Property of a deceased's estate 1959 Trifield 500cc SpecialRegistration no. WFK 741Frame no. 11163 (see text)Engine no. T100A H17701While the best known British sports special is the Norton/Triumph hybrid - the Triton - closely followed by the TriBSA (Triumph/BSA), NorBSA (Norton-BSA) and Norvin (Norton/Vincent), the Trifield (Triumph/Royal Enfield) is comparatively rare. This example of the latter appears to consist of Royal Enfield Bullet or Meteor Minor cycle parts and a unitary construction Triumph Tiger 100 engine. Purchased in February 1975, the Trifield carries a tax disc that expired in December 1974, which is almost certainly when it was last used. Offered for restoration and sold strictly as viewed, the machine comes with and old V5 document and an old-style continuation logbook, both of which share the same clerical error: recording the frame number as '11763' instead of '11163'.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
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Property of a deceased's estate 1966 Triumph 490cc T100SSRegistration no. JDT 160DFrame no. T100SS H41843Engine no. T100SS H41843Introduced for the 1960 season, the Tiger 100A was the first sports version of Triumph's unitary construction 500 twin, the 5TA. A raised compression ratio and 'hotter' cams helped the Tiger to a top speed in the region of 90mph, while the retention of a single carburettor meant that fuel economy did not suffer unduly. The T100A's replacement, the Tiger 100SS built between 1961 and 1970, featured an abbreviated rear 'bathtub' enclosure in its first incarnation together with larger-diameter wheels and a slightly more powerful engine equipped with coil-ignition. Purchased in March 1978, this incomplete and distressed T100SS is offered for restoration and sold strictly as viewed. The machine comes with an old-style continuation logbook and an old V5.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1975 Honda 174cc CB175 K6 Super SportRegistration no. HNN 273NFrame no. CB175-7050658Engine no. CB175E-7043378In 1964, Honda's 150 engine was increased to 160 for the CB160, and subsequently, in 1967, the capacity was further enlarged for the CD175, although it took another year for the CB175 sports version to arrive. The deceased owner acquired HNN 273N in 1984, and used the machine regularly every year thereafter, until two years ago. It was maintained as required throughout that period and used in conjunction with his other machines for regular transport, and also trips to the Isle of Man. Standing for the last two years, the Honda, which is presently on SORN, will require re-commissioning and safety checks prior to returning to the road. It should be noted that the V5C incorrectly lists the engine number as CB175E-7053705. Documentation includes a current V5C, an older-type V5C, an old V5, quantities of old tax discs and expired MoT certificates, plus miscellaneous papers.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Property of a deceased's estate c.1954 Triumph 499cc Speed Twin/Tiger T100Registration no. not registeredFrame no. 48237Engine no. 5T 58286The Tiger 100 sports version of Edward Turner's trend-setting Speed Twin was launched in 1938, reappearing in 1946 with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's magdyno. Produced almost unchanged for the next three years, the Tiger gained Triumph's distinctive headlamp nacelle in 1949 when the range was restyled. An alloy cylinder head and barrel were adopted for 1951, these and other engine improvements boosting power to 32bhp, while a swinging-arm frame and 8'-diameter front brake were fitted from late 1953 onwards. A 'sprung hub' model, this Triumph special consists of a frame dating from 1954 and a 1955 Speed Twin engine fitted with a Tiger 100 all-alloy top end. There are no documents with this Lot, which is offered for restoration and sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
The Hans Schifferle Collection 1993 Triumph Speed Triple 750Registration no. not registeredFrame no. SMTTC337BEV045315Engine no. none visibleTriumph's immensely successful streetfighter-style Speed Triple first appeared in 1993 as a 1994 model (this example was first registered in September 1993). Based on the successful Daytona super-sports model, the Speed Triple kept its progenitor's 885cc three-cylinder engine (in slightly de-tuned, 97bhp form) but dispensed with its race fairing in favour of a more aggressive, stripped-down look. In addition to the mainstream 885cc Speed Triple, there was also a 750cc version built for certain markets in Europe such as Germany. The original Speed Triple was replaced in 1996 by the T509, still with the 885cc motor (now producing 108bhp) but benefiting from a new aluminium-alloy frame. This Speed Triple 750 has had only two owners from new and was purchased by Hans in June 2010 (at 4,500 kilometres) from Häusler Automobile GMBH (a Honda dealer). Helmut Lichtenberg changed the exhaust system (the original was slightly discoloured) to bring the Triumph up to Hans' usual standard! The machine is very nicely presented but would benefit from detailing. Currently displaying a total of 6,207 kilometres on the odometer, the machine is offered with a German Fahrzeugbrief; the 2010 purchase receipt; an expired TüV (MoT) certificate and correspondence; and an owner's manual. Footnotes:Ω Import VAT High RateImport tax at the higher rate of 20% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.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
1960 Ariel 247cc Arrow Racing MotorcycleRegistration no. not registeredFrame no. none visibleEngine no. GB55 H60 P211 D•Fully developed over four years•Built by Roy Boughey•Won the 250cc event at the Pre-TT Classic Road Races 2006•50bhp maximum power outputThe Ariel Leader, and its sports derivative, the Arrow, sought to combine the virtues of speed and agility with those of cleanliness and convenience. Launched in 1958 and powered by an all-new 247cc air-cooled two-stroke twin with unit gearbox, the Leader also broke with British tradition in its frame and suspension design, employing a stiff, fabricated-steel beam instead of tubes, and a trailing-link front fork. Detachable panels enclosing the engine and most of the rear wheel extended forwards to meet leg shields and screen, and the rear chain was fully enclosed. Announced late in 1959, the Arrow dispensed with the Leader's enclosure panels and weather protection while remaining mechanically virtually identical. A highly promising design capable of further development, the Leader/Arrow deserved better than to be prematurely axed by BSA in 1965, thus allowing the Japanese to exploit the growing market for 250 two-stroke twins without serious competition. The Arrow might seem an unlikely racer, but in 1960 an example tuned by two-stroke genius Herman Meier and ridden by Mike O'Rourke famously finished 7th in the Isle of Man 250 Lightweight TT, ahead of many works machines including Luigi Taveri's MV Agusta. It was a quite extraordinary achievement for a roadster-based machine. Since the advent of classic racing, competitors seeking to put a cat among the 250-class pigeons have often turned to the Arrow. This example was commissioned by Phil Morris (whose first bike was a Leader) and built with his financial support by Roy Boughey. Ridden by Paul Coward, it won the 250cc event at the Pre-TT Classic Road Races on 29th May 2006 having led from the start, breaking the Japanese domination of the class (results sheets on file). This outstanding result was only achieved after a four-year programme of intensive development; in the engine's case, its maximum power was raised from the standard model's 16bhp to a dynamometer verified 50.73 horsepower (printout on file). Other notable features include twin Gardner carburettors (machined by Roy); a Nova six-speed gearbox; dry clutch; Grimeca 4LS front brake: Maxton suspension; expansion chamber exhausts; and an aluminium fuel tank. To assist the fortunate next owner, the machine comes with a substantial file of marque-related historical and technical paperwork. One of Phil's favourite bikes out of the many he has owned, this fully developed and potentially highly competitive racing Arrow wants only for a talented rider to resume its winning ways. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
1977 MV Agusta 350cc Ipotesi Café RacerRegistration no. not registeredFrame no. MV350BF-GT 21602285Engine no. 21601964Introduced at the Milan Show in 1971, MV's first production '350' roadster was basically an over-bored version of the existing 250B model that had been around since 1967. Two versions were made: the 350GT tourer and 350B sports roadster, both of which were updated with 12-volt electrics and electronic ignition in October 1972. They were replaced for 1975 by restyled, 'square case' 350 Sport/GT equivalents - also known as the Ipotesi (hypothesis) - the makeover being the work of celebrated car designer, Giorgetto Giugiaro. The basic engine architecture remained unchanged but power went up to 34bhp at 8,500 revs with a commensurate increase in performance. Based on a 350cc Ipotesi frame and a non-matching engine, this striking MV special was built for the late owner by his personal mechanic. There are no documents with this Lot.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1951 Triumph 499cc Tiger T100Registration no. PPD 862Frame no. none visibleEngine no. T100 3296NAThe Tiger 100 sports version of Edward Turner's trend-setting Speed Twin was launched in 1938, reappearing in 1946 with telescopic forks in place of the original girders, and separate dynamo and magneto instead of the pre-war version's magdyno. Produced almost unchanged for the next three years, the Tiger gained Triumph's distinctive headlamp nacelle in 1949 when the range was restyled. An alloy cylinder head and barrel were adopted for 1951, these and other engine improvements boosting power to 32bhp, while a swinging-arm frame and 8'-diameter front brake (first seen on the 650cc Tiger 110) were fitted from late 1953 onwards. Bought in March 1977 and apparently still complete, this sprung hub-equipped T100 is offered for restoration and sold strictly as viewed. The machine comes with an old-style continuation logbook and an old V5.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1950 Vincent 998cc Series-C Black ShadowRegistration no. LGP 204 (see text)Frame no. none visible (see text) Rear frame no. RC5848BEngine no. F10AB/1B/3948 Crankcase Mating no's. FF42/FF42•Matching engine and rear frame•Present ownership since 1985•Off the road for the last few years•Requires re-commissioningEver since the Series A's arrival in 1937, the Vincent v-twin has been synonymous with design innovation, engineering excellence and superlative high performance. From Rollie Free's capture of the 'world's fastest production motorcycle' record in 1948 on a tuned Series-B Black Shadow to the final fully enclosed Black Knight and Black Prince, Philip Vincent's stress on appearance and performance is legendary. His machines bristled with innovative features, offering adjustment of brake pedal, footrests, seat height and gear-change lever. The finish was to a very high standard commensurate with the cost of the machine, which was virtually double that of any of its contemporaries.But above all else it was the v-twin's stupendous performance that captivated motorcyclists, whether they could afford one or not. The appeal of the Vincent, and the Black Shadow in particular, lay in its ability to out-perform just about every other vehicle on the road, and in the early post-war years there was nothing to compare with it. This was a time when the average family sedan was barely capable of reaching 70mph, and not until the advent of Jaguar's XK120 was there a production sports car that could live with the thundering v-twins from Stevenage. With a top speed approaching 120mph and bettering it in the Black Shadow's case, the Vincent v-twin was quite simply the fastest road vehicle of its day. The Black Shadow was indeed a legend in its own lifetime, and in the 60-plus years since production ceased, the esteem in which this iconic motorcycle is held has only increased, fuelling the demand among discerning collectors for well-preserved examples of the marque, such as that offered here. Engine number 'F10AB/1B/3948' and rear frame 'RC5848B' are those of a Series-C Black Shadow dispatched to Conway's in London in May 1950. The upper frame would have been stamped by the factory when new, so it seems that it has been replaced with a blank one at some time. Accordingly prospective bidders must satisfy themselves as to the validity of the Vehicle Registration Number, and authenticity of the machine's components prior to bidding. Its late owner purchased the Black Shadow in November 1985. The machine would respond well to detailing and will require re-commissioning to a greater or lesser extent before returning to the road. Amal Concentric carburettors – a sensible upgrade – are a particularly noteworthy feature. The history file contains numerous invoices; a V5C document; assorted correspondence; a service manual and handbooks; a quantity of marque-related literature; and an expired MoT (2014).Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
The Hans Schifferle Collection 1960 Gilera 175 Super SportRegistration no. not registeredFrame no. 189 03920Engine no. 189 03920Throughout the early 1950s, it was Gilera's racers that grabbed the headlines, taking six individual World Championships and five manufacturers' titles. Although racing generated valuable publicity, it was sales of road bikes that paid the bills. The majority of machines sold were lightweights based on the overhead-valve 125cc single that had first appeared in prototype form in 1948. Developed and enlarged first to 150cc and then 175cc, these simple OHV singles were top sellers throughout the 1950s and into the 1960s, although their high price outside Italy made them a relatively rare sight abroad. The '175' first appeared in 1956 and would go on to be built in Sport, Super Sport, Regolarita (enduro) and Cross (scrambles) variants. The Super Sport weighed 110kg (242.5lb) and had a top speed of 73mph. Testing a Gilera 175 in 1958, Motor Cycling found it to be 'an amazingly economical, high-performance race-bred sports lightweight'. The Gilera 175 Super Sport was purchased circa 2006 from a Turin-based collector. The machine was in good cosmetic condition when acquired, although the engine needed overhauling and was rebuilt by Helmut Lichtenberg. Only 153 kilometres have been covered since the rebuild. The machine is offered with a German Fahrzeugschein and an expired TüV (MoT) certificate and correspondence. Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.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
1935 Ariel 601cc Model F Square FourRegistration no. AOX 135Frame no. 6806Engine no. WA294•Early overhead-camshaft Square Four•Extensive recent refurbishment•Said to run superblyDesigned by the legendary Edward Turner, the Ariel Square Four was first shown at Olympia in 1930. Unique at the time of its introduction, the 'Squariel', as it was swiftly dubbed, featured a single block of four cylinders and twin geared-together crankshafts with pistons phased at 180 degrees. The crankcase was split horizontally, unusually for a motorcycle engine of the period, while the vertical valves were operated by a single overhead camshaft. A supercharged example was raced at the Isle of Man TT in 1931 without success, which was hardly surprising as its makers had envisaged the model as more of a luxury tourer than an out-and-out sports machine. Although launched as a '500', the Squariel was soon enlarged to 601cc with an eye on the important sidecar market, this bigger 4F6 version being made available for the 1932 model year. The '500' was dropped after 1932 but the '600' continued until the end of 1936, its place being taken by the totally redesigned Model 4G, with 995cc overhead-valve engine. The '600' 4F reappeared for 1939, redesigned along the lines of its larger sibling.This Model F Square Four benefits from over £4,000 spent on spare parts, outside labour, engine oil and a new battery over the last eight-or-so months (most invoices are available). Works carried out include: engine oil drained and flushed through three times to eliminate built-up sludge; oil seal fitted to the Burman BA gearbox; front and rear drive chains adjusted to correct tension; and the electrics (6-volt) checked and rectified as necessary. The fuel tank was removed and flushed out with sealer/anti-corrosion liquid, then sent to specialists to be stripped down and re-chromed. The top and side panels were then painted in black and lined in gold. A complete set of Amours heavyweight exhausts has been fitted, including the crossover balance pipe and silencers, and new finned clamps to the cylinder head. The vendor reports that the engine runs superbly.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
The Hans Schifferle Collection 1973 MV Agusta 750GTRegistration no. not registeredFrame no. MV4C75*2140321*Engine no. 214-0262•Rare MV model•Believed restored by Kay Engineering•Only 1,811 kilometres since restoration•Regularly exercised until eight months agoDeveloped from MV Agusta's long line of successful multi-cylinder racers, the Italian company's first road-going four - the 4C, a twin-carburettor, 600cc, shaft-driven tourer - appeared in 1965. But the public demanded something more exciting from MV, and the Gallarate marque duly obliged in 1968, upping capacity to 743cc and further boosting maximum power (to 65bhp) by fitting a quartet of Dell'Orto carburettors to the revised and more sporting 750S. Perhaps surprisingly for a sports model, the 750S retained the 4C's shaft final drive while the frame too was virtually identical to that of its predecessor.It was followed a few years later by the 750GT (Gran Turismo) which, as its name suggests, was intended for touring. In keeping with the latter role the 750GT featured a dual seat, conventional handlebars and forward-mounted footrests in place of the single seat, clip-on 'bars and rear-set footrests of the 750S. Curiously though, it also gained a higher compression ratio and lower overall gearing - both surprising features given its intended purpose. Other noteworthy features included a slab-sided fuel tank, fork gaiters, front 'crash' bars, and a distinctive white and bronze colour scheme. Predictably, anyone sufficiently wealthy to buy a four-cylinder MV opted for the more stylish sports version, with the result that only 50 750GTs found customers. Although relatively unpopular in its day, the ultra-rare 750GT is now one of the most sought-after of MV roadsters. This 750GT was purchased restored from a Turin-based collector circa 2005 (together with the 1941 Indian Four in the collection). Hans was advised that marque specialists Kay Engineering had restored the machine, which has covered only 1,811 kilometres since the rebuild. Wonderfully presented, it must be one of very few remaining 750GTs that has not been modified or converted into a special. Hans Schifferle rode the MV for approximately 100 kilometres annually until approximately eight months ago. The machine is offered with German Fahrzeugschein and Fahrzeugbrief (de-registered); expired TüV (MoT) certificate; and assorted correspondence.Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.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
Property of a deceased's estate 1989 Suzuki GSX-R750 SlingshotRegistration no. G805 OEOFrame no. GR7AA-102138Engine no. R716-105404Suzuki rewrote the 750-class rulebook when it launched the GSX-R750 back in 1985. The Gixxer's development had been heavily influenced by lessons learned from the works TT F1 and Endurance racers; lighter than a 600 and as powerful as a 1000, it made all other super-sports 750s seem flabby and slow. Like its predecessor, this new-for-1988 second generation GSX-R benefited from experience gained in racing, featuring a much stiffer frame and swinging arm; larger-diameter forks; larger front brakes; 4-pot brake callipers; 17' wheels; and a more aerodynamically efficient fairing. The engine had a shorter stoke; bigger valves; larger oil radiator; 4-into-2 exhaust system; and 36mm flat-slide 'Slingshot' carburettors that gave the model its nickname.One of the modern era's few instant classics, the GSX-R750 has been a huge commercial success for Suzuki and enjoys cult status today. Now more than 30 years old, many early GSX-Rs have suffered at the hands of successive owners, a state of affairs that has resulted in well preserved examples becoming increasingly sought after by collectors. Currently displaying a total of 26,794 miles on the odometer, this Slingshot last ran in July 2020 and has been dry-stored since August 2020 when the late owner passed away. There is some corrosion present, and the bodywork shows signs of repairs. Following a period of inactivity, the machine will require re-commissioning to a greater or lesser extent and thus is sold strictly as viewed. Offered with a V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1984 Kawasaki GPz1100 ProjectRegistration no. A982 TCR (see text)Frame no. JKA7XBA11EA013910Engine no. KZTI0BE034267Topping Kawasaki's range for 1981 were two new 1,089cc models: the Z1100A tourer and GPz1100 sports roadster. While the former boasted shaft drive and carburettor induction, the latter was chain driven and fitted with fuel injection, an innovation Kawasaki had first tried on the Z1000H a year or so previously. We are advised by the vendor that this incomplete and distressed GPz1100 was modified in 'street-fighter' style by the previous owner and then passed on to the current vendor when the previous owner passed away. Dry stored for approximately four years and sold on account of the vendor's ill health, the machine is offered for restoration and sold strictly as viewed. A total of 30,181 miles is showing on the odometer. The machine's mechanical condition is not known. There are no documents with this Lot; accordingly, prospective purchasers must satisfy themselves with regard to this motorcycle's registration status prior to bidding.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1941 Matchless/AJS 348cc G3/L (see text)Registration no. LWE 797Frame no. 54815Engine no. 41/G3L 73551Weighing as much as the 500cc model from which most of them were derived, but considerably less powerful, the typical British '350' of the 1940s/1950s was not likely to be anyone's first choice as a fast sports bike. Rather, these honest, workaday mounts were chosen for other reasons, chiefly their inherent strength, dependability and economy. This motorcycle is something of an AMC hybrid, its engine having the forward-mounted magneto of the AJS while the crankcases are stamped 'G3/L' (Matchless). The machine is presented in 'oily rag' cosmetic condition; the engine turns over freely with good compression, but otherwise the machine's mechanical condition is not known. Sold strictly as viewed, the machine is offered with old/current V5C documents; DVLA correspondence; and a quantity of expired MoTs.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
The Hans Schifferle Collection 1955 CM Francolino 175Registration no. not registeredFrame no. CM583Engine no. CM175 583CM was founded in Bologna in 1930 by rider/engineers Oreste Drusiani (whose son Alfonso would later find fame with Mondial) and Mario Cavedagna. Powered by overhead-valve and overhead-camshaft engines of various capacities up to 500cc, CM's motorcycles soon gained a reputation for both indestructibility and speed, its 'cammy' 350 ridden successfully by Guglielmo Sandri in the mid-1930s being particularly noteworthy. The company kept faith with the four-stroke engine in the immediately post-war years and then in 1949 introduced the first of a range of two-strokes, the ultimate expression of which was a 250cc twin. But the company was not yet done with four-stroke models, launching the overhead-cam Francolino 175 sports roadster in 1956. Belatedly climbing aboard the scooter bandwagon in 1958, the firm had ceased production by the decade's end. This CM Francolino had already been restored when it was purchased in September 2006 (it is believed the rebuild included the engine but this cannot be known for certain). An ASI sticker to the rear suggests the CM was purchased from Italy. Only 136 kilometres have been covered since the restoration and the machine is very nicely presented. Accompanying documentation consists of a German Fahrzeugbrief and an expired TüV (MoT) certificate and correspondence. Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.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
Ridden by Tommy RobbHonda 250cc RC163 Grand Prix ReplicaRegistration no. not registeredFrame no. JML-PMR 006Engine no. MC14E-1072447•Built by Phil Morris•Based directly on Mike Hailwood's RC163•Honda CBR250RR engineThe Honda RC163 won the 250cc World Championship with Jim Redman riding in its debut year of 1962, which also marked the recruitment of Tommy Robb into the Honda Grand Prix Team. The diminutive Ulsterman duly rewarded their faith in him by winning the 250cc class at the Ulster GP, beating champion-elect Jim Redman in the process. In fact, Tommy finished inside the top six in all four World Championship classes contested by Honda that year, a better performance than any of their other riders. Genuine examples of Honda's fabulous Grand Prix-winning multi-cylinder racers of the 1960s have always been out of the financial reach of all but the most wealthy collectors and museums. Generally considered far too precious to parade, let alone race, they are seldom seen in action. The result of this situation has been the growth in recent years of a 'cottage industry' of replica-builders, many of whom use the four-cylinder engine of the modern CB250R sports roadster, a Japan-only model never officially imported into the UK. When first introduced in 1986 as the Type MC14, this little jewel had around 45bhp on tap at 14,500rpm. The series progressed via the CBR250R (MC17 and MC19) to the CBR250RR (MC22) and was last made in 1999, though the engine type (MC14E) remained the same throughout. Water-cooling aside, it is the closest in spirit to Honda's Grand Prix power units of the 1960s. This CBR250RR-powered RC163 replica is one of 25 built by Phil Morris, which were eagerly snapped up by customers worldwide. Frame number '006', it is based on Mike Hailwood's works RC163 (owned by Frank Levy and displayed in the National Motor Museum, Beaulieu) which was borrowed for the purpose. The rolling chassis, cycle parts, tanks, and exhausts are faithful copies of the originals, while the machine also boasts numerous Hailwood-specific details. This is the first example completed and has been kept by Phil as a reference. 'There isn't another as close to the real thing,' he tells us. This RC163 replica has been ridden by former Honda works rider and Grand Prix winner Tommy Robb at numerous major events, and is the No. 2 bike of two similar available to him. The machine comes with a massive history file of invoices and other material.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
1979 Honda C50Registration no. KLA 947VFrame no. C50-6179030Engine no. C50E-6179025Introduced in 1958, Honda's classic C100 'step-thru' scooterette gave millions of people the world over their first taste of two-wheeled mobility. Better built, more powerful, and more reliable than the majority of contemporary mopeds while endowed with handling superior to that of the small-wheeled scooter, the C100 set new sales records for motorcycle production and its descendants continue to be immensely popular today. This C50 version has the overhead-camshaft engine first introduced on the CS50 ultra-lightweight sports model. The machine was purchased from an estate sale in Portsmouth (the owner had had it from new but it had been stored for circa 20 years). Painted/tidied up a few years ago, the Honda displays a total of 8,469 miles on the odometer and is described as running by the vendor. SORN'd, it comes with a V5C and an HPI check sheet.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1963 MV Agusta 50cc LibertyRegistration no. not registeredFrame no. MVL*813426*Engine no. MV-L-813725Although best known for their racing and road-going four-cylinder four-strokes, MV Agusta built lightweights throughout its manufacturing career and in its early days listed small two-strokes and even a scooter. Indeed, between 1955 and 1959 they listed a moped and in 1962 introduced the 50cc Liberty, an ultra-lightweight sports roadster. The Italian Highway Code no longer required such machines to have pedals, and the Liberty was aimed squarely at youngsters who wanted something more stylish than the traditional step-thru moped. A four-stroke in a field dominated by two-strokes, the Liberty featured a three-speed twistgrip-change gearbox at first while 1967-onwards models had a foot-change four-speeder. Turismo, Sport, and Super Sport versions were available. Nothing is known of the history of this Liberty, which is offered for restoration and sold strictly as viewed.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1952 Moto Guzzi 499cc FalconeRegistration no. not registeredFrame no. *31161*Engine no. F97991Carlo Guzzi's first prototype motorcycle of 1919 was unconventional in so far as its single-cylinder engine was installed horizontally, and by the end of the 1930s the 'flat single' had established itself as a Guzzi hallmark. Guzzi recommenced production post-WW2 with a range of updated pre-war designs, the 500cc touring GTV and sportier GTW soon gaining telescopic front forks and hydraulic rear suspension before being replaced for 1949 by the Astore, which would remain in production until 1953. By then the ultimate expression of Guzzi's classic, Vintage-style single had arrived: the legendary Falcone. Introduced in 1950, the Falcone took over the GTW's mantle of Guzzi's top sports bike, its tuneable engine being closely related to that of the Dondolino racer. Offered in Sport, Turismo and military/police specifications, the Falcone outlived all its fellows, the Turismo civilian version remaining in production until 1963 when it was replaced by the all-new Falcone Nuovo. This Falcone had recently been imported when it was purchased at a UK auction in November 2003, described as 'carefully refurbished, since when it has been kept on display in the vendor's office and not used. Re-commissioning will be required before returning the machine to the road, and prospective purchasers must satisfy themselves with regard to it registration status prior to bidding.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
1972 Suzuki GT750JRegistration no. AWW 197KFrame no. 28216Engine no. 28431Launched at the Tokyo show in 1971, Suzuki's new GT750 flagship was, as its name suggests, more Gran Turismo than outright sports bike. First of a family of Suzuki two-stroke triples, the newcomer retained the cylinder dimensions of the existing T500 air-cooled twin, but with the added refinements of water-cooling and an electric starter. Top speed was around 115mph, but more important was the effortless cruising capability. This early drum-braked example was imported from the USA and purchased in 2019. The tank and side panels have been re-sprayed and a new petrol tap, wiring loom, ignition coils and condenser fitted. Other notable features include Higgspeed expansion chambers and sports air filters (original airbox included). Offered with a VJMC dating certificate and V5C document.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
Property of a deceased's estate 1958 Triton 650cc 'Cafe Racer'Registration no. 66 WRFFrame no. unable to locate (see text)Engine no. T110 D13676A happy marriage of Triumph power and Norton roadholding, courtesy of the latter's peerless Featherbed frame, the Triton is rightly regarded by enthusiasts as the quintessential British sports special. This hybrid first emerged in the 1950s and continues to be built by professionals and amateurs alike, enjoying marque status today. Purchased in December 1976, the example offered here incorporates the frame from a 1958 Norton Model 50; a pre-unit Triumph Tiger 110 engine; and an AMC gearbox. Other notable features include an eight-stud cylinder head; twin Amal Monobloc carburettors; and a Suzuki front brake. The headlight and instruments are missing. Offered for restoration and sold strictly as viewed, the machine comes with an old-style continuation logbook and an old-style V5. It should be noted that the frame number is obscured, but is recorded in the V5 as 'N13 76219'.Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
The Hans Schifferle Collection 1975 Benelli 500 QuattroRegistration no. not registeredFrame no. BI 2111Engine no. BI 002421Revitalised after its takeover in 1971 by Argentine industrialist Alejandro de Tomaso, Benelli launched a range of new six- and four-cylinder sports bikes. First of these Honda-inspired machines was the 500 Quattro of 1974, which despite its Oriental-looking power unit was thoroughly Italian in all other respects, boasting a rigid cradle frame, powerful Grimeca drum brakes and alloy wheel rims. The front drum had been replaced by Brembo discs and the model name changed to '504 Sport' by 1979: The fact that importers Agrati Sales sold so few in the UK was entirely down to the price: at £1,636 the Benelli was a massive 33% more expensive than Kawasaki's Z500!Purchased in Rimini in 2006, this Benelli 500 Quattro displays a total of 7,570 kilometres on the odometer, though it is not known whether this is from new or since restoration. The machine has been repainted but the plastics, including the rear shock shrouds, are untouched. The restoration took over three years to complete due to delays in finding engine parts and a replacement exhaust system – remember Hans refused to source components via the internet! The machine is offered with a copy maintenance manual, German Fahrzeugschein; expired TüV (MoT) certificate and correspondence; and photocopy Italian registration documents. Footnotes:* Import VAT Low RateImport tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.N (NOVA): This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.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
Ridden by Tommy Robb and John McGuinnessHonda 250cc RC163 Grand Prix ReplicaRegistration no. not registeredFrame no. JML-PMR 002Engine no. MC14E-1062676•Built by John Locksley•Modified by Phil Morris•Honda CBR250RR engineIntroduced for the 1962 season, the four-cylinder 250cc RC163 was little changed from the preceding year's World Championship-winning RC162. It too would enjoy the ultimate success, Jim Redman taking the '250' World Championship that year together with the '350' crown, while Luigi Taveri bagged the '125' title to make it three out of four championships contested for Honda. Only in the 50cc category, won by Suzuki, did they fail. The year 1962 also marked the recruitment of Tommy Robb into the Honda Grand Prix Team, and the diminutive Ulsterman duly rewarded their faith in him by winning the 250cc class at the Ulster GP, beating champion-elect Jim Redman. In fact, Tommy finished inside the top six in all four World Championship classes contested by Honda that year, a better performance than any of their other riders. Genuine examples of Honda's fabulous Grand Prix-winning multi-cylinder racers of the 1960s have always been out of the financial reach of all but the most wealthy collectors and museums. Generally considered far too precious to parade, let alone race, they are seldom seen in action. The result of this situation has been the growth in recent years of a 'cottage industry' of replica-builders, many of whom use the four-cylinder engine of the modern CB250R sports roadster, a Japan-only model never officially imported into the UK. When first introduced in 1986 as the Type MC14, this little jewel had around 45bhp on tap at 14,500rpm. The series progressed via the CBR250R (MC17 and MC19) to the CBR250RR (MC22) and was last made in 1999, though the engine type (MC14E) remained the same throughout. Water-cooling aside, it is the closest in spirit to Honda's Grand Prix power units of the 1960s. This CBR250RR-powered RC163 replica was built by John Locksley and bought directly from him by Phil Morris. Phil has since rebuilt the engine and modified the bike, swapping over the gearchange/rear brake to the 'British' arrangement and fitting new 'period' exhaust pipes. Ridden by former Honda works rider and Grand Prix winner Tommy Robb in numerous major events, this was one of two similar machines available to him. It was on this machine that Tommy had the accident that prompted him to retire from the track. The RC163 has also been ridden by TT star John McGuinness at the 'Festival of 1,000 Bikes'. Offered with history file. Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
1974 Laverda 981cc 3CRegistration no. not UK registeredFrame no. LAV.1000\1*1692*Engine no. 1000*1692*Introduced in 1972, the '3C' was the first of Laverda's much admired family of classic three-cylinder 'muscle bikes' that would do so much to establish its reputation as one of Italy's foremost purveyors of high-performance motorcycles. Displacing 981cc, the new engine had a character all its own. No longer conceived along Honda lines like its twin-cylinder predecessors, Laverda's triple was a twin-overhead-camshaft design with 180-degree 'flat' crankshaft. Following the introduction of the Slater Brothers-inspired Jota super sports version, the 3C continued as the 3CL sports-tourer, with the 80bhp engine and 125mph capability. Although slightly slower than the Jota, the less highly-stressed 3C/3CL is considered by many Laverda aficionados to be the more enjoyable machine to ride.This Laverda 3C was last run in 2016 and will require re-commissioning to a greater or lesser extent before returning to the road and thus is sold strictly as viewed. The machine comes with Italian ASI 'Gold Plate' and FMI 'Gold Plate' documents. It also comes with copies of its Italian registration papers (the original registration papers and numberplates have been retained as required by the Italian authorities). An exciting opportunity to acquire a rarely seen Italian classic that can only become increasingly collectible.Footnotes:* Import VAT Low Rate: Import tax at the reduced rate of 5% of the Hammer Price and Buyers Premium will apply should the lot remain in the UK.This lot is subject to a fee of £125 + VAT payable by the Buyer, to undertake the relevant NOVA and C88 (Customs) clearance applications. Please see the Conditions of Sale for further information.As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.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
Property of a deceased's estate c.1931 Vincent-HRD 500cc Two-Port OHV Sports ModelRegistration no. not registeredFrame no. P418 (see text)Engine no. KOZ/H 11191•One of only 25 Two-Port OHV Sports Models sold in 1931•Present ownership since 1987•Substantial history fileThe Vincent-HRD marque originated in 1928 when Philip C Vincent acquired the name, jigs, tools and patterns of the recently liquidated HRD Company. ('HRD' stood for Howard Raymond Davies, the Isle of Man TT winner who had founded the firm in 1924.) Having read Mechanical Engineering at Kings College, Cambridge, Vincent was highly critical of the characteristics of contemporary motorcycles, their lack of rear suspension in particular, and built his own sprung-frame prototype in 1927. With its pivoting triangulated rear fork and springs mounted beneath the saddle, it set the pattern for all future Vincent motorcycles. However, the motorcycling public remained unconvinced of the advantages of rear suspension, and that, coupled with the fact that the first Vincent frames used triangulated straight tubes and looked unconventionally 'Cotton-like' in appearance, only served to depress sales still further. In 1930 Vincent sold only 35 machines, rising to 50 in 1931.Like Davies before him, Vincent relied on proprietary engines until increasing dissatisfaction with suppliers led to the creation of Vincent's own in 1934. Until then he had sourced engines from both JAP and Rudge. By this time the triangulated frames had gone, replaced by more conventional 'diamond' types, albeit still with rear springing. With 22 sold in 1930 and 25 in 1931, the 500cc Two-Port OHV Sports Model was by far the most popular in the Vincent-HRD range during that period. This example is believed to have been raced in Ireland during the 1930s before coming to the UK in the late 1940s. The dry-sump JAP engine is coded 'H' for 1931 so would have been manufactured at any time between 1st September 1930 and 31st August 1931. Strangely, frame number 'P418' is not listed in the works order book, the sequence going from 'P417' to 'P419'. Vincent was experiencing cracked frames at this time, and it has been suggested that 'P418' might have been supplied as a replacement, although there is no evidence to support this. This motorcycle has for many years been associated with the (Irish) registration 'IL 4247', but the frame number does not match that on the V5C and so the machine is offered without a V5C Registration Certificate. The Vincent was acquired by the late owner in 1987 having previously belonged to one Harold Turner of Caversham, Reading. It comes with a most substantial history file containing old registration documents; sundry magazines; photocopy instruction books; a quantity of MoTs (most recent expired 2013); and copious correspondence (close examination recommended).Footnotes:As with all Lots in the Sale, this Lot is sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness, and originality prior to bidding.For further information on this lot please visit Bonhams.com
James Bond Seiko - Rare James Bond Octopussy wristwatch: the stainless steel case having a polyurethane bezel stamped Seiko, Sports 100, the rear of the case stamped Seiko, ON 0939, Japan, G757-5020 AO, the LCD multi-function dial including time/day/date/alarm/stop watch, with a matching bracelet, diameter 38mm. In Seiko case. This model type, G757-5020, was worn by Roger Moore appearing as James Bond in the 1983 film 'Octopussy' and shouldn't be confused with other similar models.Condition Report: Do not know if this is working.Light wear to box, notably to the corners.Face with light scratches. Black surround, worn, chipped and with losses. Back plate scratched.Strap with one heavy dent. Worn and scratched.
A collection of approx 80 UK Royal Mail unfranked Presentation packs dating 1990 - 1997. Collection comprises of Big Stars from the Small Screen, Classic Sports Cars, The Great Tudors, St Augustine & St Columba, Architects of the Air, Enid Blyton, Comedians, Carnival and more. Face value approx £150.
A late 19th century Victorian sports activities / Olympic plaque. The plaque of a circular form having foliate raised decoration, Greek male figurine to the centre flanked by two shield / bridges depicting a running competition and a Penny-farthing raiding completion. Measures 46 cm diameter.
Registration No: F600 NAN Chassis No: WBAEC820908188007 MOT: April 2022Current ownership since 2014Desirable Highline specificationApproximately £1,260 expenditure at Moorland Classic Cars in June 2021Attractive colour of Dolphin GreySuccessor to the race-proven (E9) 3.0CS/CSi high-performance sports coupes, the 6-series was introduced in August 1976. More forgiving than its predecessors, it utilised a modified version of the (E12) 5-series saloon platform equipped with all-round independent suspension (coil and wishbone front, trailing-arm rear) and powerful disc brakes. A natural rival to the 928 and XJS, the four-seater 6-series proved more capacious than the Porsche and sportier than the Jaguar. Immediately recognisable thanks to its distinctive 'shark nose' frontal styling and thin pillared glasshouse it boasts real road presence. An impression backed up by the various versions of BMW's mighty M30, SOHC straight-six engine fitted throughout the range. Second only to the BMW Motorsport tuned M6 version, the 635CSi's 3430cc unit developed some 216bhp and 232lbft of torque (outputs that were reputedly sufficient to propel it from 0-60mph in 8.4 seconds and on to 135mph).This 635 CSi was manufactured in 1988 and was supplied new to the United Kingdom. Fitted with the 3430cc straight-six engine mated to the automatic transmission. Finished in the attractive colour combination of Dolphine Grey paintwork with Grey full-leather interior upholstery with electric Recaro sports seats. ‘F600 NAN’ has covered a total of 135,419 miles from new (at time of consignment), although only c.10,000 of those miles have been across the last fourteen years. Entering current ownership in 2014, the BMW has had ten former keepers. Last serviced at approximately 134,000 miles, the BMW has further benefitted from approximately £1,260 expenditure at Moorland Classic Cars in June 2021 and is offered with current V5C, a collection of invoices and past MOTs and an MOT certificate until April 2022.Vendor Condition Ratings:Bodywork: 'Very Good' Engine: 'Very Good' Electrical Equipment: 'Very Good' Paintwork: 'Good to Very Good' Gearbox: 'Excellent' Interior Trim: 'Very Good'Footnote: PLEASE NOTE: The vendor has informed us that his mechanic has noticed perishing on one of the engine mounts. A replacement is on order and will be sent on to the successful purchaser. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: GVT 646Chassis No: Y254735MOT: ExemptPLEASE NOTE: This lot is now offered with No ReserveOne of just 5 Martin Ford Specials known to have survivedSubject to restoration finishing in c.2016 and offered in British Racing Green with contrasting black interiorOffered with a number of documents including communications with Martin Plastics surrounding the purchase of the bodyIn the immediate post-war years and for quite some time afterwards, mainstream sports cars were simply beyond the fiscal reach of most enthusiasts and most new cars were destined for export. Because of this, the Specials (or Kit Car) movement was born. Frederick E. Martin became Martin Plastics Maidstone LTD in 1953, and are thought to be one of the first to offer glass-fibre shells, second only to R.G.S. Still trading today under Martin Coachworks Ltd, the company built approximately 500 cars, but only 5 are thought to have survived to this day.GVT 646 was registered in 1962 with the body purchased in 1956 and utilises a 1939 Ford Prefect as the donor car with a Ford 100E 1172cc sidevalve engine paired with twin SU carbs. Subject to restoration finishing c.2016, GVT comes accompanied with a number of historic invoices, informative documents and the V5C. The vendor rates the condition of the engine, electrical equipment, paintwork, transmission and gearbox and interior trim as ‘Good’, with the bodywork ‘Very good’. Footnote: For more information, please contact:Andreas Hicksandreas.hicks@handh.co.uk07943584762
Registration No: 430 XVKChassis No: BN1- L224662MOT: April 2022Supplied to the USA in left hand drive configurationFinished in desirable 'Ice Metallic Blue'Fitted with uprated '3000' front disk brakesDonald Healey's eponymous company built a prototype two-seater sports car for display at the 1952 London Motor Show. It was based on Austin A90 Atlantic mechanicals and sported a notably sleek body designed by Gerry Coker and built by Tickford. It was dubbed the 'Healey Hundred' (a moniker chosen to reflect the car's ability to reach the magic 100mph), and, subject to a suitably encouraging response, Healey planned to build production versions in-house at his factory in Warwick. As things transpired, not only did the Ice Blue prototype more than impress the public, but also so excited Austin's Managing Director, Leonard Lord, that he struck a deal to build the car in volume at Longbridge. The newcomer was renamed the Austin-Healey 100/4. The rest, as they say, is history.The 100/4's chassis was a departure from the company's previous backbone designs and comprised a pair of three-inch square box-section side members running the length of the car, some 17 inches apart. These were braced by parallel and cruciform cross-members to which the steel floor pressings were attached. After the first 25 cars had been constructed at Healey's own premises in Warwick, the production of the mainstream bodyshells was turned over to Jensen. Once complete, the shells were transported to Longbridge, where the Healeys were assembled alongside the A90.The early examples (code named BN1s) were equipped with the same 90bhp 2660cc engines and manual four-speed transmissions as the A90 though, in an unusual move, Austin modified the gearbox so it operated as a three-speed unit with overdrive on the top two ratios. The car had 11-inch drum brakes all round. The front suspension was independent by coil springs while the rear featured a traditional live axle supported by semi-elliptic leaf springs. Damping was by Girling lever arm units all round and the steering was by cam and lever. A 1953 BN1 tested by Motor magazine returned a top speed of 106mph and achieved the 0-60mph dash in 11.2 seconds. A total of 10,688 BN1s are believed to have been produced between January 1953 and 1955 (the vast majority of which went overseas), when the model was superseded by the BN2.This BN1 on offer is an original left-hand drive USA export market example and was the subject of must previous restoration work, reportedly carried out to an exceptional standard more than twenty years ago. The 'Big' Healey is now finished in Ice Blue (having been colour changed from the original Spruce Green) and is trimmed in complementing Navy Blue leather - The vendor states "it was a frame-off restoration that showcased a full respray (including the floor pans). You would not be able to tell the car was a different colour from factory unless you had been told previously. The car has just had a brand new soft top fitted as well as brand new side screens in case you were to get caught out in a storm. It’s also just had 5 new radial tyres and tubes. It also sports a new upgraded single 12V battery instead of the standard 2x6v batteries. All electronics work as they should including the well know troublesome self-cancelling indicator and horn switch. The seats are leather, carpets look well as do the door cards. Possibly the biggest highlight of this car is its California history — it is basically rust free from body to frame."The vendor states that the odemeter reads 12,213 and assures us that '430 XVK' "drives as well as it looks". A rare opportunity for the ever-growing army of early 'Big' Healey collectors to purchase a vehicle equally suited to a relaxing drive in the UK countryside, but with subtle upgrades and a left-hand driving position to make it a serious contender for continental and long-distance rallying. It comes complete with photographic evidence of the restoration and extensive service and MOT history, plus a current certificate valid into April 2022.For more information, please contact:Adam Sykesadam.sykes@handh.co.uk07429600332
Registration No: LXC 946 Chassis No: Y6227 MOT: ExemptUnderstood to have covered only 17,380 (atoc) miles from newIn long-term ownership between 1995 and 2013Subject to a restoration in 2013-2014 costing over £5,800Attractive colour schemeShowing five former keepers on HPIThis YA was manufactured in 1951 and is fitted with the 1250cc four-cylinder XPAG engine with a four-speed manual transmission. The MG is finished in maroon and white two-tone paint, with cream leather interior upholstery. In previous long-term ownership between 1995 and 2013, the MG YA was restored in 2013. The restoration comprised bodywork remediation; repaint; wheel refurbishing; brakes overhaul; engine reconditioning and attention to the clutch. Understood to have covered just 17,380 miles from new (at time of consignment) and is offered with paperwork relating to the restoration and a current V5C showing five former keepers. Fitted with additional indicators on the rear for safety, the original trafficators are still in working order.Model Information:Introduced in 1947, the Y type saloon was an important car for MG. Boasting an all-new welded box-section chassis (later adapted for use on the marque's TD / TF sportscars) its sophisticated coil-and-wishbone independent front suspension was the work of Sir Alec Issigonis and MG draughtsman Jack Daniels. Equipped with rack and pinion steering, a four-speed manual gearbox and hydraulic drum brakes as standard, it was powered by the same 1250cc XPAG four-cylinder engine as the TC Midget sports car. Said to develop some 46bhp and 58.5lbft of torque, the single SU carburettor fed unit reputedly endowed the model with a 71mph top speed. Elegantly understated, the four-door saloon's handsome lines were the work of Gerald Palmer. Benefiting from a well-appointed cabin, the YA remained in production until 1951 (by which time some 6,158 are thought to have been sold).Footnote: For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: NSX 273JChassis No: GHN5211997GMOT: April 2022Fitted with stage 2 V8 engine and 5-speed gearbox by Former GloryOffered with a collection of invoices, old MOT's and conversion photographsElectric windows, power steering, V8 back axle and Kenlowe fanCurrent ownership since 2014 and offered with V5cUprated suspension and brakes, S/S exhaust system and electric power steeringSubject to bodywork repairs in 2018 by Steve McKie sports cars Introduced in 1962, the MGB Roadster enjoyed an eighteen-year production run. With nicely balanced handling and a good turn of speed, it merited the old MG marketing slogan 'Safety Fast'. Based around a monocoque chassis featuring independent coil-sprung front suspension and a leaf-sprung 'live' rear axle, its 1798cc 'B' series four-cylinder engine was allied to four-speed manual transmission. Capable of over 100mph (especially if specified with overdrive), the provision of disc/drum brakes and rack and pinion steering greatly aided control. Today, it enjoys a very strong following and with its GT sister has spawned a dedicated support industry.Vendor Condition Ratings:Bodywork: 'Good'Engine: 'Good'Electrical Equipment: 'Good'Paintwork: 'Good'Gearbox: 'Good'Interior Trim: 'Good'Footnote: For more information, please contact:James McWilliamjames.mcwilliam@handh.co.uk07943 584760
Registration No: WN 722Chassis No: 53513MOT: ExemptPowered by the reliable 747cc four-cylinder engine coupled to the correct early three-speed gearboxAn ideal candidate for VSCC eventsPreviously restored to a high standardApparently inspired by the Peugeot Quadrilette, the now immortal Austin Seven was announced in 1922. It is amazing to think that its tiny splash-lubricated 696cc (soon increased to 747cc) engine was the design of an 18-year old draughtsman called Stanley Edge, and the Seven immediately became the smallest four cylinder-engined car on the British market. It featured four-wheel brakes, suspension by semi-elliptic transverse spring at the front, quarter elliptic units at the rear and steering was by a worm and wheel system. Taken to heart by the British public, the Seven remained in production from 1922 until 1939, during which time some 290,000 were produced. It was also manufactured under licence in France, Germany, Japan and America. As with any car whose running gear seems unbreakable, many examples were plundered by special builders (Colin Chapman's first Lotus was based on an Austin Seven) or simply run into the ground. The remaining cars are a vital element of the vintage movement. Through all its variations and evolutions, it is perhaps in the guise of Chummy Tourer that the model is most fondly remembered. Continuing spares availability and a plethora of enthusiastic clubs mean that owning a Chummy in the 21st Century is still a practical proposition (as well as being a great entry into the Vintage Sports Car Club).The 1928 example offered here is finished in blue with black wings and complemented by black interior trim/weather gear. It's powered by the reliable 747cc four-cylinder engine coupled to the correct early three-speed gearbox. 'WN 722' is evidently a subject of much previous restoration work, prior to being placed in long term storage by the previous custodian in his heated and carpeted garage.Produced in Tourer, Saloon, Cabriolet, Sports, Coupe and Van form, the Seven was all things to all men between the two world wars and beyond, and rightly reserved its place alongside the Model T Ford, Volkswagen Beetle and Morris Minor as one of the most popular cars ever produced. Only offered for sale to fund the final stages of restoration to its more contemporary stablemate, this venerable Chummy is offered completely without reserve and is UK registered with a current V5c document.For more information, please contact:Adam Sykesadam.sykes@handh.co.uk07429600332
Registration No: 4356 MKChassis No: AN539194MOT: ExemptSubject to recent recommissioning after long term dry storageNew duplex timing chain, distributor, oil and filter change plus some new chrome workFitted with steel bonnet, side screens and new Tonneau coverOffered with Heritage certificate, collection of old MOT's and invoices5 former keepers shown on HPIUnderstood to be an older restorationIntended as a spiritual successor to inexpensive pre-war sports cars such as the MG M-type or Austin 7 Nippy, the Austin-Healey Sprite was launched in May 1958. Fruit of the growing partnership between Donald Healey and Austin's Leonard Lord, its design costs were kept to a minimum through some inspired BMC parts bin raiding. Built around a lightweight monocoque, it combined the Austin A35's independent front suspension and four-speed gearbox. Powered by a twin-carburettor fed 948cc A-series four-cylinder engine developing some 43bhp and 52lbft of torque, it was capable of over 80mph. Credit for the Frogeye's wonderful styling lies with both Gerry Coker and Les Ireland. Put on sale for just £669 including purchase tax rarely before or since has a sports car enjoyed such a large fun-to-price ratio.Vendor Condition Ratings:Bodywork: 'Good’Engine: 'Good'Electrical Equipment: 'Excellent'Paintwork: ‘Good'Gearbox: 'Average'Interior Trim: 'Good'Footnote: For more information, please contact:James McWilliamjames.mcwilliam@handh.co.uk07943 584760
Registration No: DLW 654Chassis No: B191HMMOT: ExemptSupplied new to Miss Durand of London and more recently part of a large, private collection for three decadesThe subject of a chassis-up, bare metal, photographically documented restoration during the early 1990sStructurally very sound, cosmetically imperfect and in need of further mechanical recommissioning (c.£7,700 spent in 2019-20)Originally ordered by Jack Barclay Ltd of Mayfair for stock, chassis B191HM was supplied new to Miss Durand of Kensington & Chelsea. The work of esteemed firm Vanden Plas, its decidedly elegant, Pillarless Sports Saloon coachwork (body number 3503) cost some £395 alone. Intended for ‘town work and touring’, the Bentley was specified with a sunroof, Philco car radio, slightly angled gear and handbrake levers and louvres that extended from the bonnet into the scuttle. Miss Durand’s custodianship was comparatively fleeting but Jack Barclay Ltd certainly developed an affinity for the car re-selling it in 1938 and 1947 (copies of the showroom blurb on each occasion remain on file). Having bought ‘DLW 654’ when it was twenty months old, Ernest Thornton-Smith Esq. of Queen Anne’s Gate, SW1 (and later Soho Square) covered a substantial mileage during his nine-year tenure increasing the odometer reading from 15,000 to over 100,000 miles. Such extensive usage during World War Two whilst petrol was heavily rationed suggests that Mr Thornton-Smith either played an important role during the conflict or lent his car to the armed forces. Interestingly, he was a master of the Worshipful Company of Gardeners as well as a renowned antique dealer and interior designer (the Thornton-Smith Co operated on both sides of the Atlantic).Fitted with an exchange cylinder block in 1939, the Bentley had also been repainted from Steel Dust Metallic to Black (perhaps due to wartime duties?) by the time that J.B. Upton Esq of Rolston Hall, Yorkshire acquired it from Jack Barclay Ltd eight years later. Off the road for sometime (or possibly abroad), chassis B191HM was re-registered with the DVLA during 1979. Treated to a photographically documented, bare metal, chassis-up restoration in the early 1990s at a reputed cost of £60,000 by then owner Derek Saunders Esq of Blunham, the Pillarless Sports Saloon subsequently spent twenty-three years as part of a private collection. Stored indoors but with a haphazard cover for most of that time, its Garnet paintwork has suffered accordingly. Two accompanying MOT certificates dating back to the mid-1990s suggest that ‘DLW 654’ may have covered less than 1,000 miles since its restoration. Little used for decades, the car was treated to some £7,700 worth of recommissioning in 2019-2020 by Trevor Farrington of Knutsford which comprised: freeing up the braking system, refurbishing the ignition system and fitting a new battery, rejuvenating the fuel system including cleaning/sealing the tank and fitting a new fuel pump, replacing a broken valve spring and resetting all tappets, cleaning and machine polishing the bodywork and chrome-work, and greasing and checking the underside.The Bentley runs and drives with the engine reportedly showing good compression and the cylinder head appearing sound. However, the straight-six is not as smooth or quiet as it should be and would thus benefit from further attention. The front brakes are currently disconnected due to the brake shafts being seized. On the plus side, the wooden body frame seems particularly sound with the doors all opening and closing easily (a notorious weak point on Pillarless cars) and the interior trim remains highly presentable. A very worthwhile project which would doubtless still cut a dash in Mayfair traffic, this desirable Vanden-Plas bodied Derby Bentley is offered for sale with V5C Registration Document, RREC copy chassis records, restoration photos and sundry other paperwork.Footnote: For more information, please contact:Damian Jonesdamian.jones@handh.co.uk07855 493737
Registration No: GSJ 728 Chassis No: 2599582MOT: ExemptImported from France in 1997 and restored to show winning condition with numerous awards to its creditFitted with such desirable extras as a 'bumpy' boot lid, twin horse mascot and Robri wing guards all roundFeatured in Classic & Sports Car magazine “The most intelligent application of minimalism ever to succeed as a car” (LJK Setright on the Citroen 2CV)The development of Citroën's ever-charming Deux Chevaux dates back to 1936, ie a couple of years after the company had been rescued by Michelin. It was intended to motorise the large number of French farmers still relying on horses and carts, and it was research carried out amongst France's largely rural population that determined the following unique design brief: a low-priced, rugged 'umbrella on four wheels' that would enable four peasants to drive 110lb of farm goods to market at 31mph in clogs and via muddy, unpaved roads; including transporting eggs across a ploughed field without breaking them. Production was delayed by WWII, but began in 1948, following which 3,872,583 2CVs were manufactured via 11 factories across the world (including one in Slough, England) between 1948 and 1990, by when the ageing design had been defeated by contemporary legislation. Introduced in September 1957, the ‘decadent’ AZLP variant boasted an enlarged ‘AZ’ 425cc engine (good for a reputed 80km/h top speed), ‘L’ for ‘Luxe’ trim (including a decorative aluminium bonnet centre strip) and opening ‘P’ (for porte de malle) boot lid.Further distinguished by its ‘deux chevaux’ mascot and distinctive ‘bumpy’ boot lid, this rare surviving AZLP is the veteran of numerous International Citroen Car Club Rallies. Imported to the UK in 1997, a certificate on file reveals that it was declared ‘Registers Day Winner’ at the following year’s 50th Anniversary of the 2CV Celebrations. Granted a ‘Masters Class Award’ at the 2CVGB’s Registers Day in 2000, the four-seater was judged to be ‘The Best Old Car’ at the 2CV Southern Club’s Walton-on-Thames meeting two years later and even graced the pages of Classic & Sports Car magazine as part of a feature on the model. Self-evidently the subject of much past restoration work not the least of which was a respray carried out by a Rolls-Royce and Bentley Service Centre during 2012, the diminutive saloon is among the smartest 2CVs we have encountered and possibly the finest example of its kind in the UK? Wonderfully detailed from its ripple bonnet and Jaegar 0-90km/h speedometer through to its Blue-stripped upholstery and Robri wing guards, this delightful Citroen is worthy of close inspection.Footnote: PLEASE NOTE: We have been informed that the chassis number for this lot indicates it was built as an ‘AZ’ model during the 1962 model year. As such, it would originally have been fitted with a ‘five rib’ bonnet. Accompanying French paperwork gives the date of first registration as 4th October 1961.For more information, please contact:Damian Jonesdamian.jones@handh.co.uk07855 493737
Registration No: LWT 406HChassis No: BA96JR73548MOT: ExemptFinished in Blue Mink metallicAn ideal candidate for circuit racing, hillclimb or touring eventsBuilt into its current high specification in Oregon, USA during 2002The Cortina was Ford's mass-market compact car and sold extremely well. It was produced in five generations, the Mk. I through to the Mk. V although officially the last one was called the Cortina 80. With variants of the Cortina reaching sales of over one million, each successive model proved more popular than its predecessor. Such was its fame in the UK, that the Poet Laureate at the time, Sir John Betjeman, included it in one of his poems: ‘I am a young executive. No cuffs than mine are cleaner; I have a Slimline briefcase and I use the firm's Cortina.’ In response to the huge success of the Mini, Ford responded not with a small car but with a larger family offering which they could sell in large numbers. The result was the Cortina; a distinctively styled car aimed at buyers of the Morris Oxford and Vauxhall Victor, launched on 20th September 1962. With eye-catching modern styling, it was originally branded as the Consul Cortina until a modest facelift in 1964, after which, it was sold simply as the Cortina but with four trim levels; Standard, Deluxe, Super and GT.Starting life as a June 1969 Dagenham-built Ford Cortina 1500 GT, this car was built into its current configuration in Oregon, USA during 2002. Starting with an "immaculate, rust-free, undamaged bodyshell", it was first taken to the track by its builder and the current vendor - a well respected engine builder on both sides of the pond. Currently fitted with a 'fresh' all-steel, FIA-legal Lotus Twin-Cam of 1598cc with twin 45 DCOE carbs, putting out an estimated 168bhp, this professionally-built and extremely well-specified competition car is offered with a pre-sale estimate that’s a fraction of the build cost.The paint is an unusual choice for a Lotus Cortina - Blue Mink Metallic, but perhaps more importantly, the panels onto which it’s applied are remarkably straight and show no signs of filler or corrosion (meaning an easy conversion to a fast-road showcar is certainly an option for the purchaser). The windows are polycarbonate, with a sliding panel in the driver’s side and also pull-out vents in the rear screen to encourage a bit of through-flow on hot days. The door mirrors are lightweight plastic items and there is a battery cut-off switch on the car’s right-rear hip. The car is de-bumpered and the original fuel-filler in the rear panel has been welded up and skilfully blended into the surrounding bodywork (the only touch of filler on the car apparently) leaving the filler for the fuel cell in the boot. The front screen is still glass and the car rides on 6x13 Compomotive Minilite-style wheels and road legal tyres.At the back, there’s a small racing battery in the right side-well of the boot and a large long-distance fuel cell in the centre. Fuel is moved via a Facet-type electronic pump mounted to an inner wheel arch and there are also steel reinforcing plates for the axle-locating links and the Panhard rod. It’s remarkable to see factory spotwelds and seam sealer under the paint - the shell has survived amazingly well. The cabin is not as ruthlessly stripped as some tin-top racers and all the better for it, with custom-made door cards, an intact full-width dash and period-looking sports steering wheel. The twin racing seats (currently fixed, not sliding) are FIA-approved, but the harnesses will need replacing with in-date items. Peer under the steering column and you’ll find an ingenious braking bias bar. It works with a pair of master cylinders he’s installed, one for the front brakes and one for the back, and so can be tweaked quite easily between outings until you hit perfection.There is a Safety Devices half-cage installed; this will need to be upgraded to a full cage for British and European circuit events but the front half remains available from Safety Devices and the existing rear half already has brackets to accept it. There’s a fire extinguisher fixed to the cage behind the drivers seat - once again, depending on the type of competition, the next owner may need to replace it with one that’s plumbed to a nozzle in the engine bay.Starting and running well during our recent photography session, 'LWT 406H' bursts into life almost immediately with a loud, rapid crackle to be expected from a race-specification engine. There’s only one small silencer in the side-exit exhaust system which may require further baffling to ensure the car complys with some strict UK circuit noise tests.The engine is built to a high no expense spared specification with a forged crankshaft and conrods, forged aluminium pistons and large valves, plus full race cams. The eye-catching BRM cam cover is one of a short run that our vendor had cast from the original pattern; the engine bay also housing a strut brace and a large alloy radiator / oil cooler (originally to cope with Californian heat). The gearbox is a Ford Type 9 five-speed with Quaife internals and the suspension has been substantially altered to race standard. At the front, stiffer springs and damping, a 1-in anti-roll bar on alloy mounts and adjustable track control arms. At the rear, the axle location is controlled by a pair of rose-jointed links going back to mountings on the boot floor and by a Panhard rod, set up to lower the rear axle’s roll centre. There are custom-made leaf springs. The car runs a plated limited-slip differential and at the front, vented disc brakes. The original invoice from 2002 detailing the build specification is in the file (from our vendor to the original customer), along with a couple of other invoices paid by the first owner and communication between him and the FIA enquiring about technical points. There’s also the car’s logbook from the Society of Vintage Racing Enthusiasts (SOVREN) in America detailing the car’s chassis number, the inspector’s comments and a couple of ‘OK to race’ sign-offs from April and May 2002.This 'Super Saloon' offers a very realistic and potentially competitive entry into Historic Motor Sport, but would also be equally at home for fast-road use and touring.For more information, please contact:Adam Sykes07429600332adam.sykes@handh.co.uk
Registration No: GYB 554T Chassis No: WDB1290602F047697 MOT: July 202295,390 recorded miles (atoc) and six former keepersSupplied with a large history fileFitted with an LPG conversion by Bury LPGAccompanied by a body-coloured hardtop and personalised registration number ‘GYB 554T’Faster, harder-edged and more driver-orientated than its R107 predecessor, the Mercedes-Benz R129-series SL was launched at the 1989 Geneva Motor Show. Brimful of cutting-edge technology, its impressively rigid two-door monocoque bodyshell featured an integral rollover bar that deployed in less than a third of a second (if the car ever sensed an impending flip) and a fully automatic convertible roof. Known for its sure-footed handling, the R129 utilised all-round independent suspension, ABS brakes and power-assisted steering. Propelled by a variety of six- and eight-cylinder engines all allied to an automatic transmission, it was the sports car of choice for many contemporary F1 drivers. Reputed to develop some 188bhp and 192lbft of torque courtesy of its 2960cc SOHC straight-six, the 300 SL was a paragon of refinement (despite its claimed ability to sprint from 0-60mph in 9.0 seconds and onto 142mph).Manufactured in 1992, this SL 300 was supplied new to the UK and is fitted with the 3.0-litre straight-six engine mated to the automatic transmission. The Mercedes-Benz is finished in the complementary colour scheme of Blue with Cream interior upholstery and a Dark Blue hood. With a recorded mileage of 95,390 miles from new (at time of consignment), the SL 300 entered into current custodianship in 2019 and has just six former keepers. Converted to run on LPG in 2008 (at 83,304 miles) by Bury LPG, the Mercedes-Benz’s conversion certificate is presented in the accompanying history file. The aforementioned history file also includes a selection of past invoices and MOT certificates, previous service history and a current V5C. Offered with a hardtop finished in body-colour, the SL is also provided with the cherished number ‘GYB 554T’.Footnote: For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Registration No: ABR 7BChassis No: 18335HD - 11665MOT: ExemptA recent garage discovery, following a period of dry storageSaid to "start and run well", however "the clutch will require attention"Evidently the subject of much past restoration workLast used on the road in 2018Based on a design exercise by the Swedish-born Pelle Petterson whilst working at Frua, the Volvo P1800 sports car was officially unveiled at the January 1960 Brussels Salon. Not entering production for a year, the newcomer's sleek two-door monocoque bodyshell was equipped with independent front suspension, a coil-sprung 'live' rear axle and disc / drum brakes. Powered by a 1782cc OHV four-cylinder engine breathing through twin SU carburettors, allied to a four-speed manual gearbox, it was capable of over 100mph. The P1800 was immortalised in the 1960s TV series 'The Saint' starring the late Roger Moore.Finished in Black with Black upholstery, this rare right-hand drive UK market coupe displays just over 91,000 miles on the odometer. Treated to an extensive cosmetic restoration approximately ten years ago, H&H are indebted to the vendor for providing us with the following description. "This car has been owned by me since 2007 and only had one custodian before then. The bodywork was professionally restored (including a colour change from red to black), with much of the exterior metal re-chromed where possible or replaced where not, (however the plating is now sadly flaking in places). The interior was re-trimmed with black leather and much work was carried out to the instrumentation including replacement of the clock with digital display - these are a common problem on these cars. The dashboard is original and uncracked (again unusual), whilst all interior trim is complete. The door seals have been replaced, and mechanically the car was fully gone through, including fitment of a rebuilt and up-rated B20 replacement engine mated to a complete sports exhaust system (also benefitting from overdrive transmission). Riding on Bilstein shock absorbers and lowered springs all around (with new suspension bushes), 'ABR 7B' also benefits from a new fuel tank, fuel lines and rebuilt carburettors." Sadly, the car has not seen any use in the past five years and will now require recomissioning and some TLC.Receipts for all mechanical work are included and the car is sold with a current UK V5c document. This appealing P1800S is described by the vendor as being in ‘very good’ condition with regards to its chassis and bodywork, 'good' with regard to its electrical equipment, interior trim and bodywork, whilst he rates the chrome work and paintwork as 'average'.For more information, please contact:Adam Sykesadam.sykes@handh.co.uk07429600332
Registration No: JC 4435Chassis No: A/EB263186MOT: ExemptCurrent registered keeper since 19661 of only c.800 made and a rare survivorThe subject of much past restoration work and comes with a bench seat for three-up motoring! PLEASE NOTE: The chassis number for this lot as it appears on the accompanying continuation logbook is A/EB263186 (with the ‘AEB’ prefix identifying it as a ‘Nippy’ model). However, the chassis number which is listed on its V5C Registration Document has been transposed to AEB963186. The engine currently fitted is a three-bearing crank unit and not original to the chassisThe stampings on the accompanying continuation logbook are a little indistinct but it appears that the current registered keeper acquired this delightful Nippy in 1966. A true Seven enthusiast, he fitted a bench seat for three-up motoring but the past fifty-five years have only seen 10,000 miles or so added to the odometer! First registered in Caernarvonshire on 12th March 1937 (or so its ‘JC 4435’ number plate would imply), the Austin had migrated to Yorkshire by the 1960s. Fitted with a replacement engine that same decade, it is nicely detailed throughout with a badge bar, wooden dashboard, carpeted boot and rear-mounted spare wheel. The snug hood is complimented by sidescreens and wind deflectors. A rare survivor coming from long-term ownership, this wonderful Nippy is described by the vendor as being in ‘good overall’ condition with regards to its engine, gearbox, electrical equipment, interior trim, bodywork and paintwork. Offered for sale with continuation logbook, V5C Registration Document and bucket seats.Brainchild of Herbert Austin and Stanley Edge, the Austin Seven looked almost impossibly small when launched in 1922. Occupying the same 'footprint' as a motorcycle and sidecar combination, it nevertheless boasted all the advantages of a 'full-size' motor car. Responsible for helping motorise Britain while simultaneously sounding the cyclecar industry's death knell, the baby Austin was brilliantly yet simply engineered. Based around an 'A-frame' chassis equipped with all-round leaf-sprung suspension, four-wheel drum brakes and a spiral bevel back axle, it was powered by a sewing machine-esque 747cc sidevalve four-cylinder engine allied to three-speed (later four-speed) manual transmission. An evolution of the Type EB ‘65’ which itself had been inspired by the legendary Type EA Sports ‘Ulster’, the Type AEB ‘Nippy’ arrived during 1934. Visually near identical to its immediate predecessor with the same low-slung stance and distinctive rounded tail, the newcomer was predominantly bodied in steel over an ash frame (though, early cars utilised the same aluminium panelling as the Type EB ‘65’). Powered by a tuned engine allied to four-speed manual transmission and benefiting from a lowered centre of gravity, the Type AEB ‘Nippy’ proved an amusingly brisk and chuckable sports car. Phased out in 1937, total ‘Nippy’ production is thought to have amounted to just c.800 cars.Footnote: PLEASE NOTE: The chassis number for this lot as it appears on the accompanying continuation logbook is A/EB263186 (with the ‘AEB’ prefix identifying it as a ‘Nippy’ model). However, the chassis number which is listed on its V5C Registration Document has been transposed to AEB963186. The engine currently fitted is a three-bearing crank unit and not original to the chassis. For more information, please contact:Damian Jonesdamian.jones@handh.co.uk07855 493737
Registration No: MXI 514Chassis No: AM122A.659MOT: August 2022Just 21,300 recorded milesTreated to a new clutch, re-faced flywheel and brake fettling by McGrath Maserati circa 5,000 miles ago and a major engine overhaul by Stanwood Engineering at circa 20,800 milesBenefiting from a refurbished steering rack, new LHM tank, fresh front shock absorbers, replacement front disc brakes, new gearchange linkage bushes, four fresh tyres and full repaint in 2018 (approx. 300 miles ago)Returned to McGrath Maserati for a minor service and new starter motor during April 2021 and since subject to £3,000 worth of carburettor refurbishment and fuel system workThe vendor is confident that the paltry 21,300 miles shown by this rare right-hand drive, UK-supplied example’s odometer represents the total covered from new. His belief is supported, at least in part, by the modest mileage, the Merak SS has accrued over the past eighteen years (an average of 280 per annum). Finished in Black with Ivory leather upholstery, the 2+2-seater was despatched to renowned marque specialist McGrath Maserati during 2003 for a refaced flywheel, new clutch, reconditioned LHM pump, rear brake overhaul and replacement lower wishbone bushes etc. The same firm supplied some £3,147 worth of parts (new Omega 92.5mm pistons, bearings, valves/valve guides, gaskets etc) for a thorough engine overhaul carried out by Stanwood Engineering Ltd of Doncaster circa 500 miles ago. Further mechanical work followed in 2018 at an indicated 21,000 miles with the steering being refurbished, the front brake discs/pads replaced, two new front shock absorbers installed, the gearchange linkage bushes renewed, a fresh LHM tank added and four new tyres fitted. That same year also saw the bodywork undergo a partial restoration prior to being professionally repainted by Malton Coachworks. Returning to McGrath Maserati in April 2021, ‘MXI 514’ benefited from a minor service and replacement starter motor, while more recent fettling has encompassed a refurbishment of the triple Weber carburettors and rolling road tune. The interior is nicely patinated (though, there is a split in the driver’s seat base) and has had attention paid to its instruments and switchgear. Starting readily upon inspection and sounding purposeful thanks to its stainless steel exhaust, this striking mid-engined Maserati is worthy of close inspection. Offered for sale with V5C Registration Document, Maserati Club Driver’s Manual and history file. Model Background:Introduced at the October 1972 Paris Motor Show, the Maserati Merak (Tipo 122) was intended to rival the Ferrari Dino 246 and Lamborghini Urraco. Named after a star from the Ursa Major constellation, the compact 2+2 sportscar's styling deliberately aped that of its Bora supercar sibling (both models being penned by Giorgetto Giugiaro). Based around a steel monocoque chassis equipped with all-round independent double-wishbone suspension, four-wheel ventilated disc brakes and rack and pinion steering, the Merak was powered by a longitudinally-mounted 'quad-cam' 2965cc V6 allied to a five-speed transaxle gearbox. Fed by triple Weber carburettors, the engine was credited with 190bhp and 188lbft of torque. Debuting at the 1975 Geneva Salon, the uprated SS variant not only boasted more power and torque (up to 217bhp/199lbft) but also a lower kerb weight. As such, the ‘Super Sport’ was reputedly capable of 0-60mph in 7.5 seconds and 155mph. Praised by the contemporary motoring press with Motor magazine observing that: 'Performance and handling are the raison d'être of a mid-engined sports car, and the Merak's astounding cornering power is a match for its straight-line punch,' the diminutive Maserati remained on the market until 1983 by which time some 1,817 examples had been made (including 970 SS variants).Footnote: For more information, please contact:Damian Jonesdamian.jones@handh.co.uk07855 493737
Registration No: GD53 WGWChassis No: SAJAC41P242A39685MOT: March 2022Supplied new by Jaguar Lancaster (Sevenoaks) on Valentine's Day 2004Sixteen main dealer and specialist service stamps up until February 2021Current ownership for ten years and an unusually nice and corrosion free example Finished in the decidedly handsome combination of Platinum Metallic with Dove Grey leather upholstery, chassis 39685 was supplied new to Simon Forman by Jaguar Lancaster of Sevenoaks on Valentine’s Day 2004. Changing hands twice thereafter before being acquired by the current registered keeper during 2011, the XK8 rides on imposing 19-inch alloy wheels shod with Pirelli P Zero tyres. Obviously much loved, ‘GD53 WGW’ is accompanied by a service book containing stamps at 9,171, 13,784, 18,440, 28,643, 34,969, 40,620, 44,400, 50,584, 57,884, 62,716, 66,851, 71,232, 74,162, 77,899, 82,994 and 84,004 miles. The car’s condition belies its odometer reading. First generation (X100) XK8s are beautiful to look at and lovely to drive but they can rot terribly; a fate that this example appears to have avoided. Describing the Jaguar as being in ‘very good overall’ order with regards to its 4.2 litre V8 engine, automatic transmission, electrical equipment, interior trim, bodywork and paintwork, the vendor sums-up ‘GD53 WGW’ as ‘a superb car, rust free, not many like this one’. Offered for sale with V5C Registration Document, book pack, two keys and MOT certificate valid until March 2022.Living up to expectations can be a burden. Consider the handsome Geoff Lawson-penned XK8 that followed in the wheeltracks of such automotive icons as the XK120 and immortal E-type. Like the E-Type before it, the XK8 made its debut at the Geneva Salon - that of 1996 - and, from launch, was available in either Coupe or Convertible guise. Like its immediate predecessor, the XJS, the original XK8 was more of a Grand Tourer than an outright sports car. It also had the distinction of being the first Jaguar to be powered by an eight-cylinder engine. This then, was a Big Cat with strong DNA but also its own distinctive, endearing personality. At the time of the newcomer's unveiling, Jaguar Cars was owned by Ford, as was Aston Martin, and it made sound economic sense for the XK8 and similarly targeted DB7 to share the same platform; which itself was derived from that of the outgoing XJS. The biggest of many differences between new and old, was the adoption of Jaguar's second generation independent rear suspension system, previously found on the XJ40 Saloon. Prior to 2003, power came from either a normally aspirated (XK8) or supercharged (XKR) 4.0-litre version of the company's DOHC V8 AJ26 engine. From 2003 to the end of production in 2006, the 4.2-litre AJ34 unit was employed. In each case, the engine was allied to either a five or six-speed (from 1997 onwards) automatic transmission.Footnote: For more information, please contact:Damian Jonesdamian.jones@handh.co.uk07855 493737
Registration No: S192 KROChassis No: K202019MOT: April 2022Superbly presented in Buckingham Green with Cream leather piped in greenAll-alloy, double overhead cam, supercharged, 24-valve, in-line six with 335bhp at 5,750rpmShowing 60,043 miles (ATOC) with just two former registered keepersComprehensive history, including Aston Works and latterly, marque specialistsMost recent service on 14/04/2021 at 59,472 miles. MOT to April 2022 (No advisories)Will require some cosmetic attention to the n/s/f wing and the car is guided accordinglyDB7 values plateaued for a while, however, that is no longer the case with really good cars catching up and surpassing early DB9s. Don't miss the boat.*Waiting V5c from DVLA following retention application*Introduced to an astonished public in 1993, the handsome new DB7 was Aston Martin's first six-cylinder model since the production of the DBS had finished in 1971. Styled by Ian Callum, its lines were evocative of earlier Aston Martin models and elements of the DB4/5/6 could be seen if you looked carefully. Arguably, one of the most attractive looking cars ever produced by Aston Martin, the 7 was more approachable than the leviathans that had immediately preceded it. Well received, it attracted new customers worldwide, with the traditional layout of the curvaceous two-door Coupé body, robust six-cylinder engine and a proper interior. Power was supplied by an all-alloy, double overhead camshaft, supercharged, 24-valve, in-line six-cylinder engine which produced 335bhp at 5750rpm. In the same way that the beautiful little Sixties Lotus Elan morphed, over the years, into the be-winged Esprit Turbo, the DB7 was the first in the line of modern Astons that have become more dramatic with each new model, however, we feel that the simple purity of line of the DB7, will ultimately define the breed.Designed by Callum at the same time as the Coupé, the Volante looks elegant both hood up or down and underneath the sleek and perfectly proportioned lines of this nineties thoroughbred, lies additional strengthening to offset the lack of the metal roof. Another invisible change to the Volante was softer suspension settings, more suited to the touring image but also to compensate for the inevitable reduction in rigidity compared to the coupé.As one might expect, the roof is fully tailored and electrically operated once the catches have been manually released with the handbrake up. The classic, 'Gentleman's Club' ambience is achieved by the use of sumptuous Connolly hide, restrained amounts of Burr Walnut veneer and deep pile Wilton carpets.This lovely example was initially supplied by Grange Aston Martin in Welwyn during August 1998 to the first of its three keepers. It presents superbly in Buckingham Green with Cream Leather piped in green all set off by a matching soft top and gleaming alloys. It’s covered an indicated 60,043 miles supported by a good history file detailing attention from AM dealers and marque specialists with the most recent service being carried out in April 2021 @ 59,472 miles. The MOT is valid until April 2022 and is pleasingly ‘No Advisories’. The Aston is generally in very good condition with the exception of the n/s/f wing which shows signs of delaminating. A new factory wing is supplied with the car should the buyer wish to replace it, and the car is guided accordingly.DB7s are the quintessential British sports cars of the late nineties. Their values plateaued for a while, however, that is no longer the case with really good cars catching up and surpassing early DB9s. Don't miss the boat. Vendor Condition Ratings:Bodywork: 'Good'Engine: 'Very Good'Electrical Equipment: 'Very Good'Paintwork: ‘Good'Gearbox: 'Very Good'Interior Trim: 'Good'Footnote: For more information, please contact:Nick Bicknellnick.bicknell@handh.co.uk07957 279000
Registration No: GCE 447Chassis No: RY411488MOT: ExemptRover 16 six-light saloon presented in maroon with complementing maroon interiorfeatures including a "freewheel" system, Bijur-Luvax automatic chassis lubricationOffered with heritage certificate, instruction manual and workshop manual The Rover 16 was a medium-sized family car announced in mid-August 1936 and produced by the British Rover car company between 1936 and 1940 as a successor to the Rover Meteor 16. It was put back into production in 1945 following the Second World War and remained on sale until replaced by the Rover P3 in 1948. The 16 was part of the Rover P2 range, along with Rover 10, Rover 12, Rover 14 and Rover 20 models. The car, with its mildly streamlined form, resembled the existing Rover 10 and the Rover 12 but was slightly longer and featured a more rounded back end. The six-cylinder ohv engine had a capacity of 2,147 cc. A top speed of 124 km/h (77 mph) was claimed. In addition to a "six-light" saloon and a "four-light" "sports saloon, a two-door cabriolet was available, usually referred to as a drophead coupé, with bodywork by Tickfords. Notable features included a "freewheel" system, Bijur-Luvax automatic lubrication of the chassis, and Girling rod actuated fully compensated mechanical brakes of exceptionally high efficiency. GCE 447 was delivered new via Crosswells Garage Limited of Newmarket on 15 October 1947 and presented in black with Maroon leather interior. Now presented in Maroon with what is believed to be the original interior, the vehicle is offered with a small number of documents including heritage certificate, Instruction manual, workshop manual and the V5 document. The vendor rates the condition of the bodywork, electrical equipment, paintwork and interior trim as ‘Average’, with the engine and transmission and gearbox as ‘Good’.The Rover 16 was a medium-sized family car announced in mid-August 1936 and produced by the British Rover car company between 1936 and 1940 as a successor to the Rover Meteor 16. The car, with its mildly streamlined form, resembled the existing Rover 10 and the Rover 12 but was slightly longer and featured a more rounded back end. The six-cylinder ohv engine had a capacity of 2,147 cc. A top speed of 124 km/h (77 mph) was claimed. Notable features included a "freewheel" system, Bijur-Luvax automatic lubrication of the chassis, and Girling rod actuated fully compensated mechanical brakes of exceptionally high efficiency. GCE 447 was delivered new via Crosswells Garage Limited of Newmarket on 15 October 1947 and presented in black with Maroon leather interior. Now presented in Maroon with what is believed to be the original interior, the vehicle is offered with a small number of documents including heritage certificate, Instruction manual, workshop manual and the V5 document. The vendor rates the condition of the bodywork, electrical equipment, paintwork and interior trim as ‘Average’, with the engine and transmission and gearbox as ‘Good’.Footnote: For more information, please contact:Andreas Hicksandreas.hicks@handh.co.uk07943584762
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