Provence Moulage, MPH Models, Tim Dyke - A boxed MPH models #625 Aston Martin DB3S Le Mans 1954 P.Collins / "B.Bira" Retired 13th Hour - Accident. The resin model is based on a Provence Moulage kit and was modified by Tim Dyke in May 1991. Numbered 5 of a Limited Edition run of 25, the model appears to be in Mint condition and comes with hand signed certificate / card. With the RN20 and finished in metallic green, the model features 123 special features made by Tim. Some of the comprehensive alterations include,"Air scoop - to driver's door, shaped from Isopon and hollowed out"; "Brake drums - specially made perforated P/E and laminated to matt blacked washer"; "Dash - panel fitted over face of moulded dash, five dials fitted" plus many more. The base is marked 'Aston Martin DB3S, Made in France, Provence Moulage, Maquette F.Perche' and features MPH branding. Contained in a Mint plain white cardboard box with MPH branding, the model comes with ephemera detailing the cars history and the extraordinary amount of modifications, plus a photo etched plaque in clear plastic bag. Close examination of the model gains an appreciation of the extraordinary level of detail attributed, and to the skill of the model maker! (This does not constitute a guarantee)Due to the fragile nature of the model please contact Client Services to discuss delivery options available.
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Provence Moulage - MPH Models - # 68 - A boxed 1:43 scale resin model Aston Martin DB 4 GT Zagato as driven in the 1961 Le Mans by Jack Fairman and Bernard Consten. This model by Tim Dyke has a list of detail improvements he made including replacing the steering wheel, detailing the instrument panel and making new more accurate mountings for the spot lights. The model appears Mint and comes in a Very Good Provence Moulage blue and white box with a list of the modifications and a signed card to show this is car number 8 of only 20 produced in March 1988. (This does not constitute a guarantee)Due to the fragile nature of the model please contact Client Services to discuss delivery options available.
MPH Models - # 877 - A boxed 1:43 scale resin model Aston Martin DB2 as driven by Lance Macklin and George Abecassis in the 1951 Le Mans. This model has been re engineered by Tim Dyke with 139 improvements made to give it superior detail including re profiling the rear roof section, headlamps lowered by 1.5 mm and wings re profiled to suit and new seats made to the correct style. The level of research that goes into these is nearly as impressive as the finish. The car appears Mint and comes with a printed history of the car, a list of the improvements and a signed certificate to show this is car number 7 of 25 made in May 1994 and comes in a Good plain white box with a small tear on the lid.(This does not constitute a guarantee)Due to the fragile nature of the model please contact Client Services to discuss delivery options available.
Provence Moulage, MPH Models, Tim Dyke - A boxed Provence Moulage / Tim Dyke #331 Aston Martin DB3 Le Mans 1952, 1:43 scale resin and alloy model. This Limited Edition model numbered 6 of 25 models modified by Tim Dyke in November 1989. Finished in racing green with RN25, the highly detailed model appears in Mint condition and has a spare part contained in small plastic snap bag, and also comes with hand signed Limited Edition certificate / card bearing two signatures. Presented within a Provence Moulage branded cardboard box which appears Mint, and contains documentation which described the history of the actual vehicle, as well as a list of the 20 Tim Dyke modifications which include ""Gear knob - turned down from pin head"; "Wheels - brake drums fitted to front" and so on. Many modifications are so detailed that they are only visible on very close inspection. An impressive model. (This does not constitute a guarantee)Due to the fragile nature of the model please contact Client Services to discuss delivery options available.
Provence Moulage - MPH Models - # 1076 - A boxed 1:43 scale resin model of the Aston Martin P 215 as driven at Le Mans by Phill Hill and Lucien Bianchi. Tim Dyke carried out 194 modifications to the original kit to create this beautiful model including extending the nose and tail sections, lowering the bonnet profile and creating a completely new detailed dashboard. This is a very impressive model and appears Mint in a Very Good plain white box with a printed history and list of works carried out, also an etched plaque and a signed certificate to show this is number 6 of the series of 25 cars.
Two scarce boxed cars from the Lesney Matchbox 1-75 Regular Wheel series, a 19c Aston Martin Racer with the very hard to find RN '41' decals, more commonly reserved for the #41 Jaguar model, G+/VG in generally G box, together with a red plastic wheel variant of the 41c Ford GT40, overall VG, although this model does have a factory flaw in that the front rivet is not secured into hole in the base plate, housed in a G+/VG 'New Model' E2 type box. (2)
510bhp from the 5.5-litre, bi-turbo, V12 but remains the essence of civility with exquisite road manners.Mercedes' fabulous fifth-generation SL, the R230, received a facelift in 2006Exterior styling changes included a new bumper with three large cooling air intakes and a more pronounced V-shape as well as fog lamps with chrome surrounds and new light-alloy wheelsEngine outputs were increased, a new 7-speed 7G-Tronic automatic was fitted and the ABC was refinedThe SL600 was powered by a 5513cc, bi-turbo, V12 producing 510bhp and offering 0-60mph in just 4.3 seconds This delightful example is finished in Iridium Silver with an immaculate Sienna/Anthracite interiorIt's supplied with an owner's file containing the original handbooks, fully stamped service record (last entry at 91,000 miles), a number of old MOTs and service invoices supporting the indicated mileage of 95,070The last owner of this car was from Aston Martin Works and it's clear that the car has been well cared forWith the same power and performance numbers as the SL55 AMG, the SL600 is considerably rarerSpecificationMake: MERCEDESModel: SL600Year: 2006Chassis Number: WDB2304772F122469Registration Number: OV06 XRXTransmission: Automatic Engine Number: 27595440014589Drive Side: Right-hand DriveOdometer Reading: 95070 MilesMake: RHDInterior Colour: Cherry Red Leather
Registration number V50 AML Transmission: Mileage:The registration number of V50 AML on a retention certificate, the perfect plate for Aston Martin owners and fans. Guide Price £2,000 - £4,000Interested parties should satisfy themselves as to the description and condition of each lot prior to the sale. Accordingly, buyers are on notice that each vehicle is offered ‘as is/as seen’ subject to the Terms and Conditions for the auction. Buyers are advised to inspect the vehicle in person or use a professional to carry out this service. Historics will not entertain disputes over descriptions.
2003 Aston Martin DB7 GT Transmission: manualMileage:45830Unveiled at the Geneva Motor Show in 1993, the Ian Callum styled DB7 began production in 1994 at a new factory in Bloxham, Oxfordshire. It was engineered in conjunction with Tom Walkinshaw's TWR group who built the new supercharged six-cylinder engine. In 1999, the new DB7 Vantage with a V12 engine was revealed. It didn't just bring a new powertrain but more aggressive styling with a bigger front grille, new fog/side/indicator lights and imposing 18 wheels. The Vantage interior leather trim was cut and sewn at a special trim shop at Newport Pagnell where the carpet and wood veneers were also prepared. With the launch of the new V12 engine in the DB7 Vantage, production of the earlier straight-six DB7 ended in mid-1999. In 2002, a new variant was launched, named V12 GT or V12 GTA when equipped with an automatic transmission. It was essentially an improved version of the Vantage, its V12 engine producing 420bhp. Additionally, the GT and GTA chassis had substantially updated suspension from the DB7 Vantage models. Aesthetically, compared to the Vantage it has a mesh front grille, vents in the bonnet, a boot spoiler, an aluminium gear lever, optional carbon fibre trim and new wheels. It also has 14 front and 13 rear vented disc brakes by Brembo.This wonderful example presented in Solway Grey over a blue leather interior was delivered new on 14th April 2003 by P. J. Evans of Birmingham to a John Hardy who registered the car in his company name, Contract Appliances of Coalville, Leicestershire. The DB7 GT was maintained and serviced by P. J. Evans until it was sold to a Barry Surtees of Brighton when the car was just a year old. The Aston remained in Brighton until February 2006 when it was acquired by its next owner, an Aston Martin enthusiast and collector in Surrey who maintained the DB7 GT to a high standard. Acquired by our vendor in 2015, the Aston has resided in his private collection and has been used occasionally during his tenure. Offered with a sizeable history file including records of previous MoT test certificates, service records and various sundry invoices, it is in good order throughout and presents very well; the manual gearbox and engine are said to be in good working order. This example is offered in a very attractive colour combination and is an opportunity not to be missed.Interested parties should satisfy themselves as to the description and condition of each lot prior to the sale. Accordingly, buyers are on notice that each vehicle is offered ‘as is/as seen’ subject to the Terms and Conditions for the auction. Buyers are advised to inspect the vehicle in person or use a professional to carry out this service. Historics will not entertain disputes over descriptions.
2003 Aston Martin DB7 Vantage Transmission: automaticMileage:52587Unveiled at the Geneva Motorshow in 1993, the Ian Callum styled DB7 began production in 1994 at a new factory in Bloxham, Oxfordshire. It was engineered in conjunction with Tom Walkinshaw’s TWR group who built the new supercharged six-cylinder engine. In 1999, the new DB7 Vantage with a V12 engine was revealed. It didn’t just bring a new powertrain but more aggressive styling with a bigger front grille, new fog/side/indicator lights and imposing 18” wheels. The Vantage interior leather trim was cut and sewn at a special trim shop at Newport Pagnell where the carpet and wood veneers were also prepared. With the launch of the new V12 engine in the DB7 Vantage, production of the earlier straight-six DB7 ended in mid-1999.Originally registered on 12th February 2003, this Aston Martin is finished in the delightful colour combination of Onyx Black with contrasting grey leather interior, walnut dashboard and door cappings. The modest mileage of a little over 52,000 equates to less than 3,000 miles per annum. A great specification adorns this DB7 including 19” alloy wheels, red brake calipers, a mesh front grille and fully adjustable electric heated GT seats which is a rare option. A sports exhaust system enhances the wonderful note emitting from the V12 engine. Heated front and rear screens are important driver aids as is the Bluetooth stereo system. Supplied with the original service books confirming the car has been cared for by a combination of main dealers and Aston Martin specialists, this stunning example has the desirable combination of V12 power and soundtrack coupled with sumptuous luxury and effortless acceleration through the automatic transmission.Interested parties should satisfy themselves as to the description and condition of each lot prior to the sale. Accordingly, buyers are on notice that each vehicle is offered ‘as is/as seen’ subject to the Terms and Conditions for the auction. Buyers are advised to inspect the vehicle in person or use a professional to carry out this service. Historics will not entertain disputes over descriptions.
Gilbert Aoshin (Japan) James Bonds Aston Martin DB5 as seen in �Goldfinger and Thunderball� battery operated (untested) Tinplate model, silver with chrome trim, James Bond and Bandit figures, machine guns, bullet shield, ejector seat, revolving licence plate and extending tyre cutter; with part box lid only
A Corgi Vanguards die cast DGB 50th Anniversary Set, scale 1:43, MG1002, together with further Corgi Vanguards and Oxford die cast sports and vintage cars, including James Bond 007 Aston Martin DB5, Goldfinger Rolls Royce III, Sedance De Ville, further Aston Martin DB5, all boxed, together with a scale model of a 1923 Class A3 locomotive Flying Scotsman No 4472, blister packed. (a quantity)
Corgi Matchbox Solido and other die cast vehicles, including a Renault Bus TN6C., James Bond's Aston Martin DB5., Matchbox Police Launch., articulated truck and Sea Fire Superfast Speed Boat, all boxed, Corgi Warner & Swasey Crane, and Hornby and other trackside, boxed and unboxed. (3 trays)
JAMES BOND, three remote control race car and tracks (boxed), comprising the micro-scalextric James Bond Aston Martin DB5 and DBS Action Set, scale 1:64, the Carrera Go! Die Another Day, Spectacular Car-Chasing Sequence featuring the Aston Martin Vanquish and Jaguar XKR, scale 1:43 and the Carrera Go! Casino Royale Turbo Booster with over 20ft of track
JAMES BOND, eight model cars (all boxed) comprising the Die Another Day, Jaguar XKR Roadster, the Die Another Day, Aston Martin V12 Vanquish, the Die Another Day, Ford Thunderbird, these cars are from the 007 40th Anniversary Series, scale 1:8, the remaining cars comprise the Solido For your Eyes Only, 2CV, the Die Another Day, Aston Martin Vanquish Remote Controlled, the UT Models Goldeneye BMW Z3 Roadster, scale 1:8, the Carrera Goldfinger, Ford Mustang Convertible and the Carrera Die Another Day Aston Martin V12 Vanquish
JAMES BOND DIECAST, a collection of approximately thirty plus diecast models from Corgi including a gold plated Aston Martin DB5, a three set BMW Z8, Aston Martin DB5 and a Lotus Esprit Turbo, a Goldfinger Rolls-Royce, a Diamonds are Forever Mustang Mach 1 and a Moonraker Space Shuttle, all items boxed, together with a book, The James Bond Diecasts of Corgi by Dave Worrall, list available
1969 Aston Martin DB6 Sports SaloonRegistration no. MLG 460H (see text)Chassis no. DB6/4062/R*Offered without reserve*Delivered new in the UK*Automatic transmission*Requires re-commissioning and/or restorationFootnotes:The culmination of Aston Martin's long-running line of 'DB' six-cylinder sports saloons and thus considered by many to be the last 'real' Aston, the DB6 had been introduced in 1965, updating the DB5. Although recognisably related to the Touring-styled DB4 of 1958, the DB6 abandoned the Carrozzeria Touring-developed Superleggera body structure of its predecessors in favour of a conventional steel fabrication while retaining the aluminium outer panels. Increased rear-seat space was the prime DB6 objective so the wheelbase was now 4' longer than before, resulting in an extensive re-style with more-raked windscreen, raised roofline and reshaped rear quarter windows. Opening front quarter lights made a reappearance but the major change was at the rear where a Kamm-style tail with spoiler improved the aerodynamics, greatly enhancing stability at high speeds. These many dimensional changes were integrated most successfully, the DB6's overall length increasing by only 2'. Indeed, but for the distinctive Kamm tail one might easily mistake it for a DB5. The Motor reckoned that the DB6 was one of the finest sports cars it had tested. 'The DB6 with its longer wheelbase and better headroom makes an Aston Martin available to the far wider four-seater market, and the design is in every way superior to the previous model,' declared the respected British motoring magazine. 'A purist might have thought that the longer wheelbase would affect the near-perfect balance of the DB5, but if anything the DB6 is better.'The Tadek Marek-designed six-cylinder engine had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification. Borg-Warner automatic transmission was offered alongside the standard ZF five-speed manual gearbox, and for the first time there was optional power-assisted steering.An automatic transmission model, this late 'Mark 1' DB6 was retailed via Wilmslow Garages and left the factory finished in Dubonnet Rosso with natural hide trim. The accompanying guarantee form copy lists chrome road wheels; heated rear screen; 3-ear hubcaps; front seat belts; power-operated aerial; and power-assisted steering as non-standard equipment fitted. Unfortunately, nothing is known of the car's subsequent history other than the fact that it has been stored in recent years.'MLG 460H' is listed in the HPI database (which notes that the car was previously registered overseas); nevertheless, prospective purchasers must satisfy themselves with regard to this vehicle's registration status prior to bidding. Sold strictly as viewed and lacking original registration documents, the car will require a blend of re-commissioning and restoration, as well as registering before further use. Import tax at the reduced rate of 5% will apply should the Lot remain in the UK.Lot to be sold without reserve.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com
A cased set of 'Badges of the World's Great Motor Cars' by Danbury Mint,comprising twenty-five motor car emblems for the National Motor Museum at Beaulieu, finely detailed cloisonne enamel badges for Ferrari, Bugatti, Rolls-Royce, Maserati, Alfa Romeo, Aston Martin Lagonda, and other marques, mounted in wooden display case with Perspex 'title' panel, the case 30 x 39cm, together with accompanying information booklet, letter from Danbury Mint, and certificate identifying this as set number 000622. (4)This lot is subject to the following lot symbols: †† VAT at the prevailing rate on Hammer Price and Buyer's Premium.For further information on this lot please visit Bonhams.com
An Aston Martin DB4 Parts Book and Instruction Book,the Parts Book stud-bound in dark green Rexine hard covers with gilt tooling, some workshop wear and staining to covers and interior pages stained in places, 4to, the Instruction Book with green leather covers with gilt tooling, covers detached with some wear and scuffs, interior pages stained in places and some juvenile markings in purple felt pen to some pages, 8vo. (2)This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com
An Aston Martin DB4 & DB4 GT Workshop Manual,stud-bound in dark green Rexine hard covers with gilt tooling, some scuffs and light wear to covers, some light workshop staining to some interior pages, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com
1970 Aston Martin DB6 Mk2 Sports SaloonRegistration no. NKX 525H (see text)Chassis no. DB6MK2FI/4134/R*Offered without reserve*Originally assigned to David Brown Jr*Automatic transmission*Present ownership since 2011Footnotes:The Aston Martin DB6 was launched at the London and Paris Motor Shows in 1965. Although recognisably related to the Carrozzeria Touring-styled DB4, which had founded this particular line back in 1958, the DB6 abandoned its predecessors' Touring-designed Superleggera body framework, adopting a conventional steel fabrication clad, as previously, in aluminium panels. The wheelbase was now 4' longer than before, resulting in an extensive re-style with more-raked windscreen, raised roofline, and reshaped rear quarter windows. Opening front quarter-lights made a reappearance but the major change was at the rear where a Kamm tail improved the aerodynamics. Although apparently a bigger car than its predecessors, the weight of the new model was in fact only fractionally increased. Tested in the racing DBR2 before its production debut in the DB4, Aston's twin-cam six had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification on triple Webers. Borg-Warner automatic transmission was offered alongside the standard ZF five-speed manual gearbox, while for the first time power-assisted steering was an option. In the summer of 1969 the Mark 2 DB6 was announced in saloon and Volante convertible versions. Distinguishable by its flared wheelarches and DBS wheels, the Mark 2 came with power-assisted steering as standard and could be ordered with AE Brico electronic fuel injection. Chassis number '4134/R' is notable as having been assigned by the factory for the use of David Brown Jr, son of Aston Martin Chairman, Sir David Brown, as noted on the guarantee form. As can be noted from the chassis number, this DB6 was originally a fuel-injected model and is now on Webers. It is finished in the original Bahama Yellow with dark brown trim, and left the Newport Pagnell factory equipped with Borg Warner automatic transmission; front seat belts; Fiamm horns; Radiomobile radio; and Marchal QI fog and spot lamps. Issued on 22nd December 1969, the guarantee was extended when the car was sold to a Mr Wade of Cumbria a year or so later. The (copy) V5C on file shows that the Aston was owned by one Gerald Boden of Staffordshire from September 1977, and before him to a William Turner, also of Staffordshire. The present owner purchased the car from Aston Workshop on 25th March 2011 and a copy of the sales invoice is on file. 'NKX 525H' is listed in the HPI database as having been exported on 25th April 2011. Accordingly, prospective purchasers must satisfy themselves with regard to this vehicle's registration status prior to bidding. Sold strictly as viewed, the car will require re-commissioning and registering before further use. Import tax at the reduced rate of 5% will apply should the Lot remain in the UK.Lot to be sold without reserve.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com
The Stan West Collection1964 Aston Martin DB5 4.2-Litre Sports SaloonRegistration no. MPB 379Chassis no. DB5/1365/R*Formerly owned by Baron Diego Von Buch*Engine rebuilt and upgraded by R S Williams in 2005*Numerous invoices on file*Part of the Stan West Collection since 2009Footnotes:'Like all classic GT cars, it combines enormous speed with comfort and the more you put into your driving, the more the car returns for your entertainment. And the DB5 really is entertaining to anyone who can exploit its outstanding performance, handling and brakes. It will also carry four people (just) and a fair amount of luggage so the merits of family transport (if need be) have not been entirely sacrificed to speed and elegant looks.' – Motor. Arguably the best known of all Aston Martins, thanks to starring roles in the James Bond films Goldfinger and Thunderball, the DB5 was an evolutionary development of the DB4 that had represented such a giant step forward for the company on its arrival in 1958. Classically proportioned, the DB4's Touring-designed body established an instantly recognisable look that would stand the marque in good stead until 1970. The engine was still an all-alloy twin-overhead-camshaft six, but the old W O Bentley-designed 3.0-litre unit had been superseded by a new design by Tadek Marek. Proven in racing before it entered production in the DB4, the new 3,670cc engine featured 'square' bore and stroke dimensions of 92mm and developed its maximum output of 240bhp at 5,500rpm. The David Brown gearbox was a new four-speed all-synchromesh unit. Touring's Superleggera body construction, which employed a lightweight tubular structure to support the aluminium-alloy body panels, was deemed incompatible with the DB2/4-type multi-tubular spaceframe, so engineer Harold Beach drew up an immensely-strong platform-type chassis. Independent front suspension was retained, the DB2/4's trailing links giving way to unequal-length wishbones, while at the rear the DB4 sported a live axle located by a Watts linkage instead of its predecessor's Panhard rod. Five series were built as the model gradually metamorphosed into the DB5 of 1963. The latter's distinctive cowled headlamps had first appeared on the DB4GT and the newcomer was the same size as the lengthened Series 5 DB4. The major change was the adoption of a 4.0-litre version of the (previously) 3.7-litre six-cylinder engine, this enlarged unit having been seen first in the Lagonda Rapide of 1961. Equipped with three SU carburettors, the '400' engine produced 282bhp at 5,500rpm and was mated to a four-speed/overdrive gearbox, a 'proper' ZF five-speed unit being standardised later, with automatic transmission an option. Outwardly there was little to distinguish the DB5 from the final Series 5 DB4 apart from twin fuel filler caps, though these had already appeared on some cars. Beneath the skin however, there were numerous improvements including alternator electrics, Girling disc brakes instead of Dunlops, Sundym glass, electric windows and an oil pressure gauge as standard equipment. From September 1964 the 314bhp, triple-Weber Vantage engine became available and was fitted to 95 cars out of the total of 1,021 DB5s manufactured up to September 1965. Capable of reaching the 'ton' in under 17 seconds on its way to a top speed of 148mph, the DB5 was one of the fastest production cars of its day and a match for Europe's best. Despatched from the Newport Pagnell factory on 6th January 1964, chassis number '1365/R' was owned by Baron Diego Von Buch between 1987 and 2002, having previously belonged to one Rajiv Tandon of London W9. The Aston's new owner was Mr Michael Baker of West Sussex, who would be the car's custodian until he offered it for sale at Bonhams' Goodwood Revival sale in September 2009 (Lot 222) where it was purchased for the Stan West Collection. In 2005 the Aston's engine had been rebuilt to 4.2-litre unleaded specification by world-famous marque specialists, R S Williams Ltd. Accompanying bills for the rebuild total £27,000 and there are other invoices on file for work undertaken throughout the car's life, including an interior re-trim. Additional documentation includes a quantity of expired MoTs; a 1998 accident damage repair invoice; an AML Test Report (2003); copies of previous registration documents; and a current V5C. Finished in blue metallic with beige leather upholstery, 'MPB 379' represents an exciting opportunity to acquire a fine example of this much-loved British thoroughbred benefiting from considerable expenditure.For further information on this lot please visit Bonhams.com
The ex-Tim Rose-Richards/Cecil Randall1929 Lagonda 2-Litre 'Low Chassis' TourerRegistration no. PK 9201Chassis no. 9411Footnotes:THE FORSHAW COLLECTIONThe remarkable family of low-chassis 2-Litre Lagonda sports cars offered here from the Forshaw Collection reflects the early background of their very well-known and highly-respected Aston Service Dorset business, in the 1930s when Ivan Forshaw made his name as a Lagonda specialist. He was instrumental in establishing the 2-Litre Lagonda Register and later involved in its amalgamation with the Lagonda Club, becoming spares and technical advisor. Ivan and his wife Enid established their home in Parkstone, Dorset. They had two sons, Roger in 1940 and Richard in 1946. When World War 2 began Ivan joined the Army, initially as a dispatch rider, rising through the ranks and seeing service in North Africa and Italy before being invalided out in 1945. Postwar he resumed business and when Aston Martin and Lagonda merged in 1947 the new company passed enquiries concerning pre-war Lagondas to Ivan Forshaw. When Sir David Brown's ownership of Aston Martin Lagonda Limited ended, sole rights to remanufacture parts for Aston Martin DB2 and DB2/4 models plus the David Brown Lagondas were offered to 'The Captain' and Aston Service Dorset was launched in 1972 to cater for that market. The business continued as officially recognised parts specialists for all models up to and including the DB7 Vantage. Ivan Forshaw passed away in 2006 at the age of 94, and he maintained his lifelong enthusiasm for all things Lagonda right to the end. His family collection of Lagondas - particularly this group of low-chassis 2-Litre Tourer competition cars from the 1929 season - was a particular pride and joy. BONHAMS is privileged to have been entrusted with offering them now to the market - for new generations of collectors and enthusiasts to admire, and to enjoy.THE 'FOX & NICHOLL' AND 'SYNDICATE' 2-LITRE LAGONDAS - 1929 RACING SEASONAt the end of 1928 a syndicate of Waltham and Hertford, Hertfordshire-based racing enthusiasts decided to pool their resources in order to enter long-distance sports car racing seriously in 1929. Those enthusiasts - supported by budding driver Tim Rose-Richards - were Arthur Pollard, George Roberts, Cecil Randall and Bill Edmondson - who was General Metcalfe of Lagonda Cars' solicitor. In February 1929 the General agreed to supply the syndicate with two special competition versions of the 2-Litre model, for £350 each - roughly half price - on condition that they would not be resold for less than £600. The syndicate planned to run the cars in the Brooklands Double-Twelve, the Six Hours, the Ulster Tourist Trophy and, possibly, to enter and run one in the Le Mans 24- Hour race. Lagonda had a paid-for entry at Le Mans and placed it at their new client's disposal. The General also promoted their embryo venture to Shell Oil and KLG Spark Plugs recommending sponsorship. Arthur Fox of the Fox & Nicholl primarily Talbot team had also been campaigning a 2-Litre Lagonda, Fox's own car, and an agreement was reached under which Fox & Nicholl of Tolworth, Surrey, would also prepare the new syndicate's sister Lagondas. The cars arrived at the Fox & Nicholl works at the end of April 1929 which left little time for them to be prepared properly for the Brooklands Double-Twelve race in mid-May. Four cars were provided in all for the syndicate and for Fox & Nicholl, with the fourth being owned by specialist tuner R.R. Jackson. The quartet of 2-Litre cars - now offered in this unique Sale opportunity - were given consecutive UK road registrations, PK 9201, 202, 203 and 204. Amongst them 'PK 9201' and '9202' were to be the syndicate's cars, Fox's was 'PK 9203' and Robin Jackson's 'PK 9204'. These cars were prototypes of the low-chassis 2-Litre with a revised front axle and the dynamo mounted on the nose of the crankshaft as on the Lagonda 3-litre and 16/65 models. Fox & Nicholl's men were amused when the cars were delivered to them without the spacers required to go between the axle and springs at the rear, which left the cars in low-chassis form up front, and 'high-chassis' at the rear. The spacers in fact only arrived in time for the second practice session of the Double-Twelve at Brooklands - until which point the paddock habitués there were highly intrigued by the Lagondas' peculiar stance...Arthur Fox was a great detail man in his preparation and he ensured his team drivers practised a special start procedure repeatedly pre-race, which paid off as they were flagged away, leading the field. The early race laps had to be completed with hoods raised, and again Fox's attention to detail equipped the hoods with spring loaded clips to assist in each one's furling and being made secure. The syndicate cars and Fox's entry had a windscreen which could be hinged open and locked near-horizontal as a deflector, presenting less frontal area to the airstream yet deflecting it more efficiently than a simple aero-screen around the driver's head and shoulders. Jackson's 'PK 9204' lacked that feature, using a plain aero screen and wire-mesh stone screen instead. The cars were in fact lightened and modified in many other subtle ways as detailed in the wonderful Lagonda history by Arnold Davey and Anthony May ('Lagonda', David & Charles, 1978). Furthermore Arnold Davey informs us that: 'Dan Hagen, who owned 'PK 9204' from 1938 until 1967, wrote in the Lagonda Club magazine, in 1954, how he had extracted from the factory before the war details of the amount of tuning the 1929 team cars' engines had received, in addition to drastic lightening of the chassis and bodywork. The camshafts were lighter and carried quick lift, long-dwell cams, The compression ratio was raised to 7.45 to 1, inlet ports honed out to 36 mm, lightened flywheel, 'French type' Zenith triple-diffuser carburettors, enlarged radiator with pressurised system, straight cut bevel axle with 4 to 1 ratio.' Mr Davey adds: 'I doubt if the car would have been sold to the public with that compression ratio, which required a 40% benzole fuel mix to run without detonation. At the time of his writing, the car had done over 250,000 miles...'. For the 1929 Brooklands Double-12 race, driver pairings were: 'PK 9201' - Tim Rose-Richards/Cecil Randall 'PK 9202' - Bill Edmondson/George Roberts 'PK 9203' - Frank King/Howard Wolfe 'PK 9204' - Robin Jackson/C.A. Broomhall. This split 24-Hour race - leaving the gigantic Motor Course quiet overnight to ease the inhabitants of Weybridge's slumbers - proved to be a contest between supercharged Alfa Romeos and the big Bentleys - while the 2-Litre cars above were outrun by the factory's proxy entry of a 2-Litre for Mike Couper, which proved to be their 200-mile record car. Still all five of these 2-Litre cars were running at the end of the first 12-Hour competition, the four low-chassis cars and Couper's high-chassis 'special'. Starting the cold engines at the start of the second day's racing proved near disaster for the Jackson/Broomhall car which lost nearly an hour before it could be persuaded to fire. Broken exhausts and silencers then afflicted the Fox cars and the Rose-Richards/Randall entry broke its crankshaft. An Alfa Romeo finally won, with Couper's high-chassis 'special' 9th overall and winner of the 2-Litre class, with Edmondson/Roberts 13th overall and class 2nd in 'PK 9202', Jackson/Broomhall in 'PK 9204' 14th overall, class 3rd - and King/Wolfe 18th overall and 6th in class in 'PK 9203'.The syndicate emerged most unhappy about the late entry of Couper in the special Lagonda, and a storm blew up between them and General Metcalfe which took a little time to be resolved amicably. The cars were overhauled at Lagonda's Staines factory, and the ... For further information on this lot please visit Bonhams.com
The Ex-Innes Ireland/Tom Threlfall1960 Lotus Type 14 Series 1 Elite Two-Seat Grand Touring CoupéRegistration no. 657 2ARChassis no. 1182•Landmark all-British design•Ex-Innes Ireland•1962 RAC Tourist Trophy competitor•Recent Hawker Racing Ltd restorationFootnotes:This extremely attractive Lotus Elite is a fine example of the frontier-technology, monocoque fuselage, all-independently suspended moulded glass-reinforced plastic Coupe created by the incomparable Colin Chapman with body stylist friend Peter Kiran-Taylor in 1956. The Lotus Type 14 Elite was produced in series by Colin Chapman's Lotus company from 1957-1963. While GRP or 'glass fibre' mouldings formed the entire load-bearing structure of the car, a steel subframe supporting the dedicated 1300cc Coventry Climax FWE 4-cylinder single-overhead camshaft engine was bonded into the monocoque's forward bay, as was a square-section windscreen-hoop providing mounting points for door hinges, a jacking point for lifting the car and roll-over protection. While the first 250 body units were made by boat-specialists Maximar Mouldings of Pulborough Sussex, their quality proved problematic and Chapman quickly replaced Maximar with the Bristol Aeroplane Company as sub-contractors. Colin Chapman had established himself as the effective high priest of weight-saving competition car design and the exquisite Type 14 Elite Coupe proved a wonderfully agile driver's car, suitable for high-performance use on both road and track. The Bristol-bodied Elites were lighter yet more robust than their Maximar predecessors. The Kiran-Taylor body form, fine-tuned by aerodynamicist Frank Costin, contributed to the car's low claimed drag coefficient of just 0.29. During the period of the Lotus Elite's introduction, Team Lotus was struggling to establish its front-engined single-seater racing cars within International 1 1/2-litre Formula 2 competition, in the way that their 1100cc Lotus 11 sports-racing cars had come to dominate their class at every level. One of the sports car drivers who graduated to the single-seater 'Vanwall-shape' Lotus 16 Formula 2 cars in 1958 was the extrovert and supremely self-confident young former paratrooper Robert McGregor Innes Ireland. Innes, as he was always known, born in Yorkshire in 1930, had been raised in Kirkcudbright, Scotland, and before becoming commissioned as a lieutenant in the Paratroop Regiment and serving in Egypt during the Suez Crisis of 1956, he had trained as an engineer with Rolls-Royce. He had begun racing in an elderly Riley in 1954 before simply being smitten by the sleek, lightweight, sophisticated promise of the Lotus sports car range. Colin Chapman recognised his developing talents and engaged him as a works driver for Team Lotus, making his Formula 1 debut in the 1959 Dutch GP alongside Graham Hill. He immediately took a points-scoring 4th place and later that year was 5th in the United States GP at Sebring, Florida. When Colin Chapman introduced his first rear-engined Lotus, the Formula 1 Type 18 for 1960, Innes instantly led the opening Argentine GP, and added 2nd places in the Dutch and United States GPs. He also drove GT cars for Aston Martin, having formerly handled such Ecurie Ecosse chassis as their D-Type Jaguars. Innes was straight out of the hard-drinking, high-living mould previously exemplified by Mike Hawthorn, and he was certainly a colourful character. Yet he genuinely loved Lotus, and strove to achieve success for the team. He won for them not only the Glover Trophy at Goodwood on Easter Monday 1960, but also the Formula 2 race there in Team Lotus Type 18s - outperforming Stirling Moss's Cooper so thoroughly that Moss beseeched his entrant Rob Walker to get him a Lotus 18 - which was arranged. Innes also won the LombankTrophy race for Lotus that year. While Moss brought the Lotus marque its first Formula 1 Grand Prix victories in 1960, Innes Ireland single-handedly beat the works Porsches on their home ground to win the 1961 Solitude GP and followed up by scoring Team Lotus's own first World Championship-qualifying GP victory in that year's United States GP at Watkins Glen. Sadly for Innes - Colin Chapman perceived greater promise in Team's younger Scottish recruit Jim Clark, and Ireland found himself summarily dropped by the Lotus factory team for 1962 and replaced by the future double-World Champion. Innes would still win Formula 1 races in Lotus cars entered by the UDT-Laystall Racing Team, and he also won the Goodwood TT in a UDT Ferrari 250GTO - but a new era of racing between more focused professionals ended his frontline career after 1966. He subsequently became Sports Editor of 'Autocar' magazine, and later still Formula 1 reporter for the American magazine 'Road & Track'. This colourful personality graced the racing world far into the 1980s, before succumbing to cancer in 1993, aged still only 63. He was the first owner of the Lotus Elite now offered here, having received it as part of his engagement fee with Team Lotus for that memorable 1960 season - really his finest. Preserved within the document file accompanying this Lotus Elite is a letter from the car's second owner, Tom Threlfall, to contemporary 1990 owner Martin Eyre, dated August 18 that year. In part Tom Threlfall wrote: 'I bought the Elite from Innes Ireland (who was as ever a bit short of readies) in the summer of 1962. Innes had the car as a perk from Lotus; it was in poseur road trim, with fitted suitcase and very Stage One FWE engine. He had never raced the car. Innes wanted my hot Mini for some reason, and it was part of the deal. 'The engine went to Stage 3, but I did little else to the chassis that year, racing the car at the Brussels GP, Montlhéry, and other Continental and domestic events. The central exhaust pipe led to fluid-boiling problems in the rear brakes. 'In 1963 the car went to a side-pipe, lowered rear suspension, NASA (sic) intake, fat anti-roll bar at the front, etc. It also acquired a pair of side tanks for the longer-range events (Snetterton 6-hr [he meant 3-Hour] and TT) made by Maurice Gomm. It finished all the long-distance races, though I had some trouble with the headlights going out at Snetterton. With its original Lotus GRP body the car seemed to be stronger and to handle better than the Team Elite cars, which had Bristol bodies with the diagonal rear trailing arms which led to tuck-in. 'Followong an unfortunate family tendency to perish on the race track my elder brother joined the majority...[in a tragic racing incident in1960, despite Mr Threlfall having recalled it here as occurring in 1963] and since I had just married I retired after 1964 for fear it would happen to me and upset my new wife. The Elite was sold to a chap from Cheshire, I think. Since I was then an instructor in the RAF the car was sporting strips of dayglo orange on its nose at that point (as stuck to most training aircraft) to enable my pit crew to identify it.'. Tom Threlfall enclosed some photos which he described as showing that the car 'wore its NASA intake rather further up the bonnet (where the pressure was higher) than the opposition. He continued by admitting that 'I used to get quite big-headed about beating the Team Elite...'. In fact Tom Threlfall had been racing since the late 1950s, and had campaigned a Lotus Eleven open-cockpit sports car through 1959-60 when his older brother Chris - rather better known internationally at the time, was tragically killed in a Formula Junior race at Aix-les-Bains in France when he collided with a fallen bridge crossing the track, which had collapsed due to the weight of spectators viewing the race from it. Mr Threlfall continued racing when he could through 1961-63 in the Lotus Elite, and his results listing include a 2nd in class at Snetterton, 3rd in class at both the Brussels GP and the Spa GP meeti... For further information on this lot please visit Bonhams.com
Aston Martin Assured Provenance Certified1968 Aston Martin DB6 Sports SaloonRegistration no. to be advisedChassis no. DB6/3425/LC*Original left-hand drive car delivered new in the UK*Exported to California when a few months old*Single family ownership for the next 30 years*Converted to ZF manual transmission and Weber carburettorsFootnotes:This beautiful Aston Martin DB6 has certainly led an interesting life. A left-hand drive model, the car was ordered new by an American director of the Shell Oil Company as a gift to his wife on their 30th wedding anniversary. The DB6 was originally finished in Oystershell with natural leather interior, and left the factory equipped with automatic transmission; Coolair air conditioning; power assisted steering; front and rear seat belts; FIAMM air horns; chrome wire wheels with three-ear spinners; a heated rear window; a New Yorker radio; two wing mirrors; and front and rear bumper over-riders. The couple took delivery in England (most likely at the Newport Pagnell factory) and toured the United Kingdom for a few months. A month into their tour of the UK the car returned to the factory for its 500-mile service, returning again a few months later at 685 miles for a 1,000-mile service. A new automatic gearbox was fitted at the same time together with an 'exhaust emissions kit'. It is believed that the Aston was shipped to the USA shortly thereafter. The car arrived in the port of San Francisco in late 1968 and over the following years was much enjoyed by the family around their homes in northern California, initially in Woodside and later in Pebble Beach. In 1983 the DB6 was passed on to one of their sons, who clearly was equally fond of it. The car had previously benefited from some repainting during the 1970s, and during his custodianship he maintained it himself to a very high standard. After six years of enjoyment he undertook a mechanical refurbishment, which included replacing the automatic transmission with a ZF five-speed manual gearbox; overhauling the cylinder head; replacing the SU carburettors with three twin-choke Webers (the SUs had replaced the original Strombergs); overhauling the rear axle, differential, and brakes. The air conditioning system had never worked satisfactorily so this was removed. After 30 years of careful family ownership, the DB6 was regretfully sold in 1998 to a psychiatrist living near the coast to the north of San Francisco. The history file contains much interesting information and photographs of the family's time with the DB6. It is believed the car was cosmetically restored in the mid-2000s, during which it was repainted and re-trimmed in the attractive dark red metallic and tan leather combination we see today. A few years later in, November 2007, this lovely DB6 was sold by a well-known specialist in New York State, and the car left the USA for the Middle East.Nearly 50 years after it had left, the car returned to England and in 2018 Aston Martin Works carried out extensive refurbishment, which included overhauling the steering rack and carburettors. In addition, a suspension handling kit and new shock absorbers were fitted, together with a new electrical wiring loom. Boasting triple-Weber carburettors and having an interesting history, this original left-hand drive DB6 comes with Aston Martin Assured Provenance certification and was serviced by Aston Martin Works in November 2020.For further information on this lot please visit Bonhams.com
The Stan West Collection1969 Aston Martin DB6 Mk2 Sports SaloonRegistration no. VDF 1Chassis no. DB6Mk2/4103/R*Last of the original 'DB' series of six-cylinder Aston Martins*Effectively three owners from new*Part of the West Collection since 2006*Serviced by OselliFootnotes:The Aston Martin DB6 was launched at the London and Paris Motor Shows in 1965. Although recognisably related to the Carrozzeria Touring-styled DB4, which had founded this particular line back in 1958, the DB6 abandoned its predecessors' Touring-designed Superleggera body framework, adopting a conventional steel fabrication clad, as previously, in aluminium panels. The wheelbase was now 4' longer than before, resulting in an extensive re-style with more-raked windscreen, raised roofline, and reshaped rear quarter windows. Opening front quarter-lights reappeared but the major change was at the rear where a Kamm tail improved the aerodynamics. Although apparently a bigger car than its predecessors, the weight of the new model was in fact only fractionally increased. Tested in the racing DBR2 before its production debut in the DB4, Aston's twin-cam six had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification on triple Webers. Borg-Warner automatic transmission was offered alongside the standard ZF five-speed manual gearbox, while for the first time power-assisted steering was an option. In the summer of 1969 the Mark 2 DB6 was announced in saloon and Volante convertible versions. Distinguishable by its flared wheelarches and DBS wheels, the Mark 2 came with power-assisted steering as standard and could be ordered with AE Brico electronic fuel injection. This DB6 Mark 2 was first owned by one Philip Chaplin of Cardiff and registered as 'PAD 100H' on 16th September 1969. Originally finished in Shell Grey, the car retains its original logbook recording a change of ownership to Vogue Sewing Machines (D Flint) a couple of months later, when the registration changed to 'VDF 1'. Mr Donald Flint assumed personal ownership of the Aston in 1972. He would own the car for the next 34 years before selling it to the Stan West Collection in August 2006. Since acquisition the Aston has been serviced by marque specialist Oselli; related bills are on file and the car also comes with old/current registration documents and a quantity of expired MoTs and tax discs.For further information on this lot please visit Bonhams.com
The Stan West Collection1926 Bentley 3-Litre TourerCoachwork by I. Wilkinson & Son Ltd, DerbyRegistration no. YM 4769Chassis no. AP307*Speed Model engine*Formerly owned by Victor Gauntlett*Acquired by Stan West in 2011*Maintained by P&A WoodFootnotes:With characteristic humility 'W O' was constantly amazed by the enthusiasm of later generations for the products of Bentley Motors Limited, and it is testimony to the soundness of his engineering design skills that so many of his products have survived. From the humblest of beginnings in a mews garage off Baker Street, London in 1919 the Bentley rapidly achieved fame as an exciting fast touring car, well able to compete with the best of European and American sports cars in the tough world of motor sport in the 1920s. Bentley's domination at Le Mans in 1924, 1927, 1928, 1929 and 1930 is legendary, and one can only admire the Herculean efforts of such giants as Woolf Barnato, Jack Dunfee, Tim Birkin and Sammy Davis, consistently wrestling the British Racing Green sports cars to victory. W O Bentley proudly unveiled the new 3-litre car bearing his name on Stand 126 at the 1919 Olympia Motor Exhibition, the prototype engine having fired up for the first time just a few weeks earlier. Bentley's four-cylinder 'fixed head' engine incorporated a single overhead camshaft, four-valves per cylinder and a bore/stroke of 80x149mm. Twin ML magnetos provided the ignition and power was transmitted via a four-speed gearbox with right-hand change. The pressed-steel chassis started off with a wheelbase of 9' 9½', then adopted dimensions of 10' 10' ('Standard Long') in 1923, the shorter frame being reserved for the TT Replica and subsequent Speed Model. Rear wheel brakes only were employed up to 1924 when four-wheel Perrot-type brakes were introduced.In only mildly developed form, this was the model that was to become a legend in motor racing history and which, with its leather-strapped bonnet, classical radiator design and British Racing Green livery, has become the archetypal Vintage sports car. Early success in the 1922 Isle of Man Tourist Trophy, when Bentleys finished second, fourth, and fifth to take the Team Prize, led to the introduction of the TT Replica (later known as the Speed Model) on the existing 9' 9½' wheelbase, short standard chassis. Identified by the Red Label on its radiator, the Speed Model differed by having twin SU 'sloper' carburettors, a higher compression ratio, different camshaft and the close-ratio A-type gearbox, the latter being standard equipment prior to 1927 when the C-type 'box was adopted. These engine changes increased maximum power from the standard 70 to 80bhp and raised top speed to an impressive 90mph. Other enhancements included the larger (11-gallon) fuel tank and (usually) Andre Hartford shock absorbers. Bentley made approximately 1,600 3-Litre models, the majority of which was bodied by Vanden Plas with either open tourer or saloon coachwork.Michael Hay's authoritative work, Bentley, The Vintage Years, records the fact that 'AP307' (engine same number) was completed on the standard 9' 9½' wheelbase chassis with all-weather coachwork by James Young. The registration is recorded as 'YM 4769' and the first owner as a Major V G Whitla. The car is now fitted with engine number '842', formerly in Speed Model chassis '855'. (It should be noted that the accompanying old-style V5C registration document lists the original engine number.)The V5C shows that the Bentley was formerly owned by one Michael Owen (from 1st May 1983) and immediately before him by Victor Gauntlett, one-time Chairman of Aston Martin, who registered the car in 1982. Stan West acquired 'YM 4769' in November 2011. The car is known to have belonged to Mr R Hahnenberger of Uppsala, Sweden during the intervening period, as evidenced by bills on file issued by Jonathan Wood in 2009 totalling £26,304. Accumulated during Stan West's ownership and mostly dating from 2011, there are other bills from marque specialists P&A Wood totalling in excess of £59,000, together with a quantity of MoT certificates.For further information on this lot please visit Bonhams.com
A pair of Aston Martin DB5 'Goldfinger' machine gun port indicator lights,previously fitted to Chassis number DP/216/1, as used to conceal the '007 Special Equipment' front-mounting machine guns, each with correct Lucas type L594 lenses, converted back plate, off-set bulb mounting (to make room for the machine gun barrels) and remains of hinged mountings, electrical fittings (one with remains of wiring). (2)Footnotes:See lot 216 Bonhams Aston Martin auction, 17 May 2008, sale number 15663.For further information on this lot please visit Bonhams.com
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