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Registration No: EU Registered Chassis No: WF0CXXGAECYA24963 MOT: None • 1 of just 500 examples produced for the UK-market • In common with other Ford low-volume models like the RS200, the upgrades were the responsibility of Tickford in Daventry • Number #0197 of the 500 produced • Offered in ‘barn-find’ condition having been off the road since 2018, although running and driving The Ford Racing Puma was the name eventually given to Ford's concept Puma, the Puma RS, which was first unveiled to the public at the 1999 Geneva Motor Show. At the time, Ford was keen to stress that this was no mere styling job and the idea was to transfer the know-how and technology learned directly from Ford Puma race and rally programmes to a homologation-esque road car. The Ford Racing Puma featured a modified version of the 1.7 Zetec-SE engine pushing out 153bhp with high lift camshafts, revised inlet manifold, exhaust, and ECU. The bodywork was changed to give it wider front and rear wings, with the track increased and the rims upgraded to 17"x7.5J which housed large Alcon 4 pot callipers and discs, with disc brakes to the rear as well as Eibach shocks. The interior was also transformed with Sparco bucket seats finished in Blue Alcantara trim, which was also used to trim the steering wheel, rear seats, and door cards. The strictly limited production run was initially pencilled to run for 1,000 units, with 500 destined for the German market, and 500 for the UK. All conversions were carried out by Tickford, Daventry (in common with other Ford low-volume models like the RS200), with only the 500 destined for the UK market being produced and sold in the end. Racing Puma number #0197 was supplied new by Ford main agents Lyons of Limerick Ltd to Ireland, being first registered on the 6th of April 2001. Purchased by the previous keeper in 2008, the Racing Puma was well used during his ownership reaching some 120,000 miles by 2017. Around this time, the Puma’s speedometer is understood to have failed and was replaced by one reading 88,000 miles. Acquired by the vendor's late father in 2018, it was imported into the United Kingdom. Provided with a gearbox overhaul, full brake refresh, and new exhaust system upon arrival, the vendor’s father shortly after sadly passed away. Thereafter, #0197 has been stored alongside another Racing Puma in a barn, until being unearthed in preparation for the auction. Offered with a history file that includes the original book pack containing the owner’s guide, associated guides, and the stamped service book displaying eleven entries with majority of them from Ford main agents. Also included is the Irish Registration Certificate and some previous Irish road test history. Intended purchasers should note that import duty may be payable on the car should it stay in the United Kingdom as the Puma was never NOVA registered on arrival here in 2018. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: C2 CAJ Chassis No: WDB1232802F056422 MOT: June 2025 • 90,500 credible miles recorded • Powered by a 1997cc four-cylinder petrol engine mated to a manual gearbox • Offered with a collection of invoices and current V5c document • A late example of the W123 series of cars produced Introduced in 1975, Mercedes-Benz's W123 series cars perpetuated the marque's enviable reputation for engineering integrity. Well built with a sense of solidity missing from today's model range, the W123 cars featured all round independent coil sprung suspension, disc brakes and power steering. Devoid of exterior plastic trim and regarded by some as the last of the 'chrome era' Mercedes, W123s have begun to attract a cult following. Powered by a 1997cc four-cylinder engine producing some 108bhp and 125lbft of torque and equipped with either manual or four-speed automatic transmission, the 200 models were reputedly capable of 104mph and 0-60mph in 14.4 seconds. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: W518 RKS Chassis No: WP0ZZZ99ZYS691230 MOT: T.B.A • 46,800 miles and current ownership since 2018 • Offered with the original owners wallet, handbook and stamped service book • Understood to be the only RHD example finished in Island Blue • Offered with a collection of invoices and old MOT certificates • C16 UK example with 6-speed manual gearbox • Fitted with rear half cage, carbon bucket seats and Schroth harnesses Following the release of the 996-generation 911, Porsche’s first 996 variant intended either for spirited road use or the racetrack was the GT3. The Hans Metzger–designed 3.6-litre engine derived from the Le Mans–winning GT1 was rated at 360 horsepower and 7,200 rpm, providing 60 additional horsepower over the base 3.4-litre engine. The car was also fitted with adjustable suspension and a unique body kit, including a dual-plane rear wing. The interior featured sports seats and the deletion of some trim deemed nonessential in an attempt to keep weight down. The 996 GT3 is an incredible drivers’ car and won the coveted Evo Car of the Year award in 1999, beating Ferrari’s 360 Modena into second place. Indeed, years later, Evo magazine would place the 996 GT3 Mk 1 above the Mk 2 for driving pleasure, placing it third in the all-time drivers’ car ranking behind the Pagani Zonda and Lotus 340R. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: XRX 233 Chassis No: B7040716HU0 MOT: Exempt • Part of the collection since 1985 • Rare surviving Estate version complete with 1494cc engine and hypoid bevel rear axle • 44,072 recorded miles (unwarranted) • Believed to retain its original upholstery • In need of recommissioning / renovation Introduced in September 1960, the Series IIIB version of Singer’s popular Gazelle featured the same enlarged front windscreen and vestigial tail fins as its immediate predecessor but benefited from the adoption of a new, hypoid bevel back axle. Available in Saloon, Convertible or Estate guises, the Series IIIB was in production for less than a year such was the pace of development at Rootes and its rivals. A handsome four-door design, the Estate sported a split tailgate and metal backed rear seat that could fold down to extend the load bay. Far rarer than the ‘three box’ Saloon, surviving Estates demand a considerable premium. First registered in Berkshire on 29th April 1961 (or so its ‘XRX 233’ number plate would imply), chassis B7040716HUO belonged to Mrs Karen Crotty of Hemel Hempstead some twenty-three years later. Joining the late Mr Lucas’s collection in February 1985, a plaque affixed atop the Singer’s dashboard indicates it accompanied him to the Sussex Yesteryear Transport Group’s Vintage Vehicle Display that September. Seemingly taken off the road shortly thereafter, the Gazelle retains its original upholstery and displays an unwarranted 44,072 miles to the odometer. A characterful and rare early 1960s Estate car, it is surely worthy of a return to road use? For more information, please contact: Damian Jones damian.jones@handh.co.uk 07855 493737

Registration No: JKW 4 Chassis No: TD/27364 MOT: Exempt • Current family ownership since 1975 • Desirable 'home market' example to 'TD2' specification • Showing just 4,6 miles on the odometer which is believed genuine • Pleasingly presented in its believed original colour scheme and with its original registration number ‘JKW 4’ Although, instantly recognisable as a T-series model thanks to its perpendicular radiator shell, flowing wings and rear-mounted spare wheel, the TD broke important new ground for the Abingdon marque. The first MG sportscar to feature either independent double-wishbone front suspension or rack and pinion steering, the newcomer also boasted a hypoid-bevel back axle, hidden scuttle reinforcement hoop (save for the first few cars) and twin leading-shoe front brakes. Powered by the proven 1250cc XPAG engine allied to four-speed manual transmission, it was reputedly capable of 82mph and 26mpg. Riding on fifteen-inch steel wheels as standard, the TD also sported a mirror-image dashboard (thus facilitating either LHD or RHD production) and chrome-plated bumpers. A great success story, the vast majority of the 29,665 cars produced were sold overseas. A desirable 'home market' example to 'TD2' specification, chassis ‘TD/27364’ was completed on the 4th of May 1953. Road registered as ‘JKW 4’ eight days later, the two-seater is believed to have been supplied new to a Mr Peter Friedlander of Chesterfield, Derbyshire, who owned the car through to 1975. Then purchased by the vendor’s late father in 1975, the MG was used only for ‘Sunday best’ and shows, sharing its garage space over the years with a couple of J2 Midgets, and a TA Tickford. Covering minimal mileage throughout the current family ownership, since the passing of the vendor’s father, her husband has maintained and very lightly used the TD ever since, until he sadly passed away in 2023. Displaying an incredibly low believed genuine but unwarranted 4,642 miles on its odometer, only approximately 1,500 miles have been covered in the hands of the vendor's family. ‘JKW 4’ started readily and ran well during our recent photography session, but will require recommissioning following the gentle use, and specifically attention to the brakes. Finished in Ivory and trimmed in Red with contrasting Black weather equipment (hood, tonneau, and sidescreens – all of which are showing their age), the two-seater had the carburettors professionally refurbished two years ago and a new master cylinder renewed in the last few years too. Offered for sale with a history file that includes a selection of previous invoices, the buff logbook, a couple of previous MOTs, and a current V5C document. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: OBX 623R Chassis No: XC2S2-425816A MOT: Exempt • Just 30,400 miles from new • In single lady ownership from 1977 until 1998 • Current (late) ownership since 2008 and just three owners from new • Highly original and unrestored condition Introduced in October 1969, the Mini Clubman was penned by ex-Ford product planner and stylist Roy Haynes. Intended as a replacement for the Mini-derived Wolseley Hornet and Riley Elf, while the related Estate car was intended to succeed the established Countryman and Traveller. However, a change of plan saw both round and square nosed Minis produced concurrently, until the Clubman range gave way to the Metro in 1980. The newcomer boasted better frontal crash protection and improved under-bonnet access and was powered by a 998cc or 1098cc four-cylinder A-series engine. Its suspension system, a fusion of independent front and interconnected hydrolastic rear setups, achieved a balance between comfort and handling, emblematic of the industry's drive for enhanced driving dynamics. The Clubman 1100 offered, ‘OBX 623R’, was manufactured new in 1977, being first registered on the 1st March that year. Finished in the delightful period hue of Antique Gold paintwork allied to Brown cloth interior upholstery, the interior is pleasingly believed to be mostly original. Retained by the first lady owner until 1998, the second owner purchased the Clubman in 1998 directly from her, with just c.18,500 miles from new on the odometer. Thereafter used as a showroom exhibit for numerous years, the Mini covered less than 100 further miles during this time, before being sold to the (late) vendor in 2008. Joined in the following year by an Antique Gold Allegro, the Clubman and the Allegro thereafter were in regular attendance of shows and events throughout the vendor's custodianship, including winning several awards at classic car events, and covering some 12,000 miles in the hands of the late vendor. A mechanic by trade, the Mini was very well maintained during his custodianship. Offered with a history file that includes a collection of MOT certificates with the earliest from the mid-1990s, numerous tax discs from 1980 onwards, copies of previous logbooks, and a current V5C document. A highly original, unrestored, and pleasingly unmodified example, with low mileage and ownership, the Clubman has much to recommend it. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: P100BBR Chassis No: WMWRE320X0TK77080 MOT: August 2024 c.350bhp, converted by Brodie Brittain Racing when new• Over £90,000 spent including the car's purchase price • Featured on BBC Top Gear in 2006 • Warranted 6,750 miles from new • Crystal Light Blue with White roof and Recaro leather interior The phrase 'pocket rocket' could well have been coined for 'P100 BBR', an astonishing Mini with no less than 350bhp on tap, which featured on BBC Top Gear in 2006. It was converted when new by renowned go-faster specialists Brodie Brittain Racing (BBR) of David Brodie, highly successful saloon car racer and well connected with Fast Ford performance, with the intention of making it the fastest Cooper S on the planet. According to the vendor, it remains so to this day. Small wonder then that the total cost, including the purchase of the standard car, was in excess of £90,000. The completely reworked engine features: a big valve head; BBR cam; solid tappets; turbocharger in place of the original supercharge; high-flow fuel system; remapped ECU; oil cooler plus high-flow water pump and radiator to keep the temperatures under control; and a big bore exhaust system and stainless steel downpipes to ensure the gases exit with optimum efficiency. So potent an ensemble naturally required related uprates to the running gear and chassis, which included: a limited-slip differential; anti-torque steer suspension; Polybush kit; bigger, ventilated disc brakes, and braided hoses; F1 Goodyear Eagle tyres. This monster of a Mini is equipped with a 'Works' body kit and finished in the strident combination of Crystal Light Blue teamed with a White roof, alloy wheels and mirror casings. The full Recaro interior is trimmed in Dark Blue hide complemented by Mid Blue carpets. The mileage covered to date is under a mere 6,750 warranted miles from new, and the Cooper S comes complete with the suitably apt registration 'P100 BBR' plus its original service record and owners' handbook, and is considered by the vendor to have 'excellent' interior trim, 'very good' bodywork, engine, electrical equipment, and six-speed manual transmission, and 'good' paintwork. Purchasers of BMW Minis have been encouraged to customise them from day one, but this breathtaking example arguably takes the idea to a whole new level! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: PXS 797 Chassis No: 20853 MOT: Exempt • Shooting Brake coachwork by Reeve & Kenning of Chesterfield • Subject to an extensive restoration by Fisher Restoration • Offered with a copy of the factory records and a collection of invoices • Current V5C document and a collection of restoration photographs Entering production in 1946, the new Alvis TA14 was a successful update of the pre-WW2 12/70 (designed by George Lanchester). With a two-inch longer wheelbase and four-inch wider track as well as some additional chassis bracing, it offered an improved ride and sharper handling. Credited with 65bhp, its 1892cc OHV four-cylinder engine was mated to a four-speed manual gearbox (with synchromesh on the top three gears) which drove the rear wheels via a hypoid back axle. Reputedly capable of over 75mph and accelerating from 0-60mph in 22 seconds, the model employed Girling twin leading shoe drum brakes all round. While the majority were supplied as Mulliner-bodied four-door saloons, the TA14 could also be had with two-door drophead coupe coachwork by Carbodies or Tickford and Shooting Brake coackwork by Reeve & Kennings like the sale example. Some 3,311 examples are said to have been produced during the four years of production. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: GMH 509B Chassis No: 7308210 MOT: Exempt • Part of the collection since 1998 • 30,836 recorded miles (unwarranted) • Pleasingly retains its original upholstery • In need of recommissioning / renovation The British saloon car market was keenly fought during the 1950s and 1960s making regular updates a must if manufacturers wanted to maintain, let alone increase, market share. Arriving in August 1963, the Series V version of Singer’s respected Gazelle was revised both mechanically and cosmetically. Losing the wraparound rear windscreen of its predecessors, the newcomer also gained longer aft doors. The adoption of front brake discs improved stopping power, while 1964 brought a new four-speed manual gearbox. Overdrive and automatic transmission remained options with the 4/5-seater’s 1592cc OHV four-cylinder engine developing some 53bhp / 87lbft and enabling an 82mph top speed. Finished in Smoke Green over Sage Green with Green upholstery, chassis 7308210 was first registered in Middlesex on 11th May 1964 (or so its ‘GMH 509B’ number plate would imply). Purchased by M. Ferley and S. Dowding of Chatteris some twenty-two years later, the Singer joined the late Mr Lucas’s collection during 1998. Pleasingly retaining its original interior, the Gazelle shows an unwarranted 30,836 miles to the odometer. Off the road for decades, ‘GMH 509B’ is now in need of recommissioning / restoration. The air filter is detached and a spare rear number plate plinth is included in the sale.

Registration No: 689 UYE Chassis No: 793236BW MOT: April 2025 • Supplied new in US spec, left hand drive, automatic form • Featured in the 'Jaguar Journal' magazine during its recommissioning • A very original example that has been gently preserved and used as is Just as Bentley products gained fame from competition exploits in the late nineteen- twenties and thirties, Jaguar also rose to fame post World War II with their XK engined sports cars taking top honours at prestigious events such as Le Mans and their saloon cars (featuring the same XK power-unit) revelling in the rallies of the fifties and sixties, particularly on the Monte Carlo and Alpine contests. Of particular merit were the substantial Mk VIIs and Mk VIIIs and in 1959 this same platform was updated to become the Mk IX. The Mk XI was visually very similar to the Mk VIII that it replaced, but was much upgraded mechanically, being fitted with a larger 3.8 litre twin cam engine fed by twin SU HD6 Caburettors and could be specified with either a four-speed Moss Gearbox or Borg Warner DG Automatic transmission. The Mark IX was also the first Jaguar to be fitted with Dunlop four wheel servo assisted disc brakes to aid stopping and the driver's arms were finally aided with power assisted steering as standard. After 10,009 examples were built, the Mark IX was replaced by the Mark X. Understood to have been built in 1960 in the attractive colour combination of Cotswold Blue over a Red Leather interior, chassis 793236BW was reputedly first purchased by an American airman who was stationed in the UK and ordered in US specification who immediately exported the car to the US merely a month after delivery. Little is known of the history of the car in the years following, however the previous owner wrote an article in the May-June 2014 issue of 'Jaguar Journal' stating that he purchased the car from a repair shop who had taken the car in from the widow of the previous owner to get back on the road but she sadly did not proceed with the work. The previous owner acquired the car and immediately set about an extensive recommissioning which included a caburettor overhaul and work to the brakes, plus some cosmetic work to the dashboard and leather. It was found that the Jaguar was in an incredibly original state, so preservation of the original paint was also the order of the day and it was found to be a remarkably rust free car overall. Fast forward to December 2012, the daughter of the US-based owner visited him from the UK and asked whether she could use the car for her wedding... Back in the UK! What resulted is that the current owner (based in the UK) purchased the car in 2014 and repatriated it to the UK on the basis that it could be used for the wedding. Having owned the Mk IX for ten years, the vendor is now offering the car for sale due to having a large collection of cars and finds that this big cat only gets used for the occassional wedding within the Jaguar clubs he is a member of. He has informed us that he has kept the car serviced regularly, with the power steering mechanism receiving an overhaul recently and the replacement of the tyres with cross plies as he prefers originality. The bodywork is described as being in 'very good original condition' and the vendor also states that the car is 'mechanically sound'. Unfortunately, the front seat squab is in need of a re-trim due to badly ripped leather (hence the blanket to cover it) but the rest of the leather is described as being 'perfectly usable' with most of the interior trim being in 'good condition'. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: TGR 144V Chassis No: 9B08RJY155226 MOT: Exempt • Rare 'homologation special' being 1 of only 18 known survivors out of 33 built • Correct 2.3-litre Twin Cam engine with twin 48 Dellorto carburettors and ‘Works’ exhaust manifold • Receipts on file for £16,000 worth of expense to GP4 specification with under 2,000 miles covered since full ground-up overhaul • The fastest Tarmac Rally Car of its generation! ‘The success, and the refinement, of the HS and HSR models is almost entirely to the credit of Bill Blydenstein, Gerry Johnstone and the mechanics at the Blydenstein business at Shepreth, and little to do with the factory's own efforts' (Graham Robson, Vauxhall Chevette HS and HSR) Introduced in 1975, the Vauxhall Chevette was part of parent company GM's ‘T-car' programme. The newcomer proved a sales success but having attended that year's RAC Rally, incoming Vauxhall chairman Bob Price decided that a halo model along the lines of Ford's high-profile Escort RS machines would enhance its showroom appeal still further. To this end, he approached Bill Blydenstein who was already running the Dealer Team Vauxhall race programme with a brief to transform the Chevette into a rally car. Never one to shirk a challenge, Blydenstein made good use of the GM parts bin. Following the established small car / big engine formula, the resultant Chevette HS was powered by a 2.3 litre 16-valve ‘slant four' allied to a five-speed Getrag transmission. Riding on Chevrolet Vega alloy wheels and equipped with beefier Opel Kadett C GT/E suspension and rear axle, it proved fast, chuckable and raucous in equal measure. Some 400 examples had to be made to achieve Group 4 homologation and thanks to Blydenstein's ability to squeeze a quart into a pint pot, Vauxhall attracted the driving talents of Pentti Airikkala, Jimmy McRae, Russell Brookes and Tony Pond. A match for the Ford Escort RS1800 on tarmac in HS guise, the Chevette became its superior when it evolved into the HSR. Nicknamed ‘Plastic Fantastic', the latter employed fibreglass for its front air dam, bonnet, rear spoiler, tailgate, and front / rear wings. Lighter and more aerodynamic than its predecessor, the HSR also boasted a greater range of transmission and rear axle options. Better able to deploy its considerable power and torque thanks to improved five-link rear suspension and wider wheels, Vauxhall's diminutive hatchback continued to embarrass rivals on tarmac well into the Group B era. The HS won the British Open Rally Championship for Drivers in 1979, while the HSR claimed the manufacturers' crown two years later. Vauxhall were supposed to build 50 HSR cars but Blydenstein's Shepreth-based outfit only managed to complete 34. The merger between Dealer Team Vauxhall and Dealer Opel Team saw the newly formed GM Dealer Sport switch its attention to the Opel Manta 400 which was a pity because Blydenstein was working on a 2.6 litre HSR which he felt could have changed the face of rallying! Chassis ‘155226’ remained in road car guise for just the first two years of its life before being converted to full rally competition specification, being campaigned across Belgium and the UK. Over the following years, the Chevette was sold and at some stage had the engine and gearbox removed. Purchased by the vendor as a rolling shell, the vendor embarked on a comprehensive restoration in 2020 using the correct type engine and gearbox, with numerous of the restoration and build work photographed on file. Built to FIA Historic GP4 Regulations, ‘TGR 144V’ was taken back to a bare shell, with all the rust removed, a new rear tub welded in and the shell strengthened, with the exhaust tunnel grafted in as per works cars before full bare metal re-paint, and a period cage fitted. Propelled by the correct type 2,300cc Twin-Cam engine, fully lightened and balanced, with Twin 48-Dellortos carburettors, ‘Works’ engine mounts, ‘Works’ exhaust manifold, all new ancillaries, alloy radiator, electric fan, and new cam belt, allied to the Getrag five-speed ‘Dog Leg’ gearbox as used in the Works cars in period. A heavy-duty competition clutch is fitted with Works type bias pedal box, and the ZF Limited Slip Differential (5.1 CWP) which has recently been overhauled. Stopping power is provided by AP Monte Carlo forest front brakes and on the Atlas fully floating rear axle, again, correct AP racing rear calipers are utilised. All the fuel and brake lines run inside the car using braided hoses with alloy or stainless steel fittings, along with an electric fuel pump and period rally wiring loom. Works type rose jointed bottom arms are fitted, as well as heavy-duty front hubs and a quick steering rack. Inside, the HSR features a Co-Drivers footrest, plumbed-in fire extinguisher (albeit needing a service), hand-held fire extinguisher, Monit Rally trip meter, OMP seats and Hans type harnesses (both in date until 2027). Riding on four nearly new Minilte-style 6x13 Revolution Wheels, they are shod with Toyo tyres, with the external appearance completed by the essential four Cibie Oscar's spotlights. With just 2,000 miles covered since the full overhaul with receipts on file for £16,000 worth of expense, the Chevette is accompanied by a spare set of headlights and a set of front brake pads. Genuine HSR FIA specification cars rarely come to market, and this example has invites to events all over Europe, and since completion has had a 100% finishing record on the five events it has competed in (two rallies and three hillclimbs), making it one very much worth considering! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: S100 LCS Chassis No: WBSCM92070LB29169 MOT: July 2025 • 1 of just 821 CM92-specification cars made • Part of a private collection since 2013 • 92,000 miles and due to be freshly MOT'd ahead of the sale Beginning as an unofficial skunkworks project under the leadership of Burkhard Göschel, the M Coupe was intended to be a stiffer, more rewarding take on the accomplished Z3 M Roadster. Sharing the latter’s doors and structure from the A-posts forward, the reinforced hardtop featured wider tracks, recalibrated suspension and a style all its own. Borrowing cues from BMW’s Mille Miglia-winning 328 Coupe and iconic 507 Roadster, the M Coupe was initially powered by its M3 Evolution sibling’s 3.2 litre DOHC straight-six engine allied to five-speed manual transmission and a limited slip differential. With some 321bhp / 251lbft on tap but lacking traction control, the two-seater was reputedly capable of 0-60mph in 5.4 seconds and limited to 155mph. With its elongated bonnet, truncated hatchback rear, foursquare stance and quad exhaust pipes, BMW’s smallest ‘M’ car did not want for road presence. Great fun, it was given next to no marketing exposure so as not to steal sales from the more profitable M3 range (in both E36 and E46 guises). Thus, total right-hand drive production of the CM92-specification variant was just 821 cars. Finished in Estoril Blue with matching leather upholstery, chassis WBSCM92070LB29169 was first UK registered as ‘S100 LCS’ on November 6th 1998. Equipped with a sunroof, air-conditioning, heated seats, Harman Kardon stereo and cruise control, it was bought by Sam Bailey of the SL Shop as a present for his father prior to entering the current (sixth) ownership in 2013. Reportedly well maintained over the last eleven years as part of a private collection the BMW has just been treated to an oil change, fresh MOT and new rear shock absorbers. Summed-up by the vendor as ‘a nice car’, he notes some light marks to the paintwork and wheels. Among the more memorable and enjoyable ‘M’ cars of recent years, this rawer, S50-engined M Coupe is offered for sale with V5C Registration Document, stamped service book (up to 2012) and sundry paperwork.

Registration No: R265 YNB Chassis No: WDB1290632F160025 MOT: May 2025 • Modest mileage of just 74,000 miles from new • Current ownership since 2011 with just three former keepers • Offered with documented service history from predominantly Mercedes-Benz main agents and specialists • Rated as ‘very good’ throughout by the vendor The fourth generation of Mercedes-Benz’s much-vaunted SL model (the R129 Series) was launched at the Geneva Motor Show of 1989. It was a beautifully engineered motorcar that bristled with technical refinement and innovative safety features. The specification included independent suspension all round (double wishbone at the front/five-link system at the rear), adaptive damping, ventilated disc brakes with ABS, electronic stability control, integral roll-over bar and front airbags. When introduced in 1993, the SL320 variant featured a DOHC in-line six-cylinder engine of 220bhp and was continued through to 2002. Manufactured in 1997, the SL 320 offered was registered new in the United Kingdom on the 30th of September that year. Finished from the factory in Obsidian Black metallic paintwork with Mushroom leather interior upholstery, and a Black electric hood, the SL was specified with the options of headlamp cleaning equipment and rear seats. Purchased by the vendor in 2011, the Mercedes-Benz has had just three former keepers and is offered with just 74,000 miles from new on the odometer. It's supplied with the original book pack, containing the stamped service book that has documented service history from predominantly Mercedes-Benz main agents and specialists and has nine stamps, as well as the PDI stamp. Also offered with a collection of previous MOTs, a no advisory MOT certificate until May 2025, and a current V5C document, the SL is further accompanied by the original hardtop with plug-in heated rear windscreen and the hardtop stand is available by separate negotiation. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: TF 23 Chassis No: OH 9555 MOT: Exempt • Extensively renovated at considerable expense since entering current ownership • Long-term previous custodianship (from 1982 until 2016) • Tourer coachwork presents excellently and the 2-Litre ran and drove well during our photography session • Large history file including previous ‘buff’ log books and numerous invoices • Pleasingly still in possession of its original registration number ‘TF 23’ Having established its reputation by winning the Moscow - St Petersburg Reliability Trial of 1910 with a 30hp six, Lagonda concentrated mainly on the production of light cars before reverting to sporting and luxury models in the mid-1920s with the introduction of the 14/60. The latter abandoned the firm's traditional in-unit gearbox in favour of a midships-mounted transmission, but of greater technical interest was the engine. Designed by Arthur Davidson, the 2-litre 'four' featured twin camshafts, mounted high in the block, operating inclined valves in hemispherical combustion chambers. Power output of this advanced design was a highly respectable 60bhp. For the 1929 season, a 'low chassis' Speed Model was introduced, featuring revisions to the frame's front end and a higher-compression engine fitted with twin carburettors. More information following shortly. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: VVU 599L Chassis No: GHN5296901G MOT: June 2025 • Finished in Red with a Black interior and chrome wire wheels • Offered with a collection of invoices and old MOT certificates • Subject to much expense in current ownership Introduced in 1962, the MGB Roadster enjoyed an eighteen-year production run. With nicely balanced handling and a good turn of speed, it merited the old MG marketing slogan 'Safety Fast'. Based around a monocoque chassis featuring independent coil-sprung front suspension and a leaf-sprung 'live' rear axle, its 1798cc 'B' series four-cylinder engine was allied to a four-speed manual transmission. Capable of over 100mph, the provision of front disc brakes and rack-and-pinion steering greatly aided control. The MkII (’GHN5’ chassis numbers from 1969 onwards) MG B, had a 5 main bearing engine with alternator, negative earth and, at last, received a new gearbox with synchromesh on all four forward speeds. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: L842 YCV Chassis No: RCH 54835 MOT: November 2024 • Just 25,000 miles from new and 1 former keeper • Offered with extensive Bentley service history • Supplied new by Bentley main agent Majestic Garage of Bournemouth • Offered from a deceased estate • Purchased from our July 2022 sale for £31,500 The Bentley Brooklands was introduced in 1992 as a replacement for the Bentley Mulsanne and Bentley Eight models. It was intended as a slightly cheaper alternative to the Bentley Turbo R featuring the same styling, underpinnings of the Rolls-Royce 6.75 litre, V8 engine but without the more powerful model's turbocharger. The Brooklands continued Bentley's design theme which was also used on contemporary Rolls-Royce vehicles throughout the 1980's and early 1990's. The exterior design featured the classic Bentley grill as well as dual headlights with wrap-around parking lights. As with many Bentley and Rolls-Royce vehicles, the Brooklands also featured the trademark descending boot lid and chrome B-pillars. The interior remained relatively unchanged from previous Bentley models but with a more curvaceous design element surrounding the leather-wrapped centre console. This 1994 right-hand drive example of the Brooklands is resplendent in Dark Metallic Green coachwork with tasteful Cream leather interior highlighted with contrasting piping on its electric-memory seats. The car has only one previous owner and has covered less than 25,000 miles, supplied new by Bentley main agent Majestic Garage of Bournemouth and serviced every year by Broughtons Bentley of Cheltenham, as detailed in the original service record. ‘L842 YCV’ has been carefully maintained and cared for and comes complete with the service book, owner's manual, tool kits and an original Bentley battery trickle charger. We are delighted to present this magnificent luxury saloon with incredibly low mileage and an excellent service history, the likes of which rarely comes to market. The car comes back to market once more, sadly, following the passing of the owner, and having seen little use, having been purchased from our July 2022 Buxton sale for £31,500 from the original owner from new. A great opportunity to own it if you missed it the first time round. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: PAS 322 Chassis No: TE14618 MOT: None • Part of the collection since 2003 • Front and rear spotlights for nocturnal working • Seemingly last in use during 2007 Introduced in 1946, the Ferguson TE20 (Tractor England, 20 horsepower) popularised Harry Ferguson’s ingenious hydraulic three-point hitch system around the globe. Endearingly nicknamed the Little Grey Fergie, the usefully compact and lightweight design was manufactured for Ferguson by the Standard Motor Company, and a form of the wet liner engine they developed for it was adopted for the Vanguard and other Standard cars. The engine could be tuned to run on either petrol or what was known as tractor vaporising oil, or petrol/paraffin. Some 517,651 examples of the TE20 are said to have been produced by Standard's factory in Banner Lane, Coventry, some sixty-six percent of which were exported. Part of the late Mr Lucas’s collection since at least 2003 when the earliest of its accompanying V5C Registration Documents was issued showing no former keepers, chassis TE14618 has self-evidently been the subject of past restoration work. Proudly sporting front and rear spot lamps for nocturnal duties, it has thought to have last seen road use during 2007. Somewhat careworn in appearance, it will require a degree of recommissioning / renovation.

Registration No: R663 UDD Chassis No: WDB1290632F158049 MOT: November 2024 • Modest mileage of just 79,500 miles from new • Long-term current ownership since 2008 with just three former keepers • Offered with extensive service history • Registered as ’19 DE’ when new The fourth generation of Mercedes-Benz’s much-vaunted SL model (the R129 Series) was launched at the Geneva Motor Show of 1989. It was a beautifully engineered motorcar that bristled with technical refinement and innovative safety features. The specification included independent suspension all round (double wishbone at the front/five-link system at the rear), adaptive damping, ventilated disc brakes with ABS, electronic stability control, integral roll-over bar and front airbags. When introduced in 1993, the SL320 variant featured a DOHC in-line six-cylinder engine of 220bhp and was continued through to 2002. Manufactured in 1997, the SL 320 offered was supplied new to the United Kingdom being first registered as ‘19 DE’ on the 8th of September. Finished from the factory in Black Green paintwork with a Grey leather interior upholstery and a Black hood, the SL was specified with the 8-hole light alloy wheels, headlamp cleaning equipment, speakers front and rear, electric seats, cruise control, and CD radio. Offered now having covered a modest mileage of just 79,500 miles from new, the Mercedes-Benz has had just three former keepers, entering into current ownership in 2008. The vendor informs that ‘R663 UDD’ has been regularly serviced and is offered with extensive service history, with the vendor rating the Mercedes-Benz as ‘good’ throughout (in regard to bodywork, paintwork, engine, gearbox, electrical equipment, and interior trim). The vendor notes that there is a small crack in the soft top window on the edge. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: M824 UMO Chassis No: WDB1240662C202965 MOT: December 2024 • Sought after, UK-supplied, W124 Convertible • Part of a private collection since 2019 • Used for touring around the UK and Europe Introduced in 1986, the W124-series was arguably the last Mercedes-Benz model range to have its design parameters laid down by engineers rather than accountants. Based around a lighter, stiffer and more aerodynamic bodyshell than its predecessor, the newcomer could be had in saloon, estate, coupe or cabriolet guises. Re-branded as the E-class in 1993, the mid-size Mercedes remained the class benchmark throughout its nine-year European production life. Among the more sporting variants, the E320 Cabriolet was powered by a 3199cc DOHC 24-valve (216bhp/229lbft) straight-six engine allied to automatic transmission. Admirably refined, the model was reputedly capable of 0-60mph in eight seconds and 140mph. Built to order number 0453750530 for the UK market, chassis WDB1240662C202965 left the factory finished in the handsome combination of Tourmaline Green metallic with Beige leather upholstery and a Black soft-top. A desirable Sportline model, its specification also included air-conditioning, sports chassis, 8-hole alloy wheels, heated front seats and headlamp wash/wipe. Entering the current (seventh) ownership during 2019, the Mercedes-Benz is said to have proven ‘totally reliable’ whilst undertaking tour-type rallies all around the UK and Europe (its most recent being a two-week sortie to Norway). Marque specialist serviced earlier this month and wearing its 145,000 miles well, this appealing E320 Cabriolet is MOT’d until December and a reluctant sale due to downsizing.

Registration No: VFJ 63 Chassis No: HS6HCS45426 MOT: Exempt • Part of the collection since 1993 • 28,954 recorded miles (unwarranted) • Highly original interior • In need of recommissioning / renovation Introduced in January 1957, the Austin A55 Cambridge boasted a larger boot and airier cabin than its A50 predecessor (the latter courtesy of a much bigger rear window). Based around a monocoque bodyshell equipped with independent front suspension, a ‘live’ rear axle and four-wheel drum brakes, the newcomer weighed little more than a ton. Powered by a 1.5 litre B-Series OHV engine allied to four-speed manual transmission, the four/five-seater was reputedly capable of some 80mph. Available in four-door saloon or two-door commercial guises and with the option of two-tone paint schemes, the original A55 was supplanted by a Pininfarina-styled successor in 1959. First registered in Exeter on September 1st 1957 (or so its ‘VFJ 63’ number plate would imply), chassis HS6.HCS.45426 belonged to Jamie Clark of Scarborough some twenty-five years later. Joining the late Mr Lucas’s collection in 1993, the Austin pleasingly retains its original Red leather upholstery. Showing an unwarranted 28,954 miles to the odometer, the A55 has been off the road for decades. Looking period perfect in White over Grey with an external sun visor, the 4/5-seater also sports additional driving lights, auxiliary gauges and a collection of eight-track cassettes. In need of recommissioning / renovation.

Registration No: M631 AGL Chassis No: SARRAWBMBMG001124 MOT: September 2024 Just 2,300km from new1 of just 258 painted in the optional Oxford Blue Pearlescent (from a total production run of 1,983 cars)Exceptionally original and unrestored conditionIn a private collection in the UK from 2017 until 2023 and then mechanically refreshed Launched at the 1992 Birmingham Motor Show, the RV8 signalled MG's return to the open sports car market. Just as the Cobra grew out of the unprepossessing AC Ace, so the RV8 evolved from the immortal MGB Roadster (hence the car's 'Project Adder' development code). Built around a thoroughly re-engineered and neatly restyled version of its predecessor's monocoque bodyshell, it was powered by a 3948cc V8 engine that developed some 190bhp and 318Nm of torque. Said to be capable of 135mph and 0-60mph in 5.9 seconds, the adoption of telescopic shock absorbers and anti-roll bars all round brought a notable improvement in handling. Trimmed to a high standard, its inviting interior boasted leather upholstery and rich wood veneers. With the vast majority of the limited production run (just 1,983 are thought to have been made) going to a retro-hungry Japan, RV8s remain a rare sight on British roads. Supplied new to the car-friendly climate of Japan, chassis ‘1124’ was one of just 258 examples finished in the optional paintwork of Oxford Blue Pearlescent with Cream leather interior upholstery. Acquired new in Japan by a private collector, the RV8 was immediately stored in the owner's collection and was kept preserved in its original condition, covering just 1,700 kilometres across its first twenty years while in Japan. Thereafter, the MG was imported in 2015, with it receiving its first MOT in November of that year, before being registered ‘M631 AGL’ in 2017 and entering the ownership of another collector, this time, based in the United Kingdom. Retained by said collector until 2023, as such it only has three previous keepers and this RV8 is effectively in ‘as-new’ condition, including down to having the original tonneau cover and MG footwell mats. To preserve originality, the original speedometer in kmh and the Japanese market specifications have been retained throughout. Benefitting from mechanical improvement as required in 2023, the brakes were refreshed and bushes replaced throughout before being provided with an MOT in September with no advisories. Offered now having covered just 2,300 kilometres from new, the MG benefits from being accompanied by a mileage validation certificate having been inspected by the Japan Vehicle Inspection Centre with an e-certificate and windscreen verification. A very special example that can certainly not be overlooked, in exceptionally original, low mileage, and unrestored concours condition, this MG would not be out of place as a concours entrant. Exceptionally rare to find in this state and that has been kept by collectors since new, this RV8 is worthy of close inspection! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: EG 4984 Chassis No: 7002307 MOT: Exempt • Part of the collection since 1988 • Very rare pre-WW2 light commercial • In need of recommissioning / renovation Part of the Rootes Group alongside Sunbeam, Talbot, Humber and Hillman, Commer utilised the latter’s Minx Magnificent as the basis of its 10hp light commercials from 1936 onwards. Underpinned by a conventional ladder frame chassis equipped with all-round semi-elliptic leaf-spring suspension and four-wheel drum brakes, the Commer could be had in estate car or van guises. Powered by an 1185cc four-cylinder engine allied to four-speed all-synchromesh manual transmission, top speeds tended to be around 60mph. Updated for the 1938 model-year, the Commer 10hp gained a new radiator grille design and more rounded wings. First registered in the Soke of Peterborough on October 1st 1938 (or so its ‘EG 4984’ number plate would imply), chassis 7002307 belonged to Oliver Judd of Banbury some forty-six years later. Self-evidently the subject of past restoration work, the Commer joined the late Mr Lucas’s collection during 1988. Sporting a Crosley Roamio radio, the somewhat spartan interior also features an extendable load bay courtesy of its fold-down rear seat. Off the road for decades, the 10hp ‘Woodie’ will require recommissioning / refurbishment prior to use but appears to be substantially complete. A rare and interesting, light Pre-WW2 commercial.

Registration No: ECK 275D Chassis No: 57105948 MOT: Exempt Among the longest standing members of the collectionThought to have prevsiously served with the Armed Forces before being decommissioned in 1966No former keepers shown on its accompanying V5C Registration DocumentsReputedly uprated with a later 2.25 litre engineIn need of recommissioning / restorationThis is where 'The Best 4x4 by Far' started - a utility vehicle devised in 1947 by the Wilks brothers for use on their farm which drew inspiration from the wartime Jeep. Thanks to its ingenious high/low ratio four-wheel drive system, the resultant 4x4 possessed incredible climbing capabilities in all conditions (including battlefields). Boasting a roomier cabin than its 80in predecessor, many consider the short-lived 86in (1954-1956) to be the best of the Series 1 Land Rovers. Built during the 1955 model year but not issued with the Preston number plate ‘ECK 275D’ until 23rd November 1966, chassis 57105948 is believed to have spent its first eleven years in service with the British Armed Forces. Part of the late Mr Lucas’s collection since at least the late 1970s when the DVLA computerised their ownership records, the Land Rover is thought to have been uprated with a later / more powerful engine at some stage if only because the accompanying V5C quotes the cubic capacity as 2286cc. The same document also lists no former keepers. Passing its most recent MOT test on 17th March 2011 at an indicated 52,306 miles with ‘no advisories’, the Series I has since deteriorated and as such will require recommissioning / restoration prior to use.

Registration No: 412 XUG Chassis No: 206ESU219078 MOT: Exempt • Benefitting from an exhaustive restoration between 2017 and 2020 • Every area of the car restored, overhauled, or refreshed • Under 3,000 miles completed since the completion of the restoration • Finished in Pacific Blue over Ermine White paintwork with Two-Tone Grey interior trim • Surely one of, if not, the best example extant! Ford's Consul, Zephyr and Zodiac models were heavily revamped and restyled for the 1956 model year, during which the engine capacity of the six-cylinder cars was increased to 2553cc, which in turn raised the output to 86bhp. The model came with the choice of three-speed manual gearbox and the option of overdrive, or Borg Warner automatic transmission. The Consul, Zephyr, Zodiac line were offered in Saloon, or conversions when new into Estate (by Farnham) and Convertible (by Carbodies) versions. The Zodiac and Zephyr were also offered in two Saloon body styles, the "Highline" and "Lowline". Manufactured in 1959, this Zephyr was supplied new to South Africa and is finished in the highly complementary colour scheme of two-tone Pacific Blue and Ermine White paintwork with a complementary Two-Tone Grey leather interior upholstery and Blue carpeting. Arriving in the United Kingdom from South Africa in 2007, the Zephyr had three keepers before entering the ownership of the vendor in 2017. A highly skilled classic car mechanic, the vendor thereafter provided ‘SU219078’ with an exhaustive three-year restoration, despite noting that the Zephyr was a presentable and solid example to start with, which reached completion in 2020. Every area of the car was restored, overhauled, or refreshed with some of the restoration work completed comprising small welding repairs before fastidious preparation of the bodywork and attention to the panel gaps (with the doors re-pinned and strikers re-done) before a bare metal repaint; a full engine overhaul with the block acid dipped; gearbox, brakes, suspension, and steering overhauls; extensive sound deadening; full interior reupholstery; extensive re-chroming and re-polishing of the stainless-steel work; new white-wall tyres, and many new parts throughout. Completing less than 3,000 miles since the restoration’s completion, the Zephyr has attended numerous shows as well as touring the Lakes and Scarborough. Maintained fastidiously since, the only main deviation from factory specification is fitment of an electronic ignition, with the Zephyr offered now unsurprisingly rated as ‘excellent’ throughout. Featuring the factory options of colour coded steering wheel, spot lamp and sun-visor, the Zephyr is supplied with a history file that includes a full photographic record of the restoration work. Starting readily and running excellently during the recent photography session, ‘412 XUG’ is surely one of, if not the best example extant and is not one to be missed! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: WC 1312 Chassis No: M3843 MOT: Exempt • The subject of an older restoration • Well built and well engineered in true Humber fashion • An appealing and affordable Vintage Tourer Introduced for the 1925 season, the 12/25 was a well-engineered, solidly built design that furthered Humber's reputation as a quality marque. Based around a conventional ladder-frame chassis with a 9ft 1in wheelbase and 4ft 7in track, it featured all round semi-elliptic leaf-sprung suspension and drum brakes. Rated at 12HP by the treasury, its 1795cc, four-cylinder engine utilised overhead inlet and side exhaust valves. Producing some 25hp @ 3,000 rpm, this torquey unit reputedly gave the model a top speed of 54mph. A reflection of its greater merit and finesse, the Humber cost up to fifty per cent more than the equivalent Austin or Morris. Only in production for two years surviving 12/25s are a rarity. Finished in Maroon over Black with Black upholstery, ‘WC 1312’ presents as an older restoration. Variously described by the vendor as being in ‘scruffy’ (brush paintwork, interior trim), ‘average’ (engine, gearbox, electrical equipment) or ‘good’ (bodywork) condition, the Humber boasts an Auster screen and full weather equipment (the latter incorporating hinged sidescreens). Recently loaned to a friend for a rally, the 12/25 is summed-up by the seller as ‘a car to use and improve’.

Registration No: G690 GNV Chassis No: WAUZZZ85ZLA000083 MOT: April 2025 • Recently subject to extensive cosmetic overhaul • One of a batch of four UK press cars with consecutive registration numbers • Recently the subject of much mechanical expenditure including a replacement, correct type, engine uprated to over 300bhp with MD147KKK Turbo • Sensibly uprated with front Brembo brake calipers • One of only 295 UK right-hand drive 20V models produced The Audi Quattro may not have been the first four-wheel-drive production car (that honour belongs to the 1966 Jensen Interceptor FF), but its place in history is assured. Thanks in no small part to its enormous rallying success, the Quattro popularised all-wheel drive, and is now regarded as one of the most influential and important sports cars of the 1980s. The brainchild of Jörg Bensinger, an Audi chassis engineer, development work was started in 1977. Three years later the finished product was released. Although the floorpan had much in common with the 80 and the running gear was largely taken from an Audi 200, the Quattro used a manual centre differential lock (operated by levers next to the handbrake) to govern the 197bhp and 210lb ft power outputs delivered by the 2.1-litre in-line five-cylinder turbocharged engine. By the time this particular car arrived in 1989, the crude cable-operated 50:50 split differential had been replaced with a much more advanced Torsen (torque sensing) diff and the engine had been uprated with double overhead camshafts and a larger 2,226cc capacity, upping power to 217bhp. Regarded by many as the best of the Quattros, the 20 Valve now represents a great potential investment opportunity, with this example offered in arguably the best and most iconic colour combination of Tornado red over grey. One of a batch of four consecutively registered Audi Quattro 20V press cars, 'G690 GNV' was first registered with its sister cars on the 17th October 1989 and was featured in a comparison with a Lancia Delta Integrale in a late ‘80s motoring magazine. Little is known of the car's history after its life in the glossy pages and it was sold into private ownership, however, the first recorded owner was a Mr Tansley of Derby who was the 5th owner from 12th October 1993. Having been through another owner after Mr Tansley, the Quattro was purchased by the vendor in 2017 starting to look rather sorry for itself and repainted from its original Tornado Red and now presented in Black. The vendor also found that the original RR 20V engine had long since departed as the original had thrown a conrod some time ago and another unit was fitted in the car. Having owned a number of Audi Quattros in his life, this simply wouldn't do for the vendor so he embarked upon a full cosmetic and mechanical overhaul over the next five years. Quattros are notoriously difficult to get parts for, and a cracked windscreen and rear light unit were only sourced by buying a pair of donor Audi Coupés to pillage parts from, and then another RR 20V Quattro to pull the engine from. This painstaking (and expensive!) process meant that 'G690 GNV' was finally reunited with the proper type of power unit and was returned to its original, and very iconic, Tornado Red colour scheme. As with many Quattro owners, the vendor decided to uprate the car with some more modern enhancements at this time and fitted an uprated Turbo Dynamics MD147KKK Turbo, 3 nozzle injectors and Scorpion Exhaust which means the car is estimated to generate around 300bhp. Of course, to put all that power onto the road the car was fitted with a new clutch and the car's brakes were also uprated, with the fitment of Brembo callipers on the front aiding stopping confidence quite considerably. Upon inspection, the dazzling Tornado Red paint still looks very fresh and such details as the bolts for the wings were evidently removed and replaced which gives the impression that a lot of care was taken to get this car right. The vendor describes the body condition as 'very good' and pointed out that both front wings were replaced during the overhaul due to the original items being rather far past their sell by date. A turn of the key and instantly recognisable sound of the potent five-cylinder power unit was ejected through the uprated exhausts and when driving us to the photography shoot location, the vendor described the mechanical condition as 'very good'. We are also pleased to say that the original interior trim is intact and it is described as 'good' by the vendor. Quattros are in high demand today and with good reason - with 23 world rally championship wins under their belt and having near enough defined what a true 80s and 90s drivers' car should be, values continue to rise. If you are looking for a good example that can be used for the show circuit this summer, then one of the press cars should do you nicely! Without further ado, "Fire up the Quattro!" For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: LB52 TPO Chassis No: ZAMBC38C000009158 MOT: April 2025 • Supplied in the attractive colour combination of Silver over Black Leather interior • Offered with an extensive history file • Fitted with a new gearbox and clutch 10,000 miles ago • 114,800 recorded miles and just fitted with a new battrey Just as the DB7 did for Aston Martin, at a stroke the 3200 rejuvenated the Maserati brand. Unveiled at the 2002 Detroit Show, the 177mph Maserati Coupe (a.k.a. 4200 GT) was styled by Giorgetto Giugiaro of Italdesign. A direct evolution of the 3200 GT, the 4200 GT Coupe was introduced at the Detroit Auto Show in 2002 and was a genuine four-seater powered by a normally aspirated, Ferrari-based engine, of 390bhp. Developing 385bhp/332lbft, its 4244cc V8 engine was allied to a six-speed transmission that could be had in conventional manual or 'Cambiocorsa' guises (the latter incorporating electrohydraulic assistance and F1-style steering wheel paddles). For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: YTH 862N Chassis No: 48110868D MOT: Exempt • Believed genuine 85,421 miles from new • Supplied with large history file dating back to the mid 1980's • Liveried in the attractive colours of Mexico Brown over a Tan cloth interior • Recently subject to recommissioning work after a period of lay up Introduced in 1963, the Rover P6 was a truly innovative design. Based around an unusual 'pontoon' chassis equipped with bolt-on panels, coil-sprung suspension (inboard at the front a la contemporary F1 cars) and servo-assisted disc brakes, it won the inaugural 'Car of the Year' award. Launched in 1971, the flagship 3500S model was powered by a 3528cc OHV V8 engine mated to four-speed manual transmission. Quoted as developing some 150bhp and 201lbft of torque, it was capable of 0-60mph in 9.2 seconds and 123mph. Sporting the same matt black grille and improved interior as its lesser post-1970 facelift siblings, it came with a vinyl roof and Rostyle type wheels as standard. According to an accompanying email from the British Motor Industry Heritage Trust, 'YTH 862N' was manufactured at the Lode Lane Factory in Solihull on the 11th September 1974 and was first registered on the 26th of the same month. Little is known of the early history of the 3500S, however there is history dating back to an MOT certificate on August 20th 1984 with the recorded mileage at 36,158 miles. Supplied in the iconic colours of Mexico Brown over a tan cloth interior with a Tobacco Brown vinyl roof, it has a number of optional extras including the desirable fitment of power steering. The Rover has been evidently cherished during its lifetime, with a number of big invoices on file including an extensive amount of work to the engine, brakes and clutch in 2012 for £1505.56 from Crown Classic Cars Ltd in Twickenham. Owned by the vendor since 2016, he advises that he purchased the car for his private collection from a gentleman based in Chelsea, London and drove the car for a couple of years covering around 1000 miles before laying it up in dry storage. In the vendor's ownership he has changed the tyres, completed a full respray in the original colour in 2022 and replaced the vinyl roof in 2023. The car has been recently recommissioned with an extensive service, carburettor rebuild and inlet manifold gasket. He has also completed a full rebuild of the de-dion rear suspension and the engine bay has been detailed with the airboxes being sandblasted and powder coated. The vendor advises that this range-topping Rover is now mechanically ready for the road and describes the car as being 'very good' to drive, and that the interior is very original with some wear to be expected which he has preserved rather than replacing and he describes it as 'charming'. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: ORV 530S Chassis No: ACG25719A MOT: May 2025 • Current ownership since 2016 • Fitted with a 3.5L Rover V8 mated to a 5-speed manual gearbox • Subject to an engine overhaul in 2017 • Original owner's wallet, handbook and stamped service book The Harris Mann-penned TR7 was a major departure from the original TR line. Its overtly wedge-shaped monocoque body was initially only available in Coupe guise, the Convertible variant not being launched until 1980. Power came from a front-mounted 1998cc four-cylinder engine that was effectively an 8-valve version of the proven Dolomite Sprint unit. Its output was 105bhp, which was enough to accelerate the newcomer to 60mph in 9.6 seconds and on to a terminal speed of some 112mph. The powerplant initially drove through a four-speed manual gearbox, though by 1976 this had been replaced with a five-speed one. The suspension was by MacPherson struts and coil springs at the front and a live axle and coil springs at the rear, while braking was by discs/drums and steering by rack and pinion. A Tribute to the works TR7 driven in anger by Tony Pond in the late 1970s, 'ORV 530S' has been in current ownership since 2016 and is fitted with the 3.5L Rover V8 engine mated to a 5-speed manual gearbox having started life as an automatic. The specification includes a tubular manifold and a stainless-steel exhaust system and an aluminium radiator. The subject of an engine overhaul in 2017, money was spent in May 2024 that included an oil change. Being offered with a V5C Registration Document, there is an original owner's wallet, handbook and stamped service book, a collection of old MOTs and invoices along with an MOT into May 2025. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: 4836 PK Chassis No: M062006 MOT: Exempt • Understood to be the 1962 New York International Auto Show car • Resided in current ownership for seventeen years • 1 of just 66 examples manufactured • Believed to be the only example with bonnet air intake and electric windows The Ogle SX1000 was the brainchild of David Ogle, who started his car business in 1960 building a 2+2 Coupe, the Ogle 1.5, based on Riley 1.5 driveline and suspension with a multi-tube frame clothed in a fibreglass body. Power was a BMC B-series engine, but it was a slow seller and only seven were made. This was followed by the Ogle SX1000 coupe in 1962 and used as its base the BMC Mini platform and running gear. The first ten cars required buyers to take a new Mini to David Ogle where Ogle would strip down, strengthen, lower the steering column, and fit the fibreglass Coupe body. The Inland Revenue and Customs stopped this practice as Ogle had not charged Car Tax on the completed vehicle. The company made arrangements with BMC to acquire the mechanical components without bodies, although BMC made it clear their relationship was strictly that of vendor-customer and no discounts were given, meaning the price to customers was £1,300 – more than twice the price of a Mini. David Ogle was sadly killed in a motor accident in 1962 while driving a SX1000 to Silverstone – unfortunately for the future of the car as it was just after he had negotiated with BMC more favourable rates for the components. From 1962 to 1964 total production of SX1000s reached 66, with an estimated 40 surviving. Chassis #006 was manufactured in 1962, making it one of the first ten examples that were rebuilt from already complete Minis (with the Heritage Certificate for the Austin Mini accompanying). Understood to be the 1962 Ogle New York International Auto Show Car, the SX1000 is also believed to be the only example fitted with a bonnet air intake and electric windows and features a bored out 1275 Cooper S engine with twin SU carburettor and oil cooler. Returned to the United Kingdom by the vendor in 2007, the Ogle has been in the current family ownership of the vendor since. Offered with a history file that contains sales literature on the Ogle, a large collection of invoices and the V5C document. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: T.B.A Chassis No: 113.04322-002139 MOT: Exempt Very rare, UK supplied 250 SL specified with power steering, automatic transmission, hard- / soft-top roofs and third seat etcFactory finished in Silver with a Black hardtop, Black upholstery and Black soft-topPreviously the property of speedway rider Taffy OwenCurrent ownership for fifty yearsSubject to an exhaustive 'bare metal' restoration between 2014 and 2016 by Classic Preservation, Roger Edwards and Aldridge Trimming etcMatching chassis and engine numbers Introduced at the March 1967 Geneva Salon, the 250SL was blessed with the same stunning, Paul Bracq styling as its 230SL predecessor. Powered by an enlarged seven-bearing crankshaft 2496cc SOHC straight-six engine that developed 150bhp / 159lbft, the newcomer could reputedly exceed 120mph. Suspension was independent all-round by double wishbones and coils springs at the front, and swing axle, radius arms and coil springs at the rear. Braking was by power-assisted discs and steering via recirculating ball. Faster than the 230SL yet more agile than the later 280SL, the 250SL proved to be the rarest W113-series ‘Pagoda’ variant, accounting for a mere 5,196 sales worldwide, (more than a third of which were exported to America). However, total RHD production across all markets has been estimated at just circa 500 cars. A cult classic, SLs have had countless celebrity owners from Charlton Heston to Kate Moss and starred in myriad films. Factory finished in Silver Grey Metallic (DB180) with a Black (DB040) hardtop and matching hubcaps, chassis 113.04322-002139 was also specified with a soft-top roof, side-facing single rear seat, power steering and automatic transmission. First UK road registered on 22nd June 1967, the 250SL previously belonged to the famous Speedway rider Thomas Henry ‘Taffy’ Owen who had it de-seamed and colour changed to Cream by Portland Motors (Mercedes-Benz) of Manchester. Entering the current ownership on 11th July 1974, the 2+1-seater was subsequently driven overland to Malta where the vendor’s family had a villa. A failure to submit the proper paperwork saw the Roadster impounded by the Maltese authorities. Determined to reclaim his property, the seller embarked upon, and won, a lengthy court battle. Arriving back in the UK during October 2013, the Mercedes-Benz was despatched to Pagoda specialist Paul Standley of Classic Preservation in Worcestershire the following April for an exhaustive, ground-up restoration. Stripped to a bare shell, any corrosion found was cut out and repaired with new metal (including remedying past jacking damage). The steering, suspension, brakes and fuel system were all attended to and the 250SL rewired. 120 hours was spent on refurbishing the hardtop alone! In all, the project accounted for well over 1,000 man hours not including either the labour expended by marque specialist Roger Edwards thoroughly overhauling the original engine and automatic transmission or Aldridge Trimming’s time for renewing the interior upholstery and soft-top roof. The two lever arch files which accompany the car and document its refurbishment show that the odometer was displaying only 69,475 miles when work commenced. Given that the Roadster was impounded in Malta for thirty-seven years we believe that this reading may well have represented the total covered from new. The instrument was zeroed as part of the rejuvenation which was completed in 2016 and has yet to record a further 300 miles. Kept busy by his business commitments, the seller has never got round to enjoying the Mercedes-Benz. Recommissioned earlier this year with a new battery, the 250SL has undertaken various local journeys but would doubtless benefit from a thorough service and fettling following what has effectively been an eight-year slumber. Currently in the process of being re-registered with the DVLA and hopefully retaining its distinctive former number plate – ‘TAF 32’ – the 2+1-seater is only coming to market for the first time in five decades because of the seller’s impending relocation overseas. Worthy of close inspection. For more information, please contact: Damian Jones damian.jones@handh.co.uk 07855 493737

Registration No: CKW 900 Chassis No: T76465 MOT: Exempt • A very nicely detailed 'Nippy' Evocation built around a genuine Austin body • Painstakingly assembled by the vendor over a twenty-year period using professional help • A 'labour of love' that cost some £21,000 • Tuned engine, four-speed manual gearbox, authentic tool kit and mounts etc Brainchild of Herbert Austin and Stanley Edge, the Austin Seven looked almost impossibly small when launched in 1922. Based around an 'A-frame' chassis equipped with all-round leaf-sprung suspension, four-wheel drum brakes and a spiral bevel back axle, it was powered by a sewing machine-esque 747cc sidevalve four-cylinder engine allied to three-speed (later four-speed) manual transmission. An evolution of the Type EB ‘65’ which itself had been inspired by the legendary Type EA Sports ‘Ulster’, the Type AEB ‘Nippy’ arrived during 1934. Visually near identical to its immediate predecessor with the same low-slung stance and distinctive rounded tail, the newcomer was predominantly bodied in steel over an ash frame (though, early cars utilised the same aluminium panelling as the Type EB ‘65’). Powered by a tuned engine allied to four-speed manual transmission and benefiting from a lowered centre of gravity, the Type AEB ‘Nippy’ proved an amusingly brisk and chuckable sports car. Phased out in 1937, total ‘Nippy’ production is thought to have amounted to just c.800 cars. Among the more characterful Seven models, the 'Nippy' has inspired a host of imitations / recreations over the years. Missing the Nippy he owned from 1968-2020, the vendor set about having a replacement effectively scratch-built. Based on a later chassis but with a genuine Nippy body and Sports engine, this Evocation is worthy of close inspection. Bead blasted, ‘boxed’ for extra strength and black enamelled, the chassis carries a correct bowed front axle, strengthened steering radius arms, Nippy 9E steering box, Andre Hartford front / longer lever-arm rear dampers and overhauled brakes. Sitting on a new ash frame, the body panels were assembled and painted Signal Red by Paul Williams of Seven Rebuilds. Rewired throughout with armoured cabling, the two-seater was entrusted to Ruairidh Dunford of Alba Austins for an exhaustive engine overhaul complete with Kent ‘fast road’ camshaft, 9E large capacity finned aluminium sump, 14-bolt cylinder head, 9E inlet manifold and Phoenix crankshaft / conrods etc. The Zenith 30 VM–5 carburettor was refurbished by Steve Hodgson, while Vince Leek rejuvenated the Sports gearbox (marked with ‘S’ to the rear). The starter motor and dynamo were renovated by QX Components and the upholstery renewed with correct pattern ribbed leather. The wire wheels were powder coated and shod with fresh tyres. Derby Plating restored the brightwork and Jess Dilley re-cored the radiator. The project cost over £21,700. For more information, please contact: Damian Jones damian.jones@handh.co.uk 07855 493737

Registration No: EU Registered Chassis No: WF0CXXGAECYA22536 MOT: None • 1 of just 500 examples produced for the UK-market • In common with other Ford low-volume models like the RS200, the upgrades were the responsibility of Tickford in Daventry • Only 65,500 miles and four owners from new • Number #0174 of the 500 produced • Offered in ‘barn-find’ condition having been off the road since 2018, although running and driving The Ford Racing Puma was the name eventually given to Ford's concept Puma, the Puma RS, which was first unveiled to the public at the 1999 Geneva Motor Show. At the time, Ford was keen to stress that this was no mere styling job and the idea was to transfer the know-how and technology learned directly from Ford Puma race and rally programmes to a homologation-esque road car. The Ford Racing Puma featured a modified version of the 1.7 Zetec-SE engine pushing out 153bhp with high lift camshafts, revised inlet manifold, exhaust, and ECU. The bodywork was changed to give it wider front and rear wings, with the track increased and the rims upgraded to 17"x7.5J which housed large Alcon 4 pot callipers and discs, with disc brakes to the rear as well as Eibach shocks. The interior was also transformed with Sparco bucket seats finished in Blue Alcantara trim, which was also used to trim the steering wheel, rear seats, and door cards. The strictly limited production run was initially pencilled to run for 1,000 units, with 500 destined for the German market, and 500 for the UK. All conversions were carried out by Tickford, Daventry (in common with other Ford low-volume models like the RS200), with only the 500 destined for the UK market being produced and sold in the end. Racing Puma number #0174 was supplied new to Ireland, being first registered on the 18th of April 2000. In the hands of three owners in Ireland, the last of which acquired the Racing Puma in 2008, #0174 was acquired by the vendor's late father in 2018 and was subsequently imported into the United Kingdom. Provided with an MOT test upon arrival in February 2018, the Puma was also lavished with the brake callipers overhauled and new brake discs and pads, before the vendor’s father shortly after sadly passed away. Thereafter, chassis ‘22536’ has been stored alongside another Racing Puma in a barn, until being unearthed in preparation for the auction. Offered with a history file that includes the original book pack containing the owner’s guide, associated guides, and the stamped service book displaying eleven entries with majority of them from Ford main agents. Also included is the Irish Registration Certificate, the United Kingdom MOT certificate, and documentation regarding the beginning of the UK registering the Racing Puma which was never completed. An very original example with plenty of potential, it is offered now having covered just 65,500 miles from new and with only four owners. Intended purchases should note that there is a reference to a NOVA number in the history file, which we are trying to confirm the validity of. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: DMB 325 Chassis No: 69837 MOT: Exempt • Part of the collection since 1984 • Elegant Six-Light Saloon coachwork with fold-down division • In need of recommissioning / renovation Introduced at the 1934 Olympia Motor Show, the 17hp was available in three wheelbase lengths to cater for the needs of the sporting motorist, owner-driver and carriage trade (though, the majority were bodied by Armstrong-Siddeley's in-house coachbuilder 'Burlington'). Based around a sturdy ladder frame chassis equipped with all-round semi-elliptic leaf-sprung suspension and four-wheel drum brakes, the newcomer was powered by a 2394cc OHV six-cylinder engine allied to four-speed Wilson pre-selector transmission. Marketed as "A Car of Aircraft Quality" (a nod to its parent company's vital role within the aero industry), the 17hp was notable for its stiff four-bearing crankshaft, integral block / crankcase casting and advanced water pump design. Credited with developing some 70hp @ 3,300rpm, it was reputedly capable of circa 70mph. Remaining in production until 1939, just 4,260 17hp cars are thought to have been made. However, survivors are comparatively scarce. First registered in Cheshire on 11th February 1937 (or so its ‘DMB 325’ number plate would imply), chassis 69837 belonged to Chester resident Edwin Farrall prior to entering the late Mr Lucas’s collection during 1984. Wearing six-light coachwork by Burlington, Armstrong Siddeley’s in-house coachbuilder, the 17hp appears to retain its original upholstery as well as sporting a sunroof and fold-down division. The odometer shows an unwanted (1)07,335 miles and a period EKCO radio is fitted. An equal in quality terms to an Alvis or Rolls-Royce of the same era, this understated Armstrong-Siddeley is now in need of recommissioning / restoration.

Registration No: SFM 443K Chassis No: 24118646B MOT: Exempt • Off the road for forty years • In service with the British Armed Forces before being decommissioned during 1972 • In need of extensive restoration A sympathetic update of its much-loved predecessor, the Land Rover Series II was introduced in April 1958. Featuring sill panels and a rounded wing/belt line, the newcomer’s sleeker sheet metal was the work of David Bache and clothed an improved chassis. Thus, as well as better rear wheel articulation and sharper steering, the Series II boasted wider axles and a new gearbox (complete with synchromesh on 3rd and 4th gears). Available with a choice of 2.25-litre petrol or 2-litre diesel four-cylinder engines, the Land Rover could be had in 88-inch or 109-inch wheelbase guises (though, the SWB model made do with a petrol 2-litre unit until September 1958). A popular model, the Series II accounted for some 62,000 sales in its first two years of production. Announced in 1961, the subtly upgraded Series IIA benefited from an improved cooling system and the arrival of a 2.25-litre diesel engine. Export models had their headlamps repositioned in the front wings for 1968 with domestic Landies gaining the same revised visage the following year. Phased out of production in 1971, the Series IIA is judged by some to be the most durable Series Land Rover ever made. Built during 1964 but not issued with the Chester registration number ‘SFM 443K’ until 25th February 1972, chassis 24118646B still bears the dashboard plaque which attests to its military service (under identity number ’63 EN 50’). Acquired by Jonathan Harrison of Chester during 1977, the Land Rover joined the late Mr Lucas’s collection five years later. Used for a variety of farm duties since its last tax disc expired in May 1984, the Series IIA has suffered corrosion to its chassis and bulkhead such that the driver’s door no longer fits properly. The aluminium bodywork and fibreglass cab appear to have fared much better with the former being notably straight. A non-runner in need of total restoration, it nonetheless possess a certain appeal.

Registration No: JLK 299D Chassis No: B706001124HS0 MOT: Exempt Part of the collection since 1978One previous keeper shown on the accompanying V5 / V5C Registration DocumentsDesirable five-bearing 1725cc engine, front disc brakes, all-synchro gearbox etc49,679 recorded miles (unwarranted)Last MOT certificate expired during 2017In need of recommissioning / restorationNotable as the last of the ‘Audax’ Gazelles, the Series VI was marketed from 1965-1967 during which time 14,842 were sold. The fastest and most comfortable variant, the newcomer was powered by a five-bearing crankshaft 1725cc OHV four-cylinder engine developing 62.5bhp and 98.5lbft. Wheel arch intrusion was minimised to the benefit of rear seat passengers and ‘no draught’ ventilators added to help cool those up front. Visually distinguished by a revised front grille treatment with Singer spelt out across the top and ‘1725’ badges to the front wings, the Series VI was reputedly capable of some 85mph and could be specified with overdrive or automatic transmission. Finished in Holly Green with Willow Green strakes and Green upholstery, B706001124HSO was first registered in London as ‘JLK 299D’ on 13th January 1966. Migrating to Ramsbottom and the ownership of William Collier the following decade, the Singer joined the late Mr Lucas’s collection during 1978. Pleasingly retaining its original interior complete with a Brew Brothers Ltd sill plaque, the Gazelle shows 49,679 unwarranted miles to the odometer. Interestingly, the same mileage reading was shown when the 4/5-seater passed its most recent MOT test with ‘no advisories’ on 27th July 2016. Not run for years, it will require recommissioning / renovation.

Registration No: T.B.A Chassis No: 2FTJW35M0KCB30355 MOT: October 2024 • Purchased by the vendor in 2015 while in America and toured parts of the US with him after purchase • Double Cab, 7.3-litre V8 diesel, and ‘lavish’ XLT Lariat spec • Finished nicely in Service Vehicle livery • Immense presence! Dating from January 1989, this F350 is in the more ‘lavish’ XLT Lariat specification which includes plush Burgundy cloth upholstery, leather wrapped steering wheel, carpeting, tinted windows, Sports wheel trims and a chrome grille over the standard specification which also includes radio, electric windows, swing fold mirrors, air con, cold start light etc. Powered by a highly capable 7.3 litre IDI (indirect fuel injection) International Navistar naturally aspirated diesel V8 engine delivering 180bhp which provides considerable towing ability. Featuring leaf spring rear suspension and rear wheel drive, the truck boasts a rear tow hitch and useful load liner. With immense presence (coming in at 6.4metres long!), the Double Cab boasts seating for six with its twin bench seats. Purchased by the vendor in 2015, from 8-Mile Detroit, Michigan State, after purchase, the vendor toured across the United States including driving Alaska’s Dalton Highway which crosses some of the Arctic Circle and Top of the World Highway from Chicken, Alaska to Dawson City, Yukon (stickers in the history file) in the truck. The vendor informs that the Ford was repaired and replaced as required en route throughout that road trip, and the F350 was used as a backup vehicle for a Nick Sanders/Yamaha motorcycle tour before shipment to Southampton from Miami. Approximately $8,000 was lavished on the Pickup over the two year road trip period with improvements including new brakes all round, wheel bearings, suspension bushes, steering arm, prop shaft, radiator, alternator, starter motor, batteries, wiper motor, tyres, exhaust, and heater plugs. Supplied with a body-off exterior refresh with the chassis sandblasted and painted and the body refurbed and wax oiled. Sold out of the vendor’s ownership in 2021, he missed the F350 and purchased it back at the end of last year. Now on sale due to another (uprated) F350 having been purchased, the history file includes the V5C document DVLA registration documentation, MOT certificate until October 2024, and shipping docs. The truck represents an unusual opportunity and looks enticing value at the appealing estimate. Be (very) different? PLEASE NOTE: The registration number shown in the images is not included in the sale. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: FHL 616L Chassis No: HS30011712 MOT: Exempt • An original RHD example and UK registered in 1972 • Subject to an extensive bodywork restoration and repaint in current ownership • Offered with a collection of invoices and old MOT certificates • In need of recommissioning after a period of storage • Understood to be 1 of just 1,929 240Z's sold new to Great Britain The launch timing of the Datsun 240Z (sold as the Nissan Fairlady Z in Japan) was impeccable. The much-loved Austin-Healey 3000 had recently passed to that big garage in the sky and enthusiasts were clamouring for a spiritual replacement. On paper, the first of the Z cars was unremarkable, but the sum of its parts was good enough to achieve major success on track and stage (examples won the East African Safari Rally outright in 1971 and 1973) and become a big seller - particularly in the USA, where it was very well priced compared with rival imports. It was powered by a lusty OHC straight-six engine of 2393cc that delivered 151bhp at 5600rpm. This allowed the newcomer to rush to 60mph in around eight seconds and achieve a very creditable top speed of some 125mph. A five-speed manual gearbox was standard and the suspension was independent by MacPherson struts at the front and Chapman struts at the rear. Braking was by discs front/drums rear and steering by rack and pinion. First registered on 6th October 1972, this is an original right-hand drive example of the 240Z and is understood to be 1 of just 1,929 240Z's sold new to Great Britain. In current ownership since June 2013, little is known prior to that however cosmetically, the 240Z has benefitted from bodywork restoration and re-paint between 2013 and 2017 with receipts on file for paint, sundries and bodywork repairs, including an £800 receipt for bodywork in 2017. December 2014 saw new door handles purchased. In October 2015, the engine bay and front running gear were cleaned and painted. Other cosmetic improvements include a Mota-Lita wood-rim steering wheel at a cost of £290, a March 2017 receipt for a set of stainless-steel Datsun 240Z bumpers at a cost of £875; new tail-lights were purchased in December 2014 and new turn signal lenses in July 2017; a 2019 Rota Shop purchase of alloy wheels at a cost of £560. Many trim parts had to be purchased from the USA and beyond and included seals, rubbers, clips, badges and trim. A new Pilkington Classics windscreen was ordered in March 2017 at a cost of £363.14. Mechanically, an alloy radiator was purchased for £210 in September 2016; brake parts were purchased in June 2017; 2019 saw a cylinder head repair by Barton Street Engineering, Stockport; undersealing and Waxoyling; new rear brake cylinders and brake discs purchased; Bob’s Auto Electrics were used to fault-find electrics and a new starter was also fitted in April 2020; heater hose, a battery and a brake servo (at a cost of £249.95) were purchased in 2021. In need of recommissioning after a period of storage, the 240Z is offered with a large collection of invoices and notes regarding the restoration work, along with old MOT certificates and a current V5c document. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: ESK 492 Chassis No: AT9665V MOT: Exempt Part of the collection since 1995Gas hob, sink, table, bed, pop-up roof etcExhbited at the Cholmondeley Pageant of Power and numerous other eventsRunning and driving until recentlyIdeal transport for the Goodwood Revival?Introduced in 1958, the Standard Atlas contested the light van segment against the Ford Thames 400E, Morris J2 and Commer FC. A versatile design, it could be specified with sliding or hinged doors and as a pick-up too. Engines ranged in size from a 948cc petrol through to a 2260cc diesel and were, for the most part, production car derived. The drivetrain was cradled in a subframe and the independent front suspension complemented by a ‘live’ rear axle. Dropped by the newly formed British Leyland Motor Corporation in 1968, the Atlas resurfaced in India where Standard Motors of Chennai continued making it until 1980. First registered in Gloucestershire on 5th January 1962, this charming period Camper Van belonged to Alvar Hemming of the same county a decade later. Subsequently passing through the hands of Ron Stanford and Michael Costigan, it joined the late Mr Lucas’s collection in 1995. Fitted with an 1147cc petrol engine, the Atlas was treated to a degree of bodywork restoration during the 1990s. Passing its most recent MOT test on 27th July 2016 with ‘no advisories’, the Camper Van attended that year’s Pageant of Power. Equipped with a sink, gas hob, bed and table etc, it will require recommissioning / renovation prior to use.

Registration No: XSC 909K Chassis No: HS3001605 MOT: Exempt • An original RHD example and UK registered in 1972 • Subject to an extensive bodywork restoration and repaint in c.2006 • In current ownership since 1989 • Offered with a collection of invoices and old MOT certificates • In need of recommissioning/restoration after a period of storage Understood to be 1 of just 1,929 240Z's sold new to Great Britain The launch timing of the Datsun 240Z (sold as the Nissan Fairlady Z in Japan) was impeccable. The much-loved Austin-Healey 3000 had recently passed to that big garage in the sky and enthusiasts were clamouring for a spiritual replacement. On paper, the first of the Z cars was unremarkable, but the sum of its parts was good enough to achieve major success on track and stage (examples won the East African Safari Rally outright in 1971 and 1973) and become a big seller - particularly in the USA, where it was very well priced compared with rival imports. It was powered by a lusty OHC straight-six engine of 2393cc that delivered 151bhp at 5600rpm. This allowed the newcomer to rush to 60mph in around eight seconds and achieve a very creditable top speed of some 125mph. A five-speed manual gearbox was standard and the suspension was independent by MacPherson struts at the front and Chapman struts at the rear. Braking was by discs front/drums rear and steering by rack and pinion. An original RHD example and recorded as first registered in the UK on 1st January 1972 'XSC 909K' is understood to be 1 of just 1,929 240Z's sold new to Great Britain and has resided in current ownership since 1989. It was the subject of an extensive bodywork restoration and repaint in c.2006 and some copies of old restoration photographs are on file. Much work has been carried out over the years, as evident from the many invoices on file. Mechanical work has previously included a 3-row core radiator fitted and a new alternator and starter motor plus the fitment of a timing chain is invoiced in 2006. Other engine work invoiced in 2006 includes the bore and hone of +.5mm (020”) by Mersons Engine Reconditioning, Stockport, the refacing of the block, heads, honing of the cylinders was carried out along with the grinding of the crank by Dave Rushton Engines, Stoke on Trent, also in 2006. A performance camshaft kit was ordered from Japan in 2006 and presumed to have been fitted. In need of recommissioning/restoration after a period of storage, this 240Z is being offered with a collection of old MOT certificates and a large collection of invoices from the late ‘90s and early 2000s plus a current V5c document. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: VTF 225 Chassis No: 399899 MOT: None • Part of the collection since at least the late 1970s • Desirable Scottish Aviation Ltd lightweight aluminium cab • In need of recommissioning / renovation Introduced in 1946, the Ferguson TE20 (Tractor England, 20 horsepower) popularised Harry Ferguson’s ingenious hydraulic three-point hitch system around the globe. Endearingly nicknamed the Little Grey Fergie, the usefully compact and lightweight design was manufactured for Ferguson by the Standard Motor Company, and a form of the wet liner engine they developed for it was adopted for the Vanguard and other Standard cars. The engine could be tuned to run on either petrol or what was known as tractor vaporising oil, or petrol/paraffin. 517,651 examples of the TE20 are said to have been produced by Standard's factory in Banner Lane, Coventry, some sixty-six percent of which were exported. Part of the late Mr Lucas’s collection since at least the late 1970s when the DVLA computerised their records, this particular example sports a rare Scottish Aviation Ltd cab. Designed to be removed and fitted single-handed, the lightweight structure was predominantly made from aluminium (said to have been salvaged from recycled Supermarine Spitfires). Featuring a distinctive, ‘streamliner’ roof, the Scottish Aviation Ltd cab was somewhat more stylish than rival offerings. Not run for some time, the Little Grey Fergie will require recommissioning / renovation prior to use.

Registration No: VRW 94H Chassis No: CP51462L0 MOT: Exempt • Current family ownership since 2004 • Original RHD example with overdrive • Offered with a collection of invoices and old MOT certificates • Subject to a major service and cylinder head overhaul in 2019 Introduced in 1968 as a replacement for the outgoing TR250/TR5 models, the Triumph TR6 proved a strong seller on both sides of the Atlantic. Crisply styled, its smooth flowing lines and Kamm tail hid a cruciform-braced chassis equipped with all-round independent suspension, disc/drum brakes and rack-and-pinion steering. Powered by a refined 2498cc OHV straight-six engine allied to four-speed plus overdrive manual transmission, it was deceptively fast with contemporary road testers recording 0-60mph in 8.2 seconds and a 121mph top speed. Writing in 1969, Autocar magazine went as far as to comment that "Even if the Austin-Healey 3000 had not been dropped, the TR6 would have taken over as the he-man's sports car in its own right". More information to follow. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: R469 ESG Chassis No: ZFFZR49C000110374 MOT: T.B.A • 43,100 recorded miles and 6 former private keepers • The subject of a service and belt change in 2022 • 1 of just 457 UK-supplied examples • Fitted with gated 6-speed manual transmission • Offered with original owners wallet, handbooks and service book Ferrari's 550 Maranello was introduced as a replacement for the F512 M in 1996 and found much acclaim during its five years of production. It featured a 484bhp front-mounted naturally-aspirated 5.5 litre V12 engine driving the rear wheels through a transaxle - the six-speed manual gearbox being located at the rear for optimum weight distribution. Suspension was by double wishbone, coil springs and anti-roll bars all-round and the braking by ventilated discs front and rear. The Pininfarina designed all-alloy body was mounted on a tubular steel chassis. A pukka GT car out of the Daytona mould, it offered speeds of up to 199 mph coupled with the ability to accelerate from 0-60mph in just 4.3 seconds - the sort of performance figures that wouldn't have disgraced an F1 car once upon a time. With a luxurious and roomy interior and a boot that accommodated at least a set of overnight bags (or a full set of golf clubs), this was the perfect car for dashing through Europe - Monte Carlo one weekend, Rome the next. It was replaced in 2001 by the 575M Maranello. Though not intended for use in motorsport, the 550 Maranello was nevertheless adopted for racing by a number of privateer teams, to good effect. 2003 was arguably the year of best results, with Prodrive winning the GTS class in the Le Mans 24-hour race and finishing second in the GTS class of the American Le Mans Series, and Scuderia Italia winning the FIA GT championship. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: DOL 1K Chassis No: 11304222016969 MOT: Exempt • Desirable UK-supplied, right-hand drive example • Subject to an exhaustive restoration that was completed in 2022 • Very minimal mileage since the completion of the restoration and still presenting excellently! • Attractive colour scheme and worthy of close inspection! Successor to both the exotic race bred 300SL 'Gullwing' Coupe and its humbler 190SL sibling, the W113 series SL proved more comfortable than the former and faster than the latter (a point emphasised by Eugen Bohringer's 1963 Liege-Sofia-Liege rally victory). First of the line, the 230SL was introduced at the March 1963 Geneva Salon. Penned by Paul Bracq, its wonderfully crisp styling clothed a monocoque chassis equipped with all-round independent coil-sprung suspension and disc brakes. Powered by a 2308cc SOHC straight-six engine mated to either an automatic or manual transmission, the model was credited with 150bhp and 159lbft of torque. Reputedly capable of 124mph, it was praised by the contemporary motoring press for its performance, roadholding, and refinement. Available in Californian Coupe, Convertible or Coupe Convertible guises, the last of these came with both a soft-top and the famous 'Pagoda' hardtop roof, so called because of its gently scalloped centre section. A highly desirable UK-supplied, right-hand drive Pagoda, this particular example was first registered in the United Kingdom as ‘DOL 1K’ on the 8th of February 1967. In previous private ownership from 1995, the Pagoda was acquired by the vendor, a serial commissioner of classic car restorations, in 2013 requiring attention. Much of the ensuing exhaustive restoration work was entrusted to Heritage Classics of Teesside, with the restoration work undertaken including, but not limited to, a comprehensive bodywork restoration and full repaint in the beautiful Blue hue as presented now; engine overhaul with new camshaft, big end, pistons, and the injection system renovated; gearbox overhaul; fuel system refreshed; full interior re-trim in Red leather including new carpets and a Black hood; renewed brakes with new discs and pads; and numerous renewed and restored cosmetics/trims, as well as new tyres. The restoration reached completion in 2017, with invoices on file totaling over £43,000 worth of expenditure (with significant further expense provided), and since the renovation's completion, a mere c.600 miles or so have been covered attending selected shows and events. Now showing just shy of 76,000 miles on the odometer, the logbook has only four former keepers recorded. Offered for sale with a history file that comprises the aforementioned invoices, a copy of the data card, a photo album of the restoration, and the current V5C document. Desirable, due to being a scarce UK-supplied example, and coming to market having only been ‘run-in’ from exhaustive restoration, this Pagoda is an inviting prospect. Not only that, but a useful body-coloured hardtop that be deployed in the chilly winter months is a bonus too. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: FLJ 518 Chassis No: VA2401S MOT: Exempt • Rare Drophead Coupe with coachwork by Salmons Tickford • Subject to a comprehensive restoration by SVW Services (MG SA, VA and WA specialists) • 1 of just 591 examples made • Offered with green logbook and documents on the restoration The MG VA Tickford holds a significant place in automotive history as a finely crafted automobile that exemplified elegance and engineering excellence during the interwar period. Manufactured by Morris Garages (MG) in collaboration with renowned coachbuilder Salmons & Sons, the MG VA Tickford was introduced in 1937 as a luxurious touring car. It represented MG's foray into the upscale automotive market, offering discerning buyers a combination of style, comfort, and performance. Built on a robust steel ladder-type chassis, the MG VA Tickford featured independent front suspension and semi-elliptical leaf springs at the rear, ensuring a smooth and stable ride. Propelled by a 1.5-liter OHV inline-four engine, producing approximately 54 horsepower, the vehicle delivered respectable performance for its era. However, the true allure of the MG VA Tickford lay in its exquisite craftsmanship. Salmons & Sons, renowned for their meticulous coachwork, crafted the car's body with meticulous attention to detail. The result was a design characterized by graceful lines, subtle curves, and a distinctively styled grille. Inside the cabin, occupants were greeted with a refined interior adorned with high-quality materials and tasteful finishes. From sumptuous leather upholstery to fine wood trim, every element exuded an air of luxury and sophistication. The MG VA Tickford represented an era when meticulous craftsmanship and attention to detail were paramount, leaving an indelible mark on the historical landscape of automotive design. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: EU 6160 Chassis No: 32436 MOT: Exempt Part of the collection since at least the late 1970s (if not earlier)Reputedly never restored and therefore highly originalElegant three-position drophead coupe coachworkIn need of recommissioning / renovationIntroduced at the 1934 Olympia Motor Show, the 17hp was available in three wheelbase lengths to cater for the needs of the sporting motorist, owner-driver and carriage trade (though, the majority were bodied by Armstrong-Siddeley's in-house coachbuilder 'Burlington'). Based around a sturdy ladder frame chassis equipped with all-round semi-elliptic leaf-sprung suspension and four-wheel drum brakes, the newcomer was powered by a 2394cc OHV six-cylinder engine allied to four-speed Wilson pre-selector transmission. Marketed as "A Car of Aircraft Quality" (a nod to its parent company's vital role within the aero industry), the 17hp was notable for its stiff four-bearing crankshaft, integral block / crankcase casting and advanced water pump design. Credited with developing some 70hp @ 3,300rpm, it was reputedly capable of circa 70mph. Remaining in production until 1939, just 4,260 17hp cars are thought to have been made. However, survivors are comparatively scarce. Bodied by Salmons & Sons as a ‘Foursome’ Drophead Coupe and first registered in Brecknockshire on 4th November 1936 (or so its ‘EU 6160’ number plate would imply), chassis 32436 has belonged to the late Mr Lucas since at least 1978. An attendee at numerous classic car meetings that same decade, the Armstrong Siddeley appears to have never been restored. Believed but not warranted to have covered a mere 81,000 miles from new, the 17hp exudes originality. The ‘Tickford’ winding mechanism to take the soft-top roof from Sedanca to Open positions remains in situ as to a plethora of event plaques. A very rare and stylish motorcar that is surely worthy of recommissioning and a place in another collection.

Registration No: LCW 930G Chassis No: 1A35415BW MOT: Exempt • Part of the collection since at least the late 1970s (if not earlier) • Reputedly never restored and therefore highly original • Previously supplied by Simon James Motors Ltd • In need of recommissioning / renovation Introduced in 1966, the Daimler Sovereign was a more luxurious version of the contemporaneous Jaguar 420. Differentiated from its sibling by means of a fluted radiator grille and better standard equipment, it otherwise shared the same monocoque bodyshell equipped with all-round independent suspension, servo-assisted disc brakes and a detuned version (245bhp vs. 265bhp) of the Jaguar MKX's 4235cc DOHC straight-six engine. In many ways a testbed for the forthcoming Jaguar XJ6's styling and mechanical layout, the Daimler Sovereign remained in production until 1969 by which time some 5,829 left- and right-hand drive examples are thought to have been made. Among the rarest of the Browns Lane-designed Daimlers, the Sovereign is a highly underrated motorcar combining as it does an elegant 1960s design with surprisingly modern road manners. First registered in Burnley on 11th June 1969 (or so its ‘LCW 930G’ number plate would imply), chassis 1A35415BW has been part of the late Mr Lucas’s collection since at least 1977 showing no former keepers on its accompanying V5C. Finished in Brown and pleasingly retaining its original Tan leather upholstery, the Daimler is believed but not warranted to have covered 62,300 miles from new. Not started in some time, it will require recommissioning / refurbishment prior to use.

Registration No: RZ 2541 Chassis No: TS5441 MOT: May 2025 • Full weather equipment, aero screens and filler cap • Offered from long-term family ownership • Subject to recent expense with marque specialist TR Bitz • Current V5C and a current MOT certificate into May 2025 Triumph's TR Series began with the unveiling of a prototype at the 1952 London Motorshow. It was built around the chassis of the pre-war Flying Nine, the suspension from the Mayflower, and the engine out of the Vanguard. Its two-seater body was mounted on a substantial ladder-type chassis. The suspension was independent by coil springs at the front and a live axle and leaf springs at the rear. The newcomer's 1991cc four-cylinder Vanguard engine sported twin SUs and was tuned to produce 90bhp. Motor magazine's road test of a TR2 in 1954 achieved 11.9 seconds for the 0-60mph sprint and an ultimate speed of over 107mph. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: S434 FWY Chassis No: SAJJGAED3AH034458 MOT: None • c.78,000 recorded miles • Just 3 former keepers and current ownership since 2010 • Offered with original owners wallet, handbooks and service book • Collection of invoices, old MOT certificates and current V5C Living up to expectations can be a burden. Consider the handsome Geoff Lawson-penned XK8 that followed in the wheeltracks of such automotive icons as the XK120 and immortal E-type. Like the E-Type before it, the XK8 made its debut at the Geneva Motorshow - that of 1996 - and, from launch, was available in either Coupe or Convertible guise. Like its immediate predecessor, the XJS, the original XK8 was more of a Grand Tourer than an outright sports car. It also had the distinction of being the first Jaguar to be powered by an eight cylinder engine. This then, was a cat with strong DNA but also its own distinctive, endearing personality. At the time of the newcomer's unveiling, Jaguar Cars was owned by Ford, as was Aston Martin, and it made sound economic sense for the XK8 and similarly targeted DB7 to share the same platform; which itself was derived from that of the outgoing XJS. The biggest of many differences between new and old, was the adoption of Jaguar's second generation independent rear suspension system, previously found on the XJ40 Saloon. Prior to 2003, power came from either a normally aspirated (XK8) or supercharged (XKR) 4.0-litre version of the company's DOHC V8 AJ26 engine. From 2003 to the end of production in 2006, the 4.2-litre AJ34 unit was employed. In each case, the engine was allied to either a five or six-speed (from 1997 onwards) automatic transmission. Supplied by Perrys Jaguar in Huddersfield on 1st December 1998, today this XK8 displays c.78,000 recorded miles and with just 3 former keepers recorded and current ownership since 2010. The specification ordered in 1998 appears to include the classic leather pack, electric and heated mirrors, cold climate pack – with heated front seats, heated windscreen and headlamp washers, adaptive damping, cruise control and, of course, the attractive Antigua Blue Metallic paint. The Jaguar book pack is present and includes the Service Record booklet with 10 stamps. 7 service stamps at main dealer Grange Jaguar, Brentwood, Essex on 27.9.99 at 10,349 miles; 15.11.2000 at 18,963 miles; 29.10.01 at 22,596 miles; 8.1.02 at 26,270 miles; 18.12.03 at 33,002 miles; 24.11.04 at 38,621 miles; 8.12.05 at 42,759 miles. A further 3 stamps were with independent specialist Glen Jags on 19.5.11 at 64,105 miles - with secondary timing chains and tensioners replaced; 6.8.14 at 73,289 miles; 19.5.18 at 73,689 miles. Many of the service receipts are to be found within the history file. Within the later invoices, a receipt on file from April 2018, shows new rear bumper brackets were fitted and preparation and paint to the edges of the wheel arches with undersealing the areas and underseal applied to sill cavities. Offered with the original owners wallet, handbooks and service book, a large collection of invoices and notes, XK8 sales literature, old MOT certificate, and current V5C the Jaguar is now in need of recommissioning after a period of storage. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: CV 9845 Chassis No: 2684112 MOT: Exempt • Subject to an engine overhaul in 2017 • Believed to be 1 of just 107 examples known to survive • Offered with original spare parts list and instruction manual Intended to complement the six-cylinder Hornet, the four-cylinder Nine joined the Wolseley range for 1934. Based around a sturdy ladder-frame chassis equipped with all-round semi-elliptic leaf-sprung suspension and four-wheel hydraulic drum brakes, the newcomer was powered by a SOHC 1018cc engine allied to four-speed manual transmission. Surprisingly roomy despite its 7ft 9in wheelbase and 3ft 9in track, the `baby' Wolseley was reputedly capable of 59mph. While, the vast majority of Nines were supplied as four-door saloons, just 7,201 are thought to have been made (though, the spilt between open and closed cars is unknown). Presented in Maroon over Black with original Dark Chestnut hide trim, notably advertised in period as the ‘aristocrat of the 9hp field’ with an OHC engine, hydraulic brakes and a 4-speed synchromesh gearbox all as standard. Interestingly, the original ‘Pedomatic’ automatic starter system is still operational! In addition to the V5C, the paperwork file includes various invoices - including for an engine overhaul in 2018, original parts and instruction manuals, sales brochure, press information club mags etc. In recent years 'CV' has been in a private collection and has been well-maintained (including engine overhaul in 2018) with occasional use and is reported to ‘run and drive’ well. An excellent opportunity to acquire a ‘quality’ 1930s saloon in running order and in good condition throughout with a very attractive original interior and the benefit of a recently overhauled engine. For more information, please contact: Stewart Parker info@handh.co.uk 07836 346875

Registration No: 6918 UA Chassis No: HDT1365083 MOT: Exempt • Professionally converted to run an MGB 1800cc engine and automatic gearbox • Finished in the desirable Tartan Red over a Black interior • Offered with history file including receipts for work • Sold as part of a deceased estate at 'No Reserve' Introduced in Autumn 1955, the MGA Roadster married a proven chassis design complete with independent front suspension and rack and pinion steering to a new B-series four-cylinder, pushrod-ohv engine. Borrowing cues from the Abingdon factory's successful EX182 prototype racers (5th- and 6th-in-class at that year's Le Mans) its wonderfully elegant styling ensured strong sales on both sides of the Atlantic. Continually updated, the MGA range was joined by Coupe and 'Twin Cam' variants in 1956 and 1958 respectively. Prompted by the latter's performance advantage, the standard pushrod model received a capacity increase to 1588cc and front disc brakes in May 1959. The resultant '1600' MKI was capable of almost 100mph. First registered on the 18th July 1959 and one of the last 1489cc cars supplied, '6918 UA' is believed to have been first supplied to the Leeds area and retains its original registration marque to show this. Little is known of the history of the car until 1989, when the car was acquired by a Mrs Shepherd of North Walsham, Norfolk. Painted green at this time (and thought to have been green when new) the MGA was evidently cherished as there are a number of large invoices on file which included a full engine overhaul in 1991. Mrs Shepherd sold the car onto a Mrs Dunnett, also of Norfolk, in 2010 who chose to entrust MG Mecca of Norfolk to carry out a full cosmetic and mechanical refresh which included uprating the sports car with an MGB 1800cc engine and Borg Warner 35 Automatic gearbox plus disc brakes. Cosmetically, the car was repainted in the iconic MG Tartan Red and the interior was refreshed with a new black carpet set and vinyl trim and a new hood was also fitted. The total cost of these works amounted to £22,332.73 and further works were undertaken by MG Mecca until the car was sold through them to the current, late owner in 2015. The late owner, Mr Ward, was fanatical about maintenance on his cars as he regularly used them for trips to the continent and varioius classic car shows with his widow. Unfortunately, the declining health of Mr Ward has meant that the MGA has not been used on the road for some time and it is now recommended for mild recommissioning works prior to use. Upon our inspection we noted that '6918 UA' is a very presentable car, with some small marks from use, and the vendor noted that the automatic conversion appears to look comestically 'period correct', indicating a high standard of work performed. Now offered for sale on a No Reserve basis, this presents a fabulous opportunity for any prospective owner who lusts after a classic sports car without many of the difficulties of driving an entirely original example. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: 511 UXN Chassis No: AN5L44081 MOT: Exempt Current ownership since 2007Full weather equipment and fitted with wire wheelsCurrent V5C document and Heritage CertificateExport example and subsequently converted to RHDSelf-evidently the subject of previous restoration work Intended as a spiritual successor to inexpensive pre-war sports cars such as the MG M-type or Austin 7 Nippy, the Austin-Healey Sprite was launched in May 1958. Fruit of the growing partnership between Donald Healey and Austin's Leonard Lord, its design costs were kept to a minimum through some inspired BMC parts bin raiding. Built around a lightweight monocoque, it combined the Austin A35's independent front suspension and four-speed gearbox. Powered by a twin-carburettor fed 948cc A-series four-cylinder engine developing some 43bhp and 52lbft of torque, it was capable of over 80mph. Credit for the Frogeye's wonderful styling lies with both Gerry Coker and Les Ireland. Put on sale for just £669 including purchase tax rarely before or since has a sports car enjoyed such a large fun-to-price ratio. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: TAW 234H Chassis No: 4712907849 MOT: Exempt • Significantly improved during current ownership • Finished from new in special order (two-year only) Metallic Gold paintwork • Highly original example that was supplied new to California • Matching numbers example • Supplied new with Porsche Certificate of Conformity By the late 1960s, Porsche was looking for a replacement for its 912, while Volkswagen needed a substitute for the outgoing Karmann Ghia. The companies agreed on a collaborative solution and the 914 was born in 1969. A mid-engined chassis was penned and manufactured by Karmann Ghia. Versions to be sold by Volkswagen (914/4) were initially equipped with a 1.7-litre version of the company's air-cooled flat-four unit and other VW hardware, while examples destined for Porsche showrooms (914/6) were sent to Stuttgart and fitted with the same 2.0-litre flat six engine as used in the 911T. Both cars utilised the 911's '901' gearbox suitably modified for the mid-engined configuration. It was felt double-branding would be risky in America, so both versions carried the Porsche badge there. Though the quicker and better handling of the two cars, the 914/6 suffered from slow sales and was discontinued in 1972 after a production run of some 3,350 cars. The resulting gap in the line-up was filled by a second Volkswagen engined model powered by a 95bhp 2.0-litre version of the company's fuel-injected Type 4 unit. 914/4 production ceased in 1976 after in excess of 115,646 examples had been made, making it Porsche's best-selling model of the time. Chassis ‘4712907849’ was manufactured in December 1970 for the 1971 model year, being supplied new to California. Finished in the two-year only (MY 1971 and 1972) paintwork colour of Gold Metallic with Midnight leatherette with Basketweave inlay interior upholstery, the 914 was specified from new with Green top tinted windscreen. Provided with a comprehensive restoration while a resident of America (believed between 2010 and 2015), the 914 was thereafter imported by a British collector, arriving on our shores in 2017. A highly original and ‘matching’ numbers example, the 914 has been provided with much further improvement in recent years. The most significant works have been a top-end engine overhaul costing over £2,000 by air cooled engine specialists Aircooled Hut, and bodywork attention including to the notorious ‘hell hole’ costing almost £2,000. Additional maintenance and improvement work completed over the last few years has included four new tyres, a fuel system refresh with a new fuel pump, renewed starting equipment by Mellors Elliot including 123 distributor, and an inspection by Porsche Centre Sheffield. Starting readily and running well during the recent photography session, the 914 presents on the correct type Mahle alloy wheels with spare and has 99,000 miles recorded on the odometer. Offered with a history file that includes documentation from the Porsches time in America, a collection of invoices for maintenance and improvements from here and in America, a Porsche Certificate of Conformity, owner manual, 914 Tech Tips guide, Maintenance and Warranty Guide, and a current V5C document, and is also accompanied by a car cover. Notably nice 914 examples such as this are few and far between, and this example finished from new in a two-year only colour and with matching numbers has much to recommend it. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: MTE 926 Chassis No: L63509 MOT: Exempt • Part of the collection since at least the late 1970s • Rare, Barker & Co bodied example • Regency period seat covers, Waltham stereo etc • In need of recommissioning / renovation Introduced in 1946, the Lanchester LD10 was more considerably expensive than its 10hp opposition. Marketed as ‘craftsman built’, the newcomer was powered by a smooth 1287cc OHV four-cylinder engine allied to four-speed pre-selector transmission complete with a fluid flywheel. Equipped with independent front suspension, a ‘live’ rear axle and four-wheel drum brakes, the four-seater was reputedly capable of 69mph. Initially fitted with steel Six-Light coachwork by Briggs, later variants wore aluminium Four-Light bodies courtesy of Barker & Co. Just 579 of the 3,030 LD10s made sported the more rakish Barker design. First registered in Lancashire (or so its ‘MTE 926’ number plate would imply), chassis L63509 has been part of the late Mr Lucas’s collection since at least the late 1970s when the DVLA computerised their records. A regular attendee at Daimler Lanchester Owners’ Club events earlier that same decade, the LD10 displays an unwarranted 22,338 miles to its odometer. Fitted with ‘Regency’ upholstery covers and sundry auxiliary gauges, the four-seater has lain dormant for years. Seemingly complete, it will require recommissioning / renovation prior to use. Curiously, the DVLA erroneously list the car’s date of first registration as February 1st 1957.

Registration No: 129 FUO Chassis No: WMA23441812 MOT: Exempt In current ownership the last 27 years, and having covered just 95 miles over this periodJust 79,165 miles on the odometerSubject to long-term restoration starting in 2002, and completed between 2006 and 2010.Launched in the summer of 1959 as Sir Alec Issigonis's sideswipe at the bubble car which had swept through Europe in the late 1950s, the Mini was truly a revolutionary car. Packing a remarkable amount of interior space into its 10ft length by placing its 'A' series engine sideways from 'east to west' in the engine bay, the practicalities which had dominated its design concept seemed almost accidentally to produce a small car which on its rubber-cone suspension and 10-inchwheels was remarkable fun to drive. Possessing light and incredibly accurate steering, minimal bodyroll and tremendous grip the Mini was described by the contemporary motoring press as the first car in which there was no need to slow down for corners! The Mini featured many of Issigonis's personal design quirks, for instance there was no provision for a radio as he did not agree with them and he believed the famous 'bus-driver' driving position kept the driver alert by preventing him/her getting too comfortable! Launched in BMC tradition as both an Austin (the Seven, or 'Se7en' in contemporary advertising) and a Morris (Mini-Minor) it was the 'Mini' name that stuck in the long term. Although had original marketing plans to call the Austin version the 'Newmarket' succeeded then this could perhaps have been very different! Sales were initially sluggish but the Mini's rapid acceptance amongst the elite as 'the' car to be seen in soon saw this overcome and by 1963 it had dislodged the Ford Anglia to become the best selling car in the UK. This particular example benefits from being a De-Luxe variant of the Morris Mini Minor. First registered on 01 September 1960, little is known of the early life of ‘129 FUO’, until it was purchased by a Malcolm John Sheas of Brixham in September 1993. Sheas would own the car for just shy of four years, before it was sold to the current owner on 07 August 1997, at that time showing just 79,070 miles on the odometer. In October 2002, the car was subject to a long term restoration with Colin Groom, with photographs in the history file showing the car before, during and once completed. This restoration lasted until at least February 2006 and perhaps later, with photographs of the finished car presented in the attractive shade of Maroon with two-tone red and grey interior dated 2010. Since its purchase, the car has been used sparingly and stored in a dry garage. To be exact, just 95 miles over the last 27 years. Now showing 79,165 miles on the odometer, the car still presents well, although would benefit from a recommissioning service ready for its new owner. Offered for sale for somebody else to enjoy and due to the sad passing of the long term owner, this presents a rare opportunity to acquire a long term ownership, low miles, early model year Mini in a lovely colour combination. For more information, please contact: Andreas Hicks andreas.hicks@handh.co.uk 07929 363573

Registration No: 541 XVU Chassis No: 103755 MOT: Exempt • UK supplied RHD example and fitted with rare automatic transmission • Restored by marque specialist Robert Grinter Restorations Presented in its original Mountain Blue with a Red interior• Offered with a collection of photographs of the restoration • JDHT certificate, collection of invoices and current V5c document Daimler launched their new sports car at the New York Motor Show of 1959. They wanted to crack the American market and the styling had transatlantic overtones to suit. The car was originally called the Dart, but Daimler quickly succumbed to the threat of legal action from Chrysler's Dodge division and rechristened it the SP250. The newcomer was clothed in a tough fibreglass body and built around a traditional cruciform-braced ladder-frame chassis, the initial version of which (as found on A specification cars), was sadly lacking in torsional rigidity. By 1960, the Daimler Motor Company was in Jaguar's hands and the so-called B specification SP250s featured a much stiffer frame, equipped with additional outriggers and a strengthening hoop between the B posts. The jewel in the car's crown was its engine, a silky smooth 2.5-litre V8 unit designed by Edward Turner and featuring the revolutionary hemispherical combustion chamber technology he pioneered on his Triumph motorcycle engines. With 140bhp on tap and a low all-up weight, the Daimler's performance was strong and the sound was one to savour. Suspension was independent with wishbones and coil springs at the front and a live axle hung on leaf springs at the rear. Braking was by hydraulically-operated discs all-round. According to the Motor magazine test of the period, the SP250 could accelerate to 60mph in a creditable 8.9 seconds and continue on to a top speed of 123.7mph. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: RTC 438 Chassis No: 211229 MOT: None • Manufactured by Brockhouse Engineering of Southport • The subject of an older restoration • Powered by a Morris 8 sidevalve engine (918cc) • In need of recommissioning / renovation Inspired by the Simplicity Manufacturing Co’s compact tractor designs which it had imported from Wisconsin during the late 1930s, the British Motor Boats (or B.M.B.) concern devised a similarly diminutive machine aimed at the ‘market garden’ and ‘walk behind’ sectors. Launched in 1947, the resultant B.M.B. President was built by Brockhouse Engineering of Southport. Enjoying an impressive power to weight ratio courtesy of the 918cc sidevalve four-cylinder engine it shared with the early Morris Minor, the newcomer helped many a vegetable plot owner combat post-WW2 rationing. Phased out of production in 1956, it was not uncommon to see B.M.B. Presidents working on smallholdings up until the 1980s. Part of the late Mr Lucas’s collection since at least 2001 when its earliest accompanying V5 registration document was issued, the President’s prior history is unknown (albeit ‘RTC 438 is a Lancashire number plate). Now presenting as a cosmetically tired older restoration, the tractor will require recommissioning prior to any further usage. An appealing and straightforward project.

Registration No: XDA 280 Chassis No: S827170DN MOT: Exempt • The subject of an extensive restoration by marque specialists including Fender & Broad • Matching chassis and engine numbers • Believed to be 1 of just 623 right-hand drive examples • JDHT certificate, collection of invoices and current V5C document By the time the XK150 was launched in May 1957, Jaguar had won Le Mans four times and was about to do so once again - what a backdrop against which to market a new sports car. Though the newcomer was a logical progression of the XK140, subtle changes to the bodywork gave this final iteration of the XK models a distinctly more modern air. The split windscreen was replaced with a single sweep of toughened glass and the scuttle height was raised, along with the waistline. The bonnet was widened and the bulkhead on the Roadster was moved rearwards by four inches. Inside, the walnut dashboard of the XK140 was replaced by one trimmed in leather. Thinner doors gave more interior space. The standard engine was the 3.4-litre DOHC straight-six unit of the XK140, but most early 150s were fitted with the optional SE version that sported a cylinder head with larger exhaust valves and a pair of 1.75-inch SU carburettors. Still more power was available from 1958 in the form of the 'S' engine and its straight-port head linked to three SUs, for which 250bhp was claimed. The XK150 was also the first production Jaguar to be equipped with disc brakes. At launch, the XK150 was offered in Fixed Head Coupe (FHC) and Drophead Coupe (DHC) guise, the Open Two-Seater Roadster (OTS) following in 1958. By the time the model was superseded by the E-Type, some 4,445 FHCs, 2,672 DHCs and 2,265 OTSs had been produced. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: 8885 RH Chassis No: GHN320408 MOT: Exempt • Desirable ‘pull-handle’ example • Entering current family ownership in 2012 as a ‘barn find’ from previous thirty-nine year ownership • Supplied with a comprehensive ten-year restoration • Arguably the ‘purest’ form of MGB and pleasingly retaining its original registration number The MGA had really been the first 'BMC corporate' MG, and the MGB which replaced it was intended to be even more popular. Although the engineering of the new car was evolutionary - the B-Series engine, transmission, rear axle and independent front suspension were all improved versions of those used in the previous MGA. The first incarnation of the MGB built from 1962 to April 1965 featured distinctive pull-type door handles and a 95bhp/1798cc engine with three-main-bearing crankshaft and while overdrive was an optional extra, the model's top speed was more than 100mph. Today, it enjoys a very strong following and with its GT sister has spawned a dedicated support industry. For many, the early chrome-bumper MGB roadster is the epitome of the classic British sports car. A desirable ‘pull-handle’ example that was manufactured in 1963, being first registered on the 24th of September that year as ‘8885 RH’. Finished in White paintwork, the MG is pleasingly understood to retain much of its original Black leather interior upholstery. Entering into previous ownership on New Year's Eve 1973, the MG was retained in their ownership for the subsequent thirty-nine years, where during the latter stages of that custodianship, chassis ‘GHN320408’ was off the road in a barn. After several years of attempted persuasion, the MG was acquired by the vendor’s late husband in 2012. The restoration commenced in 2013 but unfortunately, the vendor’s husband passed away before it was completed. Choosing to continue the restoration (self admittedly letting heart rule head), the MG was gradually provided a comprehensive restoration over the following ten years. Supplied with £6,325 worth of expenditure in parts alone, the MG was provided with full bodywork restoration with new sills, boot floor, valance, and wings; an engine overhaul; re-wiring; braking overhaul; refreshed fuel system with new fuel tank; new clutch; new radiator; and a new hood which has (as of the photography session) never been taken down. Used sparingly since the completion of the restoration last year, the MG is understood to retain its original three-bearing engine, and presents on the correct type steel wheels. Offered with a history file that includes the VE60 ‘buff’ logbook, an MOT from 1974, a large collection of invoices from the restoration, images of the MG as found and being recovered from the barn, and a current V5C document, and is also accompanied by a car cover. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: LE04 NYV Chassis No: SAJAC41P742A40072 MOT: March 2024 Only three former keepers and current ownership since 2017102,900 miles from new and rated as either ‘good’ or ‘very good’ throughoutDesirable later X100 XK8 with the 4.2 litre engine and six-speed transmissionVery well-maintained being serviced annually by only Jaguar main dealers and specialistsBenefitting from some £6,400 worth of improvements while in current ownership Living up to expectations can be a burden. Consider the handsome Geoff Lawson-penned XK8 that followed in the wheel tracks of such automotive icons as the XK120 and immortal E-type. Like the E-Type before it, the XK8 made its debut at the 1996 Geneva Salon, and from launch, was available in either Coupe or Convertible guise. Like its immediate predecessor, the XJS, the original XK8 was more of a Grand Tourer than an outright sports car. It also had the distinction of being the first Jaguar to be powered by an eight-cylinder engine. This then, was a Big Cat with strong DNA but also its own distinctive, endearing personality. At the time of the newcomer's unveiling, Jaguar Cars was owned by Ford, as was Aston Martin, and it made sound economic sense for the XK8 and similarly targeted DB7 to share the same platform; which itself was derived from that of the outgoing XJS. The biggest of many differences between new and old, was the adoption of Jaguar's second generation independent rear suspension system, previously found on the XJ40 Saloon. Prior to 2003, the power came from either a normally aspirated (XK8) or supercharged (XKR) 4.0-litre version of the company's DOHC V8 AJ26 engine. From 2003 to the end of production in 2006, the 4.2-litre AJ34 unit was employed. In each case, the engine was allied to either a five or six-speed (from 1997 onwards) automatic transmission. Manufactured in 2004, the XK8 offered was first registered in the United Kingdom on the 30th of July that year, being fitted with the 4196cc V8 engine allied to the six-speed automatic transmission. Finished in the popular colour combination of Radiance Red with Ivory leather interior upholstery, the Jaguar was purchased by the vendor in 2017 and has had three former keepers to date, with the previous owning the XK8 from 2008. Covering some 102,900 miles from new, the XK8 has benefitted from some £6,400 worth of improvements while in the vendor's ownership, most recently (in 2022) the Jaguar has been supplied with a replacement steering rack and new oxygen sensor at the cost of c.£600. Obviously much loved, ‘LE04 NYV’ is accompanied by a service book containing annual stamps (from 2005-2023) at 8,277; 15,709; 22,705; 31,843; 38,271; 46,552; 60,432; 69,050; 74,204; 79,263; 83,424; 85,890; 87,507; 89,416; 91,075; 92,622; 95,078; 98,327 miles, 99,438 miles, and 102,500 miles all of which are from Jaguar main dealers and specialists. The vendor has had an Alpine 196CDE DAB entertainment system and integrated Bluetooth mobile phone kit professionally fitted, with the system operated from the steering wheel controls. Two stainless steel cup holders have also been fitted in the centre armrest. The Jaguar is offered with the aforementioned service book, a collection of invoices and MOTs, a no advisory MOT certificate until March 2024, and a current V5C. Vendor Condition Ratings: Bodywork: 'Very Good' Engine: 'Very Good' Electrical Equipment: 'Good' – there is a slow drain on the battery Paintwork: 'Very Good' Transmission: 'Very Good' Interior Trim: 'Good' – headlining has started to sag and will need replacing in due course For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452