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Lot 35
WALLIS, HULL A RARE 80-BORE PRE-CHARGED PNEUMATIC BALL-RESERVOIR AIR-RIFLE FOR RENOVATION, no visible serial number, circa 1820, with two-stage twist 31in. smoothbore barrel, carved girdle at the intersection, dove-tailed fore-sight, dove-tail for rear-sight (sight absent), a further notch rear-sight fitted at breech (blade damaged), gold poincon at breech signed 'WALLIS, HULL' together with gold bands, trophy engraved top-tang, flat border and trophy engraved bevel-edged lock fitted with a cocking piece disguised as a flintlock cock and signed in a further gold poincon, walnut half-stock chequered at the wrist (major loss to wood above lock, comb shaved), iron furniture including raised and scrolled lower tang, engraved aperture in underside of fore-end for a ball air-reservoir (reservoir absent), white-metal nose-cap to fore-end and under-barrel thimbles (worn) for ramrod, also missing. Pre-1939
Lot 415
A LEFT-HAND 14-BORE FLINTLOCK SILVER-MOUNTED SINGLE-BARRELLED SPORTING-GUN SIGNED RICHARDS, no visible serial number, with clear Birmingham hallmarks for 1783 and with the silversmiths mark for Charles Freeth, browned two-stage 38 1/2in. barrel of Spanish form, London proofs at breech, applied fore-sight, moulded sighting groove to top-tang, flat bevel-edged stepped tail lock signed 'RICHARDS' below the pan, engraved tail, large roller to the frizzen-spring, refaced steel, walnut handrail full-stock (some cracks and inlet repairs along fore-end), carved and moulded silver trophy escutcheon to wrist, silver heel-plate, silver pierced sideplate, silver trigger-guard engraved with initials and with complex carved and moulded trophy finial, silver ramrod thimbles and probable original horn-tipped ramrod, some loss to engraved detail, 53 1/2in. overall.
Lot 457
CLARKE, LONDON A .600 FLINTLOCK HEAVY OVERCOAT PISTOL, no visible serial number, circa 1800, with octagonal 6in. barrel marked 'LONDON' (refreshed), Birmingham proofs, trophy engraved pointed top-tang, bevel-edged borderline engraved lock with trophy engraved rounded tail and signed 'CLARKE' below the pan, swan-necked cock with sliding safe, frizzen with roller-spring, walnut full-stock (cracked and repaired at fore-end) with Durs-style chequered bag-shaped butt, iron furniture including engraved trigger guard and provision for ramrod (absent).
Lot 461
JOVER, LONDON AN 80-BORE FLINTLOCK TAP-ACTION POCKET-PISTOL, no visible serial number, circa 1795, with blued turn-off plain 1 5/8in. barrels, starred muzzles for a key (absent), borderline and trophy engraved London proved brass action signed 'JOVER' in an oval on the left and 'LONDON' in an oval on the right, moulded iron tap-handle, central cock and frizzen, sliding safe to the top-tang, guarded trigger and walnut slab-sided bag-shaped butt.
Lot 48
A SELECTION OF SILVER AND WHITE METAL JEWELLERY, to include a Danish silver wreath style brooch, signed C.G Hallberg, two silver oval lockets, each with a full silver London import mark, a silver gilt pendant 'My true love sent to me a partridge in a pear tree', hallmarked silver London, a silver trophy label, engraved 'E. McCafferty 1976-1991', hallmarked silver Birmingham, approximate gross weight 71.5 grams, together with a white metal ring, a lapis lazuli brooch, chains, earrings, pendant etc
Lot 140
A SILVER TROPHY CUP, plain polished undecorated design, engraved 'Eisteddfod Genedlaethol Machynlleth 1937, Miss O. Williams, Aelod O Gor Y Plant' tapered stem on a circular base, fitted with double scroll handles, hallmarked 'S Blanckensee & Son Ltd' Birmingham 1937, approximate gross weight 94.6 grams, 3.04ozt, together with a circular plinth
Lot 139
A SILVER TROPHY CUP, tapered plain polished cup, engraved 'Cookery & Food Exhibition, London 1909, Millennium Cup, 2nd Prize, Vinna Class Awarded to J. Stieglitz London', double handles (one handle not attached) on a circular base, hallmarked 'Elkington & Co Ltd' Birmingham 1909, height 20cm including handle, approximate gross weight 307.9 grams, 9.90 ozt (condition report: one handle has broken off, tarnishing on the base and in other places, small dinks to the side)
Lot 11
Fifteen 1930s BARC Brooklands Official Race Cards and race programmes,comprising Official Race Cards for Whit Monday 1930, Easter Monday 1931, Bank Holiday 1932, Easter Monday 1933, 1936, Whit Monday 1937 and Whit Monday 1939, race programmes for British Empire Trophy 1932, 500 Miles Race 1932 and 1934, International Trophy 1935 and 1936, International 500 1937, each with covers, two without covers for Whit Monday 1932 and 500 Miles Race 1935, together with a reproduction 1939 Official Race Card, two Brooklands Year Books for 1932 and 1937 and a reproduction Year Book for 1930. (19)This lot is subject to the following lot symbols: •• Zero rated for VAT, no VAT will be added to the Hammer Price or the Buyer's Premium.For further information on this lot please visit Bonhams.com
Lot 260
The ex-Tim Rose-Richards/Cecil Randall1929 Lagonda 2-Litre 'Low Chassis' TourerRegistration no. PK 9201Chassis no. 9411Footnotes:THE FORSHAW COLLECTIONThe remarkable family of low-chassis 2-Litre Lagonda sports cars offered here from the Forshaw Collection reflects the early background of their very well-known and highly-respected Aston Service Dorset business, in the 1930s when Ivan Forshaw made his name as a Lagonda specialist. He was instrumental in establishing the 2-Litre Lagonda Register and later involved in its amalgamation with the Lagonda Club, becoming spares and technical advisor. Ivan and his wife Enid established their home in Parkstone, Dorset. They had two sons, Roger in 1940 and Richard in 1946. When World War 2 began Ivan joined the Army, initially as a dispatch rider, rising through the ranks and seeing service in North Africa and Italy before being invalided out in 1945. Postwar he resumed business and when Aston Martin and Lagonda merged in 1947 the new company passed enquiries concerning pre-war Lagondas to Ivan Forshaw. When Sir David Brown's ownership of Aston Martin Lagonda Limited ended, sole rights to remanufacture parts for Aston Martin DB2 and DB2/4 models plus the David Brown Lagondas were offered to 'The Captain' and Aston Service Dorset was launched in 1972 to cater for that market. The business continued as officially recognised parts specialists for all models up to and including the DB7 Vantage. Ivan Forshaw passed away in 2006 at the age of 94, and he maintained his lifelong enthusiasm for all things Lagonda right to the end. His family collection of Lagondas - particularly this group of low-chassis 2-Litre Tourer competition cars from the 1929 season - was a particular pride and joy. BONHAMS is privileged to have been entrusted with offering them now to the market - for new generations of collectors and enthusiasts to admire, and to enjoy.THE 'FOX & NICHOLL' AND 'SYNDICATE' 2-LITRE LAGONDAS - 1929 RACING SEASONAt the end of 1928 a syndicate of Waltham and Hertford, Hertfordshire-based racing enthusiasts decided to pool their resources in order to enter long-distance sports car racing seriously in 1929. Those enthusiasts - supported by budding driver Tim Rose-Richards - were Arthur Pollard, George Roberts, Cecil Randall and Bill Edmondson - who was General Metcalfe of Lagonda Cars' solicitor. In February 1929 the General agreed to supply the syndicate with two special competition versions of the 2-Litre model, for £350 each - roughly half price - on condition that they would not be resold for less than £600. The syndicate planned to run the cars in the Brooklands Double-Twelve, the Six Hours, the Ulster Tourist Trophy and, possibly, to enter and run one in the Le Mans 24- Hour race. Lagonda had a paid-for entry at Le Mans and placed it at their new client's disposal. The General also promoted their embryo venture to Shell Oil and KLG Spark Plugs recommending sponsorship. Arthur Fox of the Fox & Nicholl primarily Talbot team had also been campaigning a 2-Litre Lagonda, Fox's own car, and an agreement was reached under which Fox & Nicholl of Tolworth, Surrey, would also prepare the new syndicate's sister Lagondas. The cars arrived at the Fox & Nicholl works at the end of April 1929 which left little time for them to be prepared properly for the Brooklands Double-Twelve race in mid-May. Four cars were provided in all for the syndicate and for Fox & Nicholl, with the fourth being owned by specialist tuner R.R. Jackson. The quartet of 2-Litre cars - now offered in this unique Sale opportunity - were given consecutive UK road registrations, PK 9201, 202, 203 and 204. Amongst them 'PK 9201' and '9202' were to be the syndicate's cars, Fox's was 'PK 9203' and Robin Jackson's 'PK 9204'. These cars were prototypes of the low-chassis 2-Litre with a revised front axle and the dynamo mounted on the nose of the crankshaft as on the Lagonda 3-litre and 16/65 models. Fox & Nicholl's men were amused when the cars were delivered to them without the spacers required to go between the axle and springs at the rear, which left the cars in low-chassis form up front, and 'high-chassis' at the rear. The spacers in fact only arrived in time for the second practice session of the Double-Twelve at Brooklands - until which point the paddock habitués there were highly intrigued by the Lagondas' peculiar stance...Arthur Fox was a great detail man in his preparation and he ensured his team drivers practised a special start procedure repeatedly pre-race, which paid off as they were flagged away, leading the field. The early race laps had to be completed with hoods raised, and again Fox's attention to detail equipped the hoods with spring loaded clips to assist in each one's furling and being made secure. The syndicate cars and Fox's entry had a windscreen which could be hinged open and locked near-horizontal as a deflector, presenting less frontal area to the airstream yet deflecting it more efficiently than a simple aero-screen around the driver's head and shoulders. Jackson's 'PK 9204' lacked that feature, using a plain aero screen and wire-mesh stone screen instead. The cars were in fact lightened and modified in many other subtle ways as detailed in the wonderful Lagonda history by Arnold Davey and Anthony May ('Lagonda', David & Charles, 1978). Furthermore Arnold Davey informs us that: 'Dan Hagen, who owned 'PK 9204' from 1938 until 1967, wrote in the Lagonda Club magazine, in 1954, how he had extracted from the factory before the war details of the amount of tuning the 1929 team cars' engines had received, in addition to drastic lightening of the chassis and bodywork. The camshafts were lighter and carried quick lift, long-dwell cams, The compression ratio was raised to 7.45 to 1, inlet ports honed out to 36 mm, lightened flywheel, 'French type' Zenith triple-diffuser carburettors, enlarged radiator with pressurised system, straight cut bevel axle with 4 to 1 ratio.' Mr Davey adds: 'I doubt if the car would have been sold to the public with that compression ratio, which required a 40% benzole fuel mix to run without detonation. At the time of his writing, the car had done over 250,000 miles...'. For the 1929 Brooklands Double-12 race, driver pairings were: 'PK 9201' - Tim Rose-Richards/Cecil Randall 'PK 9202' - Bill Edmondson/George Roberts 'PK 9203' - Frank King/Howard Wolfe 'PK 9204' - Robin Jackson/C.A. Broomhall. This split 24-Hour race - leaving the gigantic Motor Course quiet overnight to ease the inhabitants of Weybridge's slumbers - proved to be a contest between supercharged Alfa Romeos and the big Bentleys - while the 2-Litre cars above were outrun by the factory's proxy entry of a 2-Litre for Mike Couper, which proved to be their 200-mile record car. Still all five of these 2-Litre cars were running at the end of the first 12-Hour competition, the four low-chassis cars and Couper's high-chassis 'special'. Starting the cold engines at the start of the second day's racing proved near disaster for the Jackson/Broomhall car which lost nearly an hour before it could be persuaded to fire. Broken exhausts and silencers then afflicted the Fox cars and the Rose-Richards/Randall entry broke its crankshaft. An Alfa Romeo finally won, with Couper's high-chassis 'special' 9th overall and winner of the 2-Litre class, with Edmondson/Roberts 13th overall and class 2nd in 'PK 9202', Jackson/Broomhall in 'PK 9204' 14th overall, class 3rd - and King/Wolfe 18th overall and 6th in class in 'PK 9203'.The syndicate emerged most unhappy about the late entry of Couper in the special Lagonda, and a storm blew up between them and General Metcalfe which took a little time to be resolved amicably. The cars were overhauled at Lagonda's Staines factory, and the ... For further information on this lot please visit Bonhams.com
Lot 248
The Ex-Innes Ireland/Tom Threlfall1960 Lotus Type 14 Series 1 Elite Two-Seat Grand Touring CoupéRegistration no. 657 2ARChassis no. 1182•Landmark all-British design•Ex-Innes Ireland•1962 RAC Tourist Trophy competitor•Recent Hawker Racing Ltd restorationFootnotes:This extremely attractive Lotus Elite is a fine example of the frontier-technology, monocoque fuselage, all-independently suspended moulded glass-reinforced plastic Coupe created by the incomparable Colin Chapman with body stylist friend Peter Kiran-Taylor in 1956. The Lotus Type 14 Elite was produced in series by Colin Chapman's Lotus company from 1957-1963. While GRP or 'glass fibre' mouldings formed the entire load-bearing structure of the car, a steel subframe supporting the dedicated 1300cc Coventry Climax FWE 4-cylinder single-overhead camshaft engine was bonded into the monocoque's forward bay, as was a square-section windscreen-hoop providing mounting points for door hinges, a jacking point for lifting the car and roll-over protection. While the first 250 body units were made by boat-specialists Maximar Mouldings of Pulborough Sussex, their quality proved problematic and Chapman quickly replaced Maximar with the Bristol Aeroplane Company as sub-contractors. Colin Chapman had established himself as the effective high priest of weight-saving competition car design and the exquisite Type 14 Elite Coupe proved a wonderfully agile driver's car, suitable for high-performance use on both road and track. The Bristol-bodied Elites were lighter yet more robust than their Maximar predecessors. The Kiran-Taylor body form, fine-tuned by aerodynamicist Frank Costin, contributed to the car's low claimed drag coefficient of just 0.29. During the period of the Lotus Elite's introduction, Team Lotus was struggling to establish its front-engined single-seater racing cars within International 1 1/2-litre Formula 2 competition, in the way that their 1100cc Lotus 11 sports-racing cars had come to dominate their class at every level. One of the sports car drivers who graduated to the single-seater 'Vanwall-shape' Lotus 16 Formula 2 cars in 1958 was the extrovert and supremely self-confident young former paratrooper Robert McGregor Innes Ireland. Innes, as he was always known, born in Yorkshire in 1930, had been raised in Kirkcudbright, Scotland, and before becoming commissioned as a lieutenant in the Paratroop Regiment and serving in Egypt during the Suez Crisis of 1956, he had trained as an engineer with Rolls-Royce. He had begun racing in an elderly Riley in 1954 before simply being smitten by the sleek, lightweight, sophisticated promise of the Lotus sports car range. Colin Chapman recognised his developing talents and engaged him as a works driver for Team Lotus, making his Formula 1 debut in the 1959 Dutch GP alongside Graham Hill. He immediately took a points-scoring 4th place and later that year was 5th in the United States GP at Sebring, Florida. When Colin Chapman introduced his first rear-engined Lotus, the Formula 1 Type 18 for 1960, Innes instantly led the opening Argentine GP, and added 2nd places in the Dutch and United States GPs. He also drove GT cars for Aston Martin, having formerly handled such Ecurie Ecosse chassis as their D-Type Jaguars. Innes was straight out of the hard-drinking, high-living mould previously exemplified by Mike Hawthorn, and he was certainly a colourful character. Yet he genuinely loved Lotus, and strove to achieve success for the team. He won for them not only the Glover Trophy at Goodwood on Easter Monday 1960, but also the Formula 2 race there in Team Lotus Type 18s - outperforming Stirling Moss's Cooper so thoroughly that Moss beseeched his entrant Rob Walker to get him a Lotus 18 - which was arranged. Innes also won the LombankTrophy race for Lotus that year. While Moss brought the Lotus marque its first Formula 1 Grand Prix victories in 1960, Innes Ireland single-handedly beat the works Porsches on their home ground to win the 1961 Solitude GP and followed up by scoring Team Lotus's own first World Championship-qualifying GP victory in that year's United States GP at Watkins Glen. Sadly for Innes - Colin Chapman perceived greater promise in Team's younger Scottish recruit Jim Clark, and Ireland found himself summarily dropped by the Lotus factory team for 1962 and replaced by the future double-World Champion. Innes would still win Formula 1 races in Lotus cars entered by the UDT-Laystall Racing Team, and he also won the Goodwood TT in a UDT Ferrari 250GTO - but a new era of racing between more focused professionals ended his frontline career after 1966. He subsequently became Sports Editor of 'Autocar' magazine, and later still Formula 1 reporter for the American magazine 'Road & Track'. This colourful personality graced the racing world far into the 1980s, before succumbing to cancer in 1993, aged still only 63. He was the first owner of the Lotus Elite now offered here, having received it as part of his engagement fee with Team Lotus for that memorable 1960 season - really his finest. Preserved within the document file accompanying this Lotus Elite is a letter from the car's second owner, Tom Threlfall, to contemporary 1990 owner Martin Eyre, dated August 18 that year. In part Tom Threlfall wrote: 'I bought the Elite from Innes Ireland (who was as ever a bit short of readies) in the summer of 1962. Innes had the car as a perk from Lotus; it was in poseur road trim, with fitted suitcase and very Stage One FWE engine. He had never raced the car. Innes wanted my hot Mini for some reason, and it was part of the deal. 'The engine went to Stage 3, but I did little else to the chassis that year, racing the car at the Brussels GP, Montlhéry, and other Continental and domestic events. The central exhaust pipe led to fluid-boiling problems in the rear brakes. 'In 1963 the car went to a side-pipe, lowered rear suspension, NASA (sic) intake, fat anti-roll bar at the front, etc. It also acquired a pair of side tanks for the longer-range events (Snetterton 6-hr [he meant 3-Hour] and TT) made by Maurice Gomm. It finished all the long-distance races, though I had some trouble with the headlights going out at Snetterton. With its original Lotus GRP body the car seemed to be stronger and to handle better than the Team Elite cars, which had Bristol bodies with the diagonal rear trailing arms which led to tuck-in. 'Followong an unfortunate family tendency to perish on the race track my elder brother joined the majority...[in a tragic racing incident in1960, despite Mr Threlfall having recalled it here as occurring in 1963] and since I had just married I retired after 1964 for fear it would happen to me and upset my new wife. The Elite was sold to a chap from Cheshire, I think. Since I was then an instructor in the RAF the car was sporting strips of dayglo orange on its nose at that point (as stuck to most training aircraft) to enable my pit crew to identify it.'. Tom Threlfall enclosed some photos which he described as showing that the car 'wore its NASA intake rather further up the bonnet (where the pressure was higher) than the opposition. He continued by admitting that 'I used to get quite big-headed about beating the Team Elite...'. In fact Tom Threlfall had been racing since the late 1950s, and had campaigned a Lotus Eleven open-cockpit sports car through 1959-60 when his older brother Chris - rather better known internationally at the time, was tragically killed in a Formula Junior race at Aix-les-Bains in France when he collided with a fallen bridge crossing the track, which had collapsed due to the weight of spectators viewing the race from it. Mr Threlfall continued racing when he could through 1961-63 in the Lotus Elite, and his results listing include a 2nd in class at Snetterton, 3rd in class at both the Brussels GP and the Spa GP meeti... For further information on this lot please visit Bonhams.com
Lot 208
The Stan West Collection1926 Bentley 3-Litre TourerCoachwork by I. Wilkinson & Son Ltd, DerbyRegistration no. YM 4769Chassis no. AP307*Speed Model engine*Formerly owned by Victor Gauntlett*Acquired by Stan West in 2011*Maintained by P&A WoodFootnotes:With characteristic humility 'W O' was constantly amazed by the enthusiasm of later generations for the products of Bentley Motors Limited, and it is testimony to the soundness of his engineering design skills that so many of his products have survived. From the humblest of beginnings in a mews garage off Baker Street, London in 1919 the Bentley rapidly achieved fame as an exciting fast touring car, well able to compete with the best of European and American sports cars in the tough world of motor sport in the 1920s. Bentley's domination at Le Mans in 1924, 1927, 1928, 1929 and 1930 is legendary, and one can only admire the Herculean efforts of such giants as Woolf Barnato, Jack Dunfee, Tim Birkin and Sammy Davis, consistently wrestling the British Racing Green sports cars to victory. W O Bentley proudly unveiled the new 3-litre car bearing his name on Stand 126 at the 1919 Olympia Motor Exhibition, the prototype engine having fired up for the first time just a few weeks earlier. Bentley's four-cylinder 'fixed head' engine incorporated a single overhead camshaft, four-valves per cylinder and a bore/stroke of 80x149mm. Twin ML magnetos provided the ignition and power was transmitted via a four-speed gearbox with right-hand change. The pressed-steel chassis started off with a wheelbase of 9' 9½', then adopted dimensions of 10' 10' ('Standard Long') in 1923, the shorter frame being reserved for the TT Replica and subsequent Speed Model. Rear wheel brakes only were employed up to 1924 when four-wheel Perrot-type brakes were introduced.In only mildly developed form, this was the model that was to become a legend in motor racing history and which, with its leather-strapped bonnet, classical radiator design and British Racing Green livery, has become the archetypal Vintage sports car. Early success in the 1922 Isle of Man Tourist Trophy, when Bentleys finished second, fourth, and fifth to take the Team Prize, led to the introduction of the TT Replica (later known as the Speed Model) on the existing 9' 9½' wheelbase, short standard chassis. Identified by the Red Label on its radiator, the Speed Model differed by having twin SU 'sloper' carburettors, a higher compression ratio, different camshaft and the close-ratio A-type gearbox, the latter being standard equipment prior to 1927 when the C-type 'box was adopted. These engine changes increased maximum power from the standard 70 to 80bhp and raised top speed to an impressive 90mph. Other enhancements included the larger (11-gallon) fuel tank and (usually) Andre Hartford shock absorbers. Bentley made approximately 1,600 3-Litre models, the majority of which was bodied by Vanden Plas with either open tourer or saloon coachwork.Michael Hay's authoritative work, Bentley, The Vintage Years, records the fact that 'AP307' (engine same number) was completed on the standard 9' 9½' wheelbase chassis with all-weather coachwork by James Young. The registration is recorded as 'YM 4769' and the first owner as a Major V G Whitla. The car is now fitted with engine number '842', formerly in Speed Model chassis '855'. (It should be noted that the accompanying old-style V5C registration document lists the original engine number.)The V5C shows that the Bentley was formerly owned by one Michael Owen (from 1st May 1983) and immediately before him by Victor Gauntlett, one-time Chairman of Aston Martin, who registered the car in 1982. Stan West acquired 'YM 4769' in November 2011. The car is known to have belonged to Mr R Hahnenberger of Uppsala, Sweden during the intervening period, as evidenced by bills on file issued by Jonathan Wood in 2009 totalling £26,304. Accumulated during Stan West's ownership and mostly dating from 2011, there are other bills from marque specialists P&A Wood totalling in excess of £59,000, together with a quantity of MoT certificates.For further information on this lot please visit Bonhams.com
Lot 84
A large sterling silver trophy by William Comyns & Sons Ltd of London 1928,the large classical twin-handled trophy with lid and finial, hallmarked London 1928 under the base and to edge of lid, un-issued and un-engraved and would suit motor club or similar society seeking a trophy to award, measuring 37cm high overall (including lid), and weighing approximately 3,450gms, together with accompanying purchase receipt and insurance valuation dated 1968 and a small newspaper cutting of a similar trophy. (4)For further information on this lot please visit Bonhams.com
Lot 211
The Stan West Collection1984 Aston Martin V8 Vantage Sports SaloonRegistration no. A242 HPEChassis no. SCFCV81V9ETR12415*AMOC concours winner in 2002 and 2003*Circa 38,000 miles from new*Part of the Stan West Collection since 2010*Stunning conditionFootnotes:With the resurrection of the 'Vantage' name in 1977, Aston Martin enthusiasts everywhere breathed a sigh of relief; previously applied to high-power versions of the DB six-cylinder cars, it had been dormant since the V8's arrival back in 1969. A heavier car than its six-cylinder predecessor, the V8 suffered as emissions legislation became ever more strangulating, leading to concern that Aston Martin's traditional performance image might be lost. The arrival of the Vantage dispelled any such worries. Propelling Aston's V8 back into the supercar league was a tuned version of the existing 5,340cc engine breathing through a quartet of 48mm Weber carburettors rather than the standard 42mm instruments. Valves and ports were enlarged and the camshafts changed, the end result being an estimated maximum output of around 375bhp - in Rolls-Royce fashion the factory chose not to disclose the actual figure, merely claiming that power was 'adequate'. Chassis changes were minimal apart from the adoption of bigger ventilated discs all round and low-profile Pirelli tyres. The Vantage was, nevertheless, readily distinguishable from the standard product by virtue of its blocked-off bonnet scoop, blanked air intake, front chin spoiler and lip on the boot lid. An AMOC concours winner at Waddesdon in 2002/2003; Upton House in October 2002; and Wimpole Hall in September 2003, as well as recipient of the John Wyer Trophy (see photographs in presentation folio), chassis number '12415' is finished in unmarked Rolls-Royce Royal Blue with dark blue-piped magnolia hide upholstery, dark blue carpeting bound in magnolia, and burr walnut veneers. The car is equipped with air conditioning; central locking; electrically operated windows and door mirrors; and Ronal alloy wheels (fitted in 2006 and a feature of later Vantages). This stunning Vantage was prepared to concours standards again in 2007. The car has covered little mileage since then, though it has been serviced subsequently by Aston Martin Works Service at Newport Pagnell (see bill on file dated December 2008). Its accompanying history file also contains an original owner's handbook; a list of previous keepers and copies of former registration documents; copy guarantee form; a quantity of expired MoT certificates; sundry invoices (totalling circa £35,000); and a list of 16 services from 1,467 miles to 33,764 miles. (The odometer currently displays a total of only 38,221 miles). The Stan West Collection purchased the Vantage at Bonhams' sale at Aston Martin Works Service in May 2010 (Lot 334). This car is still in concours condition and it is unlikely that there is another currently available detailed to this standard.For further information on this lot please visit Bonhams.com
Lot 259
The ex-Robin Jackson/C.A. Broomhall 1929 Lagonda 2-Litre 'Low Chassis' TourerRegistration no. PK 9204Chassis no. 9414Footnotes:THE FORSHAW COLLECTIONThe remarkable family of low-chassis 2-Litre Lagonda sports cars offered here from the Forshaw Collection reflects the early background of their very well-known and highly-respected Aston Service Dorset business, in the 1930s when Ivan Forshaw made his name as a Lagonda specialist. He was instrumental in establishing the 2-Litre Lagonda Register and later involved in its amalgamation with the Lagonda Club, becoming spares and technical advisor. Ivan and his wife Enid established their home in Parkstone, Dorset. They had two sons, Roger in 1940 and Richard in 1946. When World War 2 began Ivan joined the Army, initially as a dispatch rider, rising through the ranks and seeing service in North Africa and Italy before being invalided out in 1945. Postwar he resumed business and when Aston Martin and Lagonda merged in 1947 the new company passed enquiries concerning pre-war Lagondas to Ivan Forshaw. When Sir David Brown's ownership of Aston Martin Lagonda Limited ended, sole rights to remanufacture parts for Aston Martin DB2 and DB2/4 models plus the David Brown Lagondas were offered to 'The Captain' and Aston Service Dorset was launched in 1972 to cater for that market. The business continued as officially recognised parts specialists for all models up to and including the DB7 Vantage. Ivan Forshaw passed away in 2006 at the age of 94, and he maintained his lifelong enthusiasm for all things Lagonda right to the end. His family collection of Lagondas - particularly this group of low-chassis 2-Litre Tourer competition cars from the 1929 season - was a particular pride and joy. BONHAMS is privileged to have been entrusted with offering them now to the market - for new generations of collectors and enthusiasts to admire, and to enjoy.THE 'FOX & NICHOLL' AND 'SYNDICATE' 2-LITRE LAGONDAS - 1929 RACING SEASONAt the end of 1928 a syndicate of Waltham and Hertford, Hertfordshire-based racing enthusiasts decided to pool their resources in order to enter long-distance sports car racing seriously in 1929. Those enthusiasts - supported by budding driver Tim Rose-Richards - were Arthur Pollard, George Roberts, Cecil Randall and Bill Edmondson - who was General Metcalfe of Lagonda Cars' solicitor. In February 1929 the General agreed to supply the syndicate with two special competition versions of the 2-Litre model, for £350 each - roughly half price - on condition that they would not be resold for less than £600. The syndicate planned to run the cars in the Brooklands Double-Twelve, the Six Hours, the Ulster Tourist Trophy and, possibly, to enter and run one in the Le Mans 24- Hour race. Lagonda had a paid-for entry at Le Mans and placed it at their new client's disposal. The General also promoted their embryo venture to Shell Oil and KLG Spark Plugs recommending sponsorship. Arthur Fox of the Fox & Nicholl primarily Talbot team had also been campaigning a 2-Litre Lagonda, Fox's own car, and an agreement was reached under which Fox & Nicholl of Tolworth, Surrey, would also prepare the new syndicate's sister Lagondas. The cars arrived at the Fox & Nicholl works at the end of April 1929 which left little time for them to be prepared properly for the Brooklands Double-Twelve race in mid-May. Four cars were provided in all for the syndicate and for Fox & Nicholl, with the fourth being owned by specialist tuner R.R. Jackson. The quartet of 2-Litre cars - now offered in this unique Sale opportunity - were given consecutive UK road registrations, PK 9201, 202, 203 and 204. Amongst them 'PK 9201' and '9202' were to be the syndicate's cars, Fox's was 'PK 9203' and Robin Jackson's 'PK 9204'. These cars were prototypes of the low-chassis 2-Litre with a revised front axle and the dynamo mounted on the nose of the crankshaft as on the Lagonda 3-litre and 16/65 models. Fox & Nicholl's men were amused when the cars were delivered to them without the spacers required to go between the axle and springs at the rear, which left the cars in low-chassis form up front, and 'high-chassis' at the rear. The spacers in fact only arrived in time for the second practice session of the Double-Twelve at Brooklands - until which point the paddock habitués there were highly intrigued by the Lagondas' peculiar stance...Arthur Fox was a great detail man in his preparation and he ensured his team drivers practised a special start procedure repeatedly pre-race, which paid off as they were flagged away, leading the field. The early race laps had to be completed with hoods raised, and again Fox's attention to detail equipped the hoods with spring loaded clips to assist in each one's furling and being made secure. The syndicate cars and Fox's entry had a windscreen which could be hinged open and locked near-horizontal as a deflector, presenting less frontal area to the airstream yet deflecting it more efficiently than a simple aero-screen around the driver's head and shoulders. Jackson's 'PK 9204' lacked that feature, using a plain aero screen and wire-mesh stone screen instead. The cars were in fact lightened and modified in many other subtle ways as detailed in the wonderful Lagonda history by Arnold Davey and Anthony May ('Lagonda', David & Charles, 1978). Furthermore Arnold Davey informs us that: 'Dan Hagen, who owned 'PK 9204' from 1938 until 1967, wrote in the Lagonda Club magazine, in 1954, how he had extracted from the factory before the war details of the amount of tuning the 1929 team cars' engines had received, in addition to drastic lightening of the chassis and bodywork. The camshafts were lighter and carried quick lift, long-dwell cams, The compression ratio was raised to 7.45 to 1, inlet ports honed out to 36 mm, lightened flywheel, 'French type' Zenith triple-diffuser carburettors, enlarged radiator with pressurised system, straight cut bevel axle with 4 to 1 ratio.' Mr Davey adds: 'I doubt if the car would have been sold to the public with that compression ratio, which required a 40% benzole fuel mix to run without detonation. At the time of his writing, the car had done over 250,000 miles...'. For the 1929 Brooklands Double-12 race, driver pairings were: 'PK 9201' - Tim Rose-Richards/Cecil Randall 'PK 9202' - Bill Edmondson/George Roberts 'PK 9203' - Frank King/Howard Wolfe 'PK 9204' - Robin Jackson/C.A. Broomhall. This split 24-Hour race - leaving the gigantic Motor Course quiet overnight to ease the inhabitants of Weybridge's slumbers - proved to be a contest between supercharged Alfa Romeos and the big Bentleys - while the 2-Litre cars above were outrun by the factory's proxy entry of a 2-Litre for Mike Couper, which proved to be their 200-mile record car. Still all five of these 2-Litre cars were running at the end of the first 12-Hour competition, the four low-chassis cars and Couper's high-chassis 'special'. Starting the cold engines at the start of the second day's racing proved near disaster for the Jackson/Broomhall car which lost nearly an hour before it could be persuaded to fire. Broken exhausts and silencers then afflicted the Fox cars and the Rose-Richards/Randall entry broke its crankshaft. An Alfa Romeo finally won, with Couper's high-chassis 'special' 9th overall and winner of the 2-Litre class, with Edmondson/Roberts 13th overall and class 2nd in 'PK 9202', Jackson/Broomhall in 'PK 9204' 14th overall, class 3rd - and King/Wolfe 18th overall and 6th in class in 'PK 9203'.The syndicate emerged most unhappy about the late entry of Couper in the special Lagonda, and a storm blew up between them and General Metcalfe which took a little time to be resolved amicably. The cars were overhauled at Lagonda's Staines factory, and the sy... For further information on this lot please visit Bonhams.com
Lot 258
The ex-Tim Rose-Richards/Hon. Brian Lewis 1929 Le Mans 24-Hour race1929 Lagonda 2-Litre 'Low Chassis' TourerRegistration no. PK 9203Chassis no. 9413Footnotes:THE FORSHAW COLLECTIONThe remarkable family of low-chassis 2-Litre Lagonda sports cars offered here from the Forshaw Collection reflects the early background of their very well-known and highly-respected Aston Service Dorset business, in the 1930s when Ivan Forshaw made his name as a Lagonda specialist. He was instrumental in establishing the 2-Litre Lagonda Register and later involved in its amalgamation with the Lagonda Club, becoming spares and technical advisor. Ivan and his wife Enid established their home in Parkstone, Dorset. They had two sons, Roger in 1940 and Richard in 1946. When World War 2 began Ivan joined the Army, initially as a dispatch rider, rising through the ranks and seeing service in North Africa and Italy before being invalided out in 1945. Postwar he resumed business and when Aston Martin and Lagonda merged in 1947 the new company passed enquiries concerning pre-war Lagondas to Ivan Forshaw. When Sir David Brown's ownership of Aston Martin Lagonda Limited ended, sole rights to remanufacture parts for Aston Martin DB2 and DB2/4 models plus the David Brown Lagondas were offered to 'The Captain' and Aston Service Dorset was launched in 1972 to cater for that market. The business continued as officially recognised parts specialists for all models up to and including the DB7 Vantage. Ivan Forshaw passed away in 2006 at the age of 94, and he maintained his lifelong enthusiasm for all things Lagonda right to the end. His family collection of Lagondas - particularly this group of low-chassis 2-Litre Tourer competition cars from the 1929 season - was a particular pride and joy. BONHAMS is privileged to have been entrusted with offering them now to the market - for new generations of collectors and enthusiasts to admire, and to enjoy.THE 'FOX & NICHOLL' AND 'SYNDICATE' 2-LITRE LAGONDAS - 1929 RACING SEASONAt the end of 1928 a syndicate of Waltham and Hertford, Hertfordshire-based racing enthusiasts decided to pool their resources in order to enter long-distance sports car racing seriously in 1929. Those enthusiasts - supported by budding driver Tim Rose-Richards - were Arthur Pollard, George Roberts, Cecil Randall and Bill Edmondson - who was General Metcalfe of Lagonda Cars' solicitor. In February 1929 the General agreed to supply the syndicate with two special competition versions of the 2-Litre model, for £350 each - roughly half price - on condition that they would not be resold for less than £600. The syndicate planned to run the cars in the Brooklands Double-Twelve, the Six Hours, the Ulster Tourist Trophy and, possibly, to enter and run one in the Le Mans 24- Hour race. Lagonda had a paid-for entry at Le Mans and placed it at their new client's disposal. The General also promoted their embryo venture to Shell Oil and KLG Spark Plugs recommending sponsorship. Arthur Fox of the Fox & Nicholl primarily Talbot team had also been campaigning a 2-Litre Lagonda, Fox's own car, and an agreement was reached under which Fox & Nicholl of Tolworth, Surrey, would also prepare the new syndicate's sister Lagondas. The cars arrived at the Fox & Nicholl works at the end of April 1929 which left little time for them to be prepared properly for the Brooklands Double-Twelve race in mid-May. Four cars were provided in all for the syndicate and for Fox & Nicholl, with the fourth being owned by specialist tuner R.R. Jackson. The quartet of 2-Litre cars - now offered in this unique Sale opportunity - were given consecutive UK road registrations, PK 9201, 202, 203 and 204. Amongst them 'PK 9201' and '9202' were to be the syndicate's cars, Fox's was 'PK 9203' and Robin Jackson's 'PK 9204'. These cars were prototypes of the low-chassis 2-Litre with a revised front axle and the dynamo mounted on the nose of the crankshaft as on the Lagonda 3-litre and 16/65 models. Fox & Nicholl's men were amused when the cars were delivered to them without the spacers required to go between the axle and springs at the rear, which left the cars in low-chassis form up front, and 'high-chassis' at the rear. The spacers in fact only arrived in time for the second practice session of the Double-Twelve at Brooklands - until which point the paddock habitués there were highly intrigued by the Lagondas' peculiar stance...Arthur Fox was a great detail man in his preparation and he ensured his team drivers practised a special start procedure repeatedly pre-race, which paid off as they were flagged away, leading the field. The early race laps had to be completed with hoods raised, and again Fox's attention to detail equipped the hoods with spring loaded clips to assist in each one's furling and being made secure. The syndicate cars and Fox's entry had a windscreen which could be hinged open and locked near-horizontal as a deflector, presenting less frontal area to the airstream yet deflecting it more efficiently than a simple aero-screen around the driver's head and shoulders. Jackson's 'PK 9204' lacked that feature, using a plain aero screen and wire-mesh stone screen instead. The cars were in fact lightened and modified in many other subtle ways as detailed in the wonderful Lagonda history by Arnold Davey and Anthony May ('Lagonda', David & Charles, 1978). Furthermore Arnold Davey informs us that: 'Dan Hagen, who owned 'PK 9204' from 1938 until 1967, wrote in the Lagonda Club magazine, in 1954, how he had extracted from the factory before the war details of the amount of tuning the 1929 team cars' engines had received, in addition to drastic lightening of the chassis and bodywork. The camshafts were lighter and carried quick lift, long-dwell cams, The compression ratio was raised to 7.45 to 1, inlet ports honed out to 36 mm, lightened flywheel, 'French type' Zenith triple-diffuser carburettors, enlarged radiator with pressurised system, straight cut bevel axle with 4 to 1 ratio.' Mr Davey adds: 'I doubt if the car would have been sold to the public with that compression ratio, which required a 40% benzole fuel mix to run without detonation. At the time of his writing, the car had done over 250,000 miles...'. For the 1929 Brooklands Double-12 race, driver pairings were: 'PK 9201' - Tim Rose-Richards/Cecil Randall 'PK 9202' - Bill Edmondson/George Roberts 'PK 9203' - Frank King/Howard Wolfe 'PK 9204' - Robin Jackson/C.A. Broomhall. This split 24-Hour race - leaving the gigantic Motor Course quiet overnight to ease the inhabitants of Weybridge's slumbers - proved to be a contest between supercharged Alfa Romeos and the big Bentleys - while the 2-Litre cars above were outrun by the factory's proxy entry of a 2-Litre for Mike Couper, which proved to be their 200-mile record car. Still all five of these 2-Litre cars were running at the end of the first 12-Hour competition, the four low-chassis cars and Couper's high-chassis 'special'. Starting the cold engines at the start of the second day's racing proved near disaster for the Jackson/Broomhall car which lost nearly an hour before it could be persuaded to fire. Broken exhausts and silencers then afflicted the Fox cars and the Rose-Richards/Randall entry broke its crankshaft. An Alfa Romeo finally won, with Couper's high-chassis 'special' 9th overall and winner of the 2-Litre class, with Edmondson/Roberts 13th overall and class 2nd in 'PK 9202', Jackson/Broomhall in 'PK 9204' 14th overall, class 3rd - and King/Wolfe 18th overall and 6th in class in 'PK 9203'.The syndicate emerged most unhappy about the late entry of Couper in the special Lagonda, and a storm blew up between them and General Metcalfe which took a little time to be resolved amicably. The cars were overhauled at Lagond... For further information on this lot please visit Bonhams.com
Lot 261
The ex-Bill Edmondson/George Roberts1929 Lagonda 2-Litre 'Low Chassis' TourerRegistration no. PK 9202Chassis no. 9412Footnotes:THE FORSHAW COLLECTIONThe remarkable family of low-chassis 2-Litre Lagonda sports cars offered here from the Forshaw Collection reflects the early background of their very well-known and highly-respected Aston Service Dorset business, in the 1930s when Ivan Forshaw made his name as a Lagonda specialist. He was instrumental in establishing the 2-Litre Lagonda Register and later involved in its amalgamation with the Lagonda Club, becoming spares and technical advisor. Ivan and his wife Enid established their home in Parkstone, Dorset. They had two sons, Roger in 1940 and Richard in 1946. When World War 2 began Ivan joined the Army, initially as a dispatch rider, rising through the ranks and seeing service in North Africa and Italy before being invalided out in 1945. Postwar he resumed business and when Aston Martin and Lagonda merged in 1947 the new company passed enquiries concerning pre-war Lagondas to Ivan Forshaw. When Sir David Brown's ownership of Aston Martin Lagonda Limited ended, sole rights to remanufacture parts for Aston Martin DB2 and DB2/4 models plus the David Brown Lagondas were offered to 'The Captain' and Aston Service Dorset was launched in 1972 to cater for that market. The business continued as officially recognised parts specialists for all models up to and including the DB7 Vantage. Ivan Forshaw passed away in 2006 at the age of 94, and he maintained his lifelong enthusiasm for all things Lagonda right to the end. His family collection of Lagondas - particularly this group of low-chassis 2-Litre Tourer competition cars from the 1929 season - was a particular pride and joy. BONHAMS is privileged to have been entrusted with offering them now to the market - for new generations of collectors and enthusiasts to admire, and to enjoy.THE 'FOX & NICHOLL' AND 'SYNDICATE' 2-LITRE LAGONDAS - 1929 RACING SEASONAt the end of 1928 a syndicate of Waltham and Hertford, Hertfordshire-based racing enthusiasts decided to pool their resources in order to enter long-distance sports car racing seriously in 1929. Those enthusiasts - supported by budding driver Tim Rose-Richards - were Arthur Pollard, George Roberts, Cecil Randall and Bill Edmondson - who was General Metcalfe of Lagonda Cars' solicitor. In February 1929 the General agreed to supply the syndicate with two special competition versions of the 2-Litre model, for £350 each - roughly half price - on condition that they would not be resold for less than £600. The syndicate planned to run the cars in the Brooklands Double-Twelve, the Six Hours, the Ulster Tourist Trophy and, possibly, to enter and run one in the Le Mans 24- Hour race. Lagonda had a paid-for entry at Le Mans and placed it at their new client's disposal. The General also promoted their embryo venture to Shell Oil and KLG Spark Plugs recommending sponsorship. Arthur Fox of the Fox & Nicholl primarily Talbot team had also been campaigning a 2-Litre Lagonda, Fox's own car, and an agreement was reached under which Fox & Nicholl of Tolworth, Surrey, would also prepare the new syndicate's sister Lagondas. The cars arrived at the Fox & Nicholl works at the end of April 1929 which left little time for them to be prepared properly for the Brooklands Double-Twelve race in mid-May. Four cars were provided in all for the syndicate and for Fox & Nicholl, with the fourth being owned by specialist tuner R.R. Jackson. The quartet of 2-Litre cars - now offered in this unique Sale opportunity - were given consecutive UK road registrations, PK 9201, 202, 203 and 204. Amongst them 'PK 9201' and '9202' were to be the syndicate's cars, Fox's was 'PK 9203' and Robin Jackson's 'PK 9204'. These cars were prototypes of the low-chassis 2-Litre with a revised front axle and the dynamo mounted on the nose of the crankshaft as on the Lagonda 3-litre and 16/65 models. Fox & Nicholl's men were amused when the cars were delivered to them without the spacers required to go between the axle and springs at the rear, which left the cars in low-chassis form up front, and 'high-chassis' at the rear. The spacers in fact only arrived in time for the second practice session of the Double-Twelve at Brooklands - until which point the paddock habitués there were highly intrigued by the Lagondas' peculiar stance...Arthur Fox was a great detail man in his preparation and he ensured his team drivers practised a special start procedure repeatedly pre-race, which paid off as they were flagged away, leading the field. The early race laps had to be completed with hoods raised, and again Fox's attention to detail equipped the hoods with spring loaded clips to assist in each one's furling and being made secure. The syndicate cars and Fox's entry had a windscreen which could be hinged open and locked near-horizontal as a deflector, presenting less frontal area to the airstream yet deflecting it more efficiently than a simple aero-screen around the driver's head and shoulders. Jackson's 'PK 9204' lacked that feature, using a plain aero screen and wire-mesh stone screen instead. The cars were in fact lightened and modified in many other subtle ways as detailed in the wonderful Lagonda history by Arnold Davey and Anthony May ('Lagonda', David & Charles, 1978). Furthermore Arnold Davey informs us that: 'Dan Hagen, who owned 'PK 9204' from 1938 until 1967, wrote in the Lagonda Club magazine, in 1954, how he had extracted from the factory before the war details of the amount of tuning the 1929 team cars' engines had received, in addition to drastic lightening of the chassis and bodywork. The camshafts were lighter and carried quick lift, long-dwell cams, The compression ratio was raised to 7.45 to 1, inlet ports honed out to 36 mm, lightened flywheel, 'French type' Zenith triple-diffuser carburettors, enlarged radiator with pressurised system, straight cut bevel axle with 4 to 1 ratio.' Mr Davey adds: 'I doubt if the car would have been sold to the public with that compression ratio, which required a 40% benzole fuel mix to run without detonation. At the time of his writing, the car had done over 250,000 miles...'. For the 1929 Brooklands Double-12 race, driver pairings were: 'PK 9201' - Tim Rose-Richards/Cecil Randall 'PK 9202' - Bill Edmondson/George Roberts 'PK 9203' - Frank King/Howard Wolfe 'PK 9204' - Robin Jackson/C.A. Broomhall. This split 24-Hour race - leaving the gigantic Motor Course quiet overnight to ease the inhabitants of Weybridge's slumbers - proved to be a contest between supercharged Alfa Romeos and the big Bentleys - while the 2-Litre cars above were outrun by the factory's proxy entry of a 2-Litre for Mike Couper, which proved to be their 200-mile record car. Still all five of these 2-Litre cars were running at the end of the first 12-Hour competition, the four low-chassis cars and Couper's high-chassis 'special'. Starting the cold engines at the start of the second day's racing proved near disaster for the Jackson/Broomhall car which lost nearly an hour before it could be persuaded to fire. Broken exhausts and silencers then afflicted the Fox cars and the Rose-Richards/Randall entry broke its crankshaft. An Alfa Romeo finally won, with Couper's high-chassis 'special' 9th overall and winner of the 2-Litre class, with Edmondson/Roberts 13th overall and class 2nd in 'PK 9202', Jackson/Broomhall in 'PK 9204' 14th overall, class 3rd - and King/Wolfe 18th overall and 6th in class in 'PK 9203'.The syndicate emerged most unhappy about the late entry of Couper in the special Lagonda, and a storm blew up between them and General Metcalfe which took a little time to be resolved amicably. The cars were overhauled at Lagonda's Staines factory, and the sy... For further information on this lot please visit Bonhams.com
Lot 82
A good Lot of Roy Salvadori race memorabilia, Formerly from the Estate of the Late Joan Underhill (nee Salvadori),various items, some signed by the legendary driver, originally from the estate of Salvadori's sister Joan Underhill, including five EPNS race trophies comprising 1st place at the Thruxton Circuit Road race, 1952 WECC Raymond Way Trophy, 1954 WECC Speed Hill Climb 2nd place, 1959 BRSCC Saloon Car Championships in a Jaguar 3.4, 1963 Motor Challenge Trophy in Jaguar Mk.2, on bases, the largest 20cm high overall, a 1984 BRDC World Championship dinner menu held at Silverstone on 11th May 1984, signed 'Roy' with dedication to his mother Zelinda, a photo album containing 11 racing, portrait, and Salvadori family photographs, other loose family photographs, three framed and glazed race photographs, a postcard to Joan, signed 'Love Roy', a limited edition (67/250) framed print after Alan Fearnley of Roy in the Aston Martin DB3S signed by Salvadori and with dedication in pencil 'For my 'Little Sister...', a 1984 plaque commemorating the AMOC 50th Anniversary and 1959 Le Mans Aston Martin victory, and a copy of Adrian Ball: My Greatest Race; signed by Salvadori with dedication to his mother. (Qty)For further information on this lot please visit Bonhams.com
Lot 12
Assorted post-War racing memorabilia including a 1953 Jaguar Le Mans dinner menu signed by team drivers and members,the Le Mans Celebration Dinner menu held at Jaguar Coventry on 17th July 1953, celebrating the C-Type victory, signed by Tony Rolt, Norman Dewis, William Lyons, Duncan Hamilton, Robert Knight, Lofty England, William Heynes, and other Jaguar luminaries, offered together with a photo of Rolt in the 1953 Le Mans C-type, 1950s race programmes for Shelsley Walsh, Silverstone Daily Express Trophy, Isle of Man British Empire Trophy, Dundrod TT, and Reims Grand Prix race pamphlet, a 1935 issue of Speed magazine (Vol.1, No.2), three car badges for AA, RAC and enamel Midland Automobile Club, and other photographs and ephemera, and 'Jaguar Pit Stop - Le Mans 1953' a limited edition (500/850) print after Terence Cuneo, signed by Cuneo and Lofty England, 49 x 59cm, mounted, framed and glazed, with Certificate of Authenticity. (Qty)For further information on this lot please visit Bonhams.com
Lot 263
c.1951 JBS-Norton 500cc Formula 3 Racing Single-SeaterChassis no. to be advised* Developed and designed by speedway ace Alf Bottoms* JBS's were driven by upcoming greats, John Coombs, Les Leston and Peter Collins* Part of the Forshaw Collection for over 40 yearsFootnotes:This potentially highly competitive little 500cc Formula 3 racing car has been preserved within the Forshaw Collection for well over over forty years. The JBS 500 was developed by father and son team, Charles and Alf Bottoms, from an earlier design known as the Cowlan which was built in Preston, Lancashire by R.L. Coward and G. Lang, with technical assistance from Noel Shorrock who was the brother of famous supercharger manufacturer, Chris Shorrock.The 1948 Cowlan was a very quick early 500cc racer and in April 1950 it was acquired by Wembley Speedway motor-cycle racing star Alf Bottoms, who re-designed its rear end, and renamed the little car the JBS.One of the main features of 500cc racing during 1950, its first season as the Internationally-recognised FIA Formula 3, was then the meteoric rise Alf Bottoms who developed both his JBS car and his driving technique so effectively that by the close of the season he seemed virtually unbeatable. The news that he was going into production with a customer version of his JBS car caused great excitement within the previously Cooper-dominated class.While the 1950 prototype JBS had used a box-section chassis frame, the Bottoms family replaced that structure for 1951 with a multi-tubular design. The engine mounts were welded into a fixed position, duralumin adaptor plates then enabling customers to fit any engine of their choice. The frame weighed only 45lbs. Suspension was by unequal-length wishbones with twin hydraulically-damped helical spring units providing the suspension medium each side at the rear, and a single strut for each front wheel. Steering was by rack-and-pinion. Standard power unit preferred initially by Alf Bottoms was the well-tried single-cylinder air-cooled JAP motor-cycle unit, driving via a Norton clutch and gearbox to the rear wheels. JBS cars were built in Bedfont Lane, Feltham, Middlesex, and customers beating a path to the Bottoms' door included 'Curly' Dryden, Frank Aiken and the immensely promising young Peter Collins. Original price was publicised as just £515 less engine and gearbox. The most important early race in the 1951 500cc F3 calendar was the Luxembourg GP on the Findel road circuit. Tragically, in practice for the race, 32-year-old Alf Bottoms appeared to have the throttle of his JBS jam open on the approach to a hairpin bend. He crashed into a parked vehicle, and was fatally injured. Next day, however, 'Curly' Dryden won Heat 1 of that Luxembourg GP in his JBS-Norton, while his rival Don Parker - in a JBS-JAP - won Heat 2.Peter Collins also chose a Norton engine for his JBS and he won the 500cc Ulster Trophy race in it on the daunting Dundrod road circuit just outside Belfast. Such other prominent names as Les Leston and John Coombs also campaigned JBS cars with JAP and Norton engines. However, with the passing of Alf Bottoms, there was little to keep the JBS venture going, and the marque faded from the scene.For further information on this lot please visit Bonhams.com
Lot 384
Edwardian silver trophy spoon with a floral handle, the terminal with 2 soldiers, the reverse engraved ?Bisley, 1902, Lieut. A C L Webb?, with initials ?NRA?, by Elkington & Co, Birmingham 1902, L 22.2cm, George III sugar sifter by Elizabeth Eaton, London 1808, 4 teaspoons and 8 coffee spoons, 303grs (14)
Lot 2085
A George V Silver Trophy-Cup, by Edward Barnard and Sons Ltd., London 1927, tapering cylindrical and on spreading foliage and flower cast foot, with leaf-capped scroll handles, engraved as a replica of the Gosforth Park Cup, 19.5cm wide over handles, 15oz 3dwt, 471gr Provenance: Tennants, 21 September 2018, lot 587. . Fully marked near rim The marks are generally clear. There is some overall surface scratching and wear, consistent with age and use. The inscription reads: 'Replica of the Gosforth Park Cup, Handicap Plate, June 23rd 1927, Ch:f:Trustful 3Yrs 7st 6lbs, By Bachelors Double - Credenza'.
Lot 474
LATE VICTORIAN COPPER/SILVER LUSTRE TEAPOT AND COVER, of shaped oblong form, the body enamelled with a continuous band of scrolling foliage, 12.2cm high, along with Royal Worcester lustre teapot and covered sugar bowl, also two lustre goblets and a trophy cup (6) Provenance: The William Mowat-Thomson Collection
Lot 227
Autographed Stoke City 12 X 8 Photo Col, Depicting The 1972 League Cup Winning Squad Posing With Their Trophy During A Photo Shoot At The Victoria Ground After A Memorable 2 1 Victory Over Chelsea, Signed By Greenhoff, Elder, Smith, Conroy, Mahoney And Marsh In Black Marker. Good condition. All autographs come with a Certificate of Authenticity. We combine postage on multiple winning lots and can ship worldwide. UK postage from £4.99, EU from £6.99, Rest of World from £8.99
Lot 394
Nat Lofthouse signed 10x8 Black and white photo. Photo shows Lofthouse being held aloft by team mates holding a trophy for Bolton Wanderers. Good condition. All autographs come with a Certificate of Authenticity. We combine postage on multiple winning lots and can ship worldwide. UK postage from £4.99, EU from £6.99, Rest of World from £8.99
Lot 20
The effects of one Tom P. Chiverton - Chauffeur to Lord Donegall in the 1930s to 1960s. The archive containing x13 well-filled photograph albums from the period - each detailing his journeys, holidays, events, etc - including a 1930s 'Aerial Tour' of Europe alongside Donegall, piloting his own craft. Of particular interest are the 1930s albums which show some interesting historical content. Many photographs annotated with dates and descriptions. Includes; - an album dated c1930 which shows: Flying Boat crash at Cannes, Ascot 1931, 'Attempt to beat Brooklands lap record on American Derby-Miller - Aug 3rd 1931', ' Graf Zeppelin at Hanworth Aerodrome - August 18th 1931 - Price 30 Guineas', views onboard SS Berengaria, 'Lord Donegall embarking on Ford all-metal plane at Heston Aerodrome', 'Malcolm Campbell driving Blue Bird - Brooklands, Easter Monday 1932 ', ' Lord Donegall and Amy Johnson going for flight in Jason II', ' Visit of Graf Zeppelin to Hanworth, July 1932' (LZ 127), ' Commencement Of Lord Donegall's Aerial Holiday Cruise round Europe, April 29th 1934'. Generally lots of motoring interest images - including racing at Brooklands, Donegall's vehicles and aeroplanes etc.- album c1937 - includes views of Chiverton in hospital after a broken leg, ' JCC International Trophy - Brooklands - 2nd August 1937', SS Aquitania, Chalcombe, 'John Cobb's Car - Built For Land Speed Record, Brooklands 1938,' 'Daily Express Air Display - Gatwick - 1938 ' (includes what appears to be a plane crash), 'The Surrey Border & Camberley Railway - Photos Taken By Lord Donegall' (showing Chiverton on a miniature locomotive), ' The Normandie ' (ship), 'Mr Chamberlain leaves for Germany from Heston, 29th Sep 1938' ' The Crisis ', ' Donington Grand Prix 22nd Oct 1938,' photographs showing early ARP preparations c1938, 'Demonstration At Hyde PArk Fire Brigade and Auxilliary Fire Brigade,' QSTS Queen Mary, a trip to Paris one month before the outbreak of War, and many others. - an earlier 1920s album showing many motor cars, x2 views of Zeppelin ' R33 ', family views etc- an album dated c1934, including ' American Boeing air liner at Heston - entered for England - Australia Air Race - Finished 3rd', photographs of the Coronation Coach being returned to Parliament in preparation for the Silver Jubilee, ' Silver Jubilee Procession from the House Of Lords Stand, The Mall, May 6th 1935,' ' Jubilee Review - Spithead - July 1935', ' Death of King George V - Funeral Procession from Hyde Park corner,' Brooklands racing, ' After the Crystal Palace Fire,' and many others. - an album c1940, includes views of: Chiverton in the Home Guard, building defences on the Home Front, appears to have joined the RAF towards the end of the War as many photographs from India present, views of Darjeeling, Bombay, post-war images of Douglas Isle Of Man motorcycles / racing, TT Races, 'Royal Aeronautical Society's Party,' ' Olympic Games 1948 Cycle Race', and others.The subsequent albums from the late 40s to 1960s show Chiverton's travels around the world - usually in a plane, on a motorcycle or by car. Some continue to feature Lord Donegall (including his Mini Cooper with personalised number plate). Hundreds of unique images included.Also supplied with the collection is a small suitcase of related ephemera - letters to / from Chiverton, photographs from later life, paperwork, booklets, menus etc etc. A unique archive of items. LOT UPDATE: 7/9/21 - Chiverton's diary from 1920-1923 has now been discovered as is included with the lot. The diary is completely filled out, largely day-by-day and ties nicely into some of the photographs described above.
Lot 346
Collection of silver and silver-plated itemsto include: Three-piece glass cruet set on silver stand, bearing marks for R & S Garrard & Co, London, 1841, two silver plated bottle coasters, silver trophy cup etcCondition report: At present, there is no condition report prepared for this lot, this in no way indicates a good condition, please contact the saleroom for a full condition report.
Lot 52
ANNOUNCMENT: PLEASE NOTE THE TWO MATCH STRIKES ARE NO LONGER IN THIS LOT!A collection of 19th and 20th Century collectable silver and other items, including a Victorian small twin handled trophy, not engraved, Art Deco silver cigarette case, three silver pin trays, three boxed silver handled serving items and other items
Lot 269
Various football autobiographies and related ephemera, World Cup 1966 related etc., a photographic print of Nobby Stiles, In Action During the 1966 World Cup Final, etc., photograph, 21cm x 30cm, signed in black pen, another black and white photographic print Aside Jules Rimet Trophy, Nobby Stiles After the Ball: My Autobiography, hardback with dust wrapper, Jeff Hurst 1966, signed, various other signed autobiographies, Alex Stepney, Wayne Rooney, Howard Kendall Lee Sharp, signed Everton match day programme, etc., (a quantity).
Lot 301
Various bygones collectables, etc., a Steinbaukasten child's stone building block set, in pine box, 20cm wide, various other treen, photograph frame, shaped mushroom ornaments, studio style tin Robin figure, ladybird, oak back shield trophy, 19thC mahogany box, boxed Stratton, money clip, binoculars, Kodak film tank tin, Punch magazine, other bygones collectables, etc. (a quantity)
Lot 115
Martin Peters and Geoff Hurst 22x16 montage print England two 1966 world cup final goalscorers hold the Jules Rimet Trophy with captain Bobby Moore. Good condition. All autographs come with a Certificate of Authenticity. We combine postage on multiple winning lots and can ship worldwide. UK postage from £4.99, EU from £6.99, Rest of World from £8.99
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