An Alpa 12 S/WA Medium Format Camera,1998, black, serial no. 0080734, with Schneider Super-Angulon XL f/5.6 47mm lens, black, serial no. 1400734, body, E, lens, E, shutter working, including viewfinder with spirit level and Linhof Super Rollex 6x9cm back. Note: Body only still retails new from Linhof Studios in the UK at £5710.80. Note: This lot incurs VAT, due to being imported into the UK, at a preferential rate of 5% on Hammer Price and the prevailing rate of 20% on Buyer's Premium. This is not applicable to bidders if Flints exports this lot outside of the UK.
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One of the 90 examples finished by Ford in the more refined road car specification and just 7,800 miles from new.Ask any rally fan to name their favourite era and chances are that the wild Group B years will be at the top of most people’s list. It was a time of uncompromising and completely unhinged machinery, with designers and engineers really pushing the edge of the envelope when it came to interpreting the rules and endowing these four-wheel-drive turbocharged monsters with the maximum possible performance. Perhaps the wildest of them all was Ford’s RS200 and where the Audi Quattro, Peugeot 205 T16 and even the Lancia Delta S4 were very obviously derived from their more mundane production cousins, Ford took a different route, designing and building a Group B car that looked – and drove – like no other Ford before or since.Ford had, of course, been part of the rallying furniture ever since the rear-drive Escort made its debut, but as the WRC entered the Group B era, it found itself without a machine to compete at this level. Unusually for Ford, the solution proved elusive and, with the Escort RS1700T failing miserably, they were forced to return to the drawing board and start all over again. The result was the RS200, however, they had now become ‘late starters' and were effectively three years behind. The car was styled by Ghia and, unusually, the bodywork for the majority of cars was entrusted to Reliant of Shenstone, a company who knew a fair bit about building fibreglass cars. The chassis engineering was looked after by F1 gurus Tony Southgate and John Wheeler. Naturally, four-wheel drive was essential and it was built around a space-frame chassis, Kevlar bodywork, and a potent mid-mounted engine courtesy of well-proven race engine builder Brian Hart. Add to this an innovative front-mounted gearbox for better weight distribution and balance, plus a variable torque-split differential from Ferguson, and you have a serious rally car. The RS200’s mid-mounted engine was a development of the RS1700T’s, but capacity was increased to 1803cc with a bore and stroke of 86.0 and 77.62mm respectively. It featured Ford/Bosch injection, and with an 8.2:1 compression ratio allied with a Garrett turbocharger in road-going trim it developed 246bhp at 6500-7000rpm and a maximum torque output of 215lb ft at 4000-5000rpm. The rally cars had significantly more to play with – 444bhp at a screaming 8000rpm and 361lb ft at 5500rpm.It looked like Ford finally had the package to win and things were looking promising after Kalle Grundell came home third in the Swedish Rally of 1986, however, the fickle finger of fate was soon to be pointed at Group B. After a series of tragedies with both drivers and spectators being killed, it became obvious that 600bhp, lightweight rally cars being threaded at three-figure speeds through banks of standing spectators was not the way forward and the decision was taken by the FIA to pull the plug on Group B at the end of the ‘86 season. As a result, after just one year in competition, it was all over for the RS200 so it never got to show off its full potential, however, it did prove that it had enormous promise with many of the cars being spectacularly successful in Rallycross particularly in the hands of Norwegian Martin Schanche.FIA Homologation Rules for Group B required the construction of at least 200 road-legal vehicles, however, the demise of Group B meant that only 144 were completed. Of these, 20 were further developed and sold as the RS200 Evolution with a 2.1-litre power unit, a number were disassembled for spares, and records indicate that 90 were converted to road cars with improved build quality and a number of creature comforts.In the true tradition of RS Fords, Silverstone Auctions are proud to offer this RS200 as one of the 90 cars Ford returned to the more refined road specification. Well documented, it was supplied by Frews of Perth, one of the nine Rallye Sport Dealers in Scotland, to Mr Brian Holmes in Derbyshire who was the former Managing Director of Chesterfield-based Auto Windscreens, which probably explains why it comes with a new boxed spare windscreen. The RS joined his Collection which included an RS500, also supplied by Frews. It was fitted with the 300bhp upgrade, a multi-light grille lamp-pod, full competition Sabelt harnesses and finished in Ford Motorsport’s iconic blue and white livery.The RS200 remained with the Holmes family until 2010 and had still only covered around a 1,000 miles when it was entrusted to RS200 expert Geoff Page for a total engine refresh. The work is fully documented in the history file. It revisited GPR again in October 2012 for a throttle pot and full spanner check before being exported to a collector in Japan. He decided to reduce his collection and it returned to the UK last month with an indicated mileage of 7,794. It's supplied with the original alloys, spare screen, light-pod cover, original exhaust and its factory owner's manual.Group B rally cars with the cachet of the RS200 seldom come to market and, with its solid timeline and lovely condition, this is a super example and we welcome and encourage your close inspection.If this lot remains in the UK it will be subject to a reduced rate of import duty of 5% on the hammer price. SpecificationMake: FORDModel: RS 200Year: 1988Chassis Number: SFACXXBJ2CGL00118Registration Number: F666 MSLTransmission: ManualEngine Number: GL00118 Drive Side: Right-hand DriveMake: RHDInterior Colour: RedClick here for more details and images
The rare and desirable 'Side Oil Fill' 2.4S.The first of countless upgrades to the perennial 911 came in 1966, two years after production had commenced, with the introduction of the 911S. Easily distinguishable by its stylish Fuchs five-spoked alloy wheels, the 'S' featured a heavily revised engine producing 160bhp. In 1967 the 911T (Touring) was introduced as a new base model, initially with the 2.0-litre engine in 110bhp form before adopting the 2.2-litre unit along with the rest of the range in 1969, by which time the 911's wheelbase had been extended by 57mm to tame the sometimes wayward handling.Such was the 911's success that within a few years Porsche was selling cars faster than it could build them, a state of affairs that led to a substantial proportion being manufactured by coachbuilder Karmann at its Osnabrook factory. By this time the models on offer had stabilised at three: the entry-level 911T, middle-ranking 911E, and top-of-the-range 911S, all of which were available as either a closed Coupé or Targa convertible. With the 2.2-litre engine's arrival, a common type of cylinder head was adopted, the differing power outputs being determined principally by valve timing rather than valve sizes as had been the case hitherto. In 1972, all 911 variants received the 2,341cc (nominally 2.4-litre) unit, which in 'S' specification produced around 190bhp, 60 more than the original 911 of 1963. For 1972, in addition to the larger engine, the' E' series had a further two revisions. An aggressive new front spoiler was incorporated below the bumper and in an attempt to move as much weight as possible towards the centre of the car, the oil tank was re-positioned inboard of the right rear wheel arch, resulting in the introduction of an external oil filler cap on the right-hand side rear wing behind a flap ('Oel Klappe'). The propensity for petrol station attendants to fill the oil tank with fuel, and the resulting warranty claims, quickly persuaded Porsche to change the design and 1972 'Oel Klappe' cars became difficult to sell, possibly resulting in their comparative scarcity today. As is often the case, that rarity has resulted in the 'Oel Klappe' cars now being the most sought after.The car on offer today is a left-hand drive 1972 2.4S finished in Sepia Brown with a black interior. It was originally supplied to Italy and following a number of years there, it was purchased by a Dutch enthusiast who retained the car until 2002 and looked after it well judging from the number of invoices on file from a Porsche specialist. The 911 arrived in the UK in 2002 and was obviously in largely original condition at the time as indicated in a pre-purchase inspection report completed by Andy Prill.The 911 has remained in the UK ever since 2002, passing through a few Porsche collectors over the past 20 years, who all used well known Porsche specialists during their ownerships such as Gantspeed, Autostrasse, Autofarm and Peter Chambers Automotive with invoices on file detailing the work carried out on the car over this period of time.In more recent years, under current private ownership, the 2.4S has been entrusted to the renowned Classic Porsche restoration specialists, Historika, who carried out a full £20K plus engine rebuild in 2021, again with invoices on file detailing the extensive work.This 2.4S really is in super condition with good detail yet retains a really nice original feel. Reported to drive well and has clearly been sorted and well set-up offering all those wonderful 911 qualities that make these early cars so addictive.SpecificationMake: PORSCHEModel: 911Year: 1972Chassis Number: 9112300845Registration Number: NADrive Side: Left-hand DriveMake: LHDClick here for more details and images
Geologie - - Tata, Domenico. Relazione dell' ultima eruzione del Vesuvio della sera de' 15. Giugno. Napoli, Presso Aniello Nobile, 1794. 42 S. 20 x 14 cm. Neuere marmorierte Broschur.Äußerst seltener Bericht über den Ausbruch des Vesuvs im Jahr 1794 von Abbé Domenico Tata (1723-1800), Professor für Physik und Mathematik in Neapel, der in den Streit über den vulkanischen oder meteoritischen Ursprung des "Steinregens" verwickelt wurde, der sich 1794 in der Gegend von Siena ereignete. - Fera/Morlicchio II, S. 310: "Rara settecentina". - "The Siena fall was of key significance in the founding of meteoritics. It was the first in modern times to occur in the vicinity of a European city and to be witnessed by so many people that its authenticity could not be denied...The two treatises on the fall published in 1794 by the Abbés Soldani and Tata raised discussion of the subject to the level of learned discourse and prompted scholarly inquiry internationally." - Besitzerstempel auf Titel. Etwas fleckig, sonst gutes Exemplar.
A RARE AND LARGE 'LADIES AND BOYS' WUCAI DISHYu tang jia qi mark, ShunzhiFinely potted with deep rounded sides rising from a short foot ring, the interior exquisitely decorated with two ladies and five boys, one lady carries a young boy in her arms while the other with her back to us plays with a Cassia flower, one boy hiding behind a lady humorously pulling his face at the viewer, another two boys playing with a drum gaze in the distance, all within a balustraded garden with large craggy rocks and prunus, a three character inscription reading tanhua lang 'The Flower Snatching Gentleman', the underside of the dish with maker's mark in underglaze blue within a double circle. 33cm (13in) diam.Footnotes:清順治 五彩仕女嬰戲圖盤青花「玉堂佳器」楷書款Provenance: S. Marchant & Son, London, 27 September 2005來源:倫敦古董商 S. Marchant & Son,2005年9月27日The painting on the present lot has multiple allusions to examination success. It is particularly remarkable however, for the humorous twist the craftsmen took in making the child behind the lady pull his face at the viewer; making a common trope of hopeful wishes for examination success into something unique. The image shows a lady plucking a cassia flower before the child held up to her. To 'pluck the cassia' was a euphemism for passing the Imperial civil service examinations. The phrase has its origins from the biography of Xi Shen (郤詵, exact dates unknown) in the Book of Jin (晉書), an official history of the Jin dynasty (266-420). Xi Shen was sent to Yongzhou as a Provincial Governor, but before he journeyed, Emperor Wu of Jin (236-290) asked him: 'how does our minister [i.e. you] consider yourself? [for the role]'. Xi replied saying: 'I, your servant, esteem virtue and am good at strategies in running a state, [I am] first under heaven, like a branch from the forest of cassia, or jade from Kunlun'. The link between plucking flowers and examination success is further reinforced by the inscription on the dish reading 'The Flower Snatching (or Plucking) Gentleman' (tanhua lang 探花郎). Tanhua was the title given to the third highest ranking candidate in the examination for the jinshi ('presented scholar') degree, the highest level. Zhuangyuan (literally meaning 'top thesis author') was the title given to the highest scoring candidate, while Bangyan (literally 'eyes positioned alongside') was the title awarded to the second highest scoring. The child reaching out for the flower held by the woman is literally a 'flower snatcher' or tanhua, embodying the hopes of later achieving examination success. See a blue and white bottle vase, Kangxi, with the same design, illustrated in The Complete Collection of Treasures of the Palace Museum: Blue and White Porcelain with Underglazed Red III, Hong Kong, 2000, p.14, no.10. See also a pair of related famille verte dishes, Kangxi marks and of the period, illustrated by S.Jenyns, Later Chinese Porcelain, London, 1965, pl. XXXI, no.2.This lot is subject to the following lot symbols: ** VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.For further information on this lot please visit Bonhams.com
A VERY FINE BLUE AND WHITE 'HAN XIN' PEAR-SHAPED VASEKangxiElegantly potted with an ovoid body rising from a short foot to a long cylindrical neck and flaring mouth rim, painted around the body in vibrant tones of cobalt-blue with a continuous scene of Han Xin and companion on horseback being chased by Xiao He riding at full gallop followed by an attendant emerging from a gate, Han Xin stops by the river with fan held aloft while a boatman approaches, all amidst pine trees and craggy rocks, a herring-bone border under the mouth rim. 18.3cm (7 1/4in) high. Footnotes:清康熙 青花「蕭何月下追韓信」故事圖膽瓶Provenance: S.Marchant & Son, LondonAdrian M. Joseph (d.2010), Hong Kong, 6 September 1985Published, Exhibited and Illustrated: S. Marchant & Son, Chinese Blue and White - Wanli to K'ang Hsi, London, 1980, no.71來源:倫敦古董商S.Marchant & Son 香港Adrian M. Joseph(逝於2010年)舊藏,1985年9月6日 出版展覽:S. Marchant & Son,《Chinese Blue and White - Wanli to K'ang Hsi》,1980年,編號71Han Xin 韓信 (died 196 BC) was a military general who served Liu Bang 劉邦 (died 195 BC) in founding the Han dynasty. Initially, Liu Bang was not impressed with Han Xin and put him in charge of food supplies. After a while, Han Xin became discontented and attempted to desert under the cover of darkness. Xiao He 蕭何 (died 193 BC), one of Liu Bang's chief advisers, recognised Han Xin's talent, however, and heard that he left. Xiao He immediately chased after Han Xin to bring him back, whereupon Han Xin was promoted to the rank of general. According to some versions of the story, Xiao He was able to catch up to Han Xin because the rise in water level prevented Han from crossing the river. In the Jin dynasty, Jin Renjie wrote the play 'Xiao He Chasing after Han Xin under the Moon' in which Xiao He invited Han Xin for a boat ride after catching up with him; several other Ming dynasty versions of the story also existed. The original story, recorded in Sima Qian's Shiji (史記), would have resonated strongly with many scholar-officials during the late Ming dynasty, who felt their talents to serve in the government were not being appreciated under the waning Ming empire. The same motif can be found on a baluster vase, c.1635-40, illustrated in Seventeenth Century Chinese Porcelain from the Butler Family Collection, Alexandria, 1990, p.78, no.37.See also a very similar blue and white vase, with the same design, Kangxi, illustrated in Folklore in Ming and Qing Porcelain, Hong Kong, 2019, pp.48-49. Another very similar vase with the same design, Kangxi, is illustrated by H.Garner, Oriental Blue and White, London, 1970, pl.69, no.A.This lot is subject to the following lot symbols: ** VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.For further information on this lot please visit Bonhams.com
DAUTEL 3 Flaschen Bönnigheimer Sonnenberg "S", 1998, Region: Württemberg, Deutschland, Rebsorte: Riesling, 10% Vol., je 750 ml, Füllstand: HF (high fill), Etiketten besch., Alters- und Lagerungsspuren, Versandbeschränkungen außerhalb der EU.| DAUTEL 3 bottles Bönnigheimer Sonnenberg "S", 1998, Region: Württemberg, Germany, grape variety: Riesling, 10% vol., 750 ml each, fill level: HF (high fill), labels damaged, signs of age and storage, shipping restrictions outside the EU.
WEINGUT MEYER-NÄKEL 5 Flaschen "Spätburgunder -S-" 1999 Region: Dernau, Deutschland, Rebsorte: Spätburgunder, 750 ml, 13,5% Vol., Füllstand: IN (into neck), Etiketten besch., Alters- und Lagerungsspuren, Versandbeschränkungen außerhalb der EU!| WEINGUT MEYER-NÄKEL 5 bottles "Spätburgunder -S-" 1999, Region: Dernau, Germany grape variety: Spätburgunder, 750 ml, 13,5% Vol., filling level: IN (into neck), labels damaged, signs of age and storage, shipping restrictions outside the EU!
A Mamiya RB67 Pro S Camera, serial no C508971, body G, some paint, wear, scratches to edges, ding to viewfinder slot, bellows G-VG, with Mamiya Sekor 90mm f/3.8 lens, shutter working, barrel G, light paint wear, elements G, some dust, tiny fungus spot to front element, with waist level finder, revolving film back adapter and three Pro S film backs
A Mamiya RB67 Pro S Camera, serial no C531822, body G, missing name plate from front, missing focusing knob from L/H side, other missing centre piece, some light wear to edges, bellows G-VG, with Mamiya Sekor 90mm f/3.8 lens, shutter working, barrel G, light wear, elements G, some dust, with waist level finder, no film back adapter, with body cap and two Pro S film backs
A Zenza Bronica SQ Camera, serial no 1108796, body G, light wear, with body caps, no waist level finder, with Zenzanon-S 80mm f/2.8 lens, shutter working, barrel G, light paint wear to filter ring, elements G, some dust, with 6 x 6 roll film back, some wear to edges, body and lens caps, in worn maker's boxes
George Leslie Hunter (British, 1877-1931)The Blue Teacup, circa 1928-9 inscribed by Arthur Leyden 'By Leslie Hunter/about the 1920's/A.T. Leyden' (to backing paper, verso)oil on board55.2 x 45.4 cm. (21 3/4 x 17 7/8 in.).Footnotes:ProvenanceArthur Leyden and thence by descentLiterature & MediaBill Smith and Jill Marriner, Hunter Revisited, the Life and Art of Leslie Hunter, Atelier Books, Edinburgh, 2012, p.156Palin on the Colourists, Directed by Eleanor Yule, First aired on BBC 2, 2000; BBC DVD, 2008 BBC Worldwide Ltd. After viewing successive Matisse exhibitions at Bernheim-Jeune, Paris in 1922, 1923 and 1924, Hunter had been more than ready to push forward. When he re-located to Provence in the South France in 1927, it inspired a life-affirming liberation of his own sense of bold colour, form and pattern. By late summer 1928 he was feeling confident that his work had reached the kind of level that would benefit from showing in New York, where he knew Matisse, Picasso et al were gaining a significant following. He was also free to organise it himself as crucially his contract with art dealers Reid & Lefèvre exempted him from paying commission to them where the United States was concerned.Gathering together his best work, he sent it in advance to Arthur. On 19 November 1928, he sailed to New York to reside with Arthur and his family for six months while he scouted for a gallery to exhibit his work. Peploe and Fergusson had recently shown at Kraushaar Art Galleries, but it was Ferargil Galleries who specialised primarily in American art that offered Hunter his much longed-for solo exhibition in New York. In the meantime, Hunter's compulsion to paint continued and this he carried out in Arthur's apartment. According to Arthur's daughter Peggie, The Blue Teacup was painted there.The Ferargil exhibition opened in April 1929 to much fanfare and enthusiastic newspaper reviews including in The New York Times by no less than Lloyd Goodrich (1897-1987) who went on to become Director of The Whitney Museum of American Art.Will Irwin (1873-1948), Hunter's friend from San Francisco days, a journalist of international renown wrote the introduction to the catalogue. He commented on meeting Hunter over the years in New York, Paris, London and Glasgow:'I had laughed with him many times over these recurrent meetings of ours before I realised how much the boy I knew and starved with in San Francisco was coming to mean in modern art.'(Bill Smith and Jill Marriner, Hunter Revisited, the Life and Art of Leslie Hunter, Atelier Books, Edinburgh, 2012, p.151)The Blue Teacup, is very much Hunter's bold statement that he has arrived in his naturalised country demonstrating a firm grip on what it means to be modern. And this was in no small part, thanks to the unfailing support of his cousin Arthur Leyden.This lot is subject to the following lot symbols: ** VAT on imported items at a preferential rate of 5% on Hammer Price and the prevailing rate on Buyer's Premium.For further information on this lot please visit Bonhams.com
A George V silver milk jug and sucrier, S Blanckensee & Son Ltd, Birmingham 1917, each of faceted baluster form with angled handles on four bun feet, each 10.5cm high, gross weight 11.90ozt (2)CR: Sucrier: Denting to feet, one foot in particular is very heavily dented and shows signs of light splitting - as a result the sucrier wobbles slightly on a level surface. The body shows several small to mid-sized dents throughout, and heavy scratching and wear commensurate with age and use. There are no obvious signs of splitting or repair.Milk jug: Some denting to the body, heavy scratching and wear commensurate with age and regular use. There are no obvious signs of splitting or repair. Milk jug sits flat on a level surface.See pictures for illustration.
c.1981 Villa-Sebring 125Registration no. not registeredFrame no. FV-S*4073* DGM0M50957Engine no. FV125S4064Brothers Francesco and Walter Villa began building their own machines in the mid-1960s. Walter raced Villa bikes before his rise to stardom, securing three consecutive 250-class World Championships for Harley-Davidson between 1974 and '76, to which he added one in the 350 class. Manufactured up to 1988, the firm's lightweight roadsters used proprietary engines at first, while its successful moto-cross and enduro models used motors of Villa's own design. From the early 1980s the roadsters featured water-cooled engines of Villa's own manufacture, such as the Seebring offered here (idiosyncratic spelling is correct).The production Seebring's cockpit fairing was mounted directly on the front fork while this one's is fixed to the frame, as seen on the later version of this model: the Daytona. It also has a low exhaust pipe, whereas the standard Seebring had a high-level pipe. Probably this is a pre-production machine built for a trade show prior to the start of series production in 1982. Noteworthy features include reed-valve induction, a six-speed gearbox, Motoplat electronic ignition, mono-shock rear suspension, disc front brake and 18' alloy wheels. We are advised that the machine has been homologated but is not licensed. Purchased by the vendor at the Bonhams Spring Stafford Sale 2016 (Lot 230), it has been dry stored since and is offered with a NOVA declaration.Footnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
1936 Rudge 248cc SportsRegistration no. UJ 7686Frame no. 57852Engine no. T1317Motorcycle manufacturers from 1910 to 1939, Rudge were renowned for championing the four-valves-per-cylinder engine layout, employing it for the first time on a 250 in 1931, its previous offerings in the class having used two-valve JAP engines. The contemporary 350's fully-radial valve arrangement was used for the new quarter-litre Rudge, rather than the semi-radial arrangement of the sports and racing 500s or the parallel layout preferred for the touring Special. The Rudge 250 was unusual for its day in having coil ignition, though a magneto became optional later and was standard issue on the works racers and the TT Replica. A two-valve Tourist version joined the existing four-valve Sports 250 for 1935 and became the Rapid the following year when it adopted the marque's characteristic coupled brakes. With the deletion of the four-valver at the end of 1936, the Rapid became the sole 250 in the range (a new Sports version with high-level exhaust was added for 1938) and the only Rudge to retain the left-side gear pedal to the end. Sold strictly as viewed, this four-valve Sports was purchased from Bonhams' sale of the Geeson Brothers' Collection in March 2003 (Lot 231). Offered from the collection of noted collector, the late Ken Senior, the machine comes with an old-style continuation logbook; a copy old V5; and an old-type V5C document. Offered without keyFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.For further information on this lot please visit Bonhams.com
Property of the late Warrick Blackwell c.1969 Yamaha 350cc 'TR2' (see text)Frame no. TR2-90032 (see text)Engine no. R3-900179The mainstay of 250cc and 350cc class racing at national and international level for many years, the twin-cylinder two-stroke Yamaha well deserved the title of 'privateer's friend'; indeed, without it, grids in these classes would have been depleted in extremis during the 1970s. The 250cc TD2 arrived in 1969, replacing the TD1C, and immediately proved capable of winning Grands Prix, privateer Kent Andersson triumphing in the German round at Hockenheim that year, one of Yamaha's most significant classic victories. The giant leap forward from the TD1C had been achieved thanks to a comprehensive redesign that saw the engine porting and exhaust system updated; superior Mikuni carburettors adopted; and the chassis, suspension and brakes greatly improved. Looking like a scaled down Manx Norton Featherbed, the TD2's chassis was a development of that used for the RD56 works racer of 1963. Broadly similar as far as its frame and cycle parts were concerned, the 350cc TR2 differed mainly by virtue of its different porting and horizontally-split crankcases, a feature not introduced on the 250 until the arrival of the TD3 in 1972. A TR2's six-digit frame and engine numbers should match, and both should be prefixed 'R3'. Accordingly, prospective purchasers must satisfy themselves with regard to the provenance and correctness of this motorcycle and its component parts prior to bidding. The machine comes with a quantity of instruction manuals and is sold strictly as viewed. Its history and usage are not known. Key not requiredFootnotes:All lots are sold 'as is/where is' and Bidders must satisfy themselves as to the provenance, condition, age, completeness and originality prior to bidding.Lot to be sold without reserve.For further information on this lot please visit Bonhams.com
BERWYN JONES COLLECTION The following 54 lots were the possession of Thomas Berwyn Jones, known as Berwyn Jones, the Welsh sprint athlete, rugby union and professional rugby league footballer who played in the 1960's. He represented Wales, England and Great Britain at athletics and was part of the World Record equalling Relay team for the 4 X 100 yards in 1963. He played club level rugby union for Rhymney RFC and representative level rugby league for Great Britain, Other Nationalities and Commonwealth XIII and at club level for Wakefield Trinity, Bradford Northern and St. Helens. Nine programmes for the Welsh Championships 1958 Juniors X 2, 1959, marked, 1962 X 2, one includes an invitation to compete letter and flyer and the other includes several newspaper cuttings, Welsh Games 1960, slightly creased, 1962 and 1964 and the Taff Street Dash 22/6/1963. Generally good
To be sold on behalf of the Eccles family, the important ‘Falklands War’ Military Medal group of four awarded to Corporal Michael Eccles, P028263C , 42 Commando RM, for his gallantry during operations on the Falkland Islands. Citation On 12th June 1982 ‘K' Coy was the leading company for a unit night attack against a strongly held Argentine position on Mount Harriet. After surprising the enemy fierce fighting followed at close quarters amongst the rocks in which decisive and inspiring leadership at section level proved critical. Corporal Eccles set an outstanding example in this respect by leading from the front to encourage his section to exploit shock action and successfully overrun the position. This was only achieved, in fact, by a series of assaults against machine gun positions and groups of snipers. Several ranks were wounded, including another section commander, while the troop became even more depleted as increasing numbers of the enemy surrendered and had to be guarded. Corporal Eccles pressed on relentlessly, however, to inflict sufficient casualties for the remainder to abandon further resistance. The set comprises: Military Medal, EIIR, for Bravery in the Field, (P028263C Cpl M. Eccles RM), General Service Medal GSM, for Campaign Service, with two clasps ‘Northern Ireland’ and ‘N. Iraq & S. Turkey’, (RM 28263 M. Eccles MNE RM), South Atlantic Medal 1982 with rosette (Cpl M. Eccles PO 28263 C), Long Service and Good Conduct Medal, LS & GC, (Sgt M. Eccles PO28263C RM) EIIR with additional Long Service Bar. Together with a miniature set. Follow this link to Commando Veterans Archive to find out more http://www.commandoveterans.org/MichaelEcclesRM Follow this link to find out full details on the Battle of Mount Harriet https://en.wikipedia.org/wiki/Battle_of_Mount_Harriet Follow this link to see the full story on our News From the Rostrum https://plymouthauctions.co.uk/the-important-military-medal-group-awarded-to-corporal-michael-eccles-42-commando-royal-marines-plymouth/ Note: Just ten military medals were awarded during the Falkland Conflict from 9,000 troops. Michael 'Mick' Eccles (born 1949-) was a keen sportsman and won various cups for football."All Battles are Won by Corporals" quote from Michael Eccles. The night battles on 11/12th June including Mount Harriet let to British Troops capturing all the heights above Port Stanley leading to the surrender of Argentine Forces.400 Royal marines and 170 Welsh Guards were involved in the three night battles leading to some 300 Argentine soldiers being captured. Ref ; Corporal Eccles is featured in a photograph in the book 'March to the South Atlantic' by Nick Vaux, leading of a fighting patrol to Mount Harriet. Also on page 249 listed as one of the four commando's from 42 Commando that was awarded the MM. Michael Eccles trained Prince Edward from September 1986 to January 1987.
1965 JAGUAR C-TYPE BY PROTEUS Registration Number: CHG 635C Chassis Number: 1B54867DN/CC2121 Recorded Mileage: Under 50 road miles from new - All-aluminium single-door period Le Mans chassis by Proteus - 3.8 litre Jaguar engine with triple Weber carburettors - Running in mileage only since completion Where else to start but with legendary test driver Norman Dewis. Whilst testing a C-Type for The Motor, he summed the new model up thus: "Within a very few hours of first acquaintance, the experienced driver feels well able to travel at speeds in excess of 120mph whenever the road traffic conditions render such motoring prudent…as the speed climbs beyond the 130 mark, the car does tend to feel a little light, but the curious sense of becoming faintly airborne is offset by no loss whatever in directional controls. At such speed there is no shake or even tremble in the body nor is there anything to indicate that much higher speeds would not feel equally safe to the occupants in the car. The driving of the Jaguar XK120C on the motor roads of Europe is in fact a great and memorable experience." Built in a remarkably short space of time, the first ever competition model from Jaguar, the C-type brought the firm international recognition in motor racing. Following Leslie Johnson’s impressive outing at the 1950 Le Mans in an XK120 S, management approved the development of a new racing model based on the XK, initially named the XK 120 C, the model was later known as the C-Type. The new model started with an all-new lightweight tubular space frame, redesigned rear suspension and an upgraded 3.4-litre engine with a new cylinder head, high-lift camshafts, racing pistons and a side-exit dual exhaust system. Stylist Malcolm Sayers designed the wonderful coachwork with the classic elliptical grill. Three factory C-Types were entered into Le Mans in 1951, two retiring early but Peter Walker’s and Peter Whitehead’s car pressed on for victory, becoming the first British car to win Le Mans in almost 20 years. Duncan Hamilton returned in 1953 in his Weber-carburetor fed “Lightweight” to win again, meanwhile Jaguar built a further 40 or so customer cars. Rare, beautiful and historically significant, the C-Type was a true watershed moment in the evolution of post-war racing sports cars. Unsurprisingly there remains a healthy level of interest in authentic replicas of this rare and exotic racer. Originally named ‘Copycat’, Proteus was founded in 1980 by architect Jim Marland, the company being re-named as Proteus in 1983. Over the years Proteus developed a reputation for building some of the finest Jaguar C-Type recreations available, ultimately focusing entirely on the production of this vehicle. In true Jaguar XK120-C tradition, the Proteus features a tubular chassis with a lightweight aluminium body, period Jaguar engine and drivetrain, and authentic period design details such as the leather bonnet straps, original-style dials, wire wheels on spinners and a Le-Mans style fuel filler. The Proteus was always supremely quick, with a quoted 260 BHP, and was capable of reaching 0-60 in a shade over five seconds. Each car was built to customer specifications, with various options for colour and trim. Only around twenty cars were built each year, making the Proteus C-type both rare and desirable. The build of this fabulous Proteus C-Type started over 20 years ago, the basis being frame number CC2121, an earlier Proteus C-Type replica chassis, with a lightweight all-aluminium single door “Le Mans” body and vented bonnet. The former owner, a prominent historic racer and collector, and custodian of a genuine factory C-Type, was exacting in his requirements for this pet project. In addition to its lightweight body, our car features a 3.4 litre XK engine with period-correct triple Weber carburettors, a four-speed gearbox with overdrive, live rear axle, 16” wire wheels and disc brakes on each corner. Early in the build the owner was dissatisfied with the fit and shape of the bonnet supplied, and so commissioned a brand new aluminium bonnet by CMC of Bridgenorth, complete with authentic Le Mans 1953 scoop to feed its thirsty Webers. The car was actually completed in the early 2000s, but was subsequently dry stored for some years before being recently recommissioned in preparation for road use. This wonderful example presents very nicely with only the slightest evidence of road use and age. The paint shows an excellent finish throughout, capturing the fluidity of the undulating lines as achieved over 70 years ago. The construction of the body panels is exceptional, with excellent fit and finish, authentic and attractive exterior trim and lighting, a properly nested side exhaust, clear headlight covers, and correctly painted wire wheels. The aircraft-inspired cockpit is focused, purposeful and engaging, the low windscreen and additional aero-screens effectively transport you back to this golden era of motor racing. Climbing in creates a sense of racing heritage and purposeful features; neatly clustered instruments sit behind an attractive wooden steering wheel. The authentic green leather seats sit neatly in the cockpit, revealing just a few painted frame tubes, a reminder of the C-Type’s racing heritage. Under the bonnet, the engine features prominently with its Weber carburettors, a handmade aluminium airbox, polished cam covers and tubular exhaust manifolds. Finished in a correct shade of Jaguar racing green, this is a highly accurate replica of the original 1953 winner, finished to an exceptional standard and with only a handful of shakedown miles since completion. The C-Type is supplied with invoices totalling over £40,000 for its build, with much work in period by specialist Legends Racing of Cheltenham (is in addition to the initial cost of the base Proteus chassis/body and donor engine, transmission and drivetrain). The car has been serviced in September 2022 to ensure proper operation and driveability, and fitted with a new starter motor, fuel pumps and lines, attention to the suspension, carburation and running, and new Blockley tyres on each corner. A masterpiece of automotive design and racing excellence, the Jaguar C-Type is a car only a few in the world can truly aspire to. This highly authentic replica offers the enthusiast to live the 1950s Le Mans dream in what is effectively a barely run-in example of the marque. This super C-Type will be supplied with UK V5C, new MOT certificate and file of invoices detailing its older build and recent expenditure.
1976 JAGUAR XJ-S COUPE Registration Number: MPN 480P Chassis Number: 2W1365BW Recorded Mileage: 68,800 miles - Early chassis from March 1976 - Recent extensive bodywork restoration Introduced by Jaguar on September 10, 1975, at the Frankfurt Motor Show and put into production the following year, the XJ-S carried on the legacy of the E-Type with its V12 engine. The new coupé was produced in three series until 1996, the last of which lost the hyphen in its name and became simply the XJS. From the E-Type, it inherited the 5.3-litre 12-cylinder engine but fitted with a new innovative Bosch D-Jetronic electronic injection system, developed by Jaguar’s own engineers. The bodywork, elegant and rich in heritage compared to Jaguars of the recent past, is based on a platform derived from that of the company's flagship XJ, making the XJ-S more suited to long, fast journeys than to purely sporting driving. Performance, on the other hand, is excellent, with a 0-100 km/h sprint in less than seven seconds and a top speed of 245 km/h - a remarkable figure for a kerb weight of 1,675kg. The XJS has come of age. The E-type was always going to be a hard act to follow, but the replacement coupe launched in September 1975 retained the mighty 5343cc V12, endowing this grand tourer with silken thrust. It rode on typically Jaguar independent suspension: double wishbones up front, and the William Heynes-designed independent rear suspension that ingeniously uses the driveshaft as the upper suspension link, saving space. Comfort and pace were unrivalled. At first, buyers had the option of a manual four-speed gearbox or a three-speed automatic, but all XJSs were automatic from 1978. There were soon engine upgrades to more efficient HE spec and eventually 6 litres, and the choice of a 3.6 and later 4.0-litre straight sixes. In 1991 the XJS was facelifted with revised rear styling and new front and rear lights. Replaced by the XK8 in 1996, it was in production for longer than the E-type and sold in greater numbers. Time has been kind to the XJS's looks, and now prices are rising as its popularity increases. As many have rotted away, good ones are increasingly harder to find. This very early XJ-S, chassis 376, was first registered in March of 1976, finished in Old English White with a contrasting red leather interior. Unusually the XJ-S was specified without standard factory air-conditioning, and as with other early cars, lacks fitted foglights in the rear bumpers. The XJ-S has been in the ownership of just two enthusiasts since 1996, the current one since 2014. Upon acquiring the Jaguar to add to his classic car collection, our vendor quickly realised the car required more work than he initially anticipated. The car was stripped and repaired as and where required, all glass removed and then the body completely refinished to its original colour. The glass was then refitted with new rubbers all round. The interior is believed to be the original, and is in well preserved condition, with the exception of the headlining which has been replaced with a new item. An estimated 1,000 hours have been put into the project to date. Having been serviced with new filters and spark plugs, the Jaguar’s engine is said to run well, and the transmission/drivetrain operate smoothly. The vendor advises that one or two electrical items need attending to, these being the horn, fuel gauge and oil pressure switch. However the oil pressure has been checked with a manual gauge and reads around 40psi. The front suspension bushes have also dried through storage and are a little squeaky, another minor item to attend to. Early Jaguar XJ-S models are a rare commodity indeed; this desirable model from the first year of production, as driven in period by Simon Templar’s character in The Saint, and with all the hard work completed, is ready to be taken to the next level by its future owner. The XJ-S is offered complete with original books, manuals, receipts for work over the years, and a UK V5C document.
Robin DayTwo rare cocktail units, model no. 652, designed for the 'Furniture Trades Exhibition', Earl's Court, London, 1951 Sycamore, sycamore-veneered plywood, glass. Each: 183 x 71 x 44 cm Manufactured by Hille & Co., London, United Kingdom. One drawer impressed HILLE OF LONDON.Footnotes:LiteratureArchitects' Journal, 22 Feb 1951, p. 234The Cabinet Maker, 28 April 1951, p. 365Architects' Journal, 2 August 1951, p. 136Mavis Watney, 'Three Robin Day Cabinets', Antique Collecting, The Journal of the Antique Collectors Club, vol. 36, no. 7, December 2001-January 2002, illustrated p. 44Lesley Jackson, Robin & Lucienne Day: Pioneers of Contemporary Design, London, 2011, p. 174Tradition versus Modernity – The Ambiguity of British DesignLesley JacksonWriter, Curator and Design HistorianIt is impossible to understand the evolution of modern British design without addressing the thorny issue of tradition. It keeps bubbling up during the post-war period long after British designers had embraced the concept of 'Contemporary' design. Even in the 1960s, a decade we think of as unashamedly progressive, there was still a vestigial hankering for tradition, manifested through Art Nouveau and Art Deco revivalism. Since the 1980s, historical allusions have resurfaced again in a new guise, often ironic, emboldened by Post Modernism. Without recognising and reconciling these two apparently conflicting impulses – tradition versus modernity – it is difficult to appreciate the distinctive character of British design.It was the Finnish architect Alvar Aalto who helped to sow the seeds of Modernism in the UK. His appealingly tactile bent laminated wood furniture for Finmar [lot 14] found a receptive audience in the otherwise rather stick-in-the-mud market in Britain during the 1930s. Interestingly, as well as being sold through modern design emporia such as Bowman Brothers in Camden Town, Aalto's furniture was exhibited at Fortnum and Mason, a bastion of tradition. Gerald Summers' short-lived company, Makers of Simple Furniture, was clearly inspired by Aalto during its all-too-brief but glorious existence. The few surviving pieces from this remarkable workshop, such as the laminated birch plywood Mirror [lot 4], reflect the British propensity for organic modernism.Like many manufacturers, Makers of Simple Furniture was forced to close in 1940 following the outbreak of the Second World War. The ensuing period of make-do-and-mend austerity meant that ambitious young furniture designers, such as Robin Day, had to put their careers on hold for over a decade. The Festival of Britain in 1951 was a seminal event in British post-war design. As well as kick-starting the country's economic and cultural recovery, it provided a launch pad for a host of up-and-coming designers, including less well known figures such as the architect Ray Leigh, who went on to become Design Director at Gordon Russell, as well as acknowledged names such as Ernest Race and Robin Day. Day had already achieved international renown in 1948 when he and Clive Latimer won first prize in the storage section of the International Low-Cost Furniture Competition organised by the Museum of Modern Art in New York. It was this competition that brought Day to the attention of Hille, the firm with whom he would collaborate so productively for the next three decades. Day was determined to make the most of the unique opportunities provided by the Festival of Britain to showcase his ideas and get his furniture into production. As well as winning the contract to design the seating for the Royal Festival Hall, he created several room settings for the Homes and Gardens Pavilion. His stylish steel-framed room divider featuring an etching by the sculptor Geoffrey Clarke took pride of place in an open-plan living room / dining room, along with the aerodynamic moulded plywood chairs he had created for the Royal Festival Hall. While these designs are justifiably famous, some of Day's other contributions to the Festival are less well documented. Amongst these was a Cocktail Cabinet [lot 1] originally created for Hille's stand at the Furniture Trades Exhibition at Earl's Court in January 1951, which was later incorporated into a Country Parlour at the Festival designed by Eden Minns on behalf of the Council of Industrial Design. These cabinets, with their attractive sycamore and cherry veneers and their beaded tambour-effect bottom cupboards, are a curious hybrid, harnessing the traditional cabinetmaking skills of Hille's workforce, but embodying new ideas about functionalism and the clean-lined aesthetics of modern design. Although Robin Day's success at the Festival convinced Hille to pin their flag to the mast of modern design, other firms, such as Gordon Russell, who were based in Broadway in the heart of the Cotswolds, took a more measured path. Their post-war output continued to reflect the dichotomy between tradition and modernity, as evidenced by the finely crafted executive Desk [lot 22] designed by Ray Leigh and Trevor Chinn.The artist craftsman John Makepeace, who rose to prominence in the 1970s, is another designer whose work fuses tradition and modernity. On a purely technical level, his Fireside Desk [lot 10] represents the pinnacle of centuries-old hand craftsmanship, reflecting his conscious decision to pursue craft as an alternative to functionalist mass-production. Unexpectedly perhaps, the design incorporates some unmistakably modern materials, such as melamine and stainless steel. Makepeace's mastery of lamination and his fascination with organic forms also hark back to Alvar Aalto. The technical ingenuity displayed by John Makepeace, along with his entrepreneurialism, are both recurrent features of British design. Not surprisingly, these two characteristics frequently go hand-in-hand, with designers such as Ernest Race establishing their own companies specifically to produce their own technically unconventional designs [lot 8]. Artists Eduardo Paolozzi and Nigel Henderson, who teamed up in 1954 to found Hammer Prints to produce their own textiles, lamps and furniture, also demonstrate these qualities [lot 7]. They, too, were mavericks who chose to operate independently outside the establishment framework. Significantly, their radical pick-and-mix eclecticism drew on 'borrowed' imagery from historical sources, including 17th century woodcuts and 18th and 19th engravings, another typically quirky example of the fruitful alliance between tradition and modernity in British design.Paolozzi and Henderson's mischievous iconoclasm and do-it-yourself mentality have parallels with the ethos of New Wave designers Tom Dixon and Mark Brazier Jones, who pioneered the concept of Creative Salvage during the 1980s. In their case, however, it was the collapse of manufacturing that prompted them to become designer-makers. Dixon's iconic S Chair [lot 27] with its steel base and armature has an overtly contemporary aesthetic, although its rush upholstery derives from traditional crafts. The shock tactics of this deliberate mismatch enhance its visual impact. The incongruous marriage between tradition and modernity also lies at the heart of many of Mark Brazier Jones's pieces, such as his Dressing Table and Mantle Clock [lots 23 and 37] with their playful allusions to extravagant 18th-century rococo idioms. Such objects were already an anachronism by the 1990s but J... This lot is subject to the following lot symbols: TPTP Lot will be moved to an offsite storage location (Cadogan Tate, Auction House Services, 241 Acton Lane, London NW10 7NP, UK) and will only be available for collection from this location at the date stated in the catalogue. Please note transfer and storage charges will apply to any lots not collected after 14 calendar days from the auction date.For further information on this lot please visit Bonhams.com
▴ Laurence Stephen Lowry RA (1887-1976)Level crossing, Burton-on-Trentoffset lithograph in colours, signed 'L S Lowry' in pencil l.r., with Fine Art Trade Guild blind stampimage 41 x 57cmCondition ReportPrint is faded, overall blue in tone. A stain to edge where mount has been. See additional images.
A CONTINENTAL WALNUT AND TAPESTRY UPHOLSTERED SETTEELATE 17TH AND LATERThe arched padded back and seat covered in blue ground verdure tapestry, the moulded scroll armrests supported by acanthus carved scroll stiles on cabriole legs and paw feet headed by harebells, the apron with scrolled foliate centre127cm high, 124cm wide, 65cm deepProvenance: Formerly the Messel family collection in the Long Drawing Room at Nymans Removed to Holmstead Manor in 1947 after the disastrous fire and thence by descent to Oliver Messel Purchased from Oliver Messel by Frederick and Phyllis Watkins for Flaxley AbbeyLiterature:'Nymans - II, Sussex: The Residence of Lieut.-Colonel Leonard Messel', Country Life, 17 September 1932, p. 323, fig. 7. This settee was acquired around 1960 by Frederick and Phyllis Watkins from their interior decorator, Oliver Messel (1904-78), for Flaxley Abbey. It was photographed by Country Life in September 1932 at Oliver's family home, Nymans House, West Sussex, in the Long-Drawing Room. It formed part of Oliver's inheritance, either after 1947 when Nymans burnt down, or after 1960, when his mother, Maud Frances, daughter of the well-known Punch artist, Linley Sambourne, died. Messel's parents, Lieutenant-Colonel Leonard Messel and Maud Frances succeeded to Nymans in 1915. They set about Nymans' external reconstruction from what appeared to be a Victorian house to its original antecedents as a medieval manor house aided by architects, Norman Evill, and from 1920, Walter Tapper. The furniture at Nymans was acquired by Colonel and Mrs. Messel to complement the 'medieval' exterior and interiors. This walnut settee is in the baroque-style of the late 17th/early 18th-centuries. It has the tall arched, sloping and upholstered back, scroll arms and 'horsebone' or 'broken' reverse scroll legs fashionable in this period, reflecting the style of Daniel Marot (1663-1752), the French emigré designer who worked closely with William and Mary both in Holland and England. However, it is almost certainly a pastiche of several period features probably made in the late 19th/early 20th centuries. It is unusual for seat-furniture of supposedly this period to have scroll legs terminating in lion paw feet and forward-facing back legs break every rule of English chair design. The earliest design of such legs identified to date can be seen on a console table by William Jones from The Gentlemens or Builders Companion (1739), plate 29 (ed. S. Weber, William Kent: Designing Georgian Britain, New Haven and London, 2014, p. 517, fig. 18:70). Furthermore, unlike chairs from this period, the arm-uprights scroll outwards rather than inwards (see A. Bowett, English Furniture 1660-1714: From Charles II to Queen Anne, chapter 8), and there is a gap between the chair back and seat which seems to be uncharacteristic for settees of this period. Condition Report: Marks, knocks, scratches, abrasions consistent with age and useOld splits and cracks, some chips and losses,Overall in a fragile condition, the tapestry to the seat with balding, splitting, opening to the weave, the back in slightly better condition, the rear is torn and open with wadding falling out and rails visible, the underside also with openings to the lining materialThere is looseness to joints, signs of old repairs, there are numerous wordworm holes and associated losses and damagesOverall will require some level of restoration before use in a domestic settingPlease refer to additional images for visual reference to conditionCondition Report Disclaimer
Glenfiddich Private Vintage-1978Specially selected for Virgin Atlantic. Distilled, matured & bottled at The Glenfiddich Distillery.Cask #28136. Bottle No. 165 of 239. Wooden presentation case, accompanied by certificate of authenticity. Good labelling. Level: Filled to 70cl. Single malt, 49.2% volume1 bottleFootnotes:The Glenfiddich Distillery, made several Private Vintage single cask bottlings for different companies and private individuals around the world.This single cask was hand selected in the early 2000's by Virgin Atlantic and was only available for purchase by passengers.For further information on this lot please visit Bonhams.com
A SPECTACULAR PORTRAIT OF A SECOND-RANK CIVIL OFFICIAL, IMPERIAL SCHOOL, YONGZHENG, PRE-1730Expert's note: Before the Yongzheng Emperor's new regulations for hat finials in 1730, first-rank officials used a ruby bead and small white pearl, while second-rank officials wore a ruby bead and a small red gemstone. Afterwards, first-rank officials' finials were set with translucent red glass or ruby beads, while those of second-rank officials held coral beads or red glass in imitation of coral, with both using small white pearls. The hat finial of the present official is clearly set with a ruby and not a coral bead, which is evidenced by the paler color of his coral necklace, as well as a smaller red stone. Therefore, this portrait must have been painted before the 1730 regulations were put in place. For more information on Qing-dynasty hat finial regulations before and after 1730, see Gary Dickinson & Linda Wrigglesworth, Imperial Wardrobe, London, 1990, page 106.China, before 1730. Ink, gilt, and watercolors on silk, with a silk brocade frame and laid down on paper. The elderly aristocrat wearing a red official hat (chao guan) with a gold finial holding a large ruby and a smaller red gemstone. Note the exceptional quality of the painting and remarkable attention to detail - as found for example on the silk rug with its distinct forbidden stitch, the gilt-outlined swirling clouds on the rank badge, and the robe hems, which all appear strikingly lifelike.Provenance: Chicago trade, USA, sold for the benefit of a noted cultural nonprofit organization. European trade, acquired from the above.Condition: Very good condition with only minor wear, some soiling, little creasing, small losses, few minor touchups. Dimensions: Image size 155.6 x 77 cm, Size incl. mounting 175 x 80.8 cmSeated on a fine wooden yokeback chair with a tiger skin seat cover, wearing a midnight blue surcoat (pu fu) over a blue silk formal court robe (chao fu), the collar of the surcoat and hems of the robe decorated with sinuous dragons amid colorful clouds, matching the golden pheasant rank badge, his left hand holding a white pearl from his coral court necklace between two fingers, the realistically treated face marked by heavy-lidded eyes, deep wrinkles, and a gray mustache and beard. Note the texture of the soft fur of the tiger's pelt and coat edges, as well as the rough quality of the embroidered cloud-scroll bands of the coat cuffs.At the beginning of the Qing dynasty, the chao guan was worn on semi-formal occasions without its usual ornate spike. The Yongzheng Emperor appears to have felt that this was unsatisfactory. Easily identified hat finials were introduced in 1727 by the Yongzheng Emperor and were worn on all official and public occasions. The new insignia was a large round bead of material of the appropriate color, along with a smaller pearl or stone of the same color as the bead, mounted on a gilt base. The highest-ranking officials wore plain opaque red beads, while the lowest wore silver. In 1730, regulations were introduced to allow the use of colored glass instead of precious stones.Literature comparison: Compare a related portrait of Lirongbao, the father-in-law of Emperor Qianlong, painted posthumously during the 18th or 19th century and now in the collection of the Arthur M. Sackler Gallery of the National Museum of Asian Art, Smithsonian Institute, accession number S1991.130, illustrated in J. Stuart and E. S. Rawski, Worshiping the Ancestors: Chinese Commemorative Portraits, Washington, D.C., 2001, p. 161, fig. 6.8. Note the ruby bead and small white pearl on the finial, indicating that this painting was made after 1730.Auction result comparison: Type: Closely related Auction: 17 September 2010, lot 1060 Price: USD 74,500 or approx. EUR 98,000 converted and adjusted for inflation at the time of writing Description: Anonymous (18th/19th century), Portrait of a Civil Official Expert remark: Note that the coral bead and white pearl of the hat finial worn by this official were only used after the 1730 regulations (see Expert's note), which clearly indicates this portrait was painted after 1730 and thus after the present lot, although both works share the same level of artistic skill. Note the size (156.2 x 76.2 cm).雍正時期二品官員肖像畫中國,1730年前。絹本設色描金。br />專家注釋:1730年雍正皇帝頒布帽飾新規之前,一品官佩戴紅寶石珠和小白珠,二品官佩戴紅寶石珠和小紅寶石。之後,一品官的頭飾上鑲有半透明的紅玻璃或紅寶石珠,二品官員則戴珊瑚珠或仿珊瑚的紅玻璃,均用白色的小珍珠。拍品上的官員的朝冠上顯然鑲有紅寶石,而不是珊瑚珠,這從他的珊瑚項鍊的顏色較淡,以及一顆較小的紅色石頭就可以看出這一點。 因此,這幅肖像一定是在 1730 年的法規實施之前繪製的。有關 1730 年前後清朝帽飾規定的更多信息,參見 Gary Dickinson 和 Linda Wrigglesworth,Imperial Wardrobe,倫敦,1990年,頁106。 來源:美國芝加哥古玩交易,為資助一個知名的非盈利文化組織;歐洲古玩交易。 品相:狀況極好,只有輕微磨損、一些污漬、少量摺痕、缺損和修補。 尺寸:畫面155.6 x 77 厘米,總175 x 80.8 厘米由於字數限制,完整中文敘述請至www.zacke.at查看。
A FALKA M-125-3MN ROTOR-BASED CIPHER MACHINE WITH POWER SUPPLY, RUSSIAN, 1960'S,plaque stamped M-125-3MP2 N 98-92441, complete with ten rotors and three row key board in Latin and Cyrillic, with five-level paper tape reader below, paper tape punch and tape printing mechanism on top with punch card input on the left hand side, in grey metal casing with cover stamped 98-92441, together with separate 24 volt power supply, the machine 12in x 10 1/2in x 7in (30.5cm x 27cm x 18cm) Footnotes:The Falka was the preferred Soviet cipher machine during the Cold War era and was used by many of the Warsaw Pact countries and their allies including Cuba.For full description and history, see www.cryptomuseum.com/crypto/fialka/For further information on this lot please visit Bonhams.com
A large collection of 1950's Hornby Dublo railway model layout buildings and accessories including Island Platform, Signal Cabin, Turntable, Level Crossing, Footbridge, Through Station, boxes of points, large quantity of track, together with various materials for modelling including 'Linkalite', Linka Brickwork Set etc
A GEORGE V SILVER THREE PIECE TEA SERVICE OF CIRCULAR PANELLED FORM, reeded rims, S scroll handles, tea pot with brown bakelite fittings, stepped circular bases, maker Jay's (Robert William Jay), Birmingham 1932, 17.89ozt, 556.5 grams (3) (Condition report: teapot lid doesn't close properly, a number of small dents and creases around the body and base of spout, finial is leaning to one side, sugar bowl has a number of small creases and dents and all three of the bases rock very slightly on a level surface)
A GEORGE V SILVER TWIN HANDLED TROPHY CUP AND COVER, the pull off domed cover with foliate ball finial, S scroll handles, engraved 'T.A.C Fork Lift Challenge Cup', one presentation inscription verso ' 1977 Tamworth Works', on a stepped circular base, makers William Neale & Son Ltd, Birmingham 1926, 17.08ozt, 531.4 grams, height 23cm (Condition report: finial is bent, inner rim of lid is creased, dent towards the base of the body at the rear, foot rocks on a level surface due to misshapen foot rim)
WHISKY, an extremely rare bottle of 'C.B.S.' Chesterfield Brewery Special Highland Scotch Whisky guaranteed 10 years old, distilled and matured in Scotland for The Company, possibly 1930's - 1940's bottling, fill level mid-shoulder original cork and wax seal intact with a white metal 'shot' vessel (1 + shot vessel)
AN ELIZABETH II SILVER DISH OF WAVY OUTLINE AND A GEORGE V PIERCED SILVER PEDESTAL DISH, the wavy dish with large hallmarks to the interior base, makers Barker Ellis Silver Co, Birmingham 1966, 5.57ozt, 173.2 grams, the pierced pedestal bowl with cast husk rim, circular foot, maker E S Barnsley & Co, Birmingham 1912, 3.36ozt, 104.4 grams (2) (Condition report: both pieces are heavily tarnished, the wavy bowl rocks slightly on a level surface, the pierced bowl is bent out of shape)
A GEORGE V WALKER & HALL SILVER TWIN HANDLED LOVING CUP AND AN EDWARDIAN TWIN HANDLED PEDESTAL TROPHY CUP, the loving cup with foliate scroll over handles, reeded girdle, cut card decoration, circular foot, shape no.53505, Sheffield 1911, 12.19ozt, 379 grams and the trophy cup with S scroll handles, engraved presentation inscription 'FILM RUNNERS TABLE TENNIS LEAGUE 1934 LADIES', short pedestal and stepped circular foot, makers Charles Boyton & Son Ltd, London 1909, 6.77ozt, 210.6 grams, gross weight of the two items 18.95ozt, 589.6 grams (2) (Condition report: the loving cup sits fairly level on a flat surface, the trophy cup isn't sitting level on a flat surface, hallmarks are partially rubbed, both items were covered in an unknown white residue which has largely been washed off with tap water but some collections of Verdigris colouring to the handles and cut-card work and a small amount of rust? around the handles)
2000 Aston Martin DB7 Vantage VolanteTransmission: manualMileage:11,389 The Renault 5 was launched onto the right hand drive UK market in the autumn of 1972, where, alongside the recently launched Fiat 127, it competed as an imported but more modern alternative to the Mini and Hillman Imp. The 5 borrowed mechanicals from the similarly popular Renault 4 using a longitudinally-mounted engine driving the front wheels. Engines were borrowed from the Renault 4 and larger Renault 8; there was a choice, at launch, between 782cc and 956cc according to price level. The 5TS and 5LS both with the 1,289cc engine from the Renault 12 was added from April 1974. As on the Renault 4, entry level Renault 5’s had their engine sizes increased to 845cc in 1976 and at the top of the range later models had the engine sizes expanded to 1,397cc. The Renault 5 went on to enjoy cult status when the turbo and rear engine Group B derived Maxi cars were introduced.This four-door left hand drive Renault 5 is in very good order throughout and shows a mere 11,389Km on the odometer, this is thought to be correct although not warranted. Having spent its life overseas the bodywork is very solid and the white paintwork is showing to be in good order. We are advised it runs and drives well; the UK registration has been applied for and is expected to be completed prior to auction. Once a common sight on roads throughout Europe these Renault 5’s are surely a future classic.
1969 Volkswagen Beach Buggy 'Trans-Am' Prowler by East Coast Buggies Transmission: manualMileage:397The Meyers Manx beach buggy was huge in California, produced by engineer & boat builder Bruce F. Meyers from 1964 to 1971. The car dominated dune racing in its time, breaking records immediately and was eventually released in road-oriented models. The Manx gained immense popularity around the globe - Steve McQueen drove one in The Thomas Crown Affair, the baddie ran down the poor countess in a beach buggy in the Bond film, 'For Your Eyes Only'.Correctly registered as a 'Volkswagen Beach Buggy' on 4th November 1983, this multi-show winning example has been subject to an extensive restoration. The fully restored 1969 short wheelbase Beetle chassis features a new 'Prowler' body, based on the Manx however with subtle functional improvements. The body, produced by Rob Kilham of East Coast Buggies, the Top Gear / Grand Tour buggies builder! - is finished in a stunning metal flake blend. Power is from a rebuilt Porsche derived Type 4, 1911cc, four-cylinder unit as fitted to Porsche 912/914 & VW 411/412 with genuine Porsche 911 cooling, dual Weber carbs & John Walklett pro-street specification gearbox. Updated four-wheel disk brakes provide plenty of stopping power and Red 9 Spax suspension keeps it all under control. Fully rewired electric using Microsquirt, ECU Master & two Canbus dash keyboards and a full VDO gauge set. Supplied with Extensive history and photographic file, current MoT test certificate valid until June 2023. An extraordinary example of the classic California beach buggy complete with a new short wheelbase Prowler body finished with an integral bespoke 400-micron metal flake blend of 70% black, 25% Tiger gold, & 5% Chameleon gold. The roof is easily removed and is fitted with an 'Airloom Designs' latching hinge & gas strut kit to enable easy access/egress when fitted & opened. The 60's VW Beetle taillight housings and Porsche fan shroud have been painted with the same flake mix as the body to match and included with the body kit are matching metal flake side pods & bucket seats. The chassis has been professionally shortened and strengthened by renowned specialist, Craig Kemp. It's been completely dismantled, stripped to bare metal, etch-primed and four coats of two-part epoxy Raptor protection applied. The specification includes;New shortened floor pans and pedal cluster brace section.New frame head and Napoleon's hat.Heavy gauge inch box section welded to periphery of floor pans.All internal chassis cavities filled with wax oil - spine, framehead, napoleon's hat, gearbox fork legs.New rear CSP Kafer Cup chassis brace fitted between shock towers and gearbox cradle.The engine is a Porsche-derived rebuilt Type 4, 1911cc, four-cylinder unit, as fitted to Porsche 912/914 & VW 411/412 and fitted with a stunning genuine Porsche 911 fan unit and shroud, both stripped and powder-coated to match the body. Breathing takes place through new twin Weber IDF40 carburettors and new CSP air filters. The camshaft has been uprated as well as the bearings and an extended high-capacity sump. Both rocker covers have been stripped and powder coated chrome gold and a new external oil cooler has been mounted underneath the car. Finishing the engine off is a new CSP Python stainless steel polished exhaust manifold and a bespoke silencer system by Hausmann Fabrications.Additional specification includes;New 96mm pistons & barrels on a 1800cc crank.All required machine work.Microsquirt distributorless wasted spark ignition from 'The Dub Shop'.New CSP bellcrank carburettor linkage system and crank pulley.New heavy duty oil pump. Suspension & steering; the front beam has been smoothed and powder coated gloss black with new Spax height and damping adjustable coilover shock absorbers. Coilover springs stripped and powder coated chrome gold, front and rear to match.This includes;Front beam fitted with new Red 9 Design through rods - eliminating torsion leaves.Front suspension arms soda-blasted and powder-coated gloss black fitted with new ball joints.New Eva Resto front skid plate.New front 2.5” drop spindles, soda-blasted and powder-coated gloss black.Rear, new Red 9 design Uniball spring plates - eliminating rear torsion bars.New 12” deep dish Grant steering wheel with 2” steering wheel spacer.New Beetle steering box, cleaned and painted gloss black, greased and adjusted.Standard Beetle steering column outer stripped and powder coated gloss black.New uprated disk brakes front and rear with high gloss red heat resistant paint treatment to the callipers as well as new copper brake pipework throughout with stainless steel over braided flexi lines, with stainless clips & fixings.Further specification includes;New Porsche 928 heavy duty master cylinder & reservoir.New adjustable brake bias valve.Pedal cluster fully restored stripped and powder coated gloss black with new genuine VW pedal rubbers.New stainless-steel clutch, brake & throttle pedal limit stops.The transmission uses a new John Walklett Pro Street drag specification gearbox with new Super Beetle main shaft, pinion shaft and differential bearings. Welded synchro cones are utilised on third and fourth gears with hardened keys and new heavy duty super axles.Further specification includes;Heavy duty super axles.Steel shift forks.Four-spider differential.Heavy duty side plate.Heavy duty clutch shaft.Axle tubes stripped & powder, coated gloss black.New wheel bearings.Refurbished bearing caps and new German seal kit.A new VW Beetle fuel tank was cut and welded to suit the space under the bonnet with VDO sender, facet fuel pump, larger bore fuel tank outlet pipe and a new Malpassi King fuel filter and regulator. Twin 8mm Kunifer fuel lines run to the rear of the car through the spine/central tunnel to enable later installation of fuel injection.The car has been fully re-wired using ECU Master's PMU16 & two x Canbus Keyboards on the dash, high quality DT connectors at all termination points. New LED taillight panels alongside headlights with built in indicators, side lights and low/high beam are installed with a new VDO gauge set. A high level led brake light & reverse light combo are fitted to the stainless-steel roll hoop and a number plate illumination lamp is neatly concealed underneath the rear bodywork. Audio is picked up via a JL audio Bluetooth receiver and routed via Focal 6” component speakers which are sympathetically hidden underneath the dash along with a JBL compact sub & amplifier combination.Both front seats are heated and are adjustable on sliding rails and have been professionally upholstered by Red Head Auto Upholstery. The Grant steering-wheel has been professionally upholstered in Alcantara with gold stitching, finishing off the interior are luxury carpet floor mats and & Alcantara lining inside the roof.From top to tail, this entire project has been meticulously considered with the ultimate attention to detail. The hours spent most certainly do not belie the estimated value of this vehicle. A truly exceptional example, you will not find better. Go turn some heads and have some serious fun in the sun!Interested parties should note that images from the full photographic rebuild can be viewed at the following link: https://photos.app.goo.gl/ChGML3Jg36sezCHP
Man Ray,1890 Philadelphia – 1976 ParisAstrolabeHöhe: 64,5 cm.Signiert, betitelt und mit Inschrift „IT´S a small world (Hang at eye level, look through glass)“ und nummeriert „1/10“.Das 1957, im Jahr des Starts von Sputnik 1, konzipierte Astrolabium zelebriert die künstlerische Innovation durch ein außergewöhnliches Werk, das Kunst mit Geometrie, Mathematik und Wissenschaft verschmilzt. Durch eine komplexe Anordnung von hölzernen Halbkreisen und Kreisen, die sich kunstvoll um eine Verkleinerungslinse drehen, kehrt Man Ray die Funktion dieses astronomischen Instruments um. Anstatt die exakte Höhe der Sterne zu messen, gibt sein eigenes Astrolabium dem Betrachter eine irreführende Perspektive des Raums, in dem er steht. Durch den geschickten Einsatz der optischen Täuschung, einer für den Künstler typischen Technik, präsentiert Man Ray eine reduzierte Vision seiner eigenen Galaxie, in der das logische Element seines Werks stattdessen seine subjektive Natur ist. (†)Provenienz:Privatsammlung, Mailand.Auktion Aste Boetto, Genua, 21. April 2015, Lot 177.Sotheby´s, London, 26. Februar 2019, Lot 41 mit Hinweis auf eine Bestätigung des Man Ray Expertise Commitees.Literatur zu diesem Objekt:Man Ray, Ogetti d'affezione, Turin 1970, Abb. 88.Arturo Schwarz, Man Ray, The Rigour of Imagination, London 1977, Nr. 345, Abb. S. 220.Jean-Hubert Martin, Rosalind Krauss, Brigitte Hermann, Man Ray. Objets de mon affection. Sculptures et objets catalogue raisonné, Paris 1983, Nr. 125, abgebildet S. 100. (13306063) (13)Man Ray,1890 Philadelphia – 1976 ParisASTROLABE Height: 64.5 cm.Signed, titled, and inscribed “IT´S a small world” (Hang at eye level, look through glass) and numbered “1/10”.Created in 1957, the year Sputnik 1 was launched, the astrolabe celebrates artistic innovation through an extraordinary work that fuses art with geometry, mathematics, and science. Man Ray reverses the function of this astronomical instrument through a complex arrangement of wooden semicircles and circles artfully revolving around a reduction lens. Instead of measuring the exact height of the stars, his own astrolabe gives the viewer a misleading perspective of the space they are standing in. Through the skilful use of optical illusion, a technique typical for the artist, Man Ray presents a reduced vision of his own galaxy, in which the logical element of his work is its subjective nature instead. (†)Provenance: Private collection, Milan. Auction Aste Boetto, Genoa, 21 April 2015, lot 177. Sotheby’s, 26 February 2019, London, lot 41 with reference to a confirmation of authenticity by the Man Ray Expertise Committee. Literature regarding this object: Man Ray, Ogetti d’affezione, Turin 1970, ill. 88. Arturo Schwarz, Man Ray, The Rigour of Imagination, London 1977, no. 345, ill. p. 220. Jean-Hubert Martin, Rosalind Krauss & Brigitte Hermann, Man Ray: Objets de mon affection. Sculptures et objets catalogue raisonné, Paris, 1983, no. 125, ill. p. 100.
A collection of vinyl LP's, various dates and genres to include Fleetwood Mac - Tango In The Night, John Lennon - Rock 'N' Roll, Bill Withers - Menagerie, Harry Nilsson - Nilsson Schmilsson (with poster), Status Quo - On The Level, Bob Marley & The Wailers - Exodus, Small Faces - Playmates, Sea Cruise - S/T (blue vinyl), Bob Dylan - John Wesley Harding, Madonna - The First Album (re-issue), The Isley Brothers - 3+3 and George Michael - Listen Without Prejudice, together with various 7" singles to include T-Rex - Hot Love, Golden Earring - Radar Love, Bloodstone - Natural High, Status Quo - Down Down, The Rolling Stones - It's All Over Now and Fleetwood Mac - Albatross etc. (approx. 106 LP's and 35 singles)
A particularly fine and unusual Second War ‘1942’ D.S.O., ‘immediate’ 1942 D.F.C. group of seven awarded to Whitley, Halifax and Wellington pilot Squadron Leader A. S. R. E. Ennis, Royal Air Force Volunteer Reserve, who flew in at least 85 operational sorties with his Log Book annotated to suggest that he flew in over 100 operational sorties. Amongst his extensive number of sorties over occupied Europe and the jungles of Burma, his aircraft was hit on countless occasions and he proved himself a pilot of exceptional ability. Ennis took part in the first raid on Berlin, 25 August 1940; and was part of Operation Colossus, 10 February 1941, the first British airborne operation of the Second World War. He also flew in the First Thousand Bomber Raid on Cologne, 30/31 May 1942, after which he crawled home flying at 150 feet having suffered severe flak damage - including the loss of an engine. Having flown with 10, 78 and 158 Squadrons - Ennis volunteered for service overseas with 99 (Madras Presidency) Squadron in India. He almost completed a third tour of operations with them, before being killed in action whilst flying a sortie during the Battle of Imphal, 17 June 1944, for which he was posthumously mentioned in despatches Distinguished Service Order, G.VI.R., silver-gilt and enamel, reverse officially dated ‘1942’, with integral top riband bar, in Garrard & Co. Ltd case of issue; Distinguished Flying Cross, G.VI.R., reverse officially dated ‘1942’, in Royal Mint case of issue; 1939-45 Star; Air Crew Europe Star; Burma Star; War Medal 1939-45, with M.I.D. oak leaf; Air Efficiency Award, G.VI.R., 1st issue (Act. Sqn. Ldr. A. S. R. E. Ennis. R.A.F.V.R.) campaign awards mounted for wear, generally very fine or better (7) £3,000-£4,000 --- D.S.O. London Gazette 6 November 1942. The original recommendation states: ‘Since August, 1940, Squadron Leader Ennis has carried out a total of 51 operational sorties against the enemy. There are very few targets in Germany which have not suffered as a result of this officer’s remarkable spirit of determination to achieve his objective. On four occasions he has bombed Berlin, Essen and Hamburg. In February, 1941, he was employed on a special mission to Malta, which he accomplished with complete success. In May this year he was awarded the Distinguished Flying Cross for a particularly courageous and daring low-level attack on Warnemunde. Throughout this fine record of action against the enemy can be found a story of outstanding bravery and devotion to duty second to none. The example he set is an inspiration to all ranks in his Squadron. It is recommended that this officer’s splendid record be recognised by the award of the Distinguished Service Order. Remarks by Station Commander: This officer has now completed two operational tours. There is no doubt that he was instrumental in maintaining the morale of his Squadron when losses were high by the magnificent personal example of courage and devotion to duty which he always set. Had he been allowed to he would have operated every time his Squadron operated. His long operational record is well worthy of recognition by the award of the Distinguished Service Order. Remarks by Air Officer Commanding: This Officer has now completed his second tour against enemy objectives and has shown to a marked degree courage, skill and a strong fighting spirit. Strongly recommend for the award of a Distinguished Service Order.’ D.F.C. London Gazette 29 May 1942 (jointly listed with Pilot Officer A. H. Hanson): ‘One night in May, 1942, Flight Lieutenant Ennis and Pilot Officer Hanson, as pilot and rear gunner respectively of an aircraft, were detailed to carry out a low level attack on Warnemunde. The target was heavily defended both with searchlights and anti-aircraft fire which made a low level attack very hazardous. Flight Lieutenant Ennis, displaying great courage, flew the aircraft at a very low level, but found that he could not penetrate the heavy defences. In all, three attempts were made, before the target was reached and attacked successfully. Throughout this time Pilot Officer Hanson continued firing at the searchlights and other defences and destroyed at least 2 searchlights. The skill and courage displayed by him contributed largely to the safe return of the aircraft.’ The original recommendation states: ‘On the night of 8th/9th May, 1942, F/Lt. Ennis was captain of a Wellington II aircraft detailed to carry out a low level attack on Warnemunde. Searchlight and Flak activity was extremely intense when the target was reached so that it was obvious that a low level attack would be very hazardous indeed. In spite of this and showing great courage and daring, F/Lt. Ennis took his aircraft into the target area at a very low level. He found, however, that he could not penetrate the heavy defences, being coned in the searchlights. The second attempt was also unavailing but on the third attack the aircraft reached the target and dropped its bomb load successfully. F/Lt. Ennis showed great tactical skill in carrying out this attack and no praise is too high for his courage and devotion to duty. It is recommended that this outstanding action, which is the peak of a very fine operational record, be recognised by the award of the Distinguished Flying Cross. Remarks by Station Commander: I support the above recommendation very strongly. There is no doubt that F/Lt. Ennis showed the highest courage, skill and determination in this attack. The fact that only three out of the seven aircraft of 158 Squadron detailed for low level attack returned proves that the opposition was very heavy.’ M.I.D. London Gazette 24 September 1941 and 1 January 1945. Anthony Stewart Reginald Edmund Ennis was born in Canterbury in 1917, and was the son of Wing Commander W. E. Ennis. He resided in Edgware, London and was educated at the Salvatorian College, Harrow and Wimbledon College. Ennis enlisted in the Royal Air Force Volunteer Reserve in 1937, and carried out his initial training as a pilot at No. 5. E. & R. F.T.S., Hanworth. Having advanced to Sergeant, he was posted to A.T.S. Sealand in March 1940, and to No. 19 O.T.U. to convert to Whitleys in June of the same year. Ennis was posted for operational flying with 78 Squadron (Whitleys) at Dishforth in August 1940. He flew in at least 33 operational sorties August 1940 - April 1941, including: Leipzig; Berlin (4) including the first raid on Berlin, 25 August 1940; Milan; Antwerp; Ostende, 18 September 1940 ‘Docks at Ostende. Target Bombed. Heavy A/A Fire. Hit 5 Times’ (Log Book refers); Boulogne; Dusseldorf (2); Politz; Magdesburg, 25 October 1940 ‘Bombed Schipoll. Heavy A/A Fire. 17 Hits. Target Hit’ (Ibid); Harburg; Hague, 29 October 1940 ‘Docks Hits Obtained on Both Sides. Attacked By Fighter For 1 Hour. Crashed On Landing’ (Ibid); Bordeaux; Wilhelmshaven (2), including 15 January 1941 ‘Blitz On Wilhelmshaven. Bombed From 8,000ft. 4 250lbs, 2,500lbs 120 Incends. Large Fires Developed. Machine Gunned Aerodrome From 4,000ft. Put A Searchlight Out Of Action.. A/A Fire 2 Hits’ (Ibid); Stettin and Gelsenkirchen. Operation Colossus - 6 Whitleys Over Italy - The First British Airborne Operation of the Second World War Ennis was the pilot of one of 6 Whitleys detached to take part in Operation Colossus - the first airborne operation undertaken by the British during the Second World War. The target was the aqueduct at Calitri, Southern Italy, and 38 members of ‘X’ Troop were to be parachuted in to attack the target, 10 February 1941. On 7 February ‘X’ Troop boarded the six converted Whitley bombers and were t...
A poignant Second War Battle of Britain Spitfire pilot’s campaign group of three awarded to Flight Sergeant L. R. Carter, Royal Air Force Volunteer Reserve, who survived a mid-air collision during a dog-fight serving with 66 Squadron, 11 October 1940 - only to be shot down and killed, aged 21, whilst carrying out a fighter sweep over northern France with 74 Squadron, 6 July 1941 1939-45 Star, 1 copy clasp, Battle of Britain; Air Crew Europe Star; War Medal 1939-45, with a later (possibly replacement?) Caterpillar Club badge, in gold with painted ‘ruby’ eyes, reverse engraved ‘Sgt/Pilot L. R. Carter’, with named Air Council enclosure and portrait photograph of recipient - both mounted on thick card for framed display purposes, enclosure cut for purpose, good very fine (lot) £1,200-£1,600 --- Leslie Raymond Carter was born in Shenley, Hertfordshire, and was the son of Albert William Carter. He was educated at St. Alban’s School, Shenley, and after school was briefly an engineering apprentice at Rolls Royce in Derby. Carter joined the Royal Air Force Volunteer Reserve, aged 18, in 1939. He was mobilised with the outbreak of the Second War, and carried out pilot training. Carter was posted as a Sergeant Pilot for operational flying with 66 Squadron (Spitfires) at Coltishall, 28 August 1940. Carter was posted to 610 Squadron in September 1940, and to 41 Squadron at Hornchurch, 1 October 1940. Ten days later he was involved in a fatal mid-air collision: ‘11 Aircraft ordered to patrol base at 30,000 feet. About 50 Me. 109’s were sighted at 30,000 feet and the squadron climbed to attack. During the combat F/O O’Neill and Sgt. Carter collided. F/O O’Neill crashed near West Kingsdown and was killed. Sgt. Carter baled out and landed uninjured. P/O Lecky did not return from the engagement and was later found dead near West Kingsdown. P/O Lock [later an ‘Ace’ and D.S.O., D.F.C. and Bar] shot down 1 Me. 109 in flames.’ Carter described the incident in a letter to his mother, written shortly after the incident (this letter was printed in the book Despatches From The Heart - An Anthology of Letters From The Front, by A. Tapert, and later reprinted in The Sunday Express, 4 November 1984): ‘Sergts. Mess R.A.F., 41 Squadron, Hornchurch. Dear Mother, Herewith a line to let you know that I reached my base alright yesterday, & also an adventure to thrill the youth of the next generation & this one too I should imagine. After lunch we went off on a “flap” & were patrolling London to Maidstone when we get the “tally-ho” & there is the old 109 stooge trap all laid open to the boys of 41 Sqdn, being clear we could see gangs right, left, up & down so off we go into line astern & climb into the sun so that the swine can’t get can’t get such a big dive on us. Next minute something hit me amidships & most everything goes quiet after a few seconds of bumps, swings & jars & there I am sitting in the cock-pit of my Spitty with no engine & the tail & about a yard of fuselage hanging on by the tail control wires, & altimeter reading 28,000 ft. I sat still as I knew I wouldn’t catch fire & I saw the other Spit tearing towards the deck, smoking slightly. Next moment however there is a bang & the tail comes over & bangs the cockpit by my ear, & swings back & takes another crack. So I lowered the seat & sat with all my straps undone, & wireless disconnected breathing in the oxygen which luckily is still coming through, & watching the tail having a crack at me. At 17,000 I decide to get out & grabbing the tail on one of its frequent swings, held on until I am standing on the edge of the cockpit & then let go & jumped backwards. At this time the wreck is going slowly round & the starboard main planes plonks itself under my back, & there I lay for about ten seconds wondering what I had landed on & looking around I decide to get clear by going to the wing and stepping off by the trailing edge. I could now hear the battle above & so decided to do a delayed drop. I couldn’t get my head up for a start until I decided to do what I had heard previously, double up my legs, & it worked. I started rolling. I whizzed down to lower cloud level at 4,000 feet & looked for the ripcord & pulled it, according to regulations. For less time than it takes to write a couple of letters I thought I was being strangled, there being no jolt, & then was leisurely floating down to South Kingsdown, ten miles from Maidstone, into the arms of about ten L.D.V’s & forty women & kids demanding to know if I was British. I only had one minutes anxiety & that was when my wreckage came past, after I had pulled the ripcord, about fifty feet away. I have not a single cut or bruise thank the Lord & the parachute packer, whom I have just been round to thank in the normal way. Cheerio. Love to All at Home. Keep smiling. Les. P.S. I must get the adjutant to send off for my caterpillar, as it was an Irving air chute.’ Having survived that encounter, Carter was back on flying duties 17 October 1940. Five days latter, he suffered severe frostbite to his fingers - the canopy of his Spitfire being frozen partly open whilst flying a patrol at 35,000 feet. Carter was unable to fly for several months, and was placed on light duties. He was posted to 58 O.T.U. early the following year, prior to returning to operational flying with 74 Squadron (Spitfires) operating from Manston. Carter took off for a sweep over northern France, 6 July 1941. He was presumed shot down and killed over Wormhoudt, near Lille. Aged 21, Flight Sergeant Carter is commemorated on the Runnymede Memorial. Sold with copied research. Sold together with the following family medals Four: Sergeant A. W. Carter, Bedfordshire Regiment 1914-15 Star (12886 L. Cpl A. W. Carter. Bedf: R.); British War and Victory Medals, with M.I.D. oak leaves (12886 Sjt. A. W. Carter. Bedf. R.); Defence Medal, mounted with Cap Badge on card for framed display purposes, very fine Albert William Carter was the father of the above, and served during the Great War with the Bedfordshire Regiment in the French theatre of war from 30 July 1915. For his services during the Great War he was Mentioned in Despatches (London Gazette 18 December 1917). Sold with copied research.
A fine American group of ten awarded to Colonel F. A. Flynn, United States Air Force, late Royal Flying Corps and Royal Air Force, who served with the Dwina Wing in North Russia, was wounded whilst fighting the Bolsheviks, and was awarded the Russian Order of St. Anne with Swords United States of America, Allied Victory Medal 1917-19; American Defense Service Medal 1941; American Campaign Medal 1941-45; World War II Victory Medal 1941-45; National Defense Service Medal; Armed Forces Reserve Medal; Great Britain, British War and Victory Medals (Lieut. F. A. Flynn. R.A.F.); together with a duplicate Victory Medal (Lieut. F. A. Flynn. R.A.F.); France, Third Republic, Commemorative Medal for the Great War 1914-18, generally very fine and better (10) £600-£800 --- Frank Anthony Flynn was born in San Francisco, California, on 21 May 1896, a United States citizen, and attested for the Royal Flying Corps at Toronto, Ontario, on 2 October 1917 having previously, by his own admission, ‘served as Second Lieutenant in the United States Cavalry at the beginning of the War.’ Appointed an Air Mechanic Third Class, he was commissioned Second Lieutenant on 1 February 1918, and was initially posted as an Instructor with the 85th Training Squadron, Canada. However, at the end of February he was granted four weeks’ sick leave and he returned home. On 3 March, while at Tallaferro Field, Fort Worth, Texas, Flynn took an air cadet from Los Angeles on a flight and when 400 feet from the ground the machine went into a tailspin. The controls refused to work, and the machine started to drop. There aircraft struck the ground in a newly ploughed field which may have saved their lives, the air cadet, who was in the front seat, received a broken arm and two broken ribs, while Flynn received a broken nose. Recovering, Flynn proceeded to England and served with the 33rd Training Squadron, before receiving an operational posting to the 20th (Bristol) Fighter Squadron in France. He was subsequently attached to the Dwina Wing for service in North Russia, and was wounded whilst fighting the Bolsheviks, whilst doing some low level flying over the lines. In the California Honour Roll, War History Department for the First World War, Flynn describes his service thus: ‘My work consisted partly in chasing down submarines on the East Coast of England; the work was rather monotonous except for a stray Hun patrol or Zep, and through our vigilance we kept these rather scarce. later I went to France and my work consisted of escorting bombers, which I was just getting warmed up to, when the armistice was declared. I then answered the call for volunteers to Russia and certainly worked hard up there, bombing the Bolshevik positions and dumps and doing considerable artillery observation for the Army and Navy; it was for good work along this line that I received the Russian Order of St. Anne with crossed swords. Whilst observing some gun positions I stopped a machine gun bullet in my leg, thus concluding my war in Russia.’ A study of the Royal Air Force casualty cards confirms that Flynn was not wounded from ground fire, in fact he was wounded while flying over the Bolshevik position while trying to reload an automatic pistol, when it discharged, and he shot himself in the leg. He was admitted into the 53rd Stationary Hospital at Archangel, Russia and he was repatriated to the Royal Air Force Hospital at Eaton Square, London in August 1919. On 27 November he departed from Southampton for New York, and whilst en route he was transferred to the unfit list. For his services during the Great War the American authorities officially approved him to wear the British War Medal, the (British) Victory Medal, and the Russian Order of St. Anne (US Service record confirms), although, given the political situation in Russia at the time, and the lack of available insignia, it is possible that he never physically received the Russian insignia. After completing his legal studies in San Francisco, Flynn enlisted with the United States Army Air Corps Reserve on 6 July 1923, and was advanced First Lieutenant on 12 June 1926. On 17 September 1928, he was co-pilot of an aircraft which was en route from Mines Field at Los Angeles to Crissy Field, San Francisco when their gasoline was getting dangerously low. They circled over the city of Tulare in the dark searching for a landing field when they crashed in an alfalfa field north of the city. The aircraft struck the ground and plunged through the telephone wires along the railway, entirely destroying service between Tulare and Points North and the plane immediately caught fire, however both men escaped. After this mishap, he returned to duty and was promoted to the rank of Captain on 18 May 1930, being rated a Pilot from 27 July 1931. He remained with the reserves while working as a lawyer (Attorney) in his civilian life, specialising in aviation law, defending airlines from liability claims. He applied for a Purple Heart on 27 October 1932; however, his application was rejected as he received his wound as a member of the British Expeditionary Force and not with the American Expeditionary Force. Flynn was promoted to the rank of Major on 18 October 1935, and the following year, on 30 May 1936, endured another crashed landing: Chosen to pilot the plane to scatter the ashes of a comrade, and air ace, ‘Tex’ Frolich, over Chrissy Field, Flynn had only just completed the memorial service when suddenly his motor failed when at approximately 400 feet. With hundreds of picnickers in the park, Flynn skilfully manouvered the plane to avoid hitting anyone and landed between some trees; at the time he was noted in the local newspapers as having risking his own life to avoid killing others. Flynn saw further service during the Second World War, and was promoted Lieutenant-Colonel on 22 June 1943. serving with 461st American Air Force Base, San Francisco, California and 464th American Air Force Base McChord Field, Washington D.C, as executive officer. Reverting to the Reserve following the cessation of hostilities he was promoted Colonel on 22 July 1949, finally retiring, unfit for further duties, on 31 January 1956, after 32 years’ service. He died at San Rafael, California on 12 April 1980, aged 84. Sold with various N. S. Meyer, New York, silver Wings; an R.F.C. and R.A.F. cap badge; and other metal and cloth insignia; as well as extensive copied research (both hard copies and on a memory stick), including a photographic image of the recipient.
A Second War M.M. group of five awarded to Sergeant F. Boothman, 2nd Battalion, Lincolnshire Regiment, who at the capture of Kervenheim, Germany, went to the aid of casualties despite extremely intense gun-fire and succeeded in bringing in the wounded men at great risk to himself, 1 March 1945 Military Medal G.VI.R. (4348892 Sjt. F. Boothman. Linc. R.) with named Buckingham Palace enclosure, and card box of issue; 1939-45 Star; France and Germany Star; Defence and War Medals 1939-45, about extremely fine (5) £1,400-£1,800 --- M.M. London Gazette 21 June 1945: ‘In recognition of gallant and distinguished services in North West Europe.’ The original Recommendation, for an immediate award, states: ‘On March 1st 1945 this NCO, normally a Carrier Platoon NCO, was attached to “A” Company 2 Lincolns as an additional stretcher bearer NCO for the operation connected with the capture of Kervenheim, in conjunction with 1 Royal Norfolks. During the advance to the village one platoon of the Company suffered several casualties from German machine gun fire whilst crossing an exposed length of road. Sjt Boothman with his fellow Stretcher Bearers went to the aid of these casualties immediately, although the machine gun fire was extremely intense, and he had previously been told to wait until the firing thinned. At great risk to himself, and with complete disregard for his own personal safety, he succeeded in bringing in the wounded men. For his bravery coolness and fine example to his fellow Stretcher Bearers I strongly recommend this NCO be granted an immediate award of the Military Medal.’ From the withdrawal of the BEF in France and Belgium in 1940 (which saw around 75% of the battalion captured at Poperinge) and the evacuation at Dunkirk, to the 1944 Normandy landings, Caen, the Normandy Bocage and the campaign through Belgium and Holland, the 2nd Battalion The Lincolnshire Regiment had, by early 1945, seen more fighting in the Second World War than most British Army battalions. Crossing from Holland into Germany, the 2nd Lincolns were to be next engaged in Operation Veritable, the clean up of the last remaining pockets of German resistance in the area west of the Rhine. On 1 March 1945, with other infantry, the 2nd Lincolns took part in the night capture of the village of Kervenheim; it was here on this day that Pte. J. Stokes, 2nd KSLI, won a posthumous Victoria Cross for his conspicuous gallantry in launching three consecutive attacks on German strongpoints until brought down by his wounds. The 2nd Lincolns suffered several casualties of their own and had little time for rest or food before, just the following afternoon, they were ordered into attack again, the objective this time being the village of Winnekendonk, about 2 miles south of Kervenheim, which they famously took with a frontal attack across open country. It was two successful battles within the space of 24 hours for the battalion and the regimental history appears not to distinguish between them as regards the awarding of honours. The History of the 10th Foot 1919-1950 by Major-General J. A. A. Griffin D.S.O. recounts the assault on Winnekendonk and concludes by attributing Boothman’s M.M. award also to this action: ‘Immediately the Battalion emerged from the cover of the woods, which had screened the start line, it met heavy machine-gun fire from the right flank, combined with considerable mortar and shell-fire. Anti-tank guns of varying calibres concentrated on the tanks, and the battle was on. One Churchill was knocked out, another had its turret blown off. A third accounted for the S.P. gun causing the damage. Two German Mark IV tanks were also destroyed. Twelve hundred yards of open ground had to be crossed before the cover of buildings was reached, and the Battalion surged forward under pitiless fire. Many fell including Major P. H. W. Clarke, M.C., killed by a grenade as he moved from platoon to platoon cheering on his men, but the remainder did not waiver. By twenty minutes past six the road junction at the near approach to the village had been reached. But still the parachutists fought back grimly. Snipers fired from first floor windows, and Spandaus shot through loopholes made in the walls at ground level. Now the light was going fast, and the infantry and tanks went into the village in billows of smoke, punctuated by orange flashes of the enemy 88’s, and criss-crossed in all directions by red lines of tracer. It was a great and terrible spectacle. By this time the Battalion had really got its teeth in and was not to be denied, and while Battalion Headquarters itself was fighting its way into a house, the leading company had reached the centre of the town. “C” Company headquarters, with Major G. C. A. Gilbert, M.C., in charge, found a Boche bazooka team stalking through the back gardens towards them. They held their fire until the leading man was only five yards away and then let fly. Eight Germans met sudden death. Savage fighting continued until the parachutists had had enough. It is reckoned that thirty were killed and fifty wounded; eighty surrendered, and the following morning, when the village was finally cleared, seventy more gave themselves up. The Commanding Officer, Lieutenant-Colonel Firbank, received a bar to his D.S.O. for this action, and Captain P. Smith, who was twice wounded during the battle and was evacuated, much to his disgust, the second time, was awarded an M.C. Sergeant Nicholson of “B” Company, Sergeant Boothman of “S” Company, Corporal Spye of “D” Company and Private Connor of “C” Company were all awarded the M.M.’
CLASSIC ROCK/ BLUES ROCK/ POP - LPs. A smashing collection of around 79 LPs. Artists/ titles include Fleetwood Mac inc S/T (MS2225), Rumours (K56344), Tango In The Night, Tusk. Bruce Springsteen - The River, Toto - Africa (CBS A11-2510, picture disc), Marc Bolan And T Rex - Best Of 20th Century Boy, Sweet - Level Headed, The Sensational Alex Harvey Band inc Next, Framed. The Blues Band - Ready, Knopfler & Atkins - Neck and Neck, Dr Hook - Bankrupt, Dire Straits inc Love Over Gold, S/T (6360 162). Derek & The Dominos - Layla, Robert Cray, Joe Cocker, Eric Clapton inc The Cream Of, There's One In Every Crowd, 461 Ocean Boulevard. Chicago, Steve Miller Band, Billy Joel, The Who, Heart, Nazareth, Chris Rea, Janis Ian, Fanny Hill, Electric Light Orchestra, Eagles inc Hotel California. Condition is generally VG+ to Ex+.
A pair of Durham County Elementary Schools' Football Association representative caps dated 1921-22 and 1922-23,maroon velvet caps, both embroidered with DCESFA and crest, both in good conditionThe Association was founded 13th June 1908 as a result of teachers "strongly resenting" the Durham F.A.'s decision to take control of schools' football in the county, which they saw as an "intrusion upon schools' football ... and detrimental to the best interests of the game."Researching information on the excellent Durham County Schools' F.A. website, it is a possibility that these caps were awarded to the striker Frank Cresswell of South Shields SFA who would become a professional footballer playing for a number of clubs in the 1920s and 30s and also represented England at schoolboys' international level. Another possibility was the schoolboy Tait of Lambton & Hetton SFA who also represented the county in both seasons 1921-22 and 1922-23.The name Bailes appears for both seasons, but is attached to different SFA's (Lambton & Hetton and Crook) so they might be different schoolboys of the same name.
Shapland & Petter, Barnstaple, Arts and Crafts oak desk, circa 1900, the superstructure with shelved spindle filled galleried back and heart-pierced downswept sides, above rectangular moulded top with inset tooled leather skiver and slide, frieze drawer over kneehole and bank of three drawers over shelf all with copper ring handles and shaped escutcheons, raised on square section stop baluster supports on block feet united by stretcher, locks stamped 'S & P', 97cm x 58cm x 100cm highThe desktop has ink stains in multiple places, a high level of wear, and the leather has damage mainly to the front. The righthand side of the gallery support has cracks near the joint of the lower side and the shelf has ink stains. All of the drawers have ink stains in them, and the middle drawer is missing part of the escutcheon around the keyhole. The low shelf has water stains on the front.
**Saleroom announcement** The car has had a fresh MOT prior to the sale A genuine 1966 1275S fastidiously and correctly prepared to replicate its 'Works' siblings. An absolute jewel. It's amazing how many motoring images from three or four years in the mid-1960s have gone on to become almost iconic. Steve McQueen's Highland Green, Shelby 390GT with smoke pouring from the tortured rear tyres, Jim Clark's Lotus Cortina waving a wheel at the crowd, bespattered, orange and blue, Gulf GT40s crossing the finishing line at Le Mans, and anyone with even a passing interest in rallying can instantly recall those night-time pictures of the world-beating works Mini-Cooper S' of Aaltonen, Makinen and Hopkirk battling through heavy snow on the Col de Turini in 1965 and 1966.It certainly was the sensation in the 1963/64 winter rally season. The tiny little car immediately became a legend. The saga of 1966 is well documented when the works Mini Coopers of Makinen, Aaltonen and Hopkirk left all the others far behind finishing first, second and third at the end of the Rally only for the French race commissioners, after an eight hour technical inspection, to establish that the external headlight brackets were illegal and disqualified the first three cars. Sacre Bleu!This particular car is a genuine Mk1 Morris Mini Cooper 1275 S as confirmed by its Heritage Trust Certificate in the accompanying history file. It was originally supplied by Stewart and Arden Ltd of Acton, London in July 1966, having been built in May 1966, and was fitted from new with a fresh air heater, oil cooler and extra fuel tank. From the Certificate we can see that the car still retains its original chassis number, engine number and body number.Owned, but not used in anger, by its private owner since 2015, the car is today effectively a 'Works replica' rally car that is really great fun to drive and is welcome at events and shows throughout the world. All the right period Mini competition parts, updates and legal modifications are present and the car could easily be prepared for historic competitive rallying or simply be enjoyed on the road and exhibited at events. It's fitted with a Jack Knight straight-cut gearbox, full roll-cage, magnesium Minilites, 3.7 Diff, 'Works' heated front screen, perspex side and rear windows and twin alloy fuel tanks (foam filled). According to our vendor, the floor is solid and appears original with no evidence of panel replacement. With fairly high-gearing, the Mini is still quick but is reasonably quiet at higher speeds.Offered with a comprehensive history file containing the Heritage Certificate, the current V5C and many prior MOTs, bills and receipts. Viewing is highly recommended and the car is with us now and can be seen in Warwickshire prior to the Sale or at the Silverstone Classic on Friday 26th August before the sale on Saturday 27th.'LLT 475D' is a fantastic example of a genuine 1966 1275S prepared as an homage to the works cars of the sixties and, is not only cosmetically delightful, but is mechanically well-developed and could be competitive at club and historic level. It's road registered, has lots of presence, and would be hard to beat in terms of sheer driving fun for the money.SpecificationMake: AUSTINModel: MORRIS COOPER SYear: 1966Chassis Number: KA2S4851700Registration Number: LLT 475DTransmission: ManualDrive Side: Right-hand DriveMake: RHDClick here for more details and images
FEN History: 1- ELSTOBB, W: An Historical Account of the Great level of the Fens, Called Bedford Level, and other fens, marshes and low-lands. Lynn, W. Whittingham & sold by S. Crowder, 1793, 1st. edn. PP: viii, (xi) Subscribers list, (i) adv, 276, (4) adv.+ large folding Map. Later half leather, scattered spotting; one page with a tear and old repair; 2- Wheeler, WH: History of the Fens of south Lincolnshire. Boston, 1868, 1st. edn. The Author’s own copy, interleaved with his notes and corrections throughout. Original cloth; rubbed; the map with a tear; 3- Another copy; 4- Johnson, C: Account of the trial & execution of the Ely & Littleport rioters in 1816. Ely, 1893, 1st. PP: 77, (vii) adv.. Original wrappers; edges frayed; Plus Ten others. (14)Provenance: The Peter and Pat Crofts Collection
A mixed collection of 50+ long play LP vinyl record albums of varying artists and genres comprising , The Who, UB40, Level 42, Specials, The Associates, Elvis Presley, Stevie Wonder, Ultravox, David Bowie, Gary Numan, Adam & The Ants, multiple Sparks examples, Frankie Goes To Hollywood EP''s etc. Mostly in VG condition.
One of only 25 LG45s bodied as a Tourer and consequently much coveted and very rarely on the market.Having established its reputation by winning the Moscow - St Petersburg Reliability Trial of 1910 with a 30hp six, Lagonda concentrated mainly on the production of light cars before reverting to sporting and luxury models in the mid-1920s with the introduction of the 14/60. This four-cylinder, 2-litre model was joined in 1929 by the first of Lagonda's own sixes - the 3-Litre - but by the mid-1930s the Meadows-engined cars were seen as the way forward. Introduced at the 1933 Olympia Show and based on the preceding ZM 3-litre model, the M45 deployed Meadows' 4½-litre, twin-plug six to good effect, saloons being capable of reaching 90mph and tourers the 'ton' under favourable conditions.A team of three specially prepared short-chassis cars (effectively the soon-to-be-announced M45 Rapide) prepared by Lagonda main agents Fox & Nicholls performed creditably at the 1934 RAC Tourist Trophy at Ards, and the following year one of these TT cars driven by John Hindmarsh and Luis Fontes won the Le Mans 24-Hour endurance classic outright.Under W O Bentley's technical direction the big Lagonda became more refined: the M45's successor - the LG45 - gaining synchromesh gears, flexible engine mounts and centralised chassis lubrication among many other improvements. Endowed with such an impeccable pedigree, the 4½-litre Lagonda quickly established itself as a favourite among the wealthy sporting motorists of its day. A mere 278 LG45s were produced between 1936 and 1937 and the model remains a much sought-after classic, however, of those 278 only 25 are believed to have been delivered as Tourers such as this offering and consequently these rare derivatives have always been coveted and rarely come to market, making this a wonderful opportunity.We understand that the first owner of this stunning LG45 was, Lord Burghley, the Olympic Athlete who became the 6th Marquess of Exeter in 1956. He inspired the scene in the film “Chariots of Fire “ when Harold Abrahams ran round the Great Court at Trinity College in the time it takes for the college clock to toll midnight! Burghley actually accomplished this feat in his final year at Cambridge and was the first to do it taking 43.6 seconds to cover the 406 yards.Our vendor purchased the Lagonda a couple of years ago from Hyman Ltd., the well-respected US dealer in all things classic, and at that time it was finished in Old English White with dark red wire wheels, a tan leather interior and displaying an odometer reading of 98,161 miles. Surprisingly, in the photographs accompanying Hyman’s sales literature, the car is seen wearing its UK registration number, CLW 296, so presumably it had been part of a private collection and not used on US roads.Despite the fact that the car’s bodywork and trim appeared in good condition all round, our vendor decided that he wanted to totally repaint and retrim the Tourer and the result is truly spectacular. It’s now resplendent in Gloss Black with a depth of shine that is quite remarkable, the wire wheels are also in black (shod with new Dunlops all round) and the weather equipment is all new. The interior has been superbly retrimmed in a glorious Apple Green and displays a level of craftsmanship rarely seen with not a detail missed. The engine bay can only be described as immaculate and every other mechanical area that’s visible has been thoughtfully presented, not over-restored but just the way you would hope to find it. We could write further chapters about this impressive motor car but suggest that the best way to assess this beautiful and charismatic Lagonda is simply to come along and view it. With only 25 ever built and far fewer remaining, it may be your only chance to see one.With a Le Mans pedigree, dependable Meadows 4½-litre engine and smoothly operating transmission, the LG45 offers a great package of heritage, modern convenience and reliability and in this case, with its interesting provenance and amazing presentation, 12013 deserves your serious consideration. SpecificationMake: LAGONDAModel: LG45Year: 1936Chassis Number: 12013Registration Number: CLW 296Engine Number: 12013Make: Interior Colour: Green LeatherClick here for more details and images
Vinyl - New Wave / Synth Wave / Rock / Pop - Over 70 mainly UK pressings 12” singles including rarities, Test Pressings, many Promos and big name artists such as: Spandau Ballet, Level 42, Topper Headon (The Clash), Dead Or Alive, Single Minds, Kirsty MacColl, Ministry, Paul Haig, Tori Amos, Curve, Heaven 17 and many more. Mostly from the 1980’s and early 1990’s. Condition varies but also including many unplayed examples and some still sealed, Some duplication (Some could use cleaning after being stored for over 30 years)

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