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Lot 253
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
Lot 281
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
Lot 243
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
Lot 219
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
Lot 231
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
Lot 228
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
Lot 212
The Stan West Collection1955 Bentley R-Type Continental Sports SaloonCoachwork by H J MullinerRegistration no. 412 HYLChassis no. BC59DEngine no. BCD26 (see text)*One of only 208 produced*Delivered new in the UK to the Hon. Lady Hogg*Fully restored by P&A Wood during 2005-2007*Part of the Stan West Collection since December 2009Footnotes:'The vocabulary of motoring being a lame and limited thing, it is difficult to put into words the gulf that separates a Continental from the average car in all the qualities that have a bearing on safety at speed. In acceleration, in braking, in cornering power, in roadholding, in responsiveness to the controls, this Bentley is the equal of modern racing cars, and superior to some.' – Raymond Mays, The Autocar, 2nd October 1953.Described by The Autocar as, 'A new stage in the evolution of the post-war Bentley,' the magnificent Continental sports saloon has been synonymous with effortless high speed cruising in the grand manner since its introduction in 1952 on the R-Type chassis. Of all-welded construction, the latter enabled the incorporation of a much-needed improvement to Rolls-Royce's standard bodywork in the shape of an enlarged boot together with associated changes to rear wings and suspension. The standard R-Type was a lively performer, achieving 106mph in silence and reaching 50mph from standstill in 10 seconds despite a kerb weight approaching two tons. The Continental raised this already superlative combination of high performance and exceptional refinement to hitherto unattained levels. Unlike the ordinary 'standard steel' R-Type, the Continental was bodied in the traditional manner and first appeared with what many enthusiasts consider to be the model's definitive style of coachwork - the lightweight, aluminium, wind tunnel-developed fastback of H J Mulliner. In developing the Continental, Bentley Motors made every effort to keep its weight to the minimum, knowing that this was the most effective way to achieve the maximum possible performance. Rolls-Royce's six-cylinder, inlet-over-exhaust engine had been enlarged from 4,257cc to 4,556cc in 1951, and as installed in the Continental benefited from an increase in compression ratio - the maximum power output, of course, remained unquoted but has been estimated at around 153bhp. As the Continental matured, there was – inevitably – an increase in weight, which was offset by the introduction of a 4,887cc engine on the 'D' and 'E' series cars, commencing in May 1954. The Continental's performance figures would have been considered excellent for an out-and-out sports car, but for a full four/five seater saloon they were exceptional: a top speed of 120mph, 100mph achievable in third gear, 50mph reached in a little over 9 seconds, and effortless cruising at the 'ton'. Built for export only at first, the Continental was, once delivery charges and local taxes had been paid, almost certainly the most expensive car in the world as well as the fastest capable of carrying four adults and their luggage. 'The Bentley is a modern magic carpet which annihilates great distances and delivers the occupants well-nigh as fresh as when they started,' concluded Autocar. Chassis number 'BC59D' was completed in March 1955 and first owned by the Hon. Lady Hogg. The car's original registration was 'PYL 699' and it left the factory fitted with engine number 'BCD58'. (The engine currently fitted, 'BCD26', was originally in a slightly earlier D-series Continental, 'BC27D'.) Known subsequent owners are Glanmore Investments (1959); Aire Wool Ltd (1965); A S Baird (1966); William Gilbertson-Hart (1994); Michael Lee (Australia, 2001) and Rudolph Hahnenberger (2003). Frank Dale & Stepsons added air conditioning at Mr Lee's request.From the contents of the history file we can see that the Continental was fully restored by renowned marque specialists P&A Wood during 2005-2007 for previous owner Rudolph Hahnenberger of Uppsala, Sweden and Harley Street, London, who had registered the car in 2003. There are numerous P&A Wood bills on file testifying to the extent of the rebuild and to Mr Hahnenberger's no-expense-spared approach to the project (inspection highly recommended). Stan West acquired the Continental for his collection in December 2009 and the car has continued to be maintained by P&A Wood. Related invoices are on file and the Bentley also comes with a quantity of expired MoTs and a V5C Registration Certificate. Presented in beautiful condition, 'BC59D' represents a rare opportunity to acquire a fine example of the most famous post-war Bentley benefiting from full restoration by the best in the business. With its outstanding aerodynamic coachwork, developed by Rolls-Royce stylist John Blatchley in collaboration with coachbuilder H J Mulliner, the R-Type Continental fastback remains the pinnacle of Bentley's achievements in the post-war era.For further information on this lot please visit Bonhams.com
Lot 207
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
Lot 208
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
Lot 227
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
Lot 220
The Stan West Collection1930 Rolls-Royce Phantom II TourerCoachwork by Steve Penny in the style of CarltonRegistration no. SV 9583Chassis no. 100WJ*Pictured in Rolls-Royce - The Derby Phantoms by Lawrence Dalton (page 194)*Restored by Coldwell Engineering in the 1990s/early 2000s*Purchased for the West Collection in 2011*Maintained by Priory Vintage Car Company and P&A WoodFootnotes:The Phantom II was introduced in 1929 as a successor to the New Phantom (retrospectively known as the Phantom I) with deliveries commencing in September of that year. 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. Chassis number '100WJ' was completed early in 1930 with Sedanca de Ville coachwork by Barker & Co and is pictured on page 194 of Lawrence Dalton's seminal work: Rolls-Royce - The Derby Phantoms. The first registered owner was Major A Holt of Berkeley Square, London W1. Several other owners followed as can be seen in the R-REC records. Little else is known of the car's history prior to the 1990s when it resurfaced and was purchased by John Cockayne of Coldwell Engineering, Sheffield. At that time '100WJ' had been reduced to a partly dismantled chassis, the body having long since gone. Restored to a very high standard (see photograph on file) the Phantom was approximately 80% completed when it was purchased by the immediately preceding owner from John Cockayne, who then finished the restoration for the new custodian (bills on file). For the latter's first drive – on private property – the chassis was fitted with a seat and a set of borrowed wings for testing purposes. An overdrive unit had already been fitted and it was decided to fit a 'high-speed' crown wheel and pinion to the rear axle as well, to further improve the Phantom's cruising ability. This is said to have transformed the drive, which is now long-legged, effortless and relaxed. Only 1,500 revs (approximately) are required to maintain a speed of 70mph, enabling motorways to be driven comfortably without lorries overtaking. A reserve fuel tank with a capacity of eight gallons further increases the Phantom's long-distance cruising capability.While the foregoing works were proceeding, bodywork options were explored and it was decided to reproduce a lightweight Carlton-style open tourer body with cycle wings, reducing the wheel size to 19' to achieve a lower and sleeker line. Body construction was entrusted to Steve Penny of S Penny Vintage Carriage Bodies in Banbury, and the result is a most attractive motor car built to a very high standard. The Phantom returned to the road in 2003 and had covered some 10,000 miles by July 2011 when it was purchased by Stan West from Bonhams' sale at the Goodwood Festival of Speed (Lot 466). Since then the car has been stored in a bespoke motor house like all the others in Stan's collection, and has been maintained by Priory Vintage Car Company and Messrs P&A Wood (bills on file). According to P&A Wood, '100WJ' is an 'attractive, well prepared, long distance touring car (equipped with) overdrive and many refinements'.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 272
The property of a gentleman1965 Rolls-Royce Silver Cloud III Long-Wheelbase SaloonCoachwork by James Young of BromleyRegistration no. AHJ 287CChassis no. CEL 41•One of only 32 long-wheelbase Silver Cloud III saloons•Restored circa 15 years ago by Frank Dale & Stepsons•Offered from an important private collection•Closest inspection advisedFootnotes:'In the twilight of their coachbuilding years, James Young had with these cars reached the pinnacle of excellence.' - Martin Bennett, Rolls-Royce and Bentley. Despite the popularity of the 'standard steel' bodywork, introduced when production of Rolls-Royce and Bentley cars resumed after WW2, a steadily declining number of independent coachbuilders continued to offer alternatives. One of the most prominent of these surviving firms was James Young, a company that had established itself among the foremost coachbuilders for upmarket chassis by the end of the 1930s. The Bromley-based carriage-maker had bodied its first automobile in 1908, affiliating itself with a succession of quality marques throughout the 1920s and 1930s before being acquired by the Jack Barclay Group in 1937. Its factory devastated by wartime bombing, the company did not resume exhibiting at the London Motor Shows until 1948, continuing to offer coachbuilt designs of distinction on (mainly) Rolls-Royce and Bentley chassis until the arrival of the unitary construction Silver Shadow/T-Series range in the 1960s. A lack of suitable chassis would force the firm's closure before the 'Sixties decade ended, but in its declining years James Young produced what are widely recognised as its finest creations, this beautiful Rolls-Royce Silver Cloud III among them. Launched in 1962, the Rolls-Royce Silver Cloud III and its Bentley S3 equivalent employed their predecessors' 6.2-litre V8 engine - though with larger carburettors, new distributor and raised compression ratio - and came with a four-speed GM-derived automatic transmission as standard equipment. Most obvious among many changes from the preceding models was the adoption of four-headlamp lighting, the absence of sidelights from the wing tops, and a slightly lower radiator shell. Inside there was improved accommodation with separate front seats and increased room for rear passengers. The long-wheelbase versions of the Rolls-Royce Silver Cloud and Bentley S Series continued after the introduction of the new V8 engine, offering a less expensive alternative to the newly introduced Phantom V limousine. Four inches longer in the wheelbase than the standard saloon, these even more exclusive models usually were fitted out with an internal division. Accompanying chassis card copies indicate that this luxurious Silver Cloud III long-wheelbase saloon was ordered new in 1964 to be sent as a chassis to coachbuilders James Young for delivery in 1965. The Rolls-Royce was sold via H R Owen to their client S Osband & Company of Piccadilly, London W1. The fastidious client specified electrically operated Reuter front seats; no internal division; picnic tables and footrests to the rear; and a central armrest with lid. The car was to be finished in Oxford Blue livery. Originally registered 'CYP 352C', the car was maintained by Hooper Motor Services in London until circa 1973, as evidenced by the substantial quantity of copy receipts on file.Of the 32 Silver Cloud III saloons known to have been built on the long-wheelbase chassis, 'CEL41' must be one of, if not the best, example left in existence. Around 15 years ago it was restored regardless of cost and to concours condition by renowned marque specialists Frank Dale & Stepsons for one of Europe's most prestigious collections of desirable motor cars. The work included, but was not limited to, a complete mechanical rebuild; a bare-metal repaint in Tudor Grey; an interior re-trim in leather-piped West of England cloth; and restoration of the chrome and woodwork. The car was also upgraded with central locking; colour-matched seatbelts; power adjustable seats to the front; and modern stereo equipment, the latter tastefully incorporated into the dashboard. 'CEL41' also comes fitted with power windows and discreet air conditioning, and is offered with a file documenting the restoration process, with all of the bills arranged in chronological order. Since the restoration's completion, the Silver Cloud has been properly maintained within the vendor's collection of other fine cars and used sparingly in recent years, with trips to London mostly chauffeur driven. It is unlikely that any better examples of this rare and elegant Rolls-Royce will ever be offered for sale. 'CEL41' is worthy of the closest inspection.For further information on this lot please visit Bonhams.com
Lot 222
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
Lot 218
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
Lot 198
A collection of mostly 19thc books including Edinburgh Literary Journal, Bewick's Birds, Harp of Renfrewshire, also an 18thc Journey Through Scotland, vol III, published 1732, hand inscription, John Parson, December 1764 and R. Hale, Bayleu House, front cover a/f and a possible later reproduction of Verstegan's Antiquities, published in 1605 (11)
Lot 344
Set of four George III silver Old English pattern teaspoons, initialled ?A.S.?, by Peter & Ann Bateman, London 1797, bright-cut spoon, probably by Richard Ferris, Exeter, card cased initialled ?R J G ? with cards for Major R J Gresty, by Jay, Richard Attenborough Co, Chester 1915, coronet place card holder, by J.W.B, Birmingham 1905, three napkin rings, pair of Norwegian enamel and gilt circular salts with spoons, napkin ring stamped 830S, six bean handled coffee spoons, cased, six Japanese fancy spoons, cased, six plated Art Deco knives, cased and a salt spoon, 311grs (a lot)
Lot 386
George V silver double folding cigarette case, with Queen?s Royal Lancers crest, by Goldsmiths & Silversmiths Co, London 1915, 228grs, rectangular cigarette box, the hinged lid cover inscribed ?W L R E G from Admiral Sir Mark & Lady Pizey, 1955-58? and ?1-3-58?, by John Round, Birmingham 1957, 11.5 x 8.7cm, and a silver mounted match ball (3)
Lot 86
A collection of hand painted fruit scenes in the Worcester style to include a fine quality Crown Staffordshire cup and saucer signed to base by G Gibson together with a Crown Devon fruit scene bowl signed R. Tipton (3). In good condition with no obvious damage or restoration. Some surface wear.
Lot 1673
A SMALL GROUP OF JEWELLERY, comprising: A BAUHAUS CHROME AND PLASTIC BROOCH PENDANT ON CHAIN, POSSIBLY BY JAKOB BENGEL, of green and black plaques to an abstract chrome mount, to a later chain, brooch pendant measures 6.7cm by 6cm; A CHROME AND BROWN GALALITH BROOCH, BY JAKOB BENGEL, length 8cm; TWO ENAMEL BROOCHES, BY EDUARDO PAOLOZZI; A POTTERY PIG BROOCH, BY DUNNYDEER POTTERY; A SWEDISH PEWTER PENDANT, BY R. TENN; A SCANDINAVIAN LONGBOAT PENDANT ON CHAIN AND A HORSESHOE NAIL PENDANT ON CHAIN. (8)CONDITION REPORTChrome and acrylic pendant - some general surface wear and scratching to metal and acrylic.
Lot 2134
A Stainless Steel Automatic Centre Seconds Wristwatch, signed Omega, model: Seamaster, circa 1958, (calivre 501) lever movement signed and numbered R 93250, two tone silvered dial with Arabic and dagger markers, snap-on back signed inside with maker's mark Omega Watch Co and numbered 4204, 33mm wide see illustration 21.06.21 Case with surface scratches and minor dents in parts, crown with Omega logo, later strap and buckle, later plexi glass with scratches, dial is discoloured and stained throughout, hands with staining marks, hand setting correctly, movement in going order.
Lot 2206
A Diamond Ring, pairs of old cut diamonds set diagonally in rose claw settings, to twist shoulders set throughout with old cut diamonds, to a plain polished shank, total estimated diamond weight 1.20 carat approximately, finger size R. The ring is in good condition. It bears no hallmark nor stamp but in our opinion would test as gold. The approximate qualities of the diamonds are; colour J/K/L, clarity I1/I2/I3. Gross weight 3.6 grams. CR made 03.08.21.
Lot 2223
A Diamond Three Stone Ring, the graduated round brilliant cut diamonds in white double claw settings, to a yellow tapered shoulder plain polished shank, total estimated diamond weight 0.55 carat approximately, finger size R . The ring is in good condition. It is stamped '18CT' and in our opinion would test as gold. The approximate qualities of the diamonds are; colour I/J/K, clarity I1/I2/I3. Gross weight 2.5 grams. CR made 22.07.21.
Lot 2267
A 9 Carat Gold Emerald and Diamond Cluster Ring, the emerald-cut emerald in a yellow claw setting, within a spaced border of white pavé set round brilliant cut diamonds, to a yellow round brilliant cut diamond set shoulder plain polished shank, total estimated diamond weight 0.40 carat approximately, finger size O. The ring is in good condition. It is hallmarked with sponsor's mark 'R&C', Birmingham. The approximate qualities of the diamonds are; colour J/K/L, clarity SI2/I1/I2. Gross weight 3.3 grams. CR made 28.07.21.
Lot 2279
An 18 Carat Gold Garnet and Diamond Ring, the oval cut garnet in a yellow rubbed over setting, to a round brilliant cut diamond set shoulder plain polished shank, finger size O. The ring is in good condition. It is hallmarked with sponsor's mark 'R&C', Birmingham. The approximate qualities of the diamonds are; caratweight 0.04, colour I/J/K, clarity SI1/SI2/I1. Gross weight 6.9 grams. CR made 22.07.21
Lot 2282
A 9 Carat Gold Heliodor Beryl and Diamond Ring, the oval cut heliodor flanked by trios of round brilliant cut diamonds, in yellow claw settings, to a tapered shoulder plain polished shank, finger size N. The ring is in good condition. It is hallmarked with sponsor's mark 'R&C', Birmingham. The approximate qualities of the diamonds are; caratweight 0.05, colour I/J/K, clarity SI1/SI2/I1. Gross weight 2.4 grams. CR made 22.07.21.
Lot 2306
A Diamond Five Stone Ring, the old cut diamonds in white claw settings, to a tapered shoulder plain polished shank, total estimated diamond weight 0.80 carat approximately, finger size R. The ring is in good condition however some claws require attention. It is stamped 'PT' and in our opinion would test as platinum. The approximate qualities of the diamonds are; colour I/J/K, clarity I1/I2/I3. Gross weight 3.0 grams. CR made 28.07.21.
Lot 595
An Oak Eight Day Longcase Clock, signed R Henderson, Scarbrough, circa 1745, caddy pediment, hood with side glass panels, 12-inch arch brass dial with a silvered chapter ring signed, seconds dial and date aperture, arch with plaque inscribed Joshua Crofs to Eliz Giles, four pillar movement with an anchor escapement and rack striking on a bell, 234cm high 09.08.21 Case with samll scratches in parts and minor chips to the edges, dial is diascoloured, movement is complete, with pendulum and two weights.
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