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2004 Mercedes-Benz Vito 115 CDi LWB Camper Transmission: manualMileage:186181 The Vito is a minivan produced by Mercedes-Benz and was available as a standard panel van for cargo called Vito, or with passenger accommodations substituted for part or all of the load area called V-Class or Viano. The first generation went on sale in 1996 and the second generation was introduced in 2004. Available in both rear and four-wheel drive configurations and three lengths, two wheelbases and a choice of four petrol and diesel engines (as well as two specialist tuned models) coupled to either a six-speed manual or five-speed TouchShift automatic transmission.Originally registered in July of 2004 and with just four former keepers, this very presentable example is finished in silver with complementary grey trim and a five-speed TouchShift automatic gearbox. Originally a Vito long wheelbase van, it was professionally converted by the previous owner to be the ideal day tripper. The original manuals for the conversion are in the history file and are complemented by various Mercedes-Benz invoices and MoT test certificates. A full kitchen unit with twin cooker hob and gas bottle, a fridge, a sink with running water and waste, LED down lights and mains plugs with a mains hook-up, a rock and roll bed, ample storage, solar panels which can provide power when the batteries not in use and a tow bar make this a very practical yet understated camper. The air conditioning condenser has been changed and re-gassed, a recent service has been performed for which the invoice can be found within the history file and with two keys all add to what is a very attractive proposition for weekends away or days at the seaside. Viewing is highly recommended for this camper offered without reserve.Guide Price £9,000 - £14,000Interested parties should note that although currently MoT’d the vendor would like to provide the new owner with a new MoT which is scheduled post auction, any successful bidder can then collect the vehicle with a fresh MoT from Historics HQ shortly after the sale.Interested parties should satisfy themselves as to the description and condition of each lot prior to the sale. Accordingly, buyers are on notice that each vehicle is offered ‘as is/as seen’ subject to the Terms and Conditions for the auction. Buyers are advised to inspect the vehicle in person or use a professional to carry out this service. Historics will not entertain disputes over descriptions.

1963 Triumph Herald 12/50 Transmission: manualMileage:36688Standard-Triumph launched the Herald in 1959 as a replacement for its ageing Standard 8/10 models. It bucked the trend towards monocoque construction by featuring a separate chassis to which the main tub was bolted. The one-piece front end folded forwards to provide optimum access to the engine and suspension, while all outer panels, including the roof, could be unbolted for easy repair. The design made for the ready adoption of alternative body styles and saloon, coupé, convertible, estate and van derivatives were all offered during the models 12-year reign with production numbers exceeding 300,000.Presented in British Racing Green and having been owned by our vendor since 1992, this lovely privately owned example was fully restored between 1993 and 1999 and the history file contains all the details and photos of the ground-up restoration, beginning with a new chassis in 1993. Starley Garage, Brighton (grandson of the original Star Motor Company, Wolverhampton 1898-1932) performed the majority of the restoration culminating in a total body respray.We are informed the car is always garaged and has covered only 4,000 miles since the initial restoration and is regularly used on sunny days and fully maintained with no expense spared. Described as mechanically extremely sound with a new blueprint Rimmer Bros engine fitted in July 2002 and with only 3,300 miles completed since, multiple upgrades carried out at this point included electric cooling fan, halogen conversion headlights, heater overhaul, replacement gearbox, differential overhaul, new twin carburettors and fittings and twin stainless steel exhaust system. Boasting a full Webasto sunroof, all internal seats and black carpeting are in excellent condition with the addition of new door and window rubber seals. The respray is now over twenty years old and the paintwork requires some attention but that is reflected in the guide price. A full list of all purchased items, continuing maintenance items and upgraded, fuel, brake and engine hoses are included. The car has excellent tyres and spare. This is an affordable, practical everyday classic, running on unleaded fuel and is easily able to keep up with today’s traffic conditions.Guide Price £4,000 - £6,000Interested parties should satisfy themselves as to the description and condition of each lot prior to the sale. Accordingly, buyers are on notice that each vehicle is offered ‘as is/as seen’ subject to the Terms and Conditions for the auction. Buyers are advised to inspect the vehicle in person or use a professional to carry out this service. Historics will not entertain disputes over descriptions.

A Volvo V40 1.8 SE Estate Car 1783 cc petrol with manual gearbox, finished in attractive pale metallic green, registration number PK04 NLP. First registered on 27th April 2004. MOT'd until 9th April 2022. Currently showing only 93,120 miles. A most versatile, well-equipped vehicle with full beige leather upholstery and with Air Conditioning functioning well at the time of cataloguing. A surprisingly nippy motor car, the consistently low annual mileage corroborated by the D.V.L.A. test history.

1969 Aston Martin DB6 Sports SaloonRegistration no. MLG 460H (see text)Chassis no. DB6/4062/R*Offered without reserve*Delivered new in the UK*Automatic transmission*Requires re-commissioning and/or restorationFootnotes:The culmination of Aston Martin's long-running line of 'DB' six-cylinder sports saloons and thus considered by many to be the last 'real' Aston, the DB6 had been introduced in 1965, updating the DB5. Although recognisably related to the Touring-styled DB4 of 1958, the DB6 abandoned the Carrozzeria Touring-developed Superleggera body structure of its predecessors in favour of a conventional steel fabrication while retaining the aluminium outer panels. Increased rear-seat space was the prime DB6 objective so the wheelbase was now 4' longer than before, resulting in an extensive re-style with more-raked windscreen, raised roofline and reshaped rear quarter windows. Opening front quarter lights made a reappearance but the major change was at the rear where a Kamm-style tail with spoiler improved the aerodynamics, greatly enhancing stability at high speeds. These many dimensional changes were integrated most successfully, the DB6's overall length increasing by only 2'. Indeed, but for the distinctive Kamm tail one might easily mistake it for a DB5. The Motor reckoned that the DB6 was one of the finest sports cars it had tested. 'The DB6 with its longer wheelbase and better headroom makes an Aston Martin available to the far wider four-seater market, and the design is in every way superior to the previous model,' declared the respected British motoring magazine. 'A purist might have thought that the longer wheelbase would affect the near-perfect balance of the DB5, but if anything the DB6 is better.'The Tadek Marek-designed six-cylinder engine had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification. Borg-Warner automatic transmission was offered alongside the standard ZF five-speed manual gearbox, and for the first time there was optional power-assisted steering.An automatic transmission model, this late 'Mark 1' DB6 was retailed via Wilmslow Garages and left the factory finished in Dubonnet Rosso with natural hide trim. The accompanying guarantee form copy lists chrome road wheels; heated rear screen; 3-ear hubcaps; front seat belts; power-operated aerial; and power-assisted steering as non-standard equipment fitted. Unfortunately, nothing is known of the car's subsequent history other than the fact that it has been stored in recent years.'MLG 460H' is listed in the HPI database (which notes that the car was previously registered overseas); nevertheless, prospective purchasers must satisfy themselves with regard to this vehicle's registration status prior to bidding. Sold strictly as viewed and lacking original registration documents, the car will require a blend of re-commissioning and restoration, as well as registering before further use. Import tax at the reduced rate of 5% will apply should the Lot remain in the UK.Lot to be sold without reserve.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

1951 Renault 4CV Grand Luxe SaloonRegistration no. VXS 427Chassis no. 1582033*Mille Miglia participant in 1989*Monte Pellegrino and Vernasca Silver Flag participant in 2015*UK registered since 2016Footnotes:Conceived in secret during wartime, the 4CV had been influenced by the most advanced small car of the pre-war period: the FIAT 500 Topolino. In production from 1946, the Renault 4CV improved on its Italian rival's specification by virtue of its four-door four-seat body, all-independent suspension and overhead-valve engine, though the FIAT would soon gain the latter. The 4CV's rear engine also set it apart from the FIAT, of course, and this layout would characterise all Renault's mainstream passenger cars until the 1960s. Initially of 760cc (it was downsized to 747cc in 1950) the four-cylinder engine produced between 19-22bhp and drove via a three-speed gearbox. The 4CV's top speed was around 100km/h (62mph) but for those who wanted more excitement there was a high-performance version - the R1052 Sport. 4CV production had totalled over one million units by the time the model was withdrawn in 1961, the car's outstanding commercial success providing the foundation for Renault's post-war resurgence. This very appealing 4CV is full of impish character. In 1989, the Renault successfully completed the Italian Mille Miglia, finishing in a highly creditable 41st place out of a field of 315 starters. This is confirmed and documented in a book on the subject, which is included with the car. Much more recently (in 2015), it competed in the Italian Monte Pellegrino and the Vernasca Silver Flag rallies. The car is described as wonderfully sound throughout, and the underside needs to be seen to be believed, being very sound and clean. The apparent splits in the seats are in fact in the fitted covers, which could easily be removed to reveal what appears to be the original cloth upholstery underneath, seemingly in good condition. 'VXS 427' is UK registered (since 2016) and comes with Italian registration papers and an MoT valid until May 2022. Running very sweetly, this charming little Renault 4CV represents a relatively affordable entry into the Mille Miglia and other such events.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The ex-R M 'Bob' Gilbert; highly successful historic racing1936 Bentley 4¼-Litre Racing Two-SeaterCoachwork by ShapecraftRegistration no. JR 5544Chassis no. B186HKEngine no. D5BF•Rebuilt as a competition car in the late 1980s•Extensively campaigned in VSCC and BDC events•Podium finisher at Le Mans in 2006•Well known and well documentedFootnotes:In the previous vendor's ownership for 33 years, chassis number 'B186HK' was originally completed by Park Ward as a four-door sports saloon and first registered on 27 October 1936. The original registration document does not exist but a continuation document issued on 1 December 1958 records a Capt Maurice Herbert Cousins of London SE 12 as its owner. The Bentley was later acquired by a Mr Stanley Aston of Hall Green, Birmingham (in 1960). The last evidence of its road use is an MoT certificate dated 28 April 1965. After that the car was left in an orchard in Wythall near Birmingham for 18 years. It was acquired by the previous owner on 28 March 1983. The Bentley was in a very sorry state (see pictures on file) and was completely beyond restoration in its then condition. At the same time a friend and colleague of the then owner acquired a similar car in a similar state. With the help of VSCC member Mr Bruce Spollon (subsequently the Club's President) work started on building two identical cars with the aim of competing in VSCC and other historic racing events. The other car was subsequently sold to a German competitor who unfortunately wrote it off at the Nürburgring. 'JR 5544' is the sole survivor of the two identical cars. The aim was to build cars that were both beautiful and looked the part, and the 'bare metal' restoration of 'JR 5544', which is fully documented and photographed, took some six years to complete. The car retains its original engine, gearbox and drive train while incorporating minor modifications as suggested by Rusty Russ-Turner in an article in the VSCC bulletin. Hass Motorsport completely rebuilt the engine. Chassis modifications involved a reduction in wheelbase of 10' by 'cutting and shutting' the original frame, while the front and rear track were widened by 1½' and 2' respectively. The original-pattern lever-type shock absorbers were retained, as were the standard drum brakes, though the original lever/rod mechanism was replaced by a twin-circuit hydraulic system. An aluminium two-seater body was produced by Shapecraft of Northampton to the owner's design and specification, using the original cast bulkhead and reconstructing the engine cover and bonnet around the original item. The interior was re-trimmed and re-upholstered by Ray Banks who, interestingly, was the designer and supplier of many upholstered props in the original 'Star Wars' films. The car was granted a VSCC eligibility certificate in August 1991. 'JR 5544' was subsequently campaigned extensively in VSCC hill climbs and race meetings, being always very competitive and much admired. Over the years it has been considerably modified as a racing car, although it is still road registered. The modifications include 2' SU carburettors, gas-flowed stainless steel inlet and exhaust manifolds. A new cylinder head was specially manufactured by Bentley specialists, Fiennes Engineering. Subsequently the car has been extremely quick and trouble-free. 'JR 5544' has competed extensively in VSCC and Bentley Drivers' Club events, nearly always being in the top three of any race in which it competed and often winning. It was also part of the winning team for two successive years in the VSCC's endurance race at Donington Park. This car is featured in Ray Roberts' book 'Bentley Specials and Special Bentleys' where he describes it as the best Bentley special he had ever seen. Despite competing, the car regularly won the BDC's Concours d'Élégance prize at its annual race meeting, and on many occasions won the award for the car BDC members would most like to take home. The car's last major competitive outing was in 2006 when it was invited to run in the 100th Anniversary race at Le Mans where, fittingly, it repeated the result of the works entry driven by Eddie Hall in 1936 by finishing 3rd and on the podium. The current vendor purchased the Bentley at Bonhams' sale at the Goodwood Festival of Speed in June 2016 (Lot 239), since when it has benefited from some mechanical refurbishment but has seen hardly any use. New Lucas headlamps and sidelights have been fitted, the radiator recored, brakes overhauled, the engine received a new alloy 'head and valves and its been returned to standard compression ratio. The engine will now require careful running in.The car comes complete with the special Bentley tools to remove the hubs and access the brakes. 'JR 5544' has a V5C document, VSCC eligibility papers and an FIA passport (which will require renewal) making it eligible to race in many historic events overseas. Numerous photographs exist of its original restoration and competition outings, together with all the original documentation relating to expenditure on the car over the years. For further information on this lot please visit Bonhams.com

1970 Aston Martin DB6 Mk2 Sports SaloonRegistration no. NKX 525H (see text)Chassis no. DB6MK2FI/4134/R*Offered without reserve*Originally assigned to David Brown Jr*Automatic transmission*Present ownership since 2011Footnotes:The Aston Martin DB6 was launched at the London and Paris Motor Shows in 1965. Although recognisably related to the Carrozzeria Touring-styled DB4, which had founded this particular line back in 1958, the DB6 abandoned its predecessors' Touring-designed Superleggera body framework, adopting a conventional steel fabrication clad, as previously, in aluminium panels. The wheelbase was now 4' longer than before, resulting in an extensive re-style with more-raked windscreen, raised roofline, and reshaped rear quarter windows. Opening front quarter-lights made a reappearance but the major change was at the rear where a Kamm tail improved the aerodynamics. Although apparently a bigger car than its predecessors, the weight of the new model was in fact only fractionally increased. Tested in the racing DBR2 before its production debut in the DB4, Aston's twin-cam six had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification on triple Webers. Borg-Warner automatic transmission was offered alongside the standard ZF five-speed manual gearbox, while for the first time power-assisted steering was an option. In the summer of 1969 the Mark 2 DB6 was announced in saloon and Volante convertible versions. Distinguishable by its flared wheelarches and DBS wheels, the Mark 2 came with power-assisted steering as standard and could be ordered with AE Brico electronic fuel injection. Chassis number '4134/R' is notable as having been assigned by the factory for the use of David Brown Jr, son of Aston Martin Chairman, Sir David Brown, as noted on the guarantee form. As can be noted from the chassis number, this DB6 was originally a fuel-injected model and is now on Webers. It is finished in the original Bahama Yellow with dark brown trim, and left the Newport Pagnell factory equipped with Borg Warner automatic transmission; front seat belts; Fiamm horns; Radiomobile radio; and Marchal QI fog and spot lamps. Issued on 22nd December 1969, the guarantee was extended when the car was sold to a Mr Wade of Cumbria a year or so later. The (copy) V5C on file shows that the Aston was owned by one Gerald Boden of Staffordshire from September 1977, and before him to a William Turner, also of Staffordshire. The present owner purchased the car from Aston Workshop on 25th March 2011 and a copy of the sales invoice is on file. 'NKX 525H' is listed in the HPI database as having been exported on 25th April 2011. Accordingly, prospective purchasers must satisfy themselves with regard to this vehicle's registration status prior to bidding. Sold strictly as viewed, the car will require re-commissioning and registering before further use. Import tax at the reduced rate of 5% will apply should the Lot remain in the UK.Lot to be sold without reserve.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

The Stan West Collection1964 Aston Martin DB5 4.2-Litre Sports SaloonRegistration no. MPB 379Chassis no. DB5/1365/R*Formerly owned by Baron Diego Von Buch*Engine rebuilt and upgraded by R S Williams in 2005*Numerous invoices on file*Part of the Stan West Collection since 2009Footnotes:'Like all classic GT cars, it combines enormous speed with comfort and the more you put into your driving, the more the car returns for your entertainment. And the DB5 really is entertaining to anyone who can exploit its outstanding performance, handling and brakes. It will also carry four people (just) and a fair amount of luggage so the merits of family transport (if need be) have not been entirely sacrificed to speed and elegant looks.' – Motor. Arguably the best known of all Aston Martins, thanks to starring roles in the James Bond films Goldfinger and Thunderball, the DB5 was an evolutionary development of the DB4 that had represented such a giant step forward for the company on its arrival in 1958. Classically proportioned, the DB4's Touring-designed body established an instantly recognisable look that would stand the marque in good stead until 1970. The engine was still an all-alloy twin-overhead-camshaft six, but the old W O Bentley-designed 3.0-litre unit had been superseded by a new design by Tadek Marek. Proven in racing before it entered production in the DB4, the new 3,670cc engine featured 'square' bore and stroke dimensions of 92mm and developed its maximum output of 240bhp at 5,500rpm. The David Brown gearbox was a new four-speed all-synchromesh unit. Touring's Superleggera body construction, which employed a lightweight tubular structure to support the aluminium-alloy body panels, was deemed incompatible with the DB2/4-type multi-tubular spaceframe, so engineer Harold Beach drew up an immensely-strong platform-type chassis. Independent front suspension was retained, the DB2/4's trailing links giving way to unequal-length wishbones, while at the rear the DB4 sported a live axle located by a Watts linkage instead of its predecessor's Panhard rod. Five series were built as the model gradually metamorphosed into the DB5 of 1963. The latter's distinctive cowled headlamps had first appeared on the DB4GT and the newcomer was the same size as the lengthened Series 5 DB4. The major change was the adoption of a 4.0-litre version of the (previously) 3.7-litre six-cylinder engine, this enlarged unit having been seen first in the Lagonda Rapide of 1961. Equipped with three SU carburettors, the '400' engine produced 282bhp at 5,500rpm and was mated to a four-speed/overdrive gearbox, a 'proper' ZF five-speed unit being standardised later, with automatic transmission an option. Outwardly there was little to distinguish the DB5 from the final Series 5 DB4 apart from twin fuel filler caps, though these had already appeared on some cars. Beneath the skin however, there were numerous improvements including alternator electrics, Girling disc brakes instead of Dunlops, Sundym glass, electric windows and an oil pressure gauge as standard equipment. From September 1964 the 314bhp, triple-Weber Vantage engine became available and was fitted to 95 cars out of the total of 1,021 DB5s manufactured up to September 1965. Capable of reaching the 'ton' in under 17 seconds on its way to a top speed of 148mph, the DB5 was one of the fastest production cars of its day and a match for Europe's best. Despatched from the Newport Pagnell factory on 6th January 1964, chassis number '1365/R' was owned by Baron Diego Von Buch between 1987 and 2002, having previously belonged to one Rajiv Tandon of London W9. The Aston's new owner was Mr Michael Baker of West Sussex, who would be the car's custodian until he offered it for sale at Bonhams' Goodwood Revival sale in September 2009 (Lot 222) where it was purchased for the Stan West Collection. In 2005 the Aston's engine had been rebuilt to 4.2-litre unleaded specification by world-famous marque specialists, R S Williams Ltd. Accompanying bills for the rebuild total £27,000 and there are other invoices on file for work undertaken throughout the car's life, including an interior re-trim. Additional documentation includes a quantity of expired MoTs; a 1998 accident damage repair invoice; an AML Test Report (2003); copies of previous registration documents; and a current V5C. Finished in blue metallic with beige leather upholstery, 'MPB 379' represents an exciting opportunity to acquire a fine example of this much-loved British thoroughbred benefiting from considerable expenditure.For further information on this lot please visit Bonhams.com

1933 Rolls-Royce 20/25hp Owen Sedanca Three-position Drophead CoupéCoachwork by Gurney NuttingRegistration no. AGJ539Chassis no. GEX28*One of the most elegant and admired coachwork designs on the 20/25 chassis*Featured in Lawrence Dalton's Those Elegant Rolls-Royce (1967, page 88)*Formerly part of a private collection in California for over 40 years*Refurbished since its return to the UKFootnotes:'This model was introduced to meet requests for a smaller, less expensive car in keeping with the trend after the First World War towards smaller cars for a wider market. Construction was simplified - but standards of workmanship were not compromised.' - Edward Eves, Rolls-Royce, 75 Years of Motoring Excellence.Changing times after WWI eventually forced the abandonment of Rolls-Royce's 'one model' policy, an all-new 20hp car joining the existing 40/50hp Silver Ghost in 1922. The 'Twenty' reflected Henry Royce's interest in contemporary trends within the American automobile industry, incorporating unitary construction of the engine and gearbox, the latter featuring the modern innovation of a central ball change, together with a 'Hotchkiss drive' rear axle. The engine, Rolls-Royce's first with overhead valves, was a six-cylinder unit displacing 3,127cc. Favourably received as the Twenty was, its three-speed transmission's central gearchange was not to everyone's taste, and when four-wheel, servo-assisted brakes were introduced in 1925, a four-speed gearbox with right-hand, gated change replaced the original three-speeder.The Twenty's introduction enabled its makers to cater for the increasingly important owner-driver market that appreciated the quality of Rolls-Royce engineering but did not need a car as large as a 40/50hp Ghost or Phantom. The car proved eminently suited to town use yet could cope admirably with Continental touring when called upon. Its successor, the 20/25hp, introduced in 1929, updated the concept with significant improvements, featuring an enlarged (from 3.1 to 3.7 litres) and more powerful version of the Twenty's six-cylinder overhead-valve engine. The latter's increased power allowed the bespoke coachbuilders greater freedom in their efforts to satisfy a discerning clientele that demanded ever larger and more opulent designs. Produced concurrently with the Phantom II, the 20/25 benefited from many of the larger model's improvements, such as synchromesh gears and centralised chassis lubrication, becoming the best-selling Rolls-Royce of the inter-war period.The Rolls-Royce 20/25hp was, of course, an exclusively coachbuilt automobile, and most of the great British coachbuilding firms offered designs, many of them unique, on the 20/25hp chassis. Some of the most widely admired were the work of J Gurney Nutting, a company associated with quality marques - Bentley in particular - from its earliest days and a supreme practitioner of the coachbuilding craft in the late 1930s. Founded in Croydon, Surrey in 1919, Gurney Nutting had bodied its first Bentley before moving to London's fashionable Chelsea district in 1924, and within a few years was established as the Cricklewood firm's foremost supplier of bodies after Vanden Plas.Gurney Nutting's work had a sporting flavour from the outset and succeeded in attracting the attention of society's upper echelons; the Prince of Wales and Duke of York were clients, and the firm gained its Royal Warrant in the early 1930s. Daimler and Rolls-Royce had been added to the Gurney Nutting portfolio in the mid-1920s, and the fruitful association with the latter continued into the succeeding decade.By general consent, Gurney Nutting's stunning drophead coupés - developed for fashionable retailers, H R Owen - are among the most handsome and best proportioned ever to grace the Rolls-Royce 20/25 chassis. The car offered here, chassis number 'GEX28', is one of these remarkable dropheads, differing slightly from the others by virtue of its extended bonnet, an original feature that enhances the already elegant proportions and further accentuates its resemblance to a Phantom II. 'GEX28' was off test on 10th February 1933 and sold new to a Captain Gladstone. The car's original registration was 'AGJ 539', which it retains. 'GEX28' is featured in Lawrence Dalton's Those Elegant Rolls-Royce (1967, page 88).'GEX28' has spent a large part of its post-WWII life in the USA, a not unusual fate among Rolls-Royces of its generation, and for over 40 years formed part of a private collection in California. Since returning to the UK the car has benefited from considerable upgrading, including refinishing to an excellent standard in Embassy Black, together with a new top in the correct duck material, and new carpets. The seats have been reupholstered in light caramel leather at some time in the last few years and still present beautifully. Said to be very pleasant to drive, with a smooth and powerful engine, this unique 20/25 drophead possesses all the qualities that make this one of the most desirable models of its decade.For further information on this lot please visit Bonhams.com

1950 Land Rover Series I 80 Inch 4x4 UtilityRegistration no. 849 EYFChassis no. R06105133*Immaculate example*Recent restoration by two long term Land Rover Enthusiasts*Rebuilt engine with 50 miles covered since rebuild*All main components, including axles stripped & rebuiltFootnotes:The Land Rover Series I (80' Lights behind the grille) is the ultimate classic. Not only is the car instantly recognisable, but it can also serve a very useful and practical purpose if desired. This example shown here is in immaculate condition and has just received a restoration from the ground up.The engine, a 2-litre Siamese bore (visually identical to the 1.6 litre), has been professionally machined by a Land Rover specialist and has been rebuilt using Cox and Turner parts. The car runs and drives very well and pulls quietly and smoothly as it should. The original radiator dating from 1950 is in excellent condition, with a new Cox and Turner water pump and correct period hoses from CKD Ltd. The gearbox has also been stripped, inspected and rebuilt with new parts where necessary. The axles have been stripped and rebuilt with new parts, including new wheel bearings all-round as well as new swivels and seals. The Tracta joints are also in excellent condition. In terms of the braking system, there is a new master cylinder, new lines, wheel cylinders, reservoir, hoses and shoes all-round. The handbrake mechanism has also been rebuilt. The car also has its original chassis which is in excellent condition, invisibly restored where necessary, and painted to match the body.Inside, the dash panel has been restored. All the dials and warning lights are working as they should, as is the choke and hand-throttle control. There is also a new Autosparks period wiring loom and a new dynamator with original control box. New indicators have also been fitted discreetly, along with the original trafficators which have been restored (and work independently from the indicators). New spade seats have also been fitted, along with a brand-new canvas hood and sticks supplied by Undercover Covers UK.The bodywork is in excellent condition. The original panels were media-blasted to bare metal and then resprayed to a very high standard in Deep Bronze Green (2K) paint. The tub has been restored along with a new floor and rear bulkhead fitted by CKD, so the rear can be used with ease by a new owner. CKD also supplied a new tailgate, wings and doors (with seals). The cappings, fittings and frames have been re-galvanised and refitted with using correct rivets.The car comes with a V5, all bills and a photographic record of the restoration. It also has a Gaydon Heritage Certificate showing it was first delivered to the Ministry of Supply in 1950.This restoration has been untaken with respect to the original car and to the highest of standards. The car should certainly stand the test of time in the years to come.For further information on this lot please visit Bonhams.com

The Stan West Collection2008 Bentley Continental GTC ConvertibleRegistration no. KY08 LCTChassis no. SCBDE23W68C055970*Landmark modern Bentley model*Automatic transmission*Service history*Circa 17,000 miles from newFootnotes:'Bentley's GTC is truly special. Its roof looks fantastic up or down, and the drive is every bit as impressive as the GT coupé's. Throw in superb build and a great sense of occasion, and Bentley fans will be smitten.' – Auto Express.The groundbreaking Bentley Continental GT of 2003 was one of the first Bentleys produced under Volkswagen ownership. Its introduction marked a significant change of policy for Bentley; although still hand assembled to a degree, it was built using mass-production techniques and retailed at approximately half the price of the preceding Continental R, extending the prospect of Bentley ownership so a much wider market. Premiered in 2003 at the Geneva Motor Show, the Bentley Continental GT realised the concept of the 1994 Java concept car as a more affordable Bentley, to be manufactured in larger volumes. The Continental GT was powered a twin-turbocharged version of the 6.0-litre W12 engine, also found in other VW Group products, which drove via a six-speed semi-automatic gearbox and permanent four-wheel drive. With 552bhp on tap, this mighty power unit was capable of propelling the two-ton Continental GT to 100km/h (62mph) in 4.8 seconds on its way to a top speed of 318km/h (197mph). The original Continental GT spawned a plethora of related models, including a Flying Spur saloon and a GTC convertible. Introduced in 2006, the GTC featured the same distinctive mesh front grille and quartet of circular headlamps as its Continental siblings, while the convertible hood was all but invisible when folded down, although accommodating it meant reducing the available boot space. Additional chassis bracing ensured that the GTC was not lacking in torsional stiffness when compared with coupé. Although the GTC was slightly heavier than its closed cousin as a result, the mighty W12 engine shrugged off the handicap, turning in a 0-60mph (0-97km/h) time only a tenth of a second slower, while the top speed was down by only a couple of miles per hour. Believed to have had only two previous keepers, this GTC Convertible comes with a V5C document; a list of services for the period 2008 to 2017; and service bills and Vehicle Inspection Results sheets issued by Sytner Bentley, Birmingham. There are also two expired MoTs, the last of which was issued in March 2019 at 16,958 miles.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Aston Martin Assured Provenance Certified1968 Aston Martin DB6 Sports SaloonRegistration no. to be advisedChassis no. DB6/3425/LC*Original left-hand drive car delivered new in the UK*Exported to California when a few months old*Single family ownership for the next 30 years*Converted to ZF manual transmission and Weber carburettorsFootnotes:This beautiful Aston Martin DB6 has certainly led an interesting life. A left-hand drive model, the car was ordered new by an American director of the Shell Oil Company as a gift to his wife on their 30th wedding anniversary. The DB6 was originally finished in Oystershell with natural leather interior, and left the factory equipped with automatic transmission; Coolair air conditioning; power assisted steering; front and rear seat belts; FIAMM air horns; chrome wire wheels with three-ear spinners; a heated rear window; a New Yorker radio; two wing mirrors; and front and rear bumper over-riders. The couple took delivery in England (most likely at the Newport Pagnell factory) and toured the United Kingdom for a few months. A month into their tour of the UK the car returned to the factory for its 500-mile service, returning again a few months later at 685 miles for a 1,000-mile service. A new automatic gearbox was fitted at the same time together with an 'exhaust emissions kit'. It is believed that the Aston was shipped to the USA shortly thereafter. The car arrived in the port of San Francisco in late 1968 and over the following years was much enjoyed by the family around their homes in northern California, initially in Woodside and later in Pebble Beach. In 1983 the DB6 was passed on to one of their sons, who clearly was equally fond of it. The car had previously benefited from some repainting during the 1970s, and during his custodianship he maintained it himself to a very high standard. After six years of enjoyment he undertook a mechanical refurbishment, which included replacing the automatic transmission with a ZF five-speed manual gearbox; overhauling the cylinder head; replacing the SU carburettors with three twin-choke Webers (the SUs had replaced the original Strombergs); overhauling the rear axle, differential, and brakes. The air conditioning system had never worked satisfactorily so this was removed. After 30 years of careful family ownership, the DB6 was regretfully sold in 1998 to a psychiatrist living near the coast to the north of San Francisco. The history file contains much interesting information and photographs of the family's time with the DB6. It is believed the car was cosmetically restored in the mid-2000s, during which it was repainted and re-trimmed in the attractive dark red metallic and tan leather combination we see today. A few years later in, November 2007, this lovely DB6 was sold by a well-known specialist in New York State, and the car left the USA for the Middle East.Nearly 50 years after it had left, the car returned to England and in 2018 Aston Martin Works carried out extensive refurbishment, which included overhauling the steering rack and carburettors. In addition, a suspension handling kit and new shock absorbers were fitted, together with a new electrical wiring loom. Boasting triple-Weber carburettors and having an interesting history, this original left-hand drive DB6 comes with Aston Martin Assured Provenance certification and was serviced by Aston Martin Works in November 2020.For further information on this lot please visit Bonhams.com

1992 Porsche 944 Turbo CabrioletRegistration no. J85 KLRChassis no. WP0ZZZ95ZMN130523*One of an estimate 100 UK-supplied cars*Full service history*Restored in 2015*73,396 miles from newFootnotes:Introduced in 1985, the turbocharged version of the Porsche 944 represented a welcome improvement to an already much admired model. The 944 was the third of Porsche's family of front-engined sports cars and had been launched in normally aspirated form in 1981; it was closely related to the first of the line - the 924 – and constructed along similar lines. Beneath the bodywork (50mm wider than the 924's) was a 2.5-litre, 163bhp overhead-camshaft 'four' - in effect half of the 928's V8 bored out - fitted with twin balancer shafts. The rear transaxle - a five-speed unit this time - was retained, while the 924-type running gear was suitably up-rated to cope with the 944's superior performance. In appearance the Turbo did not look that different from the original 944, Porsche limiting the styling revisions to a new front end and flush-fitting windscreen, changes which, together with a rear under-tray, brought about improved aerodynamics. The engine was strengthened to cope with the extra power generated by the KKK turbocharger and produced 220bhp – some 35% more than the un-blown unit – which was good enough for a top speed of over 150mph, matching the performance of the 3.2-litre 911 Carrera. Appropriate upgrades were made to the gearbox, differential, suspension, wheels and brakes while power-assisted steering and the 928-type instrumentation were standardised. 944 Turbo production ceased in 1991, by which time around 51,000 had been made.Offered here is a rare right-hand drive Turbo Cabriolet, delivered new in the UK via AFN Porsche (London) Ltd. It is estimated that only 100 such cars were supplied to the UK, with 87 believed to survive. The stamped service booklet and a detailed list of parts purchased for a restoration (carried out in 2015) testify to the fact that this car has been very well cared-for and has wanted for nothing. The last (major) service was carried out in July 2017 at 73,212 miles by Porsche Centre Solihull, with fewer than 200 miles covered since then. Finished in Cobalt Blue Metallic with matching interior and hood, this rare and beautiful Porsche soft-top comes with MoT to June 2022, a V5C document, and the aforementioned service history.For further information on this lot please visit Bonhams.com

1992 Ferrari 348TS TargaRegistration no. not UK registeredChassis no. ZFFKA36C000093934*One owner from new*Resident on Guernsey, Channel Islands*Circa 8,600 miles from new*Recent service (cam belts changed)Footnotes:'How do you replace a classic? It's tough, but it needs to be done eventually. Ferrari's transformation of the 328 into the 348 is much more interesting from a technical and engineering viewpoint (because serious dynamic issues have been addressed by a good team of development engineers) but it's bound to be the shape that people talk about first.' – Fast Lane. First seen in prototype form in 1987, the Ferrari 348 entered production in 1989, replacing the immensely successful 328 GTB/GTS. Mid-engined like its predecessor, the 348 differed by mounting its four-valves-per-cylinder, quad-cam V8 engine - now enlarged to 3.4 litres - longitudinally, enabling it to be positioned lower in the chassis. Another new departure was the transversely mounted five-speed gearbox - a spin-off from Ferrari's contemporary Formula 1 technology - that enabled weight to be concentrated within the wheelbase. This combination of a lower centre of gravity and better weight distribution addressed one of the perceived shortcomings of the 328: a lack of composure when cornering hard. Initially typed 'tb' and 'ts' - trasversale berlinetta and trasversale spyder - the 348 reverted to Ferrari's traditional GTB/GTS nomenclature part way through production. Wider, taller, and longer in the wheelbase, the 348 nevertheless contrived to be 2' shorter than the outgoing 328. With its aerodynamic skirts, spoilers, minimal overhangs and distinctive gill slats feeding air to side-mounted radiators (the front grille is a dummy), the stocky 348 looked very much like a scaled-down Testarossa and, with around 300bhp on tap and a top speed of 170mph, gave little away in terms of outright performance to its larger, 12-cylinder sibling. As well as the extra horsepower, the 3.4-litre engine brought with it a useful increase in torque from 224 to 238lb/ft, which arrived at lower revs. According to Fast Lane: 'The extra urge lower down really is noticeable, and the smoothness of delivery is matched by very few engines from anywhere in the world: since this is conjoined with exquisite driveline smoothness, you can brutally stand on the throttle at low revs, and it'll just light up and take off without any hesitation.' Clearly, owners of the Ferrari 348 have much to enjoy. This Ferrari 348ts has belonged to its Guernsey-resident lady vendor from new. Only some 8,600 miles have been covered from new and the car benefits from restoration carried out in 2016. The car comes to the market with its cam belts freshly changed and is described by the vendor as in good condition throughout.This lot is subject to the following lot symbols: * N* VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.N MOTORCYCLESIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (SHIPPIO) to undertake the NOVA and C88 (customs) application if applicable on the Buyer's behalf. A fee of £125 + VAT to do so will be added to the Buyer's invoice.CARSIf purchased by a UK resident, this machine is subject to a NOVA declaration, whilst the responsibility of submitting the NOVA rests with the Buyer to do so, Bonhams will facilitate the process by engaging an agent (CARS) to undertake the NOVA on the Buyer's behalf. A fee of £250 + VAT to do so will be added to the Buyer's invoice.For further information on this lot please visit Bonhams.com

The Stan West Collection1923 Rolls-Royce 40/50hp Silver Ghost Pall Mall TourerRegistration no. BF 5157Chassis no. 314XH*Built by Rolls-Royce of America Incorporated*Right-hand drive*Acquired by Stan West in 2010*Extensively restored by P&A WoodFootnotes:Although the 40/50hp model would have earned its 'The Best Car in the World' sobriquet in any event, Rolls-Royce's decision to drop all other types only served to focus attention on what would become known as the 'Silver Ghost'. Prior to 1908, when it relocated to a new factory in Derby, the company founded by engineer Frederick Henry Royce and entrepreneur the Honourable Charles Stewart Rolls had manufactured a variety of models at its Manchester premises. Cars with two, three, four and six cylinders were made, and even an abortive V8, before Managing Director Claude Johnson's decision to concentrate on the range-topping 40/50hp. The latter had first appeared at the 1906 Motor Show and became known as the 'Silver Ghost' the following year when chassis number '60551' was exhibited wearing silver-painted tourer coachwork by Barker. The heart of the Silver Ghost was its magnificent engine, a 7,036cc (later 7,428cc) sidevalve six equipped with seven-bearing crankshaft and pressure lubrication. A sturdy chassis comprised of channel-section side members and tubular cross members was suspended on semi-elliptic springs at the front and a 'platform' leaf-spring arrangement at the rear, though the latter soon came in for revision. The transmission too was soon changed, a three-speed gearbox with direct-drive top gear replacing the original four-speed/overdrive top unit in 1909. In the course of its 20-year production life there would be countless other improvements to the car, one of the most important being the adoption of servo-assisted four-wheel brakes towards the end of 1923. After a successful 2,000-mile trial under RAC supervision, the factory demonstrator - chassis '60551', 'The Silver Ghost' - was entered in the Scottish Reliability Trial, completing the 15,000-mile run with flying colours to set a new World Record. From then on the car's reputation was assured, not the least in North America where the wide-open spaces placed a premium on reliability and comfort. Royce's uncompromising engineering standards demanded only excellence of his staff in Manchester and later Derby, and no chassis was delivered until it had been rigorously tested. The Silver Ghost remained in production in England until 1925 and at Rolls-Royce's Springfield plant in the USA until 1926, the longest production run of any model from that celebrated company. Cars were right-hand drive up to 1925 and left-hand drive thereafter. Unlike its British-built counterpart, the American product could be ordered with 'factory' bodywork, usually by Brewster, which would be taken over by Rolls-Royce in December 1925. Before Brewster's acquisition, bodies supplied under the 'Rolls-Royce Custom Coach Works' programme were built by various independent coachbuilders, while from 1923 some bodies were built in the company's own coachbuilding facility in the old Knox Automobile Co factory; the latter, though, was mainly employed in finishing bodies built by outside contractors to Rolls-Royce Custom Coach Works' designs. Like their British counterparts, the majority of US-made Silver Ghosts carried closed formal coachwork, making this example, with its Pall Mall open tourer body, rare indeed. '314XH' was first registered to Stan West on 27th July 2010. The car comes with a history file mostly consisting of numerous invoices from renowned marque specialists P&A Wood relating to extensive restoration works undertaken between 2011 and 2017 at a cost of around £163,000. The file also contains an invoice for an interior re-trim by Rick Turner (£2,320) and a (part) V5C document. Described by P&A Wood as 'an extremely good long distance touring car', this rare Silver Ghost Pall Mall tourer would enhance any prestigious private collection.For further information on this lot please visit Bonhams.com

1959 Jaguar XK150SE 3.4-Litre Drophead CoupéRegistration no. WYN 628Chassis no. 827452DN*Present ownership since 2011*Maintained by marque specialists Twyford Moors for the last ten years*Numerous sensible upgrades*Five-speed gearboxFootnotes:What would turn out to be the final glorious incarnation of Jaguar's fabulous 'XK' sports car family arrived in 1957. As its nomenclature suggests, the XK150 was a progressive development of the XK120 and XK140, retaining the same basic chassis, 3.4-litre engine and four-speed Moss transmission while benefiting from a new, wider body that provided increased interior space and improved visibility courtesy of a single-piece wrap-around windscreen, replacing the XK140's divided screen. Cleverly, the new body used many XK120/140 pressings, the increased width being achieved by means of a 4'-wide central fillet. A higher front wing line and broader radiator grille were other obvious differences, but the new model's main talking point was its Dunlop disc brakes. Fade following repeated stops from high speed had been a problem of the earlier, drum-braked cars, but now the XK had stopping power to match its straight-line speed. Introduced in the spring of 1957, the XK150 was available at first only in fixed and drophead coupé forms, the open roadster version not appearing until the following year. At 190bhp, the engine's maximum power output was identical to that of the XK140 so performance was little changed. 'Special Equipment' and 'S' versions came with 210 and 250bhp respectively. Overdrive and a Borg-Warner automatic gearbox were the transmission options, the latter becoming an increasingly popular choice, while a Thornton Powr-Lok limited-slip differential was available for the XK150S. Steel wheels remained the standard fitting, though XK150s so-equipped are a great rarity, as most were sold in SE (Special Equipment) specification with centre-lock wire wheels. Its present owner purchased this XK150SE from Twyford Moors in November 2011, at which time TM were commissioned to fit electronic ignition and a Kenlowe electric fan and expansion tank. Other notable features include a five-speed gearbox; alloy radiator (fitted March 2021); Moto-Lita four-spoke steering wheel; vehicle tracker; and a diaphragm clutch, the latter installed in September 2013. In 2020/2021 the entire hood, upholstery, and chromed fittings were renewed, while the brakes were overhauled recently. The XK sits on colour-coded (black) wire wheels and comes with its original chromed set. Serviced exclusively by Twyford Moors for the last ten years and freshly MoT'd by them in August, the car has been garaged in dry, secure accommodation throughout the present ownership. A wonderful opportunity to acquire a sensibly upgraded XK150 drophead, benefiting from long-term professional maintenance.For further information on this lot please visit Bonhams.com

The Stan West Collection1969 Aston Martin DB6 Mk2 Sports SaloonRegistration no. VDF 1Chassis no. DB6Mk2/4103/R*Last of the original 'DB' series of six-cylinder Aston Martins*Effectively three owners from new*Part of the West Collection since 2006*Serviced by OselliFootnotes:The Aston Martin DB6 was launched at the London and Paris Motor Shows in 1965. Although recognisably related to the Carrozzeria Touring-styled DB4, which had founded this particular line back in 1958, the DB6 abandoned its predecessors' Touring-designed Superleggera body framework, adopting a conventional steel fabrication clad, as previously, in aluminium panels. The wheelbase was now 4' longer than before, resulting in an extensive re-style with more-raked windscreen, raised roofline, and reshaped rear quarter windows. Opening front quarter-lights reappeared but the major change was at the rear where a Kamm tail improved the aerodynamics. Although apparently a bigger car than its predecessors, the weight of the new model was in fact only fractionally increased. Tested in the racing DBR2 before its production debut in the DB4, Aston's twin-cam six had been enlarged to 3,995cc for the preceding DB5 and remained unchanged. Power output on triple SU carburettors was 282bhp, rising to 325bhp in Vantage specification on triple Webers. Borg-Warner automatic transmission was offered alongside the standard ZF five-speed manual gearbox, while for the first time power-assisted steering was an option. In the summer of 1969 the Mark 2 DB6 was announced in saloon and Volante convertible versions. Distinguishable by its flared wheelarches and DBS wheels, the Mark 2 came with power-assisted steering as standard and could be ordered with AE Brico electronic fuel injection. This DB6 Mark 2 was first owned by one Philip Chaplin of Cardiff and registered as 'PAD 100H' on 16th September 1969. Originally finished in Shell Grey, the car retains its original logbook recording a change of ownership to Vogue Sewing Machines (D Flint) a couple of months later, when the registration changed to 'VDF 1'. Mr Donald Flint assumed personal ownership of the Aston in 1972. He would own the car for the next 34 years before selling it to the Stan West Collection in August 2006. Since acquisition the Aston has been serviced by marque specialist Oselli; related bills are on file and the car also comes with old/current registration documents and a quantity of expired MoTs and tax discs.For further information on this lot please visit Bonhams.com

The Stan West Collection1926 Bentley 3-Litre TourerCoachwork by I. Wilkinson & Son Ltd, DerbyRegistration no. YM 4769Chassis no. AP307*Speed Model engine*Formerly owned by Victor Gauntlett*Acquired by Stan West in 2011*Maintained by P&A WoodFootnotes:With characteristic humility 'W O' was constantly amazed by the enthusiasm of later generations for the products of Bentley Motors Limited, and it is testimony to the soundness of his engineering design skills that so many of his products have survived. From the humblest of beginnings in a mews garage off Baker Street, London in 1919 the Bentley rapidly achieved fame as an exciting fast touring car, well able to compete with the best of European and American sports cars in the tough world of motor sport in the 1920s. Bentley's domination at Le Mans in 1924, 1927, 1928, 1929 and 1930 is legendary, and one can only admire the Herculean efforts of such giants as Woolf Barnato, Jack Dunfee, Tim Birkin and Sammy Davis, consistently wrestling the British Racing Green sports cars to victory. W O Bentley proudly unveiled the new 3-litre car bearing his name on Stand 126 at the 1919 Olympia Motor Exhibition, the prototype engine having fired up for the first time just a few weeks earlier. Bentley's four-cylinder 'fixed head' engine incorporated a single overhead camshaft, four-valves per cylinder and a bore/stroke of 80x149mm. Twin ML magnetos provided the ignition and power was transmitted via a four-speed gearbox with right-hand change. The pressed-steel chassis started off with a wheelbase of 9' 9½', then adopted dimensions of 10' 10' ('Standard Long') in 1923, the shorter frame being reserved for the TT Replica and subsequent Speed Model. Rear wheel brakes only were employed up to 1924 when four-wheel Perrot-type brakes were introduced.In only mildly developed form, this was the model that was to become a legend in motor racing history and which, with its leather-strapped bonnet, classical radiator design and British Racing Green livery, has become the archetypal Vintage sports car. Early success in the 1922 Isle of Man Tourist Trophy, when Bentleys finished second, fourth, and fifth to take the Team Prize, led to the introduction of the TT Replica (later known as the Speed Model) on the existing 9' 9½' wheelbase, short standard chassis. Identified by the Red Label on its radiator, the Speed Model differed by having twin SU 'sloper' carburettors, a higher compression ratio, different camshaft and the close-ratio A-type gearbox, the latter being standard equipment prior to 1927 when the C-type 'box was adopted. These engine changes increased maximum power from the standard 70 to 80bhp and raised top speed to an impressive 90mph. Other enhancements included the larger (11-gallon) fuel tank and (usually) Andre Hartford shock absorbers. Bentley made approximately 1,600 3-Litre models, the majority of which was bodied by Vanden Plas with either open tourer or saloon coachwork.Michael Hay's authoritative work, Bentley, The Vintage Years, records the fact that 'AP307' (engine same number) was completed on the standard 9' 9½' wheelbase chassis with all-weather coachwork by James Young. The registration is recorded as 'YM 4769' and the first owner as a Major V G Whitla. The car is now fitted with engine number '842', formerly in Speed Model chassis '855'. (It should be noted that the accompanying old-style V5C registration document lists the original engine number.)The V5C shows that the Bentley was formerly owned by one Michael Owen (from 1st May 1983) and immediately before him by Victor Gauntlett, one-time Chairman of Aston Martin, who registered the car in 1982. Stan West acquired 'YM 4769' in November 2011. The car is known to have belonged to Mr R Hahnenberger of Uppsala, Sweden during the intervening period, as evidenced by bills on file issued by Jonathan Wood in 2009 totalling £26,304. Accumulated during Stan West's ownership and mostly dating from 2011, there are other bills from marque specialists P&A Wood totalling in excess of £59,000, together with a quantity of MoT certificates.For further information on this lot please visit Bonhams.com

1971 Jensen FF MkII CoupeRegistration no. JFF 2Chassis no. 127/293*Rare four-wheel-drive Interceptor variant*Single family ownership since late 1971*Outstandingly original*Restored some 10 years ago*The best we have ever seenFootnotes:Star of the 1966 Motor Show, the Interceptor-based Jensen FF represented one of the first successful attempts to produce a four-wheel-drive passenger car. 'FF' stood for 'Ferguson Formula', a four-wheel drive system developed by the Harry Ferguson Research Company, which was also responsible for adapting the FF's Dunlop Maxaret anti-lock braking system for automotive use. The FF debuted alongside the new Interceptor and both models used the same basic chassis, running gear and 6,276cc Chrysler V8 engine inherited from the preceding C-V8. With 325bhp (SAE) and 425lb/ft of torque on tap, performance was more than adequate, The Motor recording a top speed of 140mph with 100mph arriving in 19 seconds. Leather upholstery, reclining front seats and walnut veneer were all standard features, while automatic transmission was the choice of almost all buyers (it was the only option for the FF). Mechanical changes to the FF kept abreast of those made to the Interceptor. Priced at 30% above the Interceptor, itself not a cheap car, the FF was the privilege of a wealthy few and when production ceased in 1972 only 320 had been made, 109 of which were to Mark II specification like that offered here. This quite exceptional Jensen FF has been owned by the vendor's family from nearly new, having been purchased by the vendor's father in late 1971 when six months old and with 1,500 miles on the odometer. By late 1982 the bodywork's condition had deteriorated and the car was returned to the Jensen factory for a body restoration and repaint. It is believed that the FF received new front wings, door skins, and rear quarters, while front and rear valances were fitted. The original numbered bonnet and upper tailgate have been retained, while the alloy wheels and brakes have been up-rated to Mark III specification with ventilated discs all round. When completed, the car was dry-stored for 25 years. In 2010 a partial restoration was undertaken, which mainly consisted of attention to the paintwork; a complete mechanical overhaul; and detailing the engine bay and underside using original components. The quality of the end result is quite breathtaking; quite simply, this is the best Jensen FF we have ever seen. The car has retained its original matching engine, gearbox, transfer box, and front and rear differentials. The black leather interior likewise is in excellent original condition, even retaining its original 8-track stereo in full working order! All MoTs since 2013 are supplied together with some original service history and invoices. Close inspection advised.For further information on this lot please visit Bonhams.com

1958 Ferrari 250GT BerlinettaCoachwork by Pinin FarinaChassis no. 0947GT•One of only 353 built•Matching numbers•Flared wheelarch example•Known ownership history•Engine rebuilt in 2010•Recent bare-metal repaint in original colour•Re-trimmed interior Footnotes:By the end of the 1950s, road car production had ceased to be a sideline for Ferrari and was seen as vitally important to the company's future stability. Thus the 250, Ferrari's first volume-produced model, can be seen as critically important, though production of the first of the line - the 250 Europa, built from 1953 to '54 - amounted to fewer than 20. Before the advent of the Europa, Ferrari had built road-going coupés and convertibles in small numbers, usually to special customer order using a sports-racing chassis as the basis. Ghia and Vignale of Turin, and Touring of Milan were responsible for bodying many of these, but there was no attempt at standardisation for series production and no two cars were alike.The introduction of the 250 Europa heralded a significant change in Ferrari's preferred coachbuilder; whereas previously Vignale had been the most popular carrozzeria among Maranello's customers, from now on Pinin Farina (later Pininfarina) would be Ferrari's number one choice. Pinin Farina's experiments eventually crystallised in a new Ferrari 250 GT road car that was first displayed publicly at the Geneva Salon in March 1956.The styling of the Geneva show car – chassis number '0429GT' – was influenced by Pinin Farina's Superamerica. With the Series 2 variant of the 410 Superamerica, Ferrari switched from a 2,800mm wheelbase to one of 2,600mm, and this shorter dimension would be used for all members of the 250 GT family from the Europa GT onwards, with the exception of the competition orientated SWB and GTO models. As well as the handling advantages conferred by the shorter wheelbase, the 250 GT was equipped as standard with the more compact Colombo-designed 3.0-litre V12 engine, which replaced the Superamerica's bulkier Lampredi unit. However, Pinin Farina was not yet in a position to cope with the increased workload – construction of its new factory at Grugliasco had only just started - resulting in initial production being entrusted to Carrozzeria Boano after Pinin Farina had completed a handful of prototypes.The 250 GT represented a significant departure for Ferrari. Driver and passenger comfort were taken seriously for the first time; the interior was more luxurious, seats were broader and there was less noise intrusion. By this time there was also synchromesh in the gearbox which, combined with a softer ride and light steering, was exactly what was expected by the increasingly important North American market.The seventh of only 353 Pininfarina Coupés built on the 250 GT chassis, '0947GT' has unique flared wheelarches and is one of very few made with a glassfibre boot lid. Despatched to Carrozzeria Pinin Farina in June 1958, the car was sold new in October '58 to one Vittorio Roncoroni, a resident of Milan, Italy, who had previously owned a Ferrari 250 Europa ('0401GT'). In the 1960s Roncoroni sold the Ferrari to one Roberto Goldoni, an airline pilot living in Rome, who sold it on to Edwin K Niles, an attorney and car dealer resident in Van Nuys, California, USA. The car then passed through the hands of various owners in the USA (details on file) before being repurchased by Ed Niles in March 1982. Niles then sold the Ferrari to Curtis L Van Den Berg of Eaton Rapids, Michigan, who had it restored during 1983-1984. Repainted dark red and re-trimmed in brown leather, '0947' was shown by Van Den Berg at the 2nd Annual Meadow Brook Hall Concours d'Élégance in August 1986. Van Den Berg continued to show the car at various prestigious concours venues over the next few years before selling it in September 1998 to Lyle Tanner Enterprises.In 2000 the Ferrari was sold to car dealer Andreas Zenari of Fräschels, Switzerland who in May 2004 sold it on to Messrs Rolf Sigrist and Robert Doux of Greng and Oberburg, Switzerland. The next owner purchased '0947' at Bonhams' Ferrari Sale at Gstaad, Switzerland in December 2005 (Lot 224). In 2010, the engine was completely rebuilt, with the starter motor, alternator, cooling and ignition systems, carburettors, brakes, clutch, universal joints, dashboard wiring, etc all receiving attention at the same time (see detailed bills for circa CHF 150,000 on file). Post rebuild, only some 4,000 kilometres have been covered and the Ferrari has benefited from a recent bare-metal repaint with extensive repairs to the metalwork, carried out by renowned marque specialists Hoyle Fox Classics and complementing the prior mechanical overhaul. The car was repainted in its original Nero Tropicale livery and the interior re-trimmed in tan leather.Additional documentation consists of original letters (x12) from previous owners; US Certificate of Title; copy letter from Andrea Pininfarina; copy letter from Ferrari Assistena Technica; copy 'foglio di montaggio' from Ferrari; Massini Report; CD-ROM of photographs (including those of the engine rebuild); and Swiss registration papers. The car also comes with an original instruction manual and sales brochure.More refined and practical than any previous road-going Ferrari yet retaining the sporting heritage of its predecessors, Pinin Farina's 250 GT is a landmark model of great historical significance, of which '0947' is a unique example.For further information on this lot please visit Bonhams.com

The Stan West Collection, First registered to Sir Malcolm Campbell1926 Rolls-Royce 20hp TourerCoachwork by MaythornRegistration no. YE 1962Chassis no. GYK 74*Originally bodied by Easter & Co*In the immediately preceding ownership from 11 years*Restored in the late 1990s*Acquired by Stan West in 2008*Maintained by P&A Wood and Priory Vintage Car CompanyFootnotes:Up until the arrival of the 20hp Rolls-Royce in 1922, the Silver Ghost, with its impeccable Edwardian roots, was the Derby company's only model. But the new six-cylinder smaller car, of which this is a 1926 example, was specifically created for the very different post-war years. Announced in October 1922, the 20hp (3,127cc) model was the first Rolls-Royce to be equipped with overhead valves. The chassis price was £1,100 and the 20hp was destined to outsell both the Ghost and its Phantom I successor, and by the time production ceased in 1929 to make way for the 20/25 a total of 1,241 had been built. The design is interesting because it reflects Royce's preoccupation with contemporary American automotive trends. Thus the 'Twenty' features unitary construction of the engine and gearbox, the latter being a three-speed unit with a central ball change, together with 'Hotchkiss drive' rear axle. Favourably received as the Twenty was, its central gearchange was not well liked and when four-wheel, servo-assisted brakes were introduced in 1925, a four-speed 'box with right-hand, gated change replaced the original three-speeder. Originally owned by Sir Malcolm Campbell, chassis number 'GYK 74' wears five-seat tourer coachwork by the Biggleswade-based firm of Maythorn, a coachbuilder mainly associated with Daimler, FIAT and Minerva, which also bodied other quality makes including Bentley and Rolls-Royce. The accompanying (copy) chassis cards confirm that the car was sold to H C Nelson Ltd of Jermyn Street, London SW1 for Malcolm Campbell, who appears to have owned it but briefly. It is noted that the purchaser was 'providing own coachwork', while the coachbuilder listed is the London-based Easter & Co, a short-lived firm best known for bodying the first Bentley chassis. The type of body is not recorded, though 'springs for a saloon seating 4/6' were specified. Subsequent owners listed include Sir Thomas Nicol KBE, Major-General Pitt-Taylor and, lastly, a Squadron Leader Horsman (from 8th January 1948). In September 1997 the Rolls-Royce was acquired by the immediately preceding owner, Brian Sewell, who commenced its restoration 12 months later. Works undertaken included stripping the coachwork, wings and all six wheels back to bare metal, priming and repainting. The ash frame, which carries Maythorn's plate number '212', was found to be in superb condition. Only one door skin needed replacing. The electrical system was completely rewired including circuits for indicators, stoplight, existing front and replacement rear lights; all cables (of original braiding and colour code) being placed within original conduits. Completely re-upholstered in Swedish brown leather, the interior boasts renewed Wilton beige carpeting while the re-covered hood, tonneau cover and weather screens are all in double duck material to existing fittings. All brightwork was removed and re-nickeled, and the chassis repainted. Apart from a clean, the only engine work undertaken involved replacing the exhaust manifold and fitting a stainless steel exhaust system. All the forgoing renovation was carried out by companies specialising exclusively in the restoration of prestige motor cars, the bulk being undertaken by John Foy of Barley, Herts with paintwork by Robert Ransley of Melbourn, Herts. The restoration was completed in 2000 and Mr Sewell enjoyed his Rolls-Royce for the next eight years before offering it for sale at Bonhams' auction at the R-REC's Annual Rally at Kelmarsh Hall in June 2008 (Lot 231). Purchased there by Stan West, the Rolls-Royce has since been maintained by P&A Wood and Priory Vintage Car Company, there being related bills on file totalling in excess of £41,000. The file also contains an old-style V5C document and a quantity of MoTs.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The Stan West Collection1954 Rolls-Royce Silver Dawn 4½-Litre SaloonRegistration no. SMA 411Chassis no. 50G96*Landmark Rolls-Royce model*One of only 481 4½-litre 'long tail' cars*Well documented*Acquired for the Stan West Collection in 2005Footnotes:The policy of rationalisation begun in the late 1930s continued at Rolls-Royce after WW2; more components were bought in rather than manufactured in house and for the first time there was factory bodywork, which was better suited to the owner driver than to a chauffeur. This 'standard steel' body was available at first only on the Mark VI Bentley, the equivalent Rolls-Royce - the Silver Dawn - not appearing until 1949. A separate chassis was retained, the same basic design being built in three different wheelbase lengths, while other notable features were independent front suspension and hydraulic front brakes. The range featured a new 4,257cc six-cylinder engine (enlarged to 4,566cc in 1951) with inlet-over-exhaust valve gear. Rolls-Royce used belt drive for the water pump and dynamo for the first time on this engine, which employed a Zenith Stromberg carburettor in Rolls-Royce configuration. The latter was preferred to the Mark VI's twin SUs as it offered smoother running and a cold start facility, which was not available on the SU-equipped Bentley until 1952. In mid-1952 a welcome improvement to the standard bodywork arrived in the shape of an enlarged boot together with associated changes to the rear wings and suspension. This design was introduced on the 'E' series Silver Dawn and was retained until the final 'J' series. The new model was almost identical to the Mark VI up to the rear doors; however the larger boot with its greater luggage capacity gave it arguably a more attractive and balanced profile. Only 760 Silver Dawns were built and this model is considered by many to be one of the most attractive 'standard steel' models from either Rolls-Royce or Bentley. 'SMA 411' was first registered to Rolls-Royce Ltd on 18th February 1954 before being retailed via Joseph Cockshoot Ltd, Manchester and sold to its first private owner, one V A B Hughes, Esq in March of that year. Copy build sheets on file show that the car was originally fished in Masons Black with beige hide interior, and that it left the factory equipped with the synchromesh gearbox and standard trafficators. The file also contains the original buff logbook and old registration documents tracing the car's ownership history. Stan West acquired the Rolls-Royce on 15th June 2005 and since then the car has been maintained by P&A Wood. The latter's bills are on file together with numerous old MoTs and other invoices dating back to 1961.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

One owner from new1971 Iso Grifo 7.4-Litre Series II CoupéCoachwork by Carrozzeria BertoneRegistration no. HFJ 592NChassis no. 7L/110/3339/DEngine no. 1536T0303CZU•One of only three right-hand drive '7.0-Litre' cars•Unique specification•Original 7.4-Litre 'Can Am' engine•Original five-speed manual gearbox•Dry-stored since 1974Footnotes:'For front-engined machismo at a bargain price, look no further than the 7-litre Iso Grifo – fastest and rarest of all the hybrid, American-engined heavyweights that proliferated in the Sixties.' – Classic Cars. With only 90 made, examples of the ultimate 7.0-litre version of Giotto Bizzarrini's Iso Grifo supercar are rarely offered for sale, and of the few that are, surely none can match the exceptional provenance of the right-hand drive car offered here, which was ordered new by the current owner and has spent the last 47 years in dry storage!Italian 'bubble car' manufacturer Iso joined the ranks of supercar constructors in 1962 with the launch of the Rivolta coupé at the Turin Motor Show. Renzo Rivolta's Isothermos company had begun life pre-WW2 making refrigerators, turning to the manufacture of scooters and motorcycles, under the Iso name, after the war and thence to the Isetta bubble car, which was taken up so successfully by BMW. Styled at Carrozzeria Bertone by the young and up-and-coming Giorgetto Giugiaro and powered by a 327ci (5.4-litre) Chevrolet V8, the four-seat Rivolta employed a steel platform chassis featuring independent front suspension, De Dion rear axle, and disc brakes all round (inboard at the rear). The chassis and running gear were designed by ex-Ferrari engineer, Giotto Bizzarrini, whose company specialised in the production of prototypes for the Italian automobile industry. An engineering graduate and former Alfa Romeo test driver, Bizzarrini was head-hunted by Ferrari in 1957, eventually assuming responsibility for sports car development at Maranello where he worked on such notable models as the 250 GTO. In 1961, he was one of the many senior technical staff that departed from Ferrari following an acrimonious dispute over the company's style of management. His next job was with ATS, and then in 1962 he started his own company, Società Autostar, changing its name to Bizzarrini in 1964. His delight at being asked by Rivolta to produce a 'Ferrari beater' can only be imagined.As Iso and many of its European contemporaries had recognised, the use of a tried and tested American power train enabled them to compete with the likes of Ferrari, Maserati and Aston Martin in performance terms while undercutting them on price. Iso's first supercar set the pattern for those that followed: Bizzarrini-designed chassis, Bertone coachwork, and Chevrolet engines. Future developments included the long-wheelbase, Ghia-styled, Fidia four-door saloon; the Rivolta-replacement Lele; and the muscular, short-wheelbase Grifo.Produced between 1965 and 1974, the 'standard' Grifo used the small-block Chevrolet Corvette V8 engine in all but its final Ford-powered incarnation. Even the tamest Grifo came with 350bhp, which was good for around 160mph, while for the seriously speed addicted there was the exclusive, 427ci (7.0-litre), 'big block' model. Introduced in 1968, the 7.0-litre Grifo incorporated numerous mechanical changes to cope with larger, heavier engine and its monstrous power output. It was readily distinguishable from the regular Grifo by its large bonnet scoop (dubbed 'Penthouse' on account of its shape) necessitated by the taller engine. The factory claimed a top speed of 186mph for the long-legged 7.0-litre Grifo, making it faster than a Ferrari Daytona. Iso also offered the even more powerful 7.4-litre 'Can Am' version of this engine. The latter produced a claimed 390bhp at 4,800rpm, with 500lb/ft of torque available at 3,600 revs. There was also a Corsa (racing) version of the Grifo: the A3/C. Despite the partnership's successes, Rivolta and Bizzarrini soon parted company, the latter going on to re-launch a revised version of the A3/C under his own name in 1965. Between 1965 and 1974 when production ceased, Iso made approximately 412 Grifos (published figures vary), this car being one of only three right-hand drive examples of the ultimate 7.0-litre version. In actual fact, this car goes one better, having been delivered new with the 7.4-litre 'Can Am' engine under the bonnet. It is a Series II model featuring the restyled, sleeker nose with its pop-up headlight covers, and is referred to (with ownership) in the excellent reference work Iso Rivolta - The Men, The Machines by Winston Goodfellow.The elderly gentleman owner ordered the Grifo directly from the factory, specifying the rare 'Can Am' motor; right-hand drive configuration; the five-speed manual gearbox; and a special Blaupunkt radio suitable for reception in Rhodesia where he was living at the time. He chose the Iso rather than a 12-cylinder Ferrari as he wanted the same power but from what he describes as a more reliable V8 power unit. He also ordered a special dual Targa top rather than the sunroof that the factory had advised against, saying it would reduce rigidity. Other notable original features include a leather-trimmed steering wheel; air conditioning; and a heated rear screen with wiper. Reportedly, the Grifo ended up costing roughly the same as a Rolls-Royce Silver Shadow. In the event, the owner stopped the car being delivered to him in Rhodesia and went to the factory to collect it, driving back through Europe and Spain to the UK. Over the next three years he used the Grifo in the UK and completed at least one or two trips through Europe and to Spain. During this period Kenlowe cooling fans were added plus a higher-output alternator. The owner recalls having the car serviced and some works carried out at Peter Agg's Trojan company near Croydon.The car was not registered in the UK until January 1975 having been run with Italian plates until the owner put it in the garage in 1974, never to be taken out again! He has a logbook of petrol fills, the last entry being made in 1974, and the car also comes with copies of its original purchase paperwork and correspondence, and a 'Use and Maintenance' manual. At time of cataloguing the car had recorded 20,873 miles and is not expected to be started before the auction. Careful reconditioning and servicing, at the very least, is suggested before returning it to regular use. The black leather interior trim is very good, with no undue signs of wear.Of quite exceptional rarity, and having had only one gentleman owner from new, this spectacular Iso Grifo '7.4' represents an unrepeatable opportunity to acquire a unique example of the very best in Italian Gran Turismo style and performance. For further information on this lot please visit Bonhams.com

1950 Cooper Mark V Formula 3 MonopostoChassis no. 5/55/50*The first Cooper Mark V built*JAP engine and Norton gearbox*Goodwood Revival competitor in 2019*Recent professional engine rebuildFootnotes:Powered by JAP and Manx Norton motorcycle engines, Cooper's innovative mid-engined racing cars dominated the 500cc Formula 3 scene in the 1950s, providing many future stars, most notably Stirling Moss, with their first taste of 'real' motor racing. Charles and John Cooper's first post-war racing car utilised the chassis of a crashed FIAT Topolino. FIAT transverse-leaf independent front suspension was used at both ends and the single-cylinder 500cc JAP motorcycle engine was positioned behind the driver, this being the easiest way to accommodate the motorcycle transmission's chain final drive. The Coopers' friend Eric Brandon drove a Mark I to victory in the first-ever 500cc race in 1947 and before long the Cooper had established itself as the car to beat. The resulting flood of orders meant that relying on a supply of crashed Topolinos was out of the question, and the Coopers set about designing a car that could be built from scratch, powered in its initial form by the ubiquitous 'Speedway' JAP engine. Its chassis number '5/55/50' denotes that this is the 55th Cooper, a Mark V, built in 1950. The very first Mark V, it is powered by a 500cc Alfin-barrelled JAP engine coupled to a Norton 'Dolls Head' gearbox. The car's early history is unknown, though it is believed that at some time it formed to part of the Mayes Collection in Manitoba, Canada. Subsequently the car was purchased by Marcus Black and repatriated from USA. It was then shared between Marcus and Alex Duce, and campaigned by them at the Chateau Impney Hill Climb. Tom Waterfield then drive the Cooper at the Goodwood Revival meeting in 2019. The engine has since been rebuilt by Jan Nycz and reinstalled in the car by Marcus Black. The car then went back to Tom Waterfield, who fitted race fuel tanks and all new fuel lines; overhauled the brakes; changed the gearing; fabricated an engine under-tray to carry a 'nappy'; and carried out a full preparation for racing. The Cooper was then despatched to Dave Andrews for fine-tuning, which involved drilling out the carburettor main jets and modifying the needle jets in the float bowls. Additionally, the right rear upper wishbone was re-bushed and the gearbox chain tensioner sorted out. In 2020 the current owner purchased the car, it is currently with well-known Cooper 500 expert Simon Frost, where the car is being prepared to be ready to race.For further information on this lot please visit Bonhams.com

THE EX-WORKS, SAMUELSON/KINDELL, LE MANS 24 HOURS1924 MG M-Type Midget 'Double Twelve' Le Mans SportsRegistration no. RX 6796Chassis no. 2M1 647*One of two examples built for the 1930 Le Mans 24 Hours race*Maintained by Blue Diamond*Eligible for the Le Mans Classic*5th in class at the 1930 Spa 24 HoursFootnotes:This car is one of two specially built by MG at Abingdon for the 1930 Le Mans 24 Hours race. Based on the 'Double Twelve' M-Type Midget, it is reputed to be the earliest 'works' racing MG in existence and is featured in most books on the marque.With the introduction of the M-Type Midget at the 1928 Olympia Motor Show, Cecil Kimber had single-handedly created the market for small, cheap sports cars. Selling for £175, Kimber's new baby was based on the contemporary Morris Minor and featured pretty, boat-tailed, fabric coachwork by Carbodies. The 847cc, overhead-camshaft, four-cylinder engine derived from Wolseley aero engine experience via the Wolseley Ten, and mated to this little gem of a power unit was a three-speed 'crash' gearbox. Produced initially at Cowley, the Midget proved to be a strong seller and production transferred to Abingdon when the MG factory moved there in the autumn of 1929. M-Types were awarded the Team Prize in the 1930 'Double Twelve' 24-hour race at Brooklands, and this success provided a welcome boost to sales, which amounted to 3,253 cars by the time production ceased in 1933. Capitalising on its Brooklands success, MG produced 30 Double Twelve Replicas, which featured many of the modifications made to the team cars including altered bodywork and deeper door cutaways, while the racer's different valve timing found its way onto the production M-Type for 1931. The Le Mans cars differed from the standard M-Types and 'Double Twelve' Replicas in having more powerful engines; long range fuel and oil tanks; reinforced wheels with extra spokes; an upswept scuttle; extra instrumentation; a pressurised fuel tank; a unique under-body exhaust system incorporating a Brooklands silencer; and an externally mounted spare wheel, many of these modifications made to meet the Le Mans regulations.'RX 6796' was driven at Le Mans by Sir Francis Samuelson and Fred Kindell (an MG employee) but retired after a fractured oil pipe led to damaged bearings. The second car driven by Murton-Neale and Jack Hicks also retired. Undeterred, Samuelson obtained an entry for the Spa-Francorchamps 24-hour race to be held a fortnight later and set off for Abingdon in his Talbot, taking the MG's engine with him. Back in France the rebuilt motor was soon reinstalled and the MG was then 'run in' by being driven north to Belgium. 'RX 6796' was the only British entry at Spa and finished 5th in class, hampered by severe clutch slip. This car is believed to have had continuing competition usage during the 1930s but the details are not known. It is reputed to have been supercharged at one time and it is likely that the car's hydraulic brakes and J2 four-speed gearbox were fitted during this period. The Midget was purchased by the previous owner's father-in-law, Lewin Spittle, in Newmarket in 1943 for £17 10s (£17.50) with three gallons of 'unobtainable' petrol in the (enlarged) Le Mans tank. He wrote: 'It looked somehow different and had the largest SU I had seen on an engine of that size together with a fishtail exhaust which would not have disgraced a Bentley.' As the little MG would not accommodate his growing family, Spittle sold it in 1948 to an undergraduate who took it to Spain. He saw the car again in Piccadilly in 1950 and by the mid-1960s had traced it to Oxford where it was owned by Dr Stuart Milton, who was very well known in MG circles and owned the ex-Nuvolari K3. Spittle and Milton agreed jointly to restore the car to original Le Mans specification, where necessary using parts from the second Le Mans car of Murton-Neale, the remains of which Milton also owned. Milton died in 1971 before the rebuild was completed. During the restoration, drawings of the Le Mans body were obtained from Abingdon and an accurate replica made, but the rest of the car including the engine (with the exception of the carburettor, which is of the correct downdraft configuration but of a different model) is believed to be original. The MG was the subject of a feature by Bill Boddy in the June 1976 issue of Motor Sport. 'RX 6796' remained in single family ownership for almost 50 years and saw limited use in this time. The engine was rebuilt, it being noted that the special cylinder head had the copper plating which was typical of MG racing practice of the period. The Midget has appeared regularly at special MG occasions, most recently at the demonstration of significant MG competition cars at the 1999 Goodwood Revival meeting, and was invited to attend the 2014 'MG90' celebrations at Silverstone. Offered with V5 registration document, the sporting MG is now offered from a prominent collector of special interest collector cars and has been looked after by John Lomas of Blue Diamond Riley Services Ltd while retained at Bicester Heritage. A wonderful opportunity to acquire a unique and historically significant part of the MG legend.For further information on this lot please visit Bonhams.com

THE PROPERTY OF VALENTINE LINDSAY MILLE MIGLIA RETROSPECTIVE AND GOODWOOD REVIVAL PARTICIPANT1956/1980s Jaguar D-Type Sports-Racing Two-SeaterRegistration no. ASJ 329Chassis no. XKD 570 (see text)Engine no. E2078 (see text)* Offered directly from Valentine Lindsay* Well known and competitive historic racing car* Competed at Goodwood, Spa, and Mille Miglia Retrospective* Maintained and prepared by CKL among othersFootnotes:The Jaguar D-Type sports-racing car series with its record of no fewer than three consecutive Le Mans 24-Hour race wins 1955-57 needs little repetition here. These cars were constructed to a highly-sophisticated design, not just by contemporary standards when first produced for the 1954 24-Hour race. In an era when primitive ladder-frame chassis were the norm, the hybrid-construction D-Type with its multi-tubular forward frame supporting engine and front suspension, a stressed-skin monocoque central 'tub' accommodating driver, and a separate tubular rear frame providing rear suspension and rear subframe/fuel tank support, owed as much to aeronautical engineering as to any motor industry norm. The fact that the complete assembly was clad in a supremely beautiful, flowing, aerodynamic enveloping body, styled by unsung artist Malcolm Sayer, then made 'the D-Type' into the enduring legend it has come - so widely admired, adored and respected to this day. As with any series of truly great classic cars, surviving examples vary in individual provenance and contemporary sporting history. This eminently useable, high-specification example offered here, bears the identity of a genuine in-period D-Type which was fully assembled but then dismantled for parts by the Jaguar company. Beyond that brief initial period as a completely assembled and finished sports-racing car 'XKD 570' has no further 1950s history. This fact is reflected today in BONHAMS' estimate of pricing, and in assessing 'XKD 570's true value today we emphasise that it is offered here as a wonderfully useable, raceable, enjoyable, roadworthy - and extremely competitive - item of Historic-racing sports equipment which could be yours for a fraction of the cost of an entirely genuine, frontline race-history D-Type - if one could be found... We will now explain further. Long-time Jaguar press officer and historian Andrew Whyte, in his magnificent book 'Jaguar - Sports-Racing & Competition Cars from 1954' (Haynes, 1987) recorded chassis 'XKD 570' in this manner: 'XKD 570 - Bare metal (body finish) - E2078-9 (engine number) - Car into Service Dept in bare metal state, 18 July 1956, with instructions to remove engine and gearbox and pass them to Bob Smart, the man in charge of Service Dept engine and gearbox administration. The timing of this work coincides with the period during which the badly damaged XKD 403 was being dealt with - mainly in the Competition Shop as opposed to the Service Dept. Jack Broadhead (403's owner) was charged £1,645 11s 1d - a fairly high sum then - and it is known that the result of 403's rebuild was much more like a production car. This supposition is, of course, based only on the circumstances...' Now consider Andrew Whyte's published researches regarding 'XKD 403' - which began life as a Jaguar works team car in 1954. It was famously UK road-registered 'OKV 2' and it led that year's Le Mans 24-Hour race when co-driven by Stirling Moss and Peter Walker. It was later sold to private owner Jack Broadhead for his budding young driver Bob Berry - and of it Mr Whyte wrote: 'Car painted lighter green for 1956, when Berry came third at Silverstone and first at Goodwood, virtually writing-off car later on in that Whitsun meeting. Engine believed retained and fitted into new 'OKV 2', created from XKD 548? - or 570? - or another? New structure painted dark green, usually called BRG...'. The later research work of Jaguar authority Philip Porter, published in his book 'Jaguar Sports-Racing Cars' (Bay View Books, 1995), includes the following register entry re 'XKD 570': 'Engine number E2078-9 Registration number n/a Colour Unpainted History On 18/7/56 Service Dept instructed to remove engine & gearbox, and pass same to Comp Dept', Mr Porter then describes how the date of this work coincided with the repair process on Jack Broadhead's 'XKD 403' and concludes with this observation (this) '...led Andrew Whyte to reason that 'XKD 570' (or 'XKD 548') may have changed identity to XKC 403'. There is in fact evidence that '548's forward frame was used in '403's rebuild, while '570' was reduced to parts in January 1957. However, this entity known today as 'XKD 570' has been prominent within the classic and Historic car world for at least the past thirty or so years, since it has been owned, entered and campaigned very widely upon the Historic car scene by owner Valentine Lindsay, son of the late Hon. Patrick Lindsay who was of course one of the most prominent of all Historic and classic car collectors and racing drivers within the British scene from the mid-1950s until his passing in 1986. Patrick Lindsay was renowned for his handling of such cars as his magnificent ex-Prince 'Bira' ERA 'Remus', the perpetual Brooklands lap-record holding ex-John Cobb 24-litre Napier-Railton and the 'Lightweight' Maserati 250F '2527'. He also acquired D-Type 'XKD 554' in 1970 (UK registration '2 HYY') which was subsequently inherited by son Valentine in the mid-1980s. The Lindsay clan know their D-Types. Patrick was both a Director of Christie's auctioneers and head of its Old Masters Department, and his impeccable connoisseurial taste certainly extended to fine competition cars of great significance - that taste and interest passing to his sons Ludovic, James and Valentine who have all been involved within the Classic and Historic car movements over many years. Valentine Lindsay acquired 'XKD 570' as now offered here from the respected dealer Peter Bradfield in April 2009 and his competition career with the car has included the Mille Miglia Retrospective recalling the legendary 1,000-mile round-Italy races of 1927-1957, plus numerous appearances at such classic and highly-regarded prestige events as the Goodwood Revival and Member's Meeting, the Silverstone Classic, the Le Mans Legends and Spa. This car is accompanied by RAC MSA/FIA HTP documentation, the circumstances of its history are very well known and it has been fully accepted for high-profile competition anywhere in the prestige classic and Historic motor sporting world. This finned 'Shortnose' Jaguar D-Type began life in the 1980s assembled from assorted Jaguar and reproduction parts and was acquired by the well-known Italian motoring artist Francesco Scianna who asked the British leading marque specialists Lynx Engineering to fit a more period-correct D-Type rear subframe and live rear-axle system. This work was completed and the car formed part of Scianna's collection in Italy. Scianna would go on to compete in the 1988 edition of the Mille Miglia retrospective with Peter Hannen as co-driver. And, as the official artist for that edition of the Mille Miglia, it is perhaps no co-incidence that that year's marketing poster features a certain D-Type...! We understand the car offered here was subsequently sold to American East Coast Jaguar enthusiast Gary Schaevitz around 1993, apparently comprising some genuine D-Type components which had been fitted along the way. The car participated in several American events in its new owner's hands and became quite familiar around the American classic car scene. It was then acquired around 1997 by British former Formula 2 and sports-racing car driver Alistair Walker who bought it with the intention of 'making it better'. Incidentally – and since the current marketing of this D-Type commenced – no less than Simon Kidston contacted us to reminisce about an epic trip he u... For further information on this lot please visit Bonhams.com

The Stan West Collection1963 Bentley S3 Continental Sports SaloonCoachwork by H J MullinerRegistration no. 461 EPWChassis no. BC40XA*One of 68 bodied by H J Mulliner*Substantially known ownership history*Serviced and maintained by P&A Wood*The ultimate Grande Routière of its dayFootnotes:Bentley's magnificent Continental sports saloon has been synonymous with effortless high speed cruising in the grand manner since its introduction on the R-Type chassis in 1952. With the arrival of the final (S-Type) generation of six-cylinder cars in 1955, the Continental lost a little of its individuality but none of its exclusivity, and this trend continued after the arrival of the V8-engined S2 in 1959. Although the S2 appeared externally unchanged, its performance was considerably enhanced by the new 6,230cc V8 engine. Power-assisted steering was now standard and there was no longer the option of a manual gearbox, Rolls-Royce's own four-speed automatic being the sole offering. The Bentley Continental was, of course, exclusively a coachbuilt automobile. The firms of H J Mulliner, Park Ward, and James Young all offered bodies on the Continental S2 chassis. Quad headlamps were the S3's major styling innovation, and on many of the H J Mulliner, Park Ward-bodied Continentals were contained in slanting nacelles, giving rise to these models' 'Chinese Eye' sobriquet. Fog lights were still fitted, but these no longer also functioned as flashing indicators; instead, the indicators on the new models were incorporated into redesigned sidelights, positioned on the front of the wings. Headlamps aside, the most significant change was to the S3's engine, which boasted an increased compression ratio, larger carburettors, and a Lucas vacuum-advance distributor, modifications that raised peak power by some 7%. There was also improved power steering to ease manoeuvring at parking speeds. A further minor change was the adoption of smaller bumper over-riders and a slightly reduced radiator height of about 1.5 inches, giving a sloping bonnet line and improving forward vision. Individual front seats and arm rests became a standard feature, and more powerful lighting and additional indication lights and switches on the instrument panel were introduced, presenting a far more modern feel to the last of the S-series Bentleys. The S3 is perhaps the ultimate post-war Bentley in terms of appearance, performance and practicality, as well as the last medium sized Bentley to be offered with custom coachwork. H J Mulliner of Chiswick were responsible for some of the most iconic and beautiful coachwork designs on post-war Bentley chassis, especially the Continental variants. Of the 312 S3 Continentals built, H J Mulliner accounted for 68; Park Ward 148; the merged concern of H J Mulliner, Park Ward 75; and Graber a single chassis. Chassis number 'BC40XA' was delivered in January 1963 to its first owner, one R Valls, and first registered as '871 EYX'. The earliest document on file is an old-style continuation logbook, issued in 1970, listing two owners: Peter Garner of Norfolk and J J Forster of Lancashire, while a change of registration from 'PNG 14' to the current '461 EPW' is recorded also. Accompanying V5 registration documents list Hugo Investments Ltd of London E4 as owner from 14th January 2005, followed by Trevor Weston of Norfolk (from 28th April 2006) and then Stan West (from 8th August 2014). Renowned marque specialists P&A Wood serviced and maintained the Bentley for Mr Weston, and the Essex-based firm has continued to care for the car since its acquisition for the West Collection., the result being a truly immaculate car that ranks among the very best of its type. Related bills are on file together with a quantity of expired MoTs and tax discs. Presented in beautiful condition, 'BC40XA' represents a rare opportunity to acquire this greatly admired model, the culmination of H J Mulliner's development in the post-war era.For further information on this lot please visit Bonhams.com

1930 Bentley 6½-Litre Le Mans Team Car ReplicaRegistration no. GC3333Chassis no. SB2758*Shortened chassis (11' wheelbase)*Many correct original works items*Accurate Vanden Plas Long Door style body*Completed in August 2020Footnotes:Although the 6½-Litre had been conceived as a touring car to compete with Rolls-Royce's New Phantom, in Speed Six form it proved admirably suited to competition: in 1929 Barnato/Birkin's Speed Six won the Le Mans 24 Hour Race ahead of a trio of 4½-Litre Bentleys, while Barnato/Kidston repeated the feat in the following year's Grand Prix d'Endurance at the Sarthe circuit ahead of similarly-mounted Clement/Watney. Small wonder then, that the fast yet refined 6½-Litre Speed Six was W O Bentley's favourite car. Walter Owen Bentley had established Bentley Motors in 1919 in the North London suburb of Cricklewood, though deliveries did not begin until 1921. The first model, a 3-litre car, was powered by a four-cylinder, single-overhead-camshaft engine with four valves per cylinder. It was a mechanical theme perpetuated in the greatly refined six-cylinder 6½-Litre model of 1926. The need for a larger car had resulted from Bentley's customers specifying bodies of a size not envisaged when the 3-Litre was conceived, a factor only partially addressed by the introduction of the Long Standard chassis in 1923. The 6½-Litre was produced for four years, during which time 544 chassis were completed, 182 of them to Speed Six specification. First owned by a Miss C M Buttanshaw, this 6½-Litre left Bentley's Cricklewood factory in January 1930 for bodying by James Young as a saloon, but was re-bodied in April of that year with saloon coachwork by Barker & Co. Its subsequent history is largely unknown, but the Bentley formerly belonged to John Willment, co-founder of the Le Mans-winning JW Automotive racing team, and more recently was owned by renowned marque specialist Julian Ghosh, its custodian up to 2019. As presented here the car has been built as a replica of the works Le Mans Speed Six. It incorporates many correct original works items, and the attention to detail is brilliant. 'SB2758' was originally erected on the standard ST3 12' 6' wheelbase chassis, which has been shortened to the more appropriate 11' wheelbase. The body frame was made by Eric Peppercorn and incorporates the team cars' special features including the long door, etc, while the fabric body covering and black leather upholstery are the work of VBE/Tim Cresswell. The ash frame has inlaid aluminium panels for increased stiffness and longevity. All mechanical components: engine, gearbox, axles, brakes, etc are in overhauled condition and the wiring is new. The engine incorporates a Farnham crankshaft and Arrow pistons, with the machining work was carried out by Formhalls. The gearbox and rear axle were overhauled by VBE. Modern upgrades include twin Spal electric fans and a discreetly mounted 12-volt alternator (the original dynamo is installed but not wired in). The trembler coil ignition is in place but not wired pending the acquisition of a proper magneto. Other notable features include the following: Bentley & Draper hydraulic shock absorbers (x8)External oil filler neckTeam Car dashboard layout and gaugesTwin pulse fuel pumps and rubber sleeved fuel linesCrossbar throttle assembly and organ throttle pedalTwin Klaxon hornsCarl Zeiss headlampsBrass fire extinguisher (not serviceable, display only)Blockley tyresBrake vacuum boosterThree soft-top bows instead of two for stiffness and usabilityGlass windscreen instead of wire mesh for usability Rope-wrapped steering wheel Only finished in August 2020, this stunning Le Mans Team Car replica is worthy of the closest inspection. Running and driving very well this imposing Bentley is now ready to be enjoyed by its new custodian.For further information on this lot please visit Bonhams.com

1934 Lagonda M45 Pillarless SaloonCoachwork by LagondaRegistration no. AUA 117Chassis no. Z10893*Rare factory coachwork*Known history*Peking-Paris Rally participant in 2010*Restored after the RallyFootnotes:'A short run on one of the first of the 4½-Litre Lagonda models, with an open four-seater body, left a vivid impression not only of brilliant acceleration and sheer performance, but of a car delightfully silent and easy running in a way that can be achieved to the fullest extent only by a big-engined machine working well inside its limits.' - The Autocar in 1933.A fine example of this elegant, and very British, post-Vintage thoroughbred, chassis number 'Z10893' was delivered new to Dr W J Wood on 20th July 1934. Dr Wood specified the factory's own 'Silent Travel' Pillar-less saloon coachwork, the style of which gives the car real presence while providing easy access to the comfortable and luxurious cabin.The copy build sheet shows that the fuel pump and starter motor were changed in 1934, while further electrical work was undertaken in 1939 and the gearbox overhauled in 1949. By May 1949 the car was registered to Mr K Gordon of London SW1.The current owner understands that the Lagonda was formerly used as mayoral transport on Guernsey and subsequently owned by a Mark Peters and then John Bradley. In 1992, the car was purchased by Mr K Yeo and in 1997 passed to American collector Tom Harrington. Lagonda specialist Peter Whenman restored the M45 in the 1990s for Mr Harrington, who sold it in 2002 to J Radgick. Subsequently, the magneto was rebuilt among other improvements, and the car actively used on tours across Europe and the UK.The current owner purchased the Lagonda in 2007 and it subsequently underwent extensive preparation for the 2010 Peking to Paris Rally. The car was then used on a number of UK rallies, and although it completed the Peking-Paris, suffered considerable wear and tear in the process. On return to the UK it was completely restored, which included rebuilding the engine with a replacement cylinder block and new pistons and con-rods. Additionally, the gearbox was overhauled; the frame and aluminium bodywork restored; the interior completely re-trimmed; and a re-spray carried out. Copies of the original build sheets together with invoices and photographs associated with the recent works are available. Seldom used since the rebuild, this rare and attractive Lagonda M45 is ready to be enjoyed.For further information on this lot please visit Bonhams.com

1931 Bentley 4/8-Litre Two-SeaterRegistration no. GY 8885Chassis no. VF4014*4-Litre chassis; 8-Litre engine*Built 2015-2017 by a well-known and highly respected marque specialist*Exemplary specification*Extensively campaigned*Ready to enjoy  Footnotes:This magnificent Bentley open tourer incorporates elements of two of W O's final models, featuring a 4-Litre chassis and 8-Litre engine. The Bentley 4-Litre was the old Cricklewood company's swansong model before its absorption by Rolls-Royce. With the Depression biting, sales of the old 4½-Litre declining, and its newest, 8-Litre, car costing all of £1,850 in chassis form, Bentley Motors desperately needed a new smaller model to compete with the Rolls-Royce 20/25hp. The result was the 4-Litre. The six-cylinder engine was designed by Ricardo, with overhead inlet/side exhaust valves and a claimed output of 120bhp at 4,000rpm. A double-drop chassis was adopted, closely based on that of the contemporary Bentley 8-Litre, and offered in two wheelbase lengths: 11' 2' and 11' 8', both of which were shorter than the shortest of the two 8-Litre chassis available. Only 50 4-Litre models were completed before Bentley went into liquidation. With its Ricardo-designed engine and heavy, over-engineered chassis, the 4-Litre has never been a favourite with Bentley aficionados, and many, such as the example offered here, have been converted into exciting sports cars using the 8-Litre engine. The first owner of 'VF4014' was Viscount Mountgarret, who specified H J Mulliner saloon coachwork and registered the car as 'C 2'. The current vendor, a well-known and highly respected marque specialist, built this car between June 2015 and September 2017 for his own use. The project had been started in the 1950s, and despite the passage of time this 4-Litre's major components had remained together, the chassis, front axle, rear axle, differential, suspension, and brakes all being original to 'VF4014'. The car has been constructed to a very high specification using a combination of original parts or parts remanufactured to original specification. The brief for building this car was that it must be good looking and perform well; the brief has been executed perfectly. The engine consists of an original 6½-Litre crankcase with a new 8-Litre block. The crankshaft, con-rods, pistons, camshaft, rockers, oil pump, water pump, and camshaft and crankshaft dampers are all new. The engine breathes through triple 8-Litre carburettors, while the mixture is sparked by an original Bosch GF6A magneto and distributor. The engine is cooled by a cut down Speed Six radiator and original mechanical fan (we are advised that the engine never gets hot). The fuel system features anFIA fuel cell of approximately 40 gallons capacity; a Facet twin-pump fuel delivery system; and an air pressure system.The chassis has been shortened to a wheelbase of 10'6', the front springs being shortened also and the front axle moved forward. The front cross member came from another 4-Litre and has been modified to mount to the front of the engine, while the 4-Litre gearbox cross members have been replaced with the Speed Six type to accommodate the new D-type gearbox. The original 4-Litre brakes have been retained, the front self-wrapping brake being changed to pull on, while finned aluminium brake drums and a Speed Six Clayton brake servo are other notable features. The front axle believed to be original while the original rear axle's brake plate orientation has been changed. The rear axle has been rebuilt with new bearings, seals, half-shafts and hubs. Final drive ratio is 3:1. The steering box is a 4-Litre component, which has been repositioned courtesy of a special manufactured mount and cross-shaft. The four-spoke cast aluminium steering wheel is from a 6½-Litre model. The suspension movement is damped by four Andre Hydro Tele Control shock absorbers at the front, while at the rear there are four 8-Litre Bentley & Draper units and two Andre Hydro Tele Control. Two original Carl Zeiss 220mm headlamps provide the illumination, while the rear lamps are original Scintilla. The alternator has been disguised to look like a dynamo, and the starter motor is by CAV. As one would expect of a Vintage-era Bentley there is a wonderful array of original instruments that do not look over-restored, from the likes of Jaeger, Smiths, Western and Cambridge. The dashboard lights, switches and Smiths starter are all original. The open tourer body was built to the vendor's own design and specification. It is all aluminium with a tubular frame, finished in black. The seats are trimmed in black leather with inflatable cushions, and there is a small amount of storage space under and behind them. A black mohair tonneau cover is included. This is a very well proven car that has been extensively campaigned; indeed, the owner has had a lot of fun with it at track events such as Ascari, Silverstone and Goodwood, where a little while ago it competed in the Benjafield's Double 12.  Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1960 Jaguar XK150S 3.8-Litre CoupéRegistration no. 5546 PXChassis no. T825215DN*One of only 115 right-hand drive 3.8 'S' fixed-head coupés*Present ownership since 2012*Recent extensive professional restoration*Comprehensive history file*The chassis, body, engine and gearbox are all matching numbersFootnotes:'The Jaguar XK150 is undeniably one of the world's fastest and safest cars. It is quiet and exceptionally refined mechanically, docile and comfortable... we do not know of any more outstanding example of value for money.' - The Autocar. What would turn out to be the final glorious incarnation of Jaguar's fabulous 'XK' series of sports cars arrived in 1957. As its nomenclature suggests, the XK150 was a progressive development of the XK120 and XK140, retaining the same basic chassis, 3.4-litre engine and four-speed Moss transmission of its predecessors while benefiting from a new, wider body that provided increased interior space and improved visibility courtesy of a single-piece wrap-around windscreen, replacing the XK140's divided screen. Cleverly, the new body used many XK120/140 pressings, the increased width being achieved by means of a 4'-wide central fillet. A higher front wing line and broader radiator grille were other obvious differences, but the new model's main talking point was its Dunlop disc brakes. Fade following repeated stops from high speed had been a problem of the earlier, drum-braked cars, but now the XK had stopping power to match its prodigious straight-line speed. Introduced in the spring of 1957, the XK150 was available at first only in fixed and drophead coupé forms, the open roadster version not appearing until the following year. At 190bhp, the engine's maximum power output was identical to that of the XK140 so performance was little changed. 'Special Equipment' and 'S' versions came with 210 and 250bhp respectively, the latter delivering an astonishing 0-60mph time of 7.3 seconds and a top speed of 136mph. This was achieved by the introduction of the Weslake-developed 'straight-port' cylinder head, high-compression pistons, triple 2' SU carburettors and twin electric fuel pumps. Overdrive and a Borg-Warner automatic gearbox were the transmission options, the latter becoming an increasingly popular choice, while a Thornton Powr-Lok limited-slip differential was available for the XK150 'S'. Steel wheels remained the standard fitting, though XK150s so equipped are a great rarity, as most were sold in 'SE' (Special Equipment) specification with centre-lock wire wheels. The much-admired chromed Jaguar mascot was made available as an optional extra on an XK for the first time. In the autumn of 1959 the XK150 became available with the 3.8-litre engine first seen in the Mark IX saloon. 'Standard' (220bhp) or 'S' (265bhp) states of tune were offered (the latter featuring overdrive as standard) and in either form the XK150's increased weight was more than offset by the power of the larger engine, the car regularly recording in excess of 130mph in magazine road tests. The 3.8-litre 'S' is one of the rarest of the family with only 282 built out of a total XK150 production of 9,396 cars, of which 115 were right-hand drive fixed-head coupés like this example. Representing the XK150 in its ultimate configuration, with the 3.8-litre engine and overdrive gearbox, this rare 'S' fixed-head coupé was manufactured on 13th April 1960 and finished in Carmen Red with matching interior trim, the same combination it has today. The earliest record on file is an old-style continuation logbook (issued 1964) listing five owners, the last of whom, George Harold Day, acquired the Jaguar in March 1967 and appears to have kept it until 1981. The next owner was Peter Robert Thorpe (Mr Day's son-in-law) who sold it to John Vernon circa 1982. There are bills on file from marque specialists Automotive Engineering Developments and University Motors for various works carried out during Mr Vernon's ownership. Its next owner, Michael Sargent, bought the XK from John Vernon in October 1985 and carried out an in-depth restoration over an eight-year period (photographs on file). Mr Sargent kept the car from some 27 years before selling it to the current vendor in February 2012 (receipt on file). Bills on file detail extensive restoration works carried out by marque specialists Twyford Moors in 2013. Works carried out include a re-spray; re-chroming of brightwork; fitting new chrome wheels and tyres; re-coating all front suspension; installing up-rated rear springs; overhauling the carburettors; replacing the front wheel bearings and stub-axles; and reworking the cylinder head and valves (the latter being done by Sigma Engineering). Noteworthy upgrades include an alternator, twin ignition coils, and a 123 electronic distributor (original dynamo and coil available). A well-loved and much driven car, '5546 PX' has taken part in a variety of rallies and motor sport events, including Prescott Hill Climb. A new motor sport project is the only reason it is offered for sale. Described by the private vendor as in very good condition throughout, '5546 PX' represents a wonderful opportunity for the serious Jaguar collector to own a rare example of one of the most powerful limited-production XKs manufactured by Jaguar Cars.For further information on this lot please visit Bonhams.com

1966 Ferrari 330 GT 2+2 'Series 2' BerlinettaCoachwork by PininfarinaRegistration no. AVG 567DChassis no. 7951*Left-hand drive*Purchased in the USA*UK registered since 2018Footnotes:By the end of the 1950s, the market for sports cars with 'family accommodation' had grown sufficiently for Ferrari to contemplate the introduction of a four-seater model. Introduced in the summer of 1960, the first such Ferrari - the 250 GTE 2+2 - was based on the highly successful 250 GT. The 250 GTE provided the basis for its replacement: the 330 GT 2+2 introduced in January 1964.Pininfarina was once again entrusted with the styling, adopting a four-headlamp frontal treatment that reflected the tastes of Ferrari's most important export market, the USA. The 330 GT's tubular chassis was 50mm longer in the wheelbase than before, which made conditions less cramped for the rear passengers. Suspension was independent at the front by wishbones and coil springs, while at the back there was a live axle/semi-elliptic set-up. Improvements to the discs-all-round braking system saw separate hydraulic circuits adopted for front and rear. The 330 GT's Colombo-type, 60-degree, V12 engine had first appeared in the 330 America in 1963. Displacing 3,967cc, the single-overhead-camshaft, all-alloy unit was good for 300-plus horsepower, an output sufficient to propel the 330 GT to a maximum velocity of 152mph (245km/h) making it, when introduced, the fastest road-going Ferrari. Equipped at first with a four-speeds-plus-overdrive gearbox, the 330 GT gained a five-speed transmission in mid-1965 and later that year had its four-headlight front end replaced by a two-lamp arrangement, becoming the 'Series 2'. This left-hand drive 330 GT was purchased and imported by the current owner from Gullwing Motor Cars Inc of New York, USA. UK duty was paid at time of entry (January 2018) and the Ferrari has had only one owner since arrival. Accompanying paperwork shows that the car resided in California during the 1970s and 1980s.In March 2020, major works were undertaken by Ferrari specialists Autoficcina in London, UK. Recent service items receiving attention included the brake fluid, carburettors, oil and filters, spark plugs, valve clearances, ignition timing and brake servo, while a replacement clutch master cylinder was supplied by Superformance. The history file contains a V5C document, current MoT and various servicing/maintenance receipts including some from GTO Engineering. The Ferrari has been kept covered in a professional long-term storage facility, covering only a limited mileage in the last three years (the current odometer reading is 14,600 miles). The car has been detailed and the battery maintained as required. Finished in maroon with red interior, '7951' represents a wonderful opportunity to own one of these most desirable Ferrari four-seaters in good, original cosmetic condition.For further information on this lot please visit Bonhams.com

c.1951 JBS-Norton 500cc Formula 3 Racing Single-SeaterChassis no. to be advised* Developed and designed by speedway ace Alf Bottoms* JBS's were driven by upcoming greats, John Coombs, Les Leston and Peter Collins* Part of the Forshaw Collection for over 40 yearsFootnotes:This potentially highly competitive little 500cc Formula 3 racing car has been preserved within the Forshaw Collection for well over over forty years. The JBS 500 was developed by father and son team, Charles and Alf Bottoms, from an earlier design known as the Cowlan which was built in Preston, Lancashire by R.L. Coward and G. Lang, with technical assistance from Noel Shorrock who was the brother of famous supercharger manufacturer, Chris Shorrock.The 1948 Cowlan was a very quick early 500cc racer and in April 1950 it was acquired by Wembley Speedway motor-cycle racing star Alf Bottoms, who re-designed its rear end, and renamed the little car the JBS.One of the main features of 500cc racing during 1950, its first season as the Internationally-recognised FIA Formula 3, was then the meteoric rise Alf Bottoms who developed both his JBS car and his driving technique so effectively that by the close of the season he seemed virtually unbeatable. The news that he was going into production with a customer version of his JBS car caused great excitement within the previously Cooper-dominated class.While the 1950 prototype JBS had used a box-section chassis frame, the Bottoms family replaced that structure for 1951 with a multi-tubular design. The engine mounts were welded into a fixed position, duralumin adaptor plates then enabling customers to fit any engine of their choice. The frame weighed only 45lbs. Suspension was by unequal-length wishbones with twin hydraulically-damped helical spring units providing the suspension medium each side at the rear, and a single strut for each front wheel. Steering was by rack-and-pinion. Standard power unit preferred initially by Alf Bottoms was the well-tried single-cylinder air-cooled JAP motor-cycle unit, driving via a Norton clutch and gearbox to the rear wheels. JBS cars were built in Bedfont Lane, Feltham, Middlesex, and customers beating a path to the Bottoms' door included 'Curly' Dryden, Frank Aiken and the immensely promising young Peter Collins. Original price was publicised as just £515 less engine and gearbox. The most important early race in the 1951 500cc F3 calendar was the Luxembourg GP on the Findel road circuit. Tragically, in practice for the race, 32-year-old Alf Bottoms appeared to have the throttle of his JBS jam open on the approach to a hairpin bend. He crashed into a parked vehicle, and was fatally injured. Next day, however, 'Curly' Dryden won Heat 1 of that Luxembourg GP in his JBS-Norton, while his rival Don Parker - in a JBS-JAP - won Heat 2.Peter Collins also chose a Norton engine for his JBS and he won the 500cc Ulster Trophy race in it on the daunting Dundrod road circuit just outside Belfast. Such other prominent names as Les Leston and John Coombs also campaigned JBS cars with JAP and Norton engines. However, with the passing of Alf Bottoms, there was little to keep the JBS venture going, and the marque faded from the scene.For further information on this lot please visit Bonhams.com

The Stan West Collection1929 Rolls-Royce 40/50hp Phantom II Weymann Sports SaloonCoachwork by H J MullinerRegistration no. GC 4690Chassis no. 61XJEngine no. TN75*Rare Weymann-bodied Phantom II*Original coachwork*Known ownership history*Fully restored by Alpine Eagle in 2003/2004*Part of the Stan West Collection since 2011Footnotes:Rolls-Royce's 'single model' policy had proved an outstanding success for the company, but immediately after the end of the Great War the recession in the motor trade prompted the introduction of a smaller, cheaper 20hp car to be built alongside the existing 40/50hp Silver Ghost. Henry Royce's new design incorporated a number of modern features such as overhead valve-gear for its six-cylinder engine, a centre-change gearbox and 'Hotchkiss drive' rear axle, and the advanced newcomer's arrival only served to emphasise the Silver Ghost's Edwardian origins. However, the 45/50hp model would soon benefit from developments pioneered on its smaller sibling.Introduced in 1925, the New Phantom (retrospectively known as the Phantom I) boasted an entirely new overhead-valve six-cylinder engine displacing 7,668cc and, like the contemporary 20hp model, adopted a disc-type clutch and adjustable radiator shutters. Its chassis though, remained essentially the same as that of the later four-wheel-braked Silver Ghost, and would continue fundamentally unchanged until the arrival of the Phantom II brought with it an entirely new frame. Reputedly the last model that Henry Royce designed himself, the Phantom II was announced in September 1929 with deliveries commencing immediately. Unlike its predecessor, which inherited its underpinnings from the preceding 40/50hp model, the Silver Ghost, the Phantom II employed an entirely new chassis laid out along the lines of that of the smaller 20hp Rolls-Royce. Built in two wheelbase lengths - 144' and 150' - this new low-slung frame, with its radiator set well back, enabled coachbuilders to body the car in the modern idiom, creating sleeker designs than the upright ones of the past. The engine too had come in for extensive revision. The PI's cylinder dimensions and basic layout - two blocks of three cylinders, with an aluminium cylinder head common to both blocks - were retained but the combustion chambers had been redesigned and the 'head was now of the cross-flow type, with inlet and exhaust manifolds on opposite sides. The magneto/coil dual ignition system remained the same as on the PI. The result of these engine changes was greatly enhanced performance, particularly of the Continental model, and the ability to accommodate weightier coachwork. Highly favoured by prominent coachbuilders, the Phantom II chassis provided the platform for some of the truly outstanding designs of its day and this example carries Weymann-type sports saloon coachwork by H J Mulliner. Chassis number '61XJ' was originally ordered on 15th October 1929 via Car Mart Ltd of Park Lane, London. The first owner was Captain Leslie George Wylde, a gentleman renowned for his taste in attractive and sporting motor cars. After Wylde had grown tired of his Phantom it passed through a handful or owners and was modified for each accordingly (see detailed MotorHistorica report on file). In 1947 '61XJ' was prepared for storage and remained off the road for some 30 years thereafter before being purchased by well known Rolls-Royce and Bentley broker, John Fletcher. It is believed that this careful storage is what kept the body in such remarkable condition, for '61XJ' still retains the original fabric as fitted at H J Mulliner's works. After re-commissioning, the Phantom was used for minor rallies and touring events and it also appeared in BBC television drama, The House of Eliott. In mid-2003 Alpine Eagle were commissioned to obtain '61XJ' for one of their regular customers, Captain Bill Borchert Larson. He affectionately named the car 'The Captain', a reference to its overwhelming presence and authority. After its condition had been assessed it was decided that the car would be treated to a 'last nut and bolt' restoration to exacting standards. At the conclusion of the 10-month restoration, which cost in excess of £250,000, '61XJ' was unveiled at the 2004 R-REC Annual Rally where it won 1st prize for Elegance and came 1st in class. After passing to new ownership in 2007, '61XJ' was entered in the following year's R-REC Annual Rally, four years after restoration, and came a highly creditable 2nd, losing only by a few points (deducted for not winding or setting the clock!) There is absolutely no question that '61XJ' has been given a world-class restoration and even now would not look out of place on the Pebble Beach lawns. The Phantom has formed part of the Stan West Collection since its purchase at Bonhams' Oxford sale in March 2011 (Lot 222) and since then has benefited from ongoing careful maintenance as evidenced by bills on file from Messrs P&A Wood and Priory Vintage Car Company (inspection recommended). Suitable for touring in the grand manner and any number of prestigious concours events, '61XJ' has always received a warm welcome wherever it goes and always has a throng of admirers. The car is offered for sale complete with a comprehensive original tool kit and an original nickel-plated mascot. Accompanying documentation includes an old-style logbook, the aforementioned MotorHistorica report, sundry bills and restoration records, and current a V5C. A wonderful opportunity to own a unique, lightweight, fabric-bodied original car with both charm and character.For further information on this lot please visit Bonhams.com

The Stan West Collectionc.1953 Bristol 403 Sports SaloonRegistration no. TKL 403Chassis no. 403/1542*One of only 281 produced*Extensively restored circa 2012-2014*Engine professionally rebuilt in 2013/2014*Part of the Stan West Collection since circa 2011Footnotes:'The latest Bristol combines to a greater extent than its predecessors, the qualities of a thoroughbred sports car with those of a luxurious touring car. I have the impression – supported by friends who own Bristols – that the standards insisted on by the makers will ensure thousands of miles of trouble-free – and therefore economical – motoring. In view of its excellent performance, stability, finish and refinement, the Bristol cannot be regarded as an expensive car.' – John Eason Gibson, Country Life, on the Bristol 403.With the introduction of the 401 - the first of its exquisitely styled aerodynes - Bristol began to move away from the pre-war design the company had inherited from BMW. Carrozzeria Touring provided the Superleggera method of body construction that overlaid alloy panels on a lightweight tubular-steel framework, while the low-drag shape was achieved after hours of experimentation in the Bristol Aeroplane Company's wind tunnel. The 401 continued to use its predecessor's running gear and BMW-based, 2.0-litre, six-cylinder engine with its ingeniously arranged, pushrod-operated, inclined valves, while the gearbox remained a manual four-speed unit with first-gear freewheel. With the introduction of the 403 in 1953, Bristol improved on what was already an exemplary Grand Tourer, the newcomer's apparently unchanged appearance disguising a number of important advances. The engine remained a 2.0-litre six of basically BMW design but the alloy cylinder head was new and helped liberate 100bhp, up from 85 horsepower. The increase in straight-line performance (top speed was now in excess of 100mph) was matched by improvements to the running gear in the form of a front anti-roll bar and finned light-alloy brake drums. Bristol had built a total of 281 403s by the time production ceased in 1955. This Bristol 403 appears to have been added to the Stan West Collection circa 2011. An extensive restoration was commenced the following year by Mitchell Motors of Chicklade, Wiltshire, which included an engine rebuild by Hurley Engines. Related bills are on file and the car also comes with numerous older invoices made out to one John Pritchard, presumably a previous owner, and a quantity of expired MoTs.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1937 Jaguar SS100 2½-Litre RoadsterRegistration no. AUK 634Chassis no. 18109*One of circa 191 2½-Litre models built*Scottish and Welsh rallies participant in 1938/1939*Matching numbers*Single owner from 1938 to 1994*Professionally restored by Davenport CarsFootnotes:Launched for 1936, the SS100 was the first real high-performance model produced by SS Cars Limited and used a new Weslake-developed overhead-valve engine in a shortened SS1 chassis. The introduction of the OHV unit was considered to justify the adoption of a new name for the series, SS Cars boss William Lyons later recalling 'I immediately pounced on Jaguar as it had an exciting sound to me.' ('Jaguar' would be adopted as the marque name in 1943, 'SS' having by then acquired a somewhat tarnished reputation).'SS' originally stood for the Swallow Sidecar & Coachbuilding Company, which had been founded in Blackpool, England by William Walmsley. The company branched out into motor manufacture in 1926, its first major success being an attractive sports saloon on the Austin Seven chassis, the design being the work of Walmsley's partner, one William Lyons. Relocation to Coventry followed and the Swallow range expanded to include models on Morris Cowley, Wolseley Hornet and Standard Sixteen chassis. Marque status arrived in October 1931 with the launch of the SS1, the chassis of which was supplied exclusively to Swallow by Standard, who also provided the six-cylinder sidevalve engine and four-speed gearbox. Although unspectacular in performance, the SS1 went some way towards establishing the pattern for future Jaguars, combining sporting good looks with a better-than-average specification and all at a bargain price. By the time the SS90 sports car arrived in 1935, William Heynes had joined as Chief Engineer. Based on a shortened SS1 chassis, re-engineered by Heynes, the SS90 again demonstrated Lyons' consummate skill as a stylist, its long bonnet, smoothly flowing wings, cut-away doors and truncated tail making it every inch the epitome of the 1930s sports car. Although good for 90mph, the SS90 was handicapped by the limitations of its sidevalve engine, a deficiency that would soon be rectified by another of Lyons' new recruits, gas-flow consultant Harry Weslake. Launched in 1936 alongside the 2½-Litre saloon, the SS100 Jaguar sports car marked the company's first use of the 'Jaguar' name. Beautifully styled in the manner of its SS90 predecessor, the newcomer employed a shorter, 102'-wheelbase chassis and a revised version of the 2,663cc Standard six which, equipped with Weslake's overhead-valve cylinder head and breathing through twin SU carburettors, now produced 104bhp. Although a fine touring car, the SS 100 was marketed as primarily for competition work. Its first major success came early, if somewhat unexpectedly, when Tommy Wisdom, crewed by his wife, won the arduous International Alpine Trial in 1936, beating Bugatti and bringing the fledgling marque to the attention of the Continental public. This would be the first of many successful rallying forays, including class wins in the RAC events of 1937 and 1938, and the Alpine (outright) again in 1948. A total of 191 2½-Litre and 118 of the later 3½-Litre cars had been made by the time SS 100 production was prematurely ended by the outbreak of war.This original 2½-litre SS100 is a matching numbers car that comes with a well documented history. Chassis number '18109' was first registered on 11th June 1937 and delivered new by Attwoods, an SS dealer based in Wolverhampton, to a Mr John Fellows. It was subsequently sold (on 6th October 1938) to John Montgomery, a Kentish hop farmer. Mr Montgomery was a rallying enthusiast who campaigned the SS in 1938/1939 in the Scottish and Welsh rallies (see photographs on file). He kept the SS for the rest of his life, initially using it on the roads, but by the 1960s the car was used only to drive around his hop farm. The car remained totally original apart from the addition of a pair of rear lights and replacement of the horn grilles. Eventually it was put away in a barn, remaining there until after his death, and was sold at auction in 1994 as a 'barn find'.The present owner purchased the SS in 1996 and instructed marque specialists, Davenport Cars, to carry out a complete restoration. 'AUK 634' is presented in its original factory colour scheme of black with red leather interior and has been fitted with a five-speed synchromesh gearbox (original gearbox supplied). The car is offered in excellent condition.The SS100 was one of the fastest and best-handling sports cars of its day, as its competition record both before and after the war bears witness to. Representing a rare opportunity to acquire an example of the model that can be said to have started the Jaguar legend, '18109' is eligible for a wide variety of the most prestigious historic motor sports events.For further information on this lot please visit Bonhams.com

Make & Model: Ford S-Max Titanium TDCIDate of Reg: AO11 ZTCColour: Silvercc: 1997MoT: 06-09-2022Fuel Type: DIESELMileage: 127kTransmission: AUTOSummary: Eleven service stamps including six Ford. Handwritten entry at 121,000 miles for gearbox service. Two keys (not tested)Sold with an after sales test driveVehicle Check Sheet: https://angliacarauctions.co.uk/umbraco/surface/auction/GetVehicleCheckSheet?id=149270

Honda Civic EX GT I-VTEC 1.8 (1799cc) in silver, mileage  87,510, manual, 6 speed gearbox, registration number JE08JCE, 9 Honda services in service book from 2012 - 2020, (No MOT - and will require a new battery) *** V5c to follow ****Condition ReportIs a V5. Only 1 key.One previous owner from new.Runs fine when started and starts with existing battery but new battery is recommended.Interior has no smell of animals or smoke. Ash tray appear unused.In person viewing is recommended as car will be sold as seen.

Bachmann Brassworks / Sancheng 'O' Gauge 7mm Fine Scale BR Standard Class 4 Locomotive. BR Black Livery 80093. This model features DCC Digital Sound - Olivia's Trains / LOK Sound XL Decoder - Fitted with a Sancheng Gearbox and Canon Motor - With original Box. 

Kit Built 'O' Gauge 7mm Fine Scale Aspinall 0-6-0ST No.242 L&YR Locomotive. This model was made using a Chowbent Kit, built by Trevor Hughes and painted by David Pennington. The model is fitted with a Trevor Hughes Gearbox and Portescap Motor. Finally the model is DCC Digital fitted with a Lenz Standard + 10231-01 Decoder. The model is presented in a custom built wooden carry case. 

Bachmann Brassworks / Sancheng 7mm 'O' Gauge Derby Lightweight 2x Car DMU. No interior fittings, some glazing loose. Fitted with sancheng gearbox, canon motor - DCC Digital Sound Fitted Olivia's Sound / LOK Sound XL. Painted by Ann Townley. 

Fourtrack Models 'O' Gauge 7mm Fine Scale 0-8-0 Coal Engine. Lancashire & Yorkshire Livery. ABC-VML1 Gearbox and Maxon 110147 Motor 48 to 1. Built by Mike Hall and Painted by Ann Townley. Fitted with Zimo MX634 + Stay Alive. 

Warren Shepherd 'O' Gauge 7mm Kit Built Barton Wright 0-6-2 Steam Tank Locomotive. ABC Gearbox - Weathered Finish

O Gauge 7mm Fine Scale Ex FR Baltic 4-6-4T LMS 11103 Steam Locomotive. ABC Gearbox with Pitman Motor 

O Gauge 7mm Fine Scale GT3 Locomotive - Built by ACE - Gladiator Kit - ABC Gearbox - DCC Digital Fitted Lenz Standard +

O Gauge 7mm Fine Scale 0-6-0 Ironclad Steam Tank Locomotive LYR Black Livery No.952. ABC-Mini Go Gearbox, Maxon Motor 30 to 1. Fourtrack Models Kit, Built by Mike Hall and Painted by Ann Townley. 

Scratch Built 'O' Gauge 7mm Finescale LNWR 0-8-0 Compound 2545 Locomotive - Built by Bill Davis, Painted by Ian Rathbone - Fitted with ABC Gearbox. Previously supplied by Ellis Clarke. 

Bachmann Brassworks / Sancheng Brass 'O' Gauge 7mm Finescale Royal Scot Locomotive. BR Green Livery. Factory built and painted model, fitted with Sancheng gearbox and canon motor - Analogue model - with Box

Bachmann Brassworks / Sancheng 'O' Gauge 7mm Class 4F Locomotive. Plain black undecorated. Sancheng gearbox with canon motor - with box, analogue model.

A 2003 BWW Z4 2.5i Roadster, registration number YL03 TKF. Finished in the classic German colour combination of silver with a black leather interior. A highly specified and desirable 2.5 litre example which features an electric black cloth soft top in good condition, a five speed gearbox, black leather interior with driver and passenger heated seats, sports mode, stereo radio single CD player, central locking, climate control, wind deflector and multi - spoke alloy wheels. Recent expenditure has included a front and rear brake refresh with new discs and pads, new tyres all round, new front coil springs, repairs to the electric hood mechanism and a full service all carried out within the last nine months. The accompanying file contains receipts, previous MOT’s , service booklet, V5C and the current MOT which expires on 29-12-21.

Motor racing memorabilia including signed items,Comprising: a SASOL Jordan Yamaha poster, double signed by the team drivers, Stefano Modena and Mauricio Gugehlmin, 1992, and a Koss racing poster, signed by Tommy Byrne and Peter Gethin-signed 1971 Italian Grand Prix report and Yardley B.R.M. press pack, his ink signature on the page preceding a profusely illustrated 10-page 1971 race report and circuit review within the Marlboro Grand Prix Guide, 1972 Edition Kreuzer, Zurich, soft cover 264 pages, the press pack for the launch of the P160 car, dated Wednesday 17 February 1971, the notes entitled: 21 Years On - B.R.M. In 1971, The B.R.M. Formula 1 Car, V12 Engines and Type 161 Gearbox, Yardley Team Drivers: Pedro Rodriguez, Jo Siffert, Howden Ganley, John Miles, Background to Yardley And Motor Sport, Yardley's Grand Prix Exploitation Plans For 1971, B.R.M. Theme For Yardley Motoring Safety Contest, with eight b&w photographs, three of the P160 Formula 1 car, one of each driver and one of 'The Yardley Hot Pants Girls', all held in a Yardley Team B.R.M. folder, with a Rubery Owen Director's business card; Jody Scheckter signed 1977 Christmas card, Wolf Formula 1 and McLaren memorabilia, the Christmas card bearing his ink signature and the personal dedication 'To Sailor, thank you for all your help this year', a 1977 Wolf Racing Team card signed 'pp Walter', a 3½ by 5in. colour photo of him in the 1977 Wolf F1 car, plus a photocopied three-page 1978 Autocar article mentioning 'Sailor', plus a Corgi Mettoy model of the Yardley McLaren M19A in which he made his 1972 end-of-season F1 debut, in its original box; and Stefan Bellof and Derek Bell signed 1984 Silverstone 1000 Kms programme, the two Porsche team driver signatures in ballpoint pen upon the race results page of the large format, 52-page official publication, including inserts of a twice-folded John Bartlett-Steve Kempton Lola T610 Goodmans Sound sponsor poster and similar sticker, plus some race admission tickets 1971 was a tragically turbulent year for Yardley Team B.R.M. Peter Gethin joined them following the death of Pedro Rodriguez that summer and then won his second race for them, the Italian GP, by the closest ever F1 winning margin of 0.010 seconds, a race that with his winning speed of 150.755mph is still the second fastest F1 race ever run. Jo Siffert was later killed in the last race of the season at Brands Hatch. Signed at the Peter Gethin Performance Driving School at Goodwood during the 1990s. Canadian businessman Walter Wolf purchased Frank Williams' F1 team at the end of 1976 and with his financial support the team was able to sign Jody Scheckter from Tyrrell as its driver. Surprisingly they won the first Grand Prix of 1977 and two further victories ensured second place in the World Drivers Championship. Jody Scheckter eventually became World Champion with Ferrari in 1979. Although Bellof and Bell won this event the previous year, they only finished 10th in 1984, yet Bellof still went on to become World Endurance Champion. That year the German also moved into Formula 1, but his career was then cut tragically short when he died in a huge accident during the 1985 Spa 1000 Kms.

A Westside Model Company, by Samhongsa Co. Ltd. Korea, HO gauge US outline locomotive (2801.3). An impressive and very well detailed brass model for 2-rail running of a Duluth, Missabe & Iron Range M4 2-8-8-2 locomotive with 7-axle tender in unpainted brass together with a bogie caboose. Boxed, minor wear. Locomotive AF-VGC, generally minor wear only to parts. However there have been alterations made to the loco, including the gearbox. The motor is unattached and other small parts appear to be missing to loco and tender. £80-120

1980 Ferrari 308 GTSI, Nero Black, LHD California Import - Rare Nero Black bodywork with beige leather interior - Serviced, cam belt & fuel pump replacement ahead of sale from Ferrari Specialist (August 2021) - Comes with original tool kit - LHD, California import- 38,000 miles from new with extensive service historyCreated by Ferrari to replace the 246 Dino, the 308 was designed by the talented Daytona creator Leonardo Fioravanti and used a similar tubular frame chassis as its predecessor with a Bosch K-Jetronic fuel injection system, Marelli Digiplex electronic ignition, modified gearbox and double wishbone independent suspension. The driving experience is further intensified as the 2.9L V8 is located transversely behind the front seats exposing the driver to the infamous Ferrari V8 roar. Early versions were constructed from fiberglass with those after June 1977 being made from steel. This thoroughbred Italian classic is well respected amongst enthusiasts due to its iconic looks and sumptuous sound. This particular vehicle presents in scarce Nero Black bodywork which is in beautiful condition with all correct fittings. The completely original interior again is in fantastic condition - factory upholstered with beige leather seats and biscuit coloured carpet as well as the removable Targa roof that closes perfectly (which also can be stored in a protective cover behind the seats). Furthermore, the car is complemented by the original Ferrari handbook wallet which carries an impressive maintenance history record for the car which has done just over 38,000 miles on the clock. This Ferrari drives exactly as you would expect and ahead of sale has had a complete going over by a specialist along with a full service, cambelt and fuel pump replacement. The vehicle has benefitted cosmetically from its life in California as it was imported from San Francisco in 2014 and has always been kept in a dry garage since. Despite being registered as a historic vehicle with DVLA and therefore not requiring an MOT or road tax, the current owner has submitted the car for an MOT with no advisories to further evidence the cars condition. First registered 1980 with matching numbers, 38,000 miles from new and an extensive service history folder it presents a superb, rare-specd and original example. Lastly, the vehicle boasts of its own original Ferrari tool kit and jack housed in their own individual pouches. Registration KAO 564V, Chassis ZFFAA02A2A0032619- Our buyers premium on all cars, motorbikes and scooters is 10% + VAT. - We encourage any interested parties to inspect the vehicle on our 4th September viewing day (10am-2pm) and prior to sale on Sunday 5th (from 10am-12 noon) to satisfy themselves on the car's condition, please check our buying terms and conditions for cars available online or via email. - Transportation options may be available, please contact us for a quote. Condition Report: Paint seems in great order; plastic parts look like they could do with some TLC. Starts every time whilst being under our care and idles nicely with a lovely exhaust note to accompany it. Well-presented example that seems mechanically sound and comes with tools kits. See description for history.

1967 Ford Transit, Jennings Coachbuilders Roadranger Original Motorhome. Jennings Coachbulders of Sandbach, spawned from the 1930s, building touring caravans and later overtook their peers to become recognised as the best in that field. Motorhome production ceased during the war years, restarting in the sixties and Jennings launched the Roadranger in 1965 using a Ford Transit chassis and cab supplied directly to the Jennings Factory. More smaller less expensive Rootes Commer variants were sold than this very rare Ford Roadranger which was the top end of the motor caravan market. This particular example: - 3 owners form new. - New Mot. Mileage 67000mls when the third owner had fitted a replacement USED Nissan 2.7 diesel engine replacement and an automatic gearbox in order to improve the driving experience and it has subsequently covered a further 13000 mls. Please note that the mileage on the used Nissan engine when fitted cannot be verified. The total mileage is thus 67000mls (Ford) plus 13000 mls on the used Nissan engine. As a result of this the vehicle is now fitted with two speedometers. In order to preserve the original dash board (and instructed by DVLA the original speedo was zeroed ). A brand new speedo was fitted as a pod above the dashboard which reads just under 13,000 miles today. The new speedo was necessary to accommodate the replacement gearbox ratios. A gearbox temperature gauge is also fitted as a pod above the dash. The general condition of the Motor-home is good roadworthy and useable and has made several trips to France. Ultimately there are some minor rust bubbles on the steel Ford cab body, which can be easily rectified. The remaining bodywork is aluminium coachbuilt by Jennings. The main need for renovation is the interior whereby particular areas such as the top dash vinyl covering as well as the vinyl door panels and rubber seals are perished. While needing some TLC, the van is extremely original with all the coach-built period Jennings fittings such as fridge, cooker, lighting, panelling and furniture still intact - a real blessing to have such insight into the time. The vehicle is also very practical with front seats which easily convert to a bed and the large rear sofa seats make a capacious double bed. This is a true sixties time-warp and would suit anyone interested in an eye turning motorcaravan of the era. Whilst it does need some TLC, due to its low registered mileage it makes for a rather special rare, original collectible. Registration number UTU 792E. Vehicle modified with disc brakes and a brake servo. The front suspension has also been upgraded.- Our buyers premium on all cars, motorbikes and scooters is 10% + VAT. - We encourage any interested parties to inspect the vehicle on our 4th September viewing day (10am-2pm) and prior to sale on Sunday 5th (from 10am-12 noon) to satisfy themselves on the car's condition, please check our buying terms and conditions for cars available online or via email. - Transportation options may be available, please contact us for a quote. Condition Report: Vehicle modified with disc brakes and a brake servo. The front suspension has also been upgraded. Painting work and interior in fair condition, would benefit from further work. See images of inside and out. Engine has started every time under our care & idles smoothly. Could do with some atheistic investment but has original Jennings fittings. See description for full history and mileage information of vehicle and engine.

1968 Daimler V8-250 - Bare metal restored mid 1990s - Full specialist interior renovation - Specialist engine rebuild -350 miles since - Significant further refinements - Full owner history When Jaguar acquired Daimler, they had a new 2.5-litre, V8 engine that Edward Turner had designed and fitted to the enigmatic Daimler Dart. This unit fitted neatly into Jaguars Mk. II bodyshell and had the added bonus of being quicker than the entry level 2.4 litre XK model without out-shining the larger power plants. The engine used domed motorcycle components, was lightweight and delivered an irresistible engine note. Fuel economy was, in comparison, very respectable, meaning that the Daimler could not only see off the majority of its competition in a drag-race but it would also return better mpg's whilst doing so. The combination was launched as the Daimler V8-250 in 1962 and continued for 7 years as either a four-speed manual with overdrive or a more desirable three-speed automatic gearbox. It was the first Daimler built on a Jaguar platform. Entered privately by the local owner... This example is documented as sold new by H.R. Owen, London in October 1968 to Pyrene of Grosvenor Gardens SW1. Specification included automatic transmission plus full webasto sunroof and radio. The history file chronologically lists previous keepers and is accompanied with copies of the registration changes across nearly 50 years. The car was subject to a comprehensive restoration for which some photos can be found in the file, which involved stripping the car to a bare-metal shell. Despite the passage of 25 years since, the paintwork still shows a wonderful lustre and the beige leather upholstery remains supple and virtually unmarked. The tailored carpets still look magnificent as does the headlining, wood dashboard and instrument panel - inside this car feels like a very special place to be. The history files shows a dedicated commitment to improving the car and bringing it towards a first class standard. Despite infrequent use in the past fifteen years the car benefited from new copper brake lines, pads and calipers. New power-steering pump, 'Lumination' electronic ignition, stainless steel exhaust system, new tyres, battery and many other items too plentiful to list here. Most significantly in recent times the engine was rebuilt by Kent specialists XJ Restorations for which there is a detailed schedule of work undertaken and total billing for £3,605.00. The car has done little more than 350 miles since. The detailed files show it has also been tuned and had a major service since, where plugs, leads and lubricants were changed for new. Unsurprisingly the V8 engine purrs magnificently, living up to the high expectations that the seductive chrome, paintwork and upholstery promises. Pampered service work and dehumidified storage should make this car a very attractive proposition for discerning collectors. - Our buyers premium on all cars, motorbikes and scooters is 10% + VAT. - We encourage any interested parties to inspect the vehicle on our 4th September viewing day (10am-2pm) and prior to sale on Sunday 5th (from 10am-12 noon) to satisfy themselves on the car's condition, please check our buying terms and conditions for cars available online or via email. - Transportation options may be available, please contact us for a quote. Condition Report: Overall very good condition, see images. For specific queries please view and / or email.

1970 Bond Equipe GT ConvertibleRegistration no. XTB 172HChassis no. n/aOdometer reading: TBCMOT: Exempt*Barn find Equipe Convertible*Sold for restoration*Single ownership since 1972*Solid bodyFootnotes:Based on the Triumph Herald, the Bond Equipe was a 2+2 sports car that was designed to be competitively priced against much more expensive rivals. First introduced in 1963 and styled by Lawrie Bond, the Equipe utilised the chassis, windscreen, scuttle assembly and the doors from the Herald, but otherwise the fibreglass body was entirely new. Offered as both a fastback GT and a convertible, the design of the Equipe was a surprisingly successful blend of subtle Herald styling cues but with a much sleeker body. Bought by the late vendor's husband in 1972, this 1970 convertible example has been dry stored in a barn since 1979. Today the car has not been used for some time and is now being sold for restoration. The fibreglass body has held up remarkably well over the years and is solid, however the chrome has some larger patches of rust. The interior however is in a surprisingly presentable condition. The car is overall complete and comes with some history including its V5 log book. A rare car with good potential.Vendor Score Total: 20/100Bidders should note that the automated 100-point Seller's Assessment is provided by each Seller at the point of consignment using the guidelines below, and is not provided, assessed or verified by Bonhams MPH. Accordingly Customers (Bidders) are on notice that each vehicle is offered 'as is / as seen' subject to the Conditions of Sale for the auction, and Customers (Bidders) are strongly recommended to view the Lot(s) being offered, before bidding, in order to satisfy themselves as to their condition; Bonhams MPH will not entertain disputes over Sellers' Assessments.Key for sellers' assessments:1/5 POOR. A project vehicle | Requires urgent attention | Damaged | Parts missing2/5 AVERAGE. Useable condition | Requires some attention | Light damage3/5 GOOD. Drive away | Presents well | Good history file | Drives well4/5 VERY GOOD. Well restored | Running and driving with no noticeable faults | Sound throughout5/5 EXCELLENT. Concours condition | Beautifully presented | Driving very wellEXTERIOR TOTAL: 5/25Body Work: 1Paint:1Glass:1Chrome/Plastics/Trim:1Wheels/Tyres:1RUNNING GEAR TOTAL: 4/20Gearbox/Clutch:1Axles:1Suspension:1Brakes:1INTERIOR TOTAL:4/20Seats:1Dashboard/Door cards/Carpets:1Headlining:1Trim:1ELECTRICAL TOTAL: 2/10Main components:1Ancillary components:1ENGINE TOTAL: 4/20Starting:1Running:1Under Bonnet:1Mechanical components:1Car History File: 1Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

Property of a deceased's estatec.1934 Daimler V26 Saloon/Limousine ProjectCoachwork by Barker & CoRegistration no. OGL 358Chassis no. 41299Odometer reading: N/AMOT: Exempt*Pomeroy-designed 3,746cc straight eight engine*Engine original to chassis*Offered for restorationFootnotes:By the mid-1930s, Daimler's eight-cylinder engines were the work of designer Laurence Pomeroy, previously with Vauxhall, for whom he had designed the Prince Henry of 1912, arguably the world's first sports car. The first of Pomeroy's overhead-valve straight eights was the 3,746cc 'V26' of 1934, which boasted a nine-main-bearing crankshaft, detachable cylinder head, and twin Stromberg carburettors, and was mounted in a chassis of 11' 10' wheelbase. This car's original engine is still in the chassis. Dating from 1987, when the car was purchased from one Charles Canavan, correspondence on file indicates that the cylinder head was welded, pressure tested and the mating face reground at that time. The engine and all its ancillaries are complete, although the top half is awaiting re-assembly. The engine turns on the crank handle. The coachwork is aluminium and the doors have not dropped on this low-mileage vehicle. Retaining all its original instruments in the dashboard, the original interior needs restoration. The windscreen is of the opening type and in good order, but the roof needs replacement. The car is finished in yellow and black, while along the sides at door-top level is an original attractive plated metal 'flash'. The Daimler radiator surround is in good order. At the rear is an original luggage rack and trademark slatted fuel tank cover. There is also a side mounted spare wheel and the vehicle is 'rolling'.Vendor Score Total: 34/100Bidders should note that the automated 100-point Seller's Assessment is provided by each Seller at the point of consignment using the guidelines below, and is not provided, assessed or verified by Bonhams MPH. Accordingly Customers (Bidders) are on notice that each vehicle is offered 'as is / as seen' subject to the Conditions of Sale for the auction, and Customers (Bidders) are strongly recommended to view the Lot(s) being offered, before bidding, in order to satisfy themselves as to their condition; Bonhams MPH will not entertain disputes over Sellers' Assessments.Key for sellers' assessments:1/5 POOR. A project vehicle | Requires urgent attention | Damaged | Parts missing2/5 AVERAGE. Useable condition | Requires some attention | Light damage3/5 GOOD. Drive away | Presents well | Good history file | Drives well4/5 VERY GOOD. Well restored | Running and driving with no noticeable faults | Sound throughout5/5 EXCELLENT. Concours condition | Beautifully presented | Driving very wellEXTERIOR TOTAL: 7/25Body Work: 1Paint:1Glass:1Chrome/Plastics/Trim:2Wheels/Tyres:2RUNNING GEAR TOTAL: 10/20Gearbox/Clutch:3Axles:3Suspension:2Brakes:2INTERIOR TOTAL:4/20Seats:1Dashboard/Door cards/Carpets:1Headlining:1Trim:1ELECTRICAL TOTAL: 4/10Main components:2Ancillary components:2ENGINE TOTAL: 8/20Starting:1Running:1Under Bonnet:3Mechanical components:3Car History File: 1Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

1910 Overland Model 46 RoadsterRegistration no. BF 7057Chassis no. 46366Odometer reading: TBCMOT: Exempt*199 cubic inch four-cylinder engine*Right-hand drive*Electric starterTo view a video of this lot please click hereFootnotes:Rescued from bankruptcy in 1907 by John North Willys, Overland was re-established in a new factory by the summer of 1908. Building four-cylinder models only from 1910, the revitalised firm went from strength to strength; by the start of WWI only Ford could claim a higher output. Sliding-gear transmissions had replaced the previous epicyclic type in 1909, co-incidentally the same year that Ford introduced the Model T that would use the latter form of transmission for the next 17 years! The Overland Model 46 was newly introduced for the 1911 model year, when Overland were among the largest producers of cars in America.This Model 46 two-seat roadster has right-hand drive, as did all Overlands before 1915. Little is known of the car's history, though the vendor has been told it was imported into Norway from the USA in 1969 and then to Sweden by the family he purchased it from. The vendor advises us that the Overland has a very nice patina (though not concours) and is an excellent, all original car that starts on the button and drives really well. It benefits from an electric starter, the installation of which has not affected any other components. Other notable features include a foot-operated warning bell and a foot-operated 'town/country' flap-valve in the exhaust system. Accompanying paperwork consists of a V5C document and copies of the Norwegian registration documents and FIVA Identity Card.Vendor Score Total: 56/100Bidders should note that the automated 100-point Seller's Assessment is provided by each Seller at the point of consignment using the guidelines below, and is not provided, assessed or verified by Bonhams MPH. Accordingly Customers (Bidders) are on notice that each vehicle is offered 'as is / as seen' subject to the Conditions of Sale for the auction, and Customers (Bidders) are strongly recommended to view the Lot(s) being offered, before bidding, in order to satisfy themselves as to their condition; Bonhams MPH will not entertain disputes over Sellers' Assessments.Key for sellers' assessments:1/5 POOR. A project vehicle | Requires urgent attention | Damaged | Parts missing2/5 AVERAGE. Useable condition | Requires some attention | Light damage3/5 GOOD. Drive away | Presents well | Good history file | Drives well4/5 VERY GOOD. Well restored | Running and driving with no noticeable faults | Sound throughout5/5 EXCELLENT. Concours condition | Beautifully presented | Driving very wellEXTERIOR TOTAL: 14/25Body Work: 3Paint:2Glass:4Chrome/Plastics/Trim:3Wheels/Tyres:2RUNNING GEAR TOTAL: 12/20Gearbox/Clutch:3Axles:3Suspension:3Brakes:3INTERIOR TOTAL:10/20Seats:2Dashboard/Door cards/Carpets:2Headlining:3Trim:3ELECTRICAL TOTAL: 6/10Main components:3Ancillary components:3ENGINE TOTAL: 12/20Starting:3Running:3Under Bonnet:3Mechanical components:3Car History File: 2For further information on this lot please visit Bonhams.com

1948 Fiat 1100 BLRRegistration no. MXS 190Chassis no. 603694Odometer reading: N/AMOT: Exempt*New tyres and brake overhaul in 2021*Mechanically recommissioned by vendor since purchaseFootnotes:Over its seven-year production run, the Fiat 1100 was offered in multiple body styles including a four-door saloon, a two-door cabriolet, a two-door Berlinetta, and much more. Multiple commercial models were also produced including a two-door van and a lorry-based variant. This charming example of the 1100 BLR Van is finished in a two-tone grey, with a complementary brown leather interior. Recent work includes a brake overhaul, new tyres, a new starter motor and a new radiator being fitted in 2021. Offered with UK V5C , this unusual van would be a wonderful addition to any collection.Vendor Score Total: 69/100Bidders should note that the automated 100-point Seller's Assessment is provided by each Seller at the point of consignment using the guidelines below, and is not provided, assessed or verified by Bonhams MPH. Accordingly Customers (Bidders) are on notice that each vehicle is offered 'as is / as seen' subject to the Conditions of Sale for the auction, and Customers (Bidders) are strongly recommended to view the Lot(s) being offered, before bidding, in order to satisfy themselves as to their condition; Bonhams MPH will not entertain disputes over Sellers' Assessments.Key for sellers' assessments:1/5 POOR. A project vehicle | Requires urgent attention | Damaged | Parts missing2/5 AVERAGE. Useable condition | Requires some attention | Light damage3/5 GOOD. Drive away | Presents well | Good history file | Drives well4/5 VERY GOOD. Well restored | Running and driving with no noticeable faults | Sound throughout5/5 EXCELLENT. Concours condition | Beautifully presented | Driving very wellEXTERIOR TOTAL: 20/25Body Work: 4Paint:4Glass:4Chrome/Plastics/Trim:3Wheels/Tyres:5RUNNING GEAR TOTAL: 14/20Gearbox/Clutch:3Axles:3Suspension:3Brakes:5INTERIOR TOTAL:16/20Seats:4Dashboard/Door cards/Carpets:4Headlining:4Trim:4ELECTRICAL TOTAL: 5/10Main components:3Ancillary components:2ENGINE TOTAL: 12/20Starting:3Running:3Under Bonnet:3Mechanical components:3Car History File: 2For further information on this lot please visit Bonhams.com

1964 Jaguar Mark 2 3.4-Litre Sports SaloonRegistration no. KDK 696Chassis no. 165944Odometer reading: 76,400MOT: Exempt*An older restoration*Recent professional engine rebuild*Numerous sensible upgradesTo view a video of this lot please click hereFootnotes:Its accompanying Jaguar Heritage Trust certificate shows that this overdrive-equipped Mark 2 was originally finished in Silver Blue with dark blue leather interior. The car was supplied new via Somerset Motors and first owned by a Mrs H Gibson. Between 2003 and 2015 the Jaguar was treated to a full restoration, during which the exterior colour was changed to the current British Racing Green and the interior re-trimmed in cream hide with matching carpets (see photographs on file). Other noteworthy features include power assisted steering; Coombs spats; wire wheels (including spare); louvred bonnet; S-Type front brakes; up-rated suspension; ribbed cam covers; and Magna-Spark electronic ignition. The current vendor acquired the Mark 2 at a UK auction in 2016, since when the engine has been professionally rebuilt. Carried out by the late Colin Groome of Newton Abbot, Devon, the rebuild included a re-bore; new pistons; and conversion to accept unleaded fuel, while the clutch was replaced at the same time. Other recent works include installing rear seat belts; replacing several brake lines; and fitting a set of new tyres in 2020 (fewer than 1,000 miles ago). Sensibly up-rated to cope with today's demanding traffic conditions, this well cared for Jaguar Mark 2 comes with a comprehensive history file dating back to 2001 and evidencing regular maintenance.Vendor Score Total: 94/100Bidders should note that the automated 100-point Seller's Assessment is provided by each Seller at the point of consignment using the guidelines below, and is not provided, assessed or verified by Bonhams MPH. Accordingly Customers (Bidders) are on notice that each vehicle is offered 'as is / as seen' subject to the Conditions of Sale for the auction, and Customers (Bidders) are strongly recommended to view the Lot(s) being offered, before bidding, in order to satisfy themselves as to their condition; Bonhams MPH will not entertain disputes over Sellers' Assessments.Key for sellers' assessments:1/5 POOR. A project vehicle | Requires urgent attention | Damaged | Parts missing2/5 AVERAGE. Useable condition | Requires some attention | Light damage3/5 GOOD. Drive away | Presents well | Good history file | Drives well4/5 VERY GOOD. Well restored | Running and driving with no noticeable faults | Sound throughout5/5 EXCELLENT. Concours condition | Beautifully presented | Driving very wellEXTERIOR TOTAL: 24/25Body Work: 5Paint:5Glass:5Chrome/Plastics/Trim:4Wheels/Tyres:5RUNNING GEAR TOTAL: 20/20Gearbox/Clutch:5Axles:5Suspension:5Brakes:5INTERIOR TOTAL:20/20Seats:5Dashboard/Door cards/Carpets:5Headlining:5Trim:5ELECTRICAL TOTAL: 9/10Main components:5Ancillary components:4ENGINE TOTAL: 17/20Starting:5Running:4Under Bonnet:4Mechanical components:4Car History File: 4For further information on this lot please visit Bonhams.com