Registration No: L842 YCV Chassis No: RCH 54835 MOT: November 2024 • Just 25,000 miles from new and 1 former keeper • Offered with extensive Bentley service history • Supplied new by Bentley main agent Majestic Garage of Bournemouth • Offered from a deceased estate • Purchased from our July 2022 sale for £31,500 The Bentley Brooklands was introduced in 1992 as a replacement for the Bentley Mulsanne and Bentley Eight models. It was intended as a slightly cheaper alternative to the Bentley Turbo R featuring the same styling, underpinnings of the Rolls-Royce 6.75 litre, V8 engine but without the more powerful model's turbocharger. The Brooklands continued Bentley's design theme which was also used on contemporary Rolls-Royce vehicles throughout the 1980's and early 1990's. The exterior design featured the classic Bentley grill as well as dual headlights with wrap-around parking lights. As with many Bentley and Rolls-Royce vehicles, the Brooklands also featured the trademark descending boot lid and chrome B-pillars. The interior remained relatively unchanged from previous Bentley models but with a more curvaceous design element surrounding the leather-wrapped centre console. This 1994 right-hand drive example of the Brooklands is resplendent in Dark Metallic Green coachwork with tasteful Cream leather interior highlighted with contrasting piping on its electric-memory seats. The car has only one previous owner and has covered less than 25,000 miles, supplied new by Bentley main agent Majestic Garage of Bournemouth and serviced every year by Broughtons Bentley of Cheltenham, as detailed in the original service record. ‘L842 YCV’ has been carefully maintained and cared for and comes complete with the service book, owner's manual, tool kits and an original Bentley battery trickle charger. We are delighted to present this magnificent luxury saloon with incredibly low mileage and an excellent service history, the likes of which rarely comes to market. The car comes back to market once more, sadly, following the passing of the owner, and having seen little use, having been purchased from our July 2022 Buxton sale for £31,500 from the original owner from new. A great opportunity to own it if you missed it the first time round. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
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Registration No: R663 UDD Chassis No: WDB1290632F158049 MOT: November 2024 • Modest mileage of just 79,500 miles from new • Long-term current ownership since 2008 with just three former keepers • Offered with extensive service history • Registered as ’19 DE’ when new The fourth generation of Mercedes-Benz’s much-vaunted SL model (the R129 Series) was launched at the Geneva Motor Show of 1989. It was a beautifully engineered motorcar that bristled with technical refinement and innovative safety features. The specification included independent suspension all round (double wishbone at the front/five-link system at the rear), adaptive damping, ventilated disc brakes with ABS, electronic stability control, integral roll-over bar and front airbags. When introduced in 1993, the SL320 variant featured a DOHC in-line six-cylinder engine of 220bhp and was continued through to 2002. Manufactured in 1997, the SL 320 offered was supplied new to the United Kingdom being first registered as ‘19 DE’ on the 8th of September. Finished from the factory in Black Green paintwork with a Grey leather interior upholstery and a Black hood, the SL was specified with the 8-hole light alloy wheels, headlamp cleaning equipment, speakers front and rear, electric seats, cruise control, and CD radio. Offered now having covered a modest mileage of just 79,500 miles from new, the Mercedes-Benz has had just three former keepers, entering into current ownership in 2008. The vendor informs that ‘R663 UDD’ has been regularly serviced and is offered with extensive service history, with the vendor rating the Mercedes-Benz as ‘good’ throughout (in regard to bodywork, paintwork, engine, gearbox, electrical equipment, and interior trim). The vendor notes that there is a small crack in the soft top window on the edge. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: VFJ 63 Chassis No: HS6HCS45426 MOT: Exempt • Part of the collection since 1993 • 28,954 recorded miles (unwarranted) • Highly original interior • In need of recommissioning / renovation Introduced in January 1957, the Austin A55 Cambridge boasted a larger boot and airier cabin than its A50 predecessor (the latter courtesy of a much bigger rear window). Based around a monocoque bodyshell equipped with independent front suspension, a ‘live’ rear axle and four-wheel drum brakes, the newcomer weighed little more than a ton. Powered by a 1.5 litre B-Series OHV engine allied to four-speed manual transmission, the four/five-seater was reputedly capable of some 80mph. Available in four-door saloon or two-door commercial guises and with the option of two-tone paint schemes, the original A55 was supplanted by a Pininfarina-styled successor in 1959. First registered in Exeter on September 1st 1957 (or so its ‘VFJ 63’ number plate would imply), chassis HS6.HCS.45426 belonged to Jamie Clark of Scarborough some twenty-five years later. Joining the late Mr Lucas’s collection in 1993, the Austin pleasingly retains its original Red leather upholstery. Showing an unwarranted 28,954 miles to the odometer, the A55 has been off the road for decades. Looking period perfect in White over Grey with an external sun visor, the 4/5-seater also sports additional driving lights, auxiliary gauges and a collection of eight-track cassettes. In need of recommissioning / renovation.
Registration No: M631 AGL Chassis No: SARRAWBMBMG001124 MOT: September 2024 Just 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 refreshed Launched 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: EG 4984 Chassis No: 7002307 MOT: Exempt • Part of the collection since 1988 • Very rare pre-WW2 light commercial • In need of recommissioning / renovation Part of the Rootes Group alongside Sunbeam, Talbot, Humber and Hillman, Commer utilised the latter’s Minx Magnificent as the basis of its 10hp light commercials from 1936 onwards. Underpinned by a conventional ladder frame chassis equipped with all-round semi-elliptic leaf-spring suspension and four-wheel drum brakes, the Commer could be had in estate car or van guises. Powered by an 1185cc four-cylinder engine allied to four-speed all-synchromesh manual transmission, top speeds tended to be around 60mph. Updated for the 1938 model-year, the Commer 10hp gained a new radiator grille design and more rounded wings. First registered in the Soke of Peterborough on October 1st 1938 (or so its ‘EG 4984’ number plate would imply), chassis 7002307 belonged to Oliver Judd of Banbury some forty-six years later. Self-evidently the subject of past restoration work, the Commer joined the late Mr Lucas’s collection during 1988. Sporting a Crosley Roamio radio, the somewhat spartan interior also features an extendable load bay courtesy of its fold-down rear seat. Off the road for decades, the 10hp ‘Woodie’ will require recommissioning / refurbishment prior to use but appears to be substantially complete. A rare and interesting, light Pre-WW2 commercial.
Registration No: ECK 275D Chassis No: 57105948 MOT: Exempt Among the longest standing members of the collectionThought to have prevsiously served with the Armed Forces before being decommissioned in 1966No former keepers shown on its accompanying V5C Registration DocumentsReputedly uprated with a later 2.25 litre engineIn need of recommissioning / restorationThis is where 'The Best 4x4 by Far' started - a utility vehicle devised in 1947 by the Wilks brothers for use on their farm which drew inspiration from the wartime Jeep. Thanks to its ingenious high/low ratio four-wheel drive system, the resultant 4x4 possessed incredible climbing capabilities in all conditions (including battlefields). Boasting a roomier cabin than its 80in predecessor, many consider the short-lived 86in (1954-1956) to be the best of the Series 1 Land Rovers. Built during the 1955 model year but not issued with the Preston number plate ‘ECK 275D’ until 23rd November 1966, chassis 57105948 is believed to have spent its first eleven years in service with the British Armed Forces. Part of the late Mr Lucas’s collection since at least the late 1970s when the DVLA computerised their ownership records, the Land Rover is thought to have been uprated with a later / more powerful engine at some stage if only because the accompanying V5C quotes the cubic capacity as 2286cc. The same document also lists no former keepers. Passing its most recent MOT test on 17th March 2011 at an indicated 52,306 miles with ‘no advisories’, the Series I has since deteriorated and as such will require recommissioning / restoration prior to use.
Registration No: G690 GNV Chassis No: WAUZZZ85ZLA000083 MOT: April 2025 • Recently subject to extensive cosmetic overhaul • One of a batch of four UK press cars with consecutive registration numbers • Recently the subject of much mechanical expenditure including a replacement, correct type, engine uprated to over 300bhp with MD147KKK Turbo • Sensibly uprated with front Brembo brake calipers • One of only 295 UK right-hand drive 20V models produced The Audi Quattro may not have been the first four-wheel-drive production car (that honour belongs to the 1966 Jensen Interceptor FF), but its place in history is assured. Thanks in no small part to its enormous rallying success, the Quattro popularised all-wheel drive, and is now regarded as one of the most influential and important sports cars of the 1980s. The brainchild of Jörg Bensinger, an Audi chassis engineer, development work was started in 1977. Three years later the finished product was released. Although the floorpan had much in common with the 80 and the running gear was largely taken from an Audi 200, the Quattro used a manual centre differential lock (operated by levers next to the handbrake) to govern the 197bhp and 210lb ft power outputs delivered by the 2.1-litre in-line five-cylinder turbocharged engine. By the time this particular car arrived in 1989, the crude cable-operated 50:50 split differential had been replaced with a much more advanced Torsen (torque sensing) diff and the engine had been uprated with double overhead camshafts and a larger 2,226cc capacity, upping power to 217bhp. Regarded by many as the best of the Quattros, the 20 Valve now represents a great potential investment opportunity, with this example offered in arguably the best and most iconic colour combination of Tornado red over grey. One of a batch of four consecutively registered Audi Quattro 20V press cars, 'G690 GNV' was first registered with its sister cars on the 17th October 1989 and was featured in a comparison with a Lancia Delta Integrale in a late ‘80s motoring magazine. Little is known of the car's history after its life in the glossy pages and it was sold into private ownership, however, the first recorded owner was a Mr Tansley of Derby who was the 5th owner from 12th October 1993. Having been through another owner after Mr Tansley, the Quattro was purchased by the vendor in 2017 starting to look rather sorry for itself and repainted from its original Tornado Red and now presented in Black. The vendor also found that the original RR 20V engine had long since departed as the original had thrown a conrod some time ago and another unit was fitted in the car. Having owned a number of Audi Quattros in his life, this simply wouldn't do for the vendor so he embarked upon a full cosmetic and mechanical overhaul over the next five years. Quattros are notoriously difficult to get parts for, and a cracked windscreen and rear light unit were only sourced by buying a pair of donor Audi Coupés to pillage parts from, and then another RR 20V Quattro to pull the engine from. This painstaking (and expensive!) process meant that 'G690 GNV' was finally reunited with the proper type of power unit and was returned to its original, and very iconic, Tornado Red colour scheme. As with many Quattro owners, the vendor decided to uprate the car with some more modern enhancements at this time and fitted an uprated Turbo Dynamics MD147KKK Turbo, 3 nozzle injectors and Scorpion Exhaust which means the car is estimated to generate around 300bhp. Of course, to put all that power onto the road the car was fitted with a new clutch and the car's brakes were also uprated, with the fitment of Brembo callipers on the front aiding stopping confidence quite considerably. Upon inspection, the dazzling Tornado Red paint still looks very fresh and such details as the bolts for the wings were evidently removed and replaced which gives the impression that a lot of care was taken to get this car right. The vendor describes the body condition as 'very good' and pointed out that both front wings were replaced during the overhaul due to the original items being rather far past their sell by date. A turn of the key and instantly recognisable sound of the potent five-cylinder power unit was ejected through the uprated exhausts and when driving us to the photography shoot location, the vendor described the mechanical condition as 'very good'. We are also pleased to say that the original interior trim is intact and it is described as 'good' by the vendor. Quattros are in high demand today and with good reason - with 23 world rally championship wins under their belt and having near enough defined what a true 80s and 90s drivers' car should be, values continue to rise. If you are looking for a good example that can be used for the show circuit this summer, then one of the press cars should do you nicely! Without further ado, "Fire up the Quattro!" For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: YTH 862N Chassis No: 48110868D MOT: Exempt • Believed genuine 85,421 miles from new • Supplied with large history file dating back to the mid 1980's • Liveried in the attractive colours of Mexico Brown over a Tan cloth interior • Recently subject to recommissioning work after a period of lay up Introduced in 1963, the Rover P6 was a truly innovative design. Based around an unusual 'pontoon' chassis equipped with bolt-on panels, coil-sprung suspension (inboard at the front a la contemporary F1 cars) and servo-assisted disc brakes, it won the inaugural 'Car of the Year' award. Launched in 1971, the flagship 3500S model was powered by a 3528cc OHV V8 engine mated to four-speed manual transmission. Quoted as developing some 150bhp and 201lbft of torque, it was capable of 0-60mph in 9.2 seconds and 123mph. Sporting the same matt black grille and improved interior as its lesser post-1970 facelift siblings, it came with a vinyl roof and Rostyle type wheels as standard. According to an accompanying email from the British Motor Industry Heritage Trust, 'YTH 862N' was manufactured at the Lode Lane Factory in Solihull on the 11th September 1974 and was first registered on the 26th of the same month. Little is known of the early history of the 3500S, however there is history dating back to an MOT certificate on August 20th 1984 with the recorded mileage at 36,158 miles. Supplied in the iconic colours of Mexico Brown over a tan cloth interior with a Tobacco Brown vinyl roof, it has a number of optional extras including the desirable fitment of power steering. The Rover has been evidently cherished during its lifetime, with a number of big invoices on file including an extensive amount of work to the engine, brakes and clutch in 2012 for £1505.56 from Crown Classic Cars Ltd in Twickenham. Owned by the vendor since 2016, he advises that he purchased the car for his private collection from a gentleman based in Chelsea, London and drove the car for a couple of years covering around 1000 miles before laying it up in dry storage. In the vendor's ownership he has changed the tyres, completed a full respray in the original colour in 2022 and replaced the vinyl roof in 2023. The car has been recently recommissioned with an extensive service, carburettor rebuild and inlet manifold gasket. He has also completed a full rebuild of the de-dion rear suspension and the engine bay has been detailed with the airboxes being sandblasted and powder coated. The vendor advises that this range-topping Rover is now mechanically ready for the road and describes the car as being 'very good' to drive, and that the interior is very original with some wear to be expected which he has preserved rather than replacing and he describes it as 'charming'. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: 4836 PK Chassis No: M062006 MOT: Exempt • Understood to be the 1962 New York International Auto Show car • Resided in current ownership for seventeen years • 1 of just 66 examples manufactured • Believed to be the only example with bonnet air intake and electric windows The Ogle SX1000 was the brainchild of David Ogle, who started his car business in 1960 building a 2+2 Coupe, the Ogle 1.5, based on Riley 1.5 driveline and suspension with a multi-tube frame clothed in a fibreglass body. Power was a BMC B-series engine, but it was a slow seller and only seven were made. This was followed by the Ogle SX1000 coupe in 1962 and used as its base the BMC Mini platform and running gear. The first ten cars required buyers to take a new Mini to David Ogle where Ogle would strip down, strengthen, lower the steering column, and fit the fibreglass Coupe body. The Inland Revenue and Customs stopped this practice as Ogle had not charged Car Tax on the completed vehicle. The company made arrangements with BMC to acquire the mechanical components without bodies, although BMC made it clear their relationship was strictly that of vendor-customer and no discounts were given, meaning the price to customers was £1,300 – more than twice the price of a Mini. David Ogle was sadly killed in a motor accident in 1962 while driving a SX1000 to Silverstone – unfortunately for the future of the car as it was just after he had negotiated with BMC more favourable rates for the components. From 1962 to 1964 total production of SX1000s reached 66, with an estimated 40 surviving. Chassis #006 was manufactured in 1962, making it one of the first ten examples that were rebuilt from already complete Minis (with the Heritage Certificate for the Austin Mini accompanying). Understood to be the 1962 Ogle New York International Auto Show Car, the SX1000 is also believed to be the only example fitted with a bonnet air intake and electric windows and features a bored out 1275 Cooper S engine with twin SU carburettor and oil cooler. Returned to the United Kingdom by the vendor in 2007, the Ogle has been in the current family ownership of the vendor since. Offered with a history file that contains sales literature on the Ogle, a large collection of invoices and the V5C document. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: T.B.A Chassis No: 113.04322-002139 MOT: Exempt Very rare, UK supplied 250 SL specified with power steering, automatic transmission, hard- / soft-top roofs and third seat etcFactory finished in Silver with a Black hardtop, Black upholstery and Black soft-topPreviously the property of speedway rider Taffy OwenCurrent ownership for fifty yearsSubject to an exhaustive 'bare metal' restoration between 2014 and 2016 by Classic Preservation, Roger Edwards and Aldridge Trimming etcMatching chassis and engine numbers Introduced at the March 1967 Geneva Salon, the 250SL was blessed with the same stunning, Paul Bracq styling as its 230SL predecessor. Powered by an enlarged seven-bearing crankshaft 2496cc SOHC straight-six engine that developed 150bhp / 159lbft, the newcomer could reputedly exceed 120mph. Suspension was independent all-round by double wishbones and coils springs at the front, and swing axle, radius arms and coil springs at the rear. Braking was by power-assisted discs and steering via recirculating ball. Faster than the 230SL yet more agile than the later 280SL, the 250SL proved to be the rarest W113-series ‘Pagoda’ variant, accounting for a mere 5,196 sales worldwide, (more than a third of which were exported to America). However, total RHD production across all markets has been estimated at just circa 500 cars. A cult classic, SLs have had countless celebrity owners from Charlton Heston to Kate Moss and starred in myriad films. Factory finished in Silver Grey Metallic (DB180) with a Black (DB040) hardtop and matching hubcaps, chassis 113.04322-002139 was also specified with a soft-top roof, side-facing single rear seat, power steering and automatic transmission. First UK road registered on 22nd June 1967, the 250SL previously belonged to the famous Speedway rider Thomas Henry ‘Taffy’ Owen who had it de-seamed and colour changed to Cream by Portland Motors (Mercedes-Benz) of Manchester. Entering the current ownership on 11th July 1974, the 2+1-seater was subsequently driven overland to Malta where the vendor’s family had a villa. A failure to submit the proper paperwork saw the Roadster impounded by the Maltese authorities. Determined to reclaim his property, the seller embarked upon, and won, a lengthy court battle. Arriving back in the UK during October 2013, the Mercedes-Benz was despatched to Pagoda specialist Paul Standley of Classic Preservation in Worcestershire the following April for an exhaustive, ground-up restoration. Stripped to a bare shell, any corrosion found was cut out and repaired with new metal (including remedying past jacking damage). The steering, suspension, brakes and fuel system were all attended to and the 250SL rewired. 120 hours was spent on refurbishing the hardtop alone! In all, the project accounted for well over 1,000 man hours not including either the labour expended by marque specialist Roger Edwards thoroughly overhauling the original engine and automatic transmission or Aldridge Trimming’s time for renewing the interior upholstery and soft-top roof. The two lever arch files which accompany the car and document its refurbishment show that the odometer was displaying only 69,475 miles when work commenced. Given that the Roadster was impounded in Malta for thirty-seven years we believe that this reading may well have represented the total covered from new. The instrument was zeroed as part of the rejuvenation which was completed in 2016 and has yet to record a further 300 miles. Kept busy by his business commitments, the seller has never got round to enjoying the Mercedes-Benz. Recommissioned earlier this year with a new battery, the 250SL has undertaken various local journeys but would doubtless benefit from a thorough service and fettling following what has effectively been an eight-year slumber. Currently in the process of being re-registered with the DVLA and hopefully retaining its distinctive former number plate – ‘TAF 32’ – the 2+1-seater is only coming to market for the first time in five decades because of the seller’s impending relocation overseas. Worthy of close inspection. For more information, please contact: Damian Jones damian.jones@handh.co.uk 07855 493737
Registration No: EU Registered Chassis No: WF0CXXGAECYA22536 MOT: None • 1 of just 500 examples produced for the UK-market • In common with other Ford low-volume models like the RS200, the upgrades were the responsibility of Tickford in Daventry • Only 65,500 miles and four owners from new • Number #0174 of the 500 produced • Offered in ‘barn-find’ condition having been off the road since 2018, although running and driving The Ford Racing Puma was the name eventually given to Ford's concept Puma, the Puma RS, which was first unveiled to the public at the 1999 Geneva Motor Show. At the time, Ford was keen to stress that this was no mere styling job and the idea was to transfer the know-how and technology learned directly from Ford Puma race and rally programmes to a homologation-esque road car. The Ford Racing Puma featured a modified version of the 1.7 Zetec-SE engine pushing out 153bhp with high lift camshafts, revised inlet manifold, exhaust, and ECU. The bodywork was changed to give it wider front and rear wings, with the track increased and the rims upgraded to 17"x7.5J which housed large Alcon 4 pot callipers and discs, with disc brakes to the rear as well as Eibach shocks. The interior was also transformed with Sparco bucket seats finished in Blue Alcantara trim, which was also used to trim the steering wheel, rear seats, and door cards. The strictly limited production run was initially pencilled to run for 1,000 units, with 500 destined for the German market, and 500 for the UK. All conversions were carried out by Tickford, Daventry (in common with other Ford low-volume models like the RS200), with only the 500 destined for the UK market being produced and sold in the end. Racing Puma number #0174 was supplied new to Ireland, being first registered on the 18th of April 2000. In the hands of three owners in Ireland, the last of which acquired the Racing Puma in 2008, #0174 was acquired by the vendor's late father in 2018 and was subsequently imported into the United Kingdom. Provided with an MOT test upon arrival in February 2018, the Puma was also lavished with the brake callipers overhauled and new brake discs and pads, before the vendor’s father shortly after sadly passed away. Thereafter, chassis ‘22536’ has been stored alongside another Racing Puma in a barn, until being unearthed in preparation for the auction. Offered with a history file that includes the original book pack containing the owner’s guide, associated guides, and the stamped service book displaying eleven entries with majority of them from Ford main agents. Also included is the Irish Registration Certificate, the United Kingdom MOT certificate, and documentation regarding the beginning of the UK registering the Racing Puma which was never completed. An very original example with plenty of potential, it is offered now having covered just 65,500 miles from new and with only four owners. Intended purchases should note that there is a reference to a NOVA number in the history file, which we are trying to confirm the validity of. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: DMB 325 Chassis No: 69837 MOT: Exempt • Part of the collection since 1984 • Elegant Six-Light Saloon coachwork with fold-down division • In need of recommissioning / renovation Introduced at the 1934 Olympia Motor Show, the 17hp was available in three wheelbase lengths to cater for the needs of the sporting motorist, owner-driver and carriage trade (though, the majority were bodied by Armstrong-Siddeley's in-house coachbuilder 'Burlington'). Based around a sturdy ladder frame chassis equipped with all-round semi-elliptic leaf-sprung suspension and four-wheel drum brakes, the newcomer was powered by a 2394cc OHV six-cylinder engine allied to four-speed Wilson pre-selector transmission. Marketed as "A Car of Aircraft Quality" (a nod to its parent company's vital role within the aero industry), the 17hp was notable for its stiff four-bearing crankshaft, integral block / crankcase casting and advanced water pump design. Credited with developing some 70hp @ 3,300rpm, it was reputedly capable of circa 70mph. Remaining in production until 1939, just 4,260 17hp cars are thought to have been made. However, survivors are comparatively scarce. First registered in Cheshire on 11th February 1937 (or so its ‘DMB 325’ number plate would imply), chassis 69837 belonged to Chester resident Edwin Farrall prior to entering the late Mr Lucas’s collection during 1984. Wearing six-light coachwork by Burlington, Armstrong Siddeley’s in-house coachbuilder, the 17hp appears to retain its original upholstery as well as sporting a sunroof and fold-down division. The odometer shows an unwanted (1)07,335 miles and a period EKCO radio is fitted. An equal in quality terms to an Alvis or Rolls-Royce of the same era, this understated Armstrong-Siddeley is now in need of recommissioning / restoration.
Registration No: SFM 443K Chassis No: 24118646B MOT: Exempt • Off the road for forty years • In service with the British Armed Forces before being decommissioned during 1972 • In need of extensive restoration A sympathetic update of its much-loved predecessor, the Land Rover Series II was introduced in April 1958. Featuring sill panels and a rounded wing/belt line, the newcomer’s sleeker sheet metal was the work of David Bache and clothed an improved chassis. Thus, as well as better rear wheel articulation and sharper steering, the Series II boasted wider axles and a new gearbox (complete with synchromesh on 3rd and 4th gears). Available with a choice of 2.25-litre petrol or 2-litre diesel four-cylinder engines, the Land Rover could be had in 88-inch or 109-inch wheelbase guises (though, the SWB model made do with a petrol 2-litre unit until September 1958). A popular model, the Series II accounted for some 62,000 sales in its first two years of production. Announced in 1961, the subtly upgraded Series IIA benefited from an improved cooling system and the arrival of a 2.25-litre diesel engine. Export models had their headlamps repositioned in the front wings for 1968 with domestic Landies gaining the same revised visage the following year. Phased out of production in 1971, the Series IIA is judged by some to be the most durable Series Land Rover ever made. Built during 1964 but not issued with the Chester registration number ‘SFM 443K’ until 25th February 1972, chassis 24118646B still bears the dashboard plaque which attests to its military service (under identity number ’63 EN 50’). Acquired by Jonathan Harrison of Chester during 1977, the Land Rover joined the late Mr Lucas’s collection five years later. Used for a variety of farm duties since its last tax disc expired in May 1984, the Series IIA has suffered corrosion to its chassis and bulkhead such that the driver’s door no longer fits properly. The aluminium bodywork and fibreglass cab appear to have fared much better with the former being notably straight. A non-runner in need of total restoration, it nonetheless possess a certain appeal.
Registration No: JLK 299D Chassis No: B706001124HS0 MOT: Exempt Part of the collection since 1978One previous keeper shown on the accompanying V5 / V5C Registration DocumentsDesirable five-bearing 1725cc engine, front disc brakes, all-synchro gearbox etc49,679 recorded miles (unwarranted)Last MOT certificate expired during 2017In need of recommissioning / restorationNotable as the last of the ‘Audax’ Gazelles, the Series VI was marketed from 1965-1967 during which time 14,842 were sold. The fastest and most comfortable variant, the newcomer was powered by a five-bearing crankshaft 1725cc OHV four-cylinder engine developing 62.5bhp and 98.5lbft. Wheel arch intrusion was minimised to the benefit of rear seat passengers and ‘no draught’ ventilators added to help cool those up front. Visually distinguished by a revised front grille treatment with Singer spelt out across the top and ‘1725’ badges to the front wings, the Series VI was reputedly capable of some 85mph and could be specified with overdrive or automatic transmission. Finished in Holly Green with Willow Green strakes and Green upholstery, B706001124HSO was first registered in London as ‘JLK 299D’ on 13th January 1966. Migrating to Ramsbottom and the ownership of William Collier the following decade, the Singer joined the late Mr Lucas’s collection during 1978. Pleasingly retaining its original interior complete with a Brew Brothers Ltd sill plaque, the Gazelle shows 49,679 unwarranted miles to the odometer. Interestingly, the same mileage reading was shown when the 4/5-seater passed its most recent MOT test with ‘no advisories’ on 27th July 2016. Not run for years, it will require recommissioning / renovation.
Registration No: FHL 616L Chassis No: HS30011712 MOT: Exempt • An original RHD example and UK registered in 1972 • Subject to an extensive bodywork restoration and repaint in current ownership • Offered with a collection of invoices and old MOT certificates • In need of recommissioning after a period of storage • Understood to be 1 of just 1,929 240Z's sold new to Great Britain The launch timing of the Datsun 240Z (sold as the Nissan Fairlady Z in Japan) was impeccable. The much-loved Austin-Healey 3000 had recently passed to that big garage in the sky and enthusiasts were clamouring for a spiritual replacement. On paper, the first of the Z cars was unremarkable, but the sum of its parts was good enough to achieve major success on track and stage (examples won the East African Safari Rally outright in 1971 and 1973) and become a big seller - particularly in the USA, where it was very well priced compared with rival imports. It was powered by a lusty OHC straight-six engine of 2393cc that delivered 151bhp at 5600rpm. This allowed the newcomer to rush to 60mph in around eight seconds and achieve a very creditable top speed of some 125mph. A five-speed manual gearbox was standard and the suspension was independent by MacPherson struts at the front and Chapman struts at the rear. Braking was by discs front/drums rear and steering by rack and pinion. First registered on 6th October 1972, this is an original right-hand drive example of the 240Z and is understood to be 1 of just 1,929 240Z's sold new to Great Britain. In current ownership since June 2013, little is known prior to that however cosmetically, the 240Z has benefitted from bodywork restoration and re-paint between 2013 and 2017 with receipts on file for paint, sundries and bodywork repairs, including an £800 receipt for bodywork in 2017. December 2014 saw new door handles purchased. In October 2015, the engine bay and front running gear were cleaned and painted. Other cosmetic improvements include a Mota-Lita wood-rim steering wheel at a cost of £290, a March 2017 receipt for a set of stainless-steel Datsun 240Z bumpers at a cost of £875; new tail-lights were purchased in December 2014 and new turn signal lenses in July 2017; a 2019 Rota Shop purchase of alloy wheels at a cost of £560. Many trim parts had to be purchased from the USA and beyond and included seals, rubbers, clips, badges and trim. A new Pilkington Classics windscreen was ordered in March 2017 at a cost of £363.14. Mechanically, an alloy radiator was purchased for £210 in September 2016; brake parts were purchased in June 2017; 2019 saw a cylinder head repair by Barton Street Engineering, Stockport; undersealing and Waxoyling; new rear brake cylinders and brake discs purchased; Bob’s Auto Electrics were used to fault-find electrics and a new starter was also fitted in April 2020; heater hose, a battery and a brake servo (at a cost of £249.95) were purchased in 2021. In need of recommissioning after a period of storage, the 240Z is offered with a large collection of invoices and notes regarding the restoration work, along with old MOT certificates and a current V5c document. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: ESK 492 Chassis No: AT9665V MOT: Exempt Part of the collection since 1995Gas hob, sink, table, bed, pop-up roof etcExhbited at the Cholmondeley Pageant of Power and numerous other eventsRunning and driving until recentlyIdeal transport for the Goodwood Revival?Introduced in 1958, the Standard Atlas contested the light van segment against the Ford Thames 400E, Morris J2 and Commer FC. A versatile design, it could be specified with sliding or hinged doors and as a pick-up too. Engines ranged in size from a 948cc petrol through to a 2260cc diesel and were, for the most part, production car derived. The drivetrain was cradled in a subframe and the independent front suspension complemented by a ‘live’ rear axle. Dropped by the newly formed British Leyland Motor Corporation in 1968, the Atlas resurfaced in India where Standard Motors of Chennai continued making it until 1980. First registered in Gloucestershire on 5th January 1962, this charming period Camper Van belonged to Alvar Hemming of the same county a decade later. Subsequently passing through the hands of Ron Stanford and Michael Costigan, it joined the late Mr Lucas’s collection in 1995. Fitted with an 1147cc petrol engine, the Atlas was treated to a degree of bodywork restoration during the 1990s. Passing its most recent MOT test on 27th July 2016 with ‘no advisories’, the Camper Van attended that year’s Pageant of Power. Equipped with a sink, gas hob, bed and table etc, it will require recommissioning / renovation prior to use.
Registration No: XSC 909K Chassis No: HS3001605 MOT: Exempt • An original RHD example and UK registered in 1972 • Subject to an extensive bodywork restoration and repaint in c.2006 • In current ownership since 1989 • Offered with a collection of invoices and old MOT certificates • In need of recommissioning/restoration after a period of storage Understood to be 1 of just 1,929 240Z's sold new to Great Britain The launch timing of the Datsun 240Z (sold as the Nissan Fairlady Z in Japan) was impeccable. The much-loved Austin-Healey 3000 had recently passed to that big garage in the sky and enthusiasts were clamouring for a spiritual replacement. On paper, the first of the Z cars was unremarkable, but the sum of its parts was good enough to achieve major success on track and stage (examples won the East African Safari Rally outright in 1971 and 1973) and become a big seller - particularly in the USA, where it was very well priced compared with rival imports. It was powered by a lusty OHC straight-six engine of 2393cc that delivered 151bhp at 5600rpm. This allowed the newcomer to rush to 60mph in around eight seconds and achieve a very creditable top speed of some 125mph. A five-speed manual gearbox was standard and the suspension was independent by MacPherson struts at the front and Chapman struts at the rear. Braking was by discs front/drums rear and steering by rack and pinion. An original RHD example and recorded as first registered in the UK on 1st January 1972 'XSC 909K' is understood to be 1 of just 1,929 240Z's sold new to Great Britain and has resided in current ownership since 1989. It was the subject of an extensive bodywork restoration and repaint in c.2006 and some copies of old restoration photographs are on file. Much work has been carried out over the years, as evident from the many invoices on file. Mechanical work has previously included a 3-row core radiator fitted and a new alternator and starter motor plus the fitment of a timing chain is invoiced in 2006. Other engine work invoiced in 2006 includes the bore and hone of +.5mm (020”) by Mersons Engine Reconditioning, Stockport, the refacing of the block, heads, honing of the cylinders was carried out along with the grinding of the crank by Dave Rushton Engines, Stoke on Trent, also in 2006. A performance camshaft kit was ordered from Japan in 2006 and presumed to have been fitted. In need of recommissioning/restoration after a period of storage, this 240Z is being offered with a collection of old MOT certificates and a large collection of invoices from the late ‘90s and early 2000s plus a current V5c document. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: DOL 1K Chassis No: 11304222016969 MOT: Exempt • Desirable UK-supplied, right-hand drive example • Subject to an exhaustive restoration that was completed in 2022 • Very minimal mileage since the completion of the restoration and still presenting excellently! • Attractive colour scheme and worthy of close inspection! Successor to both the exotic race bred 300SL 'Gullwing' Coupe and its humbler 190SL sibling, the W113 series SL proved more comfortable than the former and faster than the latter (a point emphasised by Eugen Bohringer's 1963 Liege-Sofia-Liege rally victory). First of the line, the 230SL was introduced at the March 1963 Geneva Salon. Penned by Paul Bracq, its wonderfully crisp styling clothed a monocoque chassis equipped with all-round independent coil-sprung suspension and disc brakes. Powered by a 2308cc SOHC straight-six engine mated to either an automatic or manual transmission, the model was credited with 150bhp and 159lbft of torque. Reputedly capable of 124mph, it was praised by the contemporary motoring press for its performance, roadholding, and refinement. Available in Californian Coupe, Convertible or Coupe Convertible guises, the last of these came with both a soft-top and the famous 'Pagoda' hardtop roof, so called because of its gently scalloped centre section. A highly desirable UK-supplied, right-hand drive Pagoda, this particular example was first registered in the United Kingdom as ‘DOL 1K’ on the 8th of February 1967. In previous private ownership from 1995, the Pagoda was acquired by the vendor, a serial commissioner of classic car restorations, in 2013 requiring attention. Much of the ensuing exhaustive restoration work was entrusted to Heritage Classics of Teesside, with the restoration work undertaken including, but not limited to, a comprehensive bodywork restoration and full repaint in the beautiful Blue hue as presented now; engine overhaul with new camshaft, big end, pistons, and the injection system renovated; gearbox overhaul; fuel system refreshed; full interior re-trim in Red leather including new carpets and a Black hood; renewed brakes with new discs and pads; and numerous renewed and restored cosmetics/trims, as well as new tyres. The restoration reached completion in 2017, with invoices on file totaling over £43,000 worth of expenditure (with significant further expense provided), and since the renovation's completion, a mere c.600 miles or so have been covered attending selected shows and events. Now showing just shy of 76,000 miles on the odometer, the logbook has only four former keepers recorded. Offered for sale with a history file that comprises the aforementioned invoices, a copy of the data card, a photo album of the restoration, and the current V5C document. Desirable, due to being a scarce UK-supplied example, and coming to market having only been ‘run-in’ from exhaustive restoration, this Pagoda is an inviting prospect. Not only that, but a useful body-coloured hardtop that be deployed in the chilly winter months is a bonus too. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: EU 6160 Chassis No: 32436 MOT: Exempt Part of the collection since at least the late 1970s (if not earlier)Reputedly never restored and therefore highly originalElegant three-position drophead coupe coachworkIn need of recommissioning / renovationIntroduced at the 1934 Olympia Motor Show, the 17hp was available in three wheelbase lengths to cater for the needs of the sporting motorist, owner-driver and carriage trade (though, the majority were bodied by Armstrong-Siddeley's in-house coachbuilder 'Burlington'). Based around a sturdy ladder frame chassis equipped with all-round semi-elliptic leaf-sprung suspension and four-wheel drum brakes, the newcomer was powered by a 2394cc OHV six-cylinder engine allied to four-speed Wilson pre-selector transmission. Marketed as "A Car of Aircraft Quality" (a nod to its parent company's vital role within the aero industry), the 17hp was notable for its stiff four-bearing crankshaft, integral block / crankcase casting and advanced water pump design. Credited with developing some 70hp @ 3,300rpm, it was reputedly capable of circa 70mph. Remaining in production until 1939, just 4,260 17hp cars are thought to have been made. However, survivors are comparatively scarce. Bodied by Salmons & Sons as a ‘Foursome’ Drophead Coupe and first registered in Brecknockshire on 4th November 1936 (or so its ‘EU 6160’ number plate would imply), chassis 32436 has belonged to the late Mr Lucas since at least 1978. An attendee at numerous classic car meetings that same decade, the Armstrong Siddeley appears to have never been restored. Believed but not warranted to have covered a mere 81,000 miles from new, the 17hp exudes originality. The ‘Tickford’ winding mechanism to take the soft-top roof from Sedanca to Open positions remains in situ as to a plethora of event plaques. A very rare and stylish motorcar that is surely worthy of recommissioning and a place in another collection.
Registration No: LCW 930G Chassis No: 1A35415BW MOT: Exempt • Part of the collection since at least the late 1970s (if not earlier) • Reputedly never restored and therefore highly original • Previously supplied by Simon James Motors Ltd • In need of recommissioning / renovation Introduced in 1966, the Daimler Sovereign was a more luxurious version of the contemporaneous Jaguar 420. Differentiated from its sibling by means of a fluted radiator grille and better standard equipment, it otherwise shared the same monocoque bodyshell equipped with all-round independent suspension, servo-assisted disc brakes and a detuned version (245bhp vs. 265bhp) of the Jaguar MKX's 4235cc DOHC straight-six engine. In many ways a testbed for the forthcoming Jaguar XJ6's styling and mechanical layout, the Daimler Sovereign remained in production until 1969 by which time some 5,829 left- and right-hand drive examples are thought to have been made. Among the rarest of the Browns Lane-designed Daimlers, the Sovereign is a highly underrated motorcar combining as it does an elegant 1960s design with surprisingly modern road manners. First registered in Burnley on 11th June 1969 (or so its ‘LCW 930G’ number plate would imply), chassis 1A35415BW has been part of the late Mr Lucas’s collection since at least 1977 showing no former keepers on its accompanying V5C. Finished in Brown and pleasingly retaining its original Tan leather upholstery, the Daimler is believed but not warranted to have covered 62,300 miles from new. Not started in some time, it will require recommissioning / refurbishment prior to use.
Registration No: B60 NUT Chassis No: CWF0AXXGCAAEY49886 MOT: None One former keeper and 19,000 miles from newPart of the collection since 2001Original supplying dealer rear window sticker, tax disc holder and number plates etcUnworn spare wheel, front seat covers, sunroof, five-speed manualLaunched in September 1980 and codenamed ‘Erika’, the MK3 Escort was benchmarked against the VW Golf and Honda Civic. Adopting front-wheel drive for the first time, the newcomer also featured a lighter but stiffer monocoque bodyshell, all-round independent suspension and disc / drum brakes. Typically powered by Ford’s vaunted CVH overhead camshaft engines in 1.3 or 1.6 litre guises, the hatchback could be had with manual or automatic transmission. Buyers could choose from Popular, L, GL and Ghia trim levels with the latter being notable well appointed. According to its accompanying original sales invoice, chassis GCAAEY49886 was supplied new by Sandicliffe Ford of Loughborough to local resident Peter Leavesley at a cost of £6,260. Finished in Paris Blue metallic with Navy cloth upholstery, the Escort 1.6 Ghia was first registered as ‘B60 NUT’ on 2nd March 1985. Taking out an extended Extra Cover warranty, Mr Leavesley kept the hatchback until it entered the late Mr Lucas’s collection during 2001. Warranted to have covered a mere 19,266 post-delivery miles with supporting service records and old MOTs etc, the five-seater has essentially been mothballed for the last twenty-three years. Highly original, it is a real timewarp but in need of recommissioning / renovation.
Registration No: S434 FWY Chassis No: SAJJGAED3AH034458 MOT: None • c.78,000 recorded miles • Just 3 former keepers and current ownership since 2010 • Offered with original owners wallet, handbooks and service book • Collection of invoices, old MOT certificates and current V5C Living 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. Supplied by Perrys Jaguar in Huddersfield on 1st December 1998, today this XK8 displays c.78,000 recorded miles and with just 3 former keepers recorded and current ownership since 2010. The specification ordered in 1998 appears to include the classic leather pack, electric and heated mirrors, cold climate pack – with heated front seats, heated windscreen and headlamp washers, adaptive damping, cruise control and, of course, the attractive Antigua Blue Metallic paint. The Jaguar book pack is present and includes the Service Record booklet with 10 stamps. 7 service stamps at main dealer Grange Jaguar, Brentwood, Essex on 27.9.99 at 10,349 miles; 15.11.2000 at 18,963 miles; 29.10.01 at 22,596 miles; 8.1.02 at 26,270 miles; 18.12.03 at 33,002 miles; 24.11.04 at 38,621 miles; 8.12.05 at 42,759 miles. A further 3 stamps were with independent specialist Glen Jags on 19.5.11 at 64,105 miles - with secondary timing chains and tensioners replaced; 6.8.14 at 73,289 miles; 19.5.18 at 73,689 miles. Many of the service receipts are to be found within the history file. Within the later invoices, a receipt on file from April 2018, shows new rear bumper brackets were fitted and preparation and paint to the edges of the wheel arches with undersealing the areas and underseal applied to sill cavities. Offered with the original owners wallet, handbooks and service book, a large collection of invoices and notes, XK8 sales literature, old MOT certificate, and current V5C the Jaguar is now in need of recommissioning after a period of storage. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: 6918 UA Chassis No: HDT1365083 MOT: Exempt • Professionally converted to run an MGB 1800cc engine and automatic gearbox • Finished in the desirable Tartan Red over a Black interior • Offered with history file including receipts for work • Sold as part of a deceased estate at 'No Reserve' Introduced in Autumn 1955, the MGA Roadster married a proven chassis design complete with independent front suspension and rack and pinion steering to a new B-series four-cylinder, pushrod-ohv engine. Borrowing cues from the Abingdon factory's successful EX182 prototype racers (5th- and 6th-in-class at that year's Le Mans) its wonderfully elegant styling ensured strong sales on both sides of the Atlantic. Continually updated, the MGA range was joined by Coupe and 'Twin Cam' variants in 1956 and 1958 respectively. Prompted by the latter's performance advantage, the standard pushrod model received a capacity increase to 1588cc and front disc brakes in May 1959. The resultant '1600' MKI was capable of almost 100mph. First registered on the 18th July 1959 and one of the last 1489cc cars supplied, '6918 UA' is believed to have been first supplied to the Leeds area and retains its original registration marque to show this. Little is known of the history of the car until 1989, when the car was acquired by a Mrs Shepherd of North Walsham, Norfolk. Painted green at this time (and thought to have been green when new) the MGA was evidently cherished as there are a number of large invoices on file which included a full engine overhaul in 1991. Mrs Shepherd sold the car onto a Mrs Dunnett, also of Norfolk, in 2010 who chose to entrust MG Mecca of Norfolk to carry out a full cosmetic and mechanical refresh which included uprating the sports car with an MGB 1800cc engine and Borg Warner 35 Automatic gearbox plus disc brakes. Cosmetically, the car was repainted in the iconic MG Tartan Red and the interior was refreshed with a new black carpet set and vinyl trim and a new hood was also fitted. The total cost of these works amounted to £22,332.73 and further works were undertaken by MG Mecca until the car was sold through them to the current, late owner in 2015. The late owner, Mr Ward, was fanatical about maintenance on his cars as he regularly used them for trips to the continent and varioius classic car shows with his widow. Unfortunately, the declining health of Mr Ward has meant that the MGA has not been used on the road for some time and it is now recommended for mild recommissioning works prior to use. Upon our inspection we noted that '6918 UA' is a very presentable car, with some small marks from use, and the vendor noted that the automatic conversion appears to look comestically 'period correct', indicating a high standard of work performed. Now offered for sale on a No Reserve basis, this presents a fabulous opportunity for any prospective owner who lusts after a classic sports car without many of the difficulties of driving an entirely original example. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: MTE 926 Chassis No: L63509 MOT: Exempt • Part of the collection since at least the late 1970s • Rare, Barker & Co bodied example • Regency period seat covers, Waltham stereo etc • In need of recommissioning / renovation Introduced in 1946, the Lanchester LD10 was more considerably expensive than its 10hp opposition. Marketed as ‘craftsman built’, the newcomer was powered by a smooth 1287cc OHV four-cylinder engine allied to four-speed pre-selector transmission complete with a fluid flywheel. Equipped with independent front suspension, a ‘live’ rear axle and four-wheel drum brakes, the four-seater was reputedly capable of 69mph. Initially fitted with steel Six-Light coachwork by Briggs, later variants wore aluminium Four-Light bodies courtesy of Barker & Co. Just 579 of the 3,030 LD10s made sported the more rakish Barker design. First registered in Lancashire (or so its ‘MTE 926’ number plate would imply), chassis L63509 has been part of the late Mr Lucas’s collection since at least the late 1970s when the DVLA computerised their records. A regular attendee at Daimler Lanchester Owners’ Club events earlier that same decade, the LD10 displays an unwarranted 22,338 miles to its odometer. Fitted with ‘Regency’ upholstery covers and sundry auxiliary gauges, the four-seater has lain dormant for years. Seemingly complete, it will require recommissioning / renovation prior to use. Curiously, the DVLA erroneously list the car’s date of first registration as February 1st 1957.
Registration No: 129 FUO Chassis No: WMA23441812 MOT: Exempt In current ownership the last 27 years, and having covered just 95 miles over this periodJust 79,165 miles on the odometerSubject to long-term restoration starting in 2002, and completed between 2006 and 2010.Launched in the summer of 1959 as Sir Alec Issigonis's sideswipe at the bubble car which had swept through Europe in the late 1950s, the Mini was truly a revolutionary car. Packing a remarkable amount of interior space into its 10ft length by placing its 'A' series engine sideways from 'east to west' in the engine bay, the practicalities which had dominated its design concept seemed almost accidentally to produce a small car which on its rubber-cone suspension and 10-inchwheels was remarkable fun to drive. Possessing light and incredibly accurate steering, minimal bodyroll and tremendous grip the Mini was described by the contemporary motoring press as the first car in which there was no need to slow down for corners! The Mini featured many of Issigonis's personal design quirks, for instance there was no provision for a radio as he did not agree with them and he believed the famous 'bus-driver' driving position kept the driver alert by preventing him/her getting too comfortable! Launched in BMC tradition as both an Austin (the Seven, or 'Se7en' in contemporary advertising) and a Morris (Mini-Minor) it was the 'Mini' name that stuck in the long term. Although had original marketing plans to call the Austin version the 'Newmarket' succeeded then this could perhaps have been very different! Sales were initially sluggish but the Mini's rapid acceptance amongst the elite as 'the' car to be seen in soon saw this overcome and by 1963 it had dislodged the Ford Anglia to become the best selling car in the UK. This particular example benefits from being a De-Luxe variant of the Morris Mini Minor. First registered on 01 September 1960, little is known of the early life of ‘129 FUO’, until it was purchased by a Malcolm John Sheas of Brixham in September 1993. Sheas would own the car for just shy of four years, before it was sold to the current owner on 07 August 1997, at that time showing just 79,070 miles on the odometer. In October 2002, the car was subject to a long term restoration with Colin Groom, with photographs in the history file showing the car before, during and once completed. This restoration lasted until at least February 2006 and perhaps later, with photographs of the finished car presented in the attractive shade of Maroon with two-tone red and grey interior dated 2010. Since its purchase, the car has been used sparingly and stored in a dry garage. To be exact, just 95 miles over the last 27 years. Now showing 79,165 miles on the odometer, the car still presents well, although would benefit from a recommissioning service ready for its new owner. Offered for sale for somebody else to enjoy and due to the sad passing of the long term owner, this presents a rare opportunity to acquire a long term ownership, low miles, early model year Mini in a lovely colour combination. For more information, please contact: Andreas Hicks andreas.hicks@handh.co.uk 07929 363573
Registration No: XDA 280 Chassis No: S827170DN MOT: Exempt • The subject of an extensive restoration by marque specialists including Fender & Broad • Matching chassis and engine numbers • Believed to be 1 of just 623 right-hand drive examples • JDHT certificate, collection of invoices and current V5C document By the time the XK150 was launched in May 1957, Jaguar had won Le Mans four times and was about to do so once again - what a backdrop against which to market a new sports car. Though the newcomer was a logical progression of the XK140, subtle changes to the bodywork gave this final iteration of the XK models a distinctly more modern air. The split windscreen was replaced with a single sweep of toughened glass and the scuttle height was raised, along with the waistline. The bonnet was widened and the bulkhead on the Roadster was moved rearwards by four inches. Inside, the walnut dashboard of the XK140 was replaced by one trimmed in leather. Thinner doors gave more interior space. The standard engine was the 3.4-litre DOHC straight-six unit of the XK140, but most early 150s were fitted with the optional SE version that sported a cylinder head with larger exhaust valves and a pair of 1.75-inch SU carburettors. Still more power was available from 1958 in the form of the 'S' engine and its straight-port head linked to three SUs, for which 250bhp was claimed. The XK150 was also the first production Jaguar to be equipped with disc brakes. At launch, the XK150 was offered in Fixed Head Coupe (FHC) and Drophead Coupe (DHC) guise, the Open Two-Seater Roadster (OTS) following in 1958. By the time the model was superseded by the E-Type, some 4,445 FHCs, 2,672 DHCs and 2,265 OTSs had been produced. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: 8885 RH Chassis No: GHN320408 MOT: Exempt • Desirable ‘pull-handle’ example • Entering current family ownership in 2012 as a ‘barn find’ from previous thirty-nine year ownership • Supplied with a comprehensive ten-year restoration • Arguably the ‘purest’ form of MGB and pleasingly retaining its original registration number The MGA had really been the first 'BMC corporate' MG, and the MGB which replaced it was intended to be even more popular. Although the engineering of the new car was evolutionary - the B-Series engine, transmission, rear axle and independent front suspension were all improved versions of those used in the previous MGA. The first incarnation of the MGB built from 1962 to April 1965 featured distinctive pull-type door handles and a 95bhp/1798cc engine with three-main-bearing crankshaft and while overdrive was an optional extra, the model's top speed was more than 100mph. Today, it enjoys a very strong following and with its GT sister has spawned a dedicated support industry. For many, the early chrome-bumper MGB roadster is the epitome of the classic British sports car. A desirable ‘pull-handle’ example that was manufactured in 1963, being first registered on the 24th of September that year as ‘8885 RH’. Finished in White paintwork, the MG is pleasingly understood to retain much of its original Black leather interior upholstery. Entering into previous ownership on New Year's Eve 1973, the MG was retained in their ownership for the subsequent thirty-nine years, where during the latter stages of that custodianship, chassis ‘GHN320408’ was off the road in a barn. After several years of attempted persuasion, the MG was acquired by the vendor’s late husband in 2012. The restoration commenced in 2013 but unfortunately, the vendor’s husband passed away before it was completed. Choosing to continue the restoration (self admittedly letting heart rule head), the MG was gradually provided a comprehensive restoration over the following ten years. Supplied with £6,325 worth of expenditure in parts alone, the MG was provided with full bodywork restoration with new sills, boot floor, valance, and wings; an engine overhaul; re-wiring; braking overhaul; refreshed fuel system with new fuel tank; new clutch; new radiator; and a new hood which has (as of the photography session) never been taken down. Used sparingly since the completion of the restoration last year, the MG is understood to retain its original three-bearing engine, and presents on the correct type steel wheels. Offered with a history file that includes the VE60 ‘buff’ logbook, an MOT from 1974, a large collection of invoices from the restoration, images of the MG as found and being recovered from the barn, and a current V5C document, and is also accompanied by a car cover. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: LE04 NYV Chassis No: SAJAC41P742A40072 MOT: March 2024 Only three former keepers and current ownership since 2017102,900 miles from new and rated as either ‘good’ or ‘very good’ throughoutDesirable later X100 XK8 with the 4.2 litre engine and six-speed transmissionVery well-maintained being serviced annually by only Jaguar main dealers and specialistsBenefitting from some £6,400 worth of improvements while in current ownership Living up to expectations can be a burden. Consider the handsome Geoff Lawson-penned XK8 that followed in the wheel tracks of such automotive icons as the XK120 and immortal E-type. Like the E-Type before it, the XK8 made its debut at the 1996 Geneva Salon, 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 Big 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, the 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. Manufactured in 2004, the XK8 offered was first registered in the United Kingdom on the 30th of July that year, being fitted with the 4196cc V8 engine allied to the six-speed automatic transmission. Finished in the popular colour combination of Radiance Red with Ivory leather interior upholstery, the Jaguar was purchased by the vendor in 2017 and has had three former keepers to date, with the previous owning the XK8 from 2008. Covering some 102,900 miles from new, the XK8 has benefitted from some £6,400 worth of improvements while in the vendor's ownership, most recently (in 2022) the Jaguar has been supplied with a replacement steering rack and new oxygen sensor at the cost of c.£600. Obviously much loved, ‘LE04 NYV’ is accompanied by a service book containing annual stamps (from 2005-2023) at 8,277; 15,709; 22,705; 31,843; 38,271; 46,552; 60,432; 69,050; 74,204; 79,263; 83,424; 85,890; 87,507; 89,416; 91,075; 92,622; 95,078; 98,327 miles, 99,438 miles, and 102,500 miles all of which are from Jaguar main dealers and specialists. The vendor has had an Alpine 196CDE DAB entertainment system and integrated Bluetooth mobile phone kit professionally fitted, with the system operated from the steering wheel controls. Two stainless steel cup holders have also been fitted in the centre armrest. The Jaguar is offered with the aforementioned service book, a collection of invoices and MOTs, a no advisory MOT certificate until March 2024, and a current V5C. Vendor Condition Ratings: Bodywork: 'Very Good' Engine: 'Very Good' Electrical Equipment: 'Good' – there is a slow drain on the battery Paintwork: 'Very Good' Transmission: 'Very Good' Interior Trim: 'Good' – headlining has started to sag and will need replacing in due course For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: Y546 BAR Chassis No: SAJAC34N31MF37706 MOT: March 2025 • Rare and desirable LWB Super V8 example • Just 58,000 miles from new • Single private family (father and wife) ownership when just a year old (in 2002) • Registered new to ‘Jaguar Executive Sales’ and believed used as a director's vehicle The new V8-powered Daimler saloons were introduced in 1997 as part of Jaguar's revised X300 range, a new and highly acclaimed ZF five-speed automatic gearbox arriving at the same time. This state-of-the-art, quad-cam, 32-valve engine was built in capacities of 3.2 and 4.0 litres to power three new Jaguars and two new Daimlers. The new Daimlers comprised the V8 and Super V8, the latter equipped with a 322bhp supercharged unit, both of which shared the same long-wheelbase four-door saloon body and were equipped to the customarily very high standard of luxury. As well as being V8 powered, the car is taken to other extremes with its very rare supercharging, and long-wheelbase and luxurious specification. One of the proudest traditions in Daimler history was that since 1900, when the then Prince of Wales, later HM King Edward VII, purchased his first Daimler car, Daimlers were used by British Kings and Queens, with the Super V8 being no different, with Queen Elizabeth II herself having owned one. Manufactured in 2001, this rare and desirable LWB Super V8 was supplied new to ‘Jaguar Executive Sales’ being first registered on the 20th of April and is understood to have been used as a directors car. Finished from the factory in Jaguar Anthracite Metallic paintwork with complementary Oatmeal leather interior upholstery, the Daimler is well specified with climate control, cruise control, sunroof, Harman Kardan audio, electric heated seats, CD-changer, built-in telephone, Daimler stitched headrests, deep pile Daimler carpet set, Jaguar Cars satellite navigation system, headlight washers, and parking sensors. Purchased by the vendor's late husband when the Daimler was just a year old (in 2002), the Super V8 has been registered as ‘34 N’ through the majority of their custodianship. Offered now having covered just 58,000 miles, the Daimler has had just one private family ownership from new, being transferred into the vendor’s ownership from her late husbands last year. Benefitting from new shock absorbers, anti-roll bar bushes, and brake pipes in 2019 costing some £1,200; and a new battery and fuel pump this year. Shod with matching Pirelli P6000s all around, the Super V8 is offered with a history file that contains a large collection of previous MOT certificates, numerous maintenance and improvement invoices, current V5C document, a March 2025 MOT with no advisories, and the original book pack in the Daimler wallet, as well as three sets of keys. Low mileage and ownership examples of the very rare LWB Super V8 are few and far between, so this example is one not to be missed. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: X847 WVK Chassis No: WP0ZZZ99Z1S641006 MOT: February 2025 • c.103,000 recorded miles from 6 former keepers • Offered with owners wallet, handbook and service book • 3.4-litre engine mated to a Tiptronic gearbox • Current V5c document Asked to nominate his favourite generation of Porsche 911 during its 50th Anniversary celebrations in 2013, racing driver and journalist Tiff Needell chose the 996 commenting: "This was the model that brought the 911 into the modern world. We finally got rid of the VW pedals and had a chassis that handled in a much more progressive and controllable manner. Not a convert before, completely converted after!" Traditionalists may have decried the 996's water-cooled engine and shared Boxster componentry, however, the newcomer's use of a brand-new platform (the 911's first since 1963) meant that it was notably lighter, stiffer, and more aerodynamic than its 993 predecessor. Equipped with four-valve cylinder heads, the 996's 3.4-litre engine developed 296bhp and 258lbft (outputs comparable to those of the 993 Carrera RS's 3.8-litre unit). Allied to either a six-speed manual or five-speed Tiptronic transmission, the free-revving flat-six enabled the 2+2-seater to sprint to 60mph in 5 seconds and onto 174mph. More ergonomically laid out and spacious than that of any previous 911, the 996's cabin also boasted a far better HVAC system. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: MC56 CHO Chassis No: SCBDE23W17C044339 MOT: November 2024 • 36,909 miles from new and full service history • Offered with extensive service history including 14 service stamps • Uprated entertainment system with Bluetooth and 2 keys Introduced at the New York Motor Show in April 2006, the Bentley Continental GT Convertible (or GTC) proved an immediate sales success. Determined to engineer the most torsionally rigid open four-seater that money could buy, the Crewe manufacturer incorporated additional steel tubing within the newcomer's A-posts and windscreen frame, reinforcing its sills and cross-braced the floorplan to a greater degree. The result was a class-leading 16,595ft-lb per degree. A very near match in dynamic terms for its Coupe sibling, the Convertible utilised the same crushingly powerful twin-turbocharged 6-litre W12 engine, Torsen-based permanent four-wheel drive system, massive ABS-backed disc brakes and sophisticated all-round independent air suspension. Electro-hydraulically operated, the Bentley's luxuriously padded fabric roof not only stowed away neatly but also provided almost limousine levels of refinement. Reputedly capable of over 190mph when topless, the GTC featured two sturdy steel hoops concealed beneath its rear headrests which could be deployed within fractions of a second if the onboard computer sensed an impending roll. Arguably more of a 2+2-seater than a true four-seater, the model could raise or lower its hood at speeds of up to 20mph (a nice party piece in slow-moving traffic). First registered on the 1st December 2006, 'MC56 CHO' was first supplied by Bentley Birmingham in the very attractive colour scheme of metallic grey with black wheels with a red leather interior and complemented by a red mohair hood. Having passed through four previous keepers, the owner acquired the Bentley in 2021 and has cherished it, completing a number of long distance trips onto the continent during his ownership. In the original service book, there are eight main Bentley dealer service stamps up to 13th September 2013 at 10394 miles, and then a further six stamps with Bentley specialists, with the most recent being with RR&B Garages of Bromsgrove at 34504 miles in June 2023. The odometer now displays 36909 miles. The vendor informs us that the Bentley is in overall 'very good' condition with the paintwork appearing very clean and it is hard to notice any serious imperfections. The interior is also in 'very good' condition and the leather and carpets appearing very fresh. The vendor decided during his ownership to fit a newer infotainment system with Bluetooth to make it more user friendly, but is supplying the original item with the car. Now offered for sale at an attractive guide price, this presents a fantastic opportunity to own an impressive luxury Bentley for reasonable outlay. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: NCY 961 Chassis No: GV5173541 MOT: Exempt • Part of the collection since at least the late 1970s • Subject to an older restoration • A rare survivor • In need of recommissioning / renovation Introduced in 1947, the A40 was Austin's first 'clean sheet' post-WW2 family saloon design. Based on a sturdy chassis frame equipped with independent front suspension, a 'live' rear axle and four-wheel drum brakes, the newcomer was powered by a 1200cc OHV four-cylinder engine allied to four-speed manual transmission. With some 40bhp on tap, it was reputedly capable of over 70 mph. Once production was in full swing and the principal Devon (four-door) and Dorset (two-door) saloon models firmly established, other variants joined the A40 line-up including a Jensen-designed sports four-seater, 10cwt pick-up, 10cwt van and estate car (or 'Countryman' as it was known). Styled in-house by Dick Burzi, the commercial A40s contrived to be stylish yet practical. Though, today - thanks to years of overloading, stop-start motoring and general abuse - survivors are few and far between. First registered in Swansea on 19th April 1956 (or so its ‘NCY 961’ number plate would imply), chassis GV5173541 has been part of the late Mr Lucas’s collection since at least the late 1970s when the DVLA computerised their records. Self-evidently the subject of past restoration work, the Austin’s odometer shows 33,552 unwarranted miles. Passing its most recent MOT test on 15th May 2012, the A40 Countryman is now in need of recommissioning / renovation.
Registration No: SBL 929G Chassis No: K-A2S6/1217101-A MOT: Exempt Entered from a private collection in which it has resided since 2007Uprated to ‘S’ spec with an 11-stud engine and ‘S’ brakesFinished in Almond Green paintwork with a White roofHome market example with a Heritage Certificate The first Mini Cooper appeared in 1961, following a tie-up with champion F1 constructor John Cooper. The stroke of the standard 848cc engine was lengthened to 997cc which, together with other improvements, raised power output from 34 to 55bhp - a close-ratio gearbox and front wheel disc brakes completed the package. That engine was replaced by a shorter stroke 998cc unit in 1964, while the Mark II version launched in 1967 featured a redesigned grille, a larger rear window and numerous cosmetic changes. A home market example, ‘SBL 929G’ was completed on the 18th of October 1968 and supplied new by Morris Garages Limited, Oxford, although not road registered until the 8th of January the next year. Originally a 998cc Cooper, the Mini has been uprated to ‘Cooper S’ specification with a 1275 11-stud engine, and ‘S’ front and rear brakes and servo. Finished in Almond Green paintwork with a White roof, it features a complementary Black interior upholstery. Entering into the vendor’s private collection in 2007, during the vendor’s ownership the Mini has received significant improvement including a new master cylinder in 2010; interior dashboard trim kit, carpet set, and boot board from Newton Commercial costing some £600 in 2015; and sports coil and refreshed starting equipment in 2021. Pleasingly boasting its original sills, the Cooper ‘S’ started readily during our recent photography session. Supplied with a collection of invoices, BMIHT Heritage Certificate, and a current V5C document. The vendor notes that the passenger seat will receive attention between our photography session and the sale. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: PAS 323 Chassis No: SKMY287161 MOT: None • Part of the collection since 2003 • 2088cc engine, original specification • In need of recommissioning / renovation ‘It is not an exaggeration to say that there is no other tractor design in history that has contributed more to the feeding of the world’ (Michael Thorne, Massey Ferguson 35 and 65 Models in Detail) Launched at London’s Grosvenor House Hotel on October 1st 1956, the Massey Ferguson 35 initially sported a Grey and Bronze colour scheme before switching to Grey and Red the following year. Available in agricultural, industrial or vineyard specifications, the newcomer replaced the redoubtable TE20. Introduced on November 8th 1962, the 35-X boasted increased engine outputs and a ‘multi-power’ system which enabled the drive to shift up or down a gear without using the clutch. Massey Ferguson’s Banner Lane factory despatched 388,382 35s of all types between 1956-1964. A petrol/paraffin model, chassis SKMY287161 was first registered with the DVLA as ‘PAS 323’ on February 1st 2003. Part of the late Mr Lucas’s collection since then (if not before), the Massey Ferguson appears to be scruffy but complete. A desirable model, this 35-X should hopefully prove a straightforward and rewarding project.
Registration No: MMW 528 Chassis No: AS4142965 MOT: Exempt • Part of the collection since 1985 • 58,755 recorded miles (unwarranted) • In need of recommissioning / renovation Unveiled at the October 1951 Earls Court Motor Show but not entering production until the following May, the Austin A30 (or ‘New Austin Seven’ as it was also called) bristled with innovation. The work of ex-aeronautical engineer T.K. Garrett, the newcomer’s fully stressed monocoque bodyshell was notably lightweight. Powered by an 803cc A-Series OHV engine allied to four-speed manual transmission, the compact four-seater was capable of some 70mph. Initially available in four-door guise only, two-door and estate versions were quick to join the line-up. Attributed to Holden ‘Bob’ Koto of the revered Raymond Loewy Design Studios albeit with input from Austin's inhouse stylist Dick Burzi, the A30’s bulbous, cartoon-esque lines only added to its appeal. Priced to undercut its arch rival, the Morris Minor, some 223,264 were made prior to the 1956 arrival of the A35. First registered in Wiltshire on 20th July 1955 (or so its ‘MMW 528’’ number plate would imply), chassis AS4-142965 belonged to John Jones of Stalybridge by the late 1970s. Joining the late Mr Lucas’s collection in 1985, the Austin shows 58,755 unwarranted miles to the odometer. Off the road for decades, it will require recommissioning / renovation prior to use.
Registration No: RBN 833 Chassis No: A7600069 MOT: Exempt • Part of the collection since 1999 • 56,668 recorded miles (unwarranted) • In need of recommissioning / renovation It must have been quite a feeling for Billy Rootes (by then Sir William Rootes) to rescue the company at which he had serviced an apprenticeship – Singer Motors Ltd – from bankruptcy in December 1955. The first Rootes Group Singer model, the Gazelle, was derived from its ‘Audax’ platform and debuted the following September. A ‘three box’ monocoque bodyshell styled by the celebrated American Raymon Loewy, it underpinned the Sunbeam Rapier, Hillman Minx and Singer Gazelle. Featuring independent front suspension, a ‘live’ rear axle and four wheel drum brakes, it was initially differentiated in Singer guise by the use of the Coventry marque’s proven 1.5 litre SOHC four-cylinder engine. Notable as only the 69th Singer Gazelle Series I to be manufactured, chassis A7600069 was first registered in Bolton (or so its ‘RBN 833’ number plate would imply). Strangely, the accompanying old-style V5 gives the date of first registration as 12th May 1960. Acquired by Maksood Talati of Bolton in March 1982, the 4/5-seater entered the late Mr Lucas’s collection seventeen years later. Passing its most recent MOT test with ‘no advisories’ on 17th August 2012 at an indicated 56,495 miles (less than 200 miles ago), this historic Singer is now in need of recommissioning / renovation.
Registration No: Y836 VFF Chassis No: SCBLC31E31CH06031 MOT: June 2025 • Just under 50,000 miles from new • To be supplied with a fresh MOT Certificate • Supplied with a large history file including original handbooks Introduced at the 1999 Frankfurt Motor Show, the Bentley Arnage Red Label boasted 835Nm of torque - more than any other production car! Powered by a revised version of the marque's long-serving 6.75-litre V8 (albeit in turbocharged guise), allied to four-speed automatic transmission, the newcomer was reputedly capable of 0-60mph in 5.9 seconds and 155mph. Further benefiting from a stiffer bodyshell, revised suspension and bigger brakes, the luxury sports saloon retained a tangible link to the Crewe-built Bentleys of the 1950s/60s, the last of 2,282 Red Labels was completed in 2005. First registered on 23rd March 2001, chassis SCBLC31E31CH06031 was originally supplied in the attractive colour scheme of Peacock Blue over a Cream leather interior. The car has been cherished by eight keepers throughout its life with the vendor having acquired the car in 2020. The vendor advises that the car has a large history file with a number of servicing receipts with the latest being undertaken by independent Rolls Royce and Bentley specialists West Hoathly Garage Ltd of West Sussex to the sum of £1194 in 2021. The vendor, a collector with a number of interesting cars in his stable, took the car off the road after putting less than 1,000 miles on the odometer and will be preparing the car with a fresh 12 Month MOT for the Sale. The vendor describes the car as being in overall 'good' condition, with the paintwork showing some minor blemishes to be expected from a 23 year old car. The interior is described as 'good' with only minor imperfections due to cracked leather on the driver and passenger front seats with the rears appearing in 'very good' condition. The vendor has described the mechanical condition as being 'very good' with the engine easily starting and moving the car with no warning lights displayed on our visit - it has also recently been subject to an ECU overhaul and the fitment of a new alternator by a renowned Rolls Royce and Bentley specialist. PLEASE NOTE: The private registration number 'SFA 2T' pictured is not included with the sale of the car and the car will return to its original registration number as listed. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: SA55 HRO Chassis No: VF1CM0M0634145830 MOT: May 2025 • Only c.65,500 miles from new and just four former keepers • Desirable colour combination with Renault F1 Team Decals • Offered with the original stamped service book Introduced in September 2004, the first generation Mégane RS was available in three-door and five-door hatchback versions, both with the same engine, and was built at Renault's Dieppe factory by using body shells made in Palencia, Spain. The Mégane Renault Sport 225 used double-axis strut suspension with independent steering axis at the front. Powered by a four-cylinder, 2.0-litre turbocharged engine tuned to produce 225bhp, the car is capable of sprinting from 0-60mph in 6.3 seconds, before going on to a top speed of 147mph. Aimed at the potent SEAT Leon Cupra R and Honda's Civic Type R, it is distinguished by flared wheelarches, twin exhausts, and 18-inch alloy wheels. Manufactured in 2004, the 225 RenaultSport offered, was supplied new to the United Kingdom being first registered on the 6th of September that year. Finished in Blue with Renault F1 Team decals, the Mégane benefits from a Black interior upholstery. Having had just four former keepers, ‘SA55 HRO’ has covered a modest mileage of just some 65,500 miles from new. Last serviced by the owner last year, with very minimal miles covered since, it is offered with a history file that contains the book pack including the stamped service book, the file also has a collection of invoices, a selection of previous MOTs, a no advisory MOT until May next year, and a current V5C document, the Renault also has two sets of keys. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: A13 BSM Chassis No: WDB2020332F851527 MOT: April 2025 • 1 of just 450 supplied to the UK market • To be sold with personalised registration number • Showing four keepers from new • Offered with extensive service history and original owners book pack • AMG Styling package and tool kit • Finished in Brilliant Silver with a Black leather interior Notable as the first AMG model to be manufactured (rather than completed) at the famous tuner's Affalterbach facility, the W202 C43 was also the first C-Class to be powered by Mercedes-Benz's mighty M113 engine. Developing a quoted 306bhp/302lbft of torque, the naturally aspirated V8 was allied to five-speed automatic transmission. Reputedly capable of 0-60mph in 5.7 seconds and an electronically limited 155mph, the W202 C43 AMG was only in production from 1997-2000 by which time some 4,200 had been sold worldwide. First registered on the 6th September 1999, 'A13 BSM' was supplied finished in the iconic Mercedes colours of Metallic Silver with a multi-contoured Black & Silver leather interior sitting proudly upon a set of AMG Monoblock alloy wheels. Amenities include heated power seats, climate control, after market radio/CD/Bluetooth, full size unused spare, first aid kit, warning triangle and tool kit. Having been owned by three previous owners to the vendor (who has only owned the car since May 2024, as he took it in part exchange against another classic), it comes with its original service pack showing an full service history with no fewer than 11 main dealer stamps and 10 specialist stamps, the most recent of which was less than 4000 miles ago. Described as having 'good condition' paintwork and bodywork, the vendor also advises that there is a small amount of rust bubbling on the rear arches and a small bubble on the roof, which should be easy enough to rectify. The vendor describes the car to be mechanically in 'very good condition' and that all components 'work as they should', describing the interior as being in 'very good' condition with the no wear to the driver's bolster. This rare German sports saloon is supplied with a file full of invoices, 9 MOTs and the owner's manual along with the stamped service book. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Registration No: XPD 376G Chassis No: KC52273 MOT: March 2025 • Two owners and just 98,000 miles from new • In current ownership for over fifty years (since 1973) • Always kept under cover and professionally maintained throughout the vendor’s ownership • Supplied with a large history file including the original handbook and service book To counter the Austin-Healey Sprite budget sports from their then arch-rivals BMC, Triumph rushed out the Spitfire, which was essentially an open 2-seater version of the Herald saloon, employing the same 1147cc engine, chassis and swing-axle rear suspension. Styled by Michelotti, the Spitfire MkI to V was made from 1962 to 1980. Pitched against the MGB GT, a 1998cc 6-cylinder Vitesse engined Spitfire with Fixed Head Fastback Coupe body, the GT6 MkI, was offered 1966-1968. The 1968-1970 GT6 MkII had improved rear suspension and higher MkIII Spitfire bumpers, whilst the improved 1970-1973 GT6 MkIII with Spitfire MkIV styling ended the line. Once considered the ‘poor man’s E-Type Jaguar’, this gutsy Triumph GT is now very much sought after by collectors with values on the rise as a consequence. Chassis ‘KC52273’ was manufactured in 1969 and was supplied new through T. Hawkins & Sons of Epsom to its first owner, a resident of Epsom, being first registered on the 1st of March that year. Finished in Conifer Green paintwork from the factory, with Black interior upholstery and a wooden dashboard, ‘XPD 376G’ was retained by the first owner for the first four years of the Triumph's life. Thereafter purchased by the second owner (the vendor) from Dolphin Square Garage in London SW1, being part exchanged with a Triumph Toledo, and with just 23,000 miles covered. Retained by the vendor to date, the GT6 has travelled the United Kingdom with the vendor (residing in NW London, Yorkshire Dales, Cumbria, and Lancashire), as well as a period living in Hørsholm, Denmark. Kept under cover throughout the whole of the vendor’s custodianship, the Triumph has been always garaged other than while in Denmark, where the GT6 resided under a carport. Offered now with a genuine 98,400 miles from new, the GT6 has been maintained professionally throughout the current ownership, with a focus on maintaining originality. Most recently, the maintenance work completed has comprised a full service, rear brake fresh, and fuel line replacement in May this year; a new alternator and drive belt in 2023; engine tuning, bodywork improvements, and new starting equipment in 2021; driveshafts overhauled in 2020; and refreshed rear suspension in 2019. Supplied with a large history file that contains the original handbook and service book; a significant collection of MOT certificates back to 1981, current no advisory MOT certificate until March next year, a vast selection of maintenance and servicing invoices; several tax discs; the vendors purchase invoice; workshop manual; and a current V5C document. Accompanied by two car covers, spares package, jack, wheel fitment tool, spare wheel, and two sets of keys. A well-used example that has been maintained with a view of retaining originality as much as possible, GT6s with just two owners from new are surely few and far between! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: J25 LMR Chassis No: WP0ZZZ94ZMN430364 MOT: June 2025 • In current ownership since 2016 and just four former keepers • Provided with a cambelt change including new rollers and tensioners less than 100 miles ago • Offered with documented service history • Rare and desirable UK-supplied S2 model (the majority of the 5,656 944 S2 Cabriolets made were LHD) Introduced in 1989, the Porsche 944 S2 was powered by a 3-litre DOHC four-cylinder engine allied to a five-speed manual transmission. With a quoted 208bhp and 207lbft of torque on tap, the model was reputedly capable of 0-60mph in 6 seconds and 150mph. The first open-topped 944 derivative - the S2 Cabriolet - featured a body built by the American Sunroof Company (ASC) of Weinsberg, Germany and many of the same styling cues as its Coupe sibling. Just 5,656 944 S2 Cabriolets were made before the model was superseded by the 968 in 1991. Chassis ‘430364’ was manufactured in 1991 and supplied new to the United Kingdom being first registered on the 22nd August. Finished in Light Blue paintwork, with Blue leather interior upholstery and a Blue hood, ‘J25 LMR’ covered the majority of its mileage in the early stages of its life, surpassing 100,000 miles by 2002. Purchased by the vendor in 2016, the 944 already boasted a strong history file with extensive service, maintenance, and improvement records on file. Further enhanced during the vendor's ownership, the 944 received a new windscreen and starter motor in 2017, new brake discs in 2018, and a new pressure regulator in 2022. In 2021, the 944 benefitted from some £1,100 worth of improvements with Loe Bank Porsche specialists with new spark plugs; the cam belt, rollers, and tensioners all replaced; and further mechanical attention, with less than 100 miles covered since. Also receiving recent new brake discs and pads, the 944 is offered now having covered c.142,700 miles, and has just four former keepers, the Cabriolet is supplied with a large history file which comprises the aforementioned numerous previous invoices, invoices from the vendor’s ownership, a large selection of MOTs dating back to the 1990s, and extensive service history across two service books and service invoices in the file illustrating sixteen services. Further supplied with two sets of keys, original tool kit, jack and spare, a current MOT until June 2025 with no advisories, and a current V5C document. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: 508 UYR Chassis No: AS5HCS83929 MOT: Exempt • Finished in Tweed Grey with a Cherry Red interior • Offered with the owner's handbook and current V5C Registration Document • Subject to a new clutch in 2020 and replacement radiator in 2023 • Current ownership since 2019 Introduced in 1956, it replaced the highly successful Austin A30. The name reflected the larger and more powerful 34 hp (25 kW) A-Series inline-four engine, enabling a slightly higher top speed and better acceleration. The A35 is very similar in appearance to the A30, except for a larger rear window aperture and a painted front grille, with chrome horse-shoe surround, instead of the chrome grille on the A30. Both have 13 in (330 mm) wheels. The semaphore turn-signal indicators were replaced with modern front- and rear-mounted flashing lights. A slightly easier-to-operate remote-control gear-change was provided. Much of the improved performance is a result of different gearbox ratios. The A30 has the first three ratios close together then a big gap to top (fourth gear). The A35's ratios are better spaced and give a higher speed in third gear. Like the A30, the A35 was offered as a two- or four-door saloon and two-door "Countryman" estate and also as a van. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: WM04 EXS Chassis No: JMZNB186200410826 MOT: T.B.A • c.54,000 miles • Just 3 former keepers recorded on HPI • Offered with a collection of invoices and current V5c document • Original owners wallet with handbooks and service book Some thirty-five years on from its 1989 Chicago Motor Show introduction, the Mazda MX-5 remains refreshingly true to its initial ‘Jinba Ittai’ (‘oneness of horse and rider’) design credo. Still resolutely front-engined and rear-wheel drive, the two-seater Roadster vies with the Porsche 911 for the title of world’s best-selling sportscar. The first and second generation cars are regarded as the purest incarnations of the MX-5 albeit that the latter benefit from a glass rear window, improved headlights and slightly more horsepower. More information to follow: For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Registration No: VVU 175S Chassis No: GAN6202499G MOT: T.B.A • Residing in current ownership for 36 years (since 1988) • Modest mileage of just 74,500 miles from new • Benefitting from significant mechanical improvement during the vendor's ownership • Offered with a good history file The need to comply with forthcoming US safety legislation saw MG revise the design of its Midget sportscar for the final time in 1974. Entering showrooms that October, the resultant MkIV version (as it was unofficially known) was immediately recognisable courtesy of its impact-absorbing 'rubber bumpers'. Far better integrated than the similar contrivances found on other American market cars (think Mercedes-Benz W107 SL), the weight penalty they incurred was more than offset by the adoption of a new 1500cc engine. Sourced from the Triumph Spitfire together with an all-synchromesh gearbox, it gave the Midget a notable boost in performance. Capable of over 100mph and known for its tidy handling, the MkIV was well received by the press and public alike. Manufactured in 1977, the Midget offered was despatched on the 2nd of December that year to main agents Lookers Limited of Manchester, being registered new in early 1978. Finished from the factory in Tahiti Blue paintwork, the MG was specified from new with Rosytle wheels and features a Black interior trim, Black hood, and Black tonneau cover. Passing through five keepers during the first ten years of its life before being purchased by the vendor in 1988 with some 43,000 miles on the odometer. Retained by the vendor thereafter, the Midget is now only coming to sale due to ill health, and is offered with just some 74,500 miles from new. Improved throughout the vendor's custodianship, ‘VVU 175S’ has received an engine overhaul that has included an unleaded cylinder head, piston rings and big end bearings, timing chain, alloy rocker cover, Kenlowe fan, fuel pump and water pump, as well as brake and clutch master cylinder and slave cylinder. Further enhanced with new stub axle assemblies, wishbone pans, drop links, and rear leaf springs, the MG has also received a braking overhaul with new brake pads and shoes, rear brake cylinders, and front calipers. Garaged throughout the vendor's ownership and reputedly used on dry days only, the MG features a stainless steel boot rack, roll bar, 1977 push button radio, stainless steel exhaust, spotlights, sun visors, double duck hood, and is accompanied by a spares package. Offered with a good history file that comprises a BMIHT Heritage Certificate, a large collection of MOTs back to 1986, numerous previous invoices, owner’s handbook, tax discs, and a current V5C document. Temptingly offered without reserve, the MG is offered from long-term ownership and with modest mileage. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: DVC 378 Chassis No: U-3171 MOT: Exempt • Part of the collection since 2008 • Reputedly 1 of just 950 16hp cars made between 1938 and 1940 • In need of restoration Introduced in September 1938, the Armstrong-Siddeley 16hp could be had in ‘Coach’ (Six-Light) or ‘Touring’ (Four-Light) Saloon guises. Both bodies featured ‘fume proof’ floors that contributed to the structural integrity of the chassis. Influenced by contemporary aero engine practice in terms of its combustion chamber design, valve stem length and porting, the newcomer’s 1.9 litre OHV straight-six was allied to four-speed pre-selector transmission. Priced at a reasonable £380, the Armstrong-Siddeley 16hp was reputedly capable of 70mph and 25mpg. Curtailed by World War Two, just 950 cars are thought to have been completed. First registered in Coventry on 2nd November 1938 (or so its ‘DVC 378’ number plate would imply), chassis U-3171 presents in Black with Brown leather upholstery. A Six-Light Coach Saloon complete with sunroof, it is understood to have joined the late Mr Lucas’s collection during July 2008. Acquired as a project, the Armstrong-Siddeley appears to be substantially complete albeit the headlamps are missing as are various instruments (and doubtless other minor components). A notably early example being registered barely two months after the 16hp was announced, ‘DVC 378’ is surely worthy of restoration and a return to the road?
Registration No: DL 9135 Chassis No: 197142SP MOT: Exempt • Comprehensively restored between 2014 and 2016 • In current ownership for six years and provided with an interior re-trim in leather during this time • Supplied new by Downing & Donovan of the Isle of Wight • A nicely presented and charming pre-war Saloon Although there had been both the 11.6hp Standard (1921 to 1923) and the 11.4hp Standard (1923 to 1927), the first 'Twelve' was the six-cylinder 'Little Twelve' that was manufactured from 1932 to 1933, as well as being joined by the 'Big Twelve' 1,497cc. Standard gave its models new bodies for the 1934 year, although in fact many of the bodies were shared across the brand with only longer or shorter bonnets to differentiate them. However, Standard launched the 'Flying' Standards in 1935 and included a Twelve in the three-car spread. Manufactured in 1934, the now scarce Big Twelve offered was supplied new by Downing & Donovan on the Isle of Wight being first registered on the 6th of July. Purchased by the previous owner in December 2014, the Standard had been left standing by the owner beforehand for some thirty-four years. Thereafter provided with a comprehensive restoration over the following two years, the engine and gearbox were removed from the Standard, with the engine found to be free. The body was stripped down and the original vibrant Red colour and Black wings discovered underneath later added paintwork, with the owners club reportedly believing it to have been a special order colour scheme. The coachwork was restored including new floors and running boards, before being returned to the original colour scheme. Thereafter, the brakes were overhauled with shoes re-lined, the back axle refreshed with new seals, and the engine was renovated with new plugs, leads, and starting equipment. The headlining and carpets were renewed and the Standard re-wired including uprating the original headlamps. Acquired by the vendor in 2018, an active member of the Standard Motor Club, the Twelve has since been used for rallies and events including the Great Dorset Steam Fair. During the vendor's ownership, ‘DL 9135’ has received a full interior re-trim in leather and a new carburettor. A nicely presented, rarely seen, and charming pre-war Saloon, it is offered with a history file including V5C. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: KWE 690D Chassis No: B325000551HH0 MOT: Exempt • Just 56,000 miles from new • Supplied new to a Maria Eunice Cheslyn Healey of Sheffield • Starting readily and running well during the recent photography session • Offered with a large history file including MOTs back to 1970 Announced at the London Motor Show of 1955, the Sunbeam Rapier was the first of a new range of Rootes cars that was to include the Hillman Minx and the Singer Gazelle. A complete departure from the Sunbeam MKIII it replaced, it was a modern-looking two-door, four-seater Coupe with such standard equipment as leather trim and overdrive. The bodies were built by Pressed Steel, shipped to Thrupp & Maberly in London for painting and trimming, and then moved to the Rootes plant at Ryton-on-Dunsmore for final assembly. Though initially a little underpowered, the Rapier had inherently excellent handling and was quickly adopted for rallying. Indeed the launch of the Series II version took place at the end of the 1958 Monte Carlo Rally in which Peter Harper's Works Rapier had finished fifth overall. Over its twenty-one year reign, the model progressed through five series, the swansong being the Series V derivative introduced in 1965. Though visually almost identical to its predecessor, it was notable for its larger, five-bearing engine of 1725cc capacity. Just 3,759 Series Vs were built, making it the rarest of all versions of the model. Manufactured in 1966, the Series V Rapier offered was supplied new to a Maria Eunice Cheslyn Healey of Sheffield, being first registered on the road on the 23rd of February that year. Finished in Light Blue paintwork with a White roof, the Sunbeam features complementary Light Blue interior upholstery and carpets. Covering minimal mileage throughout its ownership, the Rapier is now offered to market having just shy of only 56,000 miles from new on the odometer. Purchased by the vendor's late father in 2018, the Sunbeam has been used occasionally, and started readily and ran well during the recent photography session, with the vendor noting that ‘KWE 690D’ drives very well, although the overdrive is not currently working (believed due to an unconfirmed wiring/solenoid issue). Offered with a large history file that contains a large selection of MOTs dating back to 1970, the buff logbook, numerous previous invoices, workshop manual, sales literature, and current V5C document. Temptingly offered without reserve, this matching chassis and engine numbers Rapier is a usable low mileage example. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: DBH 234 Chassis No: 101401 MOT: Exempt • Part of the collection since 1983 • Believed to retain much of its original Red leather upholstery • Compact Six-Light 'Top Hat' Saloon coachwork • In need of recommissioning / renovation “A very refined car, solidly built and with a certain air of dignity. The car is not one for the sporty boy but for the more sedate and those who take pride in ownership of good things. From every angle it has the appearance of quality” (Practical Motorist magazine) Introduced for the 1936 model year, the 14hp supplanted its 12hp and 12hp Plus predecessors as the smallest capacity model in the Armstrong-Siddeley range. Based around a box-section chassis equipped with all-round semi-elliptic leaf-sprung suspension and four-wheel drum brakes, the newcomer was powered by a 1666cc OHV straight-six engine allied to four-speed pre-selector transmission. Majoring on refinement over performance, some 3,750 were made up until 1939. First registered in Buckinghamshire on 2nd October 1936 (or so its ‘DBH 234’ number plate would imply), chassis 101401 belonged to James Martin of Elton by the late 1970s. Self-evidently the subject of a past restoration, the Armstrong-Siddeley presents in Maroon over Black with Red leather upholstery. Joining the late Mr Lucas’s collection in 1983, the 14hp has been off the road for several years. A rare survivor, it surely deserves being brought back to life?
Registration No: V580 OGC Chassis No: SAJAC41J9YPA04646 MOT: None • Low mileage of just 61,000 miles from new • Current ownership since 2004 with just one former keeper • Supplied new the book pack including the service book The sleek-looking Jaguar XK8 first broke cover at the 1996 Geneva Salon as a replacement for the ageing XJS. Designed in-house by Geoff Lawson, the newcomer (in common with the Aston Martin DB7) was based on a much-modified XJS platform - the changes to which included the adoption of XJ40-type independent rear suspension. The standard version of the XK8 was powered by a 290bhp normally-aspirated version of the company's AJ26 V8 engine, and for those requiring more performance, Jaguar offered a supercharged version, the mighty XKR. Like the XK8, this 370bhp monster was available in closed or open guise and could hit 60mph in a whisker over five seconds and power quickly to the electronically-limited top speed of 155mph. Manufactured in 2000, the XKR offered was supplied new by Jaguar of Liverpool being road registered on the 6th January that year. Finished in Silver with a Cream leather interior upholstery, the Jaguar was retained by the first keeper for four years before being purchased by the vendor, having covered some 40,000 miles. Used by the vendor regularly until early 2011, the XKR was taken off the road in 2011 but the vendor could not bear to part with the car until now, and will therefore require some recommissioning before going back on the road again. The Jaguar was stolen for half a day in 2009 but was recovered before leaving the postcode area of London unscathed, with it noted on HPI. Offered now with under 61,000 miles from new, the XKR is offered without reserve and is accompanied by the original book pack including the owner’s handbook and stamped service book displaying several main agent stamps, and a current V5C document showing just one former keeper. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: E71 XNE Chassis No: SAXXL2S1020366607 MOT: T.B.A • Provided with an exhaustive Resto-Mod programme completed in the early 2000s • Current ownership since 1998 • Only one former keeper and a 27,000 mile example from new before restoration • Featured in Mini World magazine upon completion • ‘A race car with a tax disc’ as quoted in the Mini World article The original Mini was a revolution on wheels, offering iconic style and space for the masses. The fuel crisis beating 'people's car' that became a fashion icon, synonymous with Britain and the 'swinging '60s. The mechanical genius of the design placed the ubiquitous 'A-Series' engine transversely across the frame with the gearbox with its sump. A rubber cone suspension replaced springs, accentuating the 'go kart'-like handling and allowing for 80 percent of the floorpan to be used by passengers and their luggage. ‘E71 XNE’ was manufactured in 1988 and was supplied new to its first lady owner in Greater Manchester being first registered on the 16th February. Covering just 27,000 miles across the ten years with the first owner, the Mini was purchased by the (late) vendor in 1998, when he was just twelve years old, as the ideal (albeit rusty) basis for his Resto-Mod project. By 2001, the bodywork had been completely transformed into the current guise featuring Mk2 Mini front end. The Mini was run for a few years with the 998cc engine before a 1275cc was provided, and in 2004 the extensive mechanical works began with a bored out 1460cc engine fitted with Cooper S block and head, both worked on by MED, and allied to a straight-cut dog box. The suspension setup is Hi-Los fitted with harder race-spec cones; Gaz 36-point adjustable dampers; polyurethane suspension bushes; with KAD alloy bushes mounting the subframes to the body. Adjustable tie-rods and bottom arms with a shortened top arm, and a KAD anti-roll bar, providing an effective race suspension setup. The brake system was extensively uprated with KAD four-pot alloy calipers with vented, grooved and drilled discs; KAD aluminium handbrake quadrants; Aeroquip hoses; with oversized wheel cylinders at the rear. The interior upholstery is completely custom with Blue leather trim throughout, with a set of Mini HLE front seats with headrests, rear seats, and door cards with a diagonal split stitched to feature. A walnut dashboard with chrome finished dials and Clarion sound system with Kenwood speakers complete the interior along with a Black carpet set with Blue piping. Rolling road set-up once completed, the output was 149bhp was measured at 7,000rpm with low down torque strong too. Once finished, the late vendor had produced a rusty 998 Mini into an award winning, semi-race spec car for the road. Thereafter, further power was yearned for and ‘E71 XNE’ was provided with a nitrous upgrade kit to the make the Mini's performance terrifyingly quick. In regular attendance of shows and events throughout the vendor's custodianship, his sad untimely passing at a young age means that this Mini is now on offer to a new custodian. Offered with a history file that includes a collection of MOT certificates, service and maintenance records from the previous ownership, a copy of the Mini World magazine in which it was featured, and a current V5C document. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: HDK 222N Chassis No: ML7335SCO MOT: Exempt Part of the collection since 2000 and retained by its previous keeper for twenty-one yearsPreviously supplied by E. Rowland & Sons Ltd of KnaresboroughHighly original interior14,368 recorded miles (unwarranted)Four-speed manual plus overdrive transmissionIntroduced in October 1969, the MK2 version of Triumph’s critically acclaimed 2000 / 2500 range utilised the same monocoque construction, all-round independent suspension and disc / drum brakes as its predecessor. Restyled by Giovanni Michelotti, the newcomer presaged the aesthetics of the upcoming Stag sportscar. More popular and reliable than its larger capacity sibling, the 2000 MK2 was powered by a twin carburettor-fed 1998cc 90bhp/117lbft straight-six allied to either four-speed manual or automatic transmission. Notably light and airy, the estate version had its rear bodywork crafted by Carbodies. The last of the six-cylinder Triumphs, the 2000 / 2500 cars have inspired a loyal following. First registered in Rochdale on 26th March 1975 (or so its ‘HDK 222N’ number plate would imply), chassis ML7335SCO was acquired by its previous (believed second) keeper, Thomas Wardle, four years later before joining the late Mr Lucas’s collection during 2000. Pleasingly retaining its original interior, the Triumph shows an unwarranted 14,638 miles to the odometer. Finished in the period combination of Cream with Brown upholstery and previously supplied by E. Rowland & Sons Ltd of Knaresborough, the 2000 MK2 has the benefit of overdrive. The most recent MOT certificate on file was issued on June 4th 2003 at 13,943 miles. In need of recommissioning / renovation.
Registration No: G306 UDV Chassis No: WDB1260342A524109 MOT: T.B.A • Very attractive colour of Seafoam Green Metallic with Tan leather interior • Recently provided with two new wings and a full repaint Rated by the vendor as ‘good’, ‘very good’ or ‘excellent’ in all aspects Introduced at the Frankfurt Motor Show in September 1979, the new W126 S-class was a quantifiable improvement over its W116 predecessor. Lauded by the contemporary motoring press as the 'best car in the world', it was not only lighter than its forebear but also offered an improved ride and sharper handling. Styled by Bruno Sacco, its sleek silhouette hid all round independent suspension, disc brakes, power assisted steering and a range of powerful all alloy V8 engines (later supplemented by more fuel efficient straight sixes). A staple part of numerous diplomatic fleets in period, the W126 remains sought after to this day thanks to its impeccable build quality and timeless lines. One of the more prestigious variants, the 420 SE Saloon was fitted with a fuel-injected 4196cc SOHC V8 engine that developed some 231bhp and 240lbft of torque. Admirably refined, the model was reputedly capable of 0-60mph in 8.3 seconds and over 135mph. 1 of just 13,996 produced (making it the second rarest W126 standard wheelbase saloon variant after the 560 SE). Manufactured in 1990, the 420 SE offered was supplied new to the United Kingdom being first registered on the 17th of January. Finished from the factory in the rare and appealing colour of Seafoam Green Metallic paintwork with a Tan leather interior upholstery, the SE was well-specified from new with paintwork protection, headlamp cleaning equipment, electric sliding sunroof, burred walnut trim, blinker lamps, air-conditioning, green tinted glass, heated rear window, and air-conditioning. ‘G306 UDV’ was subject to an insurance write-off to Category C in 2015 but has since been repaired. Acquired by the vendor in 2022, the 420 SE was thereafter provided with a cosmetic restoration including two new wings and a full repaint. Offered now having 133,000 miles on the odometer, the Mercedes-Benz has had seven former keepers. ‘G306 UDV’ is supplied with a history file that includes the original stamped service book that covers the early history of the Mercedes, when the SE covered a sizeable amount of its mileage, with nine services documented between 1990 and 2000, almost all by Mercedes-Benz main agents or specialists, and up to some 54,000 miles. Further accompanied by a collection of invoices for the parts purchased in current ownership, the vendor rates the Mercedes-Benz as having ‘good’ engine, gearbox, and electrical equipment ‘very good’ interior trim and bodywork, and ‘excellent’ paintwork. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Beschrijvinge der Stadt Leyden, (Description of the city of Leyden) by Orlers, pub. Andries Janz, Delft, and Abraham Commelin, Leyden. 1641 the extended second edition, after the first of 1614. Quarto. 738 pp. Full vellum binding, with ink title to spine. Illustrations, some folding include a view of the public library and the anatomy theatre as well as folding plans of the city and surrounding area. Includes a short chapter on Rembrandt van Rijn on p. 375 thefirst biography of the artist. The author, Jan Orlers [1570-1646] was a bookseller and later, Mayor of the city of Leiden.The vellum binding is solid and attractively 'aged' with some historic marks, and small stains/grubbiness.One plan has some wear at the bottom edge where it has protruded outside the text block with areas of loss though still substantially complete.
Zadig, Voltaire, pub. Librairie des Amateurs, A. Ferroud & F. Ferroud, Paris 1924. Octavo. 236 pp. Illustrations by Gustave-Adolphe Mossa. Octavo. 236 numbered pages (all edges gilt) but the book almost doubles in size due to the extra copies of the illustrations, full-page and tailpiecesin two states, coloured and black and white. Although 1,000 copies were issued this is number 77, numbers 31 - 100 being on Japon paper containing three states of the illustrations, the first within the text, the second reproduced on their own in colour and the third in b/w.They have all been retained in a binding ofgreen Morocco with gilt stylings, the spine having five raised bands and with gilt titles. The binding is by the Belgian master bindery of 'Weckesser et ses fils' with the name at the foot of the decorated pastedown. Jacques Weckesser [1862-1923] died the year before the book was published but his sons continued the tradition of finebinding. The book is housed in a matching slipcase. The illustrator, Mossa [1883-1971] began as a Symbolist painter. His work here is reminiscent of his Anglo-French contemporary, Edmund Dulac.Green is a binding has held up well and the spine hasonly a touch of fading. A very handsome copy of this work exemplifying the traditions of Continental fine binding.
Histoire des Sequanois et de la province Sequanoise, des Bourguignons et du premier Royaume de Bourgogne, de L'Eglise de Besancon jusques dans le sixieme siecle, et des Abbayes Nobles du Comte de BIourgogne, par M.F.I Dunod, pub. Chez Charmey Libraire. 1735. Quarto. 298 ppwith separate pagination for Histoire de l'Eglise de Besancon, xvi, 179 pp, index and cxii (112) pages of sources. Full leather, gilt decorations to spine, five raised bands. Marbled edges to the text block. Marked 'Tome I' to spine. A second, companion volume was published by the same author two years later. Folding map frontispiece showing the region, roughly the present Franche Comte in Eastern France when it was inhabited by the Sequanois, a Gaulish tribe. Nine further plates, some folding including a very long (approx 106 cms) folding view of Besancon. A history of the first Burgundian kingdom from the earliest days.a few abrasions and wear to spine but a solid, handsomevolume. Internally, the book lacks the front free endpaper, and some pages are age-toned, but generally in good order.
A Primer of Birds, Ted Hughes, woodcuts by Leonard Baskin, Pub. Gehenna Press, 1981. 1st ed. Tall octavo (11" x 6"). Marbled, paper-covered boards in fine condition. Title label to front board and spine. Printed on Dover hand-made paper at Lurley in Devon. Signed by Baskinand Hughes in pencil to the colophon at the end and numbered '100'. Baskin set up the Gehenna Press while still a student at Harvard in 1942. The Press went on to produce over 200 books over the next 60 years. TheBaskin family moved to Lurley in Devon, in the UK in 1974. After a few years, Baskin bought a new press and The Primer of Birds was the first Gehenna Press production in England.A Fine Copy
De L'Electricite des Vegetaux, Bertholon, pub. Chez P.F.Didot Jeune 1783 first edition. Octavo. 468 pp four folding plates. Ink ownership name contemporary with the book, 'Dupont'. Pierre Bertholon de St Lazare [1741-1800] was a physicist known in his day for his experiments with electricity. A friend of Benjamin Franklinhe promoted the latter's invention, the lightning rod. The effect of electricity on the plant world was the subject of many experiments across Europe at this time. Maimbray in Edinburgh, Nollet in France and Achard in Germany were all convinced of the beneficial aspects of subjecting plant life to electricity to promote growth. Bertholon on thewhole agreed, and he invented the electro-vegetometre to make more accurate measurements.Full leather with abrasions/wear, the spine leather drying out, but solid, the hinges in good order.
A L'Ombre du Minaret, Cinq petits contes orientaux, Henri Liebrecht, pub. Aux Editions Vanderlinden, Bruxelles 1920. First edition with b/w woodcut-style illustrations by Paul Collet. 122 pp. The author, Liebrecht has signed and dedicated the book to a 'Docteur Spies' on the front freeendpaper 'cinq petits contes orientaux pour un grand medecin occidental' (five little oriental tales for a great western doctor). Liebrecht [1884-1955] was a Belgian author and historian.This copy has been rebound with new, Art Deco-ish coloured endpapers in varicoloured cloth with an Islamic half crescent to the front board, and a Morocco label on the spine with gilt titling. The original semi-stiff paper covers have been retained and bound in. A very good and a unique copy of this work.
Japanese Fairy Tale Series no. 20 The Enchanted Waterfall, trans. Mrs T.H. James. pub. Hasegawa. 1880. 12mo. 20 pp (crepe paper) with English text and coloured illustrations. with Les Contes de Vieux Japon, No. 6 Le Mariage de La Souris (The Mouse's Wedding) trans J.Dautremer. c. 1876. 12mo. 20 pp (Crepe paper) French text coloured illustrations. Crepe paper. First published for the tourist market in the late Victorian period (In Japan the Meiji era, 1868-1912).Both volumes are string-bound, with minorwear/grubbiness to the covers. Two very good examples
A Primer of Birds, Ted Hughes, woodcuts by Leonard Baskin, Pub. Gehenna Press, 1981. 1st ed. Tall octavo (11" x 6"). Marbled, paper-covered boards in fine condition with green, leather spine with gilt titles. Printed on Dover hand-made paper at Lurley in Devon. Signed by Baskinand Hughes in pencil to the colophon at the end. This is one of twenty-five deluxe copies drawn from the 250 printed this numbered 'XVII'. In addition, there is an extra suite of plates printed on Japanese paper whichare numbered and signed by the artist. Baskin set up the Gehenna Press while still a student at Harvard in 1942. The Press went on to produce over 200 books over the next 60 years. The Baskin family moved to Lurley in Devon, in the UK in 1974. After a few years, Baskin bought a new press and The Primer of Birds was the first Gehenna Press production in England.A Fine Copy
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