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- 87,000 recorded miles and original red leather upholstery - Recent new clutch and gearbox change, said to 'run well' - Offered for sale with various spares and current MOT certificate Further Info: With the Series II Minor of 1952, came a new engine - the A-Series 803cc OHV unit. The more major update of 1956 saw that powerplant's capacity increased to 948cc, the model rechristened 'Minor 1000', the rear window enlarged and the split-screen front one replaced with a single glass. This very tidily-presented and seemingly unmolested home-market four-door Saloon example was first registered in September 1957. It sports Grey bodywork complemented by an original Red leather interior. The venerable Morris has apparently recently been treated to a new clutch and fresh gearbox, and the old transmission and a variety of other spares are included in the sale. The vendor currently classifies the bodywork, paintwork and interior trim as 'good', and says the engine 'starts well' and transmission 'runs well', while he describes the boot and under-bonnet areas as 'very clean and tidy'. The odometer currently registers an unwarranted 86,832 miles.

- One owner from new and waxoyled upon delivery - Unused since cosmetic and mechanical refurbishment two years ago - Original radio still fitted and MOT'd until June 2016 Further Info: Debuting in America during 1979 as the 'Rabbit Pickup', the Volkswagen Type 14 Light Commercial was renamed 'Caddy' for its European launch some three years later. A derivative of the Giorgetto Giugiaro-penned Golf MKI, the Type 14 remained in production until 1992 and proved a durable yet stylish workhorse. This decidedly smart example was purchased new by the vendor in February 1992. It was apparently Waxoyled at birth and the load space has always been covered. Two years ago 'J970 FAB' was shipped to Vienna and refurbished - during which it was treated to a new cam belt, clutch and tyres, the starter overhauled, and the vehicle once again Waxoyled for good measure. Finished in Red and trimmed in Grey cloth, the Caddy has remained unused since the work was completed, and is therefore currently regarded by the vendor as having 'outstanding' bodywork and paintwork, 'excellent' interior trim, and 'very good' four-cylinder engine and five-speed manual gearbox. It is now offered complete with its original radio plus a fresh MOT certificate.

- Original Black Tulip livery, Black leather seats, mohair hood etc - Recent engine overhaul, steering refurbishment and other fettling - Past anti-corrosion treatment and MOT'd until June 2016 Further Info: The MKII version of the venerable MGB was introduced in 1967 and brought an updated manual gearbox, the option of a Borg Warner automatic unit, revised rear axle, and switch from dynamos to alternators. This comprehensively specified example vacated the Abingdon production line in 1972 and was first registered in April the following year. It is finished in the subtle combination of Black Tulip bodywork and Black interior trim and features such niceties as: a roll-over bar, leather-rimmed steering wheel and seats, mohair hood and stainless steel exhaust system, and rides on Rostyle wheels. The vendor acquired the MG in 2009 and informs us that extensive maintenance was carried out by the previous owner. 'YTA 243L' has recently been treated to: an engine overhaul (new pistons / bearings, cylinder head work), refurbished steering, new clutch and front dampers, plus five fresh tyres. He currently considers the bodywork, paintwork, interior trim, four-cylinder engine and four-speed manual / overdrive transmission to all be in 'good' condition. The odometer currently displays an unwarranted 47,348 miles.

- Two-thirds scale single-seater with steel monocoque tub and GRP bodywork - Yamaha 125cc engine with 6-speed sequential gearbox - Extensively restored and re-painted Further Info: Reminiscent of the F1 cars of the early '70s, the two-thirds scale Lystonia junior single-seaters were a development of the Jomoro marque, and both makes were the work of Jim Morgan and other former employees of Alan Mann Racing. Of unique design, the Lystonia featured a steel monocoque tub and fibreglass bodywork. The suspension was independent by rose-jointed wishbones all round. Powerplants were to choice, and ranged from mild 6hp Briggs & Stratton engines to full-house 250cc Bulltaco units. A total of 14 Lystonias are thought to have been completed before funds ran dry. The example offered is chassis No.006, which is powered by a 125cc Yahama engine. This stunning-looking mini-racer was extensively restored by the vendor (a very successful speed hillclimber) for his daughter, and features Bright Orange bodywork teamed with a Black seat. He regards the fibreglass body panels, seat trim, engine and six-speed manual transmission as all being in 'excellent' condition, and the car is now set to provide hours of pleasure for a new child driver.

- Part of the Sharpe family collection for decades - 1 of just 6 or so known survivors and ex-Ramsgate Motor Museum - Highly original, 707cc twin-cylinder engine, 2-speed transmission Further Info: The so-called New Carden was built in small numbers by Arnott & Harrison of Hythe Road, London, and 'PD 3235' is thought to be one of only six or so survivors. This remarkable example is described by the vendor as being 'in correct and original condition complete with suitably faded Blue over Black paintwork and equally patinated Black upholstery'. For many years it formed part of the Sharpe collection and was on display at the Ramsgate Motor Museum before being dispersed via a Christie's auction in 2005. Power for the little four-seater comes from a twin-cylinder, air-cooled two-stroke engine of 707cc, that's underslung below the rear passenger seat and integral with the two-speed manual gearbox and axle. It is fed by a single updraught carburettor mounted between the cylinders. The engine is coaxed into life by a kickstart operated from the driver's seat and the gearchange effected by a lever to the driver's right. This fascinating and rare New Carden was last taxed and running in 2007.

- Thrice winner of the HSCC Autosport 3-hr race - Winner of the HSCC Guards Trophy Championship and 2013 Spa Summer Classic etc - Prepared by Ian Jones of Racing Fabrications and in race ready order - History researched by Allen Brown of OldRacingCars.com and outlined in an accompanying dossier - Lester Owen engine currently fitted. Spares include bodywork, long-range fuel tanks, wheels and gear ratios etc. Further Info: David Good had an impressive racing career. He annexed the 1961 British Hillclimb Championship driving a Cooper JAP 1100 before moving to seemingly ever more potent machinery, including a Group 7 Lola T70, F5000 McLaren M10B, F1 four-wheel-drive BRM P67 and DFV-powered Lyncar. These cars would have tested the resolve of even the most talented able-bodied racer, let alone one such as Good, who was born minus right forearm and hand, and therefore forced to change gear with his left hand while steering with his stump. This extraordinary driver was the first owner of Chevron B8 Chassis No.DBE38 and purchased the bright Yellow racer part way through the 1968 season to replace an older version of the same marque. By removing the road-going equipment that defined it as a GT car he was, at some venues, able to enter it as a sports racing car and therefore be eligible for championship points. At Great Auclum near Reading for example, he finished an astonishing 3rd overall among the single-seaters. At Loton Park he was only beaten by Peter Lawson in Good's old four-wheel-drive BRM. Presumably impressed, former hillclimb champion Lawson purchased the Chevron in order to go circuit racing in 1969. He had his first win at Rufforth in Yorkshire on the Easter Saturday and that was followed by several more in club events, but it's fair to say he was not as assured at going round in circles as up hills, and by 1970 the Chevron had passed to another renowned hillclimb exponent, Reg Phillips, the chairman of James Fairley Steels. Despite not treating his hillclimbing too seriously by this stage, the 55-year-old Phillips still finished third in that year's Shell Leaders Championship. For 1971 he converted it to sports racer specification courtesy of an open body produced by GP Metalcraft, and with it in this guise he notched up some impressive results against far more potent machinery. Nevertheless, before the end of the season, the Chevron seems to have passed briefly through the hands of former Works Cooper driver and keen hillclimber Mike MacDowel (though he apparently has no memory of this!) before becoming the property of Barry Greenaway of Hayes, Middlesex. It was in 1972, while Greenaway and Dave Wellings were giving the car a shakedown in a Snetterton event, that Wellings had a hefty shunt, finally landing upside down after two or three (he was apparently unsure exactly how many!) somersaults. It transpired the oil tank pressure relief valve had become blocked, causing the reservoir to burst and spray hot lubricant over the front tyres and brakes. The damaged Chevron then passed via Roger Andreason (later the MD of Chevron Cars) to Peter Hemming, who subsequently became the manager of actor Paul Newman's Can-Am racing team. Hemming quickly discovered the crumpled alloy body was beyond reasonable repair and instead converted the Chevron to accept a Scottish-built Gropa one. This open design had been created to allow the B8s to run in Group 6 events, but required strengthening of the sills in order to retain the right level of stiffness. Hemming discovered this the hard way and reported he could 'actually lift wheels while cornering'. In c.1974 he therefore sold the Gropa to an Italian in exchange for a Lancia Fulvia and a bag of Lira. Precisely which Italian is not now 100 percent clear, but it's thought to have been Enrico Grimaldi di Nixima. Whatever, the car, by now Dark Green in colour, then became the property of Italian collector Flavio Tullio. According to Flavio's son, Matteo, it was at this point the Gropa body and the chassis (ie DBE38) were separated, with the latter being sold to a currently unknown person in England and the former hung on Matteo's wall, where it reputedly remains to this day. The next appearance of #DBE38 was during 1982 when it was advertised for sale in Autosport magazine by Richard Thwaites of Huddersfield. As well as describing the car as a 'Chevron B8' his listing made mention of it being 'ex-Gropa but with complete new B8 bodywork' which tallies with Matteo Tullio's account. Thereafter, it was sold by David Parkinson of Otley, Yorks, to Gary Dunkerley of South Africa in the April of 1984. The car was reportedly described on the related invoice as 'CH/DBE 38' and the major items of hardware were accompanied by BMW engine No.1694748 and Hewland FT200 gearbox No.779. Dunkerley apparently recalls the car arriving in many pieces and devoid of all plumbing or electrics. Nevertheless he had it trackworthy by the second half of 1984 and continued to race it until early 1992, during which period he competed at all the major circuits in South Africa as well as in the street races organised by David Piper in 1988. He was successful too, winning the 1986 HRCR club championship. Once he'd ceased competing with it, Dunkerley stored the car until selling it to Simon Leighton of Staines Middlesex in March 2004. Having repatriated the Chevron, Leighton entrusted it to Ian Jones' Racing Fabrications business, where it was fully restored in Yellow, as raced by David Good all those years before. He then campaigned the car from 2006 to 2009. It was at this point that it was acquired by the vendor, Nick Fleming, who first drove it in the Gold Cup meeting at Oulton Park. He has subsequently won the HSCC Autosport 3-Hour race an unprecedented three times with the B8, as well as the HSCC Guards Trophy Championship and several individual events of note - not least the Spa Summer Classic of July 2013, at which it topped a podium of B8s and finished 2mins 20secs ahead of its nearest rival. Meticulously prepared for each event by Jones, this car has been incredibly well looked after and is very well known around the historic paddock. It is still fitted with its Spa-winning Lester Owen engine, and is on-the-button and ready to race. DBE38 comes complete with long range fuel tanks that can be dropped in with minimal work, the original Gulf-liveried South African bodywork, and a number of other spares such as wheels gear ratios etc. In a 'Statement of Authenticity', Allen Brown, to whom we are grateful for the foregoing facts and figures, summarises the car's late '70s period as follows: "Although the Italian history is still incomplete, the link of the Gropa bodywork connects Hemming through to Flavio Tullio, and the testimony from Matteo Tullio that the car was sold back to England definitely places it back in the UK in the early 1980s. Although the connection from the Tullios is not yet proven, it is now possible to be very confident that this car is Chevron Chassis No.DBE38." Just 44 examples of the iconic Chevron B8 were made. Much of the racing fraternity regards the model as one of the best-looking sports racers ever produced. It has also proved to be one of the most successful, with its long career continuing unabated courtesy of today's flourishing historic racing scene. Now offered in pristine order and resplendent in its original colour, there is no obvious reason why DBE38 can't continue on its winning way for many years to come. It therefore provides a rare opportunity for any budding or established sports racing car driver to add to the already extraordinary story of Chevron - the marque created by the late, multi-talented Derek Bennett and currently celebrating its 50th anniversary.

- Entered from the estate of the late Richard Colton - c£17,600 worth of expenditure since 2005 and 9 service stamps - 1 of 236 RHD cars made, 2.8-litre V6 turbo and auto gearbox Further Info: Responsible for supplying this handsome Gran Turismo when new, the Glenvarigill Company Ltd of Edinburgh also sold it to previous keeper Simon Hemingway under the Trident Approved Scheme on 10th October 2001 at a warranted mileage of 18,423. Finished in Blu Nettuno with Pelle Rossa upholstery and powered by a turbocharged 2.8-litre V6 (284bhp/305lbft) allied to four-speed automatic transmission, the four-seater cost Richard Colton £14,000 upon entering his ownership some four years and 47,000 miles later. Reputedly the penultimate example of just 236 RHD Ghibli IIs made, the Maserati was dispatched to marque specialist Bill McGrath Ltd during August 2006 where £12,462.05 worth of attention was paid to its radiator, steering, front suspension, rear axle, engine (cylinder heads overhauled, new pistons / liners / main bearings / timing chains etc) and interior. Waxoyled the following year, chassis 400235 returned to Bill McGrath Ltd c.3,000 miles ago for a cambelt service, new rear brake callipers and the fitment of stainless steel exhaust back boxes etc. The Coupe's odometer currently shows some 81,850 miles and it is offered for sale with original owner's handbook, service book (containing nine stamps), c.£17,600 worth of post-2005 invoices and MOT certificate valid until June 2016.

- Single family ownership from 1975 to 2011 - Professional body restoration by Brown's Classic Cars of Derrington - 86,000 recorded miles and MOT'd into November 2015 Further info : First owned by Lord Banbury this righthand drive example of BMW's handsome coupe is believed to have had only five owners and was in single family ownership from 1975 to 2011 when only a minimal mileage was covered. A letter on file stating between 1984 (when the third owner's son inherited the car) and 2011, only 3,000 miles were covered although it was always kept taxed, insured and MoT'd during his ownership. Purchased by the vendor in September 2011, a professional body restoration by Brown's Classic Cars of Derrington was completed (photographs are on file) whilst the engine and automatic gearbox have been serviced by AJ Caddick of Stafford. The brakes have also been overhauled and the front shock absorbers, headlights and wiper motor replaced. Finished in Polaris Metallic with blue leather and showing circa 86,000 miles it is described by the vendor as being in "good" to "excellent" condition with fully working original in-car entertainment system and is offered with Swansea V5, green logbook, collection of old MoT's, invoices and a current MoT into October 2015.

PLEASE NOTE: This vehicles doors are protruding due to the fitment of new Alfa Romeo rubber seals.   - Two owners from new and dry stored for the last thirty-one years - Stripped to a bare shell and fully restored by Severn Classics to 'FIA' spec - Approx. 80:20 split between new Alfaholics and refurbished original parts Further Info: The immortally handsome 105/115 Series Coupes were manufactured by Alfa Romeo from 1963 to 1977. Their ground-breaking lines were among the first to be penned for Bertone by the, as yet, relatively unknown master stylist Giorgetto Giugiaro. The Sprint GT was the first variant offered and had a three-year lifespan - 1963-1966, and was powered by a lusty 1570cc version of Alfa's sonorous light-alloy twin-cam engine. The model was very well received and some 31,955 examples were produced all told, a good number of which found their way into motorsport, where they were very successful - and still are today, courtesy of a vibrant range of suitable historic formulae. If you're looking to compete in a Sprint GT, then this, 'as-new', Rosso Red Alfa is for you. A genuine two-owner car, it was dry-stored for 31 years before being treated to a ground-up restoration by Severn Classics, during which it was prepared to 'FIA standard' for hill climbing, sprinting and racing. The vendor says there are too many new parts to mention, but reckons 20 percent of the mechanical items have been professionally refurbished, and the other 80 percent replaced with fresh ones from marque specialist Alfaholics. The Sprint was initially stripped, shot-blasted and new floor pans, door skins, bonnet, boot and wide arches installed. The engine was dipped, vapour blasted and sonic cleaned, and then fully refurbished; as were the gearbox, rear axle and braking and suspension systems. The motorsport parts include roll cage, competition seats and belts, alloy panelling and fuel tank, and the new tyres and Gold-coloured 8x15 wheels on which the Alfa now rides. Now considered by the vendor to be 'excellent' in all major respects, it is on the button and ready for a new keeper to enjoy; and indeed win with.

- Original shell with 1971 Group 2 bodywork - FIA welded roll cage & six point harness - New GAZ adjustable suspension, 14" Gotti and Mahl wheels An enlarged version of the 2000 CS, the E9 coupe debuted in 1968. Despite BMW quitting touring car racing as a factory effort at the end of the 1969 season, privateers adopted and continued to develop the model. Making its first appearance at the 1969 Spa 24 Hours, the E9 CS showed its potential when an Alpina version went on to finish a creditable 9th overall. Alpina would go on to achieve a number of successes the following year, contesting the European Touring Car Championship together with selected rounds of the German Championship, whilst facing stiff opposition from the likes of Alfa Romeo and Ford. In 1971, Schnitzer joined the fray, but Ford's domination of the category that year resulted in only one win for the team at Zandvoort. Finished in Alpina Castrol colours, this left hand drive coupe features an original shell with 1971 Group 2 bodywork. Displacing 3000 cc driving through a four-speed gearbox, its specification includes an FIA six point welded in roll cage, Corbeau Sprint race seat and six point harness. New GAZ adjustable suspension has recently been fitted and the car rides on rare 14" Gotti wheels to the rear with 14" Rials to the front. Resident in Germany for most of its life, where it was used as a hillclimb / circuit racer in the 1970s, it was imported to the UK in 2013 and comes with a copy of the old German registration document and a Swansea V5C. Described as having "good" paintwork, bodywork, engine and gearbox, VDA 107H, currently on SORN, offers a great deal of potential and should be eligible for a number of historic racing series subject to complying with existing regulations.

- Final evolution of the iconic DS with luxurious 'Pallas' trim - LHD, Green cloth interior in 'original and excellent condition' - Fuel-injected 2347cc engine and semi-automatic transmission Further Info: CitroÙn's DS still looks futuristic, 60 years on from its launch. The self-levelling hydropneumatic suspension was also way ahead of its time, delivering a 'magic carpet' ride that many manufacturers would be grateful for even now. The newcomer was initially powered by an updated 1911cc version of the OHV four-cylinder unit previously found in the Traction Avant. This was enhanced and enlarged in three stages over the years, leaving the final iteration at 2347cc. The gearbox was mounted ahead of the engine, while braking was by inboard-mounted discs at the front and drums at the rear. Some 1.5 million D Series CitroÙns were produced and the model immortalised in such films as The Day of the Jackal. The truly splendid-looking 2347cc-engined Pallas (luxury) on offer was manufactured in 1973 and is finished in a most attractive shade of Metallic Green. Its matching Green cloth interior trim is described by the vendor as 'excellent and all original' and the car would surely be a welcome addition to any collection.

- Pre-production car used for twin-cam engine and disc brake testing etc - Bought and campaigned in period by MG development engineer John Sharp - A well-documented and important part of MG A history Further Info: The original buff logbook which accompanies this historically significant MG reveals that it was first registered to the MG Car Company Ltd as `ORX 885' on 22nd January 1958. Listed as a `MGA Twin Cam Car' with chassis number NDL13/500 and engine number XSP S72/3, the two-seater took to the road some six months or so before the model was officially introduced. One of several prototypes / pre-production examples, `ORX 885' was used to test the nascent sportscar's Dunlop four-wheel disc braking system as well as being put through its paces by the BMC Engines Branch and subjected to 120mph runs at MIRA (the latter filmed by Associated British Pathe Ltd for The Nuffield Organisation - http://www.britishpathe.com/video/the-sports-car-of-the-year - 4mins 59secs onwards). The original buff logbook also shows that `ORX 885' was reclassified as a `MGA 1600 De Luxe' complete with 1622cc OHV engine before being sold to John Sharp Esq in January 1962. An MG development engineer, Mr Sharp made his racing debut aboard the disc-braked two-seater at the MG Car Club's May 26th 1962 Silverstone Meeting. Noted MG historian and author F. Wilson McComb was commissioned to write a report on `ORX 885' during July 1985 and recalled not only piloting it in the 750MC's 12th National Six-Hour Relay Race (August 11th 1962) but also asking MG Competition Department guru Syd Enever to give John Sharp a special MGB / MGA engine / gearbox unit for the car. Driven to and from events (sometimes full of camping gear), the former Prototype became ever more competitive. Indeed, F. Wilson McComb noted that `During 1963, `ORX 885' was extremely successful as an MGB-engined MGA. John won 35 to 40 awards and beat the best lap times of any previous MGA at Silverstone Club Circuit, Brands Hatch, Aintree, Oulton Park, Snetterton and Mallory Park. But in 1964 he had to switch to an MGB because the MGA was no longer homologated'. As well as its UK exploits, the two-seater ventured to Ireland finishing 3rd overall in the July 1963 Leinster Trophy. Purchased from Mr Sharp by fellow racer Norman Lefton (who had previously campaigned the ex-John Gott Twin Cam), `ORX 885' suffered an engine blow-up and thereafter is known to have passed through the hands of R.C.F. Charnley, Frederick Roberts, Roy Turner, Frederick Roberts (again), John Mills, Kenneth Tugwell and Colin Pearcy before entering the current ownership some twenty years ago. Ken Tugwell returned the car to `Twin Cam' power in circa 1973 and ran it at numerous MGCC speed events into the following decade. No longer `factory fresh' by the time Colin Pearcy acquired it, `ORX 885' was entrusted to marque specialist Brown & Gammons for a thorough overhaul. Writing in the March 1985 issue of `Safety Fast', Mr Pearcy commented: `The chassis up rebuild exposed many problems and it must have been a good old `war horse' in its time as there was evidence of many mods (some still fitted) and several repairs! The engine was built by Dennis Seabrook with new parts obtained from Peter Wood'. Although, the inner panels are steel Mr Pearcy had lightweight aluminium panels crafted and fitted to the MG along with a lightweight hardtop, lightweight trim and fresh air vents etc. In his hands `ORX 885' was raced with both `Twin Cam' MGA and three-bearing MGB engines. A handwritten note on file relating to the former describes it as follows: `1762cc Le Mans type, twin 45DCOE Weber carburettors, large valve polished / flowed cylinder head, extractor exhaust manifold, steel crankshaft, rods, flywheel, twin plate clutch, Cosworth camshafts, large capacity oil sump, special distributor etc. 156bhp @ 5,800rpm'. The vendor has used `ORX 885' sparingly since acquiring it from Mr Pearcy via auction in 1995 and thus not had cause to strip the engine or verify its internal specification / power output. Invited to numerous events over the past twenty years, the Prototype was last displayed at the June 20th-21st 2015 MG Live meeting. Starting readily upon inspection, the two-seater is deemed by the seller to possess a `good engine with no known faults', `generally good bodywork (alloy wings and shroud)', `sound electrical equipment with no known faults' and `good upholstery'. The Red paintwork is said to have `some microblisters with a larger one on top of the offside front wheelarch', while recent mechanical work has seen the four-speed manual transmission fitted with new gears, the limited slip differential checked over and a fresh competition clutch installed. Able to boast a continuous ownership history, this historically significant MGA is offered for sale with original buff logbook, F. Wilson McComb report, expired FIA HVIF papers, V5C Registration Document and several copy articles.

- 1 of only 6 examples built by the factory - Displayed at Earls Court Motor Show in 1956 - Painstakingly restored by Alan and Lloyd Allard in 2013 to exacting standards - Fitted with a 2553cc Ford Zodiac 6-cylinder engine, triple SU's and 4-speed Ford gearbox "Only a few men have designed, built and then put into production, cars bearing their own name. Even fewer, if any, have gone on to build their own racing cars and compete in them, with such great achievements in such a wide range of motor sport competitions. From mud-plugging trials, to hill climb champion, Monte Carlo winner and Le Mans 24 hours third overall, to building and driving the first dragster outside the USA. Sydney Allard was that rare and outstanding personality..." We are proud to offer for sale this 1956 Allard Palm Beach Mk.2 which has been the subject of a painstaking restoration by Alan & Lloyd Allard, son and grandson of the legendary Sydney Allard (UK Hill Climb Champion in 1949 with his Steyr Allard). A rare car, it is one of only six built by the Allard Motor Company between 1956 and 1958 and was displayed on the Allard stand at the 1956 Earls Court Motor Show. It features the classic Allard suspension set up, with divided axle at the front and live Salisbury at the rear, Panhard rod and twin trailing arms, telescopic shock absorbers and coil springs all round. Power is supplied by an uprated six-cylinder in-line 2553cc Ford unit, with similar specification to that fitted to the 'Ruddspeed' AC Ace. This is coupled to a Ford four-speed gearbox. All running on an Allard twin tube chassis number 72/7000Z, a development of the Mk.1 Palm Beach and Allard JR sports racing car. The very pretty aluminium two seat body, the best looking Allard ever made in many peoples' opinion, has been carefully restored and painted in bright 'Carmine' red and trimmed in matching red and tan leather - resulting in a very pleasing interior. After its appearance at the 1956 Motor Show, the car became the Allard demonstrator. It subsequently passed to Brian Howard, a manager of the Allard Motor Company, then to Walter Hemsworth in 1968 and then onto Peter Hemsworth in whose ownership it was put into storage around 1976. In 2012 Alan & Lloyd Allard formed the Allard Sports Car Company, with the view to revival of Allard as a sports car manufacture once again after a gap of some 56 years. With the revival in mind and the idea of producing a continuation model, a Palm Beach Mk.3, Alan Allard purchased the Mk.2 from Peter Hemsworth in 2012. Lloyd and Alan have since carried out a full restoration, as no drawings or patters were in existence, they took the opportunity to make their own drawings and patterns. From this work, the build of a new Mk.3 Allard Palm Beach is well underway. This car was on display at the NEC Classic Car Show in 2014 and Octane Magazine's John Simister wrote an excellent seven page article, including a road test in the January 2015 issue. Offered with Swansea V5 document, this important Allard, restored by Sydney Allard's son and grandson with help from some of the original factory engineers, represents a rare opportunity for the serious collector to acquire a unique piece of Allard history. Specifications Body: All aluminium with steel and aluminium inner panels. Painted dark red (similar to the original colour). Two doors and two seats Trim: Cream and red leather, with black carpeting edged in red leather Steering: Right hand drive with Marles high ratio steering box Engine: Fully rebuilt Ford Zodiac six cylinder in line. Capacity 2553 cc. Carburation by triple SU with six branch fabricated exhaust Fuel System: Twin tank arrangement with tanks mounted each side with the rear wing Transmission: Ford four speed manual Chassis Frame: Twin tube side members, braced with flitch plates and with both tubular and box cross members Suspension: Telescopic shock absorbers with coil springs all round with twin trailing arms and panhard rod at the rear and forward mounted radius rods at the front. Divided front axle, Salisbury solid axle at the rear Brakes: Lockhead with 12" x 2 1/4" drums front and rear Wheels/Tyres: Wire type, mounted on splined hub with centre lock spinner

PLEASE NOTE: The vendor has advised that the refurbishment on the original 1500cc lead free engine has now been completed and will need to be collected by the successful purchaser. The work carried out included: - Block stripped, water and oil gallery plugs removed, block de-greased- New core plugs and gallery plugs fitted- Re-bore, new pistons, rings and gudgeon pins +60 thou.- Crankshaft reground, new main big end bearings and thrusts- Full set of gaskets and seals- New timing chain- New timing chain tensioner- New oil pump rotor and shaft- New pressure relief valve and spring- Cylinder head pressure and crack tested, new valves, guides, springs and hardened valve seats- Surface grind cylinder head face- Surface grind cylinder block face- New rocker shaft re-bushed     - Supplied new to the USA and repatriated during August 2011 - Treated to a 'no expense spared, ground up restoration' - Uprated 1798cc B-series engine, overdrive gearbox and brakes etc Further Info: The Syd Enever-designed MGA was a breath of fresh air for the Abingdon marque, as it replaced the last of the venerable T Series cars, whose origins dated all the way back to the TA of 1936. Launched at the 1955 Frankfurt Motor Show, it featured a separate chassis penned by Roy Brocklehurst and was powered by the 1489cc straight-four BMC B Series engine. Suspension was independent with coil springs at the front and by live axle hung on semi-elliptic leaf springs at the rear. Braking was by Lockheed drums all-round, and steering was by rack and pinion. The very special MGA offered vacated the Oxfordshire plant in 1957 bound for the USA, where it was first registered in June the following year. It was repatriated in August 2011 and subsequently treated to a 'no-expense-spared, ground-up restoration', during which: '707 YUT' was converted to right-hand drive; the original engine was replaced with a 1798cc MGB unit, plus overdrive gearbox; and the brakes were uprated. The lengthy list of new items installed includes: petrol tank and pump; brake discs and callipers; wheel hubs; brake and clutch pipes; electric fan and electronic ignition; water pump; prop-shaft; bespoke stainless steel exhaust system; RHD steering rack assembly; wood rim steering wheel; side screens; mohair hood and frame; leather interior with deep pile carpet. The bodywork is finished in a notably tasteful shade of Blue and the interior trimmed in white-piped Blue leather. The vendor unsurprisingly now grades all major aspects of the vehicle as 'excellent', and is selling the MG complete with some 150 images of the restoration, all relevant receipts, full import documentation, and both Heritage and valuation certificates. The car's original engine is currently being refurbished and it, and the matching gearbox, will be included in the sale. A clearly very fine example of a much-loved breed.

- Desirable specification: 327ci (5.4 litre) V8 and 4-speed manual gearbox - Treated to an extensive 'chassis up' restoration with numerous powder-coated parts - Former show winner and said to be 'a dream to drive' Further Info: Now in its seventh generation, the 'Vette began life in 1953 with the C1 - a model that inspired a generation of American youngsters and presented Ford with a nine year headache. It was the work of the legendary Harley Earl and inspired by the great European road/race offerings of the day. It borrowed its name - of French origin - from centuries of small, fast warships. The newcomer was first seen in concept form at the New York Auto Show, and generated sufficient interest for General Motors to hand-build a batch of 300 Polo White Convertibles. Sales, slow at first, had built to no less than 14,000 per annum by the introduction of the C2 10 years later. The C1 received multiple cosmetic updates along the way, the most significant of which came in 1958 when the nose was lengthened and dual headlights introduced. The model was initially only available with a straight-six powerplant, but by 1962 it could be bought with a thumping great 327ci (5.3-litre) V8 under the bonnet, making this the fastest and arguably most desirable version of America's first true sports car. The very smart C1 on offer is a perfect example of that ultimate iteration. Reportedly to period specification apart from its gleaming Pearlescent White paintwork, the two-seater is further understood to have been completely stripped and restored in the USA. The chassis and ancillary parts were powder-coated and all the main components renewed - the labels for which are still available. The vendor informs us that this show-winning 'Vette 'is a real head turner and a dream to drive, with loads of long-legged power on tap. The steering is light and the brakes firm and efficient'. Evidently the Chevy's 327ci V8 and four-speed manual transmission are reliable, and the car has just completed a 160 mile rally around Avalon without a hitch. A truly rare opportunity.

- Three previous keepers and current ownership since 2003 - Reportedly maintained 'regardless of cost' and in 'excellent' order - Power hood, 79,000 recorded miles and MOT'd until December Further Info: This very smartly-presented 1989 right-hand drive XJ-S is finished in the desirable colour combination of Silver bodywork, Dark Blue hood and Blue leather interior. A top of the range model, it is powered by Jaguar's silky smooth V12 HE engine driving through automatic transmission. The car has had just five owners from new, the latest of which has retained it since 2003. He informs us that the two-seater has always been garaged, driven solely in the summer months, and regularly maintained 'regardless of cost'. He says 'there is no rust' and considers the fully convertible bodywork, paintwork, interior trim, 5.3-litre engine and gearbox to all be in 'excellent' condition, and is now offering 'F663 NJA' with such typical refinements as electric windows, heated seats, hood cover and electrically controlled hood, plus an MOT valid until December 16. The odometer currently stands at 78,770 miles, which is supported by the history file of invoices, previous MOTs and fully stamped service book. Good, unmolested XJ-Ss are now keenly sought and increasing in value.

- 1 registered keeper & 23,000 miles from new - Original sales invoice, service book and owners handbook - Said to be in 'very good overall' condition and MOT'd into June 2016 Further Info: Fiat have been masters of the small car since the days of the Topolino, and the 128 is one of many such milestone motorcars to have emanated from the company over the years - unveiled in 1969, it was voted European Car of the Year for 1970. It was initially only available as a two- or four-door Saloon and Estate car, and the trendier-looking three-door Coupe version was not launched until the Turin Motor Show of 1971. It featured an all new body on a shortened version of the Saloon platform. Its sprightly performance allowed a 0-60mph time of around 15 seconds and top speed of 85mph. The 128 being sold is a 1972 Coupe. It is finished in Green with a Tan vinyl interior. The log book still only shows one name, and he believes the indicated mileage of 23,000 to be genuine. Offered with the original sales invoice, service book and owners handbook the vendor describes the bodywork, engine, transmission, gearbox and trim as all 'very good'. It is MOT'd into June 2016.

- Imported by Charles Jarrott & Letts and ex-London Motor Show - VCC-registered and used for various rallies during the '50/60s - Current ownership since 1987 and in running order The Paris-based manufacturer Sizaire-Naudin was formed in 1903 by the Sizaire brothers and their friend Louis Naudin. This fascinating 1911 Type 4G example of the make was imported to the UK by Charles Jarrott & Letts (it carries the initials CJL on the radiator) and displayed at the 1911 London Motor Show. The two-seater was reputedly purchased from there by a Yorkshire theatre owner and driven straight to his premises in Filey, where it subsequently starred in an adaption of `Get Out and Get Under'. Title then passed to ex-Mayor and Scarborough garage owner J W Hardcastle, who evidently drove the VCC-registered car on various early car rallies while collecting funds for the local lifeboat. Ownership then passed to a David Tomlinson in 1969 and to Guyson International in 1987. The intriguing specification includes a proprietary four-cylinder 1.8 litre engine and three-speed gearbox unique to the marque, in which straight-cut pinions are, in turn, engaged direct with the large crown wheel. On static display for the past decade or so `LA 5744' has recently been started and is understood to run well. Though, further recommissioning would be advisable prior to road use.

- Rare Black Weymann fabric-covered coachwork and Riviera specification - Reportedly treated to 'an extensive nut and bolt restoration' - 1185cc four-cylinder engine and three-speed manual transmission Further Info: This rare and immaculate Rover 10/25 features Black Weymann fabric-covered coachwork that's complemented by Red leather seating, eye-catching Red/Grey check side panelling and door cards, and Brown carpets, and the car rides on Red artillery wheels. A `Riviera' model that would have originally been priced at £250, this delightful Rover benefits from a full-length sunroof as well as folding windscreen and sliding windows on all four doors. Recently imported from Dublin, the Rover is said to have been the subject of `an extensive nut and bold restoration' and currently appears to want for nothing. It bristles with such charming period features as a capacious rear trunk, running-board mounted fuel can, mellow klaxon and Viking radiator mascot. The vendor informs us that the 1185cc four-cylinder engine `starts instantly and pulls surprisingly hard', the three-speed manual gearbox is `sweet and easy to use' and the brakes are `excellent'. A delightful addition to any collection.

- Supplied new to K. Redgrave Esq. of Belgravia as a Thrupp & Maberly Drophead Coupe - Engineer owned since 1981 and extensively restored from a rolling chassis - New ash frame and body copied from another Thrupp & Maberly Drophead Coupe - Original engine overhauled with assistance from Fiennes Engineering - Large history file including copy chassis cards, numerous invoices / bills and photos of the restoration Further info: It is a sobering thought. Had Rolls-Royce not purchased its financially troubled competitor Bentley in 1931, the world would have been denied the Continental, Turbo R, Mulsanne and countless other iconic models subsequently graced with the 'Flying B'. Of particular loss for many, would have been the coachbuilt Derby Bentleys manufactured between 1933 and 1939. Their chassis was derived from an experimental supercharged 2.75-litre Rolls-Royce (codenamed Peregrine) that never saw the light of day, and power came from a redesigned and tuned version of the company's 20/25 engine, initially of 3.5-litres (3669cc). Fed by a pair of SU carburettors, it drove through a four-speed manual gearbox. The suspension was by semi-elliptic springs all-round and braking by servo assisted drums. The newcomer was introduced to the public in the appropriate surroundings of Ascot in the August of 1933, and production of these 3.5-litre cars continued into 1937; by which time 1,191 examples had been produced. The final year's allocation was manufactured alongside the incoming 4.25-litre (4257cc) version that would ultimately supersede the 3.5-litre one. Coachbuilders and body styles were the preserve of the customer and the following are just a few of the carrozzerias engaged to clothe these fine cars: Park Ward, Barker, Vanden Plas, Gurney Nutting, H.J. Mulliner, Hooper, James Young, Arthur Mulliner and, the focus of this particular lot, Thrupp & Maberly. Chassis B7BN came off test on September 3rd 1934 and was delivered to its first owner in February 1935. When discovered at Adams and Oliver by the vendor in 1981, it was effectively without a body - the only related items that could be rescued for reuse were the boot hinges and petrol filler door! So began a 25-year labour of love that resulted in the magnificent Derby Bentley we are now delighted to offer. The first task was to ascertain what type of body had originally been fitted, and chassis records obtained through the RREC quickly established it to be a Drophead Coupe by Thrupp & Maberly. It was evidently to the order made on July 10th 1934 by a K. Redgrave Esq of Belgravia, who took delivery of his sparkling new car on the ensuing February 16th. The records also showed the original registration to have been 'BLA 218', which the DVLA was happily able to reallocate. Coachbuilder Derek Leyshon-James of Hereford had already been earmarked as the man to fashion the new coachwork and, by another stroke of good fortune, was commissioned to work on a Thrupp & Maberly Derby body of exactly the right type, so a ready template was available. Replacements for the many other missing parts were patiently obtained by writing letters, attending autojumbles, scanning the classified columns of Motor Sport etc, and slowly but surely the project came together. The finished article was sprayed in Jaguar Indigo Blue over Peugeot Rhapsodie by a specialist in Shropshire. The trim and carpets were supplied by a neighbour 'he operates from his garden shed and does such excellent work you have to book him a year ahead'! The rechroming was carried out by Derby Plating and the new toughened glass supplied by Romans of Hereford. Both the engine and gearbox were overhauled (the former with help from Fiennes) and much restorative work carried out on the suspension and front axle. A new fuel tank has recently been installed by Fiennes, along with an uprated clutch. A new suitably caring keeper is now sought for this wonderful period Bentley as, despite all the work he has painstakingly carried out over the years, the vendor (a retired Sales Engineer) reluctantly accepts he is no longer of an age to enjoy B7BN to the full.

- Reputedly 1 of just 10 or so survivors known to the Riley Register - 'Barn Find' with the makings of a worthwhile restoration project - 1.5-litre six-cylinder engine believed original and in running order Further Info: This 'barn find' 12/6 is fitted with Fastback Kestrel four-light saloon coachwork and is one of only a few hundred such models made, of which just 10 or so are reputedly known to the Riley Register; so it's a rare car by any standards. The popularity of Riley 'twin-cam' OHV six-cylinder engines with the racing and special building fraternities means that many of its siblings have been cannabilised over time (displacing 1458cc the 12/6 powerplant is well suited to 1500cc class events). First road registered as 'GS 3741' by Perthshire County Council on April 8th 1933, chassis 44T254 has since been issued with the number plate '533 YUM' and is still recorded on both the DVLA and HPi databases. The vendor describes the Riley as follows - coachwork: 'sound but in need of restoration', paintwork: 'tatty', brown leather upholstery / four-speed (helical) manual gearbox: 'good', and six-cylinder engine: 'running but would doubtless benefit from further recommissioning'. All things considered - a very worthwhile project with which to while away the next winter. The doors are understood to open and close without undue difficulty and the engine (numbered as 12T254) is thought to be the original factory-installed unit.

- 1 of just 1,583 RHD S1 4.2 Fixed Head Coupes made - 86,000 recorded miles and MOT'd into December - Offered with Heritage Certificate, invoices and collection of old MOT's Further info: Though over 70,000 E-Types were manufactured all told, a high percentage were exported to the USA, and it's intriguing to note that just 1,583 Series 1 4.2 Coupes were produced in right-hand drive form; of which the sale car is one. 'FDM 493C' vacated the Browns Lane production line on June 2nd 1965, was dispatched to Henly's of Manchester three weeks later, and first registered in the nearby county of Flintshire. Then, as now, it was finished in Metallic Silver Blue. The vendor informs us that the Jaguar has had just three keepers since 1991 and regards the indicated mileage of 86,200 as being substantiated by the 19 old MOTs and large collection of invoices that comprise the E-Type's history file. Among them are two from the Vicarage Motor Company for the fitting of a stainless steel exhaust and carburettor overhaul (2009) and distributor refurbishment (2013) respectively. The vendor views the bodywork, paintwork, Black interior trim, XK 4.2 litre engine and four-speed manual gearbox as all being in 'good' condition, and is selling the car with Heritage Certificate and MOT to December 2nd.

- Finished in Sapphire Blue with 22,000 recorded miles - Offered with photographic evidence of the 'body off' restoration - Large collection of invoices and old MOT's included in the sale Further Info: Cars take the blame for many things, and it seems the protracted body-off restoration of 'NGY 145L' not only kept it from the road for many years, but was responsible for wrecking a marriage in the process! The good news is that full photographic evidence of the work, together with multiple invoices and MOTs, apparently confirms the amazingly low indicated mileage of 22,210. Finished in Sapphire Blue and trimmed in a complementary shade of the same colour, this handsome 1972 MKIII GT6 therefore represents a rare opportunity, and is considered by the vendor to have 'very good' bodywork, paintwork, interior trim, six-cylinder engine and four-speed manual gearbox. With 98bhp on tap, the GT6 can sprint to 60mph sprint in 10 seconds and on to a top speed of 110mph, thereby comfortably outpacing its main rival, the MGB. Some 40,926 examples were made - 13,042 of which were the MKIII variant.

A 20ft motor launch 'Wier Dolphin' of Dartmouth:, forward cabin and canopy to cockpit, fitted with a well maintained Mitsubushi diesel engine with Thornycroft marine conversion, serial number 02-1273, New Age PRM gearbox, 1313 running hours, deck equipment including warps and fenders, three anchors and chains, safety equipment, Icom VHF IC-M401EURO radio, Clipper GPS, on an SBS twin axle trailer with spare winch and other related engine spares, tools and accessories.

- 1 previous keeper up until 2011 - Original owners' manuals and service booklet with 17 stamps - c.57,400 recorded miles and 16 previous MOT's Further info: The Spirit II was introduced in 1989 and differed from its predecessor due to its automatic ride control and a reworked and modernised dashboard. '988 UXA' also benefits from the later 4 speed automatic gearbox which was fitted to 1991 models onwards. Finished in Vermilion Red with Magnolia piped red leather this Spirit II has 8 service stamps in the service booklet by Broughton's and a further 9 stamps up to c.46000 miles by Balmorals, now showing c.57000 miles the second owner has described the condition of the car as "very good" all round. The owner's manuals, service booklet, previous MOT's, current V5 and MOT until March 2016 are all present in the cars history folder.

- LHD, recently serviced and MOT'd until June 2016 - Offered with both hard and soft-top roofs - Copy of original data card and various invoices included Further info: Successor to both the exotic racebred 300SL 'Gullwing' Coupe and its humbler 190SL sibling, the W113 series SL proved more comfortable than the former and faster than the latter (a point emphasised by Eugen Bohringer's 1963 Liege-Sofia-Liege rally victory). First of the line, the 230SL was introduced at the March 1963 Geneva Salon. Penned by Paul Bracq, its wonderfully crisp styling clothed a monocoque chassis equipped with all-round independent coil-sprung suspension and disc brakes. Powered by a 2308cc SOHC straight-six engine mated to either four-speed manual or automatic transmission, the model was credited with 150bhp and 159lbft of torque. Reputedly capable of 124mph, it was praised by the contemporary motoring press for its performance, roadholding and refinement. Available in Californian Coupe, Convertible or Coupe Convertible guises, the last of these came with both a soft-top and the famous 'Pagoda' hardtop roof (so called because of its gently scalloped centre section). The striking 230SL offered here is a left-hand drive example imported from Canada in 2012, prior to which it had resided in the USA. Finished in Red with a Black hardtop and trimmed in Black, it has reportedly been the subject of considerable investment in recent times. It has been both repainted and retrimmed and the following have all been renewed: springs and dampers; various brake components; alternator; battery; sparking plugs; engine oil. The vendor notes that the hood is in 'very good condition' and classifies the bodywork as 'excellent', the interior trim as 'good / very good' and the manual gearbox and paintwork as `good'. Apparently the beneficiary of a `top end' engine overhaul, 'AOR 680B' is further understood to have just completed a trouble-free trip around Holland and Germany. Indeed, the seller intends to drive this appealing Pagoda, which is currently taxed and tested, to the sale.

- Abarth engine upgrade - Restored with invoices of c.£24,000 and photographs - Retrimmed interior, new wheels etc. Acquired by the vendor in April 2006, this charming Fiat 500 L has been the subject of extensive works during his ownership which include: a complete respray in white, the fitting of a comprehensively overhauled Abarth engine, gearbox overhaul, recovering of the blue piped white interior, a new headlining and the fitment of new wheels. Abarth badging and side stripes complete the transformation giving the car a distinctly sporting appearance! Much of the work has been completed by Southern Classics with parts sourced from specialists such as Middle Barton Garage. We understand that around £24,000 has been spent for which invoices and photographs of the works in progress accompany the car. Described as being in "very good" condition as regards its bodywork, paintwork, interior, electrics and transmission, DLF 90J is offered with Swansea V5 and current MoT to October 2015.

- 1 of just 1,202 'Big Bore' 4.5 litre cars made - Supplied new to Colonel Louis Edge in Northern Ireland - Previous long term ownership and re-trimmed interior in Beige leather Further info: Bentley's MKVI was the first vehicle ever offered by the company with factory-designed coachwork, and the first to be assembled in Rolls-Royce's Crewe factory rather than the old Derby premises. Its sizeable, X-braced chassis featured hydraulic front brakes and independent coil and wishbone front suspension. Power came from the new six-cylinder unit first seen in the short-lived MKV Saloon. Initially 4257cc but later enlarged to 4566cc (for the rarer `Big Bore' version of which just 1,202 were made), it featured an F-Type alloy head. The adjoining four-speed manual gearbox had synchromesh on all but first gear. Among the first batch of MKVIs to be fitted with the larger and more powerful 4566cc `Big Bore' engine, chassis B68MD was manufactured during July 1951. Reportedly supplied new to Colonel Louis Edge in Northern Ireland, the Bentley still sports its original number plate - 1990 KZ - but was re-registered with the English authorities on 6th March 1963 (or so its V5 registration document implies). Said to have been restored during the 1990s but to now require some TLC to its bodywork, this increasingly sought after `Big Bore' MKVI is finished in Black over Cream with a re-trimmed Beige hide interior.

- 1 of just 122 Silver Cloud I Long Wheelbase cars made - Recently recommissioned with new starter, brake seals, fuel pumps - Re-trimmed St James Red hide interior, electric division Further Info: 1 of just 122 made, this rare long wheelbase Cloud I complete with electric division is finished in the attractive combination of Georgian Silver over Shell Grey. The Rolls has recently been recommissioned following four years of dry storage, for which the work included a full service and the installation of new fuel pumps, starter motor and brake seals. The woodwork of `XAS 755' is of notably high quality and the rear of the division is a veritable sea of book-matched burr walnut, including a pair of picnic tables. The plush interior has clearly been recently retrimmed in St James' Red hide and treated to matching carpets. For sure, a combination of the luxurious upholstery, electric division and legroom afforded by the long wheelbase make the rear of this car a very special place to travel in. The venerable 4887cc straight-six engine drives through a four-speed automatic gearbox. The mileage currently stands at an unwarranted 84,238.

PLEASE NOTE: Since the catalogue went to press we have been contacted by F.G. Wade Palmer's former business partner Rick Ford who informs us that (a) Chassis 89RM had already been converted into a garage breakdown truck (complete with hoist) by the time Wade Palmer bought it in 1958. (b) The Jack O'Lantern garage was located on the main road from London to Bournemouth and as such the Rolls-Royce's services were frequently called upon by stranded motorists. (c) Wade Palmer supplied two Silver Ghost Tourers - as well as the more famous Armoured Cars - for the Lawrence of Arabia film and indeed used the rear wings from one of the 'Lawrence of Arabia' Tourers when re-bodying chassis 89RM during 1963 by which time he had relocated to the old Jam Factory in Romsey. Interestingly, the front wings are thought to be the original Hooper crafted items (d) The bus coachwork fitted to chassis 89RM began life aboard a Ford commercial operated by a firm of New Forest ironmongers named Pink & Stretch who used it to ferry passengers from Lyndhurst Road Railway Station to the Lyndhurst Crown Hotel. Pink & Stretch scrapped the bus but local dentist Mr Edwardes saved the body, storing it under a tarpaulin in his garden. (e) Mr Ford took the newly configured Silver Ghost Estate Bus to the RREC's 1964 Goodwood meeting where he tells us it received 'a typical mixed reception'!     - Supplied new to financier and MP Sir Harry Deeley Mallaby-Deeley - Converted into a Shooting Brake by Wade Palmer of Jack O'Lantern garage during the late 1950s - Past refurbishment work by Ashton Keynes totalling over £40,000 Further Info: Originally fitted with Enclosed Drive Limousine coachwork by Hooper, chassis 89RM was supplied new to the financier and MP Sir Harry Mallaby Mallaby-Deeley of Mitcham Court, Surrey on 11th November 1924. Returned to the factory some twelve years later, the Silver Ghost was treated to an engine overhaul, upgrade to Andre Telecontrol shock absorbers, re-tempered leaf springs, sundry rewiring and a conversion to well base wheel rims. Passing to Sir Guy Meyrick Mallaby Mallaby-Deeley upon his father's death in 1937, the Rolls-Royce appears to have remained in the Surrey area until 1958 when Bertram Cowan sold it to fellow dealer F.G. Wade Palmer for £100. Based at the Jack O'Lantern garage near Romsey in Hampshire, Mr Wade Palmer breathed new life into countless Silver Ghost and Phantom chassis. As well as recreating the Silver Ghost Armoured Cars that featured in the 1962 film Lawrence of Arabia, he rebodied chassis 89RM as a Shooting Brake / Estate Bus. Operated by a firm of ironmongers named Pink & Stretch and used to ferry passengers from Lyndhurst Railway Station to the nearby Crown Hotel for a time, the Silver Ghost was offered to marque historian and co-author of `Edwardian Rolls-Royce' John Fasal in mid-1965 for the princely sum of £500. Recalling that `being nine feet high and over twenty feet in length I had no garage at the time to accommodate this useful vehicle', Mr Fasal noted its appearance in renowned dealer David `Bunty' Scott-Moncrieff's Motor Sport magazine advertisement a few months later. Priced at a somewhat more bullish £1,875, chassis 89RM was said to be `fitted with original `Servants' Bus' fourteen-seater body' and further described as: `the type of bus, kept by great houses, to replace the wagonette to take servants' luggage to the station (nearly everybody brought their own valet or lady's maid in those days), beaters to the shoot etc. Chassis-wise the vehicle is in well above average condition. It had a complete mechanical overhaul at the Rolls-Royce works in 1945 (sic) and has done less than ten thousand miles since'. Subsequently sold via Frank Dale Ltd to theatre impressario T. Mitchell of Gore Bridge, Midlothian in June 1966, the Silver Ghost was re-registered from `PD 3078' to `YT 33'. Given an engine overhaul during the mid / late 1980s by its then keeper, Richard W. Blake of Lamorna Vintage & Classic Restorations Ltd, chassis 89RM was visited in Cornwall by Mr Fasal who remembers Mr Blake as being `a very accomplished woodworker and the man responsible for the incredible huge drums that were used in the film Zulu'. Coincidentally, `YT 33' is understood to have appeared in an `Age of Innocence' (a BBC2 documentary on the life of photographer Charles Roff) and to have featured in Colonel Eric Barrass's `A Source Book of Rolls-Royce'. Relocating to Scotland once more, the Estate Bus was photographed outside the famous Skibo Castle in Caithness during 1997. Entering the current family ownership via Christies some eleven years ago, chassis 89RM underwent circa £47,000 worth of cosmetic and mechanical fettling between July 2004 and August 2005. Carried out by Ashton Keynes Restorations, the work included attention to the coachwork, gearbox, brakes and suspension etc. Kept garaged, maintained and regularly MOT tested, the fourteen-seater is felt to be in `fair to good overall' condition. Pleasingly retaining its original engine, this singularly imposing Silver Ghost is currently employed as a Shooting Brake on the vendor's estate. H&H are indebted to Mr John Fasal for his assistance in the preparation of this catalogue description.

- Reputedly built over a 10 year period from the late 1960s - Great attention to detail including dummy supercharger - Modern electrics with alternator, etc. and servo assisted brakes Further Info: The sight of a `Blower' Bentley conjures up all manner of historical pictures in the mind of the enthusaist, from the escapades of the `Bentley Boys' that led to the formation of the British Racing Drivers' Club to that famous string of victories at La Sarthe. We should also include everybody's favourite secret agent - Bond, James Bond - the Battleship Grey 1930 example of whom featured in Fleming's first three books about our hero, and long preceded the DB5 made so much more famous by the films Goldfinger, Thunderball and Skyfall. The special now offered is a painstakingly-created nod to the Bentleys of the WO era and comes complete with: dummy supercharger nestling between the front dumb irons, corded semi-elliptic front springs and beam axle, 21-inch wheels and tyres, fabric-covered bodywork, emotive bonnet straps, a windscreen that folds down to reveal a pair of aero-screens etc. The list is long and impressive and even includes the registration `WOI 515' (presented as `WO 1515'). This extraordinary right-hand drive motorcar is believed to have been constructed over the course of 10 years between the late `60s and late `70s, and was fashioned around a replica chassis of 9ft 9in wheelbase. The running gear was drawn from a 1952 MK VI Bentley, but the special sensibly benefits from modern electrics (alternator, lighting etc) and a servo-assisted braking system. Finished and trimmed in suitably traditional shades of Green, it is currently considered by the vendor to have `good' bodywork, paintwork, interior trim, 4566cc straight-six Bentley engine and four-speed manual gearbox. In summary he says: "The motorcar is now nicely patinated and drives well, comfortably keeping up with modern traffic whilst conveying the delightful feel and road presence of an original WO Bentley." Guaranteed to draw the crowds wherever it goes, `WO 1515' now requires a suitably loving new home.

- One of only two 25/30s bodied by Rippon in this style - Wiring, cylinder head, water pump, wire wheels recently fettled - Formerly part of the Capt. V.H. Twomey collection Further Info: An evolution of the 20/25, the 25/30 boasted an enlarged 4257cc OHV straight-six engine. Among the rarer pre-WW2 Rolls-Royce models, just 1,201 were made between 1936 and 1938. According to its accompanying copy chassis records, chassis GHO24 was supplied new to G. Roebuck Esq of Fixby on 12th June 1937. Bodied by Rippon Bros and understood to be one of just two 25/30 chassis that the Yorkshire coachbuilder / retailer completed to this particular design, its sister car is apparently domiciled in New Zealand. Acquired by A. Wood Esq of Warborough during 1964, the Limousine subsequently spent over thirty years in the custody of marque enthusiast Captain V.H. Twomey whose sizeable collection was dispersed by Sotheby's in 1998. Belonging to Mr Metcalfe and Lt. Col. Mark Williams thereafter, chassis GHO24 was bought by the vendor on the strength of its original `timewarp' interior. Proprietor of a boat building company among other interests, he had one of his craftsman assess the Rolls-Royce's body frame. The boot area was repaired but the rest of the frame deemed sound. The past two years have also seen the 25/30 benefit from rewiring, refurbished wire wheels, a reconditioned cylinder head and overhauled water pump etc. The car is finished in Black and trimmed in Light Blue hide. The vendor's current assessment of the Rolls-Royce is that the bodywork is `original and very good', the paintwork is `mostly original', the interior trim is `original and very good' and the six-cylinder engine and manual four-speed gearbox are both `OK' (though, the former is thought to require attention to its crankshaft damper). Pleasingly retaining its original powerplant and registration number, this handsome 25/30 Limousine is offered for sale with continuation buff logbook, copy chassis cards and sundry invoices.

- Rare 'Short Chassis' Phantom II (precursor to the Continental) - Four-door, four-light coachwork by Harrison & Son - Tim Payne overdrive, full-flow oil filter, stainless steel exhaust Further Info: Last of the truly grand six-cylinder Rolls-Royces and indeed the final one to be overseen from start to finish by F. Henry Royce himself, the Phantom II was introduced at the October 1929 Olympia Motor Show. Something of a radical departure from its Silver Ghost and New Phantom predecessors, the newcomer was built around a discernibly more modern chassis. Topped by a new aluminium alloy crossflow cylinder head, its pair-cast 7668cc six-cylinder overhead valve engine was not only mounted in unit with a four-speed manual gearbox but also bolted directly to the chassis side rails. With its radiator positioned aft of a specially reworked beam front axle, the Phantom II was notably low-slung. An enticing platform for the coachbuilder's art, its elongated bonnet line and short overhangs proved conducive to elegant design. Reputedly capable of over 90mph, the model was in production for six years during which some 1,394 are thought to have been made. This splendid-looking motorcar, chassis 167 XJ, was ordered in October 1929 by Car Mart of Park Lane, London on behalf of U J Phillipson of Richmond, Yorkshire. The creation of the six-seater coachwork was entrusted to Harrison & Son of Stanhope Street, London and featured that company's patented `flexible' bodywork with felt joints for the wooden frame and screws encased in rubber bushes. The Rolls' unique specification included a pair of spare wheel carriers and a 28-gallon fuel tank. Once the property of connoisseur collector Terry Cohn, `GF 8793' was acquired by the previous owner at the Bonhams auction of June 2001, following which it underwent a comprehensive engine overhaul and was equipped with Tim Payne overdrive, full-flow oil filter, stainless steel exhaust and new P100 headlights and side mirrors. Extensively rallied throughout Europe, this delightful long-legged Saloon is being offered complete with old-style logbook and sundry restoration invoices.

- Late Springfield Ghost with LHD and 3-speed centre change gearbox - Purchased from Ristes and reputedly 1 of just 25 Berwick Sedans - Meticulous 'body off' restoration during the 1990s but needs finishing Further Info: Rolls-Royce of America Inc was established to bypass the swingeing import duty that had hitherto restricted its parent company's transatlantic sales. Operating from factory premises in Springfield, Massachusetts, the new concern initially built carbon copies of the famous 40/50hp model. However, as time progressed so its product became more attuned to the US market. The beautifully wrought ladder frame chassis and enviably smooth 7428cc straight-six engine were little altered but later cars featured a three-speed, centre gearchange manual transmission and left-hand drive (interestingly just 600 or so of the 1,703 Springfield Silver Ghosts completed were to LHD specification). Designed to woo existing Packard, Cadillac and Pierce Arrow customers who had little truck with the idea of a chassis only purchase, a catalogued range of Rolls-Royce Custom Coachwork was soon made available. The various designs were given British names and subcontracted to the likes of Amesbury, Biddle & Smart, Holbrook, Locke, Merrimac, New Haven, Smith-Springfield and Willoughby. Visually distinguished by its rakish windscreen, just twenty-five examples of the undeniably handsome six-light Berwick Sedan are thought to have been made. Rumoured to have previously belonged to an American peanut farmer, chassis S298PK was purchased by the vendor from Steve Lovatt of renowned marque specialist Ristes Motors during the late 1980s. Treated to a meticulous `body off, chassis up' restoration thereafter, much of the work was carried out by the vendor's son (an ex-Ristes' employee). Albeit, his former mentor was called upon to fully overhaul the engine (number 21984). Unfortunately, the refurbishment has yet to be completed and while considerable attention has self-evidently been paid to the body frame, paintwork, dashboard, wood veneer door cappings and running gear etc, the seat frames need re-upholstering and sundry other jobs completing. Recently returned to running order by Ristes, this rare left-hand drive Springfield Ghost cries out to be finished.

- Shortened chassis fitted with Syd Lawrence bodywork - Automatic transmission - A potent and stylish example with much history Almost as old as the model itself (which celebrates its sixty ninth anniversary this year), the tradition of building Bentley MKVI-based Specials is a long and proud one. However, very few of the resultant cars can claim to match the specification and performance of 'BDP 218'. Shortened by six inches and carrying a cruciform brace that has been "re-fabricated level with the side rails", its low-slung ladder frame chassis features independent front suspension, a leaf-sprung Salisbury 4HA rear axle, power-assisted rack and pinion steering and four-wheel servo-assisted disc brakes. Further benefiting from negative earth wiring, an alternator and electronic ignition, the rakish two-seater is powered by an early Bentley T-series / Rolls-Royce Silver Shadow type 6230cc OHV V8 engine coupled to three-speed GM automatic transmission. Said to have recorded "250bhp at the back wheels" while being set-up by Sigma Engineering of Dorset in circa 2000, the Bentley employs a relaxed 3.77:1 final drive ratio. Originally fitted to the Syd Lawrence car 'LXX 981' (see Bentley Specials & Special Bentleys by Ray Roberts), its lightweight fibreglass bodywork has since been modified to accommodate "a partially recessed spare wheel and small cubby box". Sporting a full set of instruments, wood-rim steering wheel, bucket seats, safety harnesses, painted wire wheels, twin aero screens, side-exit exhausts and a solid brass (but chrome-plated) windscreen by Bob Petersen engineering, 'BDP 218' looks every inch the period sportscar. Finished in British Racing Green with matching leather upholstery, this invigorating Bentley Special was purchased by the vendor in April 2007 since when it has been entrusted to respected specialists Royce Service & Engineering of Betchworth, Surrey who carried out a number of works for him in 2011 totalling over £9,000 for which invoices are on file. Choosing to date the car with reference to its Syd Lawrence bodywork (deemed to be the newest major component) rather than the 1950 donor chassis or running gear, the DVLA settled on 1974 as the year of manufacture when 'BDP 218' was re-registered in 1999. Reportedly a hoot to drive on the open road (and yet manageable around town thanks to its automatic gearbox and power-assisted steering), this scintillating Bentley is offered for sale with a good history file containing invoices, assorted old MoTs, magazine articles, correspondence and photographs. Accompanied by a Swansea V5 document, it is expected to possess a fresh MoT by the time of sale.

- Two private registered keepers and 6,000 miles from new - Reportedly in 'excellent' overall condition - Offered with service book, assorted old tax discs and invoices etc Further Info: The MG TF featured many improvements over the MG F on which it was based. Coil springs replaced the original Hydragas suspension, the bodies were 20% stiffer and the engines more powerful. The extraordinary example on offer is a two owner home market car that's evidently driven just 6,098 miles from new. It is finished in a mid Metallic Blue and trimmed in Grey cloth. Perhaps unsurprisingly considering the lack of miles accrued, the vendor currently grades the two-seater bodywork, paintwork, interior trim, 1588cc four-cylinder engine and five-speed manual gearbox as all being in `excellent' condition. `MX56 ONM' comes complete with service book, an array of old tax discs and various invoices and other items of paperwork. These handsome little mid-engined two-seaters are astonishing value in today's market, especially when in such almost `as new' condition as this one. With the summer sun just around the corner, what's not to like?

- Harley Davison 1340cc Shovelhead engine mated to 4 speed gearbox - Recently repainted and re-trimmed - Fitted with period aero screens and luggage rack Further Info: Inspired by the original Morgan three-wheeler, the JZRs are manufactured in Darwen, Lancs by John Ziemba Restorations. They can be ordered in `beetle' or `barrel back' form and come as a kit comprising square tube steel chassis, galvanised floorpan and sides, and GRP upper body. The mechanicals are the choice of the builder and `291 FLP' is powered by a 1340cc Harley Davidson Shovelhead V-twin engine harnessed to a BMW K75/100 drivetrain. The front wheels feature MG TC hubs with rims and spokes made by Haan wheels. The front brakes are courtesy of Motor Guzzi. The trike was recently resprayed Green and retrimmed in Beige and the vendor now describes the bodywork, paintwork and interior as `excellent', the engine as `1st class, bombproof!' and sequential four-speed gearbox (fifth is blocked) as `good'. The JZR comes with an MOT into February, 2016 - all that's now required is a pair of goggles and a sunny day!

A scarce 'revised' example of the introductory sales brochure for the Bentley 'S' Series Continental now showing the option of the manual synchromesh gearbox as well as the previously standardised automatic gearbox. The factory was put under pressure to offer this facility by enthusiastic buyers, although only 11 cars were finally built to this specification. With Price List, dated August 1957. Excellent condition.

BASSETT-LOWKE by Corgi BL99004 BR lined Black Class N15 2-6-0 no 31407. Thiis Model has been fitted with the later Gearbox and runs silently. Smoke Unit and suitable for 2 or 3R running. Mint in a Near Mint 99003 Box with Instructions and BL Duster. No 50 of a LE of 500 issued.

Registration : 904 YUK Chassis Number : 7391/4C Engine Number : 8975/C Estimate : £2,000 - £3,000 Douglas, from Kingswood, Bristol, are known for their horizontally opposed twin cylinder engined bikes and as manufacturers of speedway and trials machines. In the 1920s Douglas built the first disc brakes and had a Royal Warrant for the supply of motorcycles to the Princes, Albert and Henry. Motorcycle production continued into World War II and afterwards produced the 350cc flat twin models. The first of these models designated the T35 was one of the first production motorcycles to be fitted with rear swinging arm. Douglas had success in trials events with 12 entered in both the junior and senior heats and another three in the Sidecar race during the 1923 TT. These entries gave Douglas their first senior Isle of Man TT victories. Other victories followed, marking Douglas as a serious competitor. Originally built in 1950, this motorcycle was first registered however in 2012. 1994 saw its acquisition by the vendor and the start of its rebuild. Starting with a chassis, its component parts were slowly and meticulously acquired over a number of years. These are rare bikes and trips as far as Scotland were not unusual for several key components. The competition engine and competition gearbox are fully rebuilt. Bearing in mind that examples of Douglas trials bikes are thought to number in single figures, this example, complete now with Douglas Motorcycle Club accreditation, a UK registration document and a full 12-month MoT test certificate, represents a bit of a find. 

Registration : 300 EYD Chassis Number : FAY16536 Engine Number : FAV16536 Estimate : £4,000 - £5,500 The TriBSA, or Tri-B.S.A was a custom built cafe racer or off road motorcycle of the 1960s and 1970s. Its name was an union of 'Triumph' and 'BSA' with the purpose to combine the best elements of each marque to give a superior bike. A TriBSA involved a Triumph parallel twin engine installed in BSA motorcycle frame. Although both the BSA A65 and the Triumph 650 twins engines were overhead valve units, only the Triumph had twin camshafts which facilitated tuning for greater power output. The BSA frame was a duplex-cradle design which was considered stiffer and stronger than the Triumph's single downtube item hence the best of both. The Triumph/ BSA hybrid specials of the 1960's are not as well documented as their Triton cousins but are as equally good in their own right. This example registered on the 8th August 1959 was said to have been a scrambles and road racer in an earlier life. Built from a BSA frame, Matchless front forks with Norton front brake, a Triumph 650cc 6T Thunderbird engine with a later nine stud head and BSA gearbox and chain case. It is also fitted with an alloy fuel tank, chrome wheel rims, new tyres and has Betor gas adjustable rear shocks. Presented in generally good overall condition, it is of 'daylight' running specification and is MoT exempt. It is supplied with its current UK V5C logbook and an old buff logbook dating back to 1969. It has recently received a full check over and is fitted with a new speedometer. 

Registration : YYH 55 Chassis Number : A74018 Engine Number : 60/31L 3044 Estimate : £3,000 - £4,000 The AJS Model 31 was made by Associated Motorcycles at the former Matchless works in Plumstead, London. Developed in 1958 specifically to capture the potentially lucrative US market, the last Model 31 was produced in 1966. The AJS Model 31 was designed by Phil Walker, AMC knew that it had to be a 650cc but wanted to use as many cycle parts from the Model 11 as possible. The cylinders could not be bored out further so the stroke was lengthened from 72.8mm to 79.3mm resulting in a capacity of 646cc. The meant developing a new crankshaft and primary chain case which also provided the opportunity to add a Lucas alternator. In 1959 the Model 31 was redesigned and modernised as the De Luxe with a new full cradle tubular duplex frame and a new cylinder head. Vibration had always been a problem so the crankshaft was upgraded to nodular iron. Capable of 100mph performance, the AJS Model 31 became popular with the American market. The AJS presented here left the factory on the 10th March, 1960 with a gearbox number of 26536. It has a matching frame and engine and is in good order throughout. Whilst requiring some light re-commissioning, this AJS is tidy and, until recently, had been run up to temperature on a regular basis. Supplied with a registration document this motorcycle is a particularly handsome machine.  

Registration : KBV 976 Chassis Number : R510236 Engine Number : MSS10949 Odometer reading : 2,734 miles Estimate : £7,000 - £8,500 Velocette is often seen as one of the 'high class' marques; something of a cut above the ubiquitous parallel twin and far more refined than the average single-cylinder. The 499cc MSS is a pleasant and practical sporting single. The later versions have comfortable suspension and a broad spread of torque making the MSS a relaxed ride over longer distances. From 1948 Velocette turned their attention to building the LE and discontinued the MSS but a re-worked 500 returned in 1954 with all the modern conveniences of the time. Its output of just 25bhp sounds modest but the MSS made the most of Velocette's excellent sprung frame which Cyril Ayton once described as 'virtually faultless'. Velocette's own telescopic front forks provided superb steering with fully-adjustable rear suspension provided by Woodhead-Monroe springs. The MSS looked smart, too, in gleaming black and gold with its fishtail silencer and slightly stepped dual saddle. Owned for just three years by the vendor, a Velocette specialist based in Lancashire and long-time collector of the marque, this is a fully restored example that took place some time ago and it now sports a lovely period patina. Described by the vendor as in good all round running order, including engine, gearbox and clutch etc. It also benefits from a freshly restored magneto. Much cared for, this is a desirable model and priced well. Interested parties should note that there is believed to be a slight blockage to the fuel line entering the carburettor. 

Registration : PU9356 Chassis Number : 8258 Engine Number : 31002 Odometer reading : 5,966 miles Estimate : £7,500 - £8,500 Inspired by the success of the legendary Triumph Riccardo, John Pugh's long lived 4 Valve design first appeared in 1924 and Rudge utilised the layout until motorcycle production ceased at the outbreak of WW2. Chain drive and a new design of Rudge's 4 speed gearbox were also features and strong sales were achieved with 6,400 machines being sold over the 1925 model year - virtually double the 3,340 units sold the previous year. Two other important features appeared for 1925: the first being an engine shock absorber operating on a splined mainshaft and the second the use of coupled brakes. This led to the company's proud slogan "Four valves, four speeds, coupled brakes". The wheels were interchangeable and the bikes were given a warning triangle on the rear mudguard alluding to the stopping power of the coupled brakes. This "barn find" 1925 Rudge 4 Valve 500 has been in the vendor's family since the end of WW2 and has not been used since 1950 when spare beaded edge tyres could not be found to replace the patched originals. The arrival of a new BSA consigned the Rudge to a barn where it has lain undisturbed until recently. In time warp condition but now requiring sympathetic refurbishment this Rudge represents a rare opportunity to acquire an unspoilt high quality machine of the Vintage era. There is a current V5 and the odometer reading of 5,966 miles is believed to be genuine. 

Registration : ESL 356 Chassis Number : F4 34839 Engine Number : F4 34839 Odometer reading : 19 miles Estimate : £6,000 - £9,000 Introduced at the 1927 Motor Cycle Show, the ES2 sports roadster used the Model 18's overhead-valve engine in the cradle frame of the overhead-camshaft CS1 and from then onwards, the 'ES2' designation was always applied to Norton's top-of-the-range, overhead-valve single. Although originally launched as a sports motorcycle, throughout its long life it was gradually overtaken by more powerful models. It remained popular due to its reliability and ease of maintenance as well as the traditional design. From 1947, the ES2 had an innovative hydraulically damped telescopic front fork and race developed rear plunger suspension. From 1953 it had a single downtube swinging-arm frame and was up-rated to the Rex McCandless Featherbed frame in 1959 featuring an improved AMC gearbox, revised cylinder head, crankshaft-mounted Lucas RM15 60-watt alternator with coil ignition and an eight inch front brake with full width hubs. The wideline Featherbed-framed bike was road tested by The Motor Cycle on June 4, 1959 and found to have a mean top speed of 82mph with petrol consumption of 56mpg at 60mph. This 1951 Norton ES2 was subject to a ground up restoration in the mid 1990's and remained in a private collection until it was purchased by the vendor in 2013 who advises us that it has been fully maintained and is ready to be used on the road. Finished in the Norton International colours of silver and black, this ES2 is supplied with a V5C registration document and represents a proper classic motorcycle from one of the best known British manufacturers. 

Registration : 318 SNO Chassis Number : 44112 Engine Number : 18016 Odometer reading : 78,483 miles Estimate : £2,500 - £4,000 The Bullet name was first given to Royal Enfield's sporting singles as far back as 1933 and post WWII, after the immediate calls for basic transport had been met, the desire for new sports models was apparent. In 1948 Royal Enfield debuted their new 350cc Bullet in the 1948 Colmore Cup Trial, causing a sensation as the bikes were fitted with swinging arm rear suspension, then unheard of for trials use. While unsuccessful on its initial appearance, the new model soon showed its form and Bullet mounted riders won gold medals later that year in the International Six Days Trial and were part of the winning British Trophy team. The Bullet followed Royal Enfield design conventions with its 'floating bush' big end and dry sump oil tank contained within the crankcase, intended to warm the oil more quickly than possible with a separate, externally mounted oil tank. Engine dimensions of 70mm x 90mm were the same as the cooking, all-iron Model G but with an aluminium alloy head fitted and an increase in compression ratio to 6.5:1 to give a power output of 18bhp at 5,750rpm. The Albion gearbox was mounted flush to the engine, rather than in conventional plates, to create a semi- unit construction with fixed chain centres and a new telescopic front fork of Royal Enfield's own design was fitted to create a most attractive and versatile motorcycle, as scrambles, trials and road racing versions were marketed alongside the standard road going Bullets. In 1953 a 500cc version joined the range. The bore size was increased to 84mm but the compression ratio lowered to 6.2:1 to give a useful increase in power output to 25bhp at 5,250rpm. Surprisingly the 500cc version sold in quite small numbers and is consequently a rare machine today. 1954 brought a major styling change with the introduction of the 'casquette', a die-cast alloy cowl which enclosed the top of the forks and also the headlamp and instruments while incorporating a small pilot light on each side. For 1955 dual front brakes were fitted within a full width hub and in 1956 a new all-welded frame was introduced which no longer featured a cradle under the engine. The tooling for the old type frame was shipped out to Madras, where Enfield had set up a subsidiary to produce the 350cc Bullet under licence which remained largely unchanged until relatively recently. More changes came in 1959 with the adoption of small seventeen inch wheels for the 350 in common with the new 250cc Crusader and in increase in power output to 20bhp thanks to an increase in compression ratio, a larger carburettor and new cams with higher lift. The 500 received a new large finned cylinder head which became known as the 'Big Head' but there were few changes thereafter until the Bullet was phased out in 1962, with the era of the sporting single coming to an end. This late type 1960 Bullet was fully restored from a basket case by a retired panel beater and had two further owners before being acquired by the current vendor. The Royal Enfield comes with a current V5C registration certificate and a VMCC dating certificate and is described as being ten out of ten by the vendor, who also informs us that the original Essex registration number was successfully re-issued following the restoration. The superbly presented Bullet offered here is an ideal machine with which to enjoy club events and will no doubt reward the new owner with many miles of enjoyable motorcycling. 

Registration : SV4580 Chassis Number : J681 Engine Number : D2479 Estimate : £4,500 - £6,500 The BSA Sloper, so named because of its inclined cylinder configuration, was launched in 1927 and was designed by Harold Briggs, who had joined BSA from the Daimler car company. Initially available only as a 500 (or S series), the Sloper was a very influential design, with two of its key features becoming widely copied; the inclined engine (hence the name 'Sloper') and the saddle tank, which enabled a low seating position, improving the centre of gravity and handling. The first models featured a 493cc (80x98mm) engine and a single port cylinder-head, topped by a cast-aluminum cover for the rockers but featuring exposed valve springs. Alongside the cast iron cylinder barrel were plated tubes to cover the pushrods. Gentle camshaft contours and wide bases on the tappets helped to achieve a quiet and smooth running engine and the large crankcase accommodated a big and heavy flywheel, to aid low speed torque. The gearbox contained three speeds and the wet sump lubrication system featured separate, hand operated metering. Offering good performance and handsome looks, the Sloper quickly established itself as a rider's favourite. There was also the option of a specially tuned engine with higher compression ratio and special cams. A 349cc (L series) version was offered from 1929 and the engines now featured a fashionable two port cylinder head with twin exhausts and fishtail silencers. For 1930 chrome plate replaced nickel on all the bright work and there was a new frame with a forged steel spine in place of the previous duplex type. The Sloper range had increased to six models by 1930 but was reduced thereafter and by the time of the Sloper's demise in 1935 there were just two models, both of 595cc; one overhead-valve, the other, a side -valve. This rare 1929 L29 model 350 was actually delivered in December 1928 to a Mr. Waldson, according to the factory despatch records. It was recorded as being in Pembrokeshire from 1992 until 2008 when it was purchased by the vendor who, after riding a Sloper at the VMCC Training Day at Curbourough in 2007, said he was so impressed by the forgiving nature of the Sloper that he decided he must have one. It has since been used in many VMCC events including the prestigious Banbury Run in 2009, 2012 and 2013. Work done to the BSA, while in the vendor's hands, includes an engine overhaul involving the fitment of a new piston, cylinder liner, valves , springs and guides; a rebuild of the Lucas MDB1 magdyno and renewal of the steering head bearings. The BSA comes with a V5C and a history file which includes receipts for the work described above. Ready for a new owner to ride and enjoy, the BSA is offered for sale at a very attractive estimate. 

Chassis Number : 548504 Engine Number : 336614 Odometer reading : 12,169 miles Estimate : £2,500 - £4,000 Manufactured by the Italian industrial giant Innocenti, the Lambretta motor scooter mobilised an entire generation of Italians in the immediate post-war years. The scooter gained instant acceptance everywhere, its cleanliness and convenience in particular appealing to those who did not have the inclination, time or money for the larger motorcycle. Scooters would eventually surpass their strictly utilitarian origins to become an integral part of British youth culture in the 1960s. The Model LD 125 (or Lusso) was introduced in December, 1951 alongside the basic Model D which had no bodywork. Like the previous Model C, it featured a tubular frame and the petrol tank mounted under the rider's seat. The air cooled 123cc engine featured a cast iron cylinder topped by an aluminium cylinder head and produced an output of 5bhp, giving a top speed of 47mph. The Lambretta was very economical with fuel consumption in the region of 140mpg. The specification included shaft drive, a three speed gearbox operated by a single Teleflex cable and drum brakes, the rear brake being rod operated. The front suspension springs were now enclosed within tubes and the rear suspension was provided by means of a torsion bar. Standard colours were green, grey or beige and the early models can be identified by the two port holes at the rear of the side panels. A Mk. II was introduced in June 1953 after 87,500 units of the first series had been produced; the only major difference was a change to cable operation for the rear brake and the standard colour was now grey or beige with a choice of contrasting side panels in green, blue or red. A speedometer mounted in a miniature leg shield box became an option, as hitherto 125cc machines were not required to have one fitted. Other distinguishing features of the Mk. II were an inside legshield toolbox, and the horn was mounted below the headlight. A version featuring an electric starter, the LDA 125, also became available. The Mk. III of 1957 featured twin 'push and pull' cables to change gear in place of the single Teleflex cable used previously, an epicyclical kick start and the speedometer and horn were mounted in a casting which sat on top of the handlebars. There was no longer a toolbox mounted on the inside legshield as it was now incorporated into the rear bodywork and the choice of main colours had increased to green, grey, off-white, beige and blue with red, blue, maroon or green side panels. The LD 125 offered here was imported from Malta in 2001 in semi-restored condition. The restoration was duly finished and then the Lambretta was put into dry storage. Prior to being imported it had three owners and the current vendor is the second UK owner. The vendor informs us that it rides very well and being of 125cc has the added benefit of being eligible to be ridden on 'L' plates. It is yet to be given a UK registration but all import taxes have been paid. The history file includes the import documentation, an old MoT test certificate and foreign log book. There is also an original toolkit accompanying the scooter. Early Lambrettas like this one are now very sought after and collectable. This 1957 LD 125 is offered at a very attractive estimate. 

Registration : OUF670W Chassis Number : 10702222010184 Engine Number : 11098622011859 Odometer reading : 93,410  Estimate : No Reserve The Mercedes-Benz SL variant was a two-seat convertible/roadster with standard soft top and hardtop as well as optional folding seats for the rear bench. The SLC was a two-door hardtop coupé with normal rear seats and is commonly referred to as an 'SL coupé' but in reality it was an S-Class coupé, replacing the former saloon-based 280/300 SE coupé in the Mercedes-Benz line-up and was every bit the luxurious touring car it was designed to be. Originally registered on 18th June 1981, this presents in chestnut brown with tan/brown interior. Benefitting from fuel injection, this 280SLC drives very well and has clearly been well looked after throughout its 34 years on the road. The engine started immediately when requested and ran smoothly with no adverse noises; the gearbox was smooth and quiet in operation. Supplied with a V5 registration document and a current MoT test certificate valid until 21st April 2016, this Mercedes-Benz is for sale without reserve. 

Registration : B288 BFJ Chassis Number : WDB1070422A026252 Engine Number : 008526 Odometer reading : 63,000 miles Estimate : £8,000 - £11,000 The Mercedes-Benz SL (Sport Leicht) has been in production since 1954 with perhaps the most influential model being the W113 Pagoda of 1963. This second generation evolved from the 230SL to 250SL, finally becoming the 280SL. The W113 was replaced by the W107 in 1971 and, as the engines became larger, the bodywork and weight of the cars also increased - as often happens in mid-life! The SL improved through the years with technical innovation but still managed to keep its fundamental character and identity of an up-market, quality sports car. Its reputation went from strength to strength and it was rare to see an episode of Dallas or Dynasty in the 1980's without an SL making a star appearance. The genius soft-top mechanism which folds down out of sight under a panel ahead of the boot lid gave the car a beautifully sleek, uncluttered appearance. Offered with beautiful and almost unmarked red coachwork, complemented by a near flawless biscuit trim, this great 280SL Roadster has covered just over 60,000 miles from new and has benefitted from a wealth of recent work which we are told includes a gearbox re-build and re-adjustment of the timing giving us an example that is ready for the summer and hopefully hours of motoring enjoyment. Accompanied by a valid MoT test certificate, a history file including recent services and a wealth of old MoT test certificates verifying the mileage and original owner's manual, this plucky 280 is a pleasure to drive with its lighter nose and should, in our opinion, see significant investment potential for years to come with other similar models on offer at double the price. 

Registration : B623BNM Chassis Number : WBAEE320700760039 Engine Number : 42893605 Odometer reading : 105,000 miles Estimate : £15,000 - £18,000 BMW Motorsport introduced M635CSi in Europe at the Frankfurt Motor Show in 1983. It is essentially an E24 powered by the engine that was used in the BMW M1. 'The Bavarian Express', that's what the fans called it- affectionately understating the M version which, with a 282bhp M88 unit, was a real Porsche killer. Most of the cars were equipped with special metric 415mm diameter wheels requiring Michelin TRX tyres. All M6 cars came standard with a 25% rear limited slip differential. US models included additional comforts that were usually optional on models sold in Europe such as Nappa leather, power seats and a dedicated rear A/C unit, not forgetting the center beverage chiller. Car and Driver tested a US M6 in July 1987 and achieved a 0-60 time of 6.1 seconds, better than the BMW published times of 6.4 and 6.8 seconds for the European and US versions respectively. 4,088 M 635CSi cars were built between 1983 and 1988, with 1,767 of those being US built models. This 1985 BMW M6 has been fully maintained and serviced throughout its life and received a restoration in 2005 with more recent work following, including repairs to the gearbox. Finished in the classic BMW colours of white with brown leather interior, this very good example is supplied with a registration document, an MoT test certificate which expires in June 2016 and a large history file containing old MoT test certificates and an extensive array of invoices. Also accompanying this car is the original Owner's Manual Pack containing handbook and service book, both of which have been regularly stamped by BMW main agents and German car specialists. These BMW Motorsport road cars are becoming more sought after and collectable, and this is an opportunity to purchase one of the most desirable models. 

Registration : RBD52Y Chassis Number : SAJJNAEW3BC111347 Engine Number : 8S024489HB Odometer reading : 66,000 miles Estimate : £6,000 - £9,000 This Jaguar XJS in HE specification boasting the fabulous V12 engine and automatic gearbox, has only covered 66,000 miles from new which is verified by the service book and old MoT test certificates. This very good example has been fully maintained throughout, finished in metallic Coronet Gold with twin coach lines and county tan leather interior. The starfish alloy wheels have recently been refurbished and it has received a minor service, new coolant header tank and hoses; we are informed by the vendor that it drives very well with good oil pressure and always starts first time. It is supplied with a V5C registration document, an MoT test certificate which expires in May 2016 and a file containing the service book, old MoT test certificates and old invoices. A fine touring sportscar from the 1980's. 

Registration : SPM 777X Chassis Number : 10704622001129 Engine Number : 11796222000200 Odometer reading : 103,073 miles Estimate : £7,000 - £9,000 The Mercedes-Benz SL class has been manufactured since 1954. The designation SL derives from the German 'Sport Leicht' or 'Sport Light' and was first applied to the 300SL 'Gullwing,' named after the upward-opening doors. The term SL-Class refers to the marketing variations of the vehicle, including the numerous engine configurations spanning five design generations. The Mercedes-Benz R107 and C107 cars were produced from 1971 through to 1989, being the second longest single series ever produced by Mercedes-Benz after the G-Class. The R107 took the chassis components of the mid-size W114 model and mated them to the larger engines from the S-Class (W116). The SL variant was a two seat convertible/roadster with standard soft top, hardtop and optional foldable seats for the rear bench. We are pleased to offer this 500SL, manufactured in 1982, which has been with its current owner for approximately the past 15 years. During this time, we are informed, the car has only covered 8,000 miles and has spent six of those 15 years in Cyprus. This 500SL is fitted with a few factory options which include a tan leather interior, rear seat option and a factory hard top. Although the coachwork displays minor paint variations, no doubt due to its time under the sun in Cyprus, it appears in very good order throughout and especially on its undersides; an important factor with these models. Mechanically, it is also in good order as demonstrated on a recent road test; its automatic gearbox changing ratios smoothly and quickly and the car pulling to a stop without drama. Benefitting from a recent service and MoT test certificate, this Mercedes-Benz, being the more desirable 500SL, is a very reasonably priced icon from the 1980s. 

Registration : 238BKO Odometer reading : 42,708 miles Estimate : No Reserve The Daimler DB18 started out in 1939 as a six-cylinder chassis on which Daimler, and various other British coach builders, offered a range of bodies. The car used a 2,522cc, six-cylinder engine fed by a single SU carburettor. Throughout its life, 70bhp was claimed; although later, a change in the gearing to coincide with the introduction of the Consort in 1950 and marking an increase in maximum speed from 76mph to 82mph which, by the standards of the time, was brisker than it looked. The independent front suspension used coil springs while the back axle was suspended using a traditional semi-elliptical set-up. This Daimler DB18 has been standing for some time and will require a little re-commissioning. We are advised however that she starts and runs well and the pre-selector gearbox operates as it should. From a bodywork aspect, she appears pretty solid and the interior trim has a lovely patina. Offered without reserve, this DB18 is an opportunity to purchase an entry level classic car that perhaps is best described as a rolling restoration project. 

Registration : SPK625M Chassis Number : 2550810 Engine Number : 2550810 Odometer reading : 327 miles Estimate : £8,000 - £12,000 BMW's director of product planning, Helmut Werner Bönsch and Alex von Falkenhausen, the designer of the BMW M10 engine, had both been owners of a 1600-2 (1602) and subsequently had both installed a two litre engine in their respective cars. Following the realisation that they had both made the same modification, they prepared a joint proposal to BMW's board to manufacture a two litre version of the 1602. At the same time, American importer Max Hoffman was asking BMW for a sporting version of the 02 series that could be sold in the United States. The 1990cc engine was made available in 1968 in two states of tune: the base single-carburettor 2002, producing 100bhp as in the 2000 and 2000C and the dual-carburettor high compression 2002Ti, producing 120bhp as in the 2000Ti and 2000CS. This 1973 BMW 2002 was the subject to a complete rebuild five years ago which included restoring the bodywork, rebuilding the engine and gearbox and rebuilding the suspension and brakes. Over the last two years the vendor has carried on the improving the car and has fitted new Koni shock absorbers and springs, he also fitted a new stainless steel exhaust system and manifolds, new Weber carburettors, aluminium radiator, new water hoses, Kenlowe cooling fans and brake hoses. The owner has described the underneath of the car as spotless and to make sure it is in the best condition throughout the front and rear bumpers have been re-chromed. Finished in white with grey interior, this is supplied with a V5C registration document, an MoT test certificate which expires in April 2016, old registration documents and old MoT test certificates. These BMW's are very practical classics and it is rare to have the opportunity to purchase a car which is so well prepared. 

Registration : 908RMM Chassis Number : FAA1617164 Engine Number : 195024 Odometer reading : 54,000 miles Estimate : £5,000 - £7,000 The Morris Minor debuted at the Earls Court Motor Show on 20th September 1948. Designed under the leadership of Alec Issigonis, over 1.6 million examples were manufactured from 1948-1972. The Minor was manufactured in three series; Series I, Series II (1952) and finally the 1000 series, such as the car offered today. These 1000 series cars benefitted from an engine increase in capacity to 948cc and can be differentiated from earlier examples of the marque by their curved, one-piece windscreen which replaced the statement two-piece split-screen and an enlarged rear window. This particular example also benefits from a new dashboard layout, including such luxuries as a lidded glove-box on both driver and passenger sides. This excellent, four door, 1958 example has mostly been under one family ownership from new, only being passed within the family to the son in 1970 who later decided to dismantle the car. Acquired by the vendor approximately three years ago, he set about a ground-up rebuild and upgrade. After completely restoring the bodywork, he subsequently set about rebuilding the mechanics, including restoration and lowering of the suspension, new brakes all round and checking and rebuilding of the gearbox and rear axle. When he came to the engine, it was found to be unserviceable, so he purchased a new MG 1250cc Sprite engine and fitted it alongside a big valve cylinder head and twin SU carburettors. To complete the upgrade, the Minor has been fitted with an oil cooler, large coolant radiator, fans and Minilite wheels. This 'Fast Road' Morris Minor 1000 is finished in black with the original red leather interior - although currently red and black seat covers are being used - and is supplied with various documentation such as a V5C registration, the original 'buff' log book detailing the original owners and a record of the restoration including photographic evidence as well as an array of invoices for parts used. A classic Morris Minor which has been restored with modern roads in mind.  

Registration : KPB835K Chassis Number : 1834352W Engine Number : 223 Estimate : £13,000 - £16,000 In December 1957, the first hand-built P1800 prototype was driven to the headquarters of Karmann. Volvo had hoped that Karmann would be able to take on the tooling and building of the P1800 and they were ready to build it which meant that the first cars could hit the market as early as December 1958. But in February, Karmann's most important customer, Volkswagen, forbade Karmann to take on the job as they feared that the P1800 would compete with the sales of their own cars and threatened to cancel all their contracts if they took it on. This setback almost caused the project to be abandoned and it looked doomed until a press release surfaced with a photo of the car, putting Volvo in a position where they had to acknowledge its existence. These events influenced the company to renew its efforts with the car and it was presented to the public for the first time at the Brussels Motor Show in January 1960. Volvo turned to Jensen Motors, whose production lines were under-utilised, and they agreed a contract for 10,000 cars. The first production P1800 left Jensen for an eager public after its much troubled inception. In 1972 came the last model, the 1800ES, a coupé station wagon with an all-glass tailgate, sometimes described as a shooting-brake. This superb Volvo 1800ES fitted with a manual gearbox and overdrive also has electric power steering. The first owner kept the car until 1989 and had it regularly serviced by main Volvo agents Messrs Kastners in Plymouth. The 1800ES had two further owners in the UK before being exported to Ireland in 1999 were it was put into a private collection. The vendor recently purchased the car from the Irishman's estate and returned the car to the UK , successfully obtaining the original registration number. Restored in the early 2000's, the car is finished in red, whilst the interior has the original black hide to the front seats, original vinyl to the rear and contrasting grey seatbelts. The cabin carpets must have been replaced at some point but they are a superb match to the (albeit faded) original carpets to the boot area, all complemented by a lovely roof-lining and dashboard. The tools are present and it has an un-molested engine bay with all stickers still in place. This lovely Volvo is supplied with a V5C registration document, an MoT test certificate which expires in February 2016, owner's manual, service manual and a file containing invoices and old MoT test certificates. This is an exceptional example of a rare and sought after Volvo.  

Registration : TBA Chassis Number : WBSBR920X0PM94044 Engine Number : 61042987 Odometer reading : 16,900 miles Estimate : £16,000 - £19,000 The BMW E46 M3 was first introduced in October 2000 and appeared worldwide with the new 3.2 litre S54 M-tuned engine. At the time of the car's introduction, this Euro spec engine had the highest specific output naturally aspirated of any engine ever made by BMW (except in the McLaren F1), producing 338hp. It was only available in coupé and convertible bodies as the saloon version had been dropped. The E46 M3 was offered with a standard 6-speed Getrag gearbox with an electrohydraulically actuated clutch (no clutch pedal), but optionally came with an SMG drivelogic gearbox (also known as the SMG II). Shifts are made via the SMG gear knob or the steering wheel mounted paddle shifters. The engine had a redline of 8,000 rpm. As with most M engines, the S54 again had 6 independent throttle bodies and this time electronically operated throttles (drive-by-wire throttle with no cable). This 'fully loaded' BMW M3 Convertible has only covered 16,900 miles from new. Supplied by BMW Heathrow, it came with over £7,000 of options including rear side air bags, Navigation system, Bluetooth telephone, Harman Kardon Hi-Fi, M double spoke wheels, wind deflector and hard top to name but a few of the items. Finished in Titanium silver with black nappa leather interior, this excellent example cost over £50,000 when new and is supplied with a V5C registration document, a current MoT test certificate, the hand book pack and a file which contains a number of MoT certificates which verifies the mileage on the odometer. This is an opportunity to purchase an excellent, low mileage example of a sought after M series BMW.  

Registration : VSR 911 Chassis Number : WP0ZZZ91ZHS141271 Engine Number : 63H04417 Odometer reading : 117,000 miles Estimate : £15,000 - £19,000 The first Porsche 911 was introduced in 1963 as the replacement for the much loved Porsche 356. It has a distinctive design; rear-engined and with independent rear suspension, an evolution of the swing axle on the Porsche 356. The engine was also air-cooled until the introduction of the Type 996 in 1998. Since its introduction in 1963, it has undergone continual development, although the basic concept has remained little changed. In 1973, the Carrera name was re-introduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae which stipulated that a minimum number of production cars were made. The most notable advances in 1984 were the introduction of the 3.2 litre engine. Although it remained an air-cooled 'flat six', the '3.2' was 80% new and incorporated an effective cam chain tensioner and associated lubrication system that at last addressed a perennial 911 shortcoming. With 231bhp on tap, the new 'boxer' motor endowed the Carrera with a level of performance approaching that of the original 911 Turbo of 1974; the bald statistics being a 0-60mph time of 5.3 seconds and a top speed of 152mph. This much loved and looked after 1987 Porsche 911 Carrera Targa, fitted with the 3.2 litre engine and G50 gearbox, is one of the last air-cooled models and has the galvanised bodywork. The vendor has owned this Porsche for the last thirteen years and has recently spent £3,500 bringing the car up to scratch including new clutch, brake discs and pads. Finished in Guards Red with cream interior, it is supplied with a V5 registration document, MoT test certificate (with no advisories) expiring April 2016, the Owner's Manual and the service book which shows all services have been carried out by either Porsche or Porsche specialists, the only gap in servicing was when car was not in use and had SORN applied between 2009 and 2014. There is also a file containing stacks of paperwork covering all work carried out over the years plus various MOT's and tax disks and the original electric tyre pump as supplied when new.  

Chassis Number : AR 1251906 Engine Number : AR 00512 95165 Odometer reading : 28,913 km Estimate : £22,000 - £27,000 The Alfa Romeo Gran Turismo Allegerita (GTA) was the competition version of the popular 105 series, Bertoné, Giulia coupé. First seen in 1965 in 1600 (1570cc) form, it was also later produced as a 1300 Junior version. We are pleased to offer today this 1970, step front (scalino) 1300 GT Junior that has been built to represent the spirit of the GTA Juniors of the period. Mechanically the car has been upgraded and fitted with a standard 2.0 litre engine giving this Evocazioné superior power and torque over the original 1300cc unit. In addition, rebuilt twin Dell'Orto carburettors, with angled ram pipes, supply the fuel. A standard five-speed gearbox with drive provided through a 1750 Berlina differential having ratios that compensate for the larger engine. The braking system has been overhauled and includes four new callipers. Eibach springs and Koni Sport, adjustable shock absorbers on all four corners provide the handling dynamics. The coachwork has also been modified to give the GTA silhouette with the addition of the wide body GTA wings and the paint is finished in the classic Alfa Romeo Rosso. Further details add to the spirit; namely the addition of the GTA replica grill and gold, Alfaholics supplied, 15x8 inch replica GTA alloy wheels with new Toyo Proxes TR 225/50/R15 tyres. The interior exudes the air of a period car; the GTA headlining, Momo dished steering wheel, the rare, original, factory leather flying buttress seats and, of course, the smell. A file includes many invoices from the UK's leading Alfa Romeo 105 series specialists, Alfaholics, Classic Alfa and the Highwood Motor Company. On a recent test, this Alfa Romeo Junior drove very well displaying excellent handling characteristics and power delivery. The history file includes a letter from the Alfa Romeo Owner's Club (AROC) 105 Registrar, Stuart Taylor, confirming that the chassis number relates to the car's manufacture on 15th May 1970 and sold in Civitella del Tronto on 30th May 1970; the car still sitting with its original Italian plates and documentation today. We are informed by the vendor that these will be retained as the car will be required to be de-registered in Italy (copies will be supplied to the new owner); unless, of course, the lucky new owner is an Italian resident. A NOVA certificate and recent MoT test certificate also accompanies the car and, complete with the AROC verification letter, means that the Junior may easily be registered. With prices of step fronted Bertoné coupés rising rapidly, we feel that this example offers the benefits of great value and great fun.