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1959 Jaguar XK150SE 3.4-Litre Drophead CoupéRegistration no. WYN 628Chassis no. 827452DN*Present ownership since 2011*Maintained by marque specialists Twyford Moors for the last ten years*Numerous sensible upgrades*Five-speed gearboxFootnotes:What would turn out to be the final glorious incarnation of Jaguar's fabulous 'XK' sports car family arrived in 1957. As its nomenclature suggests, the XK150 was a progressive development of the XK120 and XK140, retaining the same basic chassis, 3.4-litre engine and four-speed Moss transmission while benefiting from a new, wider body that provided increased interior space and improved visibility courtesy of a single-piece wrap-around windscreen, replacing the XK140's divided screen. Cleverly, the new body used many XK120/140 pressings, the increased width being achieved by means of a 4'-wide central fillet. A higher front wing line and broader radiator grille were other obvious differences, but the new model's main talking point was its Dunlop disc brakes. Fade following repeated stops from high speed had been a problem of the earlier, drum-braked cars, but now the XK had stopping power to match its straight-line speed. Introduced in the spring of 1957, the XK150 was available at first only in fixed and drophead coupé forms, the open roadster version not appearing until the following year. At 190bhp, the engine's maximum power output was identical to that of the XK140 so performance was little changed. 'Special Equipment' and 'S' versions came with 210 and 250bhp respectively. Overdrive and a Borg-Warner automatic gearbox were the transmission options, the latter becoming an increasingly popular choice, while a Thornton Powr-Lok limited-slip differential was available for the XK150S. Steel wheels remained the standard fitting, though XK150s so-equipped are a great rarity, as most were sold in SE (Special Equipment) specification with centre-lock wire wheels. Its present owner purchased this XK150SE from Twyford Moors in November 2011, at which time TM were commissioned to fit electronic ignition and a Kenlowe electric fan and expansion tank. Other notable features include a five-speed gearbox; alloy radiator (fitted March 2021); Moto-Lita four-spoke steering wheel; vehicle tracker; and a diaphragm clutch, the latter installed in September 2013. In 2020/2021 the entire hood, upholstery, and chromed fittings were renewed, while the brakes were overhauled recently. The XK sits on colour-coded (black) wire wheels and comes with its original chromed set. Serviced exclusively by Twyford Moors for the last ten years and freshly MoT'd by them in August, the car has been garaged in dry, secure accommodation throughout the present ownership. A wonderful opportunity to acquire a sensibly upgraded XK150 drophead, benefiting from long-term professional maintenance.For further information on this lot please visit Bonhams.com

The Stan West Collection1926 Bentley 3-Litre TourerCoachwork by I. Wilkinson & Son Ltd, DerbyRegistration no. YM 4769Chassis no. AP307*Speed Model engine*Formerly owned by Victor Gauntlett*Acquired by Stan West in 2011*Maintained by P&A WoodFootnotes:With characteristic humility 'W O' was constantly amazed by the enthusiasm of later generations for the products of Bentley Motors Limited, and it is testimony to the soundness of his engineering design skills that so many of his products have survived. From the humblest of beginnings in a mews garage off Baker Street, London in 1919 the Bentley rapidly achieved fame as an exciting fast touring car, well able to compete with the best of European and American sports cars in the tough world of motor sport in the 1920s. Bentley's domination at Le Mans in 1924, 1927, 1928, 1929 and 1930 is legendary, and one can only admire the Herculean efforts of such giants as Woolf Barnato, Jack Dunfee, Tim Birkin and Sammy Davis, consistently wrestling the British Racing Green sports cars to victory. W O Bentley proudly unveiled the new 3-litre car bearing his name on Stand 126 at the 1919 Olympia Motor Exhibition, the prototype engine having fired up for the first time just a few weeks earlier. Bentley's four-cylinder 'fixed head' engine incorporated a single overhead camshaft, four-valves per cylinder and a bore/stroke of 80x149mm. Twin ML magnetos provided the ignition and power was transmitted via a four-speed gearbox with right-hand change. The pressed-steel chassis started off with a wheelbase of 9' 9½', then adopted dimensions of 10' 10' ('Standard Long') in 1923, the shorter frame being reserved for the TT Replica and subsequent Speed Model. Rear wheel brakes only were employed up to 1924 when four-wheel Perrot-type brakes were introduced.In only mildly developed form, this was the model that was to become a legend in motor racing history and which, with its leather-strapped bonnet, classical radiator design and British Racing Green livery, has become the archetypal Vintage sports car. Early success in the 1922 Isle of Man Tourist Trophy, when Bentleys finished second, fourth, and fifth to take the Team Prize, led to the introduction of the TT Replica (later known as the Speed Model) on the existing 9' 9½' wheelbase, short standard chassis. Identified by the Red Label on its radiator, the Speed Model differed by having twin SU 'sloper' carburettors, a higher compression ratio, different camshaft and the close-ratio A-type gearbox, the latter being standard equipment prior to 1927 when the C-type 'box was adopted. These engine changes increased maximum power from the standard 70 to 80bhp and raised top speed to an impressive 90mph. Other enhancements included the larger (11-gallon) fuel tank and (usually) Andre Hartford shock absorbers. Bentley made approximately 1,600 3-Litre models, the majority of which was bodied by Vanden Plas with either open tourer or saloon coachwork.Michael Hay's authoritative work, Bentley, The Vintage Years, records the fact that 'AP307' (engine same number) was completed on the standard 9' 9½' wheelbase chassis with all-weather coachwork by James Young. The registration is recorded as 'YM 4769' and the first owner as a Major V G Whitla. The car is now fitted with engine number '842', formerly in Speed Model chassis '855'. (It should be noted that the accompanying old-style V5C registration document lists the original engine number.)The V5C shows that the Bentley was formerly owned by one Michael Owen (from 1st May 1983) and immediately before him by Victor Gauntlett, one-time Chairman of Aston Martin, who registered the car in 1982. Stan West acquired 'YM 4769' in November 2011. The car is known to have belonged to Mr R Hahnenberger of Uppsala, Sweden during the intervening period, as evidenced by bills on file issued by Jonathan Wood in 2009 totalling £26,304. Accumulated during Stan West's ownership and mostly dating from 2011, there are other bills from marque specialists P&A Wood totalling in excess of £59,000, together with a quantity of MoT certificates.For further information on this lot please visit Bonhams.com

1966 Ford Lotus Cortina MK1 Sports SaloonRegistration no. FHJ246DChassis no. 4362065*Rebuilt in 1977 using a genuine Lotus Cortina bodyshell*Restored again in the late 1990s*Authenticated by the Lotus Cortina Register*Featured in Classic Ford magazine*Four large history filesFootnotes:This Lotus Cortina was restored in the late 1990s by two 'performance Ford' enthusiasts, Paul Edwards and Rob Sloan, and shortly after completion was featured in Classic Ford magazine (July 2000 edition, copy available). The car had been advertised in Classic Ford, and at the time of acquisition was finished in black with a brown vinyl roof. A copy of the Lotus Cortina Register newsletter on file reveals that the car had been rebuilt in 1977 around a genuine Lotus Cortina 125E bodyshell by its then owner, Mr Robert Yuill of Essex. Apparently, the bodyshell had been used for experimental purposes by an engineering company, and Mr Yuill had been able to obtain it when the firm went bust. Following the rebuild, the DVLA issued a 1977 registration, 'TMP 86S'.Rikki Nock, Membership Secretary and Registrar of the Lotus Cortina Register, was able to confirm that this car's chassis number (as recorded on the V5C document) relates to an example manufactured probably around November/December 1965, and that '4362065' is the 2,065th right-hand drive example built. Eventually, and again with help from the Register, the DVLA issued a more appropriate age-related (1966) registration: 'FHJ 246D'. When Messrs Edwards and Sloan returned the rebuilt car to the road circa 2000, it had been out of action for some 12 years. The current vendor purchased the Cortina in 2018, the previous owner acquiring it in 2015. Previous to this, the car was the property of a Mr Meale of London, who acquired it in March 2004.The large history file contains a substantial amount of paperwork and all photographs taken while the car was undergoing its full restoration. The latter included the engine (rebuilt with 'unleaded' valve seats and 'fast road' cams), mechanicals, and body, the latter being refinished in classic Ermine White with contrasting green stripe. The files also contain the aforementioned press cuttings.For further information on this lot please visit Bonhams.com

1960 AC Aceca CoupéRegistration no. 2331 PXChassis no. BE785*Desirable Bristol-engined model*Present enthusiast ownership since 2000*An older restoration*Exceptionally well maintainedFootnotes:The success of independent racing car builder Cliff Davis' Tojeiro sports-racer prompted AC Cars to put the design into production in 1954 as the Ace. The Davis car's pretty Ferrari 166-inspired barchetta bodywork was retained, as was John Tojeiro's twin-tube ladder frame chassis and Cooper-influenced all-independent suspension, while the power unit was AC's own venerable, 2.0-litre, long-stroke six. Designed by AC's founder John Weller, this overhead-camshaft engine originated in 1919, and with a modest 80bhp (later 100bhp) on tap, endowed the Ace with respectable, if not outstanding, performance. A hardtop version - the fastback-styled Aceca coupé - debuted at the Earls Court Motor Show in October 1954, its name – like that of the Ace itself – recalling that of a previous AC model of the 1930s.Extremely shapely and attractive, the Aceca's two-seater hatchback body was constructed in hand-formed aluminium over a tubular steel framework, while the tubular chassis was more substantially built than the Ace's. To reduce noise levels within the cabin, AC mounted all major components on rubber bushes. Unlike the flat windscreen of the open Ace, that of the Aceca was curved to blend into the cabin, while the luggage space behind the seats was accessible either from within the cockpit or via the large hinged rear window panel. The result was a well-engineered, light in weight, and extremely pretty GT car in the best AC tradition. Very few alterations were made to the Ace and Aceca apart from a change of engine for 1956 when the more powerful (up to 130bhp) 2.0-litre Bristol six-cylinder engine became available, while towards the end of production the 2.6-litre Ford Zephyr engine was on offer also. The combination of a fine-handling chassis and a decent power-to-weight ratio - in Bristol-engined form the car could touch 120mph - helped the Ace to numerous successes in production sports car racing, arguably its finest achievement being a 1st-in-class and 7th overall finish at Le Mans in 1959. Originally finished in blue and first registered on 25th March 1960, this Aceca left the factory fitted with Bristol engine number '100 D2 1023' but less than a month later had been fitted with engine number '100 D2 1059', as currently installed (see original logbook). Nothing is on file explaining why the engine number differs; presumably it was either incorrectly listed when the car was first registered, or failed within a month of its life and was replaced by the factory. It is interesting to note that engine no. '1059' is correctly stamped on the chassis plate.The AC was first owned by a Mr Price of Hove, East Sussex, who kept it for a year before selling the car to a Mr Hodge, its owner until 1967. The present owner acquired the Aceca in June 2000 from AC enthusiast, Alistair Hacking. Since then, the present owner has actively used the car on AC Owner's Club and other organised events. Set-up for fast road use, the Aceca was formerly registered with FIVA (Class X/3) and FIA Historic (Class GT6) papers. The FIVA papers state the car was fully rebuilt in 1978-1980 with suspension and brakes rebuilt in 2000 and the engine/transmission in 2001 incorporating an overdrive unit (an original factory option). An electric fuel pump replaces the mechanical original.The car comes with two box files containing the aforementioned paperwork and much besides, including: a continuation logbook; owner's handbook; manufacturer's publicity material and other literature; magazines and ACOC literature; research notes; and numerous invoices for work carried out by notable respected specialists such as Spencer Lane-Jones and TT Workshops. The most recent comprehensive service was carried out by SL-J in June 2021. A photographic record of the bare metal re-spray is on file also, as is the purchase invoice when the present owner acquired the car.This Aceca appears to have been exceptionally well maintained and wants for nothing. Sensibly and attractively priced as a house move and resultant downsizing means it is time to pass the car to a new home.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

Bob Freeman (British 1947-2004), eight original motorcycle artworks,comprising seven detailed pencil and wash illustrations: OEC-Temple-Anzani, 43 x 80cm; Indian Board Track racer 29 x 46cm; Indian V-Twin engine 26 x 26cm; Vintage Martynside, 25 x 25cm; Veteran water-cooled Humber 30 x 21cm; Handlebars and fuel tanks, 23 x 26cm and V-Twin Harley-Davidson, 16 x 23; a large 'Impression of Brough Superior at Speed', signed, pencil and charcoal on paper, depicting a V-Twin OHV racing machine with rider, 63 x 89cm; majority signed; together with another small pencil illustration with some watercolour detail by the same artist depicting assorted nuts with washers, signed, 31 x 8cm, each mounted, framed and glazed. (9)This lot is subject to the following lot symbols: ARAR Goods subject to Artists Resale Right Additional Premium.For further information on this lot please visit Bonhams.com

1958 Ferrari 250 GT CoupéCoachwork by Pinin FarinaChassis no. 0959 GT*A fascinating project*Good condition and substantially complete, less engine*Long-term previous intriguing ownership history*One of the most attractive roadgoing Ferraris of its eraFootnotes:Ferrari's earliest roadgoing coupés on the 250 GT chassis were bodied by Boano and Ellena, but by the winter of 1957-58, the factory's favored production partner, Pinin Farina, was submitting their own proposals for a redesigned model. The new model gained a welcome appearance of sleekness, lightness, and added length, by lowering the beltline and adding greater expanses of window glass. The result was truly beautiful and masterfully captured the classic Ferrari GT 'look' like few bodies have, before or since. Buyers responded strongly and the 250 GT 'PF Coupé' remains enjoyed by enthusiasts to the present day.Chassis no. 0959 GT, offered here, was originally supplied to an Italian client by the name of Mazzocchi, possibly Gianni Mazzochi, the publisher of Quattroruote magazine and serial Ferrari client. By the midpoint of the 1960s it was located on the West Coast of the United States. Subsequently it was bought by an American lorry driver, known for his exploits driving on the ice roads over frozen lakes in the remote Arctic territories of Alaska, as featured in the first episode of the television programme Ice Road Truckers. It remained in his ownership for the next fifty years, undergoing what might be termed a 'rolling restoration.' As part of this work, the original engine, absent from the car by 1966, was replaced by Tipo 112 engine no. 0373, from a 250 GT Europa, by Grand Prix Motors of Portland, Oregon, around 1970.In 2018 the car was acquired by the current owner, who saw the opportunity to reunite engine no. 0373 with its correct car. Chassis no. 0959 GT is thus offered here less engine but otherwise essentially complete, as a fascinating project complete with an older respray and retrim but still quite presentable. The owner notes that some minor trim parts and instruments remain to be installed but are all present with the car and will transact to the new caretaker. A beautiful wooden steering wheel is still present and the full-size wire wheel spare is still in the boot.This is a wonderful opportunity for a new owner to complete a 250 GT Coupé of their very own and to enjoy a fabulous example of one of the great roadgoing Ferraris.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 Collection1965 Mercedes-Benz 230 SL Convertible with HardtopRegistration no. OOO 88DChassis no. 113.042-22-013 654*Landmark, first-of-the-line model*Right-hand drive, UK car*Automatic transmission*Restored by Roger Edwards*Acquired for the Stan West Collection in 2016Footnotes:A convertible model finished in silver with red leather interior, this car is a right-hand drive example of the 230 SL, a landmark model that founded a sports car dynasty that would prove an enormous commercial success for Mercedes-Benz. Introduced at the Geneva Salon in March 1963 as replacement for the 190 SL, the 230 SL abandoned its predecessor's four-cylinder engine in favour of a more refined 2.3-litre fuel-injected six derived from that of the 220 SE and producing 150bhp. An all-new design, the unitary chassis/body was one of the first to incorporate impact-absorbing 'crumple zones' at front and rear. An instant classic, it featured upright 'fishbowl' headlights and a simple chrome grille with Mercedes' three-pointed star in the centre - a direct reference to the already legendary 300 SL. Beneath the skin the running gear was conventional Mercedes-Benz, featuring all-round independent suspension (by swing axles at the rear), disc front/drum rear brakes, and a choice of four-speed manual or automatic transmissions. Top speed was in excess of 120mph. Christened 'Pagoda' after their distinctive cabin shape, these Mercedes-Benz SL models were amongst the best-loved sports-tourers of their day and continue to be highly sought after by collectors. An automatic transmission model, this example is a right-hand drive UK car, and still had its original stickers in the 1990s (since lost in refurbishment). 'OOO 88D' has had only six owners in 56 years, although as the preceding custodian owned it twice - for many years in the 1990s and again from 2003 - it is really a five-owner car. The preceding owner first bought the Mercedes from its original lady owner, who only sold it as she was getting too old to drive. The 230 SL had covered 32,000 miles at that time and was the best that could be found (the current odometer reading is 48,109 miles).Marque specialist Roger Edwards has restored the engine and bodywork, the latter being repainted in is original silver colour, while the interior trim has been changed from black MB-Tex to red leather. Following restoration, the car was kept garaged and serviced annually by Schmidt Mercedes in London. Stan West purchased the 230 SL at Bonhams' Bond Street sale in December 2016 (Lot 2), since when it has benefited from the expert attention of The SL Shop. The latter's bills are on file, and this user-friendly and fast-appreciating post-war Mercedes also comes with service history; a V5C registration document; and its original books and manuals.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Stan West Collection1926 Bentley 6½-Litre 'Le Mans' TourerRegistration no. RR 4634Chassis no. WB2567Engine no. WB2554 (see text)*One of 242 erected on the long ST3 (12' 6') chassis*Restored by Tony Townshend in the 1970s*Acquired for the Stan West Collection in 2012*Maintained by P&A Wood and Jonathan WoodFootnotes: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 and 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 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, fixed-head 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. Known as the 'Silent Six', the 6½-Litre was produced for four years, during which time 544 chassis were completed, the standard/Speed Six split being 362/182. According to Dr Clare Hay's authoritative work, Bentley: The Vintage Years (second edition, 1997) this particular 6½-Litre, chassis number 'WB2567', is one of 242 erected on the long ST3 (12' 6') frame favoured by the majority of customers. Registered 'RR 4634', it was originally bodied as a saloon by Gurney Nutting and first owned by one A Spencer. The car left the factory fitted with engine number 'WB2572' but by 1930 it had been changed under warranty. Against the entry for 'WB2567', Hay records that it was a 'works breakdown', subsequently re-bodied more than once. In December 1969 the Bentley was acquired by William A Liddell, by which time the wheelbase appears to have been shortened from its original 12' 6' to 12' 2'. Mr Liddell despatched 'WB2567' to renowned marque specialist Tony Townshend where it was restored and re-bodied in the style of a Speed Six by Park Ward. The accompanying old-style logbook (issued 1969) lists the car as a saloon finished in blue, the entry being annotated 'open tourer' and 'red' (changes stamped in 1974). A few years later, the engine was changed again when the current unit, 'WB2554', from the same-numbered chassis, was installed. Since then the engine has been up-rated with triple SU carburettors. In 1980 the Bentley was purchased by successful historic racer Steve O'Rourke, better known as manager of progressive rock band Pink Floyd. Mr O'Rourke sent 'WB2567' back Tony Townshend for the present Vanden Plas-style Le Mans replica body to be installed. In April 1984 Mr O'Rourke sold the Bentley, which passed into the ownership of Mr N A Eastaway of Bishop's Stortford, during whose stewardship the car was maintained by P&A Wood and Jonathan Wood. Since its acquisition for the Stan West Collection in June 2012, the Bentley has continued to be maintained by P&A Wood, whose bills and those of Jonathan Wood are on file. Finished in traditional British Racing Green with matching leather interior, this most imposing 6½-Litre would enhance any private collection and is, of course, eligible for the many prestigious tours and other events organised by the Bentley Drivers' Club.For further information on this lot please visit Bonhams.com

1958 Ferrari 250GT BerlinettaCoachwork by Pinin FarinaChassis no. 0947GT•One of only 353 built•Matching numbers•Flared wheelarch example•Known ownership history•Engine rebuilt in 2010•Recent bare-metal repaint in original colour•Re-trimmed interior Footnotes:By the end of the 1950s, road car production had ceased to be a sideline for Ferrari and was seen as vitally important to the company's future stability. Thus the 250, Ferrari's first volume-produced model, can be seen as critically important, though production of the first of the line - the 250 Europa, built from 1953 to '54 - amounted to fewer than 20. Before the advent of the Europa, Ferrari had built road-going coupés and convertibles in small numbers, usually to special customer order using a sports-racing chassis as the basis. Ghia and Vignale of Turin, and Touring of Milan were responsible for bodying many of these, but there was no attempt at standardisation for series production and no two cars were alike.The introduction of the 250 Europa heralded a significant change in Ferrari's preferred coachbuilder; whereas previously Vignale had been the most popular carrozzeria among Maranello's customers, from now on Pinin Farina (later Pininfarina) would be Ferrari's number one choice. Pinin Farina's experiments eventually crystallised in a new Ferrari 250 GT road car that was first displayed publicly at the Geneva Salon in March 1956.The styling of the Geneva show car – chassis number '0429GT' – was influenced by Pinin Farina's Superamerica. With the Series 2 variant of the 410 Superamerica, Ferrari switched from a 2,800mm wheelbase to one of 2,600mm, and this shorter dimension would be used for all members of the 250 GT family from the Europa GT onwards, with the exception of the competition orientated SWB and GTO models. As well as the handling advantages conferred by the shorter wheelbase, the 250 GT was equipped as standard with the more compact Colombo-designed 3.0-litre V12 engine, which replaced the Superamerica's bulkier Lampredi unit. However, Pinin Farina was not yet in a position to cope with the increased workload – construction of its new factory at Grugliasco had only just started - resulting in initial production being entrusted to Carrozzeria Boano after Pinin Farina had completed a handful of prototypes.The 250 GT represented a significant departure for Ferrari. Driver and passenger comfort were taken seriously for the first time; the interior was more luxurious, seats were broader and there was less noise intrusion. By this time there was also synchromesh in the gearbox which, combined with a softer ride and light steering, was exactly what was expected by the increasingly important North American market.The seventh of only 353 Pininfarina Coupés built on the 250 GT chassis, '0947GT' has unique flared wheelarches and is one of very few made with a glassfibre boot lid. Despatched to Carrozzeria Pinin Farina in June 1958, the car was sold new in October '58 to one Vittorio Roncoroni, a resident of Milan, Italy, who had previously owned a Ferrari 250 Europa ('0401GT'). In the 1960s Roncoroni sold the Ferrari to one Roberto Goldoni, an airline pilot living in Rome, who sold it on to Edwin K Niles, an attorney and car dealer resident in Van Nuys, California, USA. The car then passed through the hands of various owners in the USA (details on file) before being repurchased by Ed Niles in March 1982. Niles then sold the Ferrari to Curtis L Van Den Berg of Eaton Rapids, Michigan, who had it restored during 1983-1984. Repainted dark red and re-trimmed in brown leather, '0947' was shown by Van Den Berg at the 2nd Annual Meadow Brook Hall Concours d'Élégance in August 1986. Van Den Berg continued to show the car at various prestigious concours venues over the next few years before selling it in September 1998 to Lyle Tanner Enterprises.In 2000 the Ferrari was sold to car dealer Andreas Zenari of Fräschels, Switzerland who in May 2004 sold it on to Messrs Rolf Sigrist and Robert Doux of Greng and Oberburg, Switzerland. The next owner purchased '0947' at Bonhams' Ferrari Sale at Gstaad, Switzerland in December 2005 (Lot 224). In 2010, the engine was completely rebuilt, with the starter motor, alternator, cooling and ignition systems, carburettors, brakes, clutch, universal joints, dashboard wiring, etc all receiving attention at the same time (see detailed bills for circa CHF 150,000 on file). Post rebuild, only some 4,000 kilometres have been covered and the Ferrari has benefited from a recent bare-metal repaint with extensive repairs to the metalwork, carried out by renowned marque specialists Hoyle Fox Classics and complementing the prior mechanical overhaul. The car was repainted in its original Nero Tropicale livery and the interior re-trimmed in tan leather.Additional documentation consists of original letters (x12) from previous owners; US Certificate of Title; copy letter from Andrea Pininfarina; copy letter from Ferrari Assistena Technica; copy 'foglio di montaggio' from Ferrari; Massini Report; CD-ROM of photographs (including those of the engine rebuild); and Swiss registration papers. The car also comes with an original instruction manual and sales brochure.More refined and practical than any previous road-going Ferrari yet retaining the sporting heritage of its predecessors, Pinin Farina's 250 GT is a landmark model of great historical significance, of which '0947' is a unique example.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

The Stan West Collection1954 Rolls-Royce Silver Dawn 4½-Litre SaloonRegistration no. SMA 411Chassis no. 50G96*Landmark Rolls-Royce model*One of only 481 4½-litre 'long tail' cars*Well documented*Acquired for the Stan West Collection in 2005Footnotes:The policy of rationalisation begun in the late 1930s continued at Rolls-Royce after WW2; more components were bought in rather than manufactured in house and for the first time there was factory bodywork, which was better suited to the owner driver than to a chauffeur. This 'standard steel' body was available at first only on the Mark VI Bentley, the equivalent Rolls-Royce - the Silver Dawn - not appearing until 1949. A separate chassis was retained, the same basic design being built in three different wheelbase lengths, while other notable features were independent front suspension and hydraulic front brakes. The range featured a new 4,257cc six-cylinder engine (enlarged to 4,566cc in 1951) with inlet-over-exhaust valve gear. Rolls-Royce used belt drive for the water pump and dynamo for the first time on this engine, which employed a Zenith Stromberg carburettor in Rolls-Royce configuration. The latter was preferred to the Mark VI's twin SUs as it offered smoother running and a cold start facility, which was not available on the SU-equipped Bentley until 1952. In mid-1952 a welcome improvement to the standard bodywork arrived in the shape of an enlarged boot together with associated changes to the rear wings and suspension. This design was introduced on the 'E' series Silver Dawn and was retained until the final 'J' series. The new model was almost identical to the Mark VI up to the rear doors; however the larger boot with its greater luggage capacity gave it arguably a more attractive and balanced profile. Only 760 Silver Dawns were built and this model is considered by many to be one of the most attractive 'standard steel' models from either Rolls-Royce or Bentley. 'SMA 411' was first registered to Rolls-Royce Ltd on 18th February 1954 before being retailed via Joseph Cockshoot Ltd, Manchester and sold to its first private owner, one V A B Hughes, Esq in March of that year. Copy build sheets on file show that the car was originally fished in Masons Black with beige hide interior, and that it left the factory equipped with the synchromesh gearbox and standard trafficators. The file also contains the original buff logbook and old registration documents tracing the car's ownership history. Stan West acquired the Rolls-Royce on 15th June 2005 and since then the car has been maintained by P&A Wood. The latter's bills are on file together with numerous old MoTs and other invoices dating back to 1961.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1965 Sunbeam Tiger FIA Appendix K Rally CarRegistration no. BJX 220CChassis no. B9473068HR0FE*Road-rally prepared*Extensively campaigned*Highly competitive*Maintained by Sunbeam Supreme*100% finish recordFootnotes:This Sunbeam Tiger was purchased by the current owner to compete in UK and European rallies. A road car when purchased by the previous owner, it was competition prepared and since 2004 has been constantly developed, resulting in a very competitive historic road-rally car built to FIA specification and MSA safety requirements using all the best components for performance and reliability. The car is mechanically sound but cosmetically improveable. Initial preparation included a Salisbury limited-slip differential with 3:31 ratio, and a 120-litre aluminium foam-filled fuel tank with electric fuel pump and pressure regulator. Additional basic rally preparation including a roll cage, seats, harnesses, sump guard, fire extinguisher, battery box, heated front windscreen, wiring for trips and timing equipment, and up-rated electrics. The Tiger was campaigned in the Classic Marathon and Le Jog in 2004, after which the suspension was rebuilt, strengthened and improved, the ground clearance being increased by 2'. The braking system was improved also, being rebuilt and fitted with Mintex high-performance racing brake pads.In 2005, the car competed in the Liège-Rome-Liège followed by the France Tour, and in 2006 took part in the Classic Marathon Norway. The 260ci (4.2-litre) Ford V8 engine was then rebuilt by Jeff Bull Race Engines. The engine incorporates SVO aluminium cylinder heads fitted with large Manley valves; competition pushrods; competition (972) valve springs; competition (270) camshaft; high-pressure oil pump; Edelbrock inlet manifold with Holley 390CFM Double Pumper carburettor; and a Mallory high-performance distributor with internal electronic ignition.To reduce the risk of overheating, an up-rated, closed cooling system was installed, while a bespoke Hayward & Scot stainless steel re-packable exhaust system was fitted to bring the decibel level down to the MSA-required 94db. Additionally, the electrics were rewired using a heavy-duty loom and extra fuses, relays and full rally switches, with additional internal feeds and lighting by Cattini Motorsports. The car then competed in the 2007 Portugal Classic; 2008 Hero Classic Iceland; 2010 and 2011 Three Castles; 2013 Le Jog; and 2018 Rally of the Tests. The current owner has ensured that the car continues to compete successfully and run reliably, the engine and suspension undergoing continued improvement. Maintained by Tiger race specialists Sunbeam Supreme in Leicester, this car has a 100% finish record. It comes with a V5C registration document; expired HTP papers (FIA Class CGTS12 period F: 1961-1965); MSA Historic Rally Vehicle Identification Form; and FIVA papers. A quantity of spares is included in the sale (details available).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

1950 Cooper Mark V Formula 3 MonopostoChassis no. 5/55/50*The first Cooper Mark V built*JAP engine and Norton gearbox*Goodwood Revival competitor in 2019*Recent professional engine rebuildFootnotes:Powered by JAP and Manx Norton motorcycle engines, Cooper's innovative mid-engined racing cars dominated the 500cc Formula 3 scene in the 1950s, providing many future stars, most notably Stirling Moss, with their first taste of 'real' motor racing. Charles and John Cooper's first post-war racing car utilised the chassis of a crashed FIAT Topolino. FIAT transverse-leaf independent front suspension was used at both ends and the single-cylinder 500cc JAP motorcycle engine was positioned behind the driver, this being the easiest way to accommodate the motorcycle transmission's chain final drive. The Coopers' friend Eric Brandon drove a Mark I to victory in the first-ever 500cc race in 1947 and before long the Cooper had established itself as the car to beat. The resulting flood of orders meant that relying on a supply of crashed Topolinos was out of the question, and the Coopers set about designing a car that could be built from scratch, powered in its initial form by the ubiquitous 'Speedway' JAP engine. Its chassis number '5/55/50' denotes that this is the 55th Cooper, a Mark V, built in 1950. The very first Mark V, it is powered by a 500cc Alfin-barrelled JAP engine coupled to a Norton 'Dolls Head' gearbox. The car's early history is unknown, though it is believed that at some time it formed to part of the Mayes Collection in Manitoba, Canada. Subsequently the car was purchased by Marcus Black and repatriated from USA. It was then shared between Marcus and Alex Duce, and campaigned by them at the Chateau Impney Hill Climb. Tom Waterfield then drive the Cooper at the Goodwood Revival meeting in 2019. The engine has since been rebuilt by Jan Nycz and reinstalled in the car by Marcus Black. The car then went back to Tom Waterfield, who fitted race fuel tanks and all new fuel lines; overhauled the brakes; changed the gearing; fabricated an engine under-tray to carry a 'nappy'; and carried out a full preparation for racing. The Cooper was then despatched to Dave Andrews for fine-tuning, which involved drilling out the carburettor main jets and modifying the needle jets in the float bowls. Additionally, the right rear upper wishbone was re-bushed and the gearbox chain tensioner sorted out. In 2020 the current owner purchased the car, it is currently with well-known Cooper 500 expert Simon Frost, where the car is being prepared to be ready to race.For further information on this lot please visit Bonhams.com

A 1:8 scale model of the 1886 Benz Motorwagen,metal and plastic construction, depicting the 'First Petrol Driven Motor Car' three-wheeler patented by Karl Benz, chain-driven with rear-mounted single-cylinder four-stroke engine, with rolling wheels, 31cm long, fixed to a black painted wooden display base. This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

A fine 1:8 scale model of the 1924 Grand Prix de Lyon Bugatti Type 35 by Jean-Paul Fontanelle of Art Collection Auto of France,limited edition, hand-built, constructed from in excess of 700 steel, brass and aluminium parts, finished in 'Bugatti Blue' livery, with opening bonnet revealing detailed engine, cockpit with leather seat, aluminium fascia with instrument panel, functioning steering, 'artillery' style wheels with rubber tyres, numbered 'A1 140' under base, measuring approximately 47cm long, on a black painted wooden display base. This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

The Stan West Collection1930 Rolls-Royce Phantom II TourerCoachwork by Steve Penny in the style of CarltonRegistration no. SV 9583Chassis no. 100WJ*Pictured in Rolls-Royce - The Derby Phantoms by Lawrence Dalton (page 194)*Restored by Coldwell Engineering in the 1990s/early 2000s*Purchased for the West Collection in 2011*Maintained by Priory Vintage Car Company and P&A WoodFootnotes:The Phantom II was introduced in 1929 as a successor to the New Phantom (retrospectively known as the Phantom I) with deliveries commencing in September of that year. Unlike its predecessor, which inherited its underpinnings from the preceding 40/50hp model, the Silver Ghost, the Phantom II employed an entirely new chassis laid out along the lines of that of the smaller 20hp Rolls-Royce. Built in two wheelbase lengths - 144' and 150' - this new low-slung frame, with its radiator set well back, enabled coachbuilders to body the car in the modern idiom, creating sleeker designs than the upright ones of the past. The engine too had come in for extensive revision. The PI's cylinder dimensions and basic layout - two blocks of three cylinders, with an aluminium cylinder head common to both blocks - were retained, but the combustion chambers had been redesigned and the 'head was now of the cross-flow type, with inlet and exhaust manifolds on opposite sides. The magneto/coil dual ignition system remained the same as on the PI. The result of these engine changes was greatly enhanced performance, particularly of the Continental model, and the ability to accommodate weightier coachwork. Chassis number '100WJ' was completed early in 1930 with Sedanca de Ville coachwork by Barker & Co and is pictured on page 194 of Lawrence Dalton's seminal work: Rolls-Royce - The Derby Phantoms. The first registered owner was Major A Holt of Berkeley Square, London W1. Several other owners followed as can be seen in the R-REC records. Little else is known of the car's history prior to the 1990s when it resurfaced and was purchased by John Cockayne of Coldwell Engineering, Sheffield. At that time '100WJ' had been reduced to a partly dismantled chassis, the body having long since gone. Restored to a very high standard (see photograph on file) the Phantom was approximately 80% completed when it was purchased by the immediately preceding owner from John Cockayne, who then finished the restoration for the new custodian (bills on file). For the latter's first drive – on private property – the chassis was fitted with a seat and a set of borrowed wings for testing purposes. An overdrive unit had already been fitted and it was decided to fit a 'high-speed' crown wheel and pinion to the rear axle as well, to further improve the Phantom's cruising ability. This is said to have transformed the drive, which is now long-legged, effortless and relaxed. Only 1,500 revs (approximately) are required to maintain a speed of 70mph, enabling motorways to be driven comfortably without lorries overtaking. A reserve fuel tank with a capacity of eight gallons further increases the Phantom's long-distance cruising capability.While the foregoing works were proceeding, bodywork options were explored and it was decided to reproduce a lightweight Carlton-style open tourer body with cycle wings, reducing the wheel size to 19' to achieve a lower and sleeker line. Body construction was entrusted to Steve Penny of S Penny Vintage Carriage Bodies in Banbury, and the result is a most attractive motor car built to a very high standard. The Phantom returned to the road in 2003 and had covered some 10,000 miles by July 2011 when it was purchased by Stan West from Bonhams' sale at the Goodwood Festival of Speed (Lot 466). Since then the car has been stored in a bespoke motor house like all the others in Stan's collection, and has been maintained by Priory Vintage Car Company and Messrs P&A Wood (bills on file). According to P&A Wood, '100WJ' is an 'attractive, well prepared, long distance touring car (equipped with) overdrive and many refinements'.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Stan West Collection, 1936 Paris Salon1936 Rolls-Royce Phantom III Pillar-less Continental Touring SaloonCoachwork by Henri BinderRegistration no. TSY 684Chassis no. 3AZ140*One of circa 300 surviving Phantom IIIs*Delivered new to France*First owned by Mr Alfred Benhaim*Copy chassis cards availableFootnotes:'The most captious critic is obliged to admit that a Phantom III provides all that can be wished for in a large luxury motor-car. The comfort, silence and road-holding with really impressive acceleration and maximum speed made a combination of virtues which few cars of the time could equal.' - Anthony Bird, Rolls-Royce Motor Cars, 1964.Perhaps the most outstanding luxury car of the 1930s - certainly on this side of the Channel - was the Rolls-Royce Phantom III. Introduced in 1936, the 7,340cc V12-engined Phantom III succeeded the Phantom II, the six-cylinder engine of which was considered to be at the end of its development life. The choice of a V12 configuration was a logical one for Rolls-Royce, the company already having had considerable experience of manufacturing V12 aero engines such as that used in the record-breaking Supermarine S6B seaplane. No doubt another consideration was the need to match the multi-cylinder opposition, notably the V16 Cadillac and V12 Hispano-Suiza. A state-of-the-art design employing advanced materials and techniques such as 'skeleton' cylinder blocks with wet liners and aluminium alloy cylinder heads, the PIII V12 produced 165bhp in its debut form. The maximum output was subsequently raised to 180 brake horsepower, which was sufficient to propel later examples to 100mph, earlier models being capable of around 90. Its engine configuration aside, the Phantom III represents an important milestone in the history of Rolls-Royce cars, being the first with independent front suspension. Including 10 experimental cars, only 727 Phantom IIIs were made between 1936 and 1940, of which around 300 exist worldwide today.The Rolls-Royce Phantom III was, of course, an exclusively coachbuilt automobile. Most of the great British and European coachbuilding firms offered designs, many of them unique, on the Phantom III chassis. Lawrence Dalton's definitive work, Rolls-Royce, The Derby Phantoms, records that chassis number '3AZ140' was originally bodied as a (pillar-less) Continental Touring Saloon by Henri Binder. (Page 367 features a photograph of '3AZ140' on the French coachbuilder's stand at the 1936 Paris Salon.) Copy chassis cards show that the Phantom was supplied with a speedometer in kilometres; a fuel gauge in litres, French registration plates; and wiring and brackets for Marchal headlamps. The car's first owner was one Alfred Benhaim of Neuilly-sur-Seine, a suburb of Paris, and the chassis cards show that Mr Benhaim was still the owner in July 1951, by which time he had moved closer to the centre of the city. (Mr Benhaim was obviously a connoisseur of fine automobiles: in September 2020 Bonhams sold his 1938 Bentley 4¼-Litre at our Goodwood Revival sale.)At time the of cataloguing no other documents were to hand apart from a V5C Registration Certificate and P&A Wood's Minor Road Test and Mechanical report prepared for Stan West and dated August 2014 (perusal recommended).Lot to be sold without reserve.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

1984 Ferrari 308 GTS Qv Targa CoupéCoachwork by PininfarinaRegistration no. A163 WHKChassis no. ZFFLA 13 B0000 48809*Purchased in the USA*Left-hand drive*Present ownership since 2014*Cam belts changed in April 2021*47,250 miles from newFootnotes:Introduced at the Paris Salon in 1975, the stunningly beautiful 308 GTB - Ferrari's second V8-engined road car - marked a return to Pininfarina styling following the Bertone-designed 308 GT4 that had launched this highly successful series in 1973. Badged as a 'proper' Ferrari rather than a Dino, the 308 GTB had changed little mechanically apart from a reduction in both wheelbase and weight, retaining its predecessor's underpinnings and transversely mounted 3-litre quad-cam engine that now featured dry-sump lubrication. In road tune this superbly engineered power unit produced 255bhp, an output good enough to propel the 308 GTB to a top speed of over 150mph. Produced initially with glassfibre bodywork - the first time this material had been used for a production Ferrari - the Scaglietti-built 308 GTB used steel after April 1977. Further developments included the introduction of an open-top GTS version with Targa-style removable roof, the adoption of Bosch K-Jetronic fuel injection and, finally, revised cylinder heads with four valves per cylinder on the Quattrovalvole (Qv) model in 1982. An exhilarating driver's car and a Ferrari purist's delight, the 308 GTB and its many derivatives proved a huge commercial success for Maranello with over 12,000 sold. Representing the 308 in its ultimate, Quattrovalvole form, this left-hand drive example of Ferrari's first Pininfarina-styled V8 road car was purchased and imported by current owner from Beverly Hills Car Club, California, USA. Full UK duty was paid at time of entry in November 2014. Accompanying paperwork shows that the Ferrari was titled in North Carolina prior to 2014. Since its arrival the car has been kept covered in a professional long-term storage facility and driven only a limited mileage in the last 6½ years. The car has been detailed and the battery maintained as required. The cam belts were changed in April 2021 and the alternator overhauled in June of this year. Finished in black with cream interior, the car currently displays a total of 47,250 miles on the odometer and is described by the vendor as in generally good condition. Offered with a V5C document and MoT to July 2022.For further information on this lot please visit Bonhams.com

1984 Ferrari 512 BBi CoupéRegistration no. A825 BKUChassis no. ZFFJA09B000049177*Delivered new to the USA*Three owners from new*UK registered since 2018Footnotes:Having reasserted itself at the top of the supercar hierarchy with the first 'Boxer' - the 365GTB/4 BB - Ferrari went one better with its successor: the 512BB. Displacement was increased by enlarging both bore and stroke, while in addition the compression ratio was raised and dry-sump lubrication adopted. The result of all these changes was a useful increase in torque which, coupled with revised gear ratios, made the 512 more tractable. Changes to Pininfarina's inspired coachwork were, not surprisingly, few. The running gear likewise came in for only minor revision while the already excellent all-round ventilated disc brakes remained unchanged. Inside, the 512 remained virtually the same as before but for the welcome adoption of multi-way adjustable seats in place of the fixed originals. Road & Track magazine had achieved a speed of 175mph (280km/h) in the preceding 365GT/4 BB, and although lack of road space prevented the discovery of their test 512's capability, Ferrari's claimed maximum of 188mph (302km/h) was felt entirely realistic. In 1981 the model was updated with Bosch fuel injection, becoming the 512BBi. Once again, maximum power remained unchanged but there was more available at lower revs and torque increased still further. Possessing an engine directly related to Ferrari's contemporary Formula 1 unit, as well as being both lighter and faster than the legendary Daytona, the 512BB was one of the most capable and exciting supercars of its era and is still capable of providing all the thrills that an enthusiastic owner-driver could wish for. Finished in classic Rosso Corsa with tan interior, this left-hand drive 512BBi was purchased and imported by the current (third) owner from Gullwing Motor Cars Inc of New York, USA. UK duty was paid at time of entry (February 2018) and the Ferrari was registered here on 20th June 2018; it has had only one owner since arrival. Accompanying paperwork shows that the second owner kept this car in Dana Point, California from 1986 to 2018.Since 2018, the Ferrari has been kept covered in a professional long-term storage facility. The vendor advises us that the car starts well and has been run on short distances periodically, covering some 200 miles in the last three years. The car has been detailed and the battery maintained as required. The original coolant header tank was replaced in July 2021. Currently displaying a total of 16,000 miles on the odometer, and described by the vendor as in generally good condition, this Berlinetta Boxer is offered with a V5C document and MoT to June 2022.For further information on this lot please visit Bonhams.com

THE PROPERTY OF VALENTINE LINDSAY MILLE MIGLIA RETROSPECTIVE AND GOODWOOD REVIVAL PARTICIPANT1956/1980s Jaguar D-Type Sports-Racing Two-SeaterRegistration no. ASJ 329Chassis no. XKD 570 (see text)Engine no. E2078 (see text)* Offered directly from Valentine Lindsay* Well known and competitive historic racing car* Competed at Goodwood, Spa, and Mille Miglia Retrospective* Maintained and prepared by CKL among othersFootnotes:The Jaguar D-Type sports-racing car series with its record of no fewer than three consecutive Le Mans 24-Hour race wins 1955-57 needs little repetition here. These cars were constructed to a highly-sophisticated design, not just by contemporary standards when first produced for the 1954 24-Hour race. In an era when primitive ladder-frame chassis were the norm, the hybrid-construction D-Type with its multi-tubular forward frame supporting engine and front suspension, a stressed-skin monocoque central 'tub' accommodating driver, and a separate tubular rear frame providing rear suspension and rear subframe/fuel tank support, owed as much to aeronautical engineering as to any motor industry norm. The fact that the complete assembly was clad in a supremely beautiful, flowing, aerodynamic enveloping body, styled by unsung artist Malcolm Sayer, then made 'the D-Type' into the enduring legend it has come - so widely admired, adored and respected to this day. As with any series of truly great classic cars, surviving examples vary in individual provenance and contemporary sporting history. This eminently useable, high-specification example offered here, bears the identity of a genuine in-period D-Type which was fully assembled but then dismantled for parts by the Jaguar company. Beyond that brief initial period as a completely assembled and finished sports-racing car 'XKD 570' has no further 1950s history. This fact is reflected today in BONHAMS' estimate of pricing, and in assessing 'XKD 570's true value today we emphasise that it is offered here as a wonderfully useable, raceable, enjoyable, roadworthy - and extremely competitive - item of Historic-racing sports equipment which could be yours for a fraction of the cost of an entirely genuine, frontline race-history D-Type - if one could be found... We will now explain further. Long-time Jaguar press officer and historian Andrew Whyte, in his magnificent book 'Jaguar - Sports-Racing & Competition Cars from 1954' (Haynes, 1987) recorded chassis 'XKD 570' in this manner: 'XKD 570 - Bare metal (body finish) - E2078-9 (engine number) - Car into Service Dept in bare metal state, 18 July 1956, with instructions to remove engine and gearbox and pass them to Bob Smart, the man in charge of Service Dept engine and gearbox administration. The timing of this work coincides with the period during which the badly damaged XKD 403 was being dealt with - mainly in the Competition Shop as opposed to the Service Dept. Jack Broadhead (403's owner) was charged £1,645 11s 1d - a fairly high sum then - and it is known that the result of 403's rebuild was much more like a production car. This supposition is, of course, based only on the circumstances...' Now consider Andrew Whyte's published researches regarding 'XKD 403' - which began life as a Jaguar works team car in 1954. It was famously UK road-registered 'OKV 2' and it led that year's Le Mans 24-Hour race when co-driven by Stirling Moss and Peter Walker. It was later sold to private owner Jack Broadhead for his budding young driver Bob Berry - and of it Mr Whyte wrote: 'Car painted lighter green for 1956, when Berry came third at Silverstone and first at Goodwood, virtually writing-off car later on in that Whitsun meeting. Engine believed retained and fitted into new 'OKV 2', created from XKD 548? - or 570? - or another? New structure painted dark green, usually called BRG...'. The later research work of Jaguar authority Philip Porter, published in his book 'Jaguar Sports-Racing Cars' (Bay View Books, 1995), includes the following register entry re 'XKD 570': 'Engine number E2078-9 Registration number n/a Colour Unpainted History On 18/7/56 Service Dept instructed to remove engine & gearbox, and pass same to Comp Dept', Mr Porter then describes how the date of this work coincided with the repair process on Jack Broadhead's 'XKD 403' and concludes with this observation (this) '...led Andrew Whyte to reason that 'XKD 570' (or 'XKD 548') may have changed identity to XKC 403'. There is in fact evidence that '548's forward frame was used in '403's rebuild, while '570' was reduced to parts in January 1957. However, this entity known today as 'XKD 570' has been prominent within the classic and Historic car world for at least the past thirty or so years, since it has been owned, entered and campaigned very widely upon the Historic car scene by owner Valentine Lindsay, son of the late Hon. Patrick Lindsay who was of course one of the most prominent of all Historic and classic car collectors and racing drivers within the British scene from the mid-1950s until his passing in 1986. Patrick Lindsay was renowned for his handling of such cars as his magnificent ex-Prince 'Bira' ERA 'Remus', the perpetual Brooklands lap-record holding ex-John Cobb 24-litre Napier-Railton and the 'Lightweight' Maserati 250F '2527'. He also acquired D-Type 'XKD 554' in 1970 (UK registration '2 HYY') which was subsequently inherited by son Valentine in the mid-1980s. The Lindsay clan know their D-Types. Patrick was both a Director of Christie's auctioneers and head of its Old Masters Department, and his impeccable connoisseurial taste certainly extended to fine competition cars of great significance - that taste and interest passing to his sons Ludovic, James and Valentine who have all been involved within the Classic and Historic car movements over many years. Valentine Lindsay acquired 'XKD 570' as now offered here from the respected dealer Peter Bradfield in April 2009 and his competition career with the car has included the Mille Miglia Retrospective recalling the legendary 1,000-mile round-Italy races of 1927-1957, plus numerous appearances at such classic and highly-regarded prestige events as the Goodwood Revival and Member's Meeting, the Silverstone Classic, the Le Mans Legends and Spa. This car is accompanied by RAC MSA/FIA HTP documentation, the circumstances of its history are very well known and it has been fully accepted for high-profile competition anywhere in the prestige classic and Historic motor sporting world. This finned 'Shortnose' Jaguar D-Type began life in the 1980s assembled from assorted Jaguar and reproduction parts and was acquired by the well-known Italian motoring artist Francesco Scianna who asked the British leading marque specialists Lynx Engineering to fit a more period-correct D-Type rear subframe and live rear-axle system. This work was completed and the car formed part of Scianna's collection in Italy. Scianna would go on to compete in the 1988 edition of the Mille Miglia retrospective with Peter Hannen as co-driver. And, as the official artist for that edition of the Mille Miglia, it is perhaps no co-incidence that that year's marketing poster features a certain D-Type...! We understand the car offered here was subsequently sold to American East Coast Jaguar enthusiast Gary Schaevitz around 1993, apparently comprising some genuine D-Type components which had been fitted along the way. The car participated in several American events in its new owner's hands and became quite familiar around the American classic car scene. It was then acquired around 1997 by British former Formula 2 and sports-racing car driver Alistair Walker who bought it with the intention of 'making it better'. Incidentally – and since the current marketing of this D-Type commenced – no less than Simon Kidston contacted us to reminisce about an epic trip he u... 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 wooden-cased No.15 'Overseas Touring Spares Kit' for Rolls-Royce and Bentley, 1964,to suit Bentley S2, S2 LWB, S2 Continental, and Rolls-Royce Silver Cloud SII, LWB and Phantom V models, the wooden case with hinged lid, opening to interior with two compartments and lift-out wooden panel, containing various sundry spares and replacement parts for touring on the continent including various boxed bulbs, gaskets, oil filter element, distributor cap, spark plugs, cigarette lighter, drive belts, washers, rings, and other parts for lighting, hydraulic, oil, electrical, steering, fuel and engine systems, with list of parts to lid, completeness unchecked, the case measuring 71cm wide, some light wear and staining to case in places and one catch partially missing to lid. This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

The property of a gentleman1965 Rolls-Royce Silver Cloud III Long-Wheelbase SaloonCoachwork by James Young of BromleyRegistration no. AHJ 287CChassis no. CEL 41•One of only 32 long-wheelbase Silver Cloud III saloons•Restored circa 15 years ago by Frank Dale & Stepsons•Offered from an important private collection•Closest inspection advisedFootnotes:'In the twilight of their coachbuilding years, James Young had with these cars reached the pinnacle of excellence.' - Martin Bennett, Rolls-Royce and Bentley. Despite the popularity of the 'standard steel' bodywork, introduced when production of Rolls-Royce and Bentley cars resumed after WW2, a steadily declining number of independent coachbuilders continued to offer alternatives. One of the most prominent of these surviving firms was James Young, a company that had established itself among the foremost coachbuilders for upmarket chassis by the end of the 1930s. The Bromley-based carriage-maker had bodied its first automobile in 1908, affiliating itself with a succession of quality marques throughout the 1920s and 1930s before being acquired by the Jack Barclay Group in 1937. Its factory devastated by wartime bombing, the company did not resume exhibiting at the London Motor Shows until 1948, continuing to offer coachbuilt designs of distinction on (mainly) Rolls-Royce and Bentley chassis until the arrival of the unitary construction Silver Shadow/T-Series range in the 1960s. A lack of suitable chassis would force the firm's closure before the 'Sixties decade ended, but in its declining years James Young produced what are widely recognised as its finest creations, this beautiful Rolls-Royce Silver Cloud III among them. Launched in 1962, the Rolls-Royce Silver Cloud III and its Bentley S3 equivalent employed their predecessors' 6.2-litre V8 engine - though with larger carburettors, new distributor and raised compression ratio - and came with a four-speed GM-derived automatic transmission as standard equipment. Most obvious among many changes from the preceding models was the adoption of four-headlamp lighting, the absence of sidelights from the wing tops, and a slightly lower radiator shell. Inside there was improved accommodation with separate front seats and increased room for rear passengers. The long-wheelbase versions of the Rolls-Royce Silver Cloud and Bentley S Series continued after the introduction of the new V8 engine, offering a less expensive alternative to the newly introduced Phantom V limousine. Four inches longer in the wheelbase than the standard saloon, these even more exclusive models usually were fitted out with an internal division. Accompanying chassis card copies indicate that this luxurious Silver Cloud III long-wheelbase saloon was ordered new in 1964 to be sent as a chassis to coachbuilders James Young for delivery in 1965. The Rolls-Royce was sold via H R Owen to their client S Osband & Company of Piccadilly, London W1. The fastidious client specified electrically operated Reuter front seats; no internal division; picnic tables and footrests to the rear; and a central armrest with lid. The car was to be finished in Oxford Blue livery. Originally registered 'CYP 352C', the car was maintained by Hooper Motor Services in London until circa 1973, as evidenced by the substantial quantity of copy receipts on file.Of the 32 Silver Cloud III saloons known to have been built on the long-wheelbase chassis, 'CEL41' must be one of, if not the best, example left in existence. Around 15 years ago it was restored regardless of cost and to concours condition by renowned marque specialists Frank Dale & Stepsons for one of Europe's most prestigious collections of desirable motor cars. The work included, but was not limited to, a complete mechanical rebuild; a bare-metal repaint in Tudor Grey; an interior re-trim in leather-piped West of England cloth; and restoration of the chrome and woodwork. The car was also upgraded with central locking; colour-matched seatbelts; power adjustable seats to the front; and modern stereo equipment, the latter tastefully incorporated into the dashboard. 'CEL41' also comes fitted with power windows and discreet air conditioning, and is offered with a file documenting the restoration process, with all of the bills arranged in chronological order. Since the restoration's completion, the Silver Cloud has been properly maintained within the vendor's collection of other fine cars and used sparingly in recent years, with trips to London mostly chauffeur driven. It is unlikely that any better examples of this rare and elegant Rolls-Royce will ever be offered for sale. 'CEL41' is worthy of the closest inspection.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

A 1:8 scale scratch-built model of the Kenelm Lee Guinness 1922 Sunbeam 350Hp Land Speed Racer,built by B.G.Swann and signed to the underside, kerbside model, metal construction and body, with cockpit detailing, fitted with solid rubber tyres, finished in olive and silver coloured livery, of the 1922, 1924 and 1925 Speed Record 18.3 Litre V12 aero engine single seater ''DA-E8' , 60cm long, on a black painted wooden display base. This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

The Stan West Collection1963 Bentley S3 Continental Sports SaloonCoachwork by H J MullinerRegistration no. 461 EPWChassis no. BC40XA*One of 68 bodied by H J Mulliner*Substantially known ownership history*Serviced and maintained by P&A Wood*The ultimate Grande Routière of its dayFootnotes:Bentley's magnificent Continental sports saloon has been synonymous with effortless high speed cruising in the grand manner since its introduction on the R-Type chassis in 1952. With the arrival of the final (S-Type) generation of six-cylinder cars in 1955, the Continental lost a little of its individuality but none of its exclusivity, and this trend continued after the arrival of the V8-engined S2 in 1959. Although the S2 appeared externally unchanged, its performance was considerably enhanced by the new 6,230cc V8 engine. Power-assisted steering was now standard and there was no longer the option of a manual gearbox, Rolls-Royce's own four-speed automatic being the sole offering. The Bentley Continental was, of course, exclusively a coachbuilt automobile. The firms of H J Mulliner, Park Ward, and James Young all offered bodies on the Continental S2 chassis. Quad headlamps were the S3's major styling innovation, and on many of the H J Mulliner, Park Ward-bodied Continentals were contained in slanting nacelles, giving rise to these models' 'Chinese Eye' sobriquet. Fog lights were still fitted, but these no longer also functioned as flashing indicators; instead, the indicators on the new models were incorporated into redesigned sidelights, positioned on the front of the wings. Headlamps aside, the most significant change was to the S3's engine, which boasted an increased compression ratio, larger carburettors, and a Lucas vacuum-advance distributor, modifications that raised peak power by some 7%. There was also improved power steering to ease manoeuvring at parking speeds. A further minor change was the adoption of smaller bumper over-riders and a slightly reduced radiator height of about 1.5 inches, giving a sloping bonnet line and improving forward vision. Individual front seats and arm rests became a standard feature, and more powerful lighting and additional indication lights and switches on the instrument panel were introduced, presenting a far more modern feel to the last of the S-series Bentleys. The S3 is perhaps the ultimate post-war Bentley in terms of appearance, performance and practicality, as well as the last medium sized Bentley to be offered with custom coachwork. H J Mulliner of Chiswick were responsible for some of the most iconic and beautiful coachwork designs on post-war Bentley chassis, especially the Continental variants. Of the 312 S3 Continentals built, H J Mulliner accounted for 68; Park Ward 148; the merged concern of H J Mulliner, Park Ward 75; and Graber a single chassis. Chassis number 'BC40XA' was delivered in January 1963 to its first owner, one R Valls, and first registered as '871 EYX'. The earliest document on file is an old-style continuation logbook, issued in 1970, listing two owners: Peter Garner of Norfolk and J J Forster of Lancashire, while a change of registration from 'PNG 14' to the current '461 EPW' is recorded also. Accompanying V5 registration documents list Hugo Investments Ltd of London E4 as owner from 14th January 2005, followed by Trevor Weston of Norfolk (from 28th April 2006) and then Stan West (from 8th August 2014). Renowned marque specialists P&A Wood serviced and maintained the Bentley for Mr Weston, and the Essex-based firm has continued to care for the car since its acquisition for the West Collection., the result being a truly immaculate car that ranks among the very best of its type. Related bills are on file together with a quantity of expired MoTs and tax discs. Presented in beautiful condition, 'BC40XA' represents a rare opportunity to acquire this greatly admired model, the culmination of H J Mulliner's development in the post-war era.For further information on this lot please visit Bonhams.com

c. 1953 BEART-COOPER-JAP Mk VIIA 500cc FORMULA 3 RACING SINGLE-SEATERChassis no. 52 7 49* Was Norton powered in period* The popular choice of leading drivers during the 1953-55 British F3 seasons* Part of the Forshaw Collection for over 30 yearsFootnotes:Long-preserved within the Forshaw Collection this very highly-modified lightweight Beart-Cooper-JAP is understood to be one of the 500cc Formula 3 racing single-seaters developed by renowned motor-cycle engine tuner Francis Beart with engineer Ray Petty for the use of leading drivers during the 1953-55 British Formula 3 seasons. The car is accompanied by a sizeable documentation file, in which a list of non-standard features include the following comments:'Chassis Frame - Basically Mk VII Cooper - tubular upright members welded in replace perforated steel strip - Driver's seat 3-inches lower - 3-gallon fuel tank under driver's legs between chassis members - 3 gallon fuel tank scuttle mounted on triangulated tube framework (No side-mounted fuel tanks).'Suspension: Front s/as opposite angle to standard.'Body: Slimmed to chassis width - completely under-shielded - Built by Wakefield & Son, Byfleet - light green is colour. Completely enclosed - long tapering tube inlet to carb.'Engine: Beart-prepared Manx Norton - later R.R. Jackson head - Mounted 2 1/2-inches further forward than standard. Exhaust pipe welded to top chassis tube - section of flexible piping at exhaust port end. Chain-guard on upper & lower run of primary chain. Primary chain oil supplied by its own light alloy tank.'This highly-individual little racing rocket's design was painstakingly well-considered and well detailed, Francis Beart maximising the performance potential of the small half-litre engine by minimising weight, frontal area and aerodynamic drag. He produced the first of his 500cc Cooper Mark VII-derived cars in 1953 using parts supplied by the Cooper Car Company of Surbiton, and first tested that car at Goodwood in March 1953. Beart-Cooper drivers included Alan Brown and future Vanwall Formula 1 star Stuart Lewis-Evans. Brown won in the original car at Goodwood, setting fastest lap at 82.44mph, and Lewis-Evans was also successful. As recorded in the documentation file a Beart-Cooper known as the Mk VIIA was driven by the legendary Stirling Moss during 1954, winning at Silverstone (twice), the Nürburgring, Aintree (twice) and at Oulton Park, while also adding two 2nd-place finishes at Brands Hatch and Goodwood.Sir Stirling recalled: 'Beart and Ray Petty were most capable engineers, and I raced their ultra-light special eight times in 1954. When it had first appeared the Beart-Cooper's megaphone exhaust was welded to the chassis to eliminate vibration...when I drove it at Aintree in May '54 we used a special new Robin Jackson cylinder head - another famous name in the British tuning world. It carried three spark plugs but we only used two of them with dual ignition. Its new exhaust position meant we had to run a second megaphone , while leaving the original disconnected but still of course welded to the frame. This complicated-looking twin-exhaust 500 puzzled many people, and it was the quickest I ever raced, but also, as far as I was concerned, the end of the 500 line.'I drove my last 500cc race in it at Aintree on October 2, 1954, when I was able to win again and shared fastest lap with new star Jim Russell. In all I had run (500s) in over 80 events, and had won over 50 of them - more than I could ever have dreamed possible that distant day in 1948 when I had first driven my (then) brand-new Cooper-JAP on the unfinished estate (roads) at Chippenham...'.Sir Stirling Moss went on to Grand Prix and Mille Miglia-winning stardom with Mercedes-Benz, Maserati, Vanwall, Cooper and Lotus, his Beart-Cooper or a sister car then being campaigned by Les Leston in 1955 followed by Cliff Davis in 1956 - both of them well-remembered today as two of the most colourful characters on the British racing scene.Acquired by the Forshaw Collection from Peter Wigglesworth in the mid-1980s (in exchange for a Lagonda Rapier), the car is believed to have last run competitively at an HSCC meeting in July 1982. As evidenced within the documentation file accompanying this Lot, this interestingly highly-modified and distinctively 'different' 500cc Formula 3 car promises potentially competitive racing back on circuit within the Historic fraternity.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

1934 Lagonda M45 Pillarless SaloonCoachwork by LagondaRegistration no. AUA 117Chassis no. Z10893*Rare factory coachwork*Known history*Peking-Paris Rally participant in 2010*Restored after the RallyFootnotes:'A short run on one of the first of the 4½-Litre Lagonda models, with an open four-seater body, left a vivid impression not only of brilliant acceleration and sheer performance, but of a car delightfully silent and easy running in a way that can be achieved to the fullest extent only by a big-engined machine working well inside its limits.' - The Autocar in 1933.A fine example of this elegant, and very British, post-Vintage thoroughbred, chassis number 'Z10893' was delivered new to Dr W J Wood on 20th July 1934. Dr Wood specified the factory's own 'Silent Travel' Pillar-less saloon coachwork, the style of which gives the car real presence while providing easy access to the comfortable and luxurious cabin.The copy build sheet shows that the fuel pump and starter motor were changed in 1934, while further electrical work was undertaken in 1939 and the gearbox overhauled in 1949. By May 1949 the car was registered to Mr K Gordon of London SW1.The current owner understands that the Lagonda was formerly used as mayoral transport on Guernsey and subsequently owned by a Mark Peters and then John Bradley. In 1992, the car was purchased by Mr K Yeo and in 1997 passed to American collector Tom Harrington. Lagonda specialist Peter Whenman restored the M45 in the 1990s for Mr Harrington, who sold it in 2002 to J Radgick. Subsequently, the magneto was rebuilt among other improvements, and the car actively used on tours across Europe and the UK.The current owner purchased the Lagonda in 2007 and it subsequently underwent extensive preparation for the 2010 Peking to Paris Rally. The car was then used on a number of UK rallies, and although it completed the Peking-Paris, suffered considerable wear and tear in the process. On return to the UK it was completely restored, which included rebuilding the engine with a replacement cylinder block and new pistons and con-rods. Additionally, the gearbox was overhauled; the frame and aluminium bodywork restored; the interior completely re-trimmed; and a re-spray carried out. Copies of the original build sheets together with invoices and photographs associated with the recent works are available. Seldom used since the rebuild, this rare and attractive Lagonda M45 is ready to be enjoyed.For further information on this lot please visit Bonhams.com

A 1:8 scale scratch-built model of the 1933 Napier-Railton 500 Miles Brooklands Lap Record car,built by B.G.Swann and signed to the underside, kerbside model, metal construction, detailed cockpit, solid rubber tyres, finished in silver coloured livery, depicting the 24 Litre W12 aero-engine car driven by John Cobb to an all-time Brooklands lap record of 143.44mph in 1935, measuring 58cm long, on a black painted wooden display base. Footnotes:This model is a former 1st Prize Winner at the Midlands Model Engineering Exhibition, in Class 15.This lot is subject to the following lot symbols: ◊◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

1997 Porsche 911 Turbo Type 993 CoupéRegistration no. P790 LDPChassis no. WP0ZZZ99ZVS370641*Delivered new in the UK*G-Force Motorsport Stage II kit (500bhp)*Last serviced in August 2020*Featured in GT Porsche magazine (March 2004 edition)Footnotes:'If the art of tuning is all about balance, then this G-Force car has the poise and precision of a Rudolph Nureyev.' - GT Porsche magazine, March 2004.An important landmark in the Porsche 911's continuing development arrived for 1994 with introduction of the Type 993, destined to be the last to use the air-cooled engine that had been a distinguishing feature of the 911 since its introduction 30 years previously. The Type 993 is regarded by many as the most beautiful 911 of all. Over the years the 911 had received numerous aerodynamic and safety-inspired add-ons, diluting the purity of the original form; the Type 993's arrival marked a return to basic principles, being recognisably a 911 but one in which all functions had been harmoniously integrated in a truly outstanding example of modern automotive styling. Along with the sleeker bodywork came new multi-link rear suspension that improved both ride quality and roadholding, reducing the 911's characteristic lift-off oversteer. The 3.6-litre engine not only produced more power than before but made it available over a wider rev range thanks to 'Variocam' variable valve timing and variable-length air intakes. Introduced in 1995, the Type 993 Turbo was the first Porsche production model to feature a twin-turbo-charged engine and the first 911 Turbo to incorporate permanent four-wheel drive. With 408PS (402.5bhp) on tap, the Type 993 Turbo offered a level of performance approaching that of the Porsche 959 supercar, racing to 100km/h in around 4 seconds on its way to a top speed of 290km/h. This Type 993 911 Turbo was delivered new on 6th March 1997 through AFN Chiswick. Nine services are recorded in the service booklet: eight between 1998 and 2005 (at 39,172 miles) plus another in August 2020 (at 39,674 miles). This car has benefited from the attentions of G-Force Motorsport, and was featured at length in the March 2004 edition of GT Porsche magazine (copy available). As fitted to this car, G-Force's Stage II kit included 100-cell sports catalytic converters; Turbo S exhaust system; GT2-specification K24 Turbochargers; ECU re-mapping; BMC air filters; Sachs sintered clutch with lightweight flywheel; and an up-rated fuel pressure regulator, the result being a maximum output of 500bhp. Bills on file from G-Force total £9,843.69. Finished in Arena Red metallic, this stunning Porsche supercar is offered its owner's manual and book pack; a quantity of expired MoTs; invoices for the above services and works; and a V5C registration document.For further information on this lot please visit Bonhams.com

1931 Bentley 4/8-Litre Two-SeaterRegistration no. GY 8885Chassis no. VF4014*4-Litre chassis; 8-Litre engine*Built 2015-2017 by a well-known and highly respected marque specialist*Exemplary specification*Extensively campaigned*Ready to enjoy  Footnotes:This magnificent Bentley open tourer incorporates elements of two of W O's final models, featuring a 4-Litre chassis and 8-Litre engine. The Bentley 4-Litre was the old Cricklewood company's swansong model before its absorption by Rolls-Royce. With the Depression biting, sales of the old 4½-Litre declining, and its newest, 8-Litre, car costing all of £1,850 in chassis form, Bentley Motors desperately needed a new smaller model to compete with the Rolls-Royce 20/25hp. The result was the 4-Litre. The six-cylinder engine was designed by Ricardo, with overhead inlet/side exhaust valves and a claimed output of 120bhp at 4,000rpm. A double-drop chassis was adopted, closely based on that of the contemporary Bentley 8-Litre, and offered in two wheelbase lengths: 11' 2' and 11' 8', both of which were shorter than the shortest of the two 8-Litre chassis available. Only 50 4-Litre models were completed before Bentley went into liquidation. With its Ricardo-designed engine and heavy, over-engineered chassis, the 4-Litre has never been a favourite with Bentley aficionados, and many, such as the example offered here, have been converted into exciting sports cars using the 8-Litre engine. The first owner of 'VF4014' was Viscount Mountgarret, who specified H J Mulliner saloon coachwork and registered the car as 'C 2'. The current vendor, a well-known and highly respected marque specialist, built this car between June 2015 and September 2017 for his own use. The project had been started in the 1950s, and despite the passage of time this 4-Litre's major components had remained together, the chassis, front axle, rear axle, differential, suspension, and brakes all being original to 'VF4014'. The car has been constructed to a very high specification using a combination of original parts or parts remanufactured to original specification. The brief for building this car was that it must be good looking and perform well; the brief has been executed perfectly. The engine consists of an original 6½-Litre crankcase with a new 8-Litre block. The crankshaft, con-rods, pistons, camshaft, rockers, oil pump, water pump, and camshaft and crankshaft dampers are all new. The engine breathes through triple 8-Litre carburettors, while the mixture is sparked by an original Bosch GF6A magneto and distributor. The engine is cooled by a cut down Speed Six radiator and original mechanical fan (we are advised that the engine never gets hot). The fuel system features anFIA fuel cell of approximately 40 gallons capacity; a Facet twin-pump fuel delivery system; and an air pressure system.The chassis has been shortened to a wheelbase of 10'6', the front springs being shortened also and the front axle moved forward. The front cross member came from another 4-Litre and has been modified to mount to the front of the engine, while the 4-Litre gearbox cross members have been replaced with the Speed Six type to accommodate the new D-type gearbox. The original 4-Litre brakes have been retained, the front self-wrapping brake being changed to pull on, while finned aluminium brake drums and a Speed Six Clayton brake servo are other notable features. The front axle believed to be original while the original rear axle's brake plate orientation has been changed. The rear axle has been rebuilt with new bearings, seals, half-shafts and hubs. Final drive ratio is 3:1. The steering box is a 4-Litre component, which has been repositioned courtesy of a special manufactured mount and cross-shaft. The four-spoke cast aluminium steering wheel is from a 6½-Litre model. The suspension movement is damped by four Andre Hydro Tele Control shock absorbers at the front, while at the rear there are four 8-Litre Bentley & Draper units and two Andre Hydro Tele Control. Two original Carl Zeiss 220mm headlamps provide the illumination, while the rear lamps are original Scintilla. The alternator has been disguised to look like a dynamo, and the starter motor is by CAV. As one would expect of a Vintage-era Bentley there is a wonderful array of original instruments that do not look over-restored, from the likes of Jaeger, Smiths, Western and Cambridge. The dashboard lights, switches and Smiths starter are all original. The open tourer body was built to the vendor's own design and specification. It is all aluminium with a tubular frame, finished in black. The seats are trimmed in black leather with inflatable cushions, and there is a small amount of storage space under and behind them. A black mohair tonneau cover is included. This is a very well proven car that has been extensively campaigned; indeed, the owner has had a lot of fun with it at track events such as Ascari, Silverstone and Goodwood, where a little while ago it competed in the Benjafield's Double 12.  Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1960 Jaguar XK150S 3.8-Litre CoupéRegistration no. 5546 PXChassis no. T825215DN*One of only 115 right-hand drive 3.8 'S' fixed-head coupés*Present ownership since 2012*Recent extensive professional restoration*Comprehensive history file*The chassis, body, engine and gearbox are all matching numbersFootnotes:'The Jaguar XK150 is undeniably one of the world's fastest and safest cars. It is quiet and exceptionally refined mechanically, docile and comfortable... we do not know of any more outstanding example of value for money.' - The Autocar. What would turn out to be the final glorious incarnation of Jaguar's fabulous 'XK' series of sports cars arrived in 1957. As its nomenclature suggests, the XK150 was a progressive development of the XK120 and XK140, retaining the same basic chassis, 3.4-litre engine and four-speed Moss transmission of its predecessors while benefiting from a new, wider body that provided increased interior space and improved visibility courtesy of a single-piece wrap-around windscreen, replacing the XK140's divided screen. Cleverly, the new body used many XK120/140 pressings, the increased width being achieved by means of a 4'-wide central fillet. A higher front wing line and broader radiator grille were other obvious differences, but the new model's main talking point was its Dunlop disc brakes. Fade following repeated stops from high speed had been a problem of the earlier, drum-braked cars, but now the XK had stopping power to match its prodigious straight-line speed. Introduced in the spring of 1957, the XK150 was available at first only in fixed and drophead coupé forms, the open roadster version not appearing until the following year. At 190bhp, the engine's maximum power output was identical to that of the XK140 so performance was little changed. 'Special Equipment' and 'S' versions came with 210 and 250bhp respectively, the latter delivering an astonishing 0-60mph time of 7.3 seconds and a top speed of 136mph. This was achieved by the introduction of the Weslake-developed 'straight-port' cylinder head, high-compression pistons, triple 2' SU carburettors and twin electric fuel pumps. Overdrive and a Borg-Warner automatic gearbox were the transmission options, the latter becoming an increasingly popular choice, while a Thornton Powr-Lok limited-slip differential was available for the XK150 'S'. Steel wheels remained the standard fitting, though XK150s so equipped are a great rarity, as most were sold in 'SE' (Special Equipment) specification with centre-lock wire wheels. The much-admired chromed Jaguar mascot was made available as an optional extra on an XK for the first time. In the autumn of 1959 the XK150 became available with the 3.8-litre engine first seen in the Mark IX saloon. 'Standard' (220bhp) or 'S' (265bhp) states of tune were offered (the latter featuring overdrive as standard) and in either form the XK150's increased weight was more than offset by the power of the larger engine, the car regularly recording in excess of 130mph in magazine road tests. The 3.8-litre 'S' is one of the rarest of the family with only 282 built out of a total XK150 production of 9,396 cars, of which 115 were right-hand drive fixed-head coupés like this example. Representing the XK150 in its ultimate configuration, with the 3.8-litre engine and overdrive gearbox, this rare 'S' fixed-head coupé was manufactured on 13th April 1960 and finished in Carmen Red with matching interior trim, the same combination it has today. The earliest record on file is an old-style continuation logbook (issued 1964) listing five owners, the last of whom, George Harold Day, acquired the Jaguar in March 1967 and appears to have kept it until 1981. The next owner was Peter Robert Thorpe (Mr Day's son-in-law) who sold it to John Vernon circa 1982. There are bills on file from marque specialists Automotive Engineering Developments and University Motors for various works carried out during Mr Vernon's ownership. Its next owner, Michael Sargent, bought the XK from John Vernon in October 1985 and carried out an in-depth restoration over an eight-year period (photographs on file). Mr Sargent kept the car from some 27 years before selling it to the current vendor in February 2012 (receipt on file). Bills on file detail extensive restoration works carried out by marque specialists Twyford Moors in 2013. Works carried out include a re-spray; re-chroming of brightwork; fitting new chrome wheels and tyres; re-coating all front suspension; installing up-rated rear springs; overhauling the carburettors; replacing the front wheel bearings and stub-axles; and reworking the cylinder head and valves (the latter being done by Sigma Engineering). Noteworthy upgrades include an alternator, twin ignition coils, and a 123 electronic distributor (original dynamo and coil available). A well-loved and much driven car, '5546 PX' has taken part in a variety of rallies and motor sport events, including Prescott Hill Climb. A new motor sport project is the only reason it is offered for sale. Described by the private vendor as in very good condition throughout, '5546 PX' represents a wonderful opportunity for the serious Jaguar collector to own a rare example of one of the most powerful limited-production XKs manufactured by Jaguar Cars.For further information on this lot please visit Bonhams.com

1992 Porsche 911 Carrera RS Type 964 CoupéRegistration no. J791 SWLChassis no. WP0ZZZ96ZNS491248•Rare limited-edition lightweight model•Delivered new in Germany•Left-hand drive•Present ownership since 2000•Circa 76,200 miles from newFootnotes:Evoking memories of the legendary 2.7 and 3.0-litre RS and RSR 'homologation specials' of the 1970s, in 1991 Porsche introduced the Type 964 Carrera RS, which was a lightweight variant like its illustrious forebears. It was based on the 'Carrera Cup' competition car and sold in Europe only, though there was a lower-specification 'RS America' for the United States market. There was also a Touring version that kept most of the road equipment fitted to the standard Carrera.The Carrera RS retained the stock 3.6-litre engine, albeit boosted in maximum output to 260bhp and equipped with a lightened flywheel for improved response. The G50/10 five-speed transmission featured closer ratios, an asymmetrical limited-slip differential and steel synchromesh, while the suspension was lowered and stiffened. For the lightweight version, the interior was stripped out completely and the power steering, power windows and seats, rear seats, air conditioning, cruise control, sound deadening material and stereo system removed. Two lightweight racing bucket seats were fitted instead.The lightweight's front bonnet was made of aluminium and the chassis was seam welded, while the side windows were made from thinner and lighter glass. Rounding off this radical exercise in weight reduction, the Carrera RS was equipped with 17' Cup magnesium wheels. The result was a total weight saving of around 150kg compared to the Carrera 2, transforming the RS into a faster, more agile and responsive car. Excluding America and RSR variants, only 2,051 units of the Type 964 Carrera RS were produced.Finished in Amethyst with black/purple leather interior, this beautiful lightweight example was first registered on 10th March 1992 by Porsche Stuttgart. Imported into the UK by marque specialists Autofarm in June 1997, the car was sold to one Alex Fenton in July 1997 at 26,482 kilometres, passing to Ed Pilnik in January 1999 at 47,400 kilometres. An MPH speedometer was fitted by Ruf UK on 5th May 1999 at 52,542 kilometres (32,649 miles). The present owner acquired the Porsche on 17th August 2000 at 47,000 miles and used the car fairly regularly until around five years ago, since when it has mostly been laid up in storage, with annual oil changes and inspections. The private vendor advises us that the body has not suffered any accidents or trips through gravel traps. The magnesium wheels are stored at moment but will be fitted for sale. Peter Tognola has looked after the Porsche for the current owner, and his service history is available. A wonderful opportunity to acquire a relatively little-used example of this very rare and collectible Porsche supercar, presented in good condition throughout.For further information on this lot please visit Bonhams.com

A Hohm driving school instructional scale model, German, post-War,large scale 'H-D 79' model, constructed from mainly metal and alloy parts, a functional model chassis, with articulating functioning controls, left-hand drive steering, lights, transmission, clutch, suspension, brakes, rolling wheels with rubber tyres, with some cut-away sections and other details including a clear plastic 4-cylinder engine casing showing workings of pistons, valves and spark plugs, the model 97cm long, mounted on a later display plinth with control levers and switches, with wiring and electric motor under the base operating model engine via drive-belt, measuring 103cm wide overall. This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

The Stan West Collection1976 Bristol 411 Sports SaloonRegistration no. SYE 970RChassis no. 411-7791659*The last Bristol 411 built*6,556cc Chrysler V8 engine (unleaded compatible)*Restored in the early 1990s*Substantial history fileFootnotes:'The Bristol 411 is a car for the very wealthy but has many special virtues – this is a modern quality car of traditional British excellence.' – John Bolster, Autosport. Bristol's long-running line of V8-engined sports saloons began back in 1961 with the 407, though in appearance the newcomer closely resembled the preceding six-cylinder 406. The adoption of 5.2-litre Chrysler V8 power came not before time, as Bristol's BMW-based engine had been effectively outgrown by the car's increasingly weighty coachwork. With a top speed of 125mph, the 407 re-established the Bristol as a true high-performance car but one that nevertheless retained all the refinement and luxury associated with the marque. The chassis was updated, larger engines adopted and the styling periodically revised throughout the 1960s, this process culminating in the 411 of 1969, five series of which were made between then and 1975. For the 411, Bristol continued with Chrysler engines but specified the 6.3-litre unit that produced 335bhp, an increase of some 85 horsepower over the '5.2'. There was a commensurate improvement in performance and a further boost when the 6,556cc engine arrived with the Series IV in October 1973. John Bolster summarised the result in Autosport: 'Almost accidentally, the Bristol has become the fastest genuine touring saloon, beating the Mercedes-Benz 300 SEL 6.3 both for maximum speed and acceleration.'The last Bristol 411 built, chassis number '7791659' has the 6,556cc Chrysler V8 engine that can run on unleaded fuel, and was fitted with air conditioning in the mid-1990s. The installation occupies the spare wheel compartment under the nearside wing, and hence the spare wheel has been relocated to the boot. There are numerous bills on file for servicing, maintenance, parts, etc dating back to 1989, including those relating to a major restoration undertaken in April 1992 at 32,800 miles. At that time the exterior colour was changed from a bronze/brown to Midnight Blue. Old registration documents chart the car's ownership back as far as October 1998 when it was registered to one Brian May of Solihull, followed by Rakesh Uppal of London NW3 (from October 1999), and then Brian Clark of Staffordshire (from July 2001).Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1966 Ferrari 330 GT 2+2 'Series 2' BerlinettaCoachwork by PininfarinaRegistration no. AVG 567DChassis no. 7951*Left-hand drive*Purchased in the USA*UK registered since 2018Footnotes:By the end of the 1950s, the market for sports cars with 'family accommodation' had grown sufficiently for Ferrari to contemplate the introduction of a four-seater model. Introduced in the summer of 1960, the first such Ferrari - the 250 GTE 2+2 - was based on the highly successful 250 GT. The 250 GTE provided the basis for its replacement: the 330 GT 2+2 introduced in January 1964.Pininfarina was once again entrusted with the styling, adopting a four-headlamp frontal treatment that reflected the tastes of Ferrari's most important export market, the USA. The 330 GT's tubular chassis was 50mm longer in the wheelbase than before, which made conditions less cramped for the rear passengers. Suspension was independent at the front by wishbones and coil springs, while at the back there was a live axle/semi-elliptic set-up. Improvements to the discs-all-round braking system saw separate hydraulic circuits adopted for front and rear. The 330 GT's Colombo-type, 60-degree, V12 engine had first appeared in the 330 America in 1963. Displacing 3,967cc, the single-overhead-camshaft, all-alloy unit was good for 300-plus horsepower, an output sufficient to propel the 330 GT to a maximum velocity of 152mph (245km/h) making it, when introduced, the fastest road-going Ferrari. Equipped at first with a four-speeds-plus-overdrive gearbox, the 330 GT gained a five-speed transmission in mid-1965 and later that year had its four-headlight front end replaced by a two-lamp arrangement, becoming the 'Series 2'. This left-hand drive 330 GT was purchased and imported by the current owner from Gullwing Motor Cars Inc of New York, USA. UK duty was paid at time of entry (January 2018) and the Ferrari has had only one owner since arrival. Accompanying paperwork shows that the car resided in California during the 1970s and 1980s.In March 2020, major works were undertaken by Ferrari specialists Autoficcina in London, UK. Recent service items receiving attention included the brake fluid, carburettors, oil and filters, spark plugs, valve clearances, ignition timing and brake servo, while a replacement clutch master cylinder was supplied by Superformance. The history file contains a V5C document, current MoT and various servicing/maintenance receipts including some from GTO Engineering. The Ferrari has been kept covered in a professional long-term storage facility, covering only a limited mileage in the last three years (the current odometer reading is 14,600 miles). The car has been detailed and the battery maintained as required. Finished in maroon with red interior, '7951' represents a wonderful opportunity to own one of these most desirable Ferrari four-seaters in good, original cosmetic condition.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

The Stan West Collection1929 Rolls-Royce 40/50hp Phantom II Weymann Sports SaloonCoachwork by H J MullinerRegistration no. GC 4690Chassis no. 61XJEngine no. TN75*Rare Weymann-bodied Phantom II*Original coachwork*Known ownership history*Fully restored by Alpine Eagle in 2003/2004*Part of the Stan West Collection since 2011Footnotes:Rolls-Royce's 'single model' policy had proved an outstanding success for the company, but immediately after the end of the Great War the recession in the motor trade prompted the introduction of a smaller, cheaper 20hp car to be built alongside the existing 40/50hp Silver Ghost. Henry Royce's new design incorporated a number of modern features such as overhead valve-gear for its six-cylinder engine, a centre-change gearbox and 'Hotchkiss drive' rear axle, and the advanced newcomer's arrival only served to emphasise the Silver Ghost's Edwardian origins. However, the 45/50hp model would soon benefit from developments pioneered on its smaller sibling.Introduced in 1925, the New Phantom (retrospectively known as the Phantom I) boasted an entirely new overhead-valve six-cylinder engine displacing 7,668cc and, like the contemporary 20hp model, adopted a disc-type clutch and adjustable radiator shutters. Its chassis though, remained essentially the same as that of the later four-wheel-braked Silver Ghost, and would continue fundamentally unchanged until the arrival of the Phantom II brought with it an entirely new frame. Reputedly the last model that Henry Royce designed himself, the Phantom II was announced in September 1929 with deliveries commencing immediately. Unlike its predecessor, which inherited its underpinnings from the preceding 40/50hp model, the Silver Ghost, the Phantom II employed an entirely new chassis laid out along the lines of that of the smaller 20hp Rolls-Royce. Built in two wheelbase lengths - 144' and 150' - this new low-slung frame, with its radiator set well back, enabled coachbuilders to body the car in the modern idiom, creating sleeker designs than the upright ones of the past. The engine too had come in for extensive revision. The PI's cylinder dimensions and basic layout - two blocks of three cylinders, with an aluminium cylinder head common to both blocks - were retained but the combustion chambers had been redesigned and the 'head was now of the cross-flow type, with inlet and exhaust manifolds on opposite sides. The magneto/coil dual ignition system remained the same as on the PI. The result of these engine changes was greatly enhanced performance, particularly of the Continental model, and the ability to accommodate weightier coachwork. Highly favoured by prominent coachbuilders, the Phantom II chassis provided the platform for some of the truly outstanding designs of its day and this example carries Weymann-type sports saloon coachwork by H J Mulliner. Chassis number '61XJ' was originally ordered on 15th October 1929 via Car Mart Ltd of Park Lane, London. The first owner was Captain Leslie George Wylde, a gentleman renowned for his taste in attractive and sporting motor cars. After Wylde had grown tired of his Phantom it passed through a handful or owners and was modified for each accordingly (see detailed MotorHistorica report on file). In 1947 '61XJ' was prepared for storage and remained off the road for some 30 years thereafter before being purchased by well known Rolls-Royce and Bentley broker, John Fletcher. It is believed that this careful storage is what kept the body in such remarkable condition, for '61XJ' still retains the original fabric as fitted at H J Mulliner's works. After re-commissioning, the Phantom was used for minor rallies and touring events and it also appeared in BBC television drama, The House of Eliott. In mid-2003 Alpine Eagle were commissioned to obtain '61XJ' for one of their regular customers, Captain Bill Borchert Larson. He affectionately named the car 'The Captain', a reference to its overwhelming presence and authority. After its condition had been assessed it was decided that the car would be treated to a 'last nut and bolt' restoration to exacting standards. At the conclusion of the 10-month restoration, which cost in excess of £250,000, '61XJ' was unveiled at the 2004 R-REC Annual Rally where it won 1st prize for Elegance and came 1st in class. After passing to new ownership in 2007, '61XJ' was entered in the following year's R-REC Annual Rally, four years after restoration, and came a highly creditable 2nd, losing only by a few points (deducted for not winding or setting the clock!) There is absolutely no question that '61XJ' has been given a world-class restoration and even now would not look out of place on the Pebble Beach lawns. The Phantom has formed part of the Stan West Collection since its purchase at Bonhams' Oxford sale in March 2011 (Lot 222) and since then has benefited from ongoing careful maintenance as evidenced by bills on file from Messrs P&A Wood and Priory Vintage Car Company (inspection recommended). Suitable for touring in the grand manner and any number of prestigious concours events, '61XJ' has always received a warm welcome wherever it goes and always has a throng of admirers. The car is offered for sale complete with a comprehensive original tool kit and an original nickel-plated mascot. Accompanying documentation includes an old-style logbook, the aforementioned MotorHistorica report, sundry bills and restoration records, and current a V5C. A wonderful opportunity to own a unique, lightweight, fabric-bodied original car with both charm and character.For further information on this lot please visit Bonhams.com

The Stan West Collectionc.1953 Bristol 403 Sports SaloonRegistration no. TKL 403Chassis no. 403/1542*One of only 281 produced*Extensively restored circa 2012-2014*Engine professionally rebuilt in 2013/2014*Part of the Stan West Collection since circa 2011Footnotes:'The latest Bristol combines to a greater extent than its predecessors, the qualities of a thoroughbred sports car with those of a luxurious touring car. I have the impression – supported by friends who own Bristols – that the standards insisted on by the makers will ensure thousands of miles of trouble-free – and therefore economical – motoring. In view of its excellent performance, stability, finish and refinement, the Bristol cannot be regarded as an expensive car.' – John Eason Gibson, Country Life, on the Bristol 403.With the introduction of the 401 - the first of its exquisitely styled aerodynes - Bristol began to move away from the pre-war design the company had inherited from BMW. Carrozzeria Touring provided the Superleggera method of body construction that overlaid alloy panels on a lightweight tubular-steel framework, while the low-drag shape was achieved after hours of experimentation in the Bristol Aeroplane Company's wind tunnel. The 401 continued to use its predecessor's running gear and BMW-based, 2.0-litre, six-cylinder engine with its ingeniously arranged, pushrod-operated, inclined valves, while the gearbox remained a manual four-speed unit with first-gear freewheel. With the introduction of the 403 in 1953, Bristol improved on what was already an exemplary Grand Tourer, the newcomer's apparently unchanged appearance disguising a number of important advances. The engine remained a 2.0-litre six of basically BMW design but the alloy cylinder head was new and helped liberate 100bhp, up from 85 horsepower. The increase in straight-line performance (top speed was now in excess of 100mph) was matched by improvements to the running gear in the form of a front anti-roll bar and finned light-alloy brake drums. Bristol had built a total of 281 403s by the time production ceased in 1955. This Bristol 403 appears to have been added to the Stan West Collection circa 2011. An extensive restoration was commenced the following year by Mitchell Motors of Chicklade, Wiltshire, which included an engine rebuild by Hurley Engines. Related bills are on file and the car also comes with numerous older invoices made out to one John Pritchard, presumably a previous owner, and a quantity of expired MoTs.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Stan West Collection1933 Lagonda M45 4½-Litre TourerCoachwork by Vanden PlasRegistration no. AXR 522Chassis no. 210650*An older (1980s/1990s) restoration*Engine professionally rebuilt in 1994/1995*Part of the Stan West Collection since 2008*Good history fileFootnotes:'A short run on one of the first of the 4½-Litre Lagonda models, with an open four-seater body, left a vivid impression not only of brilliant acceleration and sheer performance, but of a car delightfully silent and easy running in a way that can be achieved to the fullest extent only by a big-engined machine working well inside its limits.' - The Autocar in 1933. A fine example of this elegant and very British, post-Vintage thoroughbred, chassis number 'Z10650' was supplied new via Mann Egerton & Company and despatched on 18th December 1933 to coachbuilders Vanden Plas for its four-seat sports-tourer body to be fitted. This work was completed on 17th February 1934 at a cost of £229 8s 9d. We understand that the car was originally liveried in grey lined with rose pink, a colour keyed to its interior upholstery and selected for the rather bizarre reason that it matched an eiderdown belonging to the original customer. The car is illustrated on page 174 of the book Vanden Plas by Brian Smith.In February 1992 the Lagonda was offered for sale at Brooks' Olympia auction (Lot 198) and purchased there by a Mr Forster of Marlborough, Wiltshire. Prior to its acquisition by Mr Forster, the car had been in the ownership of one family since 1964, passing through the hands of three brothers. Extensive restoration had been undertaken while it was in the third brother's hands, the work being carried out over a five-year period (1986-1991) by well-known Lagonda specialist Peter Whenman at a cost of circa £43,000. Mr Forster sent the car back to Peter Whenman's company, now called Vintage Coachworks, for an engine rebuild undertaken in 1994/1995, and it appears that they maintained and serviced it for him during his ownership. It was then sold to a Mr Sharp of Jersey, who put the car in his private collection and used it only sparingly. While in Jersey the Lagonda was looked after and serviced by Clayden Motors, although no major work was required. 'AXR 522' was purchased by Stan West at Bonhams' Olympia sale in December 2008 (Lot 609), since when the wheels, hubs, and brakes have been overhauled by marque specialists Bishopgray (see bill dated 31st January 2019 on file). The history file also contains bills and receipts for the restoration/services; the original buff logbook; and a quantity of expired MoTs. Presented in excellent condition throughout, with everything working properly, this exceptionally attractive Lagonda M45 is ready to be enjoyed.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1937 Jaguar SS100 2½-Litre RoadsterRegistration no. AUK 634Chassis no. 18109*One of circa 191 2½-Litre models built*Scottish and Welsh rallies participant in 1938/1939*Matching numbers*Single owner from 1938 to 1994*Professionally restored by Davenport CarsFootnotes:Launched for 1936, the SS100 was the first real high-performance model produced by SS Cars Limited and used a new Weslake-developed overhead-valve engine in a shortened SS1 chassis. The introduction of the OHV unit was considered to justify the adoption of a new name for the series, SS Cars boss William Lyons later recalling 'I immediately pounced on Jaguar as it had an exciting sound to me.' ('Jaguar' would be adopted as the marque name in 1943, 'SS' having by then acquired a somewhat tarnished reputation).'SS' originally stood for the Swallow Sidecar & Coachbuilding Company, which had been founded in Blackpool, England by William Walmsley. The company branched out into motor manufacture in 1926, its first major success being an attractive sports saloon on the Austin Seven chassis, the design being the work of Walmsley's partner, one William Lyons. Relocation to Coventry followed and the Swallow range expanded to include models on Morris Cowley, Wolseley Hornet and Standard Sixteen chassis. Marque status arrived in October 1931 with the launch of the SS1, the chassis of which was supplied exclusively to Swallow by Standard, who also provided the six-cylinder sidevalve engine and four-speed gearbox. Although unspectacular in performance, the SS1 went some way towards establishing the pattern for future Jaguars, combining sporting good looks with a better-than-average specification and all at a bargain price. By the time the SS90 sports car arrived in 1935, William Heynes had joined as Chief Engineer. Based on a shortened SS1 chassis, re-engineered by Heynes, the SS90 again demonstrated Lyons' consummate skill as a stylist, its long bonnet, smoothly flowing wings, cut-away doors and truncated tail making it every inch the epitome of the 1930s sports car. Although good for 90mph, the SS90 was handicapped by the limitations of its sidevalve engine, a deficiency that would soon be rectified by another of Lyons' new recruits, gas-flow consultant Harry Weslake. Launched in 1936 alongside the 2½-Litre saloon, the SS100 Jaguar sports car marked the company's first use of the 'Jaguar' name. Beautifully styled in the manner of its SS90 predecessor, the newcomer employed a shorter, 102'-wheelbase chassis and a revised version of the 2,663cc Standard six which, equipped with Weslake's overhead-valve cylinder head and breathing through twin SU carburettors, now produced 104bhp. Although a fine touring car, the SS 100 was marketed as primarily for competition work. Its first major success came early, if somewhat unexpectedly, when Tommy Wisdom, crewed by his wife, won the arduous International Alpine Trial in 1936, beating Bugatti and bringing the fledgling marque to the attention of the Continental public. This would be the first of many successful rallying forays, including class wins in the RAC events of 1937 and 1938, and the Alpine (outright) again in 1948. A total of 191 2½-Litre and 118 of the later 3½-Litre cars had been made by the time SS 100 production was prematurely ended by the outbreak of war.This original 2½-litre SS100 is a matching numbers car that comes with a well documented history. Chassis number '18109' was first registered on 11th June 1937 and delivered new by Attwoods, an SS dealer based in Wolverhampton, to a Mr John Fellows. It was subsequently sold (on 6th October 1938) to John Montgomery, a Kentish hop farmer. Mr Montgomery was a rallying enthusiast who campaigned the SS in 1938/1939 in the Scottish and Welsh rallies (see photographs on file). He kept the SS for the rest of his life, initially using it on the roads, but by the 1960s the car was used only to drive around his hop farm. The car remained totally original apart from the addition of a pair of rear lights and replacement of the horn grilles. Eventually it was put away in a barn, remaining there until after his death, and was sold at auction in 1994 as a 'barn find'.The present owner purchased the SS in 1996 and instructed marque specialists, Davenport Cars, to carry out a complete restoration. 'AUK 634' is presented in its original factory colour scheme of black with red leather interior and has been fitted with a five-speed synchromesh gearbox (original gearbox supplied). The car is offered in excellent condition.The SS100 was one of the fastest and best-handling sports cars of its day, as its competition record both before and after the war bears witness to. Representing a rare opportunity to acquire an example of the model that can be said to have started the Jaguar legend, '18109' is eligible for a wide variety of the most prestigious historic motor sports events.For further information on this lot please visit Bonhams.com

An Art Deco silver engine turned six silver dressing table set, comprising pair of hair brushes, pair of clothes brushes, mirror and comb by BM Co, London 1936, cased together with a silver plate box and cutlery (19)

George V hardwood walking cane with an engine turned silver pommel inscribed ?Lieut G A Hunt C S M Leach, 1940-42?, London 1925, H 87cm

A George VI silver cigarette case with engine turned decoration, Birmingham 1944, a pair of silver candlesticks, a vesta case, two napkin rings Georgian mustard spoon and a silver mounted glass pot, various dates and makers, weighable silver 209 grams

Tri-ang Express railway engine / locomotive. 53cm long. In good and un-played condition. Some small signs of wear and use. (835).

A collection of Railwayana interest items to include Britains paperweights of models 'L.N.E.R Locomotive No 10000', 'Flying Scotsman' and 'Mikado Type Passenger Engine' together with 2 later examples by Legends of Steam (5). Generally in good but used condition though the Mikado style engine is missing half of the train. Approx 14cm long.

Late 19th century French Empire style clock, with white marble garniture de cheminee, white enamel Roman chapter ring with engine turned centre plate and ornate slip, the dial and movement in bevelled glass and brass casing, four reeded column supports, applied cast gilt metal swags, on flower head cast bracket feet, twin train driven movement striking on coil, the pendulum decorated with Greek mask surrounded by grapes and leafage, pair white marble urn garnitures with gilt metal handles and foot on stepped square baseDimensions: Height: 42cm 

Crosby Steam Gauge and Valve Co of Boston, Massachusetts, hardwood cased steam engine indicator complete with original wooden rules and various recording cards, case 33cm wide

Vintage Mamod Traction engine, unboxed

George V Silver Five Piece Dressing Table Set, London 1946, Initialled R on an Engine Turned Ground, Comprising two Ladies Brushes, Ladies Hand Mirror, Two Gents Clothes Brushes,  (5)

A LATE 19TH CENTURY ENGINE-TURNED BEAKER CUP, cylindrical, engraved with a monogram within a cartouche, stamped marks, possibly American, in a fitted leather case. 8cm high

A VICTORIAN AESTHETIC SILVER BEAKER, by Walter & John Barnard, London 1877, straight-sided with rounded base, engraved in the Japanese taste with cranes amidst bamboo, gilded interior, 9.5cm high; together with AN AMERICAN STERLING SILVER CUP, by Boardman, with One Dollar coin inset to base, 5.5cm high; and A GEORGE VI SILVER COMPACT, by James Clark & John Sewell, Chester 1947, square, engine-turned, crested, 7cm square. 9 troy ounces gross

A GEORGE V SILVER CIGAR BOX, by Mappin & Webb Ltd, Birmingham 1924, rectangular, with all-over engine turned engraving, the hinged lid with double scroll thumbpiece, gilded to interior of cover. 18cm wide, 9cm deepCONDITION REPORTMarks lightly rubbed but legible. Cover hinge very sturdy. Various dings to corners and edges. Lid fits well. Light surface marks and scratches commensurate with age and use.