The Stan West Collection1937 Bentley 4¼-Litre All-weather TourerCoachwork by Vanden PlasRegistration no. DGO 960Chassis no. B7HM*Used in the David Niven film, Prudence and the Pill*One of only 18 with this style of coachwork*Delivered new to Australia*An older (1990s/2000s) restoration*Acquired for the Stan West Collection in 2011Footnotes:Vanden Plas's All-weather tourer was first shown at the 1936 Olympia Show on the Bentley stand and must have been something of a revolution. It offered the convenience of a door for driver and each passenger, and had a completely enclosed roof and wind-up windows, yet retained the elegant proportions that the coachbuilder was so renowned for which the coachbuilder was so renowned.That first car was 'B3HM', which was followed by an additional 17 such models. The second 'All-weather' in sequence by coachwork number was this car, 'B7HM' (see Brian Smith's authoritative book Vanden Plas Coachbuilders). Its factory build sheets show that 'B7HM' was sold new to D J S MacKinnon of Melbourne, Australia and cost the not inconsiderable sum of £1,331. When new the car was finished grey with black wings, wheels and undercarriage, and had a khaki roof, while the interior was trimmed in grey Vaumol crushed grain leather. The Bentley was UK registered as 'DGO 960' before its departure for Australia where it remained until 1949.Next owned by Alan Mackay of Glenapp Castle, Ayrshire, 'B7HM' changed hands a few times before departing for Los Angeles, California in the late 1960s. It was around this time that it was used in the David Niven film, Prudence and the Pill (1968). The Bentley would remain in the USA for more than two decades. While there, the car was treated to a comprehensive restoration of its bodywork and cosmetics, including the removal of all body panels in order to replace all the body's structural wood. In 2000 the car was shipped back to the UK and would continue to benefit from further considerable expenditure, this time on the mechanical aspects with a rebuild of the engine, drivetrain, and chassis. Its rebuild included fitting a Tim Payne overdrive system. Approximately £186,000 was spent on bringing 'B7HM' to superb driving and cosmetic condition, and a comprehensive file containing bills and invoices documenting its restoration accompanies the car. The original registration 'DGO 960' was retrieved in the mid-2000s with the Bentley Drivers Club's assistance. 'B7HM' has formed part of the Stan West Collection since its purchase at Bonhams' Goodwood Festival of Speed sale in July 2011 (Lot 414). Invoices relating to its ongoing maintenance by marque specialists P&A Wood are on file. Presented in immaculate order and ready to show or tour, this beautiful Derby Bentley with its rare Vanden Plas coachwork is deserving of close inspection.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
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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
1971 Jensen FF MkII CoupeRegistration no. JFF 2Chassis no. 127/293*Rare four-wheel-drive Interceptor variant*Single family ownership since late 1971*Outstandingly original*Restored some 10 years ago*The best we have ever seenFootnotes:Star of the 1966 Motor Show, the Interceptor-based Jensen FF represented one of the first successful attempts to produce a four-wheel-drive passenger car. 'FF' stood for 'Ferguson Formula', a four-wheel drive system developed by the Harry Ferguson Research Company, which was also responsible for adapting the FF's Dunlop Maxaret anti-lock braking system for automotive use. The FF debuted alongside the new Interceptor and both models used the same basic chassis, running gear and 6,276cc Chrysler V8 engine inherited from the preceding C-V8. With 325bhp (SAE) and 425lb/ft of torque on tap, performance was more than adequate, The Motor recording a top speed of 140mph with 100mph arriving in 19 seconds. Leather upholstery, reclining front seats and walnut veneer were all standard features, while automatic transmission was the choice of almost all buyers (it was the only option for the FF). Mechanical changes to the FF kept abreast of those made to the Interceptor. Priced at 30% above the Interceptor, itself not a cheap car, the FF was the privilege of a wealthy few and when production ceased in 1972 only 320 had been made, 109 of which were to Mark II specification like that offered here. This quite exceptional Jensen FF has been owned by the vendor's family from nearly new, having been purchased by the vendor's father in late 1971 when six months old and with 1,500 miles on the odometer. By late 1982 the bodywork's condition had deteriorated and the car was returned to the Jensen factory for a body restoration and repaint. It is believed that the FF received new front wings, door skins, and rear quarters, while front and rear valances were fitted. The original numbered bonnet and upper tailgate have been retained, while the alloy wheels and brakes have been up-rated to Mark III specification with ventilated discs all round. When completed, the car was dry-stored for 25 years. In 2010 a partial restoration was undertaken, which mainly consisted of attention to the paintwork; a complete mechanical overhaul; and detailing the engine bay and underside using original components. The quality of the end result is quite breathtaking; quite simply, this is the best Jensen FF we have ever seen. The car has retained its original matching engine, gearbox, transfer box, and front and rear differentials. The black leather interior likewise is in excellent original condition, even retaining its original 8-track stereo in full working order! All MoTs since 2013 are supplied together with some original service history and invoices. Close inspection advised.For further information on this lot please visit Bonhams.com
The Stan West Collection1984 Aston Martin V8 Vantage Sports SaloonRegistration no. A242 HPEChassis no. SCFCV81V9ETR12415*AMOC concours winner in 2002 and 2003*Circa 38,000 miles from new*Part of the Stan West Collection since 2010*Stunning conditionFootnotes:With the resurrection of the 'Vantage' name in 1977, Aston Martin enthusiasts everywhere breathed a sigh of relief; previously applied to high-power versions of the DB six-cylinder cars, it had been dormant since the V8's arrival back in 1969. A heavier car than its six-cylinder predecessor, the V8 suffered as emissions legislation became ever more strangulating, leading to concern that Aston Martin's traditional performance image might be lost. The arrival of the Vantage dispelled any such worries. Propelling Aston's V8 back into the supercar league was a tuned version of the existing 5,340cc engine breathing through a quartet of 48mm Weber carburettors rather than the standard 42mm instruments. Valves and ports were enlarged and the camshafts changed, the end result being an estimated maximum output of around 375bhp - in Rolls-Royce fashion the factory chose not to disclose the actual figure, merely claiming that power was 'adequate'. Chassis changes were minimal apart from the adoption of bigger ventilated discs all round and low-profile Pirelli tyres. The Vantage was, nevertheless, readily distinguishable from the standard product by virtue of its blocked-off bonnet scoop, blanked air intake, front chin spoiler and lip on the boot lid. An AMOC concours winner at Waddesdon in 2002/2003; Upton House in October 2002; and Wimpole Hall in September 2003, as well as recipient of the John Wyer Trophy (see photographs in presentation folio), chassis number '12415' is finished in unmarked Rolls-Royce Royal Blue with dark blue-piped magnolia hide upholstery, dark blue carpeting bound in magnolia, and burr walnut veneers. The car is equipped with air conditioning; central locking; electrically operated windows and door mirrors; and Ronal alloy wheels (fitted in 2006 and a feature of later Vantages). This stunning Vantage was prepared to concours standards again in 2007. The car has covered little mileage since then, though it has been serviced subsequently by Aston Martin Works Service at Newport Pagnell (see bill on file dated December 2008). Its accompanying history file also contains an original owner's handbook; a list of previous keepers and copies of former registration documents; copy guarantee form; a quantity of expired MoT certificates; sundry invoices (totalling circa £35,000); and a list of 16 services from 1,467 miles to 33,764 miles. (The odometer currently displays a total of only 38,221 miles). The Stan West Collection purchased the Vantage at Bonhams' sale at Aston Martin Works Service in May 2010 (Lot 334). This car is still in concours condition and it is unlikely that there is another currently available detailed to this standard.For further information on this lot please visit Bonhams.com
The Stan West Collection, Earls Court Motor Show1960 Bristol 406 Sports SaloonCoachwork by Carrozzeria ZagatoRegistration no. 120 NPKChassis no. 406-1-5299One of the rarest of Bristol motor cars*Continuous history from new*Professionally restored 2002-2005*Part of the Stan West Collection since 2014Footnotes:'The Bristol Zagato Grand Touring model is designed to cater for those who desire an even faster car than the standard type 406 saloon. The Bristol Zagato is lighter and smaller with a tuned version of the 406 Bristol engine. The lightweight two-door coachwork has been built to the requirements of Anthony Crook Motors Limited by Zagato of Milan, Italy, who have been famous coachbuilders for half a century mainly in the field of high performance cars. The emphasis has been placed on providing extra speed without impairing reliability or flexibility and whilst still retaining reasonable rear seat accommodation - a feature normally lacking in Grand Touring saloons.' – Anthony Crook Motors. Last of the six-cylinder Bristols, the 406 was made between 1958 and 1961 only, though the basic steel-framed alloy-panelled superstructure would be carried over to its V8-engined 407 successor. Bristol's BMW-based engine was extensively revised and enlarged to 2.2 litres for the 406. As a result, power went up to 130bhp and flexibility increased, while other improvements included servo-assisted Dunlop disc brakes on all four wheels and self-cancelling overdrive as standard. Bristol had commissioned Carrozzeria Zagato to build a limited series of lightweight four-seater cars on the 406 chassis in October 1959, six of which, plus a solitary two-seater, had been completed by the time production ceased. Weighing 2,436lbs, the Zagato was a whopping 574lbs lighter than the stock 406 as well as 11' shorter and 5' lower, with commensurate gains in both acceleration and top speed. One of five four-seater Bristol 406 Zagatos known to survive, chassis number '5299', registered 'NPK 120', was displayed at the 1960 Earls Court Motor Show and sold new by Anthony Crook Motors to Richard Robinson in May 1961. Mr Robinson was an active member of the Bristol Owners' Club and his 406 Zagato was a regular sight at their events. He kept the Bristol until 1991, faithfully recording all works carried out, parts purchased, and relevant mileages (logbook on file), and then sold it to Jonas Liden of Sweden. After some ten years of ownership, Mr Liden commissioned a major restoration, which was undertaken by Jaye Engineering of Ravenstone, Olney, Buckinghamshire over the period 2002 to 2005 (see bills totalling £138,910 on file). Its first owner had fitted Minilite alloy wheels in the 1960s and these were replaced during the rebuild with correct original items. The immediately preceding owner, Ian Simpson, purchased the car in January 2010 from Bristol Cars Ltd, who were selling it on Mr Liden's behalf, and following his acquisition had seat belts and door mirrors fitted. The Bristol was purchased for the Stan West Collection at Bonhams' Goodwood Festival of Speed sale in June 2014 (Lot 365) and since then has benefited from the expert attentions of Spencer Lane-Jones Ltd (bill on file). '120 NPK' is offered with sundry restoration and other invoices; old/current V5/V5C registration documents; an original instruction manual; and copies of related articles. Finished in silver-grey with cream leather interior, this beautiful Zagato-bodied 406 represents an exciting opportunity to acquire one of the rarest of Bristol motor cars, boasting continuous history from new.For further information on this lot please visit Bonhams.com
The Stan West Collection, First registered to Sir Malcolm Campbell1926 Rolls-Royce 20hp TourerCoachwork by MaythornRegistration no. YE 1962Chassis no. GYK 74*Originally bodied by Easter & Co*In the immediately preceding ownership from 11 years*Restored in the late 1990s*Acquired by Stan West in 2008*Maintained by P&A Wood and Priory Vintage Car CompanyFootnotes:Up until the arrival of the 20hp Rolls-Royce in 1922, the Silver Ghost, with its impeccable Edwardian roots, was the Derby company's only model. But the new six-cylinder smaller car, of which this is a 1926 example, was specifically created for the very different post-war years. Announced in October 1922, the 20hp (3,127cc) model was the first Rolls-Royce to be equipped with overhead valves. The chassis price was £1,100 and the 20hp was destined to outsell both the Ghost and its Phantom I successor, and by the time production ceased in 1929 to make way for the 20/25 a total of 1,241 had been built. The design is interesting because it reflects Royce's preoccupation with contemporary American automotive trends. Thus the 'Twenty' features unitary construction of the engine and gearbox, the latter being a three-speed unit with a central ball change, together with 'Hotchkiss drive' rear axle. Favourably received as the Twenty was, its central gearchange was not well liked and when four-wheel, servo-assisted brakes were introduced in 1925, a four-speed 'box with right-hand, gated change replaced the original three-speeder. Originally owned by Sir Malcolm Campbell, chassis number 'GYK 74' wears five-seat tourer coachwork by the Biggleswade-based firm of Maythorn, a coachbuilder mainly associated with Daimler, FIAT and Minerva, which also bodied other quality makes including Bentley and Rolls-Royce. The accompanying (copy) chassis cards confirm that the car was sold to H C Nelson Ltd of Jermyn Street, London SW1 for Malcolm Campbell, who appears to have owned it but briefly. It is noted that the purchaser was 'providing own coachwork', while the coachbuilder listed is the London-based Easter & Co, a short-lived firm best known for bodying the first Bentley chassis. The type of body is not recorded, though 'springs for a saloon seating 4/6' were specified. Subsequent owners listed include Sir Thomas Nicol KBE, Major-General Pitt-Taylor and, lastly, a Squadron Leader Horsman (from 8th January 1948). In September 1997 the Rolls-Royce was acquired by the immediately preceding owner, Brian Sewell, who commenced its restoration 12 months later. Works undertaken included stripping the coachwork, wings and all six wheels back to bare metal, priming and repainting. The ash frame, which carries Maythorn's plate number '212', was found to be in superb condition. Only one door skin needed replacing. The electrical system was completely rewired including circuits for indicators, stoplight, existing front and replacement rear lights; all cables (of original braiding and colour code) being placed within original conduits. Completely re-upholstered in Swedish brown leather, the interior boasts renewed Wilton beige carpeting while the re-covered hood, tonneau cover and weather screens are all in double duck material to existing fittings. All brightwork was removed and re-nickeled, and the chassis repainted. Apart from a clean, the only engine work undertaken involved replacing the exhaust manifold and fitting a stainless steel exhaust system. All the forgoing renovation was carried out by companies specialising exclusively in the restoration of prestige motor cars, the bulk being undertaken by John Foy of Barley, Herts with paintwork by Robert Ransley of Melbourn, Herts. The restoration was completed in 2000 and Mr Sewell enjoyed his Rolls-Royce for the next eight years before offering it for sale at Bonhams' auction at the R-REC's Annual Rally at Kelmarsh Hall in June 2008 (Lot 231). Purchased there by Stan West, the Rolls-Royce has since been maintained by P&A Wood and Priory Vintage Car Company, there being related bills on file totalling in excess of £41,000. The file also contains an old-style V5C document and a quantity of MoTs.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
One owner from new1971 Iso Grifo 7.4-Litre Series II CoupéCoachwork by Carrozzeria BertoneRegistration no. HFJ 592NChassis no. 7L/110/3339/DEngine no. 1536T0303CZU•One of only three right-hand drive '7.0-Litre' cars•Unique specification•Original 7.4-Litre 'Can Am' engine•Original five-speed manual gearbox•Dry-stored since 1974Footnotes:'For front-engined machismo at a bargain price, look no further than the 7-litre Iso Grifo – fastest and rarest of all the hybrid, American-engined heavyweights that proliferated in the Sixties.' – Classic Cars. With only 90 made, examples of the ultimate 7.0-litre version of Giotto Bizzarrini's Iso Grifo supercar are rarely offered for sale, and of the few that are, surely none can match the exceptional provenance of the right-hand drive car offered here, which was ordered new by the current owner and has spent the last 47 years in dry storage!Italian 'bubble car' manufacturer Iso joined the ranks of supercar constructors in 1962 with the launch of the Rivolta coupé at the Turin Motor Show. Renzo Rivolta's Isothermos company had begun life pre-WW2 making refrigerators, turning to the manufacture of scooters and motorcycles, under the Iso name, after the war and thence to the Isetta bubble car, which was taken up so successfully by BMW. Styled at Carrozzeria Bertone by the young and up-and-coming Giorgetto Giugiaro and powered by a 327ci (5.4-litre) Chevrolet V8, the four-seat Rivolta employed a steel platform chassis featuring independent front suspension, De Dion rear axle, and disc brakes all round (inboard at the rear). The chassis and running gear were designed by ex-Ferrari engineer, Giotto Bizzarrini, whose company specialised in the production of prototypes for the Italian automobile industry. An engineering graduate and former Alfa Romeo test driver, Bizzarrini was head-hunted by Ferrari in 1957, eventually assuming responsibility for sports car development at Maranello where he worked on such notable models as the 250 GTO. In 1961, he was one of the many senior technical staff that departed from Ferrari following an acrimonious dispute over the company's style of management. His next job was with ATS, and then in 1962 he started his own company, Società Autostar, changing its name to Bizzarrini in 1964. His delight at being asked by Rivolta to produce a 'Ferrari beater' can only be imagined.As Iso and many of its European contemporaries had recognised, the use of a tried and tested American power train enabled them to compete with the likes of Ferrari, Maserati and Aston Martin in performance terms while undercutting them on price. Iso's first supercar set the pattern for those that followed: Bizzarrini-designed chassis, Bertone coachwork, and Chevrolet engines. Future developments included the long-wheelbase, Ghia-styled, Fidia four-door saloon; the Rivolta-replacement Lele; and the muscular, short-wheelbase Grifo.Produced between 1965 and 1974, the 'standard' Grifo used the small-block Chevrolet Corvette V8 engine in all but its final Ford-powered incarnation. Even the tamest Grifo came with 350bhp, which was good for around 160mph, while for the seriously speed addicted there was the exclusive, 427ci (7.0-litre), 'big block' model. Introduced in 1968, the 7.0-litre Grifo incorporated numerous mechanical changes to cope with larger, heavier engine and its monstrous power output. It was readily distinguishable from the regular Grifo by its large bonnet scoop (dubbed 'Penthouse' on account of its shape) necessitated by the taller engine. The factory claimed a top speed of 186mph for the long-legged 7.0-litre Grifo, making it faster than a Ferrari Daytona. Iso also offered the even more powerful 7.4-litre 'Can Am' version of this engine. The latter produced a claimed 390bhp at 4,800rpm, with 500lb/ft of torque available at 3,600 revs. There was also a Corsa (racing) version of the Grifo: the A3/C. Despite the partnership's successes, Rivolta and Bizzarrini soon parted company, the latter going on to re-launch a revised version of the A3/C under his own name in 1965. Between 1965 and 1974 when production ceased, Iso made approximately 412 Grifos (published figures vary), this car being one of only three right-hand drive examples of the ultimate 7.0-litre version. In actual fact, this car goes one better, having been delivered new with the 7.4-litre 'Can Am' engine under the bonnet. It is a Series II model featuring the restyled, sleeker nose with its pop-up headlight covers, and is referred to (with ownership) in the excellent reference work Iso Rivolta - The Men, The Machines by Winston Goodfellow.The elderly gentleman owner ordered the Grifo directly from the factory, specifying the rare 'Can Am' motor; right-hand drive configuration; the five-speed manual gearbox; and a special Blaupunkt radio suitable for reception in Rhodesia where he was living at the time. He chose the Iso rather than a 12-cylinder Ferrari as he wanted the same power but from what he describes as a more reliable V8 power unit. He also ordered a special dual Targa top rather than the sunroof that the factory had advised against, saying it would reduce rigidity. Other notable original features include a leather-trimmed steering wheel; air conditioning; and a heated rear screen with wiper. Reportedly, the Grifo ended up costing roughly the same as a Rolls-Royce Silver Shadow. In the event, the owner stopped the car being delivered to him in Rhodesia and went to the factory to collect it, driving back through Europe and Spain to the UK. Over the next three years he used the Grifo in the UK and completed at least one or two trips through Europe and to Spain. During this period Kenlowe cooling fans were added plus a higher-output alternator. The owner recalls having the car serviced and some works carried out at Peter Agg's Trojan company near Croydon.The car was not registered in the UK until January 1975 having been run with Italian plates until the owner put it in the garage in 1974, never to be taken out again! He has a logbook of petrol fills, the last entry being made in 1974, and the car also comes with copies of its original purchase paperwork and correspondence, and a 'Use and Maintenance' manual. At time of cataloguing the car had recorded 20,873 miles and is not expected to be started before the auction. Careful reconditioning and servicing, at the very least, is suggested before returning it to regular use. The black leather interior trim is very good, with no undue signs of wear.Of quite exceptional rarity, and having had only one gentleman owner from new, this spectacular Iso Grifo '7.4' represents an unrepeatable opportunity to acquire a unique example of the very best in Italian Gran Turismo style and performance. For further information on this lot please visit Bonhams.com
THE EX-WORKS, SAMUELSON/KINDELL, LE MANS 24 HOURS1924 MG M-Type Midget 'Double Twelve' Le Mans SportsRegistration no. RX 6796Chassis no. 2M1 647*One of two examples built for the 1930 Le Mans 24 Hours race*Maintained by Blue Diamond*Eligible for the Le Mans Classic*5th in class at the 1930 Spa 24 HoursFootnotes:This car is one of two specially built by MG at Abingdon for the 1930 Le Mans 24 Hours race. Based on the 'Double Twelve' M-Type Midget, it is reputed to be the earliest 'works' racing MG in existence and is featured in most books on the marque.With the introduction of the M-Type Midget at the 1928 Olympia Motor Show, Cecil Kimber had single-handedly created the market for small, cheap sports cars. Selling for £175, Kimber's new baby was based on the contemporary Morris Minor and featured pretty, boat-tailed, fabric coachwork by Carbodies. The 847cc, overhead-camshaft, four-cylinder engine derived from Wolseley aero engine experience via the Wolseley Ten, and mated to this little gem of a power unit was a three-speed 'crash' gearbox. Produced initially at Cowley, the Midget proved to be a strong seller and production transferred to Abingdon when the MG factory moved there in the autumn of 1929. M-Types were awarded the Team Prize in the 1930 'Double Twelve' 24-hour race at Brooklands, and this success provided a welcome boost to sales, which amounted to 3,253 cars by the time production ceased in 1933. Capitalising on its Brooklands success, MG produced 30 Double Twelve Replicas, which featured many of the modifications made to the team cars including altered bodywork and deeper door cutaways, while the racer's different valve timing found its way onto the production M-Type for 1931. The Le Mans cars differed from the standard M-Types and 'Double Twelve' Replicas in having more powerful engines; long range fuel and oil tanks; reinforced wheels with extra spokes; an upswept scuttle; extra instrumentation; a pressurised fuel tank; a unique under-body exhaust system incorporating a Brooklands silencer; and an externally mounted spare wheel, many of these modifications made to meet the Le Mans regulations.'RX 6796' was driven at Le Mans by Sir Francis Samuelson and Fred Kindell (an MG employee) but retired after a fractured oil pipe led to damaged bearings. The second car driven by Murton-Neale and Jack Hicks also retired. Undeterred, Samuelson obtained an entry for the Spa-Francorchamps 24-hour race to be held a fortnight later and set off for Abingdon in his Talbot, taking the MG's engine with him. Back in France the rebuilt motor was soon reinstalled and the MG was then 'run in' by being driven north to Belgium. 'RX 6796' was the only British entry at Spa and finished 5th in class, hampered by severe clutch slip. This car is believed to have had continuing competition usage during the 1930s but the details are not known. It is reputed to have been supercharged at one time and it is likely that the car's hydraulic brakes and J2 four-speed gearbox were fitted during this period. The Midget was purchased by the previous owner's father-in-law, Lewin Spittle, in Newmarket in 1943 for £17 10s (£17.50) with three gallons of 'unobtainable' petrol in the (enlarged) Le Mans tank. He wrote: 'It looked somehow different and had the largest SU I had seen on an engine of that size together with a fishtail exhaust which would not have disgraced a Bentley.' As the little MG would not accommodate his growing family, Spittle sold it in 1948 to an undergraduate who took it to Spain. He saw the car again in Piccadilly in 1950 and by the mid-1960s had traced it to Oxford where it was owned by Dr Stuart Milton, who was very well known in MG circles and owned the ex-Nuvolari K3. Spittle and Milton agreed jointly to restore the car to original Le Mans specification, where necessary using parts from the second Le Mans car of Murton-Neale, the remains of which Milton also owned. Milton died in 1971 before the rebuild was completed. During the restoration, drawings of the Le Mans body were obtained from Abingdon and an accurate replica made, but the rest of the car including the engine (with the exception of the carburettor, which is of the correct downdraft configuration but of a different model) is believed to be original. The MG was the subject of a feature by Bill Boddy in the June 1976 issue of Motor Sport. 'RX 6796' remained in single family ownership for almost 50 years and saw limited use in this time. The engine was rebuilt, it being noted that the special cylinder head had the copper plating which was typical of MG racing practice of the period. The Midget has appeared regularly at special MG occasions, most recently at the demonstration of significant MG competition cars at the 1999 Goodwood Revival meeting, and was invited to attend the 2014 'MG90' celebrations at Silverstone. Offered with V5 registration document, the sporting MG is now offered from a prominent collector of special interest collector cars and has been looked after by John Lomas of Blue Diamond Riley Services Ltd while retained at Bicester Heritage. A wonderful opportunity to acquire a unique and historically significant part of the MG legend.For further information on this lot please visit Bonhams.com
1932 Alvis Speed Twenty 'SA' TourerCoachwork by Vanden PlasRegistration no. GY 7177Chassis no. 9885•Formerly the property of the Earl of Shrewsbury and Talbot•Original and stunning Vanden Plas Tourer coachwork. •Much work undertaken from 2018-2020•Quintessential early Post Vintage Thoroughbred Footnotes:'The new Alvis Speed Twenty is the type of car which looks right, feels right and is right. From the driver's point of view the controls are all just where they are required and the power, speed and acceleration provided by the 'hotted-up' but, nevertheless, silky six-cylinder engine are literally an eye-opener to anyone accustomed to driving about in a more or less sedate manner in ordinary motor cars of medium size.' - Motor magazine in praise of the new Alvis Speed Twenty in March 1932. The Speed Twenty embodied the company's tradition of fine engineering but had much superior handling than its predecessors for the improved roads of the 1930s. The six-cylinder overhead-valve engine, with its triple carburettors produced an impressive 90BHP, with the result that lighter tourer-bodied examples would exceed 90mph, startling performance for the day. The all-new low-slung chassis handled much better than its already successful predecessors. 'When cornering it is not only free from rolling – the low build sees to that – but the layout is such that it clings to the intended path at quite unexpected speeds,' observed Motor Sport's tester. Though the Speed 20 was in production in four series from 1931 to 1936, it is generally agreed that the earliest, the SA with its beam front axle, had a more appealing purposeful stance, and was the most responsive to drive. GY7177 carries the most desirable coachwork, the lovely 'low door' Vanden Plas foursome tourer, with that company's inimitable grace and style.Copy documentation on file shows that chassis number 9885 was sold new by London's main Alvis retailer Charles Follett to one Charles Percy Groseland, but he only retained the car for a year before moving abroad. The next owner was the Earl of Shrewsbury and Talbot, of the car-building Talbot family; a recent owner wrote to the present Earl, and received a charming reply saying that the Speed Twenty had been his father's favourite car, of which a copy is on file.GY7177 changed hands several times in the post-war era, with a long period in the hands of a Mr Clark, then to John Whiting, before purchase in 2002 by a friend of his, Ian Murray, who retained it until 2019 with a benign regime of sparing but constant use, including touring. Though the car remained in fine driving condition, its cosmetics were beginning to show their age.The last time the car changed stewardship was in 2019, and the new owner decided (with a long experience of the finest pre-war cars) to embark on a programme of cosmetic refreshment. It was found that the coachwork was remarkably sound structurally, and it was refinished in the very handsome 'period' colour of Brewster Green. The interior still retained the original leather but after nearly nine decades it was passing beyond acceptable condition and accordingly it was re trimmed in a very well-chosen shade of red leather, with matching carpets and a new hood.One interesting aspect of the interior is that it retains the smaller lightweight dash panel typically found in the Charles Follett racing team cars. This would be a fascinating aspect of the car's history to pursue.Lifting the bonnet of any 1930s six-cylinder Alvis is always an enjoyable experience, and in this case it is unusually impressive, having undergone detailed preparation, with extensive attention to the wiring, generally a prudent aspect of maintaining a car of this age. The work was carried out by a prominent pre-war specialist, and the bill is on file.Additional documentation includes copies of the original Car Record, an old-style continuation logbook, a V5C Registration Certificate, and bills for the aforementioned works. This example has the appeal that these wonderful cars have always had for the discerning connoisseur of the best English sporting machinery.For further information on this lot please visit Bonhams.com
A SUPERB HALF-SIZE 1904 TALBOT CT2K REAR ENTRANCE TONNEAU CHILD'S CAR,modern, traditionally constructed with a steel chassis and wood framed body clad in metal, with wings constructed of aluminium. 24 volt electric motor powered by two 12 volt batteries. Speed controlled via the accelerator pedal, giving forward and reverse and an approximate speed of 8 mph. The interior is black buttoned leather cloth. Access to rear seating is by opening rear door. Features include, opening bonnet revealing dummy engine, bulb horn, spare wheel, mirror and wooden windscreen surround. The working electric head and coach lamps are modelled in an acetylene style. Tyres '2 x 17' inch pneumatic on artillery steel wheel rims. Overall size is 214cm long, 92cm wide and 122cm high. Designed for children but capable of being driven by an average size adult...but may require a 'charge or two' to get all the way to Brighton. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
A '1922 Rolls-Royce Silver Ghost' child's car with the 'skiff type' body,bespoke 'vintage' child's car, scratch built model with Steel chassis and axles, powered by a 24volt motor and transaxles giving forward and reverse variable speeds, varnished boat 'skiff type' body, sweeping black wings and polished aluminium bonnet, under which there is a detailed dummy engine, deep buttoned black leatherette seats are accessed by opening passenger door, working side and headlights, nickel plated brightwork. 2 x 12volt batteries are underslung and rechargeable with charger supplied. Tyres 300 x 12 with spoked wheels, overall dimensions Length 225cm long, 91cm high 91cm wide. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1930 Bentley 6½-Litre Le Mans Team Car ReplicaRegistration no. GC3333Chassis no. SB2758*Shortened chassis (11' wheelbase)*Many correct original works items*Accurate Vanden Plas Long Door style body*Completed in August 2020Footnotes:Although the 6½-Litre had been conceived as a touring car to compete with Rolls-Royce's New Phantom, in Speed Six form it proved admirably suited to competition: in 1929 Barnato/Birkin's Speed Six won the Le Mans 24 Hour Race ahead of a trio of 4½-Litre Bentleys, while Barnato/Kidston repeated the feat in the following year's Grand Prix d'Endurance at the Sarthe circuit ahead of similarly-mounted Clement/Watney. Small wonder then, that the fast yet refined 6½-Litre Speed Six was W O Bentley's favourite car. Walter Owen Bentley had established Bentley Motors in 1919 in the North London suburb of Cricklewood, though deliveries did not begin until 1921. The first model, a 3-litre car, was powered by a four-cylinder, single-overhead-camshaft engine with four valves per cylinder. It was a mechanical theme perpetuated in the greatly refined six-cylinder 6½-Litre model of 1926. The need for a larger car had resulted from Bentley's customers specifying bodies of a size not envisaged when the 3-Litre was conceived, a factor only partially addressed by the introduction of the Long Standard chassis in 1923. The 6½-Litre was produced for four years, during which time 544 chassis were completed, 182 of them to Speed Six specification. First owned by a Miss C M Buttanshaw, this 6½-Litre left Bentley's Cricklewood factory in January 1930 for bodying by James Young as a saloon, but was re-bodied in April of that year with saloon coachwork by Barker & Co. Its subsequent history is largely unknown, but the Bentley formerly belonged to John Willment, co-founder of the Le Mans-winning JW Automotive racing team, and more recently was owned by renowned marque specialist Julian Ghosh, its custodian up to 2019. As presented here the car has been built as a replica of the works Le Mans Speed Six. It incorporates many correct original works items, and the attention to detail is brilliant. 'SB2758' was originally erected on the standard ST3 12' 6' wheelbase chassis, which has been shortened to the more appropriate 11' wheelbase. The body frame was made by Eric Peppercorn and incorporates the team cars' special features including the long door, etc, while the fabric body covering and black leather upholstery are the work of VBE/Tim Cresswell. The ash frame has inlaid aluminium panels for increased stiffness and longevity. All mechanical components: engine, gearbox, axles, brakes, etc are in overhauled condition and the wiring is new. The engine incorporates a Farnham crankshaft and Arrow pistons, with the machining work was carried out by Formhalls. The gearbox and rear axle were overhauled by VBE. Modern upgrades include twin Spal electric fans and a discreetly mounted 12-volt alternator (the original dynamo is installed but not wired in). The trembler coil ignition is in place but not wired pending the acquisition of a proper magneto. Other notable features include the following: Bentley & Draper hydraulic shock absorbers (x8)External oil filler neckTeam Car dashboard layout and gaugesTwin pulse fuel pumps and rubber sleeved fuel linesCrossbar throttle assembly and organ throttle pedalTwin Klaxon hornsCarl Zeiss headlampsBrass fire extinguisher (not serviceable, display only)Blockley tyresBrake vacuum boosterThree soft-top bows instead of two for stiffness and usabilityGlass windscreen instead of wire mesh for usability Rope-wrapped steering wheel Only finished in August 2020, this stunning Le Mans Team Car replica is worthy of the closest inspection. Running and driving very well this imposing Bentley is now ready to be enjoyed by its new custodian.For further information on this lot please visit Bonhams.com
c.1951 JBS-Norton 500cc Formula 3 Racing Single-SeaterChassis no. to be advised* Developed and designed by speedway ace Alf Bottoms* JBS's were driven by upcoming greats, John Coombs, Les Leston and Peter Collins* Part of the Forshaw Collection for over 40 yearsFootnotes:This potentially highly competitive little 500cc Formula 3 racing car has been preserved within the Forshaw Collection for well over over forty years. The JBS 500 was developed by father and son team, Charles and Alf Bottoms, from an earlier design known as the Cowlan which was built in Preston, Lancashire by R.L. Coward and G. Lang, with technical assistance from Noel Shorrock who was the brother of famous supercharger manufacturer, Chris Shorrock.The 1948 Cowlan was a very quick early 500cc racer and in April 1950 it was acquired by Wembley Speedway motor-cycle racing star Alf Bottoms, who re-designed its rear end, and renamed the little car the JBS.One of the main features of 500cc racing during 1950, its first season as the Internationally-recognised FIA Formula 3, was then the meteoric rise Alf Bottoms who developed both his JBS car and his driving technique so effectively that by the close of the season he seemed virtually unbeatable. The news that he was going into production with a customer version of his JBS car caused great excitement within the previously Cooper-dominated class.While the 1950 prototype JBS had used a box-section chassis frame, the Bottoms family replaced that structure for 1951 with a multi-tubular design. The engine mounts were welded into a fixed position, duralumin adaptor plates then enabling customers to fit any engine of their choice. The frame weighed only 45lbs. Suspension was by unequal-length wishbones with twin hydraulically-damped helical spring units providing the suspension medium each side at the rear, and a single strut for each front wheel. Steering was by rack-and-pinion. Standard power unit preferred initially by Alf Bottoms was the well-tried single-cylinder air-cooled JAP motor-cycle unit, driving via a Norton clutch and gearbox to the rear wheels. JBS cars were built in Bedfont Lane, Feltham, Middlesex, and customers beating a path to the Bottoms' door included 'Curly' Dryden, Frank Aiken and the immensely promising young Peter Collins. Original price was publicised as just £515 less engine and gearbox. The most important early race in the 1951 500cc F3 calendar was the Luxembourg GP on the Findel road circuit. Tragically, in practice for the race, 32-year-old Alf Bottoms appeared to have the throttle of his JBS jam open on the approach to a hairpin bend. He crashed into a parked vehicle, and was fatally injured. Next day, however, 'Curly' Dryden won Heat 1 of that Luxembourg GP in his JBS-Norton, while his rival Don Parker - in a JBS-JAP - won Heat 2.Peter Collins also chose a Norton engine for his JBS and he won the 500cc Ulster Trophy race in it on the daunting Dundrod road circuit just outside Belfast. Such other prominent names as Les Leston and John Coombs also campaigned JBS cars with JAP and Norton engines. However, with the passing of Alf Bottoms, there was little to keep the JBS venture going, and the marque faded from the scene.For further information on this lot please visit Bonhams.com
19th century Dutch walnut floral marquetry inlaid display cabinet on stand, the upper section with shaped moulded cornice over a glazed door with twelve panels enclosing shelves, the base fitted with two shaped long drawers on square tapering supports united by a wavy stretcher on bun feet, 104 cm wide, 204 cm high
17th/18th century boarded oak wall hanging open shelf or glass cupboard, with projecting cornice above a single door with series of shaped splats, leaf carved upright decoration to sides, and central stretcher rail carved in relief with floral decoration above an open shelf, H62cm W52cm D17cm
Late 19th century walnut cased mantel clock, sloped arch and cavetto top pediment carved with flower heads, the brass dial with silvered Roman chapter ring decorated with shell and scroll cast spandrels, enclosed by bevel glazed and moulded door, the lower frieze carved with foliate scrolls, on stepped moulded base, twin train driven eight day movement with ting-tang strike, striking the hours and quarters, movement back plate stamped 'RMS' for SchnekenburgerDimensions: Height: 37cm Length/Width: 27cm Depth/Diameter: 18cm
Early 19th century oak and mahogany longcase clock, scrolled swan neck pediment over figured frieze, square enamel Roman and Arabic dial, the spandrels decorated with painted fan motifs and concentric Greek key and stylised flower head bands, signed 'D. Rowland Aberystwith', thirty hour movement striking on bell, rectangular trunk door with rosewood banding with central floral inlay, canted corners with fluted quarter columns, the base with rosewood banding, on bracket feetDimensions: Height: 216cm
Early 19th century oak longcase clock, swan neck pediment over stepped arch glazed hood door and fluted pilasters, Roman enamel dial painted with country scene and floral spandrels, subsidiary seconds and date dials, signed 'Robt (Robert) Leck, Jedburgh', eight day movement striking the hours on bell, arched trunk door flanked by fluted quarter columns, plain skirted baseDimensions: Height: 204cm
19th century mahogany longcase clock, the hood with triple finial and scroll top over glazed stepped arch door and fluted columns, moonphase enamel dial with Roman chapter ring, the spandrels decorated with countryside scenes, signed 'W. Helliwell, Leeds', eight day movement striking on bell, triple arched trunk door enclosed by cluster column pilasters, figured canted base, on bracket feetDimensions: Height: 248cm
Early 19th century mahogany longcase clock, projecting cornice over a raised satinwood inlaid frieze, stepped arch glazed door flanked by two twist turned columns with cast gilt metal pineapple finials, the brass and silvered dial with Roman and Arabic chapter ring with scroll engraved decoration, subsidiary seconds and date dials, circular name plate signed 'Alex Kirkwood, Paisley', eight day movement striking the hours on bell, figured moulded trunk door with shaped top enclosed by two twist turned quarter columns, plain base, on turned feetDimensions: Height: 207cm
Early George III mahogany longcase clock, the hood having broken swan neck and dentil pediment with open fretwork panels on stepped arch, cluster column pilasters, glazed door enclosing painted enamel dial with moon phase, Roman and Arabic chapter ring with subsidiary seconds dial and date aperture, the spandrels decorated with raised gilt scroll and flower head decoration, eight day movement striking on bell, pointed ogee arch and moulded trunk door flanked by full turned stop fluted pilasters, the base having applied interlacing foliate decoration and simulated brick canted corners, raised on ogee canted bracket feet carved with flower headsDimensions: Height: 237cm
Victorian figured walnut break bowfront credenza, the frieze inlaid with boxwood stringing and floral marquetry, the main section under applied ormolu moulding centred by an inlaid quarter sawn veneered door enclosing one shelf, flanked by further ormolu mounts and two glazed bowed doors each enclosing two shelves, raised on a shaped skirted base, W152cm, H103cm, D39cm
Victorian figured walnut credenza, the curved stepped moulded top with brass gallery above frieze inlaid with box wood motifs, central glazed door flanked by two curved glazed doors, the interior fitted with shelves and lined with red velvet, fluted and acanthus carved column pilasters, figured plinth baseDimensions: Height: 109cm Length/Width: 158cm Depth/Diameter: 46cm
Pair early 20th century Hepplewhite style mahogany pedestal cabinets, cavetto moulded top with foliate carved edge over secret frieze drawer with applied trailing floral and ribbon decoration, each with button release underneath, oval panelled door with trailing harebell and central flower head motif decoration enclosing shelves, fitted cutlery drawer and lined cellarette drawer, on turned acanthus carved feetDimensions: Height: 112cm Length/Width: 45cm Depth/Diameter: 53cm
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Wilkinson, Preston, a 19th century longcase clock, the square painted face with Arabic and Roman numerals, subsidiary second dial and moon phase function to a brass 8-day movement striking on a later coil, the mahogany case with arched pediment, pillared side supports, shaped trunk door and box base on small bracket feet, approx 235cm high
James Thorne, Colchester 18th century longcase clock, the brass dial with Roman and Arabic numerals, pierced spandrels and date aperture to an 8-day movement striking on a bell, the mahogany veneered case with scrolled pediment, pillared side supports to hood, arched trunk door and box base, 203cm high
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