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Lot 465
A selection of boxed Dinky Toys, comprising 102 - M.G. Midget Sports, pale green, 292 - Leyland Atlantean Bus, red & white, 269 - Motorway Police Car, white, lacking aerial, 189 - Triumph Herald, green & white, 105 - Triumph TR2 Sports, grey, 193 - Rambler Cross Country Station Wagon, yellow & white, 436 - Atlas Copco Compressor Lorry, yellow, 256 - Police Patrol Car, black, 263 - Superior Criterion Ambulance, white, 131 - Cadillac Eldorado Tourer, smoked trout, 173 - Nash Rambler (with windows), smoked trout, 139 - Ford Consul Cortina, pale blue, 195 - Jaguar 3.4 Saloon, grey, 180 - Packard Clipper Sedan (with windows) (qty.)
Lot 294
A Yat Ming Deluxe Edition 1:18 scale diecast model of the 2003 Nissan 350Z. This finely crafted model features a silver exterior with detailed interior elements, accurately replicating the iconic sports car. The diecast metal construction adds durability, and the model includes realistic details such as opening doors, a detailed engine bay, and rubber tires. Presented in its original packaging.Issued: 2003Dimensions: 14"LCondition: Age related wear.
Lot 293
Detailed die-cast model of the iconic Shelby Cobra 427S/C from 1964, produced by Road Legends. This finely crafted collectible captures the legendary sports car with a sleek blue finish accented by white racing stripes. The model features functional details, including opening doors and hood, adjustable front wheels, and workable steering. The Shelby Cobra 427S/C was a high-performance variant designed by Carroll Shelby, merging the classic AC body with a powerful 427 cubic inch Ford V8 engine. This model comes in its original packaging with a display base, making it a perfect addition for collectors and enthusiasts of classic American muscle cars. This item has its original box measuring 12.25"L. This item has a base included.Issued: 20th centuryDimensions: See DescriptionCountry of Origin: United StatesCondition: Age related wear.
Lot 114
Four boxed (unused) model kits, to include a Revell 05712 'Cunard' set 'Queen Elizabeth 2 & Queen Mary 2, an Airfix MG K3 Magnette, an Airfix Steam locomotive, and a Matchbox MG TC 'Classique' sports car, together with a boxed Burago Mercedes SSK diecast model car, a Tonka tinplate truck, and a metal wall sign of a fairground scene, in one box.
Lot 519
The Bronze Star group of ten to Indirect Fire Infantryman (Mortarman) W. J. Scovil, 2nd Battalion 8th Cavalry who served as part of 1st Cavalry Division (Airmobile)United States of America, Bronze Star with V emblem (William J. Scovil) engraved; Purple Heart; Air Medal, bronze (William J. Scovil) engraved; Commendation Medal with V and oak leaf emblems (William J. Scovil) engraved; Good Conduct Medal (William J. Scovil) engraved; National Defence Service Medal; Vietnam Campaign Medal with 1960- clasp; Vietnam, Campaign Star; Vietnam, Cross of Gallantry with Palm; Vietnam, Civil Action Honour Medal, mounted on a framed display, very fine (10)William James Scovil studied at Ullman High School, Birmingham, Alabama, he received a Diploma and completed his studies in 1968.Joining the United States Army at Montgomery, Alabama, on 8 April 1969 he served at 2nd Battalion 5th Advanced Infantry Training (A.I.T.) Brigade at Fort Polk, Louisiana from 15 June 1969.Posted to United States Army Pacific (USARPAC) on 16 August 1969 he saw service in Vietnam from 6 September 1969 as part of the 1st Cavalry Division (Airmobile) in the role of an Indirect Fire Infantryman (Mortarman) with the 2nd Battalion 8th Cavalry Regiment (Airmobile).1st Air Cavalry Division 1969 -1970In late 1968, the Division moved and set up operations in III Corps at the other end of South Vietnam in late 1968. They were still there when Operation Cheyenne Sabre began in areas northeast of Bien Hoa in February 1969. Their actions here were to prove decisive and by the end of the year the enemy's domination of the northern areas of III Corps had been smashed - thoroughly.When Operation Rock Crusher was launched on 1 May 1970, the First Team was "First into Cambodia" hitting what was previously a Communist sanctuary. President Nixon having given the go-ahead for the surprise mission. They pushed into the 'Fish Hook' region of the border and occupied the towns of Mimot and Snoul whilst troopers scattered the enemy forces, depriving them of much needed supplies and ammunition.The men of the 2nd Brigade found an enemy munitions base that they dubbed 'Rock Island East' on 8 May. The Mission to Cambodia, ending on 30 June, far exceeded all expectations and proved to be one of the most successful operations of the First Team. All aspects of ground and air combat had been utilised and the enemy had lost enough men to yield three NVA divisions and enough weapons to equip two divisions. Further successes included a year's supply of rice and corn seized, uncommonly large quantities of ammunition taken, including 1.5 million rounds for small arms, 200,000 anti-aircraft rounds and 143,000 rockets, mortar rounds and recoilless rifle rounds. As well as 300 trucks, a Porsche sports car and a plush Mercedes Benz sedan.The campaign was to have severe political repercussions in the United States for the Nixon Administration however and pressure was mounting to remove America's fighting men from the Vietnam War. Although there would be further assault operations, the war was beginning to wind down for many troopers.Posted away from Vietnam on 5 September 1970 Scovil began his return to the U.S.A. on 22 September 1970 and on 11 October he was an Indirect Fire Crewman with the 6th Battalion of 32nd Armour based at Fort Knox, Kentucky, where he completed his Army service on 8 April 1971.Sold together an original archive comprising:(i)Combat Infantryman Badge(ii)Air Assault Badge(iii)Valorous Unit Award 1st May - 29th May 1970 for "Fish Hook" region Cambodia(iv)Dress Cap Badge(v)Specialist 4th Class patch (2)(vi)Riband bar for uniform(vii)1st Air Cavalry Division patch(viii)8th Cavalry patch(ix)8th Cavalry cap badge(x)Assorted copied research which shows various service details including medal entitlement.(xi)Safe Conduct Pass(xii)A further set of uniform medal ribands…
Lot 38
Matchbox: A collection of six assorted boxed Matchbox 75 Series vehicles to comprise: Routemaster 5, Land Rover 12, MG A Sports Car 19, Vauxhall Cresta 22, Caravan 23 and Jaguar XK 140 32. Vehicles are in good condition, slight paint wear; boxes generally in good condition, shelf and edge wear as expected with age. Please assess photographs. (one bag)
Lot 88
A collection of diecast model vehicles, including Bburago Ferrari F40, Dodge Viper, Mercedes-Benz SSK (1928), Mercedes-Benz 300SL (1954), Matchbox Models of Yesteryear, Matchbox Skybusters, four Tintoys model tanks, two Solido cars, Nacoral Mercedes C-111 sports car and Franklin Mint Armour Collection JU87 Stuka, all boxed.
Lot 65
Six Dinky Toys sports cars, comprising No. 110 Aston Martin DB3 Sports, within correct colour spot box, No. 133 Cunningham C-5R road racer, No. 163 Bristol 450 sports coupe, No. 236 Connaught racing car, No. 237 Mercedes-Benz racing car and No. 238 Jaguar Type D in turquoise with blue ridged hubs, all boxed (some minor paint chips, boxes lightly creased, scuffed and stained).
Lot 211
A box of various toys and model cars including a Modern Toys Japanese tin plate racing car, battery operated, 46 cm long, together with a Bravelli Miura Lamborghini P/400 battery operated model car with Wega Toys control unit, boxed, Dinky Toys Sams' car 108, Corgi Toys Bentley Continental Sports Saloon, Corgi Toys Whizz Wheels Ford Mustand Mach I, Dinky Toys Ferrari racing car, Corgi Toys Ford Consul Classic, Corgi Toys ERF Model 44G flatbed lorry and a small quantity of other model cars, a Lucas Calcia Club lamp, an Ever Ready torch / lamp and a box of various Lego
Lot 603
Corgi, Dinky Matchbox Quantity of EMPTY Boxes, to include Corgi 1105 "Carrimore" Car Transporter, Corgi 900 PzKpfw Tiger Mk.1, Dinky 108 M.G. Midget Sports, and others, conditions generally appear to be Poor to Fair, with some missing end flaps. Also includes Dinky Toys catalogue No.4 (1968), Good. See photo.
Lot 61
1933 Alvis Firefly sports saloon coachwork by Cross & Ellis. reg. no. VK 8185 (see text), chassis No. 10652, engine no. 10652. Offered by Direction of Executors this attractive sporting Alvis saloon has been in storage in recent years and will require full restoration. It appears basically sound and mostly complete. Sadly, there is no paperwork or V5 document with the car, although it is registered on the DVLA database. The vendor believes her father purchased the car from Long Melford in Suffolk in around 1989. The Firefly Registrar from the Alvis Club has kindly confirmed that it was delivered from the factory to Swallow, Milburn & Co. Newcastle in 1932 and that the car was well known to him as it had belonged to a friend and that he had even worked on it in the 1970s.(email on file). (Subject to 12% buyers' premium inclusive of VAT).We have engaged the starting handle and the engine will turn over by hand, it appears the engine also has some compression. The steering engages and the car will roll and can be manoeuvred. There is evidence of significant (wood) rot around the car and we have uploaded lots of additional images to illustrate this. There are also additional images of the chassis available to view online. The chassis itself has surface rust but on inspection would appear to be solid, with evidence of previous waxoil application.The car is sold as a project requiring complete restoration. We strongly recommend viewing the car and we are happy to have a conversation over the phone or conduct a walk round video via WhatsApp for any interested parties. Please contact us on 01206 754754 to discuss further.
Lot 62
1929 Singer Junior 4-seater saloon, reg. no. VX 1239. 848cc engine, 3-speed gearbox. The vendor's husband describes the car as follows:"An older restoration but drives perfectly on the road. Driven and seriously campaigned by the same owners for 57 years. Two gearboxes, a petrol tank and radiator to go with the car.The Singer was bought from a scrapyard in Stanway, Essex, by local resident and vintage motoring enthusiast, Harry Booth, sixty-four years ago. It was in reasonable working condition and Harry’s daughter, Merriel, aged sixteen, decided it would be an ideal car in which to learn to drive. The extensive yard in front of “The Old Cottage Paint Shop”, Harry’s business in London Road, Stanway at the time, proved ideal for Merriel to practice gear-changes and become familiar with the controls of an elderly car, its accelerator between the clutch and the brake. But on returning from work one afternoon, she discovered that her Dad had sold the Singer to a couple from Great Maplestead who had answered an advertisement for a 1930s Sunbeam which he had for sale in Exchange and Mart. David and Sylvia Rouse were keen vintagents but decided that the Sunbeam was not for them and asked Harry if he had anything else he might like to sell, whereupon he suggested the Singer. A deal was done, the princely sum of £5 changed hands and the car was driven back to Maplestead, but when David opened the door, a mouse jumped out. That was in the summer of 1962.Returning home from work that evening, Merriel was most disappointed to discover that the Singer had gone. Some thirty years later she came across the car at a rally and declared, “That’s my car!”, to a surprised David Rouse who initially doubted her story, but after being shown a photograph of Merriel sitting on the bonnet, doubted no longer.After driving it home and having renewed the magneto cap, David immediately began to use the Singer as everyday transport travelling to and from Marconi in Chelmsford, where he worked as Patents Officer, twenty miles each way for nine months after which he decided that a major overhaul of the car might be sensible. He and Sylvia subsequently used the car mainly for Vintage Sports Car Club events, covering more than 44,000 miles whilst competing in hill climbs, driving tests, navigational rallies and tours. They were adamant that the car should never be trailered and would drive frequently as far as Llandrindod Wells, for example, on a Friday afternoon averaging 30mph or so, in order to compete on the Saturday. David kept a detailed record of every journey, time taken, average speed, oil used, and petrol consumed; it makes fascinating reading. On one occasion, they had driven from Maplestead to Builth Wells when the magneto began to misfire and the decision was taken to, “return home whilst the engine was still running”, a distance of around 450 miles, almost non-stop.The Rouses owned a number of vintage and classic cars, competing seriously in all of them, but the Singer was one of their favourites which they kept for 57 years. When David died in 2017, Sylvia decided that the time had come to sell the collection, but two remained, a BSA that had been David’s first, and the Singer which, when Merriel asked whether or not it had been sold, Sylvia replied, “But it’s yours if you’d like it.”Merriel has been its custodian since 2019 but it is now time for a new owner and the Singer will be sold at auction, all proceeds going to St Helena Hospice, Colchester".It is supplied with a massive history file, including photographs, which is a joy to read. A truly loved old car. (Subject to 12% buyers' premium inclusive of VAT).
Lot 482
A collection of vintage die cast model vehicles to include five boxed Matchbox Superfast toys, 30 Beach Buggy, 34 Formula 1 Racing Car, 67 Rolamatics Hot Rocker, 74 Toe Joe and 75 Alfa Romeo Carabo together with Two boxed Dinky Toys 322 Disc Harrow and Bacardi Rum Sports Boat and Jeep. (Qty) All Matchbox die cast vehicles G / VG, boxes G - F, Dinky Toys die cast VG, boxes G - F. All above average.
Lot 180A
A 1995 Mercedes-Benz SL280, registration no. C14 DDW, metallic anthracite grey. Mercedes-Benz 129 range of sports cars was introduced in 1998 and remained in production until 2001. This 1995 SL280 features the V6 engine and offers relatively good fuel economy with adequate performance. Finished in a very attractive and handsome metallic anthracite grey with a full cream Nappa leather interior. The car has all the creature comforts expected with electric adjustable driver and passenger seats, automatic transmission, electric wing mirrors, electric soft top, hard top, stereo, electric windows, power assisted steering, alloy wheels and other refinements. Now only for sale due to our vendor not getting sufficient use out of it and he feels that the car deserves to go to someone who is going to use it more frequently. The car will be offered for auction with some service history. V5c, MOT until June 2025.
Lot 391
Interesting collection of generally racing and sports car themed literature to include 'Royle-From Vintage To Classic To Amphibian' hardback reference book by David A C Royle (in at least excellent condition), 'Bugatti' by Hugh Conway and Jacques Greilsamer (damage to illustrated slipcase, book in at least good condition), Automobile Quarterly 'Le Pur-Sang Bugatti' and 'Rembrandt Bugatti-An Exhibition Of Sculpture 1st-30th November 1988' The Sledmore Gallery, London (both in at least good condition, some foxing and yellowing of pages), 'SM Citreon's Maserati-engined Supercar' by Brian Long and Philippe Claverol, 'Bugatti The Designer' by Barry Eaglesfield (both excellent), also included a 6 glossy Bugatti print set from PML Editions (all 45x31.5cm) and a collection of pamphlets (including vintage 1.5 Litre Jowett Javelin and Austin 12 and 16HP brochures and a 1926-27 Bugatti Touring and Sporting Models catalogue), leaflets, related newspaper pages and cuttings plus a photograph of a Bugatti 35, Harewood 1967, signed by photographer Jeffrey Binns (30.5x25.5cm), qtyShipping £48.00 plus vat (UK Only)
Lot 15
Registration No: PAM 303 Chassis No: W096R MOT: ExemptVery rare Panther J.72 model, being one of only 368 produced1 owner example having been specified by and supplied new to the vendorFitted with a 4.2-litre Jaguar engine Offered from a private collectionFounded by engineer Bob Jankel in 1971, Panther West Winds Limited rose to public prominence by hand-building expensive, high-quality, retro-styled luxury sports cars using modern components. The firm's first volume-selling car - the Vauxhall Magnum-based Lima, which was sold through the Vauxhall dealer network - appeared in 1976, but before then the formula combining modern engineering and performance with bygone era styling had been established by the J72. Built between 1972 and 1980, the latter was Panther's first production model and owed its inspiration to the SS100 Jaguar of the late 1930s. Such was the superb quality of its construction that the J72 won the Silver Medal for coachwork at the 1973 London Motor Show, beating the likes of Rolls-Royce. Running gear was mainly Jaguar, there being a choice of XK six-cylinder or V12 engines, with automatic transmission the norm on later models. By the time production ceased just 368 J72s were thought to have been made.This example was built to the vendor’s specifications in 1974 and has therefore enjoyed just one owner from new. Indeed, his name is recorded on the chassis plate fixed to the car’s engine bay. Finished in white with white upholstery, wooden dashboard, white rimmed steering wheel and white hood, it is powered by Jaguar’s 4.2-litre engine breathing through twin SU carburettors allied to a manual gearbox. A rack is fitted on the rear allowing more luggage to be carried for touring. Showing just 7,361 miles and offered with an original sales brochure plus current V5c 'PAM 303' is a reluctant sale due to the ill health of the vendor. For more information, please contact: John Markey john.markey@handh.co.uk 07943 584767
Lot 54
Registration No: DGF 719S Chassis No: 21331 MOT: ExemptUprated with wider wheels / tyres (9J front / 11J rear), various engine modifications and reshaped bodywork by supplying dealer Maranello Concessionaires to the special order of its first ownerThought to be unique among the 101 UK-supplied, RHD examplesReworked front and rear aluminium clamshells plus reprofiled B-to-C-post sections and enlarged NACA cooling ducts etcReputedly inspired by the factory sanctioned 512 BB Competizione cars which were campaigned by Charles Pozzi and NART at the 1978 Le Mans 24-hours Maintained by Vince Mezzulo throughout its life both during and after his time at Maranello ConcessionairesFinished in Rosso Chiaro with Black hide and carpets Enzo Ferrari’s reservations about putting a high-powered, mid-engined road car in the hands of his customers were well documented. The success of the Lamborghini Miura, Maserati Bora and De Tomaso Pantera etc, however, meant that by the early 1970s the buying public fully expected any ‘true’ supercar to have its engine positioned just behind the driver. Debuting at the 1973 Paris Salon, the Ferrari 365 GT4 BB was nominally faster than its front-engined ‘Daytona’ predecessor but also decidedly trickier to pilot on the limit. Based around a tubular steel chassis with monocoque centre section, the newcomer featured all-round independent double wishbone suspension, front / rear anti-roll bars, rack and pinion steering and four-wheel disc brakes. Utilising the same ‘Flat 12’ architecture as the engines which powered Maranello’s victorious 312B and 312T Formula 1 cars, its 4.4-litre DOHC unit sat atop a five-speed transaxle with limited slip differential. Unveiled at the 1976 Paris Salon, the second Berlinetta Boxer – the 512 – shared the same striking silhouette as its forebear (penned by Leonardo Fioravanti of Pininfarina) albeit with a wider rear track to accommodate 9J alloy wheels (up from 7.5J). Other stability inducing measures included a front chin spoiler to counter high-speed lift, recalibrated suspension and broader powerband. Enlarged to almost 5 litres, the 12-cylinder powerplant (hence the model’s nomenclature) also gained a hydraulic clutch, dry-sump lubrication and useful torque boost. With some 340bhp / 331lbft on tap, the two-seater was reputedly capable of 0-60mph in 5.5 seconds and 188mph. Aside from the reprofiled front, visual tweaks were limited to NACA cooling ducts ahead of both rear wheels and a switch from six to four taillights. The provision of a taller final drive ratio and standard fit air-conditioning meant that the 512 BB was more refined as well as being better handling and less peaky than the 365 GT4 BB. Hand-built, the younger machine achieved 929 sales between 1976 and 1981 of which only 101 were to UK, right-hand drive specification. According to information kindly supplied by Tony Willis of The Maranello Concessionaires Archive, this particular example – chassis 21331 – was commissioned from the factory on January 12th 1977 (under MCL Order Number 869). Finished in Rosso Chiaro with Nero leather upholstery and Red carpets, it was delivered to Maranello Concessionaires’ Egham premises a little over three months later. Heir to a successful family business, the first custodian – Alan Morello Esq. – took delivery on August 1st 1977. A serial Ferrari owner, he and his wife have retained possession of the 512 BB ever since. A Maranello Concessionaires employee at the time, Vince Mezzullo Esq. carried out the two-seater’s pre-delivery inspection before dropping it off at thirty-three year old Mr Morello’s Surrey estate. Stabled alongside eight other cars including a Panther J72 and ex-John Entwistle Cadillac limousine, chassis 21331 has been maintained by Mr Mezzullo (who bonded with Mr Morello over their shared Sicilian ancestry) all its life. Perhaps inspired by the be-winged, factory sanctioned Ferrari 512 BB Competizione cars with which Charles Pozzi and NART contested the 1978 Le Mans 24 hours, Mr Morello returned the two-seater to Maranello Concessionaires for a host of bespoke cosmetic and mechanical enhancements. Entrusted to inhouse bodywork craftsman Barry Merriman, its front and rear aluminium clamshells were reworked with blistered arches to house 9J front and 11J rear alloys (in place of the 7.5J and 9J originals). The area between the B- and C-posts on each side was reshaped too and adorned with deeper NACA ducts. The sidelights were repositioned within the front grille and treble vents added to both rear wings (presaging a similar motif on the later 288 GTO). The engine lid was de-badged and modified with a Competizione-style wing and transparent covers through which the quad Webers’ newly fitted trumpets could be admired. Re-jetted to compensate for the loss of their air filters / boxes, the carburettors were complemented by a special, twin-pipe sports exhaust. Having paid so much attention to the way that the engine inhaled and exhaled it is perhaps no wonder that Mr Morello never fitted a stereo to chassis 21331 (instead relying on the music played by the 12-cylinder mill behind his left ear). He had Britax multi-point harnesses installed too and the rev counter rotated within its housing so that the red line was uppermost in the driver’s view. While other Prancing Horses came and went (not to mention numerous other high performance machines), the 512 BB remained. A firm favourite of Mr Morello, the ‘Wide Body’ is now being offered for sale by his wife who believes it to have covered less than 6,000 miles from new. However, the loss of its maintenance records and her husband’s advanced dementia mean that she feels unable to warrant the mileage. As well as more routine servicing, Mr Mezzullo overhauled the cylinder heads (replacing the sodium filled valves in the process) and renewed the odometer. Initially granted the Surrey number plate ‘TPB 639S’ and subsequently sporting ‘PAM 303’ and ‘AM 51’, the Ferrari’s current V5C Document is for ‘DGF 719S’. Little used in recent years and overdue a cambelt service, the supercar has not been started whilst in our care. Company registered at different times but owned by the Morello family from new, this unique 512 BB is worthy of close inspection. Pleasingly, the chassis, engine and transaxle numbers quoted by Tony Willis all match those visible on the two-seater itself. Offered for sale with ‘suitcase’ tool case, For more information, please contact: John Markey john.markey@handh.co.uk 07943 584767
Lot 113
Registration No: ALF 999H Chassis No: SB2596 MOT: ExemptOne of less than 350 S3 Lotus 7s builtFitted with the rarely seen Holbay-tuned Ford engineOnly two owners from new, with the first long-term owner from new until sold by H&H to the current owner in 2016A motoring icon, the Lotus Seven was introduced at the 1957 Earl’s Court Motor Show. Stylistically indebted to its MkVI predecessor, the newcomer featured a spaceframe chassis and aluminium bodywork fabricated by the Progress Chassis Company and Williams & Pritchard respectively (both companies being near neighbours of Lotus). A multi-tubular affair, the Seven’s structure was, in many ways, a simplified version of that which underpinned the marque’s highly successful Eleven sports racer. Designed for fast road and / or competition usage, the newcomer could be had with a choice of Ford ‘sidevalve’, BMC A-Series OHV or Coventry-Climax OHC engines. Available in factory finished or self-build guises, the Seven was expensive compared to the plethora of specials on the market at the time but altogether more accomplished. Only in production from 1968 to 1970, only around 340 of the Lotus 7 S3 were produced, compared to approximately 1300 Series 2's.Ordered new from Caterham Cars in Autumn 1969, chassis SB2596 was ordered with the rarely found Holbay-tuned Ford crossflow power-unit mated to the later Ford gearbox and rear axle and further specified with Lotus-Dunlop alloy wheels and seatbelts. It is said that the originally fitted fibreglass nose cone and wings were painted yellow when new. In the ownership of its purchaser-from-new until sold by H&H to the current owner in 2016, the two-seater’s engine was returned to Holbay in 1989 to be completely overhauled as a precautionary measure and during the refurbishment it was fitted with a later stronger cylinder block. Further bills on file suggest that the car was treated to a new pair of Weber DCOE 40 carburettors in 1990. Upon acquisition by the vendor in 2016, the car required mild recommissioning which was subsequently performed and through his nine-year ownership it was also treated the interior to a re-trim into the Dark Red Diamond-stitched leather guise that it retains today. The fibreglass nosecone was found to be in bad shape, so the decision was made to have an Aluminium replacement fabricated which gives the little Lotus the look of an earlier car. Having been housed in the vendor’s collection with several other historic motoring greats, ‘ALF 999H’ has been the beneficiary of a high standard of maintenance and is said to be ‘very good mechanically’ today.Offered with a good history file complete with bills for the aforementioned works and Lotus heritage certificate, SB2596 is now offered without reserve to find a new, loving home. If you’ve not experienced driving a Lotus Seven yet – you certainly need to! For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Lot 140
Registration No: LGC 846 Chassis No: B25GT MOT: ExemptKnown ownership since newOffered with an extensive history file that recites much recent expenditureSubject to a clutch replacement and ignition system work in preparation for saleIntroduced in 1946, Bentley's MKVI was the first vehicle ever offered by the company with factory-designed coachwork, and the first to be assembled in Rolls-Royce's Crewe factory rather than the old Derby premises. Aimed at the emerging 'owner-driver' luxury car market, the newcomer was closely based on the 1939 MKV (of which only fifteen were produced). Built around a massive cruciform-braced chassis with independent front suspension and a leaf-sprung 'live' rear axle, it was fitted with a freshly developed 4257cc OISE (overhead inlet side exhaust valve) straight-six engine mated to a four-speed manual gearbox. Capable of over 100mph when clad in the factory's understated 'standard steel saloon' coachwork, the MKVI quickly developed a reputation for being a refined yet responsive drive.According to copies of the chassis cards that are supplied within the history file, chassis B25GT was ordered on April 26th, 1950 through Rolls Royce subsidiary Park Ward & Co and specified in Tudor Grey over a Light Blue interior colour. It would be first registered on May 1st as ‘LGC 846’. The first owner was a Miss Nancy Quenelda Radcliffe Platt of Henley-on-Thames. She was a remarkable woman who in the 1920s and 30s had been an accomplished tennis player. Historic records show that she had played competitively in Cannes, Monte Carlo and at Wimbledon. Radcliffe kept the car for just two years before it was sold to the then Chairman of Booker Brothers, Sir Jock Campbell, an extraordinary man who in 1966 was made Baron Campbell of Escan by then Prime Minister Harold Wilson and was reputedly very good friends with James Bond novelist, Ian Fleming. Jock must have used the car extensively as the chassis record shows it required an engine overhaul with new pistons and camshaft bearings in October 1956. Jack Barclay Limited of Berkeley Square then took 'LGC 846' in part exchange against a new Bentley Continental in March 1959, allowing £1,100 for the then 82,000 miles car against the £4750 cost of the new Bentley. On May 11th that same year, 1959, it was bought by Rolls Royce coachbuilders and dealers James Young for £1,000. Just three days later they sold it on to a new owner in Sevenoaks.The green continuation logbook first dated 1965 shows further owners in Greater London, Surrey and Dudley in the West Midlands. An auction catalogue from Victoria & Co of Buckingham Place Road, London for their sale on February 9th, 1980, and the car, lot 119 is described as “A really exceptional example, having been recently restored”. It then remained in the same ownership for some 35 years. The previous owner who bought the Bentley in 2015 subjected the car to much maintenance and in addition to a complete repaint, a program of mechanical work was also completed. This included kingpins, water pump, radiator, brake overhaul, the fitment of a high ratio Continental differential, plus the fitment of a full flow oil filter plus cylinder head work. The vendor purchased ‘LGC 846’ during 2022 from renowned dealer, Classic & Sports Car Centre of Malton, North Yorkshire for some £33,800 and has used it as a service vehicle for guests of his country estate in Devon, advertising it for use for weddings and other events. Due to the Bentley being a working car, the requirement has been to maintain it to a ‘tip-top’ standard, with the fitment of a new clutch and ignition system servicing being the most recent tasks performed.Now described by the vendor as a ‘very good’ example both mechanically and cosmetically, the delightful original interior complements the paint scheme very well. It was noted that the main area to address is some small areas of paint correction needed although they are considered minor. Supplied with the original tool kit, it also come with a large history file containing the aforementioned chassis cards, invoices for work performed over the years in the current and previous ownership and the UK V5C. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Lot 53
Registration No: MOH 717P Chassis No: 30500 MOT: ExemptSupplied and originally maintained by Mists Garage of BirminghamOffered with the original owner's handbook and maintenance scheduleFormer Jensen Owners' Club Concours d'Elegance winner 2 years in a row, with trophies and certificates7-page magazine feature in Classic Cars, May 2001Benefits from an older restoration which involved a re-paint in what we believe to be Jaguar 'Solent Blue' Many people were dismayed at British Leyland's decision to axe the Austin-Healey 3000. Not least among them were Donald Healey - the man behind the name - and Kjell Qvale, who had done more than anybody to market British sports cars in the USA and who had enjoyed particular success with the 'Big Healey'. Adamant that the MGC was no substitute for the venerable Healey, Qvale - the son of a Norwegian sea captain - set about solving the problem himself. He discovered that the Healey family had been working on the prototype of an all new two-seater sports car and that Jensen (who had produced the bodies for the Healey 3000) was the obvious company to build it. Aston Martin DBS designer Bill Towns was commissioned to develop the styling and the Jensen-Healey was born. Power came from the 4-cylinder, 2-litre, twin-cam, Vauxhall-based Lotus 907 engine which drove through the four-speed Chrysler gearbox of the Sunbeam Rapier. The independent front suspension and live rear axle came courtesy of the Vauxhall Firenza, as did the rack-and-pinion steering and the disc/drum braking system. Bearing in mind Qvale's ambitions for the American market, the car was equipped with Federal style impact bumpers from the outset. The performance of the Jensen-Healey was brisk by the standards of the time, the 140bhp engine endowing the car with a 0-60mph time of some 7.5 seconds and a top speed of over 120mph. The open two-seater was produced from March 1972 to late 1975, during which time some 10,000 were manufactured. While home sales proved to be slow, the car justified Qvale's foresight by being quite popular in America. However, Jensen was by now in financial trouble. Sales of the V8 Interceptor had been hard hit by the fuel crisis and profits for the Jensen-Healey were not yet filling the void. Enter the Jensen GT, a 2+2 estate-like Coupe version of the Jensen-Healey - a model it was hoped would broaden sales and keep the company afloat. Sadly, the gamble failed. The GT was produced from September 1975 to May 1976, when the factory was finally forced to close its doors after just 509 examples were produced. First registered in 1976 and originally supplied by Mists Garage of Birmingham to Mr W. Brighton, this Jensen GT displays a mere c.33,967 miles. Featuring the Jensen GT's optional burr walnut fascia and the 5-speed Getrag gearbox fitted to all the later Jensen-Healeys, 'MOH 717P' was the subject of a large restoration in the early '90s and is understood to be finished in Jaguar's 'Solent Blue'. This led it to win first place in 1992 and 1993 and then second place in 1994 with the Jensen Owners’ Club Concours d'Elegance. It has award letters on file, trophies and a plaque in the interior to signify this. It went on to feature in May 2001's 'Classic Cars' magazine in a head-to-head test against the Lotus Elite in 'Estates of The Art'. Considering the Jensen has been stored for over 20 years, it still presents well overall. However, attention would be needed to the paintwork to bring it back to its previous, award-winning level. The interior's wood and leather is noted as being in ‘great condition’. At time of consignment, the engine started up easily and sounded well. Now offered for sale, there is a substantial leather binder supplied from Jensen - filled with old invoices, MOTs, concours awards, an owner's manual, service book, the build sheet and the latest V5C document. For more information, please contact: Oliver Fernyhough-Martin oliver.fernyhough-martin@handh.co.uk 07483 361000
Lot 74
Registration No: PBT 55 Chassis No: 726352DN MOT: January 2026Jaguar V12 engine, six Weber carburettors, Rob Beere cylinder heads all mated to a 5-speed ZF gearboxKnown ownership history including our very own Mr John MarkeyDriven around Goodwood and used on a number of tours in FranceFitted with aluminium and glassfibre bodyworkProfessionally built evocation of Jaguar's legendary one-off sports prototype“So beautifully put together that it almost hurts to think of it as a replica…”Complete Car, September 1994Created between 1965 and 1966, the original XJ13 sports prototype was designed to enable a return to Le Mans by the factory where both the works team and private entries had enjoyed five victories during the 1950s. Sadly, development of the design took longer than expected and by the time it was ready in March 1967, the opposition had moved on. Extensively tested at the MIRA proving ground, the XJ13 achieved a speed of 161.6mph – then the highest lap speed ever recorded at an enclosed British circuit. Subsequently put into storage at the factory, the car re-emerged in 1971 to take part in filming, again at MIRA, to help publicise the launch of the new V12-engined Series III E-Type. Driven by Jaguar's legendary test driver Norman Dewis, rear wheel issues caused the car to crash heavily, thankfully without serious injury to its driver who was saved by the strength of the monocoque chassis. Subsequently rebuilt by Abbey Panels, the car would remain with Jaguar following completion in 1973, leaving unanswered questions of what might have been if the ill-fated programme had come to fruition sooner.It is of no surprise therefore that the seed was sown in the mind of Jim Marland of Proteus fame to construct a replica of the fabled original and a small number were to be produced in the early 1990s. Ex-racing driver and H&H consultant, John Markey, then sales manager at Colbornes Garage in Surrey, was a friend of Marland’s and already had a Proteus C-Type as a fun road car and having seen the stunning results of the 13 in the metal he decided he had to build one to race. Unfortunately, the planned racing series for mid-engined replicas never materialised and so John, along with business partner Peter Colborne-Baber, got together with Proteus to develop a limited production design which featured part alloy, part-GRP bodywork, part space-frame and part monocoque chassis and mechanicals sourced from a donor car but just a handful would be produced.Completed in 1992, PBT 55 was one such example whose specification included a Jaguar V12 engine stroked to 6.3-litres and developing some 350 bhp, six Weber carburettors, Rob Beere cylinder heads and 5-speed heavy-duty ZF transaxle as per the original car. The car was to be retained by Colbornes on completion and featured in a number of magazine articles at the time including a memorable 1993 run down to Goodwood in company with a Proteus C and D-Type where it was put through its paces by Willie Green. With a lightweight chassis weighing in at just 1120kg, performance was indeed impressive as was the care taken in the execution of the project and the high quality of the finished article. Resplendent in British Racing Green with correct style five spoke pattern wheels it could easily be mistaken for the real thing.Having been with the vendor since 1997, who thought nothing of driving the car down to central France and competing in the Ralley des Ramparts at Angouleme, this stunning example is accompanied by a collection of invoices which include over £5,000 spent on cylinder head work with CMC in 2019. A date sequenced list of mileage covered along with any notable work carried out is also present, as is a current MOT. As a professionally built homage to Jaguar's one-off sports prototype it represents a rare and exciting opportunity to acquire not just a breathtaking piece of bespoke machinery but also the chance to experience the sensation of driving a faithful evocation of a true legend in Jaguar’s illustrious competition history. For more information, please contact: John Markey john.markey@handh.co.uk 07943 584767
Lot 47
Registration No: 4655 H Chassis No: 21Z5080 MOT: Exempt1 of just 16 home market examples (from a total production run of 76)1 of just 76 Allard Palm Beach marques manufacturedOriginal and interesting registration numberSympathetically upgraded, restored and improved by its second owner (out of four) in c.1990Ownership connection to the silver screen’s Norman Wisdom and TV's 'The Saint'Racing driver Sydney Allard's post-war cars combined the same virtues of lightweight, independent front suspension and an abundance of American V8 power, which had been features of his first trials special of the mid-1930s. These favourable characteristics enabled Allard cars to establish a formidable competition record in the immediate post-war years; Allard himself finishing 3rd at Le Mans in a J2 two-seater and winning the Monte Carlo Rally outright in a P2 saloon. Introduced in 1952, the pretty, alloy-bodied Palm Beach was Sydney Allard's final sports car design, employing a K3-type tubular chassis and his trademark independently suspended swing axles at the front with a coil-sprung live axle at the rear. Of all -aluminium construction and a choice of engines it proved to be very desirable, indeed, of the 76 MkIs built, 58 were ordered by global customers as far afield as the USA, New Zealand, Sweden, Madagascar and Mexico. Of the 16 ‘home market’ cars, it is thought only a few survive today. Approximately 76 of all types were built up to 1958 and there is a very interesting complete list of every chassis number car with other various information on file with this lot.‘4655 H’ was purchased new from Dagenham Motors in 1953 by the director of Norman Wisdom films and TV’s The Saint, Mr John Paddy Carstairs. Carstairs was friendly with petrolhead actor Norman Wisdom who, it is said, used this car often. Its second owner Mr K.C Baker of Finsbury, London WC1, paid £325 plus £36.00 for insurance, having £277 on hire purchase, with both the original receipt and agreement on file. Mr Baker even hill climbed ‘4655 H’ with reasonable success, replacing the original Ford Zephyr power plant with a “tuned’ version and upgrading the brakes and various other items for more performance.Some years later and still not satisfied with the power, Mr Baker decided to carry out a swap to the more powerful Jaguar powerplant, just as Sydney Allard had always envisaged for the Palm Beach. Originally, Jaguar would not oblige, hence he went to Ford but when he started to build the Palm Beach Mk2 Jaguar agreed to supply. Sadly very few MkIIs were built due to the Allard Motor Co. going broke. A Jaguar MkX 3.8 engine with a manual gearbox and a triple carb was sourced and fitted along with other modifications. Fast forward again, and to 1990, when Mr Barker decided to carry out a complete overhaul. The Palm Beach benefitted from Jaguar disc brakes all round, Jaguar steering, chrome wire wheels & instruments to go with the extensively overhauled 3.8 engine (photographs on file) little was left untouched over some four and a half years of works.Subsequently the subject of a five-page magazine article in 2000, Mr Baker kept the car for some 52 years before reluctantly selling it due to ill-health to his friend c.2012, who pretty much kept the car mothballed. It was he who upgraded the original Jaguar Moss gearbox for a 4.2 E-Type all-synchromesh gearbox. '4655 H' was finally in the specification that Sydney Allard originally longed for. The Palm Beach entered current ownership in 2022 and this will be the very first time the car has ever been on the open sales market since 1960! For more information, please contact: John Markey john.markey@handh.co.uk 07943 584767
Lot 138
Registration No: L105 WGH Chassis No: JZA800011837 MOT: April 2026Just 40,648km from new (c.25,146 miles)Imported from Japan in 1999 and used sparingly until dry storage with a private collectorDesirable 2JZ-GTE engine mated to a six-speed Getrag manual transmissionFitted from nearly new with a full VeilSide body kit and split-wheel rimsA 'must have' for the JDM collectorOverseen by Isao Tsuzuki, work on the fourth generation (A80) Toyota Supra began in February 1989. Debuting at the Chicago Motor Show some four years later, the resultant 2+2-seater Coupe was a technological tour de force. Engaged in something of an ‘arms race’ with its fellow Japanese manufacturers and similarly keen to challenge the established European sports car hierarchy, Toyota created a machine which, in its ultimate twin-turbocharged guise, was very special indeed. The heart of the forced induction A80 was the mighty ‘2JZ-GTE’ straight-six DOHC 3.0 litre engine boasting a ‘closed deck’ cylinder block, forged steel crankshaft and three-layer steel cylinder head gasket all of which meant that it was completely unstressed when developing 276bhp and 318lbft of torque in Japanese specification. So strong was the unit that tuners were able to add hundreds of extra horsepower whilst still retaining stock internals. Outputs of over 1,000bhp were readily achievable and the most potent ‘2JZ-GTE’ was rated at 2,041bhp! Little wonder then that so many owners have succumbed to the lure of modification. The other boon of the ‘2JZ-GTE’ was its use of sequential turbochargers, which flattened the torque curve to such an extent that ninety percent of its peak was available from 1,300rpm to 4,500rpm. Today, we take nigh-on ‘lag free’ forced induction for granted, but in the early 1990s it was a revelation. It wasn’t just the engine which marked the flagship A80 as a stand-out design. Inspired by contemporary F1 practice, the Supra utilised a four-channel ABS braking system, enabling Car & Driver magazine to decelerate one from 70-0mph in forty-five metres (a record only surpassed by the Porsche Carrera GT hypercar in 2004). The provision of all-round independent suspension and Bilstein dampers provided ample grip, the Toyota recording 0.98g on the skidpan. However, despite its excellence, the A80 remained something of a left-field choice in the UK with many buyers plumping for a (slower) Porsche 911 or Ferrari 348 instead. Thus, just 623 Supras were UK supplied from 1993-1996, with less than half those thought to have survived.Supplied new to the Japanese Domestic Market (JDM) in 1993 as a sought-after JZA80 Twin Turbo-charged Supra fitted with the desirable six-speed manual gearbox, chassis JZA800011837 was imported into the UK in 1999. The desirable full VeilSide body kit that was fitted in Japan, is complemented by a matching set of VeilSide five spoke split rims that are shod with Pirelli T0 tyres. Remarkably, the Twin Turbo-charged Coupé would cover only c.40,000km (c.24,854 miles) before import and before being registered in the UK as ‘L105 WGH’. Used very sparingly until it remained in the vendor’s private collection in a heated garage, it was maintained as-and-when required and now displays some 40,648km (c.25,146 miles). Now presenting as one of the best-preserved examples available and having escaped the usual drift circuits that these cars have become so highly sought-after for, ‘L105 WGH’ has been recently recommissioned with a new cam belt fitted in January 2024 plus a full fluids service, and will be offered complete with a copy of its original Japanese language service book.We would agree with the vendor that the Supra presents ‘excellently’ and must surely be one of the finest examples available on the market. The vendor has informed us that the engine itself remains standard aside from being fitted with an uprated HKS dump valve and HKS full exhaust system, which again, are both in excellent order. The vendor has advised the interior presents ‘excellently’ in the original duo-tone Black and Red colour combination and has an uprated sound system with an Alpine Head Unit, DDDrive Speakers with the customary Japanese TV and DVD player fitted. The vendor has also advised that the factory air-conditioning and electric seats operate ‘flawlessly’.Now presented for the first time on the UK market, this time-warp Supra is a fine example of what has become a truly investable modern classic, with values well on the rise in recent years and more and more interest gathering in them; no doubt for their Ferrari eating qualities! For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Lot 19
Registration No: MWV 105J Chassis No: CC64633L0 MOT: ExemptFinished in a fetching Primrose Yellow with Black interiorLHD export example that was repatriated back to the UK in 1992Subject to an engine overhaul, two new bumpers and attention to the clutch in current ownershipFitted with period-looking alloy wheelsIntroduced in 1968 as a replacement for the outgoing TR250/TR5 models, the Triumph TR6 proved a strong seller on both sides of the Atlantic. Crisply styled, its smooth flowing lines and Kamm tail hid a cruciform-braced chassis equipped with all-round independent suspension, disc/drum brakes and rack-and-pinion steering. Powered by a refined 2498cc OHV straight-six engine allied to four-speed plus overdrive manual transmission, it was deceptively fast with contemporary road testers recording 0-60mph in 8.2 seconds and a 121mph top speed. Writing in 1969, Autocar magazine went as far as to comment that "Even if the Austin-Healey 3000 had not been dropped, the TR6 would have taken over as the he-man's sports car in its own right".Finished in a fetching Primrose Yellow with Black interior and Black hood, 'MWV 105J' is a LHD export example that was repatriated back to the UK in 1992. Self evidently the subject of past restoration work it is fitted with a set of period-looking alloy wheels. Subject to an engine overhaul, two new bumpers, and attention to the clutch in current ownership the Triumph has spent more recent years in the car-friendly climate of the Mediterranean and is offered with a current V5c document. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584760
Lot 136
Registration No: L28 MGR Chassis No: SARRAWBMBMG000330 MOT: June 2025Desirable ‘home market’ example (1 of just 307 UK cars from the total 1,982 produced)Finished in British Racing Green metallic (1 of just 205)Just 34,500 miles from newNicely presented example, now fitted with adjustable power-assisted steeringOffered with a substantial history file including the original book packLaunched at the 1992 Birmingham Motor Show, the RV8 signalled MG's return to the open sports car market. Just as the Cobra grew out of the unprepossessing AC Ace, so the RV8 evolved from the immortal MGB Roadster (hence the car's 'Project Adder' development code). Built around a thoroughly re-engineered and neatly restyled version of its predecessor's monocoque bodyshell, it was powered by a 3948cc V8 engine that developed some 190bhp and 318Nm of torque. Said to be capable of 135mph and 0-60mph in 5.9 seconds, the adoption of telescopic shock absorbers and anti-roll bars all round brought a notable improvement in handling. Trimmed to a high standard, its inviting interior boasted leather upholstery and rich wood veneers. With the vast majority of the limited production run (just 1,983 are thought to have been made) going to a retro hungry Japan, RV8s remain a rare sight on British roads.Supplied new by Wrights of Lincoln being registered new on the 10th of November 1993, this example was one of just 205 examples finished in British Racing Green metallic. The interior is 'Stone Beige' Connolly leather with Burr Elm dashboard and door cappings in uncracked or blemished condition. Covering regular but minimal mileage each year, the RV8 is now offered having covered just 34,500 miles from new. In the ownership of the vendor since 2021, the MG has benefitted from over £8,000 worth of expenditure during his custodianship, with notable works including a new fuel pump, attention to the wiring, a new rotor arm, and fan belt in 2024; new steering rack with EZ adjustable power steering and rolling road set-up in 2023; and new rear wheel cylinders and brake shoes, and new front brake pads in 2021. Furthermore, the underside was wax oiled a little over two years ago, and a new stainless steel exhaust and catalytic converters were fitted in January 2025.Always garaged and never taken out in adverse weather conditions by the vendor, the bodywork and windscreen surround are reported to pleasingly show no signs of corrosion. Well serviced during its life, chassis ‘0330’ has benefitted from fifteen services documented across the service book and invoices, with the most recent completed in 2024 at 34,181 miles. The large history file comprises the original book pack in MG wallet, a large collection of invoices and MOT certificates, a current MOT certificate until June 2025 with no advisories, past tax discs, technical information, previous ownership history, and a current V5C document. Offered with both the full and half tonneau covers, the MG pleasingly also retains its original tool kit. One of the highly desirable 307 UK-supplied RV8s, this example in BRG and with excellent history is certainly one to consider! For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Lot 110
Registration No: FTE 871J Chassis No: 1S50171 MOT: Exempt1 of just 2,116 right-hand drive examples and a desirable manual gearbox carMatching chassis and engine numbersCurrent ownership since 2016 and 62,600 recorded milesOffered with a history file including the Jaguar Heritage CertificatePLEASE NOTE: This lot has been freshly re-commissioned for the auction at the cost of some £3,800 by Autostore LtdLast of the line, the Jaguar E-type Series III was introduced in 1971. Longer, wider and more comfortable than its predecessors, the newcomer blurred the lines between sports car and grand tourer. Powered by a turbine-smooth all-alloy SOHC 5343cc V12 engine allied to either Jaguar four-speed manual or Borg Warner three-speed automatic transmission, the refined manner in which it performed (contemporary road tests spoke of 0-60mph in 6.4 seconds and 150mph) simply blew road testers away. Benefitting from a broader track, ventilated disc brakes, power-assisted rack and pinion steering and Lucas transistorised ignition, the Series III was visually distinguished by its 'egg-crate' grille, flared wheel arches and purposeful quad-exhaust pipes. Available in Fixed-Head Coupe (2+2-seater) or Roadster (2-seater) guises, it remained in volume production until 1974 (though, a special commemorative run of forty-nine Black-painted roadsters was released the following year).Chassis number ‘1S50171’ was manufactured on the 20th April 1971, being supplied new via Henlys of Manchester to the department store Littlewoods Ltd. Finished from the factory in Light Blue paintwork with Dark Blue leather interior upholstery, this is pleasingly the colour scheme in which the E-Type remains presented in today. Desirable for being both a manual gearbox car and a matching numbers example, ‘FTE 871J’ is known to have spent a period of time in the car friendly climate of the continent, including in Belgium and the Netherlands. Repatriated to the United Kingdom in 2015, the 2+2 was purchased by the vendor in 2016, remaining in his ownership ever since. Lavished with some £9,500 worth of expenditure with Jaguar Classic in 2017, the work completed included a new windscreen; new suspension bushes; rectification of several oil leaks; attention to the cooling system; and extensive smaller jobs.Offered with a credible recorded mileage of 62,600 miles on the odometer, the E-Type is accompanied by a history file comprising the JHT Heritage Certificate, a collection of invoices including the invoice for works completed by Jaguar Classic, and a current V5C document. Residing in storage for several years, the Jaguar is due to be supplied with a re-commissioning service in time for the sale. UK-supplied, manual gearbox, matching numbers examples are highly desirable E-Types and with this V12 Coupe being all of these, and presented in its original colour scheme, is certainly one to consider. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Lot 85
Registration No: SV 9682 Chassis No: 181 KF MOT: ExemptKnown ownership history from new and said to have covered just 38,000 milesPreviously exhibited at Pebble Beach and a past prize winner at The Quail etcOriginally bodied as a Four-Light Tilbury Sedan then a Six-Light McNear Sedan and now a Piccadilly RoadsterKept by grand prix and sports car ace Phil Hill for two decades (1967-1985)Matching chassis, engine, gearbox and rear axle numbers The model upon which Rolls-Royce's reputation as makers of 'The Best Car in the World' was founded, the 40/50hp debuted at the November 1906 London Motor Show. A somewhat conventional yet beautifully executed design, the newcomer was based around a massive ladder-frame chassis equipped with all-round leaf-sprung suspension, powerful rear wheel brakes and spiral-bevel final drive. Displacing 7036cc (7428cc from 1910), its superlatively smooth six-cylinder engine featured a seven-bearing crankshaft, full pressure lubrication and twelve spark plugs (fed via a dual magneto / coil ignition system). Allied to four-speed manual transmission (though, a three-speed gearbox was utilised from 1909 to 1913), the sidevalve unit proved both wonderfully torquey and eerily quiet. Possessing a legendary eye for detail, Henry Royce continued to develop the 40/50hp throughout its 18-year production life. Thus, late Silver Ghosts boasted considerably more horsepower (up from 48bhp at 1,250rpm to 80bhp at 2,250rpm) and higher top speeds than their earlier brethren. Rolls-Royce of America Inc was established to bypass the swingeing import duty that had hitherto restricted its parent company's transatlantic sales. Operating from factory premises in Springfield, Massachusetts, the new concern initially built carbon copies of the famous 40/50hp model. However, as time progressed so its product became more attuned to the US market. The beautifully wrought ladder frame chassis and enviably smooth 7428cc straight-six engine were little altered but later cars featured a three-speed, centre gearchange manual transmission and left-hand drive (interestingly just 600 or so of the 1,703 Springfield Silver Ghosts completed were to LHD specification). Designed to woo existing Packard, Cadillac and Pierce Arrow customers who had little truck with the idea of a chassis only purchase, a catalogued range of Rolls-Royce Custom Coachwork was soon made available. The various designs were given British names and subcontracted to the likes of Amesbury, Biddle & Smart, Holbrook, Locke, Merrimac, New Haven, Smith-Springfield and Willoughby. Wonderfully extravagant, Merrimac’s Piccadilly Roadster could host four at a pinch (thanks to its fold-out ‘dickey’ seat) but sat on the same 3658mm wheelbase that other coachbuilders used to accommodate up to seven in comfort. The rakish body was barely taller than the voluptuous wings and the ‘peaked’ soft-top notably well integrated. Less over the top than the Bugatti Royale Edsers Roadster, the Piccadilly was nonetheless pure visual theatre. Sources suggest that some 105 were made in period with most of those being fitted as replacement bodies. Those who specified Piccadilly Roadster coachwork from new included notable playboy turned recluse Howard Hughes. According to its accompanying copy records, chassis 181-KF was originally built as a Four-Light Tilbury Sedan. Supplied new to J.M. Mann, the Silver Ghost then passed through the hands of E.D. Abbott, Roderick J. Watterston, Lawrence Hackett, Mr King, Phil Hill and Theodore E. Reich before being imported to the UK by marque specialist The Real Car Co in 2003. Thought to have been rebodied as a more formal Six-Light Town Car by George W. McNear of Brookline, Massachusetts during Mr Abbot’s tenure, the Phil Hill who owned the 40/50hp from 1967 – 1985 was none other than the ex-F1 World Champion! Having bought the Rolls-Royce six years after winning the title, a copy bill on file shows that he sold it Mr Reich for “$1 and other consideration”. Well versed in the Rolls-Royce and Bentley marques, the latter set about carefully recommissioning chassis 181-KF (which he believed to have covered just 30,000 or so miles at the time) before embarking upon trips to Seattle and Vancouver. Mr Reich also displayed the car at the internationally renowned Pebble Beach Concours d’Elegance as well as using it to win a regional concours and take a 1st-in-class during what he described as “a difficult Postwar Silver Ghost class at the 1993(?) Rolls-Royce Owners’ Club Annual meet at Quail Lodge, Carmel Valley, CA”. UK road registered by The Real Car Co as ‘SV 9682’ on June 16th 2003, they sold the Silver Ghost to R.A. Kilburn shortly thereafter who had it maintained by RR&B Garages of Bromsgrove. Other ‘known names’ appearing within the history file include D.H. Day, A.J. Glew and Ristes. Bought by David O’Connor through RR&B, the 40/50hp changed keepers once more before entering the current ownership. Custodian to numerous pre- and post-WW1 Silver Ghosts over the years (many of them prize winning), the seller took the 'carbon copy' Piccadilly Roadster body from another car in his collection and had it installed aboard chassis 181-KF. The reason for the swap being that the ex-Phil Hill machine was far lower mileage and more correct in terms of numbers matching mechanical componentry. The result is a highly presentable and capable Vintage Tourer with a great provenance. Starting readily and running well during our visit, the two-seater drove to and from the chosen photography location without missing a beat. The Rolls-Royce also completed a 250-mile run last year without incident and is due to be driven to IWM Duxford for the auction. Long known as a low mileage car and still showing just 37,800 miles to its odometer, this stunning Springfield Silver Ghost is worthy of close inspection. About as glamorous as Vintage Roadsters get, ‘SV 9682’ is offered for sale with V5C Registration Document, period instruction book and history file. For more information, please contact: Damian Jones damian.jones@handh.co.uk 07855 493737
Lot 108
Registration No: K424 EUX Chassis No: SAJJNAED3EJ186935 MOT: T.B.ADesirable 4.0 litre exampleTo be offered with a fresh MOT certificateOffered from the private collection of a renowned Jaguar specialist engineerDesign plans for the XJS got underway in 1965, with the first production car being sold in 1975. The car was primarily designed by Malcolm Sayer, with input and control from Sir William Lyons. With Jaguar struggling financially at the time, the XJS needed to be a big success. The highly anticipated XJS was seen by many as a direct replacement to the very popular E-Type. However, when the XJS was unveiled at the Frankfurt Motor Show in 1976, it was clear that the car was intended to be in a league of its own. In 1991, parent company Ford thoroughly reworked the luxury Grand Tourer at a cost of £50 million. Incorporating some 40 percent new panels, the rejuvenated model range sported a revised grille, headlamps, tail-lights, bumpers and rear wings. Its cabin, meanwhile, gained a new walnut facia and improved sports seats. The new version was powered by either a punchy straight-six (3980cc) or a soporific V12 (5343cc) engine; the former DOHC unit developed some 223bhp and 283lbft of torque. Featuring a five-speed manual transmission as standard, the 4.0-litre XJS could also be had with a four-speed automatic gearbox. Capable of over 140mph, the model proved to be a refined and relaxing drive, and production continued until 1996.Design plans for the XJS got underway in 1965, with the first production car being sold in 1975. The car was primarily designed by Malcolm Sayer, with input and control from Sir William Lyons. With Jaguar struggling financially at the time, the XJS needed to be a big success. The highly anticipated XJS was seen by many as a direct replacement to the very popular E-Type. However, when the XJS was unveiled at the Frankfurt Motor Show in 1976, it was clear that the car was intended to be in a league of its own. In 1991, parent company Ford thoroughly reworked the luxury Grand Tourer at a cost of £50 million. Incorporating some 40 percent new panels, the rejuvenated model range sported a revised grille, headlamps, taillights, bumpers and rear wings. Its cabin, meanwhile, gained a new walnut facia and improved sports seats. The new version was powered by either a punchy straight-six (3980cc) or a soporific V12 (5343cc) engine; the former DOHC unit developed some 223bhp and 283lbft of torque. Featuring a five-speed manual transmission as standard, the 4.0-litre XJS could also be had with a four-speed automatic gearbox. Capable of over 140mph, the model proved to be a refined and relaxing drive, and production continued until 1996.First delivered by Lancaster Jaguar Northampton, chassis SAJJNAED3EJ186935 was first registered as ‘K424 EUX’ on the 8th January 1993. Optioned in the attractive colour combination of Opalescent Maroon over an Oatmeal interior, it has been cherished throughout its life and its history file bulges with a comprehensive list of receipts for maintenance dating back to almost new plus the original book pack within which the service book shows some 22 stamps from new mainly with Jaguar specialists. The vendor, a Jaguar Specialist Engineer by trade, acquired the car during 2024 from the previous owner for who he had performed servicing works for some years. Noting it to be one of the best looked after examples he had come across, the vendor has used it sparingly during his ownership but due to having several restoration projects on the go, he has decided to find a new home for the car. Rating it as ‘very good’ in most aspects, he has advised that the paintwork is ‘good’ and rates this slightly down due to some age-related blemishes which a prospective owner may wish to correct.Offered complete with the original tool-kit, jack and aforementioned history file, ‘K424 EUX’ is perfect for either improving to cherish as part of a collection or to use on a regular basis. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Lot 64
Registration No: 614 JGT Chassis No: 140SK MOT: Exempt1 of just 1,402 Phantom IIs understood to have been producedPresented in well preserved barn-find condition after some fourty years of lay-upOriginally coached by H.J. Mulliner in four-light sports saloon guise and then later rebodied by Dottridge BrosOffered without reserveIntroduced at the October 1929 Olympia Motor Show, the Phantom II was the last of the truly grand six-cylinder Rolls-Royces and the final one to be overseen throughout by F. Henry Royce himself. The chassis was completely new and, rather than the cantilever rear springs of its predecessors, it employed underslung semi-elliptic ones which, along with improvements to the drivetrain, allowed the frame to ride closer to the ground, improving handling. The power came from an updated version of the Phantom I engine, topped by a new aluminium alloy crossflow cylinder head, it was matched to a four-speed manual gearbox, bolted directly to the chassis rails. The four-wheel servo-assisted brake system of the Phantom I was continued, and all Phantom II chassis received lubrication set-up. The radiator was positioned aft of a reworked beam front axle, further adding to the model's fresh, low-slung appearance. The resulting elongated bonnet line together with short overhangs created an enticing platform for the coachbuilder's art, and proved conducive to elegant designs courtesy of the major carrozzerias of the day - e.g. James Young, Park Ward, Mulliner, Thrupp & Maberly etc. Capable of over 90mph, the Phantom II remained in production for six years, during which time some 1,402 are understood to have been made, plus 278 with yet sportier Continental specification. All but 125 of the total were equipped with right-hand drive.According to “The Rolls-Royce Phantom II and III” by Nick Whitaker and Steve Stuckey, chassis 140SK was originally bodied in four-light saloon coachwork by H.J. Mulliner and delivered to a Mrs H. Martineau. The V5C states that it was first registered in London as ‘614 JGT’ on the 13th February 1935 but the records show that it was “off-test” on the 1st October 1934. Thankfully, a side-profile photograph survives of the car in H.J. Mulliner form when new. Little is known of the history following its delivery, however some years later, post-World War II, the car was acquired by Harold White Funeral Directors of Chingford, Essex and was masterfully re-worked to Limousine specification by the esteemed Islington based coachbuilders, Dottridge Brothers post-war. Much of the original H.J. Mulliner line was kept intact including much of the front wings and waistline, however the door bottoms were extended downwards for ease of access and the roofline was raised to accommodate a glass partition. The car is said to have been used quite extensively during the 1950’s and 60’s for funeral work by Harold White before being put into dry storage once it had become redundant due to the business’ acquisition of a more modern Rolls-Royce limousine in the late 1960’s / 1970’s. 140SK was to become somewhat forgotten about during the following years until the proprietor passed away and it was bequeathed to the current generation of the family who still run the business today.Upon inspection, it was noted that the large proportion of the Phantom II has been preserved very well indeed thanks to the dry storage conditions that it has been pulled from and is largely complete. The paintwork is evidently period and could be a clean-up and preservation job, but the bodywork also appears to be solid. 140SK also retains its original engine numbered DK55 which appears to be seized from years of standing, but the car was pulled from its resting place with relative ease due to unseized brakes allowing it to roll freely. The interior is in largely intact condition, and it is thought that it could be preserved in this form with some TLC should a prospective buyer be so inclined. It should be noted that the history file could not be found by the vendor and a new V5C will need to be applied for although a digital record exists with the DVLA.So, the question for a prospective buyer that remains is what to do with the car? It could be enjoyed as a very fine and rare oily-rag machine in its current form or put back to work in the funeral trade after a restoration. Perhaps for the more eccentric it could be returned back to its original H.J. Mulliner styling? For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Lot 25
Registration No: GWH 497 Chassis No: BN1-155273 MOT: ExemptFinished in Red complemented by a Black leather interior1 of just c.1,030 right-hand drive examples madeSubject to an older comprehensive restoration with a full repaint in 2010Various upgrades including 4-speed with overdrive gearbox, front disc brakes & fast road cylinder head Large history file including lots of invoices & the original buff log bookDonald Healey’s prototype two-seater sports car displayed at the 1952 London Motor Show was based on Austin A90 Atlantic mechanicals with a sleek body designed by Gerry Coker and built by Tickford. Dubbed the 'Healey Hundred' (chosen to reflect the car's ability to reach the magic 100mph), there was a suitably encouraging response and Healey planned to produce it in-house at his Warwick factory. As things transpired, not only did the Ice Blue prototype impress the public, but also Austin's Managing Director, Leonard Lord, who struck a deal to build the car in volume at Longbridge. The early examples (code-named BN1s) were equipped with the same 90bhp 2660cc engines and manual four-speed transmissions as the A90 though Austin modified the gearbox to operate as a three-speed unit with overdrive on the top two ratios. A 1953 BN1 tested by Motor magazine hit 106mph and achieved 0-60mph in 11.2 seconds. A total of 10,688 BN1s are believed to have been produced between 1953 and 1955 (the vast majority of which went overseas) with only c.1,030 believed to be in right-hand drive form before the model was superseded by the BN2.This original Home Market 100/4 was supplied new in May 1954 to its first owner in Bolton, Lancs. With relatively few owners since, its fourth, and long-term keeper (who retained it from 1987 to c.2015) undertook a comprehensive restoration between 1987 and 1992. In 2010 a full repaint was carried out and in the years since the following upgrades installed; 4 speed overdrive gearbox and hydraulic clutch, larger SU carburettors, alloy unleaded fast road cylinder head and front disc brakes. Following a period of inactivity the car was acquired by the current owner some four years ago. Presented to the market with no known faults, this desirably upgraded Healey comes with a detailed history file including numerous invoices, detailed owners notes and original buff logbook. For more information, please contact: James McWilliam james.mcwilliam@handh.co.uk 07943 584 760
Lot 96
Registration No: BHY 906H Chassis No: 1R27431 MOT: March 2026Treated to an exhaustive, 2,500-hour restoration by the vendor, a Licensed Aircraft Engineer, in 2022Invoices on file totalling c.£30,000 for replacement parts and specialist services alonePresents beautifully having covered just 1,000 post-refurbishment milesMatching numbers exampleAccompanied by a hardback book which pictorially documents every stage of the restoration in detailOffered with a history file including the Jaguar Heritage CertificateAt launch the Malcolm Sayer-penned E-Type was the fastest production car of its time – its 3.8-litre straight six engine allowing a 0-60mph acceleration time of a whisker over seven seconds and a top speed of circa 150mph. Despite this, the engine size was increased from 3.8 to 4.2-litres in October 1964 and, with the change, came a sweeter all-synchromesh gearbox, better brakes and more comfortable seats. Introduced in August 1968, the Series II version of Jaguar’s immortal E-Type sported redesigned bumpers and lights. Less noticeable was its enlarged front air intake which in conjunction with dual cooling fans made the newcomer better behaved in hot weather and heavy traffic. With its 4235cc DOHC straight-six engine developing a quoted 265bhp/283lbft, the Jaguar was reputedly capable of nearly 150mph and 0-60mph in 7.5 seconds. Available in open two-seater, fixed-head two-seater and fixed-head 2+2-seater guises, the American market accounted for the bulk of Series II production, with the fixed-head two-seater being the rarest of the three variants.Factory finished in Regency Red with Beige leather upholstery, the same combination it pleasingly sports today, chassis ‘1R27431’ was dispatched from Browns Lane to distributor British Leyland, New York on 12th February 1970. Spending its early life in Arizona (with the corresponding registration plates remaining on file), the E-Type is reputed to suffered sandstorm damage whilst being driven to Northern California in 1974. Despite the paintwork being refreshed and a new windscreen fitted, the E-Type was placed into storage where it remained for the subsequent c.40 years. Re-discovered in 2014, the E-Type was repatriated to the United Kingdom in 2019 and shortly after acquired by the vendor, a licensed aircraft engineer, having been advertised as a "never been welded" example with a recorded mileage of 39,000.The vendor reports that the engine was running (albeit poorly), and the clutch release bearing had failed. Transported to his aircraft engineering facility, a comprehensive assessment of the car's condition was carried out, and remarkably, the seller informs us that no evidence of repaired corrosion was found anywhere in the body-shell or doors, with all the floor and footwell panels being original. The only perforations discovered were two small areas on the edge of both footwells with repairs grafted in. The shell was sent to RP Automotive for a full bare metal repaint, with the engine frames bead blasted, primed and painted in their original colour before re-fitting. All frame mounting points on the bulkhead were inspected and deemed completely corrosion-free. When the repaint was completed all box sections and closed panels including doors were injected with aviation anti-corrosion fluid and, although the original underseal was revealed to be almost entirely in excellent condition, a coat of Raptor two-pack bed liner was added to the car's underside. A new wiring loom to the original specification was installed and the Jaguar converted to right-hand drive including a new steering rack, with windscreen wipers also converted to UK-specification. The factory-fitted engine was entrusted to Scholar Engineering of Diss where it benefited from a re-ground crankshaft, new cylinder liners, new oil pump, modified rear crank seal, new timing chains and tensioners, core plugs, and much more. The cylinder head overhaul included hardened valve seats, new camshaft buckets, bearings, and pressure testing, etc, with the block and head being lightly skimmed. A new water pump, thermostat, rejuvenated starter and alternator, spin-on oil filter conversion, a new inlet manifold, and new triple SU carburettors were all fitted, as well as uprated Acu-Spark electronic ignition. The gearbox internals were inspected and judged to be in good condition, with the input and output shaft seals and speedo drive gear renewed. Further provided with a new stainless steel exhaust system, the suspension was inspected and refreshed with four new shock absorbers and springs, four driveshaft and prop shaft UJs replaced, and the front suspension components removed, bead blasted, and re-painted. The wheel bearings, anti-roll bar bushes, and handbrake pads were all renewed too. The independent rear suspension cradle was re-fitted with new trailing arm bushes and mountings. The brake system was provided with a full overhaul including a new master cylinder and servo unit, new stainless steel calliper pistons, seals, brake pads and four new discs, as well as new flexible hoses together with copper-based hard lines fitted front and rear. Finally, four new spoked chrome wire wheels, spinners and tyres were installed. A complete interior re-trim was carried out by Howard Sands of Stonham Suffolk, with the excellent upholstery and fittings supplied by Aldridges Coventry Ltd made to original Jaguar specification and materials. The restoration encompassed extensive further new parts, with some of the notable ones including an overhauled heater system, new windscreen washer assembly, new radio console/fascia with period Radiomobile push button radio, and much more! With invoices on file for c.£30,000 in parts and specialist services alone, the aircraft engineer vendor has devoted some 2,500 hours to the exhaustive project, with the end product being an excellently presented example, above and beyond many restorations. A matching numbers example, chassis ‘1R27431’ is accompanied to the sale by a large history file that includes a hardback book which documents pictorially every stage of the restoration in detail, the Jaguar Heritage Certificate, aforementioned restoration invoices, and a current V5C document. Completing just 1,000 post-restoration miles so now showing a believed genuine 40,000 miles on the odometer, the vendor also comments that the engine and gearbox wear levels when stripped were indicative of the mileage being genuine. Starting readily and both running and driving well during our recent photography session, this notably nicely restored E-Type is not one to overlook if you are in the market for an excellently restored example. This lot is offered with a no advisory MOT certificate until March 2026. For more information, please contact: Paul Cheetham paul.cheetham@handh.co.uk 07538 667452
Lot 71
Registration No: FRD 651V Chassis No: 10702422027957 MOT: ExemptOffered from a private collectionFitted with an AMG style front valanceEmerging from storage and requiring recommissioning prior to useDisplaying a credible 107,300 milesSharing the same basic (R107) platform architecture as its convertible sibling, the Mercedes-Benz 450SLC fixed head coupe was introduced in 1972. A full four-seater, the model's stretched wheelbase was disguised by various ingenious styling cues such as the louvered sail panels that adorned its rear three-quarter windows. Equipped with all round coil-sprung independent suspension, power steering and four wheel disc brakes, it proved a comfortable and refined grand tourer. Predominantly allied to automatic transmission, its 4520cc SOHC V8 engine developed a quoted 217bhp and 265lbft of torque. Reputedly capable of over 130mph in standard tune, Mercedes' flagship coupe enjoyed a highly successful second career as a rally car including two Bandama wins and a second place on the East African Safari.Offered from a private collection and only available for sale due to the unfortunate ill health of its owner, this 450 SLC is fitted with an AMG style front valance and sports some 1980s phone technology to the interior. Having spent a period in storage the usual inspection and recommissioning will be required before returning the car to the road. Displaying a credible 107,300 miles the SLC is offered with a current V5c document. For more information, please contact: John Markey john.markey@handh.co.uk 07943 584767
Lot 6
Registration No: KXS 569 Chassis No: RY142488P MOT: ExemptBuilt in 1948 as one of c.21 pre-production Alvechurch Trials carsOriginally registered to a Mr Ostroumoff as 'BOE 940'Restored to a high standard having been awarded the 'Andy Holdaway Trophy' in 2020Supplied with period photo's and letters to confirm it's historyFounded in 1946 by Ken Delingpole and Ron Lowe, Dellow began life as a competition car preparation specialist with a sideline as agents to both Wade-Ventor superchargers and the HRG marque. Producing road-going sports cars for the enthusiast to use in trials, rallies and hill-climbs, they operated from premises in Alvechurch, near Birmingham, from where the duo had taken their first tentative steps as manufacturers in 1947, building replicas of Ron Lowe's famous Austin 7-based trials special, 'The Flipper'.An Alvechurch Team car with period competition history that is well-known to the Register, chassis RY142488P is said to have been built in 1948 and is one of c.21 early pre-production prototypes built between 1947-1948. The MkI finally entered production in 1949 and evolved into the MkV before production came to an end in 1956. In total, only some 300 units were produced. The cars typically featured a 1,172cc Ford 10 engine dropped into an A-frame chassis with a lightweight tubular steel structure made from chrome-moly military surplus rocket tubes! Early models had an all-aluminium body, a Ford beam front axle with a transverse spring and short Panhard rod, quarter elliptic springs at the rear, and Andre Hartford friction dampers. Most cars were fitted with a 3-speed Ford gearbox and Ford cable and rod-operated drum brakes.Chassis RY142488P, was originally registered as 'BOE 940' and first owned by George Ostroumoff. With numerous sporting trials entered during the late 1940s and early 1950s, photographs and press clippings in the car's file, show it at the 1949 SUNBAC Vesey Cup Trial, and an excerpt from Motorsport reveals it won the Team Award at the 1950 SUNBAC Colmore Trial, competing as part of the Alvechurch Team. Led by Ron Lowe himself, this marked the closest Dellow came to having a Works team.For over 50 years, the car was owned by Mr. Alan Lee before being acquired and subsequently restored by Tony Martin of Pershore. Martin was awarded the Dellow Register's Andy Holdaway Trophy in 2020 for the quality of his work. The restoration included fabricating a new body, installing hydraulic brakes, fitting Morris Minor rear shocks, converting to an alternator and 12v electrics, adding a rev limiter, installing a Dellow twin-carb manifold, a Morgan ‘Silver Top’ cylinder head, a new radiator core, a new steering box, and more. In 2021, the Register described chassis RY142488P (registered as 'KXS 569’ today) as being in "very good condition mechanically, bodily, and in overall appearance". Road legal, this historically interesting trials car has competed in several events since the restoration and is ready for enjoyment on the road or further competitive exploits. Supplied with period images and Dellow Register correspondence. For more information, please contact: Oliver Fernyhough-Martin oliver.fernyhough-martin@handh.co.uk 07483 361000
Lot 50
Registration No: GPH 152 Chassis No: TA 2302 MOT: ExemptSubject to a comprehensive body and mechanical overhaul by the current ownerOffered with an extensive history file dating back to 1945Fitted with a Volkswagen steering boxThe first of the famous MG T-series line, the TA was introduced in 1936. Larger, faster and more comfortable than its PB predecessor, the newcomer was powered by an MPJG 1292cc OHV engine that developed some 50bhp at 4,800rpm. Allied to a four-speed manual transmission, it endowed the two-seater with a nigh-on 80mph top speed. Traditionalists may have decried the adoption of a less exotic powerplant, insulating rubber engine mounts and – after a while – synchromesh on third and fourth gears, but the TA had accounted for 3,003 sales by the time production ceased in 1939.We are pleased to offer this extremely attractive TA following an extensive overhaul by the vendor, a coachwork specialist. His work included the construction of an entirely new ash frame and the fitment of a replacement 1292cc MPJG engine as the original was cracked beyond repair. A Volkswagen steering box makes for a discreet upgrade. As the owner built the body frame himself, the work is not invoiced, but a general inspection of the car gives an indication of his high standard of workmanship.Like many second-hand sports cars, TA2302 changed hands frequently in the post-war years. Registered on 29th April 1938, its ownership is traceable to Colin Melville Medlicott of Mill Hill, Middlesex, from 29th March 1945, when it was black. Repainted red by 1952, it had five further owners up to 1960, and the history resumes in the early 1970s when it was being renovated. It was roadworthy by 1983 and in use up to 2013, but needed renovation once again when the vendor bought it in 2019.Described as “very good” all round by the vendor, this TA is the very quintessence of the traditional British sports car. Superbly restored, it boasts extensive history including 1945 and 1952 buff logbooks, and represents a charming way to enjoy pre-war summer motoring. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Lot 13
Registration No: SCW 631L Chassis No: CV0275K MOT: ExemptSupplied new to the US marketSubject to a previous engine overhaulRepainted in 2015 in its original colour combination of Lotus Yellow & Cirrus WhiteOffered with a collection of invoicesFitted with a fast road clutch, sports manifold and rear roll barBrainchild of Lotus design and development engineer Ron Hickman, the Elan was introduced at the 1962 Earls Court Motor Show and promptly redefined its class in terms of ride, handling and performance. Arguably the ultimate Elan derivative, the Sprint arrived in February 1971. Characterised by its 'Big Valve' (126bhp / 113lbft) engine and bold colour schemes, the model was reputedly capable of 0-60mph in 6.7 seconds and 121mph. The Sprint was the final iteration of the Lotus Elan and was marketed between 1971 and 1973. Lotus always intended it to be a distinct model in its own right, rather than a 'Series 5', primarily for marketing purposes, however, the model was dropped by from the Lotus line-up in August of 1973, with the Sprint remaining keenly sought after by collectors and enthusiasts alike.One of circa 856 Lotus Elan Sprint Drophead Coupes built, this example was built in April 1972 and originally supplied new to the USA and as such, is a US market car, ordered in Lotus Yellow (L07) over Cirrus White (L04) with the Talbot-Aztec Gold band. In more recent times the Sprint has been repatriated to the UK in 2014 and subsequently, it has been the subject of restoration and a repaint in 2015 at a cost of some £4,080. Thankfully, the Sprint still wears the attractive classic original shades of Lotus Yellow & Cirrus White with the Gold accent around the waistline with the typically Black vinyl interior, seats and door cards.Additionally, in 2015 the Sprint was the subject of some work by RJ Motors of Bideford in Devon. They fitted a roll cage and overhauled the engine. The latter included replacing the water pump, main and big end bearings and polishing the crankshaft. The Sprint has also been fitted with a fast road clutch and a sports manifold. Offered with a collection of invoices from renowned Lotus specialists Paul Matty Sports Cars Limited and a Lotus Certificate of Vehicle Provenance. For more information, please contact: Lucas Gomersall lucas.gomersall@handh.co.uk 07484 082430
Lot 121
Registration No: PN53 FBL Chassis No: WVWZZZ1JZ3D508840 MOT: August 2025Upgraded by Volkswagen specialists The Phirm, Surrey with a bespoke turbocharger installationStill retaining a very original look One of c.2,391 MkIV iterations of the R32Displaying a low mileage of some 54,518By the time Volkswagen got to the MkIV version of the Golf GTI, it had got heavier and slower. Something clearly needed to be done. Behold, the entry of the Golf R32 in the last two years of MkIV production, and undoubtedly the flagship of the Golf MkIV range. Built for just a few years from 2002 to 2004, it was loosely based on the same running gear as the Audi TT 3.2 Quattro. According to mkivr32.com, some 2,391 MkIV versions of the R32 were produced for the UK market. Rare in 2003, and even rarer to find today. The 3.2-litre V6 engine fitted to the R32, was a massively revised version of the perennial 2.8-litre V6 (née VR6) unit. The Golf is said to hit 60mph in a blink under 6.5 seconds and will only stop accelerating at 153mph. Rivals of the day included the Subaru Impreza and the original Ford Focus RS. The R32's design was more classless and more understated than them both. With subtle changes to the GTI looks, it is easy to spot an R32 from a plain GTI, it sits around 20mm lower, and then there is the addition of a body kit, with a roof spoiler and a large front bumper. Unique 18-inch multi-spoke alloys were fitted along with a bespoke exhaust. On the inside, body-hugging sports seats were fitted, ideal for when you were pressing on. Once again there was a hot Golf, ready to thrill and excite.Which brings us to this rather special MkIV Golf R32, first registered on 6th September 2003, the vendor purchased the R32 in February 2008, with some 14,000 miles on the clock. Having owned a few Volkswagens over the years, he knew the VAG specialists The Phirm, in Surrey, and set about discussions about turbocharging the R32. There was an EIP turbo-kit sourced from the USA and The Phirm made plans for a bespoke fit. A number of parts were sourced at a cost in excess of £15,000. A further substantial amount was then spent on ceramic coating with a company called Zircotec, specialists in reducing temperatures under the bonnet. The alloys are standard but diamond-cut to give them a stunning look and shod with Goodyear F1s. Large AP Racing brakes were sourced and modified to fit the R32, at a cost of some £5,000. The main request on the conversion was to make it look 'factory OEM', so, to the untrained eye, the engine looks much like any other R32. Inside, the double DIN stereo was replaced to house 3 gauges with matching trim to blend with the rest of the cockpit. The Phirm have looked after this car in our vendor's ownership. All in all, over £30,000 has been spent to get the R32 to the standard he wanted. The conversion took nearly a year to fully complete. All parts used were 'the best available' and with the timing chain replaced at c.37,000 miles, it now displays some 54,518 miles. Part of a small collection, the Golf is kept in a warm garage, only driven in sunny weather and never raced or tracked. It has covered some 35,000 miles since the modifications and serviced and MOT’d regardless of the mileage. There's a current V5, a comprehensive service history, receipts for works done, old MOTs, the bookpack and 2 keys. For more information, please contact: Baljit Atwal baljit.atwal@handh.co.uk 07943 584762
Lot 1456
A collection of forty vintage diecast cars, trucks, military and agricultural vehicles comprising Corgi, Dinky and Matchbox models to include Lorry Mounted Concrete Mixer, Lotus Racing Car, Riley Pathfinder, Aston Martin DB4, Plymouth Sports Suburban and Massey Harris Tractor, some in original boxes.
Lot 533
A collection of ten Matchbox series die cast boxed toys No.67, Saladin armoured car, No.17, Beford Matchbox Removals van, No.14 Daimler Ambulance, No.35, ERF Marshall Horsebox, No.40, Bedford Tipper, No.3, Cement mixer, No.34, Volkswagen van 'International Express', No.27, Bedford low loader, No.9, Dennis Fire Escape, No.48, Meteor Sports Boat and trailer (10)Condition ReportAll used and boxes worn. 6/10
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