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Lot 771
ROYAL & MILITARY INTEREST: A late Victorian parcel gilt silver calling card case, a gift from Albert Edward, Prince of Wales to Major Harry William Ralph Ricardo of the 17th Lancers, with 17th Lancers Motto gold appliqué and case back inscription, the interior with four pierced scrollwork dividers, including two spring loaded, Louis Dee, London, 1882, 4in.There are family documents showing that Harry Ralph Ricardo had regular correspondence with Albert Edward, Prince of Wales whilst serving in the 17th lancers. When in London, the Prince made a number of visits to the officers of the 17th Lancers at their barracks in Hounslow to play sports and shoot. Major Ricardo retired from the 17th Lancers in 1902 and became Adjutant Royal Hospital Chelsea from 1903-1917 and a Member of Honorable Corps of Gentlemen at Arms from 1903-1939 and became one of the bodyguards assigned for the protection of Albert after he asscended to the throne.
Lot 272a
1950s Football Programmes: Small selection includes late 50s Manchester United homes v Real Madrid, Wiener Sports, Young Boys and Red Star plus 57/58 Liverpool v Southend FA Cup, Semi Final Blackburn v Bolton + Orient v Liverpool and 52 England v Wales. C/W two West Ham v Leeds press photographers tickets from 65/66 and 70/71 both signed by secretary of West Ham Eddie Chapman. Mainly Good. (20+)
Lot 499
Football Card Private Collection: Wide variety of Football cards but only two complete sets which are Carreras Popular Footballers and Players Accociation Cup Winners. Includes 20 x Chix Famous Footballers, 10 x Soccer Bubble Gum Soccer Teams, 40 Ardath Football Photocards, 16 x Barratt Famous Footballers, 34 x Ogdens AFC Nicknames, 6 Sport and Adventure Famous Footballers, 12 x Squelchers, Mobil Club badges plus Ardath Photocards (other sports) and some cricket cards. C/W 1947 Story of the FA Cup and some old pools coupons etc. Must view.
Lot 515
1923 FA Cup Final Magazine + West Ham Features: Superb Preview to ""Tomorrows 1923 FA Cup Final"" by All Sports magazine with both Captains featured on the cover and inside the coverage mentions they are expecting a record crowd. August 1923 Magazine features West Hams George Kay and has features on Arsenal and finances in Football. January 1920 has a full team group of West Ham and December 1921 has a great feature on Syd Puddefoot. Very Good complete magazines. (4)
Lot 757
Football Newspaper Collection With Many FA Cup Finals: Superb West Brom content including 1931 FA Cup Final (Sports Argus), 1954 (Birmingham Mail), 1968 x 8, Birmingham City 1956 x 3 and cuttings for other Finals. C/W Many other papers mainly from the Birmingham area. Tommy Lawton signs for Notts County and much more. Must view.
Lot 900
Frank Bruno Boxing Robe v Bonecrusher Smith: Frank Bruno wore this on his entrance to his first ever defeat in the famous bout with Jim Bonecrusher Smith. In the last round of 10 with Bruno ahead on points Smith famously got Bruno on the ropes and it was stopped prompting premature headlines like "Another British Bubble is Burst". Lovely hooded blue gown with white trim. Frank Bruno and Nike to front. Direct from Frank Brunos agent. The proceeds from any sales of Frank Bruno's robes will benefit his charity. The Presidents Sporting Club/Essex Disabled Sports Foundation (Registered Charity No.1001176), which has now raised well over £2 million which has been donated to schools and organisations, to provide opportunities for disabled children.
Lot 901
Frank Bruno Boxing Robe v Floyd Cumming: Frank wore this in his entrance to his 21st fight v Cumming at the Royal Albert Hall on 11 10 1983. Black material with Silvery White glossy trim and lettering stating Frank Bruno to rear. Direct from Frank Brunos Agent. Cumming had just came out of a maximum security prison after a 12 year stay and caught Bruno heavily in the first round and after Bruno won in round 7 it was said this was "Franks hardest fight to date". The proceeds from any sales of Frank Bruno's robes will benefit his charity. The Presidents Sporting Club/Essex Disabled Sports Foundation (Registered Charity No.1001176), which has now raised well over £2 million which has been donated to schools and organisations, to provide opportunities for disabled children.
Lot 902
Frank Bruno Boxing Robe v Ken Lakusta: Frank Bruno wore this on his entrance to one of his most critical fights which was the first one after his defeat to Bonecrusher Smith on 25 9 1984 at Wembley. The win versus Canadian Lakusta in the Commonwealth Championship Eliminator took the pressure off from the press. The Gown is blue with red white and blue trimming. Nike and Frank Bruno to front and is stunning. Direct from Frank Brunos agent. The proceeds from any sales of Frank Bruno's robes will benefit his charity. The Presidents Sporting Club/Essex Disabled Sports Foundation (Registered Charity No.1001176), which has now raised well over £2 million which has been donated to schools and organisations, to provide opportunities for disabled children.
Lot 908
Sports Programmes From Wembley: Incredible collection with Wembley Theme including 1950 Figure Skating, 1951 Festival of Britain, 1952 Greyhound + Football, 1955 Billy Graham Song Book, 1956 Speedway, 1961 Ski Jumping, 1964 Netball, Hockey, Showbiz Football autographed and much more including American Football and unusual Football. Interesting box with some tickets also. Quantity.
Lot 74
Jack Putting the Great back into Britain! Bold and instantly recognisable, Jack the patriotic owl sports the union flag - red, white and ‘twit-twoo-blue’! Funky, fun and fashionable Jack makes a real impact wherever he goes. Artist: Martin Band Sponsor: JLT About the artist: Martin is an artist and director of Environmental Associates, an urban design and landscape architect business, based in Cheshire. He designs dynamic streetscapes, civic spaces and gardens as part of his schemes and is interested in making creative spaces in the public realm
Lot 243
Sutton - Golf Courses, Design, Contruction and Upkeep, second edition, plates (Martin A., editor ) Golf Courses, Design, Contruction and Upkeep, second edition, plates, ink ownership inscription, original cloth, 1950 § Crossman (E.C.) Military & Sporting Rifle Shooting, illustrations, ink onwership inscriptions, upper hinge a little weak, Onslow COunty, NC, 1932 § Caffyn (William) Seventy-One Not Out, the Reminiscences Edited by "Mid-On", first edition , Blackwoods' Colonial Library issue, frontispiece, 30 plates, name at head of title, original decorated cloth, faded & rubbed, 1899; and 3 others, sports and pastimes, 8vo & folio (6)
Lot 103
Those seeking a project with which to while away the upcoming winter, need look no further than this partly restored Lagonda Rapier with Ranalah Sports coachwork as, according to the vendor, there is now little more than the body left to rejuvenate. Certainly much graft and investment has already been committed, with receipts for £9,107.41 in recent times alone. To give potential buyers some idea, the following items of 'YS 9445' have already been refurbished or replaced: the chassis; four-cylinder engine; carburettors; water pump; starter motor; magneto; radiator; exhaust manifold and system; clutch; preselector gearbox; propshaft; differential; wheels; Hartford dampers; brake shoes; rev-counter; speedometer; fuel tank; wiring loom; headlamps; and flooring. Known to the Lagonda Register and previously finished in Red teamed with Black interior trim, this exciting, part-completed project is now being offered together with most related receipts, a bulging history file and the original, rare Lagonda owners' instruction manual.
Lot 109
With values of the original 1,590 2.7 RSs having surpassed £500,000 and heading towards the £million mark, it's unsurprising that interest in quality evocations continues to escalate. However, 'ABW970L' is no ordinary replica, but a totally re-engineered car of very high modern specification. It was decided the basis should be a Grand Prix White 911 equipped with G50 transmission and factory-fitted air conditioning, but no sunroof, and a perfect 1987 3.2 Carrera was duly sourced in Italy in 2006 by marque specialist Autofarm. They then subjected it to a full bare-shell restoration, using steel or fibreglass panels as per the original Carrera RS. The engine was fully blueprinted, balanced and re-engineered by Nick Fulljames to 3.5-litre specification, complete with high compression pistons, 964 cams and stainless steel exhaust. The Getrag transmission was refurbished with a new limited slip differential. The suspension was re-assembled with new Bilstein dampers front and rear, uprated torsion bars, and adjustable front anti-roll bar. The braking system now features a Brembo 4-pot caliper conversion and vented discs all round. The car sports genuine 7J and 9J 16 inch Fuchs alloy wheels shod with Michelin Pilot Sport tyres. The interior was completely refurbished with new period style Recaro seats. The deep pile carpet is to period lightweight style and steering is now effected by a Momo Prototipo leather rimmed wheel. This incredibly desirable Porsche also benefits from a large number of detail extras - eg uprated headlights; rear parking sensors; Toad Cat1 alarm; remote locking system etc. The total cost including donor car, duty and conversion of this 'nod to the past, built for the future' 911 was c.£100,000, and Autofarm have apparently said it would require nearer £150,000 to replicate it today. At 20,000 kilometers since completion it is barely run in and therefore represents astonishing value for the next keeper.
Lot 119
That W O Bentley was a technical mastermind is not in dispute, yet his career left so many unanswered questions. What if Bentley Motors had survived the depression? What if the war had not interrupted his period at Lagonda and the company had remained independent? More specifically, could a W O-designed Lagonda sports car have won Le Mans in 1949? John Weatheritt built a car that went some way towards answering the latter. In 1969 he acquired a derelict 1949 Lagonda Drophead Coupe for spares, but decided to resurrect it as light two-seater that W O might just have built for the 1949 race at La Sarthe, had the opportunity arisen. Bearing in mind the post-war restrictions that would've limited Bentley's options, Weatheritt only modified his donor car where essential, and only used materials and methods that would have been available in period. Ultimately the changes to the Drophead were limited to: moving the radiator forwards and downwards, lowering the spring rates front and rear to suit the reduction in weight, and altering the steering column rake. Narrow bodies and separate wings were still in vogue in 1949, so it seemed reasonable to echo the lines of the pre-war V12 Lagonda, and he constructed a 0.5 inch diameter 16 gauge tubular steel frame as the support for the new alloy body. He sought advice from key former Lagonda employees Frank Feeley and Donald Bastow. The product of Weatheritt's labours was 9cwt lighter than the standard car so, with 123bhp on tap from the original Vantage engine, it had a favourable power-to-weight ratio. The steering proved to be 'light, sensitive and accurate, the ride comfortable, and the handling superb'. Having ultimately competed in 'JDF 47' and driven it all over Europe he felt that a Le Mans win could just have been possible. His wonderful hybrid Lagonda is now available to enrich another enthusiast's motoring life.
Lot 124
PLEASE NOTE: If you wish to view under the bonnet of this vehicle, please ask a member of staff as it is not a conventional hinge. H&H are indebted to the vendor for the following description: 'Born out of a design exercise that coachbuilder Ghia devised for the innovative Fiat Balilla 508 chassis, the 'S' or Sport version entered production in 1933. Benefiting from a tuned 995cc side valve engine, rear-mounted fuel tank and friction shock absorbers, its credentials as a driver's car were cemented the following year with the adoption of an overhead valve cylinder head and close-ratio four-speed manual gearbox. A popular choice on events such as the Mille Miglia, the 508S was typically supplied in kit-form outside of Italy with concessionaires in the likes of France (Simca), Poland and Czechoslovakia responsible for assembly. The British version, of which fifty were produced, differed from its Continental equivalents by dint of having right-hand drive, knock-on wheels and more elaborate instrumentation. In road tests, the 508S customarily achieved 60mph in third gear and 75-77mph in top, a very good performance for a sub-1000cc car in 1935, while in competition the two-seater often vanquished similar capacity MG and Singer opposition! 'BZ 4078' was one of four Balilla 508S cars dispatched in rolling chassis guise from Turin to the marque's English assembly plant in Wembley. Once bodied, the quartet are thought to have been bought by a Belfast car dealer. In 1965, whilst employed at Loughborough University, I was told of a Fiat Balilla 508S long wing spyder at Stow Maries in Essex. On 1st January 1966 I journeyed through a snow storm and bought 'BZ 4078' from its then owner, Bert Smith. Finished in Black with Maroon upholstery, its body tub was tired and scruffy. When I commenced restoration by rubbing down the bodywork I found that the original paint colour had been British Racing Green. I was able to use the original boot lid, bonnet, doors and wheels. The car had been fitted with a replacement Ford 10 engine but unusually this had been allied to the original four-speed close-ratio gearbox. Many of the instruments were missing. It was necessary to fit a new body tub, wings and floor. As original Fiat 508S engine 995cc parts were difficult to obtain, I fitted a Fiat 508C engine of similar design but much more robust. This engine was used from 1937 to 1951 and is a 1089cc OHV unit. The car has done 21 post-restoration miles and has been carefully stored since its rejuvenation was completed. As the engine is virtually new, it will want running-in, the brake shoes have high spots and no doubt adjustments will need to be made. The accompanying buff continuation logbook lists the Fiat's date of original registration as 28th May 1936. Subsequently, DVLA Northern Ireland confirmed its first owner to be John McGrattan of Bangor County Down who together with W. McMillan, Tommy Black and W. Sullivan achieved some notable competition results aboard 'BZ 4078': International County Down Trophy Race, Bangor - 20/6/1936. Driven by John McGrattan to tenth place. Ulster Automobile Club Hill Climb, Craigantlet County Down - 29/8/1936. Driven by John McGrattan in the Nelson Trophy. International Leinster Trophy Car Race, Tallaght County Dublin - 17/7/1937. Driven by W. McMillan with Tommy Black as his designated reserve. Phoenix Park International Grand Prix Meeting - 11/9/1937. Driven by W. McMillan and W Sullivan in a 7-lap handicap. Craigantlet - 27/8/1937. Driven by McMillan, Sullivan and Montgomery. Took three firsts and a third. Knock Club's Car Trial - 2/10/1937. Driven by McMillan to second. International Leinster Trophy Car Race, Tallaght County Dublin - 16/7/1938. Entered by Mrs R.E. Parish (Bangor) and driven by Tommy Black with McMillan as designated reserve. The car was advertised for sale in the 14th November 1958 edition of Autosport by Graham Readett who is the last keeper recorded in the aforementioned continuation buff logbook: FIAT Balilla 2-seater sports, Ford 10 engined with Ford 8 head, twin Sus, good hood and sidescreens, goes well, gearbox and body a bit rough. £100 o.n.o. - Readett, Luton'.
Lot 126
Thomas B Jeffery of Chicago was best known for his Rambler-branded bicycles up until 1897, when he constructed his first prototype motorcar. Following positive reviews at the Chicago and New York motor shows, he entered the motor industry in earnest in 1900, setting up shop in the former Sterling cycle factory of Kenosha, Wisconsin. His new car was an instant success, and by the close of 1902 no less than 1,500 examples had been produced. This immediately made Rambler America's second largest car producer, as the figure was only bettered by Ransom Eli Olds's curved Dash Oldsmobile. Rambler was also among the first to experiment with steering wheels in place of tillers (though was initially unsure drivers would accept so dramatic a change), and was reputedly the first manufacturer to equip its vehicles with a spare wheel and tyre assembly. In 1914 Jeffery's son replaced the Rambler name with that of Jeffery in honour of his now deceased father, and two years later the company was sold to Charles Nash during the creation of Nash Motors. This charming righthand drive four-seater veteran is a single-cylinder, light touring model equipped with electric starter, three-speed gearbox, elliptic springing all-round, detachable tonneau, and brass side lamps and horn. It sports Red coachwork and quilted Black trim and would have cost its first owner the princely sum of $850 back in 1904. Apparently restored in the 1980s, the Rambler at one stage belonged to a senior national official of the Horseless Carriage Club of America, who reportedly completed a 150-mile tour in the car just before it was sold and imported to the UK in 2007. The vendor presently views the bodywork, paintwork, interior trim, engine and transmission as all being in 'good' condition and is selling 'BS 8472' complete with a VVC dating certificate that was granted in 2012.
Lot 130
Syd Lawrence was a talented engineer whose apprenticeship with General Motors was disrupted by World War One. He subsequently worked for Bentley Motors under Nobby Clark and Anzani before setting-up on his own at premises in Southgate, North London. Well known in Bentley circles, Lawrence's workshop soon became a Mecca for those owners who had been previously struggling to keep their cars running on a diminishing stock of original parts. 'VMF 944' a.k.a. the 'Syd Lawrence Special' is believed to have been constructed between 1948 and 1950, using genuine pre-WW2 items from Syd's then held stock of W.O. Bentley spares. It is based on what certainly seems to be an original 3 litre chassis. The number stamped into the front engine cross member - 102/50ML - is Syd's own but the number stamped within the nearside front dumb iron resembles '708' and looks to be a Cricklewood factory marking (though, the final digit has been abraded). Chassis 708 was a Speed Model based on the 9ft 9.5in wheelbase (which the Special mirrors). Delivered new to J. Binning Esq. in July 1924, Clare Hay's authoritative tome 'Bentley - The Vintage Years' says of it: 'Last heard of 1946 . . . Rebuilt on new frame May 1930 after accident'. Whatever their precise origins, Syd used the same number - namely '102/50ML' (1950 Modified Lawrence) - to identify his creation's chassis and engine when registering it with Middlesex County Council on May 1st 1950. Interestingly, Ray Roberts' book 'Bentley Specials and Special Bentleys' suggests that the lightweight two-seater's 4.5 Litre engine was originally numbered as 'KM 3088', while its 4.5 Litre steering box is stamped with 'KM 3089' (the number of the chassis which originally housed engine 'KM 3088'). Initially Green but later Battleship Grey, 'VMF 944' proved a fearsome competitor during the 1950s. Constantly developed by Lawrence who devised his own crankshaft and valvegear designs for it, the 3/4.5 Litre could reputedly rev to 5,000rpm and reach over 130mph. Assorted black and white photos on file show it racing at Goodwood, Silverstone, Boreham and Snetterton, achieving various podium placings along the way. Sold by its creator for £5,000 in 1968 to fellow Londoner John Bertram Vickery, 'VMF 944' benefited from some £46,000 worth of overhauling / improvement works at the hands of marque specialists McKenzie Guppy during 1988-1990 before being sold to Brian Cook Esq some eight years later. Returning to the tracks with Cook, the Special placed third at Montlhery in 2000 and won the 'Con Martens Trophy' for the fastest lap recorded by a non-hybrid Vintage Bentley at the Bentley Drivers' Club's August 2003 Silverstone meeting. Campaigned by Neil Davies on behalf of next keeper Joanna Vassey including a strong finish in the Fox & Nicholl Trophy race at the VSCC's April 2005 Silverstone meeting, the 3/4.5 Litre was further improved by her successor David Dunn who enjoyed outings aboard it at Silverstone, Mondello Park and Phoenix Park. A participant in the Irish Festival of Speed since entering the current ownership five years ago, 'VMF 944' has recently been inspected by Bentley aficionado and Benjafield's Club member Philip Strickland whose findings are outlined below: ENGINE - It is fitted with a new 4.5 litre block. The exact date this was installed is not clear. With triple SU Carburettors, dinner-plate flywheel with ring gear, Borg and Beck clutch, coil ignition (which has replaced a twin magneto set up), ultra-lightweight starter motor (driven by a Varley racing battery), electric fuel pump in place of a pressure or Autovac system, lightweight aluminium radiator and alternator in place of the heavy Smiths dynamo, this engine was constructed for sheer performance, with high revs and good breathing paramount. It started well from cold, was not over noisy and showed a steady 22/24psi oil pressure. It ran cool on the short run we undertook in Dublin traffic. The engine pulled well in all gears with no hesitation or undue noise. CHASSIS - The chassis, front and rear axles all appear to be genuine Bentley components. Andre Hartford friction dampers front and rear (possibly original pattern). FRONT AXLE - The front axle appears to be original but I could not ascertain the number under the paintwork. Fitted with anti-tramp radius arms. REAR AXLE - Rear axle banjo number could not be ascertained but it retained the 3 litre "bowler hat" filler cover still in place, a surprising retention on a race car. It was said to be fitted with a 3.53 axle ratio, but this could not be ascertained, although it felt to be so on test. Mounted on outboard springs set on fabricated outriggers. WHEELS - Well based 19in wheels shod with various race covers. Wheels held in place by lightened locking rings that require a special tool to remove (car originally had standard two-ear Rudge Whitworth locking rings, but the replacements save weight) GEARBOX - "D" type gearbox fitted, changes well. Unable to confirm numbers on box but probably fitted by Syd from his stock of spares. Outboard gear lever. FUEL TANK - 3 litre pattern replica 11 gallon tank fitted between dumb irons in correct place. It is probably made of aluminium sheet, with quick-release cap. BODYWORK - The body is, to say the least, of minimal proportions. Behind the seats is a flat box-like structure in which sits the Varley battery with room for a small bag. No hood or side screens but a tonneau cover. Dashboard sports an array of modern instruments and switches which do not appear out of place but are not period. Radiator is fully enclosed in a cowl, recently replaced by a replica in lightweight ally. Bonnet is in three panels, all separately removable. Outside four branch exhaust currently fitted with a proprietary parallel tube silencer. Car repainted after it left the hands of owner Brian Cook, and changed from Battleship Grey to British Racing Green. Externally it retains its original profile as built by Syd Lawrence. DRIVING - I had a very brief run in traffic conditions, but was able to engage top gear, brake and accelerate rapidly. Steering, gearbox, clutch felt good in all areas but brakes need to be adjusted as the front drums were binding. Car was slightly skittish on the tyres with quite high pressures, but handled the bumps surprisingly well. No crashing of suspension. Oil pressure was around 12psi at tick over and increased to 22psi during run. Engine started well and was extremely lively, with little mechanical noise, apart from the loud rasp of the exhaust. It gave excellent acceleration and very strong pull from low revs. The ride was comfortable although exposed. Water temperature remained very cool. Gearbox was pleasant to use, modern clutch coped admirably. OVERALL - This is a racing sports car. Its appeal is limited by its lack of practicality. It was designed for a purpose and was historically successful. Its appeal probably lies in its associations with Syd Lawrence and his great exploits which are well documented in a file that is to be sold with the car. Subsequently in various hands, it continued to gain success on the track. It has been well maintained and much has been spent on it over the years. Among the more famous 3/4.5 Litre Specials, albeit one made from period parts by a renowned expert rather than a "matching numbers" example, 'VMF 944' possesses its own unique character and a well-known provenance.
Lot 132
Mercedes have been producing an SL model or range of models since 1954, when the landmark 300SL was unveiled. The third generation (R107) was launched in 1971, and over its 17-year reign was powered by no less than eight different engines. The 450SL option was available from 1973 to 1980. Its V8 produced some 225bhp at 5000rpm and 278 lb ft of torque at 3000rpm - sufficient to endow the model with effortless acceleration and a top speed of 135mph. The vendor of the righthand drive 450SL on sale informs us that it was recently restored and he therefore considers it to be 'one of the best around'. It evidently comes with a full and extensive history, including details of all the servicing. It sports Silver bodywork teamed with a Blue Tex interior and is being offered complete with soft and hard tops, fly screen, alloy wheels and auxiliary front lights.
Lot 139
Introduced in 1927, the Rally Type ABC featured an 'abaissee' (or underslung) chassis that endowed it with notably good handling / roadholding. Indeed such was the Paris-built sports car's reputation that MG are known to have acquired one for analysis. Available with a choice of 1.1, 1.2 and 1.5 litre four-cylinder proprietary engines allied to three-speed manual transmission, even the smallest capacity derivative was reputedly capable of over 80mph. A popular choice in 1.1 litre class events, the Rally Type ABC's period competition pedigree encompassed the GP de l'A.C.F., Spa 24 hours, GP Guipuzcoa, Bol d'Or, Mille Miglia and Brooklands Double Twelve. One of a pair imported new to the UK by motor trader J.A. Driskell and L. Cutbill Jnr to promote the marque, this particular example was finished in red, christened 'Moulin Rouge' and road registered as 'UL 8540'. Nicknamed 'Moulin Bleu', its appropriately-hued sister car bore the number plate 'UL 5582'. Entered for the MCC Land's End Trial in late March 1929, the two 'Moulins' were rewarded with Silver Medals. Contesting the inaugural Brooklands Double Twelve race two months later, 'UL 8540' demonstrated an impressive turn of speed until suffering piston failure some six hours in. Repaired using parts from the spare car, Driskell / Cutbill's mount made-up much lost ground on day two. Sold off thereafter, the Rally Type ABC was re-acquired by J.A. Driskell during early 1933. In between times he had campaigned a BNC and engaged the services of Ralph Silva as an apprentice mechanic (the latter subsequently worked for first ERA and then Prince Bira alongside Stan Holgate). Re-liveried from red to blue, 'UL 8540' participated in numerous sprints and hillclimbs with Driskell / Silva aboard as well as returning to Brooklands for the High Speed Trial and Relay Race etc. Doubtless more agile than the Ford V8 that he piloted on the 1934 Monte Carlo Rally, Driskell is rumoured to have kept the French sports car until his death during late WW2. An accompanying list of former keepers suggests that 'UL 8540' remained in the Home Counties until the mid-1950s when it migrated northwards. Acquired by Douglas John Moray Stuart, the sometime Lord Doune and 20th Earl of Moray in 1972, the voiturette formed part of his renowned motorcar collection for nigh on thirty years. Restored whilst on display at Doune Castle, it changed hands twice thereafter before entering the current ownership during 2003. Starting readily upon inspection, 'UL 8540' retains what the vendor believes to be its original but much repaired SCAP X11 1.1-litre engine. Still wearing the same 'Grand Prix'-style, tapered-tail bodywork that it sports in the numerous period photos on file, the two-seater even displays evidence of what is thought to be its initial 'Moulin Rouge' livery (visible to the chassis and axles in places). Sparingly used over the last dozen years, the Rally Type ABC has nonetheless benefited from new internals for its three-speed manual gearbox. Thought to have been fitted with an uprated rear axle during the 1930s (the original unit lacked a differential), the two-seater also sports a period Rene Thomas four-spoke steering wheel. Described by the vendor as possessing 'fair' paintwork and 'patinated' blue leather upholstery, 'UL 8540' was much admired when invited to form part of Cartier's 'Style et Lux' exhibit at the 2014 Goodwood Festival of Speed. Seemingly highly original and potentially eligible for the Mille Miglia Storica among many other prestigious events, this undeniably handsome (Bugatti Type 37-esque) Rally is offered for sale with V5C Registration Document, history file and its silver medal from the 1929 MCC Land's End Trial.
Lot 14
For many the ultimate XK150 variant, the 3.8 litre S model became available in late 1959. Topped by a straight-port cylinder head and fed via triple SU 2-inch caburettors, its straight-six DOHC engine was rated at 265bhp and 260lbft of torque. Equipped with four-speed manual plus overdrive as standard, the model was reputedly capable of 0-60mph in 7.6 seconds and 141mph. Jaguar's performance flagship until the E-Type arrived, the XK150 S 3.8 could be had in Roadster, Drophead Coupe and Fixed Head Coupe guises. However, just 111 of the latter are thought to have been made to right-hand drive specification. A 'home market' car that was first road registered on 17th November 1959, chassis T825056DN is understood to have been extensively campaigned from the 1960s through to the 1990s and was particularly successful in the hands of amongst others Dave Preece. Featured on the front cover of 'Collector's Car' magazine (May 1980) in full race trim, the Jaguar still sports a Monza-style external fuel filler cap, heavily louvered bonnet and leather-trimmed bucket seats. The subject of recent documented restoration work including a full bare metal respray in 2014, the Fixed Head Coupe plays host to a replacement XK 3.8 litre DOHC engine (complete with straight-port cylinder head and triple SU carburettors). Presently prepared for fast road or mild competition usage (most recently at the Mdina Grand Prix), this rare Jaguar can easily be returned to full FIA race specification. Highly eligible for many prestigious events because of its history and inherent desirability as a XK150 S 3.8 litre, '6007 RE' is offered for sale with V5C Registration, photo restoration record and sundry paperwork.
Lot 140
- The Linstone Car scratch built from Jaguar factory drawings In many ways the XK120's success, both on and off the track, took Jaguar by surprise. Among the fastest production cars of its day, the model had obvious competition potential but the endurance racing derivative that debuted at the 1951 Le Mans 24-hours was an altogether more specialised machine. Conceived behind closed doors, the XK120-Competition - a.k.a. the C-Type - was considerably faster, lighter and nimbler than its roadgoing sibling. The work of Bob Knight and Malcolm Sayer respectively, the newcomer's sophisticated multi-tubular chassis frame and aerodynamic all-aluminium bodywork allowed it to conquer contemporary Ferrari, Aston Martin and Mercedes-Benz opposition. Famous for winning the 1951 and 1953 Le Mans 24-hours, the C-Type may well have triumphed on the 1952 event had Jaguar not chosen to make various unproven modifications. Total C-Type production amounted to just 53 cars but even after Jaguar had turned its attention to the D-Type privateers continued to campaign the older design with considerable success. Unsurprisingly given its beauty, speed and pedigree, the C-Type has inspired numerous imitations. However, very few can be as exacting as The Linstone Car. Just nineteen when he began building racing cars in 1951, Cyril Linstone has yet to stop! Although, his career has been primarily focused upon single-seaters (most famously with Emeryson) he was present at many of the same circuits and meetings as the iconic sports racer in its heyday. Commissioned to build a C-Type copy during the early 1990s, Linstone had a considerable advantage over those attempting the same task either before or after him and that was a set of over 400 detailed factory drawings. It may not happen now but back then a Ford-owned Jaguar were happy to release these blueprints and as such effectively gave their approval to the project. The Linstone Car is estimated to have cost circa £120,000 to create and that is without making a financial allowance for the 3,000 or so hours which Cyril has put into it. Working from factory drawings means that the two-seater incorporates various internal details which a 'tool room' copy would be unlikely to replicate. The Linstone Car's donor identity is that of a green 1964 Jaguar, while its alloy bodywork was fabricated by specialist M.L. Panels whose staff were trained at Bob Smith's renowned R.S. Panels. Indeed, the latter firm were responsible for crafting the radiator grille at a cost of several thousand pounds. Sporting an authentic C-type sump, Lucas Special Equipment competition dynamo and twin sand-cast SU carburettors (complete with cold air box), the 3.4 litre straight-six XK DOHC engine has done very little mileage since being thoroughly overhauled by Peter Lander of Sigma Engineering. Allied to a correct-type four-speed manual gearbox, it is understood to develop some 250bhp. The factory drawings were adhered to in a devoted manner. Thus, The Linstone Car utilises needle roller bearings in its pedal assembly (rather than bronze bushes) and a special reverse-engineered universal joint in its steering column not to mention the correct mounts for its instruments etc. More obvious features include a correct-type fuel tank, side-exit exhaust and aluminium-rimmed competition wire wheels. Completed in 2013, plans to race the two-seater have been laid aside. Nonetheless, it possesses a valid FIA Historic Technical Passport. The subject of an article in an upcoming issue of Octane magazine and quite simply the best C-Type Evocation we have had the pleasure of offering, The Linstone Car is worthy of close inspection.
Lot 141
Recipe: take a good 3-litre Bentley chassis, mix in a good 4.5-litre engine, gearbox and transmission and add a light body with accessories to taste. The result is a motor car which, while still retaining a good vintage flavour, possesses a performance equaled by few other machines even of the most modern and expensive type' (Captain J.G. Fry, The Autocar May 14th 1943). A late Bentley 3 Litre, chassis HT1649 was initially fitted with Vanden Plas saloon coachwork and supplied new to J. Henderson Esq. Road registered as `WW 6726' by West Yorkshire County Council on 15th June 1928, an accompanying continuation buff logbook shows that it survived World War Two and was resident in Essex some twenty-six years later. Belonging to Ronald Frederick Fotheringham at the time, the Bentley is known to have passed through the hands of Kenneth Aubrey Cleave, Peter James Warren, Jack Ernest Durler, John William Bache Esq., Fred Zimmer and Ed Hubbard before entering the current ownership via Neil Davies Historic Racing in 1999. Converted into a Tourer during 1963 and reconfigured to 3/4.5 Litre specification using its original `matching numbers' engine crankcase during the 1990s, `WW 6726' was nonetheless treated to an extensive `chassis up' restoration by the vendor. A long term Bentley Drivers' Club member, he sought to create a car that was - in his own terms - as usable and enjoyable as possible. Resembling one of the nine short wheelbase (9ft 9.5in) cars that W.O. Bentley created before adopting the longer wheelbase (10ft 10in) for series 4.5 Litre production, chassis HT1649 also sports a 4.5 Litre-type radiator for improved cooling and 4.5 Litre steering box for easier manoeuvring. A veteran of numerous rallies and tours around the world, `WW 6726' has been developed with performance and reliability in mind. As such, it sports a full-flow oil filter, coil ignition, overdrive, electric fuel pumps and more modern SU HD8 carburettors. Though, the Autovac has been left in situ on the bulkhead should a new owner wish to reinstate it. Pleasingly retaining its original crankcase and magneto tower stampings, the uprated 4.5 Litre engine has not long been treated to a `Blower'-type block sourced from LMB Racing. The four-speed `C-type' manual gearbox is allied to a modern clutch, while the four-wheel drum brakes have been converted to hydraulic operation. Finished in Black with Dark Green leather upholstery, the four-seater rides on 20-inch wire wheels and utilises a 3.53:1 rear axle ratio. The chassis number HT1649 is visible on a lozenge inside the nearside front dumb iron and on the front engine cross member. With its quick-release radiator filler cap, Le Mans-style fuel tank, fold flat windscreen (complete with aero screens), nearside-mounted spare wheel and cycle mudguards, the Bentley does not want for visual drama. An old FIVA Identity Card which accompanies the 3/4.5 Litre states the following: 'The chassis, gearbox and suspension are as original. The wheels have been reduced one inch in diameter to 20 inches and the brakes have been converted to hydraulic operation. The engine retains its original numbered crankcase but has been enlarged to 4398cc. Coil ignition replaces the original magnetos and electric pumps replace the autovac. The radiator is from a 4.5 Litre Bentley of the same period'. Among the most handsome and best sorted Bentley 3/4.5 Litres that we have had the pleasure of offering, `WW 6726' is accompanied by a continuation buff logbook, V5C Registration Document, expired FIA Historic Vehicle Identity Form, old FIA Identity Card and numerous invoices from the likes of Jack Barclay, NDR, VBE Restorations, D.H. Day, John Ambler & Son, William Medcalf and FS Racing etc.
Lot 145
Registering to Bid on the Ferrari 275 GTB/4 from the Richard Colton Collection: - All Registrations to Bid either In Person, via Commission or on the Telephone must be made by 5pm on Tuesday 13th October 2015 - We require passport identification and a bank reference for the total amount, including commission, which you anticipate bidding to - A £5,000 refundable deposit will be taken upon registering and placed in our Client Account, which will be refunded after the auction - Internet Bidding will not be available on either vehicle For further information, please contact Colette McKay on +44 (0) 1925 210035. H&H are indebted to Ferrari historian and author Keith Bluemel, who has recently inspected chassis 10177 at first hand, for the following report: 'The 275 GTB4 berlinetta was the replacement for the 275 GTB, the main difference being the fitment of a four overhead camshaft, two per bank, V12 engine. It was first shown at the 1966 Paris Salon, and remained in production until March 1968, during which time 330 examples were manufactured in the chassis number range 09007 to 11069, 27 of which were UK imported right hand drive versions. The 275 GTB4 was virtually identical visually to the "long nose" two camshaft models, and without lifting the bonnet, there was only one easy distinguishing feature. This was the profile of the bonnet, which on the 275 GTB4 had a slim shallow central bulge running from front to rear. As with the two camshaft cars, the Pininfarina designed body was constructed by Scaglietti in Modena, normally in steel with aluminium doors, bonnet, and boot lid, although a few examples received full aluminium bodies. The bodies were mounted on a 2400mm wheelbase chassis that had factory reference numbers 596, and all were numbered in the odd chassis number road car sequence. The chassis was virtually identical to that of the two camshaft car, the revised number being due to minor differences in the drive train layout. Like its predecessor, the four camshaft model was available in right or left hand drive form. The standard wheels were alloy with a ten hole design, similar to those used on the Ferrari sports racing cars of the period, with the option of Borrani wire wheels throughout the production period. The basic dimensions and layout of the engine were similar to that of the two camshaft unit of the preceding 275 GTB, but fitted with new cylinder heads that featured twin overhead camshafts per bank of cylinders, with factory type reference 226, still of 3286cc capacity, with a bore and stroke of 77mm x 58.8mm, with the sparking plugs sited between the camshafts. The other major difference was the provision of dry sump lubrication. It was fitted with a bank of six Weber 40 DCN9, 17, or 18 carburettors, with a twin coil and rear of engine mounted distributor ignition system, to produce a claimed 300bhp. The engine drove through a shaft in a torque tube, as fitted to late series two camshaft models, running at engine speed to a five speed transaxle, which was independently supported from the chassis frame, and then by drive shafts to the independently suspended rear wheels, that featured the same coil spring and wishbone suspension arrangement as used on the two camshaft 275 GTB model. Chassis # 10177 is a right hand drive example, which was ordered new by Maranello Concessionaires Ltd from the factory on their order # 296 in February 1967, with a specification of silver paintwork, code 106.E.1 Salchi, a blue leather and cloth interior, leather code VM 3015, light blue carpets, a radio console and the optional Borrani wire wheels. It was delivered to them in July 1967, and road registered by them on UK licence plate SMD 2F, to became their demonstrator model. The factory invoice for the car states only blue leather for the interior, so it is assumed that the cloth seat centres were substituted for full leather. In December 1967 the car was sold to T.C. Harrison Ltd, a Ford main dealer in Sheffield, for the company owner Mr Cuth Harrison, when it was re-registered on his personal UK licence plate TCH 1. In June 1969 the car was returned to Maranello Concessionaires for sale by them. Mr Harrison retained his personal licence plate, and it was re-registered on UK licence plate VWJ 770F, then sold through Rob Walker (Corsley Garage) Ltd, Warminster, Wiltshire, in August 1969, to a Mr J.E. Renton, of Greywell, near Basingstoke, Hampshire. The registration number was probably the same as re-registered by Maranello Concessionaires in June 1969, i.e. VWJ 770F. There is a letter in the Maranello Concessionaires Archive file indicating that he still owned the car in January 1970. The next owner is understood to have been a Mr W. Locksley-Cook in Westerham, Kent, when it was registered on UK licence plate BC 777, who had purchased it from the Sunningdale Carriage Company, of Sunningdale, Berkshire. In 1971 the car was once again for sale at Maranello Concessionaires, now on UK licence plate TVB 758F, so Mr Locksley-Cook had clearly retained his personal plate. In July 1971 it was purchased by Mr Robert Horne of Horne Brothers Ltd, the tailors (By Appointment to H.M. Queen Elizabeth II Livery Tailors). He kept the car for a little over a year, and then it was sold through Rose & Young Ltd, of Caterham, Surrey, around September 1972 to a Mr W. R. Curtis of Great Abington, Cambridgeshire, when it was registered on UK licence plate 69 EVE. In his ownership during 1974, the engine was fully rebuilt at 36,215 miles, by Graypaul Motors Ltd, of Loughborough, Leicestershire, and later in the year they also replaced the suspension wishbones, bushes and ball joints. The car was purchased by Richard Colton from Mr Curtis through Maloney & Rhodes Ltd, of Cambridge in November 1974, and was owned by him for over 40 years, up to the time of his passing in March 2015. At the time that he purchased the car it was painted red, although it is not known when the colour change took place, however it retained its original blue interior. Initially in his ownership it was still on the UK registration number 69 EVE, but at some stage early in his ownership (definitely by 1979), he had the car re-registered on UK licence plate RCO 777. At this time the car had a nudge bar fitted to the nose, although this was subsequently removed, and the quarter bumpers retain plugged fixing holes where this was attached. In September 1979 he entrusted the car to G.T.C. Engineering of Rushden, Northamptonshire, for a full bare metal re-spray in Mercedes-Benz Astral Silver, code DB375, which was completed in the November of that year. The car was returned to them in the middle of 1986 for further paintwork to be carried out on the bonnet and boot lids, and one front wing. The invoice for this work also has a note about welding up the radiator support bracket, and there is clear evidence of this on the car today. It is almost certain that this was the last time any work was carried out on the paintwork, as close inspection reveals numerous areas of micro-blistering, and there is deeper bubbling on the top edge of the right front wheel arch, together with on the top of the same wing close to the bonnet. The paintwork also has some chips and cracks in various locations on the body. The black paint under the nose and tail of the car does not have the correct perimeter profile or finish. It is currently finished with black underseal, whilst the correct finish is satin black. There is some flaking to the paint on the inside of the bonnet. Click here for the full description.
Lot 29
First seen at the 1989 Frankfurt Motorshow, the Pininfarfina-penned mid-engined 348 replaced the 328. The 348TB (Berlinetta) and 348TS (Spider) were the first series-production Ferraris to feature a steel monocoque chassis as opposed to a tubular frame. The newcomer's 3405cc quad-cam 32-valve V8 engine developed 300bhp and 238lbft of torque - sufficient to propel the newcomer to 60 mph in 5.4 seconds and to a top speed in excess of 170 mph. 1 of just 4,228 this left-hand drive example departed the Maranello factory in 1992 and has formed part of an extensive well maintained Japanese collection. Displaying 54,009 kilometres (approximately 33,559 miles) the Ferrari has recently arrived on these shores and has been Nova registered. Offered for sale with its original service book, reproduction handbook, Japanese service records and hood bag for the Targa top the 348 has also been cosmetically enhanced with a F355 Challenge rear grill and sports a Momo steering wheel with Ferrari emblem. PLEASE NOTE: Should this lot remain in Europe, it will be subject to VAT (20%) on the full purchase price (both the hammer price and the commission).
Lot 30
One of the first manufacturers to successfully experiment with overhead valvegear, Buick was also the keystone on which William C Durant founded his General Motors Empire in 1908. Known for the quality and sophistication of its designs, the Flint-based concern produced some 19,051 cars in 1912. Finished in Red with Red upholstery, this particular three-door, four-seater Tourer is described by the vendor as being in 'good' condition with regard to its four-cylinder OHV engine, three-speed manual transmission, electrical equipment, bodywork and paintwork, while he rates the interior trim as 'OK'. Reportedly dating from 1912 and further understood to be in the process of having a UK V5C Registration Document issued to it by the DVLA, this appealing Edwardian Buick sports a wooden bulkhead, Black hood and artillery wheels shod with 'Non-Skid' tyres.
Lot 33
- Ford 289ci V8 powered for c.40 years Introduced in October 1953, the AC Ace was essentially a reworked version of 'LOY 500' the handsome John Tojeiro designed sports racer with which motor trader Cliff Davis had notched up six wins and four seconds that season. Lured into collaboration with the Thames Ditton manufacturer by the promise of a £5 per car royalty fee, Tojeiro ensured that the new model's ladder-framed tubular chassis enjoyed the same handling prowess as its competition forebear by equipping it with all-round independent transverse-leaf suspension. Styled after 'LOY 500' (itself modelled on the Carrozeria Touring clad Ferrari 166 MM Barchettas), the Ace was arguably even more handsome. Initially powered by AC's own 1991cc OHC engine, the availability from February 1956 onwards of another straight-six in the guise of Bristol's tuneable 1971cc unit gave the aluminium-bodied sports car a welcome boost in both sales and performance. Upgraded with optional Girling front disc brakes in 1957, Ace Bristols achieved considerable success at Le Mans (1957: 2nd i/c, 1958: 2nd i/c, 1959: 1st i/c) as well as dominating the Sports Car Club of America's production championship for classes E (1957-1959), D (1960) and C (1961). According to the letter on file from Club Registrar Tony Bancroft, this particular left-hand drive example - chassis number BEX235 - was despatched from Thames Ditton on 7th December 1956 and delivered to Jack Fernandez in Caracas, Venezuela. As well as being the Venezuelan AC importer, Fernandez was a keen racer and competed with several early Bristol-engined Aces, similar to the one offered here, in both South and North American events. No mean driver, he is known to have taken part in the Sebring 12 hours among other high profile meetings. Although there is no documentary evidence to confirm the supposition, being such an early car it is possible that Fernandez campaigned BEX235 and indeed one American website lists it as having been raced in Venezuela for two years. Competition success obviously gave Mr. Fernandez a great deal of favourable publicity which resulted in Venezuela becoming the third biggest export market for Ace-Bristols, behind only the USA and France and well ahead of anywhere else. The two-seater eventually ended up in North America and by the 1970s - perhaps earlier - had been fitted with its current, 1965 date-stamped Ford 289 cu in (4.7 litre) V8 engine and T10 gearbox. Pleasingly, the history file contains photographs of the car taken in the early 1980s appearing largely as it does today. By 1991 BEX235 belonged to the US firm Southern Classics and thereafter it passed through the hands of Ron Leonard, well known marque aficionado and proprietor of the AC Exchange in Colorado, and Peter Fisher, while its last American custodian was Tony Carpenter of Marietta, Georgia. The V8 conversion was carried out without any major changes to the body or chassis. Although the car's original chassis plate has been lost at some time, the chassis number stampings remain clearly visible on the bonnet, boot hinges and both door hinges and tally with the letter of authenticity from Tony Bancroft, official registrar of the AC Owners Club. Upon its return to the UK, the car benefited from a suspension overhaul including new Spax shock absorbers, kingpins and bushes plus the fitment of a rack and pinion steering conversion supplied by well known Club member Ben Yates (which had been developed in conjunction with John Tojeiro). Drawn to the re-engined Ace's obvious performance potential not to mention its similarity to an early / prototype Shelby Cobra, the vendor acquired BEX235 for his Scottish collection during late 2009. Despatched to Ian Nuthall of IN Racing not long thereafter, a thorough check over resulted in '124 XUX' receiving replacement propshaft bearings and new Black leather upholstery. Sporting a set of desirable Marchal `Fantastic' spotlamps and `Le Mans-style' nose cowl, this tempting AC is offered for sale with the aforementioned letter of authenticity, V5C Registration Document and sundry paperwork.
Lot 38
- Beautifully restored example showing less than 20 miles covered since completion - Engine by Cox & Turner and transmission by R Whitehouse & Son - Rare Fairey Capstan Winch fitted to front Many consider the 86 to be the best of the Series 1 Land Rovers, and this example has recently exited a total nut and bolt restoration of the highest standard, regardless of cost, with the aim of preserving it for the next 60 years. The 2-litre 'spread bore' engine has been completely refurbished by one of the most respected specialists and finished in the correct Grey enamel. The gearbox and transfer case have been similarly restored. The clutch and fuel system are new and a stainless steel exhaust system and replacement solid state fuel pump have been installed. All the wiring has been replaced, and the nuts, bolts and general fittings re-plated. All galvanised parts have also been re-plated and refitted using the correct rivets. The bodywork has been carefully restored with some replacement panels; the paintwork meticulously prepared, with all components etch-primed, undercoated, and finished in two-pack Bronze Green. The galvanized chassis is finished in the same colour. The bulkhead is said to be in 'perfect condition' and the Landie has been fitted with the later Burman recirculating ball steering box. The brake system features all new components, the spring and shackle assemblies have been replaced, and the steering wheel and instruments have been refurbished, while the seats and hood are new replacements courtesy of Exmoor Trim. The vehicle sports a new set of five original-pattern 6.00x16 Avon TM tubed tyres supplied by Vintage Tyres of Beaulieu. The Land Rover's overall specification is very much as original, apart from the provision of flashing indicators, Fairey capstan winch and the electrical connections for a tow bar, should one be required. A wonderful early example of a breed that's set to die out at the end of this year. Having covered less than 20 miles since completion this stunning Landie is quite simply amazing to behold.
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