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Lot 2715
A gent's Seiko Five Sports steel cased automatic wristwatch, model No.7S36-05Z4 TG 2, having a signed black dial with silvered baton markers, luminous hands, day/date aperture, rotating black bezel, crystal back cover numbered 261779, with original Seiko steel bracelet, case dia.42mm, no box or papers
Lot 2716
A gent's Seiko Five Sports automatic wristwatch, model No.7S36-02A4 R 2, having a signed black dial with luminous quarter Arabic numerals and baton markers, day/date aperture, rotating bezel, 200m water resistant, and 23-jewel automatic movement, the screw-down back cover numbered 632330, on original Seiko steel bracelet, case dia.42mmCondition report: In running order.Generally very good condition with very minor age wear only.Bracelet is quite small.
Lot 2719
A gent's Seiko Five Sports steel cased automatic wristwatch, model No.7S36-02T2, having a signed engine turned silvered dial with luminous baton markers and hands, day/date aperture, rotating black enamelled bezel, automatic 23-jewel movement, with crystal back cover, case numbered 790227, on original steel bracelet, case dia.40mmCondition report: In fully working order.Case and glass are good.Some very minor surface scratches to bracelet.
Lot 2721
A gent's Seiko Five steel cased automatic wristwatch, model No.6319-7O1L T, having a signed black dial, day/date aperture, automatic 21-jewel movement, the screw-down back cover numbered 748825, on Seiko steel bracelet, case dia.38mm; and one other Seiko Five Sports automatic wristwatch, model No.6119-8570T (2)Condition report: Both in working order.
Lot 2722
A gent's Seiko Five Sports automatic wristwatch, model No.6319-5OILS, having 21-jewel movement, on Seiko steel bracelet, case dia.38mm; together with two other Seiko Five Sports automatic watches, being model numbers 6309-511L T, and 6119-834OT AD, both with Seiko steel bracelets (3)Condition report: All three in working order.
Lot 67
Cartes de Visite, specialised subjects - sports, including Beaumont College, Eton, cricket eleven, circa 1872 (1), boy's cricket on green, Wrexham/Edwards (1), school sports team groups (2), cricketer on back of cdv (1), cabinet of lawn tennis party (1), with Claudet portraits (3), T R Williams (1), with various - VC winner (1), diver in suit (1), lady in Welsh dress (1), dog (1), woodchoppers (2), lady in protective glasses (1), gent with microscope on table (1), others (13), mainly 1860s, mostly G (30)
Lot 371
A QUANTITY OF PRESS AGENCY SPORTING PHOTOGRAPHS, majority dated from 1950's to early 1980's, includes football, cricket, tennis, motor sport, boxing, rugby, golf, Winter sports, horse racing and equestrian, athletics etc, majority with details of photograph on reverse, also includes a quantity of photographs of Argentinian football from late 1940's to early 1980's, over 500 photographs in total Condition Report Approximately 59 boxing photographs, some duplicates
Lot 249
The ex-Sir Stirling Moss, Tony Brooks, Roy Salvadori, Ken Wharton1952 Frazer Nash Le Mans Replica MkII SportsRegistration no. XMG 6Chassis no. 421/200/FN176AEngine no. BS4/MK2/505*Significant in-period competition history*Rebuilt in the 2000s*Raced competitively*FIA and HTP papers Footnotes:'XMG 6' has raced extensively in the Motor Racing Legends and Royal Automobile Club Woodcote Trophy series for many seasons. It is a fully FIA and HTP compliant 1950s competition car, whose significant history is associated with legendary greats such as Sir Stirling Moss, Tony Brooks, and Roy Salvadori. Powered by a 2.0-litre six-cylinder Bristol engine, this Le Mans Replica Mark II, chassis number 'FN176', was driven by Stirling Moss at Monaco and was the second of seven MkII Le Mans Replicas built on the parallel tube chassis. It was fitted with a Bristol BS1 engine; ultra close-ratio gearbox; lightweight Marston radiator and oil cooler; Alfin brake drums with lightened back plates; and lightened bolt-on Austin wheels. The narrower chassis allowed the body to be built to minimum race regulations and was 36' wide at the cockpit with no passenger door. There was a 15½-gallon aluminium fuel tank and the spare wheel was mounted vertically in the boot with a detachable tail section.The Le Mans Replica was the most sporting model produced by Frazer Nash in its post-war era. Initially called the Competition model, it was renamed in honour of the Frazer Nash that finished 3rd overall at Le Mans in 1949. Only 29 were made between 1949 and 1954, of which only seven were the much rarer MkII version.This Le Mans Replica was completed in May 1952 and retained as a works race and development car. After completion, it competed in the Prix de Monte Carlo, a race for 2-litre sports cars held on 1st June 1952 as a support race for the Monaco Grand Prix. Stirling Moss set the fastest time in practice to put the car on pole position, but retired whilst disputing 2nd place in the race.Ken Wharton was then engaged as works driver and he finished 2nd in the car at the Jersey Road Race on 10th July 1952. 'FN176' then won the 100-mile race for sports cars up to 2 litres at Boreham on 2nd August, beating Mike Hawthorn. Wharton then raced the car at Thruxton (3rd), Shelsley Walsh (1st in class), Goodwood (3rd), Castle Coombe (3rd), and Charterhall (4th). At Goodwood in September Wharton used the car in a Formula 2 race.With a one minute start over larger cars (DB3S Aston Martins, C-Type Jaguars and a 4.1-litre Ferrari) 'FN176' finished 2nd on handicap (3rd on distance covered) in the British Empire Trophy Race on the Isle of Man on 18th June 1953. Tony Brooks then finished 2nd (2-litre class), in the Unlimited Sports Car Race supporting the British Grand Prix at Silverstone on 18th July. Roy Salvadori was at the wheel at Snetterton on 25th July and won the 2-litre sports car race as well as competing in the Formula 2 race. The car then finished 2nd at Goodwood on 28th September in a five-lap sports car race.This Le Mans Replica was rebuilt during July-August 1954 and renumbered as chassis number 'FN176A'. The chassis was lightened and fitted with ZF limited-slip differential and light alloy-rimmed wire wheels. The engine was changed for 'BS4/504' and a new aluminium-alloy body was fitted. The body was similar to a Le Mans MkII but had a different shaped nose and grille. The colour was Bristol Green. The car was raced by Ken Wharton at Aintree on 2nd October 1954 where it finished 3rd in class, then by Tony Brooks at Snetterton on 9th October finishing 4th in class.At Goodwood on Easter Monday, 11th April 1955, Brooks finished 2nd in a five-lap race for 2-litre sports cars. He then won the 2-litre class at Silverstone's International Trophy Meeting on 7th May. At Goodwood on 30th May this Le Mans Replica finished 4th (2nd in class).In mid-1955 the aluminium-alloy body was removed from the chassis and replaced with a full-width Microplas Mistral glassfibre body. The car's only race in this configuration was the Dundrod TT on 17th September 1955, where Ken Wharton was involved in a fiery multiple pile-up just after Deer's Leap on the second lap. The car was very badly damaged and taken back to Isleworth. The 1954/5 aluminium-alloy body remained at the Falcon Works, still with the Frazer Nash brass plate on the bulkhead stamped '421/200/176A'. This body was subsequently fitted to a Singer 9 chassis and retained the registration 'XMG 6'.In the 1970s, renowned engineer, Dick Crosthwaite, was building a small run of replica Frazer Nash cars using his own chassis fitted with various Nash and Bristol parts. The chassis plate and registration number 'XMG 6' were then applied to the Crosthwaite Le Mans Replica, the original Frazer Nash aluminium-alloy body of 1954 being acquired via a third party.After acquiring the original body, complete with its chassis plate and registration number, Jonathan Bradburn commissioned renowned Frazer Nash expert, Bill Roberts, to return 'FN176A' to its 1954 configuration using all the correct original parts. The restoration was completed in the early 2000s. 'XMG 6' has been racing competitively over the last few seasons.Frazer Nash's Le Mans Replica is arguably the most highly regarded of all post-war cycle-mudguard sports-racing cars, and this supremely versatile model is eligible for all the most prestigious historic motor sports events: Monaco, Mile, Miglia, Targa Florio, Goodwood, etc. Only infrequently are they offered for public sale, which makes 'FN176A' - associated with some of the biggest names in the history of British motor sport - a rare opportunity for the discerning collector or historic racing competitor. For further information on this lot please visit Bonhams.com
Lot 292
Offered from The Chester Collection1965 Chevrolet Corvette Sting Ray CoupéRegistration no. FDS 326CChassis no. 194375S103663*Disc brakes and manual transmission*One owner from new until 2011*Restored to National Corvette Restorers Society standards in 2010*First registered in the UK in 2014*Present ownership since 2016Footnotes:Back in 1953, Chevrolet's launch of the two-seater Corvette sports car was a radical departure for a marque hitherto associated almost exclusively with sensible family transport. Sales were sluggish initially and the Corvette came close to being axed, surviving thanks to Chevrolet's need to compete with Ford's Thunderbird. A V8 engine for 1955 and a radical restyle for '56 consolidated the Vette's position in the market before the arrival of the heavily revised 'Sting Ray' version.Introduced for 1963, the Sting Ray incorporated a totally new ladder-type chassis, and for the first time there was a Gran Turismo coupé in the range. As had been the case with the previous (1956-1962) generation of Corvettes, development proceeded slowly, being characterised by annual facelifts and few engineering changes of note. On the latter front, the long-overdue arrival of four-wheel disc brakes was the most significant development for 1965.A 1965 model, this Sting Ray was purchased new by one Frank Hayashi of Wisconsin on 31st December 1964 from Hult Chevrolet in Madison, WI. The car has the 300bhp 327ci (5.3-litre) V8 engine and the desirable four-speed manual gearbox, and left the factory equipped with the Positraction rear axle; special highway axle (3.08:1); Comfort and Convenience Group; AM/FM radio; and whitewall tyres. The Corvette remained in the same ownership until 2011 when it was brought by one Bruce D Nelson of Hudson, New Hampshire. Before then, in 2010, the car had undergone a no-expense-spared restoration to National Corvette Restorers Society standards - even the correct paint marks on the chassis were recreated. The Corvette was first registered in the UK on 1st September 2014 and was acquired by the current vendor in October 2016, since when it has been repainted black (from Nassau Blue). While in the vendor's care the car has been carefully stored at a professional facility and checked over regularly by his own mechanic.Contained in three large binders, the comprehensive history includes a photographic record of the 2010 restoration and every service invoice from new. The files also include correspondence between the supplying dealer and the owner; the original sales invoice; the original title; instruction books; and even the original 'Protect-o-Plate'. One of the finest examples of its type currently available, this superb Chevrolet Corvette Sting Ray is worthy of a place in any private collection.For further information on this lot please visit Bonhams.com
Lot 228
1997 Bentley Continental T CoupéRegistration no. R101 VLTChassis no. ZCBZU23C7VCH53467*Two owners from new*Present ownership since 2000*Circa 10,000 miles in the last 10 years*27,689 miles from newFootnotes:Bentley's 1980s resurgence had hitherto relied exclusively on models whose basic architecture was shared with other Rolls-Royce products but on display at Geneva in '85 was 'Project 90', a mocked-up coupé intended to gauge public response to the idea of a high-performance car unique to Bentley. When the real thing - the Bentley Continental R - was unveiled six years later, the waiting crowd burst into spontaneous applause. Styled with the assistance of consultants International Automotive Design, the Continental R benefited from computer-aided design and wind tunnel testing in the devising of its sleekly streamlined shape. Despite the need to incorporate non-traditional features such as doors recessed into the roof, the result looked every bit a Bentley, albeit one restated for the 1990s. Also new was the gearbox, a four-speed automatic with 'overdrive' top ratio, but the main focus of interest was the newcomer's performance. Needless to say, this was outstanding, the combination of the Turbo R engine in the new wind-cheating shape cutting the 0-60mph time to 6.2 seconds and boosting top speed to in excess of 150mph. There was even more to come in the form of the Continental T. Introduced in June 1996, the latter was a short-wheelbase version of the Continental R, some 4' being taken out of the chassis aft of the doors. With 400bhp at its disposal and crouching aggressively on 18' wheels, the low-slung Continental T looked every inch the thoroughbred Bentley sports car, the cockpit with its engine-turned dashboard recalling the heroic exploits of W O's 1920s racers. The engine start button was another neat 'retro' touch. Despite weighing as much as two Ford Mondeo 1.8s the luxuriously appointed Continental T was certainly no slouch, racing to 60mph in a tyre-shredding 5.8 seconds on its way to a (governor limited) top speed of 156mph. Equally eye-watering was the price: £220,312 at time of launch. This Continental T was purchased from the original owner by the current vendor in 2000, and in the 20 years since has covered approximately 10,000 miles (see expired MoTs on file). Garaged throughout the vendor's ownership, the car has not been involved in any accidents or been damaged, and has no known faults. Maintained by Lillywhite Bros in Emsworth, Hampshire and described by the private vendor as 'believed good' in every respect, this increasingly collectible modern Bentley is offered with MoT to July 2021, a V5C Registration Certificate, and the aforementioned expired MoT certificates verifying the recorded mileage of 27,689.For further information on this lot please visit Bonhams.com
Lot 226
The 1956 Earls Court Motor Show1956 Bentley S1 Continental CoupéCoachwork by Park WardRegistration no. 433 STDChassis no. BC44BG•Known ownership history•Exceptionally well documented•Restored in 2010•Offered from an important UK private collection Footnotes:Described by 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 on the R-Type chassis in 1952. With the arrival of the final generation of six-cylinder cars, the all-new Silver Cloud and Bentley S-Type, the Continental lost some of its individuality but none of its exclusivity. Eulogising about Bentley's new 'S' Series cars, introduced in April 1955, Autocar wrote, 'the latest Bentley model offers a degree of safety, comfort and performance that is beyond the experience and perhaps even the imagination of the majority of the world's motorists'. Later, in October that same year, the Bentley Continental became available on the 'S' chassis. 'It brings Bentley back to the forefront of the world's fastest cars,' Autocar said of the H J Mulliner-styled fastback, which was the quickest four/five-seater saloon of its day. The Bentley S-Type's new box-section chassis incorporated improved brakes and suspension and an enlarged (to 4,887cc) and more powerful version of the existing inlet-over-exhaust six-cylinder engine, which for the first time was identical in specification in its Rolls and Bentley forms. The Continental version came with a shorter radiator and higher gearing and, for a time at least, could be ordered with right-hand change manual transmission. As had been the case with the original R-Type, the new S-Type Continental was only ever available as a coachbuilt car; the designs produced by independent coachbuilders for the S1 Continental chassis being among era's the most stylish. Of the 431 Bentley S1 Continentals produced between 1955 and 1959, 185 were bodied by Rolls-Royce's in-house coachbuilder, Park Ward Ltd.The 1956 Earls Court Motor Show car, chassis number 'BC44BG' was first registered to Bowmarker Ltd as 'TGO 207'. Photocopy chassis cards and an original Rolls-Royce and Bentley sales brochure are on file. On 22nd April 1957 the Bentley changed ownership, passing to a Mr Melling, and on 9th July 1958 became the property of Frank Arden. Next owner J Rubin acquired the Continental on 3rd November 1960, and some four years later the car passed to a Mr Felix Furlonger of London, who would own it until the late 1990s/2000. One of the three accompanying history files contains documentation dating from the 1960s and 1970s. This includes original 1964 correspondence from H J Mulliner Park Ward Ltd to Mr Furlonger confirming they have found a suitable Park Ward Continental, to which they were proposing to have a Webasto roof fitted. Enclosed with the correspondence is an original Webasto sales brochure. Also on file is H J Mulliner Park Ward's original delivery note to Mr Furlonger dated 9th March 1964 confirming his delivery and receipt of the car. There is also a vast amount of correspondence between Mr Furlonger, Bentley Motors, R S Mead Ltd, Jack Barclay, H R Owen, and the Bentley Drivers Club together with extensive service records throughout the 1960s/1970s and a number of MoT test certificates. Indeed, this car has one of the most complete early service histories we have ever seen.The extensive service history continues into the 1980s in the second file. Still in Mr Furlonger's ownership, the car was maintained mainly by the highly regarded Bentley and Rolls-Royce expert Peter Fischer, followed by Hofmann and Mountfort Ltd/Hofmann's of Henley, and Frank Dale & Stepsons (from 1990). Photographs confirm the car was used for and entered in a wide variety of Rolls-Royce and Bentley events, and it featured on the front cover of the Rolls-Royce Enthusiasts' Club bulletin of March/April 1997 (copy on file). In the late 1990s the car was maintained by Haines & Hall. There is documentation on file up to 1997.There is then have a short gap in the Bentley's history before it reappears in 2001 in the ownership of a Mr Ingrey, who had the car maintained by P & A Wood until 2010. The Continental was then the subject of an extensive restoration. Photographs of the work are on file together with numerous invoices totalling over £47,000. Works included a professional bare metal respray in stunning Steel Blue. The interior leather was reconnolized and it received new carpets including the boot and headlining by renowned trimmers County Coachtrimmers of Maldon in 2017 (bills on file). The car given a compete service mechanically. Since then the car has formed part of a significant collection of motor cars and motorcycles in Essex. The vendor has now decided to live abroad on a permanent basis, which is the only reason for sale. Less numerous than the H J Mulliner version, with a believed only 45 examples produced the Park Ward-bodied Bentley S1 Continental is a relatively rare variant of an already exclusive car; and this fine example, benefiting from an extensive restoration, is worthy of the closest inspection. For further information on this lot please visit Bonhams.com
Lot 294
Offered from The Chester Collection1960 Mercedes-Benz 190 SL Roadster with HardtopRegistration no. 350 UYOChassis no. 121-040-10-019958Footnotes:*Iconic Mercedes-Benz roadster*Left-hand drive*Recent professional restoration*Restoration bills on fileFor those insufficiently wealthy to afford its hyper-expensive race-bred sports car - the 300 SL - Mercedes-Benz offered the less exotic but no less refined 190 SL. Announced in 1954 and based on the 180 saloon whose all-independently-suspended running gear it used, the 190 SL did not enter production until January 1955, the delay being caused by alterations aimed at strengthening the saloon's shortened platform to compensate for the open body's reduced stiffness. 'Very few new sports cars have been so eagerly awaited or so long in coming as the moderately priced SL version of the Mercedes-Benz,' observed Road & Track magazine. Mounted on a detachable sub-frame together with the four-speed manual gearbox, front suspension, and steering, the power unit was a 1,897cc overhead-camshaft four - the first such engine ever to feature in a Mercedes-Benz. Breathing through twin Solex downdraft carburettors, the M121 unit produced 105bhp at 5,700rpm, an output sufficient to propel the 190 SL to 60mph in around 14 seconds and on to a top speed of 106mph. The fact that the 190 SL's ride was more boulevard than sporting, and that many contemporary sports cars could out-perform it while costing a good deal less, did nothing to deter sales. The model was a big hit in the USA, where many of the slightly fewer than 26,000 produced between 1955 and 1963 found homes. This magnificent left-hand drive example was restored a few years ago to its stunning current condition. Works carried out included a re-spray; an interior re-trim; and an engine overhaul by specialists Silchester Garage in Berkshire (see invoices in history file). In addition, the car received a new clutch; a refaced flywheel; new stainless steel exhaust system; rebuilt carburettors; a reconditioned radiator; new hydraulic cylinders and hoses; relined brakes; and a new battery. The current vendor acquired the car in April 2016, since when it has been carefully stored at a professional facility and checked over regularly by his own mechanic. Finished in black with matching hardtop and contrasting deep red leather upholstery, this beautiful 190 SL is an all year round practical classic and has to be one of the very best of its kind currently available.For further information on this lot please visit Bonhams.com
Lot 288
Freshly restored to '100-point'concours standard1973 Ferrari Dino 246 GTS CoupéCoachwork by Pininfarina/ScagliettiRegistration no. UAX 1Chassis no. 07362•One of only 498 right-hand drive UK cars•'Chairs & Flairs' model (see text)•Restored between 2017-2020•Outstanding condition•Valuable registration included Footnotes:The quite exceptional Dino 246 GT offered here comes from the private collection of a UK-based dedicated Dino enthusiast who has owned and restored some 30 of these charismatic cars over the years. Not your typical 'in-house' restorer, the vendor is the owner of an engineering company supplying machinery to the food manufacturing industry, and employs a small team of engineers who work exclusively in his Dino restoration workshop. It should be noted that it was never the intention that these cars would be sold: they were for the vendor's own collection so built without any time limits or compromise.It was the need for a production-based engine for the new Formula 2 that had prompted the introduction of a 'junior' Ferrari, the Dino 206 GT, at the Turin Motor Show in 1967. The latest in a line of Dino V6 'quad-cam' engines stretching back to the late 1950s, the new unit proved as successful on the racetrack as in the showroom, Derek Bell and Ernesto Brambilla both winning races in the European Championship, while Andrea de Adamich triumphed in the 1968 Argentine Temporada series. Building on experienced gained with its successful limited edition Dino 206S sports-racer of 1966, Ferrari retained the racer's mid-engined layout for the road car but installed the power unit transversely rather than longitudinally. A compact, aluminium-bodied coupé of striking appearance, the Pininfarina-styled Dino - named after Enzo Ferrari's late son Alfredino Ferrari and intended as the first of a separate but related marque - was powered by a 2.0-litre, four-cam V6 driving via an in-unit five-speed transaxle. The motor's 180 brake horsepower was good enough to propel the lightweight, aerodynamically-efficient Dino to 142mph, and while there were few complaints about the car's performance, the high cost enforced by its aluminium construction hindered sales. A 2.4-litre version on a longer wheelbase - the 246 GT - replaced the original Dino 206 in late 1969. Built by Scaglietti, the body was now steel and the cylinder block cast-iron rather than aluminium, but the bigger engine's increased power - 195bhp at 7,600rpm - adequately compensated for the weight gain. A Targa-top version, the 246 GTS, followed in 1972. The Dino 246 was built in three series: 'L', 'M', and 'E' respectively, these designations reflecting detail changes in the specification. While not quite as fast in a straight line as its larger V12-engined stablemates, the nimble Dino is capable of showing almost anything a clean pair of heels over twisty going. Truly a driver's car par excellence, it is still highly regarded today. Every Ferrari collection should have one. A late example (production ceased in 1974), chassis number '07362' is one of 498 right-hand drive 246 GTs built for the UK market and one of only a relative handful to have the 'Daytona' seats. The Dino was purchased in December 2000 from the estate of BRDC member the late Mike Cornwell (its owner since 1975), whose club badge comes with the car. A successful rally competitor, Mike Cornwell competed on the 1991 Classic Marathon, winning an Alpine Cup, and ran as a team-mate to Sir Stirling Moss and Rosemary Smith. He repeated that event in 1992 and also took a class win on the 1993 Tulip rally before entering two Monte Carlo Challenges, taking class wins in successive years. Mike Cornwell had the Dino converted to 'Flairs' (flaired wheelarches) soon after he bought the car in the 1970s, so in the interests of keeping true to its history it was decided to retain those during restoration as they had been on the car for the best part of its life.Typically, the owner's meticulous Dino restorations take some three years and 5,000 man-hours to complete, and this one's was carried out between 2017 and 2020. These cars are restored on a rotisserie buck to ensure that everything is correct, with 75% of the car assembled upside down so that the underneath is as good as the top. Indeed, the cars are rebuilt to better-than-factory standard; the steel used for bodywork reconstruction being vastly superior to that employed by Ferrari in period. Every rusted tube in the chassis was replaced on the jig and every cavity Waxoyled, while every rivet in the floor pan was measured to be exactly the same on both sides. Factory items being no longer available, the clips securing the rubber seal on the wheelarch mud protectors had to be produced specially. It is also worthwhile noting that the wheels are original lightweight Campagnolo sand-cast magnesium and not the aluminium replicas as seen on most cars; they are new-old-stock Ferrari hence the rough casting marks, which were left exactly as they would have been when the car was new. All the leather interior trim was supplied by Lupi in Italy, makers of the original Ferrari trim, and consists of the finest quality hides. The car spent three months in the paint shop getting every gap, panel, and line perfect, which shows by the way the doors open and close, just touching the seal. An examination of the headlight covers reveals that they too fit the body perfectly: the result of some two weeks spent shaping the covers and body lines, and then re-polishing the Perspex, etc. The engine is fully rebuilt and balanced with Cosworth high-compression pistons, and has only been run and tuned on the test-bed.Being an in-house restoration, there are no bills available, but each car comes with an album containing hundreds of photographs recording the process in full, while the history file also contains a current V5C document and numerous invoices accumulated prior to the vendor's purchase. In short: this car has been rebuilt to world-class '100-point' concours standard and is one of the very best that Bonhams has ever seen. For further information on this lot please visit Bonhams.com
Lot 202
c.1958 Albatross Continental MkI SpeedboatSerial no. 1087*Historic British aluminium-hulled speedboat*Rebuilt Coventry Climax engine*Refurbished 2014/2015 by Albatross Marine*Used sparinglyFootnotes:Throughout the 1950s and 1960s, Albatross Marine of St Olaves, Norfolk built aeronautically engineered, aluminium-hulled powerboats with classic lines and automotive power units. They were designed by Archie Peace, who, together with fellow engineer Peter Hives (son of Rolls-Royce chairman, Lord Hives) had co-founded the firm in the late 1940s. Designed around 1949/1950, the first Albatross was built from aluminium, a material available in great abundance following the end of WW2, and used Peace's novel method of riveted construction.The two-seater prototype weighed a mere 160lb (72kg) and was powered by the ubiquitous Ford 1,172cc sidevalve engine as found in many sports car 'specials' of the period. Promoted in Mediterranean waters by the newly recruited Bruce Campbell, the Albatross was soon in demand from wealthy socialites. They were popular for water skiing and racing, and were adored by celebrities, royalty, and boating enthusiasts alike. Customers included Brigitte Bardot, Aristotle Onassis, Prince Rainier of Monaco, Grace Kelly, George Formby, Jon Pertwee, and Prince Constantine of Greece, while in 1955 Prince Philip was given an Albatross by the Aluminium Development Association.The firm expanded into a second, larger building and in 1957 introduced a four-seatermodel: the 15' 3' Continental. By this time Albatross was offering the Coventry Climax racing engine as an alternative power unit. The latter was a marinised version of the '1220' (actually 1,216cc) FWE power unit developed for the Lotus Elite sports car, and with one of these installed the Albatross's pulling power and speed was greatly increased, the two-seater being good for over 50mph. Sadly, Archie Peace contracted multiple sclerosis, and with Messrs Hives and Campbell departed, the original Albatross Marine closed in 1966. The company was revived in the 21st Century to help keep these historic craft alive, and has been responsible for refurbishing '1087' for the current owner. Carried out during 2014/2015, these works included the installation of a freshly built Coventry Climax engine, and rewiring the electrics (bills on file). Since then the Albatross had been used sparingly for around one week each year and is presented in commensurately good condition.For further information on this lot please visit Bonhams.com
Lot 273
One of only seven CTR3s built to the desirable Clubsport specification2013 RUF CTR3 Clubsport CoupéChassis no. WO9BM0382DPR06019*Ultra-rare German supercar*Believed the only right-hand drive example*Delivery mileage (46 miles)*Dry stored for its entire life*'As new' conditionFootnotes:'Bottom line. The CTR3 is comfortably the finest Ruf to date. It's also by far and away the best 911 Porsche never made.' – evo.From a tuner and modifier of Porsches, Alois Ruf graduated into automobile manufacturer, being awarded that status in 1981 by the German Automobile Manufacturers Association. The first group of Ruf-designated cars - numbered BTR1, BTR2, and BTR3 - was constructed in the 1980s. Ruf's favoured Porsche 911 was the basis for the trio. The BTR's engine was based on the 3.3-litre Turbo's but displaced 3.4 litres and was fed via a Ruf inter-cooler by an oversize KKK turbocharger. The resulting 369 horsepower was transmitted to the road via a Ruf five-speed gearbox, while the suspension and brakes were of Ruf design also. Finished cars could be purchased either directly from the Ruf factory, or customers could have their own cars converted.Ruf's concept of a super-tuned and upgraded Porsche 911 progressed via the CTR and CTR2, the latter based on the Type 993 model introduced for 1995. Testing one of the first CTRs, Road & Track magazine nicknamed it 'Yellowbird' on account of its striking bright yellow livery, and the name stuck. With a top speed of around 213mph (343km/h), the original CTR held the title of world's fastest production vehicle for many years. The successor CTR2 was based on the Type 993 Porsche 911 Turbo, its 3.6-litre engine tuned by Ruf to produce 520bhp and 505ft/lb of torque, while later versions came with 580 horsepower on tap. Other enhancements included Ruf's own suspension system, bigger brakes, Kevlar body panels, lightweight glass, integral roll cage, redesigned rear wing, and Recaro racing seats with Simpson five-point safety belts. With a recorded top speed of 217mph, the CTR2 was, just like its predecessor, the world's fastest production vehicle at the time of its introduction. Two-wheel and four-wheel drive versions were available.Launched in 2007, the CTR3 gained rave reviews as the most polished, complete car Ruf had ever made. The CTR3 debuted on 13th April that year at Ruf's new factory at the Bahrain International Circuit, the kingdom's ruler, Sheik Salman bin Hamad Al-Khalifa, being the German firm's wealthiest customer. Unlike many previous Rufs, which were closely based on the Porsche 911, the CTR3 is built on a largely bespoke platform developed by Ruf in collaboration with Canadian motor sports specialists Multimatic, who more recently were responsible for manufacturing the new Ford GT. The forward part of the chassis is that of the Porsche 911 GT3 RS, while a tubular sub-frame supports the engine, the latter mid-mounted (as in the Porsche Cayman) rather that at the rear (like a 911). One consequence of the engine's altered position is that although the CTR3 is the same length as a 911, it is longer in the wheelbase by a considerable 274mm (10.8'). The 911's MacPherson strut front suspension was retained and a multi-link arrangement adopted at the rear rather than the customary double wishbones. While undeniably resembling a Porsche from many angles, when parked next to a 911 the CTR3's differences become very clear - most notably its increased width and greatly reduced (by 114mm) height. Boasting leather-trimmed carbon fibre bucket seats, the cabin is necessarily somewhat cosier than that of a 911.Powering the CTR3 was Ruf's Porsche 911-based 3,746cc flat-six twin-turbocharged engine producing 691bhp, which delivered its power to the rear wheels via a six-speed sequential gearbox (with clutch) that eschewed the almost universal shift paddles in favour of a conventional gear lever. Ruf claimed a top speed of 235mph (378km/h) for the CTR3, a stupendous performance reined in by 15' cross-drilled carbon-ceramic brake discs gripped by six-pot callipers. It is also notable as one of the tiny handful of supercars with a power-to-weight ratio exceeding 500bhp/ton, albeit only just (by one horsepower). 'Towering as the Ruf's performance undoubtedly is, its chassis is simply exquisite,' observed evo's tester David Vivian. 'The CTR3 is a car you instinctively trust. It makes fast easy in the same way that a Boxster or Cayman does, stripping away the cause-and-effect concerns that would haunt the nine-tenths 911 pilot. It's gun-it-and-go raised to a supernatural level. Momentum and mass seem perfectly synchronised, the car's potential feels uncannily accessible; there's a tremendous sense of precision and immediacy in everything is does and a wonderful, exploitable balance.'At the 2012 Geneva Motor Show Ruf unveiled the CTR3's replacement: the CTR3 Clubsport. More aggressively styled than the stock CTR3, the Clubsport featured a large fixed carbon rear wing; flared wheelarches to accommodate a wide track; and a new front section with splitter. The Clubsport also featured a revised engine producing a phenomenal 777bhp and 723lb/ft of torque, and could be ordered with an optional seven-speed dual-clutch 'PDK' transmission. Despite its enhanced performance, the more track-focused Clubsport remains as easy to drive and useable as any Porsche, thanks to its combination of original 911 and custom Ruf suspension. It even enjoys the benefit of a front axle lift system. The interior is beautifully finished in leather with carbon fibre detailing, again using a blend of familiar Porsche switchgear and custom Ruf items such as the seats and steering wheel. Around 30 Ruf CTR3s were produced, with a further seven sold in Clubsport specification. This particular Ruf CTR3 Clubsport is believed to be the only right-hand drive example in existence. Built in 2013, it was originally supplied through Ruf Singapore and immediately was put into storage. The car was shipped to the UK in 2017 and again placed immediately into storage, and is now offered for sale with only 46 miles covered from new. As one would expect, the Ruf is in 'as new' condition throughout, representing an exciting acquisition for any significant private collection.Should the vehicle remain in the EU, VAT of 20% will be payable on the hammer price and buyer's premium.For further information on this lot please visit Bonhams.com
Lot 210
1959 Aston Martin DB4 Series I Sports SaloonRegistration no. XLE 46Chassis no. DB4/148/REngine no. 370/158*Rare 'first of the breed' Series 1 example *Celebrated first owner and continuous provenance*Matching chassis and engine numbers*Original registration number and colour scheme*Offered at No Reserve A much sought-after 'Series 1' example, chassis number '148/R' was sold new to Richard Gordon Ltd of South Audley St, London finished in Pacific Blue with Blue Grey Connolly leather interior. Richard Gordon was the pen name of Gordon Ostlere, a noted surgeon and anaesthetist, who also wrote the immensely popular 'Doctor...' series of comic novels and their television, movie and stage adaptations, commencing with 'Doctor in the House' (1952). Registered 'XLE 46', the DB4 was delivered to Gordon Ostlere on 26th September 1959 from Brooklands Garage, London. In an accompanying letter he recalls 'showing it off' at Pinewood Studios. Unfortunately, nothing is known of the second owner, Mrs B J Smith of Burgess Hill, Sussex. In 1967 the Aston was bought by its third owner, Mr Robin C McKinney of Lisburn, County Antrim, Northern Ireland, who was President of the Ulster Automobile Club for many years. Fourth owner Mr Malcolm MacGregor of Belfast, Northern Ireland bought the car in 1968. A long time AMOC and Ulster Automobile Club member, Malcolm MacGregor competed with the DB4 in numerous events, including the Spelga Pass Hill Climb (2nd) and the Soyn Fin Hill Climb (1st), both in 1968. As the period photograph on file shows, this also included 'XLE 46' being used as the course car for the Circuit of Ireland Rally. In the early 1970s the Aston was bought by its fifth owner, Mr Roy Jones of Wickham Bishops, Essex, who had worked for the Aston Martin works racing team (article on file). Roy Jones was an engine builder working on the very successful DB3S and DBR1 racing engines, and later put his knowledge and expertise to good use when rebuilding and tuning the DB4's engine, which he describes in an accompanying letter. Joint sixth owners brothers Stephen and Jeffery Archer (sons of much loved AMOC stalwart Alan) bought the DB4 in 1978 and kept the car for some three years before it was sold in August 1981 to Julian Rosser, a keen Aston Martin enthusiast and for many years the AMOC area representative for South Wales. He had a considerable amount of restoration work carried out on the car, the majority of which was undertaken by Jack Moss of Four Ashes Garage (invoices and correspondence are on file). The next (eighth) owner (a Mr Sparkes) bought 'XLE 46' in September 1994 and would become its custodian of longest standing, cherishing the Aston until 2019, a period of 25 years. The accompanying history file contains the purchase agreement from when Mr Sparkes bought the car in 1994 together with his correspondence with previous owners.Undertaken by 22GT Racing in December 2019 and R S Williams in March 2020, the most recent works included extensive servicing; new front and rear windscreens and associated trim; miscellaneous chassis work; boot trim; cosmetic enhancement; and a gearbox rebuild, collectively totalling a little under £17,000.The current odometer reading is 36,603 miles, representing a total of circa 136,603 covered from new. Its last serious restoration having been undertaken some 30 years ago, 'XLE 46' naturally shows some signs of age, with some external marks and a delightfully patinated interior. 'XLE 46' is offered with a very comprehensive and well-ordered lever-arch file containing the instruction book; the V5C registration document; a copy of the original build sheet; assorted correspondence; current MoT (expires March 2021); many past MoTs (earliest 1981); many invoices mostly covering servicing and parts supply (chiefly from the Rosser/Sparkes ownership period 1981-2019, but the earliest dated 1978). In full roadworthy condition, this is a car that can be used and enjoyed 'as is', or improved upon as and when the fortunate buyer chooses. It is also one of the rarest of Aston Martin's Touring-styled Superleggera sports saloons, being the 48th of only 150 'Series 1' DB4s built. This delightful example is worthy of close inspection – not least as it is offered without reserve – and a welcome addition to any collection. Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 238
The ex-Paris Motor Show1938 Bentley 4¼-Litre CoupéCoachwork by De VillarsRegistration no. GAS 905Chassis no. B8MR*The fourth produced of only some 200 M-series models*The only known surviving De Villars-bodied Bentley*Restored in the USA in the 1980s*Present ownership since 2017*Professionally maintained regardless of cost*Used on long-distance tours and rallies Footnotes:Although Rolls-Royce's acquisition of Bentley Motors in 1931 had robbed the latter of its independence, it did at least ensure the survival of the Bentley name. Launched in 1933, the first of what would become known as the 'Derby' Bentleys continued the marque's sporting associations but in a manner even more refined than before. Even W O Bentley himself acknowledged that the3½-Litre model was the finest ever to bear his name.Based on the contemporary Rolls-Royce 20/25, the 3½-Litre Bentley was slightly shorter in the wheelbase at 10' 6' and employed a tuned (115bhp), twin-SU-carburettor version of the former's 3,669cc overhead-valve six-cylinder engine. Add to this already remarkable package an all-synchromesh four-speed gearbox and servo assisted brakes, and the result was a vehicle offering the driver effortless high performance in almost absolute silence. 'The Silent Sports Car', as it was quickly dubbed, had few peers as a tireless long-distance tourer, combining as it did traditional Rolls-Royce refinement with Bentley performance and handling.By the end of the 1930s the 'Derby' Bentley had undergone a number of significant developments, not the least of which was an increase in bore size in 1936 that upped the capacity to 4,257cc, a move that coincided with the adoption of superior Hall's Metal bearings. This new engine was shared with the equivalent Rolls-Royce - the 25/30hp - and as had been the case with the preceding 3½-Litre model, enjoyed a superior specification in Bentley form, boasting twin SU carburettors, raised compression ratio and a more 'sporting' camshaft. Thus the new 4¼-Litre model offered more power than before while retaining the well-proven chassis with its faultless gearchange and servo-assisted brakes.It was the construction of modern highways in Continental Europe, enabling cars to travel at sustained high speeds, which had prompted the introduction of the Hall's Metal bearings and would lead eventually to the adoption of on an overdrive gearbox and improved lubrication system on Bentley's peerless Grande Routière,, improvements that coincided with the introduction of the 'M' series cars in late 1938. Refinement, reliability, and effortless long-distance cruising were hallmarks of the coveted overdrive-equipped 'M' series. Only some 200-or-so were produced and all are most highly regarded today.The Derby Bentley was, of course, an exclusively coachbuilt automobile. Of the 2,442 manufactured, almost 50 percent were bodied by Park Ward in a limited number of styles. Most of the remainder went to other British coachbuilders with relatively few finding bodies abroad, which makes this De Villars-bodied example something of a rarity. Although founded in 1925 in Courbevoie, Seine, De Villars was financed by an American - Frank J Gould, son of the immensely wealthy railroad developer and speculator, Jason Gould - who owned numerous businesses and properties in France. Roland de Graffenried de Villars headed the company in its early days, when its main activity was looking after cars owned by Gould and his associates. Perhaps not surprisingly, De Villars' favoured American styling, with long wheelbase chassis preferred. Quality makes were the order of the day, with notable De Villars creations appearing on Delage, Hispano-Suiza, Mercedes-Benz, Minerva, Renault and, of course, Bentley chassis. Bodies were made in small numbers, approximately 25 per year, and most were unique, like the one fitted to chassis number 'B8MR' (only the fourth M-series car produced) which was supplied new to the De Villars coachworks in 1938.After bodying, the Bentley was displayed at the 1938 Paris Motor Show, at the end of which it was purchased by one Alfred Benhaim. The car's next recorded owners are Edgar de Evia and Robert Denning of New York, who purchased it in 1955, by which time the interior had been re-trimmed in red. There were two further owners and then in 1975 the Bentley passed to Dominic Cappelli of North Carolina. Mr Cappelli commissioned a restoration, which was completed in 1989 by John Griffin of Montgomery, Alabama at a cost of approximately $50,000. The Real Car Company then bought the Bentley, imported it into the UK and sold it on to Graham Thompson in Norfolk. In Mr Thompson's ownership the car was maintained by Fiennes Engineering, who sorted out various problems and fitted a heater (see bills totalling circa £30,000 on file). The Bentley was then offered for sale by Frank Dale & Stepsons, who serviced it, passing in 2007 to Barry Brown, who enjoyed rallying and showing it over the next few years. The Bentley passed to the current vendor, via Germany, in 2017, since when it has been maintained by Kenworthy & Co regardless of cost and used on long-distance tours and rallies; indeed, the owner would happily drive it as far as Scotland at a moment's notice. Kenworthy's most recent service was carried out in November 2019.Described as in generally excellent condition, 'B8MR' is offered with an extensive file containing sundry restoration invoices and photographs; copy chassis cards; expired MoTs; service bills; V5C registration document, etc (viewing recommended). The only known surviving De Villars-bodied Bentley, this is a real connoisseur's car, ready to use and enjoy.For further information on this lot please visit Bonhams.com
Lot 253
1939 Bentley 4¼-Litre Vanden Plas-style TourerCoachwork by James E PearceRegistration no. FYU 313Chassis no. B-137-MX•The ultimate expression of pre-war motoring refinement•Replica Vanden Plas-style body•Desirable M-series overdrive model•Original engine, gearbox, and registration•Comprehensive history fileFootnotes:Introduced in 1936, the 4¼-Litre Bentley chassis, developed from the preceding 3½-Litre, was the finest that the wealthy sporting motorist could aspire to. Although Rolls-Royce's acquisition of Bentley Motors in 1931 had robbed the latter of its independence, it did at least ensure the survival of the Bentley name. Launched in 1933, the first of what would become known as the 'Derby' Bentleys continued the marque's sporting associations, but in a manner even more refined than before. Even W O Bentley himself acknowledged that the 3½-Litre model was the finest ever to bear his name. Based on the contemporary Rolls-Royce 20/25, the 3½-Litre Bentley was slightly shorter in the wheelbase at 10' 6' and employed a tuned (115bhp), twin-SU-carburettor version of the former's 3,669cc overhead-valve six-cylinder engine. Add to this already remarkable package a part-synchromesh four-speed gearbox and servo assisted brakes, and the result was a vehicle offering the driver effortless high performance in almost absolute silence. 'The Silent Sports Car', as it was quickly dubbed, had few peers as a tireless long-distance tourer, combining as it did traditional Rolls-Royce refinement with Bentley performance and handling. By the end of the 1930s the 'Derby' Bentley had undergone a number of significant developments, not the least of which was an increase in bore size in 1936 that upped the capacity to 4,257cc, a move that coincided with the adoption of superior Hall's Metal bearings. This new engine was shared with the equivalent Rolls-Royce - the 25/30hp - and as had been the case with the preceding 3½-Litre model, enjoyed a superior specification in Bentley form, boasting twin SU carburettors, raised compression ratio, and a more 'sporting' camshaft. Thus the new 4¼-Litre model offered more power than before while retaining the well-proven chassis with its faultless gear-change, and servo-assisted braking. Land speed record holder Sir Malcolm Campbell appreciated its formidable performance, praising the 'absolute perfection' of the Bentley's engine, handling, and braking. It was the construction of modern highways in Continental Europe, enabling cars to travel at sustained high speeds, that had prompted the introduction of the Hall's Metal bearings and would lead eventually to the adoption of on an overdrive gearbox and improved lubrication system on Bentley's peerless Grande Routière. These and other improvements, most notably the adoption of Marles cam-and-roller steering in place of the Rolls-Royce worm-and-nut, coincided with the introduction of the 'M' series cars in 1939. Refinement, reliability, and effortless long-distance cruising (3,000 revs equates to 78mph) were hallmarks of the coveted overdrive-equipped 'M' series. Only some 200-or-so were produced during 1939 and all are most highly regarded today.With its 4¼-litre engine and overdrive gearbox, 'B-137-MX' represents the Derby Bentley in its ultimate and most desirable incarnation. This car was originally bodied by Park Ward as a four-door sports saloon and was delivered new in September 1939 to Alan Samuel Butler, Chairman of the de Havilland Aircraft Co Ltd. The Bentley was registered as 'FYU 313'. Exported to the USA in 1952, returning in 1989, the car was owned for many years by the Ingham family of Surrey, who used it for many Continental tours, one of which was the Around the World in Eighty Days Rally in 2000! 'FYU 313' had been campaigned hard throughout its life and continued in use well into its seventh decade. It was then that the family decided to strip the car and give it a new lease of life, and renowned specialist James E Pearce was chosen to ensure that the quality of the rebuild would stand the test of time. Work commenced in 2007. It was decided to re-body the car as a Vanden Plas-style tourer, and an original VdP tourer body was used as the buck. James E Pearce's invoices for the restoration are on file together with those issued by various other specialists for works carried out both before and after. Some ten years later the result still looks wonderful; indeed, the quality of the workmanship has often been recognised, as evidenced by various R-REC and BDC concours rosettes. The Bentley has also been chosen for display by the RAC at their Hampton Court Concours twice, and also for display within the Rotunda in their Pall Mall Clubhouse. Last serviced in July 2019, the car comes with a comprehensive history file containing copy chassis cards; old/current V5C registration documents; a quantity of expired MoTs and tax discs; a list of previous UK owners; and the aforementioned bills and rosettes. Not only is this VdP-style tourer undeniably attractive, it is said to drive sublimely too, starting on the button and running perfectly. As a late M-series example, it affords the benefits of overdrive and 'soft' steering, making it relaxed on the motorway and more manageable in town. Retaining its original registration number, engine, and gearbox, this fabulous Derby Bentley is not to be missed.For further information on this lot please visit Bonhams.com
Lot 241
1965 Porsche 911 'SWB' CoupéRegistration no. not UK registeredChassis no. 302204*Early '0-Programme' short-wheelbase model*Present ownership since 2004*Used sparingly*Maintained by a Porsche specialist in Barcelona*Registered in Spain Footnotes:Few sports cars have proved as versatile as Porsche's perennial 911, a model that, for the last 50 years, has proved equally capable as a Grand Tourer, circuit racer, or rally car. A 'modern classic' if ever there was one, the 911 first appeared at the 1963 Frankfurt Show as the '901', but shortly after production proper commenced in 1964 had become the '911' following Peugeot's complaints about the use of '0' model numbers. The preceding Type 356's rear-engined layout was retained but the 911 switched to unitary construction for the chassis/body and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, Porsche's single-overhead-camshaft, air-cooled flat six engine displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3.0 litres and, in turbo-charged form, put out well over 300 horsepower. This particular 911 is one of the early, short-wheelbase cars of the type much favoured by the historic rallying fraternity, a situation that has led to original examples such as this one becoming a great rarity. It belongs to the '0-Programme' series built from the start of production in August 1964 up to the introduction of the 'A-Programme' model in August 1967, and thus represents the Porsche 911 in its earliest and purest form. The current vendor purchased the car directly from the first owner in California and imported it into Spain that same year. Registered in Spain in 2005, the Porsche has seen little use since then: only a few trips to motor shows such as Auto Retro Barcelona and Espirit di Montjuich. Maintained by a Porsche specialist in Barcelona, the car has a valid technical control and is described by the private vendor as in generally very good condition, having been repainted 10 years ago while retaining its original interior. This collectible '0-Programme' Porsche 911 comes complete with its original tool kit.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
Lot 225
1938 Lagonda V12 'Le Mans'-style Sports TourerRegistration no. EXE 588Chassis no. 16015*One of only 189 Lagonda V12s made*Originally a saloon*Replacement engine*Modified to short-chassis 'Le Mans' specification*Professionally restored in the 2000s*Little used since completionFootnotes:'In making an evaluation of the better British cars, the Lagonda V12 certainly must be considered an excellent design and one that contributed to raising the state of the art - not forgetting, of course, that it probably should be considered W O Bentley's masterpiece.' - Road & Track, October 1978.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, 4½-litre, V12 engine produced sufficient torque to endow the car with a walking-pace-to-maximum capability in top gear. For Lagonda, the year 1935 had brought with it bankruptcy and rescue, its benefactor being a young solicitor named Alan Good. Good reorganised the company and recruited W O Bentley, by then disillusioned with life at Rolls-Royce, which had acquired Bentley in 1931. Bentley succeeded in refining the muscular, Meadows-engined Lagondas while working on a vastly more advanced design that many consider the great man's finest. First seen in 1936, the Lagonda V12 did not commence deliveries until 1938, and only 189 of all types had been built before the coming of WW2 prematurely ended production. The advanced chassis employed double-wishbone independent front suspension and was available with a varied choice of coachwork, including limousine. Frank Feeley, stylist of Aston Martin's post-war 'DB' cars, was responsible for the elegant factory bodywork. As usual, the short-chassis Rapide roadster provided even more performance. The V12's announcement demonstrated that the revitalised company was very much back in business, an impression Lagonda's decision to enter the 1939 Le Mans 24-Hour Race can only have enhanced. The marque already possessed a creditable Le Mans record, a short-chassis 4½-Litre driven by John Hindmarsh and Luis Fontes having won the endurance classic outright in 1935. In October 1938, Earl Howe had set a new national record by covering 101.5 miles at Brooklands in a single hour, despite having to stop to change a burst tyre.That magnificent achievement, together with other high-speed tests during which the Lagonda V12 had shown complete reliability, indicated that it would be a highly suitable candidate for reviving British prestige at Le Mans. Accordingly, it was decided to enter a two-car team in 1939 with the aim of securing valuable data, and then to mount a full-strength challenge the following year. In the race the two streamlined two-seater Lagondas fared better than expected, Messrs Brackenbury and Dobson finishing in 3rd place with Lords Selsdon and Waleran 4th. Had a less conservative race strategy been employed, then either might have won. The Lagonda V12 was built in three wheelbase lengths – short, medium and long – and this car left the factory on 5th May 1938 as a medium chassis fitted with saloon coachwork. Many years later, in 1957, 'EXE 588' was bought by Donald Overy, a well-known Lagonda Club member and rallyist who needed a sports car for hill climbs. Donald decided to shorten the chassis to 9' 10' and replace the heavy saloon body with an open four-seat tourer, painted bright red (his other Lagondas were red) while at the same time changing the engine. The replacement engine (number '14112') has lands (flanges) between the crankshaft journals so that the con-rods do not touch. 'EXE' performed well in VSCC hill climbs and other events in the 1960s.The current vendor bought the Lagonda from Donald Overy in 1985 and put the car into storage for several years while marriage and family life took precedence, necessarily slowing the process of restoration. In 1994 it was decided to fit a two-seater Le Mans-style body and this job was entrusted to Dick Brockman of South Stoke, Goring-on-Thames. After this the chassis was stripped and refurbished to Le Mans specification. Mel Cranmer (a well-known Lagonda V12 expert) rebuilt the engine, gearbox, and running gear circa 2005 and the car was on the road again in 2012. 'EXE' went on to win the Lagonda Concours for LG6 and V12 cars in 2014.We are advised by the private vendor that 'EXE' has hardly been used since the restoration's completion and runs very well. Accompanying documentation includes an original old-style logbook; a V5C Registration Certificate; a current MoT; and a detailed breakdown of the restoration works undertaken and modifications incorporated. W O Bentley's Lagonda V12 is one of the most sophisticated, attractive, and exclusive cars of the pre-war era and this example, modified to the highly desirable 'Le Mans' specification, is an opportunity not to be missed. For further information on this lot please visit Bonhams.com
Lot 201
1960 MGA FIA Competition RoadsterRegistration no. 696 CLLChassis no. GHN/91842*Built and raced by the late Ron Cody*Successfully campaigned in the Equipe GTS series*1,950cc B-Series engine (178bhp)*Restored in 2015 and 2020 Footnotes:A successful outing for three EX182 pre-production prototypes at the Le Mans 24 Hours Race in 1955 provided perfect pre-launch publicity for MG's new sports car. Conceived as a replacement for the traditional T-Series MGs and launched in 1955, the MGA combined a rigid chassis with the Austin-designed, 1,489cc engine that had first appeared in the ZA Magnette. The overhead valve B-Series unit produced 68bhp (later 72bhp) at 5,500rpm on twin SU carburettors. Running gear was based on that of the TF, with independent front suspension and a live rear axle, but as far as its road manners were concerned the far superior MGA was in an entirely different league. Clad in a stylish aerodynamic body and capable of topping 95mph, the MGA proved an instant hit, selling 13,000 units in its first full year of production.This FIA-specification MGA competition roadster was built and raced by the late Ron Cody and has competed in a number of race series over a period of approximately 20 years. During this time the car saw many victories in the Equipe GTS race series. This success led Ron to build, restore and race-prepare cars for other competitors to the same high standard, his engines being both very quick and reliable. Since the car last competed it has undergone a significant restoration, receiving a new livery of Rosso Corsa with Old English White striping. Most of the rebuild was carried out in 2015 with further works in 2020.This MGA is powered by a 1,950cc B-Series engine producing 178bhp, notable features of which include an Arrow steel billet crankshaft; Carrillo con-rods; Burgess (special development) cylinder head; Piper (special development) camshaft; and a Weber 48DCO/SP carburettor. Other noteworthy features of this highly developed car include an MGB close-ratio gearbox; Quaife limited-slip differential; alloy front wings; new radiator with thermostatic fan; new electrical switches; new lighting wiring; and up-rated suspension incorporating Koni telescopic dampers. Requiring little more than an FIA date-compliant seat and harness to complete it, '696 CLL' is eligible for numerous race series in its current specification but can easily be modified for other purposes if so required.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
Lot 258
1939 MG VA Drophead CoupéCoachwork by Salmons (Tickford)Registration no. FUV 918Chassis no. 2323*Rare pre-war MG model*Present ownership since the mid-1950s*Braking system professionally overhauled in June 2020*Bills availableFootnotes:Launched at the 1936 Motor Show, the VA was the second all-new MG model to be introduced following the company's acquisition by Morris Motors and its subsequent reorganisation. It was a scaled-down version of the SA, first seen the previous year, which had caused a certain amount of consternation amongst enthusiasts who feared an abandonment of virtues embodied by the marque's nimble sports cars. They need not have worried, for although based on the Wolseley Super Six and aimed at the luxury car market, the SA received sufficient input from MG founder and designer Cecil Kimber to transform it into a car worthy of the famous octagon badge. Likewise the VA, or 1½-Litre, which shared its 1,548cc four-cylinder overhead valve engine with the Morris 12/4 and Wolseley 12/48. As installed in the VA, this unit featured twin SU carburettors and produced 54bhp, but as the car weighed over a ton, acceleration was necessarily leisurely. Nevertheless, the VA could cruise comfortably at 60mph and had a genuine top speed of over 75mph with more to come from the tourer with the windscreen folded flat. Synchromesh made its appearance on 3rd and top gears - the first time that this innovation had been seen in an MG saloon. A Tickford-bodied drophead coupé and Charlesworth-bodied open tourer completed the range. By the time production ceased in 1939, 2,407 VAs of all types had left the factory. This particular VA drophead coupé, chassis number '2323', comes with an old-style continuation logbook of 1952 listing Mrs Rosamund Elizabeth Campbell of Northamptonshire as owner at that time followed by the current vendor, who acquired the MG in the mid-1950s. There are various invoices on file issued by marque specialists SVW Services and Classic MG Services for work carried out and parts supplied over the years, the most recent relating to an overhaul of the braking system in June 2020. We are advised by the vendor that the only modification from factory specification is the fitting of new and improved shock absorbers (originals available), and that the central front spotlight will be refitted prior to sale. Finished in black with brown leather interior and beige hood, this rare pre-war MG is described by the private vendor as in generally good condition and comes with a V5C Registration Certificate.For further information on this lot please visit Bonhams.com
Lot 222
Offered from the estate of the late John Surtees, CBE1957 BMW 503 3.2-Litre CabrioletRegistration no. BEE 46Chassis no. 69141•One of only 138 cabriolets made•One of only three right-hand drive examples•First registered to AFN Ltd for Mrs Aldington•Two owners from new•Restored while in John Surtees' ownership Footnotes:'It was evident that the factory had yet another classic in its own time as they had with the 328 two decades earlier. The wholly individual coupé or convertible was a true follower of the 328 traditions... one of the very few non-Italian body designs to be assured of classic status from the 'fifties...' - Sloniger and Von Fersen on the BMW 503, German High Performance Cars, 1894-1965.At the end of WW2, BMW was in a much worse state than Mercedes- Benz in Stuttgart because one of its major plants – the old Dixi works at Eisenach in Saxony - was within the Russian Zone and would soon be cut off from the West behind the 'Iron Curtain'. Nevertheless, manufacture of what would later be called 'EMW' cars recommenced at Eisenach under Russian control almost as soon as hostilities ceased. BMW's Munich factory though, had been badly damaged by Allied bombing and for the next few years a much-reduced workforce struggled on producing household utensils, agricultural machinery, bicycles and railway brake sets. It would be 1948 before deliveries of BMW motorcycles restarted and another four years before the first true BMW car of the post-war era emerged. BMW recommenced car production in 1952 with the introduction of the 501 luxury saloon, a strange choice for an impoverished country still recovering from the ravages of war. The 501 had been announced in 1951 and first appeared with a development of the company's pre-war six-cylinder engine before gaining a much needed performance boost, in the form of a 2.6-litre V8, in 1954. Designed by Alfred Böning, this new power unit had been inspired by American V8s but was constructed of aluminium alloy rather than cast iron. Towards the end of 1955 a 3.2-litre version was introduced and the big saloon's model designation changed to '502'. Clearly, this new state-of-the-art V8 had considerable potential as a sports car engine. Sales Director Hanns Grewenig had been pressing for a V8-engined sports car for some time but it was not until Mercedes-Benz introduced the 300 SL that the project was given the green light. BMW was encouraged by Austrian-born entrepreneur Max Hoffman, at that time the US importer of various European makes, who knew just the man to style the car: Count Albrecht von Goertz, an independent industrial designer who had worked for the legendary Raymond Loewy on the latter's trend-setting Studebakers. Designer of everything from fountain pens to furniture, Goertz had never before styled an entire car and would not work for BMW again until the 1980s, by which time he had produced another classic of automobile styling: the Datsun 240Z. Goertz was commissioned to produce two different designs, both of which debuted in prototype form at the Frankfurt Auto Show towards the end of 1955. The more conservative of the two – the 503 – retained the 502 saloon's 2,834mm wheelbase chassis, suspension and centrally mounted, column-change gearbox, while the 507 was built on a much shorter wheelbase, which necessitated attaching the gearbox directly to the engine. (The Series II 503 - introduced in 1957 - used the 507-type engine/transmission arrangement complete with floor-mounted change). As installed in the alloy-bodied 503, the 3.2-litre V8 produced 140bhp, which was good enough for a top speed of 118mph (190km/h). With its long bonnet, 2+2 seating and generously sized boot, the 503 looked every inch the elegant Grande Routière. Even Pinin Farina was impressed, declaring it to be the most beautiful car in the show. Had the 507 not debuted at the same time, it would no doubt have also been the most memorable. Expensive and exclusive, the 503 was built both as a closed coupé and a cabriolet, only 206 of the former and 138 of the latter being delivered between 1956 and 1960. BMW's high-performance, V8-engined cars of the 1950s attracted a small but discerning clientele, including some very well known names from the motor sporting world. The example offered here belonged to the late John Surtees, four-time motorcycling World Champion in the 500cc class and Formula 1 World Champion in 1964. The car was registered to him on 6th August 1992 and is offered for sale now directly from the Surtees family.In an undated document on file, John states that his car was built specially for Mrs Aldington of the eponymous family that owned AFN Ltd, which had arisen from the old Frazer Nash company in 1926. One of only six right-hand drive BMW 503s made, of which three were cabriolets, chassis number '69141' was first registered to AFN Ltd, Falcon Works, Isleworth on 19th September 1957. This car's rather special registration, 'BEE 46', is a reference to Mrs Aldington's gynaecologist (a Dr Bee) who was allowed to use the car. AFN had been BMW importers since the 1930s and in 1953 began importing Porsches, becoming the official importer for Great Britain in 1956. This arrangement lasted until 1965 when Porsche Cars Great Britain was formed. Aldington family members remained on the board of this company until John Aldington sold out to Porsche in 1987.In John Surtees' own words: 'When Porsche purchased the AFN facilities one of the assets they still had was the 503. A friend of mine, who was well aware of my keen interest in BMWs, phoned me to say they had something that was ideal for me. I purchased the car and fortunately it was in very sound condition having just been stored at the back of the workshop. Working with some people well versed in German car restoration I restored the car to a condition that satisfied me. It looks superb, runs likewise and everything that was original works including the foldaway roof operated by an hydraulic pump.'Additional documentation consists of details of works carried out during John Surtees' ownership and a V5C Registration Certificate in his name recording AFN Ltd as the first owner. A rare right-hand drive example of an exclusive limited edition model, this beautiful BMW 503 Cabriolet has the unique cachet of belonging to the only man to have been World Champion on both two and four wheels. For further information on this lot please visit Bonhams.com
Lot 261
1989 Porsche 911 Turbo LE CoupéRegistration no. G471 SGOChassis no. WP0ZZZ93ZKS000803•One of only 50 LE models made•Two owners from new•10,468 miles from new•Service history available Footnotes:Much of the Porsche 911's development had resulted from the factory's racing programme, and it was the then Group 4 homologation rules, which required 400 road cars to be built, which spurred the development of 'Project 930' - the legendary 911 Turbo. In production from April 1975, the Turbo married a KKK turbocharger to the 3.0-litre RSR engine, in road trim a combination that delivered 260bhp for a top speed of 155mph. But the Turbo wasn't just about top speed, it was also the best-equipped 911 and amazingly flexible - hence only four speeds in the gearbox - being capable of racing from a standstill to 100mph in 14 seconds. The Turbo's characteristic flared wheelarches and 'tea tray' rear spoiler had already been seen on the Carrera model, while the interior was the most luxurious yet seen in a 911, featuring leather upholstery, air conditioning and electric windows. The Turbo's engine was enlarged to 3.3 litres for 1978, gaining an inter-cooler in the process; power increased to 300bhp and the top speed of what was the fastest-accelerating road car of its day went up to 160mph. More refined than hitherto yet retaining its high performance edge, the Turbo sold in the thousands, becoming the definitive sports car of its age. When Porsche revealed that the original 911 would be replaced by the new Type 964 in 1990, it was announced that a special, limited-edition 'LE' batch of 50 Turbos would be built, incorporating as standard features that previously had been available only as factory optional extras. These included rear wheel air intakes, side skirts and a front spoiler, creating a look reminiscent of the Type 935 Le Mans sports racers. A Getrag five-speed gearbox was already standard on the Turbo, to which the LE version added a limited slip differential and an extra 30bhp, making it the most powerful variant built to date.This right-hand drive Porsche 911 Turbo LE was first owned by a Mr Richard Hanreck and has belonged to the current vendor since September 2004. The car comes with a V5C document, an old-style logbook, MoT certificates, instruction manuals and its service booklet; the latter stamped on nine occasions, the last in February 2008 at 9,779 miles. The current odometer reading is 10,468 miles and this stunning Porsche is described by the private vendor as in excellent condition throughout.For further information on this lot please visit Bonhams.com
Lot 215
1973 Aston Martin V8 Sports SaloonRegistration no. not UK registeredChassis no. V8/10535/RCA*Cosmetically restored in the 1990s*In Germany for the last 10 years*German registration papers*TÜV valid to 2021*Automatic transmissionFootnotes:'Anyone wondering why Aston Martin bother to make their own vee-8 when so many big American ones are so cheaply available need take only one look at the performance data... for the best explanation in the world. Whatever the undisclosed output of the Aston V8, it is enough to rocket this heavy car to 60mph from rest in exactly six seconds and to 100mph in only 14.7 seconds. Much more than this, we were able to reach 138 mph from rest in a mile and on the Continent record a mean maximum speed of 161.5 mph.' - Autocar, 8 July 1971.Although always intended to house the new Tadek Marek-designed V8, the DBS first appeared with the 4.0-litre six of the concurrently produced DB6. Styled in-house by Bill Towns, the four-seater DBS employed a platform-type chassis with independent suspension all round: wishbone and coil-spring at the front, De Dion with Watts linkage at the rear. Bigger and more luxuriously appointed than the DB6, the heavier DBS disappointed some by virtue of its slightly reduced performance, but there were no complaints when the V8 arrived in 1969. With an estimated 345bhp available from its 5,340cc, fuel-injected, four-cam motor, the DBS V8 could reach 100mph in under 14 seconds, running on to a top speed of 160mph - a staggering performance in those days and one which fully justified the claim that it was the fastest production car in the world. Even in automatic transmission form the V8 could reach 100mph in around 15 seconds and better 145mph flat-out.In 1972 the acquisition of Aston Martin by Company Developments brought with it a change of name for the V8-engined cars: out went DBS V8, in came AM V8. This new Series 2 was readily distinguishable by its restyled front that now featured two instead of four headlamps and recalled the looks of the earlier DB six-cylinder cars. Electronic ignition and air conditioning were now standard. An automatic transmission model, this original right-hand drive Aston Martin V8 has resided in Germany for the last 10 years in the hands of only two owners, as recorded in its German Zulassungsbescheinigung Teil II. The vendor, who owns a well-known classic car restoration company, bought the Aston Martin many years ago from its first German owner. A lover of the Aston Martin marque, he has driven the car sparingly, covering only a nominal mileage over the years.However, having everything on hand to service it properly, the vendor describes the car as in very good condition mechanically and cosmetically excellent both inside and out. Offered with German historic registration papers and a clean TÜV to 2021, this classic Aston Martin can be registered and enjoyed without delay. (The AMOC Register records the UK registration as 'VPR 337L').This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
Lot 275
Offered from The Alps to Goodwood Collection1961 Jaguar Mk2 3.8-Litre Sports SaloonChassis no. 219866DN*Delivered new to Germany*Resident in Switzerland since circa 2004*Present ownership since 2009*Professionally restored by JD Classics in 2010*Overdrive transmission, power steering, heated windows, central locking*Registered in SwitzerlandFootnotes:The retrospectively titled Mark 1 - Jaguar's first unitary construction saloon - was replaced in October 1959 by the closely related, albeit extensively revised, Mark 2. Slimmer windscreen pillars and deeper side windows greatly enlarged the Mark 2's glass area, and the deletion of its predecessor's full-sized rear wheel spats allowed the rear track to be widened, a move which increased roll resistance and stability. Otherwise, the running gear remained much the same as before, with independent front suspension by wishbones and coil springs, leaf-sprung live rear axle, and Dunlop servo-assisted disc brakes (optional at first on the Mark 1 but standard from November 1957) on all four wheels. A redesigned dashboard with speedometer and rev-counter ahead of the driver and the six toggle switches and four minor gauges grouped centrally, established Jaguar's layout for years to come. With the Mark 2's arrival, the 3.8-litre version of Jaguar's XK 'six' became available for the first time in the company's medium-sized saloon. This engine, used previously in the Mark IX saloon, produced 220bhp at 5,500rpm. In this, its final and most desirable form, the Jaguar Mark 2 provided the discerning, enthusiast driver with one of the finest sports saloons available in the 1960s. Transmission options were a four-speed manual (with or without overdrive) or a Borg-Warner automatic gearbox, an improved all-synchromesh version of the former being specified from 1965. In its ultimate, 3.8-litre, overdrive-equipped specification, the Mark 2 could reach 125mph with 60mph coming up in 8.5 seconds, impressive figures for a saloon of its size even by today's standards. Manufactured on 21st December 1961, this left-hand drive Mark 2 was delivered new to the famous German Jaguar dealer Peter Lindner in Frankfurt and sold in 1962 to Joachim Pfeifer of Eisdorf, Germany. The car then had four further owners in Germany: Gerhard Schaefer of Niederau (1969); Irene Miller of Lich-Steinstrasse (1969); Heinz Uwe Adrian of Hürtgenwald-Strass (1971); and Peter Pompluss of Hürtgenwald (1977). Circa 2004 the Jaguar went to Switzerland where it was owned first by Martin Glanzmann of Oberhasli and then by Jean-Pierre Müller of Männedorf from 2007. The current vendor bought the car in 2009. In 2010 the Jaguar was restored by the respected specialists JD Classics at a cost of £123,528. This body off rebuild include various sensible upgrades including power steering, heated windows, central locking, etc. Since then the car has been serviced in Switzerland by specialists Dönni. It should be noted that the engine has been changed.Should the vehicle remain in the UK, local import taxes of 5% will be added to the hammer price.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 If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
Lot 77
A Herbert Johnson racing helmet, formerly the property of T A 'Bob' Roberts OBE,painted in 'Bugatti' blue, some crazing and minor loss to paint, applied Bugatti transfer to front, with canvas and leather interior harness (leather chin strap and buckle catch later added), complete with peak-fitted wrap-around face visor, in original Herbert Johnson box addressed to T A Roberts Esq. (Qty)Footnotes:T A (Bob) Roberts, OBE ( - 1990), former Vice-President of the Bugatti Owner's Club, owner of the Midlands Motor Museum and a great enthusiast for the better sports cars, of which he owned a formidable collection, including T43 Bugatti, Napier Railton and the 1925 Sunbeam Tiger. This helmet was previously offered by Bonhams in the 'Bob' Roberts estate auction. See Lot 46, Bonhams Auction 9 September 2001.For further information on this lot please visit Bonhams.com
Lot 49
A collection of BARC Goodwood race programmes 1948-1966,near complete run, in excess of 120 programmes, for various race events and meetings including approximately 55 programmes for Whit Monday, Easter Monday, Tourist Trophy, International Trophy, and First Goodwood Race Meeting, from 18th September 1948-30th May 1966, and approximately 67 programmes for sports car events and Members Meeting from 13th August 1949-2nd July 1966. (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.For further information on this lot please visit Bonhams.com
Lot 259
The Cooper Car Co's Last-Built Single-Seater, the Ex-Peter Rehl Daytona Road Race of Champions-winning1969 Cooper-Chevrolet T90 Formula A/5000 Racing Single-SeaterChassis no. F1C/3/69*Final Cooper Single Seater model*One of only three cars built*Period race winning career, including 'Road Race of Champions'*Exquisitely restoredFootnotes:This remarkable Formula A/5000 Cooper-Chevrolet has tremendous historic significance in that it is the very last single-seater competition car ever to be built by the legendary Cooper Car Company in its late-period home factory at Canada Road, Byfleet, Surrey in the south-east of England.It is the last of only three Formula A/5000 5-litre Cooper T90s constructed for 1969, two of which exhibited at that January's Racing Car Show in London, neither of which initially sold there. The design was based around a robust light-alloy-skinned monocoque hull derived from Cooper's contemporary T86B Formula 1 chassis. While the prototype T90 'F1C/1/68' was subsequently campaigned in three late-year British Formula 5000 rounds by Chris Warwick-Drake – later passing to Andrew Goodfellow for hill-climbing in 1972 – the second chassis 'F1C/2/69' would only become active in 1970, in the hands of Aston Martin development engineer/driver Peter Hawtin who sadly crashed fatally in his car at Oulton Park in September, 1971.Meanwhile this now exquisitely rebuilt, third and last Cooper-Chevrolet T90 – chassis 'F1C/3/69' – became the only one to find an immediate home. It was with American Cooper enthusiast – and already well-known driver of an always well-prepared Formula B Cooper single-seater – Peter Rehl. He contested not only Continental Championship Formula A (the US equivalent of 5-litre British, European, Antipodean and South African Formula 5000) but also a busy programme of more minor 'club-level' US events. At the National level he not only won two frontline races, at Lime Rock and Bryar, but also dominated the end of season SCCA Championship Run-Offs at Daytona International Speedway.The frontline racing record of Peter Rehl's Cooper-Chevrolet T90 now offered here is as follows:July 6, 1969 – SCCA National, Lime Rock – Peter Rehl – Cooper-Chevrolet T90 – FIRSTJuly 20, 1969 – Badger '200', Elkhart Lake - Peter Rehl – Cooper-Chevrolet T90 – 7thAugust 2, 1969 – Schaefer Grand Prix, Lime Rock - Peter Rehl – Cooper-Chevrolet T90 – 9thAugust 31, 1969 – SCCA National, Bryar Motorsports Park - Peter Rehl – Cooper-Chevrolet T90 – FIRSTSeptember 1, 1969 – Lime Rock Grand Prix - Peter Rehl – Cooper-Chevrolet T90 – 7thSeptember 7, 1969 – Ste Jovite (Canada) - Peter Rehl – Cooper-Chevrolet T90 – Retired '27th'November 29, 1969 – Road Race of Champions, Daytona - Peter Rehl – Cooper-Chevrolet T90 – FIRSTApril 19, 1970 – Riverside Grand Prix - Peter Rehl – Cooper-Chevrolet T90 – 24thWhen he advertised the car for sale in 1971 Peter Rehl amusingly derided the US West Coast-based Formula A opposition that he had faced, for claiming 500bhp or more from their Chevrolet engines as tuned for them by such specialists as Al Bartz and Traco Engineering. His Cooper had simply blown them all away during the Daytona run-offs which he had won so handsomely.In new hands 'F1C/3/69 – the last-ever 'real' Cooper – subsequently contested several National events and one more professional Formula 5000 race before beginning a long sojourn in a private collection in eastern Massachusetts. Once acquired by the present vendors, this evocative and potent racing Cooper has benefited from extensive yet sensitive restoration, respectful to its unique history. Those who contributed craftsmanship, experience and detail knowledge to the project not only included original owners Peter Rehl and Dick Yagami, Pat Prince of Prince Racing, John Grubb at J&J Racing, Phil Harris at TrueChoice and Bill McCurdy of Williams Racing, but also Bob McKee of McKee Engineering and original Cooper Car Co specialist Tony Whitburn who led this car's original build at Canada Road, Byfleet back in 1969.The seller reports that the car has been run infrequently post restoration, and subsequently carefully 'pickled'/drained of fluids such that it is ready for its next outing. Accompanying the car are its original wheels, which might serve as decoration than use, and the original alloy nose piece, itself an appealing item.The Cooper Car Company's final closure was announced on May 22, 1969. It had been a terrific ride, and Cooper cars today are still campaigned very competitively in Historic Formula 1, 2 and 3, Formula B and Atlantic, plus sports-racing car form almost every weekend somewhere in the world. This Road Race of Champions-winning Cooper-Chevrolet T90 has been beautifully restored to rejoin that venerable coterie.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 If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
Lot 301
Offered from The Chester Collection1964 Aston Martin DB5 Sports SaloonRegistration no. BXA 850BChassis no. DB5/1436/R*Six owners from new*Matching numbers*Well documented history*Extensive professional restoration 2016-2018Footnotes:Chassis number '1436/R' was sold new by supplying dealership Callanders on 21st March 1964. The original copy guarantee form records chrome road wheels, heated rear screen, Motorola 818 radio, power operated aerial, two Marchal fog lamps, and two wing mirrors as items of additional equipment, while the car's original colour scheme was Aegean Blue with White Gold Connolly leather interior trim. '1436/R' has had six owners from new. The first onward sale, recorded by a Bill of Sale, was on 10th November 1977 when Paradise Garage of Parsons Green, West London sold the Aston to Lt Cdr G Q S Parker, RN for £3,850. The comprehensive history file records a bare-metal re-spray completed in May 1985 for the sum of £1,840. At this point in time, '1436/R' was painted a light Mink Brown. There are numerous bills on file for the period 1978–1989 from Aston Service Dorset and many other specialists, while a further bill on file dated 30th June 1989 from Village Industries Ltd of Stafford is for substantial mechanical repairs totalling £1,688.51. Lt Cdr Parker owned the Aston for some 14 years, using it as a daily driver until 7th September 1991 when it was sold to a Mr Brian Hall-Tomkin of Devon for £31,500. There is a letter on file dated 22nd July 1991 to Bob Fountain of Aston Workshop from Mr Hall-Tomkin asking him to find a DB5.The car next changed hands on 25th July 1993, passing to Mr G Kelsey of South London for in the region of £23,000. There are many bills on file dating from Mr Kelsey's ownership from marque specialists Pugsley & Lewis for servicing and repairs to the car for the period 1995 to 2013. There are also some 25 MoTs in the history file dating from 1981 (at 60,352 miles) up to the present day at 103.480. The car was little used during Mr Kelsey's ownership, and in the last 24 years has only covered some 6,700 miles. The numerous invoices on file substantiate the mileage records during the earlier period.In 2013, the DB5 was purchased by the immediately preceding owner, who decided to have it restored in 2016. Completed in 2018, '1436/R' is now resplendent in the classic combination of Silver Birch paintwork with a black leather interior. Undertaken by marque specialists Prestige Paintworks of Golden Cross, East Sussex, the restoration of the body and paintwork took in excess of 1,200 hours and cost £60,000 excluding the refurbishment of the chrome (£4,728). On completion of the bodywork, the car was returned to Pugsley & Lewis, who carried out a comprehensive mechanical restoration and interior refresh costing £135,999 (bill on file). The current vendor acquired the car in May 2019, since when it has been carefully stored at a professional facility and checked over regularly by his own mechanic. Driving superbly and looking absolutely immaculate, this beautiful Aston Martin DB5 is 'on the button' and ready to delight its fortunate next custodian.For further information on this lot please visit Bonhams.com
Lot 254
1967 Porsche 912 'SWB' CoupéRegistration no. not UK registeredChassis no. 12802007*Present ownership since 1993*Monte Carlo Historic and Rally Costa Brava Historic participant*Five-speed manual transmission*Re-commissioned at the end of 2019*Registered in SpainFootnotes:A 'modern classic' if ever there was one, Porsche's long-running 911 arrived in 1964, replacing the 356 and providing the Stuttgart manufacturer with a product worthy of comparison with the finest sports cars from Britain and Italy. The 356's rear-engined layout was retained, but the 911 switched to unitary construction for the bodyshell and dropped the 356's VW-based suspension in favour of a more modern McPherson strut and trailing arm arrangement. In its first incarnation, the 911's single-overhead-camshaft, air-cooled flat six displaced 1,991cc and produced 130bhp; progressively enlarged and developed, it would eventually grow to more than 3 litres and, in turbo-charged form, put out well over 300 horsepower. Although widely acclaimed, the 911 was necessarily expensive, a shortcoming that Porsche addressed by offering the 912 which, though outwardly identical, was powered by the 356's 1.6-litre four-cylinder engine. As installed in the 912 the latter produced 90bhp, some 40 horsepower less than the 911's six, but this deficit was offset by significantly reduced weight, resulting in a better balanced car with greatly improved road manners.The 911 gearbox was used, offering a choice of four or five speeds. Despite being down on power, the 912 had a respectable top speed of 191kkm/h (119mph). A little over 30,000 were produced at Karmann's works (all on the original short-wheelbase chassis) between 1965 and 1968, and today the 912 is a relative rarity when compared with its better known sibling. A desirable five-speed model, this left-hand drive 912 has belonged to the current vendor since 1993. Since then it has participated in Porsche Parades around Europe and in various regularity rallies including the Monte Carlo Historic (2009); Rally Costa Brava Historic (2008 and 2009); and others. Since 2010 the Porsche has been kept in storage and used only infrequently. It was re-commissioned at the end of 2019 and passed the technical inspection, but has not been used since then. The re-commissioning included a re-spray, new body rubbers, and a major engine service (new gaskets, seals, etc). Maintained by one of the best Porsche workshops in Barcelona, the Porsche has a valid technical control and is described by the private vendor as in good condition throughout. A period-correct rally light and a fire extinguisher are the only notified deviations from factory specification.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
Lot 297
Offered from The Chester Collection1966 Aston Martin DB6 Sports SaloonRegistration no. NBY 929DChassis no. DB6/2450/RFootnotes:*Previous ownership from 1981 to 2019*Off the road 1982-2015*Extensively restored between 2015 and 2018*Little used since completion'Stage by stage, as the DB has become dominant in the Aston Martin strain, the successive cars have changed their image. Today the aim is to offer the maximum of luxury and refinement as well as the ultimate in road performance. The minor barbarities of so many great sports cars of the past are no longer acceptable – at least in the hand built models now leaving Newport Pagnell. Obviously such a car as the DB6 is expensive and exclusive but the value matches the price.' – Autocar, 1966. This Aston Martin DB6 was purchased in Leytonstone, East London in 1981 and taken off the road the following year, remaining laid up until 2015 when a major restoration commenced. Completed in 2018, this extensive rebuild is documented by invoices totalling £94,000 from Mega-Tech Engineering of Brandon, Suffolk for works carried out between February 2015 and February 2017, together with others for parts supplied by Aston Service Dorset to the value of £18,000. The car also comes with a photographic record of the chassis restoration. Previously, in February 2006, the engine had been rebuilt by renowned marque specialists R S Williams Ltd. Other works carried out included fully rebuilding the transmission; installing a new wiring loom; re-trimming the seats and renewing the carpets (with soundproofing); and fitting a stainless steel exhaust system and MWS wire wheels.It should be noted that this car left the factory equipped with automatic transmission but has since been fitted with a five-speed manual gearbox, possibly by the factory as all parts used are of Aston Martin origin. The restoration was completed by D Wood MotorSport at Aston Service Dorset, since when the car has seen little use. It remains in commensurately excellent condition.The immediately preceding owner, a mechanical engineer, had intended to drive the DB6 once restored but felt that it was too good to use and, regretfully, decided to offer it for sale. The current vendor purchased the Aston in May 2019, since when it has been carefully stored at a professional facility and checked over regularly by his own mechanic. Accompanying paperwork consists of a V5C registration document and the aforementioned restoration bills.For further information on this lot please visit Bonhams.com
Lot 262
2005 Ferrari F430 F1 SpiderRegistration no. RX55 LXZChassis no. ZFFEZ59C00144647*Rare and desirable soft-top Ferrari*F1-type automated manual transmission*Numerous desirable options*Circa 27,500 miles from newFootnotes:Introduced in 2004 at the Paris Motor Show, the F430 was the latest in the line of V8-engined Ferrari road cars that had begun back in 1973 with the 308 GT4. The F430 was a development of the preceding F360, sharing the latter's aluminium chassis, roofline, doors and window glass, though the body itself had been extensively revised. Styled, as usual, by Pininfarina, the F430 body generated greater downforce without the penalty of increased aerodynamic drag. In styling the F430, Pininfarina referenced some of Ferrari's other great cars, using the Enzo's tail lights and a Testarossa-style driver's-side mirror, while the twin front air intakes recalled the Tipo 156 Formula 1 car of 1961. The open Spider version featured an electrically operated retractable roof, capable of folding away beneath the rear deck in only 20 seconds, while the fully leather trimmed interior - a visual feast - could be ordered with either aluminium or carbon fibre embellishment to customer choice. Beneath the F430's transparent engine cover there was an entirely new 32-valve V8 power unit displacing 4.3 litres. More compact than its predecessor, this new engine developed a maximum of 483bhp, while 80% of the 343lb/ft of torque was available below 3,500 revs, quite an achievement for a normally aspirated engine. A traditional manual transmission was still available but most buyers opted for the F1-style paddle shift version. One of the F430's more significant developments was the 'E-Diff', a computer-controlled limited-slip differential. As Autocar explained: 'with this much power it's quite possible to come to a turn too fast, but in sports mode the diff and its electronics maintain traction, minimise understeer, and assist in the creation of that fast-flowing fluency that keen drivers dream of.' And the F430 was certainly fast, with a top speed in excess of 315km/h (196mph) and a 0-100km/h (0-62mph) time of around 4.0 seconds. Helping keep this outstanding performance under control were Brembo brakes and their associated Bosch electronics package. Carbon ceramic discs were an option. Finished in Grigio Titanio Metallic with beige leather interior, Nero carpets and Nero soft-top, this F430 F1 Spider comes equipped with aluminium dashboard inserts; instrument panel in yellow; aluminium brake callipers; Scuderia Ferrari shields; electric seats; high-power hi-fi with subwoofer and 6-CD changer; and a NavTrak anti-theft system. The sound system has since been modified to provide Bluetooth connectivity. Importantly the car is supplied with its original book pack, with regular servicing which confirms the mileage. A wonderful and cherished example.For further information on this lot please visit Bonhams.com
Lot 285
One owner from new2005 Mercedes-Benz SLR McLaren CoupéRegistration no. WV05 GNZChassis no. WDD 199 3761 M000524*Exclusive, limited edition supercar*2,880 miles from new*Full service history with McLaren BrooklandsFootnotes:Manufactured between 2003 and 2010, their new supercar allowed Mercedes-Benz and its then Formula 1 partner McLaren to showcase their collective experience in the development, construction and production of high-performance sports cars and, just like its legendary 300 SLR predecessor of 1955, it incorporated technological developments that were ahead of their time. Yet the term 'supercar' does not do full justice to the SLR, which, its peerless performance notwithstanding, is a luxurious and finely engineered Gran Turismo in the best traditions of Mercedes-Benz. The heart of any car is its engine, and that of the SLR McLaren is truly outstanding. Produced at Mercedes-Benz's AMG performance division, it is a 5.5-litre, 24-valve, supercharged V8 producing 617bhp, making it one of the most powerful engines ever found in a series-produced road-going sports car. Impressive though this peak horsepower figure is, it is the torque produced by this state-of-the-art 'blown' motor that is its most remarkable feature. The torque curve is almost flat: there is already 440lb/ft by 1,500 rpm and well over 500lb/ft between 3,000 and 5,000 revs. As Car & Driver magazine observed: 'This lends mind-boggling elasticity to the SLR, with passing performance that has to be felt to be appreciated.' In the interests of maximum fuel efficiency, the screw-type compressor is controlled by the engine management system and only activated when the driver floors the accelerator. Needless to say, the SLR McLaren delivers performance figures that are still among the best in its class; taking just 3.8 seconds to sprint from 0 to 100km/h (62mph), it passes the 200km/h (125mph) mark after 10.6 seconds and from a standing start takes just 28.8 seconds to reach 300km/h (186mph). The two-seater has a top speed of 334km/h (207 mph).A front-engined layout was chosen in the interests of optimum weight distribution, handling dynamics and braking stability, the motor's dry-sump lubrication system enabling it to be mounted lower in the chassis. The five-speed automatic transmission was specially optimised for very high torque and also offers the driver the option of choosing between different shift characteristics using the Speedshift system.Reflecting the long-term technological collaboration that Mercedes-Benz and McLaren enjoyed in Formula 1, the SLR's carbon fibre composite monocoque body/chassis structure was produced in the latter's then all-new facility in Woking, England. Clearly showing its Formula 1 parentage, the suspension is by means of double wishbones all round. The power-assisted rack-and-pinion steering is speed sensitive, while the SLR's Sensotronic Brake Control (SBC) and Electronic Stability Program (ESP) enable its sporting nature to shine through while maintaining the usual safety standards. The pioneering use of composite technology has also been extended to the brake discs, which are manufactured from a fibre-reinforced ceramic material capable of withstanding extremely high temperatures and offering a level of fade resistance hitherto unattainable in series-produced road cars. Topping off this technological tour de force is the electronically controlled rear spoiler, which rises to an angle of 65 degrees when the driver brakes heavily, boosting the braking effect by increasing aerodynamic drag and lending the SLR outstanding stability when braking from high speeds. The Mercedes-Benz SLR McLaren was launched in South Africa and introduced for the 2005 model year priced at $455,000, although choosing from the lengthy list of options could add considerably to the total. Finished in black with red leather interior, and equipped with 19' Turbine wheels, this superb example was first registered on 14th April 2005 and has had only one owner from new. Offered with ten expired MoTs, a V5C document, fresh MoT and full service history with McLaren Brooklands, it represents a rare opportunity to acquire a low-mileage example of this exclusive, limited edition supercar.For further information on this lot please visit Bonhams.com
Lot 269
1963 Jaguar E-Type 'Series 1' 3.8-Litre CoupéRegistration no. 698 WKTChassis no. 860970•Right-hand drive model delivered in the UK•Matching numbers including gearbox•Professionally restored in 1993•Only circa 8,500 miles since restoration•Excellent condition Footnotes:'If Les Vingt Quatre Heures du Mans has been responsible for the new E-Type Jaguar, then that Homeric contest on the Sarthe circuit will have been abundantly justified. Here we have one of the quietest and most flexible cars on the market, capable of whispering along in top gear at 10mph or leaping into its 150mph stride on the brief depression of a pedal. A practical touring car, this, with its wide doors and capacious luggage space, yet it has a sheer beauty of line which easily beats the Italians at their own particular game.' There have been few better summaries of the E-Type's manifest virtues than the forgoing, penned by the inimitable John Bolster for Autosport shortly after the car's debut. Conceived and developed as an open sports car, the Jaguar E-Type debuted at the Geneva Salon in March 1961 in Coupé form. The car caused a sensation - spontaneous applause breaking out at the unveiling - with its instantly classic lines and a 150mph top speed. The newcomer's design owed much to that of the Le Mans-winning D-Type sports-racer, a monocoque tub forming the main structure while a tubular spaceframe extended forwards to support the engine. The latter was the 3.8-litre, triple-carburettor, 'S' unit first offered as an option on the preceding XK150. Its engine aside, only in terms of its transmission did the E-Type represent no significant advance over the XK150, whose durable four-speed Moss gearbox it retained. With a claimed 265bhp available, E-Type's performance did not disappoint; firstly, because it weighed around 500lbs less than the XK150 and secondly because aerodynamicist Malcolm Sayer used experience gained with the D-Type to create one of the most elegant and efficient shapes ever to grace a motor car. Taller drivers though, could find the interior somewhat lacking in space, a criticism addressed by the introduction of foot wells (and other, more minor modifications) early in 1962. Today, the E-Types graceful lines live on in modern Jaguar sports cars, and there can be little doubt that William Lyons' sublime creation would feature in any knowledgeable enthusiast's 'Top Ten' of the world's most beautiful cars of all time. Indeed, even Enzo Ferrari felt obliged to concede that the E-type was 'the most beautiful car ever made'. This 'Series 1' E-Type coupé was manufactured on 30th October 1962 and supplied by Henlys Ltd of London to its first owner Mr G S Baduel Esq of London SW1 on 18th April 1963. Ordered in Opalescent Silver Blue with light blue leather interior, the car was equipped with a Radiomobile 900T stereo system. The E-Type was issued with the London registration mark '698 WKT'.A matching-numbers example, the E-Type was subject to a complete 'last nut and bolt' restoration to original factory specification by leading Jaguar specialists Fullbridge Carriage Company in 1993, the engine and gearbox being rebuilt by GSE Motorsport (Gordon Spooner Engineering Motorsport). The interior is believed original. Only some 8,500 miles have been covered since the restoration and the car is described by the vendor as in generally excellent condition, with good bodywork and paint. A very correct and desirable Series 1, the car is offered with a comprehensive history file containing restoration invoices, current MoT, V5C document, and a Jaguar Daimler Heritage Trust Certificate.For further information on this lot please visit Bonhams.com
Lot 205
1933 Riley 9hp 'Brooklands Special'Registration no. UJ 2482Chassis no. 6023934Engine no. 49330•Based on a Riley Nine chassis•Professionally restored 2013/2014 by Brooklands EngineCraft•Brooklands BodyCraft aluminium coachwork•VSCC logbook Footnotes:'The designs of the Nine were completed in 1925 and after a thorough road-testing programme which covered England, Scotland, Wales, Ireland and the Alps, the car was announced to the world. Within a year, it had earned the reputation 'The Wonder car'.' – David G Styles, Riley: As Old As The Industry.First introduced in 1926, Percy Riley's 9hp, 1,087cc, twin-camshaft four was an outstanding engine design by any standards, various versions powering Rileys until 1957. Looking to all intents and purposes like a twin-overhead-camshaft design, the Nine's cross-flow cylinder head featured hemispherical combustion chambers and valves inclined at an included angle of 90 degrees. The twin gear-driven camshafts were mounted high in the block, operating the valves via short pushrods. Right from the start it was obvious that the 9hp Riley engine possessed enormous potential as a competition unit, and at Brooklands J G Parry-Thomas and Reid Railton were the first to demonstrate just how good it was. Their success in 1,100cc class racing at Brooklands led to the introduction of a production version, the Speed Model, which soon became known as the Brooklands Nine. Numerous World Speed Records and famous class victories at Brooklands, Shelsley Walsh, the RAC Tourist Trophy, and Le Mans followed, while outright wins were secured at the Ulster TT and the JCC 1,000 Miles Race at Brooklands in 1932. Six-cylinder Brooklands and MPH models followed, and from these Riley developed the next of its 9hp four-cylinder sports cars: the Imp. This Riley 'Brooklands Special' was restored mechanically (chassis, engine, transmission, electrics, etc) in 2013/2014 by pre-war Riley specialists. The car was fitted with an aluminium two-seater body built by Brooklands BodyCraft. A VSCC logbook was issued in 2014, and the following year the Riley competed in the Brooklands Double Twelve and was an entrant in the Circuit des Remparts concours in Angoulême. A relatively affordable entry into VSCC competitions, this expertly well-executed Riley 'Brooklands Special' is offered with V5C Registration Certificate. Ready to be used and enjoyed.For further information on this lot please visit Bonhams.com
Lot 299
Offered from The Chester Collection, One of only 22 right-hand drive examples1969 Ferrari 365 GTCCoachwork by PininfarinaRegistration no. EGU 132HChassis no. 12747*One of only 150 Ferrari 365 GTCs built*Delivered new to Crepaldi Automobili in Italy*Subsequent ownership in Canada and the USA*Professionally restored in the UK by Colin Clarke circa 1990/1991Footnotes:'Pininfarina clothed it all in a beautifully refined bodyshell employing the nose lines of the 500 Superfast and the tail treatment of the contemporary 275 GTS. It was built at Grugliasco by Pininfarina themselves...' - Hans Tanner & Doug Nye, 'Ferrari', 1984. In essence a closed version of the 275 GTS, the 330 GTC – immediate forerunner of the 365 GTC - was first shown at the Geneva Motor Show in March 1966. Beneath the understated Pininfarina coachwork there was the 4.0-litre version of Ferrari's familiar Colombo-designed two-cam 60-degree V12 (as used in the 330GT 2+2) mated to a five-speed all-synchromesh transaxle. The chassis was of relatively short wheelbase (2,400mm) and the suspension independent all round by wishbones and coil springs. Naturally, there were disc brakes on all four wheels. Introduced late in 1968 as a replacement for the 330 GTC and given its first public airing at Geneva in March 1969, the 365 GTC was virtually identical in appearance apart from engine cooling vents relocated in the bonnet, a feature it shared with last of the 330s. Installing an 81mm-bore 4.4-litre V12 in place of the 300 GTC's 4.0-litre unit boosted mid-range torque and flexibility while maximum power was raised to 320bhp at 6,600rpm; acceleration improved markedly and the luxury coupés top speed increased to over 150mph. Less obvious to the eye were the refinements made to the drive-train that achieved a marked reduction in cabin noise, a sign that Ferrari understood that 365 GTC customers valued comfort as well as high performance. A sumptuous leather-trimmed interior, electric windows, and heated rear screen were standard equipment, while air conditioning could be ordered as an option. Like so many European sports cars, the 365 GTC (and convertible 365 GTS) would fall victim to increasingly stringent US safety and emissions legislation, production ceasing after less than one year during which time around 150 GTC and 20 GTS models left the factory, of which only 22 were right-hand drive. The right-hand drive example offered here was delivered new to the official Ferrari dealer Crepaldi Automobili in Milan finished in Azzurro Metallizzato with Nero Connolly hide interior. It may have been intended for a customer in South Africa, hence the right-hand drive configuration and km/h speedometer (both original features). The first owner is not known. In 1971 the Ferrari was sold to Ron Selig, a resident of Montreal, Canada, and in 1986 was sold by him to David C Nelson of Akron, Ohio. Two years later, in 1988, the car was sold to Sean Quigley in the UK and restored for him by Colin Clarke circa 1990/1991, the colour scheme being changed to dark grey metallic with light grey interior. In 2004 the Ferrari was sold to Andrew Seward in the UK, who had the car re-commissioned by Ferrari expert Neil Corns and re-trimmed in red. The car then went on to win the Paul Baber Trophy at the Ferrari Club Concours at Boughton House in 2005. Meticulously maintained thereafter, it has been re-trimmed again, on this last occasion in black, and fitted with period-correct air conditioning.The current vendor purchased the Ferrari towards the end of 2018, since when it has been carefully stored at a professional facility and checked over regularly by his own mechanic. Accompanying documentation consists of restoration invoices, a Massini Report, and a V5C Registration Certificate. Strikingly handsome, startlingly fast and much under-rated, this magnificent Ferrari Gran Turismo appears at auction only infrequently, making this rare right-hand drive car an opportunity not to be missed.For further information on this lot please visit Bonhams.com
Lot 255
1990 Aston Martin Virage 6.3-Litre 'Wide Body' CoupéRegistration no. G281 DPKChassis no. SCFCAM15LBR50009•One of the most powerful of the Aston MartinV8 family•Made in limited numbers•Present ownership since 2016•65,576 miles recorded Footnotes:After almost 20 years in production, Aston's well-liked V8 was updated for the 1990s as the Virage. The existing Lagonda chassis and suspension were used in revised form for the new car, while engine development was entrusted to Callaway Engineering, of Connecticut. Immensely strong, the old V8's bottom half was retained but fitted with new cylinder heads boasting four valves per cylinder and hydraulic tappets. Launched in October 1988, the sensational newcomer restated its forerunner's muscular looks in the modern idiom, contriving to be slightly narrower yet providing increased interior space. The car was still no lightweight, but with 330bhp on tap was good enough for a top speed approaching 160mph and a 0-60mph time of under seven seconds. Ahead of its forthcoming twin-supercharged Vantage, Aston Martin offered 6.3-litre conversions for the existing 5,340cc V8-engined Virage and Virage Volante that had been developed by R S Williams. When first released, the '6.3' produced 456bhp at 6,000rpm and 460lb/ft of torque. The resulting performance gains - 0-60mph in 5.5 seconds and a top speed of up to 174mph (depending on the axle ratio) - required serious chassis modifications; the '6.3' boasting sports suspension, 18'-diameter alloy wheels shod with Goodyear 285/45ZR18 tyres, and double vented and cross-drilled 14' front disc brakes, the largest seen on a production car at that time. Anti-lock brakes appeared for the first time on an Aston Martin on the '6.3'. Outwardly the '6.3' was distinguishable by flared wheel arches and new front, side and rear valances, giving rise to its popular 'Wide Body' designation. Some cars were supplied to '6.3' specification by the factory while others were converted subsequently by Aston Martin's Service Division. This Virage 6.3-litre 'Wide Body' was first registered as '4 AP' and then 'BTS 97' before obtaining its current registration 'G281 DPK'. The car has belonged to the current registered keeper since 2015 and is known to have been worked on by marque specialists Nicholas Mee and Oselli Engineering, but at time of cataloguing no supporting documents were available. Finished in red with ivory leather interior, the car displays a total of 65,576 miles on the odometer and is described by the vendor as in generally good condition. Offered with HPI check and a V5C Registration Certificate, it represents a rare opportunity to own one of the most exciting and spectacular members of the Aston Martin V8 family.For further information on this lot please visit Bonhams.com
Lot 204
1957 Austin Healey 100/6 Convertible with HardtopRegistration no. TLM 578Chassis no. BN4-0-31508*First of the six-cylinder 'Big Healeys'*Described as in generally good condition*Hardtop needs repainting*Present ownership since 2010Footnotes:'After a really gruelling road test, I can say that this new sports model is ideal for Continental touring. It also stood up to lap after lap of the Nürburgring at racing speeds, without complaint, and that must be equivalent to a vast mileage under more humane conditions. Finally, it has the kind of appearance that will make many prospective purchasers reach for their cheque books.' – John Bolster on the Austin-Healey 100/6, Autosport, 12th October 1956.Introduced for 1956, the 100/6 represented the most radical step forward in the Big Healey's development. Despite its initial success, sales of the original Austin-Healey 100 had begun to decline by the mid-1950s and so the model was revamped as the '100/6', BMC's 2.6-litre C-series six replacing the original four-cylinder Austin Atlantic engine. At the same time the wheelbase was lengthened from 7' 6' to 7' 8', which enabled the inclusion of two occasional seats in the rear of the BN4 variant. In 100-6 tune the pushrod six produced 102bhp - 12bhp more than its predecessor - though the inevitable weight gain meant that there was little if any improvement in performance, the car's top speed remaining at 103mph or thereabouts. Although stylistically very similar to the preceding 100, the 100/6 was nevertheless easily distinguishable by its 'crinkle' radiator grille and bonnet-top air intake. In 1957 an improved six-port engine became available, and this 117bhp unit was fitted to all the newly introduced BN6 two-seater roadsters. Top speed improved to 111mph and 1.7 seconds was cut from the 0-60mph time.This Austin-Healey 100/6 has belonged to the lady vendor since August 2010. Finished in two-tone red over white with white-piped red interior, the car is described by the owner as in generally good condition, although we are advised that the hardtop need repainting. Accompanying documentation consists of an old-style V5 registration document, two MoTs (most recent expired 2013) and a quantity of expired tax discs. Th car comes complete with an owner's manual, tool kit, and spare wheel.For further information on this lot please visit Bonhams.com
Lot 300
Offered from The Chester Collection1972 Maserati Ghibli SS 4.9-Litre CoupéCoachwork by Carrozzeria GhiaRegistration no. HGF 444KChassis no. AM115/49.2472*One of only eight right-hand drive examples*Matching engine*Well-known in Maserati circles*Recently repainted*Comprehensive documentationFootnotes:*One of only eight right-hand drive examples*Matching engine*Well-known in Maserati circles*Recently repainted*Comprehensive documentation Maserati's Ghibli debuted in coupé form at the Turin Motor Show in November 1966 to critical acclaim. Styled at Carrozzeria Ghia by Giorgetto Giugiaro, the Ghibli rivalled the Ferrari Daytona for straight-line performance - its top speed was close to 170mph (275km/h) - while beating it for price and, arguably, looks. Like the contemporary Mexico 2+2, the Ghibli used a shortened version of the Quattroporte saloon's tubular steel chassis in its live rear axle form. The power unit was Maserati's venerable, four-cam, 90-degree V8, an engine derived from that of the 450S sports racer and first seen in road-going guise in the 5000GT. This was used in 4.7-litre form up to 1970 when it was superseded by the 4.9-litre 'SS' version. The gain in horsepower was minimal but in either case performance was stunning, with 100mph (160km/h) attainable in under 16 seconds. This neck-snapping acceleration resulted from the V8's enormous torque, which made the Ghibli one of the most flexible and easy-to-drive Gran Turismos of its era. Ghibli production ceased in 1973 after approximately 1,149 coupé and 125 spyder models had been built. Supplied new in the UK and one of only eight right-hand drive models produced, this Ghibli Coupé represents the model in its ultimate form, with the 4.9-litre 335bhp 'SS' engine, ZF five-speed manual gearbox, and air conditioning, plus the desirable option of power assisted steering. 'HGF 444K' is a well-known example, having featured in the Maserati Club's Trident journal and also in Classic Cars magazine. It has also been seen at many club events over the years. The body was restored in the early 1990s and the interior re-trimmed at the same time in the original colours of Rosso Fuoco paintwork and black Connolly leather. The comprehensive history file contains Maserati factory documentation including build sheets, delivery notes, final test data, the Certificate of Origin, and the internal factory order. The file also contains expired MoTs; service invoices from Maserati specialists McGrath Maserati and Terry Hoyle; and complete ownership records, one of the past owners being Adam Clayton of 'U2' fame. The current vendor purchased the Ghibli at a UK auction in October 2016, since when it has been carefully stored at a professional facility and checked over regularly by his own mechanic. While in the vendor's care the car has been repainted black. One of the most stunning looking motor cars ever made, the Ghibli was a worthy rival for the Ferrari 'Daytona' and represents exceptional value for money today, just as it did 50 years ago.For further information on this lot please visit Bonhams.com
Lot 289
Offered with Ferrari Classiche certification and only 17,000 kilometres from new1991 Ferrari F40 BerlinettaCoachwork by PininfarinaRegistration no. F4 ODNChassis no. ZFFGJ34B000088446*Delivered new in Milan, Italy*Non-adjustable suspension*Known ownership history*Service history*Present ownership since 2017Footnotes:'The take-up into the next gear is flawless and, with the turbos cranking hard, the blast of acceleration just goes on again and you seem to be in a blur of time conquering distance, gearshifts and noise. It has the tonal quality of an F1 engine, if not the sheer ferocity. From outside, if you stand and listen, you hear the frantic whoosh as the turbos start to drive oh-so-hard.' - Autocar magazine, May 1988.Introduced in 1988 to celebrate Enzo Ferrari's 40 years as a motor manufacturer, the F40 was the ultimate supercar and is historically significant as the first production passenger car to have a claimed top speed of over 200mph. It is also the last Ferrari to be personally approved by Enzo Ferrari prior to his death in 1988. A mid-engined, two-seater berlinetta, the F40 was a development of the limited-production 288 GTO and like the latter - but unlike the preceding 308 series - mounted its power unit longitudinally rather than transversely. Much had been learned from the development of the Evoluzione version of the 288 GTO - intended for the soon-to-be-abandoned Group B competitions - which enabled Ferrari to take the F40 from drawing board to dealers' showrooms in just 13 months. A 2,936cc quad-cam V8 with four valves per cylinder, the F40 engine employed twin IHI turbochargers to liberate 478bhp (approximately 352kW) at 7,000rpm. For the seriously speed-addicted, this could be boosted by 200bhp by means of a factory tuning kit. Of equal, if not greater, technical interest was the method of body/chassis construction, the F40 drawing on Ferrari's Formula 1 experience in its use of composite technology. A one-piece plastic moulding, the body was bonded to the tubular steel chassis to create a lightweight structure of immense rigidity. The doors, bonnet, boot lid and other removable panels were carbon fibre. Pugnaciously styled by Pininfarina, the F40 incorporated the latest aerodynamic aids in the form of a dam-shaped nose and high rear aerofoil. Despite the need to generate considerable downforce - and with a top speed of 201mph, higher than the take-off speed of many light aircraft, the F40 needed all the downforce it could get - the result was a commendably low drag coefficient of just 0.34. The F40's interior reinforced its image as a thinly disguised race-car, with body-contoured seats, an absence of carpeting and trim, and sliding Plexiglas windows. When it came to actual competition, race-prepared F40s more than held their own and in the Global GT series proved quicker on many circuits than McLaren's F1 GTR.Autocar concluded its test thus: 'on a smooth road it is a scintillatingly fast car that is docile and charming in its nature; a car that is demanding but not difficult to drive, blessed as it is with massive grip and, even more importantly, superb balance and manners. You can use its performance - the closest any production carmaker has yet come to race car levels - and revel in it. ...there's little doubt it is the very personification of the term sports car.' Even today the F40 has the power to impress. Launched in the UK with an asking price of around £185,000, the F40 was changing hands at the height of the late '80s supercar boom for up to half a million pounds. When production ceased in 1992 only 1,311 of these quite exceptional cars had been completed, all of which were left-hand drive and finished in Rosso Corsa when they left the factory. Today, much of the F40's enduring appeal is the fact that it is one of the last great 'analogue' supercars, designed and built at a time when the driver was expected to be in full control and before the introduction of electronic interventions in the form of anti-lock brakes, traction control, stability control, and paddle-shift automatic gearboxes, which have since become the norm. It also lacked a brake servo, air conditioning, interior door handles, and power steering... As Ferrari marketing executive Giovanni Perfetti explained: 'We wanted it to be very fast, sporting in the extreme and spartan. Customers had been saying our cars were becoming too plush and comfortable. The F40 is for the most enthusiastic of our owners who want nothing but sheer performance.' Even so, the F40 could not remain unaffected by the march of technological progress, gaining refinements such as ABS, glass side windows, catalytic converters, and adjustable suspension as development progressed. A desirable non-adjustable model built to European specification, this particular F40 was delivered new in Italy via the official Ferrari dealer Crepaldi Automobili in Milan and registered on 17th February 1991 to a Mr Benedetto, a local industrialist. Registered in Milan as 'MI 1 T 0114', the car was delivered with air conditioning, glass side windows, and a catalyst-equipped exhaust but is currently fitted with a non-cat sports exhaust system. In 1993 '88446' was sold to its second owner, Oliviero Busetti, another Milanese, who passed it on to the third owner, a resident of Monza, in 1998. '88446' remained in Italy until it came to the UK in July 2012 and was registered as 'H470 JLF'. That same month the F40 was seen in the Cub Ferrari France parking during the Le Mans Classic, and in 2015 was displayed at the Classic & Sports Car Show at Alexandra Palace. In October 2017 the Ferrari was sold by Graypaul to the current vendor and reregistered as 'F4 ODN'.The most recent annual service was carried out by Graypaul, Nottingham in September 2018 at 17,507 kilometres (invoice on file). Previously, in 2017, Graypaul had replaced both fuel tanks and the cam and ancillary belts as part of a major service. Importantly, '88446' also comes with its original tool kit as well as the original handbooks and service book in their original tan leather wallet.Reacquainting himself with the F40, F50, and Enzo Ferraris for Octane magazine (July 2014 edition) racing driver Mark Hales declared: 'The F40 is for me, the special one. Not just because I have spent so much time in them, but because it was such an explosive, other-worldly creation when it first appeared, and it still retains much of that character.' Enough said.For further information on this lot please visit Bonhams.com
Lot 239
1954 Alfa Romeo 1900C Super Sprint Series 2 CoupéCoachwork by Carrozzeria TouringRegistration no. 6122 HXChassis no. AR1900C 01713*Landmark Alfa Romeo model*Imported into the UK in 1960*Present ownership since 1985*Restored in the late 1980s/early 1990s and continuously improved*Mille Miglia eligibleFootnotes:Chassis number '01713' is one of 550 Alfa Romeo 1900C Series 2 Super Sprints produced between 1954 and 1955. There were around 550 1900C Super Sprints made by Alfa Romeo for all coach builders. We have not been able to establish the exact total number of Touring Series 2 cars built as all Touring records were destroyed when they went into liquidation. However the register have calculated, based on Touring serial number, that between 470 and 480 Series 2 cars were built.Its factory devastated by wartime bombing, Alfa Romeo did not resume car production until 1947, the pre-war 6C2500 standing the Milan marque in good stead until 1952. The firm's first all-new offering of the post-war period arrived in 1950. Designed under the supervision of Dr Orazio Satta and intended for volume production, the 1900 was the first Alfa to employ unitary construction and - in keeping with the company's sporting heritage - was powered by a twin-overhead-camshaft engine. A four-cylinder unit, the latter displaced 1,884cc and produced 90bhp, an output sufficient to propel the four-door saloon to 150km/h (93mph).Although ostensibly a humble family conveyance, the 1900 was endowed with sporting credentials which extended beyond its type of power unit, owners enjoying the benefits of wishbone and coil spring independent front suspension and an exceptionally well located live rear axle. It should have surprised nobody therefore, when the 1900's potential was realised in the form of high performance derivatives. Launched in 1951, the 1900C Sprint was built on a shortened chassis (C = Corto, Italian for short) with a wheelbase of 2,500mm, down from 2,630mm. All Corto chassis were completed with coachbuilt bodies.The 1900C Sprint featured bodywork by Pinin Farina (cabriolet) and Touring (coupé), both models utilising the 100bhp engine of the 1900TI sports saloon. Touring's Superleggera aluminium-bodied Sprint Coupé attracted such public acclaim that it was subsequently adopted as the basis for all future 'aerodynamic' Alfa Romeo coupés. One direct descendant was, of course, the lovely little Giulietta Sprint in which the family resemblance is immediately obvious.The Sprint Coupé was designed to offer sporting performance together with '2+2' accommodation - guaranteed to appeal to the sports car enthusiast with a family - while the heart-shaped vertical grille with matched horizontal side intakes became an Alfa trademark on later models. In June 1954 the engine was enlarged to 1,975cc and the model re-designated as the 'Super Sprint'. With 115bhp on tap and possessing an excellent power-to-weight ratio courtesy of the aluminium-alloy body, these cars could top 190km/h (118mph). They shone in competitions of all kinds. It is worthwhile noting that while Alfa Romeo identified the Touring cars by three series depending on specification and body style, the Alfa Romeo Register in the UK and USA now recognise four. Attractively finished in red with red/grey Connolly leather interior, this wonderful example of a landmark model from one of motoring's most charismatic marques boasts a truly stunning pillar-less body with a most generous glass area, making for an exceptionally light and airy cabin. Chassis number '01713' was delivered from factory on 31st March 1954 to Giuseppe Mattioli of Carpi (near Modena). Imported into the UK on 12th May 1960, this Series 2 car was purchased by the current vendor in August 1985. An eight-year restoration followed (most bills available) and the vendor has now owned the Alfa for 35 years. Badges left in the car indicated that one Italian owner was a member of the Automobile Club Roma and that it had been used for competition. The Five UK-based owners are known with details available in the history file.Since the initial restoration's completion in 1994, the engine has been rebuilt again; the gearbox overhauled ; and the clutch replaced recently. Indeed, the car has been continuously improved since the restoration; we are advised that rear indicators (a factory option) have been installed and the front sidelights fitted with orange bulbs to act as indicators (the sidelights are now incorporated into the headlights). The car also benefits from an electric cooling fan with thermostatic switch.MoT'd to June 2020 this beautiful Alfa Romeo, has received numerous awards (too many to list) over the years including the Jeffrey Mason award for the Best Alfa Romeo in 2019. It certainly represents the perfect opportunity for the fortunate new owner to participate in the Mille Miglia and other prestigious historic motoring events.For further information on this lot please visit Bonhams.com
Lot 296
Offered from The Chester Collection1972 Ferrari Dino 246 GT BerlinettaCoachwork by PininfarinaRegistration no. 246 ABEChassis no. 03478Footnotes:*One of 235 UK-supplied RHD cars*Known ownership history*36,997 miles from new*Restored to a high standard*Comprehensive history fileAs the first series-produced mid-engined Ferraris, the early Dino V6s - the 206 GT and 246 GT - are landmark cars. The line they founded would prove to be an immense commercial success for Maranello, production amounting to 2,487 GT coupés and 1,274 GT Spyders by the time the model was deleted in 1974. One of only 235 supplied to the UK in right-hand drive configuration, this 246 GT was sold new to a Mr Barder of Woking via Maranello Concessionaires, the UK Ferrari importer. Mr Barder kept and serviced his Dino until 1980 when it was purchased by well-known Ferrari dealer Modena Engineering. The recorded mileage was 22,000. A Mr D Green then bought the Dino from Modena Engineering and drove and maintained it for the next seven years, covering some 4,000 miles. In 1987, a Mr Michael Cox of Potters Bar bought the car (total mileage 26,000) and maintained it regularly until Mr Joseph Phillips of Ingatestone, Essex bought it in 2004 (at 29,000 miles). In 2008 (at 32,700 miles), the car was sold to the preceding owner, a collector in Continental Europe, forming part of his extensive private collection of sports cars. The immediately preceding owner acquired the Ferrari in 2014 and used it sparingly thereafter. The current vendor has owned the car since June 2016. Already restored to a high standard when acquired by the vendor, this matching-numbers Dino 246 GT has since been refinished in nero (black) and has a matching leather interior. Since acquisition the Ferrari has been carefully stored at a professional facility and checked over regularly by the vendor's own mechanic.The car is supplied with a very comprehensive history file containing numerous invoices and expired MoT certificates confirming the odometer reading of a mere 36,997 miles. Additional paperwork consists of a German Fahrzeugbewertung report (August 2013), sundry servicing and maintenance bills, and a V5C registration document. This is a wonderful opportunity to own an iconic Dino 246 GT, rare in right-hand drive configuration and with such low mileage, which promises the driving sensation only a Ferrari can deliver.For further information on this lot please visit Bonhams.com
Lot 278
Offered from The Alps to Goodwood Collection1931 Invicta 4½-Litre S-Type Low Chassis Sports 'Simplon'Coachwork by CarbodiesChassis no. S90*One of the finest sports cars of the Vintage eraInvicta works car*Ards TT and Brooklands race history*Known history from 1931 to the present day*Present ownership since 2000*Extensively campaigned*Extensive professional restoration in 2011*Highly eligible for the most prestigious events worldwide, including the Mille MigliaFootnotes:In an era when most cars stood tall, the 4½-litre S-Type Invicta, with its dramatically lowered chassis, caused a sensation: few sports cars before or since have so looked the part. The Invicta Company's origins go back to 1924 when Noel Macklin and Oliver Lyle, both of whom had motor industry experience, got together to create a car combining American levels of flexibility and performance with European quality and roadholding. Like the contemporary Bentley, the Invicta was produced to an exemplary standard. Price was only a secondary consideration, a factor that contributed largely to both firms' failure to weather the Depression years of the early 1930s. The final Invicta left the factory, appropriately enough, on Friday 13th October 1933, though a handful of cars was assembled at the company's service depot between 1934 and 1936. It is estimated that approximately 1,000-or-so Invictas of all types were made. Apart from a handful of prototypes, all Invictas were powered by the tireless six-cylinder engines made by Henry Meadows. Launched at the 1930 Olympia Motor Show, the S-type featured an new under-slung chassis that achieved a much lower centre of gravity by positioning the rear axle above the frame rails instead of below as was normal practice at the time. Like most low-revving engines, the 4½-litre Meadows delivered ample torque in the lower and middle speed ranges. Indeed, the Invicta can be throttled down to 6-8mph in top gear, despite its relatively high 3.6:1 final drive ratio, and will then accelerate rapidly and without complaint when the accelerator is depressed. The popular '100mph Invicta' tag notwithstanding, standard cars had a – still impressive – top speed of around 95mph with more to come in racing trim. However, it must be stressed that the S-type Invicta was primarily a very fast but comfortable high-speed touring car, its greatest attribute being an ability to cover a substantial mileage at high average speeds with no strain, either to driver or the machinery. Invictas are about as indestructible in normal use as a car can be. Approximately 68 of the 75-or-so S-types built are known to survive and most are in excellent order, testifying to the fact that they have always been regarded as high quality motor cars. Indeed, in pre-war days there was a club dedicated exclusively to the model and members famously christened individual cars with names like 'Scythe', 'Scrapper' and 'Sea Lion'. 'S90' was named 'Simplon'.'Simplon' was built in the early summer of 1931 and retained by the works as a competition car for regular Brooklands competitor Dudley Froy. In a letter to Motor Sport (June 1988 edition) A F Rivers Fletcher, who had first-hand knowledge of the works Invictas in period, says he believes that Froy's S-Type was completed using components taken from the car Sammy Davis had crashed at Brooklands. Although prepared for Dudley Froy, the Invicta was driven to a class win in the Ards TT on 22nd August 1931 by Tommy Wisdom and L Cushman, Froy having been sidelined with a broken arm. In October of that year 'Simplon' was driven in the BARC Closing Meeting at Brooklands by Mrs Wisdom. At the 1932 Easter Norfolk Lightning Mountain Handicap, Froy lapped Brooklands at 108.03mph on his way to a brace of 3rd place finishes, and later that year at the Brighton Speed Trials the famous lady racing driver Mrs Kay Petre set the fastest time of the day. Froy then rounded off a successful season with a 4th place finish at Brooklands on 10th September. On 6th December 1932 Froy registered the Invicta for the first time, the number allocated being 'JJ 332'. In 1933, 'Simplon' was offered for sale by William Arnold in Manchester (copy advertisement on file) and sold to dealer Jack Elliot. The car next belonged to David Lewis of London in 1936, followed by R Wyman, London in 1939. Major Granville Taylor then took 'Simplon' to the USA where it was owned by Hollywood superstar Tyrone Power. Offered for sale by Lubrication Automotive Service of Los Angeles, California, the Invicta was next owned, from the mid/late-1940s, by John H Haugh of Tucson, Arizona. The car's next four owners were Charles P Smith of Tucson, Arizona (2nd January 1955); Edverne B Harrington of Phoenix, Arizona (30th January 1959); Walter H C Boyd of Toronto, Canada (April 1959); and Dr John Robson of Mount Pleasant, South Carolina (November 1985, bill of sale and CoT on file). There are two letters on file from David Lewis to Dr Robson, both written in 1988, concerning the car's early history, and another from John Haugh to Walter Boyd dated 21st August 1960 which relates the Tyrone Power connection (perusal recommended). Boyd was restoring the 'Simplon' at the time. As well as the aforementioned correspondence, there are numerous copies of in-period photographs on file. During the war a Buick engine had been installed, and it was Edverne Harrington who replaced it with with current engine, '7411', which had left the factory in chassis number 'S33'. (The original engine's number is not known.) This engine was replaced in 2000 during the ownership of Dr Robson for the current engine numbered '7348'. A full report on the car's provenance, compiled in 2001 by marque expert Derek Green, is on file. By this time Dr Robson had relocated to the UK, settling in the Isle of Man where 'Simplon' was registered in 1999. In March 2001 he offered the Invicta for sale at a UK auction, and later that same year the car was acquired by the current vendor, a prominent private collector in Switzerland. Upon arrival in Switzerland the car benefitted from extensive work by well-known specialists Garage Portmann in 2002 and again in 2004. Since then Simplon has been extensively campaigned throughout Europe, participating in prestigious events such as the Mille Miglia (2002, 2003, 2004); Ralllye des Alpes (2002-2006); Gran Premio Nuvolari (2003); Rallye Sanremo Rally (2003-2007); Grand Prix Suisse, Bern (2009); Rallye Solitude (2011); and the Gaisberg Hill Climb (2014). In total there are some 70 events listed in the massive history file, the last of which was the Invicta Tour of July 2019. Such a demanding schedule has required careful ongoing maintenance, and in 2011 extensive work was undertaken by vVintage car specialist David Ayre of Berkshire, UK. The Low Chassis Invicta S-Type is now regarded as one of the most desirable pre-war sports cars, sought after by collectors for its exceptional driving abilities, style and sheer presence. A guaranteed entry at the most prestigious rallies, concours events and race meetings around the world, the Low Chassis has an enviable reputation amongst connoisseurs and examples are to be found in some of the most important private collections.Should the vehicle remain in the UK, local import taxes of 5% will be added to the hammer price.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 If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
Lot 276
Offered from The Alps to Goodwood Collection1926 Bentley 6½/8-Litre 'Le Mans' TourerChassis no. WB2565*2007 Peking-Paris Rally Gold Medal winner*Matching engine*Known ownership history*Present ownership since 2000*Extensively campaigned worldwide*Accompanied by an extensive selection of spares and rally adaptationsFootnotes: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. However, by the middle of the decade the 3-Litre's competitiveness was on the wane and this, together with the fact that too many customers had been tempted to fit unsuitably heavy coachwork to the excellent 3-Litre chassis, led to the introduction in 1926 of a larger car: the 6½-Litre. Known as the 'Silent Six', the latter perpetuated the 3-Litre's mechanical theme but with greatly increased refinement. Although the 6½-Litre had been conceived as a touring car to compete with Rolls-Royce's New Phantom, in Speed Six form it proved admirably suited to competition: in 1929 Barnato/Birkin's Speed Six won the Le Mans 24 Hour Race ahead of a trio of 4½-Litre Bentleys, while Barnato/Kidston repeated the feat in the following year's Grand Prix d'Endurance at the Sarthe circuit ahead of similarly-mounted Clement/Watney. Small wonder then, that the fast yet refined 6½-Litre Speed Six was W O Bentley's favourite car. The 6½-Litre was produced for four years, during which time 544 chassis were completed, the standard/Speed Six split being 362/182. According to Dr Clare Hay's authoritative work, Bentley: The Vintage Years, this particular 6½-Litre, registration number 'YP 7937', is one of 97 erected on the ST2 (12') standard chassis; most (242) of the standard cars being built on the longer (12' 6') frame. Chassis number 'WB2565' was completed in August 1926 and bodied as a saloon by the obscure coachbuilder, Surbiton Bodies. The car was supplied via Jack Withers & Co of North London and the first owner was one Ulrich Charles Pusinelli of London. Early in its life 'YP 7937' was one of a group of Bentleys photographed on the seafront at Cannes (copy on file). The car continued to be serviced by Bentley until the outbreak of war, the last entry in the record (copy on file) being dated 2nd March 1939. By this time 'YP 7937' belonged to J O Kastner-Walmsley (its fourth owner), the second and third owners being T Miller Jones and S K Troman respectively.The next three known owners are, in order: H A Booth (1968); Paul Bentley (1972); and J C Wardell (1976). The Vanden Plas-style 'Le Mans' tourer body was fitted in 1972, and the car was in this form when it appeared in Clarendon's advertisement in Thoroughbred & Classic Cars magazine's June 1977 edition. Clarendon described the car as a 'Vanden Plas type 4-seater. Open Tourer coachwork, magnificently well finished. Tonneau and weather gear supplied. The overall appearance and performance of this vehicle are outstanding'. 'YP 7937' was next owned by David Findlay (1986) followed by Spencer Flack (1989-2000) and from then onwards by the current vendor, a prominent Swiss private collector. Restored in 1988, the Bentley is finished in British Racing Green with matching upholstery, while the original engine ('WB2562') has been enlarged to 8 litres. Figures quoted for this engine are a maximum output of 240bhp at 4,550rpm and 334lb/ft of torque at 2,950 revs, while the car is said to have a top speed in excess of 110mph. 'YP 7937' has been campaigned extensively while in the vendor's care, taking part in some of the toughest historic motoring events worldwide. These include the Peking to Paris Rally in 2007 (class winner, VSCC Award, Gold Medal); Carrera Sudamericana (2006); Vintage Bentley Tour of South Africa (2001 and 2006); and the New Zealand Vintage Tour (2002). It has also participated in the Liège-Rome Rally; Grand Prix de Tunis; Gran Premio Nuvolari; Rallye des Alpes; Ennstal Classic; Copperstate 1000; and the California Mille. The Bentley's most recent outing was at the Rotary Rally in September 2019. 'YP 7937' comes with a comprehensive history file, which among other items includes photographs of HRH Prince Charles driving it at Brands Hatch.The car is accompanied by numerous accessories designed and built with endurance rallying in mind, including but not limited to: tool cases built for the running boards; secondary water radiator and fans; custom made seats; desert air filters; and a customised bonnet. A full list of the adaptations and spare parts is available on request. In addition, the car is fitted with a 140-litre safety fuel tank. As legend has it, Ettore Bugatti once dismissed W O Bentley's products as 'the world's fastest lorries', but their inherent robustness made them ideally suited to the arduous long-distance events of their era. This car's exceptional rallying career in the hands of its current enthusiast owner amply demonstrates that W O got it absolutely right. Was there ever any doubt?Should the vehicle remain in the UK, local import taxes of 5% will be added to the hammer price.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 If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
Lot 290
1969 Aston Martin DB6 VolanteRegistration no. WYL 121HChassis no. DBVC/3734/R*One of only 140 Mark 1 DB6 Volantes on the long wheelbase*Single enthusiast ownership for over 45 years *Professionally restored in 2018*'As new' condition Footnotes:'I have driven most of the Aston Martin models that have been produced, from the racing twin-cam 1½-litre of the 1920s onwards. For years my favourite has been the DB3S sports-racer, but now my allegiance is wavering. There can be little doubt that the DB6 is the best Aston yet and it is a credit to British engineering.' - John Bolster, Autosport, 21st October 1966.Considered by many to be the last 'real' Aston Martin, the DB6 was launched in 1965, updating the DB5. Although Royal patronage of the marque undoubtedly helped DB6 sales, the car arrived at a difficult time for Aston Martin, with the home economy in a parlous state and the US market subject to ever more restrictive legislation. Though recognisably related to its Touring-styled DB4 ancestor, the DB6 abandoned the underlying Superleggera body structure of its predecessors in favour of a conventional steel fabrication while retaining the aluminium outer panels. Somewhat confusingly, 'Superleggera' badges continued to be applied for a time, presumably until stocks ran out. The wheelbase was now 4' (100mm) 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. 'The tail lip halves the aerodynamic lift around maximum speed and brings in its train greater headroom and more luggage space,' declared Motor magazine, concluding that the DB6 was one of the finest sports cars it had ever tested. 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 gearbox, and for the first time there was optional power-assisted steering. Premiered at the 1965 London Motor Show, the convertible DB6 marked the first occasion the evocative 'Volante' name had been applied to a soft-top Aston Martin. After 37 Volante convertibles had been completed on the DB5 short-wheelbase (8' 2') chassis, the model adopted the longer DB6 chassis in October 1966. The stylish Volante offered four-seat accommodation and was generously appointed with leather upholstery, deep-pile carpets, aircraft-style instrument cluster, and an electrically operated hood. In the summer of 1969 the Mark 2 DB6 was announced in saloon and 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. When DB6 production ceased in 1970, a total of 1,575 saloons had been made, plus 178 of the long-wheelbase Volante convertibles, 140 of which were to Mark 1 specification. With so few produced, the DB6 Volante is now considered one of the most collectible of all Aston Martins. The sixth from last Mark 1 DB6 Volante built, '3734' was supplied new on 10th October 1969 by H R Owen to Steven Marks, founder of the fashion brand French Connection, who cherished and kept it in his collection for over 45 years. The Volante was delivered new with Borg Warner automatic transmission; power assisted steering; chrome road wheels; three-ear hubcaps; power aerial; and tonneau cover to match the black leather interior. Of the 140 DB6 Mark 1 Volantes made, this is believed to be the only car delivered new in Amethyst. Steven Marks kept the Aston until 2013 when a private collector purchased the car and had it restored a few years later. In 2018, '3734' was treated to a full body-off restoration by renowned marque specialist Nicholas Mee with engine and gearbox works by Ian Mason (Aston Martin Services). A bare-metal re-spray in Amethyst was carried out by Prestige Paintworks, with full paint protection film, and the car remains in truly 'as new' condition. Related invoices are available and the accompanying extensive history file also contains original order forms; various service and repair bills dating back to 1992; a quantity of expired tax discs; and more than 30 MoT certificates dating back to 1975.An exciting opportunity to own a stunning matching-numbers DB6 Volante benefiting from long-term enthusiast ownership and recent professional restoration. For further information on this lot please visit Bonhams.com
Lot 272
1989 Jaguar XJ-S V12 ConvertibleRegistration no. F493 OPCChassis no. SAJJNADW3DB157017•First owned by around-the-world yachtsman Serge Paris •Three owners from new•25,020 miles from new•Well maintained Footnotes:Conceived as a comfortable and long-legged Grande Routière, rather than an out-and-out sports car like the preceding E-Type, the XJ-S made use of the Jaguar XJ6/XJ12 saloon platform and running gear. Shorter in the wheelbase than its saloon siblings, the XJ-S debuted as a V12-powered coupé, with six-cylinder and soft-top versions following in the 1980s. The car's 150mph performance was not achieved without penalty however, its prodigious thirst causing sales to nosedive as oil prices soared. However, the arrival of the HE (High Efficiency) V12 in 1981 and the introduction of the smaller six enabled it to weather the storm. The introduction of the six-cylinder model in 1983 coincided with that of the Targa-style cabriolet - the first open Jaguar since the E-Type's discontinuation - but it was not until 1988 that a full convertible became available. Jaguar's first response to demands for an open-top XJ-S was somewhat conservative in engineering terms. The car had not been designed with an open version in mind, so a Targa-style arrangement was adopted for the XJ-S Cabriolet, which retained a substantial roll hoop in the interests of maintaining rigidity in the absence of a fixed roof. Following the Cabriolet's deletion, both the Coupé and conventional Convertible models lasted until the end of XJ-S production in 1996.This automatic transmission XJ-S V12 Convertible has had only three private owners, the first being around-the-world yachtsman Serge Paris, and while in his ownership was maintained by Jason Mann, who previously worked for H A Fox Jaguar in Guildford. Mr Paris spent many years away at sea, which explains this car's relatively low mileage (see signed letter of confirmation on file). The immediately preceding (second) owner, a Jaguar collector, purchased the XJ-S at Bonhams' Beaulieu Sale in September 2014 (Lot 428) and used the car sparingly, covering fewer than 1,000 miles while keeping the it correctly stored and well maintained. After purchase in 2014 car was sent to CMC Ltd for a check-over (see bill for £6,000 on file) while more recently the car has been looked after by Jaguar Classic in Coventry. Dated 2019, there are bills on file totalling £9,000 for new door seals, servicing, MoT, minor repairs, etc. Finished in Solent Blue with cream interior, this little used and well cared-for XJ-S convertible is offered with its original handbook, original service book, and a V5C document.For further information on this lot please visit Bonhams.com
Lot 232
1964 Lotus Elan 26R Hardtop Coupé to FIA SpecificationRegistration no. not registeredChassis no. 26/3926*Rebuilt in 2017*New Tony Thomson chassis and body*Present ownership since 2017*Only two races since restoration*Eligible for many prestigious events such as Le Mans Classic, Spa 6 Hours, etcFootnotes:An Elite-type glassfibre monocoque having proved insufficiently rigid when applied to an open car, Lotus boss Colin Chapman devised a simple but effective steel backbone frame for the company's new Elan sports car. Launched in October 1962, the Elan was available as a complete car or a kit at reduced price. Suspension was independent all round with unequal-length wishbones at the front, with a wide-based lower wishbone and modified Chapman Strut, as used in Lotus Grand Prix cars, at the rear. Triumph Vitesse rack-and-pinion steering was used and there were Girling disc brakes all round. The Elan's engine was a highly modified 1,498cc (later 1,558cc) Ford Cortina unit incorporating Lotus's own twin-camshaft cylinder head, and both the gearbox and differential came from Ford. Introduced in November 1964, the Series 2 featured numerous detail styling changes and improved brakes. As one would expect, given its background and specification, the Elan proved to be a highly capable circuit racer. Capitalising on the numerous successes achieved by privately entered cars, Lotus introduced their own version - the '26R' - in 1964. A stiffened chassis, up-rated suspension, wider wheels, lightweight coachwork, and a BRM-built engine were among the many features distinguishing the 26R from its road-going counterparts. Some of the top Grand Prix drivers of the day were associated with the Elan 26R including Jim Clark, Jackie Stewart, Jochen Rindt, Stirling Moss, and Jackie Oliver. In UK club racing its foremost exponent was John Miles, who won every race at the Goodwood Easter meeting in 1966 driving a Willment-entered example. The factory's record keeping was less than perfect and it is not known for certain how many 26Rs were produced, the official figures being 52 1st-series cars and 45 Series 2. Approximately 30 genuine examples are known to survive. The vendor advises us that the 1st-series car was restored in 2017 and incorporates a new Tony Thomson chassis and body. The car was purchased in 2017 from a Portuguese driver who in his final year of ownership raced in Portugal, Spain, and at the Nürburgring in Germany. While in the vendor's hands the Elan has only completed two races in Spain and some tests. A competitive car and potential class winner in the right hands, this Elan is eligible for a wide variety of historic sports car championships as well as prestigious events like the Le Mans Classic, Spa 6 Hours, Silverstone Classic, Zandvoort Historic Grand Prix, Copenhagen Historic Grand Prix, Angoulême Circuit des Remparts, etc.This lot is subject to the following lot symbols: NN If purchased by a UK resident, this machine is subject to a NOVA declaration, undertaken by Bonhams upon a successful sale, to facilitate the registration of the machine here in the UK.For further information on this lot please visit Bonhams.com
Lot 217
1929 Austin Seven Ulster ReplicaRegistration no. KP 3807Chassis no. 134035*Present family ownership since 1993*Restored 1993-1995*Pressure-fed Phoenix crankshaft; close-ratio gearbox*Circa 3,000 miles since engine rebuild*VSCC Eligibility FormFootnotes:The vendor purchased this Ulster replica in 1993 from a Norman Peter Ridpath, who described it as having 'all the right bits'. The car seemed to go well and the chassis was in excellent condition, but the Ulster-style sports bodywork was tatty and required extensive repairs prior to being repainted. The car was completely dismantled and everything renewed/repaired as necessary. The 'right bits' included an original Sports bowed front axle; excellent 5.25:1 ratio rear axle; an original Ulster Sports steering box (very hard to find these days); a close-ratio gearbox with Eltos remote change; and nice original instruments: speedometer, rev counter, clock, etc. The brakes are linked so that although the braking is not brilliant, the car does pull up very well and straight. The engine now incorporates a Phoenix pressure-fed 1&5/16' crankshaft and con-rods with shell bearings and an up-rated oil pump (50psi steady when hot). Oversize pistons and a re-profiled road/race camshaft (Pigsty Engineering) were added together with oversize valves (Mini Cooper) and the high-compression Ruby cylinder head. The sump is high-capacity type (Barlow ) and the engine is fully balanced and smooth. It has a 1¼' inch SU carburettor for improved performance and reliability. The engine is good for over 6,000 revs and the Seven once did 75mph. We are advised by the vendor that the car is a little over geared on the 19' wheels (good for touring) but on 15' wheels is very quick and has performed well on more than one occasion at Prescott. Sets of 15', 17' and 19' wheels are included, all new as are 2 new seat squabs. (The car comes on its 19' 'Austin' scroll wheels.) Some 3,000 miles have been covered since the engine was rebuilt and the Seven is said to be very reliable, never missing a beat and with no knocks or rattles. The exhaust note is sublime. Accompanying documentation consists of an old-style green logbook (issued 1973); VSCC Registration & Eligibility Form; a V5C Registration Certificate; and Brewster Mudie Ltd's invoice of September 2020 for overhauling the rear axle and cleaning/adjusting the carburettor.For further information on this lot please visit Bonhams.com
Lot 263
2006 Aston Martin DB9 Volante ConvertibleRegistration no. RO06 BOFChassis no. SCFAC02A6GB05600•One of the world's fastest soft-tops•Automatic transmission•Only 48,808 miles from new•Full service history Footnotes:'The Aston Martin DB9 is a thoroughbred sports car with GT levels of comfort and refinement. Combining Aston Martin's unique character with an uncompromising design philosophy, the DB9 was borne out of a synthesis of traditional craftsmanship, high-tech manufacturing, modern components and use of the finest materials.' - Aston Martin.Launched in 2003 as successor to the DB7, the DB9 is historically significant as the first model to be built at Aston Martin's new factory at Gaydon, Warwickshire. Like its predecessor, the DB9 was styled by Ian Callum, with finishing touches applied by Henrik Fisker. State-of-the-art manufacturing techniques were employed in making the aluminium/composite body, which was robotically assembled using a combination of self-piercing rivets and adhesive. Although some 25% lighter than that of the DB7, this advanced bodyshell possesses double the structural stiffness. The DB9 is powered by a development of the 5.9-litre, 48-valve, V12 engine found in the DB7 Vantage, which produces 450bhp, an output sufficient to propel the aerodynamic coupé to a top speed of 305km/h (189mph) with 60mph attainable from a standing start in a neck-snapping 4.6 seconds. The aluminium engine is mounted as far back as possible in the chassis while the transmission/final drive is positioned ahead of the rear axle, resulting in 85% of the car's mass being sited between the axles and a perfect 50/50 front/rear weight distribution. Transmission options are a six-speed manual or six-speed 'Touchtronic 2' Automatic.Inside the DB9 one finds the typically elegant, luxurious and supremely comfortable hand crafted interior traditionally associated with Aston Martin, featuring primarily wood and leather trim as well as the latest in modern technology, subtly deployed. Although scheduled for a slightly higher production level than previous Aston Martins, the DB9 remained an exclusive product affordable only by a privileged few. Its price at launch was £111,000, with the Volante convertible some £14,000 more. This DB9 Volante is finished in Aston Martin Titanium Silver with Phantom Grey leather interior and has the fully automatic transmission. Reflecting careful ownership, it has been serviced at the regulation intervals from delivery up to the present day, there being 14 services recorded, the most recent carried out in March 2020 at 47,508 miles. Described by the vendor as in good working order throughout, this desirable DB9 Volante comes with current MoT, a V5C document, and the aforementioned service records. For further information on this lot please visit Bonhams.com
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