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Lot 33
For your consideration is an ISSC Austria M22 .22 Long Rifle pistol. The M22 from ISSC-Austria is a single-action, 10-shot .22 Long Rifle polymer-framed handgun. The M22 gives shooters the opportunity to shoot with extreme accuracy due to a Lothar Walther match barrel, standard on all models, an extremely crisp, 4-lb single-action trigger and adjustable sights. All ISSC M22 pistols are finished with our proprietary Ti-clad, including the Two-Tone M22. The finish is comprised of the same chemical properties used by automobile manufacturers for exterior auto paint. This finish guarantees not only a very strong and even application but protects the M22 pistol from all the elements that might otherwise harm the finish. This M22 pistol comes with a compensator on the barrel to assist in the control of muzzle rise. The addition of the compensator gives the shooter a longer sight line making for a more accurate shot. Serial Number: CCB245. This is a modern firearm and requires a FFL transfer or NICS background check.
Lot 468
Included in this lot we have a Franklin Mint 1:8 1886 Benz Scale Model. The model is designed in a 1 to 8 scale of the 1886 Benz Patent Motorwagon designed by Karl Benz and is considered to be one of the first automobile. The model is a precision die cast model and hand assembled showing great quality. The model shows wonderful details and a great condition. The model shows an accurate early combustion engine across the back. The piece shows a tag across the back with information. The piece shows good condition overall with some light wear. The model measures 7" wide by 12 1/2" long and 7 3/4" tall.
![Quantity (74) of 1940s-60s United Automobile Services TIMETABLE LEAFLETS. Mostly in good to very good condition. [74]](https://cdn.globalauctionplatform.com/4cfffe83-b76d-46f9-867b-ab64015c6cff/f88d0f3e-3d05-4057-b445-ac4400b9c5d3/468x382.jpg)
Lot 173
London Coastal Coaches Ltd 1930s-50s enamel COACH STOP FLAG as fitted by London Transport to stops in the London area used by coaches belonging the 'Coastal' consortium, most of which terminated at Victoria Coach Station. This example is for Eastern Scottish, United Automobile, Western SMT & Yorkshire Services. A single-sided sign measuring 18" x 31" (46cm x 80cm). In very good, ex-use condition, some dirt stains at the lower edge. [1]
Lot 125
Eight German plaques and badges,including enamel AvD Automobile club Thueringen, 12.5cm diameter; chromed enamel DMV Blutehfahrt zum Bodensee 1931, depictin a dirigible and apple blossom, 8cm wide, (some loss to enamel); DDAC balloon event 1928; enamel ADMV badge and others; together with a ceramic Hindenburg pipe, in a glazed display case, 30 x 30cm. (Qty)For further information on this lot please visit Bonhams.com
Lot 127
A 1905 Automobile Club de France Salon de L'Automobile silver medal, awarded to De Dion Bouton,continental silver marked 'Argent' with Horn symbol, the obverse struck with allegorical design after Daniel Dupuis, of a female nude in a winged chariot, presented by the Societe D'Encouragement, the reverse with event and presentation details '8e Salon de L'Automobile 1905 - Francois Peter - Contremaitre - Mson De Dion Bouton et Cie', the medal measuring 68mm diameter, contained in remains of original presentation case (worn, distressed and lacking lid). For further information on this lot please visit Bonhams.com
Lot 139
A small pencil sketch of Ettore Bugatti, 1927,unsigned, dated 1927 to lower left and with 'Loudmer-Poulain Vente Bugatti' ink stamp to lower right (faded), side view of the famed automobile designer with folded arms and wide-brimmed hat, 12 x 5cm, mounted and glazed within shagreen frame. Footnotes:Provenance: Previously part of the 'Vente de l'atelier Bugatti' Loudmer-Poulain auction of the Bugatti Studio on 16th May 1979.This lot is subject to the following lot symbols: ** VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.For further information on this lot please visit Bonhams.com
Lot 151
La Locomotion Automobile - 1897,Issue number 4 dated 28 Janvier 1897 of this rare French text publication, 12 unbound printed pages, front cover un-numbered with remaining pages numbered 38-48, small 4to, some discolouration to covers; together with The Autocar Portfolio of Motor Racing 'The Endless Quest for Speed', second series, published by Iliffe after artwork by Frederick Gordon Crosby, and an issue of The Autocar Feb 22 1929, (lacking covers, pages loose) including a colour plate after Frederick Gordon Crosby, 4to. (3)For further information on this lot please visit Bonhams.com
Lot 207
1922 Delage CO2 4½-Litre Dual Cowl TourerRegistration no. NNU 313Chassis no. 12868*One of the most advanced and fastest touring cars of its day*One of a handful of survivors worldwide*Overhead-valve engine; four-speed gearbox; four-wheel brakes*Professionally restored by The Delage Garage in *Australia 2009-2012*Enthusiastically campaignedFootnotes:Introduced in 1921 as the Grand Sport, the Delage CO2 was the overhead-valve version of the lacklustre CO sidevalve and suffered somewhat by association with its dowdier progenitor. Fitted with a cross-flow cylinder head, the CO2's 4½-litre six-cylinder engine produced ample power, which was transmitted to the rear wheels via a four-speed gearbox. With a sturdy and stiff chassis and excellent four-wheel brakes, it was one of the most beautifully engineered and technologically advanced cars of the era. Only some 300 (including Grand Sport models) were produced.Only a few Delage CO2s are known to have survived worldwide, which is perhaps unsurprising given the low production numbers. Another reason for the low survival rate was the cars' high aluminium content, which, unfortunately, meant that many European examples were scrapped during WW2 to cater for the demands of military aircraft production. Some CO2s were sold new in Australia through agents Joubert & Joubert and, without a war being waged on the doorstep, a few survived intact. On 15th February 1923, a CO2 broke the Melbourne to Sydney record with a time of 13 hours and 47 minutes, impressive when that same journey still takes at least nine hours on tarmac roads! Latterly, Owen Platt Hepworth competed with a CO2 in the Vintage Sports Car Club of Australia speed events, regularly ruffling the feathers of the Vauxhall and Bentley owners.The early history of this fine CO2 is not known, the model's factory records having been destroyed, along with many of the cars, during WW2. The previous owner purchased this Delage, together with another, in the western district of Victoria, Australia. Both cars were dismantled but largely mechanically complete including radiators and bulkheads, but no coachwork was present. The previous owner is a leading authority on Delage, and owned and managed one of Australia's foremost restoration companies: The Delage Garage, which restored this car between 2009 and 2012. Mechanical work was carried out in house under the watchful eye of the owner, with Ken Styles, a former toolmaker and meticulous engineer, responsible for machining and assembly. In the absence of any original coachwork, respected coachbuilder Richard Stanley constructed a torpedo body similar in style to those offered for the Delage chassis in period. Upholstery of the dual-cowl coachwork was entrusted to Blackmans & Melbourne, and is finished in ostrich hide rather than traditional leather. In 2014 the Delage was imported into the UK and subsequently purchased by the current owner. Since purchasing the CO2, he and his wife have enjoyed numerous events with the car, both in the UK and on Malta where they have another residence. The Delage's first event post-purchase was The Royal Concours at Holyrood Palace, Edinburgh in 2015, where the car completed the pre-concours tour and was very well received. A copy of the event book containing the Delage's entry is in the file accompanying the car. After the Royal Concours, and following a period of the engine running rich, a piston picked up as a result of the associated carbon build-up. Luckily the issue was diagnosed extremely quickly and practically no damage was caused apart from a shallow scoring of one cylinder bore. All of the repair work was entrusted to Barry Owen, a talented and experienced Vintage motor engineer, who at the time was based in Malta. While in his care, the CO2's engine was dismantled and de-coked, the cylinder bore honed, and new piston rings and a cylinder head gasket sourced. The engine was then carefully reassembled and tuned to perfection, with the triple Solex carburettors carefully balanced. Barry Owen commented that he was extremely impressed with the quality of the work carried out on the engine internals in Australia. All subsequent work has been entrusted to Barry Owen, who in recent years has moved his workshops from Malta back home to Anglesey. Further works have included an overhaul of the electrical charging system to ensure that it works perfectly, while more recently the two sets of high-tension leads have been replaced. As well as the aforementioned Royal Concours, this fine Delage has also been a feature car at the Borders Vintage Automobile Club's annual Classic Festival at Thirlestane Castle, one of Scotland's biggest Vintage car events. Furthermore, it has also picked up numerous prizes at the Concours d'Élégance held for the Mdina Grand Prix on Malta.Sold only due to the current owner's desire for a slightly more 'modern' 1930s touring car, this magnificent and rare Vintage sports-tourer is ideally suited to long-distance rallies and tours, being both comfortable and effortlessly fast from low revs. The late Bill Boddy perhaps best sums up the CO2 when, in concluding an article about the CO Delages in Motor Sport (August 1997 edition, copy on file) he states: 'So, among the great cars of the past, let us not forget this masterpiece of Monsieur Delage.'For further information on this lot please visit Bonhams.com
Lot 208
1904 Rambler 7hp Model H Rear-Entrance TonneauRegistration no. BS 8435Chassis no. 4596*Famous American make*Imported into the UK in 2005*VCC Dated*Many-time London-Brighton Run participant*Entry in the 2020 London-Brighton Veteran Car Run, no. 152Footnotes:Producers of bicycles under the 'Rambler' brand name, partners R Philip Gormully and Thomas B Jeffery diversified into automobile manufacture as early as 1897 with a single-cylinder gasoline engined car. Thomas's son Charles then built two cars of improved design and the company exhibited at the Chicago and New York auto shows in the autumn of 1900. These first Jeffery-designed cars were of front-engined, left-hand drive configuration, marking them out as advanced among contemporary American automobiles.Following the death of Philip Gormully, the Jefferys sold their bicycle business and set up as automobile manufacturers in a new state-of-the-art factory in Kenosha, Wisconsin, producing the Charles Jeffery car in revised form. Doubtful that the public would accept a front-engined, left-hand drive vehicle with wheel steering, Thomas Jeffery opted for conventionality in the form of a right-drive, tiller steered car with its engine mounted beneath the seat, the first of these new Ramblers being sold in February 1902. A high quality vehicle offered at a value-for-money price of $750, the Rambler was an instant success, selling 1,500 units in its first year of production, a figure bettered only by Ransom Eli Olds' curved dash Oldsmobile. Larger, twin-cylinder models followed - some with front engines - and wheel steering had been reinstated by 1904, in which year 2,342 Ramblers were sold.Moving up market, Rambler had discontinued its single-cylinder models by 1905 and introduced a brace of fours. The 1910 range consisted of four-cylinder models only and by this time Rambler was established as one of the US auto industry's leading firms. Following Thomas Jeffrey's death that same year, the company continued with Charles at the helm, but from 1914 onwards its products would be badged as 'Jeffery'. A famous name had gone.The Rambler offered here is a 7hp Model H: a right-hand drive, single-cylinder model equipped with all-round elliptic springing, throttle control, from-the-seat starting, detachable tonneau and the correct Badger brothers 'solar' brass side lamps and headlamp. The car was purchased in America in 2005 from long term family ownership and imported by the vendor. Since arriving in this country the Rambler has taken part in several London-Brighton Runs and many VCC rallies including the Creepy Crawley. The vendor has described the car as easy to start, reliable and a pleasure to drive. Recently the wheels have been rebuilt and new tyres have been fitted. Offered with an entry into the 2020 London to Brighton Veteran Car Run, as well as several files of history documentation and a V5C Registration Certificate and the VCC dating certificate. There is also a windscreen and canopy roof which can be collected directly from the vendor by arrangement.For further information on this lot please visit Bonhams.com
Lot 211
Ex-Schlumpf and Mercedes-Benz Museum Collections1901 Panhard et Levassor Type A2 7hp Twin-Cylinder Rear-Entrance TonneauRegistration no. BS 8623Chassis no. 3114*Copies of factory Panhard-Levassor records on file*Copiously researched and fresh from extensive restoration by noted specialists*'The definitive London to Brighton car' with early start time*Dated by The Veteran Car Club of Great Britain1,648cc, Side-Valve Twin-Cylinder Phenix Inline Engine7hp, Single CarburettorThree-Speed Manual Transmission with Chain DriveFront Suspension, Fully Elliptic Leaf Spring, Rear, Semi-Elliptic Leaf SpringTwo-Wheel Contracting Band Brakes, with additional Transmission BrakeFootnotes:'...the two-cylinder car must be regarded as one of the most reliable and best-made machines of the Veteran era' – John Bolster, of the Panhard-Levassor.The dawn of the automobile may be in the Benz camp, but in many ways the Système Panhard, pioneered much of the concept of how a car was operated and continues to be today. The engine was moved to the front, beneath a 'bonnet', the transfer of speed was mechanical, cog on cog, rather than by belt, and Panhards were the first to encase their geared transmission in a 'box'. Piano style pedals were used for operating clutch and transmission brakes. First a tiller was used to operate the directional control of the car, but within a few years this was replaced with a 'steering' wheel. It all sounds obvious today, but the Panhard was the first car on which these concepts were seen. Only one main aspect shows its age, that of the transfer of power to the road by chains from the transfer 'box', this part of the mechanism would remain fashionable through the introduction of the Daimler 'Mercedes' product for at least a decade, but still to many the idea of a chain drive car remains very appealing!Type A2 Panhard-Levassors such as this magnificent example may be considered as a transitional model as they retain the Daimler-Phénix powerplant which the brand, and arguably the industry, had been built upon, but it was now mounted in a car with a lower frame and of proportions that were more user friendly. In addition to their importance and stature in the history of the automobile, in today's age of vociferous documentation and proof of history, Panhard-Levassor cars are head and shoulders above most in that the original ledgers recording their order and supply survive, definitively proving their age, which can be a challenge for some cars.This example has been extensively researched by its owner, enabling much of its fascinating history to be charted. To begin with, copies of the Panhard-Levassor ledger records describe this motor car as being built with 7hp engine number 3114 on 25 October 1901, with 'caisse carrosserie ordinaire' bodywork, being their reference to a standard rear-entrance tonneau, 'garniture en cuir noir tendue, porte arriere montante jusqu'en haut' - tight black leather trim, rear door rising to the top (confirming tonneau), and electric ignition. Today, the car sports a coachbuilder plaque for La Carrosserie Industrielle, which it has worn since at least the 1960s, who were Paris based and were more than likely the builder of its body for Panhard. The car was sold to Palais de l'Automobile – a dealing agency for a number of automobile manufacturers, situated at 219 Boulevard Peraire in Paris. Precisely who the Palais delivered 3114 to is not known, but documented through the French vehicle registration system its ensuing history starts as early as 1909, when the car was registered with the licence number '415 BB', a Bordeaux plate. Its owner at this point was one A. Kossotty a 'Constructeur & Mecanicien' of Avenue Gambetta in the town of Saintes. Beneath the annotation on the hand-written records, its next owner is Paul Cureau. As it turns out, these two gentlemen were father and son-in-law, Paul Cureau marrying Marguerite Kossotty in 1902 in Paris and later taking over Mr. Kossotty's business. It is conceivable that Cureau had bought the Panhard in Paris, and brought it with him to the Bordeaux region later, or else more likely that either had bought the car as an intriguing piece of engineering history a few years after it would have been current. It is also possible that they were responsible for the light revisions to its guise in which the car was presented to the Association des Proprietaries de Vielles Voitures Automobiles 'Les Teuf-Teuf' on 30th July 1937, by which time it can be seen to have had its rear seats removed, and its standard bonnet replaced with a more angular affair which it retains to this day. The seller surmises that perhaps Kossotty or Cureau had customised it to participate in sporting events held in that region by Le Petite Gironde. The owner in July 1937 is listed to the 'Teuf-Teuf' as Albert Streit of Cachan, a Paris suburb, who cited ownership on his application of a Hurtu car also. From this point, the Panhard was used in the club's events, notably as late as 25th June 1939 on a Paris-Rouen rally, and returned to use immediately after the war. Period film footage exists of this and other 'Vieux Tacots' parading through Paris on 1st January 1947. Its use continued through this period, it being seen on other news reel footage of 1950s events in France, in Pau, and in Paris, and a magazine article of it in Clermont-Ferrand. At some point it seems that it appeared on the radar of the Schlumpf brothers who were busy quietly amassing their huge collection on their textiles business property in Mulhouse. Although best known for more than 100 Bugattis that they accumulated, there are many veteran cars, and it is believed that the Panhard at least for a little while was one of those. A photo on file shows the car with another Schlumpf collection car in the 1960s. According to information supplied to the last but one owner when the car was purchased from the reserve collection of the Mercedes-Benz Museum via their Classic Center, it had arrived in their collection described as an 1898 (sic) Panhard, but for the reason of its Daimler engine, and had come from Schlumpf in exchange for the Silberpfeil – or Silver Arrow Grand Prix Mercedes-Benz, which remains in that collection today. Certainly, the Panhard resided with Mercedes from 1965, and emerged when included in a group deal with the Louwman Collection in 2010. It was sold as part of a separate group deal from that collection to noted Swiss Enthusiast and dealer Christoph Grohe in 2012, from whom the current owner acquired the car. Over the course of the last 7 years, the Panhard was first researched thoroughly to ensure that a restoration would be as accurate as possible, and then entrusted to experts in their respective fields. The majority of this work was carried out by the team at Tattersalls Veteran to Classic, the mechanical aspect was refurbished where necessary, including rebuilding of the engine with new bearings, repair to one of its mountings, new drive cogs, and the fitment of a modern starter motor to assist with its use. Interestingly, during this exercise the pistons were found to have domed heads, suggesting an attempt at increasing its performance. To match its build sheet, Tattersall's woodwork expert David Thompson ensured that the rear of bodywork was rebuilt to its original rear entrance tonneau design, using comparisons with a surviving factory 1901 car. At the same time the now much bowed wood members of the frame were replaced (the original bars remain with the car), and an additional transverse leaf spring which was fitted to the rear was removed, to return it to its original format. The upholstery work was undertaken by esteemed trimmer Julian Taylor of Protectus, complete with a two-piece front/rear tonneau cover in double-duck. The whole car was brush painted in period style in Brewster Green by Daniel... For further information on this lot please visit Bonhams.com
Lot 212
1912 Métallurgique 12hp CabrioletCoachwork by Carrosserie Vanden Plas, BrusselsRegistration no. TM 4148 (see text)Chassis no. 15149*Premier Belgian sporting make*Extremely rare model*First registered in 1913*Previous long-term family ownership since 1988*VCC DatedFootnotes:The Métallurgique took its name from parent company Société Anonyme la Métallurgique, a manufacturer of railway locomotives and rolling stock. Destined to become Belgium's foremost producer of sporting cars, Métallurgique built its first automobile - a Daimler-like twin-cylinder - in the late 1890s. More modern designs followed including, in 1906, the fabulous 60/80hp fast tourer equipped with a magnificent 100bhp, inlet-over-exhaust, four-cylinder engine. An innovative concern, Métallurgique adopted four-speed gearboxes for all its models before WWI, and four-wheel brakes immediately afterwards. Automobiles of high quality, the Vanden Plas-bodied Métallurgiques were much admired across the Channel, their success leading to Warwick Wright acquiring rights to the Vanden Plas name in the UK. The company continued to build big, fast tourers after WWI, and added smaller sidevalve-engined models to the range. In the early 1920s it launched the Paul Bastien designed 12/15, a thoroughly modern fast tourer of high quality, which would underpin Métallurgique production until the company's car factory was sold to Impéria in 1927.Offered here is an example of the very rare Métallurgique 12hp, a type that was first displayed in the UK (as a 1912 model) in November 1911 at the Olympia Motor Show. The car is powered by a 1.7-litre four-cylinder engine, which drives via a four-speeds-and-reverse gearbox. 'TM 4148' was acquired by the present owner at the 2016 Bonhams December Olympia sale for museum display. A change of layout means the car cannot be displayed and, rather than be isolated in long-term storage, the owner feels it should be enjoyed by a new owner. When Bonhams offered the car in 2016, it was being sold on behalf of the family who had acquired the car in 1988. It was understood to be first registered in the UK in 1913. The body was repainted in the 1960s and is nicely patinated; the hood has been replaced (date unknown) and the brightwork is in generally good condition. At present, the magneto is operational but would benefit from being rewound. Used sparingly in recent years and said to run and drive well, this delightful 'Edwardian' is offered with a copy VCC Dating Certificate, assorted correspondence, and a V5 registration document (expired).This vehicle comes with a previous V5C document however if it should stay in the UK it may need re-registering, as it has recently resided abroad.For further information on this lot please visit Bonhams.com
Lot 224
1910 White Model O-O Five-Passenger Touring Steam CarRegistration no. TBCChassis no. 8956*One of an estimated 150 survivors*Imported from the USA in the late 1990s*Significant renovation in recent years*Specification availableFootnotes: White Steamers were manufactured in Cleveland, Ohio from 1900 until 1910 by the White Motor Company. White invented the semi-flash boiler, at that time an important advance in steam technology. Their steamers were of excellent quality, and many were purchased by prominent individuals, including President Taft and John D Rockefeller. In fact, a White was the only automobile present President Theodore Roosevelt's inaugural parade in 1905. In 1910, White made a successful foray into the manufacture of gasoline-powered vehicles, selling nearly as many of those as it had steam cars. The numbers were fairly even again in 1911, but that was the final year for White steamers, the last of which left the factory in January of that year. Of the 10,000 steam cars built by White, it is estimated that only some 150 survive, around 20 of these in the UK. They are viewed by many as the finest of the early steam cars, well built and costly when new, and greatly appreciated today.This handsome example of the Model OO is offered for sale from the estate of the late Arthur Thomson, a noted collector of early motor cars and a regular sight on Veteran and Edwardian car rallies, with this and his Arrol-Johnston. The White's early history and origins are not known at this time, but it is recorded on the US White Register as being first known to them in 1978 when it was owned by Tom Grant, then passing to Willis Smith in 1988, followed by Fran Duvenick a decade later, after which it appears to have arrived n the UK, owned first by Brian Chessell in 1999 and latterly Mr Thomson. Major works carried out for the period 2008-2016 include the following:Complete engine rebuild including, new crankshaft, con-rods, valve gear, re-bore, new pistons, piston rings, piston valves and rings; replace both rear hubs, prop-shaft, re-temper and reset rear springs; replace drive pulley to fan; modify pump and fuel valve seals to 'O' rings; replace super-heater grid; replace kingpin bushes; replace thermostat housing; replace throttle valve; new water tank.The White was clearly well restored at some time, it is believed in the USA, with high quality upholstery and paintwork, and the restoration has now aged gently through use. As ever with steam cars, a thorough examination and familiarisation is advised before returning it to service. A full listing of the vehicle's specification is available and the engineer who's looked after '8956' in recent times is happy to assist the new owner.For further information on this lot please visit Bonhams.com
Lot 225
1902 Arrol-Johnston 10/12hp DogcartRegistration no. SA 88Chassis no. 57*One of the very earliest British motor cars*Present family ownership since 1991*Restored in 1994*Many-time finisher in the London-Brighton Veteran Car RunFootnotes:Produced by the Mo-Car Syndicate Ltd, Glasgow, Arrol-Johnston took its name from financial backer Sir William Arrol (builder of the Forth Railway Bridge) and its designer George Johnston, a locomotive engineer. A prototype was built in 1895 before the company's foundation in November of that year, making the Arrol-Johnston one of the very earliest British-built motor cars. The first example was produced in a coach house at Mosesfield House, Springburn; subsequently premises were found at Bluevale Camlachie in Glasgow, where this car was made. According to The Beaulieu Encyclopedia of the Automobile: 'Johnston's car was an unusual design, with an opposed-piston flat-twin engine. The connecting rod of one piston worked directly on the crankshaft, while the other acted through a rocking lever. The gearbox was driven by chain, with another single chain taking power to the rear axle. The dogcart-type body seated six passengers in three rows, with the driver in the second row.' Brakes of the spoon type operate directly on the rear tyres to hold the car when parked, while braking on the road is by a foot pedal-operated transmission brake. This original design, being of heavy and robust construction with high ground clearance and solid tyres, was very well suited to the Scottish roads of the period and carried on with little modification until 1906, by which time it looked distinctly dated. Arrol-Johnston survived a succession of reorganisations and changes of trading name, and built its last car in 1931. Its early ownership unknown, this Arrol-Johnston dogcart was found derelict in a quarry in the 1960s by George Strathdee of Aberdeen, who restored the car and re-licensed it in 1972. The car was hired out for film work and subsequently sold to John Waind of Doncaster, from whom Frank Thomson purchased it in 1991. After suffering a crankcase fracture necessitating a complete rebuild, the car has now successfully completed more than ten London to Brighton Runs and countless VCC rallies: Creepy Crawly, Scottish Annual Rally, etc. Originally started by a pull-cord (like a lawnmower) the engine was fitted with a Dynastart during the rebuild, while other noteworthy features include a bulb horn, warning bell, oil side and tail lamps, and a mirror. One of the most distinctive cars on the Run, this charming Arrol-Johnston is offered with a VCC dating certificate and V5C document.For further information on this lot please visit Bonhams.com
Lot 66
An Automobile Association member's badge,circular brass AA Edwardian pattern with later chrome plating, marked 'Stenson Cooke Secretary', un-issued (lacking membership number), 15.3cm high, the mounting flange re-drilled with two additional holes. For further information on this lot please visit Bonhams.com
Lot 74
A fine BARC Brooklands pre-War Member's badge, and other club badges,the pre-War Brooklands badge (formerly the property of a schoolboy member of the club) numbered 303 by Spencer of London, in seven colours with badge bar fitting; together with two Brooklands guest's lapel badges for 1938 (number 861) and 1936 (number 191); a pre-War Order of the Road with 1933-34 membership date and later 18 Year driver plaque; an early post-War British Automobile Racing Club badge (number 75), and a British Racing & Sports Car Club badge (number 3388), some enamel loss and road wear. (6)For further information on this lot please visit Bonhams.com
Lot 75
Two badges and an Alvis eagle mascot,comprising a Royal Automobile Club of South Africa member's badge, number 10536, die-cast chrome plated, 13.3cm high, a Swiss Touring Club badge 8cm high and a chromed mascot for Alvis Speed 20 and Speed 25 models, 17.5cm wingspan, mounted on composite radiator cap (cracked). (3)For further information on this lot please visit Bonhams.com
Lot 106
Motoring memorabilia, to include a Brookland's Automobile Racing Club badge set for 1909, no. 1162, in original cardboard box, other badges, pins, twelve 1960s magazines and two Lemania Nero stop watches, a Waltham pocket watch and a WWI military compassCondition report: Mostly good condition. Box of Brookland's badges worn at corner.
Lot 716
Diecast and Other Hearses, vintage and modern vehicles including 1:43 scale examples by Neo a Landau Hearse, Minichamps 111495 Citröen CX Break, Abrex Skoda 1203 (2) both cased with card sleeves, Schuco limited edition Mercedes 600 and Oxford Automobile Company (4) all in cases with card sleeves, Eligor Hotchkisss PL20, Kovap Retro, Phoenix Mint Studebaker, Rio Mercedes, Diamonds Are Forever Hearse and three others, together with 1:64 scale and smaller including Neo, Matchbox, Oxford Automobile(3), Brekina, Wiking, Busch, Noch and two others, G-E, Boxes/Cases F-E, (28)
Lot 249
The ex-Sir Stirling Moss, Tony Brooks, Roy Salvadori, Ken Wharton1952 Frazer Nash Le Mans Replica MkII SportsRegistration no. XMG 6Chassis no. 421/200/FN176AEngine no. BS4/MK2/505*Significant in-period competition history*Rebuilt in the 2000s*Raced competitively*FIA and HTP papers Footnotes:'XMG 6' has raced extensively in the Motor Racing Legends and Royal Automobile Club Woodcote Trophy series for many seasons. It is a fully FIA and HTP compliant 1950s competition car, whose significant history is associated with legendary greats such as Sir Stirling Moss, Tony Brooks, and Roy Salvadori. Powered by a 2.0-litre six-cylinder Bristol engine, this Le Mans Replica Mark II, chassis number 'FN176', was driven by Stirling Moss at Monaco and was the second of seven MkII Le Mans Replicas built on the parallel tube chassis. It was fitted with a Bristol BS1 engine; ultra close-ratio gearbox; lightweight Marston radiator and oil cooler; Alfin brake drums with lightened back plates; and lightened bolt-on Austin wheels. The narrower chassis allowed the body to be built to minimum race regulations and was 36' wide at the cockpit with no passenger door. There was a 15½-gallon aluminium fuel tank and the spare wheel was mounted vertically in the boot with a detachable tail section.The Le Mans Replica was the most sporting model produced by Frazer Nash in its post-war era. Initially called the Competition model, it was renamed in honour of the Frazer Nash that finished 3rd overall at Le Mans in 1949. Only 29 were made between 1949 and 1954, of which only seven were the much rarer MkII version.This Le Mans Replica was completed in May 1952 and retained as a works race and development car. After completion, it competed in the Prix de Monte Carlo, a race for 2-litre sports cars held on 1st June 1952 as a support race for the Monaco Grand Prix. Stirling Moss set the fastest time in practice to put the car on pole position, but retired whilst disputing 2nd place in the race.Ken Wharton was then engaged as works driver and he finished 2nd in the car at the Jersey Road Race on 10th July 1952. 'FN176' then won the 100-mile race for sports cars up to 2 litres at Boreham on 2nd August, beating Mike Hawthorn. Wharton then raced the car at Thruxton (3rd), Shelsley Walsh (1st in class), Goodwood (3rd), Castle Coombe (3rd), and Charterhall (4th). At Goodwood in September Wharton used the car in a Formula 2 race.With a one minute start over larger cars (DB3S Aston Martins, C-Type Jaguars and a 4.1-litre Ferrari) 'FN176' finished 2nd on handicap (3rd on distance covered) in the British Empire Trophy Race on the Isle of Man on 18th June 1953. Tony Brooks then finished 2nd (2-litre class), in the Unlimited Sports Car Race supporting the British Grand Prix at Silverstone on 18th July. Roy Salvadori was at the wheel at Snetterton on 25th July and won the 2-litre sports car race as well as competing in the Formula 2 race. The car then finished 2nd at Goodwood on 28th September in a five-lap sports car race.This Le Mans Replica was rebuilt during July-August 1954 and renumbered as chassis number 'FN176A'. The chassis was lightened and fitted with ZF limited-slip differential and light alloy-rimmed wire wheels. The engine was changed for 'BS4/504' and a new aluminium-alloy body was fitted. The body was similar to a Le Mans MkII but had a different shaped nose and grille. The colour was Bristol Green. The car was raced by Ken Wharton at Aintree on 2nd October 1954 where it finished 3rd in class, then by Tony Brooks at Snetterton on 9th October finishing 4th in class.At Goodwood on Easter Monday, 11th April 1955, Brooks finished 2nd in a five-lap race for 2-litre sports cars. He then won the 2-litre class at Silverstone's International Trophy Meeting on 7th May. At Goodwood on 30th May this Le Mans Replica finished 4th (2nd in class).In mid-1955 the aluminium-alloy body was removed from the chassis and replaced with a full-width Microplas Mistral glassfibre body. The car's only race in this configuration was the Dundrod TT on 17th September 1955, where Ken Wharton was involved in a fiery multiple pile-up just after Deer's Leap on the second lap. The car was very badly damaged and taken back to Isleworth. The 1954/5 aluminium-alloy body remained at the Falcon Works, still with the Frazer Nash brass plate on the bulkhead stamped '421/200/176A'. This body was subsequently fitted to a Singer 9 chassis and retained the registration 'XMG 6'.In the 1970s, renowned engineer, Dick Crosthwaite, was building a small run of replica Frazer Nash cars using his own chassis fitted with various Nash and Bristol parts. The chassis plate and registration number 'XMG 6' were then applied to the Crosthwaite Le Mans Replica, the original Frazer Nash aluminium-alloy body of 1954 being acquired via a third party.After acquiring the original body, complete with its chassis plate and registration number, Jonathan Bradburn commissioned renowned Frazer Nash expert, Bill Roberts, to return 'FN176A' to its 1954 configuration using all the correct original parts. The restoration was completed in the early 2000s. 'XMG 6' has been racing competitively over the last few seasons.Frazer Nash's Le Mans Replica is arguably the most highly regarded of all post-war cycle-mudguard sports-racing cars, and this supremely versatile model is eligible for all the most prestigious historic motor sports events: Monaco, Mile, Miglia, Targa Florio, Goodwood, etc. Only infrequently are they offered for public sale, which makes 'FN176A' - associated with some of the biggest names in the history of British motor sport - a rare opportunity for the discerning collector or historic racing competitor. For further information on this lot please visit Bonhams.com
Lot 273
One of only seven CTR3s built to the desirable Clubsport specification2013 RUF CTR3 Clubsport CoupéChassis no. WO9BM0382DPR06019*Ultra-rare German supercar*Believed the only right-hand drive example*Delivery mileage (46 miles)*Dry stored for its entire life*'As new' conditionFootnotes:'Bottom line. The CTR3 is comfortably the finest Ruf to date. It's also by far and away the best 911 Porsche never made.' – evo.From a tuner and modifier of Porsches, Alois Ruf graduated into automobile manufacturer, being awarded that status in 1981 by the German Automobile Manufacturers Association. The first group of Ruf-designated cars - numbered BTR1, BTR2, and BTR3 - was constructed in the 1980s. Ruf's favoured Porsche 911 was the basis for the trio. The BTR's engine was based on the 3.3-litre Turbo's but displaced 3.4 litres and was fed via a Ruf inter-cooler by an oversize KKK turbocharger. The resulting 369 horsepower was transmitted to the road via a Ruf five-speed gearbox, while the suspension and brakes were of Ruf design also. Finished cars could be purchased either directly from the Ruf factory, or customers could have their own cars converted.Ruf's concept of a super-tuned and upgraded Porsche 911 progressed via the CTR and CTR2, the latter based on the Type 993 model introduced for 1995. Testing one of the first CTRs, Road & Track magazine nicknamed it 'Yellowbird' on account of its striking bright yellow livery, and the name stuck. With a top speed of around 213mph (343km/h), the original CTR held the title of world's fastest production vehicle for many years. The successor CTR2 was based on the Type 993 Porsche 911 Turbo, its 3.6-litre engine tuned by Ruf to produce 520bhp and 505ft/lb of torque, while later versions came with 580 horsepower on tap. Other enhancements included Ruf's own suspension system, bigger brakes, Kevlar body panels, lightweight glass, integral roll cage, redesigned rear wing, and Recaro racing seats with Simpson five-point safety belts. With a recorded top speed of 217mph, the CTR2 was, just like its predecessor, the world's fastest production vehicle at the time of its introduction. Two-wheel and four-wheel drive versions were available.Launched in 2007, the CTR3 gained rave reviews as the most polished, complete car Ruf had ever made. The CTR3 debuted on 13th April that year at Ruf's new factory at the Bahrain International Circuit, the kingdom's ruler, Sheik Salman bin Hamad Al-Khalifa, being the German firm's wealthiest customer. Unlike many previous Rufs, which were closely based on the Porsche 911, the CTR3 is built on a largely bespoke platform developed by Ruf in collaboration with Canadian motor sports specialists Multimatic, who more recently were responsible for manufacturing the new Ford GT. The forward part of the chassis is that of the Porsche 911 GT3 RS, while a tubular sub-frame supports the engine, the latter mid-mounted (as in the Porsche Cayman) rather that at the rear (like a 911). One consequence of the engine's altered position is that although the CTR3 is the same length as a 911, it is longer in the wheelbase by a considerable 274mm (10.8'). The 911's MacPherson strut front suspension was retained and a multi-link arrangement adopted at the rear rather than the customary double wishbones. While undeniably resembling a Porsche from many angles, when parked next to a 911 the CTR3's differences become very clear - most notably its increased width and greatly reduced (by 114mm) height. Boasting leather-trimmed carbon fibre bucket seats, the cabin is necessarily somewhat cosier than that of a 911.Powering the CTR3 was Ruf's Porsche 911-based 3,746cc flat-six twin-turbocharged engine producing 691bhp, which delivered its power to the rear wheels via a six-speed sequential gearbox (with clutch) that eschewed the almost universal shift paddles in favour of a conventional gear lever. Ruf claimed a top speed of 235mph (378km/h) for the CTR3, a stupendous performance reined in by 15' cross-drilled carbon-ceramic brake discs gripped by six-pot callipers. It is also notable as one of the tiny handful of supercars with a power-to-weight ratio exceeding 500bhp/ton, albeit only just (by one horsepower). 'Towering as the Ruf's performance undoubtedly is, its chassis is simply exquisite,' observed evo's tester David Vivian. 'The CTR3 is a car you instinctively trust. It makes fast easy in the same way that a Boxster or Cayman does, stripping away the cause-and-effect concerns that would haunt the nine-tenths 911 pilot. It's gun-it-and-go raised to a supernatural level. Momentum and mass seem perfectly synchronised, the car's potential feels uncannily accessible; there's a tremendous sense of precision and immediacy in everything is does and a wonderful, exploitable balance.'At the 2012 Geneva Motor Show Ruf unveiled the CTR3's replacement: the CTR3 Clubsport. More aggressively styled than the stock CTR3, the Clubsport featured a large fixed carbon rear wing; flared wheelarches to accommodate a wide track; and a new front section with splitter. The Clubsport also featured a revised engine producing a phenomenal 777bhp and 723lb/ft of torque, and could be ordered with an optional seven-speed dual-clutch 'PDK' transmission. Despite its enhanced performance, the more track-focused Clubsport remains as easy to drive and useable as any Porsche, thanks to its combination of original 911 and custom Ruf suspension. It even enjoys the benefit of a front axle lift system. The interior is beautifully finished in leather with carbon fibre detailing, again using a blend of familiar Porsche switchgear and custom Ruf items such as the seats and steering wheel. Around 30 Ruf CTR3s were produced, with a further seven sold in Clubsport specification. This particular Ruf CTR3 Clubsport is believed to be the only right-hand drive example in existence. Built in 2013, it was originally supplied through Ruf Singapore and immediately was put into storage. The car was shipped to the UK in 2017 and again placed immediately into storage, and is now offered for sale with only 46 miles covered from new. As one would expect, the Ruf is in 'as new' condition throughout, representing an exciting acquisition for any significant private collection.Should the vehicle remain in the EU, VAT of 20% will be payable on the hammer price and buyer's premium.For further information on this lot please visit Bonhams.com
Lot 210
1959 Aston Martin DB4 Series I Sports SaloonRegistration no. XLE 46Chassis no. DB4/148/REngine no. 370/158*Rare 'first of the breed' Series 1 example *Celebrated first owner and continuous provenance*Matching chassis and engine numbers*Original registration number and colour scheme*Offered at No Reserve A much sought-after 'Series 1' example, chassis number '148/R' was sold new to Richard Gordon Ltd of South Audley St, London finished in Pacific Blue with Blue Grey Connolly leather interior. Richard Gordon was the pen name of Gordon Ostlere, a noted surgeon and anaesthetist, who also wrote the immensely popular 'Doctor...' series of comic novels and their television, movie and stage adaptations, commencing with 'Doctor in the House' (1952). Registered 'XLE 46', the DB4 was delivered to Gordon Ostlere on 26th September 1959 from Brooklands Garage, London. In an accompanying letter he recalls 'showing it off' at Pinewood Studios. Unfortunately, nothing is known of the second owner, Mrs B J Smith of Burgess Hill, Sussex. In 1967 the Aston was bought by its third owner, Mr Robin C McKinney of Lisburn, County Antrim, Northern Ireland, who was President of the Ulster Automobile Club for many years. Fourth owner Mr Malcolm MacGregor of Belfast, Northern Ireland bought the car in 1968. A long time AMOC and Ulster Automobile Club member, Malcolm MacGregor competed with the DB4 in numerous events, including the Spelga Pass Hill Climb (2nd) and the Soyn Fin Hill Climb (1st), both in 1968. As the period photograph on file shows, this also included 'XLE 46' being used as the course car for the Circuit of Ireland Rally. In the early 1970s the Aston was bought by its fifth owner, Mr Roy Jones of Wickham Bishops, Essex, who had worked for the Aston Martin works racing team (article on file). Roy Jones was an engine builder working on the very successful DB3S and DBR1 racing engines, and later put his knowledge and expertise to good use when rebuilding and tuning the DB4's engine, which he describes in an accompanying letter. Joint sixth owners brothers Stephen and Jeffery Archer (sons of much loved AMOC stalwart Alan) bought the DB4 in 1978 and kept the car for some three years before it was sold in August 1981 to Julian Rosser, a keen Aston Martin enthusiast and for many years the AMOC area representative for South Wales. He had a considerable amount of restoration work carried out on the car, the majority of which was undertaken by Jack Moss of Four Ashes Garage (invoices and correspondence are on file). The next (eighth) owner (a Mr Sparkes) bought 'XLE 46' in September 1994 and would become its custodian of longest standing, cherishing the Aston until 2019, a period of 25 years. The accompanying history file contains the purchase agreement from when Mr Sparkes bought the car in 1994 together with his correspondence with previous owners.Undertaken by 22GT Racing in December 2019 and R S Williams in March 2020, the most recent works included extensive servicing; new front and rear windscreens and associated trim; miscellaneous chassis work; boot trim; cosmetic enhancement; and a gearbox rebuild, collectively totalling a little under £17,000.The current odometer reading is 36,603 miles, representing a total of circa 136,603 covered from new. Its last serious restoration having been undertaken some 30 years ago, 'XLE 46' naturally shows some signs of age, with some external marks and a delightfully patinated interior. 'XLE 46' is offered with a very comprehensive and well-ordered lever-arch file containing the instruction book; the V5C registration document; a copy of the original build sheet; assorted correspondence; current MoT (expires March 2021); many past MoTs (earliest 1981); many invoices mostly covering servicing and parts supply (chiefly from the Rosser/Sparkes ownership period 1981-2019, but the earliest dated 1978). In full roadworthy condition, this is a car that can be used and enjoyed 'as is', or improved upon as and when the fortunate buyer chooses. It is also one of the rarest of Aston Martin's Touring-styled Superleggera sports saloons, being the 48th of only 150 'Series 1' DB4s built. This delightful example is worthy of close inspection – not least as it is offered without reserve – and a welcome addition to any collection. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 238
The ex-Paris Motor Show1938 Bentley 4¼-Litre CoupéCoachwork by De VillarsRegistration no. GAS 905Chassis no. B8MR*The fourth produced of only some 200 M-series models*The only known surviving De Villars-bodied Bentley*Restored in the USA in the 1980s*Present ownership since 2017*Professionally maintained regardless of cost*Used on long-distance tours and rallies Footnotes:Although Rolls-Royce's acquisition of Bentley Motors in 1931 had robbed the latter of its independence, it did at least ensure the survival of the Bentley name. Launched in 1933, the first of what would become known as the 'Derby' Bentleys continued the marque's sporting associations but in a manner even more refined than before. Even W O Bentley himself acknowledged that the3½-Litre model was the finest ever to bear his name.Based on the contemporary Rolls-Royce 20/25, the 3½-Litre Bentley was slightly shorter in the wheelbase at 10' 6' and employed a tuned (115bhp), twin-SU-carburettor version of the former's 3,669cc overhead-valve six-cylinder engine. Add to this already remarkable package an all-synchromesh four-speed gearbox and servo assisted brakes, and the result was a vehicle offering the driver effortless high performance in almost absolute silence. 'The Silent Sports Car', as it was quickly dubbed, had few peers as a tireless long-distance tourer, combining as it did traditional Rolls-Royce refinement with Bentley performance and handling.By the end of the 1930s the 'Derby' Bentley had undergone a number of significant developments, not the least of which was an increase in bore size in 1936 that upped the capacity to 4,257cc, a move that coincided with the adoption of superior Hall's Metal bearings. This new engine was shared with the equivalent Rolls-Royce - the 25/30hp - and as had been the case with the preceding 3½-Litre model, enjoyed a superior specification in Bentley form, boasting twin SU carburettors, raised compression ratio and a more 'sporting' camshaft. Thus the new 4¼-Litre model offered more power than before while retaining the well-proven chassis with its faultless gearchange and servo-assisted brakes.It was the construction of modern highways in Continental Europe, enabling cars to travel at sustained high speeds, which had prompted the introduction of the Hall's Metal bearings and would lead eventually to the adoption of on an overdrive gearbox and improved lubrication system on Bentley's peerless Grande Routière,, improvements that coincided with the introduction of the 'M' series cars in late 1938. Refinement, reliability, and effortless long-distance cruising were hallmarks of the coveted overdrive-equipped 'M' series. Only some 200-or-so were produced and all are most highly regarded today.The Derby Bentley was, of course, an exclusively coachbuilt automobile. Of the 2,442 manufactured, almost 50 percent were bodied by Park Ward in a limited number of styles. Most of the remainder went to other British coachbuilders with relatively few finding bodies abroad, which makes this De Villars-bodied example something of a rarity. Although founded in 1925 in Courbevoie, Seine, De Villars was financed by an American - Frank J Gould, son of the immensely wealthy railroad developer and speculator, Jason Gould - who owned numerous businesses and properties in France. Roland de Graffenried de Villars headed the company in its early days, when its main activity was looking after cars owned by Gould and his associates. Perhaps not surprisingly, De Villars' favoured American styling, with long wheelbase chassis preferred. Quality makes were the order of the day, with notable De Villars creations appearing on Delage, Hispano-Suiza, Mercedes-Benz, Minerva, Renault and, of course, Bentley chassis. Bodies were made in small numbers, approximately 25 per year, and most were unique, like the one fitted to chassis number 'B8MR' (only the fourth M-series car produced) which was supplied new to the De Villars coachworks in 1938.After bodying, the Bentley was displayed at the 1938 Paris Motor Show, at the end of which it was purchased by one Alfred Benhaim. The car's next recorded owners are Edgar de Evia and Robert Denning of New York, who purchased it in 1955, by which time the interior had been re-trimmed in red. There were two further owners and then in 1975 the Bentley passed to Dominic Cappelli of North Carolina. Mr Cappelli commissioned a restoration, which was completed in 1989 by John Griffin of Montgomery, Alabama at a cost of approximately $50,000. The Real Car Company then bought the Bentley, imported it into the UK and sold it on to Graham Thompson in Norfolk. In Mr Thompson's ownership the car was maintained by Fiennes Engineering, who sorted out various problems and fitted a heater (see bills totalling circa £30,000 on file). The Bentley was then offered for sale by Frank Dale & Stepsons, who serviced it, passing in 2007 to Barry Brown, who enjoyed rallying and showing it over the next few years. The Bentley passed to the current vendor, via Germany, in 2017, since when it has been maintained by Kenworthy & Co regardless of cost and used on long-distance tours and rallies; indeed, the owner would happily drive it as far as Scotland at a moment's notice. Kenworthy's most recent service was carried out in November 2019.Described as in generally excellent condition, 'B8MR' is offered with an extensive file containing sundry restoration invoices and photographs; copy chassis cards; expired MoTs; service bills; V5C registration document, etc (viewing recommended). The only known surviving De Villars-bodied Bentley, this is a real connoisseur's car, ready to use and enjoy.For further information on this lot please visit Bonhams.com
Lot 231
2016 Miller Racing Special Re-creation 'The Craftsman'Registration no. UN 7132Chassis no. H8900*Unique tribute to Harry Miller*Built by Lamb Engineering*4.3-litre Ford V8 'flat head' engine*Completed circa 2018*Circa 200 miles since builtFootnotes:This unique tribute to the Indianapolis racers built by the great Harry Miller in the 1920s/1930s is the work of Lamb Engineering of South Newton, Salisbury, a company well known in the motorcycle world for producing world class custom machines. For the last four years the Lamb team has been devoted to building its 'Harry Miller Indy Tribute Car', known as 'The Craftsman', to honour Miller and his associates Leo Goossen and Fred Offenhauser.Born in 1875, Harry Miller worked for the Yale Automobile Company and then as a race mechanic at Oldsmobile before setting up shop as a carburettor manufacturer in Los Angeles. Self-taught and once described as 'a genius rather than an engineer', he was soon involved in racing again, relying on his draftsman Leo Goossen and shop foreman Fred Offenhauser to bring his advanced concepts to reality. First of these was the Miller straight-eight engine, a state-of-the-art design featuring twin overhead camshafts and four valves per cylinder. Installed in a Duesenberg chassis, it brought Miller his first Indianapolis 500 victory in 1922 with Jimmy Murphy driving. Following Duesenberg's lead, Miller adopted supercharging and progressed to building complete cars, some with front-wheel drive transmission. Between 1923 and 1928, Miller cars accounted for over 80% of the Indianapolis 500 entries. By 1939, cars powered by Miller engines had won at the 'The Brickyard' on 12 occasions, which included seven consecutive victories between 1927 and 1934.Harry Miller had gone bankrupt in 1933 and his company was purchased by Fred Offenhauser. He then formed a partnership with automobile entrepreneur Preston Tucker, setting up Miller & Tucker Inc in 1935 to build racing cars. The fledgling firm's first commission was from the Ford Motor Company, which wanted to showcase its new 'flat head'V8 engine on the racetrack. Five cars were built for the Indy 500 and all retired with steering box failure caused by the boxes being mounted too close to the exhaust, a fault that surely would have been cured had there been more time for development. These Ford-powered Millers had proved competitive in qualifying and later ran successfully in the hands of privateers. Although inspired by Miller's Ford V8 racers, this car is by no means meant to be a replica, as Lamb Engineering wanted to combine modern design with old-school thinking. For example: the rear dampers are friction plates from a Honda but fitted with small hydraulic cylinders to make adjustments, while the speedometer was designed by Mike Wilkins for Lamb using Nixie tubes, which were used in aircraft in the 1950s and '60s. All the bodywork is aluminium alloy (of 1.5mm thickness) and the front axle, brakes, hubs, etc have all been made in-house. Miller was well known for its front-wheel and four-wheel drive racing cars, and although this car is rear-wheel driven, Lamb designed a geared Watts linkage for the front axle as a nod towards Miller's FWD designs. The steel chassis has a 108' wheelbase and rolls on 18' Bentley wheels, while the rear axle is from a Volvo. Powering this wonderful creation is a 4.3-litre Ford V8 'flat head' engine built around an over-bored original 24-stud block and incorporating various performance components including a stroked crankshaft, high-lift camshaft, gas-flowed ports, etc. The gearbox is a five-speed manual. Built with no expense spared rather than to a fixed budget, the Miller project consumed at least 4,000 hours and Lamb Engineering can be proud of their achievement in showing off old-world craftsmanship at its very best. Finished a couple of years ago and road registered, this unique vehicle never fails to pull an appreciative crowd wherever it goes. Only some 200 miles have been covered since the build was completed ad the Miller is presented in commensurately excellent condition.For further information on this lot please visit Bonhams.com
Lot 222
Offered from the estate of the late John Surtees, CBE1957 BMW 503 3.2-Litre CabrioletRegistration no. BEE 46Chassis no. 69141•One of only 138 cabriolets made•One of only three right-hand drive examples•First registered to AFN Ltd for Mrs Aldington•Two owners from new•Restored while in John Surtees' ownership Footnotes:'It was evident that the factory had yet another classic in its own time as they had with the 328 two decades earlier. The wholly individual coupé or convertible was a true follower of the 328 traditions... one of the very few non-Italian body designs to be assured of classic status from the 'fifties...' - Sloniger and Von Fersen on the BMW 503, German High Performance Cars, 1894-1965.At the end of WW2, BMW was in a much worse state than Mercedes- Benz in Stuttgart because one of its major plants – the old Dixi works at Eisenach in Saxony - was within the Russian Zone and would soon be cut off from the West behind the 'Iron Curtain'. Nevertheless, manufacture of what would later be called 'EMW' cars recommenced at Eisenach under Russian control almost as soon as hostilities ceased. BMW's Munich factory though, had been badly damaged by Allied bombing and for the next few years a much-reduced workforce struggled on producing household utensils, agricultural machinery, bicycles and railway brake sets. It would be 1948 before deliveries of BMW motorcycles restarted and another four years before the first true BMW car of the post-war era emerged. BMW recommenced car production in 1952 with the introduction of the 501 luxury saloon, a strange choice for an impoverished country still recovering from the ravages of war. The 501 had been announced in 1951 and first appeared with a development of the company's pre-war six-cylinder engine before gaining a much needed performance boost, in the form of a 2.6-litre V8, in 1954. Designed by Alfred Böning, this new power unit had been inspired by American V8s but was constructed of aluminium alloy rather than cast iron. Towards the end of 1955 a 3.2-litre version was introduced and the big saloon's model designation changed to '502'. Clearly, this new state-of-the-art V8 had considerable potential as a sports car engine. Sales Director Hanns Grewenig had been pressing for a V8-engined sports car for some time but it was not until Mercedes-Benz introduced the 300 SL that the project was given the green light. BMW was encouraged by Austrian-born entrepreneur Max Hoffman, at that time the US importer of various European makes, who knew just the man to style the car: Count Albrecht von Goertz, an independent industrial designer who had worked for the legendary Raymond Loewy on the latter's trend-setting Studebakers. Designer of everything from fountain pens to furniture, Goertz had never before styled an entire car and would not work for BMW again until the 1980s, by which time he had produced another classic of automobile styling: the Datsun 240Z. Goertz was commissioned to produce two different designs, both of which debuted in prototype form at the Frankfurt Auto Show towards the end of 1955. The more conservative of the two – the 503 – retained the 502 saloon's 2,834mm wheelbase chassis, suspension and centrally mounted, column-change gearbox, while the 507 was built on a much shorter wheelbase, which necessitated attaching the gearbox directly to the engine. (The Series II 503 - introduced in 1957 - used the 507-type engine/transmission arrangement complete with floor-mounted change). As installed in the alloy-bodied 503, the 3.2-litre V8 produced 140bhp, which was good enough for a top speed of 118mph (190km/h). With its long bonnet, 2+2 seating and generously sized boot, the 503 looked every inch the elegant Grande Routière. Even Pinin Farina was impressed, declaring it to be the most beautiful car in the show. Had the 507 not debuted at the same time, it would no doubt have also been the most memorable. Expensive and exclusive, the 503 was built both as a closed coupé and a cabriolet, only 206 of the former and 138 of the latter being delivered between 1956 and 1960. BMW's high-performance, V8-engined cars of the 1950s attracted a small but discerning clientele, including some very well known names from the motor sporting world. The example offered here belonged to the late John Surtees, four-time motorcycling World Champion in the 500cc class and Formula 1 World Champion in 1964. The car was registered to him on 6th August 1992 and is offered for sale now directly from the Surtees family.In an undated document on file, John states that his car was built specially for Mrs Aldington of the eponymous family that owned AFN Ltd, which had arisen from the old Frazer Nash company in 1926. One of only six right-hand drive BMW 503s made, of which three were cabriolets, chassis number '69141' was first registered to AFN Ltd, Falcon Works, Isleworth on 19th September 1957. This car's rather special registration, 'BEE 46', is a reference to Mrs Aldington's gynaecologist (a Dr Bee) who was allowed to use the car. AFN had been BMW importers since the 1930s and in 1953 began importing Porsches, becoming the official importer for Great Britain in 1956. This arrangement lasted until 1965 when Porsche Cars Great Britain was formed. Aldington family members remained on the board of this company until John Aldington sold out to Porsche in 1987.In John Surtees' own words: 'When Porsche purchased the AFN facilities one of the assets they still had was the 503. A friend of mine, who was well aware of my keen interest in BMWs, phoned me to say they had something that was ideal for me. I purchased the car and fortunately it was in very sound condition having just been stored at the back of the workshop. Working with some people well versed in German car restoration I restored the car to a condition that satisfied me. It looks superb, runs likewise and everything that was original works including the foldaway roof operated by an hydraulic pump.'Additional documentation consists of details of works carried out during John Surtees' ownership and a V5C Registration Certificate in his name recording AFN Ltd as the first owner. A rare right-hand drive example of an exclusive limited edition model, this beautiful BMW 503 Cabriolet has the unique cachet of belonging to the only man to have been World Champion on both two and four wheels. For further information on this lot please visit Bonhams.com
Lot 53
Four matching sets of Brooklands Automobile Racing Club member's and guest's lapel badges 1909-1912,each display mounted on enlarged copy of the mounting card, number's unknown as each set individually framed and glazed, together with Bill Body: 'The History of Brooklands Motor Course', 1979 revised impression, with dust jacket. (5)For further information on this lot please visit Bonhams.com
Lot 239
1954 Alfa Romeo 1900C Super Sprint Series 2 CoupéCoachwork by Carrozzeria TouringRegistration no. 6122 HXChassis no. AR1900C 01713*Landmark Alfa Romeo model*Imported into the UK in 1960*Present ownership since 1985*Restored in the late 1980s/early 1990s and continuously improved*Mille Miglia eligibleFootnotes:Chassis number '01713' is one of 550 Alfa Romeo 1900C Series 2 Super Sprints produced between 1954 and 1955. There were around 550 1900C Super Sprints made by Alfa Romeo for all coach builders. We have not been able to establish the exact total number of Touring Series 2 cars built as all Touring records were destroyed when they went into liquidation. However the register have calculated, based on Touring serial number, that between 470 and 480 Series 2 cars were built.Its factory devastated by wartime bombing, Alfa Romeo did not resume car production until 1947, the pre-war 6C2500 standing the Milan marque in good stead until 1952. The firm's first all-new offering of the post-war period arrived in 1950. Designed under the supervision of Dr Orazio Satta and intended for volume production, the 1900 was the first Alfa to employ unitary construction and - in keeping with the company's sporting heritage - was powered by a twin-overhead-camshaft engine. A four-cylinder unit, the latter displaced 1,884cc and produced 90bhp, an output sufficient to propel the four-door saloon to 150km/h (93mph).Although ostensibly a humble family conveyance, the 1900 was endowed with sporting credentials which extended beyond its type of power unit, owners enjoying the benefits of wishbone and coil spring independent front suspension and an exceptionally well located live rear axle. It should have surprised nobody therefore, when the 1900's potential was realised in the form of high performance derivatives. Launched in 1951, the 1900C Sprint was built on a shortened chassis (C = Corto, Italian for short) with a wheelbase of 2,500mm, down from 2,630mm. All Corto chassis were completed with coachbuilt bodies.The 1900C Sprint featured bodywork by Pinin Farina (cabriolet) and Touring (coupé), both models utilising the 100bhp engine of the 1900TI sports saloon. Touring's Superleggera aluminium-bodied Sprint Coupé attracted such public acclaim that it was subsequently adopted as the basis for all future 'aerodynamic' Alfa Romeo coupés. One direct descendant was, of course, the lovely little Giulietta Sprint in which the family resemblance is immediately obvious.The Sprint Coupé was designed to offer sporting performance together with '2+2' accommodation - guaranteed to appeal to the sports car enthusiast with a family - while the heart-shaped vertical grille with matched horizontal side intakes became an Alfa trademark on later models. In June 1954 the engine was enlarged to 1,975cc and the model re-designated as the 'Super Sprint'. With 115bhp on tap and possessing an excellent power-to-weight ratio courtesy of the aluminium-alloy body, these cars could top 190km/h (118mph). They shone in competitions of all kinds. It is worthwhile noting that while Alfa Romeo identified the Touring cars by three series depending on specification and body style, the Alfa Romeo Register in the UK and USA now recognise four. Attractively finished in red with red/grey Connolly leather interior, this wonderful example of a landmark model from one of motoring's most charismatic marques boasts a truly stunning pillar-less body with a most generous glass area, making for an exceptionally light and airy cabin. Chassis number '01713' was delivered from factory on 31st March 1954 to Giuseppe Mattioli of Carpi (near Modena). Imported into the UK on 12th May 1960, this Series 2 car was purchased by the current vendor in August 1985. An eight-year restoration followed (most bills available) and the vendor has now owned the Alfa for 35 years. Badges left in the car indicated that one Italian owner was a member of the Automobile Club Roma and that it had been used for competition. The Five UK-based owners are known with details available in the history file.Since the initial restoration's completion in 1994, the engine has been rebuilt again; the gearbox overhauled ; and the clutch replaced recently. Indeed, the car has been continuously improved since the restoration; we are advised that rear indicators (a factory option) have been installed and the front sidelights fitted with orange bulbs to act as indicators (the sidelights are now incorporated into the headlights). The car also benefits from an electric cooling fan with thermostatic switch.MoT'd to June 2020 this beautiful Alfa Romeo, has received numerous awards (too many to list) over the years including the Jeffrey Mason award for the Best Alfa Romeo in 2019. It certainly represents the perfect opportunity for the fortunate new owner to participate in the Mille Miglia and other prestigious historic motoring events.For further information on this lot please visit Bonhams.com
Lot 268
1927 Rolls-Royce 20hp Panel Brougham de VilleCoachwork by BrewsterRegistration no. DS 8665Chassis no. GAJ15*One of only two bodied in this style*Known ownership history*Well documented*Featured in numerous publications on Rolls-Royce*Present ownership since 2015Footnotes:Changing times after WWI forced the abandonment of Rolls-Royce's 'one model' policy, an all-new 20hp car joining the existing 40/50hp Silver Ghost in 1922. The 'Twenty' reflected Royce's interest in contemporary trends within the American automobile industry, incorporating unitary construction of engine and gearbox, the latter featuring the modern innovation of a central ball change, and a 'Hotchkiss drive' rear axle. The engine, Rolls-Royce's first with overhead valves, was a six-cylinder unit displacing 3,127cc. Favourably received as the Twenty was, its three-speed transmission's central gearchange was not well liked, and when four-wheel, servo-assisted brakes were introduced in 1925, a four-speed gearbox with right-hand, gated change replaced the original three-speeder.This right-hand drive example of Rolls-Royce's successful smaller companion to the Silver Ghost was sold new in rolling chassis form on 31st January 1927 to Mrs A L Sylvester, a resident of the Plaza Hotel, New York, USA. The car was shipped to the USA aboard the SS Laconia. 'GAJ 15' wears unusual 'Panel Brougham de Ville' coachwork by the highly respected American firm of Brewster, a company acquired by Rolls-Royce of America Inc in December 1925. It is one of only two such built on the 20hp chassis and retains its original body. Credited to Henry Peter 1st Baron Brougham and Vaux (1778-1868), this style of body is noted for its formal upright and square appearance, with curving forward swage line in front of the rear compartment doors. This style was common on many horse-drawn carriages of the time, and when the motorcar was introduced many carriage designs were simply adapted by coachbuilders to accommodate an engine in the front as opposed to horses! This formal style is often referred to as a 'Town Car' and would have been used for taking the owner(s) to the theatre or opera or other formal occasions in the larger towns and cities. It dates from an era when horse-drawn carriages probably still outnumbered motorcars. All the brightwork is nickel silver, and the style of the vertically striped paintwork is known as 'Dutch Pink', although not actually pink! Reportedly by Fabergé, the door furniture in the cabin is silver and enamel. The grey cord upholstery is old but probably not original, and the pull-down blinds are silk, albeit rather fragile today. There is a speaking tube for the passengers to communicate with the chauffeur. The solid 'artillery' type wheels are very robust and heavy, and would not be out of place on the battlefield! The other car bodied in this style is still in the USA and both examples were owned by the same family in the 1960s. The Rolls-Royce changed hands five times while in the USA and was resident in the Powers Automobile Museum in Connecticut in the 1940s and '50s. It was brought back to the UK in 1991 and later had its engine stripped and rebuilt. The car was stored between 2000 and 2005 when it was sold at Bonhams' Harrogate sale in November of that year (Lot 442); it has belonged to the current vendor since March 2015. A list of all owners in the USA and up to and including the immediately preceding owner in the UK is on file. Other documentation contained within the comprehensive history file includes copies of the original order form and chassis cards; photocopied literature; a quantity of expired MoTs and tax discs; copies of previous registration documents; a current V5C Registration Certificate; and a most substantial quantity of bills for works carried out and parts purchased while with previous owners (perusal recommended).This car is featured in a number of publications on Rolls-Royce cars including Rolls-Royce in America by John Webb de Campi; The Rolls-Royce Twenty by John Fasal; and Coachwork on Rolls-Royce by Lawrence Dalton. A die-cast scale model of it has been made by Top Marques of Honiton, Devon and one is included in the sale. The vendor advises us that the car in good running order but has not been on the road for some months because he has had to undergo hand operations; the engine has been run regularly but a general service is required. This exceptional car comes complete with tools, jack, hubcap tool, town cap, rim lever, special grease gun, etc, all housed under the front seats, and has a period-correct Flying Lady mascot on a correct cap. It also comes with an original instruction book; a full set of keys for ignition, bonnet locks, rear compartment, and padlocks on spare wheels and the fuel can. Side screens for the front compartment are kept in a black bag in the rear compartment. The only known faults are a sticky starter, which occasionally does not engage and needs a push to move it, and the electrical charge, which sometimes takes a while to get going, although it works well then. One of the spare tyres is deflated, and the petrol tank gauge does not work (there is a marked dipstick in the rear of the car). It should also be noted that there is an electrical cut-off switch just to the side of the driver's seat. The only reason for sale is that the elderly owner, at nearly 80, has arthritis in both hands and the aforementioned operations have not been as successful as hoped.For further information on this lot please visit Bonhams.com
Lot 20
ROBERTO MARCELLO BALDESSARI (1894-1965)Automobile + cafe signed with the artist's initials 'R·M·B' (lower right)pencil on card35 x 42cm (13 3/4 x 16 9/16in).Executed circa 1917Footnotes:The authenticity of this work has kindly been confirmed by the Archivio Unico per il Catalogo delle Opere Futuriste di Roberto Marcello Baldessari. This work will be included in the forthcoming Roberto Marcello Baldessari catalogue raisonné, currently being prepared by Dott. Maurizio Scudiero.ProvenancePrivate collection, Rome (acquired in the 1960s).Thence by descent.Private collection, Italy (acquired from the above).This lot is subject to the following lot symbols: ARAR Goods subject to Artists Resale Right Additional Premium.For further information on this lot please visit Bonhams.com
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