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Lot 1180
An Edwardian Sheraton revival standing corner cabinet with architectural pediment above a frieze inlaid with ribbon tied drapery the upper door glazed with astragal moulding bars and with satinwood, boxwood and ebony strung border, the projecting base with conforming frieze above a panelled door inlaid with a ribbon tied drape and oval patera inlaid with a basket of flowers, square tapered legs, 200cm high, 62cm wide, Circa 1905
Lot 615
A good Chinese hardwood display cabinet of unusually wide proportions, splayed form with finely carved pierced cresting above a glazed door within fruit trail ground, the four pillars finely carved with birds and fruit, glazed side panels, the base with conforming shaped frieze, scrolling legs with an under tier, 195cm high, 110cm wide max., late 19th Century
Lot 791
A George III oak cottage longcase clock the hood with swan neck pediment terminating in brass roundels with three ball and spire finials, the arched enamel dial painted to the top with a female figure in extensive landscape oval, floral spandrels, the cream enamel dial with subsidiary seconds dial and month aperture, inscribed "J Levy, & Co, Boston", eight day movement striking on a bell, the hood door flanked by a pair of brass capped tapered pillars, mahogany crossbanded trunk door, on plain plinth with shaped apron and bracket feet, 216cm high overall, Circa 1800 (faults and old restorations)
Lot 792
A George III oak cottage longcase clock the hood with swan neck pediment terminating in embossed brass roundels and three brass ball and spire finials, carved with brick work and dog tooth, the cream enamel dial inscribed to the arch "Thomas Regis ?, Cambridge", Arabic numerals with subsidiary seconds dial and month aperture, eight-day movement striking on a bell, floral painted spandrels, the hood with brass capped fluted tapered pillars, the trunk door with applied moulding to the lancet arched door, skirted plinth, shaped apron with bracket feet, 218cm high, Circa 1800
Lot 793
An Edwardian Granddaughter clock the mahogany case with domed hood enclosing an arched brass face the top with circular tablet inscribed "Thomas Page, Norwich", silvered chapter ring with Roman and Arabic numerals, matted centre dial with alarm dial with Arabic numerals, single train movement with verge escapement and alarm wheel, striking on two bells, 14cm dial, the hood with pair of moulded angles above a shaped figured trunk door and panelled base with outset ogee feet, 160cm high
Lot 112
As far as historic rally cars go, Subaru Impreza WRC97001 is one of the most important ever made' (David Lilywhite - Octane magazine, May 2010) 'To many, the mid 1990s was the heyday of the Subaru World Rally Team. Following the drivers' and manufacturers' double in 1995 and a further manufacturers' title in 1996, the blue and yellow Impreza was rapidly becoming the icon of the championship and Colin McRae one of rallying's great stars. 1997 brought in a new era in the World Rally Championship, with the introduction of the appropriately named World Rally Car formula. While some continued to compete with what were predominantly modified Group A cars, the new FIA regulations provided an opportunity to bring new manufacturers into the championship, who otherwise were unable to homologate suitable road cars. At Prodrive we seized the opportunity, and while our Group A Impreza was already very competitive, we went back to the drawing board to develop a new two door Impreza World Rally Car from scratch. The engineering team, led by David Lapworth, spent 1996 developing the new car, and by the last event of the season, Rallye Catalunya, we were able to unveil our new car to the world's press. Whilst at this very same event, Colin McRae gave the Impreza Group A a fitting send off by winning the Spanish rally and clinching a second manufacturers' title for Subaru. Chassis 001 was the car we unveiled and used as our primary test and development car. It was thanks to the many hours Colin and the other drivers spent at its wheel, that when it came to the car's debut at Rally Monte Carlo in January 1997, Piero Latti was able to claim victory and help Subaru go on and win a third consecutive manufacturers' title' (David Richards - Prodrive, 2009) Taking full advantage of the new WRC rules, Lapworth and his team liberated considerably more power and torque from the Impreza's force-fed 1994cc engine but without sacrificing reliability. Occupying almost an entire inner wing the newcomer's huge airbox was complemented by a similarly enlarged intercooler that sat in front of, rather than atop, the charismatic flat-four thus minimising heat soak. The turbocharger itself was little altered but revised inlet / exhaust systems saw outputs increase to 300bhp and 347lbft of torque. The use of a two- rather than four-door bodyshell brought a notable increase in torsional rigidity, while the new regulations also allowed the McPherson strut suspension to have longer travel. Less reliant on computer control than its successors, the WRC97 fed power to all four wheels via a six-speed manual gearbox and front / centre / rear differentials. Chassis 001 paved the way for its WRC97 sister cars to claim 119 stage wins and eight out of the fourteen World Rally Championship rounds between them. The eWRC-results.com website records Chassis 001 winning the 1998 Boucles de Spa Alphonse Delettre Rally in the hands of Gregoire de Mevius / Jean-Marc Fortin before being sold to Procar of Italy. Seemingly victorious on the Rali Vinho da Madeira, Rally Cyprus and Aviano Rally in 1999 that same year apparently saw it piloted by none other than nine-time motorcycle champion Valentino Rossi to eighth place on the Rally di Monza. The Subaru's accompanying FIA World Rally Car Technical Passport reveals that it contested the 1999 Acropolis Rally and 2001 Swedish Rally but retired from both due to mechanical failure. Driven on the latter event by Tomas Hrdinka / Petr Gross under the Styllex Tuning Prosport banner, the Impreza subsequently carried the duo to a handful of victories and podium placings. Rallied extensively in Ireland from 2002 - 2007, Chassis 001 proved competitive into its final season. Initially road registered as 'P555 WRC' but better known by its long-term moniker 'P18 WRC', the car had been given a superficial cosmetic refurbishment prior to entering the current ownership. Drawn to 'first editions', the vendor not only had Prodrive validate Chassis 001 but also commissioned them to restore it to 'original' condition (becoming the Banbury outfit's first heritage customer in the process). The car was renovated using only original SRT parts, many of which would be even more difficult to source today. Overseen by Prodrive sales manager Steve Smith and documented in an accompanying hardback book, the resultant rejuvenation remains highly impressive and a real credit to David Richards and his team. Acid dipping revealed that Chassis 001 had endured a busy rally life but amazingly still retained its original Prodrive bodyshell, which was painstakingly repaired by the same team who had fabricated it in 1996! Kevin Locke rebuilt the flat-four with a new stock closed-block and internals, plus the difficult to find SRT exhaust manifolds, after which it was set-up to run on super unleaded via a revised engine management map and suitable dyno testing. Fellow Prodrive staffer Darren Pentley overhauled the complete transmission and then tested it on Prodrive's unique transmission dyno before sign-off. A suitable handover ceremony marked the project's completion on 18th December 2009. The inscription in Chassis 001's restoration book from that day simply reads: "best wishes and congratulations on acquiring a very special car - David" The vendor sums up 'P18 WRC' as follows: "It's fantastic and nigh on bulletproof. Just fill up with 99 octane and launch. It's doubtful that there will ever be another Subaru rally car from the same period restored like this one if only because the correct SRT parts are so difficult to locate. Pattern parts might be produced in time but Chassis 001 is the real thing right down to the last detail" We can only echo his sentiments and invite you to buy an important part of motorsport history. The Impreza is currently looked after by McGeehan Motorsport - www.mcgeehanmotorsport.com - and Derek McGeehan is happy to talk to prospective purchasers about the car or indeed provide future maintenance.
Lot 12
The 12/6 was manufactured between 1932 and 1935 and offered with a whole range of different bodies, of which the Kestrel four-door Saloon was arguably the most practical, and the sale car an example. 'VY 4240' is finished in Cream over Black complemented by a Black fabric-covered roof and Tan-coloured leather interior trim. It is powered by a 'Special Series' triple carburettor version of the six-cylinder engine that drives through an 'all helical' four-speed manual gearbox. It was apparently restored in 2008 and then dry stored until now. It has recently been recommissioned with a fresh set of Blockley tyres and inner tubes. The vendor now regards the bodywork (complete with sliding sunroof), paintwork and interior trim as 'excellent', and the 12hp engine and transmission as 'very good'. He is selling this charming and rare Riley complete with tool kit, owners' manuals and a degree of history.
Lot 120
Successor to the well respected but somewhat staid 'pontoon' range, the W111 Series was introduced in May 1959. Soon nicknamed 'Fintails' due to their overt American and Italianate styling cues, the new models were built with safety and passenger comfort as a priority. Charged with translating Paul Bracq's elegant sketches into production reality, Karl Wilfert (body design) worked closely with fellow department heads Josef Muller (engines) and Rudi Uhlenhaut (chassis dynamics) to ensure that the W111 met chief engineer Fritz Nallinger's stringent expectations. Built around a monocoque, it featured independent coil and wishbone front suspension and a swing axle rear (the latter being tempered by a transverse leaf spring that brought welcome extra composure under cornering). Exhaustively tested on German, Austrian and Italian roads prior to release, the 'Fintail' proved to be so well honed that the factory team came first, second and third in the 1960 Monte Carlo Rally. Unveiled in April 1961, the flagship 'Fintail' - the 300SE - was given its own type designation of W112. Powered by a Bosch fuel-injected M189 2996cc straight-six engine (derived from that of the legendary 300SL 'Gullwing'), the luxurious newcomer was equipped with air suspension, four-speed automatic transmission, power steering, four-wheel disc brakes, leather upholstery and burr walnut veneers as standard. Initially available in four-door Saloon guise only, Mercedes-Benz's range topper could be had as a two-door Coupe or Convertible from March 1962 onwards. A decidedly handsome design (roof up or down), the 300SE Cabriolet enjoyed a notably pliant ride and effortless performance. Fearsomely expensive, the rakish soft-top accounted for just 708 sales between March 1962 and December 1967 (though, a mere 92 of those were to right-hand drive specification). First UK registered on 31st December 1964, chassis 11202322005461 is rumoured to have been supplied new to a diplomat who subsequently used it in South America, Australia and North America. Somewhat down at heel when acquired by Mercedes-Benz specialist Walter Nieuwkoop during 2004, the 300SE Cabriolet's subsequent restoration was chronicled in various issues of the UK Mercedes-Benz Club's Gazette magazine. As well as a bodywork rejuvenation and respray, the four-seater received attention to its fuel system, air suspension, cylinder head, hood and brightwork etc. Mr Nieuwkoop was awarded the '40th Anniversary Trophy' at the UK Mercedes-Benz Club's 2008 Christmas Dinner for the work he had put into the car. Further improved since entering the current ownership, the past four years have seen 'CCN 142B' benefit from a rejuvenated air suspension pump and four new air suspension bags (even though only one was leaking) plus the associated pipework. Additionally treated to a stainless steel exhaust and reconditioned automatic transmission not to mention the refurbishment of its Cream leather upholstery, the Mercedes-Benz has not long been serviced and MOT tested. Increasingly collectible, good examples of the 300SE Cabriolet are rightly sought after.
Lot 143
1 of just 195 XK120 Fixed Head Coupes built to right-hand drive specification, chassis 669108 was supplied new via Henlys of London to the famous lady racing driver Miss P.M. Burt. Road registered as `OLF 460' on January 1st 1954, the Jaguar was among Patsy's first competition cars. Driven by her in a variety of sprints and hillclimbs, it continued to chase silverware in the hands of second owner Robert Rees Esq. Though, an accompanying RAC Engineer's Examination Report dated 26th October 1961, by which time the XK120 had covered an indicated 81,639 miles and was up for sale with Performance Cars Ltd of Brentford, suggests that such spirited early use had done it no harm. Belonging to Donald Alan Clarke Esq. of Hampstead, London NW3 by May 1963 and still being MOT tested in the same locale five years later, `OLF 460' subsequently fell into disrepair. Having toyed with the idea of a Nigel Dawes' car (and indeed turned down a freshly completed example at £42,500), the late Richard Colton spent nigh on £80,000 acquiring chassis 669108 and having it transformed into his own version of an uprated XK120 Fixed Head Coupe. Overseen by Michael Stewart of Stewart's Classic Motors (who had achieved numerous concours wins with his own XK120 OTS), the project took a year to complete (1996-1997). Responsible for refurbishing the chassis and body, John Brown of Leaping Cats relocated the engine / gearbox mounts so that rack and pinion steering and a tubed XK140-type radiator with `closed circuit' cooling could be fitted. The suspension was enhanced via Leda telescopic rear shock absorbers, competition springs, one-inch diameter torsion bars and a stiffer anti-roll bar, while the brakes and rear axle were upgraded with four-wheel discs and a limited slip differential respectively. Aside from a Monza-style fuel filler and reprofiled arches (the latter necessitated by the presence of larger 15 x 6J wire wheels), Richard Colton wanted onlookers to be unaware of `all the goodies under the skin!' Built by Rob Beere, the 3.8 litre XK DOHC engine boasted: a straight-port cylinder head, lightened flywheel, electronic ignition, high capacity oil pump, alternator, Kenlowe fan, oil cooler, D-Type camshafts, triple SU carburettors, forged Accralite pistons, wide blade balanced / shot-peened rods, top hat cylinder liners and fabricated exhaust manifolds (the latter leading to a stainless steel system that was routed through the relevant chassis cross member to improve ground clearance). Developing 264bhp @ 5,500rpm and 268lbft of torque @ 4,000rpm, the straight-six was allied to a five-speed manual Getrag gearbox. To the interior, the area behind the driver's seat was re-shaped and the oddment box removed to liberate more legroom. Interior / map reading lights were added to the headlining and the wood veneer dashboard altered to accommodate separate oil and water temperature gauges. The speedometer recalibrated and the rev counter given an electric feed. Writing in the Jaguar Drivers' Club Newsletter (July 2006 issue), Richard Colton recalled that the rejuvenated Fixed Head Coupe's `first trip was a Rally Atlantique in France, a mixed marque event when it won the Most Desirable Car award. It has been to North America (JEC Anniversary Tour), JEC Millenium Tour of South Africa, Jabbeke Speed Trials (fastest XK, standing kilometre 27.68 seconds), Angouleme Circuit des Remparts, Wales, Scotland (Reivers and Highland Tour, 1,983 miles door-to-door), Entente Cordiale to Alsace, Loire Valley, Le Mans Historic, XK Club Alsace to Alps, and will be doing XK Club St Petersburg. It has also done many weekend and smaller trips in the UK'. Ever keen to increase his driving pleasure, Richard Colton commissioned Keith Fell of HRG Classic Jaguar to install a Vicarage power steering kit and polybush the front suspension during autumn 2006. Sparingly used in more recent years, `OLF 460' is thought to have covered some 27,000 post-completion miles. Recommissioned during the past few months with a new SU fuel pump etc, it would doubtless benefit from a thorough service / checkover but sounds decidedly purposeful when running and does not want for performance! Sympathetically improved for fast road / rally use, this beautiful and historic XK120 Fixed Head Coupe is offered for sale with Jaguar Daimler Heritage Trust Certificate, continuation buff logbook, expired FIVA Identity Card, numerous restoration photos and history file.
Lot 144
A serial Jaguar owner who had had the pleasure of piloting an ex-Ecurie Ecosse C-Type on the Mille Miglia Storica, the late Richard Colton commissioned `NBD 2' from Bryan Wingfield of DRL Engineering during summer 1991. A recognised master in his field, Wingfield's customer base at the time encompassed Francesco Scianna, Edward Harrison and Sir Anthony Bamford. One of only a few such `Lightweight' Roadster Evocations to be completed (some sources put the number as low as eight), it utilised a 1969 E-Type 2+2 donor car. The work of renowned specialist RS Panels, the re-born Jaguar's alloy monocoque was reinforced via the use of steel for its floor, front / rear bulkheads and internally braced sills not to mention a Safety Devices rollover bar. Lighter yet stiffer than its production equivalent, the resultant bi-metal structure was fitted with uprated suspension (rose-jointed anti-roll bars, adjustable shock absorbers) and more efficient brakes (XJ6 callipers). Built by Dave Butcher, the 3.8 litre engine featured D-type camshafts and triple Weber carburettors etc. Reputed to develop 282bhp and 275lbft of torque, the straight-six was allied to a five-speed manual Getrag gearbox. Riding on correct-type `peg drive' alloy wheels and clad with alloy outer panels, `NBD 2' is understood to have weighed 23.3 cwt with a few gallons of fuel aboard. Visually distinguished from a factory `Lightweight' by its more steeply raked windscreen, the two-seater also boasted a properly lined hardtop, Parchment leather / Chiltern Tweed upholstery and full carpet / door trims so as to make it a more civilised companion on long, fast road trips. Writing in the Jaguar Drivers' Club Newsletter (January 2007 issue), Richard Colton recalled that `The Wingfield Lightweight first moved on the road in August 1992. Since then it has covered many miles on the Continent, climbed all the major Alpine Rally passes, competed in the Rallye Pyrenees (x2), Prix des Alpes (x2), Rally Atlantique, Carrera d'Espagne, Euroclassic (x3), RAC Haynes Two-Days (x2) and Entente Cordiale (x3). It has been driven on the circuits of Goodwood, Silverstone, Castle Coombe, Snetterton, Thruxton, Zandvoort, Zolder, Nurburgring, Hockenheim, Clermont Ferrand, Montlhery, Chimay, Reims, Spa Francorchamps, Brno, Budapest, Mas du Clos and has ascended the hills of Prescott, Shelsey, Loton and Wiscombe. After all that it still feels as good as ever including when it recorded 143.6mph for the standing mile at the 2005 Woodbridge Speed Trials'. Thought to have covered some 25,000 miles since completion, `NBD 2' possesses an MOT certificate valid until August 2016 but would doubtless benefit from a thorough service / checkover before attempting another Speed Trial. Great fun to drive, it has been estimated that this handsome `Lightweight' Roadster Evocation would cost circa £150,000 to replicate today. Offered for sale with V5C Registration Document and history file.
Lot 146
Registering to Bid on the Ferrari 250 GT SWB from the Richard Colton Collection: - All Registrations to Bid either In Person, via Commission or on the Telephone must be made by 5pm on Tuesday 13th October 2015 - We require passport identification and a bank reference for the total amount, including commission, which you anticipate bidding to - A £5,000 refundable deposit will be taken upon registering and placed in our Client Account, which will be refunded after the auction - Internet Bidding will not be available on either vehicle For further information, please contact Colette McKay on +44 (0) 1925 210035. H&H are indebted to Ferrari historian and author Keith Bluemel, who has recently inspected chassis 1995GT at first hand, for the following report: 'The 1960 version of the 250 GT berlinetta was designed by Pininfarina and built at the Scaglietti works in Modena. It was first presented to the public at the 1959 Paris Salon, and bore a body style very similar to that of the late series (which are now termed "Interim" for differentiation purposes) berlinettas produced during that year, apart from the omission of the quarter window in the sail panel behind the door glass. The new model was built on a 2400mm wheelbase chassis, with factory type reference 539, and later 539/61. The designations "passo lungo" or "LWB" for the long wheelbase 2600mm chassis, and "passo corto" or "SWB" for the short wheelbase 2400mm chassis, are subsequently adopted terminology to distinguish between the two series of cars. The chassis construction followed the familiar practice of twin large oval section longitudinal members, with substantial cross bracing and a rectangular section front cross member. Suspension was independent coil spring and wishbone at the front, with a rigid rear end featuring semi elliptic leaf springs and radius arms to locate the axle, and hydraulic shock absorbers all round. This model was the first Ferrari production road car to be fitted with disc brakes as standard equipment, and unlike the preceding "LWB" 250 GT berlinetta series, which were all left hand drive, it was available in both left and right hand drive configurations. It was also available in two basic specifications, competition with an aluminium body, lightweight interior trim, and the engine in a higher state of tune, or in "Lusso" (luxury) road trim, when it was normally fitted with a steel body with aluminium opening panels. However, there was a great deal of overlap of the two basic specifications, dependent upon a specific client's wishes, therefore it is not unusual for some road cars to have full aluminium bodies, and/or a higher state of tune engine. The power unit was a further development of the original Colombo designed single overhead camshaft per bank V12 engine, with a capacity of 2953cc, via a bore and stroke of 73mm x 58.8mm, and factory type references 168B, 168, and 168 Comp/61, all with wet sump lubrication. The spark plugs were outside the vee of the block, and there was a bank of three twin choke Weber 38 DCN or 40 DCL/6 carburettors, and Solex C40 PAAI carburettors were also homologated, with a twin coil and rear of engine mounted distributors ignition system, to produce a claimed 220bhp to 280bhp, dependent upon specification. Weber 46 DCF/3 carburettors were a further homologated option, and these were used on the special 1961 competition engines, which together with bigger valves, special exhaust manifolds, and other fine tuning details, achieved the upper levels of power outputs quoted above. The engine was coupled to a four speed + reverse all synchromesh gearbox, which drove through a propeller shaft to the rigid rear axle, for which a range of ratios were available. The gearboxes of the competition cars had ribbed alloy castings, and the road cars normally had plain faced cast iron casings with a ribbed base. The overall design changed very little during the three year production run from 1960 to 1962. However, there are a number of detail differences that identify the period of production of a specific car. Visually they related to things like the addition of front and rear wing vents, the shape of the door window glass, the location of the fuel filler, size and shape of the radiator grille and myriad smaller details. In competition the 250 GT "SWB" berlinettas continued the run of success of the preceding "LWB" models, with three consecutive wins in the Tour de France Auto between 1960-62, winning the Tourist Trophy at Goodwood in 1960 and 1961, winning the GT category at Le Mans in 1960 and 1961, and in the Nurburgring 1000km in 1961 and 1962. These were just a few of the numerous class and overall wins achieved during its reign as the queen of the GT category. Chassis # 1995 GT was the second of only nine right hand drive versions of the 250 GT SWB Berlinetta imported into the UK by Maranello Concessionaires Ltd, and was ordered by them, unsurprisingly, on their order # 2 from the factory in March 1960. The invoice details to the original purchaser indicate that it was supplied in Racing Red, with a red leather interior, red carpets, a steel body, 3.77 rear axle ratio, Dunlop RS4 tyres and a limited slip differential. From the factory build sheets the engine was to semi-competition specification with a 9.5:1 compression ratio, 10mm lift camshafts, triple Weber 40 DCL6 carburettors with intake trumpets and cold air box, rather than an air filter box, and an Abarth completion exhaust system. The factory engine test sheet shows that it produced 252bhp when new on their dynamometer, verifying that it had some competition components in the engine. It was collected from the factory by a Mr R.E. Horning, the manager of Sea Corner Garage, Highcliffe, Hampshire, and transported to the UK on the Milan-Ostend sleeper train on 18 September 1960. He had collected the car on behalf of the new owner, the proprietor of Sea Corner Garage, a Mr E.R.W. Eyre, and upon its arrival in the UK was road registered on UK licence plate WRU 1. The invoice price to the client was £6,376-2s-6d, less a 10% discount, giving a sales figure of £5,926-2s-6d, in pre-decimal currency days. It is not known how long he retained the car, nor how long it was retained by subsequent owners, who included a Mr K. Wilson, a Mr G. Sinclair, Mr Brian Classic, Mr John Broad, Mr David Mulvaney and Mr David Brook, before being purchased by Richard Colton from Maranello Concessionaires Ltd in March 1976, when it is reported to have just had an engine rebuild by Graypaul Motors Ltd, and was showing 49,000 miles on the odometer. The car was owned by him for nearly 40 years, up to the time of his passing in March 2015. The car is no concours queen, but being the second of only nine RHD examples of the model originally imported into the UK, and having had a single owner for such a lengthy period of time, it has great provenance. In Richard Colton's own words "The car has never been "restored", but has always been well maintained on an "as necessary" basis. When you have had a car for so long you know all the things that need doing and you do them when they need doing." Between the time of him buying the car with 49,000 miles on the clock, and 2008 when it had 99,999 recorded miles, he clocked up over 50,000 miles, not only in general road use, but attending rallies and gatherings all over Europe, including Ferrari's 50th anniversary celebrations in the car's birthplace, Maranello, Italy, in 1997. The odometer currently reads 01805, so it has clearly not done many miles in the recent past. Click here for the full description.
Lot 18
Had it not been for Hillman's 14 model, it is doubtful if the company would have survived long enough to be taken over by Humber in 1928. It evolved from the 1327cc 9 model that had established Hillman as a recognised motor manufacturer, and featured: a 1953cc four-cylinder engine with detachable cylinder head; conventional four-speed non-synchromesh gearbox with righthand change; four-wheel cable operated brakes; and suspension by semi-elliptic springs all-round. The cost new in 1926, complete with Saloon body, would have been c.£345. Approximately 11,000 examples of the 14 were produced between 1925 and 1930. This delightful four-door Saloon version was tested and much enjoyed by The Automobile magazine in April 2002, at which time the Hillman belonged to a Sally Rossiter. The identity of the coachbuilder is uncertain, but thought to be Charlesworth. 'CJ 8772' is finished in a shade of Deep Blue and trimmed in Black. A very affordable, usable representative of the vintage era.
Lot 21
Lotus first applied the Elan name to its small Ron Hickman-designed two-seat Roadster of 1962. It comprised a steel backbone chassis clothed in a lightweight fiberglass body. Power came from a 1,558cc Cosworth twin-cam version of Ford's ubiquitous 'Kent' engine. With independent suspension all round and four wheel disc brakes, the Elan was both light and nimble. It was, however, lacking in space and in June 1967 Lotus introduced another Hickman masterpiece - the Elan +2 Coupe for those that needed more accommodation. Based on a suitably lengthened/widened version of its smaller sibling's chassis, the newcomer enjoyed better aerodynamics and superior grip (thanks to a 0.30 drag co-efficient and six-inch wider track/fatter tyres). And, as the name suggests, it offered two extra seats - in the company's own words, 'The +2 is designed to carry two adults and two children on a long holiday in comfort'. The +2S version was introduced in 1969 and brought such cosmetic improvements as remote boot release and flush fitting interior door handles, plus an improved exhaust system. The very tidy-looking +2S offered is finished in Silver and trimmed in Black. It was evidently the subject of a restoration some 15 years ago, at which point the original backbone chassis was replaced with a new galvanised one, the twin-cam engine overhauled, and the Lotus completely repainted. Six years later the water pump, timing chain and dampers were all replaced and uprated driveshafts installed. The vendor informs us that the Elan nowadays 'drives very well and has been in regular use'. He presently views the bodywork, interior trim, engine and four-speed manual transmission as being in 'good' condition and the paintwork as 'fair'. The Lotus comes complete with sunroof and an extensive history file that includes the purchase and other invoices dating back to 1971, MOTs back to 1975 and photos of the restoration.
Lot 23
- The subject of a five-page article in Mercedes Enthusiast magazine (June 2013 issue) - Treated to an engine overhaul, bare metal respray and re-trim in leather between 2002 and 2008 - Recent £6,000 expenditure on brakes, suspension, engine / gearbox mounts, re-chromed bumpers, fresh tyres and servicing etc. - 1 of 14,173 220SEb Coupes made. Fuel-injected 2195cc straight-six engine allied to four-speed manual transmission. Via the W111 'fintail' series of 1959, Mercedes continued its practice of offering special two-door Coupe or Roadster versions of its Saloon cars, and the 220SEB took this supreme elegance to a whole new level. Based on the flagship S-class W111 'fintail' Saloon, with its signature upright headlights and imposing traditional Mercedes-Benz grille, the Coupe comprised a light and airy pillarless glasshouse over a distinctive two-door body. The 220 Coupe was very well appointed inside, featuring Mercedes textured leather and wood trimmings. The model's 2195cc, SOHC engine employed mechanical fuel injection of the same type as the 'Pagoda' SLs - its 120bhp being sufficient to propel the car at up to 106mph. The suspension comprised wishbones and coil springs at the front and low-pivot swing-axles with radius arms and coil springs at the rear. The resulting ride was very statesmanlike. A total of some 14,173 220SEB Coupes were built between 1961 and 1965 when the run was terminated. 'AAP 122B' vacated the Stuttgart production line in 1964. Its Red two-door Coupe bodywork is complemented by Cream leather interior trim, ivory-coloured steering wheel and wool carpets, and a wood facia. In 2002 it was treated to a comprehensive engine overhaul by Top Marques; in 2005 it benefited from a full bare metal respray, and in 2008 the interior was completely refurbished. Having been garaged ever since, it is still classed by the vendor as having 'very good' bodywork, paintwork, interior, straight-six engine and manual four-speed gearbox. Nevertheless the underside has just received a repaint and protection against the elements, as well as a service and fresh MOT. Furthermore, £6,000 has been invested in the brakes, suspension, engine and gearbox mounts, rechroming, new tyres etc. The 220 is now offered complete with a selection of invoices, old MOTS and a copy of the Mercedes Enthusiast magazine in which 'AAP 122B' starred in 2013.
Lot 25
Overseen by the combined talents of W.O. Bentley and Frank Feeley, the LG45 was a notable blend of luxury and performance and well received by its public. Model revisions were known as 'Sanctions'. The Sanction Two cars of 1936 brought twin Scintilla Vertex magnetos, while the Sanction Three ones of 1936/1937 featured: an improved cross-flow inlet manifold that was cast integrally with the cylinder head and to which the carburettors were now bolted directly; a lightened flywheel that allowed engine speeds of up to 4,000rpm; and a rear stabiliser bar to improve handling and roadholding. The LG45 was offered in Tourer, Drophead Coupe and Pillarless Saloon guises, or as a bare chassis for those favouring bespoke coachwork. Total production of the model is understood to have been around 278, some 150 of which are thought to survive today. The lovely LG45 on offer is a Sanction Three Pillarless Saloon. It retains its original 4.5-litre Meadows engine, which was overhauled in 1979 by the previous owner, who evidently retained the car for some 25 years or so. '759 YUB' is finished in a lustrous combination of Maroon and Red that, though applied a while ago, still presents very well. We understand the body timbers are 'in fine order' and the door shuts 'excellent'. The front seats fold forwards, allowing easy access to the rear. The Lagonda rides on colour-keyed wire wheels, a pair of spares for which are located under aluminium covers mounted on the front wings. In recent times the Lagonda was treated to a major internal refurbishment that involved a complete retrim in Burgundy leather and the installation of matching carpets. The vendor informs us that the vehicle 'performs superbly, being considerably quicker than the equivalent Derby Bentley - the Meadows engine starts easily and operates effortlessly'. A splendid-looking example of a rare breed.
Lot 30
One of the first manufacturers to successfully experiment with overhead valvegear, Buick was also the keystone on which William C Durant founded his General Motors Empire in 1908. Known for the quality and sophistication of its designs, the Flint-based concern produced some 19,051 cars in 1912. Finished in Red with Red upholstery, this particular three-door, four-seater Tourer is described by the vendor as being in 'good' condition with regard to its four-cylinder OHV engine, three-speed manual transmission, electrical equipment, bodywork and paintwork, while he rates the interior trim as 'OK'. Reportedly dating from 1912 and further understood to be in the process of having a UK V5C Registration Document issued to it by the DVLA, this appealing Edwardian Buick sports a wooden bulkhead, Black hood and artillery wheels shod with 'Non-Skid' tyres.
Lot 33
- Ford 289ci V8 powered for c.40 years Introduced in October 1953, the AC Ace was essentially a reworked version of 'LOY 500' the handsome John Tojeiro designed sports racer with which motor trader Cliff Davis had notched up six wins and four seconds that season. Lured into collaboration with the Thames Ditton manufacturer by the promise of a £5 per car royalty fee, Tojeiro ensured that the new model's ladder-framed tubular chassis enjoyed the same handling prowess as its competition forebear by equipping it with all-round independent transverse-leaf suspension. Styled after 'LOY 500' (itself modelled on the Carrozeria Touring clad Ferrari 166 MM Barchettas), the Ace was arguably even more handsome. Initially powered by AC's own 1991cc OHC engine, the availability from February 1956 onwards of another straight-six in the guise of Bristol's tuneable 1971cc unit gave the aluminium-bodied sports car a welcome boost in both sales and performance. Upgraded with optional Girling front disc brakes in 1957, Ace Bristols achieved considerable success at Le Mans (1957: 2nd i/c, 1958: 2nd i/c, 1959: 1st i/c) as well as dominating the Sports Car Club of America's production championship for classes E (1957-1959), D (1960) and C (1961). According to the letter on file from Club Registrar Tony Bancroft, this particular left-hand drive example - chassis number BEX235 - was despatched from Thames Ditton on 7th December 1956 and delivered to Jack Fernandez in Caracas, Venezuela. As well as being the Venezuelan AC importer, Fernandez was a keen racer and competed with several early Bristol-engined Aces, similar to the one offered here, in both South and North American events. No mean driver, he is known to have taken part in the Sebring 12 hours among other high profile meetings. Although there is no documentary evidence to confirm the supposition, being such an early car it is possible that Fernandez campaigned BEX235 and indeed one American website lists it as having been raced in Venezuela for two years. Competition success obviously gave Mr. Fernandez a great deal of favourable publicity which resulted in Venezuela becoming the third biggest export market for Ace-Bristols, behind only the USA and France and well ahead of anywhere else. The two-seater eventually ended up in North America and by the 1970s - perhaps earlier - had been fitted with its current, 1965 date-stamped Ford 289 cu in (4.7 litre) V8 engine and T10 gearbox. Pleasingly, the history file contains photographs of the car taken in the early 1980s appearing largely as it does today. By 1991 BEX235 belonged to the US firm Southern Classics and thereafter it passed through the hands of Ron Leonard, well known marque aficionado and proprietor of the AC Exchange in Colorado, and Peter Fisher, while its last American custodian was Tony Carpenter of Marietta, Georgia. The V8 conversion was carried out without any major changes to the body or chassis. Although the car's original chassis plate has been lost at some time, the chassis number stampings remain clearly visible on the bonnet, boot hinges and both door hinges and tally with the letter of authenticity from Tony Bancroft, official registrar of the AC Owners Club. Upon its return to the UK, the car benefited from a suspension overhaul including new Spax shock absorbers, kingpins and bushes plus the fitment of a rack and pinion steering conversion supplied by well known Club member Ben Yates (which had been developed in conjunction with John Tojeiro). Drawn to the re-engined Ace's obvious performance potential not to mention its similarity to an early / prototype Shelby Cobra, the vendor acquired BEX235 for his Scottish collection during late 2009. Despatched to Ian Nuthall of IN Racing not long thereafter, a thorough check over resulted in '124 XUX' receiving replacement propshaft bearings and new Black leather upholstery. Sporting a set of desirable Marchal `Fantastic' spotlamps and `Le Mans-style' nose cowl, this tempting AC is offered for sale with the aforementioned letter of authenticity, V5C Registration Document and sundry paperwork.
Lot 36
A long-forgotten marque, Humber was once a name to conjure with, as demonstrated by the stunning vintage Saloon now offered. One of few such models remaining, and extraordinarily original, it's apparently travelled just 25,000 miles from new. It retains its original 2815cc engine, four-speed gearbox and leather cone clutch. The front axle is brakeless, as per the period, and the Humber rides on artillery wheels shod with beaded edge tyres. It is finished in finished in 'show quality' Black over Blue, while the ornate Grey interior is trimmed in Bedford cord. The Humber is full of charming touches - entry is via the rear compartment, the front seats swivelling to allow forward access, and the interior boasts hat racks, ornate period door pulls and masses of brocade trimming. Both male and female requisite sets are present and complete. Being sold with a large quantity of spares, 'CE 7392' makes a fine alternative to a 20hp Rolls-Royce.
Lot 43
PLEASE NOTE: The offside rear door handle has broken in the last couple of days and the face piece is stored in the Documents Office. The history of Maserati is a tangled web, but has resulted in some great cars. Formed by the Bologna-based Maserati brothers it was taken over by steel magnate Adolfo Orsi in 1937. It was during his son's reign that the first Quattroporte was born (it is amazing how 'four doors' sounds so exciting in Italian!). By 1971 the company was in the hands of CitroÙn and the second Quattroporte was based on an SM chassis. As CitroÙn declared Maserati bankrupt just four years later, it would also have been the last Quattroporte had the workers not forced the creation of a public company and the appointment of Alejandro De Tomaso to run it. Quattroporte number three was born under his charge. This lefthand drive, matching numbers example cost in excess of £89,000 when delivered new to a Swiss diplomat in 1986, and has had just four keepers to date. It is a pretty rare motorcar too, as there were just 2,143 Quattroporte III's produced all told, 1,806 of which were 4.9-litre automatic variants, of which this is one. It is finished in the splendid combination of Dark Aquamarine Blue bodywork teamed with Deep Tan leather interior trim. 'C906 LOX' currently displays a total of 137,400 kilometres, yet is felt by the vendor to be in 'concours' condition, having enjoyed a bare metal respray, £9,000 engine overhaul and the fitment of countless replacement parts in recent times. It certainly appears to have been retained in tip top order throughout its life, with its maintenance record showing no less than 36 visits to specialists for the purpose of service or repair and has just been serviced at Armari supercars at the cost of £2,756. This desirable Maserati is now offered with a huge file of books, paperwork and related magazine articles. A rare opportunity.
Lot 56
It was in 1934 that BMW began work on the car that would largely underpin its immediate future, the 326. The development was the responsibility of Fritz Fiedler and Alfred B÷ning and the design that of Peter Schimanowski. It was powered by a six-cylinder OHV engine of 1971cc and featured such advanced technical features as hydraulic braking and rack and pinion steering. It was offered in Saloon, and both two and four-door Convertible guises. In 1936 came the immortal 328 Roadster, the stunning two-seater that dominated the 2-litre race class in which it competed and achieved outright victory in the 1940 Mille Miglia. Somewhat confusingly, the less dramatic but graceful and highly successful 327 followed a year behind the 328, and was aimed at an altogether different market. A four-seater motorcar based on a shortened version of the 326 chassis, it was offered as a two-door Coupe or Cabriolet. There were two engine options, the more powerful of which utilised the lusty unit from the 328. Records show that 1,965 327s were built between 1937 and 1941, and a further 505 between 1946 and when production of the model ceased in 1955. The styling was again the work of Peter Schimanowski and lent itself to the two-tone paintwork that adorned many examples of the breed. The magnificent lefthand drive sale car was manufactured by Bayerische Motoren Werke (BMW) in December 1939. It features White Cabriolet bodywork contrasted by White-piped Black interior trim and was equipped from new with the more powerful of the engine options, that's fed by an impressive trio of carburettors. The BMW's history file contains a copy of a previous V5 showing that prior to March 1988 it was owned by an Alan Warner of Itchen Abbas near Winchester. In March 1988 the registration was changed in favour of Waxoyl, then of Radlett, Herts. However, it would seem that to all intents and purposes it was still Warner's car, and it was through him the vendor acquired it in February 1990. At this point it was entrusted to TT Workshops of Westbury, Wiltshire, who set about restoring the chassis, body, mechanical components and electrical system. The BMW has subsequently been used in Italy, France, Switzerland and the UK without any problems, and the vendor currently classes the bodywork, interior trim, engine and transmission as 'good', and the paintwork as 'fair'. A splendid-looking period BMW of enduringly practical design.
Lot 63
- 308 cu in straight-six engine with 'Power Dome' cylinder head and 'Twin H-Power' Carter carburettors - 'Step Down' chassis with independent front suspension, live rear axle and four-wheel hydraulic drum brakes - Hudson Hornets won 22 of the 37 NASCAR Grand National Races in 1953 (the marque also dominated the 1952 and 1954 seasons) - Automatic transmission, DeLuxe radio, dual exhaust, 12-volt alternator update, electronic ignition, electric fan - Believed but not warranted to have covered less than 40,000 miles Hudson's low-slung Hornet model was produced between 1951 and 1954, and from 1952 onwards featured the previously optional `Twin H-Power' engine as standard - essentially a 308ci (5.0-litre) straight-six unit with a twin carburettor induction system incorporating notably large orange-cased filters. The output ex-factory was 170bhp, however, the unit was capable of far higher figures in the hands of such Works-supported stock car drivers as Marshall Teague, Herb Thomas and Tim Flock. Hudson was the first manufacturer to get truly involved in this branch of motorsport and completely dominated the scene throughout the early `50s. Teague finished the 1952 AAA season with a 1,000-point lead over his nearest rival, winning 12 out of the scheduled 13 events in his `Fabulous Hudson Hornet'. In total, Hudsons won 27 of the 34 NASCAR Grand National races in 1952, 22 of 37 in 1953 and 17 of 34 in 1954 - quite a record for a road car with genuine luxury credentials! Finished in Cream over Dark Metallic Green with Green / Grey cloth upholstery, this stylish Hornet Club Coupe is reportedly equipped with a special order `7X' engine that allies a 232 cylinder head and uprated exhaust headers to the aforementioned `Twin H-Power' carburettors. The Hudson is also understood to benefit from a 12-volt alternator conversion, electronic ignition and electric fan, and is thought by the vendor to have travelled less than 40,000 miles from new. He presently rates the meaty engine as `superb', and the two-door bodywork, two-tone paintwork, plush interior trim, and automatic transmission as all being in `very good' order. In summary he volunteers that `the Hornet is in very good overall condition, and runs and drives very nicely'. A pleasing example of a rare breed, the motorsport versions of which were simply unbeatable in their day.
Lot 71
The upgrades that distinguished Rolls-Royce's Shadow II from the first model included: rack-and-pinion steering; revised front suspension geometry; and a change of carburettors, exhaust and cooling fans aimed at improving fuel consumption. More visible were the rubber-tipped bumpers, deeper radiator shell, different door handles, bib spoiler below the front bumper and new style (spring-back) door mirror that was adjustable from inside the car. The Long wheelbase versions of the Shadow II were endowed with the Silver Wraith name and most had the additional distinguishing features of Everflex roof, opera-style rear window and different wheel covers. This lovely-looking Wraith II comes with Chestnut-coloured bodywork and matching leather upholstery. The vendor informs us it has just sailed through its MOT without any advisories and benefits from a recent brake overhaul and new Avon Turbosteel tyres. 'AEL 350T' comes with service book containing 17 stamps, handbooks, invoices, old MOTs etc, and currently displays 39,137 recorded miles.
Lot 85
Long before the ubiquitous Willys Jeep had been conceived, the Willys-Overland Motor Company was a major producer of tough and reliable family automobiles - in fact from 1912 to 1918 only the mighty Ford Motor Company is thought to have produced more cars for the American market. The four-door righthand drive Type 69 Tourer on offer was evidently imported from the USA by the previous owner in 1991, with the vendor acquiring it in 2006. Its four-cylinder engine drives through a three-speed manual gearbox and 'DS 9636' sports Black bodywork and interior trim and rides on varnished artillery wheels. The car comes complete with an electric starter and both the gearbox and rear axle have been overhauled this year. The vendor now classes the engine and interior trim as 'good' and the bodywork and paintwork as 'fair.' Accompanied by a VCC Dating Certificate that was issued in 1993, the Willys has been extensively used on various VCC events including last year's WWI Tour starting in London and proceeding to France and Ypres in Belgium.
Lot 88
This attractive-looking example of Britain's favourite sports car has Mid Blue bodywork complemented by a Light Tan interior. It's a four owner example that was removed from the road in 2002 and restored over the ensuing seven years, since when it's travelled less than 4,000 miles. The history file contains invoices totalling in excess of £15,000 and the work carried out included a conversion from rubber to chrome bumpers, during which the ride height was lowered to that of the earlier cars. 'KKR 336P' benefits from a handling kit and Spax dampers all-round. Its impressive specification further includes: oil cooler and braided pipes; overdrive; silver coloured wire wheels; wood rim steering wheel; Pioneer radio/CD player; stainless steel door treads; locking fuel cap; and car cover. The vendor classes the bodywork, paintwork, interior trim, four-cylinder engine and four-speed manual gearbox as all being in 'good' order and says the venerable MG 'drives exceptionally well'.
Lot 89
- Hidden from public view for the past 40 years - The first of three Aston Martin DBS V8 chassis re-modelled by Ogle Design, chassis DBSV8/10380/R was the original 'Sotheby Special'. - Displayed at the Montreal Motor Show and Geneva Salon during 1972 - Prototype fuel-injected V8 (engine number: V535/002/P), five-speed manual gearbox - GRP bodywork with extensive glasshouse supported by Reynolds tubing A recent letter to the vendor from the manager of Aston Martin Heritage Operations that accompanies this 'barn find' sums the car up perfectly: "I am able to confirm that the above vehicle was shipped to Ogle Design of Letchworth, Herts in 1971 by Aston Martin as the prototype for the Sotheby Special Project, financed by W.D. & H.O. Wills Ltd. This vehicle is the first of three Sotheby Specials produced at Ogle Design." The vendor purchased this historically interesting Aston Martin (chassis No. DBSV8/10381/RC) very much in its current state in the mid-1970s from a Mr Pepper, who was then employed by Ogle and had responsibility for organising the car's disposal. Research into the cars serial numbers have proved the prototype fuel-injected engine to have been built in 1967 and the DBS V8 chassis in 1970-1971. Ogle constructed the bodywork from glassfibre, while the extensive glasshouse above the waistline was formed in Perspex, supported on a tubular frame of Reynolds 531 - a steel once very popular with the cycle racing fraternity. The rear panel was made of a single sheet of satin stainless steel with holes inserted for no less than 22 rear lamps - the harder the driver braked, the more lights were illuminated. The headlamps were secreted behind a pair of pneumatically operated panels that would automatically drop down when the lamps were in use. Also of note is that the car had a single transverse rear seat, presumably making the Ogle the only post war three-seater Aston Martin. The vehicle was finished in Dark Blue adorned with Gold pin striping and unveiled as a centrepiece of the Montreal Motor Show of January 1972. It also appeared at the ensuing Geneva Salon a couple of months later, and was reviewed by Raymond Baxter for the then popular television programme 'Tomorrow's World'. The Sotheby Special certainly seems to have impressed Motor magazine, as they devoted their January 15, 1972 front cover to the car. Unfortunately, history relates that Wills's Sotheby brand of cigarette was not a great success and, now redundant, the motor show car (that had never been road registered), was partially stripped for parts and placed in storage. Indeed, according to the vendor, it has seen the inside of several barns over the subsequent 40 plus years, in particular - Bonners Farm near Luton, Tallents Farm near Hitchin and Crook Corner Riseley. One way and another it has been hidden from public view for a very long time until now, when it being offered for sale in genuine 'barn find' condition. It is still equipped with its manual five-speed gearbox. The paintwork is original but, like the rest of this historically fascinating vehicle, is now in need of restoration. The vendor informs us that some of the Triplex glass remains with the car, as do the door cards and radiator, and that the alloy wheels were apparently re-painted in the late '70s. Aston Martin has volunteered that it will be happy to help the next keeper get the vehicle road registered and would also be delighted to carry out the restoration if required. What better project for the upcoming winter!
Lot 9
- 3 previous keepers and c.97,000 miles - Green logbook, handbook, warranty and service booklet - Assorted old MoTs and service history Based on a design exercise by the Swedish-born Pelle Petterson whilst working at Frua, the Volvo P1800 sports car was officially unveiled at the January 1960 Brussels Salon. Not entering production for a year, the newcomer's sleek two-door monocoque bodyshell was equipped with independent front suspension, a coil-sprung 'live' rear axle and disc / drum brakes. Powered by a 1782cc OHV four-cylinder engine (complete with five-bearing crankshaft and twin SU carburettors) allied to a four-speed manual gearbox, it was capable of over 100mph. A Sussex car all its life, the accompanying V5C records LNJ 78E has enjoyed just 3 owners in its 48 years. Finished in red with black leather and displaying some 97,000 miles, the vendor describes it as being in "very good" condition regarding its bodywork, paint and engine, whilst the interior shows some signs of use commensurate with its age. Offered with a nice history file including a green logbook, handbook, warranty and service booklet, assorted old MoTs and invoices.
Lot 90
At the dawn of the 1930s with the reverberations of 'Black Friday' felt worldwide, competition between carmakers grew increasingly desperate. Thus, while WO Bentley sought to refine his 8-litre, Rolls-Royce responded by dabbling with a sports car concept. Their concerns as to the branding of 'Peregrine' (as the project was labelled internally) were alleviated by Bentley's collapse in 1931. Outflanking rivals D. Napier & Son, they acquired Bentley wholesale for £125,257. With a department brief that 'the new car must be as unlike the Rolls-Royce models as possible'. Derby engineers set about preparing 'Peregrine' for flight. Built on a 'double-dropped' chassis. the newcomer employed a tuned version of the Rolls-Royce 20/25's 3,669cc OHV straight-six engine. Boasting twin SUs, wilder camshaft, strengthened con-rods and higher compression ratio, it developed around 120bhp without compromising on refinement. Equipped with the 20/25's four-speed manual gearbox, high-geared steering and hydraulic dampers, the resultant 'Silent Sportscar' was unveiled to great acclaim at the August 1933 Ascot Races. Chassis No.B54AH was sold new to Colonel E W Margesson in 1934 and clothed in an all-alloy, Close Coupled Saloon body by Park Ward. The coachwork is attractively finished in two-tone Grey while the contrasting interior features eye-catching Red leather upholstery, matching carpets and re-varnished wood cappings. The engine was apparently overhauled a few years ago, and an oil filter conversion carried out; since when 'PO 9559' has travelled just 2000 miles. In addition: the rear axle has been refurbished, the road springs renewed, and the wheels overhauled with new stainless steel spokes and treated to new spinners. The Bentley is being sold complete with its original mascot and a set of newly re-plated door handles. The vendor regards this delightful Derby as 'pretty and ready to enjoy' and grades the engine, gearbox and interior as 'A1' and the coachwork and paintwork as 'good'.
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