We found 68809 price guide item(s) matching your search

P. BERETTA A 12-BORE (3IN.) 'S 687 EELL DIAMOND PIGEON' SINGLE-TRIGGER SIDEPLATED OVER AND UNDER EJECTOR, serial no. U46369B, dated 2005, 29 3/4in. nitro barrels with ventilated mid-rib and 8mm ventilated matt top-rib, 3in. chambers, multichokes (with spares), hold-open toplever, manual safety with integral barrel selector switch, gold-washed adjustable trigger, acanthus scroll engraving, the decorative sideplates with game scenes, triggerplate signed 'Bottega C. Giovanelli', brushed finish, 14 1/2in. pistolgrip stock (possible replacement) including 5/8in. rubber recoil pad, weight 7lb. 15oz., in its makers universal case. S2 - Sold as a Section 2 Firearm under the 1968 Firearms Act

BROWNING ARMS COMPANY A 12-BORE 'B2G' SINGLE-TRIGGER OVER AND UNDER EJECTOR, serial no. 325PN01241, for 1989, 30in. nitro barrels with 12mm ventilated matt top-rib with intermediate bead sight, 2 3/4in. chambers, bored approx. imp. cyl. and 1/4 choke, hold-open toplever, manual safety with integral barrel selector switch, bold acanthus scroll engraving surrounding game scenes of pheasant and duck, the left side signed 'J.P. BAILLY', bright finish, 14 1/4in. figured pistolgrip stock, weight 7lb. 5oz., in a universal case. S2 - Sold as a Section 2 Firearm under the 1968 Firearms Act

S.A.B. RENATO GAMBA A 12-BORE 'DAYTONA' SINGLE-TRIGGER DETACHABLE TRIGGERPLATE-ACTION EJECTOR, serial no. 25816, for 1999, 28in. nitro barrels with 10mm ventilated matt top-rib, ventilated mid-rib, 2 3/4in. chambers, with 1/4 and 1/2 choke inserts, hold-open toplever, manual safety, trigger mounted barrel selector switch, bright finish overall, 14 5/8in. pistolgrip stock with adjustable comb and including 3/4in. ventilated rubber recoil pad, weight 8lb. 4oz., in its alloy flight case. S2 - Sold as a Section 2 Firearm under the 1968 Firearms Act

AYA - A 12-BORE 'MD-6' SINGLE-TRIGGER OVER AND UNDER EJECTOR, serial no. 299, for 1999, full Spanish code 16-03-299-99, 30in. nitro barrels with 10mm ventilated matt top-rib and ventilated mid-rib, 2 3/4in. chambers, bored approx. 1/2 choke in both, hold-open toplever, manual safety with integral barrel selector switch, bouquet and acanthus scroll engraving, bright and blued finish overall, 16 1/8in. figured semi-pistolgrip stock including 1/2in. rubber recoil pad, weight 8lb. 5oz., in a universal case. S2 - Sold as a Section 2 Firearm under the 1968 Firearms Act

W.W. GREENER A 12-BORE 'FH35' FACILE PRINCEPS FORE-END EJECTOR, serial no. 67448, for 1924, 30in. nitro Greener trade mark barrels with acanthus scroll detailing at the breech ends, the rib engraved 'W.W. GREENER. MAKER. 29 PALL MALL. LONDON. S.W. WORKS ST. MARY'S SQUARE. BIRMINGHAM.', 2 1/2in. chambers, bored approx. imp. cyl. and full choke, shouldered treble-grip action, manual side safety with gold-inlaid 'SAFE' detail, bold acanthus scroll engraving, retaining traces of original colour-hardening and renewed finish, 14 3/8in. stock including buttplate, fore-end with Deeley & Edge patent release catch and horn finial, weight 6lb. 11oz., in leather bound and leather lined oak case, with its original 'Certificate of Shooting'. S2 - Sold as a Section 2 Firearm under the 1968 Firearms Act

BSA, BIRMINGHAM A SCARCE .25 UNDER-LEVER AIR-RIFLE, MODEL 'SUPERSTAR 25', serial no. APH1983, circa 2008, with 22 1/2in. barrel including sound moderator (sights absent), rotating breech, blued air-chamber with 'Maxi-Grip' telescopic sight rail and manual safety catch, beech half-stock, with chequered pistol-grip, ventilated rubber recoil pad and full-length blued under-lever, appearing very little used and in collectors external condition, 47 1/4in. overall, weight approx. 7 3/4lbs.

RWS, GERMANY A RARE BOXED .177 PRE-CHARGED PNEUMATIC SINGLE-SHOT AIR-RIFLE, MODEL 'CA100', serial no. 0075, circa 2008 and being a collaboration between Air-Arms of the U.K. and RWS of Germany, with unsighted, shrouded blued 25 1/4in. barrel, manual breech, matt-black alloy receiver marked 'RWS CA100 COMPRESSED AIR SYSTEM', blued under-barrel air-reservoir with front-mounted pressure gauge, laminated anatomical right hand adjustable three-quarter stock, in its makers card carton appearing little used (untested), together with filling adaptor, tools and a selection of muzzle-weights.

BSA, BIRMINGHAM A SCARCE .22 UNDER-LEVER REPEATING AIR-RIFLE SIGNED BSA, MODEL 'GOLDSTAR', serial no. GS03278, with blued 24 3/4in. barrel including detachable Air-Arms 'Q-TEK' sound moderator, ramp fore-sight with tunnel protector, elevating and windage adjustable rear-sight, original 10-shot rotary magazine, blued air-chamber with applied 'Maxi-Grip' rail, manual safe to rear right of air-chamber, beech half-stock with chequered pistol-grip, ventilated rubber recoil pad, blued under-barrel under-lever, fitted with swivels for sling, collectors condition.

HOLLAND & HOLLAND A .295 'THE ROSS' 1882 PATENT LEVER-COCKING SINGLE-BARRELLED HAMMERLESS EJECTOR ROOK RIFLE, serial no. 19537, circa 1895, full serial number on fore-end wood only, 26in. black powder octagonal barrel with matt top-flat, open sights with folding leaf sight, white metal inlaid sight lines and marked '50' and '100', engraved 'HOLLAND & HOLLAND. 98, NEW BOND ST. LONDON.', 'PATENT No. 1294.' and with the calibre designation re-engraved, H.W. Holland patent lever-cocking action, patent no. 1294 of 17th March 1882, carved teardrop fences, removable striker disc, manual side lever safety with gold-inlaid 'SAFE' detail, non-selective ejector mechanism, border and acanthus scroll engraving, traces of renewed colour-hardening and finish, possible repair to left side of action bar, 14 3/4in. figured pistolgrip stock with steel pistolgrip-cap and buttplate, repair at head, Hackett snap fore-end (with repairs) with horn finial, weight 5lb. 4oz.. Sold as an exempt item under Section 58 (2) of the 1968 Firearms Act, to be held as a curiosity or ornament

W. W. GREENER A SCARCE CASED MARTINI-ACTION 'GREENER'S LINE THROWING GUN', serial no. 6, dated to 1956, take-down example, proofed for .38 Special Blank, 14.5GRs No.5 Cordite, 16 oz. PROJECTILE, manual safety lever, action engraved 'W. W. GREENER. MAKER. BIRMINGHAM. ENGLAND.' and 'GREENER'S LINE THROWING GUN.', in its wood case with two projectiles (one damaged), empty 'Greenerene' Hydrocarbon oil tin and two boxes of Greener 'Special Cartridges for Greener Light Harpoon Gun' blank cartridges.

Four Vintage Swiss Gents wrist watches The Romer Superking and Zentena manual wind both seen working. (4)

A Cartier traveling alarm clock on an Easel gilt metal stand oval dial manual wind seen working and in original box. Serial number 7509 11520

Vintage pilots wristwatch having military arrow markings to face and back of watch,Manual winding and in full working order.

A Lotus Elan Plus 2 workshop manual.

Three wristwatches. Includes Ingersoll and Remio Ronelli manual examples, and a ladies Rotary quartz watch.

A Performance Power SS16-4 Scroll Saw with Original Instruction Manual.

A gents vintage 9ct gold Zenith manual watch head. Not running.

A gents 9ct gold Helvetia manual wristwatch. Presented to W Knight by Longford Midland Concrete.

A CREAM UPHOSTERED THREE PIECE LOUNGE SUITE, comprising a two seat settee, armchair and a manual reclining armchair (3)

A CLASSIC RETRO HI FI WITH BUILT IN SPEAKERS, remote, manual and USB stick (CD not reading) along with an Advent speaker system containing two flat panel speakers and sub (both PAT pass and working unless stated) (2)

TRANSPORT EPHEMERA, a collection of Transport related Ephemera to include Car and Motorcycle handbooks, a BSA Instruction Manual, Army Equipment Support publications, Ministry of Transport Handbooks, Maps and Guides, Bus, Tram and Railway brochures, Magazines and a metal AA vehicle badge

A lady's 14k yellow metal cased Chalet manual wind wrist watch, on a gold plated strap and a gentleman's steel and gilt Longines quartz wrist watch.

A gentleman's stylish 1920's 18ct gold Rolex manual wind curved case wrist watch, with silvered sunburst Arabic dial, case diameter 25mm, on a damaged associated fabric strap, gross weight 24 grams.

A gentleman's early 1950's gold plated Omega manual wind wrist watch, movement c.283, on associated strap.

LADY'S HELVETIA NINE CARAT GOLD MANUAL WIND WRIST WATCH, the square cream dial with applied Arabic hour markers, outer seconds track in black, 14mm case, on an unmarked bracelet with rolled gold clasp, 13.5g

GENTLEMAN'S FAVRE LEUBA MANUAL WIND STAINLESS STEEL WRIST WATCH, the round silver coloured dial with applied baton and dot hour markers, 34mm case, on a black strap, lacking box and papers

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

An Aston Martin DB4 & DB4 GT Workshop Manual,stud-bound in dark green Rexine hard covers with gilt tooling, some scuffs and light wear to covers, some light workshop staining to some interior pages, 4to. This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.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

1937/1951 Riley 'Treen' 2.0-Litre Racing SpecialRegistration no. 300 RPJChassis no. SYCC4514337*One of a limited series of Riley-based Treen Specials*Formerly raced by Barry Gillies and his son Mark*Regular VSCC competitor*Engine rebuilt in 2020Footnotes:John Treen made a number of Brooklands-type Riley specials after the war, and this car has a tubular chassis that aped Riley's Brooklands model, being under-slung at the rear and with the step-down around the engine. This car was acquired by a Canadian called Frank Allwood at some point, at which juncture it had a two-seater sports body with a Manx tail and spare wheel on the back, together with road equipment. It was a Nine at that time. Barry Gillies raced the car in this form a few times in the late 1970s and eventually bought it from Frank, who was returning to Canada. When he set up Barrie Gillies Limited in 1980 or thereabouts, he came up with the bright idea of turning it into an out-and-out racer, fitted with a six-cylinder engine, and got permission from the VSCC to do so. The VSCC had previously 'grand-fathered' the tubular-chassis Treens as pre-war. The body is essentially the same style that it came with, except remade and with the long tail it has now.Barry's son Mark raced the car on and off from 1984 to 2005. It ended up with a full 2.0-litre works-style engine running on a Dixon-type slide-throttle six-SU set-up; a works-style racing manual 'box; limited-slip differential; stronger half-shafts; and ERA-style alloy/cast-iron brake drums. Mark's best lap times were:Silverstone National: 1:13 / Donington Park: 1:31 / Mallory Park: 57s / Silverstone International: 1:52 / Oulton Park: 2:09.According to Mark: 'The car always handled really well. At Mallory on a couple of occasions I was among the quick ERAs, and a 57-second lap in a pre-war car there is fast: my best in R3A is a 54.6 and I believe Martin Stretton holds the record in a 4CL at 54.5.'Acquired by the vendor in 2006, the Treen Special raced regularly at VSCC meetings from 2006 to 2019. It has benefited from considerable engine development, including conversion to a dry-sump lubrication system in 2017. Rebuilt in 2020, the engine now runs on 90% methanol/10% Toluene. Bonhams would like to thank Mark Gillies for his assistance in preparing this description.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

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 Collection1965 Mercedes-Benz 230 SL Convertible with HardtopRegistration no. OOO 88DChassis no. 113.042-22-013 654*Landmark, first-of-the-line model*Right-hand drive, UK car*Automatic transmission*Restored by Roger Edwards*Acquired for the Stan West Collection in 2016Footnotes:A convertible model finished in silver with red leather interior, this car is a right-hand drive example of the 230 SL, a landmark model that founded a sports car dynasty that would prove an enormous commercial success for Mercedes-Benz. Introduced at the Geneva Salon in March 1963 as replacement for the 190 SL, the 230 SL abandoned its predecessor's four-cylinder engine in favour of a more refined 2.3-litre fuel-injected six derived from that of the 220 SE and producing 150bhp. An all-new design, the unitary chassis/body was one of the first to incorporate impact-absorbing 'crumple zones' at front and rear. An instant classic, it featured upright 'fishbowl' headlights and a simple chrome grille with Mercedes' three-pointed star in the centre - a direct reference to the already legendary 300 SL. Beneath the skin the running gear was conventional Mercedes-Benz, featuring all-round independent suspension (by swing axles at the rear), disc front/drum rear brakes, and a choice of four-speed manual or automatic transmissions. Top speed was in excess of 120mph. Christened 'Pagoda' after their distinctive cabin shape, these Mercedes-Benz SL models were amongst the best-loved sports-tourers of their day and continue to be highly sought after by collectors. An automatic transmission model, this example is a right-hand drive UK car, and still had its original stickers in the 1990s (since lost in refurbishment). 'OOO 88D' has had only six owners in 56 years, although as the preceding custodian owned it twice - for many years in the 1990s and again from 2003 - it is really a five-owner car. The preceding owner first bought the Mercedes from its original lady owner, who only sold it as she was getting too old to drive. The 230 SL had covered 32,000 miles at that time and was the best that could be found (the current odometer reading is 48,109 miles).Marque specialist Roger Edwards has restored the engine and bodywork, the latter being repainted in is original silver colour, while the interior trim has been changed from black MB-Tex to red leather. Following restoration, the car was kept garaged and serviced annually by Schmidt Mercedes in London. Stan West purchased the 230 SL at Bonhams' Bond Street sale in December 2016 (Lot 2), since when it has benefited from the expert attention of The SL Shop. The latter's bills are on file, and this user-friendly and fast-appreciating post-war Mercedes also comes with service history; a V5C registration document; and its original books and manuals.Lot to be sold without reserve.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, Earls Court Motor Show1960 Bristol 406 Sports SaloonCoachwork by Carrozzeria ZagatoRegistration no. 120 NPKChassis no. 406-1-5299One of the rarest of Bristol motor cars*Continuous history from new*Professionally restored 2002-2005*Part of the Stan West Collection since 2014Footnotes:'The Bristol Zagato Grand Touring model is designed to cater for those who desire an even faster car than the standard type 406 saloon. The Bristol Zagato is lighter and smaller with a tuned version of the 406 Bristol engine. The lightweight two-door coachwork has been built to the requirements of Anthony Crook Motors Limited by Zagato of Milan, Italy, who have been famous coachbuilders for half a century mainly in the field of high performance cars. The emphasis has been placed on providing extra speed without impairing reliability or flexibility and whilst still retaining reasonable rear seat accommodation - a feature normally lacking in Grand Touring saloons.' – Anthony Crook Motors. Last of the six-cylinder Bristols, the 406 was made between 1958 and 1961 only, though the basic steel-framed alloy-panelled superstructure would be carried over to its V8-engined 407 successor. Bristol's BMW-based engine was extensively revised and enlarged to 2.2 litres for the 406. As a result, power went up to 130bhp and flexibility increased, while other improvements included servo-assisted Dunlop disc brakes on all four wheels and self-cancelling overdrive as standard. Bristol had commissioned Carrozzeria Zagato to build a limited series of lightweight four-seater cars on the 406 chassis in October 1959, six of which, plus a solitary two-seater, had been completed by the time production ceased. Weighing 2,436lbs, the Zagato was a whopping 574lbs lighter than the stock 406 as well as 11' shorter and 5' lower, with commensurate gains in both acceleration and top speed. One of five four-seater Bristol 406 Zagatos known to survive, chassis number '5299', registered 'NPK 120', was displayed at the 1960 Earls Court Motor Show and sold new by Anthony Crook Motors to Richard Robinson in May 1961. Mr Robinson was an active member of the Bristol Owners' Club and his 406 Zagato was a regular sight at their events. He kept the Bristol until 1991, faithfully recording all works carried out, parts purchased, and relevant mileages (logbook on file), and then sold it to Jonas Liden of Sweden. After some ten years of ownership, Mr Liden commissioned a major restoration, which was undertaken by Jaye Engineering of Ravenstone, Olney, Buckinghamshire over the period 2002 to 2005 (see bills totalling £138,910 on file). Its first owner had fitted Minilite alloy wheels in the 1960s and these were replaced during the rebuild with correct original items. The immediately preceding owner, Ian Simpson, purchased the car in January 2010 from Bristol Cars Ltd, who were selling it on Mr Liden's behalf, and following his acquisition had seat belts and door mirrors fitted. The Bristol was purchased for the Stan West Collection at Bonhams' Goodwood Festival of Speed sale in June 2014 (Lot 365) and since then has benefited from the expert attentions of Spencer Lane-Jones Ltd (bill on file). '120 NPK' is offered with sundry restoration and other invoices; old/current V5/V5C registration documents; an original instruction manual; and copies of related articles. Finished in silver-grey with cream leather interior, this beautiful Zagato-bodied 406 represents an exciting opportunity to acquire one of the rarest of Bristol motor cars, boasting continuous history from new.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

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

1997 Porsche 911 Turbo Type 993 CoupéRegistration no. P790 LDPChassis no. WP0ZZZ99ZVS370641*Delivered new in the UK*G-Force Motorsport Stage II kit (500bhp)*Last serviced in August 2020*Featured in GT Porsche magazine (March 2004 edition)Footnotes:'If the art of tuning is all about balance, then this G-Force car has the poise and precision of a Rudolph Nureyev.' - GT Porsche magazine, March 2004.An important landmark in the Porsche 911's continuing development arrived for 1994 with introduction of the Type 993, destined to be the last to use the air-cooled engine that had been a distinguishing feature of the 911 since its introduction 30 years previously. The Type 993 is regarded by many as the most beautiful 911 of all. Over the years the 911 had received numerous aerodynamic and safety-inspired add-ons, diluting the purity of the original form; the Type 993's arrival marked a return to basic principles, being recognisably a 911 but one in which all functions had been harmoniously integrated in a truly outstanding example of modern automotive styling. Along with the sleeker bodywork came new multi-link rear suspension that improved both ride quality and roadholding, reducing the 911's characteristic lift-off oversteer. The 3.6-litre engine not only produced more power than before but made it available over a wider rev range thanks to 'Variocam' variable valve timing and variable-length air intakes. Introduced in 1995, the Type 993 Turbo was the first Porsche production model to feature a twin-turbo-charged engine and the first 911 Turbo to incorporate permanent four-wheel drive. With 408PS (402.5bhp) on tap, the Type 993 Turbo offered a level of performance approaching that of the Porsche 959 supercar, racing to 100km/h in around 4 seconds on its way to a top speed of 290km/h. This Type 993 911 Turbo was delivered new on 6th March 1997 through AFN Chiswick. Nine services are recorded in the service booklet: eight between 1998 and 2005 (at 39,172 miles) plus another in August 2020 (at 39,674 miles). This car has benefited from the attentions of G-Force Motorsport, and was featured at length in the March 2004 edition of GT Porsche magazine (copy available). As fitted to this car, G-Force's Stage II kit included 100-cell sports catalytic converters; Turbo S exhaust system; GT2-specification K24 Turbochargers; ECU re-mapping; BMC air filters; Sachs sintered clutch with lightweight flywheel; and an up-rated fuel pressure regulator, the result being a maximum output of 500bhp. Bills on file from G-Force total £9,843.69. Finished in Arena Red metallic, this stunning Porsche supercar is offered its owner's manual and book pack; a quantity of expired MoTs; invoices for the above services and works; and a V5C registration document.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

9ct gold ladies rolex tudor wristwatch manual wind non working

Canon AV-1 FD 50mm F1.8 35mm film manual SLR

Denon personal component music system DRA-F100, DCD-F100 with remote, speakers and instruction manual

Service Literature for Ford Consol Corsair range, and Ford Cortina manual, Ford Sierra manual, and Renault 30 Owners workshop manual

collection of manual wind and other wrist watches including Sekonda, Timex etc (A/F)

A 1950's Chelsea Football Club v Norwich City program together with 1940's Norwich City Handbook and Stanley Matthews Soccer Manual (3)

Hornby - an OO gauge LIVE STEAM 4-6-2 locomotive and tender, op no 60096 'Papyrus', class A3, BR green livery, # R2492, appears complete and mint in mint presentation box with accessories and manual (this does not constitute a guarantee)

Wrenn Railways - an OO/HO gauge metal diecast 4-6-2 locomotive and tender, Duchess class op no 46245 'City of London', maroon livery, # W2226, loco tissue wrapped, appears in exc condition in exc original box with instruction manual, the vendor (a leading provincial MRS) states that the model has been serviced with new brushes fitted and re-magnetised (this does not constitute a guarantee)

Wrenn Railways - an OO/HO gauge metal diecast 4-6-2 locomotive and tender, Duchess class op no 46245 'City of London', maroon livery, # W2226, loco tissue wrapped, appears in exc condition in exc original box with instruction manual, the vendor (a leading provincial MRS) states that the model has been serviced with new brushes fitted and re-magnetised (this does not constitute a guarantee)

Wrenn Railways - an OO/HO gauge metal diecast 2-6-4T tank locomotive, op no 80033, BR black livery, # W2218, loco tissue wrapped, appears in exc condition in exc original box with instruction manual (this does not constitute a guarantee)

Hornby - an OO gauge LIVE STEAM 4-6-2 locomotive and tender, op no 4468 'Mallard', class A4, LNER blue livery, # R1041, appears complete and near mint in presentation box with track, controllers and all accessories and manual (this does not constitute a guarantee)

An original WWI First World War CLC Chinese Labour Corps uniform badge. The British made metal badge having C.L.C stamped to the front denoting Chinese Labour Corps and x4 prongs to the reverse. Issued for wear by Chinese labourers working for the British Army during The First World War to free troops for front line duty by performing support work and manual labour. Measures approx 3.5cm.

A c1960s Omega Seamaster De Ville stainless steel gentleman's wristwatch, 34mm, silvered dial with batons, manual wind, appears to run, on later black strap

A Toyota sewing machine RS2000 2D series, with manual, certificate, etc, in original box.

Hawk Aircraft Tactical Training Manual

A mid 20th Century lady's 14ct manual wind Eterna wrist watch, white batons to a circular brown dial and integral fitted flash cut bracelet, total weight 29g, import marked 1966, boxed, S/D.

A Quad L series powered subwoofer, serial number QS000008M, with remote control and instruction manual, together with a Quad centre speaker QC0110M. (2)

A gentleman's 9ct hallmarked Marvin Revue manual wrist watch, gilt batons to a silvered dial and black leather strap, London 1982, boxed.

A gentleman's 9ct Smiths manual wind wrist watch, Roman and Arabic numerals mix to a two tone dial, case diameter 32mm, presentation engraving to reverse, to a tan leather strap, Edinburgh 1954.

A collection of 15 Small Arms Training pamphlets, dates ranging 1937-1942, to include Weapon Training; Grenade; Pistol .38 inch; Bayonet; Application of Fire etc; together with 'The Officer and Fighting Efficiency: Extracted from Army Training Memoranda'; and 'Small Arms Manual', by Lt.-Col. J. A Barlow, S.A.C, The West Yorkshire Regt.

'Signalling: Morse, Semaphore Station Work, Despatch Riding, Telephone Cables, Map Reading' Imperial Army Series, based on training manual- signalling 1915, London, John Murray, Albemarle Street, 1916; together with a Rotor-Tutor 'Morse Indicator' self instructor and practice board; and Royal Air Force 'The Morse Code and How to Learn It' , 1st end. Nov. 1941; Signal Training (All Arms), Pamphlet No.7, Procedure for Radio Telephony, 1952, WO Code No. 8761