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- Ultra-rare and possibly unique light commercial coachwork by E. Gallard of Yonne - Extensively refurbished during the current ownership with attention paid to the engine, gearbox, chassis, electrics and body etc - Recently completed a 400-mile rally and deemed ready for immediate touring or deliveries! The vendor admits that this wonderful, probably unique, vintage van is an as yet unsolved mystery for, while Delage manufactured some wonderful motorcars, they never, as far as he is aware, produced any commercial vehicles. However, the C in DIC apparently classifies it as continental and therein may lie a clue, as the French colonies were many in number back in 1927. What is more certain is that the shapely coachwork was created by E.Gallard of Yonne and that a Mr Jon Champ was responsible for importing 'SV 5846' to the UK from Lyon in 1993. It was subsequently sold to a Mr Colin Mallet from whom the vendor acquired it in 1996. Although apparently very original it was by then 'very tired, having obviously been used for many years without major attention'. However, as it was such an attractive vehicle he decided to retain it in van guise and restore it. The suspension and braking stems were refurbished as required. The engine was stripped, the crankshaft crack tested and reground, the block rebored and the entire unit reassembled with many new parts. The gearbox was treated to new bearings throughout and the clutch relined. The Delage was totally rewired, the Dynastart refurbished and suitable Marchal headlights and klaxon acquired and installed. The bodywork was completely restored with a new ash floor and frame and aluminium side panels in place of the steel originals. All the original fittings and features were retained. This labour of love took many years to complete, since when the lovely Delage has travelled little more than 4,000 miles; 400 of which were achieved during a recent rally. This splendid period commercial vehicle currently boasts a new battery, good tyres and an MOT valid to June 10 2016, so is ready for immediate touring duties or, of course, deliveries! One thing's for sure - it will draw admiring glances wherever it goes.

Morgan's 4/4 (originally 4-4) has been in almost continuous production since 1936. The designation stood for '4-wheels and 4-cylinders' and the model was certainly a major departure from the 3-wheeled 2-cylinder ones with which the brand was established. The Drophead Coupe variant was manufactured from 1938 to 1950, of which only 58 were produced pre-war. Its superior folding roof, fixed window frames and other creature comforts set it apart from the standard offering, while its 1122cc Coventry Climax engine drove through a Meadows four-speed manual gearbox. The vendor describes 'BCJ 146' as 'having been very well maintained and now presented in first-class condition with excellent chrome-work, tyres and Blue over Black paintwork'. It apparently benefited from a significant restoration in the 1980s, featured in Morgan's 100th anniversary celebrations and has appeared on both VSCC and MSCC stands at the NEC Classic Car Show. It is also sanctioned to compete in VSCC events.

According to information kindly supplied by the vendor, `GAL 270D' began life as an 11-window `Splittie' equipped with a Dormobile roof and Westfalia camper interior. Resident in Bath prior to entering the current ownership during 2010, the Volkswagen was thoroughly restored and upgraded over the next three years. Stripped to bare metal and repaired as necessary the body received four coats of paint prior to lacquering, while the underside was both painted and waxoyled. Refurbished brightwork from stem to stern complimented the Safari windows up front and six pop-out windows to the sides. Fitting an early Bay Window ball-joint front axle assembly not only allowed the ride height to be dropped by circa two inches (without compromising the suspension or steering geometry) but also permitted the installation of front disc brakes. Sourced from Creative Engineering, a rack and pinion conversion resulted in a far more positive helm. The adoption of a Bay Window brake servo and independent rear suspension components plus Koni adjustable shock absorbers all round gave more modern driving dynamics. An important consideration given the extra performance available from the uprated Type 4 2-litre engine (stainless steel exhaust, twin Weber carburettors, Empi heads with 40mm inlet valves etc) and slicker-changing VW Beetle 1303S four-speed manual gearbox. Extensively rewired and converted to 12-volt electrics, the Camper also gained more effective windscreen wipers and washer jets plus a 240-volt hook-up, leisure battery, Radio/CD/Sat-Nav (with facility for iPhone connectivity) and reversing camera etc. The `walk through' interior features a stainless steel hob / sink, fridge, Propex thermostatically controlled heating system, light oak rounded cupboards, rear seat belts and rock `n' roll beds. Riding on five-spoke alloys and showing an unwarranted 73,000 miles to its odometer, the rejuvenated `Splittie' has been used by the vendor for trips with friends to the Goodwood Revival and Cholmondeley Pageant of Power etc. Far more capable / comfortable on long journeys than in its original guise, `GAL 270D' is worthy of close inspection. Offered for sale at a fraction of its build cost, this re-booted Camper is accompanied by numerous restoration photos / invoices and a MOT certificate valid until April 2016.

Lancia was once renowned for the creation of technically advanced and individualistic motorcars - a reputation founded on the memorably progressive Lambda series of the 1920s. Larger eight-cylinder models appeared from 1929, the first of which was the 4-litre Dilambda, which followed the firm's logical train of design with above-average performance, precise steering, and outstanding handling; all of which further fostered a loyal customer base that frequently showed little concern for other marques but Lancia. The Lambda itself proved to be such a landmark model that in 1931 the company felt required to replace it by not one but a pair of newcomers; namely the four-cylinder Artena and the larger V8-powered Astura. The chassis of the latter were successfully employed by various carrozzerias to create an array of desirable Coupes, Convertibles and Saloons. As with the preceding Lambda, Lancia developed the Astura though several series - four to be precise. Examples of the first two were powered by the company's proven 2606cc SOHC monobloc 'narrow-vee' V8 unit of 72bhp. Ignition was by coil, the coolant was circulated by pump and the engine fed by a downdraft Zenith carburettor. The unit drove through a four-speed manual gearbox that featured the then popular feature of a 'silent' third gear. The model's ultimate speed was widely quoted as c.75mph. The Astura continued in production until 1939, receiving a larger capacity (2973cc) and two increases in wheelbase along the way. Little separated the series 1 and 2 cars, of which 496 and 750 examples were produced respectively. At some £540 for the chassis alone, the Astura was an expensive proposition, but a technically rewarding one too. The example now offered is a righthand drive series 2 Pininfarina-bodied Coupe of 1932 that was delivered new to a Robert Fraser of Arbroath, Scotland. The car's comprehensive history file includes the original log book showing each of the changes of ownership that took place North of the border and then in London prior to the war - they include an entry for a Betty Dorian, who seemingly retained the Astura for just three months before selling it to an H D Walsh of Dublin in January 1939. It has remained on the island ever since, chalking up a further five keepers, the most recent of whom has retained it for some 18 years. Apparently, by the time they acquired the Lancia, though complete, it was in very weary condition. The level of recent restoration has therefore been extensive and benefited the engine, front suspension, transmission, and cooling system. The bodywork and interior has also received much attention - following structural repairs to the body, the passenger compartment was then: retrimmed, replicating the original pattern of upholstery; new carpets tailored to fit; the veneer of the wood trim refurbished as required; and the hood recovered. While all available evidence points to the coachwork being that of Pininfarina, some clues suggest the interior trim could have been the work of another firm. Anecdotal evidence that 'AGY 383' was displayed and sold from the James Young stand at the 1932 Olympia motor show also remains unconfirmed. Whatever, it is a clearly fine and very collectable car in splendid order.

Introduced in 1927, the Rally Type ABC featured an 'abaissee' (or underslung) chassis that endowed it with notably good handling / roadholding. Indeed such was the Paris-built sports car's reputation that MG are known to have acquired one for analysis. Available with a choice of 1.1, 1.2 and 1.5 litre four-cylinder proprietary engines allied to three-speed manual transmission, even the smallest capacity derivative was reputedly capable of over 80mph. A popular choice in 1.1 litre class events, the Rally Type ABC's period competition pedigree encompassed the GP de l'A.C.F., Spa 24 hours, GP Guipuzcoa, Bol d'Or, Mille Miglia and Brooklands Double Twelve. One of a pair imported new to the UK by motor trader J.A. Driskell and L. Cutbill Jnr to promote the marque, this particular example was finished in red, christened 'Moulin Rouge' and road registered as 'UL 8540'. Nicknamed 'Moulin Bleu', its appropriately-hued sister car bore the number plate 'UL 5582'. Entered for the MCC Land's End Trial in late March 1929, the two 'Moulins' were rewarded with Silver Medals. Contesting the inaugural Brooklands Double Twelve race two months later, 'UL 8540' demonstrated an impressive turn of speed until suffering piston failure some six hours in. Repaired using parts from the spare car, Driskell / Cutbill's mount made-up much lost ground on day two. Sold off thereafter, the Rally Type ABC was re-acquired by J.A. Driskell during early 1933. In between times he had campaigned a BNC and engaged the services of Ralph Silva as an apprentice mechanic (the latter subsequently worked for first ERA and then Prince Bira alongside Stan Holgate). Re-liveried from red to blue, 'UL 8540' participated in numerous sprints and hillclimbs with Driskell / Silva aboard as well as returning to Brooklands for the High Speed Trial and Relay Race etc. Doubtless more agile than the Ford V8 that he piloted on the 1934 Monte Carlo Rally, Driskell is rumoured to have kept the French sports car until his death during late WW2. An accompanying list of former keepers suggests that 'UL 8540' remained in the Home Counties until the mid-1950s when it migrated northwards. Acquired by Douglas John Moray Stuart, the sometime Lord Doune and 20th Earl of Moray in 1972, the voiturette formed part of his renowned motorcar collection for nigh on thirty years. Restored whilst on display at Doune Castle, it changed hands twice thereafter before entering the current ownership during 2003. Starting readily upon inspection, 'UL 8540' retains what the vendor believes to be its original but much repaired SCAP X11 1.1-litre engine. Still wearing the same 'Grand Prix'-style, tapered-tail bodywork that it sports in the numerous period photos on file, the two-seater even displays evidence of what is thought to be its initial 'Moulin Rouge' livery (visible to the chassis and axles in places). Sparingly used over the last dozen years, the Rally Type ABC has nonetheless benefited from new internals for its three-speed manual gearbox. Thought to have been fitted with an uprated rear axle during the 1930s (the original unit lacked a differential), the two-seater also sports a period Rene Thomas four-spoke steering wheel. Described by the vendor as possessing 'fair' paintwork and 'patinated' blue leather upholstery, 'UL 8540' was much admired when invited to form part of Cartier's 'Style et Lux' exhibit at the 2014 Goodwood Festival of Speed. Seemingly highly original and potentially eligible for the Mille Miglia Storica among many other prestigious events, this undeniably handsome (Bugatti Type 37-esque) Rally is offered for sale with V5C Registration Document, history file and its silver medal from the 1929 MCC Land's End Trial.

- The Linstone Car scratch built from Jaguar factory drawings In many ways the XK120's success, both on and off the track, took Jaguar by surprise. Among the fastest production cars of its day, the model had obvious competition potential but the endurance racing derivative that debuted at the 1951 Le Mans 24-hours was an altogether more specialised machine. Conceived behind closed doors, the XK120-Competition - a.k.a. the C-Type - was considerably faster, lighter and nimbler than its roadgoing sibling. The work of Bob Knight and Malcolm Sayer respectively, the newcomer's sophisticated multi-tubular chassis frame and aerodynamic all-aluminium bodywork allowed it to conquer contemporary Ferrari, Aston Martin and Mercedes-Benz opposition. Famous for winning the 1951 and 1953 Le Mans 24-hours, the C-Type may well have triumphed on the 1952 event had Jaguar not chosen to make various unproven modifications. Total C-Type production amounted to just 53 cars but even after Jaguar had turned its attention to the D-Type privateers continued to campaign the older design with considerable success. Unsurprisingly given its beauty, speed and pedigree, the C-Type has inspired numerous imitations. However, very few can be as exacting as The Linstone Car. Just nineteen when he began building racing cars in 1951, Cyril Linstone has yet to stop! Although, his career has been primarily focused upon single-seaters (most famously with Emeryson) he was present at many of the same circuits and meetings as the iconic sports racer in its heyday. Commissioned to build a C-Type copy during the early 1990s, Linstone had a considerable advantage over those attempting the same task either before or after him and that was a set of over 400 detailed factory drawings. It may not happen now but back then a Ford-owned Jaguar were happy to release these blueprints and as such effectively gave their approval to the project. The Linstone Car is estimated to have cost circa £120,000 to create and that is without making a financial allowance for the 3,000 or so hours which Cyril has put into it. Working from factory drawings means that the two-seater incorporates various internal details which a 'tool room' copy would be unlikely to replicate. The Linstone Car's donor identity is that of a green 1964 Jaguar, while its alloy bodywork was fabricated by specialist M.L. Panels whose staff were trained at Bob Smith's renowned R.S. Panels. Indeed, the latter firm were responsible for crafting the radiator grille at a cost of several thousand pounds. Sporting an authentic C-type sump, Lucas Special Equipment competition dynamo and twin sand-cast SU carburettors (complete with cold air box), the 3.4 litre straight-six XK DOHC engine has done very little mileage since being thoroughly overhauled by Peter Lander of Sigma Engineering. Allied to a correct-type four-speed manual gearbox, it is understood to develop some 250bhp. The factory drawings were adhered to in a devoted manner. Thus, The Linstone Car utilises needle roller bearings in its pedal assembly (rather than bronze bushes) and a special reverse-engineered universal joint in its steering column not to mention the correct mounts for its instruments etc. More obvious features include a correct-type fuel tank, side-exit exhaust and aluminium-rimmed competition wire wheels. Completed in 2013, plans to race the two-seater have been laid aside. Nonetheless, it possesses a valid FIA Historic Technical Passport. The subject of an article in an upcoming issue of Octane magazine and quite simply the best C-Type Evocation we have had the pleasure of offering, The Linstone Car is worthy of close inspection.

Recipe: take a good 3-litre Bentley chassis, mix in a good 4.5-litre engine, gearbox and transmission and add a light body with accessories to taste. The result is a motor car which, while still retaining a good vintage flavour, possesses a performance equaled by few other machines even of the most modern and expensive type' (Captain J.G. Fry, The Autocar May 14th 1943). A late Bentley 3 Litre, chassis HT1649 was initially fitted with Vanden Plas saloon coachwork and supplied new to J. Henderson Esq. Road registered as `WW 6726' by West Yorkshire County Council on 15th June 1928, an accompanying continuation buff logbook shows that it survived World War Two and was resident in Essex some twenty-six years later. Belonging to Ronald Frederick Fotheringham at the time, the Bentley is known to have passed through the hands of Kenneth Aubrey Cleave, Peter James Warren, Jack Ernest Durler, John William Bache Esq., Fred Zimmer and Ed Hubbard before entering the current ownership via Neil Davies Historic Racing in 1999. Converted into a Tourer during 1963 and reconfigured to 3/4.5 Litre specification using its original `matching numbers' engine crankcase during the 1990s, `WW 6726' was nonetheless treated to an extensive `chassis up' restoration by the vendor. A long term Bentley Drivers' Club member, he sought to create a car that was - in his own terms - as usable and enjoyable as possible. Resembling one of the nine short wheelbase (9ft 9.5in) cars that W.O. Bentley created before adopting the longer wheelbase (10ft 10in) for series 4.5 Litre production, chassis HT1649 also sports a 4.5 Litre-type radiator for improved cooling and 4.5 Litre steering box for easier manoeuvring. A veteran of numerous rallies and tours around the world, `WW 6726' has been developed with performance and reliability in mind. As such, it sports a full-flow oil filter, coil ignition, overdrive, electric fuel pumps and more modern SU HD8 carburettors. Though, the Autovac has been left in situ on the bulkhead should a new owner wish to reinstate it. Pleasingly retaining its original crankcase and magneto tower stampings, the uprated 4.5 Litre engine has not long been treated to a `Blower'-type block sourced from LMB Racing. The four-speed `C-type' manual gearbox is allied to a modern clutch, while the four-wheel drum brakes have been converted to hydraulic operation. Finished in Black with Dark Green leather upholstery, the four-seater rides on 20-inch wire wheels and utilises a 3.53:1 rear axle ratio. The chassis number HT1649 is visible on a lozenge inside the nearside front dumb iron and on the front engine cross member. With its quick-release radiator filler cap, Le Mans-style fuel tank, fold flat windscreen (complete with aero screens), nearside-mounted spare wheel and cycle mudguards, the Bentley does not want for visual drama. An old FIVA Identity Card which accompanies the 3/4.5 Litre states the following: 'The chassis, gearbox and suspension are as original. The wheels have been reduced one inch in diameter to 20 inches and the brakes have been converted to hydraulic operation. The engine retains its original numbered crankcase but has been enlarged to 4398cc. Coil ignition replaces the original magnetos and electric pumps replace the autovac. The radiator is from a 4.5 Litre Bentley of the same period'. Among the most handsome and best sorted Bentley 3/4.5 Litres that we have had the pleasure of offering, `WW 6726' is accompanied by a continuation buff logbook, V5C Registration Document, expired FIA Historic Vehicle Identity Form, old FIA Identity Card and numerous invoices from the likes of Jack Barclay, NDR, VBE Restorations, D.H. Day, John Ambler & Son, William Medcalf and FS Racing etc.

PLEASE NOTE: The battery on this lot recently failed causing damage to the airbag ECU. A new battery has been fitted and a correct-type replacement airbag ECU has been ordered which will be forwarded to the successful purchaser.   Ferrari's 550 Maranello was introduced as a replacement for the F512 M in 1996 and found much acclaim during its five years of production. It featured a 484bhp front-mounted naturally-aspirated 5.5 litre V12 engine driving the rear wheels through a transaxle - the six-speed manual gearbox being located at the rear for optimum weight distribution. Suspension was by double wishbone, coil springs and anti-roll bars all-round and the braking by ventilated discs front and rear. The Pininfarina designed all-alloy body was mounted on a tubular steel chassis. A pukka GT car out of the Daytona mould, it offered speeds of up to 199 mph coupled with the ability to accelerate from 0-60mph in just 4.3 seconds - the sort of performance figures that wouldn't have disgraced an F1 car once upon a time. With a luxurious and roomy interior and a boot that accommodated at least a set of overnight bags (or a full set of golf clubs), this was the perfect car for dashing through Europe - Monte Carlo one weekend, Rome the next. It was replaced in 2001 by the 575M Maranello. Though not intended for use in motorsport, the 550 Maranello was nevertheless adopted for racing by a number of privateer teams, to good effect. 2003 was arguably the year of best results, with Prodrive winning the GTS class in the Le Mans 24-hour race and finishing second in the GTS class of the American Le Mans Series, and Scuderia Italia winning the FIA GT championship. Finished in Verde Zeltweg with Tan leather upholstery, chassis 10242 was supplied new by Evans Halshaw of Birmingham to Ian Hetherington Esq. of Alderley Edge on January 1st 1998. Acquired by its second keeper, the late Richard Colton Esq., for £111,500 from renowned marque specialist DK Engineering on December 14th 1999, the Ferrari currently displays just 29,000 miles to its odometer. Seemingly maintained on a mileage rather than annual basis, accompanying paperwork suggests that the Ferrari has undergone the following: 27/06/1998 - Specialist Cars Ltd of Knutsford @ 3,162 miles 29/02/1999 - Specialist Cars Ltd of Knutsford @ 6,257 miles 29/11/2002 - MHT @ 14,092 miles (alloy wheel rim and alarm siren recalls) 05/04/2004 - Bob Houghton @ 18,723 miles (cam belts and all 2 year items) 16/07/2014 - Dove House Motor Co @ 28,145 miles (timing belts and tensioners only) May 2013 - 4 x new Pirelli tyres fitted at 25,918 miles July 2014 - Air-conditioning re-gassed Aside from some minor denting either side of the offside B-post and assorted stonechips, the 550 Maranello is in good cosmetic order. A delight to drive and increasingly recognised as one of the all time great front-engined GT cars, this low mileage, two owner example is offered for sale with the aforementioned paperwork, leather wallet / book pack, tool kit and MOT certificate valid until March 2016.

1 of just 195 XK120 Fixed Head Coupes built to right-hand drive specification, chassis 669108 was supplied new via Henlys of London to the famous lady racing driver Miss P.M. Burt. Road registered as `OLF 460' on January 1st 1954, the Jaguar was among Patsy's first competition cars. Driven by her in a variety of sprints and hillclimbs, it continued to chase silverware in the hands of second owner Robert Rees Esq. Though, an accompanying RAC Engineer's Examination Report dated 26th October 1961, by which time the XK120 had covered an indicated 81,639 miles and was up for sale with Performance Cars Ltd of Brentford, suggests that such spirited early use had done it no harm. Belonging to Donald Alan Clarke Esq. of Hampstead, London NW3 by May 1963 and still being MOT tested in the same locale five years later, `OLF 460' subsequently fell into disrepair. Having toyed with the idea of a Nigel Dawes' car (and indeed turned down a freshly completed example at £42,500), the late Richard Colton spent nigh on £80,000 acquiring chassis 669108 and having it transformed into his own version of an uprated XK120 Fixed Head Coupe. Overseen by Michael Stewart of Stewart's Classic Motors (who had achieved numerous concours wins with his own XK120 OTS), the project took a year to complete (1996-1997). Responsible for refurbishing the chassis and body, John Brown of Leaping Cats relocated the engine / gearbox mounts so that rack and pinion steering and a tubed XK140-type radiator with `closed circuit' cooling could be fitted. The suspension was enhanced via Leda telescopic rear shock absorbers, competition springs, one-inch diameter torsion bars and a stiffer anti-roll bar, while the brakes and rear axle were upgraded with four-wheel discs and a limited slip differential respectively. Aside from a Monza-style fuel filler and reprofiled arches (the latter necessitated by the presence of larger 15 x 6J wire wheels), Richard Colton wanted onlookers to be unaware of `all the goodies under the skin!' Built by Rob Beere, the 3.8 litre XK DOHC engine boasted: a straight-port cylinder head, lightened flywheel, electronic ignition, high capacity oil pump, alternator, Kenlowe fan, oil cooler, D-Type camshafts, triple SU carburettors, forged Accralite pistons, wide blade balanced / shot-peened rods, top hat cylinder liners and fabricated exhaust manifolds (the latter leading to a stainless steel system that was routed through the relevant chassis cross member to improve ground clearance). Developing 264bhp @ 5,500rpm and 268lbft of torque @ 4,000rpm, the straight-six was allied to a five-speed manual Getrag gearbox. To the interior, the area behind the driver's seat was re-shaped and the oddment box removed to liberate more legroom. Interior / map reading lights were added to the headlining and the wood veneer dashboard altered to accommodate separate oil and water temperature gauges. The speedometer recalibrated and the rev counter given an electric feed. Writing in the Jaguar Drivers' Club Newsletter (July 2006 issue), Richard Colton recalled that the rejuvenated Fixed Head Coupe's `first trip was a Rally Atlantique in France, a mixed marque event when it won the Most Desirable Car award. It has been to North America (JEC Anniversary Tour), JEC Millenium Tour of South Africa, Jabbeke Speed Trials (fastest XK, standing kilometre 27.68 seconds), Angouleme Circuit des Remparts, Wales, Scotland (Reivers and Highland Tour, 1,983 miles door-to-door), Entente Cordiale to Alsace, Loire Valley, Le Mans Historic, XK Club Alsace to Alps, and will be doing XK Club St Petersburg. It has also done many weekend and smaller trips in the UK'. Ever keen to increase his driving pleasure, Richard Colton commissioned Keith Fell of HRG Classic Jaguar to install a Vicarage power steering kit and polybush the front suspension during autumn 2006. Sparingly used in more recent years, `OLF 460' is thought to have covered some 27,000 post-completion miles. Recommissioned during the past few months with a new SU fuel pump etc, it would doubtless benefit from a thorough service / checkover but sounds decidedly purposeful when running and does not want for performance! Sympathetically improved for fast road / rally use, this beautiful and historic XK120 Fixed Head Coupe is offered for sale with Jaguar Daimler Heritage Trust Certificate, continuation buff logbook, expired FIVA Identity Card, numerous restoration photos and history file.

A serial Jaguar owner who had had the pleasure of piloting an ex-Ecurie Ecosse C-Type on the Mille Miglia Storica, the late Richard Colton commissioned `NBD 2' from Bryan Wingfield of DRL Engineering during summer 1991. A recognised master in his field, Wingfield's customer base at the time encompassed Francesco Scianna, Edward Harrison and Sir Anthony Bamford. One of only a few such `Lightweight' Roadster Evocations to be completed (some sources put the number as low as eight), it utilised a 1969 E-Type 2+2 donor car. The work of renowned specialist RS Panels, the re-born Jaguar's alloy monocoque was reinforced via the use of steel for its floor, front / rear bulkheads and internally braced sills not to mention a Safety Devices rollover bar. Lighter yet stiffer than its production equivalent, the resultant bi-metal structure was fitted with uprated suspension (rose-jointed anti-roll bars, adjustable shock absorbers) and more efficient brakes (XJ6 callipers). Built by Dave Butcher, the 3.8 litre engine featured D-type camshafts and triple Weber carburettors etc. Reputed to develop 282bhp and 275lbft of torque, the straight-six was allied to a five-speed manual Getrag gearbox. Riding on correct-type `peg drive' alloy wheels and clad with alloy outer panels, `NBD 2' is understood to have weighed 23.3 cwt with a few gallons of fuel aboard. Visually distinguished from a factory `Lightweight' by its more steeply raked windscreen, the two-seater also boasted a properly lined hardtop, Parchment leather / Chiltern Tweed upholstery and full carpet / door trims so as to make it a more civilised companion on long, fast road trips. Writing in the Jaguar Drivers' Club Newsletter (January 2007 issue), Richard Colton recalled that `The Wingfield Lightweight first moved on the road in August 1992. Since then it has covered many miles on the Continent, climbed all the major Alpine Rally passes, competed in the Rallye Pyrenees (x2), Prix des Alpes (x2), Rally Atlantique, Carrera d'Espagne, Euroclassic (x3), RAC Haynes Two-Days (x2) and Entente Cordiale (x3). It has been driven on the circuits of Goodwood, Silverstone, Castle Coombe, Snetterton, Thruxton, Zandvoort, Zolder, Nurburgring, Hockenheim, Clermont Ferrand, Montlhery, Chimay, Reims, Spa Francorchamps, Brno, Budapest, Mas du Clos and has ascended the hills of Prescott, Shelsey, Loton and Wiscombe. After all that it still feels as good as ever including when it recorded 143.6mph for the standing mile at the 2005 Woodbridge Speed Trials'. Thought to have covered some 25,000 miles since completion, `NBD 2' possesses an MOT certificate valid until August 2016 but would doubtless benefit from a thorough service / checkover before attempting another Speed Trial. Great fun to drive, it has been estimated that this handsome `Lightweight' Roadster Evocation would cost circa £150,000 to replicate today. Offered for sale with V5C Registration Document and history file.

Registering to Bid on the Ferrari 250 GT SWB from the Richard Colton Collection: - All Registrations to Bid either In Person, via Commission or on the Telephone must be made by 5pm on Tuesday 13th October 2015 - We require passport identification and a bank reference for the total amount, including commission, which you anticipate bidding to - A £5,000 refundable deposit will be taken upon registering and placed in our Client Account, which will be refunded after the auction - Internet Bidding will not be available on either vehicle For further information, please contact Colette McKay on +44 (0) 1925 210035. H&H are indebted to Ferrari historian and author Keith Bluemel, who has recently inspected chassis 1995GT at first hand, for the following report: 'The 1960 version of the 250 GT berlinetta was designed by Pininfarina and built at the Scaglietti works in Modena. It was first presented to the public at the 1959 Paris Salon, and bore a body style very similar to that of the late series (which are now termed "Interim" for differentiation purposes) berlinettas produced during that year, apart from the omission of the quarter window in the sail panel behind the door glass. The new model was built on a 2400mm wheelbase chassis, with factory type reference 539, and later 539/61. The designations "passo lungo" or "LWB" for the long wheelbase 2600mm chassis, and "passo corto" or "SWB" for the short wheelbase 2400mm chassis, are subsequently adopted terminology to distinguish between the two series of cars. The chassis construction followed the familiar practice of twin large oval section longitudinal members, with substantial cross bracing and a rectangular section front cross member. Suspension was independent coil spring and wishbone at the front, with a rigid rear end featuring semi elliptic leaf springs and radius arms to locate the axle, and hydraulic shock absorbers all round. This model was the first Ferrari production road car to be fitted with disc brakes as standard equipment, and unlike the preceding "LWB" 250 GT berlinetta series, which were all left hand drive, it was available in both left and right hand drive configurations. It was also available in two basic specifications, competition with an aluminium body, lightweight interior trim, and the engine in a higher state of tune, or in "Lusso" (luxury) road trim, when it was normally fitted with a steel body with aluminium opening panels. However, there was a great deal of overlap of the two basic specifications, dependent upon a specific client's wishes, therefore it is not unusual for some road cars to have full aluminium bodies, and/or a higher state of tune engine. The power unit was a further development of the original Colombo designed single overhead camshaft per bank V12 engine, with a capacity of 2953cc, via a bore and stroke of 73mm x 58.8mm, and factory type references 168B, 168, and 168 Comp/61, all with wet sump lubrication. The spark plugs were outside the vee of the block, and there was a bank of three twin choke Weber 38 DCN or 40 DCL/6 carburettors, and Solex C40 PAAI carburettors were also homologated, with a twin coil and rear of engine mounted distributors ignition system, to produce a claimed 220bhp to 280bhp, dependent upon specification. Weber 46 DCF/3 carburettors were a further homologated option, and these were used on the special 1961 competition engines, which together with bigger valves, special exhaust manifolds, and other fine tuning details, achieved the upper levels of power outputs quoted above. The engine was coupled to a four speed + reverse all synchromesh gearbox, which drove through a propeller shaft to the rigid rear axle, for which a range of ratios were available. The gearboxes of the competition cars had ribbed alloy castings, and the road cars normally had plain faced cast iron casings with a ribbed base. The overall design changed very little during the three year production run from 1960 to 1962. However, there are a number of detail differences that identify the period of production of a specific car. Visually they related to things like the addition of front and rear wing vents, the shape of the door window glass, the location of the fuel filler, size and shape of the radiator grille and myriad smaller details. In competition the 250 GT "SWB" berlinettas continued the run of success of the preceding "LWB" models, with three consecutive wins in the Tour de France Auto between 1960-62, winning the Tourist Trophy at Goodwood in 1960 and 1961, winning the GT category at Le Mans in 1960 and 1961, and in the Nurburgring 1000km in 1961 and 1962. These were just a few of the numerous class and overall wins achieved during its reign as the queen of the GT category. Chassis # 1995 GT was the second of only nine right hand drive versions of the 250 GT SWB Berlinetta imported into the UK by Maranello Concessionaires Ltd, and was ordered by them, unsurprisingly, on their order # 2 from the factory in March 1960. The invoice details to the original purchaser indicate that it was supplied in Racing Red, with a red leather interior, red carpets, a steel body, 3.77 rear axle ratio, Dunlop RS4 tyres and a limited slip differential. From the factory build sheets the engine was to semi-competition specification with a 9.5:1 compression ratio, 10mm lift camshafts, triple Weber 40 DCL6 carburettors with intake trumpets and cold air box, rather than an air filter box, and an Abarth completion exhaust system. The factory engine test sheet shows that it produced 252bhp when new on their dynamometer, verifying that it had some competition components in the engine. It was collected from the factory by a Mr R.E. Horning, the manager of Sea Corner Garage, Highcliffe, Hampshire, and transported to the UK on the Milan-Ostend sleeper train on 18 September 1960. He had collected the car on behalf of the new owner, the proprietor of Sea Corner Garage, a Mr E.R.W. Eyre, and upon its arrival in the UK was road registered on UK licence plate WRU 1. The invoice price to the client was £6,376-2s-6d, less a 10% discount, giving a sales figure of £5,926-2s-6d, in pre-decimal currency days. It is not known how long he retained the car, nor how long it was retained by subsequent owners, who included a Mr K. Wilson, a Mr G. Sinclair, Mr Brian Classic, Mr John Broad, Mr David Mulvaney and Mr David Brook, before being purchased by Richard Colton from Maranello Concessionaires Ltd in March 1976, when it is reported to have just had an engine rebuild by Graypaul Motors Ltd, and was showing 49,000 miles on the odometer. The car was owned by him for nearly 40 years, up to the time of his passing in March 2015. The car is no concours queen, but being the second of only nine RHD examples of the model originally imported into the UK, and having had a single owner for such a lengthy period of time, it has great provenance. In Richard Colton's own words "The car has never been "restored", but has always been well maintained on an "as necessary" basis. When you have had a car for so long you know all the things that need doing and you do them when they need doing." Between the time of him buying the car with 49,000 miles on the clock, and 2008 when it had 99,999 recorded miles, he clocked up over 50,000 miles, not only in general road use, but attending rallies and gatherings all over Europe, including Ferrari's 50th anniversary celebrations in the car's birthplace, Maranello, Italy, in 1997. The odometer currently reads 01805, so it has clearly not done many miles in the recent past.   Click here for the full description.

Considering this eye-catching Stag was restored in 1991, it appears to remain in supreme order, and is considered by the vendor to still have 'excellent' bodywork, paintwork, interior trim, V8 engine and manual overdrive gearbox. It is finished in a tasteful shade of Dark Blue and trimmed in Black, and it is clear from the related paperwork and total cost of c.£26,000 that the restoration was extremely thorough. Carried out by Tudor Classics of Worsley, Nr Manchester, it began with a total strip, following which the bare body was sandblasted before being repaired with numerous new panels. The major mechanical components were also all stripped to the last nut and bolt and reassembled with replacement parts as required. Once completed, 'LPH 369P' must have been as new. It is now offered with fresh (but unfitted) hood and frame, hard top, and a large collection of invoices and old MOTs; plus one valid to April 26, 2016.

This delightful little Frogeye hails from the first year of production. It was comprehensively restored from 'barn find' condition by a previous keeper who, even valuing his time at a very modest £15 per hour, reckons the project, including parts and a professional repaint, totalled c.£44,000. Though back on the road by 2007, the Sprite has since travelled just 1,100 miles, so is understandably considered by the vendor to still be in 'good' order throughout. The refurbishment work included a number improvements to the original specification, including: 1098cc A Series engine; disc front brakes; SU electric fuel pump; alternator; later, stronger 'ribbed' gearbox; Minilite wheels; and wood rim steering wheel. 'WCD 482', which is believed to have had just three owners since 1973, is now offered complete with a seven-sided report on the restoration, plus photographic evidence; a Vehicle Condition Advice Report carried out by Classis Assessments in 2010 on behalf of the most recent purchaser.

Had it not been for Hillman's 14 model, it is doubtful if the company would have survived long enough to be taken over by Humber in 1928. It evolved from the 1327cc 9 model that had established Hillman as a recognised motor manufacturer, and featured: a 1953cc four-cylinder engine with detachable cylinder head; conventional four-speed non-synchromesh gearbox with righthand change; four-wheel cable operated brakes; and suspension by semi-elliptic springs all-round. The cost new in 1926, complete with Saloon body, would have been c.£345. Approximately 11,000 examples of the 14 were produced between 1925 and 1930. This delightful four-door Saloon version was tested and much enjoyed by The Automobile magazine in April 2002, at which time the Hillman belonged to a Sally Rossiter. The identity of the coachbuilder is uncertain, but thought to be Charlesworth. 'CJ 8772' is finished in a shade of Deep Blue and trimmed in Black. A very affordable, usable representative of the vintage era.

The prototype 'Big' Healey was the sensation of the 1952 London Motorshow. Once in production it enjoyed steady development, with the original four-cylinder cars giving way to the 100-Six of 1956, which was followed by the first of the 3000s in 1959 and the MKII 3000 in 1961. Readily identified by its new grille and bonnet air intake, the MKII was still offered in both two-seater (BN7) and four-seater (BT7) guises. Power was increased to 132bhp, courtesy of three 1.5 inch SUs on separate inlet manifolds. Of the 355 examples built, most went to the USA - only a small percentage was equipped with RHD for the home market. The lefthand drive BT7 MKII now offered was supplied new to the USA in 1962. The bodywork is finished in classic British Racing Green, the four-seat interior trimmed in Black, and the Healey benefits from having a Works-style hardtop. It rides on wide section colour-keyed wire wheels and the car's muscular appearance is further enhanced by a side exit exhaust system and the replacement of the front bumper with a pair of large driving/fog lights, and the rear one by a couple of substantial over-riders. The triple carburettor engine drives through a four-speed overdrive gearbox. The disc/drum braking system has recently been refurbished and a servo installed. The vendor informs us that 'the Healey's paint and panel fit are A1, the responsiveness of the engine is a revelation, and the car goes and sounds as good as it looks - it wants to be driven fast'! From the outset, the 'Big' Healey proved to be a fine competition car and just taking 1961, the year the sale car was made, as an example Works versions: achieved outright victory on the Alpine Rally; and class wins in the Tulip, Acropolis, Liege-Rome-Liege, RAC and Tour de Corse events.

Pope-Tribune was one of a group of four companies founded by former civil war officer Colonel Albert Pope that were dedicated to the manufacture of petrol-engined motorcars - he had another that concentrated on electric-powered ones. Production was established in the old Crawford bicycle factory, Hagerstown, Maryland, USA and run by the colonel's son, Harold. The first product was a single-cylinder two-seater runabout designed by Hiram Percy Maxim, the son of Sir Hiram Stevens Maxim, the inventor of the Maxim gun. The improved Model 2 featured a front-mounted single-cylinder engine of 798cc, wheel steering, two-speed sliding pinion gearbox, and shaft drive to a bevel rear axle complete with differential. In 1904, the Model 2 was priced at a princely $650, but this was lowered the ensuing year to a more attractive $500. The righthand drive 1904 Model 2 being sold was imported to the UK in 1992/1993 by a Mr John Danison. It was granted VCC dating the following year before being sold to a Mr Richard Ashby in 2005. The vendor acquired 'SV 7303' in 2007 and has clearly put it to good use, as the veteran's history file includes a certificate to prove it completed the 2014 London to Brighton Veteran Car Run (the accompanying paperwork also features a letter of acceptance for this year's event that takes place on November 1). Furthermore, earlier this year both car and owner successfully completed the 90 mile long VCC Creepy Crawley rally. The Pope-Tribune is finished in an attractive shade of Green complemented by Black cycle wings and Black leather seating, all of which are considered by the vendor to be in 'good' condition; as is the transmission, bodywork and the colour-keyed artillery wheels on which the car rides. The engine was apparently overhauled and fitted with a new cylinder block last year, at which time the electrical system was also replaced.

- The subject of a five-page article in Mercedes Enthusiast magazine (June 2013 issue) - Treated to an engine overhaul, bare metal respray and re-trim in leather between 2002 and 2008 - Recent £6,000 expenditure on brakes, suspension, engine / gearbox mounts, re-chromed bumpers, fresh tyres and servicing etc. - 1 of 14,173 220SEb Coupes made. Fuel-injected 2195cc straight-six engine allied to four-speed manual transmission. Via the W111 'fintail' series of 1959, Mercedes continued its practice of offering special two-door Coupe or Roadster versions of its Saloon cars, and the 220SEB took this supreme elegance to a whole new level. Based on the flagship S-class W111 'fintail' Saloon, with its signature upright headlights and imposing traditional Mercedes-Benz grille, the Coupe comprised a light and airy pillarless glasshouse over a distinctive two-door body. The 220 Coupe was very well appointed inside, featuring Mercedes textured leather and wood trimmings. The model's 2195cc, SOHC engine employed mechanical fuel injection of the same type as the 'Pagoda' SLs - its 120bhp being sufficient to propel the car at up to 106mph. The suspension comprised wishbones and coil springs at the front and low-pivot swing-axles with radius arms and coil springs at the rear. The resulting ride was very statesmanlike. A total of some 14,173 220SEB Coupes were built between 1961 and 1965 when the run was terminated. 'AAP 122B' vacated the Stuttgart production line in 1964. Its Red two-door Coupe bodywork is complemented by Cream leather interior trim, ivory-coloured steering wheel and wool carpets, and a wood facia. In 2002 it was treated to a comprehensive engine overhaul by Top Marques; in 2005 it benefited from a full bare metal respray, and in 2008 the interior was completely refurbished. Having been garaged ever since, it is still classed by the vendor as having 'very good' bodywork, paintwork, interior, straight-six engine and manual four-speed gearbox. Nevertheless the underside has just received a repaint and protection against the elements, as well as a service and fresh MOT. Furthermore, £6,000 has been invested in the brakes, suspension, engine and gearbox mounts, rechroming, new tyres etc. The 220 is now offered complete with a selection of invoices, old MOTS and a copy of the Mercedes Enthusiast magazine in which 'AAP 122B' starred in 2013.

By switching to Bosch fuel injection in March 1981 Ferrari robbed its successful 308 GTB / GTS models of some forty horsepower. Worried about the consequent loss of performance, Maranello executive Eugenio Alzati determined to give the 90-degree 'quad-cam' 2926cc V8 its teeth back. Announced in October 1982, the new QV or 'quattrovalve' model was a revelation. Sporting - as its name suggests - four-valve cylinder heads, it was credited with developing some 240bhp and 192lbft of torque. Emissions friendly, it nevertheless boasted less noise, more power and better throttle response than its predecessor. Reputedly capable of 0-60mph in 5.7 seconds and 158mph, the QV cars once again had the raw speed to match their sublime Pininfarina sculpted looks. A Belgian market car that has nonetheless spent most of its life in America, chassis 46057 was acquired by the vendor two years ago for use at his Florida holiday home. Having proved entirely dependable, he decided to treat the Ferrari to a thorough cosmetic refurbishment. Entrusted to renowned Dino restorer Stallion Motors of Nottingham upon its importation to the UK, the 308 GTS QV was carefully stripped with all interior trim and glass removed. Found to be free of any structural corrosion, chassis 46057 was repainted in its original Rosso Corsa 300 livery complete with correct Satin Black detailing. Warranted to have covered just 77,000km from new (c.48,000miles), the two-seater is rated by the vendor as `excellent' (engine, 5-speed manual gearbox, electrical equipment) or `concours' (bodywork, paintwork, re-trimmed Tan leather upholstery). Said to drive very well with no known faults, this exceptional 308 GTS QV is accompanied by its original tool roll, emergency light, space-saver spare wheel and handbooks plus a thick file full of receipts / invoices.

This smart looking right-hand drive example is a notably late MKII being registered in early 1967. Sporting Green bodywork matched to a Black vinyl interior 'EFB 303E' has been extensively restored over 2012/2013 by the current retired engineer vendor. This has included the evident body restoration and repaint with the interior receiving new carpets and the seats being recovered. The brakes have been overhauled with a new master cylinder and replacement of the front callipers. Riding on Minilite style alloy wheels we are also informed that the Carburettor's have been overhauled and a new clutch kit has been fitted. The MG is offered with an original driver's handbook, collection of old mots dating back to 1979 and a large collection of invoices dating back to 1983. Described by the vendor with regards to the 1098cc engine, bodywork, paintwork, interior and four-speed gearbox as all "very good" the MG is offered with a current MoT certificate into August 2016. In terms of fun per pound, good Midgets are hard to beat and, with readily available and affordable spare parts, offer the perfect entree to classic car ownership.

- In the current ownership since 1979 - Regular use on club events and rallies - Engine overhaul in 2009 by Robinsons Engineering In the current ownership for some thirty six years, 'Ruby' had been laid up for the previous twenty five years before being acquired in 1979 following which a through restoration was completed in time for the first Lustrum in Holland in May 1980. Since then the vendor advises there have been lots of upgrades and overhauls involving Ian Blackburn, Trevor Cornelius, John Parker, Robinsons Engineering and Ashley Motors. The car has completed 4 Lustrums in all, taken part in the Hexen Rally in Germany, toured Denmark, the Loire Valley and most SNDs in the last 35 years. At SND 1983 the car won the Regnis Trophy for best in Class 6. Finished in Old English White with red leather upholstery and red carpets, weather gear includes an "excellent" black hood and double duck tonneau with "snug fitting" side screens. The engine was totally overhauled by Robinsons of Ferndown four years (and 5,000 miles) ago whilst John Parker supplied an exchange gearbox in 2014. Recently the rear springs have been re-tempered and the steering arm overhauled and refurbished. The odometer shows c.26,000 miles since 1980. Said to "now drive as well as ever" and be a "reliable and comfortable ride, especially for touring with the benefit of two seats in the rear for luggage or passengers", she has been kept in a heated, carpeted garage with dehumidifier. Offered with Swansea V5, old-style logbook, S.O.C dating certificate, numerous invoices, correspondence and an album of restoration photographs, she is only reluctantly offered for sale due to a hip operation making access difficult.

- Finished in Pentland Green with Magnolia hide - 40,000 recoded miles and MoT'd into May 2016 - Offered with original handbooks and service book containing 13 stamps Although Victor Gauntlett had long mooted the idea, it took the arrival of Ford money and TWR Group know-how for a new generation, 'small' Aston Martin to become reality. Unveiled at the March 1993 Geneva Salon the DB7 had been subjected to more testing and development work than any of the marque's previous models. The long awaited V12-engined DB7 Vantage was introduced at the Geneva Salon six years later. The styling had been transformed by its original designer, Ian Callum, and the chassis featured completely new front and rear suspension and more powerful Brembo brakes, and the model was available with either a six-speed close ratio manual gearbox or five-speed automatic unit with the jewel in the newcomer's crown being the 6-litre 420bhp engine nestling under the bonnet - the first V12 unit ever to power a production Aston Martin. 'V342 FLN' is finished in the tasteful combination of Pentland Green bodywork with Fawn and Olive leather interior trim, Green mohair hood and green leather hood cover. Having covered just 40,129 miles from new which is supported by the service history we understand the Aston has just been inspected and serviced by Excalibur Engineering with the brake discs recently being skimmed and new brake pads fitted. Offered with the original handbooks, service book containing 15 stamps, old invoices and spare key we are told that 'V342 FLN' is fitted with a Cobra tracker which can be transferred to the new owner - on payment of subscription. Having recently been shod with new correct specification Bridgestone S02 rear tyres, the aftermarket upgraded Sony audio system features USB and Bluetooth for hands free phone and music streaming. A fine looking and good driving example, considered by the vendor as well maintained he describes the bodywork, paintwork, V12 engine, automatic transmission and interior as 'very good' and is offering the Aston with an MOT valid to May 19, 2016.

- Ford 289ci V8 powered for c.40 years Introduced in October 1953, the AC Ace was essentially a reworked version of 'LOY 500' the handsome John Tojeiro designed sports racer with which motor trader Cliff Davis had notched up six wins and four seconds that season. Lured into collaboration with the Thames Ditton manufacturer by the promise of a £5 per car royalty fee, Tojeiro ensured that the new model's ladder-framed tubular chassis enjoyed the same handling prowess as its competition forebear by equipping it with all-round independent transverse-leaf suspension. Styled after 'LOY 500' (itself modelled on the Carrozeria Touring clad Ferrari 166 MM Barchettas), the Ace was arguably even more handsome. Initially powered by AC's own 1991cc OHC engine, the availability from February 1956 onwards of another straight-six in the guise of Bristol's tuneable 1971cc unit gave the aluminium-bodied sports car a welcome boost in both sales and performance. Upgraded with optional Girling front disc brakes in 1957, Ace Bristols achieved considerable success at Le Mans (1957: 2nd i/c, 1958: 2nd i/c, 1959: 1st i/c) as well as dominating the Sports Car Club of America's production championship for classes E (1957-1959), D (1960) and C (1961). According to the letter on file from Club Registrar Tony Bancroft, this particular left-hand drive example - chassis number BEX235 - was despatched from Thames Ditton on 7th December 1956 and delivered to Jack Fernandez in Caracas, Venezuela. As well as being the Venezuelan AC importer, Fernandez was a keen racer and competed with several early Bristol-engined Aces, similar to the one offered here, in both South and North American events. No mean driver, he is known to have taken part in the Sebring 12 hours among other high profile meetings. Although there is no documentary evidence to confirm the supposition, being such an early car it is possible that Fernandez campaigned BEX235 and indeed one American website lists it as having been raced in Venezuela for two years. Competition success obviously gave Mr. Fernandez a great deal of favourable publicity which resulted in Venezuela becoming the third biggest export market for Ace-Bristols, behind only the USA and France and well ahead of anywhere else. The two-seater eventually ended up in North America and by the 1970s - perhaps earlier - had been fitted with its current, 1965 date-stamped Ford 289 cu in (4.7 litre) V8 engine and T10 gearbox. Pleasingly, the history file contains photographs of the car taken in the early 1980s appearing largely as it does today. By 1991 BEX235 belonged to the US firm Southern Classics and thereafter it passed through the hands of Ron Leonard, well known marque aficionado and proprietor of the AC Exchange in Colorado, and Peter Fisher, while its last American custodian was Tony Carpenter of Marietta, Georgia. The V8 conversion was carried out without any major changes to the body or chassis. Although the car's original chassis plate has been lost at some time, the chassis number stampings remain clearly visible on the bonnet, boot hinges and both door hinges and tally with the letter of authenticity from Tony Bancroft, official registrar of the AC Owners Club. Upon its return to the UK, the car benefited from a suspension overhaul including new Spax shock absorbers, kingpins and bushes plus the fitment of a rack and pinion steering conversion supplied by well known Club member Ben Yates (which had been developed in conjunction with John Tojeiro). Drawn to the re-engined Ace's obvious performance potential not to mention its similarity to an early / prototype Shelby Cobra, the vendor acquired BEX235 for his Scottish collection during late 2009. Despatched to Ian Nuthall of IN Racing not long thereafter, a thorough check over resulted in '124 XUX' receiving replacement propshaft bearings and new Black leather upholstery. Sporting a set of desirable Marchal `Fantastic' spotlamps and `Le Mans-style' nose cowl, this tempting AC is offered for sale with the aforementioned letter of authenticity, V5C Registration Document and sundry paperwork.

- Original RHD car with matching numbers - Recent work includes new brake callipers and master cylinders all round - Described by the current vendor as "Good to Excellent" all round Finished in the classic combination of Red bodywork complemented by Black interior trim, this very tidy-looking Spider is an original righthand drive example with matching numbers engine and gearbox. It's been in its current ownership for three years and has recently benefited from the replacement of the brake master cylinder and all four calipers, and rides on a handsome set of period Momo alloy wheels. The vendor presently grades the bodywork and paintwork as 'excellent', the sonorous twin-cam engine as 'good/excellent', and the interior trim and five-speed manual transmission as 'good'. He says 'JUL 995N' is endowed with 'sharp handling and positive steering and notes that the engine exhibits excellent oil pressure and pulls strongly. The Series 2 Spider was launched in 1970 and featured a distinctive 'Kamm' tail. A year later its engine capacity was increased to 1962cc, prompting the model name to be changed to 2000 Spider Veloce.

The third generation Corvette (C3) came to market in 1968. While the engine and chassis components were mostly carried over from the C2, the interior and striking body were new. The exterior was a development of that penned by Larry Shinoda under the guidance of Bill Mitchell for the Mako Shark II concept. The striking Dark Metallic Blue Stingray offered is a Convertible example from 1969. A three owner vehicle, it has evidently been maintained in top condition and boasts an impressive specification - the 5.7-litre powerplant features parts from the key engine builders and an enclosed dyno sheet confirms an output of 400bhp. The unit drives through a four-speed close-ratio gearbox to a 3.07:1 limited slip differential. 'WVO 654G' is offered with the benefit of a tidy Black leather interior complete with audio package and Stingray mats, owners' handbooks and sales brochure. The vendor considers the 'vette to be 'excellent' in all major departments.

A long-forgotten marque, Humber was once a name to conjure with, as demonstrated by the stunning vintage Saloon now offered. One of few such models remaining, and extraordinarily original, it's apparently travelled just 25,000 miles from new. It retains its original 2815cc engine, four-speed gearbox and leather cone clutch. The front axle is brakeless, as per the period, and the Humber rides on artillery wheels shod with beaded edge tyres. It is finished in finished in 'show quality' Black over Blue, while the ornate Grey interior is trimmed in Bedford cord. The Humber is full of charming touches - entry is via the rear compartment, the front seats swivelling to allow forward access, and the interior boasts hat racks, ornate period door pulls and masses of brocade trimming. Both male and female requisite sets are present and complete. Being sold with a large quantity of spares, 'CE 7392' makes a fine alternative to a 20hp Rolls-Royce.

This delightful little lefthand drive Fiat Nuova is essentially a one owner car. Its first keeper was a general of police in Palermo who at one stage used the Fiat on a daily basis, and personally accounted for the current total mileage of 30,000 kilometres. Though the vendor, a friend of the general, subsequently purchased it from him, he has never driven it, and it has continued to live among the general's collection of some 250 specialist vehicles. Among his 30-strong staff are engineers with 50 years' experience of the model, and in recent times it has had plenty of attention and a long list of replacement parts, as required. As a result the vendor presently grades the bodywork, White paintwork, Black interior trim, two-cylinder engine and four-speed manual gearbox as all being in 'excellent' order. The little Lusso comes complete with the luxury equipment particular to that model, interior carpet, luggage rack, folding seats and white-walled tyres.

- Beautifully restored example showing less than 20 miles covered since completion - Engine by Cox & Turner and transmission by R Whitehouse & Son - Rare Fairey Capstan Winch fitted to front Many consider the 86 to be the best of the Series 1 Land Rovers, and this example has recently exited a total nut and bolt restoration of the highest standard, regardless of cost, with the aim of preserving it for the next 60 years. The 2-litre 'spread bore' engine has been completely refurbished by one of the most respected specialists and finished in the correct Grey enamel. The gearbox and transfer case have been similarly restored. The clutch and fuel system are new and a stainless steel exhaust system and replacement solid state fuel pump have been installed. All the wiring has been replaced, and the nuts, bolts and general fittings re-plated. All galvanised parts have also been re-plated and refitted using the correct rivets. The bodywork has been carefully restored with some replacement panels; the paintwork meticulously prepared, with all components etch-primed, undercoated, and finished in two-pack Bronze Green. The galvanized chassis is finished in the same colour. The bulkhead is said to be in 'perfect condition' and the Landie has been fitted with the later Burman recirculating ball steering box. The brake system features all new components, the spring and shackle assemblies have been replaced, and the steering wheel and instruments have been refurbished, while the seats and hood are new replacements courtesy of Exmoor Trim. The vehicle sports a new set of five original-pattern 6.00x16 Avon TM tubed tyres supplied by Vintage Tyres of Beaulieu. The Land Rover's overall specification is very much as original, apart from the provision of flashing indicators, Fairey capstan winch and the electrical connections for a tow bar, should one be required. A wonderful early example of a breed that's set to die out at the end of this year. Having covered less than 20 miles since completion this stunning Landie is quite simply amazing to behold.

Some evocations are a little hard to fathom, but creating a replica of the world's most desirable car (especially when prices of the originals are now well north of £20million), is not at all difficult to comprehend; and even less so when the motorcar in question is based on a V12 Ferrari and thereby a genuine relation of the real thing. 'ULB 101W' is a righthand drive recreation of Ferrari's immortal 250 GTO. It was professionally constructed by Andy Waters Motor Engineers of Horncastle by blending Ferrari 400 chassis, suspension and engine components to US-supplied replica GTO bodywork. The Ferrari drives through a five-speed manual gearbox and is understandably finished in classic Rosso Red and trimmed in Tan leather. The vendor currently describes the engine as 'good', the bodywork and paintwork as 'fair to good', the interior as 'fair' and transmission as 'sound'. This car surely represents a lot of fun for the money, the only problem we can visualise is that the first thing everybody you meet will say is 'is it a real one'?! When new, one of the 39 genuine GTOs made would have cost you around £6,000, and to acquire one would have needed the personal approval of Enzo Ferrari himself. The 250 Gran Turismo Omologato, to give the motorcar its full name, was created to allow Ferrari to contest the FIA's Group 3 Grand Touring Car category; something it achieved with great success until faced with the Shelby Daytona Coupe of 1965. A unique combination of performance, beauty, rarity, and the fact that all 39 examples are still alive and well and totally accounted for, has placed the GTO on a pedestal high above all other automotive icons. Current owners include Pink Floyd drummer Nick Mason, Walmart Chairman Rob Walton and JCB Chairman Anthony Bamford.

- Restored on a new chassis in 2014 - Finished in Deep Bronze Green with Limestone roof - MoT to March 2016 and said to drive "excellently" 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 body was the work of David Bache and clothed an improved chassis. As well as sharper steering, the Series II boasted wider axles and a new gearbox with synchromesh on 3rd and 4th gears. Available with a choice of 2.25-litre petrol (as here) or 2-litre diesel engines, 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. Finished in Deep Bronze Green with Limestone roof and black interior, we are advised this 1964 example was painstakingly restored around a new chassis in 2014 and features a new interior and canvas top. Described as being "very nicely detailed" and "driving excellently" she is offered with Swansea V5C and MoT to March 2016.

Ferrari's 430 model debuted at the Paris Salon in 2004 and, though based on the preceding 360, was a notably superior car in most respects. It was designed at Pininfarina under the guidance of Frank Stephenson. It broadly shared the Alcoa alloy chassis, roofline, doors and glass of the 360, but the revised lines endowed the newcomer with considerably greater downforce. It also contained some nice styling cues from previous Ferraris - eg Enzo tail lights and interior vents, the model name etched Testarossa-style into the driver's side mirror, and large oval intakes at the front reminiscent of '60s Ferrari race cars. The lusty 4.3-litre V8 powerplant was entirely new and marked a break from a line that could be traced all the way back to the Dino racing programme of the '50s. Output was 483bhp and an equally healthy 343 lb ft of torque - 80 percent of which was available below 3500rpm. The braking was designed in close co-operation with Brembo (calipers/discs) and Bosch (the electronics). There was the choice of six-speed manual or semi-automatic transmission that drove through a computer-controlled limited slip differential. Another notable feature was the steering wheel-mounted control that allowed drivers to select from five different settings, affecting: ESC, electronic suspension, transmission, throttle response and E-diff. Quite a car! The very handsome righthand drive 430 Spider now available matches a Black leather interior to lustrous Black bodywork. It was supplied new in 2006 by Ferrari specialist Meridien, and has had four former keepers who account for the current total of c.23,600 miles. It features the optional six-speed F1-stle electrohydraulic manual transmission. A new clutch was installed in 2006 and the vendor now considers the Spider bodywork, paintwork, interior trim, V8 engine and semi-automatic gearbox to all be in 'very good' order. A supercar that will surely turn heads wherever it goes.

The elegant DB2 was a major step forward from the 2-Litre Sports model it replaced. The newcomer was based on a modified version of the square tube chassis originally designed by Claude Hill for the Atom prototype. It was clothed in a flowing all-alloy body penned by Frank Feeley and powered by the 2.6-litre straight-six Lagonda engine conceived by W.O. Bentley and Willie Watson. Yes, this was a car with pedigree, something that was emphatically confirmed a few months later with a first and second in class finish at Le Mans. Production of the DB2 continued until 1953 when it was replaced by the DB2/4. A logical progression, the DB2/4 featured a pair of occasional rear seats and an eminently practical hatchback tail. Other notable changes included a wraparound windscreen, larger bumpers and repositioned headlights. By the middle of the following year the engine had grown in capacity to 2.9-litres, increasing the power output to 140bhp and the top speed to 120mph. It was in 1954 that David Brown acquired the Tickford Coachbuilding Works at Newport Pagnell, and it was there rather than Feltham the MKII versions of the DB2/4 were made from 1955. The revised model featured small tailfins, bubble-type tail lights and added chrome. There was the option of a large-valve, high compression engine of 165bhp output and two different body styles - a 2+2 Hatchback and two-seat Drophead Coupe. The final iteration of the DB2/4 was launched at the 1957 Geneva Salon. Somewhat confusingly christened the DB Mark III, it featured disc front brakes (from the first 100 cars onward) and Alfin drums on the rear, a hydraulic clutch, plus the options of overdrive for the standard manual gearbox and automatic transmission. The obvious visual differences were the adoption of a DB3S-style radiator grille and sensuously sculptured bonnet. The rear lamps were changed once more and the rear quarter lights made to open. Inside, an all-new instrument panel greeted the driver. The engine, which had been heavily reworked by Tadek Marek, featured a new crankshaft, stiffer crankcase, and induction modifications inspired by the racing unit of the DB3S. The power of the standard version was now up to 162bhp, while those equipped with the optional dual exhaust system were claimed to produce 178bhp - enough to sprint the Aston to 60mph in 9.3 seconds. There was now the choice of three body styles - 2+2 Hatchback, Drophead Coupe and Fixed Head Coupe; though the latter only accounted for five of the 551 Mark IIIs built between 1957 and 1959. By the time Goldfinger reached the silver screen, 007 was behind the wheel of a gadget-equipped DB5, but in the Ian Fleming novel from which the film was derived, he piloted a gadget-modified DB Mark III - erroneously referred to as a DB III throughout the book. This delightful DB MKIII hails from 1958 and is finished in Silver with contrasting Burgundy-coloured hide and matching Wilton carpets. It is equipped with overdrive, DB4 GT front brake calipers and braided brake lines. The Aston has just been treated to a complete engine overhaul during which one of the new and improved Vetus cylinder blocks was installed. The vendor informs us that the car has also been continuously well maintained, courtesy of regular visits to Four Ashes Garage in Stratford-upon-Avon. Its comprehensive history file contains invoices totalling in excess of £75,000 in the last five years, £20,000 of which is from 2015, as well as previous FIA papers - suggesting earlier competition activity. The vendor has no hesitation in classing the bodywork, paintwork, interior trim, engine and transmission as all being in 'excellent' order and considers '483 FBH' to be 'eminently collectable'.

This Super Six dates from 1996 but has recently been completely refurbished and uprated to something rather more special. The metamorphosis is based around a new, later model R6 chassis and both it and the equally new suspension system have been powder-coated in Lotus Grey. A purpose-built twin-cam engine has been installed, which drive through a reconditioned Ford Type 9 five-speed manual gearbox. A larger stainless steel silencer takes care of the spent gases. New de Dion suspension keeps the rear wheels where they should be, while damping is handled by adjustable Spax units all-round. Braking is by new four-pot alloy calipers up front and Cosworth ones at the rear. The occupants enjoy superior seating and the driver is informed by a special set of instruments. Most Tigers feature GRP nose cones, but this Super Six boasts a polished alloy body and Black wings. If built today 'L7 FAH' would apparently set you back £25,000.

The defunct Turner marque is best remembered for its 11-year run of road-based production cars, many of which humbled far more exotic machinery in competition. This lovingly presented MKII model from 1960 features Blue bodywork complemented by Grey interior trim and has only recently emerged from an 18 month nut and bolt restoration by marque guru John Cullis. The reformation is centred around a brand new Robin Knight chassis and includes a fresh GRP bodyshell onto which the original bonnet and boot lid have been attached. Power comes from a 1098cc BMC A Series engine uprated with high compression pistons, Metro cylinder head, Cooper camshaft and electronic ignition. It breathes through a single 1.5in SU and exhausts through an all-stainless system. The unit drives through a fully reconditioned MG Midget gearbox. No stone has been left unturned with this superb example of the marque, which has covered just 450 miles since the restoration was completed.

- Uprated with 6-cyl engine and 5-speed gearbox This extremely-smart TR4 was manufactured in October 1963. An export model, it was delivered new to the USA, where it remained until repatriated in 1990. In recent times it has been treated to a detailed, body off restoration and conversion to righthand drive. The extensive work included numerous upgrades including the fitment of a later 6-cyl engine, which was refurbished by Maidstone Sports Cars, now featuring a Stage 2 cylinder head; triple SU carburettors; stainless steel, six branch inlet manifold and sports exhaust; electronic ignition; baffled sump etc. The unit drives through a replacement five-speed gearbox supplied by TR Bitz. The chassis benefits from webs and fillets on all joints and reinforced suspension towers. The brake and suspension systems have both been substantially uprated and a 68-litre fuel tank installed. This very special Triumph nowadays rides on original Minilite wheels shod with Vredestein 185/15 tyres and comes with invoices totalling c.£14,500, spare key, restoration photos, old invoices, old MOTs, and one to March 28, 2016.

Introduced in 1965, the MGB GT was a more comfortable and versatile proposition than its roadster sister. With a top speed of over 100mph courtesy of its 1798cc B-series engine and a capable chassis featuring independent front suspension, rack and pinion steering and disc / drum brakes, the enclosed 2+2-seater merited the old MG marketing slogan 'Safety Fast'. Finished in Red with Black vinyl upholstery, 'XJR 531J' is described by the vendor as being in 'excellent' condition with regard to its engine, four-speed manual plus overdrive gearbox, electrical equipment, interior trim and paintwork, while he rates the bodywork as 'very good'. Extensively restored in the early 2000s, work is understood to have included: a thorough bodywork refurbishment and bare metal repaint plus gearbox, suspension, rear axle and engine overhauls (the latter two being further enhanced via the fitment of an anti-roll bar and Stage 1 camshaft respectively). Some 12,000 miles later the B GT is still said to 'simply drive like new'. Riding on Rostyle wheels, this smart MG is offered for sale with a V5C Registration Document and large history file containing invoices for the thousands of pounds spent on parts during its rejuvenation.

The Bentley S1 Standard Steel Saloon replaced the R-Type standard steel saloon in 1955. Improved from its predecessor by not just offering seating for five adults, but also a more comfortable arrangement thanks to three extra inches in the wheelbase, enlarged headroom and even bigger boot space. The ride was improved by softer suspension and improved braking which helped to counter the increase in power and engine capacity, which now, with 4887cc was propelled through a four-speed automatic gearbox. Finished in Dark Blue with light Blue leather interior 'UXF 805' has been subject to recent improvement having been re-painted, all the wood being re-veneered and the interior trim being re-connolised and repaired where necessary. The Engine bay has also been cleaned and re-painted, the Carburettor overhauled with a replacement gearbox fitted all of which has been over seen by J.K Engineering Ltd of Biggleswade over 2013/2014. Offered with history file comprising of the original handbooks, 20 old mot certificates dating back to 1963, collection of old invoices and original tool kit this handsome Bentley has just returned from a 200 mile round trip to the Goodwood Revival and is ready to be enjoyed by its new keeper.

- Comprehensive history - Recent full engine service - 60,000 genuine miles Ferrari introduced the 365GT4 2+2 at the 1972 Paris Salon, which with an increase in capacity from 4.4 to 4.8-litres and other more minor changes evolved into the 400 that debuted at the same event in 1976. Fuel injection then replaced the 400's six 38DCOE Webers to create the 400i first seen in 1979. 'HYE 100W' hails from 1981. Its bodywork is finished in Rosso Corsa that's teamed with a luxurious Magnolia-coloured hide interior. It is a genuine righthand drive example equipped with the optional automatic transmission. The vendor informs us that the 60,000 miles displayed is correct, and presently regards the Prancing Horse's gearbox and interior trim as 'good' and the bodywork, paintwork and V12 engine as 'fair'. He is selling the Ferrari complete with no less than two folders full of receipts and other paperwork, including a bill concerning the engine service carried out last year by marque specialist Keys Motorsport of Silverstone.

- Restored example of the Spanish-built Mini Cooper S - 1340cc engine and 5-speed gearbox - Detailed history file with images of the works carried out As a way of accessing the Spanish market, BMC licensed Authi of Pamplona to produce a number of its models including the Mini. Volume production commenced in 1969 and by the time the company was sold to SEAT in 1976 some 2000 Coopers had been produced. This extremely smart LHD example was restored by Mini World in Spain between 2001 and 2005 and features leather interior, wooden dash, electric windows, central locking and period radio with ipod connection. Images of the work are contained in the accompanying history file along with a copy of the Spanish registration papers and invoices dating back to the 1980s. Featuring a 1340cc engine and 5-speed gearbox, 'Delilah' displays some 6043 miles on her odometer which is believed to have been zeroed during the restoration. Finished in blue with black leather piped white, she comes with a Swansea V5C and MoT to July 2016.

PLEASE NOTE: There are a large amount of parts, including two engines, for this vehicle located near the Documents Office.   Introduced in October 1930, the Series 370-A was Cadillac's first V12 engined model. Essentially a scaled down version of the marque's magnificent Series 452 V16 range that had been launched the previous year, it was similarly engineered by Ernest Seaholm and Owen Nacker. Available with 140-, 143- or 150inch wheelbases, its massive chassis was equipped with all round leaf-sprung suspension and fifteen-inch vacuum servo-assisted drum brakes. Like its V16 sibling, the V12 featured a heavily stylised engine bay in which ancillary components were largely hidden from view and the motor itself presented as a piece of monolithic sculpture. To maintain this illusion even when running the advanced unit boasted hydraulically rotated eccentric bushings to dampen the noise from its overhead valve system. With a bore and stroke of 3.125inches x 4inches, the 45? V12 displaced over 6,000cc. Reputed to develop 135hp @ 3,400rpm together with prodigious torque, it was mated to a three-speed manual gearbox that carried synchromesh on its upper two ratios. Utilising a three-quarter floating back axle housing a spiral bevel differential, it could be had with a bewildering range of different bodystyles by both Fischer and Fleetwood (though the latter were responsible for all interiors). One of just three such Coupes known to exist, chassis 1000451 was purchased new by a mine owner as a present for his wife. Resident in the dry state of New Mexico thereafter, the Cadillac still retains traces of its original Black paint and Grey upholstery. Seemingly taken off the road with engine trouble, the Coupe comes with a spare V12 as well as its original powerplant. Substantially complete, this extremely rare and attractive Cadillac has been duty paid into the EU and is offered for sale as a worthwhile restoration project complete with 1952 New Mexico title document.

- 1 of approximately 10 survivors known to the Riley Register It was its model 9 of 1926 that really put Riley on the map which, thanks to its lusty 1087cc twin-camshaft engine, soon found success in competition, further boosting the order book. This splendidly-presented Kestrel variant features Cream over Green bodywork and a Green hide interior, and rides on Cream-painted wired wheels. It was evidently restored some 15 years ago and, following a period of regular use, has been dry stored since 2012. The engine has been uprated to 'Merlin' specification courtesy of high-lift camshafts, Omega pistons and twin carburettors and drives through a manual, 'all helical' gearbox. 'ASJ 214' benefits from the recent fitment of new brakes, Blockley tyres and inner tubes and is being offered complete with tool kit, manuals and spare parts. The vendor currently rates the bodywork (complete with sliding sunroof), two-tone paintwork and transmission as 'excellent', and enhanced engine and leather interior trim as 'superb'. This delightful Riley currently displays an unwarranted mileage of 57,000.

- Beautiful example built to exemplary standards by John May - Competed in the 'Daily Express' Production Jaguar race at the Silverstone Classic in July 2009 - 3.8 litre engine with semi race camshafts & 3x HD8 SU carburettors, E-Type (4.2) all synchro gearbox In addition to maintaining the factory XK 120's for many years and providing the basis for the Nigel Dawes series, John May has been creating his own interpretations of the ideal XK Jaguar for several decades. Today, he is no longer accepting new work. It is not simply that his cars are built to exemplary standards and incorporate the fruits of his vast experience of the marque, it is his uncompromising determination to get the detail of the job absolutely right which makes his output special. 679351 left Brown's Lane in 1952, bound for the US. By the late 1990's it had found its way back to Tewkesbury and underwent a painstaking bare chassis restoration. The detailed specification was formulated with occasional competition in mind, but principally, to serve as a long range tourer. It was finished in 2000. In the early years following the completion of its build, the car took part in the road going class of a few XK races, only failing to finish once (when the driver broke the gearstick and got fed up driving around in second gear). It was always driven to and, importantly, back from the circuits at which it competed, never suffering an impact. Its only 'competitive' outing in the past 10 years came as the result of an invitation to take part in the 'Daily Express' Production Jaguar race at the Silverstone Classic in July 2009, a one off race staged to celebrate the 60th anniversary of the XK's first competition victory at Silverstone in 1949. A commemorative plaque from this event is fitted to the dashboard. Although it has had limited use, the car has been maintained by John. Finished in Jaguar Gunmetal Grey with red leather and Turrino 5 ¢ x 15" colour coded wheels with polished alloy rims laced in E-Type offset pattern, the car's enviable specification includes fixed quarter lights and rear windows, minimalist custom indicators, halogen headlights, rack & pinion steering, modified suspension geometry, adjustable telescopic dampers all round, uprated springs and torsion bars, Salisbury 4HA axle with Powr lock differential and 3.05:1 'touring' ratio, disc brakes all round with Alcon 4 pot front callipers, custom made rear anti roll bar, Dave Butcher E- type 3.8-litre engine with semi race camshafts and 3x HD8 SU carburettors, E- type (4.2) all synchro gearbox, XK 140 radiator electric fan with viscous coupling, alternator, sports exhaust with removable rear baffles, side mounted aluminium water header & oil catch tanks, bucket seats - position adjustable, 4 point harnesses, full leather trimmed roll cage, competition pedal box, leather trimmed dash, doors and rear parcel shelf and battery box, full instrumentation including map light and period aviation chronometer, period Motorola radio (display only), 2 speed wipers and electric screen wash, wood rim steering wheel, plumbed in fire extinguisher (unused), ignition cut out, burst proof aftermarket locks and leather edged carpets. This stunning XK, ready to be enjoyed and worthy of close inspection, is offered with Swansea V5C, detailed specification sheet, Jaguar Cars vehicle information sheet, invoices from XK Developments and assorted old MoTs.

- Comprehensive professional restoration recently completed by marque specialist - Matching numbers UK supplied RHD car with Jaguar Heritage Certificate - Finished in its original specification and colour scheme of Opalescent Silver Grey with red interior Launched at the 1961 Geneva Motor Show the Jaguar E-Type was nothing short of a revelation. With its heady blend of supercar performance, breath-taking styling and low price tag, the newcomer left rivals reeling and customers clamouring. Built as a monocoque with a front sub-frame to cradle the engine, the model's combination of all-round independent suspension (torsion-bar front / coil-sprung rear) rack and pinion steering and four-wheel disc brakes gave it excellent road holding and handling capabilities. Fed by triple SU HD8 carburettors and topped with a 'straight port' DOHC cylinder head, its indomitable 3781cc straight-six engine was quoted as developing some 265bhp and 260lbft of torque. Allied to a four-speed Moss gearbox (with synchromesh on 2nd, 3rd and 4th), it reputedly enabled the E-type to sprint from 0-60mph in 6.9 seconds and onto 150mph. Achingly beautiful yet viciously quick, the iconic E-type remains for many the ultimate production Jaguar. This original matching numbers right hand drive UK market Series 1 E-type 3.8 was, as confirmed by the accompanying Jaguar Heritage Certificate, manufactured on 30 April 1962 and finished in Opalescent Silver Grey with red interior. On 1st June 1962 it was supplied to its first owner, a Mr R H Hyman, via Henlys, Manchester. According to the V5C registration document there are only two further registered keepers including the current vendor since the car was new. The subject of an extensive restoration between 1975-1980 by Phoenix Automotive which included an engine overhaul, full retrim and replacement of the bonnet, doors and floor, after six months of summer motoring it was dry-stored on wooden blocks under a fitted cotton dust sheet and woven covers. Subsequently offered for sale at H&H's Pavilion Gardens auction in October 2013, it was purchased from there by the vendor, a keen historic racer and car collector. Upon inspection the car was found to be structurally sound but the non-original green paintwork had suffered and was in poor condition. The decision was taken to treat the car to a comprehensive back to bare metal restoration with the work being entrusted to a marque specialist and race car preparer. These painstaking works took eighteen months to complete and included a return to the original specification and colour scheme of Opalescent Silver Grey with red interior. Retaining its Moss gearbox and registering some 78,000 miles on its odometer, this extremely desirable early E-type, finished in arguably the best colour combination, is accompanied by a Swansea V5C document, Jaguar Heritage Certificate, sundry invoices and current MoT expiring September 2016. Always prized by collectors, original UK market E-Types have now become particularly sought after and this beautifully restored example would undoubtedly enhance any collection.

- The 126th XK120 Roadster made to right-hand drive specification - Supplied new via Henlys of London and resident in Australia for many years before being repatriated during the late 1980s This handsome Red Jaguar was manufactured on the 7th of July 1950 and was the 126th righthand drive example of this iconic model to vacate the Browns Lane factory. Though not one of the original batch of all-alloy-bodied cars, it is nevertheless understood to have possessed its aluminium bonnet, doors and wings from birth. It was supplied new via Henlys of London and by January 1951 belonged to a Mr McDoughall of Australia, the country it remained in until repatriated in 1988; at which point it is believed to have benefited from a comprehensive restoration. The car is not new to H&H, having featured in our October 2000 sale. The vendor acquired it in April 2008, after discovering it under a dust cover in the North Yorkshire Motor Museum. The following year he invested £4,937.41 in having the 3.4-litre engine overhauled by VSE, during which the cylinder head was replaced with another original one; as was the water pump, complete with 'spitfire' cooling fan. Subsequent replacements include: an alloy radiator with waterless coolant; brake cylinders; cloth covered wiring loom; high torque starter motor; Zircotec heat treatment for the exhaust manifold and new tyres all-round (2015). The vendor informs us that the Jaguar is as-original in all respects apart from an alternator with the period look of a dynamo'. He adds that 'the chassis is stamped in the correct places, as is the original Moss gearbox that works perfectly. In summary - it's a nice honest XK that drives very well'. He is offering it complete with 'good' hood, side screens, rear wheel spats, tailored car cover and what is believed to be the original registration number - 'PFF 481'.

- Formerly owned by the Governer of St Helena and showing just c.15,800 miles - In the current ownership since 1989 - Five speed gearbox Purchased new by Mrs C A E Baker in October 1984, this Morgan was subsequently shipped via the Bravo Sif to St Helena where her husband, Mr F E Baker CBE, was Governor. Returning to the UK in 1988, it was subsequently acquired by the vendor (the second owner) in 1989 with c.3,000 miles on its odometer. Registering just 15,857 miles at the time of cataloguing, it is finished attractively in Blue with Cream interior and is understood to be powered by a Ford XR3 engine mated to a 5 speed gearbox. Described as being in "good" condition as regards its bodywork, paintwork, engine and transmission with "a little wear" to the interior, the car is accompanied by an Owner's Handbook, assorted invoices and expired MoTs dating back to 2000. A low mileage example with just two owners, this handsome Morgan is expected to possess a fresh MoT by the time of sale.

Donald Healey's eponymous company built a prototype two-seater sports car for display at the 1952 London Motor Show. It was based on Austin A90 Atlantic mechanicals and sported a sleek body designed by Gerry Coker and built by Tickford. It was dubbed the 'Healey Hundred' (a moniker chosen to reflect the car's ability to reach 100mph), and Healey planned to build production versions at his factory in Warwick. As things transpired, the prototype impressed the public and so excited Austin's Managing Director, Leonard Lord, that he agreed to build the car in volume at Longbridge. The newcomer was renamed the Austin Healey 100. The rest is history. The production bodyshells were made by Jensen and then transported to Longbridge where the cars were assembled alongside the A90. The early cars (code named BN1 and BN2) were equipped with the same four-cylinder 90bhp 2,660cc engine as the A90. They had 11" drum brakes all round. The front suspension was independent by coil springs while the rear featured a traditional live axle supported by semi-elliptic leaf springs. The steering was by cam and lever. The home market BN1 on offer is a 1954 example that features smart Spruce Green bodywork complemented by Black interior trim and rides on silver-painted wire wheels. This particular 'Big' Healey has had four keepers to date and is the subject of an older restoration. The engine has been upgraded to 'M' specification ('M' spec. carburettors, cold air box, lightened fly wheel, uprated anti-roll bar, etc.) and the original gearbox replaced by the more desirable four-speed plus overdrive BN2 unit. 'OWD 726' has recently been treated to a full service by a marque specialist, and is described by the vendor as being 'well sorted' with 'excellent' bodywork and paintwork, and 'good' interior trim, engine and transmission. It is being sold complete with lead free conversion, Heritage Certificate, FIVA identity card and MOT until September 2016.

Long before the ubiquitous Willys Jeep had been conceived, the Willys-Overland Motor Company was a major producer of tough and reliable family automobiles - in fact from 1912 to 1918 only the mighty Ford Motor Company is thought to have produced more cars for the American market. The four-door righthand drive Type 69 Tourer on offer was evidently imported from the USA by the previous owner in 1991, with the vendor acquiring it in 2006. Its four-cylinder engine drives through a three-speed manual gearbox and 'DS 9636' sports Black bodywork and interior trim and rides on varnished artillery wheels. The car comes complete with an electric starter and both the gearbox and rear axle have been overhauled this year. The vendor now classes the engine and interior trim as 'good' and the bodywork and paintwork as 'fair.' Accompanied by a VCC Dating Certificate that was issued in 1993, the Willys has been extensively used on various VCC events including last year's WWI Tour starting in London and proceeding to France and Ypres in Belgium.

General Motors' Advance Design Series of trucks, represented the company's first post-war reshape and were claimed to be bigger, stronger and sleeker than the AK model they replaced. The newcomers quickly acquired a loyal following and were produced with only minor amendments from 1947 to 1955, during which period the Chevrolet brand topped the American truck sales charts. The left-hand drive sale vehicle has recently been brought to these shores from the dry state of California and we are informed the Chevy was purchased from its long term private keeper of some 10 years. It's understood under his ownership the Chevy was re-painted and re-trimmed. Power comes from a 3.8-litre (231ci) petrol engine coupled to a three -speed manual gearbox and the pickup features a side mounted spare wheel with White wall tyres which are said to be all in 'good' order and has just received a new battery, starter motor, clutch kit, handbrake cables and oil change. Offered with US title and all duty paid this handsome pick up is ready for the new keeper to be the first name in the V5C. Drive a modern box and long for something more interesting - then this could be for you?!

This attractive-looking example of Britain's favourite sports car has Mid Blue bodywork complemented by a Light Tan interior. It's a four owner example that was removed from the road in 2002 and restored over the ensuing seven years, since when it's travelled less than 4,000 miles. The history file contains invoices totalling in excess of £15,000 and the work carried out included a conversion from rubber to chrome bumpers, during which the ride height was lowered to that of the earlier cars. 'KKR 336P' benefits from a handling kit and Spax dampers all-round. Its impressive specification further includes: oil cooler and braided pipes; overdrive; silver coloured wire wheels; wood rim steering wheel; Pioneer radio/CD player; stainless steel door treads; locking fuel cap; and car cover. The vendor classes the bodywork, paintwork, interior trim, four-cylinder engine and four-speed manual gearbox as all being in 'good' order and says the venerable MG 'drives exceptionally well'.

- Hidden from public view for the past 40 years - The first of three Aston Martin DBS V8 chassis re-modelled by Ogle Design, chassis DBSV8/10380/R was the original 'Sotheby Special'. - Displayed at the Montreal Motor Show and Geneva Salon during 1972 - Prototype fuel-injected V8 (engine number: V535/002/P), five-speed manual gearbox - GRP bodywork with extensive glasshouse supported by Reynolds tubing A recent letter to the vendor from the manager of Aston Martin Heritage Operations that accompanies this 'barn find' sums the car up perfectly: "I am able to confirm that the above vehicle was shipped to Ogle Design of Letchworth, Herts in 1971 by Aston Martin as the prototype for the Sotheby Special Project, financed by W.D. & H.O. Wills Ltd. This vehicle is the first of three Sotheby Specials produced at Ogle Design." The vendor purchased this historically interesting Aston Martin (chassis No. DBSV8/10381/RC) very much in its current state in the mid-1970s from a Mr Pepper, who was then employed by Ogle and had responsibility for organising the car's disposal. Research into the cars serial numbers have proved the prototype fuel-injected engine to have been built in 1967 and the DBS V8 chassis in 1970-1971. Ogle constructed the bodywork from glassfibre, while the extensive glasshouse above the waistline was formed in Perspex, supported on a tubular frame of Reynolds 531 - a steel once very popular with the cycle racing fraternity. The rear panel was made of a single sheet of satin stainless steel with holes inserted for no less than 22 rear lamps - the harder the driver braked, the more lights were illuminated. The headlamps were secreted behind a pair of pneumatically operated panels that would automatically drop down when the lamps were in use. Also of note is that the car had a single transverse rear seat, presumably making the Ogle the only post war three-seater Aston Martin. The vehicle was finished in Dark Blue adorned with Gold pin striping and unveiled as a centrepiece of the Montreal Motor Show of January 1972. It also appeared at the ensuing Geneva Salon a couple of months later, and was reviewed by Raymond Baxter for the then popular television programme 'Tomorrow's World'. The Sotheby Special certainly seems to have impressed Motor magazine, as they devoted their January 15, 1972 front cover to the car. Unfortunately, history relates that Wills's Sotheby brand of cigarette was not a great success and, now redundant, the motor show car (that had never been road registered), was partially stripped for parts and placed in storage. Indeed, according to the vendor, it has seen the inside of several barns over the subsequent 40 plus years, in particular - Bonners Farm near Luton, Tallents Farm near Hitchin and Crook Corner Riseley. One way and another it has been hidden from public view for a very long time until now, when it being offered for sale in genuine 'barn find' condition. It is still equipped with its manual five-speed gearbox. The paintwork is original but, like the rest of this historically fascinating vehicle, is now in need of restoration. The vendor informs us that some of the Triplex glass remains with the car, as do the door cards and radiator, and that the alloy wheels were apparently re-painted in the late '70s. Aston Martin has volunteered that it will be happy to help the next keeper get the vehicle road registered and would also be delighted to carry out the restoration if required. What better project for the upcoming winter!

- 3 previous keepers and c.97,000 miles - Green logbook, handbook, warranty and service booklet - Assorted old MoTs and service history Based on a design exercise by the Swedish-born Pelle Petterson whilst working at Frua, the Volvo P1800 sports car was officially unveiled at the January 1960 Brussels Salon. Not entering production for a year, the newcomer's sleek two-door monocoque bodyshell was equipped with independent front suspension, a coil-sprung 'live' rear axle and disc / drum brakes. Powered by a 1782cc OHV four-cylinder engine (complete with five-bearing crankshaft and twin SU carburettors) allied to a four-speed manual gearbox, it was capable of over 100mph. A Sussex car all its life, the accompanying V5C records LNJ 78E has enjoyed just 3 owners in its 48 years. Finished in red with black leather and displaying some 97,000 miles, the vendor describes it as being in "very good" condition regarding its bodywork, paint and engine, whilst the interior shows some signs of use commensurate with its age. Offered with a nice history file including a green logbook, handbook, warranty and service booklet, assorted old MoTs and invoices.

At the dawn of the 1930s with the reverberations of 'Black Friday' felt worldwide, competition between carmakers grew increasingly desperate. Thus, while WO Bentley sought to refine his 8-litre, Rolls-Royce responded by dabbling with a sports car concept. Their concerns as to the branding of 'Peregrine' (as the project was labelled internally) were alleviated by Bentley's collapse in 1931. Outflanking rivals D. Napier & Son, they acquired Bentley wholesale for £125,257. With a department brief that 'the new car must be as unlike the Rolls-Royce models as possible'. Derby engineers set about preparing 'Peregrine' for flight. Built on a 'double-dropped' chassis. the newcomer employed a tuned version of the Rolls-Royce 20/25's 3,669cc OHV straight-six engine. Boasting twin SUs, wilder camshaft, strengthened con-rods and higher compression ratio, it developed around 120bhp without compromising on refinement. Equipped with the 20/25's four-speed manual gearbox, high-geared steering and hydraulic dampers, the resultant 'Silent Sportscar' was unveiled to great acclaim at the August 1933 Ascot Races. Chassis No.B54AH was sold new to Colonel E W Margesson in 1934 and clothed in an all-alloy, Close Coupled Saloon body by Park Ward. The coachwork is attractively finished in two-tone Grey while the contrasting interior features eye-catching Red leather upholstery, matching carpets and re-varnished wood cappings. The engine was apparently overhauled a few years ago, and an oil filter conversion carried out; since when 'PO 9559' has travelled just 2000 miles. In addition: the rear axle has been refurbished, the road springs renewed, and the wheels overhauled with new stainless steel spokes and treated to new spinners. The Bentley is being sold complete with its original mascot and a set of newly re-plated door handles. The vendor regards this delightful Derby as 'pretty and ready to enjoy' and grades the engine, gearbox and interior as 'A1' and the coachwork and paintwork as 'good'.

- Aluminium bodied car delivered in January 2015 after a two year build - 3.8-litre Jaguar E-Type race engine with five-speed Toyota gearbox - 160 running in miles only Evanta Motor Company, established in 2005, was the brainchild of Ant Anstead and went on to produce a strictly limited run of this model. With all cars rapidly finding owners, no more examples are available from the company. Delivered in January 2015 after a two year build, this one owner Evanta has just c.160 running in miles on its odometer. Featuring full aluminium bodywork painted in Aston Martin Almond Green, paying homage to one of the greatest sports racing cars from the 1950s, it is powered by an ex-Eddie Farrel Jaguar 3.8-litre E-Type racing engine producing around 300bhp mated to a Toyota 5 speed gearbox. Adjustable electric power steering is also fitted. Two steering wheels accompany the car, a period-style wheel and a smaller one with a clever stowage arrangement in the boot allowing both to be carried at the same time. A tonneau cover provides all-important weather protection and the fuel filler cover has been signed inside by none other than Stirling Moss. The workmanship and attention to detail on the car is quite breath-taking making it worthy of the closest inspection. Recently displayed at the Goodwood Revival Meeting, this stunning evocation is accompanied by a Swansea V5C, photographs of its build, assorted invoices including one from Brooklands Motorsport for work to the engine and a Certificate of Newness from Evanta Motor Company Ltd.

Introduced at the 1984 Paris Salon, the Testarossa caused a sensation. Developed with the aid of a wind tunnel it combined a low drag coefficient with impressive negative lift characteristics (hence the lack of extraneous aerodynamic aids). Although, it was built around a similar tubular steel matrix and retained the same mid-engined layout as its Berlinetta Boxer forebears, the Testarossa was more than just a simple evolution. Its use of galvanised steel for the doors, roof and bulkheads promised greater longevity (the rest of the bodywork was formed in aluminium), while a longer wheelbase, wider track and revised all-round double-wishbone coil-over suspension promoted better handling. As well as greater interior space, drivers also benefited from an adjustable steering column, re-profiled seats and air conditioning. Extensively reworked, the 4942cc flat-12 was lightened by 20kgs and featured ellipso hemi-spherical combustion chambers, four-valve cylinder heads and Bosch KE-Jetronic fuel injection. Developing some 390bhp and 362lbft of torque, it was mated to a five-speed manual gearbox but kept in check by twelve-inch discs all-round (gripped by four-pot callipers) and a limited slip differential. Highly praised by the contemporary motoring press, Autocar magazine found the Testarossa capable of 181mph and 0-60mph in 5.3 seconds. Predictably exclusive, production totalled 7,177. This 1990 left hand drive example is finished in traditional Rosso Corsa and trimmed in Black leather. We are told the Ferrari has formed part of a well maintained, extensive Japanese collection for many years and has recently arrived on these shores and has been Nova registered. This iconic 80's supercar currently displays 70,445 kilometres (approximately 43,772 miles). PLEASE NOTE: Should this lot remain in Europe, it will be subject to VAT (20%) on the full purchase price (both the hammer price and the commission).

The Monaco Diplomat is an extremely spacious RV that boasts a full seven feet of ceiling height and three 'slide-out' areas to expand your living space - two in the living area and one in the bedroom. The interior of this motorhome has been very well maintained and features 'New Vintage Oak' look finish in the kitchen, a queen bed in the bedroom and plentiful storage provided by the wardrobe closet, dresser and roomy overhead cabinets. The pilot's seat features six-way power controls, while the co-pilot's has a power footrest. Everything is strategically arranged to give the best possible driving experience and to help minimize driver fatigue. Powered by an 8.8-litre straight six engine developing some 400hp driving through a 6 speed gearbox, effortless cruising is guaranteed. Requiring an HGV Class 2 licence to drive as is or HGV 1 if towing a trailer, this comfortable RV would grace any race paddock. Registering some 31,049 miles on its odometer, it is accompanied by a Swansea V5C document and full service history. With a list price of around £200,000 when new, it has been enjoyed by just one private owner excluding the supplying dealer. The vendor further advises it will possess a fresh MOT in time for the sale and that no VAT duty is payable. Described as having "good" bodywork and paintwork with "excellent" interior and engine, it would be perfect for family trips abroad or for driving yourself and your trailered race car to motorsport events.

Introduced in 1996, the Lotus Esprit V8 was powered by a bespoke 3.5 litre twin-turbo engine allied to five-speed manual transmission. With a quoted 350bhp and 295lbft of torque on tap, the two-seater was reputedly capable of 0-60mph in 4.7 seconds and 175mph. Offering a typically fine ride / handling balance courtesy of its rack and pinion steering, all independent suspension and four-wheel disc brakes, the model remained in production until 2004 by which time just 1,451 are thought to have been made. Finished in Blue with Cream hide upholstery, 'S550 SEG' is understood to have been in fine order back in 2007 when it suffered cosmetic damage, but was nevertheless classified as a Category D write-off for no other reason than Lotus were at the time unable to supply the parts required, thereby making it temporarily uneconomic to repair. Happily, the Esprit has subsequently been returned to its former glory and is these days regarded by the marque specialist vendor as having 'very good' bodywork, paintwork, interior trim, V8 engine and five-speed manual gearbox. We understand from the seller that the currently indicated mileage of c.52,000 is correct. This lusty Lotus comes complete with an MOT valid to September 22, 2016.

- Barn find condition - Frame, engine, gearbox, wheels - Restoration project

- Original unrestored machine - In good running order - Fitted BTH mag, TT carb, Rev counter and 12R gearbox

- Totally restored and ready to use - Eligible for Giro d'Italia and Milano Taranto events - Special 5 speed gearbox

7 boxed diecast models including Bburago, Polistill and Gearbox, boxed (7)

1960 Rolls-Royce Silver Cloud II long wheelbase limousine by Park Ward & Co. Registration no. TSV 970. Chassis no. LCA 71. V8 6.2 litre engine. Automatic transmission with power steering. This very elegant and rare Classic Rolls-Royce limousine is one of less than one hundred right hand drive long wheelbase Silver Cloud II with division built. It has traditional black coachwork with cream hide upholstery with electric division, folding picnic tables, air conditioning and all the usual luxuries associated with the best car in the World. It has an extensive service history file and was totally rebuilt in the late 1980s, including engine, new gearbox, overhauled axle, suspension and re-panelled body. It has been owned for the last twenty-five years by the current owner, who has had it regularly maintained by a Rolls-Royce Specialist and has covered approximately 16,000 miles during that time. It is also supplied with a V5 document and M.O.T. until January 2016. A wonderfully elegant and reliable Classic Rolls