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A circular, engine turned enamelled silver ring box standing on three feet, Chester 1913, diameter 5.2cm. Condition report: Damage to enamel.

Seven various silver spoons and three forks, together with two engine turned silver napkin rings.

An engine turned, silver cigarette case and a leaf engraved silver cigarette case, 7oz.

A 1930s engine turned cocktail shaker and three other pieces.

A high purity gold, engine turned propelling pen/pencil by S. Mordan & Co.

An engine turned Edwardian silver vesta case, an Edwardian silver engraved stamp envelope and a gold mounted amber cigarette holder in engraved silver case.

A Dinky Toys Fire Engine Together With A Small Parcel Of Further Dinky Corgi And Matchbox Toys

A Vintage Mamod Steam Engine

1964 Ferrari 330 GT Nembo Spider                                                         - Widely regarded as the fourth and final Nembo Spider not to mention the only RHD car and the sole 330-series 4-litre V12 powered example- Commissioned from and reconfigured by Giorgio Neri (the 'Ne' of Nembo)- The jewel in the crown of the late Richard Allen's collection since 1992 (Mr Allen was chairman of the Ferrari Owners' Club of Great Britain for many years)- Offered for sale at No Reserve to benefit the East Anglian Air Ambulance Service'Here is a car of such elegance that I defy anyone to suggest that it doesn't belong up there with the greatest works of the greatest Renaissance masters. It is a truly exceptional thing, as near to perfection as makes no odds' (Malcolm Thorne on chassis 5805, Classic & Sportscar magazine, March 2017)Who or What were Nembo?Nembo was essentially Giorgio Neri and Luciano Bonacini. They collaborated with Tom Meade over various re-bodied sports and racing cars but continued to use the Nembo moniker after the American entrepreneur became engrossed with his self-referential Thomassima designs. Members of Maserati's competition department during the 1950s and therefore witnesses to Fangio's F1 championship winning 1957 season, Neri and Bonacini were used to delivering 'miracles' on a shoestring budget. Well respected in Modenese automotive circles, their peers included Giotto Bizzarrini and Piero Drogo. Indeed, they are credited with introducing the former to Ferruccio Lamborghini and were responsible for not only building the tractor magnate's prototype 350 GTV but also fabricating his nascent marque's earliest chassis. Engineers as well as craftsmen, they helped run Count Volpi's Scuderia Serenissima and hone the famous Ferrari 250 GT SWB 'Breadvan'. A safe pair of 'go to' hands, they undertook a series of one-off commissions such as the Lamborghini 400 GT 'Monza' and Nembo II (the latter being profiled in the August 1966 issue of Road & Track magazine). Perhaps frustrated with making others look good, the duo decided to build and market their own sports car. Christened the Studio GT Due Litri, the resultant mid-engined two-seater proved a bridge too far prompting a divorce in late 1967 with Neri going to work for De Tomaso and Bonacini joining Drogo's Carrozzeria Sports Cars. Neri subsequently set-up on his own and it is perhaps no small irony that a man who helped Maserati achieve some of its greatest racing victories went on to create what is, in our eyes at least, one of the most beautiful coachbuilt Ferraris ever made.H&H are indebted to renowned Ferrari historian and author Keith Bluemel for the following description:This unique Ferrari automobile, chassis 5805, started life as a standard specification 1964 right hand drive 330 GT 2+2 model, that was sold new to a Mr Bill Knott of Poole in Dorset, who had it UK registered on his personal licence plate 'BK 47'. He was the founder of the Bluebird Caravan Company which was at one time the world's second largest producer. He was also a keen golfer and sailor in his powerboat, with a fine collection of performance and luxury cars in his garage. As an aside, interestingly he was a keen supporter of the RNLI (Royal National Lifeboat Institution), whom were the beneficiaries of the proceeds of the earlier H&H auction of the late Richard Colton's Ferrari 250 GT SWB Berlinetta, chassis 1995 GT and 275 GTB/4 Berlinetta, chassis 10177.Some 25 years later the car had seen better days, and a Sussex based Ferrari enthusiast, who revelled in the power and torque afforded by his similarly powered Ferrari 4 litre GTO, had the idea of turning it into an elegant spider in the style of the "Nembo" spiders produced in the mid sixties. The original company, Neri & Bonacini, had ceased trading in 1967, but Giorgio Neri (the "Ne" of Nembo) still had a workshop in Modena, and was approached to rebuild 5805 in the form of the spiders that he and Luciano Bonacini had built in the sixties for an American client, resident in Modena, Tom Meade, who gained worldwide attention with his Ferrari based Thomassima creations in the late sixties.In fact they built two spiders, one on a Ferrari 250 GT Cabriolet, chassis # 1777 GT, and another on a Ferrari 250 GT SWB Berlinetta, chassis # 3771 GT, plus a coupe on a Ferrari 250 GT Coupe, chassis # 1623 GT, all with similar lines, for him and his clients. There are rumours of a third spider, reportedly built on a 250 GTE, chassis # 2707 GT, allegedly delivered to Lebanon, but this has never been seen, and is thus unconfirmed. Some quarters say that "Nembo" was a compilation of the names Neri, Meade and Bonacini, but the name was also that of the 184th Airborne Division of the Italian Army in WW II, and also a popular Italian comic book hero of the time, the 'Nembo Kid' (actually Superman re-branded). Nembo translated into English is Nimbus, as in the type of cloud, and as clouds are a place of dreams, as in "head in the clouds", all are viable reasons for the name. The Nembo spiders have also been credited as having provided Luigi Chinetti with the inspiration for the small series of, the now highly desirable, 275 GTB/4 "NART" Spiders, that he persuaded Ferrari to build in 1967-68.As previously mentioned the reworking and re-body of 5805 was commissioned by a British Ferrari enthusiast, providing Giorgio Neri with a remit to shorten the chassis frame, retaining all the original mechanical components, including the 4 litre V12 engine, transmission and running gear, and to provide a new aluminium spider body in the style of those constructed in the mid sixties. Each had slightly different features, thus each is a unique example of the company's craft, as would become 5805, which would also be the only right hand drive example produced, albeit some 25 years after the original examples. The two-seater aluminium coachwork was crafted to a very high standard as an examination of its inner wheel arches will attest. There are a number of pictures of 5805 during its construction at Giorgio Neri's workshop in the car's file, which show the aluminium body during stages of construction. Unfortunately, at a stage when it was approaching completion, aside from its windscreen, brightwork, hood and various inner panels, the then owner of 5805 had financial problems, and didn't have sufficient funds to complete the project, or pay for outstanding works, thus the car remained in storage at Giorgio Neri's, until Richard Allen arrived on the scene...Click here for the full catalogue description.

1993 Ferrari 512 TR                                                                                           PLEASE NOTE: The alarm on this vehicle has been disconnected due to a fault. - 1 of just 88 RHD examples - 30,200 miles from new with 5 previous keepers - Documented ownership from new and offered with extensive history file Ferrari's mid-engined, flat-12 Testarossa was unveiled to an expectant media at the Champs-Elys£e's Lido nightclub on the eve of the 1984 Paris Salon. Though an evolution of the 512BBi, it was of markedly different appearance with large, slatted intake ducts leading from the doors into the rear quarter panels; it was nearly 6in wider than its predecessor. By the time of the 1992 Los Angeles Auto Show, the model had been heavily re-engineered and relaunched as the 512 TR. The many improvements included: uprated engine with broader power curve and higher peak figure of 428bhp; swifter gearchange; uprated braking; quicker steering; lower profile tyres; superior suspension settings; repositioned engine and gearbox, resulting in a lower centre of gravity and improved weight distribution. The exceedingly handsome Rossa Corsa 512 TR on offer is one of just 88 righthand drive examples made, and was supplied new by Glenvarigill of Edinburgh in September 1993 to footballer Mark Hateley; then a top player at Rangers. It has subsequently had five further keepers, yet still covered just 30,200 miles from new - a figure fully supported by the detailed service and MOT records. The Ferrari has been maintained by Bob Houghton for the last decade, who replaced the cambelt in June last year. The last four years have also seen the engine and brakes overhauled and a new starter motor fitted. `L555 WPM' is now offered complete with: original sales invoice and order form; photos of the engine overhaul; original toolkit; fitted cover; battery charger; tracker; 19 old MOTs and one valid into February 2018. Also included (but not fitted) are a Tubi Style exhaust system and Speedline split-rim alloy wheels. The vendor currently grades the Prancing Horse's flat-12 engine and five-speed manual transmission as `excellent' and the bodywork, paintwork and Cream interior trim as `very good'. A rare opportunity.

1995 Ferrari 512 M                                                                                              - LHD example of Ferrari's limited edition supercar - c.16,500 miles only, supplied new in Holland by Kroymans - Rosso Corsa with Pelle Nera hide According to its accompanying paperwork, the lefthand drive 512 M being sold left the Modena production line in late 1995 and was delivered to its first keeper via the Dutch Ferrari importer Kroymans - it was finished in the classic Prancing Horse colour of Rossa Corsa and trimmed in Pelle Nera hide. It then spent some time as part of a Japanese collection before being imported to the UK in 2015 and granted the registration 'N221 VEC' in March 2016. The Ferrari's history file contains many invoices for maintenance work carried in the Far East as well as a related DVD containing scores of photographs of this work. There are also a pair of 2015 bills from SB Race Engineering of Watford totaling over £6,500 that include charges for a cambelt change, work on the suspension, the replacement of tyres all round and repairs and paintwork to the engine cover. The vendor regards the Testarossa's bodywork, paintwork, interior trim, 12-cylinder engine and five-speed manual gearbox to all be in 'excellent' order. Its odometer currently displays a mere 26,583 kilometers (c.16,500 miles) and the 512M is now being offered complete with original leather tool case, the aforementioned invoices, Swansea V5C and a current MOT valid to July 19. As the world moves away from multi-cylinder internal combustion engines towards hybrids and the silence of electric vehicles, the sonorous sound of a Ferrari flat-twelve can surely only become more treasured. Though an evolution of the 512 BBi, Ferrari's Pininfarina-penned mid-engined, flat-12 Testarossa was of markedly different appearance. In order not to recreate the high cabin temperatures of its predecessor, it featured a pair of rear-mounted radiators rather than the 512BBi's single front-mounted one. This called for large, slatted intake ducts leading from the doors and rear quarter panels, and it was these that gave the newcomer both its distinctive looks and considerable girth - at 77.8 inches, it was nearly 6 inches wider than the 512BBi. The model was also longer and higher, resulting in more passenger and luggage accommodation. The Testarossa name (Italian for 'Red Head') was an echo of Ferrari's immortal Testa Rossa sports racing cars of the 1950s and the engine's cam covers were painted red, as before. The five-litre Colombo-designed unit was very similar to that of the 512 BBi, but featured four-valves per cylinder. Together with other improvements, this resulted in a healthy output of 390bhp. The Testarossa reigned for seven years, before metamorphosing into the 512 TR and finally the limited edition 512M. The 512M is distinguished by its open rather than concealed headlamps, the NACA ducts at the top of the bonnet, circular tail lamps and restyled bumpers. Inside, the gearknob was given a chrome finish, the aluminium pedals were drilled, air conditioning was standard fit, and carbonfibre racing seats available at no extra cost. Both Pininfarina and Ferrari flags adorned the facia. Still more output was extracted from the engine, which was now capable of 440bhp at 6,750rpm and 370 lb ft of torque at 5,500rpm. New titanium conrods and a revised crankshaft knocked 16 lbs off the previous weight of these components and permitted a revised rev limit of 7,500rpm. The improvements meant the 'Red Head' could now complete the all-important 0-60mph dash in 4.7 seconds, that to 100mph in 10.2 seconds, and attain an optimum speed of just 4mph shy of the magic 200mph. The 512M was not only the final iteration of the iconic Testarossa, it was also the last Ferrari to be powered by a flat-12 engine, a configuration synonymous with their F1 cars of the 1970s. Unlike the Testarossa and the 512 TR which came before it, the 512M was a limited edition model and just 501 examples were produced between 1994 and 1996.

1948 HRG 1500                                                                                            - One of only around 111 HRG 1500's made between 1939 and 1956 and boasting known history from new - Believed to have been Works prepared for the 1949 Alpine Rally and period competition history at Goodwood and Silverstone - Reported to have had just six owners from new with the vendor having purchased the car in 1984 as a restoration project Rarity and provenance are attributes that many owners would love their vintage and classic cars to have. This HRG 1500 can boast both, and the vendor has kindly carried out a lot of research into the history of his car, efforts all of us now and in the future will be grateful for. According to a letter to the vendor from Ian Dussek of the HRG Association, this HRG left the factory on November 11th 1948 as a standard 1500 with a body by Automarine, painted in green with a green leather interior. Mr Dussek states that the HRG was entered into the 1949 Alpine Rally and it is believed to have been Works prepared for the event at the request of first owner John Roberts, of London SW7. Apparently the weather that year was terrible which resulted in Mr Roberts' retirement (along with many others) on the first day. Believed indications of Works preparation for the Rally are two circular holes in the nearside of the bonnet for the SU carburettors to breath through, brackets on the headlight frame supports for additional horns, the placing of the front brake cables through the wings to raise them from the chassis rails, a leather bonnet strap, twin rear-mounted spare wheels, brackets to hold two one gallon cans of fuel either side of the differential, enamel union jack badges on the leading sides of the bonnet, and twin fuel pumps. Almost two years later (1950) the car changed hands and the new owner, a Commander Norman A. Bartlett RN, continued the young car's competition career and at least took part in the BARC Private Members Meeting at Goodwood on August 12th 1950. Bill Potter became the third owner in 1952/53 and he wrote a letter to our vendor explaining that he had purchased the HRG from Vincent's Garage in Yeovil, Somerset. They had apparently taken the car in part exchange. Mr Potter then sold the car in 1960 to an Adrien Sturgeon who was a work colleague of Mr Potter's brother-in-law. Mr Sturgeon resumed the HRG's competition activities and took part in many trials in the car as well as an HRG versus MG race at Silverstone in 1964. A letter on file from Mr Sturgeon to the vendor states that he carried out a repaint of the HRG. In 1966 the car was acquired by a David Parry who soon afterwards presented the car to Willows Lane Garage in Accrington, Lancashire, for a restoration. Work commenced but the garage's invoices were unpaid so the car remained in a part dismantled state at the garage for the next eighteen years. The garage sadly went into receivership and in late 1983 / early 1984 the vendor was given a tip-off that there was an HRG inside one of the garage's extensive buildings. Investigations proved positive and the vendor was able to acquire the car from the receivers, the purchase invoice for which is on file. Mr Parry had taken the engine and dashboard instruments away for refurbishing elsewhere, and when the vendor contacted him soon after he had acquired the car, Mr Parry was some-what dismissive of the idea of reuniting the engine with the car. Contact between the two people was eventually lost and the whereabouts of the original engine are now sadly unknown. The engine HRG fitted to most 1500's was based upon a Singer 12hp unit, although a few towards the end of production were fitted with a Singer SM engine. Upon the advice of the HRG Association, an SM engine was therefore sourced from a Singer Gazelle and installed during the restoration. The SM engine would have had two carburettors when fitted to the HRG but in a Gazelle it only had one, and this arrangement was retained when the vendor fitted the engine to the car. The intention to eventually fit a twin carburettor set up resulted in the acquisition of a twin carburettor head, but it has never been fitted. The vendor has stated they will supply the head (plus many related parts) with the car for a new owner to build up and fit if they wish. The body had been part restored by the garage in Accrington and the vendor set about completing this work soon after purchase. With the body soon painted in Rolls-Royce Brewster Green, attention was turned towards the mechanical components and the brakes, suspension, and axles were all overhauled, and the wheels were re-spoked. In addition, a new fuel tank was manufactured and a dash board was copied from a correct and conveniently local HRG and fabricated and fitted up with a mixture of new and overhauled instruments. Serck in Birmingham re-cored the radiator (and modified the top hose outlet) and re-chromed the radiator shell and headlights, as well as some other brightwork, plus a new wiring harness was made by the vendor using what he believed to be the correct colour and gauge of wiring. To improve reliability, all items are reported to have been separately earthed. The final task was for a division of the renowned Jaguar specialist XK Engineering in Coventry to retrim the seats and door panels in green Connolly leather and fit Wilton carpets, and to have a roof and side screens constructed. The restoration was completed in 1994 and the car has only covered around 3,500 miles since. The very comprehensive history file contains many invoices for works carried out during and since the restoration, as well as letters between the vendor and the extremely helpful HRG Association, and previous owners. There is a large quantity of photographs too, such as ones from when the car was first seen in the garage in Accrington, during the restoration, and copies of photographs of the car on the starting grids of Goodwood in 1950 (sent to the vendor by the daughter of Commander Bartlett) and Silverstone in 1964. The car also features in the book "HRG - The Sportsman's Ideal" by Ian Dussek of the HRG Association, in a photograph of Ron Godfrey (the G in HRG) taken by the author in 1960 standing in front of KLD 447. This is a special and rare car with an interesting history that is described by the vendor as being in "very good" condition in all respects. Much loved but rarely driven during the twenty-three years since the ten-year restoration was completed, a lack of use is the main reason for the vendor now deciding to part with his beautiful HRG.

1992 Ferrari 348 TS                                                                                           PLEASE NOTE: This lot is being sold with the personalised registration number 'LEZ 2232' (and not its previous registration number 'J633 WRX' which appears on the car and in the catalogue). - 1 of 4,228 made and UK registered since September 1998 - Cambelt service a few hundred miles ago and new clutch within the last 3,000 miles - Sports exhaust, targa-roof, correct-type Pirelli PZero tyres and 'no advisories' MOT till Feb 2018 Introduced at the 1989 Frankfurt Motorshow, the Ferrari 348 utilised a robot-welded sheet-steel monocoque that not only broke with Maranello tradition but also brought considerable gains in torsional rigidity and dimensional accuracy. Powered by a longitudinally-mounted, 32-valve 3405cc V8 (300bhp / 238lbft) allied to five-speed manual transmission, the newcomer had need of its all-round independent suspension, ventilated ABS disc brakes, self-locking ZF differential and rack-and-pinion steering. A near performance match for its Testarossa 'big brother' (contemporary road tests spoke of 0-60mph in 5.4 seconds and a 171mph top speed), the 348 could be had in coupe, targa and eventually spider guises. 1 of 4,228 targa-roofed TS models made, this particular left-hand drive example left Maranello in June 1992. Imported to the UK some six and a half years later, it was road registered as `J633 WRX'. The subject of a documented speedometer head change by marque specialist QV London on 11th March 1999 at 43,889km (27,271 miles), it now shows some 25,000 miles and so is understood to have covered a little over 52,300 miles from new. Notable expenditure since coming to these shores has included: clutch / service @ 4,062 miles (QV, £704.65), cambelt service @ 10,917 miles (QV, £1,525.19), service @ 14,176 miles (QV, £236.53), cambelt service @ 18,594 miles (QV, £1,357.66), clutch @ 22,299 miles (QV, £1,920.95) and cambelt service @ 24,836 miles (£1,662.80). Riding on five-spoke alloys shod with Pirelli PZero tyres, the two-seater is variously described by the vendor as being in `excellent' (engine, gearbox), `very good' (bodywork, Rosso Corsa paintwork, electrical equipment) or `average / good' (Tan leather upholstery) condition. One of the electric windows is faulty but a new switch comes with the car. A testament to the maintenance which has been expended upon it, `J633 WRX' is offered for sale with a `no advisories' MOT certificate valid until February 2018, sports exhaust and history file.

1948 Riley RM 2.5 Litre Drophead Coupe Conversion                        - Drophead Coupe conversion, body converted and restored in 2015 - Engine overhaul in May 2016 - Lovely open tourer ready to be enjoyed The RM Series cars were the last 'proper' Rileys - the swansong of the marque before it was subsumed into the mighty British Motor Corporation. The model range was manufactured in Coventry until 1949, when production moved to the MG factory at Abingdon. The RMA/RME were large Saloons powered by 1.5-litre four-cylinder engines, while the 7-inches longer RMB/RMF models featured twin-cam 2.5-litre units. The RMC and RMD were limited edition soft-tops. While the latter was a conventional two-door Drophead Coupe, the RMC was a two-door Roadster version of the RMB. The 2.5 litre four-cylinder powerplant produced some 100bhp and was also unusual in having twin pushrod-operated camshafts placed high in the cylinder block. The chassis number of the car offered today appears to denote it started life as an RMB saloon. The vendor advises JLV 906 was converted to drophead coupe coachwork in 2015, a new interior fitted, whilst a comprehensive engine overhaul was carried out in May 2016. Now resplendent in Bronze with Magnolia interior, this most handsome Riley is described as being in "fabulous condition" with "excellent" bodywork, interior and engine. Forming part of a private collection, we are informed it received a thorough check over in November 2016 at a cost of £1000. This must surely represent an ideal opportunity to acquire a wonderful looking four seater open Riley which will cruise at 80mph for much less than the price of an original.

1949 Bentley MK VI H.J. Mulliner Saloon                                                 Introduced in 1946, the MKVI was Bentley's first post-war model. Aimed at the emerging 'owner-driver' luxury car market, the newcomer was closely based on the 1939 MKV (of which only fifteen were produced). Built around a massive cruciform-braced chassis with independent front suspension and a leaf-sprung 'live' rear axle, it was fitted with a freshly developed 4257cc OISE (overhead inlet side exhaust valve) straight-six engine mated to a four-speed manual gearbox. Capable of over 100mph when clad in the factory's understated 'standard steel saloon' coachwork, the MKVI quickly developed a reputation for being a refined yet responsive drive. However, despite the excellence of the 'basic' car, there remained a core of marque enthusiasts who found its styling too anonymous. Known for the quality and elegance of its renderings, H.J. Mulliner clothed some 307 MKVI chassis. Deservedly popular, the London coachbuilder's design number 7059 - a handsome four-door six-light saloon with semi-razor edge lines - accounted for some 125 sales. Built to Works Order Number 1040, chassis B22EY was then dispatched to H.J. Mulliner to become one of the 125. Road registered by Worcestershire County Council as 'HUY 53' in July 1949, the Bentley changed hands several times thereafter before being extensively restored during the 1980s. Entering the current family ownership at the end of that decade, the MKVI has been sparingly used over the past twenty-eight years but is understood to have been kept in good running order (its late owner was a talented engineer and former board member of Rolls-Royce). Treated to a new exhaust, fuel system overhaul and replacement water pump during the last six months, 'HUY 53' is summed-up by the seller as 'a sound and usable car which would benefit from some cosmetic work and general fettling'. Offered for sale with a history file and MOT certificate valid until July 2017.

1968 MG C Roadster                                                                                  MG Cs may have had a rough ride in period, but good ones are now very sought after on the classic market, as enthusiasts increasingly appreciate what a fine car it is in its own right rather than viewing it as an MG B with a difference. This extremely smartly-presented example is finished in Dark Blue with a Black interior trim. Having received an extensive bodywork restoration previously 'PRE 550F' is fitted with power steering, uprated suspension, 5 speed gearbox, electronic ignition, high torque starter motor and kenlowe fan. More recently a new radiator and mohair hood have been fitted with new wire wheels, tyres and hubs. Showing 4 previous keepers and displaying a credible 85,050 miles the MG is offered with a large collection of invoices and old MOT certificates. The vendor currently grades the bodywork, paintwork, interior trim, six-cylinder engine and five-speed overdrive gearbox as all being in "very good" order.

1964 Alfa Romeo 2600 Spider                                                                               Introduced at the 1962 Geneva Salon, the Alfa Romeo 106-series was available in Berlina, Sprint and Spider guises. Intended as something of a gentleman's express, the newcomer married an evolution of its 102-series predecessor's basic floorpan to a fresh 2584cc DOHC straight-six engine. Designed specifically for the car, this all-alloy unit's imposing architecture harked back to the powerplants of Alfa's illustrious Grand Prix past. Quoted as developing some 145bhp and 156lbft of torque, it drove the rear wheels via a five-speed gearbox and was kept in check by all-round coil-sprung suspension and servo-assisted disc / drum brakes (though, later 2600s were upgraded to rear discs). Designed and built by the legendary Carrozzeria Touring, the Spider variant was unquestionably the best-looking (with overtones of Aston Martin DB4 Convertible). Despite a reputed top speed of 125mph and spirited acceleration to match, the 2+2 drop-top was judged - in keeping with its market aspirations - more of fast tourer than an out and out sports car. Only in production for three years, just 2,255 Spiders are thought to have been made. Finished in Red with Beige upholstery, this particular left-hand drive example is understood to have had one former keeper prior to entering the current ownership during June 1995. The vendor remembers the Alfa Romeo having a buckled front wing upon acquisition and that he had to have a replacement specially made but was unaware until we told him that his predecessor had made an insurance total loss claim on the car (revealed via an HPi check). A subsequent inspection by the vendor's agent reportedly found no obvious signs of accident damage to the chassis rails / floorpan. Running and driving but not taxed for road use since November 1st 1995, this undeniably handsome 106-series Spider is offered for sale as a potentially rewarding restoration project.

1925 Bentley 3 Litre Speed Model Tourer                                             - One of just 513 Speed Models built - Current family ownership since 1958 - Original engine and Vdp coachwork - Offered with history file A railway engineering apprentice turned aero engine designer, Walter Owen Bentley previewed his first creation, the immortal 3-Litre, at the October 1919 London Motor Show (though, he would not deem it production ready for another two years). Inspired by a 1914 Humber T.T. racer, the newcomer's ladder-frame chassis was equipped with all-round semi-elliptic leaf-sprung suspension and rear-wheel drum brakes (four-wheel brakes becoming the norm from 1924 onwards). The car's heart and most advanced feature was its 2996cc engine. A long-stroke four-cylinder (80mm x 149mm) that prioritized torque over top-end power, it boasted a five-bearing crankshaft, shaft-driven overhead camshaft, monobloc construction, twin ignition, four valves per cylinder and aluminium pistons. Developing between 65bhp and 88bhp, the unit was allied to a separate four-speed gate-change gearbox. Supplied in bare chassis guise only, albeit with a choice of wheelbase lengths and engine tune, the 3-Litre remained in production until 1929 by which time some 1,636 are thought to have been made. Mindful that his initial offering was among the most expensive cars on the market, W.O. wasted little time in proving its competitive worth. Victorious in the Whitsun Brooklands meeting on May 16th 1921, the design also distinguished itself the following year at the Indianapolis 500 and Tourist Trophy with Bentley netting the Team Prize on the latter event. Justifiably proud of its achievements on the Isle of Man, Bentley not only published a celebratory booklet entitled `The Blue Riband' but also launched a commemorative `T.T. Replica'. Based on the short standard 9ft 9¢in wheelbase chassis, the newcomer boasted a high compression engine, close-ratio gearbox and 90mph top speed. Responsible for giving Bentley its first taste of success at Le Mans when Captain John Duff and Frank Clement drove one to fourth place overall during the inaugural 24-hour race on May 26th-27th 1923, the 'T.T. Replica' evolved into the 'Speed Model' that same year. Achieving two outright Le Mans 24-hour victories and some 513 sales, the latter has long been among the most sought after 3 Litre variants. According to the factory records, this particular Speed Model - chassis 893 - was clothed with notably elegant two-door, four-seater Tourer coachwork by Vanden Plas (body number 1116) and delivered new via the Gladstone Motor Company to Mr G.F. Small of Bruce Road, Glasgow. The ensuing keepers were J.H. Cuthbertson of Kilmalcolm followed by F. Locke of Glasgow, who retained the Bentley until at least the end of the service records in 1936. From then until the commencement of the current long-term family ownership during 1958, known custodians in chronological order were: L.W. Campbell-Colquhoun of Crieff, I. Denton of Rossett, G.H. Naylor of Lymm, G. Edwards, and P. Greaves of St. Helens who acquired the Speed Model sometime during 1955. An accompanying green logbook reveals that the Bentley has sported its present Red and Black livery since at least 1964. During his tenure, the vendor's late father is understood to have overhauled the original engine raising its compression ratio and fitting a BM 1800 camshaft in the process. The Speed Model also benefits from the fitment of a 4.5 Litre steering column numbered HF 3180 (however, the original 3 Litre one has been retained should a new owner wish to reinstate it). Not started or run for some three years, 'XW 9502' is now in need of recommissioning. Able to boast its original engine and Vanden Plas coachwork, it is also thought to retain its factory-fitted A-Type gearbox and 13/51 ratio back axle. Offered complete with a variety of service records, Vanden Plas order sheet, extract from Clare Hay's 'Bentley the Vintage Years' book, selection of photographs, green logbook, instruction book, old invoices and MOT certificates.

1975 BMW 2002 Turbo                                                                                     `Ultimately what the car gives you is a tremendous sense of satisfaction and achievement, rewarding you when you get it right and letting you know in its own special way when you don't. I didn't realise that it would be quite so fast and so much fun. It is hard to get your head around the fact that this is a 35-year-old car - it is comfortable, fun to drive and quick even by today's standards. I'm just glad that beauty isn't always just skin deep' (Piston Heads Heroes: BMW 2002 Turbo, Ollie Stallwood). Introduced at the 1973 Frankfurt Motor Show, the 2002 Turbo was among the first models to be developed by BMW's legendary Motorport GmbH division and thus predates the M-series cars. Incorporating lessons learnt from the forced induction 2002 which had helped Dieter Quester win the 1969 European Touring Car Championship, the newcomer utilised a single KKK turbocharger to boost its fuel-injected 1990cc SOHC four-cylinder engine to 170bhp and 181lbft of torque. A four-speed manual gearbox was standard as was a limited slip differential but, as with Porsche's iconic 911 Carrera RS 2.7 of the same era, buyers could choose from a range of performance and comfort enhancing options such as a five-speed transmission, 6 x 13-inch alloy wheels and a lockable glove box lid etc! Reputedly capable of 0-60mph in 6.9 seconds and 131mph, the 2002 Turbo featured a thicker front anti-roll bar, height adjustable rear springs, Bilstein shock absorbers and strengthened trailing arms, hubs and stub axles in comparison to its 2002 tii sibling. It also boasted vented front discs and larger rear drums plus its floorpan incorporated thicker front frame rails, reinforced rear suspension mounts, a bespoke front panel and altered boot floor. Wonderfully purposeful looking, the BMW sported a deep front air dam, boot lid mounted rubber spoiler and bolt-on wheel arch extensions (Motorsport stripes were an extra). Available in either Chamonix White or Polaris Silver both teamed with Black leatherette upholstery, the 2002 Turbo developed a reputation for catching novice drivers out. Of the 1,660 production versions made between January 1974 and July 1975 (plus 12 pre-production cars), just 500 or so are thought to have survived to the present day. Finished in Chamonix White with Black leatherette upholstery and the obligatory Red instrument surround, this particular 5-speed example - chassis number 4291125 - is presumed to have been supplied new to Italy. Resident there when acquired by its previous keeper fifteen years ago, the 2002 Turbo became a showroom exhibit for his long running and successful BMW dealership in Malaga (the Guarnieri Group also hold Porsche, Ferrari, Rolls-Royce, McLaren and Pagani franchises). Looking over the car it is not hard to see how, or why, a BMW aficionado would fall for its charms. We would not pretend to be experts on the model but it does come across as being unusually original and well preserved with no obvious signs of accident damage or structural corrosion / repair that we could detect. Indeed, the vendor who acquired the 2002 Turbo during 2015 tells us UK marque specialist Munich Legends were of the opinion that the car's low odometer reading (currently 23,720km) was commensurate with the lack of internal engine wear they observed. Riding on period Campagnolo alloy wheels (complete with `C' logoed wheel nuts) and worthy of close inspection, this seemingly very low kilometrage BMW is offered for sale with a sales brochure, Munich Legends Inspection Service invoice (£1,057.86 / 26th April 2016), Spanish Historic Class Registration Document, Spanish MOT equivalent (ITV valid until 13th April 2019) and sundry paperwork.

1939 MG SA Tickford Drophead Coupe                                                             As a result of MG's sale to Morris Motors in 1935, rationalisation was the company's priority during 1935, and all new models shared as many parts as possible with other members of the burgeoning Nuffield Organisation. First off the stocks was the all-new 2 Litre (subsequently dubbed the SA). It was a large car by MG standards that was only available as a four-door Saloon at launch, but subsequently offered in Tourer and Tickford Drophead Coupe guise as well. Power came from a tuned version of the straight-six Morris QPHG OHV engine, initially in 2288cc form but later enlarged to 2322cc - the 75bhp output was sufficient to endow the MG with a top speed of up to 85mph. This right-hand drive SA Tickford 3 position Cabriolet was manufactured in 1939 and we are informed that the engine, gearbox and axles are all 'part' restored and the frame plus body are in 'good' shape finished in primer with the work taking place in the 1980's before 'SA2896' was dry stored. Offered for sale by its long-term keeper the MG is offered with its import paperwork. A rewarding and interesting project.

1961 Chevrolet Corvette Convertible                                                          - Restored in 2007 and subsequently 'Best American Classic' concours winner at Beaulieu - Detailed history file with numerous invoices for works carried out - Lovely looking example of this all-time American classic Now in its seventh generation, the 'Vette began life in 1953 with the C1 - a model that captivated a generation of American youngsters. It was the work of the legendary Harley Earl and inspired by the great European road/race offerings of the day. It borrowed its name - of French origin - from centuries of small, fast warships. The newcomer was first seen in concept form at the New York Auto Show, and generated sufficient interest for General Motors to hand-build a batch of 300 Polo White Convertibles. Sales, slow at first, had built to no less than 14,000 per annum by the introduction of the C2 10 years later. The C1 received multiple cosmetic updates along the way, the most significant of which came in 1958 when the nose was lengthened and dual headlights introduced. The model was initially only available with a straight-six powerplant, but soon progressed to V8 power units of varying horsepower with various transmission options. According to notes contained in its detailed history file, this former show winner is powered by the 230 bhp 283 cu. in. V8 allied to a three-speed transmission. Restored in 2007 by the previous owner, the engine and gearbox were comprehensively overhauled, the paint stripped back to the fibreglass and the car repainted in eye-catching red with white coves. Parts were sourced from America including carpets and seat covers. Numerous invoices for works carried out accompany the car. Upon completion BMF 802 won 'Best American Classic' at Beaulieu before being added to the vendor's collection in 2012. Since acquisition, this true American icon has been used sparingly and presents extremely well. Offered with Swansea V5 document, it is expected to possess a fresh MoT by the sale.

1933 Rolls-Royce 20/25 Tourer                                                                     A logical progression from Rolls-Royce's first 'owner driver' model, the 20hp, the 20/25hp was introduced in 1929. Initially almost identical to its forebear, the newcomer enjoyed a greater turn of outright speed (up to 75mph depending on the type of bodywork fitted), notably superior acceleration and improved economy thanks to an enlarged 3,669cc version of the company's proven OHV straight-six engine. Fed by a single Rolls-Royce carburettor and carrying both magneto and coil ignition, the super-smooth powerplant was mounted in unit with a four-speed manual gearbox - this was operated via a traditional right-hand change and featured synchromesh on the top two ratios from 1932 onwards. Capable of supporting a wide variety of coachwork to personal taste, the 20/25hp's substantial ladder frame chassis was equipped with all-round semi-elliptic leaf-sprung suspension, four-wheel drum brakes and a mechanical servo. Progressively developed, the Rolls-Royce 20/25hp remained in production until 1936, by which time some 3,827 are thought to have been sold, making it the company's best-selling model between the wars. Autocar magazine noted that it had 'great refinement of power, and a gentleness and quietness in doing its work, which makes results deceptive'. This extremely striking Tourer hails from 1933 but, was apparently rebodied in 1986 by Horsefields of Halifax, based on a barrel-sided Barker design. The coachwork and wire wheels are resplendent in Cream that's teamed with a 'wonderfully mellowed' Red button-leather interior. The vendor presently views the coachwork, paintwork, interior trim, six-cylinder engine and four-speed manual transmission as all being in 'good' order. He informs us that the Rolls has remained unused for the last three years and, although on the button, would arguably benefit from a general checkover and service before being pressed into regular use. He is selling the motorcar complete with original owners' handbook and history file with a selection of old MOTs etc.

1974 Aston Martin V8                                                                              Aston Martin's long-awaited V8 finally appeared in 1969. It was initially known as the DBS V8, but later re-dubbed simply, 'V8'. Retrospectively known as the Series 3, the redesigned model phased-in during July 1973 was a response to concerns over forthcoming US emission regulations. Marking a switch from Bosch fuel-injection to quad twin-choke 42mm Webers, the newcomer was visually distinguished by an enlarged air intake, elongated bonnet scoop and new rear window panel. Utilising the same steel platform chassis complete with independent double-wishbone front suspension, Watts linkage-located de Dion rear axle, power assisted rack-and-pinion steering and four-wheel disc brakes as its predecessor, the luxury GT now benefited from improved engine and transmission cooling and a revised petrol tank design. Other improvements included a revamped 2+2 interior with revised seats and reorganised switchgear. Developing some 310bhp, its cleaner-running 5340cc DOHC V8 engine still made for a prodigiously fast motorcar. Indeed, the September 1973 issue of Autocar magazine recorded 0-60mph in 6.2 seconds and 146mph flat out aboard a Series 3 with automatic transmission. With production running from July 1973 to December 1974 and then Spring 1976 to October 1978, just 967 Series 3 cars were made all told. This 'meticulously maintained' Series 3 V8 comes with Metallic Green paintwork, Cream-coloured leather interior, factory-fitted manual transmission and A/C (presently inoperative). Entering the current ownership during 2000, 'BVU 476N' has had only 5 former keepers, currently displays a total of 96,500 miles, and has benefited from new stainless steel exhaust manifolds (2001) and battery (2016). The vendor presently grades the bodywork, paintwork, engine and transmission as 'very good' and the interior trim as 'good', and is offering the Aston complete with service book containing 22 stamps from Kensington-based independent marque specialist Ian Mason, original instruction book, workshop manual, large collection of invoices, 32 old MOTs and one valid to February 7th 2018. Just three 1974 Aston Martin V8s are seemingly registered with the DVLA at present of which this is the only non-SORN'd example.

1966 Volvo P1800 S                                                                                         - Manual Overdrive car supplied new by agents Mid-Surrey Motors (Byfleet) Ltd - Restored 2007 - 2008 and sparingly used since purchase by the vendor in 2012 - Horizon Blue with Black interior Based on a design exercise by the Swedish-born Pelle Petterson whilst working at Frua, the Volvo P1800 sports car was officially unveiled at the January 1960 Brussels Salon. Powered by a 1782cc OHV four-cylinder engine breathing through twin SU carburettors, allied to a four-speed manual gearbox, it was capable of over 100mph. This most attractive manual overdrive example is finished in a rare shade of Horizon Blue which was only available for two years. Complimented by a black interior, the car was subject to a thorough restoration between 2007 and 2008 by a previous owner. Contract Paint Co of Winchester carried out any necessary welding and a bare-metal re-spray, while the brightwork was re-plated by the London Chroming Company. The front seats were retrimmed in leather and Moto-Lita of Thruxton, Hampshire supplied the wood-rim steering wheel. Mechanical work included an engine overhaul, re-bore and unleaded conversion by marque specialists Deaconcraft Limited of Chiswick whilst parts were sourced from Brookhouse Volvo of Ipswich. Since purchase by the vendor in 2012, LPC 942D has been sparingly used but regularly maintained. A good history file accompanies the car including handbooks and receipts for works carried out. This stylish Volvo is expected to possess a new MoT by the time of sale.

1938 Austin 12/4 Heavy Low Loader Taxicab                                                 - Bodied by Ricketts and 1 of 4 just known survivors - Unusual six-light configuration complete with quarter landaulette hood - Taxi meter, correct 1938 decal, well-appointed interior, recent work has included new cylinder head gasket and five fresh tyres Prompted to enter the London taxicab market in 1929 by a generous order from dealers Mann and Overton, Austin soon upset the status quo. Based on the redoubtable 12/4 chassis, the Longbridge manufacturer's `High Lot' model was cheaper, easier to maintain and more reliable than its Morris Commercial and Beardmore opposition. Updated in 1934 as the `Low Loader' or `LL', the Austin boasted ample luggage space next to the driver and four seats to the rear compartment (though, two of these were of the `fold down' variety). Among the more expensive coachwork options, J & H Ricketts' Landaulette design featured a retractable rear roof that allowed passengers to make the most of any clement weather and could be had in four- or airier six-light guises. Famously durable, the 12/4's 1861cc sidevalve four-cylinder engine was allied to an equally stoical four-speed manual gearbox both of which promised years of faithful service. One of just four Ricketts-bodied examples known to have survived, `ELW 601' remained in service until 1955 by which time it belonged to Alan McIntosh of Upper Norwood. Subsequently passing through the hands of F. Bloomfield Ltd, H.W. Baker-Duly, Jean Foster and Alan Nightingale, the Austin was rescued from a council lock-up garage in Gravesend during the late 1980s by taxi collector Anthony Blackman. Treated to an extensive restoration that saw much of its ash framing renewed by subsequent keeper James Wood, the 12/4 returned to the road in 2003. Still presentable some thirteen years later, this decidedly rare `Low Loader' has benefited from a new head gasket, eight new valves and five fresh tyres during the vendor's custodianship. Sporting a roof rack, taxi meter and ingenious one directional wind-up / wind-down windows, period photos on file show `ELW 601' in London traffic before WW2 and participating in the 1964 London to Brighton Historic Commercial Run.

1980 BMW Alpina B6 2.8                                                                                   Alpina's B6 2.8 model was the first turnkey product the company produced as a manufacturer in its own right, of which 533 were created between 1978 and 1983. According to the vendor of this highly prized example - No.151 - only around 83 have survived worldwide, of which nine are understood to be dismantled as listed in the Alpina-Archive. He reckons there is only one other in the UK apart from the one he is now offering, which he claims is among the best anywhere. The first run of B6 models was achieved by inserting a tuned version of BMW's 2.8-litre straight-six engine into the nose of its smallest car of the day - the E21 3 Series. As originally offered this would have boasted 218bhp, but the vendor credits his car with nearer 245, which would be over 100 more than that of a standard 323i. Its specification is certainly impressive and includes: Alpina cam and followers, Mahle pistons, 3.4-litre B9 cylinder head, original 2.8 M30 engine, replacement fuel injectors, sports ECU programmed by BBR, and stainless steel performance exhaust; five-speed 265 Getrag gearbox with Alpina Z3 short shift; full Alpina suspension, RPM top mounts, Bilstein B6 dampers; 2-pot brake calipers with Black Diamond Predator sports pads; Alpina 15 inch staggered `cotton reel' alloy wheels; Alpina spoilers front and rear; additional Alpina 36-litre fuel tank; Alpina prized Rear Diff, VDO/Alpina gauge pack; Alpina striped sports seats; Alcantara headlining; Black leather Momo Corse steering wheel; upgraded dash roll, gear lever and handbrake gaiters, and door cards; Alpina footrest; Alpine Hi-Fi system; central locking, self-arming alarm etc and three original keys. Finished in Avus Light Metallic Blue, this special car which receives invitations to several prestigious events has been fully restored over the last 10 years by a BMW engineer in Switzerland and is now viewed by the vendor as having `excellent' bodywork, paintwork, interior trim, engine and gearbox. It comes complete with huge history file and full book pack and both LHD and RHD headlights.

2003 Mercedes-Benz CL 55 AMG Kompressor                                       As the Coupe derivatives of Mercedes-Benz's famed S-Class cars, you'd expect the CL models to be sumptuous and extremely well-appointed, and this 2003 CL55 AMG Kompressor model certainly doesn't disappoint. Finished in Silver and trimmed in Grey leather it features: Electronically Controlled Transmission with intelligence (ECTi), electric rear blind, linguatronic voice control, Bose sound system, heated memory/massage seats, electronic sunroof, SAT/NAV, cruise control, keyless entry, and original Nokia mobile phone. Oh, and it's pretty quick as well - courtesy of a 5.5-litre V8 engine topped by a supercharger, it has a substantial quoted output of 493bhp and stump pulling torque of 516lbft, all of which is theoretically sufficient to rocket 'KC03 RKY' to 60mph in 4.8 seconds and on to an electronically-limited 155mph. It has recently had £7,000 invested on the suspension, and comes complete with related invoice, other bills, the original service book with 12 stamps and a fresh MOT certificate.

1984 Royale Sabre 2.8                                                                                     Finished in BMW Wine Red matched to a Red interior, this smart looking example is understood to have been supplied as kit number 3 in 1994. The donor vehicle was a 1984 Sierra XR4i 2.8i V6 with a type 9 5-speed gearbox. Having had 5 owners and displaying some 28,000 miles, we are informed that the engine and gearbox were overhauled c.20,000 and c.23,000 miles ago respectively, along with a new clutch being fitted. The previous keeper had the Sabre professionally re-sprayed and the interior re-trimmed with a walnut dash. Shod with Michelin tyres all round including the spare, the car is offered with a tonneau cover and stainless steel exhaust silencer. Described as 'running superbly' with 'everything working', 'PYV 130' is offered with a no-advisory MOT certificate into May 2017.

1963 Jaguar E-Type 3.8 Roadster                                                                   PLEASE NOTE: The vendor has forwarded us a copy of this lot's JDHT Certificate which shows that it was built on 11th September 1963 and originally finished in Pale Primrose Yellow with Black leather upholstery and a Black hood. Dispatched to Jaguar Cars, New York, USA early the following month, the E-Type was first owned by a Mr B.D. Lowe. The Certificate also confirms that the Roadster boasts 'matching' chassis, engine and body numbers. - Unusually original Series 1 3.8 Roadster right down its factory installed body number plaque and carburettor sequence tags etc - Currently displaying an unwarranted but not inconceivable 22,400 miles - Recently repatriated from a Massachusetts barn. Running and driving but in need of recommissioning and / or restoration Famously launched at the 1961 Geneva Motor Show, the Jaguar E-Type created a furore. Its combination of supercar performance, superb styling and a low price tag left rivals reeling and customers clamouring. While, early sportscar racing success at the hands of Graham Hill and Roy Salvadori amongst others helped cement its reputation. Built as a monocoque with a front sub-frame to cradle the engine, the model's combination of all-round independent suspension (torsion-bar front / coil-sprung rear) rack and pinion steering and four-wheel disc brakes gave it excellent roadholding and handling capabilities. Fed by triple SU HD8 carburettors and topped with a 'straight port' DOHC cylinder head, its indomitable 3781cc straight-six engine was quoted as developing some 265bhp and 260lbft of torque. Allied to a four-speed Moss gearbox (with synchromesh on 2nd, 3rd and 4th), it reputedly enabled the low-slung two-seater to sprint from 0-60mph in 6.9 seconds and onto 150mph. While any E-type roadster is desirable, the lithesome free-revving 3.8 litre cars enjoy a particularly exalted status. Dating from early in the production cycle before Jaguar responded to popular demand for greater comfort and refinement, they arguably represent the automotive icon in its purest form. Supplied new to America, this particular example - chassis 880134 - has only recently been repatriated from a Massachusetts barn. Among the most original left-hand drive E-Type 3.8 Roadsters that we have encountered, the two-seater pleasingly retains its factory-fitted body number plaque, engine and carburetor positioning tags! Although, the present odometer reading of 22,341 miles cannot be warranted it is lent some credence by the lack of wear to the Black leather upholstery and camshaft cover / cylinder head nuts etc. Indeed, renowned marque specialists XK Engineering of Coventry believe that the car's front suspension has yet to be apart since leaving Browns Lane. Running and driving but not on the road for the past dozen years or so, the Jaguar is ripe for recommissioning and using 'as is' or as the basis of a concours standard restoration. The Black mohair hood has self-evidently been renewed at some stage and the Primrose Yellow paintwork has plenty of age to it but from what we could gather chassis 880134 seems to be free from any major structural corrosion. Something of a 'timewarp', this delightful E-Type 3.8 Roadster is worthy of close inspection.

1971 MG B Roadster                                                                             PLEASE NOTE: The interior for this vehicle is Red and Black. - Comprehensive restoration in 2004 - Part of private collection and in wonderful condition - Recommissioned following purchase in 2015, MoT to October 2017 Initially, the B was only available in Roadster form and at launch, the model was powered by a three-bearing version of the 1798cc B-Series engine that produced 95bhp at 5,400rpm. However, with an eye on superior reliability, this unit was replaced by a five-bearing one two years into production. The MKII version of the venerable MGB was introduced in 1967 and brought an updated manual gearbox, the option of a Borg Warner automatic unit, revised rear axle, and switch from dynamos to alternators. This lovely example was subject to a comprehensive restoration in 2004 before forming part of a private collection and subsequently being acquired by the vendor and added to his own collection in 2015. More recently recommissioned, this most attractive MG B is described as being in "superb" condition with a "fabulous" black interior and hood and "excellent" engine. The white bodywork also presents to a high standard. Carrying an MoT to October 2017 and showing c.93,600 miles on its odometer, OSB 121K has recently led a pampered existence and would be a delight to enjoy on a summer's day or a potential winner on the show circuit.

1929 Armstrong Siddeley 12hp Tourer                                                - Offered from the estate of the late Sir Colin Hope who was a former President of the SMMT (1991-93), Trustee of the National Motor Museum (1991-2002), and Patron of the Armstrong Siddeley Heritage Trust from 2011 Introduced in October 1928, the Armstrong Siddeley 12hp was arguably the marque's first model to target mass market sales. Powered by a sidevalve, six-cylinder 1236cc engine, the newcomer offered class competitive performance and was more refined than some four-cylinder rivals. Initially available as a two-seater coupe, four-seater tourer or fabric saloon, the 12hp could be had with more elaborate coachwork by October 1930 including a coachbuilt saloon derivative which was nicely crafted but decidedly heavy. Entering the late Sir Colin Hope's collection in 1994, the Four-Seater Tourer has since been treated to four new wings, replacement running boards and an engine overhaul. Little used over the past seven years, it was in running order when photographed during late October 2016 but will require recommissioning prior to road use. The Tourer appears to be complete but presents as an older restoration with various paint imperfections and some wear to the upholstery etc.

1955 Jaguar XK140 SE Drophead Coupe                                                     PLEASE NOTE: This lot is currently undergoing a cherished number plate transfer. It has been inspected by a DVLA representative and is expected to be re-issued with the number plate 'TSK 491' shortly. - Former Jaguar Drivers' Club concours award winner and twice featured on the front cover of the XK Gazette - Sympathetically uprated by renowned marque specialist Classic Motor Cars of Bridgnorth in 1998/99 including partial engine overhaul, Getrag five-speed gearbox, alternator conversion, higher capacity radiator etc Launched at the 1954 Motor Show, the XK140 boasted the same bewitching styling as its forebear but allied it to a host of important mechanical improvements. Chief among these was the adoption of rack and pinion steering. Though, the fitment of telescopic shock absorbers (in place of the XK120's antiquated lever arm dampers) also had a noticeably beneficial effect on handling / roadholding. With its engine and bulkhead repositioned three inches further forward, the new model enjoyed a notably roomier cabin (the fixed and drophead coupe variants gaining occasional rear seats as a result). Available in 'standard', 'special equipment' or 'special equipment plus C-type cylinder head' guises, power and torque outputs ranged from 190bhp / 210lbft to 210bhp / 213lbft. Distinguished by its one-piece bumpers and simpler, more imposing radiator grille, the XK140 was among the fastest cars of its generation. Reputedly capable of over 130mph, it focused public consciousness on Jaguar's continued success at Le Mans (the Coventry marque winning the endurance classic in 1951, 1953, 1955, 1956 and 1957). According to its accompanying Jaguar Daimler Heritage Trust Certificate, this particular example - chassis S817502 - was factory finished in Cream with Red leather upholstery and a Black hood. A Special Equipment model, its original specification also comprised a C-Type cylinder head, twin exhaust system, wire wheels with centre-lock fixing and twin fog lamps. Dispatched to Max Hoffman's famous New York dealership on 18th June 1955, the Jaguar is known to have belonged to Florence Caruso, Richard Reitter and Herbert Simms amongst others whilst Stateside. Repatriated as a stalled project during 1988, the XK140 was first UK registered as 'TSK 491' on May 1st 1992 to Anthony Jackson of Henley-in-Arden by which time it had been extensively restored including a conversion from left- to right-hand drive. Briefly belonging to Stephen Murphy of Wolverton, the Drophead Coupe was acquired by its previous keeper William Brown of Colton on October 13th 1994 for £34,500. Forming part of the JDHT's 'Hall of Fame' display at the Top Gear Classic & Sportscar Show on May 6th-8th 1995 which saw eighty-two cars corralled to celebrate sixty years of the Jaguar marque, chassis S817502 went on to win various Jaguar Drivers' Club Concours d'Elegance awards (including two 1st places). A keen enthusiast whose garage also housed an Aston Martin DB5 and Big Healey, Mr Brown entrusted the XK140 to Phil Kennedy of Renascence Classic Cars for a cosmetic refresh in 1997 (photos on file). The following two years saw the Drophead Coupe uprated by renowned marque specialist Classic Motor Cars of Bridgnorth with a view to enhancing its drivability, reliability and driving dynamics. As well as having its 3.4 litre engine attended to (re-ground crankshaft, new shell bearings, unleaded fuel cylinder head conversion), the Jaguar gained a Getrag five-speed manual gearbox and diaphragm clutch, Cambridge Motor Sport hi-torque starter motor, electronic ignition, alternator and negative earth conversion, more modern spin-on oil filter, higher capacity radiator, expansion tank, electric cooling fan, electric fuel pump, Moto Lita steering wheel, glovebox concealed Brantz trip meter and custom-built bucket seats (originals retained with the car). In total Mr Brown spent over £45,000 improving and fettling the XK140 between 1994 and 2006 when it entered the current ownership. Thoroughly enjoyed by the vendor over the last eleven years, the Drophead Coupe is said to have proved very reliable consuming no more than a pint of oil during a tour through England, Scotland and Wales during 2016. Riding on 54-spoke wire wheels and benefiting from a recent smartening of its bodywork and paintwork, this much-loved Jaguar is offered for sale with a very large and detailed history file plus a spare set of body-coloured wire wheels.

1923 Morris Oxford 'Bullnose' Tourer                                                      This delightful-looking `Bullnose' Tourer was the subject of an earlier restoration in c.1981, and comes complete with photos of the work carried out, as well as a large history file that includes: the original instruction book, brown log book, various invoices, plus a collection of old tax discs and MOTs. It is believed the venerable Morris featured in the `House of Elliot' TV programme and its characterful presentation includes period badges and various running board-mounted accessories. The model of `Bullnose' offered broke cover in September 1918. It was longer and stronger than its predecessor and capable of transporting up to five passengers. Initially it was powered by a 1548cc engine manufactured by the British branch of Hotchkiss. This was increased in capacity to 1802cc during 1923. The Oxford name reflected the city in which the car was built and the `Bullnose' moniker stemmed from the distinctive rounded top of the model's radiator.

1967 Volkswagen Kombi Riviera Camper Van                                      - One previous owner in USA - Imported to UK in 2003 and then comprehensively restored by Wolfsburg VWs - Featured in VolksWorld magazine in 2004, Teak interior Volkswagen Type 2 camper vans are not common or garden fare, they are a lifestyle on wheels, beloved by generations of all manner of outdoor-oriented folk from hippies to surfers and those who simply enjoy, well, camping. They exude character in a way modern people carriers can only dream of and will continue to appreciate in value. All this and more was what led the vendor to go searching for a Splitscreen example to enjoy with his wife and baby boy. An advert by Wolfsburg VWs - Type 2 Specialists caught his eye back in 2003 and a call revealed they had imported 'HCK 101E' from San Diego and were in the process of comprehensively restoring it. It turned out to be a left-hand drive, rust-free, 1967 1500 van with Riviera camper conversion that had had just one American owner from new, and came with all its original paperwork - it was exactly what the vendor was looking for and so has owned ever since. Wolfsburg left no stone unturned - all the mechanical components received attention, from engine to gearbox and steering to brakes etc. The body was treated to a bare metal respray in Pearl White and the interior was completely refurbished in oak-veneered board (in place of the original cheap veneered plywood) and Red upholstery. Westfalia-style roof racks were affixed to the top and an up-to-date sound system cunningly installed below the facia. The result was clearly stunning and suitably enthusiastically reported upon in the January 2004 issue of Volksworld magazine. These days the vendor classes the bodywork, paintwork, interior trim, flat-four engine and four-speed manual gearbox as all being in 'good' condition, while the odometer currently displays an unwarranted 85,700 miles. Splitscreen Type 2 Vee Dubs with just two owners from new are a major rarity - especially in this condition.

1932 MG F-Type Magna Stiles 'Threesome Sports' Tourer                 The F-Type Magna range was only produced between 1931 and 1932 and was created to fill the evident gap that existed between the very affordable M-Type Midget and the far dearer 18/80 range of cars. It was effectively a six-cylinder, longer wheelbase version of the four-cylinder D-Type launched at the same time, and therefore featured a newly designed, riveted steel chassis with sliding trunnion suspension, underslung rear axle and centre-lock wire wheels. Though supposedly new, the 1271cc engine was in fact an extended version of the Wolseley Hornet unit, but equipped with dummy side covers in order to appear to be of fresh design. Its power output was 37.2bhp and it drove to the rear wheels via a straight-cut ENV gearbox. In hood-down guise, the Magna was capable of a creditable 72mph-plus flat out. The matching numbers F-Type now offered is an extensively restored example with alloy 'Threesome Sports' body by Stiles - the 'Threesome' moniker referring to the layout of two front seats plus dickey. The distinctive design was penned by Frederick Stiles, who had been the British concessionaire and racing team manager for Alfa Romeo and commissioned some 30 such bodies from renowned coachbuilder James Young. Only five of these Stiles-bodied F-Types are known to have survived, of which the sale car is chassis F1286. It was delivered new on July 4th 1932 to a Mr A L Watson of London. In 1999 it was acquired as a restoration project by a Dutchman who proceeded to refurbish it to a very high standard between 2002 and 2010. The present Dutch keeper purchased it in 2014 and considers its bodywork, Dark Blue paintwork, Grey-painted wire wheels, Grey interior trim and four-speed manual gearbox to all be in 'excellent' order. We are further informed that the straight-six engine has recently been the subject of an extensive overhaul by a well-known Dutch MG specialist.

1982 Ferrari Mondial 8                                                                                         The Mondial revived a name from Ferrari's past and was a mid-engined 2+2 seater manufactured from 1980 to 1993. A successor to the Bertone penned 308 GT4, it was designed by Pininfarina. The construction was unconventional, with the steel outer body outsourced to Carrozzeria Scaglietti mated to a lightweight steel box-section chassis - the bonnet and boot lids were formed in aluminium. Another unusual feature of the car was that the engine, five-speed manual gearbox and rear suspension were all mounted on a detachable steel subframe for ease of servicing and repair. Suspension was independent all round by wishbones and coil springs, the braking by discs and the steering by rack and pinion. One of just 145 Ferrari Mondial 8 Coupes made to right-hand drive specification, chassis 39817 is finished in Rosso Corsa with Beige leather upholstery. Offered from a deceased estate in garage find condition 'RET 295X' has been in family owned since 2003 and is understood to have last run some c.3 years ago. Displaying 48,598 miles 'RET 295X' is offered with its original book pack with handbooks and service book plus a collection of old invoices, MOT certificates plus tool roll and a current V5C document.

1933 Rolls-Royce 20/25 Limousine                                                         Introduced in 1929 as a successor to the outgoing 20, the Rolls-Royce 20/25 was primarily aimed at owner drivers. Nearly 4,000 chassis were produced, making it the company's best-selling model between the wars. The example offered here is offered from a deceased estate in garage find condition however is understood to have last been run some c.3 years ago. Leaving the factory on the 18th May 1933 it was supplied new to a Lord Daresbury with Hooper coachwork to body design 8940. Having been in current family ownership since 1963 'AGN 971' is fitted with a replacement 20 HP engine however what is believed to be a 20/25 engine block, cylinder head and gearbox are offered in the sale and can be collected from our Warrington office. Offered with twin mounted spare wheels, original handbook, Brown log book and a collection of old MOT certificates plus invoices and current V5C document.

1947 Bentley MK VI Vanden Plas Drophead Coupe                                            - Supplied new to Sir John William Maxwell "Max" Aitken, 2nd Baronet, DSO, DFC - 1 of just 6 Bentley MK VI chassis to be clothed by Vanden Plas with this particular design of Drophead Coupe coachwork - Factory chalk marks still visible on the chassis side rails and much of the original red leather upholstery retained - Discovered in a farm outbuilding during 2010 and extensively restored over the next five years Introduced in 1946, the MKVI was Bentley's first post-war model. Aimed at the emerging 'owner-driver' luxury car market, the newcomer was closely based on the 1939 MKV (of which only fifteen were produced). Built around a massive cruciform-braced chassis with independent front suspension and a leaf-sprung 'live' rear axle, it was fitted with a freshly developed 4257cc OISE (overhead inlet side exhaust valve) straight-six engine mated to a four-speed manual gearbox. Capable of over 100mph when clad in the factory's understated 'standard steel saloon' coachwork, the MKVI quickly developed a reputation for being a refined yet responsive drive. However, despite the excellence of the 'basic' car, there remained a core of marque enthusiasts who found its styling too anonymous. Conscious of this demand Bentley invited various firms to submit Drophead Coupe proposals for its newcomer's chassis. Vanden Plas' rendering was altogether sleeker and handsomer than that of the factory's in-house coachbuilder Park Ward. However, it was also costlier and more labour intensive to produce. Hence, Vanden Plas are understood to have fitted this particular design of Drophead Coupe coachwork to just six Bentley MKVI chassis. One of the illustrious sextet, chassis B245AJ wears the renowned London cochabuilder's body number 4043 and was supplied new via Jack Barclay Ltd of Hanover Square W1 to Group Captain Hon. Max Aitken DSO, DFC, MP of 39 Albert Court, SW7 on 11th December 1947. A director of the Express Group and later Chairman of Beaverbrook Newspapers, he kept the Bentley until 1950 (the same year he lost his seat in the House of Commons due to an unfavourable boundary change) when it was bought by W.J. Norton Esq. of Sir James Farmer Norton & Co Ltd, Adelphi Iron Works, Salford, Manchester. Acquired by its previous keeper during the early 1970s as a means of making the 'right impression' with wealthy clients, the MKVI was subsequently dry stored in a farm outbuilding for decades. Rescued by the vendor in 2010, the Drophead Coupe was found to be surprisingly sound and sported a sticker for marque specialist Frank Dale & Stepson. It is pure supposition but the seller thinks that Frank Dale & Stepson may well have mechanically overhauled the Bentley because he soon had it running sweetly and even as a professional restorer only found it necessary to replace the brake hoses and seals plus one top front suspension bush! Principally fabricated from aluminium, the elegant coachwork was refurbished as necessary and repainted in Garnet over Silver; a combination which makes the most of its refinished chrome detailing. Pleasingly almost all the original Red leather upholstery proved usable once fed, while other signs that the car had led something of a charmed life included the retention of most of its tools and the original factory chalk marks on its chassis side rails (now varnished over for posterity). The interior woodwork was rejuvenated and the Red mohair hood renewed. Running and driving upon inspection, the Bentley rides on radial tyres which are said to give it notably more positive roadholding. It is not inconceivable that the 26,000 miles currently shown by the odometer represent either the total covered from new or the distance travelled since a major mechanical rejuvenation. The wiring has been checked and repaired and details such as the rear interior lights are in working order as are the more modern stereo and sat-nav power feed. A wonderful example of the coachbuilder's art, this notably stylish and decidedly rare Drophead Coupe still sports its original London registration number 'JLO 942' and factory-fitted engine (number B252A). Worthy of close inspection, it is offered for sale with RREC copy Construction and Test Records and current MOT certificate valid until Valentine's Day 2018.

1979 Bitter CD                                                                                                       PLEASE NOTE: The registration number previously advertised for this vehicle is not included in the sale and will be retained by the vendor. - Erich Bitter's personal car and finished to his specification - 1 of only circa 395 made The three-door CD Coupe started life as a 1969 Opel concept car based on the Diplomat Saloon, its largest model of the time. Positively received at the Frankfurt Salon, it was progressed to prototype stage by Frua before the programme was dropped. However, with encouragement from Opel, it was then adopted by former racing driver Erich Bitter and, following further development, appeared at the 1973 Frankfurt Salon with all mechanical elements courtesy of Opel and bodies produced by Bauer around a shortened Diplomat floorpan. Power was supplied by a 227bhp 5.4-litre (327ci) Chevrolet V8. Again, the car was very well received and some 176 orders are believed to have been taken, encouraging a production target of 200 units per year to be envisaged. The fuel crisis then intervened though, and only c.395 examples are thought to have been sold, of which the sale car is chassis number 386. It is a special example of a rare breed, for not only was it one of the last of the line, but was singled out for Erich Bitter's personal use. He had it finished in his favourite colours - Porsche 'Indisch-Rot' (Indian Red) for the bodywork, Brown for the buffalo hide upholstery (a 7,000DM option) and Tan-coloured carpets. He also specified wheels from the later SC model, which were 15x8inch rather than the standard 14x7inch. Only very occasionally used on a 'five day red number plate', the CD remained part of Bitter's museum until it was sold to Kurt Ritter, one of the company's investors, for 100,000DM in 1990. He too only used the car sparingly and it passed to Armin Wurm in 1994. Never restored, '242 PK' now registers an unwarranted 68,615 kilometres (c.42,600 miles) and is considered by the vendor to have 'excellent' bodywork, paintwork, interior trim, engine and three-speed automatic transmission. The MOT is valid into March 2018.

1932 Riley 9 Gamecock                                                                               - 1 of just 52 or so Nine Gamecocks known to have survived - Current family ownership since 1965 - Offered with a collection of invoices, green log book and old MOT's It was the Riley 9 models produced with a wide choice of body styles between 1926 and 1938 that really put the company on the map, which with its unique 42bhp 1,087cc twin-camshaft engine soon found success in competition, further boosting the order book. During 1931, the Gamecock variant became the range's prime two-seat Tourer. It was an immediate success, with the underslung chassis producing a sleek, low body design quite unlike anything else available at the time. 'TF 7539' is one of c.52 Gamecocks known to remain in existence. Within the same family ownership since c.1965 it is currently part dismantled and in need of restoration, but believed to be complete. A replacement engine was installed in 1965 and another unit and gearbox are available by separate negotiation. Finished in White and trimmed in Red, the Riley comes complete with green log book and selection of invoices and old MOTs. A unique opportunity.

1973 Jaguar E-Type V12 Coupe                                                                   PLEASE NOTE: Since the catalogue went to print, we have been provided with the following information by the vendor:- Previous owner since 15th May 1990- Concours winner during the early and mid 1990's- Recent new MOT- Recently re-commissioned, work includes:New stainless steel exhaust Overhauled gearbox New clutch New front suspension bushes Overhauled front brakes Overhauled rear brakes and handbrake New rear suspension bushes New oils and antifreeze More than 5,400 GBP in recent bills - LHD, manual transmission recently given comprehensive overhaul, new clutch  - Imported from USA in 2016, not UK registered - Brown with Tan interior, brakes just overhauled and the car will have a fresh MOT The E-Type was an icon from its inception. On the wish-list of those with and without the means to get behind the wheel, no other car has invaded the psyche of the motoring world in quite the same way since. The Series 3 cars were introduced in 1971, all but a handful of which were fitted with Jaguar's new 5.3-litre V12 engine. The original (short) wheelbase was discontinued and the revised car offered only as Roadster (now based on the longer 2+2 floorpan) or 2+2 Coupe. Production of the Series 3 model continued until 1974, when the range was superseded by the XJS; by which time some 15,000 V12-engined examples had been produced - most of which were exported to North America. The purposeful-looking Series 3 E-Types are readily identified from their predecessors by the large cross-slatted radiator grille, flared wheel arches, wider track and V12 badge on the rear. This lefthand drive manual transmission example has recently returned from the USA and has just undergone a full gearbox overhaul and had the clutch replaced. Finished in brown with a beige interior, it registers some 90,000 miles and is ideally suited to someone looking for a car to use and improve and will require registering with DVLA prior to use on the road. With E-Type demand and prices continuing to rise, as a more desirable manual transmission car, it could make an excellent long term investment project.

1968 Lotus Elan +2                                                                                  - Sold new in New Zealand - Repainted and five speed gearbox fitted in early 1990s - c.53,000 recorded miles, MoT to November 2017 The Elan+2 could so easily have been an automotive compromise and there are numerous examples from rival marques of how adding space so often destroys both pace and grace. But the ever-resourceful Ron Hickman proved more than up to the task of adding two seats to his original masterpiece. No longer did a new father need to forsake his sports car when the kids came along, he just bought an Elan +2 and installed them in the back. Having recently returned to the UK from New Zealand, where it was sold new, the vendor advises FND 961F is in "excellent" condition in regards to its bodywork, dark yellow paintwork and engine with "very good" black interior trim. With no signs of stress cracking to the bodywork, its condition would certainly concur with it having led a cared for existence. Retaining its original chassis, the car was repainted in the early 1990s at which time a 5-speed gearbox was also fitted. Displaying some 53,088 miles which though unwarranted could well be genuine, this appealing Elan comes with a Swansea V5 document, MoT to November 2017, Lotus Heritage Certificate and a large folder of invoices.

1965 Mercedes-Benz 190 C                                                                           Mercedes' distinctive W110 `Fintail' model was a popular mid-size Saloon offered with the choice of four-cylinder petrol or diesel engines of 1.9 and 2.0-litre capacity respectively, a total of 356,199 of which were produced between 1961 and 1965. This splendid-looking, time warp petrol example is reputed to have been first owned by the German Embassy. Finished in Dark Maroon and trimmed in Red hide, it was the subject of a magazine article in September 2003, and is presently considered to have `original' four-door bodywork and engine, `excellent' interior trim, and `very good' paintwork and four-speed manual transmission. The 33,600 miles currently registered by `CYR 84C' is believed but not warranted to be correct, and this classic Benz is now being offered complete with its original book pack, green log book, collection of invoices, V5C showing three previous keepers and old MOTs dating back to 1970, plus one valid to February 21 next year.

1967 Porsche 911 S                                                                                                This splendid-looking 911S is the twin to Lot No. 84, in that it emanates from the same source, is from the same model year and is finished in the same combination of Sand Beige bodywork teamed with Black leatherette interior trim - there is even a YouTube video of the two cars driving together. The fundamental difference is that while the other Porsche has never been restored, this one has been the subject of a documented 1,500-hour refurbishment to 'arguably better than new' condition, courtesy of a German Porsche expert. Another left-hand drive example, it was sold new to the USA and delivered to its first owner in Texas on May 12th 1967. The second owner acquired the car in 1979 and it remained part of his private Tallahassee collection until 2015. It was the current owner who made the decision to have it completely restored. Dip coated in a cathodic bath for maximum rust protection, the bodywork was then re-painted using Glasurit products to ensure that it got as close as possible to original specification. Treated to a thorough mechanical overhaul, the Coupe also had its electrics and interior rejuvenated. Introduced in late 1966, the 911S featured a more powerful version of its standard sibling's air-cooled 1991cc flat-six engine. Credited with developing 160bhp and 132lbft of torque thanks to a reprofiled camshaft, higher compression ratio, larger valves, better porting, and bigger carburettor jets etc, the newcomer also benefited from a rear anti-roll bar (to augment the front one), Koni shock absorbers, vented disc brakes and unsprung weight saving Fuchs five-spoke alloy wheels. With a 7,300rpm redline and evenly spaced gears (the exception being a notably tall fifth which permitted 100mph @ 4,200rpm), it was reputedly capable of 0-60mph in 8 seconds and 137mph. Able to humble more exotic machinery on road or track, the 2+2-seater could also catch out the unwary. Though, Car and Driver magazine commented: 'All told, Porsche's admonition, "not for the novice" is a bit gratuitous. Within normal driving limits and with reasonable caution, the 911S handles predictably, controllably, and head and shoulders above practically anything else on the road'. This car now looks just like it did when leaving Porsche's Zuffenhausen factory and offers a great opportunity to acquire this highly desirable model.

1962 Jaguar E-Type 3.8 Coupe                                                                 - An early matching numbers example acquired by the current owner in around 1978 as a running car but in need of restoration - The engineer vendor stripped the car in the mid 1980's and carried out significant restorative works to the body and mechanicals - The construction of racing and aerobatic aircraft restricted the E-Types rejuvenation and it has remained in a barn loft since 1990 The green registration book that accompanies this early right-hand-drive E-Type 3.8 Coupe shows that it was acquired by Venture Garage of Holbrook, Derbyshire, in March 1969. The current proprietor of the garage informed us that his father, Tom Bacon, was quite well known in the local area for driving around in this E-Type. Clearly an enthusiast, Mr Bacon owned five V12 versions when he passed away in around 2005. Original paint on the door and bonnet hinges lead us to believe that the car was originally finished in Opalescent Silver Blue, and after sporting a red hue for a while the car was navy blue when Mr Bacon sold it at an unknown date to a Mr J A Dyson. Our vendor purchased the car in around 1978 from Mr Dyson (the accompanying sales invoice is undated), and at that time the car was able to be driven but in need of restoration. In around 1983 our engineer vendor commenced restorative works and got as far as stripping, rejuvenating, and reassembling the original matching-numbers engine, as well as the gearbox and rear axle. After stripping the paint from the body he braced it with tubes and installed new floor sections (including the boot floor) that had been purchased from Martin Robey. A hobby of constructing racing and aerobatic aircraft eventually turned into a business and opportunities to work on the E-Type became scarce. Since a house move in 1990 the car has remained in the loft of his barn and only returned to ground level in early 2017 (using a borrowed crane) in preparation for its sale. We are delighted to offer this early example at our IWM Duxford venue as appropriately, two airplanes that the vendor constructed are stored at this famous Museum. This car represents an exciting opportunity for someone to restore an early E-Type FHC to their own exacting standards, something our vendor would loved to have done but never seemed to have the time.

1928 Armstrong Siddeley 20hp Long Ascot Tourer                                    - Offered from the estate of the late Sir Colin Hope who was a former President of the SMMT (1991-93), Trustee of the National Motor Museum (1991-2002), and Patron of the Armstrong Siddeley Heritage Trust from 2011 Introduced in 1921, the Armstrong Siddeley 18hp was a derivative of the marque's first offering - the 30hp - which had debuted some two years earlier. Powered by a smaller 2318cc OHV six-cylinder engine, the newcomer also sat on a shorter 10ft 0in wheelbase but utilised the same 4ft 8in track and suspension layout as its larger sibling. The company made 2,126 examples of the 18hp in its original form. A Mark II version appeared in Autumn 1925 but was heavily revised the following Spring complete with a new chassis and enlarged 2872cc engine. Available in Short and Long guises, the two versions of the updated design differed in terms of wheelbase length and final drive ratio etc. The bigger engine soon attracted the attention of the taxation authorities and thus the 18hp Mark II became the 20hp for the 1927 season. The Short 20hp and Long 20hp remained in production until 1931 by which time a total of 6,641 18hp Mark 2 and 20hp cars had been completed. The Short chassis car was much more popular than the Long 20 and made up three quarters of the total production. The Short-Chassis car was more affordable and would have performed better than the Long-Chassis when fitted with the increasingly popular and heavy saloon coachwork. Supplied new to the Earl of Duncie, this particular Long 20hp Ascot Tourer entered the late Sir Colin Hope's ownership some seventy-one years later. Self-evidently the subject of much past restoration work, the Armstrong Siddeley was treated to an engine overhaul approximately 10-15 years ago. Little used over the past seven years, it was in running order when photographed during late October 2016 but will require recommissioning prior to road use. The Tourer appears to be complete. The paintwork and interior trim look to be in fair to good order.

1935 Armstrong Siddeley Special MK II Touring Limousine             - Offered from the estate of the late Sir Colin Hope who was a former President of the SMMT (1991-93), Trustee of the National Motor Museum (1991-2002), and Patron of the Armstrong Siddeley Heritage Trust from 2011 Arguably the most exotic Armstrong Siddeley ever produced, the Siddeley Special was unveiled at the 1932 Olympia Motor Show. Fabricated from aircraft-grade Hiduminium alloy, its 5 litre straight-six engine was notably smooth and powerful. Available with a variety of open and closed coachwork, the Siddeley Special was among the best performing luxury cars of its generation. As well as the choice of two wheelbase lengths, the Mark II version also ushered in a host of detail improvements including twin SU carburettors. Of the 253 Siddeley Specials made, just 30 or so are known to have survived to the present day. Initially serving as a factory demonstrator, chassis 3418 was sold to its first private keeper, Sir George Shirtcliffe, on 5th September 1936. Resident in the Antipodes for most of its life, the Touring Limousine was repatriated by the late Sir Colin Hope during winter 1998 and reissued with its original UK number plate, 'BWK 256', the following year. Seemingly never allowed to deteriorate to the point of needing restoration, the Siddeley Special is understood to have been mechanically overhauled whilst in Australia. More recent work has included a brake system overhaul. Apparently complete, the Special is in fair cosmetic order. Running and driving when photographed during late October 2016, it will nonetheless require recommissioning prior to road use.

1965 Ferrari 330 GT 2+2                                                                         - Offered from the stable of one of the UK's foremost Ferrari collectors - 1 of just 453 LHD Series 1 cars made and supplied new to the USA via Luigi Chinetti - Restored to an unusually high standard for a 330GT 2+2. E.g. photo documented, bare metal bodywork restoration (2006-2009), steering brakes and suspension refurbished (2009) and engine and gearbox overhauled (2014) `Many dismiss 2+2s as being too soft and too weak to be considered real Ferraris. But what they offer is perhaps the perfect compromise: V12 power and GT comfort without the price tag of a two-seater. Overlooked and understated, the 330 GT 2+2 is quite possibly one of the last remaining `budget' V12 Ferraris' (K500.com) Making its public debut at the January 1964 Brussels Motor Show (though, production had commenced late the previous year), the 330 GT 2+2 was an important model for Ferrari. The sales success of its 250 GTE 2+2 predecessor had proven that there was a definite market for machinery which offered Ferrari's customary performance levels but in a more discrete and practical package. Enzo himself is known to have favoured his company's 2+2 designs when it came to personal transport so perhaps unsurprisingly the newcomer's longer wheelbase Tipo 571 chassis heralded notable improvements in ride quality and braking efficiency. Featuring independent double wishbone front suspension and a leaf-sprung rear axle with twin radius arms per side, the 330 GT 2+2 also boasted a front anti-roll bar and adjustable Koni shock absorbers. The four-wheel disc brake system was operated via a twin master cylinder, dual servos and two fluid reservoirs meaning that the front and rear discs each had their own dedicated circuit. Revised engine mounts ensured that the incoming Tipo 209 3967cc V12 was less intrusive than when it had been installed aboard the short-lived 330 America (the last of the line 250 GTE 2+2 derivative which accounted for just 50 sales). Derived from Gioacchino Colombo's iconic design, the imposing SOHC powerplant was credited with developing 300bhp and 288lbft of torque. Allied to four-speed manual plus overdrive transmission, it reputedly enabled the Ferrari to sprint from 0-60mph in 6.3 seconds and onto 152mph. Styled by Tom Tjaarda of Pininfarina, the 330 GT 2+2 sported a generous glasshouse, well resolved silhouette and distinctive quad headlamps. The latter were a trend that American manufacturers had popularised and which even Rolls-Royce and Bentley had adopted. Though, they also facilitated faster `after dark' motoring. Supplanted by the more generic looking Series II in 1965, only 503 Series I 330 GT 2+2s were made (plus 124 interim cars). One of 453 Series I examples built to left-hand drive specification, chassis 6685 was supplied new by Luigi Chinetti Motors Inc of Greenwich, Connecticut. Migrating to New Jersey the following decade, it is known to have belonged to John M. Walbridge Jr before being imported to the UK by R.M. Wilson Engineering of Cosby, Leicestershire during July 1988. Purchased by the vendor from John Boyes through Mr Wilson's agency some eighteen years later, the Ferrari was fundamentally sound and complete but in need of a restoration. Something of a perfectionist not to mention a dyed in the wool marque enthusiast, the seller chose to have the Ferrari stripped back to bare metal without concern to the financial viability of his actions. Accompanying photos show that new inner and outer sills were painstakingly crafted for the car as were new floor sections and various bodywork repair panels. Re-sprayed in its initial Dark Red livery and re-trimmed in Light Tan leather with Red carpets, chassis 6685 also had its bumpers re-chromed, original Borrani wire wheels rejuvenated and stainless steel brightwork re-polished. The steering, suspension and brakes were all properly attended to in July 2009 and a new stainless steel exhaust fitted prior to the car being UK road registered as `184 YUD' during April 2011. Further benefiting from a thorough engine and gearbox overhaul not to mention engine bay detailing at the hands of marque specialist Vic Cartmel some three years later, this particular example has enjoyed a far more extensive and higher quality restoration than most of its surviving siblings. Starting readily upon inspection and remaining highly presentable, it seems crazy to think that a `matching numbers' Ferrari 330 GT 2+2 in this condition can be bought for the same money as a tired Aston Martin DB6 Automatic! Given that the Prancing Horse is the rarer, faster and better handling motorcar we would not bet against the market correcting such an anomaly in time. Worthy of close inspection, `184 YUD' is offered for sale with UK V5C Registration Document, 330 Register excerpt, `no advisories' MOT certificate valid until October 2017, sundry other paperwork and numerous restoration photos.

1948 Allard K1                                                                                                       - 1948 K1 chassis fitted with K2 body in period - Exported to New Zealand and owned by Rob Williams for over forty years - Restored in New Zealand with 235 cu. in. side valve Sydney Allard commenced his racing career with a Morgan three-wheeler. Other circuit machines followed before he turned to the world of trials, and what's regarded as the first true Allard was reputedly constructed in just 18 days and nights, and comprised a modified Ford chassis powered by a 3.6-litre Ford flathead V8 engine. However, his most famous special was the Steyr-Allard. This fearsome hillclimb car, powered by a war-surplus, air-cooled 3.7-litre V8 engine driving through twin rear wheels, carried its designer/driver to victory in the 1949 British Hillclimb Championship. The first production Allards quickly ensued. The K was a two-seater Sports model, the L a four-seater Tourer and the J, a two-seater competition version of the K. All three were based on Ford mechanicals (Sydney's day job was running a Ford dealership) and featured the infamous Les Ballamy-designed split front axle that was to become an Allard trademark. The delightfully-presented Allard now offered is a 1948 K1 that was delivered new to a customer in Gloucester as a rolling chassis. Sometime later (c.1950) it was equipped with a K2 body before being imported to New Zealand by Mr James Julian George. Little is then known about the car until its purchase by Rob Williams in 1974. For the next 20 years he vigorously campaigned the Allard in gymkhanas and hillclimbs until, in his own words, the original 3.6-litre (221ci) side-valve engine was 'knackered'. At this point the car was treated to a complete restoration and the engine refurbished around a later 3.9-litre (235ci) block and Offenhauser finned aluminium 400 heads, to which other performance parts were added. It was then raced as late as New Zealand's Leadfoot Festival of 2015, after which Mr Williams retired from the sport. This fascinating and remarkably original Allard is now offered in splendid order, complete with Allard Owners' Club authentication.

1962 Mercedes-Benz 190 SL                                                                    - 1 of only 562 right-hand drive examples made (from a total production run of 25,881) - Two owners over the past twenty-seven years and resident in Spain for much of that time - Uprated with Twin Weber carburettors (original Solex ones retained), Black leather upholstery and Black mohair hood The 190SL was introduced in 1955 - the year Mercedes swept all before it on the Mille Miglia with the 300SLR. Indeed, the graceful, new two-door, convertible grand tourer was sold alongside the road-going version of the SLR - the 300SL - whose styling it strongly resembled. In fact, the underpinnings of the two cars were quite different and, while the 300SL had a purpose-built tubular spaceframe (W198), its smaller sibling was built on a shortened version of the 'Ponton' saloon (W121) platform, which was of monocoque construction. The 190SL also boasted an all-new engine - an over-square SOHC straight-four unit of 1897cc that produced some 120bhp, which was sufficient to propel the car to a maximum speed of 112mph. The engine was coupled to a manual four-speed gearbox. The suspension comprised double wishbones and coil springs at the front and a coil-sprung swing axle at the rear. Steering was by recirculating ball and braking by power-assisted drums all round. Built to the highest standards and among the quickest comparable cars of the time, the 190SL featured a well-appointed cockpit, notable comfort for its occupants and relatively generous luggage space. Under the circumstances, even the steep asking price of £2,693 did nothing to deter purchasers. Options included a third seat placed transversely behind the front ones which was big enough to carry an adult. The 190SL continued in production until 1963, when both it and the 300SL were replaced by the 230SL (W113). By this time some 25,881 190SLs had been produced (just over two percent of which were to right-hand drive specification). One of just 562 190SLs built to right-hand drive specification, this particular example - chassis number 23629 - has been UK registered since August 1st 1976. Retained by its previous keeper, George Fisher Esq., for twenty-four years (1990-2014), the Mercedes-Benz was resident in both Scotland and Southern Spain during that time. Inspected by T&T Technical Services of Edinburgh during October 1995 on Mr Fisher's behalf, their report read as follows: 'The bodywork of the vehicle was found to be in first class condition with no evidence of excessive corrosion or perforation. We were unable to detect any extensive repairs which had been carried out to the bodywork and, in our opinion, it would appear that this vehicle is totally original and in as near perfect condition as is possible for a vehicle of this age. The paintwork was also in very good condition although it had, at some time in the past, been re-sprayed but to a very high standard . . . Apart from a slight oil leak from the rear of the engine the mechanical components and vehicle undercarriage were in original and undamaged condition. It is our opinion that this vehicle is as near original as it is possible for a vehicle of this type to be and from all accounts it appears to be totally original and has not been restored'. Doubtless aided by its sojourn in sunnier climes, the 190SL remains highly presentable some twenty-two years later. Entering the current ownership during 2014, the Mercedes-Benz has since benefited from the addition of twin Weber 40 DCOE carburettors (though, the original Solex ones have been retained should a new owner wish to reinstate them). Decidedly rare in right-hand drive guise, this stylish 190SL is offered for sale with owner's manual (1968 reprint), sundry paperwork, the aforementioned T&T Technical Services report and MOT certificate valid until 22nd November 2017.

1958 Jaguar MK I 3.4 Litre                                                                                        - Registered new in New Zealand - Restored in Australia with louvres, rear arches and PAS fitted - Green with red interior The retrospectively named 'Mk 1' made its debut in 1955, powered by a 2.4-litre short-stroke version of the XK120's twin-cam six-cylinder engine. In early 1957, the model became available with the larger 3.4-litre unit developing some 210bhp which had already appeared in the Jaguar Mark VIII. The 3.4 had a larger front grille for better cooling, a stronger rear axle, and the rear-wheel covers were cut away to accommodate knock-off hubcaps. Mark I 3.4 saloons competed successfully in competition in period, notable drivers including Stirling Moss, Mike Hawthorn, Tommy Sopwith, and Roy Salvadori. 991 UYT was sold new in New Zealand and first registered in December 1958. In the 1990s the car was taken to Australia by its then owner where it received a cosmetic restoration covering the interior and a respray in metallic green. At the same time, it also received coombs style rear arches and bonnet vents, together with the addition of power steering. It returned to New Zealand in 2006 before being imported to the UK in 2016. The vendor advises the engine, gearbox and body number all match and other notable features include red tipped needles and a low fuel warning light as fitted to SE models. A large history file accompanies the car.

1925 Armstrong Siddeley 14hp MK II Cotswold Tourer                      - Offered from the estate of the late Sir Colin Hope who was a former President of the SMMT (1991-93), Trustee of the National Motor Museum (1991-2002), and Patron of the Armstrong Siddeley Heritage Trust from 2011 Introduced in 1923, the Armstrong Siddeley 14hp was rather more affordable than its 18hp and 30hp siblings. Powered by an 1852cc four-cylinder OHV engine, the newcomer was further distinguished from the marque's larger horsepower models by the use of a flat rather than V-shaped radiator. Launched in 1925, the Mark II version was based around a new chassis equipped with with four-wheel drum brakes and semi-elliptic front and rear springs (as opposed to the cantilever springs used on the Mark I). The improved chassis enabled the company to offer a wider range of open and closed body styles. The Cotswold tourer - a full five-seater car which was supplied with a hood and side screens - proved to be the most popular open derivative. Entering the late Sir Colin Hope's collection in 1993, the Mark II Cotswold Tourer has since been treated to four new wings, new running boards and a re-spray. The engine is understood to have been overhauled some fifteen years ago with the gearbox receiving new internals at the same time. Little used over the past seven years, it was in running order when photographed during late October 2016 but will require recommissioning prior to road use. The Tourer appears to be complete. The paintwork and interior trim look to be in good order.

1997 Deon Scoperto GTS                                                                                   - RHD, Lancia Twin Cam and Cromadora wheels, c.26,400 miles only - Finished in yellow with black / brown interior - Cambelts and water pump done October 2016, MoT to October 2017 Today's values of Ferrari's inaugural mid-engined masterpiece have put the Dino beyond the reach of most enthusiasts' pockets, making quality replicas ever more appealing. Sitting on Cromodora alloy wheels, the Deon Scoperto GTS offered is visually accurate enough to fool many an admirer, and rare in its own right as only c.28 Targa versions were produced by Deon cars of Illminster. Its tubular spaceframe chassis is clothed in a fibreglass body. Suspension is Fiat 124 up front and Lancia Beta at the rear, while power is supplied by a Weber-fed 2.0-litre Lancia twin-cam engine driving through a five-speed manual gearbox. 'VNP 678L' comes complete with an MOT into October, plus copies of all major service work since 2009, and last October benefited from a head skimming, carburettor reset, and new cam belt and water pump. The three owners to date have amassed a mere 26,400 miles between them making this 'lookalike' an appealing proposition.

1989 Mercedes-Benz 300 SL                                                                        PLEASE NOTE: The vendor warrants the mileage on this vehicle and it is now MOT'd until April 2018. While even Mercedes-Benz quality has faltered occasionally over the years, the durability of its third SL model, the R107 Series, has long since been beyond doubt. Its production run spanned a remarkable 19 years, during which 237,287 SLs and 62,888 SLCs were manufactured; a very high percentage of which are still providing sterling service. It was launched in 1971, initially with just a 3.5-litre engine (350SL) mated to a four-speed automatic transmission. The model was essentially a marriage of chassis components from the mid-sized W114 model with the larger engines of the S-Class (W116) range. The car featured a two-door monocoque bodyshell with independent suspension all round. The power assisted steering was Daimler-Benz's own recirculating ball system. Braking was by discs all round - ventilated on the front. The range grew to two models when the 4.5-litre (450SL) derivative arrived the following year and to three when the 2.8-litre (280SL) appeared in mainland Europe in 1974. It was replaced by the 3.0-litre (300SL) in 1985. The latter's engine had an output of 185bhp - sufficient to provide the model with ample acceleration and an impressive top speed of around 130mph. 'F343 OPH' was first registered in January 1989 and supplied new to its first owner by Woking Motors - since when it has had just two further keepers and is currently registering 83,800 miles. Its Ivory-coloured bodywork is teamed with 'Brazil' interior trim, and the vendor presently considers the bodywork, paintwork, interior trim, straight-six engine and four-speed automatic transmission to all be in 'very good' order. He is now offering the Benz complete with original sales invoice and brochure, original book pack with service record containing 15 entries, further invoices, old tax discs and MOTs, plus a current MOT valid into March 2018. The car has both soft and hard tops.

1967 Land Rover 109 Series IIA                                                                       - Two farmer owners from new and just 53,400 miles - Complete with working Capstan front winch and PTO underneath - Still has its grey elephant hide interior in "fantastic" condition In 1967 Land Rover introduced the 2.6 litre, 6-cylinder petrol engine for the 109" models. LKJ 217F must be one of, if not the earliest, road going example available anywhere, having had only two farmer owners from new. The vendor advises the low recorded mileage of 53,400 miles is genuine and that it comes complete with working Capstan front winch and PTO underneath. To the interior it retains its grey elephant hide which is said to be in "fantastic condition". A detailed history file contains a mint and original folder supplied by Caffyns Ltd with an original sales document for the price of £879 and 13 shillings, original buff log book, old mot certificates and a very interesting written history. It details how the original owner used to carry his pigs to market in the rear, with their piglets travelling on the roof with a large roof rack as an open-air enclosure! This is why the protective roof covering is fitted, to prevent any indentations on the roof! Dry stored for many years, this rare 6-cylinder Land Rover has just had all new brake cylinders and shoes fitted and is now supplied with MoT until the end of February 2018. Surely a must for any Land Rover collector.

2003 Maserati 4200 GT Coupe Cambiocorsa                                                 This handsome righthand drive example of one of Giugiaro's more recent masterpieces is finished in Metallic Grey, trimmed in luxurious Avorio leather that's teamed with a Black dash and carpets, and rides on refurbished 18 inch seven-spoke alloy wheels. Other cosmetic highlights include Rosso Red-coloured brake calipers and a carbon styling kit. The comprehensive specification includes Cambiocorsa F1-style paddle shift transmission, Maserati Stability Program (MSP), Xenon headlights, carbonfibre steering wheel, electrically-controlled heated/memory front seats, SAT/NAV, alarm, original Maserati tool kit and two sets of keys. The comprehensive service record fully supports the Maserati's indicated mileage of 47,927 miles and the vendor currently considers the Coupe's Ferrari-based V8 engine and automatic transmission to be `excellent', and the bodywork, paintwork and interior trim to be in `very good' order. The Maserati is now offered complete with its original book pack and service book plus an MOT valid to September 19, and with such an attractive specification is surely amazing value in today's market.

1954 Lancia Aurelia B20 GT                                                                       - Ex-Anthony Pritchard and extensively restored - Desirable Series 4 benefiting from Nardi floor shift, De Dion axle and 118bhp engine - Silver Grey paintwork with Blue leather interior This highly desirable (and Historic Mille Miglia eligible) right-hand drive Pinin Farina-built Aurelia Coupe has been subject to a comprehensive restoration and is now resplendent with Pearlescent Silver-Grey paint work and Blue trim. The previous owner - the prolific and respected motor historian and writer Anthony Pritchard, was an authority on Italian race/sports cars having written: 'Ferrari: Men from Maranello', 'Italian High-Performance Cars', 'Mille Miglia the World's Greatest Road Race', 'Lamborghini: Super cars from Sant Agata', 'Scarlet Passion', 'Maserati - A Racing History' and many more. We understand he had owned the car in the 1960s before acquiring it again from America and selling it to the vendor shortly before his tragic death in 2013 following a road accident. The restoration work began in America, where the car was resprayed and retrimmed, before being imported to the UK in June 2011 and completed. Work here included an engine strip down and thorough overhaul by marque specialists Omicron (invoices for works done by them between September 2011 and June 2012 totalling some £31,000 are on file). Other invoices for additional expenditure (excluding work done in the US) total some £8,000, whilst the vendor advises he has spent around two hundred hours attending to smaller jobs. The Aurelia B20 GT is rightly regarded as one of the most innovative cars of all time, and is credited as first of the new breed of modern post-war Grand Turismo coupes. Introduced in 1951, it created an immediate sensation. Costing almost twice the price of a Jaguar XK120 the B20GT was a car of great style based on an initial design by Felice Mario-Boano of Ghia and later refined by Vittorio Jano. Lancia pioneered many of the advances that we now take for granted, from the first ever V6 engine through to using Michelin 'X' radial tyres. The Aurelia recorded a string of racing successes shortly after its introduction: finishing second overall on the Mille Miglia in 1953; winning its class at Le Mans; coming 1st, 2nd and 3rd in the Targa Florio and also winning the Liege-Rome-Liege Rally. Indeed, Aurelia GTs were still being raced well beyond 1954 including Luigi Villoresi winning the Akropolis Rally in 1958. Aside from its competition successes, notable owners of Aurelias have included Fangio, Mike Hawthorn, Leslie Hawthorn, Jean Behra, Gary Cooper, Brigitte Bardot and more recently Jay Leno and the Earl of March! The Aurelia used the first ever production V6 engine, a 60-deg marvel designed by Francesco de Virgilio, who also developed the innovative transaxle 'all-in-one' assembly with the gearbox, clutch, differential, and inboard-mounted drum brakes. Vittorio Jano, Lancia's chief engineer, instigated putting this gearbox assembly at the rear of the car thus creating its near 'neutral' weight distribution. This brilliant concept made the Aurelia the motorsport winner it became, often beating the more powerful Alfas because of its better road-holding, brakes and weight distribution. This particular car is a sought after 4th series B20GT in which the rear semi-trailing arms of the earlier cars were replaced with a De Dion rear end, thus creating more predictable handling. It also features the most powerful engine of any of the Aurelias, the 2.5-litre aluminium unit producing 118bhp. This very special car also features the coveted 'Nardi' floor shift that is most commonly seen on the Lancia B24 Spyder. According to the official build records it was released on 25 June 1954 finished in Grigio and fitted with engine no. 3576 which it retains to this day. A desirable, UK registered 4th Series B20 GT, it is eligible for a host of historic events including the Mille Miglia, Historic Le Mans and Goodwood Revival amongst many others.

1938 Morris Eight Series II                                                                                    - Entered from the Gilder Group Collection The Series I Morris Eight was unveiled in 1935 as a rival to Ford's hot-selling Model Y. Better equipped than its competitors, it boasted electric wipers, synchromesh on the upper two gearbox ratios and hydraulic brakes. The Series II version of 1938 brought only minor changes - painted rather than plated radiator surround and disc rather than wire wheels. Some 54,000 were produced before the model was supplanted by the radically different-looking Series E. This delightfully original Series II is finished in Green over Black and is understood to have had just six owners from new; the most recent of whom bought it by accident from a previous H&H sale! Its bodywork needs some TLC, but the Morris 'starts first turn and runs like a little sewing machine'. The engine is original, as the Green leather upholstery also appears to be. The indicated mileage is a credible though unwarranted 48,000.

1986 Porsche 911 Carrera Supersport Cabriolet                                              From 1984, those looking for that little bit extra in terms of poise and road presence from their Carrera 3.2 could opt for the 'Supersport' package (later known as 'Sport Equipment'), which included a deeper front valance, 'tea tray' rear spoiler, Bilstein dampers, and wider wheel arches housing black-centred, 16-inch Fuchs forged alloy wheels. 'B14 RRR' is a fine-looking right-hand drive example of the breed that sports White bodywork contrasted with a Black hood and Black leather interior trim. The vendor informs us that the Porsche has been 'fastidiously maintained' by either main dealers or Porsche marque specialists and is being offered complete with maintenance records dating back to day one, including service book stamps and invoices. The Carrera is MOT'd to June 5th and the vendor presently classes the Cabriolet bodywork, paintwork, interior trim, flat-six engine and desirable G50 five-speed manual transmission as 'excellent' and the interior trim as 'good'.

1963 Jaguar MK II 3.8 Litre                                                                             Featuring notably slimmer roof pillars than its MKI forebear, the immortal Jaguar MKII was as airy on the inside as it was elegant on the outside. Its monocoque bodyshell was equipped with independent coil-sprung front suspension and a well located live rear axle, 12-inch disc brakes all round and recirculating ball steering. The model could be specified with a 2.4, 3.4 or 3.8-litre version of Jaguar's race-proved, DOHC inline, six-cylinder XK engine. The interior was quintessentially British with its sumptuous leather-covered seats, polished wood facia and door cappings, comprehensive instrumentation and impressive row of auxiliary toggle switches. The attention to detail and build quality of the MKII were remarkable for the price. Equipped with the 220bhp 3.8-litre engine, the Jaguar was reputedly capable of sprinting to 60mph in 8.5 seconds and on to a top speed of 125mph. Some 30,141 3.8s were produced between 1959 and 1967. Finished in Dark Green with Tan leather upholstery, this particular example boasts a manual overdrive gearbox and chrome wire wheels. Purchased by the current keeper in 2012, it was the subject of a extensive restoration between 1997 and 2001. This included: a bare metal respray during which the colour was changed from the original Golden Sand; the engine was refurbished to standard specification; the original manual gearbox was replaced by a later all-synchromesh unit; the suspension was lowered and rebushed; power steering was added; the bumpers and rear lights were rechromed; the headlining, carpets, facia, wheels, tyres, spinners and radio were all renewed. More recently a Kenlowe fan, electronic ignition, new starter motor and custom header tank have been fitted. The vendor not surprisingly now regards the bodywork, paintwork, interior trim, engine and gearbox as all being in "very good order" and 'APG 401B' is offered with a fresh MOT certificate. A fine looking example of a great motorcar.