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Click here to subscribedating: First half of the 19th Century provenance: Europe, Slightly curved blade with thickened back and jelman (small areas with pitting). Beautiful gilt brass hilt with raceme fretwork and a crowned anchor, guard carved with curl, brown horn handle with spirals, gilt brass cap with small scaled carvings and a shell. Black leather scabbard with beautiful gilded mounts, a crowned anchor and a shell in relief above the chape. length 83 cm.
dating: Mid 19th Century provenance: Italy, Slightly curved, single-and-false-edged blade, with wide fuller, featuring in the first part elegant engravings divided in sectors and partly gilded on a blue background with trophies and racemes. Tang with German mark. Iron, one-quillon hilt of typical shape. Checkered, ebony grip divided in sectors. Iron scabbard with two lugs. length 98 cm.
dating: Third quarter of the 19th Century provenance: USA, Octagonal, rifled, 7-1/2" barrel (visible rifling, pitting inside), provided with foresight, with dorsal marking "ADDRESS SAM.L COLT NEW YO..." (the rest is no longer legible). A crack at the breech for about 2.5 cm. Cartridge rammer and barrel with serial numbers matching with the frame, the barrel wedge with three different numbers. Six-shot cylinder with remains of a scene depicting the Texas-Mexico naval battle, still legible patent and serial numbers (also matching with the frame). Mechanism needs revision. Frame marked "COLTS PATENT" and Serial number "16xx", cylinder's pin with matching serial number. Brass handle bands with remnants of silvering and matching serial numbers. Small and squared trigger guard with marks "U" and "G". Smooth, walnut handle. Second model square-back trigger guard: square trigger guard and screw above the barrel wedge, serials between 1250 and 4200. The first year of production can be identified from the serial number. Refer to "The Book of Colt Firearms" by R.L. Wilson, Blue Book Publications, MN. Pages 121-132. Also refer to Flayderman's Guide, 9th Edition, pages 89-90. 5B-051. length 33,5 cm.
dating: 1670/80 provenance: Brescia, Smoothbore, three-stage barrel, octagonal at the first segment and signed 'MORETTA', then with two round segments featuring thin rings at the girdles; 12.8 mm cal at the nozzle. Lock with rounded plate signed 'FIORENTINO IN B.' Working mechanism. Wooden full stock. Iron mounts. Some pitting. Trigger guard and butt-plate decorated with a rosette in relief. Counter plate shaped and carved with racemes. Iron-tipped, wooden ramrod and cartridge extractor. For Fiorentino (the name is not known) from Brescia, refer to 'Repertorio Storico degli Archibugiari Italiani' by B. Barbiroli, page 253. Brescian gunlock maker and a arquebusier, his name appears on some pistols from the second half of the century, with barrels made by various gunsmiths. length 37 cm.
Registration No: OSU 688 Chassis No: D927 MOT: ExemptMatchless-engined V-twin MorganPurchased for display by the National Motorcycle Museum in 1989Previously restored by The Light Car and Cyclecar Restoration Co of BirminghamAn ingenious concept, HFS Morgan built his first three-wheeler in 1909. Based around a tubular steel frame, its low centre of gravity and advanced 'sliding pillar' independent front suspension endowed it with excellent roadholding. Progressively developed, the single rear-wheel-driven platform played host to a variety of JAP, Matchless, Blackburne, Anzani and Ford powerplants over the years (though, the prototype used a Peugeot unit). Fearsome competition cars, Morgan three wheelers driven by the likes of HFS himself, Clive Lones and Harold Beart acquitted themselves well on race circuits and trial stages alike (Mrs Gwenda Stewart recorded 115.66mph during a record run at Montlhery in 1930). An evolution of the JAP powered Aero model, the Super Sports appeared in 1927. By 1933 Morgan's three-wheeler chassis could be ordered with four types of body, namely: Super Sports, Sports Two-Seater, Sports Family and Family. The Super Sports was notable for its chromium-plated exhaust pipes that run the length of the body. Interest in Morgans of this period has never waned and, if anything, increased in recent times - the company's inspired decision to create a modern three-wheeler having brought the early cars to the attention of a new audience.Attractively finished in Green with a Black interior, this Matchless-engined Morgan Super Sports was purchased by the National Motorcycle Museum from Brian Verrall in April 1989 having been previously restored by The Light Car and Cyclecar Restoration Co of Birmingham. Acquired by the vendor at auction when sold by the museum in 2020, it has continued to be displayed and not been used. Having been on museum display since completion, we suggest this ultimate three-wheeler Moggy will require careful recommissioning prior to use. The restoration was obviously to a high standard and the car appears to be in “excellent” cosmetic condition. For more information, please contact: John Markey john.markey@handh.co.uk 01428 607899
Registration No: HX51 UAO Chassis No: JSAEGA41S00200477 MOT: March 2025Limited edition 'GSR' which is one of six-hundred builtA genuine Japanese 'hot hatch' with a 16 Valve 1.8 Litre engine capable of accelerating from 0-60mph in 8.8 secondsIntroduced in 1995, the Suzuki Baleno was the European brand name for the Suzuki Cultus Crescent and it was Suzuki's first attempt to enter the competitive compact segment of the market. Initially available as a three-door hatchback and a four-door family saloon, it was fitted with either a 1.3 Litre or a 1.5 Litre engine. Restyled in 1998; in the European market a special 'hot hatch' version was made available known as the Suzuki Baleno GSR. Fitted with the 1.8 Litre J18A chain-driven DOHC engine, the GSR was considerably fast for the era, producing 119bhp and 112 Ib-ft of torque, propelling the car from 0-60mph in 8.8 seconds, somewhat quicker than the Volkswagen Golf 2.0 GTI from the same period. The car was fitted with a number of luxuries such as air conditioning, rear window wiper, fog lights and sports bucket seats. Having only produced around 600 units in total, the GSR has developed a following with enthusiasts as the plucky underdog hot hatch. First registered on the 28th September 2001, 'HX51 UAO' was supplied by Town & Country Suzuki cars in Ash, Surrey in the colour scheme described by Suzuki as 'Blue-ish Black Pearl' over a Grey Cloth interior and was PDI'd for delivery on the 17th October 2001. Supplied with the original service book, there are nine Suzuki main dealer stamps up to 72,000 miles. There are a number of invoices on file for further servicing and the Suzuki was recently serviced by the vendor. Supplied with a number of spares including original springs, after-market headlight covers, replacement crownwheel and pinion for the differential, CV joints, new fog lamps, gear linkages and more. Described by the vendor as being in 'very good' mechanical condition and cosmetically showing some small stone chips on the front, the vendor has advised that he will also be repainting the rear bumper in time for the sale. Now offered as a surprisingly rare hot hatch - we are sure this could be a great opportunity for any collector who fancies a car that is quite different from the usual choices and can be enjoyed as a cheap (and quite fast) runaround. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: NTB 269M Chassis No: 1S2233 MOT: March 2025Finished in its original colours of Blue Azure Blue paintwork with a complementing Biscuit interiorJust 36,959 miles from new and 7 former keepers recorded with the DVLAUK RHD example with matching chassis and engine numbersOffered with JDHT certificate, collection of old MOT certificates plus invoicesOriginal Passport to Service displaying a couple of stamps plus operating and service handbookBy 1971, Jaguar's jaw-dropping E-Type had been in production for a decade. Despite continual improvements, new emissions legislation in the all-important American market threatened to strangle the big cat's performance. Jaguar responded by giving its revered sportscar fresh claws in the shape of a 5343cc V12 developed from the stillborn XJ13 Le Mans project car. The new engine was both effortlessly powerful and eerily refined. "The turbine-like smoothness with which the engine provides a sustained shove in the back is almost uncanny, the more so when one accelerates hard in top gear." (Autocar 5th July 1973). With some 272bhp and 304lbft of torque on tap, the Series III E-Type once again had 150mph in its sights. A revised wheelbase yielded better cabin space, and in conjunction with wider front/rear tracks, new anti-dive front suspension geometry and fatter tyres gave improved road holding. Imbued with a more muscular stance thanks to its flared wheel arches, re-profiled wings and larger grille, the model also boasted vented disc brakes and a restyled interior.Chassis 1S2233, ‘NTB 269M’, was built on 15th August 1973 and despatched on 6th September 1973. Wearing Azure Blue paintwork with a complementing Biscuit interior, it was ordered with a manual gearbox and distributed by Ashton Preston Garages Ltd, Preston, Lancashire and is all stated on the accompanying Jaguar Daimler Heritage Trust Dating Certificate. First registered 12th October 1973, the current mileage is c.36,959. In June 1984 the record of MOT mileage began at 26,324 miles. In April 2001 the then owner, a Mr Bradley, wrote to Maranello Sales to confirm the mileage of 26,324 miles on the date of purchase in July 1985. He stated it was transferred to Mr Bradley’s company in March 1990, then into his wife’s name in June 1991, ‘changed for book-keeping purposes’, so, only two owners from new and confirming the mileage of 31,013 is correct in April 2001.Work has included: July 2001- Martin Robey Eng Ltd carried out axle and rear brake work at a cost of £2,086 and Hamptons coach trimmers supplied and fitted a new mohair hood, along with a frame repaint for a cost of £527; July 2002- I.J Feakin Ltd £833.37 on mechanical fettling and servicing; April 2003 ignition system work; 2007- SC Parts £965 splined hubs, spinners and a grille £129; Jan 2011- MWS chrome wire spoke wheels; April 2021- correspondence with dealers Maranello. ‘NTB’ has had various parts supplied from SNG Barrett and the SC Parts Group with invoices on file for those and the aforementioned work. Among the documents is correspondence from July 1985 with HR Owen regarding a possible part exchange involving a Range Rover and a March 1988 letter about a new windscreen from The Chelsea Workshop.A matching chassis and engine numbers car with just 7 former keepers recorded with the DVLA, ’NTB 269M’ is offered with a collection of old tax discs, MOT history (the majority of MOTs dating back to 1984), the original Passport to Service displaying a couple of stamps, the operating and service handbook, the Jaguar wallet and the Jaguar Daimler Heritage Trust Dating Certificate. There are some old copies of previous V5 Registration Documents and the current V5C. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: KAB 150X Chassis No: JNAEW3BC106530 MOT: November 2024Just two owners from newCurrent ownership from 1986Just under 55,000 warranted miles from newA more relaxed and refined proposition than its E-Type predecessor, the XJ-S was a highly capable Grand Tourer. Introduced in July 1981, the so-called Series II variant was powered by a ‘High Efficiency’ (H.E.) version of Jaguar’s iconic 5.3-litre V12 engine which imbued it with better fuel economy, more power (299bhp/318lbft) and a higher top speed (152mph). While cosmetic changes encompassed the adoption of Starfish alloy wheels and burred elm wood veneers. Yet for all its performance capability, the Jaguar proved a refined and relaxing drive.'KAB 150X' was first registered on 12th March 1982. Fitted with the 5343cc V12 engine mated to an automatic gearbox, the Jaguar was originally finished in a Metallic Silver paintwork with Black hide interior trim and comes with a rare factory sunroof. The car was purchased by the second owner, who is a General Practioner based in London, in 1986. After a minor bump during the 1990s, it was decided that the XJ-S would be repainted in the Metallic British Racing Green that the car is presented in today. It retains the original Black Leather interior which has never been retrimmed and as a result has aged to a beautifully patinated condition, testament to the mileage of just under 55,000 miles from new. A new gearbox was fitted by the owner around 10 years ago and the car has been kept in a dry garage for the last 31 years. The car is accompanied by a large history file including the original bookpack comprising the operation manual, sales brochures and stamped service book up to 1988. The history file further encompasses a vast selection of past tax discs, invoices and sundry paperwork, as well as old MOT certificates. Offered for sale with a current V5C and MOT certificate until November 2024.Upon inspection, the car started with ease and drove to the photoshoot location very smoothly indeed, with easy changes thanks to the replacement gearbox. The vendor advises that the car 'always starts well' and that 'everything electrical works apart from the sunroof' which a quick check confirmed. The bodywork appears overall solid, however on the drivers' side there is noticeable bubbling along the bottom of the driver's door and around the rear valance / quarter panel where the bumper meets it. However, with a small amount this should be easy to rectify. The vendor states that the car presents in overall 'fair' condition that would benefit from a small amount of restoration work.Now offered at No Reserve, this XJ-S presents a rare opportunity to become only the third owner of a desirable low mileage classic. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: 3685 PU Chassis No: B91016240DHR0 MOT: ExemptOnly 57,850 recorded and believed genuine milesDesirable overdrive exampleFour owners from new, having resided in the Colchester area for its entire lifeAn older restoration that still presents wellMatching chassis and engine numbers"In the Alpine the needs of the sporting motorist with a young family are met. It is attractive, safe, and unquestionably fast in spite of the emphasis put on long-distance comfort. The world's markets are overdue such a car". (Autocar 1959) Introduced in 1959, the Sunbeam Alpine was a natural rival to cars such as the MGA and Triumph TR3. Built around a steel monocoque, it featured independent coil-sprung front suspension, a 'live' rear axle, and disc/drum brakes. An attractive design, its lines were predominantly the responsibility of Kenneth Howes. Swindon born, this former employee of Ford's Detroit Styling Centre had also been schooled under Raymond Loewy. As such, the Alpine's 'micro Thunderbird' profile was perhaps little coincidence. Initially powered by a 1494cc OHV four-cylinder engine developing some 78bhp @ 5,300rpm, the be-finned sportscar was reputedly capable of 98mph.Manufactured in 1960, ‘3685 PU’ was first registered on the 11th of November that year and was finished from new in Racing Red paintwork with a Black leather interior upholstery with Red piping, and a Black hood. Supplied new by E. Farrow of Cross Engineering, Thorrington, Essex to Mr W. F. H. Gibbon Esq. of Great Bentley, Colchester, the Alpine was retained by the first owner for two years. Thereafter it was acquired by Mrs Draga Douce of Braiswick, Colchester, a well-known businesswoman in Colchester who ran a hairdressing salon on North Hill, Colchester. Apparently, the epitome of the 1960s fashionable lady, the Sunbeam ideally suited her chic persona. Exceptionally fond of the car, she retained it in her ownership until her passing in 1995.Sold by Mrs Douce executors to a friend who had the Alpine restored over the next year, with a focus upon maintaining originality, the Alpine pleasingly retains the majority of its original panels and interior trim. The vendor thereafter noticed the car with and recognised it immediately as one he regularly saw in Colchester as a teenager, and after several years of asking to, successfully purchased the car. Since then, the vendor has significantly improved the car during his custodianship, with the enhancements including new rear wheel cylinders; a new heater valve; carburettor tuning; improvement to the front brakes; a new fuel pump; a new coil; a new battery; servicing; and more.In regular use throughout the vendor’s ownership, the Sunbeam is due to be driven to the sale some 60 miles to the auction. Offered now with just 57,850 recorded and believed genuine miles on the odometer, the Alpine is supplied with an original buff logbook, previous logbooks, a collection of MOTs from the 1970s; several previous tax discs, restoration images, a list of improvements during the vendor’s ownership, and a current V5C document. A matching chassis and engine numbers example with desirable overdrive, the Alpine has just four owners from new and low mileage. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: HJ52 HXP Chassis No: SA9M12R1M2G113104 MOT: September 2024Just 29,800 miles from newCurrent ownership since 2014 and just three former keepersSignificantly improved while in the vendor's custodianship with considerable expenditureSupplied with a history file including the original stamped service bookNoble Automotive Ltd. was founded in 1999 by British entrepreneur, car designer and engineer Lee Noble and, using his experience from his time spent at Ascari, he quickly established his company's commitment to designing and manufacturing high-performance sports cars with a mid-engine, rear-wheel drive layout. Lee Noble sold the company in August 2006 to Peter Dyson and later moved on in 2008 to work on other ventures, however, as well as being a knowledgeable collector of exotic cars and a successful business entrepreneur, Dyson was an M12 owner and a huge admirer of both Noble Automotive and the M12's attributes.The M12 was produced in four versions (GTO 2.5, GTO-3 3.0, GTO-3R 3.0, with the M400 being the ultimate variant), all being powered by a sympathetically tuned (forge decompressed rods, cylinder block modifications with cylinder bore oil spray jets, crankshaft balancing, and turbo oil feeds built into the heads, along with ST 220 camshafts, coil top plugs, and a new MBE engine management system) twin-turbocharged Ford Duratec V6 engine. The basic structure consists of a steel tub with a full steel roll-cage and G.R.P composite clamshell body parts. These cars are extremely lightweight and stiff, with the ability to perform very well on both road and track, and offer surprisingly good ride quality and lots of confidence-inspiring feedback.At launch, the M12 had 310bhp with the help of its pair of Garrett T25 turbos, giving a top speed of 165mph and a 0-60mph time of 4.1 seconds. With its quasi-racer feel, being heightened by the very visible Alcantara-trimmed roll-cage and no-nonsense instruments, this really is a driver's car. There was no ABS, no traction control and no ESP, just real engineering integrity and a brilliant design and the M12 was able to compete dynamically with the best junior supercars of the day.Manufactured in 2002, the M12 GTO-3 offered was supplied new to the United Kingdom being first registered on the 30th of November that year. Fitted with the 3.0-litre variant of the V6 engine, chassis ‘113104’ has covered a mere 29,800 miles from new (at the time of consignment). Entering into the vendor’s custodianship in 2014, the Noble has had just three former keepers. Well-maintained before the vendor’s ownership, the M12 received seven services during the first twelve years of its life (up to 2014), with several of those completed by Noble. Thereafter, the vendor continued servicing work with Noble Motorsport themselves.Further embarking on significant improvements across the vendor's ten-year ownership, the work completed has included a full repaint in 2022 in Ford ST Metallic Orange with Black roof; fitment of Revotech double front fans and well-known Noble tunnel air-flow modification (to keep the car cool even in heavy traffic); Willans five-point harness sets; recent new Yokohama tyres; stainless flexi brake hoses fitted (HEL) all corners; new Dunlop race brake pads; new Gaz Gold fully adjustable coil overs; large intercooler fitted with further electric fan assist to maximise the cold air to the turbos; insulation to the ducting; recent new battery and new door lock alarm and immobiliser; and rear exhaust heat shield wrapped.Offered with a history file that contains the original owner’s handbook and the stamped service book, a large selection of previous MOTs and tax discs, numerous previous invoices for work completed from both the current and previous ownerships, tracker documentation, and a current V5C document. Recently returning from a trip to Scotland from the Peak District without issue, the Noble started readily and both ran and drove well during our recent photography session. A well-maintained and sensibly improved example of the highly capable Noble M12, in the desirable 3.0-litre variation.PLEASE NOTE: The registration number shown in the images is not included in the sale. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: T246 NAU Chassis No: WBAEF82040CC67477 MOT: May 2025Complete with original book pack and stamped service book showing eight stampsUpgraded 4.4 Litre 'Sport' Specification with original BMW split-rim cross spoke wheelsSupplied with a fresh MOT certificateWhen the Klaus Kapitza designed 8 Series was launched at the Frankfurt Motor Show in 1989, it felt like a glimpse into the future with its angular styling. An upmarket range with superior performance and price tag to match, the 8 Series was designed to be a standalone premium model although seen to be the successor to the 6 Series. The 8 Series was offered in 830i, 840Ci and 850i/Ci form and, when introduced in mid-1993, it was fitted with a 4 litre, V8 engine mated to either a five-speed automatic or a six-speed manual transmission. Producing a very healthy 282bhp, this version could achieve the 0-62mph sprint in an impressive 6.9 seconds; importantly with the naturally aspirated V8, acceleration was effortless and refined. Over $1 billion dollars are said to have been spent on the car's design with CAD design and wind tunnel technology. From mid-1995, production phased in the newer 4.4 litre M62B44 engine, the 4.4 Sport offered a better driving experience with considerably more torque. Finished in the attractive colour combination of Titanium Silver over a Black Leather interior, this V8-powered 840Ci boasts the lesser-seen ‘Sport’ pack comprising stiffer ‘Nürburgring’ suspension system, M Aerodynamics bodykit (complete with smaller door mirrors etc) and split-rim cross spoke alloy wheels. Supplied new by Bridgegate BMW and first registered as ‘T246 NAU’ on 27th June 1999, the four-seater is understood to have been off the road from 2010 – 2015. The accompanying service book contains eight main dealer and specialist service stamps but an anomaly with the MOT history means the vendor feels unable to warrant the present odometer reading of some 98,000 miles (online records suggest that the car covered over 47,000 miles in under six weeks during 2007). Joining the vendor’s E31-series collection in 2020, the grand tourer has been exhibited at various local car shows. Described by the seller as 'a good honest original car', he notes the presence of various stone chips and other cosmetic imperfections but feels that the car has never suffered any serious damage. Reportedly kept serviced, ‘T246 NAU’ is said to be in good overall mechanical condition and indeed passed its most recent MOT test with no advisories. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: BP 217 Chassis No: 6006 MOT: ExemptEntered from a large private collectionCoil / magneto ignition, conventional pedals, uprated transmission, improved fueling and cooling systems etcElegant four-seater coachwork with canopy topA proven and well developed 'London to Brighton' runnerA successful entrepreneur and intrepid adventurer, G. Adolphe Clement progressed from making bicycles through to cars, airships and aeroplanes as well as participating in numerous of the earliest inter-city and inter-country automobile races. Instrumental in the survival of Panhard et Levassor and the establishment of Austin and Talbot, autumn 1903 saw him sign away the commercial rights to his surname with the sale of Clement-Gladiator and found a new marque, Bayard (albeit ‘Constructeur A. Clement’ appeared prominently on the nascent concern’s vehicles and in any associated literature). The ‘Bayard’ name was a tribute to the Chevalier who had saved the town of Mezieres – site of one of Clement’s factories – from the Duc de Nassau in 1521. The irrepressible industrialist later changed his surname to Clement-Bayard and indeed the first airship to cross The English Channel was Clement-Bayard II. A ‘Voiture Legere’ manufacturer, Bayard used far fewer proprietary components than many of its peers and soon became synonymous with advanced design. Announced in October 1903, the Bayard AC2K (Adolphe Clement) model featured a pressed steel, channel-section chassis, semi-elliptic leaf-sprung suspension, expanding rear wheel brakes and shaft drive to a bevel axle. Cooled by a gilled, tube type radiator slung ahead of the hollow front axle, the sophisticated twin-cylinder 1.6-litre T-head engine boasted an automatic carburettor, water pump, coil / magneto ignition, dual camshafts, interchangeable valves and exhaust pressure-fed lubrication. Operated by a right-hand quadrant change mounted alongside the transmission brake lever, the gearbox contained three forward speeds and a reverse gear. Available in bare chassis guise, customers had the option of paying a modest supplement for handsome factory Rear Entrance Tonneau coachwork. Reputedly capable of over 30mph and praised for its reliability, speed and hill-climbing, the Bayard AC2K was also marketed in England as the Talbot CT2K (Clement Talbot). Information held at the Contemporary Archive Centre in Fontainebleau, France indicates that 1904 Bayard (Clement-Bayard) chassis numbers ran from 6003 to 6303. First UK road registered in West Sussex or so its ‘BP 217’ registration number would imply, chassis 6006 has previously been dated by the Veteran Car Club of Great Britain to 1904 under Certificate Number 1627. Seemingly highly original and thus covered in ‘A. Clement’ detailing from the dashboard-mounted oiler through to its sump plate, hubcaps, side / rear ‘AC’ treadplates and kickplates, the four-seater sports genuine chassis, engine and carrosserie plaques (the latter for body number 2520). Extensively restored whilst in the care of renowned, West Country collector Leslie Thomas Esq., he is understood to have added such niceties as a starter motor, throttle pedal, battery cut-off, windscreen wiper and cooling fan etc not to mention thoroughly overhauling the mechanicals and cosmetics. Subsequently belonging to Paul Tillion Esq, ‘BP 217’ entered the current family ownership in 2011. A multiple participant, and finisher, on the London to Brighton Run, the Rear Entrance Tonneau has lain idle as part of a large private collection in recent years. As such, it will require recommissioning prior to road use (albeit the engine turns freely). Again thanks to Mr Thomas’s ingenuity, the windscreen folds up into a recess within the canopy roof which in turn can be lowered to facilitate transport. It is thought that just eight ‘2K’ cars (be they badged as Bayard, Clement-Bayard, Clement-Talbot or Talbot) are known to the VCC. Surely worthy of a place in another collection, this appealing Veteran has much to recommend it. For more information, please contact: Damian Jones damian.jones@handh.co.uk 07855 493737
Registration No: HSK 533 Chassis No: 62941R MOT: ExemptBelieved to be one of only twelve cars supplied new to the UK MarketUnderstood to have been under the custodianship of only two owners in the last 50 yearsSubject to recent extensive recommissioning work including body and paintworkSupplied with a history file dating back to the 1970sIntroduced at the first Frankfurt Motor Show in 1951, the BMW 501 platform was the first BMW model to be manufactured and sold after the Second World War, and was the first BMW car built in Bavaria. An all new design, the car was designed with a perimeter frame, torsion bar suspension all round with double A-arms at the front. The car was fitted with the M337 six-cylinder engine which was a development of the unit used in the pre-war BMW 328. Shortly into production, however, it was deemed that the car was underpowered compared to the Mercedes-Benz 220SE which was its nearest competitor. In 1954, the chassis was finally graced with a new 2.6 Litre V8 engine, which was essentially a scaled down imitation of the Oldsmobile Rocket engine, however, unlike the Detroit-built cast iron leviathan, the neat BMW unit was formed from aluminium and produced 100 horsepower. Launched at the 1954 Geneva Motor Show, the new V8 variant was born as the BMW 502, at the time of its introduction, the published 99mph top speed reportedly made it Germany's fastest passenger saloon in production.Buit in 1957 as a later 3.2 Litre engined car and first registered on the 4th December 1957, little is known of the early history of 'HSK 533'. However, it is understood that HSK 533 was bought in the late 1960s / early 1970s by Leslie H. Trainer, the founder of Trainer BMW of Swansea. After the purchase by Mr Trainer, it is understood that the dealership undertook an extensive overhaul which included replacement of at least some (if not all) of the Red Velour interior trim. It is understood that the result of this overhaul was that the car was a recurring winner of the BMW International Concours D' Elegance during the early 1980s, until the car was laid up in 1991. Bought by the vendor from auction in 2016 as a joint project to be shared with the owner of a well-established classic motoring magazine, the car was found to be in a dilapidated state and the vendor decided at this point to undertake a number of works which included areas of rust repair, paint and mechanical work which included the repair of a crack in the engine block. The vendor is a stickler for originality and as many original parts were procured as possible, which included the use of a new old stock (but slightly surface-rusted) pair of bumpers. The vendor is now deciding to sell due to advancing years and a large number of other projects that require more of his time.The vendor has advised that now that the works to the body have been completed, the body can be described as 'good', however, the paintwork was not completed with a show-winning finish in mind because of the vendor's willingness to use the car so this can be judged as 'fair'. The gorgeous Red velour interior appears to survive in a gorgeous, patinated condition with only small areas to improve if felt necessary. The dashboard lacquer is in overall intact condition with only small areas where veneer would require attention. All gauges are intact, and all appear to work apart from the fuel gauge. Mechanically, the brakes and engine have been overhauled and the vendor advised that the car 'starts and runs well' and moves well under its own steam with the transmission appearing to be in 'good working order'.If you are looking to acquire a good, working piece of rare German automotive history that is unusual, yet luxurious and a pleasure to drive around in, this rare 502 may be a great alternative to the usual Mercedes-Benz 220SE or 300 Adenauer. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: R590 NUF Chassis No: SAJJGAED3AR025036 MOT: T.B.AFitted with a rebuilt engine in 2014 at circa 110,000 milesFinished in the attractive colour combination of metallic British Racing Green over a Cream Leather interiorTo be offered with a fresh MOT by the vendorOffered with a large history fileLiving up to expectations can be a burden. Consider the handsome Geoff Lawson-penned XK8 that followed in the wheeltracks of such automotive icons as the XK120 and immortal E-type. Like the E-Type before it, the XK8 made its debut at the Geneva Motorshow - that of 1996 - and, from launch, was available in either Coupe or Convertible guise. Like its immediate predecessor, the XJS, the original XK8 was more of a Grand Tourer than an outright sports car. It also had the distinction of being the first Jaguar to be powered by an eight cylinder engine. This then, was a cat with strong DNA but also its own distinctive, endearing personality. At the time of the newcomer's unveiling, Jaguar Cars was owned by Ford, as was Aston Martin, and it made sound economic sense for the XK8 and similarly targeted DB7 to share the same platform; which itself was derived from that of the outgoing XJS. The biggest of many differences between new and old, was the adoption of Jaguar's second generation independent rear suspension system, previously found on the XJ40 Saloon. Prior to 2003, power came from either a normally aspirated (XK8) or supercharged (XKR) 4.0-litre version of the company's DOHC V8 AJ26 engine. From 2003 to the end of production in 2006, the 4.2-litre AJ34 unit was employed. In each case, the engine was allied to either a five or six-speed (from 1997 onwards) automatic transmission.First registered on the 13th March 1998, 'R590 NUF' was sold by HA Fox of Guildford to a Mr C Thompson of Guildford, Surrey and supplied in the attractive colour scheme of metallic British Racing Green over a Cream Leather Interior. Showing four former keepers on the V5C, the vendor acquired the car in 2017 as part of his private collection. Offered with a large history file, the Jaguar is supplied with the original service book, showing seven stamps from Jaguar plus one stamp from a Jaguar Specialist at 118,000 miles. The vendor also serviced the car at 129,000 miles which includes a gearbox service. Having stored the car off the road for four years, it has recently been recommissioned for the road which included a new fuel pump. Now described by the vendor as having 'good bodywork - although with some areas of issues to be expected such as some lacquer peeling on the roof, a dent on the offside front wing and small areas of bubbling visible, it is very presentable overall'. He also describes the mechanical condition of the car to be 'very good' and drives 'very well' and he also describes the sumptuous cream leather interior as being in 'good condition for the age', having recently reveneered the centre console and replaced the headlining. If you are looking for a very reasonably priced grand touring car that is perfect for the summer, 'R590 NUF' would be a sound bet with some room for improvement if the prospective new owner wishes. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: XML 6 Chassis No: L176/1 MOT: ExemptPrototype of the first volume-built Lotus modelFamously came 2nd in its first two races at Silverstone in 1952Entered from the collection of the late Graham NearnPreviously on display at the British Motor MuseumThere is no doubting Colin Chapman’s genius in terms of mathematics, stress analysis or talent spotting (the roster of designers, drivers and engineers he employed remains exceptional). However, Lotus may never have conquered the world of motorsport or become a much-loved sportscar manufacturer if Colin Chapman had not been helped by his future wife Hazel Williams (and her parents), the Allen brothers (Michael and Nigel) or his father Stanley. Trainee dentists with a petrolhead father, Michael and Nigel Allen spent their spare time tinkering with cars in an unusually well-equipped domestic garage. A fellow Austin Seven enthusiast who could not help but be impressed with his near neighbours’ facilities, Chapman befriended the Allen brothers and convinced them to build and campaign a trio of cars in 750 Motor Club events for the 1951 season. In the end, the triumvirate only completed one car. Known as the Lotus MkIII and road registered as ‘LMU 3’, its successes were such that Chapman felt emboldened enough to form the Lotus Engineering Company on January 1st 1952 with himself, his father and the Allen brothers as the four directors. Stanley Chapman provided an old stable adjacent to his pub as a workshop and Michael Allen ran the enterprise day-to-day while Chapman continued to work for British Aluminium and Nigel Allen kept up with his studies. The 750 Motor Club’s announcement of a new 1172 Formula for 1953 provided Chapman with a golden opportunity. His response was the Lotus MkVI which took full advantage of the new class’s regulations that allowed entrants to field chassis of their own design (as opposed to Austin Seven derived examples).Utilising the same spaceframe layout that Mercedes-Benz and Jaguar had chosen for the W196 Grand Prix car and C-Type sports racer respectively, Chapman’s sketches for the MkVI were turned into reality by Nigel Allen who designed and fabricated the prototype’s chassis. Purposefully designed to accept a variety of drivetrains (be they Ford, BMC, MG or Coventry-Climax), the very first MkVI was fitted with a shorter stroke Ford Consul OHV engine displacing 1498cc. The idea being to prove to potential buyers that the featherweight chassis / body unit (which tipped the scales at just 90lb) was strong enough to cope with a heavier / more powerful engine than the 1172 Formula would permit.Clothed by Williams and Pritchard, another North London company which would play a significant role in the Lotus story going forward (as would the Progress Chassis Company that fabricated all subsequent MkVI spaceframes), the prototype made its competitive debut at Silverstone on July 5th 1952. Driven by Michael Allen, Colin Chapman and Nigel Allen, the diminutive two-seater scored three second places across a series of handicap events. Indeed, such was its performance that well-known club racer Phil Desoutter placed an immediate order for a production version securing it with a £100 deposit!Returning to Silverstone on 26th July, ‘XML 6’ finished third in the Ladies’ Handicap with Colin Chapman’s fiancée Hazel Williams behind the wheel. Michael Allen was entered by ‘Ecurie Lotus’ for the International Daily Mail 100-Mile Sportscar Race organised by the West Essex Car Club at Boreham on 2nd August and ran in practice the previous day. Unfortunately, his journey to the Essex circuit on race day was curtailed by a run-in with a Co-operative bread van. Contemporary reports suggest that Allen emerged pretty much unscathed, while his girlfriend Pauline suffered some minor bruising. Nevertheless, ‘XML 6’ was deemed a ‘write-off’. The subsequent £800 pay out enabled the Lotus Engineering Company to not only pay off all its debts but also commission the construction of the first commercial MkVI chassis.Fed-up with Chapman’s tendency to over-promise and under deliver to customers, Michael Allen quit the company as did his brother Nigel who re-focused on his dentistry. Undeterred, Chapman set-up the Lotus Engineering Co Ltd in September 1952 with himself, Hazel and Stanley as directors. The damaged ‘XML 6’ was returned to the road and campaigned by Nigel and Michael Allen throughout 1953 albeit with an 1172cc Ford engine aboard. It is unclear whether the car was reincarnated with a new chassis / body unit or whether Michael prevailed on his brother who had built the Prototype’s structure initially to repair it.The Prototype left Lotus’ inner circle via a January 1954 Autosport magazine advert. Known to have passed through the hands of Dick Manwaring and Frank Nicholls (who later founded Elva), the latter raced ‘XML 6’ at Goodwood in the March 1954 Members’ Meeting. Owned and campaigned by John Woolfe towards the decade’s end, the Prototype entered the late Graham Nearn’s ownership during the early 1970s. Famous as the man who saved the Lotus Seven by acquiring the design rights to it from Colin Chapman in 1973, Nearn was a true motorsport enthusiast. The proprietor of Caterham Car Sales & Coachworks, and the father of the Caterham Seven, Nearn had ‘XML 6’ restored back to its original specification complete with a 1.5 litre Ford engine.Graham Nearn loaned several cars from his collection to the British Motor Museum for display purposes in 2003 including the famous MkVI prototype. Interestingly, Lotus’ sales literature for 1953 mentions that customers can buy ‘a replica of the successful MkVI sports car’ which could be read to imply that ‘XML 6’ was the only true MkVI with all the circa 110 subsequent versions being replicas (in much the same way that Frazer-Nash marketed ‘Le Mans Replicas’). Little used over the past two decades, the ex-Nigel and Michael Allen machine would doubtless benefit from a degree of recommissioning. Although, the Nearn family report that it has previously run ‘very well’. The diminutive two-seater’s aluminium bodywork proudly bears a number of minor dents and scrapes which attest to its competitive past. The steering wheel is said to be original but the smart Red upholstery is obviously the result of a more modern re-trim.It is difficult to overstate the importance of the MkVI in Lotus’ history. Put simply, it was the model that saw Colin Chapman transition from a highly talented special builder to a recognised motor manufacturer. ‘XML 6’ occupies a unique place in marque lore having been a Works machine, the private car of a Lotus director (Michael Allen) and the property of the Nearn family for five decades. Potentially eligible for a host of prestigious events, the prototype MkVI is surely deserving of a place in another major collection or museum. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: NSY 228 Chassis No: HBT7/9376 MOT: ExemptFinished in Colorado Red and White with a Red interior trimUK RHD example with matching engine and chassis numbersOffered with a BMHIT Heritage Certificate and a collection of invoicesFull weather equipmentThe star of the 1952 London Motor Show, the 'Big Healey' enjoyed steady development, with the early four-cylinder cars giving way to the 100-Six in 1956, which in turn was replaced by the first of the 3000s in 1959. By now the engine capacity had risen to 2912cc and the power output to 124bhp - sufficient to grace the standard car with a 0-60mph time of 11.4 seconds and a top speed of 114mph. There was the option of Laycock de Normanville overdrive for the four-speed gearbox and braking had been improved by the adoption of discs at the front. There were two body options - a two-seater (BN7) or an occasional four-seater (BT7). By the time the MkI 3000 was superseded by the MkII in 1961, a total of 2,825 BN7s and 10,825 BT7s had been produced.Recorded by the DVLA as first registered in the UK on 21st February 1961, chassis number HBT7/9376 is the ‘BT7’ 2+2 iteration of the Austin-Healey MkI. Believed to be a correct numbers car, with engine number 29D/R/YH14777, a BMIHT certificate shows the Healey to have been configured in right-hand drive for the home market in Colorado Red and Black with Red trim and a Black soft-top. Built 10th -11th May 1960, it was despatched on 24th May 1960 to Lankester's Limited, Surbiton, Surrey (then 're-despatched' 20th February 1961) with overdrive, wire wheels, heater, laminated windscreen and road speed tyres. Little is clear about the ownership history before c.1989, however, a Mr Boxall of Solihull owned the car around this time and oversaw restoration work on the Healey in late 1989 into the summer of 1990. A May 1991 sales invoice is on file from Anthony Coyne Classic Cars, Birmingham regarding the sale of the car to Mr Stenning of Bolton, and in February 1998 Grundy Mack Classic Cars, Huddersfield sold the car to Mr Howard of Rotherham with the mileage of 25,928 recorded on an invoice. H&H Classic Auctions presented the car at auction on 23rd September 1998.In summary, maintenance work on 'NSY 228' includes: October 1989 - July 1990 £4668.33 spent on restoration work including bodywork, respray, re-chroming and parts and labour; May 1992 brake fettling and a leaf spring by T & W Motors of Bolton; June 1992 (mileage reading 20,207) brake overhaul Barcol Auto Centre, Oldham; June 1993 brake and clutch master cylinder purchased from AH Spares; March 1998 silencer fitted by Swift-Fit, Rotherham. Evidently, the Healey relocated to the Republic of Ireland in May 1999 before coming back to UK ownership in 2015. Offered with a collection of old MOT paperwork and a number of Eire tax and insurance discs, there is a current V5C on file along with many receipts and notes from some of the historical work carried-out. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: JV 8336 Chassis No: GYK 63 MOT: ExemptPresented in 'garage find' condition having not been seen publicly since the 1970sUnderstood to be in exceptionally well preserved original orderPreviously part of the James H. Farr collectionBelieved to be the sole surviving example supplied with a body coachbuilt by Union Motor Company LtdUnveiled in 1922, the 20hp was a second string to the Rolls-Royce bow – a shorter, more economical sibling to the Silver Ghost which broadened the marque’s reach to span both the very rich and seriously wealthy. Instantly distinguished by its horizontal radiator shutters, the newcomer was constructed around a ladder-frame chassis of 129 inch wheelbase. Power came from a 3,127cc straight-six, OHV monobloc engine mated to a three-speed manual gearbox. Suspension was by semi-elliptic leaf springs all-round. Braking was initially on the rear wheels alone, while steering was by worm and nut. Progressively updated to feature a four-speed gearbox and servo-assisted all-wheel braking, the ‘baby’ Rolls remained in production until 1929, by when some 2,885 examples had vacated the company’s Derby factory. Lighter and more responsive than the Silver Ghost, the 20hp was capable of exceeding 60mph.According to copies of the Rolls Royce chassis cards that are on file, chassis GYK 63 was ordered on 4th September 1926 and delivered to Rootes Limited of Devonshire House Piccadilly on 13th October. The order form states that Rootes were providing their own coachwork and the first private owner was to be Major E.J Burt of 18 Grosvenor Street, Mayfair. According to a letter on file from the RREC, the body Rootes chose for the car was one of only two fabric bodies crafted by the Union Motor Car Company of Debigh Street, Battersea to have been fitted to a Rolls Royce, and it is understood that GYK 63 is the sole survivor. GYK 63 was registered as 'JV 8336' in January 1927 when delivered which is pleasingly retained on the car to this day. Little is known of the history of the car from Major Burt's ownership until around the 1960s, when it was acquired by James H Farr for his private museum in Scotland. The car resided in the museum until the mid 1970s, when the collection was dispersed. Purchased by the current owner along with the 1908 Cadillac in this auction, the car was re-registered with the DVLA and used up until 1997 when it was placed into dry storage. An estimate on file suggests that the interior was retrimmed in 1989. Upon inspection, our impresson was of a surprisingly sound car with its unique fabric body having been preserved remarkably well. The 20hp is sold as a non-runner and we do not believe it has been fired into life for many a year, however, turning the crank handle shows that the engine is free. Sold requiring recommissioning or restoration, 'JV 8336' is surely deserving of a place in another collection. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: XBL 41E Chassis No: DB6/3048/R MOT: ExemptFinished in Silver complemented to a Black leather interiorMatching chassis and engine numbersCurrent ownership since 2015ZF five-speed manual gearboxOffered with a collection of specialist invoices and old MOT certificatesPLEASE NOTE: The engine number stamped into this lot’s cylinder block – 400/3094 - matches that recorded on its chassis plate. However, we have been informed that the sales ledger records held by Gaydon list the engine number as 400/3034. We presume the discrepancy is as the result of a typographical error. H&H are indebted to Aston Martin historian, Steve Waddingham, for his assistance in this matter.Unveiled at the 1965 London Motor Show, the DB6 was notable for being the first Aston Martin model to be engineered following the company's move from Feltham to Newport Pagnell. Although, a direct development of the DB5, with the same visage, the newcomer enjoyed notably better high-speed stability thanks to the provision of a Kamm tail with built-in spoiler, and superior interior space courtesy of a 3.7-inch longer wheelbase and taller roofline. Grafted over a sheet steel platform chassis, the four-seater's hand-finished aluminium panels helped contribute to the claimed kerb weight of 3,232lbs that was actually only 17lbs heavier than its predecessor. Praised by the contemporary motoring press for its poise and handling, the DB6 employed all-round coil-sprung suspension, four-wheel disc brakes and rack-and-pinion steering. Powered by the fabulous Tadek Marek designed 3995cc DOHC straight-six engine, the model boasted some 282bhp and 280lbft of torque in standard tune and could be had with five-speed ZF manual or three-speed Borg Warner automatic transmission. A contemporary road test found a manual DB6 to be capable of 0-60mph in 7.4 seconds and 150mph. A total of 1,327 MkI Saloons were produced between October 1965 and the MkII's July 1969 arrival. Built to right-hand drive specification complete with the preferred ZF five-speed manual gearbox, chassis DB6/3048/R was supplied new in Berkshire (or so its ‘XBL 41E’ number plate would imply). Re-registered with the DVLA during the late 1980s as it is understood the Aston resided in the USA for a number of years, the DB6 passed to renowned physician and serial Aston Martin owner, W.V. Carlin Esq in early 1992. Entrusted to marque specialist The Aston Workshop for appraisal shortly thereafter, they overhauled the cylinder head as well as rejuvenating the propshaft, brakes and suspension (the latter being uprated with a Harvey Bailey Engineering handling kit and telescopic Koni shock absorbers). Sourced from Aston Martin Lagonda Ltd, new lower sills, door sill panels and stoneguards were installed by Ivydene Garage of Betley in late 1993, while the decade’s end saw another marque specialist - Chris Shenton – fit upgraded Lockheed brake servos, renew the clutch and recondition the steering rack etc at an indicated 19,000 miles. Acquired by fellow Aston Martin enthusiast, T. Burndred Esq., during 2004, he utilised the services of Aston Engineering Ltd not to mention treating ‘XBL 41E’ to a full respray (changing the colour from Black to Silver), partial re-trim and new windscreen etc. Briefly part of Stuart Beech’s collection prior to entering the current ownership in 2015, the DB6 has been maintained by CBR Classic Restorations in recent years. A true marque aficionado, the vendor has owned many of its rarest and most valuable models. Sparingly used over the past three decades and currently showing an unwarranted 23,000 miles to its odometer, this handsome, 'matching numbers' DB6 is offered for sale with V5C Registration Document and history file. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: P522 NOE Chassis No: SA94418004D09834 MOT: June 2025Finished in Indigo Blue complemented to a Tan interior1 owner & just c.2,080 miles from newOffered with original order form, handbook and sales brochureStill retaining the factory chalk marks on the hoodThe Morgan 4/4 was in production for an amazing eighty-three years (1936-2019), a fact that earned both manufacturer and model a place in the Guinness Book of Records. The Malvern Company’s first four-wheeled / four-cylindered design (hence the name), it stayed true to the same tried and tested formula for generations. Unveiled in 1993, the Morgan 4/4 1800 was faster, cleaner and more frugal than many of its predecessors. Based around a box-section ladder-frame chassis equipped with independent 'sliding pillar' front suspension, a leaf-sprung 'live' rear axle and disc / drum hydraulic brakes, the aluminium over ash construction of its bodywork contributed towards a commendably low kerb weight (circa 868kg). Embracing the marque tradition of using proprietary running gear, the newcomer was powered by a Ford-sourced 1796cc four-cylinder ‘Zetec’ engine (complete with fuel-injection and double-overhead camshafts) allied to five-speed manual transmission. Impractical yet beguiling, the 4/4 1800 sported a basic interior, minimal luggage space and potentially argumentative hood offset by a singularly involving driving experience and vivid acceleration.Finished in Indigo Blue complemented to a Tan interior, the 4/4 is a one owner example with just c.2,080 miles from new and still retaining factory chalk marks on the hood. The vendor had to wait nearly a decade for the Ford powered Morgan once the order form had been submitted. Offered with that original order form through Mike Duncan Morgan agents, it is evident that 'P522 NOE' was ordered in Indigo Blue with Stone trim piped with Blue, featuring Blue carpet with Stone piping and a walnut dashboard; the vendor collected the car from the factory. Accompanied by a collection of old MOT paperwork, the aforementioned original order form, handbook and sales brochure, it is offered with the current V5C Registration Document. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: YY 890 Chassis No: S10207 MOT: ExemptRare and desirable factory-bodied T5 TourerExtensive history file dating back to 1949Treated to overhauls of its engine, gearbox, clutch, radiator and instruments during the current ownershipPreviously valued at £70,000Appealing 'knocked back' patina"Silence and smoothness of running have been combined with performance in the new 16/80 Lagonda to an extent not hitherto achieved in any of these very fine cars ..... The new machine is a delight on the open road for its acceleration, its road-holding and cornering" (Autocar, September 1932)Introduced in August 1932, the 16/80 S-Type Special Six was aimed at the moderate horsepower, six-cylinder sportscar market as typified by Alfa Romeo's 6C 1750. Based on the chassis of its 2-litre 'Continental' forbear, the new Lagonda model employed Crossley's proprietary 1991cc, straight-six OHV engine in a well-balanced, leaf-sprung, ladder-framed chassis. Equipped with all-round drum brakes, the 16/80 (named after its RAC horsepower rating and top speed respectively) could be ordered with either a manual or pre-selector four-speed gearbox. Arriving at Staines fully assembled, each engine was nonetheless stripped down, measured (blueprinting of a sort) and modified with better water porting arrangements etc. Despite being extremely well built and not overpriced just 74 of the 267 16/80s sold are currently known to the Lagonda Club.An original, factory-bodied ‘T5’ Tourer, chassis S10207 was first issued with the London registration number ‘YY 980’ on October 1st 1932. The earlier of two continuation logbooks on file shows that the Lagonda had migrated to Oxfordshire and the custodianship of Charles Tremlett by 1949. Thereafter, it is known to have belonged to Geoffrey Thomas (Malvern), Arthur Kerr (East Molesey), Edward Dearling (Sunbury-on-Thames) and Warner Baxter (Tolworth) before being bought by Kenneth Hill (Mitcham) on 12th March 1961 for the princely sum of £135. Having paid the equivalent of nine weeks’ wages for the 16/80, the latter managed to extract fifty years’ service from it. A serial Lagonda owner, the vendor purchased ‘YY 980’ from Mr Hill precisely because of its careworn appearance and self-evident originality. Keen to improve the Tourer’s mechanical condition he embarked upon a series of works between 2012 and 2014 that saw attention paid to the engine, Z-type gearbox, clutch, radiator and instruments. Gosnay’s Engineering Company Ltd of Romford reground the crankshaft, converted the big-ends to shell bearings, renewed the main bearings, re-bored / refaced the block and removed the old cylinder head studs. They also supplied new JE pistons and steel con-rods, while EDS of Norwich crack / pressure tested and refaced the cylinder head as well as installing new core plugs, valve seat inserts and valve guides etc. Having reassembled the straight-six himself, the vendor tackled the gearbox and clutch sourcing a variety of new parts from The Lagonda Club. The radiator was professionally refurbished as were several of the instruments. The block and sump were returned to Gosnay’s during 2020 to cure the leaking rear crankshaft seal but the repair was only a partial success. Starting readily upon inspection, the 16/80 has seen scant use in the last couple of years and would thus benefit from some recommissioning. Offered for sale with V5C Registration Document, 2017 marque specialist valuation for £70,000 and maintenance / MOT history dating back sixty-three years. For more information, please contact: Damian Jones damian.jones@handh.co.uk 07855 493737
Registration No: Y12 WMC Chassis No: SCBCE63W44C020583 MOT: March 2025Warranted 46,758 miles from newFour former keepers from newSubject to much recent expenditure including work to the gearbox in 2021Offered with documented service history and cherished registration number ‘Y12 WMC’Introduced at the 2003 Geneva Salon, the Continental GT was the most technologically advanced Bentley in generations. Powered by the marque's first all-new engine since 1959, its twin-turbocharged 5998cc W12 was allied to six-speed ZF Tiptronic transmission. With a quoted 552bhp and 479lbft of torque on tap plus Torsen-based permanent four-wheel drive, the 2+2-seater GT was reputedly capable of 0-60mph in 4.8 seconds and 198mph. A deft blend of muscularity and elegance, the two-door coupe's lines were the work of Dirk Van Braekel. Equipped with sophisticated independent suspension and ventilated ABS disc brakes all-round, the Continental GT proved an accomplished transcontinental express. Responsible for broadening Bentley's appeal in a way that no predecessor could match, the Continental GT's future classic status is assured.First registered on the 1st April 2004 and delivered by Jack Barclay Ltd of London, 'Y12 WMC' was specified in the attractive colour scheme of Dark Sapphire Blue over a Cream Leather interior. There is a total of 16 services (the early ones Bentley main dealer and then a number of Bentley specialists thereafter) stamped across two service books plus a stack of invoices for other repairs including gearbox work in 2021 within the extensive history file and the odometer displayed just 46,758 miles at the time of consignment. With four previous keepers displayed on the V5C, the vendor acquired the Bentley on the 3rd March 2023 from Hayes Cars of Felstead, Essex and only one month later changed both rear tyres for the correct Pirelli tyres. Having only used 'Y12 WMC' for 2,500 miles for social occassions, the vendor advises that the car is mechanically 'very good' thanks to its extensive maintenance history, with the bodywork and paintwork in 'very good' condition for the age with only one noticeable dent on the driver's side rear wing noticeable. Sold with two sets of keys and a car cover purchased by the vendor, this Bentley Continental GT will offer any prospective buyer unrivalled luxury and performance with the powerful W12 engine. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: LJJ 736D Chassis No: M-AB1-861940 MOT: ExemptRecent restoration at a cost of over £20,000New body shell from Moke Panels and all panels zinc coatedFinished in the original shade of Spruce GreenThe utilitarian Moke (slang for Donkey) was conceived as a light military vehicle and, codenamed ‘The Buckboard’, was tested by all three branches of the armed forces. However, its relatively low ground clearance ruled it out of most combat situations and its forte was as a beach buggy in such popular holiday destinations as the Seychelles and the Caribbean. Some 50,000 examples were manufactured all told - UK production ran from 1964 to 1968, while they were also built in Australia, Portugal and Italy. The monocoque shell comprised a pair of box-section pontoons connected by the floorpan and firewall. Engine, gearbox, suspension etc. were standard Mini components, making for economical service and repair. Most of the 14,518 British Mokes incorporated Mini MkI running gear but the later ones (1967-68) utilised Mk2 parts. However, of the 5,422 Austin and 9,096 Morris versions made a mere ten percent or so were 'home market' supplied.This stunning first series Moke has just emerged from a comprehensive restoration costing in excess of £20,000 which was based around a new shell sourced from Moke Panels. All panels have been zinc coated and the vendor advises it has been completed to original specification as detailed on the accompanying BMIHT Heritage Certificate. A RHD Home Market model originally finished in Spruce Green with a Green vinyl interior, this Moke was built on 5th April 1966 and despatched to dealer Stewart & Ardern Ltd of Croydon on 15th April 1966. Registered under the London registration ‘LJJ 736D’ it had been specified with front and rear passenger seats, Weathermaster tyres, sump guard and no heater. Found in a derelict state by the vendor, its subsequent restoration included the following new parts; fuel tank and pump, brake lines and pipes, brake shoes & cylinders front and rear, brake back plates, drive shaft gators, steering rack gators & track rod ends, clutch & brake master cylinders, wiring loom, regulator, relays, cables, steel seats with matching green covers, tyres & hubcaps and new hood. In addition, the wheels were sandblasted and finished in OEW, the subframe sandblasted and overhauled whilst the engine was overhauled with cylinders honed and new rings fitted. All works were carried out in 2023 and only c.100 miles have been covered since completion. This painstakingly restored example is worthy of close inspection. For more information, please contact: John Markey john.markey@handh.co.uk 01428 607899
Registration No: LJF 172F Chassis No: ABS11-13025 MOT: ExemptVery rare Westminster MkII Deluxe with power steering and Borg Warner automatic transmissionHighly credible 55,000 miles displayed on the odometerMaintained very well with large collection of invoices present in the history fileOffered with dating certificate, handbook, workshop manual and collection of sparesSubject to a recent carburettor overhaul by SUAfter Pinin Farina's successful redesign of the A40, Austin's larger cars duly received attention from the Italian carrozzeria, the first of these - the Austin A55 Cambridge MkII - appearing in 1959. Also badged as a Morris, MG, Riley and Wolseley, the newcomer retained the 1½-litre B-Series engine of its predecessor beneath completely new bodywork sporting controversial tail fins. Further up the range and introduced at the same time was the similarly styled and relatively luxurious Austin A99 Westminster (and other-marque equivalents), which was powered by a 2.9-litre overhead-valve C-Series six producing 103bhp and driving via a new three-speed, all-synchromesh, overdrive gearbox with column-mounted shift. In the autumn of 1961 the Westminster was updated as the A110, the wheelbase being stretched by 2" and engine power increased to 120bhp. The final MkII version, introduced in 1964, featured a new four-speed 'box with floor change and optional overdrive while Borg-Warner Type 35 automatic transmission became available for the first time. First registered on 16th July 1967, 'LJF 172F' was ordered in Arianca Beige over Satin Beige with the expensive options of an automatic gearbox and power-assisted steering. Supplied new by Lathams Limited of Leicester to local business AA Jones & Shipman, the Austin boasts a complete ownership record. Invoices for work done date back to the 2010s and encompass the fitment of a new stainless steel exhaust and windscreen in 2011, a full engine overhaul in 2013 and a new power steering box in 2016. The vendor acquired the car in 2020 and has treated it to further extensive works including a repaint in 2022 and rejuvenated carburettors earlier this year with supporting invoices for each on file. Now offered for sale because the vendor finds his increasing years are making him less and less inclined to drive, he advises the car is ‘mechanically in very good condition for its age’ and that ‘the bodywork is also very good and would be excellent were it not for a small amount of bubbling to the bottom of the offside front wing’. A genuinely rare survivor and easy to drive thanks to its top period specification, 'LJF 172F' comes with a number of small spares, original jack, two driver’s handbooks, workshop manual and gorgeous period BMC advertising literature. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: 6069 RW Chassis No: 206E/311835 MOT: August 2024Rare Farnham estate conversion on the top-of-the-range Zodiac modelThe subject of recent works including an interior re-trim, full engine overhaul and radiator recoreSolid, on the road example that would prove a rewarding project after some cosmetic attentionThe Zodiac name was first seen on a Ford at the 1953 Earls Court Motor Show. From day one it denoted the top of the range model – above its siblings, the Consul and Zephyr. The trio were completely restyled in 1956 with a transatlantic influence to suit changing tastes away from the drab taste of 1950s Britain, with tail fins and two-tone paint schemes being the order of the day. The newcomers were quite a bit larger than their predecessors and with bench seats front and rear, would comfortably seat up to six adults. The six cylinder in-line engines of the range were increased in capacity to 2553cc to give an output of 86bhp. This was sufficient to allow a top speed of almost 90mph – lively performance for the period. The engine was either paired with a three-speed, column-change manual gearbox (for which overdrive was an option) or a Borg Warner automatic unit. Suspension was independent at the front with MacPherson struts and coil springs and a live axle at the rear suspended on semi-elliptic leaf springs. Braking was initially by drums all round, but front discs became optional in 1960 and standard in 1961. The rising demand for an estate car was fulfilled by the coachbuilder, ED Abbott Limited of Farnham, Surrey who created attractive small scale versions of the grand station wagons from across the pond using an unfinished saloon supplied direct from Ford and were the most expensive Ford available at the time. Relatively few of these grand estates have survived due to having a harder life than their saloon siblings and good examples are now highly prized.Understood to have been supplied as a top-of-the range Farnham Estate conversion of a MkII Zodiac fitted with overdrive, '6069 RW' was first registered in the UK in 1961 in the Coventry area and pleasingly retains its original registration number. Little is known of the early history of the car, however, this rare survivor was purchased by a previous owner through auction after a lengthy period of lay-up with extensive recommissioning needed and in a rather sorry cosmetic state. The vendor purchased the car in 2020 and it was noted that much of this work had been completed, including welding of the sills, underside, front and rear valances and door bottoms. Mechanically however, it was noted that further remedial work was required and the vendor set about a complete overhaul of the six-cylinder power unit and a radiator recore.The vendor is well versed in the maintenance of classic vehicles and has kept on top of this himself and has regularly used the car for shows. Now, the car is in a solid state with all structural issues taken care of, however according to the vendor "does require further cosmetic attention" to the paint and bodywork. When the vendor bought the car, the original leather work had nearly disintegrated fully and the vendor made the decision to re-trim the seats, dashtop and door cards in Beige leather which provides a very pleasant experience to any driver or passenger. If you are looking for one of these rare, transatlantic-styled estates and like to tinker, this presents an opportunity for a rewarding project that can be enjoyed thanks to the hard work being done. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: BD 371 Chassis No: 24850 MOT: ExemptPresented in 'garage find' condition having not been seen publicly since the 1970sUnderstood to be in exceptionally well preserved original orderPreviously part of the James H. Farr collectionPresented with original UK registration number and showing only one keeper since 1938Known history within single-cylinder Cadillac circles and presented with a period photographThe first Cadillac, the Model A was launched at the New York Motor Show in 1903. Three cars were finished in time for the show, and by the time it was closed, all three were sold at the show and by mid-week orders had been taken for 2,286 further units, each one requiring a deposit of 10 Dollars. Designed initially as a two-seater 'horseless carriage', the Cadillac was at first powered by a 10hp single cylinder engine developed by Alanson Partridge Brush that was renowned for reliability and the car was built by the Leland and Falconer Manufacturing company of Detroit, Michigan. The hardy single cylinder Cadillac was continued even when the company began building four-cylinder models, which culminated in the Model S and Model T of 1908, for which there was little difference between the two other than the Model T lacked running boards. The Model S and T replaced the Model K and Model M with the main difference being an extension in wheelbase to 82 inches. In 1909, the single cylinder Cadillac was discontinued when it was decided to standardise the range with the four-cylinder Model 30.Understood to have been built in 1908, according to the VCC dating letter on file, 'BD 371' is thought to have been imported to the UK by Cadillac concessionaires, F.S Bennett when new. Little is known of the early history of the car, apart from a photograph dated to the 1920s which was recently shown to us via the internet. According to the buff log book on file, in 1938 the car was owned by a Mr Richard Baiwwie. It is thought that shortly afterwards that Mr James H Farr, who owned the Wardie garage in Ediburgh until the 1960s, purchased the car as part of his private museum. Mr Farr is understood to have kept the Cadillac until the mid-1970s, when the car is understood to have been purchased by the current owner, Mr Lapwood, from an auction for Mr Farr's estate - which also included the Rolls Royce 20hp which is also offered for sale at the Duxford Imperial War Museum. Sold to the current owner as a 1904 model, there are some humourous letters on file from the late 1970s demanding the reimbursement of his investment - but for whatever reason Mr Lapwood kept the car for many years afterwards. An MOT on file suggests the car was running as recently as 1980, however the car has been off the road for a number of years and is now in need of recommissioning or restoration. Unfortunately, Mr Lapwood's health has deteoriated to the point where his family have now decided to sell the collection of vehicles that he has, as he is unable to manage them himself.Upon our inspection, we noted that the bodywork appeared very solid and that the storage garage was notably dry and has thankfully preserved the car very well indeed. The wheels roll freely and the engine also is unseized. Sold strictly as viewed on a No Reserve basis, 'BD 371' is the perfect opportunity for mild recommissioning and is eligible for a number of VCC events. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: CTY 917V Chassis No: 2W87K9L143975 MOT: ExemptOnly two owners since 1984, both keeping the car in carpeted garagesExtensively improved mechanically in the ‘Resto-Mod’ style, keeping the bodywork and interior as originalEstimated £15,000 worth of parts expenditure aloneMatching chassis and engine numbersNow surely the best driving Trans Am extant!As far as iconic movie cars go there are few more instantly recognisable than the Pontiac Firebird from the 1977 film 'Smokey and the Bandit'. The Firebird was one of the jewels of GM’s crown and enjoyed a thirty-five year production run, with the Trans Am immediately bringing memories of tyre smoke, nostalgia, and CB radio handles. With the first iteration developed as direct competition for the ubiquitous Ford Mustang, with the concept of being a striking, front-engined, rear-wheel drive muscle car, very much continuing throughout its production, as did the ability to spec your Firebird with a plethora of options. In 1969, the Firebird saw the introduction of the Trans Am 'performance' and 'appearance' packages as factory options which included power, handling, and suspension upgrades as well as a more exclusive paint schemes and some styling accoutrements. Named after the American race series, the Trans Am name would continue to feature throughout the car’s lifespan.Manufactured in 1979, the Trans Am offered is a matching chassis and engine numbers example with the 6.6 -litre V8 403ci engine. An original T-top car, it was supplied new to California, however only remained there for a year before reaching UK shores in 1980. Purchased by the vendor in 2006 from a previous owner who had owned the Trans Am since 1984, the vendor embarked on extensive enhancements in the ‘Resto-Mod’ ethos, keeping the bodywork and interior as original with a view to making the best driving Trans Am in the country. With around £15,000 of expenditure on parts alone, some of the parts supplied have included bespoke 18-inch two-piece YearOne alloy wheels with Michelin pilot sport four tyres, B&M shifter, cold case aluminium radiator, Powermaster starter motor and alternator, K&N air filter, Taylor ignition leads, Edelbrock intake manifold and cam, NGK spark plugs, Moroso valve covers, American Racing headers, bespoke exhaust system hand made using a Pypes X-Pipe and Karnage mufflers, and Ridetech adjustable front and rear shocks and steering kit. Extensive Detroit Speed parts have been supplied too with body bushes, sway bar, front and rear springs, upper and lower A-Arms, and camber kit all fitted, and finally the Trans Am received an Optima Red Top battery, all hoses replaced, and the underside Waxoyled.The original Tan cloth interior has been complemented by a Kenwood head unit with CD changer and has been fitted with new door rubbers. Boasting lots of original features, the Firebird has its original spare wheel and jacking kit, T-top bags, boot matting, and has an uncracked dashboard, likely due to living in the United Kingdom since being a year old. The glovebox has been signed by Richard Rawlings of Gas Monkey Garage and Fast N' Loud fame with a photo of the signing. Completing tours of Amsterdam, Belgium and Wales during the vendor’s ownership, the vendor notes the car has been totally reliable and all the gauges work. Offered with a history file that includes a large collection of invoices for maintenance at AutoPontiac, numerous previous MOT certificates supporting the c.88,000 miles as genuine, many other invoices and a current V5C document. Epitomising the ‘Resto-Mod’ ethos significantly improving the drive while keeping the bodywork and interior original, the vendor believes he has created the best driving Trans Am in the country, and the Pontiac started readily and drove excellently during our recent photography session. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: 1611 H Chassis No: MKVI 9 MOT: Exempt‘Works demonstrator’ for Lotus, completed in July 1953Famously raced by Colin Chapman at Goodwood in-periodLoaned to various magazines in-period as a demonstrator, including Autocar, Autosport and Motor magazinesFitted with a 1508cc Ford Consul engineEntered from the estate of the late Graham NearnArguably the second most historically significant MkVI (after the prototype), ‘1611 H’ found fame as the first Lotus Works Demonstrator. Driven to victory at the BARC Goodwood meeting on 25th July 1953 by none other than Colin Chapman, the two-seater continued its winning ways that summer at Thruxton and Silverstone etc. Utilising lessons learnt from earlier cars, its spaceframe structure - built by John Teychenne and David Kelsey’s newly formed Progress Chassis Company – incorporated revised front suspension geometry and a stronger Panhard Rod mount. As part of the initial batch of MkVI cars, ‘1611 H’ was individually bodied by Williams & Pritchard and so differed in minor detail from its siblings (nosecone profile etc). Not content with the copy its race results had generated, Chapman loaned the Works Demonstrator to Autocar, Autosport and Motor magazines for road testing purposes during 1953 and 1954 with the latter publication describing it as ‘that preposterously fast Lotus’. An article in Road & Track prompted Stateside interest, while other MkVIs sold to Canada and Australia. Further notable as the car which started Gerard ‘Jabby’ Crombac’s love affair with the marque, the renowned Swiss motor racing journalist and author bought ‘1611 H’ from Chapman in 1954. Relocating to France, the Lotus went racing once more before being supplanted by an Eleven. Repatriated to the UK, the MkVI was bought by the founder of Caterham Cars, the late Graham Nearn. Recognising the Works Demonstrator’s importance he had it restored. Loaned to The British Motor Museum at Gaydon for several years, ‘1611 H’ is still owned by the Nearn family. Upgraded with a Ford Consul 1500cc engine during its refurbishment, the Lotus has been on static display as part of their collection in recent years. As such, it would benefit from sympathetic recommissioning prior to a return to road or track usage. Pictured in many of the company’s earliest brochures / flyers and a former Goodwood race winner, ‘1611 H’ is a milestone car in Lotus history with concrete links to Chapman, Crombac and Nearn. Surely worthy of a place in another collection, it is offered for sale with V5C Registration Document and history file. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: BF 4385 Chassis No: 16/2639/20 MOT: ExemptSupplied new to Lady Sara Campbell, the second daughter of ex-pat New Zealand runholder, politician and racehorse owner William 'Ready Money' RobinsonRepatriated to the UK during 2007Treated to over £100,000 worth of renovation and improvement work by renowned specialists McKenzie Guppy since entering the current ownership in 2015An exceptional Vintage example of a well-regarded Edwardian designHaving cut his teeth at De Dion-Bouton, Clement, Panhard et Levassor, Humber and Hillman, Louis Coatelen joined Sunbeam in February 1909. A keen advocate of the ‘Race on Sunday, Sell on Monday’ philosophy, his first design for the Wolverhampton marque – the 14/20 - distinguished itself on the 1909 RAC ‘Ten Pound Note’ Trial (averaging 21.3mpg over the 100-mile road section and 56.65mph around Brooklands) and the 1909 Scottish Six Days’ Trial (finishing 2nd-in-class). Sharing Henry Royce’s aversion to proprietary parts, Coatelen ensured that ‘his’ Sunbeams were soon renowned for the quality and innovative nature of their engineering. Introduced in 1910, the 12/16 model gained a larger 3016cc four-cylinder monobloc engine the following October. Hailed as a class leader thanks to its sump-mounted oil pump, shaft drive, four-speed manual gearbox and efficient rear-wheel brakes, the newcomer could be had with open or closed coachwork. Proving a redoubtable staff car during World War One (with Rover building a version under licence), the 12/16 evolved into the Sixteen when hostilities ceased. A strong seller despite its lofty price tag, approximately 2,050 were made. Selected by the Automobile Association to evaluate the relative merits of benzol in 1919, a Sunbeam Sixteen thus fuelled covered 10,000 miles over sixty-two days (averaging 24.57mpg). Stripped after testing, its engine showed no appreciable signs of wear. Afterwards the car was sold to a gentleman in Wiltshire who wrote to the factory some five years later to inform them that it had covered 100,000 miles with minimal attention and never let him down! According to its accompanying 1920s registration certificate, chassis 16/2639/20 was supplied new to Lady Sara Campbell, the second daughter of ex-pat New Zealand runholder, politician and racehorse owner William 'Ready Money' Robinson. Correspondence on file records that Lady Campbell kept the Sunbeam until her death in 1927 whereupon it passed through the hands of J. Brown, F. Tozer and H.L. Boyd before being acquired in a dilapidated state by J.B. Loughnan during 1960. He got as far as commissioning a new aluminium body but the restoration was completed by Dudley Kitson who took possession in 1982 and subsequently used the Sixteen on a number of South Island Rallies (clocking up c.3,000 miles per event). Imported to the UK around 2007, the Tourer formed part of a small Sunbeam collection prior to entering the current ownership in 2015. Despite having undertaken numerous Club tours to Ireland, Wales and Yorkshire, the vendor found ‘BF 4385’ to be subpar mechanically and so entrusted it to McKenzie Guppy. Although better known for their work on WO Bentleys and pre-WW2 Rolls-Royces, the Dorset-based engineering firm were more than up to fettling the engine, gearbox, clutch, steering, front / rear axles, suspension, fuel system and electrical equipment etc (bills amassed during 2015-2016 total some £96,000). Treated to a further £12,000 worth of expenditure in 2022, it is hard to imagine that there is a better sorted Sixteen extant? Fitted with hood, sidescreens and an Auster screen, this elegant Vintage Tourer is deemed by the seller as being in ‘good’ (interior trim, paintwork), ‘very good’ (bodywork) or ‘excellent’ (engine, gearbox, electrical equipment) condition. Offered for sale with history file containing correspondence, assorted MOTs, copy instruction book and copy spares listing. For more information, please contact: Damian Jones damian.jones@handh.co.uk 07855 493737
Registration No: P293 YGJ Chassis No: SCAZA12C3VCH59307 MOT: May 2025Just 17,500 miles from new1 of just 237 Silver Dawns produced and a believed unique Springfield interiorHighly original and very nicely presented conditionIn current family ownership since 2002 with just two previous keepersEntered from a significant private collectionDebuting in America during 1994, but not available to other markets including Britain until the following year, the ‘New' Rolls-Royce Silver Dawn was among the final variants to be spun from the accomplished but long-serving Silver Spirit platform. A late hurrah before BMW assumed control, the newcomer was based around the Crewe concern's familiar four-door monocoque bodyshell equipped with all-round independent suspension, adaptive ride control, power steering and ABS four-wheel disc brakes. Benefiting from Bosch Motronic fuel injection and digital ignition, its smooth 6750cc OHV V8 engine was allied to a four-speed automatic transmission. Available with a bewildering array of options not to mention Rolls-Royce's bespoke `tailoring' service, the ‘New' Silver Dawn remained in production until 1998. Expensive yet exclusive as befits the ‘World's Best Motor Car', just 237 are thought to have been made.Manufactured in 1997, the Silver Dawn offered was finished from the factory in Red Pearl over Silica paintwork with Silica fine lines, the Dawn was specified with the Springfield interior trim that was available at the time on limited edition Silver Spurs to commemorate the 75th anniversary of Rolls-Royce manufacturing cars at Springfield, Massachusetts, and is believed unique on a Silver Dawn. Constituting Chesterfield quilted buttoned style seats, door armrests, and door panels, the interior is trimmed in Magnolia hide upholstery, Sahara carpets, and Parchment hide headlining. In addition, the interior features cocktail requisites, picnic tables with enclosed storage/laptop receptacles, and a rear armrest bottle cooler compartment.Registered new as ‘30 PC’ on the 8th of January 1997, the Rolls-Royce had two keepers and covered the majority of its mileage during the first five years of its life. Purchased by the vendor's late father from Straight Eight Rolls-Royce and Bentley in the New Forest in 2002 as an addition to their significant private collection, chassis ‘59307’ had covered just 15,950 miles from new at this time. Pressed into gentle use during the first year of ownership, the Dawn was provided with a speedometer change later in 2002 (by Rolls-Royce Knutsford) at 16,415 miles and thereafter has only covered extremely minimal mileage as part of the collection. With just 17,600 miles from new (1,214 miles on the new odometer), this is an exceptionally low mileage example.Supplied with a history file, it includes the original owner’s manual, stamped service book, a selection of previous MOT certificates, an MOT certificate until May 2025, sundry paperwork, and a current V5C document. Provided with a fresh service for the sale by Rolls-Royce specialists Bowling Ryan (at the end of May 2025), the Rolls-Royce started and ran well during our photography session. This highly original, very well presenting and already rare Silver Dawn is particularly special, with its Chesterfield style Springfield interior, low mileage and ownership. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: YT 8613 Chassis No: LC 162 MOT: ExemptRegularly campaigned at a number of VSCC and MRL racing events where it was highly competitiveWon third place in the 2019 Goodwood Members' Meeting John Duff TrophyThree Litre chassis that is fitted with a ‘race-prepared’ 4 1/2 Litre Meadows power unitFitted with an ENV 150 Pre-Selector Gearbox and upgraded differential and half shafts to handle the powerSupplied with a large history file with stacks of receipts for works and correspondence including a buff logbook showing ownership from 1955Noel Campbell Macklin started the Invicta Car Company in 1925 and although it became one of Britain's classic sports cars his original aim was to build a car in which changing gears would become virtually unnecessary. Production continued until 1933 in Cobham, whereupon it moved to Chelsea until the outbreak of war, with its last four years being spent back in Surrey at Virginia Water.The fledgling firm initially built six prototypes that coupled a two-litre, six-cylinder Coventry Simplex engine together with a four-speed gearbox in a Bayliss-Thomas chassis and these were found to perform very satisfactorily. The press launch showed that it could go from a standing start in top gear up the steep Guildford High Street but unfortunately, all six engines were ruined when they were left without antifreeze during a cold spell meaning it was back to the drawing board and Henry Meadows was approached for one of the six-cylinder, overhead valve power units that had established an enviable reputation for durability.The first production model was fitted with a 2,692cc Meadows unit and was named the 2½ Litre in SC (Short Chassis) and LC (Long Chassis) forms to suit the customers' choice of body style - however soon Macklin was in search of more power. With Invicta in mind, Meadows devised a new 2,973cc unit for the new Invicta 3-Litre which was introduced for 1926. Flexibility was of prime importance to Macklin and the 3-Litre could be accelerated from virtually walking pace to its 70mph-plus maximum in top gear.It was during 1926 that Macklin's sister-in-law, the 25-year-old Violet Cordery, undertook a number of long-distance journeys which included taking a team to Monza where they captured World records for 10,000 and 15,000 miles and then in another outing covered 5,000 miles at Brooklands at an average speed of more than 70mph. They won the Dewar Trophy for Invicta, which was presented by the Royal Automobile Club, and in 1929 she won it for the second time with a Brooklands' run of 30,000 miles in 30,000 minutes. Quite a lady that did wonders for cementing the marque's sporting status.In late 1928, the Meadows block and head were redesigned with the bores equally spaced and therefore no longer in line with the crank pins. This permitted a bore of 88.5mm giving 4467cc and this unit was fitted to the new-for-1929 Invicta 4½ Litre 'NLC' and 'A-Type' models and went on to be fitted to the famous 'S-Type' Low Chassis models which are considered to be one of the most desirable pre-war British cars of all time. The 4½ Litre engine unit had a power rating of up to 180bhp as standard, giving a rough top speed of 95mph, however many of these units have been highly developed for racing and can deliver in excess of 200bhp when used in anger.First registered on the 2nd September 1927, 'YT 8613' was originally built as a 3-Litre, Long Chassis Invicta. The early Invicta records are believed to have been destroyed during the Blitz, so therefore little is known of the original body style of the car. The first record we have on file for the ownership of the Invicta is from 1955 with a continuation buff log book, when the car was owned by a Mr Raymond J. Menday of Dartford, Kent, and the engine number stated at that time was '6566'. At some point in the car's history, 'YT 8613' was fitted with the Meadows 4½ Litre unit numbered '8526' plus an ENV-150 Pre-Selector gearbox and an angled bulkhead which were believed to have only been fitted to 4½ Litres and S-Types rather than the flat example used in the 3 Litre. Interestingly, a very small number of late 3-Litre cars were reputedly modified to 4½ Litre specification by Dolphens & Lenarts for the Metropolitan Police Flying Squad based out of Scotland Yard, so this car could well be one of those examples.The vendor, who is a repeat Invicta owner, bought LC 162 in 1995 from a Mr Rides of Weston Super Mare who had owned the car since 1988. Upon acquisition, the plan was to upgrade most of the componentry in order to race the car at VSCC events. On file there are masses of receipts on file for various works, including for preparation to race specification at over £35,000. The vendor has subsequently used the car for a huge number of race meetings in the VSCC and Motor Racing Legends events over the years, where the car was proved very competitive with a number of podium positions and overall wins throughout the years. The car was also invited to the Goodwood member's meeting in April 2019 - proving its eligibility for those types of events. The vendor has now decided to sell the car as the chance acquisition of a Low Chassis 'S-Type' recently presented itself - and this car is now seeing more use on the track. It is therefore now a fantastic opportunity for any aspiring racer to acquire a very interesting and genuinely fast vehicle for use either on the road or the track.Upon inspection, 'YT 8613' presents as a well-used, but delightfully patinated racing car. The vendor advises that he has "corrected major issues with the bodywork as they have cropped up, but not to expect a concours queen - this is a working track car". The car is bodied as a Four-Seater tourer with a pleasantly aged Cream Leather interior and it is believed that the front and rear wings are original to the car. A long-range petrol tank has been mounted to the rear of the body with an electric SU pump providing supply to the carburettors. Mechanically, the seller has stated that the ongoing maintenance has been "top-notch" so everything works as intended and that driving the car is "hilarious" thanks to over 200bhp on tap from the thunderous Meadows power unit. The pre-selector gearbox also provides a instant gear change and is pleasurable to work without the frustration of grinding gears - although with the incredible amount of torque supplied, constant changing may not be entirely necessary and is therefore pleasurable to use on the road (for which the car is fully registered!).Eligible for a number of racing events including the Le Mans Classic and a rare example of the exclusive Invicta marque, 'YT 8613' is a wonderful opportunity for any prospective owner who wants to get the most from their car. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: FLE 708Y Chassis No: IFABP10DC8CF219826 MOT: May 2025Convertible example based on a 5.0 litre Ford MustangBlack with Beige power hood and Black leather interiorOffered with a recent new MoTThis example of the eye-catching and outrageous Zimmer Golden Spirit is a convertible model based on a 5.0 Ford Mustang with automatic transmission and was imported to the UK in 2017. Refinements include power top, power brakes, power steering etc. whilst the leather interior has Recaro seats, Nardi wooden steering wheel and wood grain dashboard. Other notable features include trumpet horns, two piece stainless bumpers and side exhaust pipes. At around eighteen feet long the car is imposing to say the least and is sure to turn heads wherever you go. Described as being in “very good” condition as regards the body, paint, engine and interior it is offered with a recent fresh MoT.One of America's most successful 'flat-pack' housing producers at the time, Zimmer Manufacturing diversified into the luxury goods business during the late 1970s. Not content with making his own yachts, motor homes and recreational vehicles, Paul Zimmer decided to create a range of bespoke automobiles. An unashamedly neo-classical design, the first Zimmer Golden Spirit rolled off the line at Pompano Beach, Florida in 1980. With its blend of Great Gatsby era styling and modern running gear, it was intended to provide hassle free 'classic' motoring. Built at the rate of approximately 176 cars per year, the Golden Spirit was available in Sport Coupe, Convertible or Sedan guises. Boasting a nationwide dealer network and $10 million annual turnover, the Zimmer Motor Car Division nevertheless fell prey to its parent company's collapse in 1988. Resuscitated by Art Zimmer (no relation) during the late 1990s, the marque has undergone something of a revival in recent years. Owned by celebrities as diverse as the pianist Liberace and basketball star Shaquille O'Neal, early Zimmers have become classic cars in their own right. For more information, please contact: John Markey john.markey@handh.co.uk 01428 607899
Registration No: PUD 843F Chassis No: 0034216 MOT: ExemptVery rare UK market right-hand drive example with Gordini UpgradesOriginal registration number with Hill’s Number PlatesRecent engine overhaulSubject to a full body overhaul some years agoLaunched in Paris in 1958, the stylish little Renault 2+2 initially had two names: ‘Floride’, French for ‘Florida’, and ‘Caravelle’ as potential buyers in America who did not live in that state did not particularly want a car named after it. Though built in France, its elegant body styling came from Italy’s Pietro Frua (see also Maserati and AC) and the engine was in the rear which then was Renault’s default position (and this car shared its floorpan with the elegant Dauphine). The Floride/Caravelle was popular and sold well - perhaps because Brigitte Bardot was used by Renault in some of the car’s marketing images. Subsequent revisions were made to the car including larger engines and revised bodywork and ‘Caravelle’ eventually became its sole name. Renault had made some 117,000 Caravelles when production ceased in 1968 in Coupé, Cabriolet or Convertible versions (the latter was supplied with a matching hardtop). A few examples found their way to legendary Renault performance guru Amedée Gordini, which produced 40hp as opposed to the standard model's 35hp. Chassis 34216 was believed to have originally been sold to the Channel Islands in 1960 and spent the first 7 years of its life there until 1967. The car was specified as a Convertible with a Gordini power plant, so an extremely high specification for the time! The car was then sold to the UK and acquired the registration ‘PUD 843F’ (a 1967 plate) which it still retains to this day. The previous owner started the restoration of the car by having it completely repainted to a high standard in Gold with a Black roof and commissioning an interior retrim. After running out of steam, he sold it to the vendor (who owns an aircraft maintenance outfit) who finished the car with a complete brake overhaul including new master and slave cylinders and an overhauled engine. The car is now in fully driving and working order and presents very well indeed and displayed just over 22,000 miles on the odometer at the time of consignment. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: WL54 WBT Chassis No: 1HTWBAALX5J051173 MOT: June 2025The ‘world’s biggest production Pickup’ (Motortrend)Current ownership since 2017 and less than 16,000 milesBelieved to be the only International CXT in the countryImmense fun and extremely capable!Produced by Navistar International, the International CXT or ‘Commercial Extreme Truck’ was manufactured between 2004 to 2008 and boasts some of the most impressive dimensions of any pick-up truck ever manufactured, dwarfing all other pick-ups, with the only larger being the Mercedes-Benz Unimog which weighing over 7.5-tonnes, is undoubtedly a full truck, rather than pick-up. A beast of a machine, with a reinforced chassis underneath the body, it can carry heavy loads, and manage to tow astonishing weights of over 40,000 pounds. The CXT contains a 466cu in (7.6 L) DT466 straight-six DT466 turbocharged engine that grants it 220hp, 540 lbs/ft of torque. Marketing the truck as a dual-purpose vehicle when new, Navistar promoted its towing and hauling capabilities, and the CXTs abilities for use as a promotional vehicle, essentially as a large "rolling billboard". Offered in two-door extended cab and four-door crew cab variants, the interior trim and features of the CXT rivalled the highest-trim highway trucks. To match smaller pickup trucks, the CXT included leather seats, wood trim, and full carpeting; with interior options also including a rear-seat television screen (with DVD player), CD audio systems, and a fold-out rear seat (into a bed) – all of which this example includes.Manufactured new in 2005, the CXT offered was built and supplied new in the United States of America and resided there for the first ten years of its life. Finished in Yellow paintwork with a full Grey leather interior upholstery and Brown carpeting, this example has been specified with a rear TV screen, a DVD entertainment system, premium hi-fi, airhorn, cruise control, fold our rear bed, and towing package. Utilising the five-speed Allison automatic transmission, the Pickup was imported into the United Kingdom in 2015, before being acquired by the vendor in January 2017 and has since been part of his private collection. Used for several proms and steam rallies, the vendor informs that the CXT (unsurprisingly!) attracts lots of attention wherever it goes! Offered now having covered less than 16,000 miles, the International is believed to be the only International CXT in the country. Offered with a current V5C document and a selection of MOT certificates (with only one advisory for a dust cover across all its UK MOTs), the CXT is supplied with a no advisory MOT certificate until June 2025 and will be driven some 115 miles to the sale. Incredibly impressive, notably nice condition, and a whole load of fun, this outrageous pick-up would be a fantastic statement piece of anyone's collection, or could easily be put to work! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: BSK 478 Chassis No: SRH88 MOT: ExemptSupplied new to W. Furlong Esq by York Motors of Sydney, AustraliaNicknamed 'Phoebe' and the subject of much expenditure including a full re-paint and cylinder head overhaul etcMatching chassis and engine numbers and believed to still retain the majority of its original upholsteryWell specified with an oil bath air cleaner, automatic gearbox, sunroof and fog lampsUnveiled in 1949, the Silver Dawn had the distinction of being the first Rolls-Royce to wear standardised coachwork. Visually and mechanically indebted to its Bentley MkVI stablemate, the newcomer was initially powered by a 4257cc straight-six engine (though, capacity was increased to 4566cc during 1951) and boasted 90mph plus performance. Updated to resemble the Bentley R-Type in 1953, it was aimed squarely at export markets. Thus, the majority of the c.761 made were to left-hand drive specification. Although, some 116 were reputedly despatched to Australia. According to its accompanying paperwork (including RREC copy build records), chassis SRH88 was supplied new by York Motors of Sydney to W. Furlong Esq. A comparatively late Silver Dawn benefiting from the larger 4566cc OISE straight-six engine, high compression cylinder head, four-speed automatic transmission, more commodious boot and twin exhaust system, it appears to have remained in Mr Furlong’s care until 1968. Exhibited at a Canberra Motor Museum thereafter, the luxury saloon changed hands twice during the 1980s before entering the current family ownership in 1990. Purchased from Ristes of Nottingham for the princely sum of £29,000 plus shipping and import duty etc, the Rolls-Royce returned to the renowned marque specialist for fettling later that same decade. More recently treated to a bodywork refurbishment and repaint in Navy Blue by a Rippon-based firm, ‘Phoebe’ (as chassis SRH88 has long been known) has only just returned from Alan Turner Motors of Thormanby where it received attention to its head gasket, ignition system and exhaust etc. Starting readily and running well during our May 2024 photography session, the Rolls-Royce pleasingly retains its factory-fitted engine (number S-44-H) and what is understood to be the majority of its original Maroon leather upholstery not to mention a sliding sunroof, period radio, export bumpers and twin fog lights. Rare and elegant in equal measure, this appealing Silver Dawn is offered for sale with V5C Registration Document and history file. For more information, please contact: Damian Jones damian.jones@handh.co.uk 07855 493737
Registration No: G9 RAE Chassis No: SAXXL2S1020425940 MOT: ExpiredVanishingly rare UK supplied ERA Mini Turbo in garage-find conditionOnly two owners from new with the current deceased lady owner from 1991Displaying a very credible 27,000 miles from newA very rewarding project that appears very solid and with all important parts presentERA originally stood for English Racing Automobiles and, courtesy of its A, B and C Type models driven by such schoolboy heroes as Prince Bira, Raymond Mays, Dick Seaman and Earl Howe dominated voiturette racing in the mid to late 1930s. The sale of the company's G Type project to Bristol in 1953 brought its racing days to a close and the following year it was absorbed by the Zenith Carburettor Company and the name changed to Engineering Research & Application Ltd. However, none of the engineering skills were lost and, 35 years later ERA decided to embody them in the design and manufacture of a new performance car - the ERA Mini Turbo. Conceived as an '80s replacement for the Mini Cooper S, it was intended to combine the speed, handling and excitement of the mainstream product with a far greater level of refinement and comfort - in short, it was to be the fastest and best engineered Mini ever produced. The body modifications and spoilers were styled by Marcos designer Dennis Adams. The interior was trimmed in a combination of Connolly hide, cloth, ambla and deep sound-deadening carpet. It featured retrimmed MG Metro seats, a glass sunroof and a range of traditional VDO instruments. Power was supplied by a deliberately torquey version of the Austin Rover 1275cc Metro Turbo engine that produced 94bhp at 6200rpm. The suspension and brakes were suitably upgraded and the newcomer placed on special one-piece 6x13-inch Compomotive alloy wheels. Factory records show that just 99 UK and 337 Japanese specification cars were built all told.First registered on 25th October 1989, this extremely rare ERA Mini Turbo was first registered as 'G212 CPD' and reputedly supplied by the renowned Sports Car dealers, HWM. Owned for only two years by the first keeper, the car was purchased by its long-term lady owner, Mrs Gladys Rae of Borehamwood, Hertfordshire in 1991. Mrs Rae's taste in vehicles is fondly remembered by her son and daughter (the vendors of the car) as according to them she owned a Mini Cooper S during the 1960s which was her pride and joy, so the ERA must have been the closest possible replacement available during the early 1990s. Mrs Rae was said to be a fairly handy driver and would often enjoy her Mini with her children and grandchildren, with pleasant trips to Brighton that were added to with the thrilling addition of the spinning turbocharger - she loved the car so much she fitted it with her personalised registration "G9 RAE" which is included with the car. Unfortunately, all of the history file (including the V5c although the car is registered with the DVLA) for the ERA has been lost to time due to Mrs Rae's untimely passing in 2019, but there is some confidence from the vendors that the mileage of approximately 27,000 miles is correct (and the condition of the car does indicate this.) In 2001, the car was laid up in Mrs Rae's dry garage due to a family friend's diagnosis of the unwelcome rumble of noisy big end bearings. Unfortunately, the Mini was never to return to the road during Mrs Rae's lifetime, so the car is now offered for sale by her family and we imagine it will be an extremely attractive proposition for any collector.Upon inspection, we noted that the bodywork is on the whole relatively solid, thanks to the dry storage conditions; with some minimal patches of rust coming through on the offside front wing and some surface rusting underneath. Turning the engine over has not been attempted, however with some persuasion the brakes were freed off for transport. The interior, with its Connolly hide leather and extra gauges on the fabulous 80s dashboard, appears to be in remarkably well-preserved order and indicates that the mileage is most likely correct.Offered for sale strictly as viewed, this Mini - ERA collaboration is an extremely exciting proposition for any collector and well worth financial investment to make a highly original example of an extremely rare 1980's take on an Issigonis designed icon. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: H946 PTW Chassis No: SAJJNADW3DB170323 MOT: May 2025In the current custodianship of its first and only ownerOnly 22,275 warranted miles on the odometer at the time of consignmentComplete with comprehensive history file including original book pack including stamp bookLaunched in 1975, Jaguar's XJS was never envisaged as a direct replacement for the E-Type. More of a soporific grand tourer than an out-and-out sports car, it was designed to seamlessly blur borders rather than blast down back roads. To this end, it was equipped with automatic transmission as standard. Although, when fed the quoted 295bhp and 318lbft of torque developed by a post-1981 H.E. (high efficiency) 5.3 litre V12 engine, this still resulted in a claimed top speed of 150mph and 0-60mph in less than eight seconds. Introduced at the 1988 Geneva Motor Show, the long-awaited full convertible version featured a reinforced floorpan, frameless doors and sophisticated electric hood (complete with heated glass rear window). Underpinned by the same all-round independent coil-sprung suspension and power-assisted rack and pinion steering as its Fixed Head Coupe siblings, the soft-top came with anti-lock brakes as standard. Priced at some £40,000, a waiting list was quick to form.First registered on the 3rd July 1991, 'H946 PTW' was purchased by its first and only owner specified in the stunning colour scheme of Signal Red over a Magnolia Leather interior with a Black mohair hood from TWR Jaguar of Coventry for the princely sum of £33,500. The car has been cherished by the vendor and has been used sparingly for holidays and dry days only throughout its life. The original Jaguar book pack on file includes the original handbooks, purchase invoice, business cards for TWR Jaguar representatives and the all important service stamp book which has been kept fully up to date. Having had its first four services with Jaguar main dealers (the most recent being the 21st May 2001 at 15,175 miles) the car has been serviced by the vendor's own mechanics since as he owns a commercial vehicle firm and has been stamped as such. There are seven more stamps from the owner's firm up to 18th May 2019 at 21,830 miles. Now displaying on 22,275 miles that the vendor warrants, 'H946 PTW' is described by the vendor as being in 'excellent' condition throughout and the vendor has purposely left small imperfections such as touched in stone chips on the nose rather than painting these areas as he wanted to demonstrate that the car has 'never had a bump'.A one-off opportunity to own a genuine one owner XJ-S Cabriolet and now becoming ever more desirable, this fabulous V12 Grand Tourer is now available on the market for the first time since it was purchased new. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: NWD 981 Chassis No: G525 MOT: ExemptUnderstood to be the only Healey Sports Convertible fitted with the 3848cc Nash Ambassador 'Le Mans Dual Jet Fire' EnginePresented in 'barn find' condition in need of restorationDescribed as being in exceptionally well-preserved original orderPresented with history file that includes both the original buff logbook and continuation buff log bookDue to a chance meeting between Donald Healey and Nash Kelvinator CEO George W. Mason whilst they were crossing the Atlantic aboard the Queen Elizabeth in December 1949, the Nash-Healey was born as a US-Market only model that was considered as 'the first American sportscar to be introduced by a major manufacturer since the 1920s'. Powered by a Nash Ambassador 3848cc OHV 'Dual Jet Fire' straight-six engine utlilising a bespoke alloy cylinder head which was allied to a three-speed manual plus Borg Warner overdrive transmission, the smoothly shaped bodywork was penned by Gerry Coker and crafted by Panelcraft of Birmingham in lightweight aluminium which foreshadowed that of the Austin-Healey 100.From 1951, Alvis teamed up with Healey to offer their 3 litre engine and gearbox as fitted to the TB21, and a new chassis known as the 'G-Type' was designed to accommodate this power unit. Now offered to the UK Market, this model was marketed as the Healey Sports Convertible and it is believed that merely 28 of this chassis type were produced. The body (again produced by Panelcraft) was subtly different from that of the earlier Nash-Healey and featured lockable doors, a convenience rarely found on British sports cars of the period. It was equally unusual that a heater and radio were standard equipment as well as wind-up windows and the sofa-like leather bench seat had room for three abreast. It is estimated that 25 of the 28 produced were fitted with the Alvis power and transmission unit, however Healey are understood to have experimented with an Armstrong Siddeley unit in one example and the very last G-Type chassis was fitted with the Nash power train from the US built cars in another, which is the example that is now offered for sale by our vendor.According to the first buff logbook on file, 'NWD 981' was first registered to the Donald Healey Motor Co Ltd on 30th September 1953 with the engine number 'H 63381' and was sold later that year to its first private owner, a Mr. David Alexander Gray of Chester-Le-Street, Durham who sold the car in 1955. 'NWD 981' was under the custodianship of four further owners, with the continuation logbook stating the latest known tax date as April 1968. It is understood that the car was bought in 1985 by Andrew Currie who also owned the Nash-Healey Le Mans FHC Race Car purchased the car to scavenge for parts. The race car was sold to the USA, but the relatively intact 'NWD 981' was sold in 1986 to the current keeper, Mr Richard Chamberlain. Mr Chamberlain purchased the car as a non-runner with the intention of restoration and there is a large amount of correspondence with various Healey and Nash related clubs and businesses attempting to piece together what the car was and also to buy the appropriate parts for the restoration. Unfortunately, life got well and truly in the way prior to the restoration being completed and although there are photographs of the engine block and cylinder head being worked on it was never put back together and was put away with the hopes of continuing at some stage. Unfortunately, due to the passing of Mr Chamberlain, the car is now offered for sale by his widow as a project in need of restoration that is believed largely complete.To be sold strictly as viewed, this one-off Healey presents an opportunity to own one of the rarest British sports cars ever produced and would give any prospective restorer a rewarding challenge. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: OKO 566G Chassis No: BB44HD29896 MOT: ExemptSherwood BDA engine, twin Weber 48 DCOE carburettors mated to a 5-speed ZF gearboxUnderstood to be eligible for Period Category 2, Class C5 eventsAP Racing ventilated front and solid rear discs, rolling on 13” Minilite-style wheelsOffered with MSA Log Book and HRVIF plus current V5C Registration Document The MkI Ford Escort was introduced in Ireland and the United Kingdom at the end of 1967, making its show debut at the Brussels Motor Show in January 1968. The Escort had conventional rear-wheel drive and a four-speed manual gearbox, or three-speed automatic transmission. The suspension consisted of MacPherson strut front suspension and a simple live axle mounted on leaf springs. The Escort was the first small Ford to use rack-and-pinion steering. The MkI featured contemporary styling cues in tune with its time: a subtle Detroit-inspired "Coke bottle" waistline and the "dogbone" shaped front grille – arguably the car's main stylistic feature. The MkI Escort became successful as a rally car, and eventually went on to become one of the most successful rally cars of all time. The Ford works team was practically unbeatable in the late 1960s / early 1970s, and arguably the Escort's greatest victory was in the London to Mexico World Cup Rally.First registered with the DVLA on 23rd August 1968, in 2024 ‘OKO 566G’ is very much a period-style ‘stage rally’ Ford Escort MkI. Chassis number BB44HD29896 evidently began life as a 2 door 1100 saloon, is in possession of a Motor Sports Association Competition Car Log Book (issued 12th March 2004 for ‘Stage Rally’) and a Historic Rally Vehicle Identity Form (HRVIF issued 6th March 2015). With a restoration said to have dated from 2003, the MSA documents also describe ‘OKO 566G’ as an ‘RS1600’ with its BDA engine now rated at 1998cc. It is also described as a eligible for Period Category 2, Class C5 in competition. The bodyshell is described as ‘original to this vehicle’ with a bonnet in fibreglass.The twin-cam engine specification is listed as having twin Weber 48 DCOE carburettors, a 5-speed ZF gearbox (S5-18/3), an alloy cylinder head and block, Lucas AB14 electronic ignition and with a dry sump. Stopping power for its c.1045kg, comes from AP Racing ventilated front and solid rear discs, rolling on 13” Minilite-style wheels. An OMP steering wheel and rack and pinion steering point it the right way whilst keeping it the right way up are McPherson strut, coil springs and Bilstein dampers up front and a beam axle with telescopic dampers and leaf and coil in ‘alternative tarmac spec’ upfront. A Safety Devices ‘roll-over protection system’ bolts into 12 anchorage points. Offered with the aforementioned MSA Log Book and HRVIF there is some MOT paperwork and the current V5C Registration Document. Having not been used in anger for some time a mechanical check over is advised. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: V687 MTM Chassis No: SCFAB3239YK400471 MOT: June 202528,800 recorded miles and just 1 former UK registered keeperCurrent ownership from 2005Further enhanced with Works Service fitted ‘Jaffa’ rear lights from the 1990’s supercharged V8 Vantage with revised rear bumperOffered with original handbook and service bookFirst registered in France and repatriated to the UK in c.2004 PLEASE NOTE: This lot has a fresh MOT certificate into June 2025 Introduced at the March 1999 Geneva Salon, the Aston Martin DB7 Vantage eschewed its predecessor's 3228cc supercharged straight-six for a 5935cc 48-valve, all-alloy V12 that developed 420bhp and 400lbft. Available with a choice of six-speed manual, five-speed automatic, or (later) Touchtronic semi-auto transmission, the DB7 Vantage could be had in Coupe or Volante (Convertible) guises. The latter had its top speed limited to 165mph but could reportedly accelerate from 0-60mph in 5.1 seconds. To cope with such performance, the 2+2-seater's structure, suspension, and brakes were all upgraded. Asked to rework his masterpiece, stylist Ian Callum added a reshaped back bumper, more pronounced sills, combined driving lamps/indicators, and horizontal bars to the radiator grille. Priced at £104,486 in 2002, Aston Martin's flagship soft-top came with central locking, electric windows/mirrors, traction control, ABS, air-conditioning, front airbags, alarm/immobilizer, and 18-inch alloy wheels as standard. Notable as the marque's first V12 production model, the DB7 Vantage lasted until 2003 by which time some 2,056 Volantes had been made, with just 778 in right-hand drive.Understood to have been exported and first registered in Paris 'V687 MTM' was repatriated back to the UK in c.2004. Showing just 28,800 miles and having had just 1 former UK registered keeper, this DB7 is further enhanced with Works Service fitted ‘Jaffa’ rear lights from the 1990s supercharged V8 Vantage with a revised rear bumper. Having been in current lady ownership since 2005, we are informed the DB7 has always been stored in a heated garage and comes with a fitted car cover. Offered with original handbook and service book which include services stamps from Newport Pagnell and current V5C Registration Document. A new battery has also just been fitted.PLEASE NOTE: The registration plate displayed on the Aston Martin is not included in the sale. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: YKE 415A Chassis No: 26868 MOT: May 2025Desirable Series II example, specified with five-speed ZF Gearbox, all round Dunlop disc brakes and later fitted with wire wheelsSubject to much previous cosmetic restoration workAccompanied by a large history file including documentation relating to the restoration and copies of the factory recordsLaunched in late 1958, the Alvis TD21 was stylistically indebted to a special-order Hermann Graber Coupe variant of its TC21/100 predecessor. Suitably reinterpreted for production by Park Ward, the newcomer's decidedly elegant coachwork sat atop a rigid box-section chassis equipped with independent coil-and-wishbone front suspension and a leaf-sprung back axle. Powered by a 2993cc OHV straight-six engine that was initially mated to a four-speed manual or Borg Warner three-speed automatic transmission, the four-seater boasted a 100mph-plus top speed. Featuring a polished wood fascia, leather upholstery, and pile carpets, the TD21 could be had in two-door Saloon or Drophead Coupe guises and was every bit as luxurious as its contemporaries. The Series II was launched in 1962 and benefitted from a number of upgrades. Cars specified with manual transmission were now to be outfitted with a five-speed ZF gearbox from October of that year and all cars were now panelled in aluminium with aluminium door frames for lightness. The brakes were also upgraded to all-round Dunlop disc brakes to aid stopping power. Visually, the previous externally mounted spot and fog lamps were now integrated within the front end air intakes which were now circular for a neater overall design and the reversing lamp was also given a makeover. In total, only 285 Series IIs were produced in both Saloon and Drophead forms before being replaced by the TE21 in late 1963.First registered on 19th June 1963 as 'VCL 400', chassis 26868 was first delivered to Boshiers of Norwich finished in Alice Blue with Light Blue Leather and Carpets. Little is known about the first private owner of the Alvis, however, there is correspondence on file that suggests known ownership from all the way back to 1972. Invoices on file describe an extensive overhaul of the body and interior in 1991 by SV Restorations of Lincolnshire, which is when the car was painted in Rolls Royce Exeter Blue and fitted with wire wheels, which is how the car presents today. The vendor, a gentleman who is an engineer by occupation and is the first to admit an addiction with ‘buying cars and owning them briefly to experience as many as possible’ purchased the car in 2023 to enjoy the summer in and has made some small improvements including tuning of the carburettors and resealing of the windows which were leaking when he purchased it. As per his mantra of moving them on after a short period of ownership to 'experience something else', this rare Series II TD21 is now offered for sale.Upon inspection, 'YKE 415A' appears to have been very well kept, with its 1991 paint either having been refreshed or kept in fine order. There are a small number of age-related chips and light scratches which the vendor believes could easily be removed. The interior presents in what the vendor describes as 'good' order with the woodwork appearing well lacquered and the front seats having been re-trimmed in good quality hide previously, with the rears appearing original. The car started easily upon inspection and appears to be fitted with electronic ignition and the vendor advises that he has recently stripped and cleaned the carburettors. The vendor told us that the 'car drives well' and that it feels taught, and we can confirm that the car produced a welcome rasp from the stainless-steel exhaust system that it is fitted with. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: K3 DCC Chassis No: WVWZZZ152MK MOT: June 2024One of just 470 UK supplied examplesc.50,750 miles and usual Rivage edition refinementsLast of the legendary Mk1 Golf GTi modelsOriginally supplied to a David Challenger by Listers of Stratford-Upon-Avon on 1st August 1992 and registered with the cherished mark ‘K3 DCC’, early servicing was carried out by Vindis & Sons Cambridge. With six previous owners the VW has covered a total mileage of just c.50,750 in its pampered life. The supporting paperwork shows a moderate 32,000 being completed in its first five years of life, 14,000 miles over the following sixteen years, then just 4,000 in the last eleven years. Garaged and used only sparingly whilst in the vendor’s care, it came from an eight year previous ownership and ten year ownership prior to that. The vendor informs us he has made contact with previous owners to verify its history and reminisce! A large folder of paperwork accompanies the car detailing maintenance work carried together with service book and original handbooks in the original VW wallet. Also included are sales brochures for the limited edition Rivage, Sportline and the Clipper models.The Mauritius Blue interior is said to be “outstanding and immaculate” with the only upgrades being a retro modern Blaupunkt Essen DAB BT stereo and VDO gauges. Furthermore, the “heated seats, power hood and electric windows all work correctly, as does everything including the digital MFI display”. The vendor further advises the Classic Blue Metallic exterior is in “remarkable condition for the car's age, completely solid with no rust or corrosion. The underside is solid with evidence of original Waxoyl rust-proofing”.In the current ownership the cambelt has been replaced for peace of mind, a new VW gearbox linkage kit fitted and a new battery fitted which has sat on a trickle charger when not in use. A custom-built stainless steel exhaust gives a “lovely throaty sound”. The “immaculate” forged alloys are shod with four Pirelli P7 Cinturatos. We are also informed the hood is in good condition and leak free, although it has a very small nick above the driver’s door. It is complemented by the original tonneau cover and optional VW wind deflector. The engine bay is said to be clean and well maintained with a battery shut-off key for easy storage if needed. Spare parts with the car include a set of poly bushes, a spare VW steering wheel and a Momo steering wheel and boss. This last of the line and now highly collectible Mk1 Golf is worthy of close inspection. For more information, please contact: John Markey john.markey@handh.co.uk 01428 607899
Registration No: M631 AGL Chassis No: SARRAWBMBMG001124 MOT: September 2024Just 2,300km from new1 of just 258 painted in the optional Oxford Blue pearlescent (from a total production run of 1,983 cars)Exceptionally original and unrestored conditionIn a private collection in the UK from 2017 until 2023 and then mechanically refreshedLaunched at the 1992 Birmingham Motor Show, the RV8 signalled MG's return to the open sports car market. Just as the Cobra grew out of the unprepossessing AC Ace, so the RV8 evolved from the immortal MGB Roadster (hence the car's 'Project Adder' development code). Built around a thoroughly re-engineered and neatly restyled version of its predecessor's monocoque bodyshell, it was powered by a 3948cc V8 engine that developed some 190bhp and 318Nm of torque. Said to be capable of 135mph and 0-60mph in 5.9 seconds, the adoption of telescopic shock absorbers and anti-roll bars all round brought a notable improvement in handling. Trimmed to a high standard, its inviting interior boasted leather upholstery and rich wood veneers. With the vast majority of the limited production run (just 1,983 are thought to have been made) going to a retro-hungry Japan, RV8s remain a rare sight on British roads.Supplied new to the car-friendly climate of Japan, chassis ‘1124’ was one of just 258 examples finished in the optional paintwork of Oxford Blue pearlescent with Cream leather interior upholstery. Acquired new in Japan by a private collector, the RV8 was immediately stored in the owner's collection and was kept preserved in its original condition, covering just 1,700 kilometres across its first twenty years while in Japan. Thereafter, the MG was imported in 2015, with it receiving its first MOT in November of that year, before being registered ‘M631 AGL’ in 2017 and entering the ownership of another collector, this time, based in the United Kingdom. Retained by said collector until 2023, as such it only has three previous keepers and this RV8 is effectively in ‘as-new’ condition, including down to having the original tonneau cover and MG footwell mats. To preserve originality, the original speedometer in kmh and the Japanese market specifications have been retained throughout.Benefitting from mechanical improvement as required in 2023, the brakes were refreshed and bushes replaced throughout before being provided with an MOT in September with no advisories. Offered now having covered just 2,300 kilometres from new, the MG benefits from being accompanied by a mileage validation certificate having been inspected by the Japan Vehicle Inspection Centre with an e-certificate and windscreen verification. A very special example that can certainly not be overlooked, in exceptionally original, low mileage, and unrestored concours condition, this MG would not be out of place as a concours entrant. Exceptionally rare to find in this state and that has been kept by collectors since new, this RV8 is worthy of close inspection! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: F640 DNG Chassis No: SCC082910KHD65159 MOT: November 2024Just 37,000 recorded miles1 of just 1,562 Lotus Esprit Turbo (X180) cars understood to have been made from 1987-1991Benefitting from some £11,000 worth of improvements since 2021In current ownership since 2017Desirable and collectible modern LotusThe Esprit metamorphosed through several series over the next two decades before the model's ultimate expression - the V8 - arrived in 1996. Lotus had first employed turbocharged induction in 1980 on the Essex Turbo Esprit, a limited edition model featuring the Blue/Red/Chrome livery of the Essex Overseas Petroleum Corporation, sponsor of Team Lotus from 1979 to 1981. The Essex paved the way for the series production Turbo Esprit, the arrival of which in April 1981 coincided with that of the S3 models. Despite having a wet sump, the Turbo's 2.2-litre Garrett-blown engine produced the same power (210bhp) as the Essex's dry-sump unit. The Turbo Esprit retained the aerodynamic body kit of the Essex cars and featured prominent 'Turbo Esprit' decals on the nose and sides. The Turbo's top speed was 148mph, with 60mph attainable in 6.1 seconds. In 1987, the Esprit was comprehensively restyled by Peter Stevens, who produced a less angular, more rounded and much more modern look. The turbocharged car's name was changed to 'Esprit Turbo', while the major mechanical updates were a Renault GTA gearbox and outboard rear brakes.Manufactured new in 1989, chassis number 65159 is one of just 1,562 Lotus Esprit Turbo (X180) supplied and was sold new to the home market, being first registered as ‘F640 DNG’ on the 25th of May that year. Finished in Calypso Red with Cream leather interior upholstery, the Lotus is understood to have only resided in the United Kingdom for around 12 months, the Esprit Turbo was exported to the car-friendly climate of Japan thereafter. Residing in Japan for the subsequent twenty-seven years, the Esprit was acquired by the vendor in 2017 and was subsequently repatriated. Retained by the vendor ever since, the Lotus has been substantially improved during this period, receiving over £11,000 worth of enhancement, which included bodywork repairs and repainting, servicing with new spark plugs, new emissions and turbocharger control pipes, retrimmed boot compartment, a brake refresh, and alloy wheel refurbishment. Offered with just 37,000 miles on the odometer, this is a low mileage desirable and collectible Lotus modern classic! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: HS51 AKZ Chassis No: SCFAB12372K302728 MOT: June 2025Just 42,000 miles from newCurrent ownership since 2018 with only four former keepersNineteen service stamps with the majority having been completed by main dealers and specialists1 of just 2,385 Coupes madeFull brake and drive train overhaul by Aston Martin specialists Trinity Engineering of Cobham at the cost of c.£10,000PLEASE NOTE: This Aston Martin has recently received a new MOT certificate valid until June 2025. Introduced at the March 1999 Geneva Salon, the Vantage version of Aston Martin's landmark DB7 broke with marque tradition by using a wholly different engine rather than a punchier version of its sister car's existing powerplant. Breathed on by Cosworth, the newcomer's 'heart' was a 5935cc 48-valve, all-alloy V12 that developed 420bhp and 400lbft. Initially available with a choice of six-speed manual or five-speed automatic transmission, the DB7 Vantage could be had with ZF's Touchtronic semi-auto from 2000 onwards (0-60mph in 4.9 seconds, limited 165mph top speed). To cope with such performance, the 2+2-seater's structure, suspension and brakes were all upgraded. Asked to rework his masterpiece, stylist Ian Callum added a reshaped back bumper, more pronounced sills, combined driving lamps/indicators and horizontal bars to the radiator grille. Priced at £92,500, Aston Martin's flagship came with central locking, electric windows/mirrors, traction control, ABS, air-conditioning, front airbags, alarm/immobilizer and 18-inch alloy wheels as standard. Notable as the marque's first V12 production model, the DB7 Vantage lasted until 2003 by which time some 2,385 Coupes had been made.First registered during January 2002, 'HS51 AKZ' was specified in the gorgeous colour combination of Skye Silver over a Grey and Ebony Leather interior with Carbon Fibre Veneers. Purchased by the current custodian in 2018 at c.38,500 miles, he has cherished the car and covered just around 4,000 miles and added a number of considerable maintenance bills to the file within this period. The highly regarded Aston Martin specialists Trinity Engineering of Cobham have carried out significant works with these including a full brake and drive train overhaul at 36,500 miles to the cost of some £10,000 as well as a new “Sports” exhaust system costing £3,500.From registration through to June 2017 this DB7 Vantage was serviced solely by Aston Martin main dealers indicated by the original service booklet that the car is presented with - which displays a total of fourteen stamps up to 35,000 miles. Thereafter, there have been five further services with two of those completed by specialists AstonDB7.com. Rated as in 'excellent' condition throughout by the vendor (in regard to bodywork, paintwork, electrical equipment, engine, gearbox, and interior trim), this now very collectable Aston is well worthy of consideration. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: AYT 778 Chassis No: BS11376623 MOT: ExemptOffered from long term ownershipCoach-built by Strachans (Coachbuilders) Ltd in Acton, LondonSubject to an extensive restoration in current ownershipUsed in the 1990s ITV drama ‘Poirot’Produced in 1934 and first registered on 3rd September 1934, this Austin 12/4 ‘Heavy’ Hire Car Landaulette was coach-built by Strachans (Coachbuilders) Ltd in Acton, London,. It is believed to have been one of two Landaulette’s Strachans built with a London ‘low-loader’ ('LL') cab chassis. A London coach company ordered two, chassis 76623, with Body BS113, is believed to be one of the two, acquired with the purpose of chauffeuring dignitaries around London. It carries the London registration ‘AYT 778’. Around this time, well-known taxi-cab dealer Mann & Overton had also been using modified Austin Hire Car chassis’ and catalogued three similar bodies, for taxi-cab use, by Strachan, Vincent or Jones. The Landaulette is very similar to the taxi low-loader, however, it possesses 4 doors and is coach-built to a much higher specification.Finished in Red with Black, ‘AYT 778’ retains a Landaulette mohair hood, with a re-trimmed interior, with the customary, leather in the front cabin and Bedford cord in the rear. Inside, there’s a chauffeur/passenger division. There are occasional seats in the rear compartment and will carry its driver and 5 passengers. We are advised ‘AYT 778’ was the subject of an extensive body-off restoration in the late 1990s and took 7 to 8 years and included the overhaul of the engine and mechanicals at this time, along with bodywork and paintwork and the woodwork refurbished. There is a collection of restoration photographs available, reflecting the process of the work that has been carried out, that was evidently completed to a high standard. The history of ‘AYT 778’ includes use in the 1990s ITV drama ‘Poirot’, when it was painted Black, and it is also believed to have resided in Switzerland for a time. It is being offered with a continuation logbook, a collection of invoices and the current V5C. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: WSY 713 Chassis No: 111800475 MOT: T.B.AIn current ownership the last 28 yearsOffered with a great patina, and in what appears to be remarkably original conditionRetains its original engine and displaying just 70,975 miles on the odometerRover needed a stop-gap solution to the slow post-war sales of its pre-war designs. Chief Engineer Maurice Wilks' 'Land Rover' seemed to be the answer. His design was as much a tractor as a car. The centre-steer concept, built in the summer of 1947, had the steering wheel in the middle, mainly because Maurice had the farming community in mind when he was designing it. The car was put to work ploughing, and Maurice designed front and rear power take-offs to run belt-driven machinery. Rover quickly approved it for production, albeit without the central driving position, which proved impractical and costly to engineer. The steel box-section chassis with its aluminium body was actually designed to get around the post-war scarcity of steel and make use of the plentiful, war-surplus Birmabright aluminium. But it was also lightweight and rust-resistant, and the pioneering use of aluminium remains a feature of Land Rover vehicles to this day. A single paint colour was offered: light green.The 1595cc, 50Bhp four-cylinder Rover engine might seem under-powered today, but its 80lb-ft of torque was impressive. There was permanent four-wheel drive, leaf-sprung suspension and not much else for your £450 when it was launched at the Amsterdam Motor Show in April 1948. Any kind of extra equipment came at an additional cost, but the orders started to come in. The very first Land Rover registered was one of the Amsterdam Motor Show cars on 21st May 1948, and full production began at Solihull shortly after. Rover soon saw that the vehicle’s appeal went beyond expectations. In 1949 the British Army placed its first order. It wanted 1,878, so many, that the decision was made to paint all Land Rovers in the Army’s NATO Green and they saw their first action the following year, in the Korean War. The Red Cross ordered its first Land Rovers in 1954, and its relationship with the marque endures to this day.In 1954, Solihull made its 100,000th Land Rover and by the time the Series I was replaced in 1958, nearly 200,000 had been produced. With 70 per cent exported, the principles that Maurice Wilks first sketched in the sand at Red Wharf Bay in Anglesey had been put into practice across the world.First registered 11/12/1957 to a Military or government role, this Land Rover was sold into the civilian market in 1963 and registered under ‘AJB 621A’. Little is known of its early life, but in January 1984, the car was purchased by a Janet Martyn Ball, residing in Oxford. Ball would own the car for 2 years until 1986, when it would be passed to Benjamin Rutland Lincoln of Bristol. ‘AJB 621A’ was purchased by the late current owner on 10th December 1996. Frustrated by the fact the registration didn’t tie with the manufacture year of the car, the registration was replaced with ‘WSY 713’. The Land Rover was used sparingly on a farm, with the occasional shooting trip being most of its use. It was always dry stored and maintained as appropriate. In recent years, it benefited from a replacement Radford Bulkhead, but other than the one coat of paint it has at some point received, it appears remarkably original - retaining its original engine and major mechanical components. The odometer displays just 70,975 miles, which is warranted for at least the last thirty years and could well be correct.After the sad passing of its owner, but now displaying a lovely patina, giving it some great character, ‘WSY 713’ is offered for sale accompanied with a history file containing previous registration documents, MOT certificates dating back to the early nineties, the receipt of sale from its current ownership and much more. Recently serviced and to be offered with an MOT in preparation for sale, this wonderful Land Rover presents a great opportunity. For more information, please contact: Andreas Hicks andreas.hicks@handh.co.uk 07929363573
Registration No: C579 VPM Chassis No: WP0ZZZ91ZFS103085 MOT: May 2025Subject to a bare shell restoration to concours standard by an award-winning Porsche recommended bodyshopOver 1,500 hours and great expense spent on the restorationLess than 2,500 miles since the restorations completion and said to run and drive ‘like new’Full photographic documentation of the restoration workDesirable ‘C16’ UK-supplied exampleOne for the collector!Historically, and thus far, the most important Porsche model has been the 1964-introduced 911, which was to remain in production in much the same form for the next 30 years, albeit progressively updated and modified. With a basically similar layout to the 356, the new 911 was built on a steel platform chassis with suspension by torsion bars, Macpherson struts at the front and trailing arms at the rear. The first version of the 911 was powered by an air-cooled 2-litre, horizontally opposed six with 5-speed box first used on the 904 competition coupe. Capacity increased, first to 2.4, then 2.7-litres, whilst from 1984, the capacity of the legendary Porsche motor was increased from 3.0 to 3.2-litres and the SC 911 became the 911 Carrera.Manufactured in 1985, chassis ‘103085’ is a desirable ‘C16’ example that was registered new on the 2nd of August that year as ‘230 DD’. However, the Porsche’s life into current guise started in 2019. The restoration project was conceived by the Directors of Premier Panel Skills Ltd, an award-winning Porsche recommended bodyshop, to showcase to Porsche GB Club Members in the Surrey and Thames Valley regions the restoration skills of the team and the processes used to fully restore a Porsche. Premier Panel Skills were Porsche structural repairers for Porsche Cars GB and preferred repairers for the Porsche Centres at Guildford, Reading and Brookland. Premier Panels had won multiple awards for previous restorations in Porsche Cars GB competitions, were national concours winner in 2019 for Porsche Club GB with a 1968 911T, in addition to winning other accolades including Nissan National Bodyshop of the Year in 2014 and 2016, and Jaguar Land Rover National Bodyshop of the Year in 2020.The 1985 3.2 Carrera model was chosen, firstly due to being an iconic Porsche of the 1980’s and secondly, there are known corrosion issues with this model which reduce the lateral strength, notably the inner sills and kidney bowls. Initially shown to the Surrey Regional Club members at a monthly meeting held in April 2019 at the Porsche Centre Guildford and then at the Premier Panel Skills workshops on four further occasions throughout the project, pictures and reports on these events are available on the Porsche Club GB website.The car shell was loaded onto the Celette Jig system to check alignment of the shell and to hold everything rigid whilst cutting away the corroded sections. The Porsche received both outer sills, inner sills, kidney bowls, door slam panels, n/s/f inner wing front section, and both front wings, as well as off-side A-post and inner wing, and attention to the rear wings. A huge amount of time was taken to ensure all panel gaps are perfect. The shell was then removed from the jig and fitted to a body ‘spit’ to turn the shell upside down to allow the underside to be re-sealed. The car was returned to original position to re-seal all upper and inner seams. The shell was etch primed, followed by three coats primer. Grand Prix White paintwork was applied to inner sections before satin black was applied to areas as original specification. Stone chip coating was applied also to match original specification from factory before colour was applied. The shell finished in Grand Prix White, it then sat for a week before being flatted and lacquered.The engine and gearbox were fully overhauled, receiving a new oil pump, two new chain tensioners, new oil cooler, new clutch disc and pressure plate, all new sensors, belts, tension springs, oil pipes, gear selectors, and bearings in the process. All electrical components, fixtures and fittings were stripped down and repainted before refitting and the loom. Brake calipers, discs, pads and hoses were all replaced with new parts. All the suspension components were cleaned, shot-blasted, vapour-blasted, stripped, rubbed down and de-rusted where necessary, with all bushes replaced. All the information decals, chassis decals, paint code decals, information decals were imaged and measured before removal. Parts Department checked the availability of the decals and we commissioned Highgate Decals to make new decals as necessary when not available from Porsche and all new decals were re-applied on re-fit using images to ensure their correct location.The headlining and carpets were renewed with new original materials, and the front seat covers, upper dash cover and door trims were trimmed with new leather, and as well as the rear parcel shelf trimmed with new leatherette to match original specification. The front boot compartment carpet has been cleaned and refitted, with the toolkit roll and tools were replaced with a new set. The wheels were replaced with new, upgraded to Super Sport specification with the centres were painted to match body colour as per original factory order and shod with Michelin Pilot tyres fitted. New colour crested centre caps with body colour outer edge and new wheel nuts were fitted.The exhaustive restoration was completed in 2020 and since completion, the car has covered just 2,500 miles. It has received its first service, oil change, tappets etc and wheel alignment checked. The 911 has been displayed at the Porsche Reading new showroom at the Porsche Showcase Event last year, and the Porsche Club GB display at the Silverstone Classic 2023. A complete photographic record of the restoration process was made, with all new part invoices in the history file also, as well as documented service history prior to restoration. As close to an ‘as-new’ 911 Carrera as you are likely to be able to find, this is not an opportunity to miss, with the ‘C579 VPM’ a testament to the restorers. A truly stunning example - one for the collector! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: KAR 808L Chassis No: BBATMY09986 MOT: ExemptFeatured in Classic Ford magazine (Aug 2009)Build completed in 2007 by competitive rally driver Peter ElliottVauxhall 2 litre XE, 16 valve engineThe MkI Ford Escort was introduced in Ireland and the United Kingdom at the end of 1967, making its show debut at the Brussels Motor Show in January 1968. The Escort had conventional rear-wheel drive and a four-speed manual gearbox, or three-speed automatic transmission. The suspension consisted of MacPherson strut front suspension and a simple live axle mounted on leaf springs. The Escort was the first small Ford to use rack-and-pinion steering. The Mk1 featured contemporary styling cues in tune with its time: a subtle Detroit-inspired "Coke bottle" waistline and the "dogbone" shaped front grille – arguably the car's main stylistic feature. The MkI Escort became successful as a rally car, and eventually went on to become one of the most successful rally cars of all time. The Ford works team was practically unbeatable in the late 1960s / early 1970s, and arguably the Escort's greatest victory was in the 1970 London to Mexico World Cup Rally.Built over a three-year period by competitive rally driver Peter Elliott and finished in 2007. The attention to detail he applied during the build is nothing short of outstanding. The car has been lovingly maintained and has covered less than 1,500 miles since then. It remains very close to ‘as built’ condition. 'KAR 808L' was the subject of a six-page spread in Classic Ford magazine (Aug 2009) and they commented that ‘it’s a stunner’ and concluded ‘it’s one of the best new Escorts in a long time.’Peter Elliott started with a 1300 Sport bodyshell, cut out and replaced any corroded sections and made the following modifications: Seam welded the whole car; Gusseted and triangulated the engine bay; Enlarged the transmission and differential tunnels; Installed a footwell access panel (for speedy gearbox removal); Installed CDS & T45 historic-spec roll cage (seam welded and tied into suspension); Wings given a 20mm greater lip; Brightwork re-chromed; Full bodyshell repaint and brought to a weight of just 960kgPeter was looking for a bulletproof, reliable yet powerful engine and chose a specification based on a John Cleland championship-winning grass-track unit. The specification is as follows: Vauxhall 2 litre XE, 16 valve; Big valve QED Coscast head with hydraulic lifters (12.3:1 compression ratio); Kent KCD pick up cams; Vernier pulleys; UltraLite all steel bottom end; Forged pistons; Custom built Simpson manifold and stainless-steel exhaust; Twin Weber 45 DCOE’s; Facet race pump; MBE fully mappable ignition; Alloy ‘big winged’ baffled sump; Alloy radiator; Kenlowe fan; Custom alloy expansion and breather tanks; Mocal oil cooler; Uprated alternator; Rolling road set up and reading (at that point) 249bhp (6950rpm) and 204lb.ft (6050rpm).Again, with the focus on reliable performance, Peter specified and built the following transmission: Ultra-lite steel flywheel; SBD alloy bell housing; Triple plate sintered clutch; Reco-Prop 4” large flange racing propshaft; Tran-X plate type LSD with a 3.89:1 final drive ratio.This is a rally car but needed to have road manners too. Suspension and steering was specified with: Koni 2.25” coil-overs all round; 250lb springs at the front, 180lb at the rear; Fully adjustable roller bearing top mounts; Fully adjustable TCA’s and compression struts; 5 linked strengthened English axle with Panhard rod; 2.4 ratio quick rack; Strengthened steering column with phosphor bronze bushes. It’s rolling on the road on Laser 4 spokes (6J x 13) with 185/60R13 tyresBrakes consist of: Capri 2.8i vented discs and calipers at the front; Mk2 Fiesta discs and calipers fitted to rear; balance system (lever in cockpit between seats); braided lines throughout; rally handbrake.Inside, it’s finished to a very high standard. ‘Functional, everything you need, nothing you don’t’: Group N Prodrive steering wheel; Original six clock dash and dash top; Additional tacho and temp gauges; Custom switchgear; Plumbed in fire extinguisher system; OMP bucket seats; TRS harnesses; Boot mounted battery box, fuel pump and spare wheel. For more information, please contact: John Markey john.markey@handh.co.uk 01428 607899
Registration No: KNT 164E Chassis No: B7126554 MOT: October 2024Brazilian manufactured Kombi Luxo with the rare and desirable '15 window' configurationExtensively restored prior to being first UK registered in April 2018Significantly improved since entering the current ownership via renowned specialist Type 2 DetectivesWell-equipped with a leisure battery (on a separate circuit), sink, gas hob, USB port, stereo and fold-out ‘Z Bed’ etcVisiting Wolfsburg in 1946 to explore the possibility of becoming Volkswagen’s first international concessionaire, Dutch businessman Ben Pon was intrigued by a pared back, Type 1-derived parts-mover ‘plattewagen’ which he saw traversing the factory. Positing that the improvised hack could form the basis of another model line, Pon doodled a van with the driver and engine positioned above the front and rear axles respectively on April 23rd 1947. Although his concept struck a chord with VW’s management, demand for the Type 1 (Beetle) was such that productionising the Type 2 (Bus) was not a priority. A prototype was eventually built and its successors refined via the wind tunnel at the Technical University of Braunschweig with the result that their drag coefficients tumbled from 0.75 to 0.44 (the Beetle / Type 1 was 0.48 by comparison). Greenlit on May 19th 1949, the very first Type 2 rolled off the production line just under six months later. The initial Kombi and Commercial variants were subsequently joined by Microbus, Pick-Up and Ambulance derivatives. Nicknamed the ‘Split Screen’ or ‘Splittie’ on account of its distinctive, two-part, V-windscreen, the first iteration of the T1 lasted until 1967 in Germany. However, production of the Type 2 (T1) continued in Brazil under licence for another eight years. Not available in Europe, the ’15-Window Kombi Luxo’ featured the same basic glazing layout as the revered ’23-Window Samba’ but without the latter’s sunroof or eight skylights. The extravagant ‘wraparound’ rear corner windows common to both models were not only aesthetically pleasing but also gave exceptional all-round visibility. More weathertight and easier to curtain than a 23-Window, the 15-Window ‘Buses make for great Campers. Built during the 1967-model year, chassis B7126554 was imported from Brazil to the UK by its previous keeper a decade ago after a prolonged search using a local agent to find a structurally sound example. Stripped to bare metal the only panels that required replacing were reportedly the side seals and sundry floor sections. Painted in the striking combination of Titian Red over Lotus White by RS Automotive, the Volkswagen was also kitted out as a Camper Van with a ‘rock ‘n’ roll’ bed, twin gas hob, electric sink, multi-speaker stereo, Red / White upholstery, USB ports, 240v plug socket, real oak counter tops and ‘black out’ curtains etc. Uprated with a German gearbox that Peter Englezos of Cogbox had rejuvenated, the Type 2 also benefited from an overhaul of its 1600cc flat-four engine which gained a correct-type replacement Solex carburettor. Twin port manifold and uprated MoFoCo cylinder heads. Boasting a factory-fitted servo, the braking system was enhanced with new drums all round, while Peter Good from Volks Goods provided a replacement wiring loom. Nice touches abound such as a custom-made window wiper motor and yolk with self-park and two-speeds plus an EMPI short shift gear lever, US-specification over rider bumpers and chrome-plated steel wheels / hubcaps. A former airline pilot used to precision machinery, the vendor bought ‘KNT 164E’ from SafWat Cars for £39,449 including GTECHNIQ Platinum paint protection during April 2019. Bowled over by the Camper’s looks but less enamoured with the driving experience, he entrusted it to acknowledged marque specialists Type 2 Detectives last September / October for almost £12,000 worth of fettling. As well as improving the steering, brakes and suspension (new Bilstein shock absorbers etc), the Cambridgeshire firm re-worked the separate leisure battery circuit, tuned the engine and conducted a thorough service. Passing its most recent MOT test on October 12th 2023 with ‘no advisories’, this decidedly handsome ’15-Window’ Splittie will be driven to the auction. Offered for sale with V5C Registration Document, Type 2 Detectives Service Book and history file. For more information, please contact: Damian Jones damian.jones@handh.co.uk 07855 493737
Registration No: FJF 535V Chassis No: 27387 MOT: Exempt1 of only 123 UK-supplied, right-hand-drive examples manufactured (from a total of 502)Previously the resident of a private collection from 2004 until 2023Subject to a bare metal bodywork restoration and interior refresh completed last yearRecent health check, ignition overhaul, fuel line replacement, carburettor re-jet and set-up by specialists Bell Sport & ClassicFor many years Ferrari was famous only for making two-seater cars, it's very first close-coupled four-seater (the 250GT 2+2) going on sale in 1961. That car soon established a new pedigree within the brand, leading to the arrival of a new, larger, and more spacious 365GT4 2+2 in 1972, and to the car which supplanted that model, the 400GT, in 1976. All Ferraris built in this period were costly, low-production machines, based on increasingly complex tubular chassis frames, clad in hand-crafted body shells which had been styled by Pininfarina, and which were produced at the Scaglietti coachbuilding works in Modena.At this time, progression from one model's chassis to the next was evolutionary, rather than revolutionary, so even when the 400GT arrived it was possible to trace its lineage back to the 1960s, though, of course, the newcomer had all-independent suspension and four-wheel disc brakes. All the four-seaters were powered by one or other of the several types of Ferrari's famous vee-12 engines. Launched in 1972, the 365GT4 2+2 (of which 525 examples were built) had a smart four-seater style, but only two passenger doors, and used the familiar 4390cc V12, which had twin overhead camshafts per bank. When the 400GT took over four years later, the self-same body style was retained, but the engine grew to 4823cc and produced 340bhp. This was the very first Ferrari on which automatic transmission (a GM design) became optional, with the top speed of such cars being 156mph.In the three-year production period, just 502 400 GTs were produced (with a mere 123 of which being supplied to the UK in right-hand-drive specification) before, in 1979, it was replaced by the fuel-injected 400i, which had identical styling, and finally, the 4943cc engined 412 then took the pedigree through until 1988. Manufactured in 1979, the 400 GT offered is one of the United Kingdom supplied cars, being registered new here on the 11th of August 1979. Finished in Blue Monaco Metallic paintwork with Magnolia and Blue leather interior upholstery, ‘FJF 535V’ was specified from the factory with the automatic transmission. Acquired into the previous private collection in 2004, it resided there until 2023 when purchased by the vendor. The 400 covered just shy of 84,000 miles at the time of consignment and has covered less than 1,000 miles in the last thirteen years.Lavished with a professional renovation from 2021-2023, the 400 has benefitted from a bare metal bodywork restoration and repaint; a mechanical renovation that comprised brake calipers renovated, carburettors soda blasted and overhauled, and new downpipes; a refreshed interior with the seats refurbished and the dashboard wood re-lacquered; and the alloy wheels have been fully refurbished and shod with new tyres. Elegantly understated and seemingly great value, this Prancing Horse is offered with over 100 images of the restoration work that has been completed. A very rare opportunity with only 123 UK-supplied, right-hand-drive 400 GTs produced, and with the example offered being a freshly renovated example, the Ferrari has also recently benefited from a health check, ignition overhaul, fuel line replacement, carburettor re-jet and set-up by specialists Bell Sport & Classic this year. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: CBU 698B Chassis No: 2303042 MOT: ExemptSubject to an extensive restoration in current ownershipConverted to right-hand driveOffered with a collection of restoration photosCurrent V5C documentA rare sight on UK roadsPanhard was among the earliest automobile producers and, by some criteria, the first volume car producer in the world, back in 1890. The Panhard 24 is a compact two-door coupé produced between 1964 and 1967 by the French manufacturer. It was powered by a front-mounted air-cooled two-cylinder boxer motor: the basic design of this unconventional engine dated back to the 1940s. Also familiar from a succession of post-war Panhard saloons was the four-speed all-synchromesh gearbox and the front-wheel-drive configuration. The wheels were independently suspended with telescopic shock absorbers and a torsion bar for the rear axle. Although the 24 had no Panhard badged successor, a number of the features of the Citroën GS which appeared (after an unusually long gestation period) in 1970 respected Panhard traditions. The Panhard 24 may be thought of as the swan song of Panhard car production.This Panhard 24CT 2 door Coupe is finished in Red and offered as a right-hand drive car, however, it had resided in much drier climes than the UK, in Southern France and has been converted to right-hand drive with the correct steering rack since being brought to the UK c.2016. When it was purchased in 2016 by the vendor the 24CT was located in a barn in the South of France, where it had stored in the dry for approximately 20 years. A lengthy restoration followed and was then UK registered in October 2021. 'CBU 698B' has been in use since and has been running well. There had not been any mechanical, engine or gearbox restoration, just servicing as the vendor advised that the car ran well even after 20 years in the barn. Offered with a collection of restoration photographs and current V5c document. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: WAU 91 Chassis No: D95166 MOT: ExemptOnly 41,000 recorded and credible miles on the odometerRecent bodywork and paintwork restorationOffered with the buff logbook and a collection of previous MOT certificatesPleasingly retaining its original and transferable registration number ‘WAU 91’A replacement for the now outmoded Consort, the Conquest first saw the light of day in the Spring of 1953. The newcomer's chassis and running gear were direct developments of those underpinning the Lanchester 14 and included a cruciform chassis suspended by double wishbones and laminated torsion bars at the front, and conventional leaf springs at the rear. Braking was by Girling hydro/mechanical drums and steering by cam and peg. Power came from a straight-six engine of 2433cc that produced some 75bhp. From 1954, a more potent version of the car known as the Conquest Century became available. Courtesy of a big-valve alloy cylinder head, twin SU carburetters, higher compression, and high-lift camshaft, Daimler managed to hike the output to 100bhp - sufficient to accelerate the 3,117 lb car to 60mph in 16.3 seconds and on to a terminal speed of 90mph. This proved to be the most popular of the two Saloon variants, with 4,818 examples eventually made as opposed to 4,568 of the lesser powered car.Manufactured in 1955, the Conquest Century offered was first registered on the 7th of December that year. Finished in two-tone Black and Silver Green paintwork, complemented by a Cream leather interior upholstery, it is pleasingly believed to retain the majority of its original interior. Supplied new to Meridian Ltd. of Haydn Road, Nottingham, a famous company in the East Midlands knitting industry, and a business by which time was known for its commitment to good working conditions, with the site including a heated indoor swimming pool, bowling greens, tennis courts, and a hockey pitch, all for the use of the employees, so it is interesting envisaging the Daimler’s role within the company. After six years of ownership, the Daimler was passed to Ernest Bignall Esq., also of Nottingham before passing to two further owners, both out of the Nottingham area into the 1970s.Purchased by the vendor earlier this year, ‘WAU 91’ was running and driving but required exterior cosmetic improvement. Thereafter the Daimler was provided with a bodywork restoration and a full repaint. Offered now showing just 41,000 recorded and believed genuine miles on the odometer, the vendor notes that the Daimler has trafficators that are in functioning order (as well as modern indicators added), good tyres, and recent new exhaust. The spare wheel, and original tool roll, grease gun, and jack are all present, and the brakes have been recently overhauled. Pleasingly retaining its original and transferable registration number ‘WAU 91’, the Conquest Century is offered with a history file that contains previous MOTs, the buff logbook, a selection of invoices, previous V5s, service manual, and a current V5C document. Temptingly for sale without reserve.
Registration No: DLR 648C Chassis No: 5VD51 MOT: ExemptSupplied new via Jack Barclay Ltd to Mrs G.E. Davis of Gedma Investments LtdEnclosed Limousine coachwork by H.J. Mulliner Park Ward1 of only 516 Phantom Vs producedBenefitting from a restoration in the late 1990sEntered from a deceased estate and temptingly offered without reserveA replacement for the Phantom IV and Silver Wraith, the Phantom V assumed the mantle of Rolls-Royce flagship in Autumn 1959. Although, based on a derivative of the same 'Bentley 9' modular chassis that underpinned its lesser Rolls-Royce Silver Cloud II and Bentley S2 siblings, the newcomer boasted a substantially longer 145-inch wheelbase, wider track and extra reinforcement. A massive, welded box-section, cruciform-braced affair, the structure in question was equipped with independent coil-and-wishbone front suspension, a 'live' leaf-sprung back axle, power steering and mechanical servo-assisted drum brakes. Propelled by a 6230cc OHV V8 engine allied to four-speed automatic transmission, the Phantom V employed a special 3.89:1 rear axle ratio that enabled it to amble along at walking pace for ceremonial duties and yet still accelerate through 100mph (if just barely). Available to coach built special order only, the model was bodied by the likes of Hooper, James Young, Chapron, H.J. Mulliner, Park Ward and H.J. Mulliner Park Ward (the latter company being a Rolls-Royce created in-house amalgamation).Despite an eye-wateringly expensive price tag when new, the Phantom V proved a surprisingly strong seller throughout its production life. Upgraded for 1963 with a new quad headlamp visage and seven percent more horsepower, some 516 are thought to have been made by the time the Phantom VI usurped it five years later. Although more commonly associated with monarchs, heads of state and plutocrats, the uber Rolls-Royce will forever be associated with at least one anti-establishment figure - John Lennon.Chassis ‘5VD51’ wears Enclosed Limousine coachwork by H.J. Mulliner Park Ward and was supplied new in 1965 through Rolls-Royce agents Jack Barclay Ltd to Mrs G.E. Davis of Gedma Investments Ltd, the Phantom’s factory guarantee was issued on the 29th of March 1965. No doubt conscious that the car would be used for numerous long journeys, Mrs Davis specified the following extras: rear squab top bolster one-inch deeper than standard, special modified central rear armrest with hinged lid, compact, notebook and pencil, cigarette case, cocktail cabinet (two decanters, four glasses, one bottle opener, two hand cushions), electric windows to all doors, special rear footrests and an electric aerial. Finished in Maroon with a Black roof covering, the interior was trimmed in Valentine's Burgundy upholstery.As well as the expected Phantom V accoutrements such as foldout occasional seats and a glass division, chassis number '5VD51' boasts opening rear quarter lights and four pull-out armrests to its front bench seat. Well used during Mrs Davis ownership, among the accompanying sundry paperwork there is a chauffeur's hand-written logbook with entries stretching from 4th November 1968 (26,929 recorded miles) to 3rd February 1982 (75,707 recorded miles). Apart from revealing that the car was principally maintained by the chauffeur and local dealer Caffyns of Eastbourne (aside from the occasional visit to Rolls-Royce's Cricklewood service depot), it showed just how far the Phantom V ventured. Beyond the frequent trips to Brighton and London, that a wealthy Sussex resident might have been expected to make, are notes detailing repeat excursions to Harrogate, Leeds, Stamford, Bury, Oldham, Honiton and Taunton etc. Whether travelling for business or pleasure, chassis '5VD51' certainly served up first class comfort; a little bit like having one's own cabin on the Orient Express.Bequeathed by Mrs Davis to her sibling P.J. Binns in 1995, the Rolls-Royce entered the previous ownership during 1996, in which it resided for twelve years. At the time of purchase by the previous keeper, the Phantom was looking somewhat forlorn. Undaunted he embarked upon a sympathetic restoration programme that saw particular attention paid to the chassis (new sills, step boxes etc), brake pipes, steering hoses, engine bay and paintwork. Pleasingly retaining its original upholstery, the Phantom V has spent the following ten years being shown at various rallies and concours events. Awarded the North of England Lancaster Trophy in 1999, it won its class at the RREC's Annual Rally some two seasons later. Judged second in class at the RREC's Kelmarsh Hall meeting just last month, chassis '5VD51' performed well on a recent test drive. Offered for sale to make way for another project, the Phantom was purchased through H&H by the late vendor in 2008.A retired motor engineer, the late vendor self-serviced the car annually during his ownership, cherishing and enjoying the Phantom, including attending numerous rallies and using most weekends until c.2018 when his health sadly deteriorated. Thereafter, off the road for around six-years, following the passing of the vendor, the Phantom has received new points, plugs, leads and servicing by well-respected retired Rolls-Royce technician Peter Bolton, and started readily and was running well during our photography session, however, a degree of recommissioning should be anticipated. Accompanied by a significant history file that contains a large selection of previous MOTs dating back to the early 1990s, sundry invoices, the original handbook, copy of the chassis cards, the aforementioned handwritten logs, and V5C document. The original vanity mirror, cigarette case, and notepad are also included. Temptingly offered without reserve! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: NYO 66 Chassis No: 21Z5104 MOT: ExemptUsed as the Palm Beach demonstrator, road test, and display car when newDriven in competition by Sydney Allard and other members of the Allard family‘Matching’ numbers example with factory fitted 2553cc Ford Zodiac 6-cylinder engine and H&A overdrive1 of just 80 Allard Palm Beach examples manufactured in totalSubject to significant mechanical improvement upon purchase by the vendor in 2018"Only a few men have designed, built, and then put into production, cars bearing their own name. Even fewer, if any, have gone on to build their own racing cars and compete in them, with such great achievements in such a wide range of motor sport competitions. From mud-plugging trials to hill climb champion, Monte Carlo winner, and Le Mans 24 hours third overall, to building and driving the first dragster outside the USA. Sydney Allard was that rare and outstanding personality..."Racing driver Sydney Allard's post-war cars combined the same virtues of lightweight, independent front suspension and an abundance of American V8 power, which had been features of his first trials special of the mid-1930s. These favourable characteristics enabled Allard cars to establish a formidable competition record in the immediate post-war years; Allard himself finishing 3rd at Le Mans in a J2 two-seater and winning the Monte Carlo Rally outright in a P2 saloon. Introduced in 1952, the pretty, alloy-bodied Palm Beach was Sydney Allard's final sports car design, employing a K3-type tubular chassis and his trademark independently suspended swing axles at the front with a coil-sprung live axle at the rear. Approximately 80 of all types were built up to 1958.Chassis ‘21Z5104’ was manufactured in 1953 and was registered as ‘NYO 66’ by the factory in August of that year. Used as a demonstrator, road test car, and display car when new, it was driven in competition by Sydney Allard. The Palm Beach also competed at the hands of other members of the Allard family, being driven at the 1953 Daily Express Rally at Goodwood Sprints by Mrs Eleanor Allard and her sister, as well as at the Welsh Rally of 1956. Competed furthermore in the hands of Tom Lush (Sydney’s right-hand man) and Reg Canham, amongst others, ‘NYO 66’ was the Autocar road test car in 1956. The first known private owner was Richard Stanley Baxter Esq of Rochester, Kent., before the ‘5104’ passed through a subsequent two keepers during the 1960s, and thereafter was exported to the sunnier shores of Australia in 1972.Provided with a comprehensive restoration to factory specifications in 1999, the Palm Beach has been driven less than 7,000 miles since the restoration's completion. A ‘matching’ numbers example, the factory fitted 2553cc six-cylinder Zodiac engine was fully overhauled in the restoration, with its original Raymond Mays 12-port cylinder head and twin SU carburettors. The three-speed Ford gearbox has its original H&A overdrive, and ‘NYO 66’ also boasts wire wheels, Marles high ratio steering box, twin fuel tanks, and Lockheed drum brakes front and rear. Behind the bench seat (which according to original sales literature should seat three people!) there is a storage area for the hood frame and tonneau cover. Winning numerous awards in Australia including two-time winning its class at the prestigious RAVC Rally, before the Allard was repatriated in 2018 by the vendor. Thereafter provided with comprehensive mechanical improvements that included approximately £1,600 worth of expenditure with Zodiac Motor Service in 2018-2019, the work completed included full brake renewal and a gearbox overhaul.More recently, ‘21Z5104’ received a new brake master cylinder in 2022 (costing £155), the clutch was overhauled in 2022 (c.£420), and the rev-counter was restored, also in 2022. Starting readily upon our photography session, and running and driving well with good oil pressure, the Allard also boasts notably good panel gaps. Accompanied by copies of the period publications and images (including with Sydney at the wheel), copies of press cuttings, copies of the Allard factory records, original letters from Tom Lush confirming its early history, original handbook, original buff logbook, chassis diagrams and engine works manual, invoices from the vendor's ownership, and a current V5C document. Potentially a rarer alternative for an Austin-Healey buyer, the vendor, who has owned both, notes that the Palm Beach is a better drive, more nimble, and quieter car in his opinion. Extremely rare, and with a very interesting history, this Palm Beach is not to be missed and has much to recommend it! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: LJ58 CTX Chassis No: ZHWGE22T68LA07638 MOT: June 2025Just 40,800 miles from newUK-supplied, right-hand drive exampleDocumented main dealer and specialist service historyMost recently serviced in March this year with less than 400 miles sinceA true supercar and with a price tag of over £135,000 when newStylistically indebted to the Lamborghini Cala concept car penned by Fabrizio Giugiaro at Italdesign, the Gallardo entered production in 2003. A landmark model for the Santa Agata concern, its outlandish looks were allied to improved reliability. More of a ‘walk on the wild side’ than its Audi R8 sibling, the baby Lambo retained a character all its own. Based around a notably stiff spaceframe chassis, the mid-engined two-seater was equipped with all-round independent suspension, power steering, four-wheel ABS disc brakes and permanent four-wheel drive. Powered by a 5-litre V10 engine developing some 493bhp and 376lbft of torque, the Gallardo could be specified with a conventional six-speed manual gearbox or an advanced six-speed, electro-hydraulically controlled, semi-automatic which Lamborghini christened 'E-gear'. The latter enabling far quicker gearchanges than the 'old school' three pedal set-up. Unveiled at the January 2006 Los Angeles Auto Show, the Spyder variant featured a retractable soft-top and some 100kg worth of chassis reinforcement. To compensate, engine power was boosted to 513bhp and the gear ratios lowered. A true supercar, the Gallardo Spyder was reputedly capable of 0-60mph in 4.3 seconds and 196mph. Rarer than the equivalent Ferraris, just 4,352 Spyders were sold worldwide by the time production ceased in 2013 (with right-hand drive variants being in the minority).Finished in Ballon White with Nero leather upholstery and a matching soft-top, chassis 07638 was earmarked for the UK market and first registered here on 7th November 2008. Upgraded with a Pioneer touch screen sat nav (incorporating Apple Car Play and Android Auto), the two-seater also boasts a rear-view camera, front lift, PPF front end, remote roof opening / closing, heated electric seats, Yellow brake callipers, and 19-inch Callisto alloy wheels. Entering the current (fifth) ownership during 2020, the Gallardo is warranted to have covered a modest 40,800 miles from new. The service book contained within the accompanying original book pack displays nine main dealer and specialist stamps the most recent of which is from GC Motors Lamborghini in March 2024 at 40,489 miles. Entrusted to Project-R for paint protection four years ago, ‘LJ58 CTX’ is descried by the vendor as being in ‘very good overall’ condition with regards to its engine, E-gear transmission, electrical equipment, interior trim, bodywork and paintwork. Costing some £135,000 when new, this Gallardo is said to be ‘great to drive with a fabulous sounding engine and exhilarating performance’. A good opportunity to acquire a low mileage, well maintained, RHD example with two keys and a no advisory MOT certificate until June 2025. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: YVS 468 Chassis No: SA1725 MOT: ExemptIn the ownership of the vendor’s late-father since 2004Resident in South Africa for over two decadesElegant and sporting drophead coupe with coachwork by TickfordOne of just 2,738 examples of the SA manufactured (across all three variants)In 1935, despite its impressive racing achievements, financial pressures forced MG to withdraw from motorsport and the newly ennobled William Morris and now Lord Nuffield sold the MG Car Company to Morris Motors, making it a wholly-owned subsidiary of the larger firm. The commercial success that would be realised thus came at the expense of offering more technically advanced designs proven in competition. Rationalisation was the company's priority during 1935, and all new models shared as many parts as possible with other members of the burgeoning Nuffield Organisation. Launched at the October 1935 London Motor Show at Olympia as a replacement for the KN, the 2-Litre Model - also known as the SA - represented a new departure for MG. The first all-new model to be introduced since the company's acquisition by Morris Motors and intended to compete with products from rivals SS Cars and even Bentley, it was considerably larger than any previous MG and caused a certain amount of consternation amongst enthusiasts who feared an abandonment of virtues embodied by the marque's nimble sports cars. They need not have worried, for although based on the Wolseley Super Six and aimed at the luxury car market, the SA received sufficient input from MG founder and designer Cecil Kimber to transform it into a car worthy of the famous octagon badge. Sadly, a six-month delay between launch and production handicapped their efforts as SS Cars stole a march by introducing the similarly priced but more powerful SS Jaguar Saloon ten days prior to the SA becoming available. It is believed that up to 500 of MG’s potential customers were subsequently lost to their direct competition.Originally of 2,026cc, the overhead-valve Wolseley six had been enlarged to 2,288cc by the time SA production commenced and was further stretched to 2322cc in 1937. This was a tall engine and to allow the bonnet line to be as low as possible the twin SU carburettors had their dashpots mounted horizontally. Drive was to the live rear axle via a four-speed manual gearbox with synchromesh on the top two ratios (on all but a few early models). Wire wheels were fitted and the drum brakes were hydraulically operated using a Lockheed system. With 75bhp propelling a car weighing around 1½ tons, acceleration was necessarily leisurely; nevertheless, the SA could cruise comfortably at 60-70mph and had a genuine top speed approaching 85mph.Initially available with Morris-produced in-house four-door four-seat Sports Saloon bodywork, MG quickly offered a bare chassis for custom coachwork and the saloon was joined in April 1936 by a Tickford Drophead Coupe by Salmons & Sons Ltd priced at £398 and, that July, a Charlesworth-bodied Open Tourer priced at £375 arrived to complete the range. By the time production ceased with the outbreak of hostilities in 1939, 2,738 SAs of all types had left the Cowley factory of which 350 were exported, with Germany proving itself the biggest export market.In the ownership of the vendor’s late father since 2004, this stylish SA with handsome Tickford Drophead Coupe coachwork has led an interesting life having been resident in parts of Africa in the years following World War Two. The car’s early history is currently unknown but the presence of mounts for two spare wheels may well indicate it was destined for foreign climes from new. The property of one Keith Simmonds of Rhodesia (Zimbabwe) between 1974 and 1994, it was he who registered the car in South Africa around 1976. In the early 1990s he appears to have returned with the car to the UK and a copy V5 on file shows it being registered to his Gloucestershire address in 1994 under the current age-related registration mark. This is confirmed by a letter from marque specialists SVW Spares of Hull dated 2004.In the early 2000s it enjoyed a sojourn in Greece as evidenced by a Greek insurance certificate covering the period 2002/2003. In 2004 it passed to the vendor’s late father via classic dealer Malcolm Elder & Son. In his ownership it obtained a VSCC buff form and was entered into a number of Measham Rallies and also gently exercised on European regularity events. More relaxed cruising abilities were ensured by raising the rear axle ratio and the original crown wheel and pinion accompany the car. Due to illness, it has seen little use over the past few years but has been driven occasionally to keep everything as it should be. Offered with Swansea V5, photocopy manual and assorted invoices for servicing and parts, this coach-built MG is now only reluctantly being offered for sale by the family. For more information, please contact: John Markey john.markey@handh.co.uk 01428 607899
Registration No: G128 JUA Chassis No: WP0ZZZ92ZKS842244 MOT: April 2025Warranted 66,000 miles from newEntered from a private collection and just four owners from newFinished in the rare and desirable, special order Velvet Red Metallic paintworkOffered with the original book pack with stamped service bookStyled by American Tony Lapine, Porsche's front-engined, water-cooled, V8-powered 2+2 928 was launched at the 1977 Geneva Salon. Not only was it about as mechanically different to the ubiquitous 911 as it could possibly be, but represented the company's first foray into grand touring territory. Nevertheless, it received a rapturous reception from the press and was duly awarded the 1978 Car of the Year Award. Debuting in 1986 for the 1987 model year, the S4 variant featured an updated version of the 5.0-litre V8 producing some 316hp and a larger torque converter on automatic transmission examples along with numerous styling updates to give the car a sleeker appearance. Production of the S4 ended in 1991 along with the GT model to make way for the 5.4-litre GTS which would last until 1995.Manufactured new in 1989, the 928 offered was supplied new by JCT600 Porsche of Leeds on the 1st of August that year. Finished from the factory in the special order Velvet Red Metallic paintwork with a complementary Ivory leather interior upholstery with Red piping and carpeting, the Porsche was specified with the factory options of automatic transmission, Blaupunkt Toronto radio, lumbar support on the front seats, tinted windscreen top, and electric sliding sunroof. In the ownership of just three individuals until purchased into the vendor’s private collection in 2018, the Porsche has therefore now had just four owners and is offered with a warranted low mileage of just 66,000 miles from new.Maintained by Steve Bull Porsche specialist between 2003 and 2018, there are numerous invoices on file for improvements and maintenance completed during this period. The front brakes were renewed at 62,000 miles and air-conditioning was also re-gassed in 2017. Supplied with the original book pack that includes the driver’s manual, supplementary booklets, and stamped service book, the service book illustrates twelve services, six brake fluid changes, and three camshaft belt changes, all of these having been completed by Porsche main agents and specialists. Most recently serviced at 63,922 miles, the 928 is an exceptionally original example of Porsche’s 1990s V8 flagship.The accompanying history file contains the aforementioned book pack and Steve Bull invoices, numerous previous MOT certificates, a current no-advisory MOT certificate until April 2025, and a current V5C document. Finished from new in a rare and desirable colour scheme, and with low mileage and ownership, this 928 has much to recommend it! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
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