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Registration : 112 6KR Chassis Number : BB42JR07127 Estimate : £18,000 - £22,000 The Ford Escort was introduced in the United Kingdom at the end of 1967, making its show debut at the Brussels Motor Show in January 1968. The Escort was a commercial success in many parts of Western Europe but nowhere more than in the UK where it was the national best seller of the 1960's. In June 1974, less than six years after the car's UK introduction, Ford announced the completion of the two millionth Ford Escort; a milestone unmatched by any Ford model outside the USA. The Mk. I featured contemporary styling cues in tune with its time; a subtle Detroit-inspired 'Coke bottle' waistline and the 'dogbone' shaped front grill - arguably the car's most famous stylistic feature. This outstanding Ford Escort has been owned by the vendor for the last 15 years and the car has benefitted from substantial investment under his stewardship. The specification is comprehensive and is confirmed by a substantial history file. The engine is a Pinto block, mated to a 'Warrior' 16 valve cylinder head. The gearbox is a five-speed sequential change unit and the rear axle is a limited-slip unit, overhauled in 2011. The shell is a Gartrac body and meets Motor Sport Association standards, safely housing the two-Litre engine which was reconditioned in 2012 by Connaught Competition Engines at a cost of £3,897.60. Subsequently the car has been Dyno tested and confirmed to produce 291bhp. To be expected, the interior has a rollcage, Corbeau racing seats and harnesses together with the necessary instrumentation for competition use. Supplied with a V5 registration document, full year's MoT test certificate and MSA Competition Car Log Book (issued 9th April 2002), this is a superb example and any interested parties would be advised to view the vehicle carefully to fully appreciate the specification and quality of this example. 

Registration : GF51 XTG Chassis Number : SCFAB12372K302583 Engine Number : AM2/02576 Odometer reading : 69,824 miles Estimate : £18,000 - £24,000 Unveiled at the Geneva Motorshow in 1993, the Ian Callum styled DB7 began production in 1994 at a new factory in Bloxham, Oxfordshire. It was engineered in conjunction with Tom Walkinshaw's TWR group who built the new supercharged six cylinder engine. In 1999 the new DB7 Vantage with a V12 engine was revealed. It didn't just bring a new powertrain but more aggressive styling with a bigger front grill, new fog/side/indicator lights and imposing 18" wheels. The Vantage interior leather trim was cut and sewn at a special trim shop at Newport Pagnell where the carpet and wood veneers were also prepared. With the launch of the new V12 engine in the DB7 Vantage, production of the earlier straight-six DB7 ended in mid-1999. This extremely elegant righthand drive DB7 Vantage, fitted with the ZF automatic gearbox, is finished in Derwent Green with a Forest Green and Parchment leather interior. It was delivered new on 1st December 2001 by Lancaster in Sevenoaks. The service book has 15 stamps from Aston Martin main dealers and one stamp in 2011 from specialist, Desmond Smail. The car has been provided through Aston Martin Works in Newport Pagnell who performed the most recent service in November last year. A V5C registration document and MoT test certificate until February 2016 are also provided. With an excellent history and a most elegant colour combination, this DB7 drives well and is supplied in good order throughout. 

Registration : RUF 735M Chassis Number : AR1427621 Engine Number : AR00564/ES2130 Odometer reading : 88,437 km Estimate : £26,000 - £32,000 It is important to understand how the Alfa Romeo Montreal came about as its design and power plant are was something to behold. Montreal, Canada, the setting for the 1967 World's Fair; the International and Universal Exposition or 'Expo 67' as it was known. Alfa Romeo was asked to provide an exhibit that would be representative of the automotive industry. The result was a fabulous prototype designed by Marcello Gandini of the Bertone styling house and named Montreal in honour of the event. The 105 series chassis and components were used as a basis, designed with ease of future production in mind. When the first production model was revealed in 1970 the styling was virtually identical to the World's Fair prototype but the biggest surprise was the power plant under the bonnet. Alfa Romeo used a detuned Type 33 racing car's V8 engine of 2,593cc capacity which produced over 200bhp. Regrettably, the Type 33 six-speed transmission and transaxle were not used, however; a ZF gearbox five-speed gearbox and modified 105 series rear axle were incorporated to good effect. This lefthand drive Montreal was spotted for sale in Renens, Lausanne, Switzerland on the drive of a private residence by a John Hartland, a classic car dealer. John immediately stopped and after a detailed negotiated, a deal was agree and he promptly drove her back to UK. She ran perfectly on the return journey and was first registered in the UK on 26th May, 1989. The intention was always to sell the car on and it was advertised in Motorsport Magazine which is where the next owner, David Eaton, spotted her. David had recently bought an Espada which needed a partial restoration and engine rebuild, but he wanted a car to use while he rebuilt it. He had always liked the Montreal's excessive Italian styling and they also came with that fabulous race bred 2.6 litre, quad-cam, V8. David had watched the Alfa 33 spiders win at Brands Hatch in 1971 and was aware that the Montreal's engine was a detuned version of this. So over to Surrey he went and after one walk around the car, decided to buy. That was the 30th June 1989 and he has owned this car ever since. It was used regularly between 1989 and 1996 until, that is, the Espada was back on the road. At the first MoT test in 1989, she had 77,111km recorded which rose to 86,051km on 12th October, 1998 and, as of April 28th, 2015, the mileage is now ony 88,437km which translates to just 2,400km added in the last 17 years. She was rolled out several times in the year to keep everything in running order and, of course, (apart from a couple of times) off to the annual MoT testing station.   One of the first things that did need attention back in 1989 was the fuel tank as it was showing signs of porosity and these were virtually impossible to locate, even in Italy. So a local company in Essex, Hayward and Scott, were commissioned to manufacture an aluminium one. With the complex Spicer mechanical injection system, no chances can be taken. Also at the time of purchase, she had a plastic rear screen. Again finding a rear screen for a Montreal in 1989 was very difficult but the long-time secretary of the Montreal registry, Chris Slade, managed to find one in Italy which he brought back. Over the years, all the brakes have been rebuilt, new clutch fitted, wheels refurbished and, recently, new tyres. Prior to the purchase and registration in the UK, nothing is known of the history apart from the name and address on the log book. The chassis is completely rust-free and has never had any welding since arriving in the UK and looks completely original underneath. It has a full years MoT test certificate and benefits from all new lower ball joints and front brake hoses. She is reported to run well and represents an honest, solid and regularly used example, a proper driver's car. 

Registration : TSY 247 Chassis Number : AR 1495 02814 Engine Number : AR 1315 50407 Odometer reading : 43,950 km Estimate : £26,000 - £30,000 We are delighted to offer this Alfa Romeo Giulietta Spider which, according to the Alfa Romeo Historic Archive in Arese, Milan, was manufactured on 19th November 1957 with the original body colour of white, and was sold on 21st March 1958 in Melegnano, Milan.  Today, this Giulietta sports red coachwork, a change from its original white, and carried out sometime in its earlier life. On inspection, it appears straight and rust free and although applied some years ago, the finish still looks smart. The engine bay is finished in black and gives away the original colour in places. Mechanically, the original 1290cc engine has been replaced with a later 1290cc Berlina block (a common change in period) mated to the standard four-speed gearbox. An early, rare and sought after cylinder head is fitted and fuelled via twin DCO3 sand cast Weber carburettors. As the historic racing fraternity knows, these carburettors are in very high demand and if a set can be found. The engine is also of interest in that it has an early cylinder head with the fuel pump located and driven off the exhaust camshaft. The chrome work does require some renovation and the wheels look original and untouched. Looking inside, the interior is in good condition and the hood, on removing it from its stowage, operates correctly and is in good order. A large history file accompanies this Giulietta and includes early Giulietta Register club magazines, many magazine articles and cuttings with road test reports from Autocar, Motor and Road and Track and an original Alfa Romeo spare parts catalogue. A large quantity of invoices and notes from its early days in the UK also give a fascinating insight into the car, including records from the well known Alfa Romeo racing driver of the period, John Dooley of Brookside Garage. It also benefits from an MoT test certificate valid until 9th September 2015. The Giulietta's V5 records the car as having first been registered in October 1996, and in fact the car has been in long-term ownership since then. However a sales invoice from 6th December 1974 suggests the car has been in the UK since 1974; as does a letter from Alfa Romeo (Great Britain) Ltd dated 21st June 1976, stating that the car is to Spider Veloce configuration. If you can look past this Spider's imperfections, you should be able to see a fabulous and rare, pre 1960, short wheelbase Giulietta that all too infrequently comes onto the market. 

Registration : 463NCG Chassis Number : T825029DN Engine Number : VS2150-9 Odometer reading : 24,786 miles Estimate : £44,000 - £50,000 Although having a family resemblance to the XK120 and XK140, the XK150 was radically modernised. A one piece windscreen replaced the split screen and the wing line no longer dropped as much over the doors. The bonnet was widened, opened down to the wings and, on the roadster, the bulkhead was moved back four inches to make the bonnet longer. In the interior, the XK140's walnut dashboard was replaced by one trimmed in leather and chrome. On the early drophead coupés, an aluminium centre dash panel with an 'X' pattern engraving was fitted which looked similar to the early 3.8 litre, E-Type, whilst thinner doors gave more interior space. The four-wheel Dunlop 12" disc brakes appeared for the first time although it was theoretically possible to order a car with drums and either wire wheels or disc wheels could be specified. Suspension and chassis were very similar to that on the XK140. These were high performance, well-appointed sports touring cars capable of 137mph and 0-60 in 7.8 seconds and accomplished long distances with alacrity. This rare righthand drive XK150S Coupé is fitted with the 3.4 litre engine and overdrive gearbox. This two-owner car from new was purchased by the vendor in 1965. Fully maintained and serviced by the vendor in his own workshop, this XK150S is in excellent mechanical condition; it starts easily and runs very well. The car has been re-painted while in his ownership and is finished in British Racing Green with the original brown leather interior. This Jaguar XK150S is supplied with a V5C registration document, an old V5 document, the buff log book and MoT test certificates going back to 2003 which show how little mileage this car has covered in the last twelve years. Righthand drive XK Jaguars from this period are very sought after and collectable - particularly the rare 150S model -and it is even rarer to find an unrestored example in such good condition.  

Registration : SGK492V Chassis Number : ZFFAA02A2A0033415 Odometer reading : 55,682 miles Estimate : £36,000 - £42,000 The 308GTB was launched at the Paris Motor Show in 1975 and was built alongside the 308GT4, designed as a replacement for the 246 Dino. Designed by Leonardo Fiorvanti, the man who styled some of the most iconic Ferraris including the Daytona, the new 308 was a rakish and attractive body which fused classic elements of Ferrari styling with a thoroughly modern design. For the first two years of production, the body of the 308 was produced in fibreglass, after which, steel was used. The 308 shared a similar tube frame chassis to the original Dino and 308GT4; with four wheel, double wishbone independent suspension. Although Ferrari had used fuel injection for a number of his single-seater and sports racing cars, it had been considered too complex and precarious for use with road cars. As time went by, the technology improved until, in 1979, fuel injection was introduced on the 400GT. Perhaps the ousting of Weber artistry was inevitable not only from an engine development point of view, but also to help in meeting the increase demands of the legislators. Whatever the reasons, it became Ferrari policy to introduce fuel injection on all production models. For the 308 Ferrari chose to stay with the Bosch K Jetronic system. It was available on the US specification 308s around the middle of 1980, but not until some months later on the European models. Along with the introduction of fuel injection, there was a switch to Marelli Digiplex electronic ignition and the gearbox was modified. Outwardly, there was little to distinguish these cars from those that have gone before. The 'I' on the back denotes the use of injection and twin tailpipes either side of the silencer box, but this was not infallible as twin exhausts had also been used on high-performance options. Imported from the USA in July 1998, this 1980 Ferrari 308GTSi was originally supplied in Rosso Corsa but was repainted in 2011, changing the colour to Giallo Fly- the very attractive Ferrari yellow. The interior is in its original black leather and it comes with a black removable roof. The car has been in a private collection and was taken off the road in 2006 before being returned and re-commissioned in 2013 by a top UK Ferrari specialist, QV London based in Windsor, Berkshire. It has recently been serviced, including having the cam belts replaced by the same company. This Ferrari 308GTSi is supplied with a V5C registration document, an MoT test certificate which expires in May 2016 and a small file containing old MoT test certificates and copies of invoices from 2013 and the recent service. The 308 model is one of the most classical shapes produced by Ferrari in the 1980s and good value as Ferraris continue to rise in value and desirability. 

Registration : UOA597L Chassis Number : 9113101941 Engine Number : 6133726 Odometer reading : 43,000 miles Estimate : £54,000 - £59,000 The original Porsche 911 was introduced in Autumn 1963 and manufactured until 1989. It was succeeded by a modified version, internally referred to as Porsche 964, but still sold as Porsche 911, as are current models. Mechanically, the 911 was notable for being rear-engined and air-cooled and, from its inception, the 911 was modified both by private teams and the factory itself for racing, rallying and other types of competition. The original 911 series is often cited as the most successful competition car ever, especially when its variations are included; namely the powerful 911-derived 935 which won the 24 Hours du Mans and other major sportscar races outright against prototypes. The 911T was the first Porsche to receive the new Bosch K-Jetronic or CIS engine (Continuous Injection System) from January 1973 onwards. Often referred to as 1973 1/2, these T models produce 140bhp and also boast the newer type standard H pattern (915) gearbox which, in tandem, provide a smooth yet powerful engine and are great fun to drive. This lefthand drive, matching numbers, 1973 Porsche 911T coupé with electric sunroof was sold new by McPeak Porsche/Audi in Walnut Creek, California and has a complete history going back to then, even including the original windscreen sticker. The last owner purchased it from the fifth owner in 2013, with the last three owners all members of the Porsche Club of America and all of the previous owners spending substantial sums maintaining this car. One in particular decided to upgrade the engine to virtually 'S' specification and on file an invoice confirms the $20,000 engine rebuild and upgrades undertaken. At the same time, the car was lowered with Bilstein sports suspension and a Dansk stainless dual outlet exhaust was fitted. In 1997, a Porsche Owner's Club 'purchasing check list' was carried out and the car scored 97%, remaining in the same condition today. Last year the car was sent to Tuthill Porsche for a full inspection and major service and evidently, no expense was spared in the preparation; £6,000 was spent with Tuthill's ensuring that the car is absolutely on the button and ready to enjoy. All invoices and inspection reports, which report no mechanical or body defaults, are in the history file and Tuthill's reported that it is a very good car. The car has been previously repainted in the original metallic blue and the black interior is in excellent condition. This 911T is supplied with a V5C registration document and a file containing all the invoices and inspection reports. 

Registration : BHJ 242J Chassis Number : 8086 Engine Number : 40380 Odometer reading : 95,561 km Estimate : £45,000 - £55,000 Lamborghini wanted to include a four seat, grand tourer to the model line-up which included the Miura and the 400GT; this came to fruition in the Spring of 1968 when the Espada was exhibited at the Geneva Salon. A very distinctive design by Marcello Gandini of Bertone, it was radical in appearance yet extremely practical. The name 'Espada' means 'sword' in Spanish, referring to the sword that bullfighters use to kill the bulls. With 150mph performance from the 3.9-litre, V12 engine, five speed gearbox, chassis-mounted rear axle and all-independent, coil spring suspension, the car was built as a high performance supercar. The interior was altered dramatically between each model. An all new dashboard and steering wheel was installed for the S2 and the interior was again revamped for the S3. This lefthand drive Series Two Espada was manufactured on October 1st, 1970 and benefits from being one of the last Series Two's to be built with the glorious Muira centre spinner Campagnolo wheels, and the Series One rear lamps. It was delivered on October 15, 1970 to Lamborauto of Turin and sold to Ms. Zutinic Radmila who owned the car until 1972. The second owner, Roberto Jaime Gourlay, purchased the car in Turin in 1972 and was working as a buyer for the Canadian Forces Exchange Stores in Lahr, Germany. He had a Department of National Defence driver's licence and was able to register the Espada with the Canadian Forces and not with the German TUV and so the car had DND Canadian licence plates in Germany. When Roberto departed Lahr and set up business in Frankfurt, he had to change the Canadian (CDN) plates for German duty free plates and continued to enjoy the car. He then went to work in Spain where the authorities let him drive the car on tourist plates as long as he held a valid work and residence permit. When the permit ended however, the Spanish authorities insisted he had to register on Spanish plates and demanded a considerable fee. At this point, he decided to leave Spain within the week and drove back to Germany. His intention was to sell the Espada but as the German economy was not in good shape, he drove it to the UK where the car was sold to a wealthy horse dealer and saddler, Kenneth Lyndon-Dyres, of Maidstone, Kent. It was first registered in the UK on 10th May, 1976 having had four owners by this time. It was then shipped to California with the intention of selling but did not meet the emission regulations and so was shipped back by a Don Kay of Croydon who bought it in the USA. It was then acquired by a Michael Percy of Piddington, High Wycombe on 23rd September 1980. We believe it was owned by him until 1986 at which time, the engine dropped a valve and the car was bought by Thoroughbred Sports Cars, Whitney, Oxfordshire. The engine was removed and the body re-painted from Azzurro Mexico (light blue) to red. It then remained with the engine out until the vendor decided it was time to rescue her and bought the car on 10th February, 1989. David Eaton had wanted an Espada since first seeing the car in magazines in the late 60's and had joined the Lamborghini club in 1988. Being just 44 inches high (the car not the vendor), and so long and wide, this spectacular four-seat shape had completely hooked him. It is important to note that the decision to buy was based on being able to see the body shell and chassis were rust free and a desire to rebuild a Lamborghini V12. It took seven years to take the car back to bare metal and then two-pack the complete underneath (still in excellent condition) as well as rebuild the suspension and, of course, that fabulous V12 engine. The engine has the original pistons and bores but was rebuilt with new rings, chains, shells, and gaskets at 77,000km. The paint you see has been on the car since 1986. She was back on the road in 1996 and has clocked-up approximately 18,000 trouble free kilometres. More recently, she has been back to the factory for the Murcielago launch in Germany and numerous trips up and down the UK. It has also been to the 50th anniversary timeline in London and the Silverstone Classics 2013 and 2014. But after 26 years of ownership, a difficult decision was made to sell her; as another classic racing car project beckons. Presented with a full year's MoT test certificate and a new set of Pirelli tyres, it is with a heavy heart that one man's passion is now available.  

Registration : AOD 789A Chassis Number : 878572 Engine Number : R4281-9 Odometer reading : 80,806 miles Estimate : £78,000 - £90,000 Rather like gold and property, there are a number of other investment vehicles (excuse the pun) that can be relied upon within the classic car market. Cars that, when tracked, prescribe a curve that can not only be relied upon to remain even and constant but also offer the investor a reasonably dependable return. Where it differs from more conventional investments is that it accelerates to 60mph in 7.6 seconds, has a top speed of 153mph and represents one of the most beautiful objects ever penned by a human being. Behind the wheel, the visceral experience is exquisite, women think you are intoxicating and the simple pride of ownership is one that overrides even an Applecorp share certificate. It's a constant wonder to me that not everyone has a Jaguar E-Type. The pinnacle, of course, is the first incarnation of the model, the Series I and it is an extremely well restored one that is presented here today. It was acquired in a partially restored state approximately three years ago by the vendor, himself something of a specialist in this field but probably better known for dominating the XK racing scene for the last twenty years. Under Trevor Grooms critical eye, the car was completely stripped, painted and rebuilt. All bright-work was re-chromed and the braking system was completely re-worked (with new piping). The rear differential now has a rebuilt 3.31 power lock system and the gearbox has a clean bill of health. A new clutch, fuel pump & lines and complete new wiring harness has been fitted. The engine has been completely rebuilt with electronic ignition, rebuilt dynamo and overhauled radiator. The front suspension, shock absorbers, steering rack (and mounts) are all rebuilt, have new bushes and refitted and all finished off with a brand new stainless steel exhaust. Whilst the mechanics are fully sorted, the interior has not been neglected. Completely re-trimmed, as you would expect, with new seats and runners, new hood and hood cover and, most unusually, a factory hardtop is also included. This description gives only a brief insight into the works carried out, further inspection of the history file will show additional details such as the addition of a new battery and cut-off, rebuilt heater box and associated pipe work and a new aluminium dash kit amongst many others. So, properly restored, a matching numbers car and the model and configuration to own, use or collect. 

Registration : APU 122A Chassis Number : HBT7/8155 Engine Number : 29DRUH/12122 Estimate : £35,000 - £45,000 There is little doubt that the Big Healey occupies a significant chapter in the annuls of historic rallying. Few cars can compete with the elegant lines and formidable three litre engine that took so many of these to victory at stages all over the world. The BMC competitions department rallied the 3000 from its introduction but the development of the works cars effectively ended in 1965 mainly because of the success of the Mini Cooper 'S'. Such luminaries as Pat Moss and Tommy Wisdom, Nancy Mitchell, John Gott and Peter Riley took these cars into the public eye where they remain just as competitive with modern day warriors such as David Grace Simon Kidstone. Chassis number H-BT-H/12122 was built in March 1960 and dispatched to Imperial Motors in Bournemouth. The equipment specified at the factory included a black hardtop, roadspeed tyres, a laminated windscreen, disc wheels all round, adjustable steering column and over drive. No heater was requested. Whilst the first owner is unknown, a paper-trail does exist detailing its history with the second owner from 1968. A change of ownership took place at that point to Brian Turner of West London with another change in 1972 to John Seymour in Essex. He took the original registration number, OTK 76, off the car replacing it with the current number, APU 122A although still raced with OTK 76 right through to 1989. It is believed that the original number was not sold but attributed to his tow-vehicle while he raced the Healey. In 1972/73, it was fully converted to its current racing specification before selling to Roger Byford in the early 1980's. It is thought that during John Seymour's ownership, the car was taken back to Donald Healey in Warwickshire to be converted to a race car. To the trained eye, there are also another few details that stand out; primarily, all the body panels are aluminium, including all four wings and doors, normally the preserve of the works team cars, including the dished rear lid, so shaped to take a spare wheel. Additionally the throttle assemblies and rocker cover are also of the works type. The shock absorbers are Armstrong adjustable units to the rear and Armstrong up-rated to the front. The gearbox contains straight cut, close ratio gearing of the type used at Sebring, Donald Healey's most successful circuit, mated to a 2912cc engine with oversize valves, a racing camshaft by Rees and a Tuftrided drilled crankshaft fitted to a lightened and balanced flywheel. The competition distributer keeps things in time and the triple DCOE's ensure the fuel is flowing correctly. The brakes are servo-assisted by Bob Green with a limited slip differential and new crown wheel and pinion with a 4.1:1 ratio. There appears to be much on this car that speaks of more than the sum of its parts. In 1982, the car was sold to a German owner where it was raced on the continent until 1989 when the vehicle was parked up and for the past 25 years it has been dry stored. Recently recommisioned, it now has excellent oil pressure and runs well. It has just been through a UK MoT test; albeit with a borrowed set of wheels and tyres. Indeed, reading between the lines, it may be argued that this car has enjoyed a career in racing that is not fully documented here or understood. A little more research may open a few pleasant surprises or form the basis of an easy rebirth to rallying. Furthermore, it is supplied with FiA papers dated July, 1988 as well as a British Motor Industry Heritage Certificate. The future of this Healey is still to be written and could easily be as interesting as its past. 

Registration : ESJ886 Chassis Number : BN2/-L/1229801 Engine Number : 1B/229801 Odometer reading : 64,500 miles Estimate : £38,000 - £44,000 The Austin Healey 100 was built between 1953 and 1956 by the British Motor Corporation. Originally developed by Donald Healey, it was to be produced in-house by his small car company in Warwick, using the Austin A90 Atlantic mechanics. Healey built a single 'Healey Hundred' for the 1952 London Motor Show and the design particularly impressed Leonard Lord (Managing Director of Austin), so much so, that a deal was struck with Healey to build it in quantity at Austin's Longbridge factory. The car was subsequently renamed the Austin-Healey 100. The first series 'BN1' were equipped with the same 90bhp engines and manual transmission as the Austin A90, however, the gearbox was modified to be a three-speed unit with overdrive on second and top. The BN2 came with a real four-speed manual transmission, with overdrive on the top two gears. The BN2 has many features distinguishing it from the BN1; the front wheel arches were enlarged as well as using a different rear axle and, possibly the most visually noticeable, an alternative two-tone paint scheme - the BN2s being the first 100s to have this as an option.   This excellent Austin Healey 100/4 BN2 was supplied new in 1955 in lefthand drive configuration to Paris, France but featured a mph speedometer. It was returned to the UK in 1957, when it is believed to have been converted to righthand drive by the Healey factory and assigned with the registration 'TLT 48'. Little is known of the history prior to 1970 but, during that time, the colour was changed from the original green to black. In the 1980s, the car was subject to a comprehensive restoration at which time it was repainted, again in green and taken on a tour of France. In 1998, it was sold to a car dealer who removed the original registration number and had it replaced by the DVLA. Following this, the car's current and official registration is 'ESJ 886'. The vendor, an Austin Healey collector, purchased this BN2 in 2012 and, during his ownership, has enhanced and improved it with regular maintenance. The changes made by the vendor include a conversion to use unleaded petrol as well as new shock absorbers, fuel pump, brake pipes, front hubs and bearings, steering hub and stator tube. He has also detailed the engine compartment and boot area and carried out Dinitrol rust prevention treatment following a complete clean of the underside of the vehicle. Finished in green with green leather interior, this Austin Healey 100/4 is supplied with V5 registration document, an MoT Test certificate valid until February 2016 and a file containing various paperwork including a 'buff' log book, a Heritage Certificate and various old MoT's, invoices and photographs from the 1970s and 80s. This Healey is ready to be used and enjoyed; an ideal car for the summer. 

Registration : XAT 50S Chassis Number : GCATTC041421 Estimate : £24,000 - £28,000 The squarer-styled Escort Mk. II appeared in January 1975 with the first production models having rolled off the production lines on 2nd December 1974. Unlike the first Escort (which was developed by Ford of Britain), the second generation was developed jointly between the UK and Ford of Germany. Codenamed 'Brenda' during its development, it had the same mechanical configuration as its predecessor; the estate and van versions even used the same panel-work as the Mk. I but with the Mk. II front end and interior. The car used a revised underbody which had, in fact, been introduced as a running change during the last six months of the life of the Mk. I. The car was a success with just four body styles competing in a variation of market niches where rival manufacturers had multiple models. The 'L' and 'GL' models were mainly purchased by the private sector; the 'Sport', 'RS Mexico' and 'RS2000' in the performance market; the 'Ghia' for an untapped small car luxury sector and 'base' models for the fleet market. The Escort continued to prove hugely popular with buyers in Britain during the second half of the 1970s, but production slowed and after an incredibly popular model run, ended in Britain in August 1980 with other countries following soon after. Originally registered on 3rd January 1978 as an Escort Mexico, this Mk. II Escort has been heavily modified with substantial time and finances invested by the vendor throughout his 18-year ownership. The engine is a Cosworth steel block mated to a Warrior 16 valve cylinder head; the gearbox, a five-speed sequential change unit and the rear axle with limited slip differential makes this a very competitive rally car. Mechanical work on the engine has been carried out by Connaught, who specialise in competition engines and, in line with this, the interior is fitted with a roll-cage and Corbeau racing seats together with the correct instrumentations for competition use. Fuel injection has also been fitted to this outstanding vehicle with the car being Dyno tested at 293bhp. The fastidious owner has enjoyed the use of XAT 50S immensely and any interested parties are advised to view the vehicle to fully appreciate the specification and quality of this competition Escort. Supplied with a V5 registration document, together with a full year's MoT test certificate and RAC 'Competition Car Log Book' (issued 28th August 1996). 

Registration : MRY 611F Chassis Number : BA91GM12949 Engine Number : 12949 Estimate : £18,000 - £24,000 Following on from the enormous success of the Lotus Cortina Mk. I, Ford introduced the Cortina-Lotus Mk. II in 1967 with the famous Lotus twin cam engine now giving 109bhp. Ford renamed the Lotus version the Cortina-Lotus, due to its manufacture at Ford's Dagenham plant in Essex. This came about through their move from Cheshunt to Hethel in 1966. As an aside, the well-known stripe that adorns the Ford Cortina-Lotus models was never applied by the factory and was made a dealer option only. We are pleased to offer this 1968 Cortina-Lotus Mk. II once owned by Stuart McCrudden; ex Ford, 1968 - 1974. Being a 1968 model, it has the raised auxiliary instrument binnacle, a more desirable feature than the later, flat dashboard version. Mechanically, major works were undertaken in 2013 totalling approximately £5,000 which included a complete engine strip-down, inspection and overhaul using new valve seats, valve guides, gudgeon pins, bearings and standard OE type camshafts. An over bore of the cylinders by +40 thou was carried out to match the Omega forged pistons. The water pump was overhauled with the addition of a ceramic impeller and the 40DCOE carburettors were stripped, cleaned, inspected and adjusted as required. On re-assembly of the engine, all parts were re-finished in the original, factory grey colour. The gearbox was also stripped, inspected and rebuilt with new bearings, seals and gaskets as required and the propeller shaft was overhauled with new universal joints. The suspension was dismantled, inspected and repaired with polyurethane bushes fitted to track control arms, anti-roll bar and pick up points. Spax adjustable shock absorbers are fitted all around. Today the Cortina-Lotus looks very smart in its finish of Ford Dragoon red with a gold stripe, reminiscent and similar to the period of Alan Mann racing colours; the correct wheels further complement the external finish. On the inside, the trim is very smart with all the instruments present, correct and in working order; in fact, on a recent road test, the Cortina-Lotus not only performed well, with the instruments displaying the correct readings, but sounded fabulous also. This Ford is UK registered with its original number plate, MRY 611F. It further benefits from a recent service and a fresh MoT test certificate and just awaits a lucky new owner. 

Registration : OC4023 Chassis Number : J3719 Engine Number : XPAG9378 Estimate : £24,000 - £29,000 Derived from the first MG Midget, the M-Type, and introduced for 1933, the two-seater J2 established the classic MG look which would characterise the Abingdon marque's sports cars into the 1950s. With its deeply cutaway doors, fold-flat windscreen and fixed cycle-type mudguards, it revealed its race-bred pedigree in every line and set the British sports car fashion for many years. This new Midget was given the factory designation 'J2' and it was announced simultaneously that a new super-sports 'J3' model and a racing 'J4' would quickly follow. The Midget's 847cc, overhead-camshaft, Wolseley-derived engine was coupled to a four-speed gearbox and housed in a simple chassis frame featuring half-elliptic springing all round and cable-operated 8" diameter brakes. Thus equipped, the lightweight J2 possessed exemplary handling and steering by the standards of the day, and was good for 65mph. In total, 2083 of the two-seater versions were produced between mid-1932 and early 1934 and today the J2 is one of the most sought after of pre-war MG sports cars. This J2 was purchased by the vendor in 2010 from the estate of Philip Lomax; an avid classic car collector in whose ownership, this MG was fully restored in the 1980's. Fitted with an XPAG engine, gearbox and updated MG TA hydraulic brakes, high torque starter and alternator for rallying, this car is ready to be used and enjoyed. For those collectors who wish to put this car back to the original specification it is supplied with an M-type engine in bits, including engine block number 10781A, two heads, crankshaft and a number of new parts including pistons, bearings and con rods. Finished in two-tone mid and dark Brunswick green with red interior, this J2 is also supplied with a V5 registration document, a buff continuation log book from 1958 and various invoices for recent mechanical work amounting to several thousands of pounds. This is 1930's driving at its most enjoyable.

Chassis Number : VFA2700VAD0050384 Odometer reading : 41,016 km Estimate : £18,000 - £22,000 Alpine, once an independent company specialising in faster Renaults, and later a Renault subsidiary, established a fine competition history with the stunning Alpine A110, winning the 1973 Monte Carlo Rally and World Championship. The successor was the Alpine A310 that was initially powered by a tuned 17TS/Gordini four-cylinder engine, the six-cylinder 2,664cc V6 option arriving in 1976. The A310 was labour intensive, having been developed for small-scale artisanal production, the basis being a hefty tubular steel backbone chassis clothed in a fiberglass shell. The engine was mounted longitudinally in the rear driving the wheels through a manual five-speed gearbox. With the weight a mere 980kg, the Renault Alpine was a fine performer indeed. We are delighted to offer this 1982 example of the V6 powered A310 Alpine with only one French owner and a full Renault service history from new until being imported from Verzy, France into the UK recently. On arrival into the UK, it has undergone a service and a Holly carburetor conversion that replaces the notoriously unreliable Solex 34 TBIA unit. This is a very original example and looks handsome in its red finish. The interior is also excellent with a typical 1980s scheme. A history file includes a handbook, Déclaration de Cession D'un Véhicule, various invoices and a service book that supports the low recorded odometer reading of only 41,016km. We are informed that the Alpine will arrive at the sale with an MoT test certificate and a NOVA certificate that will make UK registration a formality or, if required with its French registration, may easily return to France. These are becoming increasingly difficult to source and especially a one-owner, low mileage example such as this one. 

Registration : LVR984W Chassis Number : GVGEJ1AJ519393 Engine Number : 37394 Odometer reading : 32,562 miles Estimate : No Reserve The MGB was launched in May 1962 to replace the MGA. Introduced as a four-cylinder roadster, a coupé with 2+2 seating was added in 1965 with production continuing until October 1980. The MGB GT sported a ground-breaking design by Pininfarina with the launch of its sporty 'hatchback' style. By combining the sloping rear window with the rear deck lid, the GT offered the utility of a hatchback while retaining the style and shape of a coupé. This MGB GT was originally registered on 1st June 1981 and has undergone some restoration work of late. The coachwork is in pretty good order and the interior has been re-trimmed in leather, this appears to have been done to a good standard. A wooden dashboard has also been fitted making the whole cabin area more luxurious than the original set-up. We are advised LVR 984W drives well and the overdrive on the gearbox functions as it should. Supplied with a V5 registration document and a current MoT test certificate, MGB's have received substantial press coverage of late confirming what great value for money they represent in the current market. 

Registration : J513SPG Chassis Number : 053 Engine Number : 140B707000041933 Estimate : £35,000 - £40,000 The Ferrari P series were prototype sports cars in the 1960s and early 1970s. Although Enzo Ferrari resisted the move even with Cooper dominating F1, Ferrari began producing mid-engined racing cars in 1960 with the Ferrari Dino-V6-engine Formula Two 156, which would become the Formula One winner of 1961. Sports car racers followed in 1963. 1967 was a banner year for the Enzo Ferrari motor company as it saw the production of the mid-engined 330 P4, a renowned V12 endurance car meant to replace the previous year's P3. Only four Ferrari P4-engined cars were ever made; one P3/4 and three 330 P4s. Their three-valve cylinder head was modelled after those of Italian Grand Prix-winning Formula One cars. The famous German designer Luigi Colani commissioned the first P4 replica built in 1977 by Noble Motorsport in Leicester. A steel space frame was used and the reliable Renault 3.0 litre, V6 engine linked to a five-speed transaxle giving the power and speed for use on the track also. The fibreglass body has been produced with careful attention to detail and the result is a faithful copy of the original car built in the 1960s. A fun and exciting evocation of the great original with desirable looks and still manages to turn heads today.   This Noble P4, number 053, was built in 1992 and purchased by the previous owner in August 1995; a design director of Ford Motor Company. Correspondence and receipts from Neil Foreman of NF Auto Development indicate that it was upgraded to the latest specification of the time, including wishbones, reinforced chromed steering arms, shock absorbers and springs along with a new radiator and cooling fan during 1998. Sliding side windows were fitted in July 1999 to complete the new build, now sporting a redesigned front end. The all-alloy 2.7 litre, fuel injected V6 Renault engine, coupled with the five-speed gearbox provides suitable power for the light weight space frame construction and the upgrades have enhanced the drivability and usability. Documents show that in 1995, it was purchased with a mileage of 4,595. An invoice from Alan Collins Performance Car Specialist in 1997 then records the mileage at 4,639. It was then stored privately in Germany for at least ten years and it appears that the odometer stopped working at some point during this period; however, we are informed that it has been subject to little use since then. Purchased by the vendor two years ago to join his collection of Ferraris, he found he was unable to import the car to the USA allowing us to offer it today. This Noble Ferrari 330 P4 is supplied with a V5C registration document, an MoT test certificate which expires in September 2015 and a large history file which includes the original build manuals, letters of new part conformity for registration, wiring diagrams and drawings. Due to the great fame, sleek appearance and absolute rarity of the original, most of us can only aspire simply to enjoy a hand-crafted and bespoke built P4 replica, similar to the exceptional car offered here. This real xxxxxx is on the button and ready for a new owner to enjoy. 

Registration : ADA 714T Chassis Number : GHD5-485767G Engine Number : 30445 Odometer reading : 51,200 miles Estimate : £4,500 - £6,000 The MGB was launched in May 1962 to replace the MGA. Introduced as a four-cylinder roadster, a coupé with 2+2 seating was added in 1965, with production continuing until October 1980. The MGB GT sported a ground-breaking design by Pininfarina with the launch of its sporty 'hatchback' style. By combining the sloping rear window with the rear deck lid, the GT offered the utility of a hatchback whilst retaining the style and shape of a coupé. Acceleration of the GT was slightly slower than that of the Roadster due to its increased weight although top speed was improved by 5mph to 105mph due to better aerodynamics. This MGB GT was one of the last of the production run and as such, is fitted with the 'deck chair' style seating and rubber bumpers. During our test drive, the BGT performed very well with everything working correctly, including the overdrive unit on the gearbox. With a number of previous MoT test certificates in the file, the indications are that the mileage of 51,200 is correct, although this is not warranted. Finished in Russet Brown and supplied with a V5 registration document together with a current MoT test certificate this is a highly useable classic car. 

Registration : JO 9231 Chassis Number : 33694 Engine Number : 6803 Odometer reading : 17,624 miles Estimate : £7,500 - £9,500 Bicycle manufacturer William Morris introduced his first car, the 'Bullnose' Oxford, in 1913 starting a tradition of Morris Oxfords that was to continue right up until 1971. With an enviable reputation for reliability and quality, by the end of the 1920s Morris had become Britain's largest car manufacturer holding a 51% share of its home market. Although smaller models- such as the 'Minor' and the 'Ten'- were the mainstays of the range, Morris also maintained an interest in larger cars. A completely new car was announced for 1934 with a longer and stronger chassis and flexible mountings for the 2002cc engine whilst the gearbox gained synchromesh. Initially it kept the 'Six' name (reflecting the number of cylinders in the engine) but this changed to 'Sixteen' which came from the car's tax horsepower category. 'Old Jo' as this Oxford Six is affectionately known is in absolutely lovely condition and has been a regular sight at historic car shows in Surrey and Sussex for the last 20 years. The vendor is reluctantly selling to make space for a recent purchase and is looking for a new home that will hopefully cherish 'Old Jo' in the same way he has. The exterior is finished in blue over black paintwork and the interior has blue carpets and blue leather bench seats, front and rear, which are also in very good condition. The car was manufactured with several interesting features such as a fold-out table for rear seat passengers, a rear window privacy blind (driver operated), a sliding roof to let the sun in and a hydraulic brake system which was still uncommon even on more expensive makes at the time. The car was restored between 1972 and 1976, when some features such as the freewheel option were disabled to make the car safer for modern roads. The car has a wealth of history including the 1934 Operation Manual, a fold-out Lube Chart, a DVLA-supplied keeper history and a stamped road tax license book showing history from 1956 to 1963. Also included within the file is a current MoT test certificate to May 2016 as well as previous ones dating back to 2001. The file also contains invoices from the last 20 years which confirm the high standard of care and maintenance that the car has been subject to. All in all, 'Old Jo' would seem like an ideal vintage investment! 

Registration : K312EDP Chassis Number : WBAEG22000CB57875 Engine Number : 60190372 Odometer reading : 85,000 miles Estimate : £8,000 - £11,000 Design of the 8 Series began in 1984 with the final design phase and production development in 1986. The 8 Series debuted at the Frankfurt Motor Show in early September 1989. The 8 Series was designed to move beyond the market of the original 6 Series. The 8 Series however had substantially improved performance, as well as a far higher purchase price. Over DM1.5b was spent on development; BMW used CAD tools, still unusual at the time, to design the car's all-new body. Combined with wind tunnel testing, the resulting car had a drag coefficient of 0.29, a major improvement from the previous BMW M6 635CSi's 0.39. The 8 Series supercar offered the first V-12 engine mated to a six-speed manual gearbox on a road car. It was also one of the first vehicles to be fitted with an electronic 'drive-by-wire' throttle. The 8 Series was one of BMW's first cars, together with the Z1, to use a multi-link rear axle. While CAD modeling allowed the car's body to be 8lb lighter than that of its predecessor, the car was significantly heavier when completed due to the large engine and added luxury items. Some of the car's weight may have been due to its pillarless 'hardtop' body style which lacked a 'B' post. This body style, originating in the United States in the late 1940s, was abandoned by Detroit in the late 1970s. The 850i was the first model launched in 1990 with the five litre M70B50 V12 engine producing 296hp. It was available with either a four-speed automatic or a six-speed manual gearbox. This 1992 850i, fitted with the automatic gearbox option, has been maintained since new and has had very little use since 2006; in fact the MoT test certificates show that the car has only covered 1,200 miles since then. Finished in calypso red with silver/grey leather interior, this is supplied with a V5C registration document, an MoT test certificate which expires in February 2016, a handbook pack with owner's manual, service book and all the other manufacturer supplied manuals. The car also comes with two keys and a file containing old registration documents, MoT test certificates and invoices. This is an opportunity to purchase BMW marque's 'top of the range' grand tourer of the period for a fraction of the original cost. 

Registration : OHK 59P Chassis Number : 124376X145413 Engine Number : 7145413VI129MS Odometer reading : 900 miles Estimate : £32,000 - £37,000 Photo's courtesy of Matthew Woods Photography The truly outstanding vehicle offered here is an original all numbers matching 350ci, four-speed manual Camaro, built in the GM factory in Antwerp, Belgium. It was picked from the production line by a senior manager to be his private vehicle. He had the engine blue printed and balanced before it was then put into the car. The present owner has had the vehicle for 15 years and for the 18 years prior, it was in the ownership of a close friend who eventually, after much negotiating agreed to sell it to him. With the current owner, the proprietor of a car restoration company, the 'no expense spared' restoration has been handled entirely in-house. It has been subject to one of the most comprehensive restorations we have seen with over 800 hours in the bodywork and paint alone. Presented in the correct Chevrolet Granada Gold with the black sides, a tribute to famed Chevrolet driver Smokey Yunick who raced in these colours the car had covered just 37,000 miles from new and with the engine an original matching numbers item, it has had a full rebuild with a Weiand manifold and Holley Avenger carburettor. The numbers matching four-speed Muncie gearbox has also been completely rebuilt and draws its power from the engine via the original skimmed flywheel and new clutch assembly. The rear axle is the original factory installed 12 bolt positraction unit also with the correct code stamps. The front suspension clip and body shell, which sits on new 17" five-spoke wheels and tyres, are stamped with the correct numbers, the factory Gold 'deluxe' interior is described as perfect and the power assisted brakes are completely refurbished. The master cylinder is new, the front callipers have been re-sleeved in stainless steel and all pipe work is also new. With a new stainless steel exhaust system, all new factory correct suspension, rebuilt power steering and new factory correct wiring, the front clip was sand blasted, painted and rebuilt using factory correct bushes and parts. This is a very exciting car to drive, the power steering & brakes combined with the power of the engine make it a real treat and with just 900 miles since the 'money-no-object' restoration it can certainly be considered one of the best examples available. 

Estimate : £23,000 - £27,000 1966 was the last year Ford offered the original Mustang Fastback and it proved to be a stellar year in sales. In all, about 35,000 Mustang Fastbacks were produced in 1966 with just 7,889 being 'Luxury' versions consequently making this model highly sought after by Mustang collectors. The '66 model Fastback featured a re-designed grill, new instrument cluster and new styled wheels. An automatic gearbox option was also introduced for the V8. Although other Mustangs in 1966 sported the Mustang Pony emblem directly behind the front wheel wells, the GT Mustang featured a special GT emblem in its place. One of the most distinct features of the 1966 Fastback Mustang is the car's exit vents, which work with the vehicle's fully functional 'silent-flo' interior ventilation system. This 1965 manufactured Mustang 289 Fastback has been the subject of a full restoration in the recent past which included engine rebuild, body/frame restoration, a full repaint and new interior. The car is equipped with a 302 cubic inch engine, mated to a four-speed, manual gearbox and has been upgraded to disc brakes on all four wheels. It is finished in metallic Caspian Blue with white Le Mans stripes and is complemented by a black interior. It sits on a new set of 15x7" Revolution alloy wheels and virtually new tyres. Factory, manual Mustangs with four-speed transmission are becoming increasingly difficult to find, especially considering the added bonus of disc brakes all round, this example offers excellent performance and is a delight to drive. Supplied with a copy of the original title and a NOVA certificate enabling the car to be registered in the UK, together with an MoT test certificate valid until May 2016; this is an opportunity to acquire a Mustang that has benefitted from significant time and financial investment. 

Estimate : £32,000 - £38,000 The Ford Mustang is an American icon and was originally based on the Ford Falcon compact. The first production Mustang rolled off the assembly line in Dearborn, Michigan on 9th March 1964 and was introduced to the public at the New York World's Fair on 17th April 1964. It was, and remains, one of the most successful product launches in automotive history. The Mustang sold over one million units in its first 18 months on the market and its legend lives on with revised models still in production today after 50 years. With each revision, the Mustang saw an increase in overall dimensions and in engine power. By 1969, the muscle car race was on and Ford offered a 351, 428 Cobra jet and other performance engines in most models, although often ordered with the Fastback and Mach One cars. The '69 Boss 302 and Shelby (available since 1965), were speciality Mustangs offered with both high performance engines and race-breed suspensions. This stunning Mustang Fastback GT390 has been owned and driven by a well respected enthusiastic vendor. The manual gearbox mated to a high performance engine combine to make this a very special Mustang. The condition of the car is excellent with the blue paintwork virtually unmarked, as is the black interior. Supplied with a V5 registration document and a current MoT test certificate, together with some service history, this Mustang Fastback is a very good example and one that drives, looks and sound superb. 

Registration : 611 YUB Chassis Number : J595103059 Odometer reading : 46,000 km Estimate : £38,000 - £42,000 General Motors designer Harley Earl loved sports cars and was influenced by the GIs bringing home MGs, Jaguars, Alfa Romeos and the like after hostilities ceased in Europe in 1945. Even the small independent carmaker, Nash Motors, began selling a two-seater sports car in 1951. Earl convinced GM that they also needed to build a two-seat sports car. Earl and his Special Projects crew began working on the new car later that year which was code named 'Opel'. The result was the 1953 Corvette taking its name from the corvette, a small, maneuverable fighting frigate and was unveiled to the public at that year's Motorama Car Show. The first Corvettes were virtually hand-built in Flint, Michigan in Chevrolet's Customer Delivery Center. The outer body was made out of a revolutionary new composite material called fiberglass, selected, in part, because of limiting steel quotas left over from the Korean War. Underneath that radical new body was standard Chevrolet components including the 'Blue Flame' in-line six-cylinder truck engine, two-speed Powerglide automatic transmission and drum brakes from Chevrolet's regular car line. We are delighted to offer this classic 1959 V8 Corvette Roadster, described as being in excellent condition throughout. The coachwork is presented in the classic Signet Red with white coves and complemented by a matching white and red interior. This breath-taking example was restored in the 1990s and the condition today reflects the quality of that restoration. It is believed that during that restoration the original three-speed manual gearbox was converted to four-speed, resulting in the Corvette being much more useable, especially in traffic. We understand that the car originated from Arkansas where it had only one owner before being exported to a motor museum in Athens. Imported from Greece into the UK in 2010, the Corvette has a UK V5 registration document and a current MoT test certificate. Within the history file can be found various invoices, an owner's manual and US Certificate of Title document from Arizona. A fabulous piece of American automotive engineering that only awaits a lucky new owner. 

Registration : LNE800 Chassis Number : 660271 Engine Number : 2004-7 Odometer reading : 33,260 miles Estimate : £43,000 - £48,000 The Jaguar XK120 was manufactured between 1948 and 1954 and was their first post-war sportscar; it succeeded the SS100 which ceased production in 1940. The XK120 was launched in roadster form at the 1948 London Motor Show as a test bed and show car for the new Jaguar XK engine. It caused a sensation which persuaded William Lyons to put it into production. The '120' in its name referred to its 120mph top speed which made it the world's fastest standard production car at the time of its launch. It was available in two convertible versions; first as the roadster then also as a drophead coupé from 1953 and as a closed or fixedhead coupé from 1951. This righthand drive XK120 Roadster was purchased by the vendor in 1975 as a project car from a dealer in the Midlands; after about a year of owning it, he decided to carry out a body-off restoration. A 3.8 litre, Jaguar Mk. II in reasonable condition was purchased as a donor car for the engine, gearbox with overdrive and the rear axle; all were fitted together with panard rods and radius arms on the rear axle to stop it moving in any direction. Next, he found a Jaguar Mk. IX in a local breakers yard which supplied the Dunlop disc braking system. After restoring the chassis he found a person who specialised in Jaguar bodywork and a deal was struck where he paid £100 and when that was used up, he paid another £100 - this worked well to start with but when he got a bill for £600 which he was not expecting , he took the car home and finished it himself. Not satisfied with the power output from the 3.8 litre engine, the vendor managed to find a Jaguar 4.2 litre unit which was reputed to have only done 20,000 miles since a major overhaul - and this is how we find the car today. This 'fast road' XK120 has been fully maintained and serviced since the rebuild and is 'on the button'; it starts easily, runs well and is ready to use. Finished in British Racing Green with red leather interior and black toneau cover, it comes supplied with a V5C registration document and some old MoT test certificates. This is a very reliable, well-built special and is ready to be appreciated as such. 

Registration : A2 URC Chassis Number : SCBZK15C3WCH61578 Engine Number : 89090L410MT2T Odometer reading : 40,223 miles Estimate : £45,000 - £50,000 The Bentley Azure was launched in 1995 and based on the platform of the Continental R coupé which had been launched in 1991. The Azure often surprised with its size and bulk, intended to both convey a sense of presence and allow for comfortable seating of four adult passengers. Power came from the company's stalwart 6.75 litre V8, featuring a single intercooled turbocharger producing in the region of 380bhp. The gearbox was a General Motors sourced four-speed automatic unit with the Azure capable of 0 to 60mph in an impressive 6.1 seconds. Owing to the limited space at Bentley's Crewe factory, the Azure was designed and manufactured by Pininfarina, significantly adding to the vehicle's production cost. From 1999, the Azure was also available in 'Mulliner Trim' which added special bespoke trim and additional equipment, thus allowing the buyer the option for further customisation during the build process. Pricing varied as equipment could be significantly different from one to the next depending on personal preferences. This stunning Bentley Azure was originally registered on 30th September 1997 and has been owned by the current registered keeper since 2002. Finished in Diamond Black Metallic paintwork and a black hood with Silverstone interior and a black/Silverstone split top roll, Silverstone knee roll and grey carpets. Traditional figured dark walnut further compliments the luxurious interior. Mulliner wing vents are fitted to both front wings as are the correct Azure wheels with blue Bentley badging. Supplied with a V5 registration document and an MoT test certificate valid until 6th March 2016, together with the original service book with nine stamps, this Bentley is supplied with the interesting number plate of A2URC. The Bentley Azure is a Grand Tourer offering enormous style and luxury , this example is no exception. 

Registration : NOW868F Chassis Number : CP/ 2267 Engine Number : CP/ 2867 Odometer reading : 32,851 miles Estimate : £34,000 - £37,500 The Triumph TR5 was manufactured for just 13 months, from August 1967 through to September 1968 and is the most sought after of the Michelotti /Karmann-styled Triumph sports roadsters, combining the most elegant early looks with all-independent suspension and the best engine. Optional extras included overdrive, wire wheels and the Surrey top with detachable roof panel. Visually identical to the Michelotti-styled TR4, the TR5 hid its main differences under the body and the most significant of these was the engine, the first British production sports car unit to feature petrol injection. The 2,498cc straight-six used Lucas' new indirect injection system to develop 150bhp. It's the TR5 that aficionados seek out as the most attractive and collectible of the series. Supplied with a British Heritage certificate, this righthand drive (home-market) car comes with the desirable extras of overdrive and wire wheels. It is in its correct and original colour of Wedgwood Blue with a black interior and left the factory on May 20th 1968 to be delivered to dealers, Sparshatts of Southampton. The previous, long term, owner purchased the car fifteen years ago and carried out some restoration work to the car, including the fitment of a new clutch as well as a gearbox and overdrive unit overhaul in 2001, since when the car has covered an average of only 500 miles each year. The car is presented in excellent order with very good panel fit. There is a substantial history file with the car which includes previous MoT test certificates, copies of previous V5 registration certificates and a number of invoices. Prospective buyers should be aware that at some point in the car's history there has been an engine change and that the odometer stopped working at 32,851 miles.This rare and desirable Triumph comes with an MoT test certificate valid until September 2015 and a V5C registration certificate has been applied for. 

Registration : CUT20K Chassis Number : ZFFKC33C000090601 Engine Number : 28047 Odometer reading : 47,500 miles Estimate : £28,000 - £32,000 The Mondial offers an affordable entry into Ferrari ownership and benefits from the added practicality of its 2+2 configuration. Conceived as Ferrari's 'world car' and rival to the Porsche 911, the Mondial stayed in production from 1980 to 1993 through four distinct variants. The best and last of them - the Mondial T - was sufficiently different to almost warrant a new name. By now, the original 3.0-litre, V8 had been enlarged to 3.4 litres, as shared with the Ferrari 348, delivering nearly 300bhp. The 'T' suffix refers to the switch from a transverse engine and gearbox, to a new, in-line engine/transverse box layout that allowed the engine to be mounted much lower in the chassis, offering a dramatic improvement in handling. Other innovations on the Mondial T included electronic variable suspension, air conditioning and power steering, along with various styling alterations. This 1991 example is believed to be one of only 53 sold in the UK in righthand drive form, making it a very rare car indeed. Supplied new by Maranello Concessionaires in September 1991 to Mr. Berger in London, this Mondial T has only covered 47,500 miles from new. Finished in 'Rosso Corsa' with black roof and cream interior, this has been well maintained and in May this year had a cam belt service and new MoT test certificate issued by Ferrari specialists, QV London. This Ferrari Mondial T is supplied with a V5C registration document, MoT test certificate which expires in May 2016, the original book wallet, containing the handbook and service book and a file which has a number of old registration documents. Also accompanying the vehicle are various old MoT test certificates, DVLA MoT history, (which with the service book verifies the mileage) and a number of invoices. This is a unique opportunity to acquire a rare, righthand drive Ferrari cabriolet; a perfect car for the summer and a fantastic investment for the future. 

Chassis Number : 14440 Engine Number : 14903 Odometer reading : 89,417 miles Estimate : £105,000 - £120,000 1927 saw the introduction of the six-cylinder Alvis 14.75 and this engine became the basis for the long line of luxurious six-cylinder Alvis cars produced up to the outbreak of the Second World War. The overtly sporting 2,511cc Speed 20 appeared in 1932 and a year later, as the SB series, was treated to a number of innovations including independent front suspension and the world's first all-synchromesh gearbox. In 1936 a larger 3,511cc engine was introduced with seven main bearings, rather than the four of the earlier Speed 20, giving an output of 110bhp. The clutch, flywheel and crankshaft were balanced together, which minimised vibration and two electric petrol pumps fed the three SU carburettors. The new 3 ½ litre model initially carried saloon bodywork only, but a year later it was combined with the latest version of the Speed 20 chassis to create the Speed 25, capable of a top speed of 95mph and widely considered to be one of the finest cars of its era. Alvis never supplied any of the bodies for the Speed 25. All the cars were supplied in chassis form and the majority were bodied by Cross & Ellis (Tourer), Charlesworth (Saloon and Drop Head Coupé) and Vanden Plas. Many other coachbuilders including Bertelli, Carbodies, Lancefield and Offord would also offer suitably elegant open touring or saloon car bodies on the Alvis chassis. This 1937 SB Series Speed 25 carries a Sedanca Drop Head Coupé body by Charlesworth and has been in the vendor's possession since 1983. Originally registered BG 5953 (a Birkenhead series for which records no longer survive), little is known of its history prior to it being owned in the late 1950s by David Heimann. According to the vendor, there is some speculation that the Alvis saw service as a police vehicle and that there was also a connection with Sir Anthony Eden but no supporting evidence has come to light; hopefully further research might prove fruitful. During the vendor's long ownership the Alvis has been treated to a complete body and mechanical restoration and carefully maintained since, covering little mileage. There is a history file with the car which contains detailed invoices for the work carried out by Hightone Restorations as well as all MoT certificates going back to 1981. There is also a valuation report carried out in 1989 by marque expert Malcolm Elder which describes the Alvis as one of the best of its type in existence. Resplendent in cream paintwork with navy blue interior, this Alvis is ready to be enjoyed by an appreciative new owner and, as a highly original example of one of the finest cars of the 1930s, is sure to attract interest from collectors and enthusiasts alike. Note: the original registration mark (BG 5953) is presently being re-applied for. 

Registration : tbc Chassis Number : ZFFAA171300088324 Engine Number : 0088324 Odometer reading : 34,686 km Estimate : £50,000 - £70,000 Introduced at the 1984 Paris Salon, the Testarossa caused a sensation. The functionality of its Pininfarina styled bodywork was disguised by a wealth of flamboyant/futuristic detailing. Developed with the aid of a wind tunnel, it combined a low drag coefficient with impressive negative lift characteristics. The first twelve-cylinder Ferrari to be marketed in America for a decade, the new flagship was of vital importance to Maranello. Although it was built around a similar tubular steel matrix, it retained the same mid-engined layout as its Berlinetta Boxer forebears. The Testarossa was more than just a simple evolution, its use of galvanised steel for the doors, roof and bulkheads promised greater longevity (the rest of the bodywork was formed in aluminium), while a longer wheelbase, wider track and revised all-round double-wishbone coil-over suspension promoted better handling. As well as greater interior space, drivers also benefited from an adjustable steering column, re-profiled seats and air conditioning. Mounting the drivetrain and rear suspension on a separate sub-frame meant better noise insulation and easier servicing. The switch from a large front-mounted radiator to twin units housed in front of each rear resulted in more efficient cooling and less heat soak. Extensively reworked, the 4942cc, flat-12 developing some 390bhp and 362lbft of torque, it was mated to a five-speed manual gearbox but kept in check by twelve-inch discs all-round and a limited slip differential. Highly praised by the contemporary motoring press, Autocar magazine found the Testarossa capable of 181mph and 0-60mph in 5.3 seconds. Predictably exclusive, just 438 are thought to have been UK supplied. This good looking example appears to have been well looked after over the years and, certainly recently, has had very little road use, kept, as it has been, in a museum. The quality of the interior and the front boot certainly reflects the low mileage recorded and, upon further inspection, the overall condition of the exterior and engine bay also appear to be in extremely good and original condition and complete with the correct and original Ferrari jack and leather case. Recently exercised, it was serviced by Ferrari specialist which included a full fluids and safety check. It also carries an MoT test certificate valid until November 2015 as well as the German equivalent (and far more stringent) TUV. Imported from Germany in 2010, all taxes and duty have been paid and UK registration is currently under application. 

Registration : DAP 328B Chassis Number : 881024 Engine Number : RA5438-9 Odometer reading : 66,958 miles Estimate : £65,000 - £75,000 The Jaguar E-Type was manufactured between 1961 and 1975 to create a combination of good looks, high performance and competitive pricing. Established as an icon of 1960's motoring and a great success for Jaguar, more than 70,000 E-Types were sold during its lifespan. The Series I was introduced, initially for export only, in March 1961, with the domestic market launch coming four months later, in July of that year. The cars at this time used the triple SU carburetted, 3.8-Litre six cylinder XK engine from the XK150's. The first 300 cars built had flat floors and external bonnet latches and are considered to be rare and more valuable. After that, the floors were dished to provide more leg room and the bonnet latches moved inside the car, whilst underneath the hood, the engine size increased to 4.2-Litres in October 1964. It is not often we have the opportunity to auction true survivor cars with the current way of thinking to restore and retro fit our most beautiful classics, but in this instance, we have an example of a truly original Series I, 3.8 Roadster. Still showing the original body tags in the boot, axle diff, gearbox casing, gearbox top cover and engine block and even the original crayon marks on the bulkhead, this fully matching numbers example, with wiper motor date coded, is a real collector's item. Offered in Opalescent Golden Sand with upgraded biscuit leather, the car was first purchased by prominent businessman, Mr. E. D. Benedetti in February 1964 from Jaguar Cars, New York. Mr Benedetti owned the car until 1987 when it was purchased by Mr F. Diangelis Jr. of New Jersey. The vehicle resided with Mr. Diangelis until 2010, when it was imported in to the UK by its enthusiastic current owner. When the vendor had spotted the car in the summer of 2009, it was clear it had been virtually unused for, we believe, 25 years and frankly unloved, despite having been held in the same collection for some 13 years. The clutch had completely ceased, which looking at the mileage would make mechanical sense for that time as at 50,000 - 60,000kms, they are due to be replaced and the car appeared to have been parked up since that time. Thankfully, he seized the opportunity and decided to repatriate the E-type by undertaking a re-commissioning, allowing him to own, revive and enjoy the car himself. The changes involved in the re-commissioning were reasonably extensive and included front and rear brakes, a new clutch, a head gasket- completed just 500 miles ago, extensive rebuild of the original SU carburettors and new exhaust. All of these works are supported by numerous bills housed within a comprehensive history file which also includes a very rare, original E-Type Operating, Maintenance and Service Handbook, original jack, hammer and hood bag. The current owner has always resisted the temptation to restore this roadster and, instead, enjoys receiving far more attention at Goodwood meets than 'run-of-the-mill' E-Types. The owner's hope is that it will remain an original car but with the current values achieved for restored examples, what would you do with this great example of a true driver's car? 

Registration : PMB262B Chassis Number : BC148XC Engine Number : 74CBC Odometer reading : 70,003 miles Estimate : £95,000 - £110,000 Bentley's magnificent Continental sports saloon has been synonymous with effortless high speed cruising in the grand manner since its introduction on the R-Type chassis in 1952. With the arrival of the final (S-Series) generation of six-cylinder cars in 1955, the Continental lost a little of its individuality but none of its exclusivity and this trend continued after the arrival of the V8-engined S2 in 1959. Eulogising about Bentley's newly introduced 'S' Series cars, The Autocar had written, 'the latest Bentley model offers a degree of safety, comfort and performance that is beyond the experience and perhaps even the imagination of the majority of the world's motorists.' Introduced in the autumn of 1959, the Rolls-Royce Silver Cloud II and Bentley S2 appeared externally unchanged from their Silver Cloud and S-Type predecessors, though their performance was considerably enhanced by the new 6,230cc aluminium-alloy V8 engine. Power-assisted steering was now standard and there was no longer the option of a manual gearbox, Rolls-Royce's own four-speed automatic transmission being the sole offering. The Bentley Continental was, exclusively a coachbuilt car, the firms of H J Mulliner, Park Ward and James Young all offering bodies on the Continental S2 chassis. By far the most striking of the S2 Continentals were those bodied by Rolls-Royce's in-house coachbuilder Park Ward and this design by Norwegian Vilhelm Koren, with its influential continuous front-to-rear wing line, would continue on the Continental S3. Quad headlamps were the S3's major styling innovation and on the H J Mulliner, Park Ward-bodied Continental were contained in slanting nacelles giving rise to this model's 'Chinese Eye' sobriquet. Recently restored, this Bentley S3 is in delightful condition. The deep rich racing green coachwork is a colour synonymous with the marque and the olive leather interior is unmarked. The highly figured walnut dashboard is almost a work of art with a fantastic collection of dials, switches and knobs, the ergonomics of the cabin space of this Bentley really is something special. The quality of this 'Chinese eye' Bentley has to be seen to be appreciated and viewing is highly recommended. Supplied with a V5 registration document, a current MoT test certificate and a history file. 

Registration : 938 YUT Chassis Number : 674336 Engine Number : F1121-8 Odometer reading : 258 miles Estimate : £95,000 - £110,000 The Jaguar XK120 was manufactured between 1948 and 1954 and was Jaguar's first post-war sports car succeeding the SS100, which ceased production in 1940. It was launched in roadster form at the 1948 London Motor Show as a test bed and show car for the new Jaguar XK engine and caused a sensation persuading William Lyons to put it into production. The '120' name referred to its top speed which made it the world's fastest standard production car at the time of its launch. It was available in two convertible versions; first as a roadster then also as a drophead coupé from 1953 and as a fixedhead coupé from 1951. The iconic shape of the Jaguar XK120 roadster sustains the car's constant appreciation by classic car enthusiasts. They are eminently usable motorcars and understandably much coveted. Extremely robust, wonderfully reliable and infinitely eye-catching; they are, understandably, one of the most collectable motorcars available today. Manufactured on 24th November, 1953 and dispatched to the Jaguar dealer in Los Angeles, the car was repatriated in 2003 in need of restoration. The body was removed and the car totally rebuilt mechanically including the fitment of a five-speed gearbox, disc brakes all-round and an electric cooling fan. The body was then restored to a high standard and the interior re-trimmed using top quality leather. The net result of this significant investment is a Jaguar that can be used regularly and one that will enjoy being driven with both ease and enthusiasm, as confirmed by our enjoyable road test. Supplied with a Jaguar Heritage Certificate and a V5 registration document, this is altogether a brisk, handsome and well-sorted motorcar with entirely thoughtful improvements to vastly enhance the overall driving experience. 

Registration : T595HUB Chassis Number : WDB2084472T022549 Engine Number : 11197520018817 Estimate : No Reserve The first-generation C208 CLK was introduced in 1996 and based on the W202 Mercedes-Benz C-Class launched three years earlier. The C208 Coupé was replaced by the C209 CLK-Class in 2002, although the convertible remained in production until 2003 when it was replaced by the A209 CLK. The CLK introduced a new market niche for Mercedes-Benz. Although the C208 used components from the E-Class and had a specification level higher than the E-Class, it was in fact based on the less expensive C-Class platform.   This top of the range 230CLK Elegance convertible is fitted with a very rare five-speed manual gearbox. It has a very good service history and the vendor informs us that it is an excellent driving car. Finished in Metallic Blue with blue electric convertible roof and light grey leather interior, this 230CLK is supplied with a V5 registration document, an MoT test certificate which expires in May 2016 and the original handbook pack containing handbooks and service history. 

Registration : K543 RDL Chassis Number : WDB1240311B614899 Engine Number : 10498012031315 Odometer reading : 83,700 km Estimate : £9,000 - £12,000 W124 is the Mercedes-Benz internal chassis designation reference for the 1985 to 1995 version of the Mercedes-Benz E-Class. Due to the high cost of German engineering and build quality, the model was designed to last many miles with awards won by high mileage versions. Front suspension is by way of a separate spring and damper whilst rear suspension features the Mercedes-Benz multi-link axle introduced in 1982 on the 190 and now standard on many modern cars. Much of the 124's engineering, along with many of its features, were advanced automotive technology at introduction and incorporated innovations that were adopted throughout the industry. This rare, Mercedes Benz 300E 3.4 AMG original Special Edition had been imported from Japan to Germany in 2014 and is supplied with the original factory order code, as well as a Japanese service inspection. Offered in silver with black leather and having passed a much respected German TUV inspection, (valid until August 2016) alongside an English MoT test, (valid until September 2015) this 300E, combined with the AMG engine produces 272bhp driven through the automatic gearbox. This is a superb, original AMG W124 model from the pre-merged era with Daimler-Benz and is certainly offering an array of extras from the full AMG performance pack. Fully electric seats, air conditioning and protected paintwork give the chance to own an incredibly rare example of this German flyer, in very good order and offering nothing short of breathtaking AMG performance. 

Registration : T370HPP Chassis Number : WPOZZZ99ZXS604283 Odometer reading : 103,000  Estimate : £8,500 - £11,000 The Porsche 996 is the internal designation for the Porsche 911 model- manufactured and sold between 1998 and 2005. On its debut, the 996 featured the most significant changes to the Carrera model since its 1963 introduction, namely the water-cooled engine replacing the previously air-cooled unit. Progressively stringent noise regulations, environmental concerns, a higher expectation for refinement and a high-performance, four-valve-per-cylinder engine made the switch necessary. Other changes included a sleeker body with a more steeply raked windshield and a re-designed interior. This Porsche 996 Carrera 4 Coupé was originally registered on 5th May 1999 and has been exceedingly well maintained. The current vendor is a very knowledgeable Porsche enthusiast who knows the importance of caring for such a car. This C4 is fitted with a tipronic gearbox, sports exhaust and 18" alloy wheels that have been recently refurbished and shod with N4 Pirelli PZero tyres. The silver coachwork is virtually unblemished and the grey leather trim is in excellent order. Electric front seats and an electric sunroof, together with air conditioning are fitted to this well-equipped Porsche. Benefitting from a recent service including changing the coil pack and spark plugs, this Carrera Coupé is supplied with a V5 registration document, an MoT test certificate valid until 2nd September 2015 and a substantial history file. It is worth noting that included within the history file is an invoice for a replacement engine costing over £6,000 in 2011. This car offers superb value for money, considering the estimate.  

Registration : RYN 631Y Chassis Number : SCAZS0008DCH06892 Engine Number : 06892 Odometer reading : 143,560 miles Estimate : No Reserve The Silver Spirit was unveiled in October 1980 as a replacement for the Rolls-Royce Silver Shadow. Direct comparison, however, showed only small differences. The new models had slightly grown in length and width; height had been cut a little, although the styling was more modern than that of its predecessor. The interior was dominated by the expected combination of fine wood and sumptuous leather. The Silver Spirit was similar mechanically to the Silver Shadow, benefiting from the superb Rolls-Royce 6,750cc, V8 and sharing many mechanical characteristics of the model it replaced. The instruments were supplemented by digital units which gave such information as the time, elapsed driving time and external temperature and were the first Rolls-Royce to be fitted with a retractable Spirit of Ecstasy. This example offered in Light Ocean Blue with dark blue leather hide was first registered in November 1982, a lovely example that has had a newly rebuilt gearbox and a wealth of recent works which should inspire confidence in any new prospective owner, coupled with an MoT test certificate valid until May 2016. An upgraded stereo is also included, as are previous MoT certificates and a V5 registration document. With such a well cared for example, offered without reserve, this is an ideal route into luxury Rolls-Royce ownership. 

Registration : B438 HFE Chassis Number : 7152341 Engine Number : 5076240 Odometer reading : 54,527 miles Estimate : No Reserve The Fiat X1/9 is a two-seater designed by Bertone and manufactured by Fiat from 1972-1982. Bertone subsequently took the lead from 1982-1989 and, in 1982, shortly after the introduction of the 1500 model, complete production was assumed by Bertone with models from this point forward badged as the Bertone X1/9. With a transverse engine and gearbox in a mid-mounted, rear-wheel drive configuration, the X1/9 was noted for its excellent handling and lightweight, removable hardtop. It succeeded a 1969 show concept car called the Autobianchi Runabout (with styling by Bertone under chief designer Marcello Gandini) and, unlike Fiat's marketing nomenclature at the time; the X1/9 retained its prototype code as its marketing name. Originally registered in the summer of 1984 this delightful Italian X1/9 presented in blue with tan interior is a great entrance level classic, not to mention a fantastic excuse for a summer of roof-off fun! Having covered a mere 54,527 miles and offered with a wealth of history including all old MoT test certificates, receipts, bills and owner's workshop manual, this example is also sold with a current MoT test certificate valid until May 2016, V5 registration certificate and is estimated at no reserve, representing fantastic value motoring. 

Registration : CRX 503M Chassis Number : HS30103162 Engine Number : tbc Odometer reading : 71,898 miles Estimate : No Reserve The Nissan 240Z was the first generation of the GT two-seat coupés from 1969 to 1978. Dealers soon had long waiting lists for the 'Z'. Its modern design, relatively low price and growing dealer network compared well to other foreign sports cars of the time. The series I launched in 1970 with the Series II in 1971 with minor design changes in-between. This unusual example has been modified and could, given some light re-commissioning prove to be an effective racing car. A cam-tail has been added together with a louvered bonnet and enclosed headlights. Under the bonnet lies Chevrolet V8 mated to a B&M floor shift automatic gearbox. A Kenlow fan and oil cooler has also been fitted and it presents in vibrant orange. 

Registration : CK-955-2K Chassis Number : WP0ZZZ92ZKS841223 Engine Number : 2012EJ51772 Odometer reading : 158,955 miles Estimate : £6,000 - £9,000 The Porsche 928 was a front-engined sports-GT sold from 1978 to 1995 and was an immediate hit with demand in the UK far outstripping supply. Originally intended to replace the company's iconic 911, the 928 attempted to combine the power, poise, and handling of a sports car with the refinement, comfort, and equipment of a luxury saloon to create what some Porsche executives thought would be a vehicle with wider appeal than the compact, quirky and sometimes difficult 911. The 928 qualified as a 2+2, having two small seats in the rear which could be folded down to enlarge the luggage area and both the front and rear seats had sun visors for occupants. Porsche's design and development efforts paid off during the 1978 European Car of the Year competition where the 928 won ahead of the BMW 7-series and the Ford Granada. The body, styled by Wolfgang Möbius under guidance of Anatole Lapine, was mainly of galvanized steel but the doors, bonnet and boot were made of aluminium to save weight. Polyurethane elastic bumpers were integrated into the nose and tail and covered in body-coloured plastic; an unusual feature for the time that was intended as both a styling feature and to reduce drag. In 1980 the 928S was introduced with a larger 4.7 litre engine and wider wheels and tyres. The new engine produced an output of 320bhp and there were significant styling changes which gave the car a cleaner, sleeker look. The 928 S4 automatic offered here was originally supplied to a German customer and was later sold to a French owner from whom the current vendor purchased it one year ago. The Blue Pearl paintwork is in excellent condition and the car has been regularly serviced as shown by the two service books which come with the car. New cam belts, distributor cap and plug leads have been recently fitted as well as a new windscreen, battery and tyres. A new set of wheels was fitted two years and the car is fitted with an optional battery isolator switch. On the road the car drives well with the automatic gearbox changing ratios smoothly and the engine shows good oil pressure. The Porsche has a new MoT test certificate and is presently on NOVA certification with duty having been paid. It is clear that the Porsche 928, in particular the later versions, is rapidly gaining classic status and good examples are now becoming hard to find. The car offered today, in spite of its relatively high mileage, has been well looked after and must represent a sound yet practical investment opportunity based on its attractive estimate. 

Registration : BFD 145T Chassis Number : RRWVF3AA077172 Engine Number : 11A39415A Odometer reading : 20,400 miles Estimate : £7,000 - £9,000 The British Leyland (BL) Group, began developing a new car to replace both the Rover P6 and Triumph 2000/2500 in 1971. The design team, headed by David Bache, was inspired by exotic machinery such as the Ferrari Daytona and the late 1960s design study by Pinninfarina for the BMC 1800. Spen King was responsible for the engineering aspects of the design; Bache and King having previously collaborated on the Range Rover. The project was first code-named RT1 (for Rover Triumph Number 1) but then soon changed to SD1 (for Specialist Division Number 1) as Rover and Triumph were put in the new "Specialist Division" of British Leyland. We are delighted to offer this 1978 3500cc example today that has survived in extraordinary condition. During this SD1's life, it has been part of various collections and the recorded mileage of only 20400, believed genuine, is certainly reflected in the condition, which certainly shows today. It was regularly displayed earlier in its life and was the subject of an online magazine article in 2003 and also appeared in a Welsh language drama, 'Pen Talar'; a recording of which is included in the history file. On inspection, the coachwork is straight with even panel gaps and with the original Platinum paintwork showing no signs of corrosion or bubbling; the same applies to the undersides. Looking inside, the interior is also in excellent condition and includes leather seats, excellent headlining and a factory sunroof. The instruments, central locking and electric windows are all in working order. On starting the engine, there are no undue knocks or rattles or overheating issues, even when fully warmed up. The Borg Warner gearbox works well with smooth changes and fully functioning kickdown. Recent works include overhaul of the suspension, steering and brakes, carried out within the past two of years. This exceptional Rover SD1 is UK registered and comes with a current MoT test certificate valid until April 2016. You would find it difficult to find another of this first series SD1 in this condition. 

Registration : B47 YJD Chassis Number : ZAR116C0003003457 Engine Number : AR01646/012883 Odometer reading : 40,082 miles Estimate : £7,000 - £10,000 The new Alfetta was released in 1972 with a mechanical layout which was reminiscent of the late 1930s and 1940s Alfetta 158 and 159 Grand Prix cars and still had the twin overhead cam engine of the earlier post-war Alfas. What linked them to the racing Alfettas was the shifting of the clutch and gearbox assembly to the rear of the car and the attachment of the gearbox to the differential. This transaxle assembly was located to the complex deDion rear suspension that incorporated coil springs and telescopic shock absorbers. The progressive-rate front suspension used torsion bars in place of the familiar coil springs of the earlier Giulias and Giuliettas. The design gave a near 50/50 weight distribution throughout the car, which resulted in the car having exceptional handling characteristics. The twin-cam engine was replaced in 1981 by what is considered today as the legendary Alfa Romeo V6 engine. This beautiful 2.5 litre, V6 example presented in silver with black velour trim started life in May 1985 as a company car to an executive for the oil producers, Shell Ltd. It, unsurprisingly, had a stamped original service book when owned as a company car but after an early life with light use, was dry stored for some nine years. Since having been awoken from its slumber, the car has been subject to a full engine and gearbox rebuild which was some 3,000 miles ago and a full restoration, giving us this lovely example today. With no modifications from new, this fantastic example with very low mileage is offered with an MoT test certificate valid until March 2016 and, we think, is very good value for a future classic.    The prop shaft on this car has failed upon delivery but the vendor has informed us that this will be fixed post auction along with a clutch re balancing for the buyer and deliver it upon completion.

ASSORTED SECOND WORLD WAR AVIATION COLLECTABLES comprising a book, So Many. A Folio Dedicated to All Who Served with R.A.F. Bomber Command 1939-45, W.H. Smith, 1995, the half title with a pasted slip signed by sixteen airmen, including those of 617 and 635 Squadrons; a Hurricane Mk I wall plaque, boxed; and a Gearbox No.11503, 1942 F4F-4 Wildcat, boxed, (3).

A selection of Austin 7 Parts, including four Radiator Surrounds, one Radiator, Gearbox etc

A 1/12 scale model of a 1958 Chevrolet Corvette by Gearbox collectible of Cedar Rapids, Iowa

A 1962 James Comet 98cc motorcycle offered with current V5c and paperwork including a spare parts catalogue, instruction manual and further ephemera. The motorcycle is fitted with original accessories including a carrier and dual passenger seat. The motorcycle has covered just 5 miles since its last MOT (exp. 11/11/15) however it is advised that the gearbox will require some attention if the bike is to be used reliably on the road. Frame Number: EL13503 Engine Number: 607B16771 (Villiers Mk 6F) and Registration 976 YUT.

Three Limited Edition Diecast Models/Coin Banks. Gearbox Toys And Collectables, 1912 Ford Delivery Car Advertising Pepsi Cola, Crayola And Shell. All In Original Boxes.

The Moto Morini Corsaro (Pirate) was unveiled to the public at the Milan Samples Fair in April 1959. The new model employed an overhead valve, single cylinder four stroke engine built in unit with a four speed gearbox, producing 7.5bhp at 8,000 rpm which delivered a top speed of 63mph. Presented in a sporting style with low handlebars, an attractive fuel tank and a dualseat equipped with a "hump" it proved popular with the public despite having a higher retail price than many of its contemporaries. The example offered has recently been imported from Italy having formed part of a private collection in Pusaro. A three owner from new bike, it is presented in good, original condition throughout and is offered with the original owner's logbook.

In late 1970 BSA unveiled a revised version of the mighty Rocket 3. Although the frame remained largely as before the voluptuous styling of the first series gave way to a lighter, leaner style with revised mudguards and simpler sidepanels complimented by tapered megaphone type silencers, slimline front forks bereft of gaiters and shock absorbers with exposed springs. The groups new twin leading shoe conical front brake and hub was adopted and the front tyre size now mirrored that of the rear. Indicators were fitted as standard and the alloy oil cooler endcaps were deleted. The UK market retained the 4.25 gallon tank while US spec machines, as offered here, employed an attractive 2.5 gallon unit. The engine remained largely unchanged, although the gearing benefitted from a smaller gearbox sprocket which improved performance. The US specification machine offered was imported from France and restored to original specification during 2000. The vendor describes it as being excellent condition in all respects with the striking candy apple red paintwork, black frame and brightwork ensuring that it will daw admiring attention. It is offered with a Swansea V5C.

The 248cc Indian Brave was manufactured for the American company by Brockhouse in Southport Lancashire, better known in the UK at the time as the manufacturer of the Corgi. The Brave employed a side valve single cylinder engine built, unusually for the time, in unit with a three speed gearbox supplied by Albion which was housed in a rigid frame with undamped telescopic forks. Initially it was only offered in the States, although by 1954 it, together with a second model equipped with a pivoted fork, were available on the home market. Production ceased at the end of 1955, although machines were still available for purchase in 1956. The Brave offered performance comparable to its rivals such as the BSA C10L but failed to establish itself in the market and consequently are rare today. This example of the rigid version has benefited from a full restoration and is described as being in very good condition cosmetically and good condition mechanically. It is offered with a Swansea V5C.

The French Jonghi concern entered the motorcycle market in 1931 with a 348cc side valve single adding a 348cc over head cam model to the range in 1933 rapidly followed by 248cc and 173cc versions, all of which were successful in competition prior to the Second World War. In the post war years the company concentrated on the production of light weights powered by proprietary engines. This example, offered in competition trim, dates from 1952 and is fitted with a 125cc single built in unit with the gearbox housed in a rigid frame. The trailing link forks are an unusual feature, particularly on a lightweight of the period when undamped telescopic items or blade girder forks were a more usual fitment.

Suzuki originally introduced the TR50 in 1963, at a time when the 50cc class was gaining in popularity. Intended to compete against the CR110 from Honda it produced a claimed 8.5bhp at 11,000rpm from its piston ported engine. Unusually the spark was provided by a half speed magneto with the drive being taken from clutch primary drive. A six speed gearbox was built in unit within the sandcast crankcases. Housed in a tubular frame the new model promised much but rapidly displayed signs of fragility and was withdrawn from the market. A revised and improved variant was introduced during 1967. The issues concerning the manufacturing processes employed had been addressed and higher quality materials were employed throughout which resolved the various reliability issues that had beset the original machines. Unfortunately, by this time the popularity of the 50cc class was not as great and Suzuki found it difficult to sell the revised model. This example was originally raced at Lydden Hill and Brands Hatch in period. It was purchased by the vendor in 2007 from the Hove area and subsequently restored to original specification, except for the fairing mounting vibration blocks which are later RG500 components. Since its restoration the motorcycle has been raced by the vendor at Three Sisters where it finished second and paraded at Dion, Spa and Alderbroecke and other continental events. Featuring matching numbers, it is described as being in good condition mechanically and cosmetically with all original parts except for the previously mentioned mounting blocks.

With hindsight 1949 can be defined as the year of response to the success of the Speed Twin by Triumphs rival manufactures with BSA, Norton, Royal Enfield and AJS/Matchless all announcing new 500cc twins. The AMC models, typed the Model 20 and G9 for the AJS and Matchless models respectively featured a third, central main bearing but otherwise conformed to the norm. AMC, unlike the majority of their rivals, who dabbled with "sprung hubs" and various plunger systems, had introduced a pivoted fork frame controlled by hydraulically damped suspension units during the late forties having carried out development work during the war years. The new rear suspension system that was applied to both the singles and twins was complimented by AMC's "Teledraulic" battlefield proven front forks. The rest of the cycle parts were drawn from the existing single cylinder range. The basic design changed little over the course of the next few years, the most significant changes occurring in 1952 when a new Burman gearbox was adopted, 1954 and the change to a full width alloy hub and 1955, the year that the example offered was built, when an Amal Monobloc carburettor became standard together with a full width alloy rear hub. 1956 saw the introduction of the revised long oil tank and toolbox together with a new frame and in 1957 the Jampot suspension units gave way to items supplied by Girling. The G9 on offer was restored to a very high standard 20 years ago. Finished with a red and chromium plated petrol tank this lovely example is offered with a Swansea V5C and buff log book.

The Corgi's origins lay in the wartime Welbike, a 98cc Villiers powered folding mini bike built by Excelsior that had been built for use by paratroopers enabling their rapid deployment from the drop zone. The Welbike concept was adapted for the civilian market by Brockhouse Engineering of Southport using an Excelsior Spryt engine displacing 98cc that they built under licence. The first version offered from 1948 lacked suspension or a kickstart, despite which it sold reasonably well. A mark 2 variant followed equipped with a dog clutch and kick start and for 1949 Brockhouse offered the option of a two speed gearbox and telescopic forks. Production continued until the end of 1954. The 1950 single speed Mk 2 offered is described by the vendor as being in "running" condition mechanically and "OK" in respect of the cycle parts, transmission, electrical system and cosmetics.

James Landowne Norton founded the Norton Manufacturing Company during 1898 in his home city of Birmingham supplying components to the established cycle industry and also to the newly emerging motorcycle industry. By 1902 he had produced his first motorcycle employing a French clip on engine and over the next five years developed both the frame, lowering and elongating the basic cycle structure in order to mount the engine (and later the gearbox) within the frame structure and his own engine design which was introduced during 1907. When machines became available to the public in 1908 the prototypes displacement of 660cc had been reduced to 633cc. Equipped with aluminium crankcases and an iron head and barrel the new engine established a pattern that would run until 1954 and introduced a name to the motorcycling vocabulary that is as well regarded today as it was in the Edwardian period - the Big 4. 1909 saw the introduction of a smaller 475cc engine which, although not particularly successful in its own right formed the basis for a revised model introduced in 1911, with engine dimensions of 79 x100 mm and a swept volume of 490cc. Typed the no.2 under the system introduced to identify models during 1915, when the no. 2 was equipped with a chain final drive from the three speed gearbox instead of a belt it became the no.16. For 1921 a revised version of the 16 was introduced using the "low" or home market frame instead of the colonial frame that it had previously employed and shared with the Big 4, Norton added an H to the model number and the 16H came into being. The sporting 16H is as desirable today as it was when new, displaying as it does the best attributes of vintage motorcycle design. The model's specification placed it at a considerable advantage to many of its rivals, an advantage that was enhanced further by the reliability and build quality of the machine. The 16H offered dates from the end of 1923 having left the factory on the 12th December 1923 and is thus a 1924 season machine. It has been on display in a museum for a number of years. It is currently fitted with a contemporary Big 4 engine, although the original 16H engine is supplied with the machine. Offered in unrestored condition it is fitted with an unusual oil tank and a peculiar petrol tank with a double curve at the front, a feature that marque specialist Dr George Cohen has never seen, even in contemporary photographs.

The pre-war Series A Rapide offered a level of performance unrivalled by the vast majority of its peers, however the vee-twin engine configuration resulted in a long wheelbase endowing the machine with slow, albeit stable, handling. The Stevenage based company promised a revised model in their wartime advertising which would address this issue together with the cluttered appearance of the engine due to the external oil lines that gave it the "plumber's nightmare" nickname. The result was promised to be fast, capable of cruising at 100mph, with exemplary handling and braking, a high degree of rider comfort and easy maintenance. The solutions adopted in order to achieve these aims were radical. The full cradle frame was discarded, with the engine becoming an integral part of the machine. A fabricated oil tank incorporated the headstock mounting to the engine. At the rear of the engine brackets provided pick up points for the cantilever suspension system. Brampton girder forks were employed at the front, although their limitations were recognised and their subsequent replacement by Girdraulic units defined the Series C variants. A gearbox built in unit with the engine further aided the reduction in wheelbase in comparison to the Series A machines. The lubrication system for the engine was refined improving the appearance of the unit and aids to maintenance were incorporated into the design such as wheels that could be removed without the aid of tools. Twin drum brakes were employed on both wheels endowing it with exceptional braking distances. That they largely achieved their aims is now a matter of historical record, although it was not until the Series C models arrived with the Girdraulic front forks that the two engineers were entirely satisfied. LKF 807, a Series C Rapide, has been in the same owner's possession since 1972, who is thought to be only the second keeper of the machine. It is offered in complete, original unrestored condition with "matching" numbers, including the crankcases which are stamped JJ60 and is fitted with two "front cylinder heads and is offered with an original log book.

PLEASE NOTE: The registration for this Motorcycle is 'CKC855B'.   Originally a bicycle manufacture, the Diamond company entered motorcycle production in 1910 and continued with breaks until the late thirties. Their products employed proprietary engines supplied primarily by Villiers and Barr and Stroud, although JAP and Blackburne units were also used. According to Tragatasch Diamond were purchased by Sunbeam in the late twenties following which Diamond machines were ridden at the TT by Sunbeam works rider, Vic Brittain. The example offered dates from 1923 and is a typical lightweight of the period. A 1 1/2hp Villiers two stroke engine and two speed Sturmey Archer gearbox are used with a chain primary drive and belt final drive. The simple rigid frame is equipped with Druid forks and an Amac carburettor is fitted. Described as being in unrestored condition throughout it has formed part of a private collection for a number of years.

Introduced in 1923 the M50 represented the culmination in the development of the in line, four cylinder motorcycle by FN (Fabrique Nationale de Herstal). Established in 1899 FN had quickly established themselves as a leading car and motorcycle manufacturer. Early machines employed 133cc clip on engines and the motorcycle range quickly expanded to include 362,412,596 and 748cc machines with in line four cylinder models being a feature of the range as was shaft drive, a system that the company had successfully applied to their bicycles before applying it to their motorcycles. The M50 employed an inlet over exhaust, four cylinder engine displacing 748cc. A three speed gearbox and chain final drive were employed. The cycle parts followed contemporary practice with the emphasis being placed on comfort rather than outright performance. The machine was no better in terms of performance than FN's own 350cc single while being considerably more expensive in terms of purchase price and running costs. Production of the M50 came to an end in 1926 after approximately 1,200 M50's had been built ending 22 years of four cylinder production at FN. The example offered dates from 1923 and is offered in dismantled condition with some parts missing. There is, however, a dismantled but almost complete spare engine with the machine together with a current registration document, period and contemporary literature and transfers for the machine.

Undoubtedly one of the great British sporting motorcycles, the KTT (Kamshaft Tourist Trophy) enjoyed a career spanning three decades having first become available to the public at the end of 1928, when two MK I's were built. Production of the new model accelerated in 1929 when 178 were produced. As the name implies, the KTT was a production racer offered to the public. The model benefited from the experience gained by the successful works team, being in effect a replica of the works machines that had secured Velocette's second TT win in the 1928 Junior race. The new model was powered by an overhead cam single cylinder engine displacing 348cc with a bore and stroke of 74 x 81 mm that could be distinguished from the road going models in the range by the external stiffening webs employed on the crankcase. Lighter, steel flywheels were employed and a hotter camshaft was fitted. A great deal of attention was paid to strengthening the valve train to prevent breakages and a revised cylinder head was fitted. Drive was taken to a three speed gearbox, similar to that employed by the rest of the range but fitted with a set of close ratio gears, via a primary chain. The rigid frame was equipped with a set of braced Webb girder forks, a feature peculiar to the KTT. This machine employs a Mk 1 KTT engine housed in a contemporary KSS frame which was identical to the KTT unit, and is complete, except for a missing front brake plate. It is offered in unrestored condition. Prior to entering the museum it was campaigned in vintage racing events where, according to the owner, it proved to be "very fast" but would "benefit from a set of strutted forks".

PLEASE NOTE: There is no old style log book as advertised.   1930 had not been a spectacular year for the Bracebridge concern, their model range was still firmly rooted in the twenties, however, the overhead camshaft models conceived by Walter Moore had been scrutinised by the newly installed chief designer, John Carroll, who undertook a complete redesign and by the time of the Ulster Grand Prix the new machines were meeting with considerable success. Although a few machines fitted with the new engine are believed to have emerged from the factory for purchase by individuals towards the end of 1930, it was not until 1931 that the new engine became officially available replacing the Moore engines in the CS1 and CJ models. These were joined in 1932 by a pair of machines intended primarily for competition, equipped with a racing magneto, four speed gearbox, tuned engine and quick action filler caps typed the Model 40 and Model 30 for the 350cc and 490cc versions respectively and named the "International". Although conceived as racing machines a mag-dyno enabling a lighting set to be fitted and a silencer were offered as options. For the 1940 season Norton proposed a revised, dedicated racing motorcycle based on the International model, however, the outbreak of war in September 1939 precluded it. For the next five years Bracebridge Street was preoccupied with supplying machines to the armed forces. The new racer, which eventually became available during 1946 was named the Manx, the new model quickly established itself as a force to be contended with in competition and remaining largely unchanged for the next two years when the works bikes adopted a double overhead cam engine with the production bikes adopting the layout for the following season. The machine offered was built by Jim Baxter using all original parts. The double knocker Manx 500cc engine is fitted with a Jackson short stroke crankshaft. The frame is unusual in having a special lug at the bottom of the down tube, a feature not usually seen, that hints at an interesting history. Described as being in good condition both mechanically and cosmetically it is offered with an old log book and expired MOT certificates.