis number '01713' is one of 550 Alfa Romeo 1900C Series 2 Super Sprints produced between 1954 and 1955. There were around 550 1900C Super Sprints made by Alfa Romeo for all coach builders. We have not been able to establish the exact total number of Touring Series 2 cars built as all Touring records were destroyed when they went into liquidation. However the register have calculated, based on Touring serial number, that between 470 and 480 Series 2 cars were built.Its factory devastated by wartime bombing, Alfa Romeo did not resume car production until 1947, the pre-war 6C2500 standing the Milan marque in good stead until 1952. The firm's first all-new offering of the post-war period arrived in 1950. Designed under the supervision of Dr Orazio Satta and intended for volume production, the 1900 was the first Alfa to employ unitary construction and - in keeping with the company's sporting heritage - was powered by a twin-overhead-camshaft engine. A four-cylinder unit, the latter displaced 1,884cc and produced 90bhp, an output sufficient to propel the four-door saloon to 150km/h (93mph).Although ostensibly a humble family conveyance, the 1900 was endowed with sporting credentials which extended beyond its type of power unit, owners enjoying the benefits of wishbone and coil spring independent front suspension and an exceptionally well located live rear axle. It should have surprised nobody therefore, when the 1900's potential was realised in the form of high performance derivatives. Launched in 1951, the 1900C Sprint was built on a shortened chassis (C = Corto, Italian for short) with a wheelbase of 2,500mm, down from 2,630mm. All Corto chassis were completed with coachbuilt bodies.The 1900C Sprint featured bodywork by Pinin Farina (cabriolet) and Touring (coupé), both models utilising the 100bhp engine of the 1900TI sports saloon. Touring's Superleggera aluminium-bodied Sprint Coupé attracted such public acclaim that it was subsequently adopted as the basis for all future 'aerodynamic' Alfa Romeo coupés. One direct descendant was, of course, the lovely little Giulietta Sprint in which the family resemblance is immediately obvious.The Sprint Coupé was designed to offer sporting performance together with '2+2' accommodation - guaranteed to appeal to the sports car enthusiast with a family - while the heart-shaped vertical grille with matched horizontal side intakes became an Alfa trademark on later models. In June 1954 the engine was enlarged to 1,975cc and the model re-designated as the 'Super Sprint'. With 115bhp on tap and possessing an excellent power-to-weight ratio courtesy of the aluminium-alloy body, these cars could top 190km/h (118mph). They shone in competitions of all kinds. It is worthwhile noting that while Alfa Romeo identified the Touring cars by three series depending on specification and body style, the Alfa Romeo Register in the UK and USA now recognise four. Attractively finished in red with red/grey Connolly leather interior, this wonderful example of a landmark model from one of motoring's most charismatic marques boasts a truly stunning pillar-less body with a most generous glass area, making for an exceptionally light and airy cabin. Chassis number '01713' was delivered from factory on 31st March 1954 to Giuseppe Mattioli of Carpi (near Modena). Imported into the UK on 12th May 1960, this Series 2 car was purchased by the current vendor in August 1985. An eight-year restoration followed (most bills available) and the vendor has now owned the Alfa for 35 years. Badges left in the car indicated that one Italian owner was a member of the Automobile Club Roma and that it had been used for competition. The Five UK-based owners are known with details available in the history file.Since the initial restoration's completion in 1994, the engine has been rebuilt again; the gearbox overhauled ; and the clutch replaced recently. Indeed, the car has been continuously improved since the restoration; we are advised that rear indicators (a factory option) have been installed and the front sidelights fitted with orange bulbs to act as indicators (the sidelights are now incorporated into the headlights). The car also benefits from an electric cooling fan with thermostatic switch.MoT'd to June 2020 this beautiful Alfa Romeo, has received numerous awards (too many to list) over the years including the Jeffrey Mason award for the Best Alfa Romeo in 2019. It certainly represents the perfect opportunity for the fortunate new owner to participate in the Mille Miglia and other prestigious historic motoring events.For further information on this lot please visit Bonhams.com

1965 Porsche 356C Coupé 'Outlaw'Registration no. RHR 445CChassis no. 131232*Customised in 'Outlaw' style in the USA*Imported from Southern California in 2015*1,883cc tuned engineFootnotes:In Southern California in the 1950s a movement emerged dedicated to customising the Porsche 356, one such variant being known as the 'Outlaw'. It is believed that the first 'Outlaw 356' was created in 1957 by Dean Jeffries, who wanted to showcase his abilities as a custom car builder. As well as working as a custom car designer and fabricator, Los Angeles-based Jeffries became famous as a stuntman and stunt co-ordinator for motion pictures and television programmes. This Porsche 356C 'Outlaw' was imported into the UK in early 2015. It is understood that restoration works were carried out in 2009 by Hamilton Classics, a small Texas-based restoration company that has specialised in restoring the 356 model since the late 1960s. Rebuilt in 2013, the engine has been upgraded with an LN Engineering Nickies big bore kit and now displaces 1,883cc, with further top-end and crankshaft work and a full flow oil filter. Induction is by Weber carburettors and exhaust gases are expelled through a Bursch extractor system with a street silencer. The four-wheel disc brakes are fitted with dual circuits, and the brake callipers have been rebuilt and the brake master cylinder replaced. The interior has been re-trimmed, including the headlining and German-weave carpet, while other noteworthy features include Lexan side windows; re-upholstered custom 911RS race-style seats; three-point harnesses; a MoMo Prototipo steering wheel; aluminium floorboards; and a dead pedal. On the car's arrival into the UK, the paintwork was found to have suffered from the Californian sun and was repainted to a high standard as can be seen today. On strip down, the Porsche was found to be remarkably free of corrosion, as one would expect from a Southern Californian car, while the boot, doors, bonnet and A-posts were found to have the correct chassis number stamped on them. Finished in silver with grey stripes, and rolling on genuine 1971 Fuchs wheels, this car not only looks wonderful but also has drive to match. Accompanying documentation includes sundry bills; a photographic record of the 2013 engine rebuild; a V5C registration Certificate; a letter from Porsche Cars Great Britain Ltd; and a Porsche Certificate of Authenticity. In recent years, the car has completed three European tours and is described by the vendor as very reliable. These 'Outlaw' Porsches are rarely seen outside the USA and this magnificent example represents an exciting opportunity for the European collector.For further information on this lot please visit Bonhams.com

Offered from The Alps to Goodwood Collection1931 Invicta 4½-Litre S-Type Low Chassis Sports 'Simplon'Coachwork by CarbodiesChassis no. S90*One of the finest sports cars of the Vintage eraInvicta works car*Ards TT and Brooklands race history*Known history from 1931 to the present day*Present ownership since 2000*Extensively campaigned*Extensive professional restoration in 2011*Highly eligible for the most prestigious events worldwide, including the Mille MigliaFootnotes:In an era when most cars stood tall, the 4½-litre S-Type Invicta, with its dramatically lowered chassis, caused a sensation: few sports cars before or since have so looked the part. The Invicta Company's origins go back to 1924 when Noel Macklin and Oliver Lyle, both of whom had motor industry experience, got together to create a car combining American levels of flexibility and performance with European quality and roadholding. Like the contemporary Bentley, the Invicta was produced to an exemplary standard. Price was only a secondary consideration, a factor that contributed largely to both firms' failure to weather the Depression years of the early 1930s. The final Invicta left the factory, appropriately enough, on Friday 13th October 1933, though a handful of cars was assembled at the company's service depot between 1934 and 1936. It is estimated that approximately 1,000-or-so Invictas of all types were made. Apart from a handful of prototypes, all Invictas were powered by the tireless six-cylinder engines made by Henry Meadows. Launched at the 1930 Olympia Motor Show, the S-type featured an new under-slung chassis that achieved a much lower centre of gravity by positioning the rear axle above the frame rails instead of below as was normal practice at the time. Like most low-revving engines, the 4½-litre Meadows delivered ample torque in the lower and middle speed ranges. Indeed, the Invicta can be throttled down to 6-8mph in top gear, despite its relatively high 3.6:1 final drive ratio, and will then accelerate rapidly and without complaint when the accelerator is depressed. The popular '100mph Invicta' tag notwithstanding, standard cars had a – still impressive – top speed of around 95mph with more to come in racing trim. However, it must be stressed that the S-type Invicta was primarily a very fast but comfortable high-speed touring car, its greatest attribute being an ability to cover a substantial mileage at high average speeds with no strain, either to driver or the machinery. Invictas are about as indestructible in normal use as a car can be. Approximately 68 of the 75-or-so S-types built are known to survive and most are in excellent order, testifying to the fact that they have always been regarded as high quality motor cars. Indeed, in pre-war days there was a club dedicated exclusively to the model and members famously christened individual cars with names like 'Scythe', 'Scrapper' and 'Sea Lion'. 'S90' was named 'Simplon'.'Simplon' was built in the early summer of 1931 and retained by the works as a competition car for regular Brooklands competitor Dudley Froy. In a letter to Motor Sport (June 1988 edition) A F Rivers Fletcher, who had first-hand knowledge of the works Invictas in period, says he believes that Froy's S-Type was completed using components taken from the car Sammy Davis had crashed at Brooklands. Although prepared for Dudley Froy, the Invicta was driven to a class win in the Ards TT on 22nd August 1931 by Tommy Wisdom and L Cushman, Froy having been sidelined with a broken arm. In October of that year 'Simplon' was driven in the BARC Closing Meeting at Brooklands by Mrs Wisdom. At the 1932 Easter Norfolk Lightning Mountain Handicap, Froy lapped Brooklands at 108.03mph on his way to a brace of 3rd place finishes, and later that year at the Brighton Speed Trials the famous lady racing driver Mrs Kay Petre set the fastest time of the day. Froy then rounded off a successful season with a 4th place finish at Brooklands on 10th September. On 6th December 1932 Froy registered the Invicta for the first time, the number allocated being 'JJ 332'. In 1933, 'Simplon' was offered for sale by William Arnold in Manchester (copy advertisement on file) and sold to dealer Jack Elliot. The car next belonged to David Lewis of London in 1936, followed by R Wyman, London in 1939. Major Granville Taylor then took 'Simplon' to the USA where it was owned by Hollywood superstar Tyrone Power. Offered for sale by Lubrication Automotive Service of Los Angeles, California, the Invicta was next owned, from the mid/late-1940s, by John H Haugh of Tucson, Arizona. The car's next four owners were Charles P Smith of Tucson, Arizona (2nd January 1955); Edverne B Harrington of Phoenix, Arizona (30th January 1959); Walter H C Boyd of Toronto, Canada (April 1959); and Dr John Robson of Mount Pleasant, South Carolina (November 1985, bill of sale and CoT on file). There are two letters on file from David Lewis to Dr Robson, both written in 1988, concerning the car's early history, and another from John Haugh to Walter Boyd dated 21st August 1960 which relates the Tyrone Power connection (perusal recommended). Boyd was restoring the 'Simplon' at the time. As well as the aforementioned correspondence, there are numerous copies of in-period photographs on file. During the war a Buick engine had been installed, and it was Edverne Harrington who replaced it with with current engine, '7411', which had left the factory in chassis number 'S33'. (The original engine's number is not known.) This engine was replaced in 2000 during the ownership of Dr Robson for the current engine numbered '7348'. A full report on the car's provenance, compiled in 2001 by marque expert Derek Green, is on file. By this time Dr Robson had relocated to the UK, settling in the Isle of Man where 'Simplon' was registered in 1999. In March 2001 he offered the Invicta for sale at a UK auction, and later that same year the car was acquired by the current vendor, a prominent private collector in Switzerland. Upon arrival in Switzerland the car benefitted from extensive work by well-known specialists Garage Portmann in 2002 and again in 2004. Since then Simplon has been extensively campaigned throughout Europe, participating in prestigious events such as the Mille Miglia (2002, 2003, 2004); Ralllye des Alpes (2002-2006); Gran Premio Nuvolari (2003); Rallye Sanremo Rally (2003-2007); Grand Prix Suisse, Bern (2009); Rallye Solitude (2011); and the Gaisberg Hill Climb (2014). In total there are some 70 events listed in the massive history file, the last of which was the Invicta Tour of July 2019. Such a demanding schedule has required careful ongoing maintenance, and in 2011 extensive work was undertaken by vVintage car specialist David Ayre of Berkshire, UK. The Low Chassis Invicta S-Type is now regarded as one of the most desirable pre-war sports cars, sought after by collectors for its exceptional driving abilities, style and sheer presence. A guaranteed entry at the most prestigious rallies, concours events and race meetings around the world, the Low Chassis has an enviable reputation amongst connoisseurs and examples are to be found in some of the most important private collections.Should the vehicle remain in the UK, local import taxes of 5% will be added to the hammer price.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

Offered from The Alps to Goodwood Collection1926 Bentley 6½/8-Litre 'Le Mans' TourerChassis no. WB2565*2007 Peking-Paris Rally Gold Medal winner*Matching engine*Known ownership history*Present ownership since 2000*Extensively campaigned worldwide*Accompanied by an extensive selection of spares and rally adaptationsFootnotes:With characteristic humility 'W O' was constantly amazed by the enthusiasm of later generations for the products of Bentley Motors Limited, and it is testimony to the soundness of his engineering design skills that so many of his products have survived. From the humblest of beginnings in a mews garage off Baker Street, London in 1919 the Bentley rapidly achieved fame as an exciting fast touring car, well able to compete with the best of European and American sports cars in the tough world of motor sport in the 1920s. Bentley's domination at Le Mans in 1924, 1927, 1928, 1929 and 1930 is legendary, and one can only admire the Herculean efforts of such giants as Woolf Barnato, Jack Dunfee, Tim Birkin and Sammy Davis, consistently wrestling the British Racing Green sports cars to victory. W O Bentley proudly unveiled the new 3-litre car bearing his name on Stand 126 at the 1919 Olympia Motor Exhibition, the prototype engine having fired up for the first time just a few weeks earlier. Bentley's four-cylinder 'fixed head' engine incorporated a single overhead camshaft, four-valves per cylinder, and a bore/stroke of 80x149mm. Twin ML magnetos provided the ignition and power was transmitted via a four-speed gearbox with right-hand change. The pressed-steel chassis started off with a wheelbase of 9' 9½', then adopted dimensions of 10' 10' ('Standard Long') in 1923, the shorter frame being reserved for the TT Replica and subsequent Speed Model. Rear wheel brakes only were employed up to 1924 when four-wheel Perrot-type brakes were introduced.In only mildly developed form, this was the model that was to become a legend in motor racing history and which, with its leather-strapped bonnet, classical radiator design and British Racing Green livery, has become the archetypal Vintage sports car. Early success in the 1922 Isle of Man Tourist Trophy, when Bentleys finished second, fourth, and fifth to take the Team Prize, led to the introduction of the TT Replica (later known as the Speed Model) on the existing 9' 9½' wheelbase, short standard chassis. However, by the middle of the decade the 3-Litre's competitiveness was on the wane and this, together with the fact that too many customers had been tempted to fit unsuitably heavy coachwork to the excellent 3-Litre chassis, led to the introduction in 1926 of a larger car: the 6½-Litre. Known as the 'Silent Six', the latter perpetuated the 3-Litre's mechanical theme but with greatly increased refinement. Although the 6½-Litre had been conceived as a touring car to compete with Rolls-Royce's New Phantom, in Speed Six form it proved admirably suited to competition: in 1929 Barnato/Birkin's Speed Six won the Le Mans 24 Hour Race ahead of a trio of 4½-Litre Bentleys, while Barnato/Kidston repeated the feat in the following year's Grand Prix d'Endurance at the Sarthe circuit ahead of similarly-mounted Clement/Watney. Small wonder then, that the fast yet refined 6½-Litre Speed Six was W O Bentley's favourite car. The 6½-Litre was produced for four years, during which time 544 chassis were completed, the standard/Speed Six split being 362/182. According to Dr Clare Hay's authoritative work, Bentley: The Vintage Years, this particular 6½-Litre, registration number 'YP 7937', is one of 97 erected on the ST2 (12') standard chassis; most (242) of the standard cars being built on the longer (12' 6') frame. Chassis number 'WB2565' was completed in August 1926 and bodied as a saloon by the obscure coachbuilder, Surbiton Bodies. The car was supplied via Jack Withers & Co of North London and the first owner was one Ulrich Charles Pusinelli of London. Early in its life 'YP 7937' was one of a group of Bentleys photographed on the seafront at Cannes (copy on file). The car continued to be serviced by Bentley until the outbreak of war, the last entry in the record (copy on file) being dated 2nd March 1939. By this time 'YP 7937' belonged to J O Kastner-Walmsley (its fourth owner), the second and third owners being T Miller Jones and S K Troman respectively.The next three known owners are, in order: H A Booth (1968); Paul Bentley (1972); and J C Wardell (1976). The Vanden Plas-style 'Le Mans' tourer body was fitted in 1972, and the car was in this form when it appeared in Clarendon's advertisement in Thoroughbred & Classic Cars magazine's June 1977 edition. Clarendon described the car as a 'Vanden Plas type 4-seater. Open Tourer coachwork, magnificently well finished. Tonneau and weather gear supplied. The overall appearance and performance of this vehicle are outstanding'. 'YP 7937' was next owned by David Findlay (1986) followed by Spencer Flack (1989-2000) and from then onwards by the current vendor, a prominent Swiss private collector. Restored in 1988, the Bentley is finished in British Racing Green with matching upholstery, while the original engine ('WB2562') has been enlarged to 8 litres. Figures quoted for this engine are a maximum output of 240bhp at 4,550rpm and 334lb/ft of torque at 2,950 revs, while the car is said to have a top speed in excess of 110mph. 'YP 7937' has been campaigned extensively while in the vendor's care, taking part in some of the toughest historic motoring events worldwide. These include the Peking to Paris Rally in 2007 (class winner, VSCC Award, Gold Medal); Carrera Sudamericana (2006); Vintage Bentley Tour of South Africa (2001 and 2006); and the New Zealand Vintage Tour (2002). It has also participated in the Liège-Rome Rally; Grand Prix de Tunis; Gran Premio Nuvolari; Rallye des Alpes; Ennstal Classic; Copperstate 1000; and the California Mille. The Bentley's most recent outing was at the Rotary Rally in September 2019. 'YP 7937' comes with a comprehensive history file, which among other items includes photographs of HRH Prince Charles driving it at Brands Hatch.The car is accompanied by numerous accessories designed and built with endurance rallying in mind, including but not limited to: tool cases built for the running boards; secondary water radiator and fans; custom made seats; desert air filters; and a customised bonnet. A full list of the adaptations and spare parts is available on request. In addition, the car is fitted with a 140-litre safety fuel tank. As legend has it, Ettore Bugatti once dismissed W O Bentley's products as 'the world's fastest lorries', but their inherent robustness made them ideally suited to the arduous long-distance events of their era. This car's exceptional rallying career in the hands of its current enthusiast owner amply demonstrates that W O got it absolutely right. Was there ever any doubt?Should the vehicle remain in the UK, local import taxes of 5% will be added to the hammer price.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

Offered from The Chester Collection1962 Lotus Elite CoupéRegistration no. KOO 912Chassis no. EB 1611*Long-term ownership 1981-2015*Four owners from new*Extensive professional restoration in the late 1990s*Fewer than 1,000 miles since restoration*Present ownership since 2015*ZF gearbox and Weber carburettorsFootnotes:*Long-term ownership 1981-2015*Four owners from new*Extensive professional restoration in the late 1990s*Fewer than 1,000 miles since restoration*Present ownership since 2015*ZF gearbox and Weber carburettorsThis Lotus Elite had been meticulously maintained and enjoyed by the immediately preceding owner for some 34 years when it was purchased by the current (fourth) owner in May 2015. 'KOO 912' had been delivered new in 1962 to a county cricketer, who bought the Elite with his testimonial match takings. Specialist Miles Wilkins refurbished the Lotus while the car was in the hands of its second owner, who sold it in March 1981 to the aforementioned long-term custodian. The latter competed with the Elite at various circuit events such as the HSCC Roadsports championship from 1983 until 1988, achieving several class wins and one outright win at Brands Hatch in June '88. 'KOO 912' is fitted with a highly desirable ZF gearbox and twin Weber carburettors, making it one of the more competitive examples. Subsequently, the car underwent a complete restoration: the bodyshell being restored by Tony Bates in 1995 while the interior was re-upholstered in leather and all trim and carpets replaced. The engine was rebuilt by Tony Mantle of Climax Engine Services at a cost of £4,400, which included replacing the cylinder head. The ZF gearbox was inspected but deemed in good condition, and the clutch plate replaced. Fewer than 1,000 miles had been covered post-rebuild when the Elite was purchased at auction by the current vendor in 2015. At that time the car was said to have been set up on a rolling road, with the carburetion and timing adjusted. Parts listed as renewed during the restoration included the chrome wire wheels, wheel spinners, wiring loom, battery, brake pipes, master cylinders, clutch slave cylinder, brake pads, handbrake cable, petrol tank, fuel lines, fuel gauge, fuel gauge sender, speedometer and rev counter drive cables, throttle cable, hoses and rubbers, suspension bushes, engine mounts, steering column doughnut, window frames, windscreen and rear screen, rubber surrounds and trims, and new gutter trims. Since acquisition the car has been carefully stored at a professional facility and checked over regularly by his own mechanic. While in the vendor's care the car has been repainted black (from Aston Martin Celeste Blue). Offered with a V5C Registration Certificate, this has to be one of the best Elites currently available.For further information on this lot please visit Bonhams.com

A wooden two-bladed propeller to fit a Blackburn Cirrus Major III engine, 1930s,laminated construction, the hub stamped DRG.Z6011/3, D.6.75 P 4.51 86655, brass cover to leading edge of each blade, 206cm diameter, slight loss to trailing edge at tips, weathered. This lot is subject to the following lot symbols: ◊◊◊◊ £50 + VAT uplift and storage at £10 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

1969 Aston Martin DB6 VolanteRegistration no. WYL 121HChassis no. DBVC/3734/R*One of only 140 Mark 1 DB6 Volantes on the long wheelbase*Single enthusiast ownership for over 45 years *Professionally restored in 2018*'As new' condition Footnotes:'I have driven most of the Aston Martin models that have been produced, from the racing twin-cam 1½-litre of the 1920s onwards. For years my favourite has been the DB3S sports-racer, but now my allegiance is wavering. There can be little doubt that the DB6 is the best Aston yet and it is a credit to British engineering.' - John Bolster, Autosport, 21st October 1966.Considered by many to be the last 'real' Aston Martin, the DB6 was launched in 1965, updating the DB5. Although Royal patronage of the marque undoubtedly helped DB6 sales, the car arrived at a difficult time for Aston Martin, with the home economy in a parlous state and the US market subject to ever more restrictive legislation. Though recognisably related to its Touring-styled DB4 ancestor, the DB6 abandoned the underlying Superleggera body structure of its predecessors in favour of a conventional steel fabrication while retaining the aluminium outer panels. Somewhat confusingly, 'Superleggera' badges continued to be applied for a time, presumably until stocks ran out. The wheelbase was now 4' (100mm) longer than before, resulting in an extensive re-style with more-raked windscreen, raised roofline and reshaped rear quarter windows. Opening front quarter lights made a reappearance but the major change was at the rear where a Kamm-style tail with spoiler improved the aerodynamics, greatly enhancing stability at high speeds. 'The tail lip halves the aerodynamic lift around maximum speed and brings in its train greater headroom and more luggage space,' declared Motor magazine, concluding that the DB6 was one of the finest sports cars it had ever tested. The Tadek Marek-designed six-cylinder engine had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification. Borg-Warner automatic transmission was offered alongside the standard ZF five-speed gearbox, and for the first time there was optional power-assisted steering. Premiered at the 1965 London Motor Show, the convertible DB6 marked the first occasion the evocative 'Volante' name had been applied to a soft-top Aston Martin. After 37 Volante convertibles had been completed on the DB5 short-wheelbase (8' 2') chassis, the model adopted the longer DB6 chassis in October 1966. The stylish Volante offered four-seat accommodation and was generously appointed with leather upholstery, deep-pile carpets, aircraft-style instrument cluster, and an electrically operated hood. In the summer of 1969 the Mark 2 DB6 was announced in saloon and convertible versions. Distinguishable by its flared wheelarches and DBS wheels, the Mark 2 came with power-assisted steering as standard and could be ordered with AE Brico electronic fuel injection. When DB6 production ceased in 1970, a total of 1,575 saloons had been made, plus 178 of the long-wheelbase Volante convertibles, 140 of which were to Mark 1 specification. With so few produced, the DB6 Volante is now considered one of the most collectible of all Aston Martins. The sixth from last Mark 1 DB6 Volante built, '3734' was supplied new on 10th October 1969 by H R Owen to Steven Marks, founder of the fashion brand French Connection, who cherished and kept it in his collection for over 45 years. The Volante was delivered new with Borg Warner automatic transmission; power assisted steering; chrome road wheels; three-ear hubcaps; power aerial; and tonneau cover to match the black leather interior. Of the 140 DB6 Mark 1 Volantes made, this is believed to be the only car delivered new in Amethyst. Steven Marks kept the Aston until 2013 when a private collector purchased the car and had it restored a few years later. In 2018, '3734' was treated to a full body-off restoration by renowned marque specialist Nicholas Mee with engine and gearbox works by Ian Mason (Aston Martin Services). A bare-metal re-spray in Amethyst was carried out by Prestige Paintworks, with full paint protection film, and the car remains in truly 'as new' condition. Related invoices are available and the accompanying extensive history file also contains original order forms; various service and repair bills dating back to 1992; a quantity of expired tax discs; and more than 30 MoT certificates dating back to 1975.An exciting opportunity to own a stunning matching-numbers DB6 Volante benefiting from long-term enthusiast ownership and recent professional restoration. For further information on this lot please visit Bonhams.com

1992 Ferrari Testarossa CoupéCoachwork by PininfarinaRegistration no. K420 KRAChassis no. ZFFAA17C000090563•Rare UK-supplied right-hand drive model•Ferrari main agent service history•Four owners from new•Only 7,655 miles from new Footnotes:Ferrari's flagship model, the Testarossa supercar revived a famous name from the Italian company's past when it arrived in 1984. A 'next generation' Berlinetta Boxer, the Testarossa retained its predecessor's amidships-mounted, 5.0-litre, flat-12 engine, the latter now boasting a maximum power output raised to 380bhp at 6,300rpm courtesy of four-valve cylinder heads. Despite the power increase, smoothness and driveability were enhanced, the car possessing excellent top gear flexibility allied to a maximum speed of 180mph. Rivalling Lamborghini's Countach for presence, the Pininfarina-designed Testarossa succeeded brilliantly, the gill slats feeding air to its side-mounted radiators being one of the modern era's most instantly recognisable – and copied - styling devices. A larger car than the 512BB - the increase in width being necessary to accommodate wider tyres - the Testarossa managed the trick of combining high downforce with a low coefficient of drag, its graceful body being notable for the absence of extraneous spoilers and other such devices. Despite the increase in size over the 512BB, the Testarossa was lighter than its predecessor, the body - its steel doors and roof excepted - being, somewhat unusually for a production Ferrari, of aluminium. Luxury touches in the well-equipped cabin included air conditioning, electrically adjustable seats, tilting steering wheel and plentiful leather. Unlike some of its rivals, the Testarossa possessed light controls and was relatively easy to drive, factors which, allied to its outstanding performance and stunning looks, contributed to an instant and sustained high level of demand. Imported by Maranello Concessionaires and supplied by H R Owen, this rare right-hand drive Ferrari Testarossa was sold new to its first owner Charles Robertson (Dev) Ltd of Cornwall in September 1992 and was first registered as 'K567 EYL'. In February 1994 the Ferrari passed to the second owner, Mr Vichai Karmakharm of Oxfordshire and was reregistered as 'K420 KRA'. It was next owned, from November 1999 onwards, by Mr Alan Croll and has belonged to the current vendor since May 2002. Old registration documents recording details of former owners are on file together with correspondence, bills, and H R Owen and Graypaul service history as recorded in the original Warranty Card and Owner's Service Book. Finished in the classic colour combination of Rosso Corsa with Crema leather interior, this low-mileage Testarossa is described by the private vendor as in excellent condition throughout and has to be a most attractive acquisition for the Ferrari aficionado.For further information on this lot please visit Bonhams.com

1964 Rolls-Royce Silver Cloud III SaloonRegistration no. MCY 566BChassis no. SHS43•Formerly in a small private collection in Norway•Recently re-commissioned at a cost of almost £20,000•Fresh paintwork•54,838 miles from new Footnotes:Facing increasing competition from faster rivals and with development of its ageing six-cylinder engine nearing its end, Rolls-Royce turned to V8 power as the 1960s approached. Introduced in the autumn of 1959, the Rolls-Royce Silver Cloud II and Bentley S2 appeared externally unchanged from their 'Cloud and S-Type predecessors, though the duo's performance was considerably enhanced by the new 6,230cc aluminium-alloy V8 engine. Although wider and shorter than the 'six' it replaced, the new power unit fitted relatively easily within the engine bay, relocation of the steering box from inside to outside of the chassis frame being the most obvious alteration to the previous arrangements. Externally the new models appeared virtually unchanged, while beneath the skin Rolls-Royce's own four-speed automatic transmission was now the only one on offer and power steering was standardised. Launched in 1962, the Rolls-Royce Silver Cloud III and its Bentley S3 equivalent employed the 6.2-litre V8 engine introduced on the 'Cloud II/S2 - though with larger carburettors, new distributor and raised compression ratio - and came with a four-speed GM-derived automatic transmission as standard equipment. Most obvious among many changes from the preceding models was the adoption of four-headlamp lighting, the absence of sidelights from the wing tops, and a slightly lower radiator shell. Inside there was improved accommodation with separate front seats and increased room for rear passengers. Notable as the last mainstream Rolls-Royce to employ a separate chassis, the Silver Cloud III proved immensely successful both at home and abroad, remaining in production until the autumn of 1965. A beautiful low-mileage example, this Silver Cloud III has just had close to £20,000 spent on re-commissioning and is presented in tip-top order, the mechanicals having been thoroughly gone through. The two-tone beige over cream paintwork has been done recently to a high standard and presents beautifully in unmarked splendour. The immaculate interior is trimmed in St James' Red Leather with Burgundy carpets, while the woodwork is also in fine order, featuring occasional picnic tables in the rear.The Rolls comes from long-term ownership in Norway where it has resided in a small private collection. Being a late model it benefits from power windows and is also fitted with air conditioning. Offered with sundry bills, current MoT and a V5C document, this is a very lovely car in way above average condition.For further information on this lot please visit Bonhams.com

1964 Lotus Elan 26R Hardtop Coupé to FIA SpecificationRegistration no. not registeredChassis no. 26/3926*Rebuilt in 2017*New Tony Thomson chassis and body*Present ownership since 2017*Only two races since restoration*Eligible for many prestigious events such as Le Mans Classic, Spa 6 Hours, etcFootnotes:An Elite-type glassfibre monocoque having proved insufficiently rigid when applied to an open car, Lotus boss Colin Chapman devised a simple but effective steel backbone frame for the company's new Elan sports car. Launched in October 1962, the Elan was available as a complete car or a kit at reduced price. Suspension was independent all round with unequal-length wishbones at the front, with a wide-based lower wishbone and modified Chapman Strut, as used in Lotus Grand Prix cars, at the rear. Triumph Vitesse rack-and-pinion steering was used and there were Girling disc brakes all round. The Elan's engine was a highly modified 1,498cc (later 1,558cc) Ford Cortina unit incorporating Lotus's own twin-camshaft cylinder head, and both the gearbox and differential came from Ford. Introduced in November 1964, the Series 2 featured numerous detail styling changes and improved brakes. As one would expect, given its background and specification, the Elan proved to be a highly capable circuit racer. Capitalising on the numerous successes achieved by privately entered cars, Lotus introduced their own version - the '26R' - in 1964. A stiffened chassis, up-rated suspension, wider wheels, lightweight coachwork, and a BRM-built engine were among the many features distinguishing the 26R from its road-going counterparts. Some of the top Grand Prix drivers of the day were associated with the Elan 26R including Jim Clark, Jackie Stewart, Jochen Rindt, Stirling Moss, and Jackie Oliver. In UK club racing its foremost exponent was John Miles, who won every race at the Goodwood Easter meeting in 1966 driving a Willment-entered example. The factory's record keeping was less than perfect and it is not known for certain how many 26Rs were produced, the official figures being 52 1st-series cars and 45 Series 2. Approximately 30 genuine examples are known to survive. The vendor advises us that the 1st-series car was restored in 2017 and incorporates a new Tony Thomson chassis and body. The car was purchased in 2017 from a Portuguese driver who in his final year of ownership raced in Portugal, Spain, and at the Nürburgring in Germany. While in the vendor's hands the Elan has only completed two races in Spain and some tests. A competitive car and potential class winner in the right hands, this Elan is eligible for a wide variety of historic sports car championships as well as prestigious events like the Le Mans Classic, Spa 6 Hours, Silverstone Classic, Zandvoort Historic Grand Prix, Copenhagen Historic Grand Prix, Angoulême Circuit des Remparts, etc.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1929 Austin Seven Ulster ReplicaRegistration no. KP 3807Chassis no. 134035*Present family ownership since 1993*Restored 1993-1995*Pressure-fed Phoenix crankshaft; close-ratio gearbox*Circa 3,000 miles since engine rebuild*VSCC Eligibility FormFootnotes:The vendor purchased this Ulster replica in 1993 from a Norman Peter Ridpath, who described it as having 'all the right bits'. The car seemed to go well and the chassis was in excellent condition, but the Ulster-style sports bodywork was tatty and required extensive repairs prior to being repainted. The car was completely dismantled and everything renewed/repaired as necessary. The 'right bits' included an original Sports bowed front axle; excellent 5.25:1 ratio rear axle; an original Ulster Sports steering box (very hard to find these days); a close-ratio gearbox with Eltos remote change; and nice original instruments: speedometer, rev counter, clock, etc. The brakes are linked so that although the braking is not brilliant, the car does pull up very well and straight. The engine now incorporates a Phoenix pressure-fed 1&5/16' crankshaft and con-rods with shell bearings and an up-rated oil pump (50psi steady when hot). Oversize pistons and a re-profiled road/race camshaft (Pigsty Engineering) were added together with oversize valves (Mini Cooper) and the high-compression Ruby cylinder head. The sump is high-capacity type (Barlow ) and the engine is fully balanced and smooth. It has a 1¼' inch SU carburettor for improved performance and reliability. The engine is good for over 6,000 revs and the Seven once did 75mph. We are advised by the vendor that the car is a little over geared on the 19' wheels (good for touring) but on 15' wheels is very quick and has performed well on more than one occasion at Prescott. Sets of 15', 17' and 19' wheels are included, all new as are 2 new seat squabs. (The car comes on its 19' 'Austin' scroll wheels.) Some 3,000 miles have been covered since the engine was rebuilt and the Seven is said to be very reliable, never missing a beat and with no knocks or rattles. The exhaust note is sublime. Accompanying documentation consists of an old-style green logbook (issued 1973); VSCC Registration & Eligibility Form; a V5C Registration Certificate; and Brewster Mudie Ltd's invoice of September 2020 for overhauling the rear axle and cleaning/adjusting the carburettor.For further information on this lot please visit Bonhams.com

2006 Aston Martin DB9 Volante ConvertibleRegistration no. RO06 BOFChassis no. SCFAC02A6GB05600•One of the world's fastest soft-tops•Automatic transmission•Only 48,808 miles from new•Full service history Footnotes:'The Aston Martin DB9 is a thoroughbred sports car with GT levels of comfort and refinement. Combining Aston Martin's unique character with an uncompromising design philosophy, the DB9 was borne out of a synthesis of traditional craftsmanship, high-tech manufacturing, modern components and use of the finest materials.' - Aston Martin.Launched in 2003 as successor to the DB7, the DB9 is historically significant as the first model to be built at Aston Martin's new factory at Gaydon, Warwickshire. Like its predecessor, the DB9 was styled by Ian Callum, with finishing touches applied by Henrik Fisker. State-of-the-art manufacturing techniques were employed in making the aluminium/composite body, which was robotically assembled using a combination of self-piercing rivets and adhesive. Although some 25% lighter than that of the DB7, this advanced bodyshell possesses double the structural stiffness. The DB9 is powered by a development of the 5.9-litre, 48-valve, V12 engine found in the DB7 Vantage, which produces 450bhp, an output sufficient to propel the aerodynamic coupé to a top speed of 305km/h (189mph) with 60mph attainable from a standing start in a neck-snapping 4.6 seconds. The aluminium engine is mounted as far back as possible in the chassis while the transmission/final drive is positioned ahead of the rear axle, resulting in 85% of the car's mass being sited between the axles and a perfect 50/50 front/rear weight distribution. Transmission options are a six-speed manual or six-speed 'Touchtronic 2' Automatic.Inside the DB9 one finds the typically elegant, luxurious and supremely comfortable hand crafted interior traditionally associated with Aston Martin, featuring primarily wood and leather trim as well as the latest in modern technology, subtly deployed. Although scheduled for a slightly higher production level than previous Aston Martins, the DB9 remained an exclusive product affordable only by a privileged few. Its price at launch was £111,000, with the Volante convertible some £14,000 more. This DB9 Volante is finished in Aston Martin Titanium Silver with Phantom Grey leather interior and has the fully automatic transmission. Reflecting careful ownership, it has been serviced at the regulation intervals from delivery up to the present day, there being 14 services recorded, the most recent carried out in March 2020 at 47,508 miles. Described by the vendor as in good working order throughout, this desirable DB9 Volante comes with current MoT, a V5C document, and the aforementioned service records. For further information on this lot please visit Bonhams.com

1997 Aston Martin V8 Volante LWB ConvertibleRegistration no. not UK registeredChassis no. SCFDAM2C5WBR89005*One of only 64 LWB Volantes made*Automatic transmission*Extensively refurbished between 2005 and 2012*30,819 miles from new*Registered in GermanyFootnotes:Premiered at the London Motor Show in October 1998 was one of the most elegant of modern day Aston Martins: the long-wheelbase Volante convertible. Built on a wheelbase not shared with any other V8 Aston, this longer Volante benefited from a 200mm stretch that increased rear passenger legroom and luggage space. The last production Volantes built at Newport Pagnell, these cars came with a quoted 354bhp on tap; the factory claimed a 0-60mph time of 6.2 seconds and a top speed of over 150mph, making the LWB Volante one of the world's fastest soft-tops. Given the £169,500 asking price, it is perhaps not surprising that by the time production of Aston Martin's long-running V8 ceased in 2000, only 64 of these exclusive, last-of-the-line Volantes had been built compared with 234 of the standard shorter-wheelbase version. This automatic transmission LWB Volante was first registered on 24th January 1998. There are nine invoices on file issued between December 2005 and May 2012, during which period the car underwent a complete repair and maintenance programme covering the engine, transmission, steering, front suspension, brakes, wheels/tyres, chassis, exhaust, bodywork, interior and electrics. As a result, the Volante was in outstanding condition when it was acquired on 30th June 2012 by the next owner, the odometer reading at that time being circa 26,000 miles. The current owner purchased the car at Bonhams' sale at Aston Martin Works in May 2014 (Lot 215) at which time the recorded mileage was circa 27,000. At that time the car was described as in generally excellent condition in every respect and capable of use as an everyday commuter. Since its acquisition in 2014 the car has only been used for holiday driving, covering fewer than 4,000 miles over the last six years (the current odometer reading is 30,819 miles). During that time it has been continuously registered for road use and undergone the technical examination by the German TÜV every two years. The last check was in November 2019 and is valid until 2021. The only expenditure required has been on routine servicing and maintenance, and no problems have been experienced with the car, which has been stored in a heated garage when not in use. Previously registered as 'R173 WWO' in the UK, the Aston comes with the original Virage Volante manual as well as an instruction booklet for the integrated stereo and satellite navigation system. Accompanying documentation consists of the aforementioned invoices and German registration papers. A rare modern Aston Martin destined for future collectible classic status.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

1936 Lagonda LG45 Sports TourerCoachwork by LagondaRegistration no. CXT 392Chassis no. 12087*One of an estimated 21 survivors of fewer than 40 made*Known ownership history*Part of the Lancashire Constabulary vehicle fleet for 66 years*Restored in the mid-1980sFootnotes:Constructed in Staines under Lagonda's new owner Alan Good and his Technical Director W O Bentley, this LG45 tourer has the same 'DNA' as Fox & Nichols' Le Mans-winning team car of 1935. Indeed, '12087' incorporates many improvements from that winning car that had resulted directly from input by 'W O' and his Chief Engineer, Mr Willy Watson, who had joined Lagonda in August 1935. It is fitted with Meadows' robust 4½-litre six-cylinder overhead-valve engine (number 'LG45/215/S1'). Benefiting from much improvement by Messrs Bentley and Watson, this 'Sanction 1' unit has twin-plug ignition fired by two magnetos (Scintilla as primary and Vertex as supplementary) and twin SU HSV4 carburettors. The gearbox is a Meadows G9 with synchromesh on 3rd and 4th gears, fitted with a right-hand gear selector. Finished in dark grey with maroon interior, the open tourer coachwork was designed and produced in-house by Lagonda's Frank Feeley, considered by many to be the finest British designer of his day.'12087' was delivered on 8th May 1936, and a copy of original build sheet comes with the car. Lagonda's customer was the dealership Kevill-Davies & March of Berkeley Street, London W1 for a Mr Malfatti. The factory service card records a road test dated 13th December 1937 showing a mileage of 28,440. It is assumed that this is when the Lagonda was acquired by Lord Cottenham, who then donated it to the newly established Police Driving School in Hutton, Lancashire. Lord Cottenham's donation had resulted from a move to improve driving standards, initiated by the then Prime Minister Sir Stanley Baldwin, who had turned to racing driver and friend of Lord Cottenham, Sir Malcolm Campbell, for assistance with the project. Lord Cottenham purchased three Lagondas for allocation to the newly formed Police Driving Schools. This car is the only known survivor of those three. It was quickly recognised as being far too prestigious a vehicle to be used at 'PC' level, and it is rumoured that the Lagonda was commandeered by subsequent Chief Constables for their 'official duties'. One of the highlights of the Lagonda's 66 years with Lancashire Constabulary occurred in the late 1980s when it used at the Glasgow Police Tattoo to carry HRH Princess Anne (The Princess Royal) to and from the opening ceremony. Video footage of this event still exists.For many decades, '12087' led a cosseted life in the care of the Lancashire Constabulary vehicle maintenance team. By the early 1980s, the cellulose paint had been all but polished to the primer undercoat, and it was decided that the engine would benefit from an overhaul. It is believed that the car had covered only some 90,000 miles by that time. The accompanying history file contains photographs and correspondence with the current owner from the Police mechanics who looked after the Lagonda from the 1960s until 2003. These same mechanics carried out the no-expense-spared two-year restoration, and the aforementioned correspondence shows that this car was much loved by the men whose responsibility it was to take care of it. In 2003, Lancashire Constabulary sent the Lagonda to auction where it was purchased by its next owner, Mr Alan Lloyd, a knowledgeable collector of prestige motor cars and a long-time member of the Lagonda Club. He used the LG45 sparingly, favouring his Bentleys and Rolls-Royces, and laid it up around 2006/2007 in his warm, carpeted garage. Via a Lagonda Club introduction, the current owner acquired '12087' from Alan Lloyd in 2019 as a non-runner in need of re-commissioning.During the current ownership, the Lagonda has been completely overhauled and returned to the magnificent condition in which it is today. A new high-quality hood, hood bag, and tonneau cover have been fitted also. We are advised by the vendor that the car starts 'on the button' and runs smoothly and quietly with excellent oil pressure; indeed, the owner is confident he could 'drive her to Moscow and back' without issue. He has used the Lagonda frequently and taken it on several long-distance outings including motorway driving (cruising comfortably at 60-70mph) and busy 'A' roads in traffic. It is said to behave impeccably on twisty 'B' roads, with perfect gear ratios for all driving conditions.It is estimated that fewer than 40 examples of this car/body-type were produced, and as far as can be established (by one of the Lagonda Club's historians), only 21 remain today. This is an original, matching numbers car, and is presented as per the original build sheet. The only known modification is the adoption of Lucas P80 headlamps in place of the original Lucas P100s, it being considered that these slightly smaller headlamps are much better suited to this refined, four-seat sports tourer. A period Klaxon horn is fitted, supplementing the original twin Windtone horns, while the original trafficators are in full working order and operate in conjunction with new and tasteful Minicators, better suited to today's driving conditions. An exceptional example with a fascinating history, this rare and desirable Lagonda LG45 Tourer is an important and much admired motor car, worthy of inclusion in any prestigious private collection.For further information on this lot please visit Bonhams.com

1936 Bentley 4¼-Litre Sports TourerCoachwork by Vanden PlasRegistration no. CXM 104Chassis no. B52GA•Single family ownership since 1951•Exceptionally well documented•Most recent restoration by Milford Vintage Engineering Ltd (2011)•Overdrive transmission Footnotes:'Think of all the driving qualities that make a sports car – crisp handling responses, precision of control, strong acceleration, a general liveliness in demeanour – and this imposing Bentley possesses them all.' – Mark Hughes, Classic and Sportscar. Although Rolls-Royce's acquisition of Bentley Motors in 1931 had robbed the latter of its independence, it did at least ensure the survival of the Bentley name. Launched in 1933, the first of what would become known as the 'Derby' Bentleys continued the marque's sporting associations, but in a manner even more refined than before. Even W O Bentley himself acknowledged that the 3½-Litre model was the finest ever to bear his name. Based on the contemporary Rolls-Royce 20/25, the 3½-Litre Bentley was slightly shorter in the wheelbase at 10' 6' and employed a tuned (115bhp), twin-SU-carburettor version of the former's 3,669cc overhead-valve six-cylinder engine. Add to this already remarkable package a part-synchromesh four-speed gearbox and servo assisted brakes, and the result was a vehicle offering the driver effortless high performance in almost absolute silence. 'The Silent Sports Car', as it was quickly dubbed, had few peers as a tireless long-distance tourer, combining as it did traditional Rolls-Royce refinement with Bentley performance and handling. By the end of the 1930s the 'Derby' Bentley had undergone a number of significant developments, not the least of which was an increase in bore size in 1936 that upped the capacity to 4,257cc, a move that coincided with the adoption of superior Hall's Metal bearings. This new engine was shared with the equivalent Rolls-Royce - the 25/30hp - and as had been the case with the preceding 3½-Litre model, enjoyed a superior specification in Bentley form, boasting twin SU carburettors, a raised compression ratio and a more 'sporting' camshaft. Thus the new 4¼-Litre model offered more power than before while retaining the well-proven chassis with its faultless gearchange and servo-assisted brakes. Offered here is one of the very few sports tourers to this design by Vanden Plas, and arguably the most original of the survivors. London-based coachbuilder Vanden Plas had forged its not inconsiderable reputation by a most fortuitous alliance with Bentley, bodying some 700-or-so of the latter's chassis during the 1920s, including the Le Mans team cars. The firm survived Bentley's demise and resurrection under Rolls-Royce ownership, diversifying into other makes and resuming the relationship with its old partner to produce some of the most sublime designs on the Derby Bentley chassis, of which 'B52GA' is without doubt one of the finest. This particular Derby was delivered new in May 1936 to Miss Nora M MacCaw and registered as 'CXM 104'. It has a remarkable history. The last long-term family owners purchased the car from Carlton Autocars in Halifax, Yorkshire in May 1951. There is some delightful (copy) correspondence on file dating from this period, and even a copy of the stock list from which this special car was chosen. The Bentley was always driven in the family's local region of Perthshire and Angus, and was a familiar sight there for almost 70 years. Silver when purchased, the car was repainted green in the 1950s as this was probably considered a more suitable colour for a Scottish farmer (see photographs on file). Journeys were made in all weathers and seasons with the occupants protected by rugs and blankets, for the hood was seldom up! Many holidays were undertaken in the Highlands, and the Bentley was also used to take the children to school in Edinburgh and back again. In more recent times the car has taken the family to the North and West of Scotland, visiting a few castles and some of the smaller golf courses from Kintyre to the islands of the Hebrides. All routine maintenance has been carried out on the family farm, for they are quite skilled and know the car rather well. For example: the Perspex side screens have been handmade, as the originals do not afford as much wind protection (the originals are in the boot wrapped in a blanket for safekeeping). As one might expect, there is a most substantial quantity of bills on file, many of which relate to an extensive no-expense-spared restoration carried out in 2011 by Milford Vintage Engineering Ltd (inspection recommended). There is also a CD-ROM recording Milford's work. Previous restorations had been carried out by David Scott-Moncrieff (1981) and Classic Restorations Alyth (1993/1994). The car also comes with copy chassis cards; a quantity of expired MoTs; a V5 registration document; and the aforementioned correspondence.Possessing coachwork by one of the most exceptional coachbuilders, and a fascinating history, 'B52GA' is a rare and significant representative of one of most exclusive and desirable of all British Post-Vintage Thoroughbreds: The Derby Bentley. For further information on this lot please visit Bonhams.com

1983 Ford Fiesta 1300 Group 1 SaloonRegistration no. not registeredChassis no. VS63XXWPFBCU79326*Replica of Alan Curnow's 1980 British Saloon Car Championship class-winning car*Built in 2017*Two-time Goodwood Members' competitor*Current FIA HTPFootnotes:This Datapost-liveried Fiesta 1300 Group 1 has been built as an exacting replica of Alan Curnow's 1980 British Saloon Car Championship class-winning car. Both Alan and Richard Longman were present at the car's first Goodwood outing and were suitably impressed with the build quality and level of detail. The full Datapost livery was applied by JellyFish Design, and both Alan's and Richard's signatures adorn the passenger door.Built in 2017 to compete in the Motor Racing Legends HTCC and the Gerry Marshall Trophy at the Goodwood Members' Meeting, the car has a current FIA HTP valid until 31st December 2028, and a current Legends Engine Capacity Certificate. In 2018 the Fiesta competed at Goodwood, Donington Park, Silverstone Classic (class win), Oulton Park Gold Cup and again at Goodwood in the 77th Members' Meeting in 2019, with Simon Goodliffe at the wheel.No expense was spared with the build, which used premium components and systems. The bodyshell is seam welded and incorporates a bespoke FIA roll cage, while the side and rear windows are 5mm hard-coated Lexan. Powering the car is an all-steel Mountune 1300 cross-flow engine, which produces 132bhp running on split Weber 45DCOE carburettors with Maniflow intake and exhaust (ceramic coated) to original pattern (side-exit and 105db full system). A dynamometer printout is available. Other noteworthy features include the following:TAG alternator and bespoke ARC hi-torque starterQuaife straight-cut transmission and Gripper limited slip differentialProAlloy custom high capacity radiatorPeriod-correct Bilstein dampers front and rearHigh-ratio steering rack6.0x13' RS wheels and Dunlop Post-Historic regulation tyres Stack Pro instruments: tachometer, oil pressure, oil and water temperature gauges60-litre ATL fuel cell mounted in a bespoke sealed aluminium container Lifeline Zero 360 fully plumbed electrically operated fire systemRaceTech seat and Schroth Enduro six-point harnessA small spares package of replacement bearings, seals, brake discs, brake pads, electrical system components, etc is included in the sale (buyer to collect) and set-up data and support is available.For further information on this lot please visit Bonhams.com

A 1:8 scale model of the 1952 Ferrari F500 by Presentation Models Of Cheshunt, Herts,limited edition 92/100, kerbside scratch-built model of the 1952 British Grand Prix winning single-seater driven by Ascari, resin body finished in Rosso Corsa and wearing race number 15, with detailed cockpit, 46cm long, mounted on engine turned metal display base with maker's plaque and further plaque with engraved dedication 'To Peter - Thank You - June 2001 - RCS', with Perspex display case and signed by the model maker under the base. This lot is subject to the following lot symbols: ◊◊ £25 + VAT uplift and storage at £5 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

The ex-Tony Lanfranchi1965 Attila-Chevrolet Mark 3 5.0-Litre Sports-racerChassis no. 302C*Rare early V8-engined sports-racer *One of only two known survivors of three made*Current FIA HTP papers*Chevrolet engine built by Tim Adams*Regular entrant at the Goodwood Revival and Members' MeetingFootnotes:Attila cars were produced by Racing Developments of North London in 1964 and 1965. Racing Developments was run by Mark Perry and Val Dare-Bryan, Dare-Bryan being the designer, formerly with Lotus. Their first car was built for amateur racing driver Roy Pierpoint, who is best remembered for winning the British Saloon Car Championship in 1965 at the wheel of an Alan Mann Racing-entered Ford Mustang. That first Attila was a front-engined Coventry Climax-powered sports-racer, and the firm would go on to build a small number of other cars, that offered here being one of only three V8-engined Attila Mark 3s made. Built around a short-wheelbase tubular spaceframe chassis, the Attila Mk3 incorporated some advanced features for its day, including rocker-arm front suspension with inboard springs/dampers, and an aerodynamic body complete with boot spoiler; it was also one of the first cars to have a Hewland LG500 transaxle gearbox. The first recorded entry of an Attila Mark 3 was in the Aintree 200 meeting on 18th April 1964 with Pierpoint driving, though the car failed to arrive. Roy entered the Attila in a further ten meetings in 1964, the most successful result being 2nd place at the Guards Trophy at Mallory Park on 17th May, the only other finish being at Croft on 23rd August. Contemporary race programmes list the engine as a 4,727cc Ford. For 1965, a second chassis was available for Tony Lanfranchi, built for wealthy businessman and gentleman driver, Pat Hovenden, and entered by Pierpoint's Weybridge Engineering Company. It is that car, chassis number '302C', which is offered here. Attila built three Mark 3s: one Ford-engined, the other two with Chevrolet power. The other Chevrolet-powered Attila is with Kent Abramsson in Sweden while the Ford car has disappeared, leaving this example as one of only two known to survive.'302C' first appeared in the Guards Trophy and British Eagle Trophy races at the postponed BRSCC Boxing Day meeting at Brands Hatch on 31st January 1965. It is understood that it then competed in the Guards round at Mallory Park, and Hovenden then campaigned the car as part of the Redstone Racing Equipe alongside the Buick-engined Lotus 15 of Graham Capel and the Cooper-Chevrolet of Bob White. Races it is known to have entered are as follows:BRSCC Brands Hatch 31st January 1965 Guards and Eagle Trophy Formula LibreBRSCC Mallory Park Whit Sunday 1965 Guards Trophy (possible DNS)BRSCC Snetterton August Band Holiday 1965 Guards TrophyPeterborough Motor Club Silverstone September 1965 Formula LibreBARC Silverstone 9th October 1965 Sports Car RaceDuring the late 1960s and 1970s, '302C' passed through a variety of hands, enjoying varying degrees of success. In the 1990s, the car was extensively restored by Mark Hales and is in much the same specification as it was then. It is fitted with a short-stroke 302ci (5.0-litre) Chevrolet V8 engine and Hewland LG500 gearbox. The engine was built by Tim Adams, and the car has raced only once since the gearbox was rebuilt by BPA Engineering. This Attila has run in at the Goodwood Revival at least half a dozen times and at the Members' Meeting twice, and has always finished in recent years. It has also raced at Spa, Oulton Park, and Silverstone with the Masters series and other events. There is a full set of body moulds and a spare set of Image wheels with the car, which also comes with a very large history file, professionally researched by a previous owner. The car is offered with current FIA HTP papers.For further information on this lot please visit Bonhams.com

1927 Rolls-Royce 20hp Panel Brougham de VilleCoachwork by BrewsterRegistration no. DS 8665Chassis no. GAJ15*One of only two bodied in this style*Known ownership history*Well documented*Featured in numerous publications on Rolls-Royce*Present ownership since 2015Footnotes:Changing times after WWI forced the abandonment of Rolls-Royce's 'one model' policy, an all-new 20hp car joining the existing 40/50hp Silver Ghost in 1922. The 'Twenty' reflected Royce's interest in contemporary trends within the American automobile industry, incorporating unitary construction of engine and gearbox, the latter featuring the modern innovation of a central ball change, and a 'Hotchkiss drive' rear axle. The engine, Rolls-Royce's first with overhead valves, was a six-cylinder unit displacing 3,127cc. Favourably received as the Twenty was, its three-speed transmission's central gearchange was not well liked, and when four-wheel, servo-assisted brakes were introduced in 1925, a four-speed gearbox with right-hand, gated change replaced the original three-speeder.This right-hand drive example of Rolls-Royce's successful smaller companion to the Silver Ghost was sold new in rolling chassis form on 31st January 1927 to Mrs A L Sylvester, a resident of the Plaza Hotel, New York, USA. The car was shipped to the USA aboard the SS Laconia. 'GAJ 15' wears unusual 'Panel Brougham de Ville' coachwork by the highly respected American firm of Brewster, a company acquired by Rolls-Royce of America Inc in December 1925. It is one of only two such built on the 20hp chassis and retains its original body. Credited to Henry Peter 1st Baron Brougham and Vaux (1778-1868), this style of body is noted for its formal upright and square appearance, with curving forward swage line in front of the rear compartment doors. This style was common on many horse-drawn carriages of the time, and when the motorcar was introduced many carriage designs were simply adapted by coachbuilders to accommodate an engine in the front as opposed to horses! This formal style is often referred to as a 'Town Car' and would have been used for taking the owner(s) to the theatre or opera or other formal occasions in the larger towns and cities. It dates from an era when horse-drawn carriages probably still outnumbered motorcars. All the brightwork is nickel silver, and the style of the vertically striped paintwork is known as 'Dutch Pink', although not actually pink! Reportedly by Fabergé, the door furniture in the cabin is silver and enamel. The grey cord upholstery is old but probably not original, and the pull-down blinds are silk, albeit rather fragile today. There is a speaking tube for the passengers to communicate with the chauffeur. The solid 'artillery' type wheels are very robust and heavy, and would not be out of place on the battlefield! The other car bodied in this style is still in the USA and both examples were owned by the same family in the 1960s. The Rolls-Royce changed hands five times while in the USA and was resident in the Powers Automobile Museum in Connecticut in the 1940s and '50s. It was brought back to the UK in 1991 and later had its engine stripped and rebuilt. The car was stored between 2000 and 2005 when it was sold at Bonhams' Harrogate sale in November of that year (Lot 442); it has belonged to the current vendor since March 2015. A list of all owners in the USA and up to and including the immediately preceding owner in the UK is on file. Other documentation contained within the comprehensive history file includes copies of the original order form and chassis cards; photocopied literature; a quantity of expired MoTs and tax discs; copies of previous registration documents; a current V5C Registration Certificate; and a most substantial quantity of bills for works carried out and parts purchased while with previous owners (perusal recommended).This car is featured in a number of publications on Rolls-Royce cars including Rolls-Royce in America by John Webb de Campi; The Rolls-Royce Twenty by John Fasal; and Coachwork on Rolls-Royce by Lawrence Dalton. A die-cast scale model of it has been made by Top Marques of Honiton, Devon and one is included in the sale. The vendor advises us that the car in good running order but has not been on the road for some months because he has had to undergo hand operations; the engine has been run regularly but a general service is required. This exceptional car comes complete with tools, jack, hubcap tool, town cap, rim lever, special grease gun, etc, all housed under the front seats, and has a period-correct Flying Lady mascot on a correct cap. It also comes with an original instruction book; a full set of keys for ignition, bonnet locks, rear compartment, and padlocks on spare wheels and the fuel can. Side screens for the front compartment are kept in a black bag in the rear compartment. The only known faults are a sticky starter, which occasionally does not engage and needs a push to move it, and the electrical charge, which sometimes takes a while to get going, although it works well then. One of the spare tyres is deflated, and the petrol tank gauge does not work (there is a marked dipstick in the rear of the car). It should also be noted that there is an electrical cut-off switch just to the side of the driver's seat. The only reason for sale is that the elderly owner, at nearly 80, has arthritis in both hands and the aforementioned operations have not been as successful as hoped.For further information on this lot please visit Bonhams.com

1959 Mercedes-Benz 190 SL RoadsterRegistration no. 959 UYOChassis no. 9500100•Landmark Mercedes-Benz sports car•Left-hand drive•Appealing colour combination•Described as in generally very good condition Footnotes:'It proved to be fast and tireless, exhilarating to drive and was probably created with long distance, comfortable travel in mind...' - The Autocar on the Mercedes-Benz 190 SL, 10th January 1956. For those insufficiently wealthy to afford its hyper-expensive race-bred sports car - the 300 SL - Mercedes-Benz offered the less exotic but no less refined 190 SL, which was cleverly styled along the lines of its more costly sibling. Announced in 1954 and based on the 180 saloon whose all-independently-suspended running gear it used, the 190 SL did not enter production until January 1955, the delay being caused by alterations aimed at strengthening the saloon's shortened platform to compensate for the open body's reduced stiffness. 'Very few new sports cars have been so eagerly awaited or so long in coming as the moderately priced SL version of the Mercedes-Benz,' observed Road & Track magazine. Mounted on a detachable sub-frame along with the four-speed manual gearbox, front suspension and steering, the power unit was a 1,897cc overhead-camshaft four - the first such engine ever to feature in a Mercedes-Benz. Breathing through twin Solex downdraft carburettors, the M121 unit produced 105bhp DIN (120bhp SAE) at 5,700rpm, an output sufficient to propel the 190SL to 100km/h (62mph) in 14.5 seconds and on to a top speed of 171km/h (106mph). With its four-speed all-synchromesh gearbox, servo-assisted hydraulic drum brakes, and fully independent suspension, the 190 SL was both more refined and more comfortable than any contemporary British sports car. The fact that the 190 SL's ride was more boulevard than sporting did nothing to deter sales. The model was a big hit in the USA where many of the slightly fewer than 26,000 produced between 1955 and 1963 found homes. Offered here is a very attractively finished left-hand drive example, whose body, ivory paintwork and exterior trim is described by the vendor as in very good condition, while the red leather interior is rated as very good throughout. The engine is said to start and run very well, and the running gear likewise is reported to be very good.For further information on this lot please visit Bonhams.com

Offered from The Alps to Goodwood Collection1987 Cadillac Allanté ConvertibleCoachwork by PininfarinaChassis no. 1G6 VR3 171 H41 005 30*Landmark collaboration between Cadillac and Pininfarina*Delivered new to Switzerland*Two owners from new*Fewer than 12,000 kilometres coveredFootnotes:If you think the Cadillac Allanté looks like the product of a European manufacturer you'd be more than half right, for the body and interior were styled and produced by Pininfarina in Italy. Indeed, at the time of its launch Sergio Pininfarina remarked that working with Cadillac had been 'the realisation of a lifelong dream', although this was not the first occasion on which the two companies had collaborated. Introduced in 1987, the Allanté was a luxury two-door convertible. Bodies were built at Pininfarina's factory in Turin and then shipped to General Motors' Hamtramck assembly plant in Detroit where the drive train and running gear were installed. Specially modified Boeing 747s took 56 bodies at a time. Of front-wheel drive configuration, the Allanté was powered by a tuned version of the 4.1-litre fuel-injected V8 engine as found in other Cadillacs, while the suspension was independent all round by MacPherson struts. Bosch anti-lock brakes were standard, and all Allanté models featured a fully electronic instrument and control panel. The leather trimmed interior featured Recaro 'memory' seats and came in a choice of two colours: Burgundy or natural saddle. Other standard features included a removable aluminium hardtop and a Delco Remy/Bose Symphony sound system. The Allanté's aerodynamic wedge-shaped body had a commendably low drag coefficient of only 0.34, and Cadillac General Manager John Grettenberger claimed that 'owners will find that even with the top down they will be able to carry on a conversation in normal tones'. With a base price of $54,700, the Allanté was the most expensive model in the Cadillac range by a considerable margin. Production ended in July 1993 after 21,430 had been built: a mere drop in the ocean by Cadillac's standards.This example of an exclusive Cadillac model rarely seen in Europe was delivered new to Geneva, Switzerland. Possessed by a feeling of nostalgia, the current vendor bought the car in 2017 from the original owner, having owned and enjoyed driving an Allanté while he was working in the USA. Registered in Switzerland, the car has covered fewer than 12,000 kilometres from new and is presented in commensurately excellent condition.Should the vehicle remain in the UK, local import taxes of 5% will be added to the hammer price.Lot to be sold without reserve.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

Offered from The Alps to Goodwood Collection1959 Jaguar XK150 3.4-Litre RoadsterChassis no. S830451*Delivered new to the USA*Resident in Switzerland since 1987*Professionally restored by XK Engineering (1988/1989)*Considerable subsequent expenditure*Overdrive transmission*Registered in SwitzerlandFootnotes:What would turn out to be the final glorious incarnation of Jaguar's fabulous 'XK' series of sports cars arrived in 1957. As its nomenclature suggests, the XK150 was a progressive development of the XK120 and XK140, retaining the same basic chassis, 3.4-litre engine, and four-speed Moss transmission of its predecessors while benefiting from a new, wider body that provided increased interior space and improved visibility courtesy of a single-piece wrap-around windscreen, replacing the XK140's divided screen. Cleverly, the new body used many XK120/140 pressings, the increased width being achieved by means of a 4'-wide central fillet. A higher front wing line and broader radiator grille were other obvious differences, but the new model's main talking point was its Dunlop disc brakes. Fade following repeated stops from high speed had been a problem of the earlier, drum-braked cars, but now the XK had stopping power to match its prodigious straight-line speed. Introduced in the spring of 1957, the XK150 was available at first only in fixed and drophead coupé forms, the open roadster version not appearing until the following year. At 190bhp, the engine's maximum power output was identical to that of the XK140 so performance was little changed. 'Special Equipment' and 'S' versions came with 210 and 250bhp respectively. Overdrive and a Borg-Warner automatic gearbox were the transmission options, the latter becoming an increasingly popular choice, while a Thornton Powr-Lok limited-slip differential was available also. Steel wheels remained the standard fitting, though XK150s so equipped are a great rarity, as most were sold in SE (Special Equipment) specification with centre-lock wire wheels. The much-admired chromed Jaguar mascot was made available as an optional extra on an XK for the first time. This XK150 Roadster was sold new to the USA and was imported into Switzerland in 1987 by its former owner, Marco Halter. During 1988/1989 the car was totally restored by renowned specialists XK Engineering of Atherstone, UK at a cost £40,000 (see photographic record on file). The current owner bought the XK in 2006 and had it prepared for historic rallying by Seegarage Portmann (reinforced suspension, under-body protection, etc) at a cost of CHF 20,000. In 2017 the car was completely overhauled again (gearbox rebuilt, overdrive installed, etc) at a cost of CHF 20,000. Accompanying documentation consists of Swiss registration papers and a Jaguar Heritage Certificate confirming matching numbers.Should the vehicle remain in the UK, local import taxes of 5% will be added to the hammer price.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com

Formerly the property of the Sultan of Brunei1997 Ferrari 456 GTA CoupéRegistration no. R394 VRHChassis no. ZFFWP50L0000109951*Delivered new in the UK*Approximately 660 miles from new (see text)*Present ownership since July 2015Footnotes:'The first completely new car from the Modena manufacturer since the 348 of 1990 and arguably the most evocative front-engine coupé since the fabled 365 GTB/4 Daytona of the early '70s. Its ancestors read like a who's who in the Great Book of Grand Touring – 330 GTC, 365 GTC, 365 GTC/4 – and, for good measure, it was the last new project Enzo Ferrari saw before he died in 1988.' – Autocar. Not since the 412's demise in 1989 had Ferrari offered a '2+2', and when the 456 GT debuted at the Paris Salon in October 1992 it was obvious that the long awaited newcomer eclipsed all Maranello's previous four-seat Grand Tourers. Although new from stem to stern, the 456 GT incorporated elements familiar to generations of Ferrari cognoscenti - front-mounted four-cam V12, rear transaxle, tubular steel spaceframe chassis and all-independent suspension - while making an appearance for the first time were electronically-controlled adaptive suspension and a six-speed gearbox. Essentially a de-tuned version of that powering the 550 and 575, the new 5.5-litre V12 unleashed no less than 442bhp at a lowly 6,250rpm yet remained smooth and tractable from idling speed to red-line thanks to its state-of-the-art engine management system. F40 excepted, the 456 was the most powerful road car developed by Ferrari up to that time, yet despite delivering supercar performance this relatively unstressed engine has proven to be very reliable.For the 456, Pininfarina worked its magic once more to create a subtly beautiful curvaceous body contrasting with the hard edges of its predecessor. Although bereft of extraneous aerodynamic devices, the 456 remained stable up to its maximum of around 190mph, a figure that made it the world's fastest production four-seater passenger car. Acclaimed on its debut, the 456's styling has not dated and is a tribute to Pininfarina's farsightedness in creating one of most successful designs of modern times. An air-conditioned interior, sumptuous Connolly leather trim, perfectly weighted power steering, and Porsche-rivalling build quality all combined to make the 456 GT a worthy competitor for Bentley, Aston Martin, and Mercedes-Benz in the luxury Gran Turismo marketplace. An automatic transmission version, known as the 456GT A, became available for 1997 and then two years later the model was given its one-and-only makeover, re-emerging as the subtly restyled and improved 456 GT M (Modificata). Rare and desirable, this automatic transmission Ferrari 456 GTA was delivered new to the UK and then returned to Maranello to have mirror glass and extra-soft leather fitted before being shipped to New Zealand. Used infrequently, the Ferrari returned to the UK in December 2014 with approximately 1,000 kilometres recorded and was re-commissioned by a Ferrari main dealer. A new MPH speedometer was fitted at that time, since when the car has covered only 50 miles. Finished in black metallic with matching interior, this low-mileage Ferrari 456 is offered with five expired MoTs, a V5C document and fresh MoT.For further information on this lot please visit Bonhams.com