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PLEASE NOTE: The registration for this Motorcycle is 'HSV 739'.   The first production KTT racers were sold to the public in 1928 when two machines were sold, effectively replicas of the works machine that had secured Velocette's second TT win in the 1928 Junior race. The model was produced in its original form with only detail alterations until 1932 when the MK IV was introduced. The Mk IV was fitted as standard with the new positive stop four speed gearbox which had previously been available as an option and a new cylinder head, still cast in iron, was employed, which offered improved combustion characteristics. In most other respects the MK IV was much as its predecessors with the braced Webb girder forks that were peculiar to the KTT and the majority of the rest of the cycle parts being shared by other machines in the range. The example offered was, according to information provided by Ivan Rhodes, a works machine supplied to Gilbert.L. Emery of Llanduduno, a rider that competed with some success in the TT between 1928 and 1933 riding Cotton and Sunbeams in addition to Velocette's with an invoice date of the 31st May 1933 indicating that he paid half its retail price. The discount offered by Velocette was well rewarded with Emery securing sixth place in the Junior TT, his highest finish in a TT. It is presented today in complete original condition affording the enthusiast the opportunity to purchase a rare machine made more desirable as a result of its known history.

Like the other great Yorkshire motorcycle manufacture, Panther, the Shipley based Scott concern built machines of a type unique to themselves. The basic design of the engine had been established in the pioneer period when Alfred Angas Scott had first introduced his twin cylinder, liquid cooled two stroke to the world with a unit construction two speed gearbox, chain final drive and a kickstart during 1908. The company offered a bewildering array of models throughout the twenties and thirties, all based on one basic frame and engine design which combined with different components to produce a comprehensive range of machines, all of which combined excellent performance with mechanically simplicity. The machine offered dates from 1923 and is an example of the standard two speed tourer. It has formed part of a private collection and was used with success on rallies and runs by family members prior to being laid up. Offered in unrestored condition it is accompanied by an old log book.

The 16H 500cc side valve single, had, by the mid-thirties, evolved from a sporting single into a solid, dependable workhorse, equally adept as a solo or as a sidecar tug. Like the other side valve and overhead valve models in the range it benefitted from regular detail improvements, receiving Norton forks equipped with check springs for the 1934 season and a foot change, four speed gearbox for the 1935 season. This "barn find" example has remained in the same family ownership from new with only two registered owners. The vendor reports that it has been running recently, although the condition of the engine and transmission are unknown. The original paintwork and brightwork are described as being "poor", consistent with its unrestored status. Requiring re-commissioning, it is offered with documents going back to 1937, including an original buff log book and retains its original registration number for which a Swansea V5C is supplied.

A result of the interest in classic racing is the availability of parts from specialist manufacturers enabling the creation of new, classic era machines, built using parts that benefit from the latest production techniques that offer greater performance than the originals from which they are derived. The 7R is one such machine, built by the vendor for use in the Manx Grand Prix where it was raced by the vendor and Paul Dobbs who also raxced it in the Southern 100, using the best components available. The short stroke engine was supplied by Fred Walmsley and is fitted with a Gardiner carburettor and a PAL magneto. Drive is via a six speed Summerfield gearbox with magnesium cases. A Beale frame is employed fitted with Maxton suspension front and rear with braking being provided by a disc at the front and drum rear. A Krober tachometer and a specially made race fairing are fitted as are lightweight alloy wheel rims. The traditional black and gold paintwork has been recently applied and the transmission has recently been checked by Summerfield. The engine, ignition system and cycle parts are all described as being "as raced".

During the 1972 season Yamaha's works rider's campaigned machines in the 250cc and 350cc classes that utilised liquid cooling and which acted as prototypes for the following season's production racers. The liquid cooling employed on the new TZ's sought to address the Achilles heel of the TR3/TD3 air cooled racers - their propensity to "nip-up" - and established a line of racing machinery whose success is unparalleled in motorcycle road racing history. The "A" series models newly developed engine offered a claimed 50bhp at 10,500 rpm for the 250 and 60bhp at 10,000 rpm for the larger model with both machines being equipped with a six speed gearbox. The cycle parts were essentially the same as those successfully employed by the previous air-cooled racers with a steel duplex cradle frame, telescopic front forks and twin rear shock absorbers. A double sided twin leading shoe drum brake graced the front end and was complimented by a full width drum in the rear. The new models quickly demonstrated their competitiveness even at the highest level. The very early (number 6) TZ250 offered has formed part of a museum collection in Japan and is offered in original unrestored condition. The original front hub has been fitted since the machine was photographed for the catalogue.

Vincent HRD were in the happy position of producing the world's fastest production motorcycle in the form of the Rapide, however and despite the Rapide's performance potential in standard form, the company was subjected to requests for a higher performance machine. Most enthusiasts looking at the specifications of the Rapide power unit recognised that it was endowed with a mild state of tune, if 45bhp and 110mph was available from an engine with a 6.45:1 compression ratio being fed by two comparatively small 1 1/16 carburettors imagine the results that a higher compression ratio and larger carburettors would bring. These thoughts were also held by Phil Vincent, who viewed a machine that was possessed with an abundance of power as being his ideal, allowing the rider to set the pace rather than being constrained by the machines limitations. With a chassis approaching his ideal already there to be exploited the production of his "ultimate" motorcycle was a realistic goal, unfortunately other members of the Stevenage hierarchy disagreed, arguing that sales of the proposed machine would be achieved at the expense of the Rapide. Fortunately for enthusiasts PCV was not one to let boardroom opposition stand in his way, he told the press of the imminent release of the new model and authorised the production of prototype machines which used the experience gained with "Gunga Din", Cliff and George Brown's race machine, to achieve the desired level of performance for the new machine, dubbed the Black Shadow. The increase in performance over the Rapide was achieved with a higher compression ratio of 7.3:1 and 1 1/8th carburettors. Ports were polished and the engine was effectively "blueprinted" at the production stage ensuring optimum performance. Stronger ribbed front drum brakes were employed which also offered a greater surface area for heat dissipation. A five inch 150mph speedometer graced the top of the forks and the engine cases, primary drive case, gearbox and magneto cowl were finished in a high gloss black enamel. In all other respects the Black Shadow shared its cycle parts with the Rapide, initially being offered in Series B form with Brampton girder forks before evolving into the Series C fitted with Girdraulic forks and offered alongside the B series machines during 1948/49 before taking over completely from 1950. When tested the new model proved to be capable of 125mph and could stop from 30mph in 22 ¢ feet. The example offered has been in the present ownership for the last seventeen years. 19 inch alloy rims are fitted but otherwise the "matching" numbers machine is in original unrestored condition. It has not seen use recently but the vendor reports that it was "running ok" prior to being laid and consequently should only require recommssioning prior to use. AN HPI check has indicated that the motorcycle was the subject of an insurance total loss payment on the 6th May 1994. It is offered with a Swansea V5C and an original log book.

PLEASE NOTE: This Motorcycle is now described as a 1956 NSU Sportmax Replica and the information and estimate provided in the Pocket Guide have been revised.   NSU announced their withdrawal, as a factory entrant, from racing at the end of the 1954 season leaving an apparent void in the 250cc field for the coming season. They did, however, announce the release of a new single cylinder 250cc racer, the Type 251 RS or Sportmax, which would be made available to privateers for the coming season. Prototypes of the new machine had first been seen at the Monjuich Park Spanish Grand Prix towards the end of 1953 with development continuing throughout 1954. In its 1955 "production" form the new machine displaced 247cc with engine dimensions of 69mm x 66mm which, with a compression ratio of 9.8:1 resulted in a power output of 28bhp at 9,000rpm. An Amal GP carburettor metered the fuel and air mixture into the engine, with a geared primary drive to the four speed in unit gearbox. This replica has been constructed using a modified Supermax frame and very good quality replica parts. It is an extremely good looking and authentic machine made to a very high standard. It has been used regularly at classic events and has attracted much attention. The engine runs well and chassis handles as it should.

The little 49cc over head valve single cylinder engine and gearbox unit that was introduced with the C100 Cub in 1958 provided the power unit for a variety of ultra-lightweight machines produced by Honda, the most distinctive of which was and remains the "Monkey Bike. The concept of the "mini motorcycle" was not a new one, with machines such as the Corgi in the UK and the Mustang in the States achieving varying degrees of popularity. With the introduction of the Monkey Bike, Honda did with the mini bike concept what they were to do so well in other areas of motorcycle design, they took an idea and refined it to the point where it became accessible to non-motorcyclists. The C100 power unit was both refined and reliable requiring little in the way of maintenance and was housed in a simple rigid frame with unsprung forks riding on five inch diameter wheels. A thickly padded single seat provided adequate comfort for the short trips the machine was intended to undertake and a simple electrical system was fitted, whilst the provision of folding handlebars meant that the little machine could be tucked away when not in use. Supported by an extensive dealer network the little machine quickly gained a healthy following being used as a tender to caravans and yachts, a leisure vehicle in its own right, usable by children aged 4 or 5 to 80 and as a paddock bike, quickly becoming as much a part of the motorsport landscape as Bell Helmets, Castrol R and Heuer watches. The example offered was acquired by a Nottingham fairground owner for use on a carousel and purchased by the vendor a few years ago when the fairground closed and the CZ100 was unbolted. The motorcycle was restored by Unit 1 Motorcycles during 2014, at which time the frame was powder coated. It was run following the restoration but the vendor notes that the electrics have not been checked since and that the brake pedal is missing. It is presented in good cosmetic condition and offered with an old green log book.

PLEASE NOTE: The V5 is with the DVLA.   Harley-Davidson introduced the X90 mini-bike at the beginning of 1973 offering the model until early 1975. Built at the former Aermacchi plant at Varese, Harley-Davidson having acquired the remaining Aermacchi shareholding at the end of 1972, the X90 was powered by a single cylinder two stroke engine displacing 90.43cc that benefitted from oil pump lubrication and a four speed gearbox. The engine was suspended from a tubular steel spine frame equipped with telescopic front forks and a pivoted fork rear suspension riding on 10" wheels. Capable of 60 mph the X90 rapidly attained cult bike status and is today highly sought after by both Harley-Davidson and mini-bike collectors alike. This extremely rare low mileage, only 770 miles are recorded on the odometer, original, unrestored example, dating from 1974, has not been used for the last 30 years.

Introduced during 1931, the Universal was powered by a 98cc Villiers engine with drive being taken to the rear wheel via a foot operated two speed gearbox. The rigid tubular frame was equipped with simple blade girder forks and purchasers could specify either an acetylene lighting set for 15s or direct electric lighting for 25s in addition to the 14 guineas that the motorcycle cost. This example is described by the vendor as being "mainly complete, in need of re-commissioning" with "average" cosmetics. It is offered with a Swansea V5C and an original green log book.

Introduced at the end of 1980 the CB1100R benefitted from Honda's experience with their endurance and Formula 1 racers. The engine, although clearly derived from the twin cam CB900, differed greatly in detail. There were five plain main bearings complimented by plain big ends and the gudgeon pins connecting the semi-forged pistons to the conrods were 17mm in diameter. The cam chain was larger than the CB900 at 1.25 inches and the gearbox was refined to improve performance and heavier clutch springs were employed. An oil cooler was fitted as standard and a compact generator was employed. In stock form the engine delivered 120 bhp at 9,000 rpm and delivered a top speed of 148.21 mph when tested in 1982. Honda announced that the new machine would be limited to 1100 units in its first year, sufficient to allow homologation for production racing. The cycle parts reflected the CB1100R's intended use with a single seat, half fairing, adjustable clip-ons and a high flow fuel tap all being fitted. Suspension was provided by a set 37mm forks with air adjustable spring preload, increasing to 39mm with TRAC anti dive for the following season. Although monoshock rear suspension was becoming common on road and race machinery the CB1100R retained a traditional twin shock absorber system, Honda engineers considering it to be more durable and rigid than contemporary monoshock designs, although for the last year of production a box section swinging arm replaced the earlier, tubular assembly. In total 4050 CB1100R's are believed to have been built over its three production life. This machine dates from 1982 and is described as being in very good condition in all respects having had only one owner from new, a Honda dealer in Switzerland. It has recorded only 26,000 Kilometres and has been maintained to a high standard throughout. Offered with Swiss documents and the original instruction book.

The Domiracer project arose from Norton's desire to find a replacement for the Manx singles. A Dominator 88 had competed with some success in the 1960 Thruxton 500, winning its class which resulted in the factory building a machine using a tuned 88 Dominator engine driving a Manx gearbox. Manx forks graced the "featherbed" frame and Manx hubs were employed. The complete machine is believed to have weighed 35lbs less than a late Manx and set the first 100 mph plus lap of the Island for a pushrod 500cc twin in the hands of Tom Phillis. Development continued into 1962 when Norton abandoned the project. Although no "production" machines were built by Norton, a number of Domiracers were built privately inspired by the works efforts. The 1956 Dominator 88 has been built up to resemble a Domiracer using the standard engine, frame, swinging arm, forks, and rear hub. An Oldani front brake is fitted with both wheels using Akront alloy rims. To complete the conversion from humble road going twin to racer Manx type yokes, oil tank, primary chainguard, front number plate, fuel tank, seat, gear and brake levers are fitted. The machines cycle parts and cosmetics are described as being good, but the machine has not been run in recent years and consequently its mechanical condition is unknown.

PLEASE NOTE: This motorcycle is unregistered not as noted in the catalogue.   The final version of the KTT (Kamshaft Tourist Trophy) which had first entered the Velocette catalogue in 1928, the MK VIII, was introduced for the 1939 season, and would, with a break for the Second World War, remain in production until 1950. The new version built on the success of the Mk VII but introduced a completely revised frame. The girder fork front suspension remained but was complimented by a pivoted fork rear suspension controlled by hydraulically damped and air sprung units. Mechanically the overhead cam engine benefitted from a well finned alloy cylinder and head with enclosed valve gear. Hairpin springs were employed to close the valves. A four speed close ratio gearbox was fitted in the frames full cradle. The high tensile steel wheel rims were laced to conical alloy hubs equipped with 7 inch brakes. Equipment included a tachometer driven from the magneto sprocket and a sprung saddle together with a rear pad and tank top pad enabling the rider to adopt a suitable crouch. The post war example offered dates from 1948 and has formed part of a private collection for a number of years. It is fitted with a number of non-standard items including an Alfin cylinder. The rear subframe is not original, nor are the rear shock absorbers, rear wheel, rear brake pedal and seat pad. The front mudguard stays, handlebars and levers have also been changed. Described as being in cosmetically good condition the machines mechanical condition is not known.

Active between 1917 and 1957 Monet Goyon are not particularly well known in the UK but were one of the leading manufacturers in France, with a fine sporting pedigree. The majority of their pre-war production employed proprietary power units, with the smaller capacity machines employing Villiers engines. Monet Goyon hold the distinction of being one of the Swiss engine manufacturers, MAG, biggest customers, employing MAG engines in all their pre-war four stroke production with the exception of a unit construction 344cc side valve of their own design. The example offered, a 1933 Type H Supersport, is powered by an overhead valve 500cc MAG single coupled to a hand change gearbox. Attractively presented with red paintwork which is described as being good it has recently benefitted from the fitment of some new period parts although it has not been run recently.

During the late twenties Velocette offered a bewildering array of models utilising their well proven overhead camshaft 348cc single. Potential buyers could spend days procrastinating over the merits of a KN (normal) and a KT (touring model) or if their budget would be best used purchasing a KSS (super sport) or a KNSS (normal super sport). Differences between the various models were confined to details such as mudguard type, state of tune and accessories fitted, the variations thus determining the models intended purpose. By 1931 a degree of rationalisation had taken place with three variants being offered in the form of the KTT, KTP (KTS from '31) and the KSS. The machine offered in project form is comprised of a KN engine that was originally fitted to frame number 2374 together with gearbox number 2364 supplied to a customer in Paris on the 26th September 1928. It is accompanied by the correct wheels and forks for a KN of the period but the frame supplied may have originally formed part of a 1927 KE (economy) model.

Classic motorcycle racing has benefitted from the activities of firms and individuals who produce components enabling the creation of machines such as the Manx and G50. The G50 offered was built by the vendor for use in the Manx Grand Prix using a Beale frame equipped with Maxton adjustable suspension front and rear. A Fontana front brake is complimented by a drum rear, both laced to lightened rims. The G50 engine is fitted with a NEB crankshaft and fed by a Gardiner carburettor with the ignition being provided by a PAL magneto. A NEB clutch and a magnesium cased Summerfield six speed gearbox are employed. A Krober rev counter and a specially made race fairing are fitted to the machine which is finished in the traditional G50 maroon livery. The paintwork is new and the gearbox has recently been checked by Summerfield. The engine, ignition system, and cycle parts are all described as being "as raced". The motorcycle was raced by Richard Coates and Paul Dobbs in the Manx Grand Prix, both riders achieving 100 mph laps and by Bruno LeRoy in short circuit events and INCA races and the vendor at Goodwood. The frame around which the machine is built has the distinction of being used by Phil Read in his last competitive outing on the Isle of Man.

Mechanically the Sport 15 was similar to the model that preceded it, using essentially the same 498.4cc single cylinder engine equipped with an overhead exhaust valve and a side mounted inlet valve delivering a claimed 13.2 bhp at 3,800 rpm. A significant change took place in respect of the conrod which became an "I" section unit with the big ends running on needle bearings. Primary drive was via helical gears with drive being transmitted to the rear wheel via a three speed hand change gearbox. The model 15 adopted a saddle tank, the first Guzzi to be so adorned, reflecting changes in motorcycle design then current and would go on to sell nearly 6,000 units, with 5,979 being produced before production ceased in 1939, making it the most numerous pre-war model to be produced by the company. The example offered has, until recently formed part of a museum collection in Japan and is described by the vendor as being in good condition in all respects. It is attractively presented with red and black paintwork, a livery that was offered by the factory although Model 15s were more typically produced finished in amaranth.

This interesting machine was built as a single cylinder for the 1968 Grand Prix series when the 50cc class was changed from 2 cylinder to single cylinder and 6 gears. The twin cylinder Tohatsu engine was cut off the gearbox and the gearbox was married to a billet aluminium purpose made single cylinder engine, using Kreidler crankshaft and cylinder and of course rotary valve. It uses a CR110 clutch and the gearbox is of course 6 speed. This machine when built is believed to have been called The Wolesto, after the two people responsible for its construction. It was raced on the Continent with, according to verbal information supplied to the vendor, good results, before being brought to the U.K. by Terry Keen in about 1970/71 who had purchased the machine from Theo Meurs. Terry Keen eventually sold the machine to David Braley who raced the machine with some success, before selling it to Steve Patrickson's father. It was then eventually sold to Greg Laughton and then as these things happen Dave Braley bought it back. He used the machine with the Classic Club and the Classic 50cc Club emulating his earlier success with it. The vendor purchased the machine off Dave Braley and has used it on many occasions. He describes it as being "a fast little machine and the gearbox is absolutely fantastic". The machine is Classic Club registered and is offered with a spare gear cluster and some other parts.

The first Mondial machine to be built by the company was a double overhead cam racer introduced to the world in 1948. The company recognised the value of competition as a way of promoting their products and successfully competed for two seasons before unveiling their first production roadster in 1950. During the mid-fifties the Milan concern began to pay greater attention to domestic racing and in particular long distance road races such as the Milan - Taranto and the Giro d'Italia together with regional races. Although the machinery used was "production" based the motorcycles used benefitted from the factory road racing programme. The 200 Sport offered dates from 1955 and is presented to a very high standard throughout. The pushrod engine is built in unit with the gearbox and housed in a tubular cradle frame equipped with a swinging arm rear suspension and telescopic front forks. A very rare alloy petrol tank crowns the motorcycle which is offered in full "sport" trim equipped with slim mudguards, low handlebars, alloy rims and rear-set footrest. Finished in the traditional Mondial silver livery it was restored by the previous owner and is described as being in good condition throughout.

The Model 18 was a stalwart of the Norton range having first entered the marques catalogue during the twenties. Arthur Carrol had joined the Norton concern for 1931 following Walter Moore's defection to NSU and undertook the redesign of the side valve and overhead valve singles, essentially establishing the engines form for the next three decades. The 490cc Model 18 retained the traditional Norton engine dimensions of 79 x 100mm but, like the other singles in the range, changed visibly with the magneto moving from in front of the engine with its vintage style, horizontal drive case, to behind the engine together with the dynamo. For 1935 The Model 18 adopted a four speed, foot change gearbox and for the 1936 season the overhead valve models benefitted from new, more substantial pushrod tubes. The example offered appears to be in complete, original condition. Having been stored for a number of years its mechanical condition is unknown.

- Reputedly delivered new to Italy, shows 29,900 unwarranted kms - 1 of 7,738 S800 coupes produced between 1965 and 1970 - Highly advanced and jewel-like 791cc DOHC four-cylinder engine Further Info: This delightfully-presented left-hand drive, late series Honda S800 Coupe features White bodywork contrasted by Black interior trim. It is believed to have been delivered new to Italy and currently displays just 29,900 unwarranted kilometres. The vendor considers the 70bhp straight-four engine, four-speed manual gearbox, three-door bodywork, paintwork and interior trim to all be in `good' order. It is therefore a seemingly tidy example of a true automotive icon. The S800 was a direct development of the S600, Honda's first mass market car, that show-cased technology evolved from its Grand Prix-winning motorcycles. The all-aluminium, DOHC, 606cc, four-cylinder engine featured one Keihin carburettor per cylinder and revved to an (at the time) astonishing 8,500 rpm giving over 80bhp/ton. By the 1965 Tokyo Motorshow, the S600 had been supplanted by the bigger capacity (791cc) S800, just 11,536 examples of which were produced between then and 1970; 7,738 of which were Coupes like the sale car.

- Replacement head lining and carpeting and four-speed synchromesh gearbox - Just 2 registered former keepers since 1989 - A useable Austin that is sure to bring a smile to its new owner Further info: Previously resident in Northern Ireland, this charming RN saloon has been in the current ownership for the past two years. Whilst in the vendor's care it has benefited from a replacement head lining and carpeting, the fitment of a four-speed synchromesh gearbox, cleaning of the fuel system and the subtle addition of indicators. Finished in maroon with black wings and black interior, the bodywork and engine are said to be "good" whilst the electrics are "all working", the paintwork has minor areas of microblistering in places but overall the car presents well and started readily upon inspection. According to the accompanying photocopy of a continuation logbook it was first registered on 15 June 1932, the current Swansea V5 recording just 2 registered former keepers since 1989. Only now offered for sale due to the owner rationalising his collection, this useable Austin is sure to bring a smile to its new owner.

- Extensive restoration in S. Africa between 2006 and 2011 - 5-speed Toyota Supra gearbox, Coombs-style spats - Recent Kenlowe fan, clutch, chrome wires and fitted luggage Further info: The accompanying Jaguar Heritage Certificate records this RHD MOD 3.8 saloon was despatched on 29 June 1964 and registered in Bradford, Yorks. Resident in South Africa for some twenty years, it was restored there between 2006 and 2011 before being imported into the UK and purchased by a Jaguar specialist as his personal transport. A report on file records his belief the restoration was to a high standard and whilst no invoices are available he estimates the cost at 2013 prices to have been in excess of £30,000 - a detailed breakdown of his finding is present in the history file. A 5 speed Toyota Supra gearbox was also installed in place of the Moss box - a recognised and beneficial conversion. Due to work pressures he decided to sell it to the vendor in 2013 who has carried out a number of improvement works including the fitting of a Kenlowe fan, new clutch, Coombs-style spats, chrome wire wheels and fitted luggage. This Mk2 is definitely worthy of close inspection.

- One of only 2 surviving close-coupled Weymann Saloons - Owned by a long-term member and ex-director of the Lagonda Club - Maintained to a high standard, boasting a number of unusual features Further info: Confirmed by Lagonda Club records, this delightful close-coupled Weymann Saloon is one of only two examples known to have survived. The accompanying original RF60 logbook records it registered on 12 June 1929 to Lagonda Distributors (Lon) Ltd, before passing to its first owner Tom Dearbergh of Bury St Edmunds. Owned by Roger Firth in the mid-1980s, the vendor, a long-standing member and ex-director of the Lagonda Club and VSCC member, added UU 7571 to his collection of Lagondas in 2006. It has been used extensively around the UK and Scotland including trips as far afield as the Orkneys and Shetlands. With an engineering background, he has maintained the car to a high standard, recent work including repainting of the wings in February 2013. Described as having "very good" bodywork "excellent" paintwork and interior trim, a previous Concours winner, UU 7571 boasts some interesting features. These include the ingenious fold-away rear seats, Barker mechanical dipping headlamp system, heater and period dipping rear view mirror. Understood to have a 'strong' engine with 40psi oil pressure, the specification includes revised cam timing, BTH magneto, twin SU carbs, KI-Gass, Autovac, a modern oil filter, quiet OH close ratio gearbox, 21" wheels, excellent Dunlop 5.00/5.25 tyres, ribbed front brake drums and stainless exhaust. Retaining its original registration mark, the car is accompanied by a good history file which includes a Swansea V5c document, invoices dating back to 1960, instruction book, copy period articles, correspondence, wiring diagrams, two RF60 logbooks and MoT certificates issued between 1979 and 2013. There is even a copy of The Times dated 12 June 1929 - the exact day of the car's first registration. A wonderful, extremely rare Vintage Lagonda offering comfortable and capable touring with vital protection from the British weather!

- The best 964-series Turbo that we have offered thus far - Development engineer owned since 2003 and 86,700km recorded - Sympathetic but reversible upgrades by Ninemeister and RUF Further Info: Notable as the last of the rear-wheel drive, forced induction, air-cooled 911s (aside from the homologation special 993-series GT2), the 964-series Turbo is now beginning to receive the market attention it deserves. Introduced at the March 1990 Geneva Motor Show, a mere 3,660 Turbo II 3.3 litre cars are understood to have been made. Reputedly capable of 0-60mph in 4.7 seconds and 168mph `out of the box', the model has proven amenable to significant tuning. Supplied new to Germany, this particular example is the best 964-series Turbo II 3.3 litre that we have thus far had the pleasure of offering for sale. Thought to have had just a single keeper prior to being imported to the UK during 1997, it has been in the current (second UK) ownership for the past twelve years. A development engineer whose CV includes stints at Cosworth, Roush, Ilmor and Shell, the vendor specifically chose a left-hand drive car on the basis that that is how Porsche had originally laid out the 964. Despite being a `hands on' enthusiast, he has done very little work to `J880 SWL' himself instead entrusting it to Warrington-based marque specialist Ninemeister on an annual basis (its last service being carried out on 23rd September 2014). The same company were responsible for reworking the Porsche's original engine so that it produced some 438hp and 582Nm during a May 2007 dyno test. Impressively, this sizeable jump in power and torque has been achieved (a) without an increase in turbo boost (which remains at the standard 0.7 bar) and (b) whilst making the flat-six less laggy and more tractable. Boasting a high-flow intake system, sports catalyst with standard rear silencer, RS single mass flywhweel and clutch plus stainless steel equal length exhaust manifolds, the 3.3 litre powerplant has its outputs metered via a five-speed G50 manual gearbox and special carbonetic LSD. Uprated KW suspension gives an extra measure of control, while a personal meeting between the seller and Alois Ruf led to the Porsche gaining RUF number plate surrounds, RUF exhaust tips and RUF 18-inch alloy wheels shod with Continental N2 tyres (as per Mr Ruf's recommendation). Kept in a dehumidified, insulated garage the Porsche shows no signs of bodywork corrosion and is believed to be still wearing its factory Polar Silver paintwork. The front seats feature 12-way electrical adjustment (a desirable option) and are trimmed in Black leather as are the door cards, dashboard, roof lining, sun visors and instrument surrounds. A Porsche non-airbag steering wheel has been installed together with a more modern Blaupunkt stereo (CD changer / DAB / SD card reader / iPod dock) and discreetly integrated Genesis Profile 5 amplifier. The ABS-backed four-wheeled vented disc brakes are standard and the air-conditioning is in full working order. The odometer currently shows some 86,695km (53,847 miles) which is deemed to represent the total covered from new. The vendor has pleasingly kept almost all the original parts so that `J880 SWL' can be returned to factory specification should a new owner so wish (the only exception being the initial wheels and tyres). Worthy of close inspection, this pampered 911 Turbo II 3.3 litre is offered for sale with extensive history file, book pack, original tool wrap, tyre compressor, correct Porsche tyre pressure gauge and first aid kit.

- Three keepers from new and showing 17,171 unwarranted miles - Rare and desirable `Big Valve' 130 engine and 5-speed gearbox - In need of TLC but basically complete and running Further Info: `RRO 780M' is an apparently `time warp' example of the timeless-looking Ron Hickman-designed Elan +2, that's finished in the eye-catching combination of Regency Red bodywork and Oatmeal-coloured interior trim. It has had just three keepers from new, the second of which evidently cherished the Lotus for over 30 years. First registered in August 1973, the sale car is among the last of the breed - the sought-after +2S 130/5 model that benefits from the 130bhp `Big Valve' version of Cosworth's ubiquitous 1558cc twin-cam power unit, coupled to a five- rather than four-speed manual gearbox. Currently seeking a degree of TLC, the Elan is described by the vendor as having an `original but apparently good chassis', `fair to good' bodywork and interior trim, `very poor' paintwork and a correct-type but replacement engine that `runs with good oil pressure'. The odometer currently stands at an unwarranted 17,171 miles. A rare and exciting opportunity for Lotus enthusiasts everywhere.

- Recent bare metal, 'rotisserie' bodywork restoration - Mechanical checkover and fettling by marque specialist - UK supplied car with hard-/soft-top roofs, auto, pas etc Further Info: Last of the iconic W113 line, the 280SL was launched in 1968. Blessed with the same effortlessly elegant Paul Bracq styling as its earlier siblings, it was powered by a new seven-bearing crankshaft 2781cc straight-six engine that developed some 180bhp and 193lbft of torque. Equipped with all round independent suspension and ATE disc brakes, its 'square' track (some eight inches wider than the contemporary Jaguar E-type) gave notably sure-footed handling. Able to blur the divide between city streets and open roads with ease, the majority of 280SLs were specified with four-speed automatic gearboxes and power assisted steering. First registered by Glamorganshire County Council on 7th November 1969, `XNY 500H' is believed to have covered some 89,000 miles from new (a figure at least partially substantiated via numerous old MOTs and invoices dating back to the early 1980s). Recently refinished in its original `571 H' Metallic Red hue following an extensive `bare metal' bodywork restoration carried out by Finesse Auto Bodies of Stockport, the 280SL is also understood to have had attention paid to its Black MB Tex upholstery, chromework, woodwork and carpets. Entrusted to marque specialist Nick Webster, the two-seater was reportedly treated to a thorough service, new exhaust, brake system overhaul, fresh tyres, replacement shock absorbers and new engine / gearbox mounts etc. Further benefiting from a fresh soft-top / frame and period-looking Becker Mexico stereo (but with integral sat-nav and CD player etc), the 280SL is said to `drive very well' and to `easily keep up with modern traffic'. Sporting sundry polished engine components, `XNY 500H' is described by the vendor as being in `very good overall' condition. Indeed, he feels that it would not disgrace a new owner at a classic car show. Well specified with hard- / soft-top roofs, power steering and four-speed automatic transmission, this smart UK market 280SL is offered for sale with history file, restoration photos and MOT certificate valid until January 2016.

- Older restoration (c. late 1980s) and still notably tidy - Involved in numerous shows by its last owner of 15 years - Said to possess `a particularly sweet engine and gearbox' Further Info: A notably tidy example of an enduringly popular British classic, `OSU 337' is believed to have been the subject of a thorough restoration in the late 1980s. Though not of concours standard, the Maroon paintwork has stood the test of time very well and the MG was apparently involved in numerous shows by its last owner, who retained the Magnette for no less than 15 years. The matching Maroon interior has recently been treated to new front seat coverings and carpets, and the vendor informs us that the car `behaves impeccably on the road' and possesses `a particularly sweet engine and gearbox'. Reviving a name from the company's past, MG introduced the Magnette ZA at the London Motor Show of 1954. Though somewhat Italianate in style, the car was in fact penned by Englishman Gerald Palmer, who had previously made his name with the characterful Jowett Javelin. Power came from the then new 1.5-litre BMC B-Series engine.

PLEASE NOTE: Since the catalogue went to press we have been contacted by John Sprinzel who has confirmed that 'WJB 707' was 'certainly the fastest of the Sebring Sprites on the track'. He also recalls selling the Austin-Healey to the level crossing keeper's wife as a surprise present for her husband. The lady in question made quite an impression by (a) emerging from a taxi with a baby in her arms and (b) showing little interest in actually inspecting her prospective purchase! Mr Sprinzel later heard that 'WJB 707' had caught its new owner out on the first lap of a test day at Brands Hatch. Located not far from the relevant level crossing, Rob Walker's garage had been responsible for preparing the fastback and were also tasked with its repair. It is thus possible that they were the ones who replaced the Sprite's (Brands Hatch damaged?) aluminium bonnet with a fibreglass one. PLEASE NOTE: The 'original' bonnet which Stephen Bowen has retained is the fibreglass one that was fitted to 'WJB 707' when he bought the car in 1966. The original Williams & Pritchard alloy bonnet has never been in his possession and is presumed lost.     - A Works entrant on the 1960 Tour de Corse (Pat Moss/Ann Wisdom). - Rebodied by Williams & Pritchard for Ian Walker and nigh-on unbeatable in 1961. - The most original of the Sprinzel Sebring Sprites and owned since 1966 Further Info: First registered as `WJB 707' on 7th October 1960, this famous Austin-Healey began life as a Works Rally Car. Prepared by the BMC Competition Department for Pat Moss and Ann Wisdom to use on the Tour de Corse a few weeks later, the two-seater boasted Girling disc brakes, uprated suspension and wire wheels etc but retired from the event due to gearbox failure. Published in the September 1990 issue of Classic & Sportscar magazine, a letter written by next custodian Ian Walker recalled how: `Late in 1960, with the approval of John Thornley, I purchased WJB 707 on the understanding that it was to be converted to a Sebring Sprite and would be driven by myself, in a team of three organised by John Sprinzel, during the 1961 season. Each of the owners was to be responsible for his own conversion, the common denominator being Williams & Pritchard who were responsible for stripping the original bodies and replacing them with the aluminium version'. Having spent six years in the RAF including two-and-a-half as a Lancaster bomber rear gunner during WW2, Walker had a somewhat sang froid approach to personal safety. A capable circuit racer who had previously campaigned a Lotus Eleven, Elite and 17, he also appreciated the virtues of `adding lightness' to a car (indeed, his links to Colin Chapman would later result in the formation of the highly successful Ian Walker Team Lotus). Thus, when compared to the other Sprinzel Sebring Sprites `WJB 707' sported an even sleeker profile and lower kerb weight. Fitted with a smaller windscreen than its siblings - glass being heavier than aluminium - the two-seater also kept usage of steel to a bare minimum. The front inner wings and footwells were alloy as was much of the floorpan and bulkhead (though, the original steel was retained on the driver's side to mount the clutch and brake assemblies securely). The boot floor was cut out and there was precious little sheetmetal between the rear inner wings which were held in position by a brace bar, while the fuel tank was located via Dexion strips! Click here for the full catalogue description

- In current ownership since 1977 and MOT'd until December 2015 - Uprated with 1600 engine/gearbox by Scheldt and Pettit - Engine overhaul c.2002 by Fulvia expert Peter Gerrish Further Info: Manufactured in 1972 and imported to the UK the following year, `PPK 198L' is thought to be one of only 10 right-hand drive Zagato Sport 1600s left in existence. It commenced life as a 1300cc example, but benefits from having had a 1600cc engine and transmission installed by marque specialists Scheldt and Pettit in the early 1980s. That same engine has only recently been run-in following extensive refurbishment by Lancia Club President Peter Gerrish, including a new cylinder head. The braking system has also been thoroughly overhauled this year using callipers refurbished by Past Parts. This rare Fulvia is finished in the pretty Lancia Thema colour Petrol Blue and trimmed in Tan leather. The vendor says the car is `pretty desirable mechanically and, with a bit of expenditure on the bodywork, could be one of the very best'. It is now offered complete with numerous invoices and MOT certificates from 1978 to now. A number of spares are available by separate negotiation.

- Based on a shortened Silver Eagle SF/SG-type 'double dropped' chassis - Speed 25SB 3.5 litre straight-six allied to 4-speed all-synchromesh gearbox - FIVA ID card and veteran of numerous rallies and trials Further Info: Created by its previous keeper, Mr James McNally of Oswesty, during the early 2000s, this handsome Alvis Special comprises a shortened Silver Eagle SF/SG-type `double dropped' chassis (complete with all-round semi-elliptic leaf-sprung suspension and four-wheel drum brakes), Speed 25SB 3.5 litre straight-six engine, four-speed all-synchromesh gearbox and 19-inch `jelly mould' wire wheels. Finished in Dark Green with Black leather upholstery, its handsome Vanden Plas-esque two-seater body plays host to a rear-mounted fuel tank, wooden dashboard, 12volt power socket and full length hood (but no sidescreens). Further developed since entering the current ownership in 2005, the past decade has seen `FRY 863' treated to an engine overhaul (new white metal bearings, pistons, gaskets etc), replacement wiring and taller rear axle ratio. Converted from centre to outside throttle, the Alvis also sports a remote oil filter, electric cooling fan, alternator, side-exit exhaust and halogen headlights all of which make it better suited to tour and rally usage. A veteran of numerous CRA Winter Trials, `FRY 863' has, among others, also contested: HERO's 2008 Celtic Malts, Denis Greenslade's 2010 Cape-to-Cape Grand Tour (Cape Cornwall to Cape Finisterre) and ERA's 2014 1st Alpine Trial (finishing 5th-in-class). Although its accompanying V5C gives a date of first registration as 12th January 1949, the Alvis is self-evidently constructed from pre-WW2 components and when inspected by FIVA during 2011 was classified as E/3 and dated to 1935. The same document lists a kerb weight of 1160kg which in conjunction with the Special's torquey 3.5 litre engine explains why the vendor says it simply romps up mountain passes. Maintained with assistance from the Alvis Owners' Club's archivist, `FRY 863' started readily upon inspection and is only being offered for sale because the vendor wishes to downsize his collection. A tempting proposition, this seemingly rapid and well-sorted Alvis Special comes with the aforementioned FIVA ID card, UK V5C Registration Document and sundry other papers.

- 1 of 77 made with a mere 12 known to have survived - Well-known in Singer circles and treated to an extensive restoration - A former multiple concours winner with current ownership for c.34 years Further info: During the early to mid 1930s the rivalry between Singer and MG was notably intense with both marques distinguishing themselves at Le Mans and on countless trials held over the length and breadth of Britain. Aimed at the expanding six-cylinder sportscar market, the Singer 1.5 Litre Sports Tourer was introduced in 1933. Discernibly larger than its MG K1 equivalent, the newcomer was styled in-house by Eric Neale. With its prominent radiator grille, cut-away doors, full-flowing wings and sloping tail, the Singer bore quite some resemblance to Lagonda's contemporaneous M45. Based on a lowered version of its Fourteen sibling's ladder-frame chassis featuring all-round semi-elliptic leaf-sprung suspension and four-wheel Lockheed hydraulic 13-inch drum brakes, the 1.5 Litre Sports was powered by a 1493cc OHC six-cylinder engine allied to four-speed manual transmission. A spritely yet well-mannered car, it rode on 18-inch Rudge knock-off wire wheels and was capable of cruising at 60-70mph. Priced at £295 but only available during 1933 and 1934, just 77 1.5 Litre Sports Four-Seater Tourers were made of which a mere 12 are known to have survived. First registered in Glasgow on 23rd March 1934, chassis R2014 was purchased by the vendor, Geoff Gibson, from Paradise Garage some forty-five years later. Well-known in Singer circles, Mr Gibson subsequently treated the 1.5 Litre Sports to an extensive restoration. A former multiple concours award winner at shows around the country, `US 5285' has since developed a beautiful patina. Pleasingly understood to be a `matching numbers' car, the four-seater is described by the vendor as being in "very good overall" condition with regard to its engine, gearbox ,electrical equipment, interior trim, bodywork and paintwork. Offered for sale for the first time in thirty-four years, this rare Singer is worthy of close inspection.

- Home market car that began life in Birmingham - Stalled restoration project and stored for the past 20 years - 1 of just 1,801 MG A Twin-Cam Roadsters made Further Info: BMC began evolving a DOHC version of its B-Series engine in 1954, but it was 1958 before the Twin-Cam MGA came to market. With 108bhp on tap, it was capable of 0-60mph in 9.1 seconds and a top speed of 115mph. 1,801 Roadsters were made before production ceased in 1960. This particular example - chassis YD1/1659 - rolled off the Abingdon production line on March 24th 1959 prior to being road registered as `XOP 350' by Birmingham County Council. At that time it was apparently finished in Orient Red matched to Black interior trim, and came equipped with a factory-fitted close-ratio gearbox and competition seats and windscreen. Restoration of the MG was started many moons ago, as can be seen from the now Dark Blue body, but ceased in mid-task, and the Twin-Cam has remained in storage for the last 20 years. He or she who takes on the challenge of completing the project will be rewarded with a rare and desirable motorcar. There is no reserve on this lot which comes with a correct-type but replacement `twin cam' engine. Offered for sale strictly as seen.

- Home market car and entered from a private collection - Extensively restored from 1977-1985, current owner since 2001 - Domiciled in Essex but rallied as far afield as North Wales Further Info: Based on the MG TD MKII, the TF was an interim model pending the arrival of the all new MGA. Fared-in headlights and a sloping radiator grille ensured more modern looks. Some 9,600 TFs were produced between 1953 and 1955 and are increasingly sought-after today. The vendor of this particular example - `UAS 122' - informs us it has been regularly serviced throughout his 14-year tenure and never let him down. Until recently, when other cars in his collection have taken precedence, it was used both around the Essex countryside and for rallies as far afield as North Wales. The car was evidently treated to an extensive restoration between 1977 and 1985 and is now considered by the seller to have `very good' bodywork and paintwork, `good' 1250cc XPAG engine and Black interior trim, `fair' gearbox (we gather the synchromesh is now weak on second gear) and he feels `is a car to be driven anywhere'.

- 1 of 541 '87 2CV6 Specials known to the DVLA - Extensively restored circa five years ago - Check cloth upholstery and MOT'd until February 2016 Further Info: Citroen's ever-charming Deux Chevaux was intended to motorise the large number of French farmers still relying on horses and carts, and a famous part of the design brief was to be able to traverse eggs across a ploughed field without breaking them. No less than 3.8 million examples were produced via 11 factories across the world (including one in Slough, England) between 1948 and 1990, by when the ageing design had been defeated by contemporary legislation. The Red right-hand drive example on offer was manufactured in 1987 and has come from a deceased estate. It is understood to have been extensively restored five years ago and is currently described by the vendor as having `very good' bodywork, paintwork and check cloth interior trim, and `good' twin-cylinder air-cooled engine and four-speed manual gearbox. Its odometer displays an unwarranted 80,840 miles and the Citroen comes complete with MOT valid until February 24th 2016.

- Full Porsche Main Dealer or Marque Specialist Service History - 3596cc engine (manufacturer claimed 315bhp/273lbft), Tiptronic gearbox, 4WD - Condition belies 125,000 recorded miles, Savannah Beige upholstery Further info: `RV52 X5N' is a handsome-looking right-hand drive 996 model Carrera 4 that vacated the company's Stuttgart factory in 2002. Its Blue bodywork is complemented by Savannah Beige hide upholstery. Early 996s had a 3.4-litre engine but, being a second generation example, this one benefits from the bigger 3.6-litre unit, which boasted an output of 315bhp and 273 lb ft of torque. The car's comprehensive specification includes: PSM (Porsche Stability Management); Tiptronic transmission with steering wheel mounted controls; automatic speed control; rear window wiper; electrically adjustable, heated front seats; leather trimmed rear seats; top tinted windscreen; air conditioning; and CD stereo system. The vendor currently classifies the Carrera as having `excellent' bodywork and paintwork and `good' flat-six engine and tiptronic gearbox, and feels that `the Porsche's overall condition belies the present odometer reading of 125,164 miles'. He is now offering the car complete with `full service history' that's part main dealer and part marque specialist.

- 3 previous keepers and 106,557 recorded miles - Offered with large history file containing old invoices and MOTs - Described as mechanically 'very good' with unleaded head Further info: 'PJL 834R' is a righthand drive MKIV Midget that was first registered in April 1977, and its Black bodywork is teamed with Tan-coloured velour interior trim. The vendor informs us that the car has benefited from a degree of restoration to the body and that the engine has been equipped with an unleaded cylinder head. The MG has had four keepers to date and currently displays an unwarranted 106,557 miles. The vendor describes the Midget as being 'very good mechanically' and is now selling it complete with a substantial history file packed with invoices and old MOTs. The MKIV was the final iteration of the mighty Midget, and delivered deformable federal bumpers allied to an increased ride height and a new engine and gearbox - the 1,493cc and four-speed manual units from the Triumph Spitfire. With 66bhp on tap, the venerable little two-seater was now capable of a genuine 100mph flat out.

- 65,585 recorded miles and offered with history file - Fitted with Webasto roof and wooden dashboard - Expected to possess a fresh MOT by the time of sale Further info: The home market MKII GT on offer sports Red bodywork teamed with a contrasting Black interior. Desirable extras include a Webasto sunroof and a wood-effect facia. The vendor describes the MG as 'mechanically very good' and is now offering it complete with history file. The odometer currently registers an unwarranted 65,585 miles. Introduced in May 1962, the monocoque MGB was a welcome progression from the body-on-frame T-Series and MGA models that preceded it. The more modern construction resulted in weight savings, reduced manufacturing costs and notably tauter handling. It was initially only available in Roadster form - the Pininfarina-penned hatchback GT derivative with 2+2 seating not being offered until October 1965. The MKII model of 1967 brought an updated manual gearbox with revised ratios and synchromesh on all gears, a revised rear axle, and a switch from dynamo to alternator. In 1969, Rostyle wheels replaced the previous pressed steel version for standard fit.

- Original right-hand drive car displaying 89,558 miles - Restored in the 1990s, owned since 2004 - Recently the bodywork and outside finish have been brought up to high standard Further info: Jaguar increased the E-Type's engine capacity to 4.2-litres in October 1964 and, with the change, came a sweeter all-synchromesh gearbox, better brakes and electrical systems, and more comfortable seats. The suspension was independent all round with wishbones and torsion bars at the front and wishbones, radius arms and twin coil springs at the rear. Braking was by servo-assisted Dunlop discs all round; inboard at the rear. The steering was a rack and pinion system by Alford and Alder. Though the 4.2-litre engine had more torque than its predecessor, an increase in both gearing and bodyweight meant the performance of these later S1 cars was very similar to the 3.8-litre versions. Production figures vary slightly depending on the source, but approximately 7,770 4.2-litre Fixed Head Coupes were built between 1964 and 1968, only some 1,957 of which were right-hand drive. According to its accompanying Heritage certificate this original RHD car was despatched on March 12 1965 and supplied to Victor ltd, Belfast, Northern Ireland. At the time it was finished in opalescent dark green with suede green interior trim. In the 1990s, when the car was restored, this was changed to Carmine Red with black trim. The vendor acquired FNN 641C in 2004 and advises that bills and receipts total some £21,000. Very recently the bodywork and outside finish of the car have been brought up to high standard. The vender now classifies the bodywork and paintwork to be "excellent" and the interior trim, power plant and four speed manual gearbox as all being "good". Registering some 89,558 miles, we understand c.11,500 miles have been covered since 2004. A fine example, it is offered with Swansea V5, MoT to August 2015 and history file containing original brochures, spare parts catalogue, service handbook and tool kit.

PLEASE NOTE: Whilst many of the more difficult jobs were entrusted to the factory and other specialists, this vehicle was supplied in kit form to its owner and not as a factory turn key example.   - Evocation by Parallel designs - well known for their quality and authenticity - 5-litre BMW V12 driving through a 6-speed Audi gearbox - Finished in Pearl White Metallic with Black Alacantra interior, c.265 miles Further info: Renowned for their quality and accuracy, Parallel Designs have produced some of the most faithful Lamborghini copies including the legendary Miura, Countach and Diablo which can be purchased in component, part-built or turnkey form. The Diablo GT chassis consists of a semi-spaceframe design with integral central backbone providing excellent strength and rigidity, whilst body moulds taken from an original example give the car exacting looks and accurate dimensions. Great attention to detail and high build standards have resulted in an enviable reputation and some fantastic cars. This one-owner right-hand drive example was factory built in 2013 at huge cost and first registered on 1 January 2014. Displaying just c.265 miles on its odometer, it is finished in Pearl White metallic with Black Alacantara interior. Powered by a 5.0-litre BMW V12 engine driving through a manual Audi 6-speed transmission, the car's performance and accompanying soundtrack are spectacular. Grey SV replica alloys complete the looks of this stunning machine. Offered with a Swansea V5 document and registered with a normal-style registration number, this wonderful evocation is ready to provide all the looks and excitement of the original at a fraction of the cost.

- Entered from a private collection and 1 of 20 known RHD survivors - 102,000 recorded miles, 4-speed manual, black upholstery - Dry stored but started and moved on a regular basis Further Info: BMW's so-called `New Class' Coupe was debuted in the summer of 1965. It marked the end of the company's V8-powered range and served to introduce the new 2-litre, four-cylinder version of its OHC M10 engine which, as fitted to the CS model, was equipped with twin carburettors and produced a sprightly 120bhp. Unlike the slightly milder-tuned 2000 C, the CS was only available with four-speed manual transmission. Whereas the outgoing 3200 CS featured styling by Bertone, the newcomer was the work of the Karmann concern, whose changes largely concentrated on the front end. The 2000 CS is now a very rare model and this example is thought to be one of only 20 original right-hand drive cars remaining. Part of a private collection for the last 10 years, and started regularly but never really used, it is felt by the vendor to have `very good' bodywork, Blue paintwork, Black interior trim, engine and gearbox.

- A notably late Lotus Cortina MKI built in August 1966 - Converted into a Stage / Road Rally Car during 1999-2000 - New OMP seats, TRS harnesses and fresh MOT certificate Further Info: First road registered by London County Council on 15th September 1966, `KUC 964D' began life as a standard road going Lotus Cortina MKI (albeit a notably late example of the 3,306 made). Assorted photos and invoices on file show that it was reconfigured as a stage / road rally car some fifteen years ago. Though, whether or not its transformation involved a re-shell is unknown. The current monocoque appears authentic and as well as being gusseted and strengthened boasts such correct-type features as a small hump boot floor and original tramp bar mountings (rather than modified Escort ones). Opening the boot reveals an alloy fuel tank, offside-mounted battery, twin pumps, well secured spare wheel / jack / brace and stickers for the 2000 Premier Rally, 2000 Astra Stages, 2000 Robin Hood Forest Stages Rally, 2001 Cossack Rally, 2001 East Anglian Classic, 2001 John Overend Memorial Stages Rally, 2003 Bruce Robinson Rally, 2003 29th Targa Rusticana and 2007 Robin Hood Historic Forest Stages Rally. Dormant for several years, recent recommissioning has seen `KUC 964D' treated to new FIA-compliant OMP T-RS XL front bucket seats, TRS harnesses and Minilite-style alloy wheels. Starting readily upon inspection, its 1.6 litre engine sports twin Weber carburettors and green-painted cam covers (as fitted to Special Equipment models). As well as its iconic Alan Mann livery, the Ford plays host to a 170mph speedometer, Brantz International 2 Pro Rally Meter, passenger footbrace-mounted horn button, substantial rollcage, oversize wash / wipe switches and retro Gold Leaf Team Lotus / East African Safari stickers. Described by the vendor as being in `very good overall' condition with regard to its engine, four-speed manual gearbox, electrical equipment, interior trim, bodywork and paintwork, this nicely presented Fast Ford is offered for sale with Stage Logbook, MSA Historic Rally Identify Form, expired FIA Historic Vehicle Identity Form and current MOT certificate valid until March 2016.

PLEASE NOTE: A photocopy Dating Certificate from the Tank Museum accompanies this vehicle, not an original document.   - Powered by a 4.5-litre Rolls-Royce B60 six-cylinder petrol engine - Complete with de-activated Browning 0.30 calibre and smoke dischargers - MoT exempt with Swansea V5 document Further info: Developed in 1949 as a replacement for the Dingo, Daimler's Ferret was adopted by the British Army and a number of Commonwealth forces as a tough and rugged armoured reconnaissance vehicle. Powered by a 4.5-litre Rolls-Royce B60 six-cylinder petrol engine driving through a 5-speed pre-select Wilson epicyclic gearbox, the Mk 1 debuted in 1952 whilst the final versions remained in production up to 1971. A versatile performer, the fast and strong Ferret is capable of speeds approaching 60mph. This Mk 2/3 example comes complete with a de-activated Browning 0.30 calibre machine gun in the turret and smoke dischargers present. The vehicle is accompanied by a dating certificate from the Tank Museum, a firearm de-activation certificate, Swansea V5 and declaration of MoT exemption. Previously featured on the front cover of Classic Military Vehicle magazine (copy on file) it is sure to turn heads and command respect wherever it goes.

- 21,700 recorded miles & MOT'd into February 2016 - Recent bare metal repaint in its original Green livery - Recent service, compression test & carburettor overhaul Further Info: Introduced as the 2000 in 1963, the P6 was the sixth and last of the P-Series Rovers, of which the 3500 S was the ultimate incarnation. Designed in-house, the P6 bristled with innovation and was the winner of the first ever European Car of the Year Award. The handsome manual gearbox 3500 S offered has recently been treated to a bare metal respray in its original Green livery, new Everflex vinyl roof and rain gutters, and alternator. The engine has been thoroughly serviced and compression tested, and the SU carburettors overhauled. The previous keeper had the car fully re-trimmed in Cream hide and fitted with new carpets. The vendor now classes the bodywork, paintwork, interior trim, V8 engine and four-speed gearbox as all being in `excellent' order, and is selling the car with 13 old MOTs that lend credibility to the extraordinarily low indicated mileage of 21,644; plus one valid into February 2016.

- Finished in British Racing Green with Magnolia-coloured leather upholstery - Powered by a Rover V8 engine allied to five-speed manual transmission - Offered with build file, four-branch side-mounted exhaust and wire wheels Further info: Some 2,000 NG cars have reputedly been sold since 1979. Hand built in the traditional vein around a bespoke ladder chassis they employ MG running gear and are generally powered by either MGB engines or the venerable all-alloy Rover V8; which is in fact quite a bit lighter than the cast iron MG unit, as well as being more powerful of course. There was the option of having them factory built or acquiring them in kit form. The example on offer is a TC model powered by the Rover unit. The body is of boat tail design and finished in classic British Racing Green and trimmed in Magnolia-coloured leather. 'Q586 KKE' comes complete with build file, four-branch side-mounted exhaust and knock-on wire wheels, and the vendor currently classifies the bodywork, paintwork, V8 engine, five-speed manual gearbox and the car's electrical equipment as all being in 'good' condition. The odometer displays an unwarranted 18,200 miles.

- Finished in White with Mushroom-coloured leather upholstery - Desirable S4 model with 5.0-litre V8 engine and automatic transmission - Offered with history file containing numerous receipts and old MOT's Further info: Finished in White and trimmed in Mushroom-coloured hide, this right-hand drive 928 hails from the first year of S4 production. The vendor grades the bodywork, paintwork, interior, and automatic gearbox as all being in 'good' order. He further considers that the engine `makes a great V8 sound' and is offering the luxury Porsche complete with a variety of bills, receipts and old MOTs. The Porsche is understood to have covered c.124,000 before undergoing a speedometer clock change last year. The replacement unit shows some 40,000 extra miles but the paperwork on file is felt by the seller to tally with the lower distance. Porsches are famously able to cover huge mileages if properly maintained but 40,000 miles in a single year would be quite some going for a twenty-eight year old car! The S4 featured several mechanical upgrades over the outgoing S3 and was visually distinguishable by new-style bumpers and a rear spoiler. Its 5.0-litre V8 engine produced a meaningful 320 bhp.

- Gordini evocation finished in Blue with Black sports trim - Offered with original service book containing stamps up to 1984 - Fitted with 'split rim' alloy wheels and rally spot lamps Further info: This racey-looking Evocation recalls memories of the competition Renaults that took a hat-trick of victories on the Tour de Corse rally and helped discover such racing stars as the Jean-Pierres Jabouille and Jarier. By the launch of the Dauphine-based R8 model in 1962, former race driver and constructor Amedeo Gordini had been retained by Renault to add some pep to its cooking Saloons, and it was fitting that the fastest of the R8 derivatives, the Renault 8 Gordini, should carry his name. Originally only available in Blue with two stick-on White stripes, it sported a tuned engine of 89bhp mated to a four-speed close-ratio gearbox. Handling was tamed by uprated suspension. The Evocation offered rides on split-rim alloy wheels and features a sports steering wheel and a quartet of spot lights. It comes complete with the original service book containing stamps to 1984 and a selection of old Spanish MOTs.

- 1 of c.309 made and history back to the early 1960s - Most original interior with Brown leather upholstery - Much recent restoration work documented on DVD Further Info: Like so many of its contemporaries, the Wolverhampton-based Sunbeam enterprise was a bicycle maker that evolved into a car manufacturer, and the Sunbeam Motor Company Ltd was created in 1905 to separate the two-wheel side of the business from the expanding four-wheel one. However, it was from 1909, under the guidance of the fertile-minded Breton-born Louis Coatalen, that the marque truly began to flourish - the road cars became noted for their quality and refinement and the record breakers and racers notched up a string of international successes. Sadly, Sunbeam failed to survive the depression and went into receivership in 1935. The Twenty-Five model was manufactured from 1933 to 1935 and available in Saloon, Limousine and Coupe body styles. It was powered by a straight-six OHV engine of 3317cc, which was fed by a single Zenith carburettor. Well-equipped, the Twenty-Five featured an all-synchromesh four-speed gearbox, hydraulic brakes and semi-elliptic suspension all round. Total production is understood to have been approximately 309. `AXM 597' is a fine-looking example of the breed that hails from 1934, when it would have cost c.£875. The Saloon is smartly finished in Maroon over Black and trimmed in Brown leather. The vendor classes the engine as `excellent'; the transmission, aluminium and steel bodywork and paintwork as `good'; and the interior trim as `good and mostly original aside of new carpets'. The Sunbeam is now being sold complete with MOT to March 2016 and an extensive history file dating back to the early 1960s that contains: invoices for recent restoration work; detailed description of a comprehensive engine overhaul that included remetalling of the bearings, new liners etc; ownership records; period photos and a DVD of the restoration; copy of the Works delivery/despatch sheet to Pass & Joyce; original owner's handbook; and reproduction workshop manual. The odometer registers an unwarranted 77,363 miles.

- 1 of just 130 UK-supplied examples - Recent new clutch and cambelts - Original toolkit and 44,000 recorded miles Further Info: `J244 WOB' is a rare right-hand drive example of Ferrari's increasingly sought-after 348 TB model (just 130 of which were UK-supplied) and is very tidily presented in the classic combination of Rosso Corsa teamed with a Tan hide interior. The history file contains evidence of recent replacements to both the cambelts and clutch, plus details of the previous keepers and sundry old MOTs; as well one valid well into 2016. The Prancing Horse is now being sold complete with its original tool kit and is considered by the vendor to have `good' bodywork, paintwork, interior trim, V8 engine and five-speed manual gearbox. Its odometer currently registers an unwarranted but credible 44,049 miles. Ferrari considered mid-engined technology when replacing the 275 GTB - Lamborghini had already declared their hand with the prototype Miura - but were concerned how customers might cope with the related handling of so large and powerful a car. The ensuing Dino therefore represented their first foray into the mid-engined road car market, a line then successfully followed with the 308, 328 and 348. First seen at the 1989 Frankfurt Motorshow, the Pininfarina-penned 348TB (Berlinetta) and 348TS (Spider) were the first series-production Ferraris to feature a steel monocoque chassis as opposed to a tubular frame, and a robotized production line was installed at the Scaglietti works in Modena to produce the new shells. The newcomer shared a number of components with the Mondial, not least: the longitudinally placed 3405cc quad-cam 32-valve V8 engine and transverse (hence the T in the name) five-speed manual gearbox. Cradled in its own subframe, the V8 developed 300bhp and 238 lb ft of torque - sufficient to propel the 348 to 60mph in 5.4 seconds and to a top speed of 170mph. A total of 8,844 348s are understood to have been produced before the model was superseded by the 355 in 1994.

PLEASE NOTE: This Series One Land Rover is an 88-inch wheelbase model and not an 86-inch one as catalogued. It is also began life with a diesel engine but has since been converted to petrol power.   - Possibly the best restored Series I Land Rover available today? - Featured in The Landy magazine (October 2014 issue) - Meticulous 'chassis up' refurbishment inc. Agra Engineering engine overhaul Further Info: According to the vendor, this highly attractive early Land Rover could quite possibly be `the best restored Series 1 for sale in the UK today'. And so it might be, having been treated to a recent comprehensive chassis up restoration by experienced craftsmen, during which all bodywork was evidently removed, stripped and repaired as necessary. The bumper and window frames were galvanised, and all the body panels prepared and painted as individual components prior to the final assembly. The 2.0-litre petrol engine was fully overhauled by historic engine specialist Agra Engineering and the gearbox stripped and checked. The list of new items fitted to `2773 HK' includes: clutch assembly; exhaust system; brake drums, shoes and cylinders; front springs; and hood. The Landie has also been rewired with the correct period-style wiring loom. Needless to say, the vendor now regards the vehicle as being pretty much `as new', with only installation miles added since its completion.

- Reputedly first registered by Lancashire County Council - Resident in Cook County, Illinois for thirty-eight years - Much recommissioning work by its German vendor According to the MG Car Club's online search facility (www.tregister.org), chassis TC1370 was built on 11th September 1946. Still wearing `GTE 467' number plates front and rear which suggest that it was first road registered by Lancashire County Council, the two-seater was later exported to the USA. Owned by Fred Robert Wilkin Jr of Cook County Illinois from June 1969 to October 2007, the MG is understood to have been his mount for numerous competition events. Entering the current German ownership in 2008, an invoice from Moss Europe dated the following January indicates that chassis TC1370 has since been treated to a new: fuel tank; brake master cylinder; hub and oil seal; 2 x brake lining sets; crankshaft oil seal; 2 x gearbox mountings; engine mount; 4 x damper link bushes and sump gasket etc. Finished in Dark Green with Beige upholstery, the MG is described by the vendor as being in `good' condition with regard to its engine, electrical equipment and four-speed manual gearbox, while he rates the bodywork as `good / original', the paintwork as `patinated but presentable' and the interior trim as `original style'.

- Barker bodied and the only 20/25 of its type in existence - Commissioned in 1933 by the Greek government - Engine overhauled by Brunt's of Silverdale (Staffordshire) Further info: "The driver who has never handled a Rolls-Royce is likely to want to know wherein it differs from the general run of motor cars. That is a point it is impossible to deal with adequately in few words, but the principal impressions concern the extreme delicacy of control, the amazing flexibility on top gear, the silence and quality of the acceleration, and the fact that the engine is as quiet and smooth when the car is travelling at the maximum as it is at lower speeds." (Rolls-Royce 20/25hp Road Test by The Autocar, May 29th 1931). Introduced in 1929 as a stablemate to the larger Phantom II, the 20/25 was a natural development of its established 20hp model - Rolls-Royce's first 'owner driver' offering. Though very similar to its predecessor, the newcomer enjoyed a greater turn of acceleration and top speed, thanks to an increase in engine capacity from 3127 to 3669cc, which also brought the bonus of a reduction in fuel consumption. The OHV straight-six engine drove via a dry plate clutch to a four-speed manual gearbox equipped with traditional right-hand change (and from 1932 onwards, synchromesh on the top two ratios). The substantial ladder frame chassis was fitted with semi-elliptic leaf-sprung suspension all-round and servo-assisted four-wheel drum brakes. The 20/25hp remained in production until 1936, by which time some 3,827 examples had been sold, making it Rolls-Royce's best-selling model of the period. Chassis GHA 9 was commissioned in 1933 by the Greek government. The country had been without a monarch since the late 1920s, but with moves afoot to restore King George II (the first cousin of HRH, The Duke of Edinburgh) to the throne, it was felt a suitable motorcar should be set in train. Barker was the chosen coachbuilder and the elected body style that of Open-drive Laundaulette - which in the Barker parlance of the time translated to Sedancalette de Ville. The chassis cost of £849 9s 9d was duly paid and the frame delivered to Barker & Co on November 21, 1933. It appears from the paperwork supplied with the vehicle that it was delivered to the Greek Embassy in Brussels via Ostend on February 15, 1934 - a voyage the factory chassis log informs us was organised through the AA. From the other items of accompanying paperwork we learn that the Panorama Bay Motor Company of Poole in Dorset sold 'AXH 158' (the car's original and current registration number) in 1990. Four years later it was apparently treated to a degree of restoration, not least a £1,947 engine overhaul courtesy of Brunt's of Silverdale in Staffordshire. The vendor acquired the Rolls-Royce in 2003, at which point the odometer was reading an unwarranted 35,860 miles (it now stands at 41, 985 miles). The following year he treated the 20/25 to new swivel pins and stainless steel exhaust system and currently describes the car's mechanical condition as 'very good', however some attention may be needed to the front nearside shock absorber. Apparently very original (and complete down to its 'Goshawk' scuttle plate), 'AXH 158' has been confirmed by the Rolls-Royce Enthusiast's Club as the only 20/25 of its type in existence. Its appearance on the market therefore provides an exciting opportunity for Rolls-Royce aficionados everywhere to tender for a unique and desirable motorcar of fascinating history.

- One of just 239 DB6 Mk2 examples built - Automatic transmission with triple SUs - First registered 7/11/69 - In the current ownership since 2001 - Engine overhaul 2002 - 2005 & bare metal respray in 2006 by Bowling-Ryan Ltd - Used sparingly since - Silver with blue leather interior - 41,436 unwarranted miles - Original registration number - Much expenditure in the current ownership Further info: Entering production in July 1969 but not formally unveiled for another month, the rakishly elegant DB6 Mk2 was the ultimate evolution of the iconic Aston Martin DB4/DB5/DB6 line. Sharing the same sheet steel platform chassis as its immediate predecessor complete with all-round coil-sprung suspension (independent double wishbone front, trailing arm / beam axle rear), four-wheel disc brakes and Armstrong Select-a-ride adjustable rear shock absorbers, the newcomer nevertheless incorporated a host of detail improvements. Sharper and more responsive to drive thanks to wider wheels and fatter tyres (hence the need for its trademark flared wheelarches), the Mk2 also benefited from the provision of standard-fit power assisted rack and pinion steering. Automatic transmission remained a `no cost' option. The fabulous Tadek Marek designed 3995cc DOHC straight-six engine could be had with a nascent form of electronic fuel injection. However, the majority of buyers wisely opted for carburettor-fed variants in standard (triple SU, 282bhp) or high-performance Vantage (triple Weber, 325bhp) tune. Indeed so troublesome did the AE Brico EFI system prove that several Mk2s were converted to Vantage specification by the factory. Revised seating both front and rear meant that the last of the classic DB-series family could also lay claim to being the most comfortable. Only in production until November 1970, just 239 DB6 Mk2 saloons are thought to have been made (of which a mere 122 were reputedly to triple SU carburettor-fed specification). An automatic transmission model, first registered on 7th November 1969, SNR 710H was purchased by the vendor in 2001. In his ownership it has been maintained to a high standard with much of the work being carried out by specialists Bowling-Ryan Ltd of Bolton. This includes a comprehensive engine and gearbox overhaul, painstakingly carried out over a period of three years, between 2002 and 2005. The first service following completion of the running in period being performed in September 2005. Works completed in May 2006 include re-trimming of the front seats and re-connolising of the rear seats, overhauling of the starter motor and alternator, refurbishment of the chromework and the fitment of a new set of stainless steel wire wheels (the invoice on file totalling some £6649.88). That same month, the car was stripped to bare metal, the bodywork refurbished where necessary and repainted in Silver at a cost of over £10,000 for which invoices are on file. Accompanying invoices covering the period July 2005 to March 2014 total some £27977.19 and it is expected that copies of invoices for the works carried out by Bowling-Ryan Ltd for the period 2002 - 2005 detailing much further expenditure will also be available by the time of sale. It has been fitted with a stainless steel exhaust system. Registering some 41,400 miles on its odometer, we are informed by the vendor that just c.2,000 miles have been covered since the engine work was completed. It has not been out in wet conditions. Click here for the full catalogue description

- Three keepers from new and 88,600 recoded miles - Large collection of restoration invoices totalling c. £7,000 - 1 of just 420 LE roadsters made and fresh MOT Further Info: The Limited Edition (LE) MGBs were the final iteration of this ever-popular British sports car prior to the sad closure of MG's Abingdon factory in October 1980. The total production run was 1,000 - 580 Pewter-coloured GTs, and 420 Roadsters finished in a distinctive shade of Bronze and trimmed in striped orange and brown cloth. The three-owner LE Roadster now offered was first registered in March 1981. It has been in the current ownership for the last five years, prior to which (ie between 2003 and 2007) it was treated to a c.£7,000 refurbishment that included a total respray and Waxoyl underbody treatment. At the same time it was fitted with new: electronic ignition system, uprated front discs and rear springs, adjustable gas dampers, hood and frame, seats, Moto-Lita steering wheel, and Kenwood radio/cassette unit. A clearly fine example that features the desirable overdrive gearbox and currently exhibits an unwarranted 88,600 miles.

- 1 of just c.45 known survivors and extensively restored 1999-2004 - Current family ownership since 1980 and original engine / body - Rare and desirable Vintage Tourer with 3.2-litre straight-six engine Further Info: The 1920s witnessed Sunbeam win the French and Spanish Grand Prixs, finish second at Le Mans, set numerous Land Speed Records and cause Henry Royce consternation regarding the quality and refinement of its products. Introduced at the 1923 Olympia Motor Show, the 20/60 was based around a substantial ladder frame chassis equipped with leaf-sprung suspension (semi-elliptic front / cantilever rear) and four-wheel drum brakes. Powered by a 3181cc seven-bearing OHV straight-six allied to four-speed manual transmission, the newcomer was reputedly capable of over 70mph (coachwork permitting). Available in Tourer, Sports Model, Enclosed Limousine and Enclosed Landaulette guises, some 1,560 20/60s were made before production ceased during 1926. Though, today only 45 or so are known to have survived. First registered by Liverpool County Council on 24th June 1925, an accompanying continuation buff logbook shows that `KC 9684' belonged to D. Forbes Keir Esq. post WW2 and relocated with him from Wallasey to London during August 1951. Acquired by Thomas Edward Brown Esq. of Byfleet, Surrey - and later The Sunbeams, Tolleshunt Knights, Essex - some eleven years later, the 20/60 has been in the current family ownership since August 1980. An MOT certificate issued that same year gave the Tourer's recorded mileage as 41,827, while its odometer currently shows 43,700 miles. Part of a large private collection for the past thirty-five years, `KC 9684' was treated to an extensive refurbishment from 1999-2004. I.S. Polson carried out some early mechanical work but Arthur Archer of Dunmow completed the majority. Stripped to a bare chassis, the Sunbeam had attention paid to its engine (new bearings, pistons, timing chains, crack testing etc), gearbox, back axle (new half shafts), steering box, magneto, dynamo, starter, Autovac, water pump, Claudel Hobson carburettor, suspension, wiring, brakes, hubs and wire wheels. As well as its original straight-six powerplant (number 1286E), the 20/60 pleasingly retains its original Tourer body which was rejuvenated by a Rolls-Royce apprenticed craftsman whose CV includes projects for P&A Wood, Clark & Carter and J.D. Classics. Connolly leather supplied new Maroon leather hides that were fashioned into deep-button upholstery by Barton & Son of Luton, while Robert Smith Coach Trimming of Hemel Hempstead remade the double duck hood and sidescreens. Assorted invoices and handwritten notes on file suggest that the restoration cost in excess of £58,000 which may seem a modest sum given the extent and quality of the work but then again some of the labour was charged at £10 per hour! Having covered circa 1,800 post-refurbishment miles, more recent fettling has seen `KC 9684' treated to a relined clutch (2006) and overhauled radiator (2009). Starting readily and running well upon inspection - the vendor appearing to engage all four gears without difficulty - the Sunbeam now exhibits a gentle patina. Sporting an `Old Bill' radiator mascot, well-stocked wooden dashboard, rear-mounted luggage trunk, secondary Auster screen, Rotax head- / sidelights, `diver's helmet' rear lights and twin side-mounted spare wheels etc, the 20/60 is beautifully detailed. A decidedly handsome and imposing Vintage Tourer, this `Supreme Sunbeam' is worthy of close inspection. Offered for sale with fresh MOT certificate and history file containing a period instruction handbook, sundry restoration photos, numerous old MOTs (dating back to 1968) and myriad restoration bills / invoices.

- Prepared as a Category 1 historic rally car with rear roll cage - Works style hardtop, new springs and minilite-type alloy wheels - A rewarding project in need of finishing Further info : 'LFD 319E' is a righthand drive MKIII Midget that's been set up for Category 1 (ie pre-1968) historic rallying. It sports a rear roll cage that nestles underneath a Works style hardtop. New spinners retain equally fresh period-style wheels. The vendor can't vouch for the pedigree of the car's 1275cc A Series engine or four-speed manual gearbox, but currently classes its bodywork and Red paintwork as 'good' and the Black interior trim as 'OK'. The 1961 MG Midget was essentially a MKII Austin Healey Sprite in a different suit of clothes. It started life powered by a 948cc BMC 'A' Series engine. Braking was by drums all-round. Matters greatly improved with the MKIII version of 1966, not least in the engine compartment where the motor's capacity had been increased via 1098cc to 1275cc. Semi-elliptic rear springs had replaced the original quarter elliptic ones, and the front drum brakes had given way to discs.

PLEASE NOTE: The engine number of this lot is 755443 which according to the Porsche 356 and 912 Serial Numbers Reference Site (www.356a.com) is correct for a 1968-model year Karmann-bodied Porsche 912 Coupe.   - LHD and imported from Florida by its previous keeper - Tan interior, Fuchs wheels, 5-speed manual, 1.6 litre engine - 1 of 5,598 Karmann-bodied Coupes made for the 1968 MY Further info: The 912 was Porsche's entry model for the 911 range and initially substantially outsold its six-cylinder sibling. Production ran from 1965 to 1969, during which in excess of 32,000 were manufactured. The vast majority were Coupes, 5,598 of which were bodied by Karmann for Porsche during the 1968 model year. Enthusiastic 912 customers included the German autobahn police. This tidy-looking left-hand drive 912 Coupe features Red bodywork that's teamed with a Tan-coloured interior. The Porsche was garaged at its sole UK registered keeper's Florida holiday home before journeying back across the Atlantic last year. It is currently displaying an unwarranted 63,000 miles and is regarded by the vendor as having `good' bodywork, paintwork, interior trim, four-cylinder engine and four-speed manual gearbox. It represents a rare opportunity to acquire an apparently unmolested classic Porsche that's spent much of its life in a rust-free environment.

- `Matching' chassis and engine numbers - Recently treated to an extensive, photographically-documented restoration - Offered with history file, heritage certificate and rear tonneau cover Further info: This matching numbers, home market Pickup was supplied new to BMC dealer Lookers of Manchester in February 1963. It was finished in Tweed Grey, trimmed in Tan vinyl and ordered complete with optional heater. Now 52 years old, it has recently been treated to a full restoration at the hands of established Mini refurbisher Colin Chapman. The work is in line with the accompanying Heritage Certificate, with the exception of the seats, which are contemporary Black Heritage items. The vendor unsurprisingly now classes the bodywork, paintwork, 848cc A Series engine and four-speed manual gearbox as 'excellent' and the interior trim as 'fair/good'. He is now offering this all-but-immaculate Mini complete with tonneau cover, history file, Heritage Certificate and photographic record of the work carried out. The original Lancashire registration number, '1507 TF', is available by separate negotiation. Equally suitable as personal transport with a difference, or for promoting a business.

- Rakish and potent aluminium-bodied special based on a 1933 Firefly chasssis - Extensive restoration work completed in late 2014 by VSCC member owner - Alvis TD21 3-litre engine and TA/TB/TC 21 gearbox Further info: This two-seater Firefly special was purchased as an improvement project by the vendor, an experienced VSCC racer, in 2011. The handsome aluminium bodywork (understood to have been created in Scotland) sits on an original 1933 chassis whilst power is provided by a 3-litre Alvis TD21 engine driving through a 1950s era TA/TB/TC 21 gearbox. Upon purchase he set about a comprehensive stripdown and overhaul which included: BODY: Firewall and gearbox cover fitted with new louvered side panels exhaust side. New exhaust in stainless steel, new aluminium radiator, bespoke aero screens fitted. ENGINE: Total strip down. New pistons/ re-bored+ 10, new camshaft and cam followers, crank shaft balanced/ new clutch assembly and bearing mains and small ends. Cylinder head new valves and re-worked hardened valve seats. GEARBOX: New starter motor. Pre engage rebuilt. New bearing roller and needle. DIFFERENTIAL: Heavy duty fitted upgraded. Chassis re-worked. Leaf spring re-tempered. STEERING: Marles Weller steering box. New shaft in special steel. Steering wheel modified to quick release to improve access. WHEELS: Re-spoked and balanced. Painted chassis colour. New bearing and seals. New tyres. ELECTRICS: Total re-wire, distributor rebuilt, speedo re-calibrated with reduction clearing, rev counter re-calibrated, indicators fitted, electric water pump fitted with override switch, electric fan fitted. COOLANT: Evans waterless. OIL: Engine and gear box Castrol XL. Rear axle EP75W90 GL5. Clutch Dot 4. Recently completed, the car started readily upon inspection and sounded most impressive - the finished result being testament to the skill and attention to detail of the vendor. This stylish special is worthy of close inspection and comes with Swansea V5, assorted invoices and photographs of the restoration work. Only being sold due to other motoring projects, It is expected to possess a fresh MoT certificate by the time of sale.

- 1 of just 3,095 LHD Jaguar XK150 Fixed Head Coupes made - Desirable Special Equipment model and only one UK registered keeper - `Matching' chassis, engine and body numbers and fresh MOT certificate Further Info: 1 of just 3,095 LHD XK150 Fixed Head Coupes to leave Browns Lane, chassis S835947DN was completed on 23rd December 1958. A desirable `Special Equipment' model, its 3442cc DOHC straight-six engine was topped with an uprated B-type cylinder head and allied to four-speed manual plus overdrive transmission. Finished in Cream with Red upholstery and supplied new via Jaguar Cars New York, the XK150 is understood to have (a) spent quite some time in California and (b) belonged to the prestigious Blackhawk Collection before being repatriated by CAR Howard during Spring 1989. Acquired by its sole UK registered keeper shortly thereafter, `GSK 933' has reportedly spent the last twenty-six years avoiding wet or salt covered roads. Treated to new `J' spot headlights and replacement bumpers upon its return from the USA, more recent work is said to have seen the Fixed Head Coupe benefit from attention to its water pump, thermostat, cooling system, temperature/oil gauge, braking system, fuel pump and twin SU carburettors plus the fitment of a new stainless steel exhaust. Pleasingly able to boast `matching' chassis, engine and body numbers, `GSK 933' is described by the vendor as being in `good' condition with regard to its engine, gearbox, bodywork, electrical equipment and interior trim (while, he rates the paintwork as `fair'). Due to be freshly MOT tested ahead of sale, this much-loved XK150 is temptingly priced and offered for sale with history file including Jaguar Cars Ltd Heritage Certificate, copy service manual and 1991 valuation for £55,000.