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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

Registration No: 501 UYR Chassis No: 105E115195 MOT: Exempt • Well known historic racer with ownership history from new • A previous Goodwood Revival entrant • 1500cc pre-crossflow engine • Mechanical overhaul in 2020 with over £15,000 worth of expenditure Ford's fourth and last Anglia - the 105E - broke cover in 1959. The styling displayed a strong American influence and included a sweeping nose, notchback rear window, and muted tail fins. The newcomer benefited from an equally new engine, a 997cc OHV straight-four unit codenamed ‘Kent', versions of which powered all manner of Fords for years after. It was mated to a four-speed manual gearbox with synchromesh on the top three ratios. The suspension was by MacPherson strut at the front and leaf-sprung live axle at the rear. Motorsport is engrained in the Blue Oval's DNA and the 105E Anglia played its part in the company's competition history, including winning the 1966 British Touring Car Championship. Chassis ‘105E115195’ is a well-known example, that was converted into race car specification in 1997 and has previously belonged to John Smith, JF Toplis, Ralph Forbes, Andy Baillie, Nick Morgan, John Atkins, Alex Postan, Grahame Bryant, and Peter Kennerly, and competed in many rally and race meetings; including the Goodwood Revival in 2001 and 2003. Its roof once carried the signatures of 52 drivers, including Sir Stirling Moss, Gerry Marshall and Win Percy, although none are now visible. The Anglia is accompanied by a large history file including previous ownership records, previous FIA papers and HSCC identity form, restoration photos, technical information, a collection of invoices and MOTs, and sundry paperwork. Benefitting from a significant mechanical overhaul in 2019 – 2020 with over £15,000 worth of expenditure, the Anglia received a full engine overhaul of the 1500cc pre-crossflow engine completed by Gathercole Race Engines (invoice included in the images), a new underslung pedal box, and a full brake kit from Burton Power. In current ownership since 2022, the 105E been used on track once in his ownership, after a thorough preparation. ‘115195’ would now benefit from a tune before any future competition, but represents a reasonably priced entry into historic racing. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: Y546 BAR Chassis No: SAJAC34N31MF37706 MOT: March 2025 • Rare and desirable LWB Super V8 example • Just 58,000 miles from new • Single private family (father and wife) ownership when just a year old (in 2002) • Registered new to ‘Jaguar Executive Sales’ and believed used as a director's vehicle The new V8-powered Daimler saloons were introduced in 1997 as part of Jaguar's revised X300 range, a new and highly acclaimed ZF five-speed automatic gearbox arriving at the same time. This state-of-the-art, quad-cam, 32-valve engine was built in capacities of 3.2 and 4.0 litres to power three new Jaguars and two new Daimlers. The new Daimlers comprised the V8 and Super V8, the latter equipped with a 322bhp supercharged unit, both of which shared the same long-wheelbase four-door saloon body and were equipped to the customarily very high standard of luxury. As well as being V8 powered, the car is taken to other extremes with its very rare supercharging, and long-wheelbase and luxurious specification. One of the proudest traditions in Daimler history was that since 1900, when the then Prince of Wales, later HM King Edward VII, purchased his first Daimler car, Daimlers were used by British Kings and Queens, with the Super V8 being no different, with Queen Elizabeth II herself having owned one. Manufactured in 2001, this rare and desirable LWB Super V8 was supplied new to ‘Jaguar Executive Sales’ being first registered on the 20th of April and is understood to have been used as a directors car. Finished from the factory in Jaguar Anthracite Metallic paintwork with complementary Oatmeal leather interior upholstery, the Daimler is well specified with climate control, cruise control, sunroof, Harman Kardan audio, electric heated seats, CD-changer, built-in telephone, Daimler stitched headrests, deep pile Daimler carpet set, Jaguar Cars satellite navigation system, headlight washers, and parking sensors. Purchased by the vendor's late husband when the Daimler was just a year old (in 2002), the Super V8 has been registered as ‘34 N’ through the majority of their custodianship. Offered now having covered just 58,000 miles, the Daimler has had just one private family ownership from new, being transferred into the vendor’s ownership from her late husbands last year. Benefitting from new shock absorbers, anti-roll bar bushes, and brake pipes in 2019 costing some £1,200; and a new battery and fuel pump this year. Shod with matching Pirelli P6000s all around, the Super V8 is offered with a history file that contains a large collection of previous MOT certificates, numerous maintenance and improvement invoices, current V5C document, a March 2025 MOT with no advisories, and the original book pack in the Daimler wallet, as well as three sets of keys. Low mileage and ownership examples of the very rare LWB Super V8 are few and far between, so this example is one not to be missed. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: X847 WVK Chassis No: WP0ZZZ99Z1S641006 MOT: February 2025 • c.103,000 recorded miles from 6 former keepers • Offered with owners wallet, handbook and service book • 3.4-litre engine mated to a Tiptronic gearbox • Current V5c document Asked to nominate his favourite generation of Porsche 911 during its 50th Anniversary celebrations in 2013, racing driver and journalist Tiff Needell chose the 996 commenting: "This was the model that brought the 911 into the modern world. We finally got rid of the VW pedals and had a chassis that handled in a much more progressive and controllable manner. Not a convert before, completely converted after!" Traditionalists may have decried the 996's water-cooled engine and shared Boxster componentry, however, the newcomer's use of a brand-new platform (the 911's first since 1963) meant that it was notably lighter, stiffer, and more aerodynamic than its 993 predecessor. Equipped with four-valve cylinder heads, the 996's 3.4-litre engine developed 296bhp and 258lbft (outputs comparable to those of the 993 Carrera RS's 3.8-litre unit). Allied to either a six-speed manual or five-speed Tiptronic transmission, the free-revving flat-six enabled the 2+2-seater to sprint to 60mph in 5 seconds and onto 174mph. More ergonomically laid out and spacious than that of any previous 911, the 996's cabin also boasted a far better HVAC system. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: MC56 CHO Chassis No: SCBDE23W17C044339 MOT: November 2024 • 36,909 miles from new and full service history • Offered with extensive service history including 14 service stamps • Uprated entertainment system with Bluetooth and 2 keys Introduced at the New York Motor Show in April 2006, the Bentley Continental GT Convertible (or GTC) proved an immediate sales success. Determined to engineer the most torsionally rigid open four-seater that money could buy, the Crewe manufacturer incorporated additional steel tubing within the newcomer's A-posts and windscreen frame, reinforcing its sills and cross-braced the floorplan to a greater degree. The result was a class-leading 16,595ft-lb per degree. A very near match in dynamic terms for its Coupe sibling, the Convertible utilised the same crushingly powerful twin-turbocharged 6-litre W12 engine, Torsen-based permanent four-wheel drive system, massive ABS-backed disc brakes and sophisticated all-round independent air suspension. Electro-hydraulically operated, the Bentley's luxuriously padded fabric roof not only stowed away neatly but also provided almost limousine levels of refinement. Reputedly capable of over 190mph when topless, the GTC featured two sturdy steel hoops concealed beneath its rear headrests which could be deployed within fractions of a second if the onboard computer sensed an impending roll. Arguably more of a 2+2-seater than a true four-seater, the model could raise or lower its hood at speeds of up to 20mph (a nice party piece in slow-moving traffic). First registered on the 1st December 2006, 'MC56 CHO' was first supplied by Bentley Birmingham in the very attractive colour scheme of metallic grey with black wheels with a red leather interior and complemented by a red mohair hood. Having passed through four previous keepers, the owner acquired the Bentley in 2021 and has cherished it, completing a number of long distance trips onto the continent during his ownership. In the original service book, there are eight main Bentley dealer service stamps up to 13th September 2013 at 10394 miles, and then a further six stamps with Bentley specialists, with the most recent being with RR&B Garages of Bromsgrove at 34504 miles in June 2023. The odometer now displays 36909 miles. The vendor informs us that the Bentley is in overall 'very good' condition with the paintwork appearing very clean and it is hard to notice any serious imperfections. The interior is also in 'very good' condition and the leather and carpets appearing very fresh. The vendor decided during his ownership to fit a newer infotainment system with Bluetooth to make it more user friendly, but is supplying the original item with the car. Now offered for sale at an attractive guide price, this presents a fantastic opportunity to own an impressive luxury Bentley for reasonable outlay. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: NCY 961 Chassis No: GV5173541 MOT: Exempt • Part of the collection since at least the late 1970s • Subject to an older restoration • A rare survivor • In need of recommissioning / renovation Introduced in 1947, the A40 was Austin's first 'clean sheet' post-WW2 family saloon design. Based on a sturdy chassis frame equipped with independent front suspension, a 'live' rear axle and four-wheel drum brakes, the newcomer was powered by a 1200cc OHV four-cylinder engine allied to four-speed manual transmission. With some 40bhp on tap, it was reputedly capable of over 70 mph. Once production was in full swing and the principal Devon (four-door) and Dorset (two-door) saloon models firmly established, other variants joined the A40 line-up including a Jensen-designed sports four-seater, 10cwt pick-up, 10cwt van and estate car (or 'Countryman' as it was known). Styled in-house by Dick Burzi, the commercial A40s contrived to be stylish yet practical. Though, today - thanks to years of overloading, stop-start motoring and general abuse - survivors are few and far between. First registered in Swansea on 19th April 1956 (or so its ‘NCY 961’ number plate would imply), chassis GV5173541 has been part of the late Mr Lucas’s collection since at least the late 1970s when the DVLA computerised their records. Self-evidently the subject of past restoration work, the Austin’s odometer shows 33,552 unwarranted miles. Passing its most recent MOT test on 15th May 2012, the A40 Countryman is now in need of recommissioning / renovation.

Registration No: SBL 929G Chassis No: K-A2S6/1217101-A MOT: Exempt Entered from a private collection in which it has resided since 2007Uprated to ‘S’ spec with an 11-stud engine and ‘S’ brakesFinished in Almond Green paintwork with a White roofHome market example with a Heritage Certificate The first Mini Cooper appeared in 1961, following a tie-up with champion F1 constructor John Cooper. The stroke of the standard 848cc engine was lengthened to 997cc which, together with other improvements, raised power output from 34 to 55bhp - a close-ratio gearbox and front wheel disc brakes completed the package. That engine was replaced by a shorter stroke 998cc unit in 1964, while the Mark II version launched in 1967 featured a redesigned grille, a larger rear window and numerous cosmetic changes. A home market example, ‘SBL 929G’ was completed on the 18th of October 1968 and supplied new by Morris Garages Limited, Oxford, although not road registered until the 8th of January the next year. Originally a 998cc Cooper, the Mini has been uprated to ‘Cooper S’ specification with a 1275 11-stud engine, and ‘S’ front and rear brakes and servo. Finished in Almond Green paintwork with a White roof, it features a complementary Black interior upholstery. Entering into the vendor’s private collection in 2007, during the vendor’s ownership the Mini has received significant improvement including a new master cylinder in 2010; interior dashboard trim kit, carpet set, and boot board from Newton Commercial costing some £600 in 2015; and sports coil and refreshed starting equipment in 2021. Pleasingly boasting its original sills, the Cooper ‘S’ started readily during our recent photography session. Supplied with a collection of invoices, BMIHT Heritage Certificate, and a current V5C document. The vendor notes that the passenger seat will receive attention between our photography session and the sale. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: PAS 323 Chassis No: SKMY287161 MOT: None • Part of the collection since 2003 • 2088cc engine, original specification • In need of recommissioning / renovation ‘It is not an exaggeration to say that there is no other tractor design in history that has contributed more to the feeding of the world’ (Michael Thorne, Massey Ferguson 35 and 65 Models in Detail) Launched at London’s Grosvenor House Hotel on October 1st 1956, the Massey Ferguson 35 initially sported a Grey and Bronze colour scheme before switching to Grey and Red the following year. Available in agricultural, industrial or vineyard specifications, the newcomer replaced the redoubtable TE20. Introduced on November 8th 1962, the 35-X boasted increased engine outputs and a ‘multi-power’ system which enabled the drive to shift up or down a gear without using the clutch. Massey Ferguson’s Banner Lane factory despatched 388,382 35s of all types between 1956-1964. A petrol/paraffin model, chassis SKMY287161 was first registered with the DVLA as ‘PAS 323’ on February 1st 2003. Part of the late Mr Lucas’s collection since then (if not before), the Massey Ferguson appears to be scruffy but complete. A desirable model, this 35-X should hopefully prove a straightforward and rewarding project.

Registration No: HOX 693L Chassis No: FH53646 MOT: Exempt • 65,700 credible miles recorded • Understood to have been provided with a full restoration in the mid-1990s • Offered with a collection of invoices and BMIHT Heritage Certificate • Supplied with a new hood and recently fitted with a new fuel pump The prototype Spitfire was produced by Standard-Triumph in 1957 but was delayed until 1962. It was based on a modified Herald chassis clothed in a swooping two-seater body penned by Giovanni Michelotti. Unlike the rival Austin-Healey Sprite, it featured wind-up windows; also a single-piece front end that folded forward to provide optimum access to the engine bay. It was the MkIV variant of 1970 that embodied the most comprehensive changes made during the model's 19-year lifespan. The front and rear of the car were restyled and the doors were treated to recessed handles. The interior was greatly improved and featured a full-width facia with the instruments ahead of the driver. The engine capacity remained at 1293cc, as introduced for the MkIII. The rear suspension, however (much criticised on earlier cars), was de-cambered and redesigned to eliminate the tendency for the wheels to 'tuck-in' and throw the car into oversteer when cornered hard. Some 70,021 MkIVs were produced between 1970 and 1974 when the model's final incarnation, the Spitfire 1500, was introduced. Manufactured in 1973 with a build date of the 8th of January 1973, but interestingly was not registered to the road until the 10th of May that year. The Spitfire offered was specified with a heater and static seatbelts from the factory. Displaying some 65,500 credible miles recorded to date, this MkIV Spitfire is understood to have been the subject of previous extensive restoration work in the mid-1990s. Finished in Red paintwork with complementary Maroon and Black interior upholstery with a wood dashboard, the Triumph is supplied with a brand new Black hood ready for fitment and has recently benefitted from a new fuel pump. Offered with a collection of invoices and a previous MOT certificates, a BMIHT Heritage Certificate, and a current V5C. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: VYB 6W Chassis No: AMHLF79D137888 MOT: Exempt • 46,788 recorded miles • Current V5c document, owners handbook and a few old MOT certificates • Offered from long-term ownership of 30 years • A very original example The front-wheel drive Allegro was British Leyland's replacement for the Issigonis-designed 1100 and 1300, and featured an evolution of the suspension developed for that car. Available as a two- or four-door Saloon and three-door Estate, it was powered by a range of the company's A- and E-Series engines ranging from 1100cc to 1750cc. A MK2 version was readied in time for the 1975 London Motorshow, which brought a welcome selection of improvements and upgrades. The so-called S3 1500 was in production from 1979 to 1982. Available in four-door form only, it was powered by a 1485cc engine of 68bhp mated to either a five-speed manual gearbox or four-speed automatic transmission. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: MMW 528 Chassis No: AS4142965 MOT: Exempt • Part of the collection since 1985 • 58,755 recorded miles (unwarranted) • In need of recommissioning / renovation Unveiled at the October 1951 Earls Court Motor Show but not entering production until the following May, the Austin A30 (or ‘New Austin Seven’ as it was also called) bristled with innovation. The work of ex-aeronautical engineer T.K. Garrett, the newcomer’s fully stressed monocoque bodyshell was notably lightweight. Powered by an 803cc A-Series OHV engine allied to four-speed manual transmission, the compact four-seater was capable of some 70mph. Initially available in four-door guise only, two-door and estate versions were quick to join the line-up. Attributed to Holden ‘Bob’ Koto of the revered Raymond Loewy Design Studios albeit with input from Austin's inhouse stylist Dick Burzi, the A30’s bulbous, cartoon-esque lines only added to its appeal. Priced to undercut its arch rival, the Morris Minor, some 223,264 were made prior to the 1956 arrival of the A35. First registered in Wiltshire on 20th July 1955 (or so its ‘MMW 528’’ number plate would imply), chassis AS4-142965 belonged to John Jones of Stalybridge by the late 1970s. Joining the late Mr Lucas’s collection in 1985, the Austin shows 58,755 unwarranted miles to the odometer. Off the road for decades, it will require recommissioning / renovation prior to use.

Registration No: RBN 833 Chassis No: A7600069 MOT: Exempt • Part of the collection since 1999 • 56,668 recorded miles (unwarranted) • In need of recommissioning / renovation It must have been quite a feeling for Billy Rootes (by then Sir William Rootes) to rescue the company at which he had serviced an apprenticeship – Singer Motors Ltd – from bankruptcy in December 1955. The first Rootes Group Singer model, the Gazelle, was derived from its ‘Audax’ platform and debuted the following September. A ‘three box’ monocoque bodyshell styled by the celebrated American Raymon Loewy, it underpinned the Sunbeam Rapier, Hillman Minx and Singer Gazelle. Featuring independent front suspension, a ‘live’ rear axle and four wheel drum brakes, it was initially differentiated in Singer guise by the use of the Coventry marque’s proven 1.5 litre SOHC four-cylinder engine. Notable as only the 69th Singer Gazelle Series I to be manufactured, chassis A7600069 was first registered in Bolton (or so its ‘RBN 833’ number plate would imply). Strangely, the accompanying old-style V5 gives the date of first registration as 12th May 1960. Acquired by Maksood Talati of Bolton in March 1982, the 4/5-seater entered the late Mr Lucas’s collection seventeen years later. Passing its most recent MOT test with ‘no advisories’ on 17th August 2012 at an indicated 56,495 miles (less than 200 miles ago), this historic Singer is now in need of recommissioning / renovation.

Registration No: Y836 VFF Chassis No: SCBLC31E31CH06031 MOT: June 2025 • Just under 50,000 miles from new • To be supplied with a fresh MOT Certificate • Supplied with a large history file including original handbooks Introduced at the 1999 Frankfurt Motor Show, the Bentley Arnage Red Label boasted 835Nm of torque - more than any other production car! Powered by a revised version of the marque's long-serving 6.75-litre V8 (albeit in turbocharged guise), allied to four-speed automatic transmission, the newcomer was reputedly capable of 0-60mph in 5.9 seconds and 155mph. Further benefiting from a stiffer bodyshell, revised suspension and bigger brakes, the luxury sports saloon retained a tangible link to the Crewe-built Bentleys of the 1950s/60s, the last of 2,282 Red Labels was completed in 2005. First registered on 23rd March 2001, chassis SCBLC31E31CH06031 was originally supplied in the attractive colour scheme of Peacock Blue over a Cream leather interior. The car has been cherished by eight keepers throughout its life with the vendor having acquired the car in 2020. The vendor advises that the car has a large history file with a number of servicing receipts with the latest being undertaken by independent Rolls Royce and Bentley specialists West Hoathly Garage Ltd of West Sussex to the sum of £1194 in 2021. The vendor, a collector with a number of interesting cars in his stable, took the car off the road after putting less than 1,000 miles on the odometer and will be preparing the car with a fresh 12 Month MOT for the Sale. The vendor describes the car as being in overall 'good' condition, with the paintwork showing some minor blemishes to be expected from a 23 year old car. The interior is described as 'good' with only minor imperfections due to cracked leather on the driver and passenger front seats with the rears appearing in 'very good' condition. The vendor has described the mechanical condition as being 'very good' with the engine easily starting and moving the car with no warning lights displayed on our visit - it has also recently been subject to an ECU overhaul and the fitment of a new alternator by a renowned Rolls Royce and Bentley specialist. PLEASE NOTE: The private registration number 'SFA 2T' pictured is not included with the sale of the car and the car will return to its original registration number as listed. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: SA55 HRO Chassis No: VF1CM0M0634145830 MOT: May 2025 • Only c.65,500 miles from new and just four former keepers • Desirable colour combination with Renault F1 Team Decals • Offered with the original stamped service book Introduced in September 2004, the first generation Mégane RS was available in three-door and five-door hatchback versions, both with the same engine, and was built at Renault's Dieppe factory by using body shells made in Palencia, Spain. The Mégane Renault Sport 225 used double-axis strut suspension with independent steering axis at the front. Powered by a four-cylinder, 2.0-litre turbocharged engine tuned to produce 225bhp, the car is capable of sprinting from 0-60mph in 6.3 seconds, before going on to a top speed of 147mph. Aimed at the potent SEAT Leon Cupra R and Honda's Civic Type R, it is distinguished by flared wheelarches, twin exhausts, and 18-inch alloy wheels. Manufactured in 2004, the 225 RenaultSport offered, was supplied new to the United Kingdom being first registered on the 6th of September that year. Finished in Blue with Renault F1 Team decals, the Mégane benefits from a Black interior upholstery. Having had just four former keepers, ‘SA55 HRO’ has covered a modest mileage of just some 65,500 miles from new. Last serviced by the owner last year, with very minimal miles covered since, it is offered with a history file that contains the book pack including the stamped service book, the file also has a collection of invoices, a selection of previous MOTs, a no advisory MOT until May next year, and a current V5C document, the Renault also has two sets of keys. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: A13 BSM Chassis No: WDB2020332F851527 MOT: April 2025 • 1 of just 450 supplied to the UK market • To be sold with personalised registration number • Showing four keepers from new • Offered with extensive service history and original owners book pack • AMG Styling package and tool kit • Finished in Brilliant Silver with a Black leather interior Notable as the first AMG model to be manufactured (rather than completed) at the famous tuner's Affalterbach facility, the W202 C43 was also the first C-Class to be powered by Mercedes-Benz's mighty M113 engine. Developing a quoted 306bhp/302lbft of torque, the naturally aspirated V8 was allied to five-speed automatic transmission. Reputedly capable of 0-60mph in 5.7 seconds and an electronically limited 155mph, the W202 C43 AMG was only in production from 1997-2000 by which time some 4,200 had been sold worldwide. First registered on the 6th September 1999, 'A13 BSM' was supplied finished in the iconic Mercedes colours of Metallic Silver with a multi-contoured Black & Silver leather interior sitting proudly upon a set of AMG Monoblock alloy wheels. Amenities include heated power seats, climate control, after market radio/CD/Bluetooth, full size unused spare, first aid kit, warning triangle and tool kit. Having been owned by three previous owners to the vendor (who has only owned the car since May 2024, as he took it in part exchange against another classic), it comes with its original service pack showing an full service history with no fewer than 11 main dealer stamps and 10 specialist stamps, the most recent of which was less than 4000 miles ago. Described as having 'good condition' paintwork and bodywork, the vendor also advises that there is a small amount of rust bubbling on the rear arches and a small bubble on the roof, which should be easy enough to rectify. The vendor describes the car to be mechanically in 'very good condition' and that all components 'work as they should', describing the interior as being in 'very good' condition with the no wear to the driver's bolster. This rare German sports saloon is supplied with a file full of invoices, 9 MOTs and the owner's manual along with the stamped service book. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: P566 BPJ Chassis No: SCBZE20C5VCH59348 MOT: October 2024 • Just 53,000 miles from new • Finished in the striking Wildberry Mica paintwork with Magnolia leather upholstery • Supplied with the stamped service book 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. In the autumn of 1996, Brooklands received an update in a form of light-pressure turbo, boosting power output to 300 bhp. Chassis ‘59348’ was manufactured in 1996 and was supplied via Rolls-Royce main agent Weybridge Automobiles on the 8th of November that year. Finished in the delightful colour of Wildberry Mica paintwork with a complementary Magnolia hide interior upholstery, which has resided in the current ownership since 2019, and is now offered with just 53,000 miles from new on the odometer. Supplied with the original owner’s handbook and service book, which show six stamps, the most recent service being completed at approximately 48,500 miles. Further accompanied to sale by a collection of previous MOT certificates, a no advisory MOT certificate until October 2024, tax discs, and a current V5C document. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: XPD 376G Chassis No: KC52273 MOT: March 2025 • Two owners and just 98,000 miles from new • In current ownership for over fifty years (since 1973) • Always kept under cover and professionally maintained throughout the vendor’s ownership • Supplied with a large history file including the original handbook and service book To counter the Austin-Healey Sprite budget sports from their then arch-rivals BMC, Triumph rushed out the Spitfire, which was essentially an open 2-seater version of the Herald saloon, employing the same 1147cc engine, chassis and swing-axle rear suspension. Styled by Michelotti, the Spitfire MkI to V was made from 1962 to 1980. Pitched against the MGB GT, a 1998cc 6-cylinder Vitesse engined Spitfire with Fixed Head Fastback Coupe body, the GT6 MkI, was offered 1966-1968. The 1968-1970 GT6 MkII had improved rear suspension and higher MkIII Spitfire bumpers, whilst the improved 1970-1973 GT6 MkIII with Spitfire MkIV styling ended the line. Once considered the ‘poor man’s E-Type Jaguar’, this gutsy Triumph GT is now very much sought after by collectors with values on the rise as a consequence. Chassis ‘KC52273’ was manufactured in 1969 and was supplied new through T. Hawkins & Sons of Epsom to its first owner, a resident of Epsom, being first registered on the 1st of March that year. Finished in Conifer Green paintwork from the factory, with Black interior upholstery and a wooden dashboard, ‘XPD 376G’ was retained by the first owner for the first four years of the Triumph's life. Thereafter purchased by the second owner (the vendor) from Dolphin Square Garage in London SW1, being part exchanged with a Triumph Toledo, and with just 23,000 miles covered. Retained by the vendor to date, the GT6 has travelled the United Kingdom with the vendor (residing in NW London, Yorkshire Dales, Cumbria, and Lancashire), as well as a period living in Hørsholm, Denmark. Kept under cover throughout the whole of the vendor’s custodianship, the Triumph has been always garaged other than while in Denmark, where the GT6 resided under a carport. Offered now with a genuine 98,400 miles from new, the GT6 has been maintained professionally throughout the current ownership, with a focus on maintaining originality. Most recently, the maintenance work completed has comprised a full service, rear brake fresh, and fuel line replacement in May this year; a new alternator and drive belt in 2023; engine tuning, bodywork improvements, and new starting equipment in 2021; driveshafts overhauled in 2020; and refreshed rear suspension in 2019. Supplied with a large history file that contains the original handbook and service book; a significant collection of MOT certificates back to 1981, current no advisory MOT certificate until March next year, a vast selection of maintenance and servicing invoices; several tax discs; the vendors purchase invoice; workshop manual; and a current V5C document. Accompanied by two car covers, spares package, jack, wheel fitment tool, spare wheel, and two sets of keys. A well-used example that has been maintained with a view of retaining originality as much as possible, GT6s with just two owners from new are surely few and far between! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: J25 LMR Chassis No: WP0ZZZ94ZMN430364 MOT: June 2025 • In current ownership since 2016 and just four former keepers • Provided with a cambelt change including new rollers and tensioners less than 100 miles ago • Offered with documented service history • Rare and desirable UK-supplied S2 model (the majority of the 5,656 944 S2 Cabriolets made were LHD) Introduced in 1989, the Porsche 944 S2 was powered by a 3-litre DOHC four-cylinder engine allied to a five-speed manual transmission. With a quoted 208bhp and 207lbft of torque on tap, the model was reputedly capable of 0-60mph in 6 seconds and 150mph. The first open-topped 944 derivative - the S2 Cabriolet - featured a body built by the American Sunroof Company (ASC) of Weinsberg, Germany and many of the same styling cues as its Coupe sibling. Just 5,656 944 S2 Cabriolets were made before the model was superseded by the 968 in 1991. Chassis ‘430364’ was manufactured in 1991 and supplied new to the United Kingdom being first registered on the 22nd August. Finished in Light Blue paintwork, with Blue leather interior upholstery and a Blue hood, ‘J25 LMR’ covered the majority of its mileage in the early stages of its life, surpassing 100,000 miles by 2002. Purchased by the vendor in 2016, the 944 already boasted a strong history file with extensive service, maintenance, and improvement records on file. Further enhanced during the vendor's ownership, the 944 received a new windscreen and starter motor in 2017, new brake discs in 2018, and a new pressure regulator in 2022. In 2021, the 944 benefitted from some £1,100 worth of improvements with Loe Bank Porsche specialists with new spark plugs; the cam belt, rollers, and tensioners all replaced; and further mechanical attention, with less than 100 miles covered since. Also receiving recent new brake discs and pads, the 944 is offered now having covered c.142,700 miles, and has just four former keepers, the Cabriolet is supplied with a large history file which comprises the aforementioned numerous previous invoices, invoices from the vendor’s ownership, a large selection of MOTs dating back to the 1990s, and extensive service history across two service books and service invoices in the file illustrating sixteen services. Further supplied with two sets of keys, original tool kit, jack and spare, a current MOT until June 2025 with no advisories, and a current V5C document. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: 508 UYR Chassis No: AS5HCS83929 MOT: Exempt • Finished in Tweed Grey with a Cherry Red interior • Offered with the owner's handbook and current V5C Registration Document • Subject to a new clutch in 2020 and replacement radiator in 2023 • Current ownership since 2019 Introduced in 1956, it replaced the highly successful Austin A30. The name reflected the larger and more powerful 34 hp (25 kW) A-Series inline-four engine, enabling a slightly higher top speed and better acceleration. The A35 is very similar in appearance to the A30, except for a larger rear window aperture and a painted front grille, with chrome horse-shoe surround, instead of the chrome grille on the A30. Both have 13 in (330 mm) wheels. The semaphore turn-signal indicators were replaced with modern front- and rear-mounted flashing lights. A slightly easier-to-operate remote-control gear-change was provided. Much of the improved performance is a result of different gearbox ratios. The A30 has the first three ratios close together then a big gap to top (fourth gear). The A35's ratios are better spaced and give a higher speed in third gear. Like the A30, the A35 was offered as a two- or four-door saloon and two-door "Countryman" estate and also as a van. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: WTE 864M Chassis No: CR/58450 MOT: Exempt • Subject to a comprehensive restoration throughout the 2010s • Fitted with overdrive from new • Desirable UK-supplied example • Extensive history file detailing the restoration and ongoing servicing by the late owner 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: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430

Registration No: VVU 175S Chassis No: GAN6202499G MOT: T.B.A • Residing in current ownership for 36 years (since 1988) • Modest mileage of just 74,500 miles from new • Benefitting from significant mechanical improvement during the vendor's ownership • Offered with a good history file The need to comply with forthcoming US safety legislation saw MG revise the design of its Midget sportscar for the final time in 1974. Entering showrooms that October, the resultant MkIV version (as it was unofficially known) was immediately recognisable courtesy of its impact-absorbing 'rubber bumpers'. Far better integrated than the similar contrivances found on other American market cars (think Mercedes-Benz W107 SL), the weight penalty they incurred was more than offset by the adoption of a new 1500cc engine. Sourced from the Triumph Spitfire together with an all-synchromesh gearbox, it gave the Midget a notable boost in performance. Capable of over 100mph and known for its tidy handling, the MkIV was well received by the press and public alike. Manufactured in 1977, the Midget offered was despatched on the 2nd of December that year to main agents Lookers Limited of Manchester, being registered new in early 1978. Finished from the factory in Tahiti Blue paintwork, the MG was specified from new with Rosytle wheels and features a Black interior trim, Black hood, and Black tonneau cover. Passing through five keepers during the first ten years of its life before being purchased by the vendor in 1988 with some 43,000 miles on the odometer. Retained by the vendor thereafter, the Midget is now only coming to sale due to ill health, and is offered with just some 74,500 miles from new. Improved throughout the vendor's custodianship, ‘VVU 175S’ has received an engine overhaul that has included an unleaded cylinder head, piston rings and big end bearings, timing chain, alloy rocker cover, Kenlowe fan, fuel pump and water pump, as well as brake and clutch master cylinder and slave cylinder. Further enhanced with new stub axle assemblies, wishbone pans, drop links, and rear leaf springs, the MG has also received a braking overhaul with new brake pads and shoes, rear brake cylinders, and front calipers. Garaged throughout the vendor's ownership and reputedly used on dry days only, the MG features a stainless steel boot rack, roll bar, 1977 push button radio, stainless steel exhaust, spotlights, sun visors, double duck hood, and is accompanied by a spares package. Offered with a good history file that comprises a BMIHT Heritage Certificate, a large collection of MOTs back to 1986, numerous previous invoices, owner’s handbook, tax discs, and a current V5C document. Temptingly offered without reserve, the MG is offered from long-term ownership and with modest mileage. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: DVC 378 Chassis No: U-3171 MOT: Exempt • Part of the collection since 2008 • Reputedly 1 of just 950 16hp cars made between 1938 and 1940 • In need of restoration Introduced in September 1938, the Armstrong-Siddeley 16hp could be had in ‘Coach’ (Six-Light) or ‘Touring’ (Four-Light) Saloon guises. Both bodies featured ‘fume proof’ floors that contributed to the structural integrity of the chassis. Influenced by contemporary aero engine practice in terms of its combustion chamber design, valve stem length and porting, the newcomer’s 1.9 litre OHV straight-six was allied to four-speed pre-selector transmission. Priced at a reasonable £380, the Armstrong-Siddeley 16hp was reputedly capable of 70mph and 25mpg. Curtailed by World War Two, just 950 cars are thought to have been completed. First registered in Coventry on 2nd November 1938 (or so its ‘DVC 378’ number plate would imply), chassis U-3171 presents in Black with Brown leather upholstery. A Six-Light Coach Saloon complete with sunroof, it is understood to have joined the late Mr Lucas’s collection during July 2008. Acquired as a project, the Armstrong-Siddeley appears to be substantially complete albeit the headlamps are missing as are various instruments (and doubtless other minor components). A notably early example being registered barely two months after the 16hp was announced, ‘DVC 378’ is surely worthy of restoration and a return to the road?

Registration No: DL 9135 Chassis No: 197142SP MOT: Exempt • Comprehensively restored between 2014 and 2016 • In current ownership for six years and provided with an interior re-trim in leather during this time • Supplied new by Downing & Donovan of the Isle of Wight • A nicely presented and charming pre-war Saloon Although there had been both the 11.6hp Standard (1921 to 1923) and the 11.4hp Standard (1923 to 1927), the first 'Twelve' was the six-cylinder 'Little Twelve' that was manufactured from 1932 to 1933, as well as being joined by the 'Big Twelve' 1,497cc. Standard gave its models new bodies for the 1934 year, although in fact many of the bodies were shared across the brand with only longer or shorter bonnets to differentiate them. However, Standard launched the 'Flying' Standards in 1935 and included a Twelve in the three-car spread. Manufactured in 1934, the now scarce Big Twelve offered was supplied new by Downing & Donovan on the Isle of Wight being first registered on the 6th of July. Purchased by the previous owner in December 2014, the Standard had been left standing by the owner beforehand for some thirty-four years. Thereafter provided with a comprehensive restoration over the following two years, the engine and gearbox were removed from the Standard, with the engine found to be free. The body was stripped down and the original vibrant Red colour and Black wings discovered underneath later added paintwork, with the owners club reportedly believing it to have been a special order colour scheme. The coachwork was restored including new floors and running boards, before being returned to the original colour scheme. Thereafter, the brakes were overhauled with shoes re-lined, the back axle refreshed with new seals, and the engine was renovated with new plugs, leads, and starting equipment. The headlining and carpets were renewed and the Standard re-wired including uprating the original headlamps. Acquired by the vendor in 2018, an active member of the Standard Motor Club, the Twelve has since been used for rallies and events including the Great Dorset Steam Fair. During the vendor's ownership, ‘DL 9135’ has received a full interior re-trim in leather and a new carburettor. A nicely presented, rarely seen, and charming pre-war Saloon, it is offered with a history file including V5C. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: KWE 690D Chassis No: B325000551HH0 MOT: Exempt • Just 56,000 miles from new • Supplied new to a Maria Eunice Cheslyn Healey of Sheffield • Starting readily and running well during the recent photography session • Offered with a large history file including MOTs back to 1970 Announced at the London Motor Show of 1955, the Sunbeam Rapier was the first of a new range of Rootes cars that was to include the Hillman Minx and the Singer Gazelle. A complete departure from the Sunbeam MKIII it replaced, it was a modern-looking two-door, four-seater Coupe with such standard equipment as leather trim and overdrive. The bodies were built by Pressed Steel, shipped to Thrupp & Maberly in London for painting and trimming, and then moved to the Rootes plant at Ryton-on-Dunsmore for final assembly. Though initially a little underpowered, the Rapier had inherently excellent handling and was quickly adopted for rallying. Indeed the launch of the Series II version took place at the end of the 1958 Monte Carlo Rally in which Peter Harper's Works Rapier had finished fifth overall. Over its twenty-one year reign, the model progressed through five series, the swansong being the Series V derivative introduced in 1965. Though visually almost identical to its predecessor, it was notable for its larger, five-bearing engine of 1725cc capacity. Just 3,759 Series Vs were built, making it the rarest of all versions of the model. Manufactured in 1966, the Series V Rapier offered was supplied new to a Maria Eunice Cheslyn Healey of Sheffield, being first registered on the road on the 23rd of February that year. Finished in Light Blue paintwork with a White roof, the Sunbeam features complementary Light Blue interior upholstery and carpets. Covering minimal mileage throughout its ownership, the Rapier is now offered to market having just shy of only 56,000 miles from new on the odometer. Purchased by the vendor's late father in 2018, the Sunbeam has been used occasionally, and started readily and ran well during the recent photography session, with the vendor noting that ‘KWE 690D’ drives very well, although the overdrive is not currently working (believed due to an unconfirmed wiring/solenoid issue). Offered with a large history file that contains a large selection of MOTs dating back to 1970, the buff logbook, numerous previous invoices, workshop manual, sales literature, and current V5C document. Temptingly offered without reserve, this matching chassis and engine numbers Rapier is a usable low mileage example. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: NSU 505 Chassis No: 207311 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 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. Self-evidently the subject of an extensive past restoration, ‘NSU 505’ joined the late Mr Lucas’s collection during 2022. Seemingly complete, it is hoped that the B.M.B. President could be coaxed back into life via some minor recommissioning. The Red with Green wheels colour scheme is understood to be period correct.

Registration No: DBH 234 Chassis No: 101401 MOT: Exempt • Part of the collection since 1983 • Believed to retain much of its original Red leather upholstery • Compact Six-Light 'Top Hat' Saloon coachwork • In need of recommissioning / renovation “A very refined car, solidly built and with a certain air of dignity. The car is not one for the sporty boy but for the more sedate and those who take pride in ownership of good things. From every angle it has the appearance of quality” (Practical Motorist magazine) Introduced for the 1936 model year, the 14hp supplanted its 12hp and 12hp Plus predecessors as the smallest capacity model in the Armstrong-Siddeley range. Based around a box-section chassis equipped with all-round semi-elliptic leaf-sprung suspension and four-wheel drum brakes, the newcomer was powered by a 1666cc OHV straight-six engine allied to four-speed pre-selector transmission. Majoring on refinement over performance, some 3,750 were made up until 1939. First registered in Buckinghamshire on 2nd October 1936 (or so its ‘DBH 234’ number plate would imply), chassis 101401 belonged to James Martin of Elton by the late 1970s. Self-evidently the subject of a past restoration, the Armstrong-Siddeley presents in Maroon over Black with Red leather upholstery. Joining the late Mr Lucas’s collection in 1983, the 14hp has been off the road for several years. A rare survivor, it surely deserves being brought back to life?

Registration No: V580 OGC Chassis No: SAJAC41J9YPA04646 MOT: None • Low mileage of just 61,000 miles from new • Current ownership since 2004 with just one former keeper • Supplied new the book pack including the service book The sleek-looking Jaguar XK8 first broke cover at the 1996 Geneva Salon as a replacement for the ageing XJS. Designed in-house by Geoff Lawson, the newcomer (in common with the Aston Martin DB7) was based on a much-modified XJS platform - the changes to which included the adoption of XJ40-type independent rear suspension. The standard version of the XK8 was powered by a 290bhp normally-aspirated version of the company's AJ26 V8 engine, and for those requiring more performance, Jaguar offered a supercharged version, the mighty XKR. Like the XK8, this 370bhp monster was available in closed or open guise and could hit 60mph in a whisker over five seconds and power quickly to the electronically-limited top speed of 155mph. Manufactured in 2000, the XKR offered was supplied new by Jaguar of Liverpool being road registered on the 6th January that year. Finished in Silver with a Cream leather interior upholstery, the Jaguar was retained by the first keeper for four years before being purchased by the vendor, having covered some 40,000 miles. Used by the vendor regularly until early 2011, the XKR was taken off the road in 2011 but the vendor could not bear to part with the car until now, and will therefore require some recommissioning before going back on the road again. The Jaguar was stolen for half a day in 2009 but was recovered before leaving the postcode area of London unscathed, with it noted on HPI. Offered now with under 61,000 miles from new, the XKR is offered without reserve and is accompanied by the original book pack including the owner’s handbook and stamped service book displaying several main agent stamps, and a current V5C document showing just one former keeper. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: E71 XNE Chassis No: SAXXL2S1020366607 MOT: T.B.A • Provided with an exhaustive Resto-Mod programme completed in the early 2000s • Current ownership since 1998 • Only one former keeper and a 27,000 mile example from new before restoration • Featured in Mini World magazine upon completion • ‘A race car with a tax disc’ as quoted in the Mini World article The original Mini was a revolution on wheels, offering iconic style and space for the masses. The fuel crisis beating 'people's car' that became a fashion icon, synonymous with Britain and the 'swinging '60s. The mechanical genius of the design placed the ubiquitous 'A-Series' engine transversely across the frame with the gearbox with its sump. A rubber cone suspension replaced springs, accentuating the 'go kart'-like handling and allowing for 80 percent of the floorpan to be used by passengers and their luggage. ‘E71 XNE’ was manufactured in 1988 and was supplied new to its first lady owner in Greater Manchester being first registered on the 16th February. Covering just 27,000 miles across the ten years with the first owner, the Mini was purchased by the (late) vendor in 1998, when he was just twelve years old, as the ideal (albeit rusty) basis for his Resto-Mod project. By 2001, the bodywork had been completely transformed into the current guise featuring Mk2 Mini front end. The Mini was run for a few years with the 998cc engine before a 1275cc was provided, and in 2004 the extensive mechanical works began with a bored out 1460cc engine fitted with Cooper S block and head, both worked on by MED, and allied to a straight-cut dog box. The suspension setup is Hi-Los fitted with harder race-spec cones; Gaz 36-point adjustable dampers; polyurethane suspension bushes; with KAD alloy bushes mounting the subframes to the body. Adjustable tie-rods and bottom arms with a shortened top arm, and a KAD anti-roll bar, providing an effective race suspension setup. The brake system was extensively uprated with KAD four-pot alloy calipers with vented, grooved and drilled discs; KAD aluminium handbrake quadrants; Aeroquip hoses; with oversized wheel cylinders at the rear. The interior upholstery is completely custom with Blue leather trim throughout, with a set of Mini HLE front seats with headrests, rear seats, and door cards with a diagonal split stitched to feature. A walnut dashboard with chrome finished dials and Clarion sound system with Kenwood speakers complete the interior along with a Black carpet set with Blue piping. Rolling road set-up once completed, the output was 149bhp was measured at 7,000rpm with low down torque strong too. Once finished, the late vendor had produced a rusty 998 Mini into an award winning, semi-race spec car for the road. Thereafter, further power was yearned for and ‘E71 XNE’ was provided with a nitrous upgrade kit to the make the Mini's performance terrifyingly quick. In regular attendance of shows and events throughout the vendor's custodianship, his sad untimely passing at a young age means that this Mini is now on offer to a new custodian. Offered with a history file that includes a collection of MOT certificates, service and maintenance records from the previous ownership, a copy of the Mini World magazine in which it was featured, and a current V5C document. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

Registration No: A209 KHP Chassis No: SALLBAAH1AA194320 MOT: Exempt • Fitted with a galvanised chassis and repainted in Pastel Green • 2.25-litre four-cylinder petrol engine with four-speed manual gearbox • Just Six former keepers recorded on HPI • 63,451 miles recorded The world-famous Land Rover was launched in 1948 and developed from a single offering to a family of long and short-wheelbase derivatives with an ever-increasing choice of engines. The Series III of 1971-1985 was the most numerous, with some 440,000 being produced. Outwardly it was almost identical to the IIA, but the gearbox now, thankfully, benefitted from synchromesh on all ratios, while the cab featured a more modern, moulded plastic facia. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760

Registration No: G306 UDV Chassis No: WDB1260342A524109 MOT: T.B.A • Very attractive colour of Seafoam Green Metallic with Tan leather interior • Recently provided with two new wings and a full repaint Rated by the vendor as ‘good’, ‘very good’ or ‘excellent’ in all aspects Introduced at the Frankfurt Motor Show in September 1979, the new W126 S-class was a quantifiable improvement over its W116 predecessor. Lauded by the contemporary motoring press as the 'best car in the world', it was not only lighter than its forebear but also offered an improved ride and sharper handling. Styled by Bruno Sacco, its sleek silhouette hid all round independent suspension, disc brakes, power assisted steering and a range of powerful all alloy V8 engines (later supplemented by more fuel efficient straight sixes). A staple part of numerous diplomatic fleets in period, the W126 remains sought after to this day thanks to its impeccable build quality and timeless lines. One of the more prestigious variants, the 420 SE Saloon was fitted with a fuel-injected 4196cc SOHC V8 engine that developed some 231bhp and 240lbft of torque. Admirably refined, the model was reputedly capable of 0-60mph in 8.3 seconds and over 135mph. 1 of just 13,996 produced (making it the second rarest W126 standard wheelbase saloon variant after the 560 SE). Manufactured in 1990, the 420 SE offered was supplied new to the United Kingdom being first registered on the 17th of January. Finished from the factory in the rare and appealing colour of Seafoam Green Metallic paintwork with a Tan leather interior upholstery, the SE was well-specified from new with paintwork protection, headlamp cleaning equipment, electric sliding sunroof, burred walnut trim, blinker lamps, air-conditioning, green tinted glass, heated rear window, and air-conditioning. ‘G306 UDV’ was subject to an insurance write-off to Category C in 2015 but has since been repaired. Acquired by the vendor in 2022, the 420 SE was thereafter provided with a cosmetic restoration including two new wings and a full repaint. Offered now having 133,000 miles on the odometer, the Mercedes-Benz has had seven former keepers. ‘G306 UDV’ is supplied with a history file that includes the original stamped service book that covers the early history of the Mercedes, when the SE covered a sizeable amount of its mileage, with nine services documented between 1990 and 2000, almost all by Mercedes-Benz main agents or specialists, and up to some 54,000 miles. Further accompanied by a collection of invoices for the parts purchased in current ownership, the vendor rates the Mercedes-Benz as having ‘good’ engine, gearbox, and electrical equipment ‘very good’ interior trim and bodywork, and ‘excellent’ paintwork. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452

A Victorian late 19th century compensated pocket barometer  by C. W. Dixey & Son, London, in engine turned silver case, hallmarked London 1867, white metal face, diameter 4cmGood condition, engraved initials to cartouche, some surface dirt

CHARLES FRODSHAM & CO LTD - a limited edition Elizabeth II silver 'The Prince And Princess Of Wales 1981 Royal Wedding Commemoration" carriage clock, maker TC, London 1981, gilt engine turned dial plate with silvered chapter ring above applied Prince Of Wales feathers, within arched case and swing crown handle, with inscribed caseback, serial no. 153/1000, 8cm No damage or repair, only light surface wear to high points, movement untested, no key

PAIR OF GOLD CUFFLINKS, the oval panels with engine turned decoration, in nine carat goldQty: 10.1g

Continental silver alarm pocket watch, circa 1900, white enamelled dial with bezel adjusting alarm hand, engine turned 935 standard case, crownwind movement, 53mm diameter; also a Victorian silver pocket watch by T Bennett of Preston, hallmarked Chester 1888, white enamelled dial with subsidiary seconds, later decorated by Brian Osborne, keywind lever movement, 55mm diameter; a Swiss silver digital crownwind pocket watch, circa 1910, crownwind lever movement, 50mm diameter; a George V silver open faced pocket watch by T Moreland, Chester, hallmarked London 1927, 48mm diameter; and a continental gilt verge pocket watch by Dellenbach a Brougg, early 19th Century, with calendar centre dial, 51mm diameter (5)Please note our special conditions regarding clocks and watches (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). Alarm watch: Alarm works, hands adjust and good condition overall. Wear and light dents consistent with use and age. Currently ticks when wound.Bennett: Wear throughout consistent with use and age. Currently ticks when wound.Swiss watch: Some wear to the case. Glass is scratched. Numbers adjust correctly. Currently ticks when wound.Moreland watch: Wear to case. Dial is cracked. Currently ticks when wound.Dellenbach: Wear and dents to case. Currently not working.

Victorian 18ct gold open faced pocket watch, by Joshua Johnson, Liverpool, hallmarked London 1866, white enamelled dial with subsidiary seconds, engine turned case backed with a small monogram, engraved to the inside outer cover, fixed gold inner dust cover and metal back plate cover, signed 'Josh Johnson, Liverpool' and numbered 7500, 48mm diameter, gross weight approx. 104gPlease note our special conditions regarding clocks and watches (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). Scratches to the glass. Hair crack from the centre to 11 o'clock. Wear to the edge of the engine turned back cover. Small dents to the edges. The watch ticks when wound.

Swiss unmarked silver cased pedometer, by F Wuilleumier Renan, circa 1900, engine turned case, the dial numbered 0-11, 43mm diameter (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing).

Edwardian silver pocket barometer by R & J Beck, London, matte silvered dial inscribed 'Compensated', adjustable bezel, engine turned back, 49mm diameter, together with original outer Morocco leather carrying case (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). The back plate cannot currently be removed. There are some marks to the milling and a hole also within the milling at the edge. Some discolouration to the dial, particularly at the edge around 6 o'clock. Currently working. The leather carrying case has suffered losses and wear.

French miniature 18ct gold verge pocket watch, 19th Century, engine turned circular cushion form hunter case, white enamelled dial with Arabic numerals, unsigned verge movement with engraved cock plate, 22mm diameter, gross weight approx. 23gPlease note our special conditions regarding clocks and watches (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). Barely noticeable light dents to covers and the odd minor light scratch. Dial has chips to the outer edge in four places. Watch currently ticks when wound.

Sampson Mordan & Co. silver propelling pen and pencil, with hardstone terminal; also a gold coloured engine turned propelling pencil set with a bloodstone (2) (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing).

Breguet jump hour gold and enamelled pocket watch, circa 1910, engine turned silvered dial, signed, with hour aperture, minutes, and seconds dials, the case decorated on the back with a cornucopia of flowers and scrolls, the inner dust cover inscribed 'Breguet Echappement a Cylindre Rue Trempee Quatre Trous en Rubis', gilt cylinder mechanical movement, 43mm diameter, gross weight approx. 42g Please note our special conditions regarding clocks and watches (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). The watch ticks when wound however the date is not moving on correctly upon the hour so in our opinion the watch would benefit from a service and a general clean. There are three splits to the edge of the inner dust cover, one being adjacent to the hinge. There are losses to the black enamel on the edge of the watch and around the bezel.

Continental silver cased dual time zone pocket watch, London import marks for 1924, white enamelled dial with two subsidiary main dials, subsidiary seconds and centre minutes, engine turned back cover, the movement signed 'P Girard', 49mm diameterPlease note our special conditions of sale regarding clocks and watches (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). The case has numerous small scratches and knife marks. The dial is ill-fitting. The watch is not fully functional. The watch ticks when wound.

French silver open faced verge clock watch, third quarter 19th Century, white enamelled dial, engine turned case, unsigned movement striking on the hours and half hours on a gong, 54mm diameterPlease note our special conditions of sale regarding clocks and watches (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). Some wear to the engine turning on the back cover and at the bezel. The dial has tiny scratches. Button repeat appears to be working and the clock ticks when wound.

Victorian silver pocket barometer, by Apps, 433 Strand, London, hallmarked London 1874, silvered dial marked 'Compensated', engine turned back, 33mm diameter, in original fitted case (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). Currently working. The dial has slight discolouration to the outer edge, but overall in good condition. Some rubbing to the case.

Early Victorian 18ct gold open faced pocket watch, by Peacock, Royal Exchange, London, hallmarked London 1841, engine turned case, white enamelled dial with Roman numerals, gold fixed dust cover and non-gold movement cover, cylinder escapement with large diamond end stone, the back plate signed and numbered 3955, 50mm diameter, gross weight approx. 141.5gPlease note our special conditions regarding clocks and watches (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). Condition overall is good. The case has some wear to the outer edge of the back cover. There are cracks to the dial with some losses at the extreme outer edge between 4 and 5 o'clock. Hallmarks are clear throughout. Watch currently ticks when wound.

Victorian silver open face pocket watch by Viner, Royal Exchange London, engine turned 58mm case hallmarked London 1893, the dial with subsidiary seconds, the movement signed and numbered 1284Please note our special conditions regarding clocks and watches (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). Currently ticking. Chip to the dial at 7 o'clock. Wear to the engine turning on the back edge of the case. With key

Rare George IV 18ct gold pump wind pocket watch, by De Granges, London, hallmarked London 1829, gilt coloured dial, subsidiary seconds, engine turned decoration, engine turned back cover, the movement signed and numbered 9413, pump action winding through the button, 48mm diameter, gross weight approx. 86gPlease note our special conditions regarding clocks and watches (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). Some light discolouration and soiling to the dial with some minor losses to the black painted numerals. Numeral I has all but disappeared. The back cover shows some wear to the outer edges consistent with age and use. Overall the case is in good condition. Tiny pinprick nick to the bezel at 12 o'clock. Currently ticks when wound. The pump action appears to work correctly.

Elgin National Watch Company 14ct gold open faced pocket watch, damaged white enamel with subsidiary seconds, crownwind movement, ticks momentarily when wound, monogrammed back cover, chased and engine turned gold inner dust cover, 52mm diameter, gross weight approx. 123gPlease note our special conditions regarding clocks and watches (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing).

Edwardian silver and enamelled open faced pocket watch, circa 1900-10, engine turned silvered dial with subsidiary seconds, the back cover detailed with Art Nouveau inspired flowers and foliage against a black ground, crownwind movement, 50mm diameter; also a niello pocket hunter pocket watch detailed with the profile of a young woman with thistles in her hair, the dial signed 'Pallas', 15 jewelled Remontoir movement, 51mm diameter; another silver niello hunter pocket watch, the case detailed with iris, with a worn initialled cartouche, white enamelled dial with subsidiary seconds, crownwind movement signed 'Invar' 51mm diameter; and a Tavannes Watch Company niello 800 standard open faced pocket watch, the back cover detailed with an early aeroplane and airship over a harbour, with some losses, white enamelled dial, subsidiary seconds, 50mm diameter (4)Please note our special conditions regarding clocks and watches (Please note condition does not form part of the catalogue description. We strongly advise viewing to satsify yourself as to condition. If you are unable to view and a condition report is not already available, please ask for one and it will be provided in writing). All four watches tick when wound. All have some wear and with losses to the detail on cases and light dents, consistent with normal use and age.1st watch: discolouration to the dial.Three white enamelled dials all appear good. The watch with the iris back has its subsidiary seconds finger replaced.