534297 Lose gefunden, die zu Ihrer Suche passen. Abonnieren Sie die Preisdatenbank, um sofortigen Zugriff auf alle Dienstleistungen der Preisdatenbank zu haben.
Preisdatenbank abonnierenCorgi Toys Constructor Set GS/24 (Commer ¾ Ton Chassis). Comprising two Commer flatbeds plus 4 interchangeable rear bodies, - milk float, Ambulance, half open van and van. All in red, white, light blue and yellow livery. Complete with milk man, creates and bench seat and ‘Operating Instructions’. Boxed. Contents Mint. Plate 6
Corgi Toys Gift Set 31 ‘The Riviera’. Comprising Buick Riviera in metallic blue with red interior. Plus a Dolphin 20 Cabin Cruiser, in light blue and white plastic, with Evinrude outboard motor and red Brooklands trailer with female water skier. Boxed, minor wear, with display insert and paperwork. Contents Mint. Plate 7
Registration : WAS 993 Chassis Number : 221542 Engine Number : 227067 Odometer reading : 3,588 miles Estimate : £2,500 - £4,000 The well established 125cc Lambretta LD 125 was joined by a 150cc bigger brother in October 1954. New features included the chrome silencer, often known as the 'coffee pot', damped front suspension to aid rider comfort and a twin 'push and pull' cable operated gear change, in place of the single Teleflex cable of the 125. Top speed was quoted as 55mph yet manufacturer, Innocenti, still claimed fuel consumption to be 140mpg, identical to that of the 125. The LD 150 was very popular and outsold its smaller brother. The so -called Mk. II LD 150 (there was no Mk. 1, as the 150 only appeared when the LD 125 was in Mk. II form) featured an inside leg shield toolbox which also housed the speedometer and the now very are option of one other additional gauge, usually a clock. Colour choices were green, grey, beige and red. There was also an electric start version, called the LDA 150. The Mk. III version launched in January 1957 featured an epicyclical kick starter and the speedometer was now mounted in a purpose built housing which also included the horn and mounted on top of the handle bars. The rear of the scooter gained a more streamlined look, with a cast rear light unit bolted onto it and the toolbox door now behind the rear seat. A new air taken to the rear of the frame through a rubber hose helped reduce induction noise, as well as allowing the engine to rev more freely. Colour choice was now green, grey, beige, off-white or blue with contrasting side panels in blue, maroon, red or green. In the UK the Lambretta concessionaires produced a variant called the Riviera. This model came as standard with a whole host of extras, namely front windshield, rear carrier with spare wheel, heel plates and extension boards. It was thought this model was produced to help make way for the incoming Li series and if true, the marketing strategy, although successful at the time, had the unintended consequence of the Lambretta concessionaries having no scooters left to sell whilst waiting for the new model. With no Lambrettas forthcoming from Italy, French built LDs were imported as a stop gap to help fulfill outstanding orders. The 1957 LD 150 offered today has been UK registered from new. The vendor purchased it approximately thirty years ago as non-runner and without any paperwork. It has been renovated both mechanically and cosmetically over a number of years to achieve what the vendor describes as the current very good, usable condition. We are informed that it goes extremely well, being in the vendor's opinion one of the best LDs he has ridden. This Lambretta is an older restoration with a pleasant patina and comes with V5 registration document, an old MoT test certificate, various bills , an original toolkit and three Lambretta handbooks. Interested parties should note the registration plate is an age related number since, as mentioned above, all paperwork was lost following a very lengthy period off the road, prior to the vendor's ownership. The LD 150 is regarded as the most desirable and usable of the shaft driven Lambrettas. This highly collectable example is offered at a most attractive estimate.
Registration : 171 VEV Chassis Number : 61/3595 Engine Number : 222D1367 Odometer reading : 55,247 miles Estimate : £2,500 - £3,000 The company founded by Bert Greeves ,MBE soon after WW2 was the same Invacar company that won a major contract to provide motorised, three-wheeled, invalid carriage vehicles to the UK Government Ministry of Pensions and National Insurance. The invalid carriages sold well and established a firm foundation for the factory, based in Essex. The factory possessed its own foundry and very soon, became expert in the new technology of fibreglass moulding. The invalid cars featured some innovative designs, notably suspension by rubber bushes that acted as self-damping springs when twisted. As a keen trials rider, Bert Greeves soon indulged his interest and started to build motorcycles for trials and scrambles, and in 1954, a roadster joined the range. Using Villiers or British Anzani engines, and suspension based on the invalid cars' rubber units, the frames illustrated another Greeves innovation. In place of the normal tubular front section and steering head was a single enormously strong aluminium alloy H-section beam. Roadster production centred on a range of modest 250 and 325cc lightweight twins. By the 1960s, the Sports Twins had become probably the best of their kind, thanks to Greeves handling and quality build. An indication of the regard in which they were held was their adoption as police bikes. In 1960, Sales Manager Derry Preston Cobb conceived a publicity stunt for the latest Greeves roadsters, in which TV actor and motorcycle enthusiast, Richard Wyler (famed for the TV Series The Man from Interpol) and road racer Joe Dunphy, would tour as many European cities as possible in eight days, on the bikes provided by Greeves. A brand new 32DC, 171 VEV, was taken off the production line to join the press 32DC, 950 UNO, for the trip. Despite some mishaps the trip was successfully completed and was featured in the March 23rd and 30th editions of Motor Cycling. After the trip, 171 VEV was retained by the factory as Bert Greeves' personal machine and was used to try out developments as they came along, which explains why the bike is fitted with some later fibreglass parts. These are however very much a part of the bike's history and the vendor has resisted restoring the bike to standard form because of that. 171 VEV has been part of a large collection of British two stroke machines for the past thirty years and comes with; V5, the original log book (showing Invacar Ltd as first owner) and various documents confirming its identity. The vendor informs us the Greeves is in sound running condition though it would now benefit from some light renovation. This Greeves Sports Twin represents a rare opportunity to purchase a fine British lightweight with a unique history.
Registration : FVG 181J Chassis Number : PE02223T25SS Engine Number : PE02223T25SS Odometer reading : 5,204 miles Estimate : £4,000 - £5,500 Like many of the Coventry makes, Triumph had their roots in the bicycle industry, beginning motorcycle production in 1902. In 1908, they won the single-cylinder class in the TT races, the machine being powered by a 500cc engine designed by one of the German founders of the firm, Maurice Schulte. After the First World War, Triumph were also involved with car production, but once this interest was relinquished when separate companies were established in 1936 the marque became truly successful. The Triumph T25 comes from the stable of off-road motorcycles and is relatively light, easy to start, handle well and very reliable. The SS is the 'street scrambler'; road tyres, a hugger-style front fender. The T model is the trail model (Trail Blazer); semi knobby tyres, high front fender. The 250's are happy revving motors and seem to work best at high rpm's. This example was originally exported to the US but, in recent years, has been re-imported back home. It has been dry stored since then and owned by the vendor since 2012. It has been restored to high degree apart from the engine which has not been apart. Upon riding this machine, it was thought that it ran so well, an engine strip-down was unnecessary. All other components, including chrome-work, have been attended to, just a cursory glance will confirm the quality of the work. Supplied with a large history detailing parts and work undertaken since 2012, this represents a fine example of its type.
Registration : YYH 55 Chassis Number : A74018 Engine Number : 60/31L 3044 Estimate : £3,000 - £4,000 The AJS Model 31 was made by Associated Motorcycles at the former Matchless works in Plumstead, London. Developed in 1958 specifically to capture the potentially lucrative US market, the last Model 31 was produced in 1966. The AJS Model 31 was designed by Phil Walker, AMC knew that it had to be a 650cc but wanted to use as many cycle parts from the Model 11 as possible. The cylinders could not be bored out further so the stroke was lengthened from 72.8mm to 79.3mm resulting in a capacity of 646cc. The meant developing a new crankshaft and primary chain case which also provided the opportunity to add a Lucas alternator. In 1959 the Model 31 was redesigned and modernised as the De Luxe with a new full cradle tubular duplex frame and a new cylinder head. Vibration had always been a problem so the crankshaft was upgraded to nodular iron. Capable of 100mph performance, the AJS Model 31 became popular with the American market. The AJS presented here left the factory on the 10th March, 1960 with a gearbox number of 26536. It has a matching frame and engine and is in good order throughout. Whilst requiring some light re-commissioning, this AJS is tidy and, until recently, had been run up to temperature on a regular basis. Supplied with a registration document this motorcycle is a particularly handsome machine. 
Registration : V550 DRU Chassis Number : CGVF400AAXV000167 Engine Number : F4000215 Estimate : £21,000 - £25,000 Introduced in 1998, the MV Agusta F4 was the motorcycle that resurrected the legendary name of MV Agusta. It was designed by Massimo Tamburini at the MV Agusta's famed Cagiva Research Centre in San Marino; Tamburini having been previously responsible for the design of the Ducati 916. The engine of the new MV, a liquid cooled in line four cylinder with double overhead camshafts, four valves per cylinder, electronic multipoint fuel injection and induction discharge electronic ignition was designed to be made three different capacities; 749.5cc, 998cc and 1,078cc. It was influenced by the 1990-1992 Ferrari Formula One engine and is one of few production superbikes to feature a four-valves-per-cylinder engine with hemispherical combustion chambers. It is also unique in that it is the only motorcycle engine currently in production to feature radial valves, a feature taken from the Ferrari Formula One engine. Power output of the initial model, the750, was 126bhp at 12,500rpm, enabling it to reach a top speed of 170mph with 0-60 achievable in 3.1 seconds and a standing quarter mile in less than eleven seconds. The first F4 model released to the public was the F4 750 Serie Oro on May 1999, of which only 300 examples were produced and just twenty one of those imported into the UK. With the bodywork resplendent in the traditional MV Agusta livery of red and silver, many parts such as the swinging arm, frame side plates and wheels were made of magnesium and anodised gold - hence the name 'Oro' (Italian for gold). The fuel tank, fairing, seat cover, front mud guard and air box were made of carbon fibre which enabled the weight to be kept under 400 lb - an extraordinarily light weight for a road going superbike. The Showa front forks were specially made for MV Agusta and feature quickly detachable axle clamps while the rear suspension was manufactured by Sachs. Six piston (front) and four piston (rear) brake calipers were provided by Nissin. Contemporary road tests enthused over the F4's incredible handling, and were confident that the new MV would be a success, securing the future of the MV Agusta name. The F4 750 Serie Oro was considered to be one of the best sports bikes in the world at the time of its release and the bike offered here today is number 167 of the 300 produced. The vendor, a connoisseur of sporting motorcycles and competitor on the gruelling Paris-Dakar Rally, is the original owner, having been fortunate enough to be selected from the waiting list for the launch of the eagerly awaited new MV Agusta. The bike is in as-new condition, having covered a mere 1,200km from new and used for long trips only. For the past few years the MV has taken pride of place in the vendor's sitting room; perhaps the ideal storage conditions. UK registered from new, the MV comes with a V5C registration certificate and we are informed by the vendor that a full service will be carried out before the auction, coupled with a MoT test certificate. This is an exceptionally rare motorcycle and, as the first example of the revived MV Agusta, is sure to become very desirable and a true collector's item. It can, surely, only increase in value.
Registration : 946 HWR Chassis Number : R513853 Engine Number : KSS10677 Odometer reading : 1,234 miles Estimate : £9,000 - £12,000 A production roadster motorcycle, the KSS was modified with a racing clutch and tuned to achieve 90mph around the Isle of Man TT course, largely due to the excellent handling. Important improvements included the positive-stop foot operated gear change from the Velocette KTT production racing version. In 1936 Velocette developed the KSS Mk. II which had a Velocette MK. V KTT based chassis and a new engine with an alloy cylinder head. A touring version, the Velocette KTS was also developed with 19 inch wheels and matching mudguards. Slotting Velocette's wonderful overhead-camshaft engine into later cycle parts has long been a well accepted practice among aficionados of the Hall Green factory's products and this example combines a 1938 KSS Mk. II engine and a swinging arm frame common to later motorcycles, in this instance, 1971. Well restored but now enjoying the period patina that comes with use, it is offered by a known collector and long-term enthusiast of the marque but will require a light service prior to use. This runs and drives well used, until recently, in many club runs. This fine example of a motorcycle, which many enthusiasts believe Velocette should have built themselves, is an unusual machine to find offered for sale and comes with a Swansea V5 registration document.
Registration : SKR 1448 Chassis Number : T25W685 Engine Number : T100RXC07300 Estimate : £4,500 - £6,000 Rickman motorcycles were produced from 1961 to 1976 by brothers Don and Derek Rickman who started their company in 1957 and formally made it into Rickman Bros Ltd. in 1962. . Initially the frame designs were for scrambles and then for road racing. Later, in 1966, road bikes were produced as well. The brothers had had many successful years in scramblers but wanted better machines to ride. As a result they combined the Triumph twin engine with BSA frame to form the Tribsa, fitted with Norton forks. By 1961 their machine, known as the Métisse (French for mongrel or crossbreed), had been developed to have their own light and elegant frame, nickel plated with glass-fibre tank, seat base, tail unit and air-filter panels. The brothers then offered their design to the industry who, unwisely, turned it down so they manufactured complete machines and kits themselves. A choice of engines could be used, the most usual being Triumph, BSA and more exclusively, Matchless. The standard of manufacture and finish was top class making the machines highly popular with frequent competition success. We understand that this bike was built up from a kit supplied by MRD Métisse in about 1996. Using a 500cc Triumph Tiger T100R engine, the bike is road legal and registered as 1969 Triumph 500. It has had a recent overhaul including a new carburettor, a new Boyer electronic ignition, powerbox type system so no battery, new tyres and new wiring. Fitted with front/rear lights and brake light, it comes with a new MoT test certificate and UK road registration V5C document. In very good running order, the bike has a fibre glass fuel tank and body work that is still in good condition but the paint is showing signs of age. A sound example ready to used on or off road.
Registration : 318 SNO Chassis Number : 44112 Engine Number : 18016 Odometer reading : 78,483 miles Estimate : £2,500 - £4,000 The Bullet name was first given to Royal Enfield's sporting singles as far back as 1933 and post WWII, after the immediate calls for basic transport had been met, the desire for new sports models was apparent. In 1948 Royal Enfield debuted their new 350cc Bullet in the 1948 Colmore Cup Trial, causing a sensation as the bikes were fitted with swinging arm rear suspension, then unheard of for trials use. While unsuccessful on its initial appearance, the new model soon showed its form and Bullet mounted riders won gold medals later that year in the International Six Days Trial and were part of the winning British Trophy team. The Bullet followed Royal Enfield design conventions with its 'floating bush' big end and dry sump oil tank contained within the crankcase, intended to warm the oil more quickly than possible with a separate, externally mounted oil tank. Engine dimensions of 70mm x 90mm were the same as the cooking, all-iron Model G but with an aluminium alloy head fitted and an increase in compression ratio to 6.5:1 to give a power output of 18bhp at 5,750rpm. The Albion gearbox was mounted flush to the engine, rather than in conventional plates, to create a semi- unit construction with fixed chain centres and a new telescopic front fork of Royal Enfield's own design was fitted to create a most attractive and versatile motorcycle, as scrambles, trials and road racing versions were marketed alongside the standard road going Bullets. In 1953 a 500cc version joined the range. The bore size was increased to 84mm but the compression ratio lowered to 6.2:1 to give a useful increase in power output to 25bhp at 5,250rpm. Surprisingly the 500cc version sold in quite small numbers and is consequently a rare machine today. 1954 brought a major styling change with the introduction of the 'casquette', a die-cast alloy cowl which enclosed the top of the forks and also the headlamp and instruments while incorporating a small pilot light on each side. For 1955 dual front brakes were fitted within a full width hub and in 1956 a new all-welded frame was introduced which no longer featured a cradle under the engine. The tooling for the old type frame was shipped out to Madras, where Enfield had set up a subsidiary to produce the 350cc Bullet under licence which remained largely unchanged until relatively recently. More changes came in 1959 with the adoption of small seventeen inch wheels for the 350 in common with the new 250cc Crusader and in increase in power output to 20bhp thanks to an increase in compression ratio, a larger carburettor and new cams with higher lift. The 500 received a new large finned cylinder head which became known as the 'Big Head' but there were few changes thereafter until the Bullet was phased out in 1962, with the era of the sporting single coming to an end. This late type 1960 Bullet was fully restored from a basket case by a retired panel beater and had two further owners before being acquired by the current vendor. The Royal Enfield comes with a current V5C registration certificate and a VMCC dating certificate and is described as being ten out of ten by the vendor, who also informs us that the original Essex registration number was successfully re-issued following the restoration. The superbly presented Bullet offered here is an ideal machine with which to enjoy club events and will no doubt reward the new owner with many miles of enjoyable motorcycling.
Registration : 4081CR Chassis Number : GA74219 Engine Number : DA10R1040 Odometer reading : 4,314 miles Estimate : £3,500 - £4,000 This BSA is a delightful motorcycle and one that has clearly been well looked after and cherished. The previous owner has included a number of improvements with the effect that it now shows a likeness to a Gold Flash Road Rocket Special. There is an anomaly with the identification numbers however and it would appear that the engine/crankcases did not start life as a Super Rocket and that the frame has been over-stamped. Light re-commissioning may be required but the vendor informs us that it should be running by auction day. 
Engine Number : 62.G80C 5020S Estimate : £4,000 - £6,000 Rickman motorcycles were produced from 1961 to 1976 by brothers Don and Derek Rickman, who started their company in 1957 and formally made it into Rickman Bros Ltd. in 1962. Initially the frame designs were for scramblers and then for road racing. Later, in 1966, road bikes were produced as well. The brothers had many successful years in scramblers but wanted better machines to ride. As a result, they combined the Triumph twin-engine with BSA frame to form the Tribsa, fitted with Norton forks. By 1961 their machine, known as the Métisse (French for mongrel or crossbreed), had been developed to have their own light and elegant frame, nickel plated with glass-fibre tank, seat base, tail unit and air-filter panels. The brothers then offered their design to the industry that, unwisely, turned it down, so they manufactured complete machines and kits themselves. A choice of engines could be used, the most usual being Triumph, BSA and more exclusively, Matchless. The standard of manufacture and finish was top-class, making the machines highly popular with frequent competition success. This G80CS Pre-1965 Scrambler has been in storage since 1994 and was recently re-commissioned including fitment of a new petrol tank, lined for new fuel. Described as 'very clean', this competition bike would make a great addition to a collection, though it is ready to go if you are.
Art Deco period Shelley tea set Condition Report Comprises: 7 cups, 8 saucers, 11 side plates, milk jug and sugar bowl. Sugar bowl is damaged (broken into two pieces - both pieces present, will repair). One cup has a hairline crack, one saucer has a hairline. One or two tiny instances of paint loss. A few light knife marks to the side plates. Some minor discolouration to a few of the pieces.
The Penwith Portfolio, 1973. Containing a suite of twelve lithograph prints. 1. Robert Adams - Screen Form 2. Alan Davies - Bird Through Wall 3. Merlyn Evans - St Ives Beach 4. Duncan Grant - Interior 5. Barbara Hepworth - Moon Landscape 6. Peter Lanyon - The Returned Seaman 7. Bernard Leach - Drawing For A Pot 8. E McWilliam - Woman Of Belfast 9. Henry Moore - Silhouette Figures With Border Design 10. Ben Nicholson - Abstract 1936 11. John Piper - Annunciation to the Shepherds 12. Michael Rothenstein - Sunrise at 36,000 Feet Each signed in pencil by the artist with the exception of the Lanyon, which is authenticated by his widow, colour lithographs and screen prints on wove, each 55 x 76cm, loose in paper folders in light brown linen portfolio case, overall 77 x 83cm.
WILLIAM STEWART MCGEORGE (1861 - 1931) Woodland glad with four young girls playing Signed, oil on canvas, 39cm x 48.5cm. Condition Report Appears in good condition. Has a slight, light scratch to the top right hand corner. Two tiny flecks of light blue paint. The frame has a few pieces of moulding cracked and may have been repaired.
Three early 20th century bisque headed dolls to include; Armand Marseilles and Heubach Koppelsdorf Condition Report / Extra Information Doll in darker blue dress missing all digits from left hand, fore and little fingers from right hand, crack to left leg and all toes are off. Doll in light blue dress - two fingers missing from left hand, all digits missing from right hand, large chunk of foot missing. Doll in white dress - leg off but present, two fingers off left hand.
Registration : MYY 481X Chassis Number : 11102110030277 Engine Number : 12798410003685 Odometer reading : 79,209 km Estimate : £8,000 - £13,000 The Mercedes-Benz W111 series was produced from 1959 to 1968 and was the chassis code that determined its top-range vehicles. This included four door saloons with two door coupés and cabriolets being produced from 1961 to 1971. This lefthand drive example, presented in lovely blue paintwork with black leather interior, was originally purchased in Rome by Dario Lenzini, the son of famous Lazio Football club owner, Umburto Lenzini, from Mercedes-Benz Agent F. Bornigia in June 1962 and sold for a mere 6,091.000 Lira. Registered under Lenzini's name on the plate ROMA 542235, the current owner bought the car from him in the summer of 1980 when he transferred it to his work in London and had it registered under diplomatic status with the plate number 188D172. The current owner's diplomatic status ceased in 1987, at which point the vehicle gained its UK registration: MYY 481X. The vendor continued to use the car as his daily driver and maintained it regardless of cost until he made the decision in 2002 to completely restore the car to its former glory and thus sent the car back to Rome for which full details can be found in the history file. Offering power assisted steering, servo assisted brakes, a four speed manual transmission, original Autovox radio with electric aerial, tailored wooden centre console with storage boxes, extra light switches and power sockets, this car was clearly spec'd with no thoughts to budget when new. The current owner has painstakingly gathered all handbooks and parts guides for a prospective new owner, together with an impressive history file enclosing all MoT test certificates since its import in 1980, inclusive of a current MoT test certificate valid until December 2015, the original bill of sale and other import documentation. The provenance alone of this beautifully restored pillarless coupé is impressive and coupled with driving, as the vendor describes, with 'ease and elegance', this is the perfect car for summer.
Registration : KLN 586D Chassis Number : B395005649HRO Engine Number : B395005649HRO Odometer reading : 19,494 miles Estimate : No Reserve The Sunbeam Alpine is a sporty two-seat open car launched in 1953 as the first vehicle from Sunbeam-Talbot to bear the Sunbeam name alone since the 1935 takeover of Sunbeam and Talbot by the Rootes Group. Ken Howes and Jeff Crompton were tasked with doing a complete redesign of the Alpine in 1956 with the goal of producing a dedicated sports car aimed principally at the US market. Ken Howes contributed some 80% of the overall design work and, throughout its production cycle, the Alpine was manufactured in four subsequent revisions through to 1968. The Series V Alpine was produced from 1965 through to 1968, the final version having a new five-bearing 1725cc engine with twin Zenith-Stromberg semi-downdraught carburettors producing 93bhp. The previous owner of this Alpine restoration project bought the car from Hounslow, West London some 10 years ago and during his ownership spent considerable time and money on its preparation. This included a full bare-metal re-spray to its current condition as well as many other repairs and parts to the tune, reportedly, of over £8,000. The current owner has also contributed extensively to its restoration including new door cards, front and rear seats (all new) in excellent condition. He was also unhappy with the standard Sunbeam replacement floor-pans and so had new, heavy duty, items made, under-sealing as he went providing a more long-term future for the car. He also sourced many new items from a Sunbeam supplier in the Midlands and all parts for this car are either new (as in the hood) or original and in good order. The car drove into the garage prior to striping and so the engine and drive-train are thought to be 'up and running' although some light re-commissioning may be required. The majority of the hard work has been taken care of and so, given a Philips screwdriver and some patience, many of the remaining parts can simply be re-affixed. An extremely accessible light restoration project that could easily be ready for this summer...
Registration : SPM 777X Chassis Number : 10704622001129 Engine Number : 11796222000200 Odometer reading : 103,073 miles Estimate : £7,000 - £9,000 The Mercedes-Benz SL class has been manufactured since 1954. The designation SL derives from the German 'Sport Leicht' or 'Sport Light' and was first applied to the 300SL 'Gullwing,' named after the upward-opening doors. The term SL-Class refers to the marketing variations of the vehicle, including the numerous engine configurations spanning five design generations. The Mercedes-Benz R107 and C107 cars were produced from 1971 through to 1989, being the second longest single series ever produced by Mercedes-Benz after the G-Class. The R107 took the chassis components of the mid-size W114 model and mated them to the larger engines from the S-Class (W116). The SL variant was a two seat convertible/roadster with standard soft top, hardtop and optional foldable seats for the rear bench. We are pleased to offer this 500SL, manufactured in 1982, which has been with its current owner for approximately the past 15 years. During this time, we are informed, the car has only covered 8,000 miles and has spent six of those 15 years in Cyprus. This 500SL is fitted with a few factory options which include a tan leather interior, rear seat option and a factory hard top. Although the coachwork displays minor paint variations, no doubt due to its time under the sun in Cyprus, it appears in very good order throughout and especially on its undersides; an important factor with these models. Mechanically, it is also in good order as demonstrated on a recent road test; its automatic gearbox changing ratios smoothly and quickly and the car pulling to a stop without drama. Benefitting from a recent service and MoT test certificate, this Mercedes-Benz, being the more desirable 500SL, is a very reasonably priced icon from the 1980s.
Registration : BHJ 242J Chassis Number : 8086 Engine Number : 40380 Odometer reading : 95,561 km Estimate : £45,000 - £55,000 Lamborghini wanted to include a four seat, grand tourer to the model line-up which included the Miura and the 400GT; this came to fruition in the Spring of 1968 when the Espada was exhibited at the Geneva Salon. A very distinctive design by Marcello Gandini of Bertone, it was radical in appearance yet extremely practical. The name 'Espada' means 'sword' in Spanish, referring to the sword that bullfighters use to kill the bulls. With 150mph performance from the 3.9-litre, V12 engine, five speed gearbox, chassis-mounted rear axle and all-independent, coil spring suspension, the car was built as a high performance supercar. The interior was altered dramatically between each model. An all new dashboard and steering wheel was installed for the S2 and the interior was again revamped for the S3. This lefthand drive Series Two Espada was manufactured on October 1st, 1970 and benefits from being one of the last Series Two's to be built with the glorious Muira centre spinner Campagnolo wheels, and the Series One rear lamps. It was delivered on October 15, 1970 to Lamborauto of Turin and sold to Ms. Zutinic Radmila who owned the car until 1972. The second owner, Roberto Jaime Gourlay, purchased the car in Turin in 1972 and was working as a buyer for the Canadian Forces Exchange Stores in Lahr, Germany. He had a Department of National Defence driver's licence and was able to register the Espada with the Canadian Forces and not with the German TUV and so the car had DND Canadian licence plates in Germany. When Roberto departed Lahr and set up business in Frankfurt, he had to change the Canadian (CDN) plates for German duty free plates and continued to enjoy the car. He then went to work in Spain where the authorities let him drive the car on tourist plates as long as he held a valid work and residence permit. When the permit ended however, the Spanish authorities insisted he had to register on Spanish plates and demanded a considerable fee. At this point, he decided to leave Spain within the week and drove back to Germany. His intention was to sell the Espada but as the German economy was not in good shape, he drove it to the UK where the car was sold to a wealthy horse dealer and saddler, Kenneth Lyndon-Dyres, of Maidstone, Kent. It was first registered in the UK on 10th May, 1976 having had four owners by this time. It was then shipped to California with the intention of selling but did not meet the emission regulations and so was shipped back by a Don Kay of Croydon who bought it in the USA. It was then acquired by a Michael Percy of Piddington, High Wycombe on 23rd September 1980. We believe it was owned by him until 1986 at which time, the engine dropped a valve and the car was bought by Thoroughbred Sports Cars, Whitney, Oxfordshire. The engine was removed and the body re-painted from Azzurro Mexico (light blue) to red. It then remained with the engine out until the vendor decided it was time to rescue her and bought the car on 10th February, 1989. David Eaton had wanted an Espada since first seeing the car in magazines in the late 60's and had joined the Lamborghini club in 1988. Being just 44 inches high (the car not the vendor), and so long and wide, this spectacular four-seat shape had completely hooked him. It is important to note that the decision to buy was based on being able to see the body shell and chassis were rust free and a desire to rebuild a Lamborghini V12. It took seven years to take the car back to bare metal and then two-pack the complete underneath (still in excellent condition) as well as rebuild the suspension and, of course, that fabulous V12 engine. The engine has the original pistons and bores but was rebuilt with new rings, chains, shells, and gaskets at 77,000km. The paint you see has been on the car since 1986. She was back on the road in 1996 and has clocked-up approximately 18,000 trouble free kilometres. More recently, she has been back to the factory for the Murcielago launch in Germany and numerous trips up and down the UK. It has also been to the 50th anniversary timeline in London and the Silverstone Classics 2013 and 2014. But after 26 years of ownership, a difficult decision was made to sell her; as another classic racing car project beckons. Presented with a full year's MoT test certificate and a new set of Pirelli tyres, it is with a heavy heart that one man's passion is now available. 
Registration : SSU 788 Chassis Number : S827638DN Engine Number : V76068 Estimate : £65,000 - £72,000 This 1960 Jaguar XK150 SE has been in the same ownership since 1988 and is now being offered as part of a deceased estate. Although bearing a family resemblance to the XK120 and XK140, the XK150 was radically revised. A one-piece windscreen replaced the split screen, and the wing line no longer dropped so deeply at the doors. The front parking lights, which were located at the top of the wings, featured a red light to remind the driver the lights were on. Mechanically, the 3.4 litre DOHC Jaguar straight six engine was rated at 180 SAE bhp at 5750 rpm but most cars were fitted with the SE engine whose modified cylinder head (B type) and larger exhaust valves boosted the power to a claimed 210 SAE bhp at 5500 rpm. Twin 1.75-inch (44 mm) SU HD6 carburettors were fitted. The suspension and chassis were very similar to the XK140, and steering was by rack and pinion. According to the original buff log book, the Jaguar was first registered in September 1960, in Kirkowen, Belfast and only four keepers are recorded including the deceased gentleman who remains the last name on the log book. It is rare to find an XK that has been for the most part unmolested and has certainly not had the soul restored out of it. There are a very few blemishes to the coachwork which is resplendent in white and certainly shows off the excellent chrome work and chrome wire wheels. The interior has also been untouched and, although the red leather has that certain patina, the interior is in very good order and serviceable. As well as the original buff log book and instruction manual, the history file shows works carried out by the Jaguar specialists M. Barclay and Hoffman's of Henley amongst others. Since purchase by its enthusiastic owner in 1988, this XK150 DHC has been well loved and cared for, only being used on dry days for trips to local car shows and occasions. We are advised that this Jaguar will arrive at the sale with a current UK V5 registration document and a fresh MoT test certificate. This Jaguar XK150 SE DHC offers the chance to own a very honest and largely original car that is not often found these days. 
Loading...
