Three 19th century silver open faced pocket watches, each with white enamel dial and black Roman numerals, the first and second lady’s examples both unsigned, the third gentleman’s watch signed ‘J. Wood, Over Darwent’, cases 40mm, 38mm, and 52mm (3) FIRST WATCH: MOVEMENT: full plate English lever fusee movement no. 76091, with protective dust ring, domed polished three arm steel balance, undersprung, Bosley type regulator, foliate engraved triangular balance cock and ruby endstone. Movement running very nicely at time of cataloguing. With key. CASE: three piece case hallmarked Birmingham 1883 on the inner back cover, pendant button and ring, case maker's mark W.E.1 incuse, foliate engraved over the back and the bezel. Missing crystal, indentation to case back. DIAL: white enamel dial with gold fleur-de-lys hands, crescent shaped hairline crack to enamel between 12 and 1. SECOND LADY'S WATCH: MOVEMENT: Swiss bar cylinder movement with brass three arm oversprung balance. With Key. Movement in need of full overhaul. CASE: no hallmark. Only marked 'SCM no. 23776', and presentation inscribed on inner cover. Cuvette inscribed 'Examined by CHARLES FRODSHAM Clockmaker to the Queen 84 Strand London'. Engine turned engraving and monogram to central cartouche heavily rubbed. Light dents and scratches to glass and case overall. DIAL: light hairline cracks across dial. THIRD WATCH: MOVEMENT: full plate English lever fusee movement, undersprung three armed balance, Bosley type regulator, top plate signed J. Wood Over Darwent no. 22702. Fusee chain snapped. Movement already under gone numerous repairs and in need of full overhaul. CASE: three piece case hallmarked Chester 1873 on inner back cover and central cover, the latter also engraved (poorly) with owners name, dented. Case tarnished and crystal sratched. Hinge loose. DIAL: signed. Repair by cannon pinion, chipped between raised chapter ring and sub seconds dial. Both minute and hour hand mishapen.
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A late Victorian silver open faced pocket watch, the white enamel dial with black Roman numerals, spade hands, and subsidiary seconds dial, the full plate lever fusee movement no. 31585, unsigned, the case hallmarked Chester 1888, 52mm diameter MOVEMENT: gold three arm under sprung balance, Bosley type regulator, engraved triangular balance cock, movement not functioning CASE: three piece, fully hallmarked, wear to the engine turning on the case back, glass pocked at the centre and scuffed around the edge DIAL: one small fracture, subsidiary dial sunken on one side
A late 19th century Swiss silver open faced pocket watch, the white enamel dial signed John Myers & Co, Geneva, with black Roman numerals and gold spade hands, three quarter plate cylinder movement, the case stamped with triple bear and ‘.935’ standard, circa 1900, the case 48mm diameter, together with curb link watch chain and silver medallion and watch key MOVEMENT: three quarter plate cylinder movement with oversprung three arm brass domed balance, movement functioning at time of cataloguing. CASE: four piece, the cuvette inscribed ‘Made in Geneva expressly for John Myers & Co, 135 & 151 Westminster Bridge Road London’. Engine turned to case back. A little grubby but a good solid case without issues. Crystal grazed about the circumference. DIAL: very clean, no issues.
An Art Deco rolled gold open faced pocket watch, the gilt chequered dial with applied gilt Arabic numerals, gilt Simple Roman hands, and subsidiary seconds dial, with 15 jewel Swiss lever movement, circa 1930, the case 45mm diameter MOVEMENT: straight line club tooth lever movement with bimetallic split balance, fat balance spring, and engine turned top plate, stem winding, movement functioning at time of cataloguing CASE: three piece, dented and some loss to gold plate around body and bezel, crystal with light scratches commensurate with age DIAL: tarnishing on the minute hand, dial a little grubby, but otherwise good.
A Swiss rectangular two colour gold and blue enamel snuff box with canted corners, the hinged lid with four rows of leafage within circle and guilloche frames, pale and dark blue enamelled borders, the engine turned sides and base similarly framed, maker's mark MM conjoined, stamped 14, 8.8cm long, 5.2cm wide, 1.4cm deep, early 19th Century
A fine English 18ct gold pocket watch with foliate cast case the back engine turned, the dial finely engine turned to the centre with matted chapter ring applied gold Roman numerals, subsidiary seconds dial, three gold foliate borders, the movement with finely floral engraved plate numbered 6363, Chester 1889, with a 9ct gold curb link chain with a citrine and agate set key and loop cast with conforming foliate decoration to the case, key 5.5cm long overall, dial 4.5cm diameter, 7.5cm high overall (one hand missing)
A perfume bottle, mother of pearl body with brass fittings, foliate foot and detailing to collar, braided design to handle, stopper attached via chain, 10.5cm high; a wooden engine turned vesta in the shape of a barrel, metal plaque attached to side reads 'Made from Battleships of Britain. Advance Britannia! Long Live the Cause of Freedom! Winston Churchill, Broadcast VE Day', 5.5cm high; a baby's teething rattle, the white metal bell stamped EPNS attached to ivorine ring, 10cm high (3)
A silver fob chain and T bar with attached red, white and blue enamelled silver medallion depicting a steam engine to one side, circled by the words 'Amalg'd Society of Railway Servants', the other side depicting a railway signal and the words 'Help One Another', hall marked, possibly made to commemorate the 1891 railway strike in Scotland, 37.5cm long, 1.5oz
A SILVER OPEN FACED POCKET WATCH the silvered floral dial with Roman numerals, hallmarked for Chester 1871, with engine turned and cartouche decoration to the back case, 45mm. dia., together with another silver open faced pocket watch with floral dial and Roman numerals, hallmarked for London 1876, 45mm.dia, a gold plated full hunting cased pocket watch by Waltham, 37mm. dia., a mother-of-pearl and metal open faced pocket watch, with Arabic numerals, 50mm. dia., and two other silver open faced pocket watches.
A 9CT. GOLD HALF HUNTING CASED POCKET WATCH BY WALTHAM the signed white enamel dial with Roman numerals and subsidiary seconds dial, with engine turned and cartouche decoration to the back case, 50mm. dia., 96 grams, together with a 9ct. gold watch chain, suspending a gold 't' bar and a George I two guinea piece, 1715, attached to a pendant fitting, 19 grams.
- Period modified with blown 1275cc engine and PEMA bonnet etc - Featured in Fast Car and Austin-Healey Owners' Club magazines - Shorrocks / Allard badging, Les Leston wheel, fresh MOT certificate First registered by Glamorganshire County Council on 22nd April 1960, `650 FTX' began life as a standard `Frogeye'. Reworked into its current guise by the decade's end, the two-seater appeared in contemporaneous issues of Fast Car and the Austin-Healey Owners' Club magazines. Exchanging its original 948cc engine for a supercharged 1275cc unit, `650 FTX' also gained a PEMA fibreglass bonnet, eight-gauge dashboard, rear wheelarch extensions and widened steel wheels. Laid-up from 1987-2009, it underwent various floor and wheelarch repairs plus general recommissioning before returning to the road. Sparingly used since entering the current ownership three years ago, the `Baby Healey' has only recently returned from France and is expected to possess a fresh MOT certificate by the time of sale. Pleasingly retaining much of its period paintwork plus a Les Leston wood-rim steering wheel and Shorrock / Allard badging etc, this appealing Supercharged Sprite is accompanied by numerous old bills, tax discs and even fuel ration books from the 3-day week!
Reputedly capable of an impressive 60mph, the Willys Overland Model 40 was powered by a 4188cc four-cylinder engine allied to planetary transmission. Based around a sturdy ladder frame chassis equipped with all-round leaf-sprung suspension and rear-wheel brakes, the model wore 2+1-seater roadster coachwork that befitted its sporting capabilities. Well engineered, dependable and versatile, the Model 90 boasted such niceties as a folding windscreen and acetylene lighting set. Designed to be at home on made or unmade roads, the Overland proved a strong seller. Finished in Light Grey with Black upholstery, this particular example is described by the vendor as being in 'good' condition with regard to its engine, transmission, bodywork, paintwork and interior trim. Decidedly rakish, this Edwardian Roadster appears to have been the subject of past restoration work.
As Sir John Harvey-Jones discovered during his infamous TV programme on the company, Morgan is a unique concern that never ceases to surprise. Creating a latter-day version of the 3-wheeler on which its reputation was founded was typical of its off-the-wall thinking, but proved to be an inspired move. This one owner, righthand drive example was manufactured in 2013, since when it has driven just 4,000 miles! The special order teams Jaguar Primrose Yellow bodywork with Black leather seats, dash and elbow pads. As well as having the all important 2014 upgrades carried out, the comprehensive inventory further includes: Black roll hoops, polished cowl, Le Mans fuel filler, polished stainless steel exhaust and heat shield, and Black-painted wire wheels. The vendor unsurprisingly considers the bodywork, paintwork, interior, twin-cylinder engine and four-speed transmission to all be 'as new', and is offering the pocket rocket with full Morgan service history and photographic leather bound build record, owners' book pack and registration V23 TWM. This lot could prove very tempting - better bring your flying helmet!
This fascinating MKI was supplied new to the Bristol Aircraft Corporation in 1958. Born as a 2.4 model, it nevertheless came equipped with disc brakes and wire wheels. In the 1990s it was uprated courtesy of a 3.4-litre engine and five speed gearbox - all the related paperwork for which is contained in a huge history file that accompanies 'PSJ 757'. The Jaguar was recently the subject of a three part series in Practical Classics magazine, within which is full detail of work carried out on the vendor's behalf by Jaguar Heritage. The bulging 140-point report they produced accompanies the car, and the chassis welding recommended by it will have been carried out by the time of the sale. In the words of the vendor, a well-known member of the classic motoring community, 'neither the interior trim nor headlining are wonderful, but the Jaguar is a great-looking, great- sounding, get-in-and-drive machine'.
Those seeking a project with which to while away the upcoming winter, need look no further than this partly restored Lagonda Rapier with Ranalah Sports coachwork as, according to the vendor, there is now little more than the body left to rejuvenate. Certainly much graft and investment has already been committed, with receipts for £9,107.41 in recent times alone. To give potential buyers some idea, the following items of 'YS 9445' have already been refurbished or replaced: the chassis; four-cylinder engine; carburettors; water pump; starter motor; magneto; radiator; exhaust manifold and system; clutch; preselector gearbox; propshaft; differential; wheels; Hartford dampers; brake shoes; rev-counter; speedometer; fuel tank; wiring loom; headlamps; and flooring. Known to the Lagonda Register and previously finished in Red teamed with Black interior trim, this exciting, part-completed project is now being offered together with most related receipts, a bulging history file and the original, rare Lagonda owners' instruction manual.
With the introduction of the 'PA' series Cresta and Velox in October 1957, Vauxhall embraced American styling with plentiful chrome, garish two tone colour schemes, fashionable tail fins and were often were seen wearing whitewall tyres like the sale car on offer. Originally of 2.25-litres, the overhead-valve, straight-six engine was enlarged to 2.6-litres in 1960. The standard transmission was a three-speed manual while overdrive and the two-speed Hydra-Matic auto 'box were options with a top speed of over 90mph. Finished in Grey and Turquoise with Grey upholstery 'YLW 146' is offered with history file including old invoices, service parts book, large collection of old MOTs and tax discs and a selection of spares. Having been recently treated to a partial respray the vendor also added the period windscreen sun visor. Fitted with a discreet CD player to enhance the Teddy Boy experience the Vauxhall is offered with an MOT certificate into June 2016.
- Early 1964 ¢ car professionally restored in USA in 2013 - 2014 - Fitted with 289 engine, Cruise o Matic transmission and disc brakes - Finished in Rangoon Red with white vinyl interior and white power hood This very early (1964 1/2) Mustang Convertible, finished in Rangoon Red with white vinyl interior, is said to drive as well as it looks. Recently imported from the USA, after a professional restoration in 2013 - 2014, the vendor advises "the panels are very straight, and fit well. The paint and chrome are excellent. The interior is nicely and correctly trimmed, with a very good white hood with matching cover. The hood power assistance works as it should, and it latches snugly." Originally fitted with a 260 V8, it is now powered by a 289 unit sporting finned aluminium 'Cobra' rocker covers as per the Shelby cars. The engine bay is described as "nicely detailed", whilst the engine has a "wonderful resonant V8 'woofle', and it pulls through the smooth 'Cruise o Matic' transmission with verve." Disc brakes are fitted for more modern and safer stopping power. Accompanied by a Swansea V5C and MoT to July 2016 it has been used extensively over the summer for touring and is reported to have performed faultlessly.
Capable of 0-60mph in 4.6 seconds, 0-100mph in 10.6 seconds and 185mph, the Pininfarina-styled F355 was an undoubted supercar. Introduced at the May 1994 Geneva Salon, the F355 - available as a either fixed-head Berlinetta or targa-roofed GTS - was the standard bearer for a new generation of more technologically advanced 'small' Ferraris. Based around a robot-welded sheet steel monocoque equipped with all-round independent double-wishbone suspension, ventilated ABS disc brakes and power-assisted rack-and-pinion steering, it used a new computer-controlled electronic damper system that self-adjusted depending upon the feedback gleaned from various road speed, brake pressure, suspension loading and steering sensors. Further enhanced by a ground-effects undertray, the F355 was revealed to be seven seconds and four seconds a lap faster round Ferrari's Fiorano test track than the 348 and 512TR respectively. Beautifully trimmed, the model's cosseting interior came with leather upholstery, electric windows and air-conditioning as standard. Best of all, 355s are easy to handle, and they love to rev all the way to their incredible 380bhp maximum output at 8250rpm, thanks to the longitudinally mid-mounted quad-cam 3496cc V8 being built to mouth-watering specifications: 11.1:1 compression ratio, F1-style titanium con-rods, forged alloy pistons, three inlet and two exhaust valves per cylinder (40 in total) and Bosch M 2.7 engine management system. Total F355 Berlinetta production reputedly amounted to 5,071 cars. Finished in Rosso Red with Black leather upholstery, this left-hand drive example left the Maranello factory in 1995 and it's believed to have resided in Italy until the recent arrival on these shores. Currently displaying 91,673 kilometres (approximately 56,962 miles) the Ferrari is offered with owner's handbook, original tool kit and a collection of Italian servicing invoices and registration documents. Having been Nova declared and offered with an MOT certificate into August 2016 this handsome F355 is ready to be registered to its first keeper.
The Giugiaro-penned Delta range was launched in 1979. The ensuing HF Integrale versions boasted four-wheel drive and turbocharged power, modified versions of which dominated the World Rally Championship between 1987 and 1992. The Evolution I models of 1991/1992 were the final batch of 'homologation specials' and featured wider track front and rear, extended wheel arches and adjustable roof spoiler. 'J804 JNP' is a lefthand drive car from the second year of Evo I production. It was registered new in Italy in April 1992 and is beautifully presented in Winner Red Metallic and trimmed in Grey Alcantara. It first came to these shores in October 1998 and has had just three owners since; the current keeper having owned the Lancia since 2010 and retained it for dry use only. He informs us that it is 'highly original, unrestored and immaculate'. It has covered 88,000 kilometres (55,000 miles) to date and boasts a full service history comprising 17 stamps, all courtesy of well-known marque specialists - the Integrale has benefited from a full service recently, plus a new timing belt. The car's only departures from standard are the addition of: a full stainless steel exhaust system; OMP short shift gearchange and trim; Tarox front brake discs and pads; stainless steel flexi brake hoses; slightly shorter, stiffer road springs; Evo II 16 inch alloy wheels; and CD player. In May 2005, the Lancia won the Meguiar's Spa Italia d'Elegance, and the related cup and certificate will be supplied with the car, as well as two sets of keys, a full tool kit, and all the car's original books and paperwork. The vendor presently regards the bodywork as 'excellent', the paintwork as 'extremely good', the interior trim as 'almost as new', the turbo engine as having 'very good oil pressure', and the five-speed transmission as 'very good'. A rare offering.
With values of the original 1,590 2.7 RSs having surpassed £500,000 and heading towards the £million mark, it's unsurprising that interest in quality evocations continues to escalate. However, 'ABW970L' is no ordinary replica, but a totally re-engineered car of very high modern specification. It was decided the basis should be a Grand Prix White 911 equipped with G50 transmission and factory-fitted air conditioning, but no sunroof, and a perfect 1987 3.2 Carrera was duly sourced in Italy in 2006 by marque specialist Autofarm. They then subjected it to a full bare-shell restoration, using steel or fibreglass panels as per the original Carrera RS. The engine was fully blueprinted, balanced and re-engineered by Nick Fulljames to 3.5-litre specification, complete with high compression pistons, 964 cams and stainless steel exhaust. The Getrag transmission was refurbished with a new limited slip differential. The suspension was re-assembled with new Bilstein dampers front and rear, uprated torsion bars, and adjustable front anti-roll bar. The braking system now features a Brembo 4-pot caliper conversion and vented discs all round. The car sports genuine 7J and 9J 16 inch Fuchs alloy wheels shod with Michelin Pilot Sport tyres. The interior was completely refurbished with new period style Recaro seats. The deep pile carpet is to period lightweight style and steering is now effected by a Momo Prototipo leather rimmed wheel. This incredibly desirable Porsche also benefits from a large number of detail extras - eg uprated headlights; rear parking sensors; Toad Cat1 alarm; remote locking system etc. The total cost including donor car, duty and conversion of this 'nod to the past, built for the future' 911 was c.£100,000, and Autofarm have apparently said it would require nearer £150,000 to replicate it today. At 20,000 kilometers since completion it is barely run in and therefore represents astonishing value for the next keeper.
The Bentley S1 was basically a Rolls-Royce Silver Cloud behind the distinctive 'Flying B' radiator grille, and was the last of the marque to employ the company's venerable 150bhp 4.9-litre straight-six engine. It comprised a separate chassis and body, thereby facilitating the manufacture of coachbuilt versions. However, the vast majority of S1s were delivered with the 'Standard Steel' option that featured alloy doors, bonnet and boot lid. Greatly improved performance arrived with the S2 model of 1959, courtesy of a new 6.2-litre aluminium V8 engine. This raised the top speed to 114mph and substantially enhanced the acceleration. Power steering became standard. The S2 being sold is resplendent in a fresh covering of Smoke Green over Sage Green paintwork. The Green hide interior is, however, original and, at the vendor's admission, now looking 'slightly tired'. He further informs us that 'B158DW' 'runs and drives well' and that the Bentley's odometer currently stands at an unwarranted 81,376 miles.
- Imported to USA by Hoffmans in September 1955 - Gunmetal with Oxblood interior, JDHT Certificate - Bare metal respray by ex-marque specialist in 2013 In 1954 the all-conquering XK120 gave way to the XK140. It was a quick car by any standards. In SE trim, it could accelerate to 60mph in under 9 seconds and rapidly on to a top speed approaching 125mph. The model remained in production until 1957. This XK140 FHC was exported to the USA via East Coast Jaguar importer Max Hoffman in September 1955, spending most of its life there in California. We are informed the engine was overhauled for a previous owner who then dry-stored the car for approximately ten years. Imported to the UK in late 1989, it has benefited from much work since. We are indebted to the vendor for the following information: "It is a genuine matching numbers ex-southern states car that was re-furbished by the previous owner in Wales prior to our purchase. After that time, we had it bare metal re-sprayed in metallic gunmetal, which compliments the re-trimmed deep red interior very well. This was carried out by a local classic car specialist, and has been done to a very high standard. The underlying bodywork was found to be in excellent structural condition when the older paint had been stripped back. It is standard in terms of specification (it is an SE, although without overdrive, in this case), and runs and drives very well. The previous owner deleted the front bumper to enhance its sporty appearance, and we have left it that way, although we do have the front bumper, over riders and brackets (in original condition) which accompany the car. The car comes with two substantial folders of invoices and correspondence from the previous owner, as well as a Jaguar Daimler Heritage Certificate." A highly attractive XK which presents extremely well, it is also accompanied by a Swansea V5C document.
As far as historic rally cars go, Subaru Impreza WRC97001 is one of the most important ever made' (David Lilywhite - Octane magazine, May 2010) 'To many, the mid 1990s was the heyday of the Subaru World Rally Team. Following the drivers' and manufacturers' double in 1995 and a further manufacturers' title in 1996, the blue and yellow Impreza was rapidly becoming the icon of the championship and Colin McRae one of rallying's great stars. 1997 brought in a new era in the World Rally Championship, with the introduction of the appropriately named World Rally Car formula. While some continued to compete with what were predominantly modified Group A cars, the new FIA regulations provided an opportunity to bring new manufacturers into the championship, who otherwise were unable to homologate suitable road cars. At Prodrive we seized the opportunity, and while our Group A Impreza was already very competitive, we went back to the drawing board to develop a new two door Impreza World Rally Car from scratch. The engineering team, led by David Lapworth, spent 1996 developing the new car, and by the last event of the season, Rallye Catalunya, we were able to unveil our new car to the world's press. Whilst at this very same event, Colin McRae gave the Impreza Group A a fitting send off by winning the Spanish rally and clinching a second manufacturers' title for Subaru. Chassis 001 was the car we unveiled and used as our primary test and development car. It was thanks to the many hours Colin and the other drivers spent at its wheel, that when it came to the car's debut at Rally Monte Carlo in January 1997, Piero Latti was able to claim victory and help Subaru go on and win a third consecutive manufacturers' title' (David Richards - Prodrive, 2009) Taking full advantage of the new WRC rules, Lapworth and his team liberated considerably more power and torque from the Impreza's force-fed 1994cc engine but without sacrificing reliability. Occupying almost an entire inner wing the newcomer's huge airbox was complemented by a similarly enlarged intercooler that sat in front of, rather than atop, the charismatic flat-four thus minimising heat soak. The turbocharger itself was little altered but revised inlet / exhaust systems saw outputs increase to 300bhp and 347lbft of torque. The use of a two- rather than four-door bodyshell brought a notable increase in torsional rigidity, while the new regulations also allowed the McPherson strut suspension to have longer travel. Less reliant on computer control than its successors, the WRC97 fed power to all four wheels via a six-speed manual gearbox and front / centre / rear differentials. Chassis 001 paved the way for its WRC97 sister cars to claim 119 stage wins and eight out of the fourteen World Rally Championship rounds between them. The eWRC-results.com website records Chassis 001 winning the 1998 Boucles de Spa Alphonse Delettre Rally in the hands of Gregoire de Mevius / Jean-Marc Fortin before being sold to Procar of Italy. Seemingly victorious on the Rali Vinho da Madeira, Rally Cyprus and Aviano Rally in 1999 that same year apparently saw it piloted by none other than nine-time motorcycle champion Valentino Rossi to eighth place on the Rally di Monza. The Subaru's accompanying FIA World Rally Car Technical Passport reveals that it contested the 1999 Acropolis Rally and 2001 Swedish Rally but retired from both due to mechanical failure. Driven on the latter event by Tomas Hrdinka / Petr Gross under the Styllex Tuning Prosport banner, the Impreza subsequently carried the duo to a handful of victories and podium placings. Rallied extensively in Ireland from 2002 - 2007, Chassis 001 proved competitive into its final season. Initially road registered as 'P555 WRC' but better known by its long-term moniker 'P18 WRC', the car had been given a superficial cosmetic refurbishment prior to entering the current ownership. Drawn to 'first editions', the vendor not only had Prodrive validate Chassis 001 but also commissioned them to restore it to 'original' condition (becoming the Banbury outfit's first heritage customer in the process). The car was renovated using only original SRT parts, many of which would be even more difficult to source today. Overseen by Prodrive sales manager Steve Smith and documented in an accompanying hardback book, the resultant rejuvenation remains highly impressive and a real credit to David Richards and his team. Acid dipping revealed that Chassis 001 had endured a busy rally life but amazingly still retained its original Prodrive bodyshell, which was painstakingly repaired by the same team who had fabricated it in 1996! Kevin Locke rebuilt the flat-four with a new stock closed-block and internals, plus the difficult to find SRT exhaust manifolds, after which it was set-up to run on super unleaded via a revised engine management map and suitable dyno testing. Fellow Prodrive staffer Darren Pentley overhauled the complete transmission and then tested it on Prodrive's unique transmission dyno before sign-off. A suitable handover ceremony marked the project's completion on 18th December 2009. The inscription in Chassis 001's restoration book from that day simply reads: "best wishes and congratulations on acquiring a very special car - David" The vendor sums up 'P18 WRC' as follows: "It's fantastic and nigh on bulletproof. Just fill up with 99 octane and launch. It's doubtful that there will ever be another Subaru rally car from the same period restored like this one if only because the correct SRT parts are so difficult to locate. Pattern parts might be produced in time but Chassis 001 is the real thing right down to the last detail" We can only echo his sentiments and invite you to buy an important part of motorsport history. The Impreza is currently looked after by McGeehan Motorsport - www.mcgeehanmotorsport.com - and Derek McGeehan is happy to talk to prospective purchasers about the car or indeed provide future maintenance.
- Subject to an extensive ground up restoration - Aluminium wings, doors, boot and bonnet - Quaife limited slip diff, fast road cam and rear disc brakes The most eye-catching of MKI Austin-Healey 3000s, '893 YUY' was the subject of a total nut and bolt restoration between 2008 and 2013. A righthand drive home market example, it was supplied new by Voss Motors of Liverpool on April 18, 1961. Now offered in almost equivalent condition, it is finished in Ecurie Ecosse Blue complemented by a Blue leather interior, carpets and tonneau (a hood and sidescreens are included in the sale). The chassis has been completely refurbished and equipped with new inner and outer sills and adjustable front damper mountings. The major body panels were replaced with new aluminium ones and all brightwork reconditioned or renewed. The reworked cylinder head features hardened valve seats and bronze guides. The block has been re-bored; the crankshaft reground and balanced; and Denis Welch oil pump and timing chain, Piper fast road camshaft and alloy sump installed. Triple HD8 SU carburettors feed an early Works-type inlet manifold, while the boot now houses a new 80-litre alloy fuel tank and Facet pump. The engine exhausts through a Denis Welch manifold, silencer and 2-inch rear-exit pipes. The modified cooling system includes an updated radiator core, alloy expansion tank and five bladed harmonically balanced cooling fan. The overdrive gearbox has been refurbished and equipped with straight cut gears, and now drives through a Quaife limited slip differential. Type 16 brake calipers have been fitted to the front, while discs have replaced drums at the rear and Aeroquip hoses been installed all round. The reconditioned suspension includes poly bushes all round and BJ8 (stronger) front stub axles. Unsurprisingly, the vendor currently considers the bodywork, paintwork, interior trim, engine and transmission to all be in 'excellent' order. This unique 'Big' Healey comes complete with a collection of invoices, litre of body colour, standard differential, Heritage Certificate and Letter of Authenticity from the Austin-Healey Club.
Peugeot launched the B£b£ (French for baby) Type 69 at the Paris Salon of 1904, where it reputedly caused quite a sensation. Of contemporary design, it was small (110 inches long), practical, and light (770 lb), meaning that even its modest single-cylinder engine of 652cc was sufficient to propel the little two-seater at up to 25mph. Despite boasting such technical niceties as rack and pinion steering and shaft rather than chain drive, the car was attractively priced, and Peugeot managed to sell 400 examples in the first 12 months, with the newcomer accounting for no less than 80 percent of the company's total production that year. The popular Type 69 B£b£ was manufactured until 1913, when it was replaced by the Ettore Bugatti-designed Type BP1. A number of Type 69s were exported by the Audincourt-based factory, not least to the UK, where 'A 254' appears to have spent most or all of its life. What records exist show it to have been unearthed from a barn in Kent in 1937 and then entered for the London to Brighton Veteran Car Run the following year. It evidently spent the war years tucked up in a yard in London SE4, reappearing on the London to Brighton Run in 1948; an event it contested many more times up until 2001. A continuation log book shows the B£b£ to have been domiciled in Stratford-upon-Avon in 1972. 'A 254' is currently finished in Black, both inside and out. The vendor, who has owned the Peugeot since October 2011, considers it to have 'good' bodywork, paintwork, 5hp engine, and three-speed manual gearbox. This charming little veteran comes complete with 1958 Veteran Car Club of Great Britain dating Certificate that confirms the year of manufacture as 1904 and lists under the heading of Major Modifications: 'side doors and cowling on dash added. Longuemare carburettor'.
Introduced at the 1984 Paris Salon, the Testarossa caused a sensation. Developed with the aid of a wind tunnel it combined a low drag coefficient with impressive negative lift characteristics (hence the lack of extraneous aerodynamic aids). As well as greater interior space, drivers also benefited from an adjustable steering column, re-profiled seats and air conditioning. Extensively reworked, the 4942cc flat-12 was lightened by 20kgs and featured ellipso hemi-spherical combustion chambers, four-valve cylinder heads and Bosch KE-Jetronic fuel injection. Developing some 390bhp and 362lbft of torque, it was mated to a five-speed manual gearbox but kept in check by twelve-inch discs all-round (gripped by four-pot callipers) and a limited slip differential. In 1991 the final version of the iconic 1980's Testarossa came in the form of Ferrari 512 TR costing £136,000 when new. The new TR represented a significant step up in Ferrari performance. With 41 more horsepower than its predecessor, the new 428 bhp engine achieved 0-60 mph in just 4.9 seconds and would go on to a 195mph top speed. The chassis was extensively reconstructed, as was the 5 speed manual transmission and brakes. The bodywork received a minor facelift and this gave the TR a more aggressive stance. Predictably exclusive, production totalled 2,280. Finished in Argento Metallic with Red leather interior it's believed the sale car is only 1 of 6 finished in this combination. Displaying 32,078 kilometres (approximately 19,932 miles) we are told the 512 TR has formed part of a well maintained extensive Japanese collection. Having been Nova registered after recently arriving on these shores the Ferrari is offered with its original tool kit. A sought after model in a desirable colour combination. PLEASE NOTE: Should this lot remain in Europe, it will be subject to VAT (20%) on the full purchase price (both the hammer price and the commission).
Notable as Porsche's last air-cooled 911 range, the 993 series was introduced in September 1993. A quantifiable improvement in terms of handling, ride quality and refinement, the newcomer used a monocoque bodyshell that was some twenty percent stiffer than that of the outgoing 964 series. While the adoption of multi-link rear suspension in place of the previous semi-trailing arms brought notable gains in high-speed stability and road noise suppression. Although a highly competent performer in its own right, nevertheless, for those seeking even greater performance from Stuttgart's standard products many companies can be found throughout the world offering owners the chance to modify and develop their cars where the possibilities are really only limited by technology, imagination and budget. One of the best, German-based TechArt, was founded in 1987 by Thomas Behringer. Over the years it has gained a reputation as one of the world's foremost Porsche specialists and one of the very few to enjoy factory recognition. Seen as an independent manufacturer in its own right, the company's philosophy has always been to seamlessly blend artistic craftsmanship with advanced design. In keeping with this aim, TechArt created the fabulous 'CT3' which was powered by a supercharged and bored-out 3.8-litre engine producing an impressive 462bhp. According to the company's performance figures, the CT3 accelerates from 0 - 100 km/h in 3.4 seconds and is capable of a top speed in excess of 300 km/h. A truly potent machine, it is understood that only 20 examples were created, this left hand drive car being number 15. Sold new in Barcelona, Spain, and first registered on 17 March 1997, just four months later and after having covered some 2,400 km it was sent to TechArt for the full 'CT3' conversion at a cost of DM149,665. As part of the conversion work a new engine was supplied by the company. The car was subsequently acquired by the vendor in August 2003 when it had covered c.50,000 kilometres and imported to the UK shortly afterwards. At the time of cataloguing we are informed it now displays a total of 51,596 kilometres on its odometer. UK registered on 2 June 2004, this stunning example is finished in black with black leather interior and is accompanied by a detailed history file which includes invoices from TechArt. Offered with Swansea V5C document, cherished registration number and a fresh MoT.
- 1 of 273 RHD examples - Recent overhaul of suspension / hydraulics and just serviced - Repainted last year and interior re-trimmed in Tan leather The mighty Mercedes-Benz 600 had few peers, with only Rolls-Royce, Bentley and Cadillac really able to aspire to its blend of accommodation, luxury and quality of build. It came in short and long wheelbase configuration - the former was aimed at owner drivers and the latter at chauffeur-driven clientele. At a loaded weight of 6,700 lbs, even the SWB 600 was sufficiently heavy to require a new, specially designed engine. This came in the form of the 6.3-litre SOHC V8 M100 unit that, fed by a Bosch mechanical fuel injection system, delivered 250bhp at 4,000rpm - sufficient to power the leviathan to nearly 130mph flat out. The unit was mated to a four speed automatic transmission. The model's complex hydraulic system powered everything from the windows and seats to the automatically closing doors, sun-roof and boot lid. Quality ride and handling were assured by adjustable air suspension. Notable owners included Saddam Hussein, Fidel Castro and Elvis Presley. The amazing-looking Saloon now offered is reputedly one of just 273 right-hand drive examples of the 600 made. It was imported from Germany many years ago and has had a total of six keepers to date. Last year it was treated to a complete repaint in a subtle shade of Dark Green and a re-trim in Tan leather. Still more recently the big Benz has benefited from an overhaul of the suspension and related systems, attention to the power windows, and a major service courtesy of a 600 specialist in Stuttgart and is offered with a large collection of invoices for the aforementioned work. Fresh from taking part in a 1,000 mile historic rally, the Mercedes is now considered by the vendor to have `excellent' bodywork, paintwork, interior trim and V8 engine and `very good' automatic gearbox. The recorded mileage currently stands at an unwarranted 106,720. A seemingly stunning example of one of the great automotive icons.
That W O Bentley was a technical mastermind is not in dispute, yet his career left so many unanswered questions. What if Bentley Motors had survived the depression? What if the war had not interrupted his period at Lagonda and the company had remained independent? More specifically, could a W O-designed Lagonda sports car have won Le Mans in 1949? John Weatheritt built a car that went some way towards answering the latter. In 1969 he acquired a derelict 1949 Lagonda Drophead Coupe for spares, but decided to resurrect it as light two-seater that W O might just have built for the 1949 race at La Sarthe, had the opportunity arisen. Bearing in mind the post-war restrictions that would've limited Bentley's options, Weatheritt only modified his donor car where essential, and only used materials and methods that would have been available in period. Ultimately the changes to the Drophead were limited to: moving the radiator forwards and downwards, lowering the spring rates front and rear to suit the reduction in weight, and altering the steering column rake. Narrow bodies and separate wings were still in vogue in 1949, so it seemed reasonable to echo the lines of the pre-war V12 Lagonda, and he constructed a 0.5 inch diameter 16 gauge tubular steel frame as the support for the new alloy body. He sought advice from key former Lagonda employees Frank Feeley and Donald Bastow. The product of Weatheritt's labours was 9cwt lighter than the standard car so, with 123bhp on tap from the original Vantage engine, it had a favourable power-to-weight ratio. The steering proved to be 'light, sensitive and accurate, the ride comfortable, and the handling superb'. Having ultimately competed in 'JDF 47' and driven it all over Europe he felt that a Le Mans win could just have been possible. His wonderful hybrid Lagonda is now available to enrich another enthusiast's motoring life.
The 12/6 was manufactured between 1932 and 1935 and offered with a whole range of different bodies, of which the Kestrel four-door Saloon was arguably the most practical, and the sale car an example. 'VY 4240' is finished in Cream over Black complemented by a Black fabric-covered roof and Tan-coloured leather interior trim. It is powered by a 'Special Series' triple carburettor version of the six-cylinder engine that drives through an 'all helical' four-speed manual gearbox. It was apparently restored in 2008 and then dry stored until now. It has recently been recommissioned with a fresh set of Blockley tyres and inner tubes. The vendor now regards the bodywork (complete with sliding sunroof), paintwork and interior trim as 'excellent', and the 12hp engine and transmission as 'very good'. He is selling this charming and rare Riley complete with tool kit, owners' manuals and a degree of history.
Successor to the well respected but somewhat staid 'pontoon' range, the W111 Series was introduced in May 1959. Soon nicknamed 'Fintails' due to their overt American and Italianate styling cues, the new models were built with safety and passenger comfort as a priority. Charged with translating Paul Bracq's elegant sketches into production reality, Karl Wilfert (body design) worked closely with fellow department heads Josef Muller (engines) and Rudi Uhlenhaut (chassis dynamics) to ensure that the W111 met chief engineer Fritz Nallinger's stringent expectations. Built around a monocoque, it featured independent coil and wishbone front suspension and a swing axle rear (the latter being tempered by a transverse leaf spring that brought welcome extra composure under cornering). Exhaustively tested on German, Austrian and Italian roads prior to release, the 'Fintail' proved to be so well honed that the factory team came first, second and third in the 1960 Monte Carlo Rally. Unveiled in April 1961, the flagship 'Fintail' - the 300SE - was given its own type designation of W112. Powered by a Bosch fuel-injected M189 2996cc straight-six engine (derived from that of the legendary 300SL 'Gullwing'), the luxurious newcomer was equipped with air suspension, four-speed automatic transmission, power steering, four-wheel disc brakes, leather upholstery and burr walnut veneers as standard. Initially available in four-door Saloon guise only, Mercedes-Benz's range topper could be had as a two-door Coupe or Convertible from March 1962 onwards. A decidedly handsome design (roof up or down), the 300SE Cabriolet enjoyed a notably pliant ride and effortless performance. Fearsomely expensive, the rakish soft-top accounted for just 708 sales between March 1962 and December 1967 (though, a mere 92 of those were to right-hand drive specification). First UK registered on 31st December 1964, chassis 11202322005461 is rumoured to have been supplied new to a diplomat who subsequently used it in South America, Australia and North America. Somewhat down at heel when acquired by Mercedes-Benz specialist Walter Nieuwkoop during 2004, the 300SE Cabriolet's subsequent restoration was chronicled in various issues of the UK Mercedes-Benz Club's Gazette magazine. As well as a bodywork rejuvenation and respray, the four-seater received attention to its fuel system, air suspension, cylinder head, hood and brightwork etc. Mr Nieuwkoop was awarded the '40th Anniversary Trophy' at the UK Mercedes-Benz Club's 2008 Christmas Dinner for the work he had put into the car. Further improved since entering the current ownership, the past four years have seen 'CCN 142B' benefit from a rejuvenated air suspension pump and four new air suspension bags (even though only one was leaking) plus the associated pipework. Additionally treated to a stainless steel exhaust and reconditioned automatic transmission not to mention the refurbishment of its Cream leather upholstery, the Mercedes-Benz has not long been serviced and MOT tested. Increasingly collectible, good examples of the 300SE Cabriolet are rightly sought after.
Introduced in 1999 as a replacement for the F355, the 360 Modena was named in honour of Enzo Ferrari's birthplace and featured an entirely new space frame chassis which was 40% stiffer and 28% lighter than that of its predecessor. Powered by a 3.6-litre V8 coupled to either a manual or F1 electrohydraulic manual transmission, the 360's lighter weight improved the 0-60 mph dash to just 4.2 seconds with a nominal top speed of 189mph. In 2001, a spyder version was introduced followed in 2003 by the ultimate incarnation - the 360 racing series inspired Challenge Stradale - featuring a number of weight saving and tuning modifications by the factory. Finished in Nero Black with Black leather interior 'DH03GCY' was supplied new to its only former keeper and formed part of an Italian private collection before being acquired by the current vendor. 1 of just 5,468 LHD F1 examples, it currently displays 35,300 km (approximately 21,934 miles) and is offered with the original leather wallet, handbooks and service book with the last entry being from May 2015 at 32,080 km (approximately 19,900 miles) which included the all-important belts being changed. It's also understood 'DH03GCY' has had a new clutch recently fitted and the Ferrari has just received a fresh MOT and inspection from specialist GT cars in Warrington, Cheshire. Offered with a collection of Italian servicing invoices, V5C, original tool kit and tyre foam kit, two sets of keys including the important red key fob the vendor describes the condition in regards to the engine, gearbox, interior and electrics as 'excellent' with the paint work as 'Good'.
PLEASE NOTE: This vehicle has covered 40,000 miles since the restoration and not the 14,000 as stated in the printed catalogue. This extremely pretty 101 Series Giulietta Spider is the product of a three year labour of love by the vendor and, not just one but, a pair of dilapidated Alfa Romeos. The first was purchased in 1976, but the bodyshell was eventually scrapped when found to be too corroded. Useful items salvaged from this vehicle included: engine, gearbox, propshaft, rear axle, steering wheel, instruments, switches, the remains of the hood (for pattern), hood frame and various items of trim. The second vehicle was acquired in 1981 after living in a lock-up garage in Wimbledon for many years, following importation from the Channel Islands in 1967. It had apparently been used as a source of spares by the previous keeper and was now effectively a rolling shell which, at some time, had suffered the indignity of possessing a badly fitted Ford engine and gearbox. The remains were winched out of the lock-up and trailered to Nottingham. The project was then shelved to 1989 owing to other commitments. At this point the shell was completely dismantled and all corroded metal removed. A new rear skirt was purchased from Milan, while all other replacement panels were fabricated by the vendor and arc welded into place. The finished body was leaded as required, etch primed and ultimately finished in many coats of hand flatted Rosso cellulose, courtesy of a home-built compressor. The mechanical items saved from the first car were all renewed or refurbished and everything brought together for the first time. The only work not undertaken by the vendor concerned the hood, hood cover, upholstery, carpets and chroming. Some 40,000 miles have been covered since the completion of this historic restoration, the tangible reward for which is a range concours cups and certificates. The pretty little lefthand drive Alfa is now offered complete with the above plus V5, old MOTs etc.
- The first of just 188 made Nicknamed 'Sherman' after the American Civil War General William Tecumesh Sherman, the M4 Medium Tank played a vital role during World War Two. The second most populous Allied tank behind the Russian T-34, it was designed with reliability, ease of production / repair and mobility in mind. Palpably superior to the German Panzer III and IV tanks upon its debut with the British Army at El Alamein in autumn 1942, the Sherman was outclassed by later Third Reich designs in terms of armour, range and speed but continued to triumph often due to sheer weight of numbers. Responsible for equipping the nascent Canadian Armoured Divisions since the fall of France, the Montreal Locomotive Works switched from making the M3-based 'Ram I/II' to the M4-based 'Grizzly I' during autumn 1943. Understandably similar to its American counterpart, the latter boasted the same vertical volute suspension, traversing turret, 5-man crew, 75mm armament and Continental 9-cylinder 350hp radial engine. Initially fitted with US tracks, a lot of Grizzlies were converted to Canadian Dry Pin (CDP) tracks which were lighter, simpler and more tarmac friendly yet did not require rubber (a scarce resource following the Japanese advance into Southeast Asia). Within months it became obvious that demand for Sherman tanks was being met by existing US facilities. As a result the Montreal Locomotive Works completed just 188 Grizzlies before re-tooling for the Sexton MKII self-propelled gun. Reportedly used for training on both sides of the Atlantic rather than frontline combat, it is nonetheless thought that a few were deployed to Italy. Better preserved than their US contemporaries, some fifty-odd Grizzlies were sold to Portugal during the 1950s as part of the NATO military assistance programme. Demobbed three decades later several were brought back to the UK and have formed part of private and museum collections ever since. Notable as the very first of the 188 made, CT160194 has been in the current ownership since 1984. Understood to have been used for training purposes during World War Two, the Grizzly I later saw service with the Portuguese Army. Despite reputedly participating in the Angolan War of Independence, the Sherman's remarkable state of preservation suggests that it has never come under heavy fire. Loaned to various museums over the past thirty-one years including its present circa two decade stint at IWM Duxford, the tank is said to require minor recommissioning prior to use. Noting that work is needed to various electric and hydraulic cables, the vendor variously rates the Grizzly as 'excellent' (engine, manual transmission, body), 'excellent / good' (paintwork) or 'good / fair' (interior). More complete and original than many of the Shermans that have come to market in recent years, CT160194 - a.k.a. Grizzly No.1 - has its own place in history.
PLEASE NOTE: If you wish to view under the bonnet of this vehicle, please ask a member of staff as it is not a conventional hinge. H&H are indebted to the vendor for the following description: 'Born out of a design exercise that coachbuilder Ghia devised for the innovative Fiat Balilla 508 chassis, the 'S' or Sport version entered production in 1933. Benefiting from a tuned 995cc side valve engine, rear-mounted fuel tank and friction shock absorbers, its credentials as a driver's car were cemented the following year with the adoption of an overhead valve cylinder head and close-ratio four-speed manual gearbox. A popular choice on events such as the Mille Miglia, the 508S was typically supplied in kit-form outside of Italy with concessionaires in the likes of France (Simca), Poland and Czechoslovakia responsible for assembly. The British version, of which fifty were produced, differed from its Continental equivalents by dint of having right-hand drive, knock-on wheels and more elaborate instrumentation. In road tests, the 508S customarily achieved 60mph in third gear and 75-77mph in top, a very good performance for a sub-1000cc car in 1935, while in competition the two-seater often vanquished similar capacity MG and Singer opposition! 'BZ 4078' was one of four Balilla 508S cars dispatched in rolling chassis guise from Turin to the marque's English assembly plant in Wembley. Once bodied, the quartet are thought to have been bought by a Belfast car dealer. In 1965, whilst employed at Loughborough University, I was told of a Fiat Balilla 508S long wing spyder at Stow Maries in Essex. On 1st January 1966 I journeyed through a snow storm and bought 'BZ 4078' from its then owner, Bert Smith. Finished in Black with Maroon upholstery, its body tub was tired and scruffy. When I commenced restoration by rubbing down the bodywork I found that the original paint colour had been British Racing Green. I was able to use the original boot lid, bonnet, doors and wheels. The car had been fitted with a replacement Ford 10 engine but unusually this had been allied to the original four-speed close-ratio gearbox. Many of the instruments were missing. It was necessary to fit a new body tub, wings and floor. As original Fiat 508S engine 995cc parts were difficult to obtain, I fitted a Fiat 508C engine of similar design but much more robust. This engine was used from 1937 to 1951 and is a 1089cc OHV unit. The car has done 21 post-restoration miles and has been carefully stored since its rejuvenation was completed. As the engine is virtually new, it will want running-in, the brake shoes have high spots and no doubt adjustments will need to be made. The accompanying buff continuation logbook lists the Fiat's date of original registration as 28th May 1936. Subsequently, DVLA Northern Ireland confirmed its first owner to be John McGrattan of Bangor County Down who together with W. McMillan, Tommy Black and W. Sullivan achieved some notable competition results aboard 'BZ 4078': International County Down Trophy Race, Bangor - 20/6/1936. Driven by John McGrattan to tenth place. Ulster Automobile Club Hill Climb, Craigantlet County Down - 29/8/1936. Driven by John McGrattan in the Nelson Trophy. International Leinster Trophy Car Race, Tallaght County Dublin - 17/7/1937. Driven by W. McMillan with Tommy Black as his designated reserve. Phoenix Park International Grand Prix Meeting - 11/9/1937. Driven by W. McMillan and W Sullivan in a 7-lap handicap. Craigantlet - 27/8/1937. Driven by McMillan, Sullivan and Montgomery. Took three firsts and a third. Knock Club's Car Trial - 2/10/1937. Driven by McMillan to second. International Leinster Trophy Car Race, Tallaght County Dublin - 16/7/1938. Entered by Mrs R.E. Parish (Bangor) and driven by Tommy Black with McMillan as designated reserve. The car was advertised for sale in the 14th November 1958 edition of Autosport by Graham Readett who is the last keeper recorded in the aforementioned continuation buff logbook: FIAT Balilla 2-seater sports, Ford 10 engined with Ford 8 head, twin Sus, good hood and sidescreens, goes well, gearbox and body a bit rough. £100 o.n.o. - Readett, Luton'.
According to Davide Bassoli's authoritative book 'Every Cloud has a Silver Lining', chassis B470AN was the third of just twenty-six S1s that James Young clothed to design number B10. Supplied new via Jack Barclay Ltd (the then owner of James Young) and road registered as `199 FPF' by Surrey County Council on July 1st 1956, the aluminium-bodied four-seater later belonged to Charles Fradley Esq. of Warmingham. Purchased from the latter by Roger Wilson Esq. of nearby Wistaston in August 1989 for the princely sum of £14,000, the Bentley was subsequently treated to an extensive restoration. Having spent approximately £30,000 on the project including sourcing numerous parts from the likes of Healey Bros, Introcar, Ron Stratton & Co, Jack Barclay Ltd, Rollaben (SES) Ltd not to mention having work done by David Felton, S.C. Gordon Ltd, S. Brunt (Silverdale Staffs) Ltd and Derby Plating etc, Mr Wilson lost patience and sold the S1 to its previous keeper during August 2005. In need of an interior refurbishment but otherwise pretty much complete, chassis B470AN was entrusted to Cartlidge Coach Trimming and Upholstery (£5,799) and Chapman & Cliff Veneering and Polishing (£850). As well as fitting the Saloon with power steering, electronic ignition and five new radial tyres, marque specialist Gary Bretherton also treated its original 4.9 litre straight-six engine to an overhaul (new inlet valves / guides, replacement piston rings and reground exhaust valves etc). Described by the vendor as 'good overall' with regard to its engine, automatic transmission, electrical equipment, interior trim, bodywork and paintwork, this rare James Young coachbuilt S1 is offered for sale with tool kit, copy chassis cards, numerous parts bills, sundry restoration invoices and assorted MOTs dating back to September 1983 (which document an increase in mileage from 40,433 to c.44,000).
Thomas B Jeffery of Chicago was best known for his Rambler-branded bicycles up until 1897, when he constructed his first prototype motorcar. Following positive reviews at the Chicago and New York motor shows, he entered the motor industry in earnest in 1900, setting up shop in the former Sterling cycle factory of Kenosha, Wisconsin. His new car was an instant success, and by the close of 1902 no less than 1,500 examples had been produced. This immediately made Rambler America's second largest car producer, as the figure was only bettered by Ransom Eli Olds's curved Dash Oldsmobile. Rambler was also among the first to experiment with steering wheels in place of tillers (though was initially unsure drivers would accept so dramatic a change), and was reputedly the first manufacturer to equip its vehicles with a spare wheel and tyre assembly. In 1914 Jeffery's son replaced the Rambler name with that of Jeffery in honour of his now deceased father, and two years later the company was sold to Charles Nash during the creation of Nash Motors. This charming righthand drive four-seater veteran is a single-cylinder, light touring model equipped with electric starter, three-speed gearbox, elliptic springing all-round, detachable tonneau, and brass side lamps and horn. It sports Red coachwork and quilted Black trim and would have cost its first owner the princely sum of $850 back in 1904. Apparently restored in the 1980s, the Rambler at one stage belonged to a senior national official of the Horseless Carriage Club of America, who reportedly completed a 150-mile tour in the car just before it was sold and imported to the UK in 2007. The vendor presently views the bodywork, paintwork, interior trim, engine and transmission as all being in 'good' condition and is selling 'BS 8472' complete with a VVC dating certificate that was granted in 2012.
"When people ask me what the greatest thing I have ever driven is, the word F40 just falls out of my mouth. It's never Bugatti or Koenigsegg or Zonda. It's not even McLaren. It's just F40" (Andrew Frankel, Autocar, July 2009). An automotive milestone, the F40 was not only the first production car capable of exceeding 200mph but also the last model to be personally overseen by Enzo Ferrari. Re-establishing the Maranello firm as the world's pre-eminent supercar manufacturer, the newcomer derived its name from a conversation between general manager Giovanni Razelli and one of Enzo's friends, Gino Rancati, during which the latter is reported to have said: "Since Ferrari's biggest market is the United States, and since it is now 40 years since the first Ferrari car has appeared, it should have an English-language name, for example Ferrari Forty". Capturing the public imagination in a way that few could have anticipated, the berlinetta remains one of Pininfarina's most iconic designs. Whilst the preceding 288 GTO could be mistaken by the uninitiated for a 308/328, the deceptively aerodynamic F40 (0.34cd) had its own, very distinct visual identity. Based around a multi-tubular steel chassis clad with just eleven composite body panels (predominantly formed from Kevlar, carbon fibre and Nomex), Ferrari's mid-engined performance flagship boasted independent coil-over double wishbone suspension and cross-drilled / vented discs. Weighing in at just 1,100kg, the two-seater did without assistance for its steering or brakes. Powered by a twin-turbocharged 2.9-litre 'quad-cam' V8, developing some 478bhp and 425lbft, allied to five-speed manual transmission, the F40 was reputedly capable of 0-60mph in 3.8 seconds, 0-100mph in 7.6 seconds and 201.4mph. Like the Mercedes-Benz 300SL 'Gullwing' several generations before, demand for the F40 took Ferrari by surprise with production finally totalling 1,311. One of just 58 catalyst-equipped, UK-supplied examples, chassis 091573 was specified with adjustable suspension and purchased new via Maranello Concessionaries Ltd by F.J. Connolly Esq. of the world renowned leather dynasty. Reputedly the only F40 to undergo a Ferrari-sanctioned re-trim in hide due to Mr Connolly's relationship with the factory as a supplier for its other models, the supercar was used for business as well as pleasure including one memorable trip to Mercedes-Benz's Sindelfingen design facility which saw it traverse Germany's Black Mountains in the snow! Acquired by the last of its three registered keepers in 2002, 'J702 FGN' benefits from an extensive service history: 4th December 1991 - Maranello Concessionaires Ltd 16th September 1992 - Maranello Concessionaires Ltd @ 3,384 miles 20th June 1995 - Maranello Sales Ltd @ 10,339 miles (cambelts renewed) 3rd April 1996 - Maranello Sales Ltd @ 10,923 miles 13th January 1997 - Maranello Sales Ltd @ 12,210 miles (cambelts renewed) 3rd October 2001 - Talacrest @ 15,423 miles (cambelts / fuel cells renewed) 22nd August 2002 - Maranello Sales Ltd @ 16,340 miles 6th August 2003 - Maranello Sales Ltd @ 17,075 miles 29th March 2004 - Maranello Sales Ltd @ 17,148 miles (cambelts renewed) 30th March 2005 - Maranello Sales Ltd @ 17,496 miles 20th April 2006 - Maranello Sales Ltd 28th March 2007 - Maranello Sales Ltd @ 18,043 miles 13th March 2008 - Maranello Sales Ltd @ 18,469 miles 27th February 2009 - Maranello Sales Ltd @ 18,478 miles 31st May 2012 - Maranello Sales Ltd @ 18,499 miles (cambelts / fuel cells renewed) 27th May 2014 - Maranello Sales Ltd @ 18,766 miles 25th March 2015 - H.R. Owen Ferrari @ 18,799 miles Recent work has also seen chassis 091573 treated to a refurbishment of its hydraulic lifting suspension accumulators plus four new dampers and fresh cam cover gaskets. Granted Ferrari Classiche certification in 2007, 'J702 FGN' is described by the vendor as being in 'first class overall' condition with regard to its engine, gearbox, electrical equipment, bodywork, paintwork and unique interior trim. Any F40 is a highly desirable machine but this bespoke Connolly car has the edge on many in terms of provenance.
When unveiled in September 1955, what we now know as the MKI was dubbed the Jaguar 2.4 Litre - the MKI moniker being a subsequent invention to distinguish the early car from the MKII version that replaced it in 1959. The newcomer was Jaguar's first unitary construction model and was sized to compete with the Humbers, Standards and Rovers that were dominating the post-war sector for middle-weight executive Saloons. As the original name suggested, the MKI was only initially available with a 2.4-litre version of the company's ubiquitous XK engine; the 3.4-litre option not appearing in the US for another 17 months, and later still in the home market. Both variants proved popular over the model's five year reign, with the MKI eventually accounting for just over half the combined sales of 37,397. Its performance was pretty impressive too, and Motor magazine's 1956 test returned a top speed of 101.5mph and 14.4 seconds for the 0-60mph sprint. A distinguishing feature of the model was its narrow rear track (it's 4.5 inches less than the front one) which though, probably incorrectly, was felt to create understeer at low speeds, endowed the Jaguar with impressive straight line stability. The righthand drive sale car vacated Jaguar's Browns Lane plant in 1959 and is thought to have spent its early life in South Africa, finally returning to these shores in 1990. The engine and carburettors have been overhauled in the last 12 months and the vendor now classes the bodywork as 'excellent'; the six-cylinder engine, Ivory-coloured paintwork and Burgundy leather interior trim as 'very good'; and the four-speed manual transmission as 'good'; and says 'TAS 905' runs and drives very well'. The car's odometer currently registers an unwarranted 32,200 miles and the Jaguar is being sold complete with a history file containing various items of paperwork and old MOTs etc.
Introduced in September 1932, the Alvis Firefly was built to the same high standards as its more expensive brethren. Notably low-slung, it was based on a 'double-dropped' ladder frame chassis equipped with all-round semi-elliptic leaf-sprung suspension, friction dampers and four-wheel 14in drum brakes. Utilising a 9ft 10.5in wheelbase and 4ft 4in track, the model was praised by the contemporary motoring press for its ride / handling capabilities. Powered by a 1496cc OHV engine - essentially a four-cylinder version of that found in the legendary Speed 20 - allied to either four-speed manual or ENV pre-selector transmission, the Firefly was reputedly capable of 75mph. Available with a choice of saloon, tourer or drophead coupe coachwork, it remained in production until 1935 by which time some 871 are thought to have been sold. Despatched to Messrs John Thompson of Wolverhampton as a Carbodies Saloon on 21st December 1932, `KV 3382' is understood to have acquired a replacement Cross & Ellis Tourer prior to the 1980s when its then owner and his brother embarked upon a `chassis up' restoration. Entering the current family ownership during 2003, the Alvis has since been treated to a replacement `J type' steering arm (2007) and fresh clutch (2013). Featured in `Alvis Firefly Twelve' by Simon Fisher (p.28), `KV 3382' features four-speed manual transmission and is finished in Green over Black with Red leather upholstery. An appealing Post Vintage Thoroughbred, this handsome four-seater is offered for sale with V5C Registration Document and history file (including sundry restoration photos).
- John Steed's famous mount in 'The New Avengers' TV series - The eighth XJ-C 12 made and originally a Jaguar experimental car (as confirmed by its Heritage Certificate) - Broadspeed body kit and extra wide wheels fitted for the TV series plus respray in Metallic Green and re-trim in Beige leather etc - Dry stored for many years and now in need of restoration And now for something completely different! Jaguar initially employed this fascinating pre-production XJ12C as an experimental vehicle. The Coupe was then sent to Broadspeed where it was equipped with the same distinctive body kit that the tuning firm's BL-supported racers wore and extra wide wheels. Thus visually enhanced the four-seater served as Steed's mount in the 'New Avengers' TV series; models of which were issued in period by Dinky and SMTS. Unlike its later production siblings, the Jaguar features unique arrow shaped trim pieces to the base of its C-pillars. Though, it's believed the Broadspeed style rear spoiler was added after the TV show had ended. After being de-commissioned from its TV role the Jaguar passed through a number of keepers before being offered for sale at the NEC classic car show in the early nineties. The Coupe was then dry stored for many years, during which the windscreens, headlining and rear lights were vandalised - but, fear not, replacement windscreens and rear lights have been supplied with the car, courtesy of Potteries Jaguar Spares. 'NWK 60P' is finished in Green and trimmed in Tan hide and the vendor honestly describes the bodywork, paintwork, interior and engine as all being in 'poor order'. The Jaguar is therefore offered in effectively 'barn find' condition complete with V5C, DVLA printout of previous keepers, various spare trim items and Jaguar Heritage Certificate that confirms (a) its status as a pre-production vehicle and (b) its usage in the New Avengers TV series. The odometer currently registers an unwarranted 4,920 miles; a figure that is lent some credibility by the fact that Patrick Macnee hated driving the Big Cat due to its heavy steering. 'NWP 60P' had been thought lost for many years but now represents a unique opportunity for Jaguar and New Avengers fans everywhere! Once restored it will doubtless be invited to a host of events and afford its new owner nigh on celebrity status!
Syd Lawrence was a talented engineer whose apprenticeship with General Motors was disrupted by World War One. He subsequently worked for Bentley Motors under Nobby Clark and Anzani before setting-up on his own at premises in Southgate, North London. Well known in Bentley circles, Lawrence's workshop soon became a Mecca for those owners who had been previously struggling to keep their cars running on a diminishing stock of original parts. 'VMF 944' a.k.a. the 'Syd Lawrence Special' is believed to have been constructed between 1948 and 1950, using genuine pre-WW2 items from Syd's then held stock of W.O. Bentley spares. It is based on what certainly seems to be an original 3 litre chassis. The number stamped into the front engine cross member - 102/50ML - is Syd's own but the number stamped within the nearside front dumb iron resembles '708' and looks to be a Cricklewood factory marking (though, the final digit has been abraded). Chassis 708 was a Speed Model based on the 9ft 9.5in wheelbase (which the Special mirrors). Delivered new to J. Binning Esq. in July 1924, Clare Hay's authoritative tome 'Bentley - The Vintage Years' says of it: 'Last heard of 1946 . . . Rebuilt on new frame May 1930 after accident'. Whatever their precise origins, Syd used the same number - namely '102/50ML' (1950 Modified Lawrence) - to identify his creation's chassis and engine when registering it with Middlesex County Council on May 1st 1950. Interestingly, Ray Roberts' book 'Bentley Specials and Special Bentleys' suggests that the lightweight two-seater's 4.5 Litre engine was originally numbered as 'KM 3088', while its 4.5 Litre steering box is stamped with 'KM 3089' (the number of the chassis which originally housed engine 'KM 3088'). Initially Green but later Battleship Grey, 'VMF 944' proved a fearsome competitor during the 1950s. Constantly developed by Lawrence who devised his own crankshaft and valvegear designs for it, the 3/4.5 Litre could reputedly rev to 5,000rpm and reach over 130mph. Assorted black and white photos on file show it racing at Goodwood, Silverstone, Boreham and Snetterton, achieving various podium placings along the way. Sold by its creator for £5,000 in 1968 to fellow Londoner John Bertram Vickery, 'VMF 944' benefited from some £46,000 worth of overhauling / improvement works at the hands of marque specialists McKenzie Guppy during 1988-1990 before being sold to Brian Cook Esq some eight years later. Returning to the tracks with Cook, the Special placed third at Montlhery in 2000 and won the 'Con Martens Trophy' for the fastest lap recorded by a non-hybrid Vintage Bentley at the Bentley Drivers' Club's August 2003 Silverstone meeting. Campaigned by Neil Davies on behalf of next keeper Joanna Vassey including a strong finish in the Fox & Nicholl Trophy race at the VSCC's April 2005 Silverstone meeting, the 3/4.5 Litre was further improved by her successor David Dunn who enjoyed outings aboard it at Silverstone, Mondello Park and Phoenix Park. A participant in the Irish Festival of Speed since entering the current ownership five years ago, 'VMF 944' has recently been inspected by Bentley aficionado and Benjafield's Club member Philip Strickland whose findings are outlined below: ENGINE - It is fitted with a new 4.5 litre block. The exact date this was installed is not clear. With triple SU Carburettors, dinner-plate flywheel with ring gear, Borg and Beck clutch, coil ignition (which has replaced a twin magneto set up), ultra-lightweight starter motor (driven by a Varley racing battery), electric fuel pump in place of a pressure or Autovac system, lightweight aluminium radiator and alternator in place of the heavy Smiths dynamo, this engine was constructed for sheer performance, with high revs and good breathing paramount. It started well from cold, was not over noisy and showed a steady 22/24psi oil pressure. It ran cool on the short run we undertook in Dublin traffic. The engine pulled well in all gears with no hesitation or undue noise. CHASSIS - The chassis, front and rear axles all appear to be genuine Bentley components. Andre Hartford friction dampers front and rear (possibly original pattern). FRONT AXLE - The front axle appears to be original but I could not ascertain the number under the paintwork. Fitted with anti-tramp radius arms. REAR AXLE - Rear axle banjo number could not be ascertained but it retained the 3 litre "bowler hat" filler cover still in place, a surprising retention on a race car. It was said to be fitted with a 3.53 axle ratio, but this could not be ascertained, although it felt to be so on test. Mounted on outboard springs set on fabricated outriggers. WHEELS - Well based 19in wheels shod with various race covers. Wheels held in place by lightened locking rings that require a special tool to remove (car originally had standard two-ear Rudge Whitworth locking rings, but the replacements save weight) GEARBOX - "D" type gearbox fitted, changes well. Unable to confirm numbers on box but probably fitted by Syd from his stock of spares. Outboard gear lever. FUEL TANK - 3 litre pattern replica 11 gallon tank fitted between dumb irons in correct place. It is probably made of aluminium sheet, with quick-release cap. BODYWORK - The body is, to say the least, of minimal proportions. Behind the seats is a flat box-like structure in which sits the Varley battery with room for a small bag. No hood or side screens but a tonneau cover. Dashboard sports an array of modern instruments and switches which do not appear out of place but are not period. Radiator is fully enclosed in a cowl, recently replaced by a replica in lightweight ally. Bonnet is in three panels, all separately removable. Outside four branch exhaust currently fitted with a proprietary parallel tube silencer. Car repainted after it left the hands of owner Brian Cook, and changed from Battleship Grey to British Racing Green. Externally it retains its original profile as built by Syd Lawrence. DRIVING - I had a very brief run in traffic conditions, but was able to engage top gear, brake and accelerate rapidly. Steering, gearbox, clutch felt good in all areas but brakes need to be adjusted as the front drums were binding. Car was slightly skittish on the tyres with quite high pressures, but handled the bumps surprisingly well. No crashing of suspension. Oil pressure was around 12psi at tick over and increased to 22psi during run. Engine started well and was extremely lively, with little mechanical noise, apart from the loud rasp of the exhaust. It gave excellent acceleration and very strong pull from low revs. The ride was comfortable although exposed. Water temperature remained very cool. Gearbox was pleasant to use, modern clutch coped admirably. OVERALL - This is a racing sports car. Its appeal is limited by its lack of practicality. It was designed for a purpose and was historically successful. Its appeal probably lies in its associations with Syd Lawrence and his great exploits which are well documented in a file that is to be sold with the car. Subsequently in various hands, it continued to gain success on the track. It has been well maintained and much has been spent on it over the years. Among the more famous 3/4.5 Litre Specials, albeit one made from period parts by a renowned expert rather than a "matching numbers" example, 'VMF 944' possesses its own unique character and a well-known provenance.
- Ultra-rare and possibly unique light commercial coachwork by E. Gallard of Yonne - Extensively refurbished during the current ownership with attention paid to the engine, gearbox, chassis, electrics and body etc - Recently completed a 400-mile rally and deemed ready for immediate touring or deliveries! The vendor admits that this wonderful, probably unique, vintage van is an as yet unsolved mystery for, while Delage manufactured some wonderful motorcars, they never, as far as he is aware, produced any commercial vehicles. However, the C in DIC apparently classifies it as continental and therein may lie a clue, as the French colonies were many in number back in 1927. What is more certain is that the shapely coachwork was created by E.Gallard of Yonne and that a Mr Jon Champ was responsible for importing 'SV 5846' to the UK from Lyon in 1993. It was subsequently sold to a Mr Colin Mallet from whom the vendor acquired it in 1996. Although apparently very original it was by then 'very tired, having obviously been used for many years without major attention'. However, as it was such an attractive vehicle he decided to retain it in van guise and restore it. The suspension and braking stems were refurbished as required. The engine was stripped, the crankshaft crack tested and reground, the block rebored and the entire unit reassembled with many new parts. The gearbox was treated to new bearings throughout and the clutch relined. The Delage was totally rewired, the Dynastart refurbished and suitable Marchal headlights and klaxon acquired and installed. The bodywork was completely restored with a new ash floor and frame and aluminium side panels in place of the steel originals. All the original fittings and features were retained. This labour of love took many years to complete, since when the lovely Delage has travelled little more than 4,000 miles; 400 of which were achieved during a recent rally. This splendid period commercial vehicle currently boasts a new battery, good tyres and an MOT valid to June 10 2016, so is ready for immediate touring duties or, of course, deliveries! One thing's for sure - it will draw admiring glances wherever it goes.
Morgan's 4/4 (originally 4-4) has been in almost continuous production since 1936. The designation stood for '4-wheels and 4-cylinders' and the model was certainly a major departure from the 3-wheeled 2-cylinder ones with which the brand was established. The Drophead Coupe variant was manufactured from 1938 to 1950, of which only 58 were produced pre-war. Its superior folding roof, fixed window frames and other creature comforts set it apart from the standard offering, while its 1122cc Coventry Climax engine drove through a Meadows four-speed manual gearbox. The vendor describes 'BCJ 146' as 'having been very well maintained and now presented in first-class condition with excellent chrome-work, tyres and Blue over Black paintwork'. It apparently benefited from a significant restoration in the 1980s, featured in Morgan's 100th anniversary celebrations and has appeared on both VSCC and MSCC stands at the NEC Classic Car Show. It is also sanctioned to compete in VSCC events.
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