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Los 185
Great Britain. Two 18th/19th century commemorative medals to include a large lead medal by Edward Thomason celebrating the achievements of James Watt and featuring a single acting steam engine on the obverse. D72mm. Also a small bronze medal commemorating Thomas Johnson dated 1789. D32mm (2)
Los 214
A late 19th century French carriage clock, the white enamel roman dial over a subsidiary alarm dial with engine turned mask, lever escapement and push button repeat, 14.5cm high Condition report: Tarnishing and surface scratches to brass and some surface scratches to the glass. Not tested. Crack to enamel on subsidiary dial.
Los 32
PECKETT & SONS LTD. LOCOMOTIVE ENGINEERS, Bristol , circa 1920s, 78 page catalogue illustrating and detailing with technical specifications various tank engine Locomotives they manufactured, many of which were narrow gauge as well as full page photographs of their various locomotives and workshops in their factory, this publication was produced for their railway customers & institutional shareholders, printed on fine quality gloss paper, in blue and embossed card cover
Los 145
A gent's 18ct gold Parmigiani Fleurier Automatic wrist watch, having silvered chapter ring on engine turned white enamel dial, gold hands, GMT feature at 12, the case with stepped bezel, sapphire endstone to crown, the 28 jewel Swiss movement within exhibition back, No. 2176, overall case diameter 37mm, on alligator strap with Parmigiani 18ct buckle.
Los 302
1948 Aveling Barford GA roller. Registration number FFU134 (not on DVLA records). Serial number GA 00183. In 1933 Aveling-Barford, Ltd. were formed by amalgamating Aveling & Porter, Ltd., and Barford & Perkins, Ltd. Early in 1934 the business was transferred from Rochester to Grantham. By 1937 the firm make 75% of all rollers in the UK. The GA model was built between 1946 and 1984 with 2800 units produced. It was primarily used for sportsgrounds and small ground work. This example was number 83 off the production line and was fitted with a Ford 8hp petrol engine, as used in the Ford Popular car. First registered in the Lindsey area of Lincolnshire in 1948. By the 1990's it was restored by a father and son team being used at the Barmston Cricket Ground. By 2014 it was laid up and our vendor acquired it, got it running and has enjoyed it. It started with ease when viewed and was driven around his yard. Sold with various literature related to GA rollers. together with a starting handle.
Los 303
Aveling Barford GA Road Roller, c.1959. Serial number GA 1105. In 1933 Aveling-Barford, Ltd. were formed by amalgamating Aveling & Porter, Ltd., and Barford & Perkins, Ltd. Early in 1934 the business was transferred from Rochester to Grantham. By 1937 the firm make 75% of all rollers in the UK. The GA model was built between 1946 and 1984 with 2800 units produced. It was primarily used for sportsgrounds and small ground work. This example was one of the last 15 rollers to be made at the Scotswood plant before production was moved to the Grantham works. Fitted with the Ford 10hp petrol engine, used in the Ford Popular motorcar. At one point it was used by the Stafford Cricket Ground. About 3 years ago it underwent a full restoration by the previous owners. Our vendor bought it to add to his collection and he has now changed his collecting habits. Sold with various literature. together with a starting handle.
Los 305
1983 VW LT 35 car transporter, 2,400cc, 3,500 kg. Registration number A708 GBA. VIN number WV2ZZZ29ZEH003057. Engine number unknown.The Transporter LT came in three gross vehicle weights, from 2.8 to 3.5 tons (LT 28, LT 31, LT 35), with two wheelbases, two roof options, and with bodywork options as a panel van, a compact, a platform vehicle, and a chassis cab combination.According to the DVLA MOT history this example was used on the road between 2006 and 2011, when the mileage rose from 6,507 miles to 8,175 miles, placed on SORN in 2012 it will require work to recommission.Sold with the MOT history and keys
Los 306
1996 LDV 400 Convoy D LWB flatbed, 2,500cc, 3,500kg. Registration number P420 RWY. Vin number not found. Engine number not found.Following the sell-off of the van business from the insolvent Leyland DAF in 1993, LDV Limited was formed. In 1996, the 400 van received a facelift from Ogle Design and was renamed the 'Convoy'. The Convoy was available in 2.8-tonne, 3.1-tonne and 3.5-tonne variants (the 3.5-tonne having a dual rear-wheel setup for safety and improved handling) with load volume capacities up to 12.9 cubic meters, which were highly praised on release by reviewers as 'best in class'. RWY has an MOT history from 2006 at 83,317 miles until 2013 at 87,936 miles, it was put on SORN in 2013.Now in need of restoration.Sold with the MOT history and keys
Los 308
Lister Auto Truck, diesel. Registration number CAT 704T (see text)The Lister Auto-Truck was a small monowheel tractor built for moving light loads around factories, railway yards and similar sites. They were based on a design originally by Auto Mowers Ltd, and were built by R A Lister and Company of Dursley, Gloucestershire.The Auto-Truck was designed for use in factories or other places with smooth surfaces of concrete or tarmac. This allowed the use of small solid-tyred wheels with only simple suspension, making the vehicle simple, cheap and lightweight. They had little ability on soft surfaces though and could even topple over if driven carelessly across slopes.Their design was a compromise between the top-heavy nature of the tall engine grouping above its wheel and a well thought-out chassis for stability. The bearing between them was a large diameter ring roller bearing, mounted at the lowest part of the chassis. This gave rigidity and stability, even after long wear. A ring of rolled channel girder was attached to the engine group and rollers on the chassis carried the load upon this. On early Auto-Trucks this bearing is set very low, in line with the chassis members, and is covered by thin steel plates. The front panel of the engine cover is distinctive with large ventilation holes and a Lister signature cut through it. Strangely this panel is made of thick cast iron, providing substantial weight high on the engine and only adding to its top heaviness. To improve visibility of moving vehicles in noisy factories, this panel was often painted white, the rest of the vehicle being Lister's usual brunswick green.The driver was seated on a Brooks bicycle saddle, which in recognition of the lack of vehicle suspension, was carried on the end of a cantilevered bar that acted as a leaf spring. A wide handlebar on the engine group was used for steering. A squeeze bar the width of this handlebar engaged the clutch. Controls included a hand throttle, a gear lever with two forward and one reverse gears, and a large handbrake lever. The engine unit rotated freely for a full 360° rotation. When used in reverse, the Auto-Truck could either be driven from the saddle, looking backwards over the driver's shoulder; or they could dismount, swivel the engine unit around and control it as a pedestrian-controlled truck from behind.This example looks to have been restored at some point but has been stored in a garden under a tarpaulin for some time.Part of a deceased estate there is no paperwork with it, although it was registered with DVLA in 1978 (presumably when it finished its working live), it has been untaxed since 1980
Los 309
Massey Ferguson Grey Tractor. Registration number not registered. Chassis number unknown. Engine number SA43000E.Harry Ferguson's invaluable contribution to agricultural practice is his famous three-point hitch system. Designed back in the 1930s, this ingenious device supported trailed implements hydraulically, maintaining ride height and thus enabling tractors to remain stable. In 1938 a gentleman's agreement was concluded with Ford to build tractors incorporating the Ferguson System. The first such model was the immensely popular Ford-Ferguson 9N, which also featured an hydraulic 'power take off' (PTO) for driving trailed implements. Ford continued to use Ferguson's patented technology after the partnership dissolved in 1946, leading to a protracted legal dispute. In the meantime, Harry Ferguson turned to the Standard Motor Company for the manufacture of a new design of tractor, the TE20. Known to all as the 'little grey Fergie' on account of its drab colour scheme, it was made in several variants between 1946 and 1956, during which time some 500,000 were produced. By this time Ferguson had merged with Massey-Harris and would become Massey-Ferguson in December 1957.Of unknown vintage this diesel model will require recommissioning as it has been stood at our deceased owners home for many years.There is no paperwork with this vehicle.
Los 310
1951 Bedford M tanker. Registration number MFO 141 (see text). Chassis number 236758. Engine number unknown.Mid -1939 saw a complete revamp of Bedfords, with a range consisted of the K (30?40 cwt), MS and ML (2?3 ton), OS and OL (3?4 ton), OS/40 and OL/40 (5 ton) series, and the OB bus. Many of the trucks sold by Bedford between June and September 1939 were requisitioned for military use on the outbreak of World War II; many were abandoned after the retreat from Dunkirk, rendered useless to the enemy by removing the engine oil drain plug and running the engine. The 1939 K-, M-, and O-series lorries were quickly redesigned for military use. This was largely a matter of styling, involving a sloping bonnet with a flat front with headlights incorporated and a crash bar to protect the radiator in a minor collision. The military versions were designated OX and OY series, and again were put to a wide range of tasks, including mobile canteens, tankers, general purpose lorries, and a version with a Tasker semi-trailer used by the Royal Air Force to transport dismantled or damaged aircraft. Production of the new range ceased, apart from a few examples made for essential civilian duties, when Bedford went onto a war footing. Production resumed in 1945.MFO is recorded as being re registered by DVLA in 1995 and declared as a 1951 model with a 5,000cc engine. A photograph of of it without the bonnet one shows it was a tanker at this time. An older restoration it should respond well to recommissioning. There is a copy of a SORN declaration and there are no keys with the vehicle, and DVLA state it is on SORN.
Los 400
1966 Triumph Spitfire Mk2, 1147cc. Registration number DOD 951C. Chassis number FC56309. Engine number TBCThe Triumph Spitfire was produced as a direct competitor of the Austin-Healey Sprite, and subsequently the MG Midget. Triumph found itself playing catch up, yet eventually ended up producing a quality sports car that rivaled the competition in many ways.It was underpinned by a Herald-style separate chassis and was powered by the same family of engines. Similar to the Herald, the Spitfire was a look created by Michelotti with a closely-cropped interior for two.Introduced in 1962 as the Spitfire 4 (or Mk1) was followed by the Mk II, between 1965-1967; some 37,409 were produced making it the rarest example. The car was quite a step up from its predecessor with a retuned engine, revised camshaft profile, water-heated manifold and tubular exhaust manifold which increased the car to 67BHP at 60,000rpm - it remains very accessible and easy to keep on the road thanks to the near-total parts supply.DOD was originally produced in Conifer Green with black trim and has only had seven keepers; the first being Susan Harrison of Leicester who sold her to John Allen, then Stephen Charles and in 1979 Isabel Hill, all of Leicester. In 1982 The Coventry Training Workshop (later The Edgwick Centre) bought it as a project and changed the engine to FC 22996HE, bought it. In 1987 Gary Hubbard of Coventry bought before selling it to our vendor, as a project, in 2016.He traced the history through DVLA, although the dates/owners are bit confusing. According to How Many Left?, there are 8 licensed 1965 examples left along with 5 SORNed (this being on SORN)Now being sold from his estate, it comes with a V5C, the DVLA keeper details and a rare hardtop. Buyers should satisfy themselves as to the completeness of this interesting project.
Los 401
1978 Triumph Stag Mk II project, 2997cc. Registration number UWA 131S. Chassis number LD439810. Engine number LFHE.July 1970 Stylish, fast and practical, the Stag began life as a Triumph 2000-based styling exercise by Italian carrossier Giovanni Michelotti. A 2+2 convertible, Michelotti?s design featured a quad-lamp grille and sculpted front and rear ends, the latter destined to appear on many future Triumphs. By the time production commenced in 1970, the 2000?s six-cylinder engine had been replaced by a 3-litre V8 based on an overhead-camshaft four - later to power the Dolomite range - already being produced by Triumph for SAAB. A padded, ?T?-shaped roll bar bracing the door pillars and windscreen was one of the Stag?s most distinctive features, and the model could be had in soft-top, hardtop, or soft-with-hardtop forms. Motor Sport described the Stag?s interior as, ?well appointed, having all the usual instrumentation one would expect in a high performance car.?UWA, in Java Green with its original Triumph engine, was owned by Byron Long of Mexborough between 1983 and 1987 when John Blacker, again of Mexborough bought it with an MOT mileage of 61,462 after which it would appear it was off the road with a restoration started but not completed. There is no DVLA MOT history. In 2016 our vendor bought it for £1,800 with the intention of restoring it. In 2017 there are receipts for engine consumables including a clutch master cylinder rebuild kit. Stored in a dry garage it appears to in overall reasonable condition with most parts present including a stainless steel exhaust system and soft top.Sold with the V5C, cancelled V5, 1987 MOT and a quantity of spare parts. Buyers should satisfy themselves as to the completeness of this project that comes with a desirable hardtop.
Los 402
1974 Scimitar GTE SE5. Registration number NDS 794N (see text). Chassis number 93X4726. Engine number no engine.The Reliant Scimitar GTE is a very versatile classic that offers distinctive shooting-brake style. They are generally very solid with their fibreglass body and Ford-sourced powertrains that help them to stand the test of time. This 1974 GTE is a manual example with overdrive was powered by a 2,994cc Ford Essex V6, now removed. Sold with no paperwork although recorded with DVLA it has been off the road since 1998 and the body appears to in reasonable condition. It should be noted it is sold with four rare MGB V8 alloy wheels
Los 403
1975 Scimitar GTE SE5. Registration number GWV 179N (see text). Chassis number unknown. Engine number unknown.The Reliant Scimitar GTE is a very versatile classic that offers distinctive shooting-brake style. They are generally very solid with their fibreglass body and Ford-sourced powertrains that help them to stand the test of time. This 1974 GTE was purchased as a spares car and is no longer required. Sold with no paperwork although recorded with DVLA it has been off the road since 1980. Please note the front suspension has been detached, the chassis has rotted and the trailer it is on is not included in the auction. It would make an ideal donor car for the other GTE in the auction which is lacking an engine.
Los 404
1979 MGB GT, 1,798cc. Registration number EWU 191T. Chassis number GHD5 480489G. Engine number unknown.The Mk III MGB was introduced in October 1971, with a revised interior, with centre console housing rocker switches and two vents in the middle. An armrest was fitted between the front seats, which now had nylon inserts.In October 1974, the model underwent its most dramatic visual change when large black 'rubber' bumpers on front and rear were added to meet US impact regulations. The nose was redesigned and front indicators incorporated into the bumper. The ride height of the car was increased slightly and overdrive included as standard.EWU has been SORNed for several years and will require recommissioning/restoring before use on the road. The body tub appears reasonable and the interior should clean up well.There is no paperwork with this lot , no keys
Los 405
c.1977 MGB GT, 1800cc. Registration number unknown. Chassis number G23D 085281 (see text). Engine number 18V847 H4616.The Mk III MGB was introduced in October 1971, with a revised interior, with centre console housing rocker switches and two vents in the middle. An armrest was fitted between the front seats, which now had nylon inserts.In October 1974, the model underwent its most dramatic visual change when large black 'rubber' bumpers on front and rear were added to meet US impact regulations. The nose was redesigned and front indicators incorporated into the bumper. The ride height of the car was increased slightly and overdrive included as standard.This example was found in a garage of our deceased vendors garden, the body appears quite sound but was undergoing some works and then left. Since the initial viewing and its arrival at Spicers the chassis number and engine number have been removed, presumably for some illegal reason by persons unknown. DVLA and the police have been informed.There is no paperwork or keys with this lot and buyers should satisfy themselves as it is completeness.
Los 406
1988 Ford Escort XR3i, 1,597cc. Registration number E53 EAR. Chassis number SFABXXBBABJB32810. Engine number JB32810. Partly in answer to Volkswagen?s hugely popular but expensive Golf GTi, and partly to bring a ?halo? car to the new front wheel-drive Escort of 1980, Ford launched the XR3 early in 1982. In two-door form, with a large black rear spoiler and those Porsche 928-like wheels, the model made an immediate impression. It wasn?t long before one in ten Escorts sold was an XR3. Not long after the model?s launch, Rod Mansfield and Ford Special Vehicle Division were brought in to further fettle the new hatch back. Having already transformed the Capri (with the 2.8i) the team set about tweaking the ?Scort. As well as modifications, they brought the much coveted and all-important ?i? to the name; adding Bosch K-Jetronic fuel injection, helping the car produce 105bhp and gain a top speed of 120mph. It took the model one step closer to rivaling the German Hot Hatch. EAR has had four owners, the last being our vendor who in 1994 suffered was unfortunate to experience his car being damaged by vandals who stole such items as the wheels and bumpers, slashing the seats and door cards. Pronounced a Vehicle Damaged by DVLA, he retained ownership and stored in in a barn, with the intend on restoring it. He has now agreed this will never happen with him so it has been extricated and is being offered for sale. There are 2 MOT's from 1992 at 35,054 miles and 1993 at 40,331 miles but no V5C, it is still recorded with DVLA.
Los 407
2002 VW Golf Cabriolet, 1984cc. Registration number YW02 FAJ. Vin number WVWZZZ1EZ2K007503. Engine number AWG011658.As with the Mk2 Golf, Volkswagen did not make a convertible version of the Mk4 Golf. Instead, they face-lifted the front bumper, bumpers, bonnet and headlights of the Mk3 Golf Cabrio to resemble the styling of the Mk4 Golf. VW incorporated other non-structural parts from the Mk4 as well, such as indicators, grille, side mirror caps, etc. The interior remained largely similar to the Mk3 interior save for a Mk4 style 3-spoke leather steering wheel and airbag, a textured dashboard, heavily bolstered front seats with incorporated side airbags, and a chromed finish on several parts, such as the inner door handles. The instrument panel was updated with a relocated hazard light switch and blue and red backlighting, as found in the Mk4. Technical updates include the immobilizer and engine computer from the Mk4 Golf being retrofit to the older Mk3 engine mechanicals.FAJ is a one lady owner car that comes with 7 stamps in the service book plus a receipt works undertaken in 2015, when the mileage was 97,269; the last year it was on the road. The mileage today is 107,8277. It should noted that the electric roof is not working.Sold with the V5C, two keys, service book and last service receipt.
Los 408
c.1949 Alvis TA14, project Registration number EY 9160 (not registered with DVLA), Chassis number 23090. Engine number unknown.Testing Alvis's 1.9-litre TA14 sports saloon in 1946, Autocar found the new model, "the most attractive car of its size which the well known company has produced, because it adds to the typical Alvis sure-footed and lively performance on the road a degree of all-round refinement which is quite impeccable. It steers lightly and with a confident certainty, and holds the road to perfection; the suspension is not hard, but most comfortable, the engine is very smooth and quite quiet, and the engine mounting conceals how many cylinders there are". The car's excellent tractability, well-spaced gear ratios and powerful brakes all came in for praise, Autocar concluding that the TA14's, "very high level of excellence puts this Alvis right in the front rank".This example has been owned for many years by our deceased vendor. He restored another example in this auction and had another project/spares car, also in the auction.Prospective buyers should satisfy themselves as to the completeness of this vehicle.There is no paperwork with it, but there are keys.
Los 409
c.1949 Alvis TA14, project Registration number not registered, Chassis number plate missing. Engine number unknown.Testing Alvis's 1.9-litre TA14 sports saloon in 1946, Autocar found the new model, "the most attractive car of its size which the well known company has produced, because it adds to the typical Alvis sure-footed and lively performance on the road a degree of all-round refinement which is quite impeccable. It steers lightly and with a confident certainty, and holds the road to perfection; the suspension is not hard, but most comfortable, the engine is very smooth and quite quiet, and the engine mounting conceals how many cylinders there are". The car's excellent tractability, well-spaced gear ratios and powerful brakes all came in for praise, Autocar concluding that the TA14's, "very high level of excellence puts this Alvis right in the front rank".This example has been owned for many years by our deceased vendor. He restored another example in this auction and had another project/spares car, also in the auction.Prospective buyers should satisfy themselves as to the completeness of this vehicle.There is no paperwork with it.
Los 410
1973 Rover P5B, 3,528cc. Registration number NCX 10M (see text). Chassis number 84010276D. Engine number unknown. Intended to compete with Jaguar's MkVII in the luxury saloon market, the Rover P5 3-Litre arrived in 1958. The first unitary construction Rover, the P5 used a bored-out version of the firm's familiar inlet-over-exhaust six-cylinder engine. Power output initially was 115bhp, increasing to 134bhp later, but for Rover's established clientele, most notably the Civil Service which bought hundreds, the car's quietness, refinement and luxurious, 'gentlemen's club' interior were of far greater importance. Announced for 1965, the ultimate MkIII version added power-assisted steering and reclining seats to the MkII-introduced improvements that included the up-rated engine, lowered suspension and improved gear-change. Introduced in 1967, the V8-engined P5B was considerably quicker than its six-cylinder predecessor, the V8's 140-plus horsepower boosting top speed to 110mph and chopping 7 seconds off the 0-60mph time. Automatic transmission and power-assisted steering were standard features of a car that combined much improved performance with the luxury and refinement customers had long since come to expect in a Rover. The stylish low-roofline Coupé version proved almost as popular as the saloon and today is regarded as the most collectible of the 3-Litre/3.5-series Rovers. NCX is recorded with DVLA as a 1973 model that was last taxed in 1990. When viewed it was in the garden under a tarpaulin and probably has been there for many years in our deceased owners collection. There is no paperwork or keys with this vehicle.
Los 411
1959 Ford Consul MkII, Lowline 1,703cc. Registration number WWF 566 (see text). Chassis number unknown, Engine number 204E 168987.In 1956, a new Consul appeared with the Ford code of 204E. The car was still the four-cylinder submodel of the Zephyr range, with which it shared the same basic body shell. Compared with the original, it had a longer wheelbase, larger 1703 cc, 59 bhp engine, and a complete restyle, borrowing cues from the 1956 models of America's Thunderbird and Fairlane. One thing not updated was the windscreen wipers, which were still vacuum-operated. The roof profile was lowered in 1959 on the Mark II 'lowline' version, which also had redesigned rear lights and much of the external bright work in stainless steel. Front disc brakes with vacuum servo appeared as an option in 1960 and were made standard in 1961.WWF was restored by our deceased vendor and has no been finished off, although stored outside the body work has survived very well. Spare trim comes with the car but buyers are requested to satisfy themselves over the completeness.It is recorded with DVLA but not taxed for road use. There is a copy of a V5 from 1984 in the deceased's name and no keys are with this vehicle.
Los 412
1958 Morris Minor, 948cc. Registration number 736 YUF (non transferrable). Chassis number FAA1/619047. Engine number 9M-U-H197520.The post-war Morris Minor, one of Alec Issigonis’s first masterpieces, became nearly as iconic during its 23 years of production as its ostensible successor and sister icon, the Mini. Released in 1948, it used unitary construction and torsion bar front suspension, although some other novel features, like a flat four engine, never reached production.Exports to the United States began in 1949, which required raising the headlamps from their position in the grille in order to meet local legislation. This change was soon adopted across the board. Initially the line included both two- and four-door saloons, and a jaunty little tourer which commanded about a third of the market.After Morris merged with Austin to form the British Motor Corporation (BMC), a Series II Minor was introduced in 1952 with the 803 cc overhead valve Austin A-series engine from the A30. In 1956, the Minor received a major programme of updates intended to keep the car competitive into the 1960s. The dawn of the motorway era necessitated the fitting of a new 948cc variant of the BMC A-Series engine, elevating top speed from 63 mph to 75 mph, and reducing 0-60 mph acceleration from 52.5 secs to 31.3 secs.YUF was owned by Terrance Marshall of York in 2013 before he sold it to Andrew O'Neill in 2014. He fitted new tyres but a growing family meant it was unused since 2015. A new battery has been fitted and it has been driven 20 miles to the saleroom. It will benefit from more recommissioning as the brakes a binding and the fuel gauge does not work.Sold with the V5C.
Los 418
1978 Triumph Spitfire 1500. Registration number YOA 179T. Chassis number FH 126792. Engine number FM/113303-HE.The Spitfire was conceived by Standard-Triumph to compete in the small sports car market against the Austin-Healey Sprite. The Sprite had used the drive train of the Austin A30/A35 in a lightweight. The Spitfire used mechanicals from the Herald. Where the Austin A30 used monocoque construction, the Herald used body-on-frame — a chassis Triumph was able to downsize, saving the cost of developing a completely new chassis-body unit.Giovanni Michelotti, who had designed the Herald, styled the bodywork, which featured wind-up windows (in contrast to the Sprite and Midget, which used side curtains) and an assembly of the bonnet and wings that opened forward for engine access. The Spitfire's introduction was delayed by its company's financial troubles in the early 1960's and was subsequently announced shortly after Standard Triumph was taken over by Leyland Motors. When Leyland officials, taking stock of their new acquisition, found Michelotti's prototype under a dust sheet in a factory corner, it was quickly approved it for production.The Mark IV featured a redesigned rear design similar to the Triumph Stag and Triumph 2000 models, both also designed by Michelotti. The front end was revised with a new bonnet pressing eliminating the weld lines on top of the wings/fenders, door handles were recessed, the convertible top received squared-off corners. The interior was revised to include a full-width dashboard, with instruments ahead of the driver rather than over the centre console, initially finished in black plastic and beginning in 1973 finished in wood. The 1500 followed in 1974.YOA comes with an extensive history; the Heritage certificate states it was built on the 5th September 1978 but not registered until the 14th February 1979, normal for a sports car.There is history from 1988 when it was owned by Mr Smith when he had the big end bearings replaced as well as a sill. In 1989 Mr Hardman of Chelmsford had the engine built at 88,000 miles. Eric Sullivan of Flitwick was the owner from 1990 and he set about a comprehensive restoration, including the body tub in 1994. MOT's are on file from 1992 at 6,470 miles, by 2007 it had risen to 9,125 miles and and 2017 at 12,290. Our vendor bought it in 2009 and has only added a few miles each year.Sold with the V5C, MOT history, Heritage certificate, large receipts history, this appears to be a well sorted Spitfire, ideal for summer fun.
Los 419
1996 Volvo 850 CD, 2435cc petrol, manual. Registration number P278 XJO. Chassis number YV1LS5522V2376259. Engine number 813562.The Volvo 850 was introduced in1992 model year car, with the slogan "A dynamic car with four unique innovations" which referred to the newly developed five cylinder transverse engine, the Delta-link rear axle, the Side Impact Protection System (SIPS), and the self-adjusting seatbelt reel for the front seats.Beginning with their 1995 model year, Volvo introduced the SIPS-Bag on the 850; the first mass-produced car in the world to feature the side-impact airbags. In 1995, the Volvo 850 was ranked the fourth-safest vehicle on the market.XJO first owner is unknown but in 1997 Plantation Computer Services bought it from Volvo main dealer Harretts of Huddersfield, and had main dealer services. Mr Hampson owned it by 2010 with more main dealer service history on file through to 2019 (£1163 spent on the service). In 2021 Richard Scott bought it and its last MOT was in January 2022 when the mileage was 94,813, today it is 94,819.XJO presents very well, it appears never to have any paint, the arches are very good as is the interior, a well looked after car which is backed up by the service receipts and DVLA MOT history.Sold with the V5C, and paperwork mentioned with two keys.
Los 420
1989 Audi Coupe Quattro, 2226cc. Registration number G323 JWA. Vin number WAUZZZ8BZKA011711. Engine number KV060682. Cereal-box car design may have been all the rage in 1979 when the previous generation of Audi coupes were designed, but come 1989, customers were after shapes a little more organic. With sleek sporting rivals like the Vauxhall Calibra and Nissan 200SX arriving on the market, the Audi Coupe was starting to look distinctly yesterday's news. The arrival of the B3 series car in 1989 changed all that. Unlike the Coupe before it, which from the mid point forward was virtually indistinguishable from the 90 saloon, the hatchback B3 Coupe shared very little sheet metal with the equivalent 90 saloon. Similarly, it was a very different from its coupe predecessor. All the body panels were fully galvanized for rust prevention. The five-cylinder engine remained, but there was no turbo option. Instead, the new 170bhp 20-valve engine made power with fully electronic multi-port fuel injection and four valves per cylinder. JWA was bought by Mr Wood from Gilders of Sheffield and serviced by them up until 1999 at 91,108 miles, then Audi Dave took over the next three stamps in the book until 2003 at 12,427 miles. There is an MOT on file in 2010 at 124,047, today it is 124,283. Our vendor bought it in 2013 with an engine issue, it ran for a bit and then cut out, he tried several routes to solve it but then it has been left at a local garage for the last 3 years. Sold with the V5C, service history and one key.
Los 421
2005 Audi A4 S Line 3.0TDi Quattro, 2967cc. Registration number YR05 PZD. Vin number WAUZZZ8E15A500846. Engine number BKN 008749. Audi introduced a revised A4 in late 2004, the B7. Although given a new platform designation, the B7 was essentially a heavily facelifted and revised version of the B6, with revised steering settings, suspension geometry, new engine ranges, navigation systems and chassis electronics. Torsen T-2 based quattro permanent four-wheel drive remained as an option on most A4 models. PZD was bought by our family vendors in 2016 with 155,000 miles on the clock and has complete service history from that date, most importantly some £2,000 was spent in 2017 on a new turbo and an engine rebuild, timing chains, clutch, duel mass flywheel, belts, seals A/C regas, new discs and pads. It has been regularly serviced since, the last being at 226,815 miles in November 2019, the mileage today is 235,554, receipts on file. The MOT history goes back to 2010 and is current until August 2022. Sold with the V5C, current MOT, two keys, MOT history, receipts mentioned and service manuals.
Los 425
1937 Morris ten-Four, 1292cc. Registration number BNP 656 (see text). Chassis number unknown. Engine number unknown.Morris Ten was a new class of car for Morris now equipped with wire wheels and a new type of mud guarding?domed wings with wing side shields?it was powered by a Morris 1292 cc four-cylinder side-valve engine employing a single SU carburettor which produced 24 bhp at 3,200 rpm. The gearbox was a four-speed manual transmission unit, and Lockheed hydraulic brakes were fitted.At the October 1932 Olympia Motor Show the coach-built saloon with sliding head was £169.10.0. Body styles at launch in August 1932 were restricted to a saloon and two-door coupé, but a four-door tourer joined the range in December, followed in 1934 by a two-seater with dickey seat and a Traveller's Saloon.Twelve months later, with the introduction of the Ten Six, Four was added to the Ten's name. The chassis was strengthened, engine mountings were revised and synchromesh appeared on the gearbox. Engine output was increased to 27½ bhp by April 1934. Two tone paint schemes were optional from 1935.BNP is recorded with DVLA but the paperwork has been lost in this deceased sale. Obviously an older restoration, it was stored on blocks in a garage and should respond well to recommissioning. There are no keys.
Los 426
1949 Alvis TA14, 1892cc. Registration number KLP 11 (see text). Chassis number 22999. Engine number not known.The Alvis TA14 was one of the first British cars to go into production after WW2, although in reality it was a mildly modified version of the pre-war 1938 12/70 and not a new car at all. Despite this, it was Alvis?s post-war best-seller ? a fact more relevant when one considers how much Alvis moved upmarket after the TA14. The pre-war specification means cart springs and mechanically operated brakes, although the track was slightly wider and the wheelbase was lengthened. The engine was bored out by an extra 50cc to 2.0-litres, but extra weight over the 12/70 means the TA was not really any quicker, topping out at 75mph.The Fourteen running chassis was to have the widest range of body styles of any Alvis Model. Three main styles were promoted to delight the post war purchaser. The saloon car by Mulliners, the Drop Head Coupe by Carbodies and the two seater TB 14 roadster by A. P. Metalcraft. Some 3311 cars were built, the final chassis no. 23830 ran off the production line in December 1950KLP was re registered with DVLA in 1984 but their details state it was built in 1910 and that the engine size is 1595cc, it is not taxed or on SORN. It was restored by our deceased vendor and the paperwork has been lost. It should be noted that the build plate has a cut out in it and may have come from another car, also DVLA state the colour is maroon. There are keys with the car.
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