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A box of assorted sports shoes (sold as seen)

A selection of assorted sports shoes (sold as seen)

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

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

The Stan West Collection1958 AC Ace RoadsterRegistration no. 146 FPJChassis no. AE 440Engine no. CL2354W*Original AC-engined car*One of only 21 built in 1958*Restored in 1993*Acquired for the Stan West Collection in 2008Footnotes:'Of them all, the Ace was the truest sports car: it could be used for daily commuting or for high-speed long-distance touring, but it could also be driven to a race meeting, campaigned with distinction, and driven home again - even if that race was the Le Mans 24 Hours.' - AC Heritage, Simon Taylor & Peter Burn. An influential and widely imitated design, the AC Ace (and Cobra derivative) could trace its origins back to a one-off sports-racer built by chassis engineer John Tojeiro for Cliff Davis in 1952. The success of Davis' Tojeiro sports-racer prompted AC Cars to acquire the rights to the design, which was put into production in 1954 as the Ace. The Davis car's pretty Ferrari 166-inspired barchetta bodywork was retained, as was Tojeiro's twin-tube ladder frame chassis and Cooper-influenced all-independent suspension, but the power unit was AC's own venerable, 2.0-litre, long-stroke six. Designed by AC co-founder John Weller, this overhead-camshaft engine had originated in 1919, and with a modest 80bhp (later 100bhp) on tap, endowed the Ace with respectable, if not spectacular, performance. Nevertheless, in tuned form the Ace enjoyed great success in production sports car racing, winning its class at the Le Mans 24-Hour Race in 1959. In 1955 AC added a hardtop version - the fastback-styled Aceca - and both models later became available with the more powerful Bristol engine before production ceased in 1963. Towards the end of production the Ace was also available with the 2.6-litre overhead-valve Ford Zephyr engine installed. Only 223 cars were delivered with the 2.0-litre AC engine compared with 463 Bristol-engined cars and a further 37 Ford-powered examples. This AC-engined Ace's first owner kept the car from 1958 until 1986, while the second and third owners were members of the same family. In 1993 the chassis was stripped and repainted, and at the same time the car was treated to a mechanical overhaul and interior re-trim. The rebuild included the engine, brakes, steering and clutch, while the water pump, starter motor, dynamo and wiring loom were renewed. '146 FPJ' was purchased by the immediately preceding owner at Bonhams & Brooks' Goodwood Festival of Speed sale in July 2001 (Lot 751) and thereafter was kept garaged in a climate controlled motor house and cherished as part of the owner's small private collection. Stan West purchased the Ace at Bonhams' Olympia sale in December 2008 (Lot 618), at which time it was described as 'Used regularly and... a delightful car to drive... presented in superb condition and offered with an extensive history file...'Since acquisition the AC has been used sparingly, and like all the cars in Stan's collection has been stored in a bespoke motor house and maintained in tip-top order by his in-house mechanic. It has also benefited from the attentions of Oselli Limited, as evidenced by bills on file for various works carried out in 2009/2010.For further information on this lot please visit Bonhams.com

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

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

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

The Stan West Collection1955 Bentley R-Type Continental Sports SaloonCoachwork by H J MullinerRegistration no. 412 HYLChassis no. BC59DEngine no. BCD26 (see text)*One of only 208 produced*Delivered new in the UK to the Hon. Lady Hogg*Fully restored by P&A Wood during 2005-2007*Part of the Stan West Collection since December 2009Footnotes:'The vocabulary of motoring being a lame and limited thing, it is difficult to put into words the gulf that separates a Continental from the average car in all the qualities that have a bearing on safety at speed. In acceleration, in braking, in cornering power, in roadholding, in responsiveness to the controls, this Bentley is the equal of modern racing cars, and superior to some.' – Raymond Mays, The Autocar, 2nd October 1953.Described by The Autocar as, 'A new stage in the evolution of the post-war Bentley,' the magnificent Continental sports saloon has been synonymous with effortless high speed cruising in the grand manner since its introduction in 1952 on the R-Type chassis. Of all-welded construction, the latter enabled the incorporation of a much-needed improvement to Rolls-Royce's standard bodywork in the shape of an enlarged boot together with associated changes to rear wings and suspension. The standard R-Type was a lively performer, achieving 106mph in silence and reaching 50mph from standstill in 10 seconds despite a kerb weight approaching two tons. The Continental raised this already superlative combination of high performance and exceptional refinement to hitherto unattained levels. Unlike the ordinary 'standard steel' R-Type, the Continental was bodied in the traditional manner and first appeared with what many enthusiasts consider to be the model's definitive style of coachwork - the lightweight, aluminium, wind tunnel-developed fastback of H J Mulliner. In developing the Continental, Bentley Motors made every effort to keep its weight to the minimum, knowing that this was the most effective way to achieve the maximum possible performance. Rolls-Royce's six-cylinder, inlet-over-exhaust engine had been enlarged from 4,257cc to 4,556cc in 1951, and as installed in the Continental benefited from an increase in compression ratio - the maximum power output, of course, remained unquoted but has been estimated at around 153bhp. As the Continental matured, there was – inevitably – an increase in weight, which was offset by the introduction of a 4,887cc engine on the 'D' and 'E' series cars, commencing in May 1954. The Continental's performance figures would have been considered excellent for an out-and-out sports car, but for a full four/five seater saloon they were exceptional: a top speed of 120mph, 100mph achievable in third gear, 50mph reached in a little over 9 seconds, and effortless cruising at the 'ton'. Built for export only at first, the Continental was, once delivery charges and local taxes had been paid, almost certainly the most expensive car in the world as well as the fastest capable of carrying four adults and their luggage. 'The Bentley is a modern magic carpet which annihilates great distances and delivers the occupants well-nigh as fresh as when they started,' concluded Autocar. Chassis number 'BC59D' was completed in March 1955 and first owned by the Hon. Lady Hogg. The car's original registration was 'PYL 699' and it left the factory fitted with engine number 'BCD58'. (The engine currently fitted, 'BCD26', was originally in a slightly earlier D-series Continental, 'BC27D'.) Known subsequent owners are Glanmore Investments (1959); Aire Wool Ltd (1965); A S Baird (1966); William Gilbertson-Hart (1994); Michael Lee (Australia, 2001) and Rudolph Hahnenberger (2003). Frank Dale & Stepsons added air conditioning at Mr Lee's request.From the contents of the history file we can see that the Continental was fully restored by renowned marque specialists P&A Wood during 2005-2007 for previous owner Rudolph Hahnenberger of Uppsala, Sweden and Harley Street, London, who had registered the car in 2003. There are numerous P&A Wood bills on file testifying to the extent of the rebuild and to Mr Hahnenberger's no-expense-spared approach to the project (inspection highly recommended). Stan West acquired the Continental for his collection in December 2009 and the car has continued to be maintained by P&A Wood. Related invoices are on file and the Bentley also comes with a quantity of expired MoTs and a V5C Registration Certificate. Presented in beautiful condition, 'BC59D' represents a rare opportunity to acquire a fine example of the most famous post-war Bentley benefiting from full restoration by the best in the business. With its outstanding aerodynamic coachwork, developed by Rolls-Royce stylist John Blatchley in collaboration with coachbuilder H J Mulliner, the R-Type Continental fastback remains the pinnacle of Bentley's achievements in the post-war era.For further information on this lot please visit Bonhams.com

The ex-Tim Rose-Richards/Cecil Randall1929 Lagonda 2-Litre 'Low Chassis' TourerRegistration no. PK 9201Chassis no. 9411Footnotes:THE FORSHAW COLLECTIONThe remarkable family of low-chassis 2-Litre Lagonda sports cars offered here from the Forshaw Collection reflects the early background of their very well-known and highly-respected Aston Service Dorset business, in the 1930s when Ivan Forshaw made his name as a Lagonda specialist. He was instrumental in establishing the 2-Litre Lagonda Register and later involved in its amalgamation with the Lagonda Club, becoming spares and technical advisor. Ivan and his wife Enid established their home in Parkstone, Dorset. They had two sons, Roger in 1940 and Richard in 1946. When World War 2 began Ivan joined the Army, initially as a dispatch rider, rising through the ranks and seeing service in North Africa and Italy before being invalided out in 1945. Postwar he resumed business and when Aston Martin and Lagonda merged in 1947 the new company passed enquiries concerning pre-war Lagondas to Ivan Forshaw. When Sir David Brown's ownership of Aston Martin Lagonda Limited ended, sole rights to remanufacture parts for Aston Martin DB2 and DB2/4 models plus the David Brown Lagondas were offered to 'The Captain' and Aston Service Dorset was launched in 1972 to cater for that market. The business continued as officially recognised parts specialists for all models up to and including the DB7 Vantage. Ivan Forshaw passed away in 2006 at the age of 94, and he maintained his lifelong enthusiasm for all things Lagonda right to the end. His family collection of Lagondas - particularly this group of low-chassis 2-Litre Tourer competition cars from the 1929 season - was a particular pride and joy. BONHAMS is privileged to have been entrusted with offering them now to the market - for new generations of collectors and enthusiasts to admire, and to enjoy.THE 'FOX & NICHOLL' AND 'SYNDICATE' 2-LITRE LAGONDAS - 1929 RACING SEASONAt the end of 1928 a syndicate of Waltham and Hertford, Hertfordshire-based racing enthusiasts decided to pool their resources in order to enter long-distance sports car racing seriously in 1929. Those enthusiasts - supported by budding driver Tim Rose-Richards - were Arthur Pollard, George Roberts, Cecil Randall and Bill Edmondson - who was General Metcalfe of Lagonda Cars' solicitor. In February 1929 the General agreed to supply the syndicate with two special competition versions of the 2-Litre model, for £350 each - roughly half price - on condition that they would not be resold for less than £600. The syndicate planned to run the cars in the Brooklands Double-Twelve, the Six Hours, the Ulster Tourist Trophy and, possibly, to enter and run one in the Le Mans 24- Hour race. Lagonda had a paid-for entry at Le Mans and placed it at their new client's disposal. The General also promoted their embryo venture to Shell Oil and KLG Spark Plugs recommending sponsorship. Arthur Fox of the Fox & Nicholl primarily Talbot team had also been campaigning a 2-Litre Lagonda, Fox's own car, and an agreement was reached under which Fox & Nicholl of Tolworth, Surrey, would also prepare the new syndicate's sister Lagondas. The cars arrived at the Fox & Nicholl works at the end of April 1929 which left little time for them to be prepared properly for the Brooklands Double-Twelve race in mid-May. Four cars were provided in all for the syndicate and for Fox & Nicholl, with the fourth being owned by specialist tuner R.R. Jackson. The quartet of 2-Litre cars - now offered in this unique Sale opportunity - were given consecutive UK road registrations, PK 9201, 202, 203 and 204. Amongst them 'PK 9201' and '9202' were to be the syndicate's cars, Fox's was 'PK 9203' and Robin Jackson's 'PK 9204'. These cars were prototypes of the low-chassis 2-Litre with a revised front axle and the dynamo mounted on the nose of the crankshaft as on the Lagonda 3-litre and 16/65 models. Fox & Nicholl's men were amused when the cars were delivered to them without the spacers required to go between the axle and springs at the rear, which left the cars in low-chassis form up front, and 'high-chassis' at the rear. The spacers in fact only arrived in time for the second practice session of the Double-Twelve at Brooklands - until which point the paddock habitués there were highly intrigued by the Lagondas' peculiar stance...Arthur Fox was a great detail man in his preparation and he ensured his team drivers practised a special start procedure repeatedly pre-race, which paid off as they were flagged away, leading the field. The early race laps had to be completed with hoods raised, and again Fox's attention to detail equipped the hoods with spring loaded clips to assist in each one's furling and being made secure. The syndicate cars and Fox's entry had a windscreen which could be hinged open and locked near-horizontal as a deflector, presenting less frontal area to the airstream yet deflecting it more efficiently than a simple aero-screen around the driver's head and shoulders. Jackson's 'PK 9204' lacked that feature, using a plain aero screen and wire-mesh stone screen instead. The cars were in fact lightened and modified in many other subtle ways as detailed in the wonderful Lagonda history by Arnold Davey and Anthony May ('Lagonda', David & Charles, 1978). Furthermore Arnold Davey informs us that: 'Dan Hagen, who owned 'PK 9204' from 1938 until 1967, wrote in the Lagonda Club magazine, in 1954, how he had extracted from the factory before the war details of the amount of tuning the 1929 team cars' engines had received, in addition to drastic lightening of the chassis and bodywork. The camshafts were lighter and carried quick lift, long-dwell cams, The compression ratio was raised to 7.45 to 1, inlet ports honed out to 36 mm, lightened flywheel, 'French type' Zenith triple-diffuser carburettors, enlarged radiator with pressurised system, straight cut bevel axle with 4 to 1 ratio.' Mr Davey adds: 'I doubt if the car would have been sold to the public with that compression ratio, which required a 40% benzole fuel mix to run without detonation. At the time of his writing, the car had done over 250,000 miles...'. For the 1929 Brooklands Double-12 race, driver pairings were: 'PK 9201' - Tim Rose-Richards/Cecil Randall 'PK 9202' - Bill Edmondson/George Roberts 'PK 9203' - Frank King/Howard Wolfe 'PK 9204' - Robin Jackson/C.A. Broomhall. This split 24-Hour race - leaving the gigantic Motor Course quiet overnight to ease the inhabitants of Weybridge's slumbers - proved to be a contest between supercharged Alfa Romeos and the big Bentleys - while the 2-Litre cars above were outrun by the factory's proxy entry of a 2-Litre for Mike Couper, which proved to be their 200-mile record car. Still all five of these 2-Litre cars were running at the end of the first 12-Hour competition, the four low-chassis cars and Couper's high-chassis 'special'. Starting the cold engines at the start of the second day's racing proved near disaster for the Jackson/Broomhall car which lost nearly an hour before it could be persuaded to fire. Broken exhausts and silencers then afflicted the Fox cars and the Rose-Richards/Randall entry broke its crankshaft. An Alfa Romeo finally won, with Couper's high-chassis 'special' 9th overall and winner of the 2-Litre class, with Edmondson/Roberts 13th overall and class 2nd in 'PK 9202', Jackson/Broomhall in 'PK 9204' 14th overall, class 3rd - and King/Wolfe 18th overall and 6th in class in 'PK 9203'.The syndicate emerged most unhappy about the late entry of Couper in the special Lagonda, and a storm blew up between them and General Metcalfe which took a little time to be resolved amicably. The cars were overhauled at Lagonda's Staines factory, and the ... For further information on this lot please visit Bonhams.com

1992 Jaguar XJ13 Re-creation by ProteusRegistration no. 527 ATOChassis no. 002 (15B1415)*Professionally built evocation of Jaguar's legendary one-off sports prototype*Glassfibre and aluminium bodywork*5.3-litre Jaguar V12 engine*Known ownership history*Driven at Goodwood by the late Norman DewisFootnotes:Constructed in 1965/66, the original XJ13 sports prototype had been intended to spearhead Jaguar's return to Le Mans where the Coventry firm had triumphed on five occasions in the 1950s, but development was protracted and by the time it ran for the first time in March 1967, the car was already outclassed. The prototype was extensively tested that year at the MIRA proving ground, lapping at 161.6mph, an impressive achievement that earned an entry in the Guinness Book of Records as the highest speed recorded for a lap of an enclosed British circuit. The solitary XJ13 was then mothballed at the factory, re-emerging in 1971 to take part in a filming session at MIRA promoting the new Series III E-Type. Driven by Jaguar's legendary test driver Norman Dewis, the XJ13 crashed heavily, the result of a wheel collapsing. That Dewis was able to walk away unhurt was ample demonstration of the inherent strength of the monocoque chassis. The XJ13 was subsequently rebuilt and survives in Jaguar's collection. Constructed in October 1992, this Jaguar XJ13 replica carrying the registration '527 ATO' has a Proteus chassis numbered '002', indicating that it is the second one they ever manufactured. The car is powered by a fuel-injected 5.3-litre Jaguar V12 engine, which is coupled to an original and correct ZF-type transaxle. The body is of glassfibre and aluminium construction, while the car rolls on replica cast alloy peg-drive wheels  (8.5' front/11' rear) complete with three-ear spinners. The brakes are by Brembo. The car was purchased new by well-known Jaguar racer Mr Mike Cann of CWM Engineering Ltd, Scunthorpe. Mike proceeded to prepare the car to a higher standard using his engineering company's facilities, adding alloy panelling in the cockpit area. He then decided to prepare the car for competition, racing it during 1993, 1994 and 1998 at venues including Cadwell Park, Donington Park, and Oulton Park (photographs on file). The car raced at Donington in 1998 when Jaguar Cars celebrated the XK120 sports car's 50th anniversary, its competitor number being '13' of course. The XJ13 was purchased in the late 1990s by Nigel Webb, founder of the Mike Hawthorn Museum where it has been serviced and maintained ever since. While in his ownership the car has been driven to events and venues such as Classic Le Mans, Brands Hatch, and Silverstone, plus trips to a few pubs! Legendary Jaguar factory test and development engineer, the late Norman Dewis, once drove the XJ13 at Goodwood; his letter of thanks is on file together with many signed photographs of Norman with the car and driving it. This XJ13 replica has also featured Jaguar Driver magazine number '480'of July 2000 (copy on file). To date, this XJ13 replica has covered only 4,194 miles from new and is described by the private vendor as in generally very good condition and running well. A special jack and two spare hubs (one front, one rear) are included in the sale.For further information on this lot please visit Bonhams.com

'Pilote, che gente', signed by Enzo Ferrari and many drivers, presented to Jonathan Williams,English edition of the title, published 1985, with dust-jacket, signed to title page by Enzo Ferrari in purple ink to 'Mr Jonathan Williams' and signed to fly-leaf by many drivers including Juan Manuel Fangio, Innes Ireland, Phil Hill, John Surtees, Maurice Trintignant, Cliff Allison, Andrea de Adamich, Olivier Gendebien, Rene Arnoux, and others, with a spare dust-jacket and contained in carton slipcase, offered together with a cased Ferrari Club Italia member's presentation plaque (some pitting) awarded to Williams on 4th October 1987 at Maranello, a copy of Williams' autobiography 'Shooting Star on a Prancing Horse' detailing the racing career of the sports car driver who drove for Ferrari in the 1967 season, and a colour photograph of Williams. (5)For further information on this lot please visit Bonhams.com

The Ex-Innes Ireland/Tom Threlfall1960 Lotus Type 14 Series 1 Elite Two-Seat Grand Touring CoupéRegistration no. 657 2ARChassis no. 1182•Landmark all-British design•Ex-Innes Ireland•1962 RAC Tourist Trophy competitor•Recent Hawker Racing Ltd restorationFootnotes:This extremely attractive Lotus Elite is a fine example of the frontier-technology, monocoque fuselage, all-independently suspended moulded glass-reinforced plastic Coupe created by the incomparable Colin Chapman with body stylist friend Peter Kiran-Taylor in 1956. The Lotus Type 14 Elite was produced in series by Colin Chapman's Lotus company from 1957-1963. While GRP or 'glass fibre' mouldings formed the entire load-bearing structure of the car, a steel subframe supporting the dedicated 1300cc Coventry Climax FWE 4-cylinder single-overhead camshaft engine was bonded into the monocoque's forward bay, as was a square-section windscreen-hoop providing mounting points for door hinges, a jacking point for lifting the car and roll-over protection. While the first 250 body units were made by boat-specialists Maximar Mouldings of Pulborough Sussex, their quality proved problematic and Chapman quickly replaced Maximar with the Bristol Aeroplane Company as sub-contractors. Colin Chapman had established himself as the effective high priest of weight-saving competition car design and the exquisite Type 14 Elite Coupe proved a wonderfully agile driver's car, suitable for high-performance use on both road and track. The Bristol-bodied Elites were lighter yet more robust than their Maximar predecessors. The Kiran-Taylor body form, fine-tuned by aerodynamicist Frank Costin, contributed to the car's low claimed drag coefficient of just 0.29. During the period of the Lotus Elite's introduction, Team Lotus was struggling to establish its front-engined single-seater racing cars within International 1 1/2-litre Formula 2 competition, in the way that their 1100cc Lotus 11 sports-racing cars had come to dominate their class at every level. One of the sports car drivers who graduated to the single-seater 'Vanwall-shape' Lotus 16 Formula 2 cars in 1958 was the extrovert and supremely self-confident young former paratrooper Robert McGregor Innes Ireland. Innes, as he was always known, born in Yorkshire in 1930, had been raised in Kirkcudbright, Scotland, and before becoming commissioned as a lieutenant in the Paratroop Regiment and serving in Egypt during the Suez Crisis of 1956, he had trained as an engineer with Rolls-Royce. He had begun racing in an elderly Riley in 1954 before simply being smitten by the sleek, lightweight, sophisticated promise of the Lotus sports car range. Colin Chapman recognised his developing talents and engaged him as a works driver for Team Lotus, making his Formula 1 debut in the 1959 Dutch GP alongside Graham Hill. He immediately took a points-scoring 4th place and later that year was 5th in the United States GP at Sebring, Florida. When Colin Chapman introduced his first rear-engined Lotus, the Formula 1 Type 18 for 1960, Innes instantly led the opening Argentine GP, and added 2nd places in the Dutch and United States GPs. He also drove GT cars for Aston Martin, having formerly handled such Ecurie Ecosse chassis as their D-Type Jaguars. Innes was straight out of the hard-drinking, high-living mould previously exemplified by Mike Hawthorn, and he was certainly a colourful character. Yet he genuinely loved Lotus, and strove to achieve success for the team. He won for them not only the Glover Trophy at Goodwood on Easter Monday 1960, but also the Formula 2 race there in Team Lotus Type 18s - outperforming Stirling Moss's Cooper so thoroughly that Moss beseeched his entrant Rob Walker to get him a Lotus 18 - which was arranged. Innes also won the LombankTrophy race for Lotus that year. While Moss brought the Lotus marque its first Formula 1 Grand Prix victories in 1960, Innes Ireland single-handedly beat the works Porsches on their home ground to win the 1961 Solitude GP and followed up by scoring Team Lotus's own first World Championship-qualifying GP victory in that year's United States GP at Watkins Glen. Sadly for Innes - Colin Chapman perceived greater promise in Team's younger Scottish recruit Jim Clark, and Ireland found himself summarily dropped by the Lotus factory team for 1962 and replaced by the future double-World Champion. Innes would still win Formula 1 races in Lotus cars entered by the UDT-Laystall Racing Team, and he also won the Goodwood TT in a UDT Ferrari 250GTO - but a new era of racing between more focused professionals ended his frontline career after 1966. He subsequently became Sports Editor of 'Autocar' magazine, and later still Formula 1 reporter for the American magazine 'Road & Track'. This colourful personality graced the racing world far into the 1980s, before succumbing to cancer in 1993, aged still only 63. He was the first owner of the Lotus Elite now offered here, having received it as part of his engagement fee with Team Lotus for that memorable 1960 season - really his finest. Preserved within the document file accompanying this Lotus Elite is a letter from the car's second owner, Tom Threlfall, to contemporary 1990 owner Martin Eyre, dated August 18 that year. In part Tom Threlfall wrote: 'I bought the Elite from Innes Ireland (who was as ever a bit short of readies) in the summer of 1962. Innes had the car as a perk from Lotus; it was in poseur road trim, with fitted suitcase and very Stage One FWE engine. He had never raced the car. Innes wanted my hot Mini for some reason, and it was part of the deal. 'The engine went to Stage 3, but I did little else to the chassis that year, racing the car at the Brussels GP, Montlhéry, and other Continental and domestic events. The central exhaust pipe led to fluid-boiling problems in the rear brakes. 'In 1963 the car went to a side-pipe, lowered rear suspension, NASA (sic) intake, fat anti-roll bar at the front, etc. It also acquired a pair of side tanks for the longer-range events (Snetterton 6-hr [he meant 3-Hour] and TT) made by Maurice Gomm. It finished all the long-distance races, though I had some trouble with the headlights going out at Snetterton. With its original Lotus GRP body the car seemed to be stronger and to handle better than the Team Elite cars, which had Bristol bodies with the diagonal rear trailing arms which led to tuck-in. 'Followong an unfortunate family tendency to perish on the race track my elder brother joined the majority...[in a tragic racing incident in1960, despite Mr Threlfall having recalled it here as occurring in 1963] and since I had just married I retired after 1964 for fear it would happen to me and upset my new wife. The Elite was sold to a chap from Cheshire, I think. Since I was then an instructor in the RAF the car was sporting strips of dayglo orange on its nose at that point (as stuck to most training aircraft) to enable my pit crew to identify it.'. Tom Threlfall enclosed some photos which he described as showing that the car 'wore its NASA intake rather further up the bonnet (where the pressure was higher) than the opposition. He continued by admitting that 'I used to get quite big-headed about beating the Team Elite...'. In fact Tom Threlfall had been racing since the late 1950s, and had campaigned a Lotus Eleven open-cockpit sports car through 1959-60 when his older brother Chris - rather better known internationally at the time, was tragically killed in a Formula Junior race at Aix-les-Bains in France when he collided with a fallen bridge crossing the track, which had collapsed due to the weight of spectators viewing the race from it. Mr Threlfall continued racing when he could through 1961-63 in the Lotus Elite, and his results listing include a 2nd in class at Snetterton, 3rd in class at both the Brussels GP and the Spa GP meeti... For further information on this lot please visit Bonhams.com

The Stan West Collection1939 Lagonda V12 Sports SaloonCoachwork by Freestone & WebbRegistration no. FXB 119*One of the most advanced British cars of its day*Genuine 100mph-plus performance*Part of the Stan West Collection since 2011*Recent braking system overhaul Footnotes:A quite remarkable piece of automotive engineering, the W O Bentley-designed Lagonda V12 was one of the outstanding British models of its day and one of the exclusive handful of 1930s road cars that could exceed 100mph in standard tune. Not only that, but the magnificent, 4.5-litre, V12 engine produced sufficient torque to endow the car with a walking-pace-to-maximum capability in top gear. First seen in 1936, the Lagonda V12 did not commence deliveries until 1938 and only 189 had been built before the coming of WW2 ended production. The advanced chassis employed double-wishbone independent front suspension and was available with a varied choice of coachwork, including limousine. As usual, the short-chassis Rapide roadster provided even more performance. The Lagonda V12 sports saloon offered here - chassis number '14080' - was first registered 'FXB 119' on 10th May 1939 to Miss Marian Mathieson of 1 Park Gardens, Glasgow. The handsome, owner-driver, sports saloon coachwork is by Freestone & Webb of North London, one of the finest of all British coachbuilders and a firm associated with quality marques from its earliest days, particularly Rolls-Royce, Bentley and Mercedes-Benz. In January 1947 the car passed to its second owner, Mr Edward Michael Behrens of Hanover Terrace, Regents Park, London NW1. Its third UK owner was David Hemley Adams, who purchased the car on 12th December 1955 and whose last change of address in the UK is recorded as 1967.In the early 1990s the Lagonda came to Switzerland, where its then owner commissioned partial refurbishment, including a high quality repaint. In 2002 a German collector purchased the car and kept it until his death in 2005, whereupon it passed into the immediately preceding owner's important private collection. Stan West purchased the Lagonda from Bonhams' sale at Mercedes-Benz World in December 2011 (Lot 419). More recently the Lagonda has benefited from the attention of specialists Bishopgray and Alpine Eagle, the latter carrying out a thorough overhaul of the braking system in September 2018 (bills available). Always maintained to the highest standard, 'FXB 119' currently displays a believed-correct total of 57,423 miles on the odometer while retaining its nicely patinated original interior. Accompanying documentation consists of the aforementioned invoices; an annulled Swiss Fahrzeugausweis; old German registration papers; and a copy of its FIVA Identity Card.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

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

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

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

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

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

1966 Ford Lotus Cortina MK1 Sports SaloonRegistration no. FHJ246DChassis no. 4362065*Rebuilt in 1977 using a genuine Lotus Cortina bodyshell*Restored again in the late 1990s*Authenticated by the Lotus Cortina Register*Featured in Classic Ford magazine*Four large history filesFootnotes:This Lotus Cortina was restored in the late 1990s by two 'performance Ford' enthusiasts, Paul Edwards and Rob Sloan, and shortly after completion was featured in Classic Ford magazine (July 2000 edition, copy available). The car had been advertised in Classic Ford, and at the time of acquisition was finished in black with a brown vinyl roof. A copy of the Lotus Cortina Register newsletter on file reveals that the car had been rebuilt in 1977 around a genuine Lotus Cortina 125E bodyshell by its then owner, Mr Robert Yuill of Essex. Apparently, the bodyshell had been used for experimental purposes by an engineering company, and Mr Yuill had been able to obtain it when the firm went bust. Following the rebuild, the DVLA issued a 1977 registration, 'TMP 86S'.Rikki Nock, Membership Secretary and Registrar of the Lotus Cortina Register, was able to confirm that this car's chassis number (as recorded on the V5C document) relates to an example manufactured probably around November/December 1965, and that '4362065' is the 2,065th right-hand drive example built. Eventually, and again with help from the Register, the DVLA issued a more appropriate age-related (1966) registration: 'FHJ 246D'. When Messrs Edwards and Sloan returned the rebuilt car to the road circa 2000, it had been out of action for some 12 years. The current vendor purchased the Cortina in 2018, the previous owner acquiring it in 2015. Previous to this, the car was the property of a Mr Meale of London, who acquired it in March 2004.The large history file contains a substantial amount of paperwork and all photographs taken while the car was undergoing its full restoration. The latter included the engine (rebuilt with 'unleaded' valve seats and 'fast road' cams), mechanicals, and body, the latter being refinished in classic Ermine White with contrasting green stripe. The files also contain the aforementioned press cuttings.For further information on this lot please visit Bonhams.com

1960 AC Aceca CoupéRegistration no. 2331 PXChassis no. BE785*Desirable Bristol-engined model*Present enthusiast ownership since 2000*An older restoration*Exceptionally well maintainedFootnotes:The success of independent racing car builder Cliff Davis' Tojeiro sports-racer prompted AC Cars to put the design into production in 1954 as the Ace. The Davis car's pretty Ferrari 166-inspired barchetta bodywork was retained, as was John Tojeiro's twin-tube ladder frame chassis and Cooper-influenced all-independent suspension, while the power unit was AC's own venerable, 2.0-litre, long-stroke six. Designed by AC's founder John Weller, this overhead-camshaft engine originated in 1919, and with a modest 80bhp (later 100bhp) on tap, endowed the Ace with respectable, if not outstanding, performance. A hardtop version - the fastback-styled Aceca coupé - debuted at the Earls Court Motor Show in October 1954, its name – like that of the Ace itself – recalling that of a previous AC model of the 1930s.Extremely shapely and attractive, the Aceca's two-seater hatchback body was constructed in hand-formed aluminium over a tubular steel framework, while the tubular chassis was more substantially built than the Ace's. To reduce noise levels within the cabin, AC mounted all major components on rubber bushes. Unlike the flat windscreen of the open Ace, that of the Aceca was curved to blend into the cabin, while the luggage space behind the seats was accessible either from within the cockpit or via the large hinged rear window panel. The result was a well-engineered, light in weight, and extremely pretty GT car in the best AC tradition. Very few alterations were made to the Ace and Aceca apart from a change of engine for 1956 when the more powerful (up to 130bhp) 2.0-litre Bristol six-cylinder engine became available, while towards the end of production the 2.6-litre Ford Zephyr engine was on offer also. The combination of a fine-handling chassis and a decent power-to-weight ratio - in Bristol-engined form the car could touch 120mph - helped the Ace to numerous successes in production sports car racing, arguably its finest achievement being a 1st-in-class and 7th overall finish at Le Mans in 1959. Originally finished in blue and first registered on 25th March 1960, this Aceca left the factory fitted with Bristol engine number '100 D2 1023' but less than a month later had been fitted with engine number '100 D2 1059', as currently installed (see original logbook). Nothing is on file explaining why the engine number differs; presumably it was either incorrectly listed when the car was first registered, or failed within a month of its life and was replaced by the factory. It is interesting to note that engine no. '1059' is correctly stamped on the chassis plate.The AC was first owned by a Mr Price of Hove, East Sussex, who kept it for a year before selling the car to a Mr Hodge, its owner until 1967. The present owner acquired the Aceca in June 2000 from AC enthusiast, Alistair Hacking. Since then, the present owner has actively used the car on AC Owner's Club and other organised events. Set-up for fast road use, the Aceca was formerly registered with FIVA (Class X/3) and FIA Historic (Class GT6) papers. The FIVA papers state the car was fully rebuilt in 1978-1980 with suspension and brakes rebuilt in 2000 and the engine/transmission in 2001 incorporating an overdrive unit (an original factory option). An electric fuel pump replaces the mechanical original.The car comes with two box files containing the aforementioned paperwork and much besides, including: a continuation logbook; owner's handbook; manufacturer's publicity material and other literature; magazines and ACOC literature; research notes; and numerous invoices for work carried out by notable respected specialists such as Spencer Lane-Jones and TT Workshops. The most recent comprehensive service was carried out by SL-J in June 2021. A photographic record of the bare metal re-spray is on file also, as is the purchase invoice when the present owner acquired the car.This Aceca appears to have been exceptionally well maintained and wants for nothing. Sensibly and attractively priced as a house move and resultant downsizing means it is time to pass the car to a new home.For further information on this lot please visit Bonhams.com

The Stan West Collection1984 Aston Martin V8 Vantage Sports SaloonRegistration no. A242 HPEChassis no. SCFCV81V9ETR12415*AMOC concours winner in 2002 and 2003*Circa 38,000 miles from new*Part of the Stan West Collection since 2010*Stunning conditionFootnotes:With the resurrection of the 'Vantage' name in 1977, Aston Martin enthusiasts everywhere breathed a sigh of relief; previously applied to high-power versions of the DB six-cylinder cars, it had been dormant since the V8's arrival back in 1969. A heavier car than its six-cylinder predecessor, the V8 suffered as emissions legislation became ever more strangulating, leading to concern that Aston Martin's traditional performance image might be lost. The arrival of the Vantage dispelled any such worries. Propelling Aston's V8 back into the supercar league was a tuned version of the existing 5,340cc engine breathing through a quartet of 48mm Weber carburettors rather than the standard 42mm instruments. Valves and ports were enlarged and the camshafts changed, the end result being an estimated maximum output of around 375bhp - in Rolls-Royce fashion the factory chose not to disclose the actual figure, merely claiming that power was 'adequate'. Chassis changes were minimal apart from the adoption of bigger ventilated discs all round and low-profile Pirelli tyres. The Vantage was, nevertheless, readily distinguishable from the standard product by virtue of its blocked-off bonnet scoop, blanked air intake, front chin spoiler and lip on the boot lid. An AMOC concours winner at Waddesdon in 2002/2003; Upton House in October 2002; and Wimpole Hall in September 2003, as well as recipient of the John Wyer Trophy (see photographs in presentation folio), chassis number '12415' is finished in unmarked Rolls-Royce Royal Blue with dark blue-piped magnolia hide upholstery, dark blue carpeting bound in magnolia, and burr walnut veneers. The car is equipped with air conditioning; central locking; electrically operated windows and door mirrors; and Ronal alloy wheels (fitted in 2006 and a feature of later Vantages). This stunning Vantage was prepared to concours standards again in 2007. The car has covered little mileage since then, though it has been serviced subsequently by Aston Martin Works Service at Newport Pagnell (see bill on file dated December 2008). Its accompanying history file also contains an original owner's handbook; a list of previous keepers and copies of former registration documents; copy guarantee form; a quantity of expired MoT certificates; sundry invoices (totalling circa £35,000); and a list of 16 services from 1,467 miles to 33,764 miles. (The odometer currently displays a total of only 38,221 miles). The Stan West Collection purchased the Vantage at Bonhams' sale at Aston Martin Works Service in May 2010 (Lot 334). This car is still in concours condition and it is unlikely that there is another currently available detailed to this standard.For further information on this lot please visit Bonhams.com

The Stan West Collection1965 Mercedes-Benz 230 SL Convertible with HardtopRegistration no. OOO 88DChassis no. 113.042-22-013 654*Landmark, first-of-the-line model*Right-hand drive, UK car*Automatic transmission*Restored by Roger Edwards*Acquired for the Stan West Collection in 2016Footnotes:A convertible model finished in silver with red leather interior, this car is a right-hand drive example of the 230 SL, a landmark model that founded a sports car dynasty that would prove an enormous commercial success for Mercedes-Benz. Introduced at the Geneva Salon in March 1963 as replacement for the 190 SL, the 230 SL abandoned its predecessor's four-cylinder engine in favour of a more refined 2.3-litre fuel-injected six derived from that of the 220 SE and producing 150bhp. An all-new design, the unitary chassis/body was one of the first to incorporate impact-absorbing 'crumple zones' at front and rear. An instant classic, it featured upright 'fishbowl' headlights and a simple chrome grille with Mercedes' three-pointed star in the centre - a direct reference to the already legendary 300 SL. Beneath the skin the running gear was conventional Mercedes-Benz, featuring all-round independent suspension (by swing axles at the rear), disc front/drum rear brakes, and a choice of four-speed manual or automatic transmissions. Top speed was in excess of 120mph. Christened 'Pagoda' after their distinctive cabin shape, these Mercedes-Benz SL models were amongst the best-loved sports-tourers of their day and continue to be highly sought after by collectors. An automatic transmission model, this example is a right-hand drive UK car, and still had its original stickers in the 1990s (since lost in refurbishment). 'OOO 88D' has had only six owners in 56 years, although as the preceding custodian owned it twice - for many years in the 1990s and again from 2003 - it is really a five-owner car. The preceding owner first bought the Mercedes from its original lady owner, who only sold it as she was getting too old to drive. The 230 SL had covered 32,000 miles at that time and was the best that could be found (the current odometer reading is 48,109 miles).Marque specialist Roger Edwards has restored the engine and bodywork, the latter being repainted in is original silver colour, while the interior trim has been changed from black MB-Tex to red leather. Following restoration, the car was kept garaged and serviced annually by Schmidt Mercedes in London. Stan West purchased the 230 SL at Bonhams' Bond Street sale in December 2016 (Lot 2), since when it has benefited from the expert attention of The SL Shop. The latter's bills are on file, and this user-friendly and fast-appreciating post-war Mercedes also comes with service history; a V5C registration document; and its original books and manuals.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

The ex-Robin Jackson/C.A. Broomhall 1929 Lagonda 2-Litre 'Low Chassis' TourerRegistration no. PK 9204Chassis no. 9414Footnotes:THE FORSHAW COLLECTIONThe remarkable family of low-chassis 2-Litre Lagonda sports cars offered here from the Forshaw Collection reflects the early background of their very well-known and highly-respected Aston Service Dorset business, in the 1930s when Ivan Forshaw made his name as a Lagonda specialist. He was instrumental in establishing the 2-Litre Lagonda Register and later involved in its amalgamation with the Lagonda Club, becoming spares and technical advisor. Ivan and his wife Enid established their home in Parkstone, Dorset. They had two sons, Roger in 1940 and Richard in 1946. When World War 2 began Ivan joined the Army, initially as a dispatch rider, rising through the ranks and seeing service in North Africa and Italy before being invalided out in 1945. Postwar he resumed business and when Aston Martin and Lagonda merged in 1947 the new company passed enquiries concerning pre-war Lagondas to Ivan Forshaw. When Sir David Brown's ownership of Aston Martin Lagonda Limited ended, sole rights to remanufacture parts for Aston Martin DB2 and DB2/4 models plus the David Brown Lagondas were offered to 'The Captain' and Aston Service Dorset was launched in 1972 to cater for that market. The business continued as officially recognised parts specialists for all models up to and including the DB7 Vantage. Ivan Forshaw passed away in 2006 at the age of 94, and he maintained his lifelong enthusiasm for all things Lagonda right to the end. His family collection of Lagondas - particularly this group of low-chassis 2-Litre Tourer competition cars from the 1929 season - was a particular pride and joy. BONHAMS is privileged to have been entrusted with offering them now to the market - for new generations of collectors and enthusiasts to admire, and to enjoy.THE 'FOX & NICHOLL' AND 'SYNDICATE' 2-LITRE LAGONDAS - 1929 RACING SEASONAt the end of 1928 a syndicate of Waltham and Hertford, Hertfordshire-based racing enthusiasts decided to pool their resources in order to enter long-distance sports car racing seriously in 1929. Those enthusiasts - supported by budding driver Tim Rose-Richards - were Arthur Pollard, George Roberts, Cecil Randall and Bill Edmondson - who was General Metcalfe of Lagonda Cars' solicitor. In February 1929 the General agreed to supply the syndicate with two special competition versions of the 2-Litre model, for £350 each - roughly half price - on condition that they would not be resold for less than £600. The syndicate planned to run the cars in the Brooklands Double-Twelve, the Six Hours, the Ulster Tourist Trophy and, possibly, to enter and run one in the Le Mans 24- Hour race. Lagonda had a paid-for entry at Le Mans and placed it at their new client's disposal. The General also promoted their embryo venture to Shell Oil and KLG Spark Plugs recommending sponsorship. Arthur Fox of the Fox & Nicholl primarily Talbot team had also been campaigning a 2-Litre Lagonda, Fox's own car, and an agreement was reached under which Fox & Nicholl of Tolworth, Surrey, would also prepare the new syndicate's sister Lagondas. The cars arrived at the Fox & Nicholl works at the end of April 1929 which left little time for them to be prepared properly for the Brooklands Double-Twelve race in mid-May. Four cars were provided in all for the syndicate and for Fox & Nicholl, with the fourth being owned by specialist tuner R.R. Jackson. The quartet of 2-Litre cars - now offered in this unique Sale opportunity - were given consecutive UK road registrations, PK 9201, 202, 203 and 204. Amongst them 'PK 9201' and '9202' were to be the syndicate's cars, Fox's was 'PK 9203' and Robin Jackson's 'PK 9204'. These cars were prototypes of the low-chassis 2-Litre with a revised front axle and the dynamo mounted on the nose of the crankshaft as on the Lagonda 3-litre and 16/65 models. Fox & Nicholl's men were amused when the cars were delivered to them without the spacers required to go between the axle and springs at the rear, which left the cars in low-chassis form up front, and 'high-chassis' at the rear. The spacers in fact only arrived in time for the second practice session of the Double-Twelve at Brooklands - until which point the paddock habitués there were highly intrigued by the Lagondas' peculiar stance...Arthur Fox was a great detail man in his preparation and he ensured his team drivers practised a special start procedure repeatedly pre-race, which paid off as they were flagged away, leading the field. The early race laps had to be completed with hoods raised, and again Fox's attention to detail equipped the hoods with spring loaded clips to assist in each one's furling and being made secure. The syndicate cars and Fox's entry had a windscreen which could be hinged open and locked near-horizontal as a deflector, presenting less frontal area to the airstream yet deflecting it more efficiently than a simple aero-screen around the driver's head and shoulders. Jackson's 'PK 9204' lacked that feature, using a plain aero screen and wire-mesh stone screen instead. The cars were in fact lightened and modified in many other subtle ways as detailed in the wonderful Lagonda history by Arnold Davey and Anthony May ('Lagonda', David & Charles, 1978). Furthermore Arnold Davey informs us that: 'Dan Hagen, who owned 'PK 9204' from 1938 until 1967, wrote in the Lagonda Club magazine, in 1954, how he had extracted from the factory before the war details of the amount of tuning the 1929 team cars' engines had received, in addition to drastic lightening of the chassis and bodywork. The camshafts were lighter and carried quick lift, long-dwell cams, The compression ratio was raised to 7.45 to 1, inlet ports honed out to 36 mm, lightened flywheel, 'French type' Zenith triple-diffuser carburettors, enlarged radiator with pressurised system, straight cut bevel axle with 4 to 1 ratio.' Mr Davey adds: 'I doubt if the car would have been sold to the public with that compression ratio, which required a 40% benzole fuel mix to run without detonation. At the time of his writing, the car had done over 250,000 miles...'. For the 1929 Brooklands Double-12 race, driver pairings were: 'PK 9201' - Tim Rose-Richards/Cecil Randall 'PK 9202' - Bill Edmondson/George Roberts 'PK 9203' - Frank King/Howard Wolfe 'PK 9204' - Robin Jackson/C.A. Broomhall. This split 24-Hour race - leaving the gigantic Motor Course quiet overnight to ease the inhabitants of Weybridge's slumbers - proved to be a contest between supercharged Alfa Romeos and the big Bentleys - while the 2-Litre cars above were outrun by the factory's proxy entry of a 2-Litre for Mike Couper, which proved to be their 200-mile record car. Still all five of these 2-Litre cars were running at the end of the first 12-Hour competition, the four low-chassis cars and Couper's high-chassis 'special'. Starting the cold engines at the start of the second day's racing proved near disaster for the Jackson/Broomhall car which lost nearly an hour before it could be persuaded to fire. Broken exhausts and silencers then afflicted the Fox cars and the Rose-Richards/Randall entry broke its crankshaft. An Alfa Romeo finally won, with Couper's high-chassis 'special' 9th overall and winner of the 2-Litre class, with Edmondson/Roberts 13th overall and class 2nd in 'PK 9202', Jackson/Broomhall in 'PK 9204' 14th overall, class 3rd - and King/Wolfe 18th overall and 6th in class in 'PK 9203'.The syndicate emerged most unhappy about the late entry of Couper in the special Lagonda, and a storm blew up between them and General Metcalfe which took a little time to be resolved amicably. The cars were overhauled at Lagonda's Staines factory, and the sy... For further information on this lot please visit Bonhams.com

The ex-Tim Rose-Richards/Hon. Brian Lewis 1929 Le Mans 24-Hour race1929 Lagonda 2-Litre 'Low Chassis' TourerRegistration no. PK 9203Chassis no. 9413Footnotes:THE FORSHAW COLLECTIONThe remarkable family of low-chassis 2-Litre Lagonda sports cars offered here from the Forshaw Collection reflects the early background of their very well-known and highly-respected Aston Service Dorset business, in the 1930s when Ivan Forshaw made his name as a Lagonda specialist. He was instrumental in establishing the 2-Litre Lagonda Register and later involved in its amalgamation with the Lagonda Club, becoming spares and technical advisor. Ivan and his wife Enid established their home in Parkstone, Dorset. They had two sons, Roger in 1940 and Richard in 1946. When World War 2 began Ivan joined the Army, initially as a dispatch rider, rising through the ranks and seeing service in North Africa and Italy before being invalided out in 1945. Postwar he resumed business and when Aston Martin and Lagonda merged in 1947 the new company passed enquiries concerning pre-war Lagondas to Ivan Forshaw. When Sir David Brown's ownership of Aston Martin Lagonda Limited ended, sole rights to remanufacture parts for Aston Martin DB2 and DB2/4 models plus the David Brown Lagondas were offered to 'The Captain' and Aston Service Dorset was launched in 1972 to cater for that market. The business continued as officially recognised parts specialists for all models up to and including the DB7 Vantage. Ivan Forshaw passed away in 2006 at the age of 94, and he maintained his lifelong enthusiasm for all things Lagonda right to the end. His family collection of Lagondas - particularly this group of low-chassis 2-Litre Tourer competition cars from the 1929 season - was a particular pride and joy. BONHAMS is privileged to have been entrusted with offering them now to the market - for new generations of collectors and enthusiasts to admire, and to enjoy.THE 'FOX & NICHOLL' AND 'SYNDICATE' 2-LITRE LAGONDAS - 1929 RACING SEASONAt the end of 1928 a syndicate of Waltham and Hertford, Hertfordshire-based racing enthusiasts decided to pool their resources in order to enter long-distance sports car racing seriously in 1929. Those enthusiasts - supported by budding driver Tim Rose-Richards - were Arthur Pollard, George Roberts, Cecil Randall and Bill Edmondson - who was General Metcalfe of Lagonda Cars' solicitor. In February 1929 the General agreed to supply the syndicate with two special competition versions of the 2-Litre model, for £350 each - roughly half price - on condition that they would not be resold for less than £600. The syndicate planned to run the cars in the Brooklands Double-Twelve, the Six Hours, the Ulster Tourist Trophy and, possibly, to enter and run one in the Le Mans 24- Hour race. Lagonda had a paid-for entry at Le Mans and placed it at their new client's disposal. The General also promoted their embryo venture to Shell Oil and KLG Spark Plugs recommending sponsorship. Arthur Fox of the Fox & Nicholl primarily Talbot team had also been campaigning a 2-Litre Lagonda, Fox's own car, and an agreement was reached under which Fox & Nicholl of Tolworth, Surrey, would also prepare the new syndicate's sister Lagondas. The cars arrived at the Fox & Nicholl works at the end of April 1929 which left little time for them to be prepared properly for the Brooklands Double-Twelve race in mid-May. Four cars were provided in all for the syndicate and for Fox & Nicholl, with the fourth being owned by specialist tuner R.R. Jackson. The quartet of 2-Litre cars - now offered in this unique Sale opportunity - were given consecutive UK road registrations, PK 9201, 202, 203 and 204. Amongst them 'PK 9201' and '9202' were to be the syndicate's cars, Fox's was 'PK 9203' and Robin Jackson's 'PK 9204'. These cars were prototypes of the low-chassis 2-Litre with a revised front axle and the dynamo mounted on the nose of the crankshaft as on the Lagonda 3-litre and 16/65 models. Fox & Nicholl's men were amused when the cars were delivered to them without the spacers required to go between the axle and springs at the rear, which left the cars in low-chassis form up front, and 'high-chassis' at the rear. The spacers in fact only arrived in time for the second practice session of the Double-Twelve at Brooklands - until which point the paddock habitués there were highly intrigued by the Lagondas' peculiar stance...Arthur Fox was a great detail man in his preparation and he ensured his team drivers practised a special start procedure repeatedly pre-race, which paid off as they were flagged away, leading the field. The early race laps had to be completed with hoods raised, and again Fox's attention to detail equipped the hoods with spring loaded clips to assist in each one's furling and being made secure. The syndicate cars and Fox's entry had a windscreen which could be hinged open and locked near-horizontal as a deflector, presenting less frontal area to the airstream yet deflecting it more efficiently than a simple aero-screen around the driver's head and shoulders. Jackson's 'PK 9204' lacked that feature, using a plain aero screen and wire-mesh stone screen instead. The cars were in fact lightened and modified in many other subtle ways as detailed in the wonderful Lagonda history by Arnold Davey and Anthony May ('Lagonda', David & Charles, 1978). Furthermore Arnold Davey informs us that: 'Dan Hagen, who owned 'PK 9204' from 1938 until 1967, wrote in the Lagonda Club magazine, in 1954, how he had extracted from the factory before the war details of the amount of tuning the 1929 team cars' engines had received, in addition to drastic lightening of the chassis and bodywork. The camshafts were lighter and carried quick lift, long-dwell cams, The compression ratio was raised to 7.45 to 1, inlet ports honed out to 36 mm, lightened flywheel, 'French type' Zenith triple-diffuser carburettors, enlarged radiator with pressurised system, straight cut bevel axle with 4 to 1 ratio.' Mr Davey adds: 'I doubt if the car would have been sold to the public with that compression ratio, which required a 40% benzole fuel mix to run without detonation. At the time of his writing, the car had done over 250,000 miles...'. For the 1929 Brooklands Double-12 race, driver pairings were: 'PK 9201' - Tim Rose-Richards/Cecil Randall 'PK 9202' - Bill Edmondson/George Roberts 'PK 9203' - Frank King/Howard Wolfe 'PK 9204' - Robin Jackson/C.A. Broomhall. This split 24-Hour race - leaving the gigantic Motor Course quiet overnight to ease the inhabitants of Weybridge's slumbers - proved to be a contest between supercharged Alfa Romeos and the big Bentleys - while the 2-Litre cars above were outrun by the factory's proxy entry of a 2-Litre for Mike Couper, which proved to be their 200-mile record car. Still all five of these 2-Litre cars were running at the end of the first 12-Hour competition, the four low-chassis cars and Couper's high-chassis 'special'. Starting the cold engines at the start of the second day's racing proved near disaster for the Jackson/Broomhall car which lost nearly an hour before it could be persuaded to fire. Broken exhausts and silencers then afflicted the Fox cars and the Rose-Richards/Randall entry broke its crankshaft. An Alfa Romeo finally won, with Couper's high-chassis 'special' 9th overall and winner of the 2-Litre class, with Edmondson/Roberts 13th overall and class 2nd in 'PK 9202', Jackson/Broomhall in 'PK 9204' 14th overall, class 3rd - and King/Wolfe 18th overall and 6th in class in 'PK 9203'.The syndicate emerged most unhappy about the late entry of Couper in the special Lagonda, and a storm blew up between them and General Metcalfe which took a little time to be resolved amicably. The cars were overhauled at Lagond... For further information on this lot please visit Bonhams.com

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

The Stan West Collection, Earls Court Motor Show1960 Bristol 406 Sports SaloonCoachwork by Carrozzeria ZagatoRegistration no. 120 NPKChassis no. 406-1-5299One of the rarest of Bristol motor cars*Continuous history from new*Professionally restored 2002-2005*Part of the Stan West Collection since 2014Footnotes:'The Bristol Zagato Grand Touring model is designed to cater for those who desire an even faster car than the standard type 406 saloon. The Bristol Zagato is lighter and smaller with a tuned version of the 406 Bristol engine. The lightweight two-door coachwork has been built to the requirements of Anthony Crook Motors Limited by Zagato of Milan, Italy, who have been famous coachbuilders for half a century mainly in the field of high performance cars. The emphasis has been placed on providing extra speed without impairing reliability or flexibility and whilst still retaining reasonable rear seat accommodation - a feature normally lacking in Grand Touring saloons.' – Anthony Crook Motors. Last of the six-cylinder Bristols, the 406 was made between 1958 and 1961 only, though the basic steel-framed alloy-panelled superstructure would be carried over to its V8-engined 407 successor. Bristol's BMW-based engine was extensively revised and enlarged to 2.2 litres for the 406. As a result, power went up to 130bhp and flexibility increased, while other improvements included servo-assisted Dunlop disc brakes on all four wheels and self-cancelling overdrive as standard. Bristol had commissioned Carrozzeria Zagato to build a limited series of lightweight four-seater cars on the 406 chassis in October 1959, six of which, plus a solitary two-seater, had been completed by the time production ceased. Weighing 2,436lbs, the Zagato was a whopping 574lbs lighter than the stock 406 as well as 11' shorter and 5' lower, with commensurate gains in both acceleration and top speed. One of five four-seater Bristol 406 Zagatos known to survive, chassis number '5299', registered 'NPK 120', was displayed at the 1960 Earls Court Motor Show and sold new by Anthony Crook Motors to Richard Robinson in May 1961. Mr Robinson was an active member of the Bristol Owners' Club and his 406 Zagato was a regular sight at their events. He kept the Bristol until 1991, faithfully recording all works carried out, parts purchased, and relevant mileages (logbook on file), and then sold it to Jonas Liden of Sweden. After some ten years of ownership, Mr Liden commissioned a major restoration, which was undertaken by Jaye Engineering of Ravenstone, Olney, Buckinghamshire over the period 2002 to 2005 (see bills totalling £138,910 on file). Its first owner had fitted Minilite alloy wheels in the 1960s and these were replaced during the rebuild with correct original items. The immediately preceding owner, Ian Simpson, purchased the car in January 2010 from Bristol Cars Ltd, who were selling it on Mr Liden's behalf, and following his acquisition had seat belts and door mirrors fitted. The Bristol was purchased for the Stan West Collection at Bonhams' Goodwood Festival of Speed sale in June 2014 (Lot 365) and since then has benefited from the expert attentions of Spencer Lane-Jones Ltd (bill on file). '120 NPK' is offered with sundry restoration and other invoices; old/current V5/V5C registration documents; an original instruction manual; and copies of related articles. Finished in silver-grey with cream leather interior, this beautiful Zagato-bodied 406 represents an exciting opportunity to acquire one of the rarest of Bristol motor cars, boasting continuous history from new.For further information on this lot please visit Bonhams.com

A boxed Herbert Johnson race helmet, formerly the property of Noel Dresden, 1950s,cork-lined open-face helmet with peak, painted cream (some chips to paint), with leather lining, cloth neck and ear guards and leather chin strap, contained in original card box with manufacturer's label to lid with handwritten details for Noel Dresden, offered together with five associated car club member's badges comprising three enamel badges for BARC (No.M140), British & Racing Sports Car Club (No.224), and Sunbac, and painted badges for Triumph Sports Owners Association, and a boxed GB Motorists' Travel Club badge, three BARC Goodwood guests' enamel lapel badges for 1955 (No.663), 1956 (No.26) and 1957 (No.25), and a small monochrome photograph of Dresden with his Triumph TR2 sports car 'POK 112'. (Qty)Footnotes:Noel E Dresden (1933-2019), a Sales Manager for Bell Nicholson and Lunt Birmingham (a Courtaulds firm), and small business owner, was also a keen motor racing enthusiast, attending as many race meetings as possible, and as a member of various clubs including Triumph Sports Owners Association, he competed in various Club race events.For further information on this lot please visit Bonhams.com

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

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

The ex-Bill Edmondson/George Roberts1929 Lagonda 2-Litre 'Low Chassis' TourerRegistration no. PK 9202Chassis no. 9412Footnotes:THE FORSHAW COLLECTIONThe remarkable family of low-chassis 2-Litre Lagonda sports cars offered here from the Forshaw Collection reflects the early background of their very well-known and highly-respected Aston Service Dorset business, in the 1930s when Ivan Forshaw made his name as a Lagonda specialist. He was instrumental in establishing the 2-Litre Lagonda Register and later involved in its amalgamation with the Lagonda Club, becoming spares and technical advisor. Ivan and his wife Enid established their home in Parkstone, Dorset. They had two sons, Roger in 1940 and Richard in 1946. When World War 2 began Ivan joined the Army, initially as a dispatch rider, rising through the ranks and seeing service in North Africa and Italy before being invalided out in 1945. Postwar he resumed business and when Aston Martin and Lagonda merged in 1947 the new company passed enquiries concerning pre-war Lagondas to Ivan Forshaw. When Sir David Brown's ownership of Aston Martin Lagonda Limited ended, sole rights to remanufacture parts for Aston Martin DB2 and DB2/4 models plus the David Brown Lagondas were offered to 'The Captain' and Aston Service Dorset was launched in 1972 to cater for that market. The business continued as officially recognised parts specialists for all models up to and including the DB7 Vantage. Ivan Forshaw passed away in 2006 at the age of 94, and he maintained his lifelong enthusiasm for all things Lagonda right to the end. His family collection of Lagondas - particularly this group of low-chassis 2-Litre Tourer competition cars from the 1929 season - was a particular pride and joy. BONHAMS is privileged to have been entrusted with offering them now to the market - for new generations of collectors and enthusiasts to admire, and to enjoy.THE 'FOX & NICHOLL' AND 'SYNDICATE' 2-LITRE LAGONDAS - 1929 RACING SEASONAt the end of 1928 a syndicate of Waltham and Hertford, Hertfordshire-based racing enthusiasts decided to pool their resources in order to enter long-distance sports car racing seriously in 1929. Those enthusiasts - supported by budding driver Tim Rose-Richards - were Arthur Pollard, George Roberts, Cecil Randall and Bill Edmondson - who was General Metcalfe of Lagonda Cars' solicitor. In February 1929 the General agreed to supply the syndicate with two special competition versions of the 2-Litre model, for £350 each - roughly half price - on condition that they would not be resold for less than £600. The syndicate planned to run the cars in the Brooklands Double-Twelve, the Six Hours, the Ulster Tourist Trophy and, possibly, to enter and run one in the Le Mans 24- Hour race. Lagonda had a paid-for entry at Le Mans and placed it at their new client's disposal. The General also promoted their embryo venture to Shell Oil and KLG Spark Plugs recommending sponsorship. Arthur Fox of the Fox & Nicholl primarily Talbot team had also been campaigning a 2-Litre Lagonda, Fox's own car, and an agreement was reached under which Fox & Nicholl of Tolworth, Surrey, would also prepare the new syndicate's sister Lagondas. The cars arrived at the Fox & Nicholl works at the end of April 1929 which left little time for them to be prepared properly for the Brooklands Double-Twelve race in mid-May. Four cars were provided in all for the syndicate and for Fox & Nicholl, with the fourth being owned by specialist tuner R.R. Jackson. The quartet of 2-Litre cars - now offered in this unique Sale opportunity - were given consecutive UK road registrations, PK 9201, 202, 203 and 204. Amongst them 'PK 9201' and '9202' were to be the syndicate's cars, Fox's was 'PK 9203' and Robin Jackson's 'PK 9204'. These cars were prototypes of the low-chassis 2-Litre with a revised front axle and the dynamo mounted on the nose of the crankshaft as on the Lagonda 3-litre and 16/65 models. Fox & Nicholl's men were amused when the cars were delivered to them without the spacers required to go between the axle and springs at the rear, which left the cars in low-chassis form up front, and 'high-chassis' at the rear. The spacers in fact only arrived in time for the second practice session of the Double-Twelve at Brooklands - until which point the paddock habitués there were highly intrigued by the Lagondas' peculiar stance...Arthur Fox was a great detail man in his preparation and he ensured his team drivers practised a special start procedure repeatedly pre-race, which paid off as they were flagged away, leading the field. The early race laps had to be completed with hoods raised, and again Fox's attention to detail equipped the hoods with spring loaded clips to assist in each one's furling and being made secure. The syndicate cars and Fox's entry had a windscreen which could be hinged open and locked near-horizontal as a deflector, presenting less frontal area to the airstream yet deflecting it more efficiently than a simple aero-screen around the driver's head and shoulders. Jackson's 'PK 9204' lacked that feature, using a plain aero screen and wire-mesh stone screen instead. The cars were in fact lightened and modified in many other subtle ways as detailed in the wonderful Lagonda history by Arnold Davey and Anthony May ('Lagonda', David & Charles, 1978). Furthermore Arnold Davey informs us that: 'Dan Hagen, who owned 'PK 9204' from 1938 until 1967, wrote in the Lagonda Club magazine, in 1954, how he had extracted from the factory before the war details of the amount of tuning the 1929 team cars' engines had received, in addition to drastic lightening of the chassis and bodywork. The camshafts were lighter and carried quick lift, long-dwell cams, The compression ratio was raised to 7.45 to 1, inlet ports honed out to 36 mm, lightened flywheel, 'French type' Zenith triple-diffuser carburettors, enlarged radiator with pressurised system, straight cut bevel axle with 4 to 1 ratio.' Mr Davey adds: 'I doubt if the car would have been sold to the public with that compression ratio, which required a 40% benzole fuel mix to run without detonation. At the time of his writing, the car had done over 250,000 miles...'. For the 1929 Brooklands Double-12 race, driver pairings were: 'PK 9201' - Tim Rose-Richards/Cecil Randall 'PK 9202' - Bill Edmondson/George Roberts 'PK 9203' - Frank King/Howard Wolfe 'PK 9204' - Robin Jackson/C.A. Broomhall. This split 24-Hour race - leaving the gigantic Motor Course quiet overnight to ease the inhabitants of Weybridge's slumbers - proved to be a contest between supercharged Alfa Romeos and the big Bentleys - while the 2-Litre cars above were outrun by the factory's proxy entry of a 2-Litre for Mike Couper, which proved to be their 200-mile record car. Still all five of these 2-Litre cars were running at the end of the first 12-Hour competition, the four low-chassis cars and Couper's high-chassis 'special'. Starting the cold engines at the start of the second day's racing proved near disaster for the Jackson/Broomhall car which lost nearly an hour before it could be persuaded to fire. Broken exhausts and silencers then afflicted the Fox cars and the Rose-Richards/Randall entry broke its crankshaft. An Alfa Romeo finally won, with Couper's high-chassis 'special' 9th overall and winner of the 2-Litre class, with Edmondson/Roberts 13th overall and class 2nd in 'PK 9202', Jackson/Broomhall in 'PK 9204' 14th overall, class 3rd - and King/Wolfe 18th overall and 6th in class in 'PK 9203'.The syndicate emerged most unhappy about the late entry of Couper in the special Lagonda, and a storm blew up between them and General Metcalfe which took a little time to be resolved amicably. The cars were overhauled at Lagonda's Staines factory, and the sy... For further information on this lot please visit Bonhams.com

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

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

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

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

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

Assorted author signed motoring books, with dedications to Jonathan Williams,various motor racing related titles, some limited edition, many signed by the authors or drivers with dedications to the sports car racing driver, including Stirling Moss: Fangio - A Pirelli Album, leather bound edition (32/50) in slip-case, signed by Moss and Fangio; Adam Cooper: Piers Courage; Giancarlo Cavallini: Circuito del Garda (Italian text); David McKay: Scuderia Veloce; John Julian: Chris Amon - Scuderia Ferrari; Eoin Young: It Beats Working; Maurice Hamilton: Frank Williams; Alberto Rastrelli: Gino & Lucio De Santis (signed Lucio); Frank Wiesner: Herbert Linge - Pioneer in Pole-Position (signed Linge); Bernard Cahier: F-Stops, Pit Stops, Laughter and Tears, a two-volumes set in slip-case; and other titles. (Qty)This lot is subject to the following lot symbols: • ◊• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.◊ £30 + VAT uplift and storage at £6 + VAT per lot per day.For further information on this lot please visit Bonhams.com

A 1:5 scale limited edition model of Michael Schumacher's Ferrari F2001 Grand Prix Championship winning car, by Sports Europe, formerly the property of Max Mosely,Scuderia Ferrari Team Edition model and numbered 11/60, detailed kerbside resin bodied model depicting the V10 engined car, finished in Rosso Corsa race livery with Marlboro, Shell, FedEx and other sponsors logos and wearing number 1, with detailed cockpit, rubber tyres, as driven to driver's and constructor's championship victories by Schumacher, achieving 10 race wins for Ferrari along the way, measuring 91cm long, contained in wooden transport crate. This model was presented to the Late Max Mosely in appreciation of his 16 years of FIA presidency 1993-2009, then later gifted by Mosely to the current vendor in 2016, with accompanying photograph of the model signed by Mosely with dedication, together with an FIA compliments slip and another sheet detailing the provenance. This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

The Stan West Collection1976 Bristol 411 Sports SaloonRegistration no. SYE 970RChassis no. 411-7791659*The last Bristol 411 built*6,556cc Chrysler V8 engine (unleaded compatible)*Restored in the early 1990s*Substantial history fileFootnotes:'The Bristol 411 is a car for the very wealthy but has many special virtues – this is a modern quality car of traditional British excellence.' – John Bolster, Autosport. Bristol's long-running line of V8-engined sports saloons began back in 1961 with the 407, though in appearance the newcomer closely resembled the preceding six-cylinder 406. The adoption of 5.2-litre Chrysler V8 power came not before time, as Bristol's BMW-based engine had been effectively outgrown by the car's increasingly weighty coachwork. With a top speed of 125mph, the 407 re-established the Bristol as a true high-performance car but one that nevertheless retained all the refinement and luxury associated with the marque. The chassis was updated, larger engines adopted and the styling periodically revised throughout the 1960s, this process culminating in the 411 of 1969, five series of which were made between then and 1975. For the 411, Bristol continued with Chrysler engines but specified the 6.3-litre unit that produced 335bhp, an increase of some 85 horsepower over the '5.2'. There was a commensurate improvement in performance and a further boost when the 6,556cc engine arrived with the Series IV in October 1973. John Bolster summarised the result in Autosport: 'Almost accidentally, the Bristol has become the fastest genuine touring saloon, beating the Mercedes-Benz 300 SEL 6.3 both for maximum speed and acceleration.'The last Bristol 411 built, chassis number '7791659' has the 6,556cc Chrysler V8 engine that can run on unleaded fuel, and was fitted with air conditioning in the mid-1990s. The installation occupies the spare wheel compartment under the nearside wing, and hence the spare wheel has been relocated to the boot. There are numerous bills on file for servicing, maintenance, parts, etc dating back to 1989, including those relating to a major restoration undertaken in April 1992 at 32,800 miles. At that time the exterior colour was changed from a bronze/brown to Midnight Blue. Old registration documents chart the car's ownership back as far as October 1998 when it was registered to one Brian May of Solihull, followed by Rakesh Uppal of London NW3 (from October 1999), and then Brian Clark of Staffordshire (from July 2001).Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

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

An 'Aston Martin - Sales & Service Sports Racing' illuminating display sign,modern, alloy surround with bracket for wall mounting, double-sided and fitted with two hand-painted Perspex panels featuring the winged emblem, wired for illumination, 62 x 112cm overall, offered together with an 'Aston Martin' garage display emblem, modern, cold-cast resin and bronze composite, in the form of the winged badge, 151cm wide. (2)This lot is subject to the following lot symbols: ◊◊◊◊ £60 + VAT uplift and storage at £12 + VAT per lot per dayFor further information on this lot please visit Bonhams.com

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

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

The Stan West Collection1933 Lagonda M45 4½-Litre TourerCoachwork by Vanden PlasRegistration no. AXR 522Chassis no. 210650*An older (1980s/1990s) restoration*Engine professionally rebuilt in 1994/1995*Part of the Stan West Collection since 2008*Good history fileFootnotes:'A short run on one of the first of the 4½-Litre Lagonda models, with an open four-seater body, left a vivid impression not only of brilliant acceleration and sheer performance, but of a car delightfully silent and easy running in a way that can be achieved to the fullest extent only by a big-engined machine working well inside its limits.' - The Autocar in 1933. A fine example of this elegant and very British, post-Vintage thoroughbred, chassis number 'Z10650' was supplied new via Mann Egerton & Company and despatched on 18th December 1933 to coachbuilders Vanden Plas for its four-seat sports-tourer body to be fitted. This work was completed on 17th February 1934 at a cost of £229 8s 9d. We understand that the car was originally liveried in grey lined with rose pink, a colour keyed to its interior upholstery and selected for the rather bizarre reason that it matched an eiderdown belonging to the original customer. The car is illustrated on page 174 of the book Vanden Plas by Brian Smith.In February 1992 the Lagonda was offered for sale at Brooks' Olympia auction (Lot 198) and purchased there by a Mr Forster of Marlborough, Wiltshire. Prior to its acquisition by Mr Forster, the car had been in the ownership of one family since 1964, passing through the hands of three brothers. Extensive restoration had been undertaken while it was in the third brother's hands, the work being carried out over a five-year period (1986-1991) by well-known Lagonda specialist Peter Whenman at a cost of circa £43,000. Mr Forster sent the car back to Peter Whenman's company, now called Vintage Coachworks, for an engine rebuild undertaken in 1994/1995, and it appears that they maintained and serviced it for him during his ownership. It was then sold to a Mr Sharp of Jersey, who put the car in his private collection and used it only sparingly. While in Jersey the Lagonda was looked after and serviced by Clayden Motors, although no major work was required. 'AXR 522' was purchased by Stan West at Bonhams' Olympia sale in December 2008 (Lot 609), since when the wheels, hubs, and brakes have been overhauled by marque specialists Bishopgray (see bill dated 31st January 2019 on file). The history file also contains bills and receipts for the restoration/services; the original buff logbook; and a quantity of expired MoTs. Presented in excellent condition throughout, with everything working properly, this exceptionally attractive Lagonda M45 is ready to be enjoyed.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com

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

A collection of vintage 1960s 'Rod & Gun in Canada' magazines. Fishing and country sports interesting. Issues in 1968 to include August, October, December, June, September, July, May, November and 1969 issues to include February, March, May, April, November and June (14 issues). Appear to be in good condition with signs of wear and use.

Four wristwatches, Record, Cortebert, Audax Sports and one with dial marked Hill, Northampton

Artist Tony Theobald FDC to commemorate water sports and the Seychelles. Signed Full Set. Postmark 24th September 1994. Good condition. All autographs come with a Certificate of Authenticity. We combine postage on multiple winning lots and can ship worldwide. UK postage from £4.99, EU from £6.99, Rest of World from £8.99

Roger Bannister signed Sports Writers' Association Annual Dinner at the Press Club menu and toast list dated 9th December 1954. Good condition. All autographs come with a Certificate of Authenticity. We combine postage on multiple winning lots and can ship worldwide. UK postage from £4.99, EU from £6.99, Rest of World from £8.99

The Jodie Kidd Collection - collection of assorted silver plated and pewter and other trophy cups, rose bowls, trophies etc. mostly related to equestrian sports won by various members of the Kidd family and associated persons (Qty)

Two cased Berwickshire High School sports champion medals awarded to Wilson A.Dryburgh 1941 and 1942, one stamped sterling the other with silver hallmarks

219 corgi Plymouth sports suburban station wagon original box looks in very good condition

Corgi Toys, Dinky Toys, Bburago, Other - A collection of predominately unboxed diecast from various era in different scales. Lot includes Dinky Toys Holden Special Sedan; Corgi Toys Plymouth Sports Suburban; Dinky Toys Bedford TK and similar. Models all show signsof play and use generally ranging between Fair - Good. (This does not constitute a guarantee)

Dinky - A boxed # 109 Austin Healey 100 Sports in Yellow Competition trim in Fair to Good condition with signs of play use in a Poor box with the correct colour spot with no flaps on one end. (this does not constitute a guarantee)

Dinky - a boxed # 108 M.G. Midget Sports in red Competition trim with signs of play use in a Poor box with the correct colour spot, it has no flaps at one end. (this does not constitute a guarantee)

Collection of sports dinner brochures 6 in total, 2 are unsigned , signatures unknown, may yield some value. Good condition. All autographs come with a Certificate of Authenticity. We combine postage on multiple winning lots and can ship worldwide. UK postage from £4.99, EU from £6.99, Rest of World from £8.99

Sir William Nicholson A Group of Three Lithographs from The Almanac of Twelve Sports to include Golf October, Cricket June and Skating December, 25 x 21.5 cms

Deck Plans, Sections and Details for Scale Model of R.M.S. ''Queen Mary'', by Harold A Underhill A.M.I.E.S., Glasgow, comprising four sheets, drawing no.243 -Lines for Scale Model, drawing no.244 - Elevation and Plan of Sports Deck, drawing no.245 - Plan of Prom Deck and Sun Deck, drawing no.246 - Plan of 'A' Deck, rolled 66 x 170cm

Full set of wartime deck plans for RMS Queen Mary, comprising 14 deck plans, each 2ft x 11ft and a scale of 1/8th inch to 1ft, the Sun Deck and Sports deck plan bearing the modificationstamp showing theAdmiralty mark to lower right, together with two discs of digitalised plans, and numerous personal archives. Provenance: the plans were acquired by the vendor in a car boot sale in 1996. They had come from a house repossession at Henley upon Thames belonging to Mr David Gough an Emeritus fellow of Oriel College Oxford who was executor for Miss K Rintoul, daughter of Colonel D Rintoul. The personal archives relate to Miss K Rintoul, her brother DrS Rintoul and Colonel D Rintoul.The vendor did extensive research and Liverpool Museum have verified them as a full set of deck plans. The Maritime Archives and Library, Liverpool, as stated in printed correspondence, hold the original builder's plans of the Queen Mary as part of the Cunard Ships Plans Collection and the collection contains several sets of QM deck plans, including original copies of the trooping conversion plans. The Queen Mary is currently berthed in Los Angeles. Over the years they have shown at Westminster Halls at the Annual Ocean Liner society's meet.

POLO INTEREST: A SILVER OVAL SNUFF BOX,engraved "LAKON SPORTS CLUB OPEN POLO TOURNAMENT MAY 1909" together with a modern silver candlestick, the base formed as three polo sticks and a silver photograph frame with colour print of polo players (3).