1l7CcRC

Important Collectors’ Motor Cars and AutomobiliaFriday 27 June 2014 at 11:00 and 14:00Chichester, SussexViewingThursday 26 June 10:00 to 17:30Friday 27 June from 09:00SaleFriday 27 June:Automobilia 11:00Motor Cars 14:00Sale Number21906Catalogue£50.00 + p&pPlease note that bids should besubmitted no later than 4pm onThursday 26 June. Thereafterbids should be sent directly tobids@bonhams.comWe regret that we are unable toaccept telephone bids for lots witha low estimate below £500.Absentee bids will be accepted.New bidders must also provideproof of identity when submittingbids. Failure to do so may result inyour bids not being processed.EnquiriesMotor Cars+44 (0) 20 7468 5801+44 (0) 20 7468 5802 faxukcars@bonhams.comAutomobilia+44 (0) 8700 273 618+44 (0) 8700 273 625 faxautomobilia@bonhams.comEnquiries on Viewand Sale days+44 (0) 8700 270 090+44 (0) 8700 270 089 faxCustomer ServicesMonday to Friday 09:00 - 18:00+44 (0) 20 7447 7447Please see page 2 for bidderinformation including after-salecollection and shipmentPlease see back of cataloguefor important notice to biddersIllustrationsFront cover: Lot 320Back cover: Lot 342Bids+44 (0) 20 7447 7448+44 (0) 20 7447 7401 faxTo bid via the internet please visitwww.bonhams.comLive online bidding isavailable for this salePlease email bids@bonhams.comwith “Live bidding” in the subjectline 48 hours before the auctionto register for this servicePlease note “Live bidding” willnot be available for Lot 320important informationThe United States Governmenthas banned the import of ivoryinto the USA. Lots containingivory are indicated by thesymbol Ф printed beside the lotnumber in this catalogue.Please NoteAdmission to the auction marqueeis by catalogue only.This catalogue also admits two tothe Goodwood Festival of Speedon the Bonhams auction andviewing days only, tickets are in theback of this auction catalogue.However, if this catalogue has beenpurchased from the cataloguesales desk at the auction it will nothave admission tickets included.This catalogue does not admitthe holder to the Festival ofSpeed on Saturday 28 June orSunday 29 June.Bonhams 1793 LimitedRegistered No. 4326560Registered Office: Montpelier GalleriesMontpelier Street, London SW7 1HH+44 (0) 20 7393 3900+44 (0) 20 7393 3905 faxBonhams 1793 Ltd DirectorsRobert Brooks Co-Chairman,Malcolm Barber Co-Chairman,Colin Sheaf Deputy Chairman,Matthew Girling Global CEO,Patrick Meade Global CEO,Geoffrey Davies, Jonathan Horwich,James Knight, Caroline Oliphant,Hugh Watchorn.Bonhams UK Ltd DirectorsColin Sheaf Chairman, Jonathan Baddeley,Antony Bennett, Matthew Bradbury,Harvey Cammell, Simon Cottle, Andrew Currie,David Dallas, Paul Davidson, Jean Ghika,Charles Graham-Campbell, Miranda Grant,Robin Hereford, Asaph Hyman, Charles Lanning,Sophie Law, Camilla Lombardi, Fergus Lyons,Paul Maudsley, Gordon McFarlan,Andrew McKenzie, Simon Mitchell, Jeff Muse,Mike Neill, Charlie O’Brien, Giles Peppiatt,Peter Rees, Julian Roup, Iain Rushbrook,John Sandon, Tim Schofield, Veronique Scorer,James Stratton, Roger Tappin, Ralph TaylorShahin Virani, David Williams,Michael Wynell-Mayow, Suzannah Yip.

General InformationAdmissionBonhams has the right at its sole discretion withoutassigning any reason therefore to refuse admissionto its premises or attendance at any of its salesby any person.Absentee BidsBonhams will execute bids when instructed. Lots will bebought as cheaply as is allowed by other bids and Reserves.ReferencesIntending Buyers should supply bankers’ references.The references should be supplied to Bonhams intime to allow them to be taken up before the Sale.Unless arrangements are made with Bonhams forpayment in advance of the Sale all Lots will beremoved to storage immediately after the Sale at theBuyers’ cost. In any event, the Purchase Price shouldbe paid to Bonhams not later than 12 noon on theday after the Sale. Attention is specifically drawnto Condition 6 of the Buyers’ Agreement as printedin this Catalogue.Bidder RegistrationTo recognise bidders during the Sale all intendingBuyers are required to complete a Bidder RegistrationForm giving full identification and appropriatereferences before the Sale which will enable them tobid by means of a number allocated to them.PremiumLike the vast majority of auctioneers Bonhams chargewhat is known as a Buyer’s Premium on the Hammer Price ofeach Lot purchased and is subject to VAT. Some lots may alsobe subject to VAT on the Hammer Price and these lots will beclearly marked with a dagger (†) printed beside the lot numberin the catalogue.For Automobilia the Buyer’s Premium will be 25% on the first£50,000 of Hammer Price, 20% from £50,001 to £1,000,000of Hammer Price, and 12% on the balance thereafter.For Motor Cars and Motorcycles the Buyer’s Premium will be15% on the first £50,000 of the Hammer Price of each Lot,and 12% on the balance thereafter.Buyers’ attention is drawn to Condition 7 of the Notice toBidders. VAT at the standard rate is payable on the Premiumby all Buyers, unless otherwise stated.DamageAny viewer who damages a Lot will be held liable forall damage caused and shall reimburse Bonhams orits agents for all costs and expenses relating torectification of such damage.Important changes to V5C RegistrationDocument proceduresIn order to comply with the Driver and Vehicle LicensingAuthority’s (DVLA) procedures for updating a change of keeperfor a motor vehicle, Bonhams has now changed their policyon the handling of V5C Registration documents, upon fullpayment by the buyer.If we have not received confirmation of the new keeper’s nameand address 14 days from the date of the sale, we will write toyou requesting this information.If, after 28 days from the date of sale, we still have not hadcontact from you, we will update the new keeper to the nameand address shown on your Bonhams client account.Should your address be from outside the United Kingdom, wewill inform the DVLA that the vehicle has been exported.If you wish the new keeper details to be updated in any otherway please make contact with the Sale Administrator as soonas possible.Please Note: Once the V5C has been updated by the DVLA itcannot be reversed.Methods of PaymentIt is important you are aware of the following regardingregistration and payment:The name and address in which you register will be the nameand address on your invoice, if successful. We cannot amendthe details on your invoice, once issued.Furthermore, when making payment, the account from whichthe payment is sent must match the buyer’s details as per onthe bidder registration form and the issued invoice.We are unable to accept any third party payments. Should athird party payment be made this will result in a delay in yourpayment being processed and your ability to collect yourpurchase.Purchases can only be released when full settlement (inclusiveof all charges) of all invoices issued to the buyer is receivedin cleared funds. Before bidding, you should ensure thatyou have the necessary funds available and be able to payaccording to one of the methods set out below. All chequesshould be made payable to Bonhams 1793 Limited.We accept the following methods of payment:• sterling cheque drawn on a UK branch of a bank or buildingsociety: all cheques must be cleared before you can collectyour purchases, unless agreed with us in advance, or unlessyou provide an irrevocable letter of guarantee from your bank.Cheques drawn by third parties cannot be accepted;• bankers draft/building society cheque: if you can providesuitable proof of identity and we are satisfied as to thegenuineness of the draft or cheque, we will allow you to collectyour purchases immediately;• cash and travellers cheques: you may pay for lots purchasedby you at this Sale with notes, coins or travellers chequesin the currency in which the Sale is conducted (but not anyother currency) provided that the total amount payable by youin respect of all lots purchased by you at the Sale does notexceed £3,000, or the equivalent in the currency in which theSale is conducted, at the time when payment is made. If theamount payable by you for lots exceeds that sum, the balancemust be paid otherwise than in coins, notes or travellerscheques.• We will need to see your passport if you wish to pay usingtravellers cheques.• bank transfer: Bonhams require an irrevocable guaranteefrom your bank. You may electronically transfer funds to ourTrust Account. Please quote your paddle number and Invoicenumber as the reference. Our Trust Account details are asfollows.Bank: National Westminster Bank PlcAddress: PO Box 4RY250 Regent StreetLondon W1A 4RYSort Code: 56-00-27Account Name: Bonhams 1793 Limited Client BankAccountAccount Number: 25563009IBAN Number: GB 33 NWBK 560027 25563009If paying by bank transfer, the amount received after eitherthe deduction of bank fees or for the conversion to poundssterling, must not be less than the sterling amount payable onthe invoice.• debit cards drawn on a UK bank: there is no additionalcharge for purchases made with these cards. Debit cardsdrawn on an overseas bank or deferred debit cards will besubject to a 2% surcharge• credit cards: Visa and Mastercard. Please note there is a 2%surcharge on the total invoice value when payments are madeusing credit cards.Please note it may be advisable to notify your card provider ofyour intended purchase in advance to reduce delays causedby us having to seek authority when you come to pay. If youhave any questions with regard to payment, please contactour client services department.VATThe following symbols are used to denote that VATis due on the Hammer Price and buyer’s premium:† VAT at 20% on Hammer Price and buyer’s premiumΩ VAT on imported items at 20% on Hammer Price.* VAT on imported items at 5% on Hammer Price.• Zero rated for VAT, no VAT will be added to the hammerprice or the buyer’s premium.In all other instances no VAT will be charged on the HammerPrice, but VAT at the prevailing rate (currently 20%) will beadded to the buyer’s premium which will be invoiced on a VATinclusive basis.Artists Resale Right Regulations 2006On certain Lots, which will be marked “AR” in the Catalogueand which are sold for a Hammer Price [together with Buyer’sPremium] of €1000 or greater (converted into the currencyof the Sale using the European Central Bank Reference rateprevailing on the date of the Sale), the Additional Premiumwill be payable to us by the Buyer to cover our expensesrelating to the payment of royalties under the Artists ResaleRight Regulations 2006. The Auctioneer will announce theequivalent of €1,000 in the currency in which the Sale will takeplace at the beginning of the Sale. An Additional Premium willbe a percentage of the amount of the Hammer Price [plusBuyer’s Premium], please refer to notice to bidders section 7,and shall not exceed €12,500 (converted into the currencyof the Sale using the European Central Bank Reference rateprevailing on the date of the Sale).NOVACertain motor car Lots, which will be marked “N” in theCatalogue, if purchased by a UK resident will be subject toa NOVA Declaration, undertaken by Bonhams to facilitate itsregistration here in the UK.Vintage Sports-Car ClubEligibility DocumentsAny eligibility document issued to the owner of a car is merelyto certify that the vehicle is eligible to compete in VSCC eventson the basis of the rules and regulations currently in force. It isnot intended to be used for any trade or commercialpurposes. It does not provide any guarantee as to thestandard of design, manufacture, condition or its authenticity,provenence or history. VSCC eligibility documents lose validityon transfer of ownership of the vehicle and a new applicationis therefore required.The Veteran Car Club of Great BritainDating Plates and CertificatesWhen mention is made of a Veteran Car Club Dating Plate orDating Certificate in this Catalogue, it should be borne in mindthat the Veteran Car Club of Great Britain using the services ofVeteran Car Company Ltd, does from time to time, review carsalready dated and, in some instances, where fresh evidencebecomes available, the review can result in an alteration of date.Whilst the Club and Veteran Car Company Ltd make everyeffort to ensure accuracy, the date shown on the Dating Plate orDating Certificate cannot be guaranteed as correct and intendingpurchasers should make their own enquiries as to the date ofthe car.

Guide for BuyersDo I need to bring my catalogue tothe sale?Yes. Please ensure that you bring your catalogue to the saleas entry is by catalogue only. Each catalogue allows twopeople entry on the view and sale days. Further copies of thecatalogue can be purchased at the sale venue.How do I bid at the sale?In order to bid at the sale you will be required to completea bidder registration form. Clients are requested to providephotographic proof of ID – passport, driving licence, ID card,together with proof of address – utility bill, bank or creditcard statement etc. Corporate clients should also provide acopy of their articles of association / company registrationdocuments, together with a letter authorising the individual tobid on the company’s behalf. Failure to provide this may resultin your bids not being processed.For Lot 320 you may also be asked to provide a suitablebank reference. If you do not, at our request, provide us witha bank reference, or if the reference is not acceptable to us,you may be issued with a paddle that will not allow you bidon this lot.We recommend prospective buyers to register as early aspossible after receiving their catalogue or viewing it online. Itis likely to take several business days for a bank to issue anacceptable reference to us.Should you be unable to attend the sale but still wish to bid,you can either leave an absentee to telephone bid. Theseforms are found in the back of the catalogue.Telephone biddingTelephone bidding allows you to bid live as the auction ishappening. You will need to complete a form which asks foryour name, address, the telephone number(s) you wish us tocontact you on (it is advisable to add an additional numbersuch as your mobile) and the lot number(s) you wish to bidon. For any reason we are unable to contact you on thetelephone number(s) you leave on the form, please ensurethat the highest bid column is completed (optional).A member of Bonhams staff will contact you a few lots priorto the lot(s) you wish to bid on and you will be instructed fromthere on. Please note that we do not operate telephone bidsfor lots with a low estimate below £500.Absentee/Commission biddingAs with telephone bidding, you will need to complete a formwith your name, address and the lot(s) number(s) you wish tobid on. You will also need to enter the amount you are willingto bid up to for that lot (excluding premium & VAT). Bonhamswill execute the bid as cheaply as possible on your behalf.Please ensure the form is signed and dated at the bottomand disregard the client and paddle no. fields at the top ofthe form as this is for Bonhams use only. Once the form iscompleted you can either fax or post it back to our offices.Should you post the form back to our offices, please ensure itis posted in ample time prior to the sale day.If you are a first time bidder you must also provide proofof identity. This can be either a copy of your passport ordriving licence. This must be sent at the same time asyour bidding form.In order for the above forms to be accepted they have tobe completed with buyer’s details, lot number(s), signedand faxed/emailed to us no later than 48 hours beforethe sale.How fast will the auctioneer go?The auctioneer will aim to sell +/- 100 lots of automobilia perhour and circa 30 vehicles per hour.Are there any warranties offered withthe vehicles?No. All vehicles are offered on an ‘as seen’ basis. It is wiseif possible to bring a professional mechanic with you to fullyinspect the car. It is also advised that the car is checkedbefore road use. The fully illustrated catalogue will describethe vehicles to the best of our ability on information supplied.Should we receive pertinent information after the publicationof the catalogue, we shall affix what is known as a sale roomnotice (SRN) to the vehicle. A list of all SRNs will be availableby the time the vehicles are presented for view. We are happyto offer our opinion as to the integrity of the vehicle at thesale, however you should accept this is an opinion only andshould not be relied upon. In short, you should satisfy yourselfas to the completeness, condition and integrity of any lot priorto bidding. It is also important to note that some illustrationsare historical and may show the vehicle in a better conditionthan now offered.Can I change my mind after I havepurchased a lot?No. Lots are not sold as an option and there is no ‘coolingoff’ period. Once the auctioneer drops the hammer acontract is made and you are obligated to proceed with saidcontract.Can I view the files that accompanythe vehicles?Yes, we should have every car’s file available for inspectionduring the view.How can I pay?It is important you are aware of the following regardingregistration and payment:The name and address in which you register will be the nameand address on your invoice, if successful. We cannot amendthe details on your invoice, once issued.Furthermore, when making payment, the account from whichthe payment is sent must match the buyer’s details as per onthe bidder registration form and the issued invoice.We are unable to accept any third party payments. Should athird party payment be made this will result in a delay in yourpayment being processed and your ability to collect yourpurchase.In order to release your purchases immediately we wouldrecommend payment by credit/debit card. We are happy toaccept cash (in the currency in which the sale is conducted)but not to exceed £3,000. Any amount over £3,000 must bepaid otherwise than in coins, notes or travellers cheques.We accept the following methods of payment.Payment by cardYou may pay by the following debit cards: Barclays connect,Delta and Switch/Maestro. You may also pay by the followingcredit cards: Visa, Mastercard and Access (American Expressnot accepted). Please note there is a 2% surcharge on thetotal invoice value if payment is made with a credit card.Payment by chequeYou may pay by sterling cheque but all cheques must becleared before you can collect your purchases, unless youhave a cheque facility with Bonhams or we have received anassurance directly from your bank prior to the sale. Chequesgenerally take 5-7 working days to clear. You may pay bybankers draft or building society cheque which will enable youto collect your purchases immediately and also by Sterlingtravellers cheques as long as they are accompanied by avalid passport.Bank transferOur bank details can be found on the general informationpage. Please quote your client number and invoice numberas the reference. If paying by bank transfer, the amountreceived after either the deduction of bank fees or for theconversion to pounds sterling, must not be less than thesterling amount payable on the invoice.Are there any other charges?Like the vast majority of auctioneers Bonhams chargewhat is known as a Buyer’s Premium on the Hammer Price ofeach Lot purchased and is subject to VAT. Some lots may alsobe subject to VAT on the Hammer Price and these lots will beclearly marked with a dagger (†) printed beside the lot numberin the catalogue.For Automobilia the Buyer’s Premium will be 25% on the first£50,000 of Hammer Price, 20% from £50,001 to £1,000,000of Hammer Price, and 12% on the balance thereafter.For Motor Cars and Motorcycles the Buyer’s Premium will be15% on the first £50,000 of the Hammer Price of each Lot,and 12% on the balance thereafter.Buyers’ attention is drawn to Condition 7 of the Notice toBidders. VAT at the standard rate is payable on the Premiumby all Buyers, unless otherwise stated.When can I clear my purchases?Once full payment has been received, purchases can becleared (where possible) during and immediately after theauction. All unpaid and uncollected lots of Automobilia will beremoved to Bonhams’ Warehouse at 6pm on the day of sale.Vehicles will be uplifted the night of the sale to local store,clients will be given address when collecting their invoices orpaying for their purchases following the sale.N.B. Clients cannot pay for purchases on Saturday 28or Sunday 29 June at the local store.Payment can be taken between 8:30am and 12pm onMonday 30 June at which point all remaining unpaid lots willbe uplifted by Polygon to their storage facility.Can someone deliver the vehicle for me?Bonhams do not transport vehicles. However representativesfrom Polygon Transport will be present at the sale and canquote a price to deliver the vehicle to you. Their contactdetails can be found on the collections page.IMPORTANT V5/V5C INFORMATIONPlease note that Bonhams retain and update allregistration documents, therefore please make sure ifyou are a successful bidder you fill in the registrationdocument on the day of the sale, with the name andaddress for which the vehicle is to be registered to.If you are unable to attend the sale, please contactBonhams as soon as possible post-sale with the correctname and address. For motor car registration pleasecontact Jane Hogan.Can someone arrange insurance for me?Representatives of Hagerty insurance will be in attendanceat the sale. They can assist with any insurance requirementsfor agreed value road risk, storage and transportation cover.Contact 0844 824 1134.Hagerty International LimitedThe Arch BarnPury Hill FarmTowcesterNorthamptonshireNN12 7TB0844 824 1134Web: www.hagertyinsurance.co.ukThis guide should be read in conjunction with ourfull Conditions of Sale and Important Notices sectionsprinted in this catalogue.

Worldwide Motoring contactsUK Motor CarsTim Schofield+44 (0) 20 7468 5804tim.schofield@bonhams.comRob Hubbard+44 (0) 20 7468 5805rob.hubbard@bonhams.comJames Knight+44 (0) 20 7447 7440james.knight@bonhams.comAdministratorsJane Hogan+44 (0) 20 7468 5806jane.hogan@bonhams.comSholto Gilbertson+44 (0) 20 7468 5809sholto.gilbertson@bonhams.comJohn Polson+44 (0) 20 7468 5803john.polson@bonhams.comBen Deane-Pike+44 (0) 20 7468 5800ben.deanepike@bonhams.comTom Harrington+44 (0) 20 7468 5808tom.harrington@bonhams.comMark Gold+44 (0) 20 7468 5807mark.gold@bonhams.comUSA Motor CarsWest CoastMark Osborne+1 415 391 4000mark.osborne@bonhams.comNick Smith+ 1 323 436 5470nick.smith@bonhams.comEast CoastRupert Banner+1 212 461 6515rupert.banner@bonhams.comAdministratorSamantha Hamill+1 212 461 6514samantha.hamill@bonhams.comJakob Greisen+1 415 503 3284jakob.greisen@bonhams.comMalcolm Barber+44 (0) 207 468 8238malcolm.barber@bonhams.comEric Minoff+1 917 206 1630eric.minoff@bonhams.comDavid Swig+1 415 503 3285david.swig@bonhams.comEvan Ide+1 917 340 4657evan.ide@bonhams.comMainland Europe Motor CarsPhillip Kantor+32 (0) 4 76 87 94 71philip.kantor@bonhams.comGregor Wenner (Italy)+39 333 564 3610gregor.wenner@bonhams.comHenning Thomsen (Denmark)+45 (0) 4051 4799henning.thomsen@bonhams.comAdministratorValérie Simonet+33 (0) 1 42 61 10 11valerie.simonet@bonhams.comGregory Tuytens+32 (0) 2 73 65076gregory.tuytens@bonhams.comHans Schede (Germany)+49 (0) 172 2088 330hans.schede@bonhams.comAdditional contactsMotorcycle DepartmentBen Walker+44 (0) 20 8963 2819ben.walker@bonhams.comJames Stensel+44 (0) 20 8963 2818james.stensel@bonhams.comBill To+44 (0) 20 8963 2822bill.to@bonhams.comAutomobiliaToby Wilson+44 (0) 20 8963 2842toby.wilson@bonhams.comAdrian Pipiros+44 (0) 20 8963 2840adrian.pipiros@bonhams.comPress OfficeRuth Fletcher+44 (0) 20 7468 8210+44 (0) 20 7468 8209 faxruth.fletcher@bonhams.comJulian Roup+44 (0) 20 7468 8259+44 (0) 20 7468 8209 faxjulian.roup@bonhams.comCatalogue subscriptions+44 (0) 1666 502 200+44 (0) 1666 505 107 faxsubscriptions@bonhams.comBuyers/Sellers Accounts UK+44 (0) 20 7468 8240+44 (0) 20 7447 7430 faxBuyers/Sellers Accounts US+1 (415) 861 7500+1 (415) 861 8591 fax

CollectionsAutomobiliaAll purchased lots must be cleared from thesale venue by 6pm on the day of the sale.All un-collected purchased lots shall then beremoved to Bonhams storage facility at:Unit 1 Sovereign Park, Coronation Road,Park Royal, London, NW10 7QP, and will beavailable for collection from 10am Tuesday1 July 2014 by appointment only.To arrange collection please contact theAutomobilia Department 020 8963 2840or automobilia@bonhams.com to make anappointment.All lots will be charged £10+VAT upliftand storage at £1+VAT per day per lot.All lots marked with a ◊ will be charged£25+VAT uplift and storage at £5+VATper day per lot.All lots marked with a ◊◊ will be charged£50+VAT uplift and storage at £10+VATper day per lot.All lots marked with a ◊◊◊ will requirespecific shipping and storage arrangements,as they are either extremely large or heavyobjects.Shippers or Agents wishing to collecton behalf of the purchaser must providewritten instruction from the client beforeBonhams will release the lot(s).All purchases are at buyers risk from thefall of the hammer.Motor CarsVehicles must be collected from the sale venueon the evening of the day of the sale. After thiscars are moved to local store where they needto be collected by 12 noon on Monday 30June. (Please see Guide for Buyers)Buyers should satisfy themselves thatthey have collected all relevant log books,documents and keys relating to their Lot(s) attime of collection. Otherwise Lots shall beremoved to storage at the Buyer’s expense(see below). Lots are at the Buyer’s risk fromthe fall of the hammer. It is strongly advisablethat overseas purchasers and absenteebidders make arrangements regardingcollection with Bonhams in advance of Sale.Removal and Storage of VehiclesAll Lots not removed in accordance withthe above will be transported by PolygonTransport to local store:Polygon TransportUnit 2H North RoadMarchwood Industrial ParkNormandy WayMarchwood, SouthamptonHants SO40 4BL02380 871 55502380 862 111 faxpolygon@polygon-transport.comVehicle Removal charges£220 + VAT per vehicleVehicle Storage chargesFirst 14 days£14 + VAT per motor car per dayThereafter£10 + VAT per motor car per dayTransport and ShippingA representative of Polygon Transport, willbe at the Sale and can arrange national andinternational transportation as agent for theBuyer or the Seller (as the case may be).TransporterPolygon TransportUnit 2H North RoadMarchwood Industrial ParkNormandy WayMarchwood, SouthamptonHants SO40 4BL02380 871 55502380 862 111 faxpolygon@polygon-transport.comVehicle InsuranceHagerty International LimitedThe Arch BarnPury Hill FarmTowcesterNorthamptonshireNN12 7TB0844 824 1134www.hagertyinsurance.co.ukMotor Car PreparationChris Bailey, Showcase SVS+44 (0) 7889 722 333www.showcasesvs.co.ukProfessional CataloguePhotographySimon ClayTom WoodNathan MorganPark RoyalCentralMiddlesexHospitalWestern AveParkRoyalStationA40Coronation RoadBonhams,Park RoyalWestern Ave A40Park Royal RoadActonCemeteryChase RoadNorthActonStationVictoria Road A4000West ActonStationHorn Lane

Directions to GoodwoodGoodwood HouseChichesterWest SussexPO18 0PXOn Thursday and Friday Bonhams clients should approach Goodwood Houseand they will then be directed into the public car parks for the Moving MotorShow and Festival of Speed. Please ensure you give yourself adequate timeto get from the public car parks to the Bonhams sale marquee.Bonhams SaleFinishGoodwoodHouseBonhamsInformationCentreTheCrossroadsBridgeThe PaddockThe WallBirdless GrovePark StraightPheasantry HillStartTo LondonTo LondonBasingstokeM3A3M3A32A3GuildfordAltonHaselmereA272A272PetersfieldA3A272A244A272A272A3Goodwood Festival of SpeedM27A27A37ChichesterBrightonLittlehamptonPortsmouthBognor Regis

AutomobiliaLots 1 - 232 at 11:00Friday 27 JuneImages of all automobilia lots are available atbonhams.com/automobiliaNot all imperfections are stated. All lots sold as viewed

61734510 | Goodwood festival of speedAccessories1 ◊A Bugatti radiator display piece,plated metal surround with cap and ‘Bugatti’badge, black painted dummy core, mountedon a metal stand, 75cm high overall.£500 - 700€610 - 8602A good pair of Lucas R440 electricsidelights, 1930s,chrome plated, pillar mounted, 3 3/4 inchdiameter frosted lens, one lamp fitted withcorrect Lucas 140 type circular mirror, witharticulated ball joint£500 - 600€610 - 7403A Heuer manual wind aircraftclock, circa 1970,case No.773, jewelled manual wind 8 daySwiss movement, black dial with luminousArabic quarters, luminous outer minutedivisions with five minute markers, luminoussword hands and centre running seconds,in round/square black painted metal casewith countersunk mounting holes in oppositecorners between 4 and 5 and 10 and 11,winding crown set in bezel at 7 and 8, thecase 6cm wide.£500 - 700€610 - 8604A fine Motor Aneroid by Negrettiand Zambra, British, circa 1920,nickel plated dial with scale from 27-31 millibars,rotating outer ring dial with ascent and descentscales from 0-2000 feet, blued steel needle,6.5cm diameter bevelled lens, nickel platedcase on mounting bracket with two drilled lugs,together with tan leather carrying pouch.(2)£500 - 700€610 - 8605An early Jaeger Paris ‘Tours Minute’rev counter, French,AM type, black dial with 0 to 2400 Arabicnumerals, outer chapter ring, cast alloy casenumbered 67780, bevelled glass lens, bezel9.5cm diameter.£800 - 900€980 - 1,1006Three Weber Type 36 DR3carburettors,bronze, each applied with brass plaque,numbers 3906, 3959 and 3976, each with somefittings, two cast linkages cracked and loose.(3)£1,200 - 1,500€1,500 - 1,800The Weber 36DR3 was fitted to the Fiat 1100SMille Miglia and some Cissitalia cars.

81591410127A pair of rare Weber 35 IDM carburettors,each downdraft dual barrel casting, fitted with many originalcomponents including progression hole cover, float chamber plug,needle jets, butterfly valves and trumpets, clean but with some wear,lacking top plates, each bearing Weber maker’s plaque numbered 38and 48.(2)£1,400 - 1,600€1,700 - 2,000Weber 35 IDM carburettors were fitted to Maserati 250F and 350Sengines and were also used on the BRM P56.8 †A veteran eight-note trumpet horn, French, circa1910,nickel-plated, with three valves, complete with bulb, approximately65cm long overall.£1,500 - 2,000€1,800 - 2,5009 †A rare veteran sixteen-note trumpet horn, French,circa 1910,nickel-plated, with three valves, complete with bulb, approximately67cm long overall.£3,000 - 3,500€3,700 - 4,30010 ◊◊A Type 54 Grand Prix Bugatti body,comprising many body panels painted traditional Bugatti blue, otherunpainted panels including bulkhead and dashboard, with some seatparts all from the ex Prince Jiri Lobcowicz, Peter Hampton car that ranin many Czech hillclimbs and in the 2000’s several Festival of Speedhillclimb events, some panels applied with Goodwood number Stickersand Scrutineer’s stickers, front apron bears registration number ‘PM55’ stickers, used, sold as viewed without bonnet.£6,000 - 8,000€7,400 - 9,800Badges & Mascots11 †A Rolls-Royce Ltd Motor Club enamelled carbadge,by Willmott Breeden, chromed with black enamel centre, marked ‘WB’to reverse, 13.5cm wide.£500 - 600€610 - 74012 †A Leyland ‘By Appointment’ badge, circa 1910,brass badge, in the form of the George V Royal crest, with red andblue enamel centre and red enamelled crown, with circular base (backcut) on screw thread for radiator cap mounting, some loss to enamel inplaces, 10.5cm high, mounted to a turned wooden display base.£500 - 700€610 - 860An example if this badge is illustrated in Dan Smith: AccessoryMascots; page 30.Automobilia | 11

30 3130 †A fine and rare sterling silver Rolls-Royce ‘SilverGhost’ Spirit of Ecstasy mascot desk piece, by GPS,London, 1998,after the famed design by Charles Sykes, with Charles Sykes facsimilesignature and ‘Rolls-Royce Limited Feb 6th 1911’ around the base,and hallmarked to rear of base, 18.5cm high, mounted to a blackmarble tapered plinth, measuring 36cm high overall.£4,000 - 5,000€4,900 - 6,100According to information supplied by the vendor, this desk piece wasgifted to a notable Knightsbridge resident by His Royal HighnessPrince Jefri Bolkiah, younger brother of the Sultan of Brunei.31 †A rare ‘Mr Jorrocks’ car mascot, by ‘Snaffles’(Charles Johnson Payne), British, 1922,signed ‘Snaffles’ and with Registered Design No 692157 to base, ‘cireperdue’ silver-plated bronze mascot, depicting the comical cartooncharacter ‘Mr John Jorrocks’ in huntsman’s full dress sounding hisbugle and mounted on his galloping horse, complete with ridingcrop and reigns, 12cm high, mounted on a turned wooden displaybase, offered together with an 1890 edition of ‘Jorrocks’s Jaunts andJollities’, published by Routledge & Sons, featuring illustrations andstories of Mr Jorrocks’ humorous activities.(2)£5,000 - 6,000€6,100 - 7,400Mr John Jorrocks was a fictional comical character created by Englishnovelist and sports writer Robert Smith Surtees (1805-1864) whoserialised in pictorial form the exploits of ‘Mr Jorrocks of St.BotolphLane and Great Coram Street’, a vulgar urban Cockney grocer witha taste for country life, sports and hunting, in his sporting editorialNew Sporting Magazine between 1831 and 1834, which were latercollated and published by George Routledge & Sons in the 1838title ‘Jorrocks’s Jaunts and Jollities’, a later 1890 illustrated edition ofwhich is offered for sale with the lot.Charles ‘Snaffles’ Johnson Payne (1884–1967) was an English artist,painting mainly military, racing and equestrian scenes, and was thesculptor of the ‘Mr Jorrocks’ mascot offered for sale here today.16 | Goodwood festival of speed

353637 3835A ‘Coq Nain’ glass mascot by RenéLalique, introduced 10 February1928,catalogue number 1135, clear glass mouldedR.Lalique signature to base, France to otherside, 20.2cm high, some chips and loss tobase.£1,100 - 1,300€1,400 - 1,60036 †An ‘Archer’ glass mascot, by ReneLalique, French, introduced 3rdAugust 1926,moulded ‘R Lalique’ and wheel-cut ‘France’to lower edge, further engraved withcatalogue number ‘No.1126’ under base,featuring deep impressed moulded depictionof a kneeling archer, 12cm high, some minorinternal bubbles.£2,500 - 3,000€3,100 - 3,70037 †A fine and rare ‘Cote D’Azure’statuette in satin glass forPullman Express, by Rene Lalique,introduced 12th October 1929,etched ‘R Lalique’ to left side of base, in theform of a forward leaning stylised femalenude, her left hand caressing her hair andher right hand on her chest, with mouldedinscription round the base ‘WL Côte D’AzurPullman Express PLM 9 - Decembre 1929’,17cm high.£3,000 - 4,000€3,700 - 4,900This statuette, modelled after the famed‘Vitesse’ glass car mascot also by Lalique,was created to commemorate the inauguralParis Gare de Lyon to Ventimiglia journey ofthe Côte D’Azur Pullman Express, operatedby the French rail companies, CompagnieInternationale des Wagons-Lits andCompagnie des Chemins de Fer de Paris àLyon et à la Méditerranée, and was presentedto passengers of the train.See Plate 87, Car Mascots, An EnthusiastsGuide, by Giuseppe Sirignano and DavidSulzberger.38 †A fine and rare double-mane‘Longchamps’ glass mascot, byRene Lalique, introduced 12thJune 1929,unsigned, in clear and satin glass, in the formof a horse’s head, 12cm high.£4,000 - 5,000€4,900 - 6,10039 †An Art Deco ‘Draped Nude’mascot in opalescent glass, byLucile Sevin for Etling, French,introduced 1932,in blue/white opalescent glass with ambercore, moulded ‘Etling France 50’ to rear ofstepped base, depicting a graceful drapedfemale standing holding her dress out andher head held to one side, 20.5cm high,small internal bubble under left arm, old wornlabel under base, mounted within a steppedchromed base.£4,000 - 5,000€4,900 - 6,10018 | Goodwood festival of speed

39 4042 4140 †A fine ‘Coq Nain’ mascot in fumée glass, by ReneLalique, French, introduced 10th February 1928,moulded ‘R Lalique’ and ‘France’ to either side of base, engraved withcatalogue number ‘No.1135’ to rear of base, in the form of a standingcockerel, 20.5cm high.£5,000 - 6,000€6,100 - 7,40041 †A fine ‘Coq Houdan’ glass mascot, by Rene Lalique,French, introduced 30th April 1929,wheel-cut ‘R Lalique’ and ‘France’ to either side of base, in clear andsatin glass, in the form of a proud cockerel, 20cm high, mountedwithin a correct split-ring, nickelled display mount.£5,000 - 6,000€6,100 - 7,40042A rare and unusual ‘Chrysis’ mascot in satin glasswith rose hue, by Rene Lalique, French, introduced21st March 1931,stencil etched ‘R Lalique France’ under base, depicting a backwardsleaning female nude with her hair flowing behind her, with deep rosehue to base diminishing upwards, 18cm long.£5,000 - 6,000€6,100 - 7,400Automobilia | 19

20 | Goodwood festival of speed43 †A fine and rare ‘Vitesse’ mascotin opalescent glass, by ReneLalique, French, introduced17th September 1929,moulded ‘R Lalique’ with double-tailed ‘Q’to right side of base and moulded ‘France’to left side of base, in the form of a forwardleaning stylised female nude, her handscaressing her hair, in blue/white opalescentglass, 19cm high.£40,000 - 50,000€49,000 - 61,000

49Signs & Garage Equipment44 ◊A ‘Lotus’ illuminating sign,modern, single-sided, aluminium frame withPerspex panel, 69 x 69cm.£500 - 600€610 - 74045 ◊An ‘Aston Martin Service’illuminated sign,modern, double-sided, alloy frame withdecorated Perspex panels, 30 x 81cm.£500 - 600€610 - 74046 ◊An ‘Aston Martin Zagato MilanoCarrozzeria’ illuminating sign,modern, single-sided, aluminium frame withpainted Perspex panel, 61 x 81cm.£500 - 600€610 - 74047 ◊An ‘Aston Martin Sales & Service’illuminating sign,modern, aluminium frame, with hand paintedPerspex panel, 100cm wide.£500 - 600€610 - 74048 ◊A pair of Gojak Model 6200,painted purple, new/old stock, apparentlyunused.(2)£500 - 700€610 - 86049 ◊A set of tools suitable for avintage Bentley with toolbag,brown leather box-bag with interior basetray, containing various tools including eightBSA spanners, four other spanners, fourdifferent sized Abingdon King Dick adjustablespanners, four box spanners, a small handdrill,two wooden handled ‘perfect pattern’screwdrivers, three Dunlop tyre levers, asmall hammer, a copper Thor hammer, threedifferent types of pliers, two files, a smallfunnel, a soldering iron, an auger, a centrepunch, a Kayes oil can, a Briame oil can,a noxwood folding rule, four different sizedTecalemit grease guns, a ‘Safe & Sure’ feelergauge and a Dunlop tyre gauge, together witha Lake & Elliot bottle jack (missing handle),and a PCL Royal foot pump painted green.(Qty)£600 - 800€740 - 98050 ◊◊An English made Bowser skeletonhand cranked petrol pump,restored with burnished pumping rack,working rack stop bar for delivering onepint, ½ gallon or one gallon measurements,together with gallon trip meter, polishedbronze delivery nozzle & fittings, repaintedin green, fitted with a ‘Power Ethyl Speed,Power’ & Mileage Combined’ brand plate,1/8d price plate with a Power Ethyl transferon the cylinder, complete with hose andnozzle.£1,400 - 1,800€1,700 - 2,20050Automobilia | 21

51 58Books & Ephemera51•Ray Roberts: Bentley Specials &Special Bentleys;first edition, 440 numbered pages, hardback covers, 4to, a crisp copy of the popularreference title describing works cars fromCricklewood, Derby and Crewe, completewith dust-jacket.£500 - 600€610 - 74052•Four books published by PalawanPress,comprising Trow, Nigel: ‘The IllustratedLancia’, standard edition in slipcase;Klemantaski, Loius: ‘Klemantaski Himself’,standard edition with dust cover; Nye &Goddard: ‘Dick and George’, standardedition; and Pritchard & Griffiths: ‘1946 andall that’, linen bound with cardboard slipcase, un-numbered copy of a marked limited1000 run, each 4to.(4)£500 - 700€610 - 86053•Doug Nye & Geoffrey Goddard:‘Ferrari in Camera’;by Palawan Press, linen bound, limited editionnumber 977/1000, with matching slip case,4to.£500 - 700€610 - 86054Twelve Assorted Bugatti lettersand invoices from the 1930’s,including one from Garage De La Poste, Pauinvoice dated 1931 to Monsieur Lescoutra;an invoice from the Bugatti Molsheimaddress, dated 1934, to Monsieur J.Delanoue; and others.(Qty)£500 - 700€610 - 86055 ◊◊A good collection of motorracing books,including W. Boddy: Brooklands Vol. I, II &III, by Grenville and The 200 Mile Race alsoby Boddy; Caracciola: Caracciola MercedesGrand Prix Ace, translated by Charles Meisl,1955, published by Foulis; Prince ChulaChakrabongse: Wheels at Speed, 1946 (3rdedition) together with Road Racing 1936,1946 (2nd edition), Road Star Hat Trick, 1948(4th edition), Blue and Yellow, 1947 ~91stedition) and Dick Seaman, Racing Motorist allalso by Prince Chula and a selection of othermotor racing literature.(Qty)£550 - 650€680 - 80056•Stephen Archer & Simon Harries:‘Aston Martin Zagato’,special edition number 0072/175, printed1998, featuring the photographs of RichardNewton, 4to.£600 - 800€740 - 98057 ◊◊Assorted motor racing books,comprising Sir Stirling Moss OBE with AlanHenry: Stirling Moss – All my Races, 2009(x5); Enzo Ferrari: The Enzo Ferrari Memoirs,1963; Guy Jellinek-Mercedes: My Father MrMercedes, 1966; Steve Small: Grand PrixWho’s Who 3rd Edition, 2000; Walkerley:Grands Prix 1934 – 1939, 1950; andothers including motoring and motor racingperiodicals, VHS cassettes and non motorracing literature.(Qty)£600 - 800€740 - 98022 | Goodwood festival of speed

5958•Christian Hueber & David A Sulzberger: BentleyContinental Sports Saloon; a limited ‘Owners’Edition’ presentation cased set, published byPalawan Press, 2003,containing a limited ‘Owners’ Edition’ of 208 copies published, inbuckram wrap-around covers with pop-stud and gilt tooling, large4to, numbered to title page with ‘BC65D’ the chassis number, 400numbered pages, well illustrated reference title relating to the R-TypeContinental, together with a Bentley Register for the Continental SportsSaloon, in black card covers, with build and ownership details of thecars and a folio of reproduced drawings and blueprints of coachworkstyles by various coachbuilders including H J Mulliner and PininFarina, and two Palawan Press order forms for the various editionsof the title, all contained in a black buckram solander library caseapplied with ‘Bentley Motors Ltd’ title plaque engraved with matchingchassis number ‘BC65D’, the case 50cm wide overall, also includingthe scarce earlier 2002 edition of Bentley Continental Sports Saloonby the same authors, in green card covers, 8vo, published by theContinental Register and given to all participants in the August 200250th anniversary celebration held at Silverstone.£1,000 - 1,500€1,200 - 1,800Of the 358 copies of this book published, 150 were produced asStandard Editions, with the remaining 208 published as Owners’Editions which were issued for owners of the R-Type Continental,with ‘owners’ manual’ style covers and each numbered with thecorresponding chassis number, this being one such example. BC65D,was one of 3 R-Type Continentals belonging to the Hon. Alan ClarkM.P. Bought as a ‘write-off’ in 1965, Clark had the car rebuilt byBradley Brothers as the only ‘Special’ on an R-Type Continentalchassis.Provenance: from the library of the late Christian Hueber.Further detailed information from the co-author David Sulzbergerrelating to the title is offered to view with the lot.6059•A set of four Bentley Le Mans ‘Successes’ booklets1927-1930,comprising ‘Le Mans 1927’, cream card covers, onion skin jacket,23 numbered ages, large 8Vo, ‘Again 1928’, blue card covers, onionskin jacket, 27 numbered pages, small 4to, ‘The Hat Trick’ embossedbrown card covers, 36 numbered pages, large 8vo and ‘Plus Four’,cream card covers with printed vellum outer, 40 numbered pages, large8vo, together with two original postal envelopes.(6)£1,200 - 1,600€1,500 - 2,00060•Guy Fabrice Mestrot & Manuel Dos Reis: ‘P2’;scarce CIJ P2 Alfa Romeo clockwork toy reference book, limitededition 12/20, French text, embossed leather bound cover, 75numbered pages beautifully illustrated with all known variants of thispopular tinplate clockwork toy, large 4to, with leather library case, alsocontaining reprinted CIJ catalogue, P2 book with English translationand a printed certificate.£2,000 - 2,600€2,500 - 3,200Automobilia | 23

67PETER GARNIER, FRSAThe late Peter Garnier – born September 3,1918 – was a hugely respected and popularmotoring writer, and a multi-talented man allround. He was educated at Charterhouseand London University, and saw wartimeservice as an officer eventually with commandin torpedo and motor gunboats - MTBs andMGBs - within Royal Navy Coastal Forces.On August 1, 1950, he joined Iliffe& Sons, theLondon-based periodical publishing house,going straight onto the staff of their leadingweekly magazine ‘The Autocar’.In December, 1955, Peter became TheAutocar Sports Editor, following the GrandPrix and sports car racing fraternity of theperiod all around the great circuits of Britainand Continental Europe. During this periodhe became a close personal friend of manyof the world’s greatest racing drivers andconstructors, and through a critical periodof world-class motor sport’s evolution from1960-67 he served as Secretary of the GrandPrix Drivers’ Association – helping negotiateon organisational and safety matters with thecompetition authorities, circuit owners andrace promoters of the period.He was made Deputy Editor of what hadbecome just ‘Autocar’ – losing the definitearticle from its title, a modern artifice of whichhe did not particularly approve - in October,1967 – and then the magazine’s Editor in July1968.He subsequently became Managing Editorof Special Publications, IPC Transport Press1975-81, and was the author of five wellreceivedbooks: ‘16 on the Grid’ (the storyof a Monaco Grand Prix), ‘The Art of GordonCrosby’, ‘Goodwood’, ‘The Motor CyclingClub’ and ‘Donald Healey’.He served as Chairman of the Guild ofMotoring Writers 1971 and 1972, and wasmade a Freeman of the City of London from1969. He was also Chairman of the LiveryCommittee, the Worshipful Company ofCoachmakers& Coach Harness Makers,1975-76, and was Secretary of The CoastalForces Veteran’s Association (CFVA) which24 | Goodwood festival of speedwas founded in 1974 and open to all servicepersonnel who served in the Royal Navy LightCoastal Forces between 1939 and 1957.A lifelong sailor, Peter Garnier lived besidethe sea at Newlyn, just outside Penzance,Cornwall, and from 1988 he served asChairman of Penlee Station, Royal NationalLifeboat Institution.Tall, huskily built, a handsome, extremelyengaging, pleasant and popular gentleman,Peter Garnier was highly regarded in everyone of the many walks of life which he soenthusiastically embraced throughout his life.Lots 61-70 are Property fromthe Estate of the Late PeterGarnier61•Assorted motoring books,including Gerald Rose: A Record of MotorRacing 1894-1908; Taso Mathieson: GrandPrix racing 1906-1914; Anthony S. Heal:Sunbeam Racing Cars 1910-1930; BennoMuller: Racedrivers; and many other titles.(Qty)£500 - 700€610 - 86062•Roger Labric: Les 24 Heures duMans; and other motoring titles,including Peter Helk: Great Auto Races, ThreeMercedes-Benz books with artwork by HansLiska in library case; William Court: Power andGlory 1906-1951; Chris Nixon: Racing theSilver Arrows and other titles.(Qty)£500 - 700€610 - 86063•The Autocar, Volume I, November1895 to December 1896,bound in two Volumes, lacking covers andadverts, together with Volume II part two Julyto December 1897, and a run of bound issuesfrom Volume 97 January 1952 to Volume 1376December 1972, some bound with Indices,together with assorted issues of AutomobileQuarterly including Volume 1 Number 1, otherloose magazines, three Volumes of ClassicCar and ‘Encyclopaedia dell’ Automobile’(Italian Text) in seven Volumes.(Qty)£500 - 700€610 - 860686664•Peter Garnier’s Leica IIIa camera,1938,number 297167, with Leitz Elmar 5cm 1:3.5lens, 1957 Leitz Elmar 9cm 1:4 lens number1464652, Leitz Elmar 9cm view finderattachment, leather Leica camera case andother equipment in a camera case, togetherwith a number of monochrome photographsof racing, rallying, trials and domesticmotoring interest and other subjects, and aprint after Peter Helck, with signed dedicationfrom the Artist to Peter Garnier, 25 x 35cm,framed and glazed.(Qty)£500 - 700€610 - 86065Three motoring paintings fromthe collection of the Late PeterGarnier,comprising; Brian Hatton: ‘1915 V12 TwinSix Packard’, ghosted cut-away, signed, penand ink with watercolour wash, 31 x 52cm,mounted, framed and glazed, published inThe Motor April 1984; L G Russell: ‘LanciaCoachwork’ artist’s impression, signed,watercolour and gouache, 30 x 40cm, framedand glazed and Gordon Horner: ‘Lend meyour Ears’, unsigned watercolour wash onpaper depicting a Bugatti Type 35 at speed,38 x 55cm, rolled, with Autocar stamp to rear,Issue 17/12/54 page 957.(3)£500 - 700€610 - 860

66Frederick Gordon Crosby (1885-1943); ‘Shelsley Walsh, June 1938’,initialled FGC, pen and ink with whitenedcorrections, depicting A.F.P. Fane (Frazer-Nash) 38.92 and 38.82 sec, 20 x 25cm,mounted, framed and glazed.£600 - 800€740 - 98067Frederick Gordon Crosby (1885-1943), ‘The Submarine Hunters’,signed, charcoal with monochrome washand gouache on paper, depicting a trio ofFairmile B Class Motor Launches protectingthe convoy by deploying depth charges, 28 x75cm, some foxing, framed and glazed.£1,000 - 1,500€1,200 - 1,80068Frederick Gordon Crosby (1885-1943);’DUSK’,signed, watercolour and charcoal on bluepaper, depicting a car at speed on theMulsanne Straight as night falls in a 24 hourrace, 33 x 26cm, mounted, framed andglazed.£1,100 - 1,400€1,400 - 1,7006969Frederick Gordon Crosby (1885-1943);’The Sea Shall Not Have Them’,signed, charcoal with monochrome washand gouache on paper, depicting the RAF AirSea Rescue Service rushing past the deckof a Royal Naval vessel, with spotter aircraftoverhead a 63ft British Power Boat CompanyHigh Speed Launch type 2, number 143,forges ahead through a choppy sea, 46.5 x75cm, some foxing, framed and glazed.£1,800 - 2,400€2,200 - 2,90070Frederick Gordon Crosby (1885-1943); ‘1921 The first Italian GrandPrix, Circuito de Brescia’,signed ‘Gordon Crosby’ watercolour on paper,depicting the first Italian Grand Prix on the 4September at the Circuito de Brescia, as the3 Litre Ballot driven to victory by Jules Gouxovertakes Louis Wagner’s Fiat 802, 33 c32cm, mounted framed and glazed.£4,000 - 6,000€4,900 - 7,40070Automobilia | 25

71Photographs & Art (Other Properties)71*Frederick Gordon Crosby (1885-1943): ‘The Best of1938’,signed and dated ‘38, mixed media, monochrome montage on artist’sboard, the overall image depicts nine separate motor racing scenes,each with hand-written title panel:British driver Richard Seaman, triumphs with a Mercedes in theGerman G.P.Louis Gerard’s Delage wins the Tourist Trophy at Donington.An Austin victory early in the year when Charles Dobson won theEmpire Trophy (with pencil correction to Dodson).Percy Maclure wins the International Trophy from Raymond Mays by1 1/5 sec.Nuvolari, the Italian Ace, drives an Auto-Union to victory in theDonington G.P.Earl Howe scores a popular win in South Africa.Raymond Mays’ E.R.A. regains the Shelsley record in 37.86 sec.St.J. Horsfall’s Aston-Martin wins at Leinster.andArthur Dobson and “Bira” duelled with their E.R.A.s in many races,the lower left hand image with line scored around edges, 54.5 x78cm, framed and glazed.£7,000 - 9,000€8,600 - 11,00072An interesting collection of ‘Silver Arrows’ motorracing photographs,some Auto Union press and publicity department, depicting BerndRosemayer, Rudolf Hasse, Hans Stuck, H.P. Müller and Achille Varzicovering the years 1936 to 1939, black and white, some signed, manywith official Auto Union stamps and markings to rear, the majority 5 x7 inches.(Qty)£500 - 700€610 - 86073Five signed photographs of racing cars/drivers,each monochrome 10 x 12 signed in pencil, comprising Brooks andCollins in the Mercedes at Oulton Park at the VSCC Seaman TrophyMeeting June 1958, Harry Schell in his A6GCM Maserati (250 Engine)at Aintree, J.M.Fangio in the Lancia B25 0002 at Dundrod, JackFairman in Connaught Streamliner B1 at Aintree and Roy Salvadori inthe Gilby Engineering 250F Maserati at Aintree, each framed and fourglazed.(5)£500 - 700€610 - 86026 | Goodwood festival of speed

757274A good quantity of motor racingprogrammes from the 1950’s,1960’s & 1970’s,comprising Silverstone, Thruxton, CrystalPalace, Goodwood, Brands Hatch andother European circuits including a smallcollection of period armbands, a BRMOwen organisation cufflink and tie clip set, aselection of period motor racing photographsfrom the 1950’s & ‘60’s, some autographed,including John Surtees, Peter Gethin, BrianRedman and a 1966 Monza Grand PrixFormula 1 entry from for Trevor Taylor withShannon Racing Cars.(Qty)£500 - 700€610 - 86075A signed photograph by LouisKlementaski of the Delahaye at LeMans 1939,monochrome race image of the Delahaye135CS as driven by Rob Walker and IanConnell, signed with dedications by bothdrivers and Klementaski, 28 x 38cm,mounted, framed and glazed.£500 - 600€610 - 74076An original 50th Targa Florio 1966poster,with artwork after Gordon Crosby depictingthe Bugatti pursued by the Alfa Romeo, 99 x69cm, framed and glazed, together with otherrelated ephemera.(Qty)£600 - 800€740 - 98077A collection of motoringposters,including three original Le Mans posters,comprising June 1970 mounted to linen, June1975 and June 1974; a 1970 BOAC 1000km Brand Hatch World Championship SportsCar Race; a International Race of Champions‘73/’74 Riverside/Daytona; an ADAC ‘76Hockenheim together with a Japanese‘McQueen Le Mans’ magazine, with loosecentrefold and single sheet flyer.(Qty)£600 - 800€740 - 98078An original 1954 Mercedes-Benzvictory poster, after Hans Liska,marked ‘Mercedes-Benz also wins thefast race for the Grand Prix of Italy 1954after a hard contest in the face of keenestcompetition’ 1. Juan Manuel Fangio 4. HansHerrmann, 83 x 58cm, framed and glazed,together with a Hans Liska Mercedes-Benzbook, published 1955 by Daimler-Benz AG,orange cloth-bound hardbacked covers,ribbon ties, 4to.(2)£700 - 900€860 - 1,1007678Automobilia | 27

798081828328 | Goodwood festival of speed79An original 1954 Mercedes-Benzvictory poster, after Hans Liska,marked ‘Triple Victory!’ Mercedes-Benz winsalso the Grand Prix of Berlin the fastest racecourse of the world’ 1. Karl Kling 2. JuanManuel Fangio 3. Hans Herrmann, 81 x 58cm,framed and glazed, together with a HansLiska Mercedes-Benz book, published 1951by Daimler-Benz AG, German text, grey clothboundhardbacked covers, ribbon ties, 4to.(2)£700 - 900€860 - 1,10080A rare 50th Targa Florio originalposter,printed in red and blue, advertising results, 99x 69cm, framed and glazed.£800 - 1,200€980 - 1,50081An original poster for the BRDC500 Mile Race at Brooklands, 1933,depicting Birkin’s single-seater ‘Blower’Bentley leading the 10½ litre Delage on theBanking, 48 x 75cm, mounted with handwritten lists of the entrants, including ‘TheEarl of March’, for this epic race held at thefamous Surrey speed bowl, 75 x 50cm,framed and glazed.£900 - 1,200€1,100 - 1,50082 †‘Twenty Years of the Ferrari F355’limited edition print after DexterBrown,artist’s proof 1/3 signed by the artist, 49 x63cm, mounted, framed and glazed.£500 - 700€610 - 86083 ARRoy Nockolds (British, 1911-1979),‘Napier-Campbell Bluebird 1927’,signed ‘Roy A Nockolds’, watercolour andgouache on artists’ paper, depicting theNapier Lion engined record car at speeddriven by Sir Malcolm Campbell at PendineSands, February 1927, averaging 174.883mph over two runs, 37 x 31cm, framed andglazed.£500 - 600€610 - 74084 ARFrancesco Scianna, ‘Maserati250F’,signed, mixed media on artist’s board,depicting the car racing at speed, 61 x 82cm.£500 - 700€610 - 86085 ◊◊Tony Upson, ‘1954 Ferrari 375 Plus’,signed, acrylic on board, a study of the car, inblack painted wooden frame, 120 x 200cm.£500 - 600€610 - 74086John Oxford (British), ‘1930 RACTourist Trophy’, an originalartwork for The Autocar,signed and dated 1930, charcoal andgouache on artists’ board, monochromeimage depicting Giuseppe Campari leadingTazio Nuvolari in the Alfa Romeo 6C 1750GS’s at the Ards circuit, 37 x 52cm, framedand glazed, with The Autocar collection label.£500 - 600€610 - 740

8689 9192 93 9487 ◊◊Tony Upson, ‘Ferrari F40’,signed, acrylic on board, a study of the car, in black-painted woodenframe, 120 x 200cm.£500 - 600€610 - 74088 ◊Tony Upson, ‘Mercedes-Benz W154’,signed, acrylic reverse painted on Perspex, a study of the 1934 GrandPrix car, in black-painted wooden frame, 96 x 186cm.£500 - 600€610 - 74089 ARDion Pears (British, 1929-1985), ‘Bentley “Old NumberOne” at Le Mans 1930’,signed, oil on canvas, night-time race scene depicting Woolf Barnatoin his winning Speed Six, 71 x 92cm.£500 - 600€610 - 74090 ◊Tony Upson, ‘Type 54 Bugatti’,signed, acrylic reverse painted on Perspex, a view of the Grand Prixcar at speed, 96 x 186cm.£500 - 600€610 - 74091 ARGordon Horner (British, 1915-2006), ‘Alfred Neubauerand Mercedes W196 at Aintree 1955’, an artwork forThe Autocar,signed and dated ‘55’, ink and wash on paper, depicting theMercedes Team Manager standing trackside with stopwatch timingStirling Moss as he speeds past in the Grand Prix Mercedes W196,42 x 72cm, double-mounted for framing, the reverse of the artworkbearing a preparatory pencil sketch by Horner of Neubauer moppinghis brow.£600 - 800€740 - 980This artwork was reproduced in the 22nd July issue of the Autocar,1955.92 ARRoy Nockolds (British, 1911-1979), ‘Start of a FrenchGrand Prix at Rheims’, circa 1950,unsigned, mixed media, watercolour and pastel, track scene depictingthe start of an early 1950s race at the circuit and featuring Alfa Romeo158s leading the field, 26 x 47cm, double-mounted, framed andglazed.£600 - 800€740 - 980This image was featured as a centre colour spread in the salecatalogue of an auction of the Roy Nockolds studio contents inNovember 1989.93 ARRoy Nockolds (1911-1980), ‘Peter Collins-Ferrarifollowedby Harry Schell-Vanwall French GrandPrix Rheims 1956’,signed, oil on board, 23 x 42cm, framed.£600 - 800€740 - 980The race was won by Collins in his Ferrari D-50 in a time of 2:34:23.4,the Vanwall that was driven by both Harry Shell and Mike Hawthornfinished in 10th place, five laps behind the leader.94Nicholas Watts (British, 1947-), ‘Fangio and Maseratiat Monaco 1957’signed, gouache on artists’ board, race scene depicting Fangio inthe Maserati 250F speeding through the tunnel with Tony Brooks inthe Vanwall in hot pursuit, 81 x 73cm, double-mounted, framed andglazed.£600 - 800€740 - 980Automobilia | 29

9596 9798 9995 ARMichael Turner (British, 1935-), ‘1978 British GrandPrix’,signed, and dated ‘78’, watercolour and gouache, depicting NikiLauda in the Brabham-Alfa Romeo and Carlos Reutemann in theFerrari leading Bruno Giacomelli’s McLaren-Ford at Brands Hatch1978, 33 x 51cm, mounted, framed and glazed.£650 - 750€800 - 92096 ARRomanski: “4:00 Rush”,signed, oil on canvas, also titled, dated 98 and signed on thebackboard, depicting the 1954 Le Mans Ferrai 375 cars at the start ofthe race, 75 x 56cm.£750 - 950€920 - 1,20097 ARFrank Wootton (British, 1914-1998), ‘Esso Garage’,signed, watercolour and gouache on artists’ board, depicting a post-War Esso garage workshop scene, 52 x 49cm.£800 - 1,200€980 - 1,500According to information supplied by the vendor, this artwork isbelieved to have been commissioned circa 1950 to illustrate an Essocalendar, and was acquired by the vendor’s father, a senior managerin the firm, in the 1960s, and was displayed in the boardroom at theEsso Petroleum Company Ltd head office at Queen Anne’s Gatein London. Esso worked in partnership with Tecalemit, a workshopequipment manufacturer, whose equipment is depicted in the painting.98 ARMichael Turner (British, 1934-), ‘Bentley “Old No.7” atLe Mans 1927’,signed, watercolour and gouache on artists’ paper, depicting SammyDavis and Dudley Benjafield’s winning 3-Litre Bentley refuelling in thepits, 42 x 67cm, double-mounted, framed and glazed.£800 - 1,200€980 - 1,50099 ARCharles Sykes (British 1875-1950), ‘Portrait of aLady’,signed to lower left, charcoal and pastel on artists’ board, a full lengthportrait of an elegantly dressed lady in her dressing room, 72 x 53cm,glazed within a wooden frame.£1,200 - 1,600€1,500 - 2,000Charles Sykes (1875-1950) is best known as the designer of the Rolls-Royce ‘Spirit of Ecstasy’ mascot.100 ARAlan Kinsey, ‘Fangio and Moss, Monaco 1957’,signed and dated 99, depicting Fangio in the Maserati 250 and Mossin the Vanwall, battling wheel to wheel, oil on canvas, 79 x 98cm,framed.£1,400 - 1,800€1,700 - 2,20030 | Goodwood festival of speed

100102101103101 ARGordon Horner (British, 1915-2006), ‘1947 Ulster Trophy Race -Ballyclare’, an artwork for TheAutocar,signed and dated 1947, pen and ink withwash heightened with white on artists’ paper,a dramatic scene depicting the start of therace with the eventual winner Bob Gerardand Prince Bira both in ERA B-Types leadingaway from John Bolster also in a B-Type andReg Parnell in the ERA E-Type, 45 x 58cm,double-mounted with title for framing.£1,500 - 1,800€1,800 - 2,200This illustration was reproduced in the 15thAugust issue of The Autocar, 1947.102 ARRoy Nockolds (1911-1980): ‘On theMembers Banking’,oil on board, depicting Sir Henry ‘Tim’ Birkinin the single seat Bentley leading a Delageunder the Members Bridge at Brooklands, 46x 61cm, framed.£1,600 - 2,000€2,000 - 2,500103 ARTerence Cuneo (1907-1996), ‘1960Monte Carlo Rally’,signed and dated March 1960, oil on canvasdepicting the Sunbeam Rapier driven byPeter Harper and Raymond Baxter on theirway to a class win, 63 x 75cm, framed.£5,000 - 6,000€6,100 - 7,400Car number 325, the Sunbeam Rapierregistered YWK 5, was the highest Britishfinisher in the 1960 Monte Carlo Rally,finishing 4th overall and 1st in the 1300-2000cc Series Production Touring Class.104 ◊A hand-painted Miss Drip standingforecourt figure,modern, fibreglass construction, depictingthe Esso character, 120cm high.£500 - 600€610 - 740105 ◊‘Aston Martin’ and ‘DB6’ garagedisplay emblems,modern, each cold-cast resin and aluminiumcomposite, comprising Aston Martin wingedbadge, 150cm wide, and DB6 badge, 100cmhigh.(2)£500 - 600€610 - 740106A hand-painted ‘RoyalEndorsement’ Coat of Arms,modern, fibreglass, in the form of the RoyalAppointment crest, 70 x 70cm.£500 - 550€610 - 680107 ◊‘Aston Martin’ and ‘DB5’ garagedisplay emblems,modern, each cold-cast resin and metalcomposite, comprising bronze Aston Martinwinged badge, 150cm wide, and aluminiumDB5 badge, 100cm high.(2)£500 - 600€610 - 740Automobilia | 31

114116115108 ◊A hand-painted ‘Jaguar 1953 Le Mans’ commemorativeroundel,modern, wooden painted circular panel with fibre-glass laurel leafsurround, celebrating racing success for the Jaguar C-Type, 100cmdiameter.£500 - 600€610 - 740109 ◊Two ‘Ferrari’ garage display emblems,modern, each cold-cast resin and aluminium composite, comprising‘Prancing Horse’ logo, 150cm high, and ‘Ferrari’ script, 150cm wide.(2)£500 - 600€610 - 740110 ◊‘Carrozzeria Touring Milano’ and ‘Superleggera’garage display emblems,modern, each cold-cast resin and aluminium composite, comprisingTouring Milano badge, and Superleggera script, each 150cm wide.(2)£500 - 600€610 - 740111 ◊‘Zagato Milano’ and ‘DB4’ garage display emblems,modern, each cold-cast resin and aluminium composite, comprisingZagato badge in the form of a ‘Z’, 70 x 100cm, and DB4 badge,100cm high.(2)£500 - 600€610 - 740112 ◊A hand-painted Mr Drip standing forecourt figure,modern, fibreglass construction, depicting the Esso character, 120cmhigh.£500 - 600€610 - 740113 ◊A hand-painted Mr Bibendum standing forecourtfigure,modern, fibreglass construction, depicting the character standing on awheel, holding a tyre lever and with painted red sash, 120cm high.£600 - 800€740 - 980Luggage & Picnic Sets114 ◊A brown leather Louis Vuitton suitcase, circa 1920,with leather handle, LV branded brass lock and catches, applied withvarious travel labels, opening to beige cloth-lined interior with strapsand original buckles, the inside of the lid with number 734029 andLouis Vuitton label, some staining and cracking to leather consistentwith age in places, the case 66cm wide.£1,200 - 1,400€1,500 - 1,700115 ◊A Louis Vuitton motoring trunk, circa 1910,black leathercloth case with LV brass lock, catches with fully brandedhandles, and rivets, black painted wooden battens to base and lid,metal handles to each end, opening to beige cloth-lined interior withcorrect straps with branded buckles, the inside of lid with label andalso numbered 207391, the case applied with travel labels, 88cmwide overall.£1,600 - 1,800€2,000 - 2,20032 | Goodwood festival of speed

117 119120 122133123124134125135121116 ◊A large North West Tannery Co. leather suitcase,circa 1900,brown leather case with leather handle, nickelled locks and catches,applied with various travel labels, opening to beige cloth-lined interiorwith lift-out cloth-lined wooden tray with leather handles and straps,the inside of lid with documents pouch with leather trim, the case80cm wide, offered together with a pith helmet.(2)£500 - 800€610 - 980117 †An Edwardian leather-cased set of road maps forEngland & Wales,brown leather case, with leather handle to lid and leather straps withbrass buckles, opening to reveal compartmentalised interior fittedwith full set of 37 linen-backed folded road maps and maroon leatherboundcontour map book for England, by Gall & Inglis, with measuringwheel housed behind leather strap in the lid, the case 41cm wide.£1,000 - 1,500€1,200 - 1,800118 †An Edwardian leather-cased set of road maps forEngland & Wales, by Sifton Praed & Co., circa 1905,brown leather case with handle to lid, brass lock and catch, openingto interior fitted with 10 linen-backed folded road maps with marooncanvas hard covers and including index booklet, with measuring wheelhoused behind leather strap in the lid, the case 25cm high.£500 - 700€610 - 860119 †An Edwardian leather-cased set of Bartholomew’sroad maps for England & Wales,brown pigskin case by Edward Standford, with brass locks andcatches and leather handle to lid monogrammed ‘H.J.K.’, opening toreveal compartmentalised interior fitted with full set of 37 linen-backedfolded road maps and maroon leather-bound contour map book forEngland, by Gall & Inglis, with measuring wheel housed behind leatherstrap in the lid, the case 41cm wide, complete with two keys.£1,000 - 1,500€1,200 - 1,800It is believed that this map case is formerly the property of HowardJohn Kennard R.N. (1882-1967), a Royal Naval Captain, who joinedthe Navy in 1896, serving from 1914-1919.120 ◊A Louis Vuitton steamer bag, post-War,LV monogram soft-sided bag, with tan leather base and upper trimwith handle, straps and brass loops, with brown canvas interior,approximately 55cm wide.£1,000 - 1,200€1,200 - 1,500121 ◊A Louis Vuitton hat box, pre-War,square LV monogram case with leather handle, reinforced cornersand branded leather trim to base, branded brass lock and catches,opening to beige cloth-lined interior with correct straps to base andlid, the inside of lid bearing label numbered 777231, the case appliedwith travel labels and measuring 40 x 40 x 30cm.£1,200 - 1,400€1,500 - 1,700Automobilia | 33

128 126129118127122A small Louis Vuitton suitcase,circa 1960, retailed by Crouch &Fitzgerald of New York,LV monogram case with tan leather handle,brass lock, catches and corners, leatherreinforced edging, opening to yellow clothlinedinterior, the inside of lid applied withworn labels for Louis Vuitton and Crouch &Fitzgerald, the case 46cm wide overall.£1,200 - 1,400€1,500 - 1,700123 ◊A small Louis Vuitton suitcase,circa 1930,LV monogram case with leather handle andedging, brass lock, catches and corners,opening to beige cloth-lined interior, theinside of lid bearing label numbered 818877,the case 50cm wide.£1,400 - 1,600€1,700 - 2,000124 ◊A Louis Vuitton suitcase, circa1930,LV monogram case with leather handle, brasslock, catches and corners, leather reinforcededging, applied with various travel labels andwith painted green and yellow stripe, theinterior with replaced canvas lining and traywith original beige canvas straps with LouisVuitton branded buckles, 61cm wide overall.£1,200 - 1,400€1,500 - 1,70034 | Goodwood festival of speed125 ◊A large Louis Vuitton suitcase,circa 1930,LV monogram case with dark brown leatherhandle, brass lock, catches and corners,leather reinforced edging, applied withvarious travel labels, opening to beige clothlinedinterior (lacking tray), the lid with labelnumbered 812036, the case 76cm wide.£1,400 - 1,600€1,700 - 2,000126 †An Edwardian leather-cased setof Bartholomew’s road mapsfor England & Wales, by EdwardStanford Ltd, circa 1908,pigskin case with handle, nickelled locks andcatches, opening to interior fitted with 36folded linen-backed maps with card covers(sheet 32 missing), the case 35cm wide,complete with two keys.£500 - 600€610 - 740127 †An Edwardian leather-cased setof Bartholomew’s road maps forScotland, circa 1905,honey leather case, the lid with leather handleand embossed ‘J.B.Dugdale’, leather strapsand buckles, opening to interior fitted with 29folded linen-backed road maps and a greenleather bound contour road book of Scotlandpublished by Gall & Inglis, the measuringwheel housed behind leather strap in the lid,the case 28cm wide.£1,500 - 2,000€1,800 - 2,500128 †An Edwardian leather-cased setof Bartholomew’s road maps forEngland & Wales,brown leather case with handle, nickelledlocks and catches, opening to interior fittedwith 36 linen-backed folded maps, withmeasuring wheel housed behind leather strapin the lid, the case 34cm wide.£1,000 - 1,500€1,200 - 1,800129 Y ◊A leather-cased gentlemans’vanity set with sterling silveraccessories, by Asprey of BondStreet, 1909,dark blue textured leather case with handle,brass locks and catches, opening to beigewatered silk interior fitted with nine assortedjars and bottles with gilt-wash sterling silvercaps by Charles & George Asprey, majorityhallmarked London 1909 but some earlier,(one with minor dents and split to cap), fourclothes and shoe brushes with tortoiseshellhandles (one repaired), a manicure set inleather pouch with tortoiseshell handledaccoutrements, leather-cased lighter, ink-well,and two jewellery boxes, with tortoiseshellhand-mirror, glove-stretchers, letter-opener,and leather documents pouch housed inthe lid, the case 55cm wide, complete withkey and together with Asprey of Bond Streetinstructional card.£1,000 - 1,400€1,200 - 1,700

131130132130 † ◊A leather-cased gentleman’svanity case with sterling silveraccessories, by Harrods, 1924,black leather case with handle, gilt locksand catches, opening to grey watered silklined interior fitted with six bottles and jarswith hallmarked silver caps by T & F Perryof London, leather documents wallet withtwo bone-handled writing implements,and manicure set with ebony handledaccoutrements, and jewellery box, withsilver handled mirror, clothes and shoebrushes housed behind straps in the lid, thecase 49cm wide with canvas cover, bothmonogrammed ‘A.B.’, and with two keys.£800 - 1,200€980 - 1,500131 †An Art Deco leather-casedgentleman’s vanity set, by Dupontof Paris, 1920s,textured black leather case with handle, brasslocks and catches, opening to green leatherlinedinterior fitted with Japan black lacqueredaccessories including three lotion bottles, twocream jars, two shoe-brushes, nail file, shoehorn,and lighter, all with brass monogram‘AFA’, other grooming accoutrements, andseveral lidded jewellery compartments, withkey, the case 34cm wide.£700 - 1,000€860 - 1,200132 † ◊A leather-cased vanity set withsterling silver accessories by WG Sothers & Co., Birmingham, 1920,black leather case with leather handle,nickelled locks and catches, opening to darkblue watered silk interior fitted with sevenassorted glass bottles and jars with silvercaps, silver handled comb, manicure set inleather pouch containing accoutrements withsilver handles, leather documents wallet, withhand mirror, four clothes and shoe brushes,shoe-horn and button-hook, all with silverhandles, housed behind straps in the lid,accessories hallmarked Birmingham, 1919or 1920 and each with ornate engravedmonogram ‘E.H.L.’, the case measuring51cm wide.£800 - 1,200€980 - 1,500133 ◊A Louis Vuitton suitcase, post-War,LV monogram case with branded leatherhandle, brass lock, catches and corners,opening to beige leatherette interior withcorrect canvas straps and branded buckles,the inside of lid bearing label numbered901868, the case 60cm wide, complete withkey.£1,200 - 1,400€1,500 - 1,700134A Louis Vuitton vanity case, circa1960,LV monogram case with dark brown leatherhandle, brass lock, catches and corners,opening to beige leatherette interior with liftouttray and leather straps for accessories,the inside of the lid with worn label numbered87892?, the case 40cm wide.£1,000 - 1,200€1,200 - 1,500135 ◊A large Louis Vuitton suitcase,post-War,LV monogram case with branded leatherhandle, brass lock, catches and corners,opening to beige leatherette interior withcorrect canvas straps and branded buckles,the inside of lid bearing label numbered901300, the case 70cm wide.£1,200 - 1,400€1,500 - 1,700136 ◊A portmanteau by Hermes ofParis, post-War,black leather-cloth case with handle,brass locks and catches, the front of lidwith embossed initials ‘M.D’, opening tobeige cloth-lined interior, with straps inzipped upper section and lower sectionwith separator board, the case 65cm wide,complete with black canvas cover.(2)£2,000 - 2,500€2,500 - 3,100Automobilia | 35

140138141136137139143137 ◊A Hermes suitcase, circa 1930,beige canvas case applied with travel labels,with leather handle and corners, brandedbrass lock and catches, opening to beigecloth-lined interior with leather straps, thecase 61cm wide.£1,000 - 1,500€1,200 - 1,800138 ◊A Hermes ‘Haut à Courroies’brown leather bag, circa 1950,with leather handles and strap fastening, withimpressed ‘P.B.’ initials, and Hermes brandedbrass clasp, opening to light brown suedeinterior, approximately 55cm wide.£2,000 - 2,500€2,500 - 3,100After an original design by Emile-MauriceHermes in 1892, inspired by the totes usedby Argentinian cowboys for their saddles, the‘Haut à Courroies’ was in turn, inspiration forthe later ‘Kelly’ and ‘Birkin’ bags.139 ◊A Hermes “Bradka” leather shoecase,French, late 1920s/early1930s,retailed by Bradka under license, brownleather case with handle, Hermes brandedbrass lock, catch and retailer’s plaque,opening to interior fitted with eight pocketedcompartments lined in light brown corduroywithin the base and lid, 60 x 37 x 19cm.£1,400 - 1,600€1,700 - 2,00036 | Goodwood festival of speed140 ◊A Moynat travelling trunk, circa1930,tan leather-cloth case with dark brown leatherhandle and light brown leather edging, twowooden battens to base, with sloped lid,nickelled locks and catches, maker’s plaqueto each end and one end with steel loop,opening to cloth-lined interior with leatherstraps and felt base, the inside of lid bearingmaker’s label, the case applied with travellabels and measuring 95cm wide.£600 - 800€740 - 980141 ◊A Moynat black canvas case,French, circa 1910,with brown leather handle and edging, brasslocks and catches, black painted metal handleto each end, opening to canvas lined interiorwith lift-out tray with straps, the inside of thelid applied with maker’s label and red leatherembossed pouch, the case 72cm wide,complete with key.(2)£600 - 800€740 - 980142 † ◊A large vintage car trunk withthree graduated cases, byBrooks of Birmingham,black leather trunk with sloped back, withhandle and maker’s plaque to each end, withbrass central lock and nickelled catches, thehinged upper edge and fall-front openingto interior fitted with three black leathergraduated cases with handles, nickelledlocks, catches, and reinforced edging, eachwith beige canvas lined interiors, the wholemeasuring 89cm wide, 53.5cm high, thelower edge 46cm deep and upper edge 41cmdeep.£2,000 - 2,500€2,500 - 3,100143 ◊A large Goyard suitcase, circa1920,with geometric pattern design and leatherhandle and riveted leather edging, brass locksand branded catches, opening to beige clothlinedinterior complete with lift-out tray withcorrect straps, the case 75cm wide.£1,600 - 1,800€2,000 - 2,200144 † Y ФA fine and specially commissionedVictorian leather casedtravelling drinks/sandwich setfor two persons, by Asprey ofBond St,black leather square case with four leatherflaps opening out to reveal interior fittedwith a pair of leather-covered drinks flaskswith integral plated cups with gilt-washedinteriors, a plated drinking cup, small glassbottle, and condiments container, a pair ofcollapsible silver-plated sandwich boxes withgilt wash interiors, two circular plates, and acircular leather panel fitted with folding knivesand forks with ivory handles, many piecesmarked Asprey and monogrammed ‘P.H.’,specially commissioned for a Mrs WashingtonHibbert of 12 Hill Street, and marked as suchin gilt tooling to leather flaps, some wearcommensurate with age, and two leatherstraps recent replacements by Asprey, thecase 19cm wide.£2,000 - 3,000€2,500 - 3,700Important Notice to bidders:This lot contains or is made of ivory and inFebruary 2014 the United States Governmentannounced the intention to ban the import ofany ivory into the USA.

151152153154152 † ◊A fine leather-cased picnic set for two persons, byMoritz of Leipzig, 1920s,black leather case with brown leather handle and reinforced edges,brass locks and catches opening to black leather interior fitted withpair of black leather-covered vacuum flasks, two large food tins, asmaller Autotherm flask, glass milk bottle, two china tea cups with giltlinedmetal beakers, and condiments jars, with enamel plates, chinasaucers and cutlery housed in the lid, the case 51cm wide.£3,000 - 3,500€3,700 - 4,300154 †A fine Christopher Dresser sterling silvertravelling tea set, by Heath & Middleton, 1887,retailed by Leuchars & Son of Londoncomprising kettle with stand and burner, tea-pot, both with two-colourwicker handles, cream jug, sugar bowl, tea-caddy, and oil flask byWilliam Leuchars, all pieces hallmarked London and seven piecesengraved with monogram ‘G.A.G.S.’ save for the kettle stand.(8)£4,000 - 5,000€4,900 - 6,100153 †A fine leather-cased tea set for two persons, byMaquet of Paris, circa 1905,brown leather case with handle to lid, double-front doors with brasscatches opening to grey suede interior on two levels, fitted with silvergilt accessories comprising kettle containing caddy, tea-pot containingsugar bowl and milk jug, both with wicker-covered handles, burner,oil flask and kettle stand, a pair of yellow Toy-Le-Rosey china teacupswith saucers, with tea spoons and sugar tongs housed in the doors,the case 29cm wide.£3,000 - 3,500€3,700 - 4,300Automobilia | 39

155156157157155 †An Art Deco cocktail shaker and six matching tots,by Jean Després, French, 1920s,silver plated, with engraved signature to base and poinçon markto one link, of geometric design with simple chain-link decorationaround the main body and base, 24cm high, together with a set of sixmatching drinking tots.(7)£6,000 - 7,000€7,400 - 8,600Jean Després (1889-1980) was an Art Deco designer who capturedthe streamlined, modern aesthetic of the age of the machine andtransformed it into objects of great beauty.As a young man, Després became acquainted with avant-gardeartists in Paris, including Modigliani, de Chirico, and Braque, and, afterthe outbreak of War in 1914, he worked on the industrial design ofairplanes. He later transferred this experience and inspiration to hisfamily’s jewellery business, where he became known for his innovativegeometric patterns. He also created a wide range of tableware anddecorative objects in gold, silver, and pewter, whose bold, industriallooks were uncompromisingly modern, yet graceful and refined.40 | Goodwood festival of speed156 † ◊A fine leather-cased picnic set for four persons, byFinnigan’s of Bond Street, 1909,black leather case with brown leather handle to each end, brass locksand catches, opening to green leather compartmentalised interior fittedwith two large leather-covered Autotherm flasks, two large Coracleceramic based food boxes, two other food tins, set of six enamelcups with wicker handles, six enamel saucers, two ceramic butter andpreserves jars, one with leather strap, and condiments jars, with sixenamel rectangular plates and cutlery housed behind leather strapsand nickelled clips in the lid, the case measuring 63cm wide.£8,000 - 9,000€9,800 - 11,000157 † ◊A fine cased ‘En Route’ picnic set for four persons,by Drew & Sons, circa 1909,black leather-cloth case, with riveted brass reinforced edges,brass handles, lock and catches, and lid with foot tread, with fallfrontopening to reveal red leather-cloth lined interior with wickerframework, fitted with centrally stacked wicker-handled kettle, burnerand saucepan, two glass drinks bottles with cups, seven foodtins of assorted sizes, enamel tea-cups with wicker handles andaccompanying saucers, with rectangular enamel plates housed behindleather straps in the lid, and cutlery fitted into the fall-front, the casemeasuring 49 x 26 x 34cm.£9,000 - 10,000€11,000 - 12,000

158 † Y Ф ◊A fine and speciallycommissioned leather-casedvanity set with sterling silveraccessories, by Mappin & Webb,1909, believed to be formerly theproperty of Charles StewartRolls,the black leather case with single leatherhandle, brass locks and catches, giltembossedwith maker’s mark to front, the lidwith embossed monogram ‘C.R.’ openingto reveal pale grey watered silk lined interior,fitted with full compliment of hallmarkedsterling silver accessories by Mappin & Webbof London, comprising centrally mountedminiature carriage clock with silver case andJTC Swiss movement with white dial andRoman numerals, glass drinking flask withintegral cup and seven other assorted glassjars and bottles with silver lids, two silver pillboxes,four clothes and shoe-brushes anda comb with silver handles, silver jewellerybox and nail-polisher, black leather watchcase, sewing kit, address book and wallet,a manicure set with silver accoutrementscontained in a replacement leather pouch,and with silver hand mirror, shoe-horn, buttonhook, ivory letter opener with silver handleand black leather documents pouch with twosilver writing implements, all housed behindstraps in the lid, the case measuring 45.5cmwide, and complete with black canvas coveralso monogrammed ‘C.R.’. This lot is offeredtogether with a copy of the biographical title,Bruce Lawson: Charles Rolls of Rolls-Royce,published by YouCaxton, 2013.(2)£25,000 - 30,000€31,000 - 37,000According to information supplied by thevendor, it is believed that this vanity set wasonce the property of Charles Stewart Rolls.This lot contains or is made of ivory and inFebruary 2014 the United States Governmentannounced the intention to ban the import ofany ivory into the USA.Automobilia | 41

159 161162Motor Sport159Eight racing driver’s armbands 1948-1955, from theEric Thompson Collection,comprising 24 Le Mans 1949 for HRG 1st in class and 8th overall and1955 Connaught DNF, 1948 Douze Heures de Paris at Montlhery forHRG, 1949 24 Hours of Spa for HRG 1st in class, 1955 Goodwood9 Hour for Connaught DNF, 1950 BRDC green pennant from the 21stanniversary at festival hall, 1952 RAC British Grand Prix for Connaught5th place and a red leather Club International des Anciens Pilotes deGrand Prix armband, many signed or dated by the driver.£500 - 700€610 - 860160Two signed photo-prints of Ayrton Senna,each signed and dated ‘93 in black marker, the larger 21 x 25.5cm,both mounted, framed and glazed.(2)£500 - 700€610 - 860163161A Michael Schumacher signed steering wheel,by personal, blue suede covered in glazed Perspex display, mountedwith label ‘Michael Schumacher Mild Seven Benetton Renault B195’,the case 36cm wide, with label to reverse ‘Benetton F1 Part B195S-Wheel No 003 M Schumacher Race Car 01 Date 14th May 1995 GPof Spain Winner’.£600 - 800€740 - 980162A Nigel Mansell steering wheel from the BrazilianG.P. 1982,by Momo, for the John Player Special Lotus 91, black leather covered,the metal hub applied with engraved plaque celebrating Mansell’s 3rdplace position at the Grand Prix of ‘82, display mounted on a stack ofgearbox cogs, 37cm high overall.£600 - 800€740 - 98042 | Goodwood festival of speed

166165167163A limited edition Ayrton Senna steering wheel bypersonal, signed and dated ‘91 by Senna,replica of the personal steering wheel used by the triple worldchampion with Honda Mclaren team, made to celebrate the Formula1 championship of 1991, limited edition number 1 of 40, displaymounted, framed and glazed, 39.5 x 39.5cm.£1,200 - 1,500€1,500 - 1,800164*Three items relating to Lotus Formula 1,comprising a Team Lotus steering wheel, by Momo, believed used onthe Lotus 81 by Mario Andretti and Elio de Angelis, three spoke metalboss and black leather rim, with remains of Tissot sponsorship labelto centre; a Willans Lotus 81, 4-point harness and straps also used byAndretti and de Angelis and a Lotus 81 air intake trumpet cover, redleatherette marked ‘EL 81’ on underside, believed relating to EssexLotus 81.(Qty)£700 - 900€860 - 1,100165 ◊A Marlboro McLaren MP4-6A top nose cone panelfrom Ayrton Senna’s 1991 show car,the top decorated with Marlboro, Honda, Shell, Goodyear andMcLaren International logos, the underside hand-written ‘L/W 11Show Car No.1 6A-0655/E-04-02’ also hand-written but faintly visibleare the words ‘Japan Race’, carbon-fibre composite, slight dentingand damage, 145cm long overall, together with a McLaren MP4-6Awindshield with Tag Heuer logo to front, underside inscribed ‘SennaNo. 39 Mk 4 new dash ½” FWD’, moulded Perspex, stress cracks tobolt holes, 58cm long overall.(2)£1,000 - 1,500€1,200 - 1,800166James Hunt’s Bell helmet, used during 1968-1971Formula Ford and Formula 3 races,Bell Star helmet with 1968 Snell number A361188, 7 1/8 size Bell-Toptek, painted black with drivers name and three coloured stripesrepresenting his old school Wellington College, blood type ‘GP.A RH.POS’ painted on the crown, overall worn with evidence of accidentdamage and scorching to rear of helmet, fitted with visor, togetherwith a photograph depicting the accident at Zandvoort on 16 May1971 in the March-Holbay 713S, that damaged the helmet, 32 x43cm, mounted on card, the back stamped ‘Copyright Cor BruinsmaFotograff...Amsterdam-Z’.£5,000 - 7,000€6,100 - 8,600On the 16 May 1971 while competing in heat 2 of the formula 3 racesat Zandvoort, Hunt suffered a very serious looking accident when hewent off at Tarzan on lap 11, he overturned his March and the rollbarwas ripped off, luckily he wasn’t wearing crotch straps and slid downin the car and was very fortunate to escape injury, this helmet borethe brunt of the impact, it took eight people to lift the car and extracta dazed Hunt from the wreckage. The helmet is offered for sale atauction from the collection of photographer Miss Chantale Lecluse.Miss Lecluse and James Hunt were in a relationship from 1971 to1974, and during this time they lived in a London flat. According toinformation supplied by the vendor, this helmet was never used againand stored on a shelf in the flat. At the end of their relationship, theymoved out of the flat and parted ways, at that time this helmet was leftto the vendor.Miscellaneous Automobilia167A rare hardwood model of the Bugatti Royale‘Coupe Napoleon’,finely detailed model of the Type 41 chassis number 41.110, the car asused by Ettore Bugatti personally, constructed from a variety of woodsincluding walnut, ebony, birch, maple, tulipwood, sycamore and otherrare hardwoods, with inlaid bonnet and coachwork details and rollingwheels, 59cm long, together with a full list of materials used in theconstruction.(2)£500 - 700€610 - 860Automobilia | 43

169171172173 179 174 180 178176168A gun cleaning kit formerly theproperty of two times Formula 1World Champion Graham Hill,wooden case with twin catches, opening tocompartments housing brushes, cleaningcloths, wadding and a three part barrel rod,the box 33cm wide, split to grain of lid.£250 - 300€310 - 370169 †A crystal glass ‘Riviera Coupé’deskpiece by Daum, French,moulded glass depiction of the car withengine and interior detail, engraved ‘DaumFrance’ to left sill and bearing maker’s label toleft door, 38cm long, complete with originalbox and pamphlet.(3)£500 - 700€610 - 860170Stirling Moss and DennisJenkinson memorabilia,comprising a limited edition print numbered701/850 after Frank Wooton, depicting theMercedes Benz 300 SLR at the 1955 MilleMiglia, signed by the artist, Moss (twice) andJenks, 47 x 60 in 1977 delivery packaging,together with a 1:25 scale Historic Replicarsmodel of the Mercedes Benz 300 SLR,mounted on a base with plaques signed byMoss and the model maker John Haynes.(2)£500 - 600€610 - 74044 | Goodwood festival of speed171An Aston Martin DB5 sterlingsilver deskpiece, 2000,Art Deco style representation of the car withsweeping lines, hallmarked Jack Spencer ofSheffield to left sill, 22cm long, mounted on astylised wooden base, together with originalfitted presentation case, (one hinge loose).£1,000 - 1,500€1,200 - 1,800172An erotic Pirelli belt buckledesigned by Salvador Dali (1904-1989), Italian for the Americanmarket, circa 1970,numbered NR 0410 and cast signatureon front, solid brass, the front with erotic‘motoring’ scene, the reverse marked Madein Italy; fitted to a leather belt, the buckle4.5 x 7.5cm, overall, 118cm long to fit 36/42inch waist.£800 - 1,000€980 - 1,200173 †A Bentley radiator decanter, byRuddspeed,chromed with dark green grille, with redenamel badge and complete with cap,19.5cm high.£800 - 1,000€980 - 1,200174 †A Rolls-Royce radiator decanter,by Ruddspeed,chromed, with shutters and black enamelbadge, complete with miniature plastic Spiritof Ecstasy mascot, 23cm high.£900 - 1,100€1,100 - 1,400175 †A cased Rolls-Royce radiatordecanter, by Ruddspeed,chromed, with shutters, black enamel badgeand complete with miniature Spirit of Ecstasyplastic mascot, 24cm high, contained inoriginal presentation case and with originalcarton packing box.£900 - 1,200€1,100 - 1,500176*An erotic Pirelli belt buckledesigned by Salvador Dali (1904-1989), Italian for the Americanmarket, circa 1970,brass with light blue enamelling, the front witherotic ‘motoring’ scene, numbered NR0158,72 x 44mm, some wear.£900 - 1,100€1,100 - 1,400177 †A cased Bugatti radiatordecanter, by Ruddspeed,chromed, with red enamel radiator badge andwith cap, 19.5cm high, contained in originalpresentation case (split to one corner andribbon detached at one end), and with originalcarton packing box.£900 - 1,100€1,100 - 1,400178 †A Mercedes-Benz radiatordecanter, by Ruddspeed,chromed, with printed grille, blue enamelbadge and complete with plastic radiator capemblem, 22cm high.£900 - 1,100€1,100 - 1,400

177 175181182 183179 †An SS Jaguar radiator decanter,chromed, with badge and complete withLeaping Jaguar mascot cap, 19cm high.£1,000 - 1,200€1,200 - 1,500180 †An SS Jaguar radiator decanter,chromed with wire grille, with black enamelledbadge and complete with cap, 18cm high.£1,000 - 1,200€1,200 - 1,500181A pair Heuer stopwatches, 1972,comprising 8 day Mastertime with blackdial and Arabic numerals and Monte-Carlostopwatch with black dial, Arabic numerals,jump-window at 6 o’clock, each 5cmdiameter bezel, mounted on a Heuer Leonidasdashboard backplate, 11.2cm wide.£1,700 - 2,000€2,100 - 2,500182Franck Muller. A rare limitededition stainless steel automaticchronograph braceletwristwatch ‘Endurance Sport’edition no. 06/70, 1990s,self winding dual button chronographmovement, silvered 60-second trackenclosing blue dial with luminous Arabicnumerals, subsidiary seconds and elapsedtime registers, luminous hands, brushedand polished steel case with screw back,steel bracelet with FM logo on the deployantbuckle, case, dial and movement signed,37mm, with original box and papers.£4,000 - 5,000€4,900 - 6,100The watch is named in honour of the 24 Hoursof Le Mans, the Grand Prix of Endurance183Girard-Perregaux. A rare limitededition stainless steel automaticcalendar chronograph braceletwristwatch ‘Ferrari 275 GTB’edition number 126/275, reference27650, circa 2004,automatic movement, black dial with Arabicnumerals, 1/5th second divisions withluminous dot five minute markers, luminouspointed baton and centre chronographhand, subsidiary dials at 3, 6 and 9 forrunning seconds, 30 minute and 12 hourrecording, date aperture between 4 and 5,tonneau shaped case with engraved backsecured by 7 screws, crown flanked by twinbuttons, fitted hand stitched bracelet withsigned double folding clasp, case, dial andmovement signed, 38mm, with original boxand papers.£5,000 - 7,000€6,100 - 8,600Automobilia | 45

184185184A World Speed Record silvertray presented by the RoyalAutomobile Club to CaptainGeorge Eyston, 1935,sterling silver tray by Walker & Hall ofSheffield, with pie-crust border and threescroll feet, the centre engraved ‘Presented toCapt.G.E.T.Eyston by the Royal AutomobileClub to Commemorate his SuccessfulAttempt on World’s Records Salt Beds,Utah, September 1935’, measuring 31.5cmdiameter, approximate weight 880gms.£500 - 600€610 - 740Eyston was presented with this tray afterhis 24-hour Endurance Speed Record atthe Bonneville Salt Flats in September of1935 in the V12 Rolls-Royce Kestrel aeroengined‘Speed of the Wind’ car, covering adistance of 3372 miles at an average speed of140.52mph and beating Ab Jenkins’ previousrecord set in the Duesenberg Special just daysearlier.185A Heuer ‘Monte Carlo’ dashboardstopwatch/laptimer, 1970s,jewelled manual wind Swiss movement, blackdial with luminous Arabic numerals, digitaljumping hours with lock feature, minute andsecond hands, start/stop winding crown withreturn to zero by push button, mounted on achrome finish back plate, 56mm x 58mm.£1,000 - 1,200€1,200 - 1,500186 †A novelty “When Tyred, Scotch”cut glass whisky decanter, pre-War,in the form of an early motorcar tyre, withfacet-cut tread and engraved “When Tyred,Scotch” to front wall, with star-cut base andcomplete with cut glass stopper, 25cm highoverall.(2)£1,000 - 1,500€1,200 - 1,800187 †An enamel St Christopherdashboard plaque,circular silver-coloured base metal plaque,inlaid with decorative blue enamel with centraldepiction of St Christopher, 64mm wide,contained in Walter Ellis case.(2)£700 - 900€860 - 1,100188 †A sterling silver and enamel StChristopher dashboard plaque,1935,sterling silver plaque by Asprey & Co. Ltd,with London import mark for 1935, in blackenamel with decorative green enamel centraldepiction of St Christopher, 52mm wide.£1,500 - 1,800€1,800 - 2,200189 †An enamel St Bartholomewdashboard plaque,large circular plaque, inlaid with decorativepurple, green and black enamel, with centraldepiction of St Bartholomew, 58mm wide.£500 - 700€610 - 860190 †A sterling silver and enamel StChristopher dashboard plaque,1922,hallmarked silver plaque by William JamesDingley of Birmingham, inlaid with Royalblue and cream enamel, with silver centraldepiction of St Christopher in bas relief, 41mmwide.£1,200 - 1,400€1,500 - 1,700191 †An enemel St Christopherdashboard plaque,square silver-plated bronze plaque, stamped‘silver fronted’ to reverse, inlaid with white,light blue and dark blue enamel, with centraldepiction of St Christopher, 52mm wide.£500 - 700€610 - 860192 †An enamel St Bartholomewdashboard plaque, 1930,silver-coloured base metal plaque by theBirmingham Medal Co., with RegisteredNo.753589 to reverse, inlaid with blue, whiteand black solid enamel with central depictionof St Bartholomew in pale blue decorativeenamel, 69mm wide, screw to one lug.£600 - 800€740 - 980193 †A fine and large silver andenamel St Christopherdashboard plaque,pre-War, silver plaque inlaid with decorativeblue enamelling by M Cusson, with centraldepiction of St Christopher, 68mm wide,riveted to a black velvet mount, some damageto enamelling at lugs.£800 - 1,000€980 - 1,200194 †An enamelled St Christopherdashboard plaque,silver coloured base metal plaque, inlaid withblack, blue, purple and cream enamel, withcentral depiction of St Christopher, 60mmwide, contained within J A Restall case.(2)£900 - 1,200€1,100 - 1,500195 †An enamelled St Bartholomewdashboard plaque, 1930,silver coloured base metal plaque by TheBirmingham Medal Co. stamped withRegistered No.753589, inlaid with blackand white enamel with rose enamel centraldepiction of St Bartholomew, 60mm wide,with screws to lugs.£800 - 1,000€980 - 1,200196 †An enamel St Bartholomewdashboard plaque, 1930,silver-coloured base metal plaque by theBirmingham Medal Co. stamped withRegistered No.753589 to reverse, inlaid withgreen, black and white solid enamel withcentral depiction of St Bartholomew in darkblue enamel, 60mm wide.£800 - 1,000€980 - 1,200197 †A silver and enamel StChristopher dashboard plaque,circular plaque, inlaid with cream and browndecorative enamel with central depiction of StChristopher, 49mm wide, in Biggs of Farnhamcase.(2)£700 - 900€860 - 1,10046 | Goodwood festival of speed

187 188 189190 191192194193195196197198199186200198 †A sterling silver and enamel St Christopherdashboard plaque, 1934,hallmarked silver plaque by Turner & Simpson of Birmingham, inlaidwith solid black and pale green decorative enamel with centraldepiction of St Christopher, 62mm wide.£900 - 1,200€1,100 - 1,500199 †A sterling silver and enemel St Christopherdashboard plaque, 1924,silver circular plaque with London import marks by Mappin & Webb,inlaid with white enamel surround and with central depiction of StChristopher in decorative gold-coloured enamel, 49mm wide.£500 - 700€610 - 860200 †A sterling silver and enamel St Christopherdashboard plaque, 1913,hallmarked silver plaque by Turner & Simpson of Birmingham, inlaidwith solid white and decorative brown and gold-coloured enamel withcentral depiction of St Christopher, 65mm wide, contained in Adolph AFishberg case.(2)£900 - 1,100€1,100 - 1,400Automobilia | 47

201 203202204 (part)201 †An Automobile Club de Nice bronze plaque, byAuguste Maillard, circa 1902,the obverse struck with image in bas relief depicting a female nudewaving a victory laurel leaf to a veteran car, the reverse with leaf designand name plate un-engraved, 60mm wide.£500 - 700€610 - 860202 †A fine ‘Targa Vincenzo Florio 1906’ bronzecompetitor’s plaque, by Rene Lalique,struck with image in bas relief of race scene depicting the winning Itala35/40hp as driven to victory by Alessandro Cagno, leading anothercar at the Sicilian lakeside track, the plaque stamped ‘Lalique’ and‘Bronze’ to lower edge, 55mm wide, contained within original scarletvelvet and silk-lined brown leather presentation case.(2)£3,000 - 3,500€3,700 - 4,300Vincenzo Florio, a racing enthusiast and member of a prominentSicilian family, was responsible for bringing the first motorised vehicleto Sicily and for organising the Targa Florio race in 1906, which had anentrants list of only 10 cars.203 † ◊Assorted pre and post-War motorcycling trialstrophies and awards, presented to W F Mead,from 1930 to 1950s, for various mainly motorcycle club trials eventsincluding a 1953 MCC Triple Award wooden plaque with relief map ofthe UK, 1949 MCC Land’s End/Edinburgh/Exeter Trial Triple Awardplaque, 1938 South Midland Trial bronze plaque, other EPNS trophies,pewter tankards and ashtrays, some with enamelled badges, a 1935enamelled North East London MCC matchbox holder, and a 1927Sunbeam Motor Cycle Club enamelled badge award, several awardedfor motorcar trials.(Qty)£500 - 700€610 - 86048 | Goodwood festival of speed204 ◊An Interesting collecting of gold medals, silvertrophies, cups and ephemera relating to themotorsport career of V.G. Wallsgrove,comprising nineteen gold medals dating from 1922 to 1927 whichinclude the 1922 London to Holyhead Ealing & District Motor CyclingClub long distance trial; the 1924 Liverpool Motor Club 24 hourtrial; the 1925 class 5 Coventry & Warwickshire Motor Club OpenCentre Trail and others; twelve silver medals dating from 1922 to1924 which include the 1922 Skegness Motor Races with pictorialenamel centre; a guard chain with three 1923 Saffron Walden HillClimb medals attached; the 1924 Liverpool Motor Club Sand Racesand others; fourteen silver trophies of various sizes dating from 1923to 1926, including a 1923 Junior Car Club Dean Hill Climb trophy;a 1924 The Motor Cycling Club Lands End – John o’Groats Cartrophy; a larger 1925 Skegness Motor races 1500 c.c. Car Classfirst trophy and others; two Vesta cases; three spoons, one platedthe rest silver and other medals, trophies and badges relating to thesporting achievements of V.C. Wallsgrove together with a collectionof ephemera including 1924 & 1925 Edinburgh & District Motor ClubScottish Six Day Trial Official Report, the 1969 Riley Coventry Rallyprogramme, signed Car Club Dinner menus, newspaper cuttings andphotographs and others.(Qty)£1,000 - 1,200€1,200 - 1,500V.G. Wallsgrove was the former Competitions Manager at Riley, in1907 aged 14 he joined the Deasy Company helping with adjustmentsafter road tests, by 1913 he had joined Daimler staying there until warbroke out at which point he joined the Army Service Corps and landedin France on September 3 1914.After the War, Mr. Wallsgrove spent some time with the Standard MotorCompany, again in the road test department, before joining the RileyCompany. There he became assistant works manager and opened theCompetitions Department in 1922, running the department as its onlymember and carrying on his duties as assistant works manager.As the only driver he competed in hill climbs, races, rallies and sprints,eventually opening his own garage in 1927 and retiring around 1957aged 64.

204(part)206205 †A Nottingham Journal ‘Amateur Pilot EfficiencyCompetition’ sterling silver winner’s aviationtrophy, first presented 1931,the classically styled twin-handled trophy with lid, hallmarkedBirmingham, by Barker Brothers Silver Ltd, 1930, the front engraved‘Efficiency Competition - Presented by - The Proprietors of the“Nottingham Journal” - for Annual Competition Among Amateur Pilotsof Nottinghamshire, Derbyshire, Leicestershire and Lincolnshire’,the reverse engraved with winner’s names from 1931-38, 1947-49,1964-81 and 1990, the sterling silver lid surmounted with EPNSrepresentation of a de Havilland ‘Moth’ bi-plane with fuselage inscribed‘N.F.C.’ and with spinning propeller, the trophy measuring 49cm highoverall, offered together with a copy of a 21st September 1933 articlefrom Flight magazine relating to the event.(3)£2,000 - 3,000€2,500 - 3,700205206 ◊E.R Hall’s personal Bentley and M.G Magnette‘treasure chest’ of parts,the large pine chest raised on bun feet, with two cut-out painteddecorations of his cars to the front, lock and key, flat lid opening toreveal fitted interior mounted with assorted car parts, the majority ofthe items with hand-witten labels taped to the box or part, some tapelifting and labels brittle, the chest 88 x 38 x 49.5cm.£2,500 - 3,000€3,100 - 3,700The contents of the chest are as follows: Bugatti conrod fromSouthport Sands 1922, ‘caused by sand entering oil’; Conrod andpiston big end stretched when leading TT 1931 Ards Circuit; Fourracing plugs from the 1932 TT and four racing plugs from the 1931BRDC Brooklands 500 all displayed in carved wooden MG radiatorgrille; Planet wheels stripped when leading 1932 500 mile Brooklandsrace; Set of six plugs from Nuvolari’s 1933 M.G. Magnette used inthe TT, finishing 4th in race, 3rd in group; Eight valves from Nuvolari’s1933 TT 4th placed M.G. Magnette; Valve and plugs from the 19331st place M.G. Magnette in the 500 mile race; M.G. Magnette crankshaft from the 1933 500 mile 1st place; Piston from the 1934 TT 2ndplaced Rolls-Royce modified Bentley 3 ½ Litre; Set of six sectioned1934 racing plugs; A plug detacher last used 1934; Bent connectingrod from the 1934 Tourist Trophy; Inlet and exhaust valve from Bentleythat finished second for the 3rd time in the 1934 TT; set of six Bentleyplugs from the ‘third second’ in the 1936 TT; A copper hammer usedfor changing wheels during races, last used 1951; Set of eight valverockers; Hall’s Mille Miglia white cloth helmet; Valve lifter and valvespring compressor for changing valve springs from Bentley and aNorton Tappet spanner.Automobilia | 49

209207210208Toys and Models207 ◊A V-750VN type surface-to-air missile second stageengine designed by Alexei M Isayev, Soviet,the upper-stage liquid propellant sustained powerplant, designedby the bureau of Alexei M. Isayev. 100 x 36 x 36cm, constructed ofvarious alloys, one duct with cloth tape-insulation and paper labelreading “20[Cyrillic D]6510-30/3,” various inspection marks mostlyin red, apparently un-fired, mounted on custom made metal displaystand.£2,800 - 3,500€3,400 - 4,300Celebrated rocket engine designer Alexei Isayev specialized in smallscale,liquid-fuelled rocket engines for Soviet manned and unmannedspacecraft. From 1957 to 1967 his engines powered the rocketscarrying the first artificial satellites, the first man in space, and the firstunmanned probes to the Moon and Venus. At the same time, in the1950s, he was working on engines for surface-to-air missiles (SAMs)and air-to-sea missiles.The present engine is for a S-75 Dvina, a high-altitude, commandguided,SAM. Since its first deployment in 1957 it has become themost widely-deployed air defence missile in history. The missile cameto the world’s attention when an S-75 battery, using the newer, longerrangeand higher-altitude V-750VN missile shot down the U-2 spyplane of Francis Gary Powers as he was flying over the Soviet Unionon May 1, 1960. A Soviet missile crew in Cuba used an S-75 onOctober 27, 1962 to shoot down the U-2 flown by Rudolf Anderson—the only combat death of the Cuban Missile Crisis.Technically S-75 refers to the complete missile battery, the missileitself being known as a V-750. The missile is in two stages, consistingof a solid-fuel booster and a storable liquid-fuel upper stage. Thebooster fires for about 4–5 seconds and the main engine for about 22seconds, by which time the missile is travelling at about Mach 3. Thepresent engine is from the upper stage. The American U-2 spy planeflew at high altitudes, and for the S-75 to reach it, a more powerfulengine was needed; the present engine is a version of that high-powerrocket. An unusual artefact of the Cold War and a reminder that thespace programs were largely an offshoot of military research anddevelopment.50 | Goodwood festival of speed208A 1:8 scale scratchbuilt model of an Aston MartinDB4 GT engine and gearbox, by Javan Smith,finely detailed, mounted on a base and within a Perspex display case,with limited edition certificate numbered 2/12 measuring 24.5 x 19.5 x13.5cm overall.£500 - 600€610 - 740209 † ◊A 1:8 scale model of an Alfa Romeo Spider TouringGran Sport, by Pocher,kit-built model constructed from plastic and metal parts, of the 1930scar, with opening doors and bonnet revealing engine detail, finished indark blue and yellow livery, 51cm long, displayed on a wood-framedPerspex base under a Perspex case.£1,000 - 1,200€1,200 - 1,500210 † ◊A 1:8 scale model of a Bugatti Type 50T, by Pocher,kit-built from plastic and metal parts, of the car in two-tone yellow andblack livery, with bonnet opening to reveal engine detail, opening doorsand detailed interior, rolling wheels with rubber tyres, 63cm long.£1,000 - 1,200€1,200 - 1,500211 ◊A fine scratchbuilt 1:8 scale model of an AustinHealey 100M, by John Shinton of the Healey ToyFactory,finely detailed customised kerbside model of the car, constructed fromwhite metal, stainless steel and pewter parts, with resin body, finishedin two-tone black over Reno red paintwork, with finely detailed interiorand dashboard with instruments, raised windscreen, folded-downsoft-top/hood, wire-spoked wheels, Lucas type lamps, brightwork andother details, measuring 47cm long, mounted to a wooden displaybase and with Perspex protective case.£1,400 - 1,800€1,700 - 2,200

211212213212 ◊A fine scratchbuilt 1:8 scale model of an AustinHealey 100M, by John Shinton of the Healey ToyFactory,finely detailed customised kerbside model of the car, constructedfrom white metal, stainless steel and pewter parts, with resin body,finished in two-tone Healey blue over Old English white paintwork,with finely detailed interior and dashboard with instruments, foldeddownsoft-top/hood, lowered windscreen, wire-spoked wheels, Lucastype lamps, brightwork and other details, together with an extrareplacement raised windscreen, measuring 47cm long, mounted to awooden display base and with Perspex protective case.£1,400 - 1,800€1,700 - 2,200213 ◊A finely detailed 1:8 scale model of the James Bond‘Goldfinger’ Aston Martin DB5,kit-built, constructed from mainly metal parts, originally licensed byboth Eon Production and Aston Martin Lagonda Ltd, finished in SilverBirch, with opening doors, bonnet, boot and roof panel, and loadedwith many of the ‘007 Special Equipment’ features including machineguns, rear bullet-shield, cutting spinners, rotating number plates, finelydetailed interior, with working lights and accelerator operating enginesound, 57cm long, together with a miniature Aston Martin black vinylcar cover.£1,500 - 2,000€1,800 - 2,500Automobilia | 51

214215216214 ◊A fine Gerald Wingrove 1:20 scale scratchbuiltmodel of a 1913 Prince Henry Vauxhall,finely detailed model constructed from mainly brass and aluminiumprecision engineered parts, with chassis and mudguards finishedin red, featuring wire-spoked wheels shod with rubber tyres andcomplete with spare tyre, running board mounted tool box andmascot, inscribed to underside with model and maker’s details, 21cmlong, together with original green baize lined fitted hinged woodencase and model-maker’s business card applied to inside of the lid.(2)£2,000 - 3,000€2,500 - 3,700215 ◊A 1:8 scale model Ferrari 250GTO by Javan Smith,this rare scratchbuilt 250GTO, chassis number 4153GT, is one of justtwo examples in this livery, and carries limited edition build number17/36. This example depicts the car as driven by Willy Mairesse (B) to1st in class at the Mont Ventoux Hill Climb, France, on June 6th 1965,mounted on a Perspex plinth with descriptive plaque, and enclosedwithin a “Ferrari” etched display case, 60 x 27 x 20cm overall.£2,000 - 2,500€2,500 - 3,100216 ◊A 1:8 scale model Jaguar E-Type ‘Lightweight’ byJavan Smith,representing the eleventh E-Type “Lightweight” chassis numberS850668, Registered Number 2GXO.A ‘Kerbside” model featuring full interior detailing, mounted on a highquality Black Satin Wood plinth and enclosed within a display casebearing an etched Jaguar logo.Dimensions 660 x 330 x 230mm high (26” x 13” x 9.5”)£2,000 - 2,500€2,500 - 3,100217 ◊A 1:12 scale model of a Vanwall Grand Prix car, byMichele Conti, Italian,scratchbuilt early kerbside composite model of the single-seater,finished in British Racing Green with yellow nose and wearing number18, with rolling solid wheels fitted with rubber tyres, articulated frontsteering, and with chromed exhaust, bearing model maker’s label tounderside, 36cm long.£3,000 - 4,000€3,700 - 4,90052 | Goodwood festival of speed

218218 (detail)217219218 ◊A fine scratchbuilt 1:8 scale model of the 1955 LeMans Works Austin Healey 100S ‘NOJ 393’, by JohnShinton of the Healey Toy Factory,one of only two examples built, finely detailed kerbside model of thecar driven at the 1955 24-Hour Le Mans race, constructed from whitemetal, stainless steel and pewter parts, with resin body, finished inBritish Racing Green race livery and wearing 1955 Le Mans number‘26’, with accurately detailed interior and dashboard includinginstruments, racing windscreen, Le Mans filler cap, half tonneau cover,wire-spoked wheels, Lucas type lamps, brightwork and other details,measuring 44cm long, mounted to a wooden display base and withPerspex protective case.£4,000 - 5,000€4,900 - 6,100219 † ◊A fine 1:8 scale model of the 1924 Grand Prix deLyon Bugatti Type 35 by Jean-Paul Fontenelle of ArtCollection Auto, France,limited edition, handbuilt, constructed from in excess of 700 steel,brass, and aluminium parts, finished in pale blue paintwork, openingbonnet revealing detailed engine, cockpit with leather seat, aluminiumfascia with instrument panel, functioning steering, ‘artillery’ stylewheels with rubber tyres, numbered ‘A1 115’ under based, measuringapproximately 47cm long, mounted on a black plastic base appliedwith brass plaques and with Perspex display case.£4,000 - 5,000€4,900 - 6,100Automobilia | 53

220 (detail)221222220 ◊A superb Gerald Wingrove 1:15 scale model of the1932 Weinberger bodied Type 41 Bugatti Royale,finely engineered model depicting the black and yellow painted carwith hood cover down, opening bonnet, full engine and chassis detail,finely modelled passenger comparment, dashboard and controls,riveted leather trunk to rear, the model signed Gerald Wingrove MBE(Model Engineer) on the underside, sold together with a woodentransport box.£10,000 - 12,000€12,000 - 15,000221 ◊A C.I.J. P2 Alfa Romeo tinplate Racing car, Frenchcirca 1930,finished in orange with racing number 2 to sides and front grill, brownpainted seats with large steering wheel, hand brake to side, bonnetwith leather straps and exhaust to side, treaded tyres with brakedrums and dummy shock absorbed suspension to front, clockworkmotor driving the rear wheels with key, 53cm long, contained in a1930’s 8C Alfa Romeo saloon running board tool box, restored in lightgreen with chromed script and brightwork, 28 x 61 x 34.5cm.(2)£4,000 - 5,000€4,900 - 6,100222 ◊◊‘The Sawdust Special’ IndyCar Soapbox DownhillRacer by Peter Vivian’s Superior Soapboxesbased on a Miller IndyCar from the mid ‘30s, made entirely fromreclaimed Mahogany and Mahogany veneered plywood, strong40-spoke 20 inch wheels, twin bicycle calliper brakes, steering viacrown wheel and pinion with custom designed hand-built steeringwheel, overall length is 183cm long, 76cm track.£2,000 - 2,500€2,500 - 3,100223 ◊◊An Austin Pathfinder child’s pedal car, 1949,pressed steel panel construction, stamped ‘98 6 49’ to seat panel,finished in British Racing Green with number 7 roundel and UnionJack flag, removable bonnet with leather straps revealing enginedetail, chromed grille, fishtail exhaust and brightwork, bonnet badge,handbrake, red-painted wheels fitted with pneumatic Dunlop Cordtyres, replaced tan leather seat upholstery, Perspex aero screen,steering wheel with enamel badge centre and dashboard withdummy instruments, 160cm long overall, offered together with spare‘Champion’ spark plug rubber covers, four inner tubes, tyre pump andRubena spare tyre.(9)£2,000 - 2,500€2,500 - 3,10054 | Goodwood festival of speed

223224225224 ◊◊An Austin Pathfinder pedal car,in fully restored condition, two owners from new, the vendor havingpurchased the car from the original owners family in un-restoredcondition before embarking on a much needed ‘ground up’ restoration(copy restoration photographs on file) stamped under the seat28/7/49.£2,500 - 3,000€3,100 - 3,700225 ◊◊A ‘1913 Model T Ford Speedster’ child’s car,custom made working model of the famous ‘Model ‘T’ FordSpeedster’, approximately half size, 221cm long, 97cm wide and97cm high, driven by 24 Volt electric motor and trans-axle, capableof 8mph with forward and reverse, traditionally constructed with steelbox section chassis, aluminium clad wood body, steel fenders andseat back, dummy petrol tank fitted with removable adult drivingseat, accelerator pedal, rack and pinion steering, hand and foot frontwheelbrakes, 300 x 17 wire spoked wheels with pneumatic tyres andspinners, 2 x 12 Volt batteries under the front seat, working head andside lights, working tail light, mock starting handle, working bulb hornand Perspex windscreen, coachwork finished in brilliant yellow with redlining, red wheels and black leatherette upholstery.£6,000 - 8,000€7,400 - 9,800Automobilia | 55

226227226 † ◊◊A ‘1959 Le Mans Tribute’ half-scale model of thewinning Aston Martin DBR1, by the Evanta MotorCompany of Hertfordshire, England,numbered 4 of a limited edition of 59 examples built, a static modelof the car to commemorate the victory by Roy Salvadori and CarrollShelby at the 24-hour race, fibreglass body shell with removablebonnet and rear panel, plastic windscreen, chromed spoked fixedwheels with spinners fitted with pneumatic tyres, the cockpit withtwo canvas seats, dashboard bearing maker’s plaque and withdummy instrument panel and wooden laminated steering wheel,bodywork finished in Aston Martin Californian Sage Green and bearingnumber ‘5’ race roundel with drivers’ details to each side, measuringapproximately 203 cm long, 83cm wide and 53cm high, offeredtogether with mock ‘V5 registration document’ and ‘test certificate’.£12,000 - 14,000€15,000 - 17,00056 | Goodwood festival of speed227 † ◊◊◊A ‘Fiat Jolly’ golf buggy, 2008.Yamaha G11 electric powered golf buggy, 2008 model, chassispowder coated for better appearance and protection, as/new whenthe fibreglass ‘Jolly’ body was fitted, finished powder blue withchromed brightwork, original style seating, framework, sunshade andmany fittings carefully replicated to a high standard, overall 270cmlong by 132cm wide, offered for sale with a memory stick containinginstructions, build details, images etc of use to the new owner. Itperforms and behaves as a modern Golf Buggy and comes completewith charger, it also has a separate chargeable battery for the lightingsystem. This charming electric buggy can be run for minimal cost,ideal for private estate or other similar use, is only intended for use onPrivate land and is not UK Road Registered.£6,000 - 8,000€7,400 - 9,800Built by a leading design and fibreglass expert, moulded from anoriginal Fiat 500 and mated to a Yamaha golf buggy chassis. Launchedat the 2008 Goodwood Revival where it was used by Lord March.While making its debut at the event it caught the interest of Fiatthemselves. In 2009 it went to Fiat’s factory in Italy for assessment.Whilst with them it was made available and used at the 2009 G8summit in L’Aquila, Italy and Silvio Berlusconi also drove it aroundTurin. Talks progressed over the next year for a limited production runof 500 vehicles to be sold as golf buggies on their accessory rangebut due to the economic downturn it was decided not to proceed withthe project. The ‘Jolly’ was returned to the UK where the owner then‘moth balled’ it until late last year when it was fitted with new batteriesand prepared this auction.228no lot

Charity LotsWings for Life provide funds for cutting-edge research projects andclinical trials across the globe aimed at accelerating progress towardsa cure for spinal cord injury.Since Wings for Life was first founded, 82 spinal cord researchprojects have been funded at the world’s most well respected institutesand a number of vital breakthroughs have been made.The charity is supported by many ambassadors who promote theirwork including Infiniti Red Bull Racing’s Sebastian Vettel and MarkWebber.The developments in research so far provide strong hope thattreatment options are closer than they have ever been. However,intensive research work will be needed before a breakthrough inhuman medicine can be achieved.When you support Wings for Life, 100% of the money you donate willgo to directly to spinal cord injury research as the charity’s foundersgenerously cover all of the administrative costs.Nikki WilsonHead of Wings for Life UK229A signed Sebastian Vettel helmet by Arai, usedduring the race weekend at the Monaco Grand Prix,Monte-Carlo, 2013,Snell number SH129811, signed by four times World ChampionSebastian Vettel on the helmet dated ‘Monaco 2013’, numberedSV-R-06/13-11, each Sebastian Vettel helmet has a unique designfor every race, this ‘Glamorous Monaco’ helmet by Jens MunserDesigns reflects the lifestyle and history of the iconic race track and thePrincipality, the image on the crown commemorates Sir Stirling Moss’sfamous 1961 victory and the back of the helmet features a vintagepin-up model whose clothes become more transparent as the helmetheats up! Worn, with debris and marks to front, crown and visor/tearoff,offered together with cloth helmet bag, padded Arai carrying bagmarked SV in silver pen and a 2013 Red Bull Certificate of Authenticity.(4)£10,000 - 12,000€12,000 - 15,000Qualifying in third place behind the Mercedes drivers Rosberg andHamilton, Vettel pushed up to finish in second place just 3.889seconds behind Rosberg who led from the start. Despite not beingtop of the podium, he set the race’s fastest lap on lap 77 with a timeof 1:16.577. He was joined on the podium by his Red Bull teammateMark Webber who finished third.Sebastian Vettel went on to win his fouth consecutive World Driver’sChampionship by scoring 397 points, beating Fernando Alonso, whofinished in second place in the championship, by 155 points.Automobilia | 57

Lots 230-232 are offered on behalf of the HenrySurtees Foundation: Registered Charity Number1137388Inspired by Henry, his experience, and in celebration of his life; HSFaims to:• assist people with brain or physical injuries caused by accident toreturn to community living by the provision of support for equipmentand facilities;• provide education and training associated with motorsport-relatedprogrammes in technology, engineering, and road safety instructionfor two and four wheels;• act as a resource for young people up to the age of 18 by providingadvice and assistance and organising programmes of physical,educational and other activities in order to:-o advance young people in life by helping them to develop theirskills, capacities and capabilities so that they can participate insociety as independent, mature and responsible individuals;o advance their education; ando relieve unemployment.For more information please visit www.henrysurteesfoundation.com230John Surtees’ signed ‘World Champion 1964’ LesLeston two-piece race overalls, Offered on behalfof the Henry Surtees Foundation,comprising jacket and trousers, the jacket embroidered ‘John SurteesWorld Champion 1964’ to breast pocket below Dunlop sponsors’logo, size 38, signed by the driver in black pen to the inside just underthe label, the trousers with embroidered Dunlop sponsors logo toleft hip pocket, worn by John Surtees during the 1965 season whendriving as the reigning World Champion.(2)£2,500 - 3,500€3,100 - 4,300231•A multiple signed Champions Edition of The OfficialFormula 1 Opus, Offered on behalf of the HenrySurtees Foundation,from a Worldwide limited edition run of 100, signed by the followingFormula 1 World Drivers Champions: Lewis Hamilton, Kimi Raikkonen,Sir Jack Brabham, Emerson Fittipaldi, Alan Jones, Nigel Mansell,Mika Hakkinen, Phil Hill, Niki Lauda, Nelson Piquet, MichaelSchumacher, John Surtees, Mario Andretti,Keke Rosberg, Damon Hill, Jenson Button, Sebastian Vettel, SirJackie Stewart, Jody Scheckter, Alain Prost, Jacques Villeneuve andFernando Alonso, comprising 852 pages, over 1000 photographs,sewn and bound by hand in the finest padded black leather covers,and titled ‘Champions Edition’ to the spine.£12,000 - 14,000€15,000 - 17,000230 23258 | Goodwood festival of speed

232The prototype ‘P1’ John Surtees watch edition byScalfaro Watch Company, offered on behalf of theHenry Surtees Foundation,the watch to be launched later this year to commemorate the 50thAnniversary of the John Surtees’ victory in the 1964 Formula 1 WorldChampionship, making him the only man ever to have won worldchampionships on both two and four wheels. John Surtees OBEpartnered with Scalfaro Watch Company with the aim to create aclassic mechanical watch marrying history and achievement withmodern technology. After two years of intensive testing, the very firstprototype was approved by John Surtees and named “P1”. Havinggained some “patina” following John Surtees’ travels around theglobe, it is now updated and marked P1 and JS on the backside.This P1 Prototype is the original master model setting the aestheticaland technical standards for the John Surtees limited Edition of 300watches which will be launched in 2014. The “P1” represents a pieceof history;38mm case diameter, watch case included, coloured SCALFAROCeramic DNA Intarsia as well as original material off John Surtees’Championship 1960 MV Augusta and 1964 F1 Championship Ferrari158, finely decorated Swiss mechanical movement (Cal. ADK 147)incl. engraved rotor, off-shape bezel, sapphire crystal, see-throughcase back incl. written overview of John Surtees’ championship years,black Horween shell cordovan strap, elegant folding buckle, waterresistantto 50m (165ft).Estimate: Refer Department233 - 300No lotsJohn Surtees OBEBorn February 11, 1934, in Tatsfield, Surrey, John Surtees, OBE,is revered as one of Great Britain’s greatest-ever motor sportsmen.He amassed no fewer than eight World Champion titles, seven ontwo wheels in 350cc and 500cc motor-cycle racing and one on fourwheels for Ferrari in 1964 Formula 1. He then added the inauguralCanadian-American Challenge Cup (CanAm) Championship titledriving the Lola-Chevrolet T70 in 1966 that he had helped perfect, andhe went on to build and race his own Surtees-Ford Formula 1 cars,winning with them twice at Oulton Park, and taking both Formula 2and Formula 5000 titles as constructor and entrant.Riding most prominently MV-Agusta motorcycles, during the period1958-1960, John Surtees won 32 of 39 races and became the firstman to win the Senior TT on the Isle of Man three consecutive years.The adoring Italian tifosi nicknamed him figlio del vento (son of thewind), then simply Il Grande John – ‘John the Great’.He was also a formidable endurance racing driver, combininghis natural driving talent with rare mechanical understanding andsympathy. For Ferrari he won the Sebring 12-Hours plus multipleMonza and Nurburgring 1,000Kms races while also excelling forLotus, Cooper, Lola, Cooper-Maserati and Honda before going hisown way. During his remarkable racing career he won 290 of the 621races he entered and claimed a further 103 podium finishes before hisswansong appearance, in the 1972 Italian Grand Prix. Today he is oneof the most respected of all surviving road racing veterans –by anystandards a great British racing warrior.“A fine collector’s timepiece commemorating my career as the onlyWorld Champion on two and four wheels” John Surtees OBEAutomobilia | 59

Motor CarsFriday 27 June, 14:00Lots 301 - 390Further images of each lot can be found at:www.bonhams.com/21906

3011951 Tojeiro-MG SportsRegistration no. TOJ 1Chassis no JAK 6916Engine no. XPAG 75651John Tojeiro with TOJ 1 © Jo Moss Kitcher162 | Goodwood festival of speed

This car was the first to be designed and built by the late John Tojeiroand is of considerable historical significance. A self-taught car designerand constructor, ‘Toj’ was one of the pioneers of Britain’s motor racingrenaissance in the post-war years and began, like so many others, bybuilding a special for his own use. He is best remembered nowadaysfor his role in the gestation of the AC Ace and its Cobra derivative. Aninfluential and widely imitated design, the Ace could trace its originsback to the one-off sports-racer that Tojeiro built for Cliff Davis in1952. The success of Davis’ Bristol-engined Tojeiro - registration ‘LOY500’ - prompted AC Cars to acquire the rights to the design, whichwas put into production in 1954 as the Ace using AC’s own venerable,2.0-litre, six-cylinder engine. The Davis car’s pretty Ferrari 166-inspiredbarchetta bodywork was retained, as was Tojeiro’s twin-tube ladderframe chassis and Cooper-influenced all-independent suspension.Tojeiro’s subsequent designs were somewhat less successful, thoughhe can claim the credit for creating the world’s first mid-engined GTcoupé sports-racer. The latter had resulted from a commission fromÉcurie Écosse, and two Coventry Climax-engined examples were builtfor the 1962 Le Mans 24-Hour Race, though only one made the start.The solitary Tojeiro-Climax failed to finish but the two cars, re-enginedwith American V8s, went on to achieve considerably success onBritish short circuits, most notably with future World Champion JackieStewart at the wheel.The accompanying Tojeiro Register certificate confirms that this caris the first built, stating that Mr Tojeiro had authenticated it as beinghis ‘number one chassis’ after making a close inspection of it in June1992. The late owner had acquired this car in a derelict condition fromMr David Jeffery of Gatwick, West Sussex in 1988.Its first owner is known to have been Mr K O King of King & Harper(Motor Engineers). The Tojeiro has had various registration numbers inthe past, the previous being ‘239 BER’. When the current registrationwas offered, the owner could not resist it.He subsequently commissioned a detailed restoration of the car, whichincluded a replacement two-seated sports body in ‘166 Barchetta’ style.The total mechanical rebuild was carried out by Paul Kitcher of Milfordon-Sea,Hampshire while the body was built by acclaimed specialistsRod Jolley Coachbuilding of Lymington, Hampshire using CarrozzeriaTouring’s Superleggera system of construction, employing a lightweighttubular steel structure to support the aluminium-alloy outer body panels.The car’s mechanical specification includes a channel frame chassis;all-round independent suspension by means of transverse leafsprings and lower wishbones; rack-and-pinion steering (modifiedMorris Minor); MG XPAG 1,350cc engine; MG TC Gearbox; and anENV differential. Rebuilt and developed by George Edney, the engineincorporates a Phoenix steel billet crankshaft, Edney racing camshaft,Laystall aluminium cylinder head (gas flowed), 11:1 compression ratioand twin 1½” SU carburettors.John Tojeiro saw the rebuilt and finished car in August 2004 andseemed to be entirely satisfied with the end product. After his deathin April 2005, ‘TOJ 1’ was present at his memorial service at GuildenMorton, Hampshire. Since its completion the Tojeiro has covered onlysome 2,700 miles and is described as in generally very good condition.Offered with current road fund licence and V5 registration document(with the most appropriate TOJ 1 registration number), it representsan opportunity for the connoisseur to acquire a unique piece of Britishsports car history.£50,000 - 70,000€62,000 - 86,000Motor Cars | 63

302The ex-Earls Court Motor Show1962 Facel Vega II CoupéRegistration no. 3 GXKChassis no. HK2 B 148Engine no. TY8-6132701‘LBH 8C’ as discovered in Islington, Londonafter 24 years in storage, January, 2014‘The HK500 was the most interesting car we ever made but the FacelII was the best. It was totally elegant.’ – Jean Daninos.In its relatively short life, the French firm of Facel producedapproximately 2,900 cars, all of which were stylish, luxurious andfast. Hand built, they were necessarily very expensive – the FacelII was priced in Rolls-Royce territory – and bought by the rich andfamous seeking something exclusive and distinctive. The roll call ofowners includes royalty, politicians, diplomats and entertainers: TonyCurtis, Danny Kaye, Ringo Starr, Joan Fontaine and Ava Gardnerbeing counted among the latter. Confirming that there was highperformancesubstance behind Facel’s unquestionable style, theywere owned and driven by great motor racing figures such as SirStirling Moss, Maurice Trintignant and Rob Walker.Founded by Jean Daninos in 1939, Forges et Ateliers deConstruction d’Eure-et-Loir (FACEL) specialised in the constructionof aircraft components and metal furniture. After the war thecompany engaged in the supply of car bodies to Panhard, Simcaand Ford France, before branching out into automobile manufacturein its own right with the launch of the Vega at the 1954 Paris Salon.Government legislation had effectively killed off France’s few survivingluxury car manufacturers after WW2, but that did not deter JeanDaninos in his bold attempt to revive what had once been a greatFrench motoring tradition. A luxurious Grande Routière, the Vegatook its name from the brightest star in the Lyra constellation andfeatured supremely elegant coupé bodywork welded to a tubularsteelchassis. There being no suitable French-built power unit,Daninos turned to the USA for the Vega’s, that chosen initially beingChrysler’s 4.5-litre V8, while there was a choice of push-buttonautomatic or manual transmission.164 | Goodwood festival of speed

Launched in 1961, the Facel II was destined to be the last of the V8-engined models, production ceasing in 1964 after an unsuccessfulventure into engine manufacture effectively bankrupted the company.Production of the preceding HK500 amounted to only 500-or-so unitsbetween 1958 and 1961 and that of the Facel II to a mere 182. Todaythese rare Franco-American classics are highly sought after.From the late 1960s into the 1980s, this car’s owner was one ofBritain’s foremost television producers/directors, working on a diverseselection of programmes including ‘World-in-Action’, ‘DisappearingWorld’, ‘Coronation Street’, ‘Bergerac’, etc. He had always loved FacelIIs and in his teens had often seen a silver example parked outside theÉcurie Écosse Garage in Merchiston Mews, Edinburgh, with its famousmud-spattered 1956 Le Mans Jaguar D-type in the window, which hisbrother eventually bought.In 1971 the vendor was in the process of finishing the first of GranadaTelevision’s ‘Disappearing World’ films and was walking downBeauchamp Place in Knightsbridge when a chauffeur-driven blueFacel II drew up. He talked to its chauffeur while the man waited for itsowner, Mrs Kleeman, to emerge from San Lorenzo’s and was still inconversation with him when she reappeared. The vendor told her thatthe Facel was the one car he’d always loved. ‘Would you like it?’ shesaid. ‘We absolutely love it too but my husband now wants somethingeasier to get into the back of.’ So he bought ‘3 GXK’ in April 1971.Preparing to drive off in it, he remembers the chauffeur, Mr Hobday,saying: ‘You know sir, that wasn’t a car, that was a way of life.’Chassis number ‘HK2 B 148’ had been one of two displayed at the1963 Earls Court Motor Show and was first registered to W L Lewis,Mr Kleeman’s company/office manager.For six years the Facel was the vendor’s only car, often in Scotland,often in France, and was totally reliable, never letting him down once.Passengers he recalls include psychiatrist R D Laing, singer JohnnyCash, politician Benazir Bhutto, jazz musicians Earl ‘Fatha’ Hines andJay McShann, and many famous actors familiar to Granada Televisionviewers during the 1970s and ‘80s.Then he got married and purchased an estate car, and with a careerthat involved ever more extended periods abroad, found less and lesstime for the Facel which sat, still loved but rarely used, in his garage inLondon. Around 1990, after the car had sat un-driven for a year or so,the vendor had the time to take it out once more. To circulate the oil, heremoved the sparkplugs and turned the engine over by hand - not aneasy thing to do with no starting-handle provision. All seemed fine so theplugs were refitted. The engine started immediately and ran for around30 seconds before a nasty noise prompted a hasty switch-off. For thelast 20-plus years the vendor has been meaning to ‘get round to theFacel’ but never has, and the car has remained garaged ever since.Offered for restoration and sold strictly as viewed, ‘3 GXK’ comeswith its original logbook, expired MoT (1972-73), an AA pre-purchasecondition report, Mr Hobday’s notebook (kept up by the vendor)and various Jack Barclay and other service invoices dating from theKleemans’ period of ownership. The car also comes with an originalowner’s handbook (in French and English). An exciting restorationproject which, once completed, will reward the fortunate new ownerwith the satisfaction of having resurrected ‘not so much a car, more away of life’.£70,000 - 100,000€86,000 - 120,000Motor Cars | 65

303The antepenultimate right-hand drive3.8-Litre Roadster1964 Jaguar E-Type ‘Series 1’3.8-Litre RoadsterRegistration no. CMO 213BChassis no. 850940Engine no. RA6794-9‘If Les Vingt Quatre Heures du Mans has been responsible for thenew E-Type Jaguar, then that Homeric contest on the Sarthe circuitwill have been abundantly justified. Here we have one of the quietestand most flexible cars on the market, capable of whispering alongin top gear at 10mph or leaping into its 150mph stride on the briefdepression of a pedal. A practical touring car, this, with its widedoors and capacious luggage space, yet it has a sheer beauty of linewhich easily beats the Italians at their own particular game.’There have been few better summaries of the E-Type’s manifestvirtues than the forgoing, penned by the inimitable John Bolster forAutosport shortly after the car’s debut. Conceived and developedas an open sports car, the Jaguar E-Type debuted at the GenevaSalon in March 1961 in Coupé form. The car caused a sensation- spontaneous applause breaking out at the unveiling - with itsinstantly classic lines and a 150mph top speed. The newcomer’sdesign owed much to that of the Le Mans-winning D-Type sportsracer,a monocoque tub forming the main structure while a tubularspaceframe extended forwards to support the engine.66 | Goodwood festival of speed

The latter was the 3.8-litre, triple-carburettor, ‘S’ unit first offered asan option on the preceding XK150. Its engine aside, only in terms ofits transmission did the E-Type represent no significant advance overthe XK150, whose durable four-speed Moss gearbox it retained.With a claimed 265bhp available, E-Type’s performance did notdisappoint; firstly, because it weighed around 500lbs less thanthe XK150 and secondly because aerodynamicist Malcolm Sayerused experience gained with the D-Type to create one of the mostelegant and efficient shapes ever to grace a motor car. Taller driversthough, could find the interior somewhat lacking in space, a criticismaddressed by the introduction of foot wells (and other, more minormodifications) early in 1962. Today, the E-Types graceful lines liveon in modern Jaguar sports cars, and there can be little doubt thatWilliam Lyons’ sublime creation would feature in any knowledgeableenthusiast’s ‘Top Ten’ of the world’s most beautiful cars of all time.Dating from August 1964, this ‘Series 1’ is one of the very lastright-hand drive 3.8-litre roadsters made (the final chassis producedwas ‘850943’) and was supplied new via Henlys, London finishedin Sand with red leather interior. Circa 1968 the E-Type was sold byAnthony Wolfe Motors, Northolt to a Mr D G Cullen and in 1992 wasbought at auction by a Mr Florin, who then had it fully restored by theYorkshire Vintage & Classic Car Company in Leeds (all bills on file).The car was subsequently sold via Jim Nicholson, Gosport to oneJohn Robert Wheeler, who undertook a full cosmetic restoration,returning the livery to the original Sand, which was carried out during2012/2013. The engine had already been rebuilt by A A McInnesof Bradford in 1994, since when only some 2,000 miles have beencovered. Bought by the current vendor and enjoyed last year, CMO213B has covered approximately 500 miles since its most recentrestoration and is only offered for sale as the owner is seeking a moresedate classic.Described as in generally very good condition, sporting serviceableoriginal red leather seats, with excellent engine and chassis, thecar is offered with JDHT certificate, maintenance chart, MoT/taxto February 2015, V5C registration document and a substantialhistory file containing extensive maintenance/restoration bills andphotographic records of works carried out. A stainless steel exhaust,4-pot brake callipers and a Kenlowe electric cooling fan are the onlynotified deviations from factory specification.£60,000 - 80,000€74,000 - 99,000Motor Cars | 67

304Property of a deceased’s estate,one of only 42 right-hand drive examples1974 Maserati Bora 4.7-litre CoupéRegistration no. LFW 554PChassis no. 117 221Engine no. 117 22168 | Goodwood festival of speed

‘For a man who wants the last word in sports cars, a mid-enginedmachine is essential. Racing single-seaters are built to thisconfiguration and so the mid-engined car must be right!‘It is thus of great interest that the famous Maserati firm, whichhas tended to be somewhat conservative in recent years, has nowplaced an advanced mid-engined coupé on the market.’ – JohnBolster, Autosport.The highlight of 1971 Geneva Salon was undoubtedly the sensationalnew Maserati Bora. With the Bora’s introduction, the great Modenesemanufacturer followed other supercar constructors in going midenginedwhile at the same time abandoning its traditional tubularchassis technology in favour of unitary construction. Named afteran Adriatic wind, the Bora was the work of Giorgetto Giugiaro’s ItalDesign, at least as far as its bodyshell was concerned; the midmountedengine was Maserati’s familiar four-cam V8 in 4.7-litreform, the five-speed transaxle came from ZF and the all-independentdouble-wishbone suspension was penned by Giulio Alfieri, codesignerof the legendary 250F Formula 1 Grand Prix car. One ofthe first ‘new generation’ models to appear following Maserati’sacquisition by Citroën, the Bora used the latter’s hydraulic technologyto adjust seats and pedals, raise the headlamps and operate theexcellent power-assisted brakes. A slippery shape plus 310bhp madefor a very fast car - top speed was over 160mph (258km/h) - and theBora had acceleration, handling and braking to match.By January 1976, Maserati’s management apparently had discussedshelving the Bora but later that year decided to continue, thoughwith an enlarged 4.9-litre V8 engine. Only some 25 Boras were madethat year, and the total produced from 1971 to 1978 was only 564.The type was finally phased out in 1979. Motor magazine concludedits March 1973 road test thus: ‘The Bora impressed us as one ofthe best and most civilised mid-engined exotics we’ve tried, betterdeveloped than most of its ilk and immensely rewarding to drive,especially to drive fast on cross-country roads.’ What more could anyenthusiast want?The Bora was a stunning supercar by any standards, both thenand now. Supplied new in the UK, this particular Bora was built inJune 1974 with the 4.7-litre engine and is a rare right-hand driveexample, one of only 42 made. It was originally finished in silver withblue leather interior. The car is offered from the estate of the lateSimon Phillips, prominent BRDC member and well-known collector.In 1988 the Maserati was subject to a total bare-metal restoration byMototechnique and Rardley Motors, since when it has covered onlysome 20,000 miles (the current odometer reading is 44,000 miles).The engine received new cylinder head gaskets this year and is saidto run well, while the rest of the car is described as ‘solid’, albeit inneed of further renovation to bring it back to the highest standard.Accompanying paperwork consists of the 1988 restoration invoices,a current MoT certificate and V5 registration document.£40,000 - 60,000€49,000 - 74,000Motor Cars | 69

305 *The ex-works 1960 Le Mans 24-Hour race 2-litre1960 Lotus LX Grand Touring Two-SeaterChassis no. 125570 | Goodwood festival of speed

Here we are delighted to be offering not just another fine example ofthe peerlessly beautiful, original-series Lotus Elite, but also perhaps themost special variant of the entire production run – the almost legendary‘big-engined LX’.While Colin Chapman was only ever really interested in building racingcars, he was also anxious that his embryo company should have a firmcommercial foundation upon which to survive and grow. To provide sucha foundation he created the Type 14 Elite as a road-cum-racing GrandTouring Coupe, and it was first announced in 1956 as the immenselyfar-sighted forerunner of a new age of composite-construction,monocoque-chassised performance cars.The cars made their mark in competition from 1959 forward and in 1960this very special version of the futuristic little Coupe was built with onemajor objective in view. It might, with luck, just have been capable ofwinning the Le Mans 24-Hours race, the most prestigious single-raceprize in the world of International motor sport.The engine to be used was a 2-litre Coventry Climax FPF twin-overheadcamshaft unit, a very different proposition from the specially-tailored1216cc Climax FEW 4-cylinder single-came unit with which standardproduction Elites were equipped.The new car combined a huge boost in both power and torque withits tiny frontal area, slippery shape and ultra-lightweight construction topossess immense promise. However, its Le Mans foray was ill-starredfrom the beginning. It had been entered by Lotus Enginering and hadbeen jointly financed by enthusiastic amateur owner-drivers JonathanSieff – scion of the Marks & Spencer retail family – and Michael Taylor.The latter had been prime customer for the first Formula 1 Lotus-Climax18 single-seater which he entered in the 1960 Belgian GP, only to suffera life-threatening crash during practice when the car’s steering failed,pitching him way off circuit at La Carriere corner, ending up deep in theforest, grievously injured and in fact overlooked as rescuers attended toStirling Moss, injured when his 18 had crashed on the opposite side ofthe long circuit.Motor Cars | 71

Next day, the Belgian GP proved even more tragic for Team Lotus aslong-time loyal driver Alan Stacey was struck in the face by a bird, lostcontrol of his Type 18 and died in the ensuing crash near Malmedy. AlanStacey had been entered to co-drive the new LX at Le Mans, sharingthe wheel with Innes Ireland. Alan Stacey had been motor racing mentorto a fellow Essex-based enthusiast, the youthful Sir John Whitmore. Hewas at Le Mans as a reserve driver with the Aston Martin team, but asnews of Stacey’s death was digested he was released by Aston to sharethe Lotus LX with Innes Ireland.However, he found the normally rugged, but always temperamental anddemonstrative, Scot was even more deeply affected and depressed byStacey’s death than he himself. Innes had completed just one practicelap in the new car before its 2-litre engine began to overheat. Innes alsoconsidered that the car was too softly suspended and nose heavy –although its scrutineering weights (712kg overall – distributed 318kgfront/394kg rear) indicated that if anything it was actually tail-heavy.Post-practice it was found that one rear tyre was under-pressure, butInnes Ireland’s confidence had been sorely tested and proved wanting.Later, when Sir John drove the car with its tyres properly pressured hewas impressed by its potential – but his enthusiasm could not raise thecloud which had settled over the Lotus Le Mans team...and it then greweven darker.Jonathan Sieff was practicing in his own 1216cc Lotus Elite when thecar left the road at very high speed on the Mulsanne Straight and slicedin two against a trackside electricity pylon. The driver was very badlyinjured and while he lay in jeopardy in an intensive-care hospital bed,Innes Ireland abruptly decided he wanted no part of Le Mans that year.He borrowed Sir John Whitmore’s minivan – bought because they werefree of purchase tax in the UK and provided standard Mini performanceand cornering for just £395 – and set off for the ferry home. Without aco-driver the Lotus LX entry at Le Mans had to be cancelled and thecar that Colin Chapman really considered a true challenger for majorsuccess there would not start the Grand Prix d’Endurance.72 | Goodwood festival of speed

After some 2½ days of painstaking examination, Mr Hickman confirmed“with 100% certainty” that the bodyshell is that of “the original Le Mans2.0-litre Elite”.A complete ground-up restoration to its original specification wasthen undertaken by leading specialist Kelvin Jones, representing asix-figure Sterling investment. The re-completed car with 1964cctwin-cam Climax FPF engine, developing some 176bhp at 6,500rpm,has been track-tested satisfactorily on three different circuits. Itis self-evidently today a 2-litre Grand Touring car of prodigiouslycompetitive Historic racing potential.Offered with a comprehensive history file, including the restorationinvoices, aforementioned letter from Ron Hickman, an additionalauthentication letter from Team Elite’s Team Manager Cyril Embrey, acopy of the Le Mans entry form for the LX, various letters from previousowners, copies of the original 1960 Le Mans Official Programmewith 1960 Le Mans Regulations booklet and Team Elite’s Carnet dePassages for the LX.The Lotus Elite ProjectColin Chapman’s Lotus Elite concept – developed in conjunction withhis friend, Lotus owner and accountant Peter Kirwan-Taylor- emergedas a moulded glassfibre monocoque chassis/body unit comprisingthree major mouldings. At the rear a triangular box section providedattachment points for the final drive and rear suspension. The centerlinetransmission tunnel, sills and roof panel all contributed to the bodyshell’sstructural integrity while virtually the only structural-steel item within thestructure was a hoop uniting the roof, scuttle and sills. A sheet steelframe provided front suspension pick-ups while a steel section beneaththe windscreen supported the steering column, instrument panel andhandbrake base.While its structural concept was breathtakingly futuristic by thestandards of the mid-1950s, the finished Elite’s exquisitely proportionedstyling is credited to Peter Kirwan-Taylor. Aerodynamicist Frank Costinis said to have advised upon the finished shape, most particularlyregarding the cut-off ‘Kamm effect’ tail which contributed to the sleeklittle Coupe’s remarkably low drag coefficient of only 0.29.3W.A Bickerton-Jones with the LX, Burton-on-Trent, 1963-644Rob Cochran with the LX, Tetbury, 1964-675Sir John Whitmore reunited with the LX at Goodwoodfor Octane’s feature by Tony Dron, June issue, 20143 474 | Goodwood festival of speed

While Colin Chapman was happy that he had achieved highlyacceptable standards of accessibility and accommodation with thefinished bodyshell, he was disturbed to find so few proprietary enginescapable of endowing the finished car with the road-racing performancehe also required. Eventually he was able to prevail upon Leonard Lee,head of the Coventry Climax engine company, to enlarge the basic4-cylinder single overhead-camshaft FWA engine by combining theblock and cylinder bore of the FWB with the shorter-stroke of theFWA to displace 1216cc, thus placing the finished car within the up to1300cc category of International competition.Power output of this Coventry Climax ‘FWE’ – for ‘Elite’ – engine was amodest 75bhp, but in the sleek and lightweight glassfibre monocoquecar it was capable of prodigious race-winning performances withinits category.The original intention had been to enter a standard LotusElite in the 1957 Le Mans 24-Hour race, but in fact the first runningprototype was not available until the Geneva Salon of March, 1958.All glassfibre work to produce the original bodyshells was subcontractedby Lotus to external suppliers, the Bristol AeroplaneCompany eventually being commissioned to manufacture at the rateof 15-20 per week. Despite Colin Chapman’s reputation-coveringprotestations that he had only ever intended the new Elite to be aroad car, it was inevitable that Lotus aficionados would quickly beginto race them.Private owner Ian Walker won at Silverstone in the May meeting of 1958and when the youthful Jim Clark drove one against Colin Chapman inanother at Boxing Day Brands Hatch the engineer recognized latentpotential in the young Scottish sheep farmer...The 1959 Le Mans 24-Hour race saw Peter Lumsden/Peter Riley finisheighth overall and wining their class – with Jim Clark/Sir John Whitmore10th in another Elite - while in 1960 a pair of Elites co-driven by RogerMasson/Claude Laurent and John Wagstaff/Tony Marsh placed 1-2 inthe 1300cc category and 1-2 in the lucrative Index of Thermal Efficiencycompetition. In fact Lotus Elites won their class at Le Mans for thefollowing four years.A Series 2 model was developed with revised rear suspension mountingand improved suspension geometry and at the 1960 London MotorShow an Elite Special Equipment variant was launched with enhancedengine breathing, and some 83bhp. Continuing engine development ofthe Climax FWE finally saw it offering as much as 105bhp in showroomorder. Better headlamps, a heavy-duty battery – even a heater asstandard (!) – were also introduced as the ever-beautiful Lotus Elite ranon through its production life into 1963, when it was finally replaced bythe more economical-to-produce separate-chassis Lotus Elan.Today the revolutionary Lotus Elite is rightly revered as an innovativelandmark design in the finest Lotus tradition, immensely desirable, andan asset to the collection of any true Grand Touring car connoisseur. Inthe case of this unique 2-litre twin-cam engined LX, here indeed is a carwhich far transcends the ‘ordinary’ bounds of enthusiasm for the Lotusmarque alone...Should the vehicle remain in the EU, local import taxes of 5% will beapplied to the hammer price.£80,000 - 120,000€99,000 - 150,0005Motor Cars | 75

The Motor Car Collection of the late Graham Galliers - Part II306The ex-Jim Clark 1966 Guards Trophy race,Peter Westbury, Mac Daghorn1966 Felday-BRM 4 Group 7Sports-Racing Prototype1,2,3 and 4Jim Clark in the Felday-BRM 4 during hisfamous outing in the car, Brands Hatch, 1966© Ted WalkerSic transit Gloria – ‘thus passes glory’ or ‘worldly glory is but fleeting’– is a phrase very seldom used in any auction description. But here wefeel it is entirely apt. It applies emphatically to the neglected conditionof what should be – as we hope perceptively connoisseurial bidderswill recognize – the still saveable remains of a uniquely significantsports-racing car once driven Internationally by none other than thelegendary, double-Formula 1 World Champion Driver, Jim Clark.The Scots genius was always a curious-minded, inquisitive racingdriver – always eager to pit his instinctive talents against a challengewhich was different, new, exotic and in this case immenselysophisticated. This Felday 4 had been built by former RAC BritishHill-Climb Champion turned most capable circuit-racing driver, PeterWestbury. He had previously won the British title in the ex-StirlingMoss front-engined 4-wheel-drive Ferguson-Climax P99, and hadbeen immensely impressed by the Ferguson Formula all-wheel drivesystem. Consequently he had set out with Harry Ferguson ResearchLtd’s enthusiastic support, to adapt such a system to modern sportsprototypecompetition.He had established his Felday Engineering business in his homevillage of Holmbury St Mary – old name ‘Felday’ – in the Surrey hillsbetween Guildford and Dorking. In 1963 he had won the Hill-ClimbChampionship in his self-built Felday-Daimler 1 single-seater, and afterclinching the British title he was loaned the Ferguson-Climax P99 todemonstrate at the Wiscombe Park hill-climb.While building a projected Felday 2 for the sports car EuropeanMountain Championship, Westbury was loaned the P99 for theopening rounds of the 1964 RAC British Hill-climb Championship.Before Felday 2 got very far, an 1880cc BRM V8 engine was acquiredand another spaceframe two-seater sports car project began, theFelday 3. However, its completion was shelved as the P99 clinchedPeter Westbury’s second consecutive British Championship title.Still determined, in the Autumn of 1964, to contest some EuropeanMountain Championship events, the shelved Felday 3’s BRM V8engine was installed instead in a Lotus 23B chassis, while FeldayEngineering moved into larger premises - at Forest Green.Still eager to succeed in Europe, Peter Westbury embarked upon theFelday 4 – the innovative car whose remains are now offered here.He produced a sheet-steel ‘monocoque’ backbone structure for his‘Mark 4’ with the BRM V8 engine turned about-face at the rear, clutchat the front. Ferguson FF transmission then drove to all four wheels.The chassis structure was displayed bare at the January, 1965,London Racing Car Show, but progress remained slow while BRMloaned its P67 4WD single-seater to Peter for occasional hill-climb use.The Felday-BRM 4 finally made its racing debut in the Boxing DayBrands Hatch meeting. An occasional race programme was thenpursued with the 2-litre 4WD car, Westbury and team-mate MacDaghorn – who had been working at Felday Engineering for sometime - both shining at club level.176 | Goodwood festival of speed

Denis Jenkinson of ‘Motor Sport’ magazine was a great fan of theprogramme, and he reported how for the new marque’s Internationaldebut in the August Bank Holiday Monday Guards Trophy race atBrands Hatch, Mac Daghorn was to drive the brand-new Felday-Ford5 ‘big banger’ – see Lot 407 – while “…Felday 4 was driven by noneother than Jim Clark. Among the many reasons that led up to Clarkdriving the Felday 4 was the fact that Colin Chapman…” - head ofClark’s Lotus Formula 1 team – “…had been showing an interest in theFerguson 4WD mechanism, and thought his number-one driver shouldget some practical experience…”.During practice Jim Clark very quickly got the hang of 4-wheeldrivemotoring, lapping just 1sec outside Denny Hulme’s classrecord. However, before Saturday’s session an electrical short-circuitprevented the car starting. Rgardless, Jimmy was fastest of the 2-litrecontenders, starting on row four alongside Denny Hulme in Sid Taylor’sLola-Chevrolet T70 Spyder.The Grand Prix circuit’s surface was greasy, and Jim Clark exploitedthe Felday’s 4-wheel-drive system to the full to win Heat One’s 2-litreclass, eighth overall behind four Lola T70s and three McLarens.Rain began after five laps of Heat Two, flooding triggering red flags threelaps later. After a long delay it was decided to re-run the Heat over 20laps instead of the original 30. Sadly for Felday, Clark’s BRM engine diedon the grid, a push-start incurring a one-minute penalty. The car thenbegan to smoke, and was black-flagged. Clark still qualified as a finisher,fourth 2-litre class while sharing the class fastest lap.With the demise of major-league sports car racing in the UK at the endof that year, the sports-racing Feldays were all dressed-up but withnowhere to go. This ex-Clark ‘4’ was campaigned by hill-climber JohnMcCartney in 1967-70, then advertised during October 1970.The information file compiled by late owner Graham Galliers includesnotes suggesting that the BRM engine and Ferguson FF 4WDtransmission system both passed to hill-climbing BRM P67 ownerDavid Good in 1971. By that April the car was being advertised by‘Low Cost Racing of Farnham’ as an engineless rolling chassis. Theadvertisement trail dries up after October 1971.We understand that the car was converted by Tammy Aberg (ex-Dennis Poore equipe) and John Head of Rosary Garage, Bramshaw,installing a Rover V8 engine and Hewland rear-drive transmission forautocross exponent Ken Piper. The resultant special enjoyed somesuccess in his experienced hands, while the car’s long-discarded FF4WD transmission seems to have been last heard of with an Americanmechanic named Rob Thurman who had been with Mike Spencein the late 1960s. According to his then colleague Bob Dove, MrThurman had all of the Felday 4’s transmission parts in the living roomof his London house in 1971. He is assumed to have taken the systemwith him when he returned to the US soon after…Another lead part followed-up by Graham Galliers involved MalcolmAngood who had been David Good’s mechanic when he ran the 4WDBRM P67 and who reputedly “had a complete spare transmission forthat car under his bench”. There remains the possibility that the Felday4’s FF system may yet be retrievable, or at least re-sourceable…The badly deteriorated remains of this fascinating – and significant– sports-racing prototype (including cut-down bodywork of ‘beachbuggy appearance’) were retrieved from contemporary intermediateowner David Kendall in the West Country by leading restoration andpreparation specialists Hall & Hall in 2005, and were then acquired –complete with Rover V8 engine and Hewland gearbox - by GrahamGalliers in 2006.For a new owner with the compassion, the heart and the wherewithalto rescue this iconic 4-wheel-drive sports-racing prototype, posteritywill plainly be indebted – while this once-sophisticated ex-Jim Clarkcontender could in future years provide an immense ‘up-side’.We at Bonhams recall the car most vividly from that Brands Hatchinternational race meeting 47 years ago, flickering around the GrandPrix circuit at jaw-dropping pace, driven by that familiar little figure inthe dark-blue crash helmet with his trademark white peak…Jim Clark,no less… Offered without reserve and sold strictly as viewed.£5,000 - 7,000€6,200 - 8,600No Reserve234Motor Cars | 77

307The ex-Mac Daghorn, Brands Hatch Guards Trophy race1966 Felday 5 Group 7 Sports-Racing PrototypeChassis no. 50011,2 and 3Peter Westbury testing the Felday 5, BrandsHatch, 1966© Ted WalkerPeter Westbury’s Felday Developments company at Holmbury-StMary near Dorking in the Surrey hills built this technology-provingspaceframe-chassised sports-racing car for Group 7 ‘big-banger’racing in the 1966 season.While the company’s smaller sister car, the backbone-chassisedFelday 4 with 2-litre BRM V8 engine and ground-breaking newFerguson Formula 4-wheel drive transmission, had won at clubracing level driven by both Peter Westbury and his Channel islanderteam-mate Mac Daghorn, it would achieve undying fame bybecoming the car loaned to double-Formula 1 World Championdriver Jim Clark for the major Guards Trophy race which headlinedthe annual August Bank Holiday Monday meeting at Brands Hatch.While the brilliant Scotsman would explore the Felday-BRM 4’spotential within the Guards Trophy’s 2-litre category, the spaceframe‘big-sister’ Felday-Ford 5 was prepared simultaneously to make itsracing debut that day, driven by Mac Daghorn.The new car had first turned a wheel during an unofficial test session atthe Kentish circuit on the preceding Thursday. Its spaceframe chassisstructure had been designed by engineer Mike Hillman and weldedupfrom large-diameter round and rectangular-section steel tubing.Externally the Felday 5 looked very similar to the Felday 4 with its noseand tail body sections and drop-down doors each side in mouldedglass-fibre. Aluminium sill sections on each side accommodated25-gallon fuel tanks. Felday-designed cast-magnesium wheels werefitted, with 15-inch x 10-inch wide same-size rims front and rear. Inthe light of test experience that day 12.10 x 15 Firestone rear tyreswere adopted, with 9.20 x 15s at the front. A simple carburettor intakescoop was also added to the car’s rear deck.In its original Guards Trophy form the car was powered by a Holman& Moody-prepared 7-litre Ford V8 engine, converted by Felday todry-sump lubrication, and rigidly mounted to help stiffen the car’srear bay. Mike Hillman’s all-independent suspension system was fullyadjustable for camber, castor and toe-in.78 | Goodwood festival of speed

The original Ferguson 4-wheel drive system was Harry FergusonResearch Ltd’s P121 system, co-manufactured with Valerio Colotti’sGSD works in Modena, Italy. A single transmission aggregatemounted behind the Ford V8 engine comprised gearbox and controlunit, and provided four forward gars plus reverse. With a lesspowerful engine than the 510bhp, 475lbs/ft torque H&M Ford unit,five speeds would have been built into the same FF P121 casing.Torque-split was approximately 33-67 per cent fornt/rear. A threepieceprop-shaft powered the front wheels and both front and rearhalf-shafts used constant-velocity Rzeppa-pattern universal joints ateach end.Girling CR caliper disc brakes were featured inboard on the halfshaftsboth front and rear, 13 ½-inches diameter front and 11-inch rears. Peter Westbury told the press that entries were beingconsidered in the forthcoming CanAm Challenge Cup race series inthe US and Canada “if a sponsor can be found”.Unfortunately, the search proved fruitless and Daghorn retired thecar from its Guards Trophy debut with brake problems. The carwas described in a brief photo feature in the British monthly ‘MotorRacing’ magazine – issue date October 1966 –but with the Group7 sports-racing car category being abandoned for 1967-68, thiscomplex projectile was all dressed up – with nowhere to go.Hill-climb Champion Peter Westbury then sold the car to fellow hillclimberJohn McCartney although there seems to be no record on fileof him actually using it in competition. It then passed to omnipresentdealer J.A. Pearce in Southall, Middlesex,From whom c. 1972 it passed as a rolling chassis only – without4WD transmission system - to enthusiast Maurice Starbuck ofSheffield. He bought March 701 wheels for it from the Bicesterfactory and supposedly the aluminium body from the sister 2-litreFelday 4 from McCartney although this seems unlikely given theapparent size difference between the two cars.We understand that Maurice Starbuck then fitted the car witha Chrysler Hemi V8 engine and a Ford GT40/Lotus 30-type ZFtransaxle gearbox before campaigning the car briefly in the early1970s. He subsequently stored it for many years until Shropshirebuilder and racing enthusiast Graham Galliers bought it for his owngrowing collection of exotic and unusual competition cars c. 2008.We are told that Felday 5’s 4WD system passed to Peter Westbury’seventual successor as RAC British Hill-climb Champion DavidHepworth who used it with immense success in his Guyson-Sandblaster Special hill-climb car.This most unusual might-have-been is offered here as viewedand at No Reserve. With its 1966 Guards Trophy racing debut ithas International motor racing history, and its potential as a verysophisticated and massively tractable ‘big-banger’ sports-racingproposition remains self-evident.£15,000 - 20,000€19,000 - 25,000No Reserve123Motor Cars | 79

3081938 ALTA SUPERCHARGEDSPORTS TWO-SEATERRegistration no. GPL 3Chassis no. 66SEngine no. 66S1Ken Gammon, Crystal Palace, 1938© Ted Walker80 | Goodwood festival of speed

Of all the British sports car manufacturers that emerged in Britain duringthe ‘tween-war years of the 1920s-30s, Geoffrey Taylor’s Alta Car &Engineering Company of Surbiton, Surrey, became renowned as one ofthe most enthusiastic, utterly dedicated to the cause of producing highperformancefun cars for like-minded sporting gentlemen.Geoffrey Taylor was a remarkably hands-on engineer. He had actuallyhand-filed and crafted components for his first Alta engine upon thekitchen table at home.His first car had used an ABC chassis frame butfor his subsequent production models he bought-in frames made forhim by Rubery Owen in the Midlands. His first model used a 1074cc4-cylinder enginedeveloping around 49bhp unsupercharged or 76bhpwith supercharging. He made a choice of 4-speed non-synchromeshor pre-selector gearboxes available on the 13 Alta cars made between1931 and 1935.His later pre-war Alta cars were even more select, with ony six believedto have been made from 1935-39. They were equipped with 1496ccor 1961cc engines, featuring aluminium cylinder blocks, hemisphericalcombustion-chamber heads and chain-driven twin-overhead camshaftengines, in place of the shaft-drive system featured in the earlier units.With supercharger, these Alta engines were rated at 180bhp, giving atop speed approaching 120mph.This made the Alta one of the fastest pre-war sports cars and certainlyone of the fastest in the 2-litre class. In postwar years Geoffrey Taylorconcentrated upon single-seater racing car production, aspiring to bothFormula 1 and 2 level, before concentrating upon engine production forsupply to such emergent new marques as Cooper and Connaught.1Motor Cars | 81

This supercharged car was built new in 1938 for Ken Gammon who ranit competitively in such events as the Lewes hill-climb in Sussex and onthe parkland Crystal Palace circuit in south London. In 1939 it was soldto one of the Swan family of Swan Hunter &Wigham Richardson shipbuildingfame, who retained ownership throughout the war years beforeeventually selling the car on to John Brown in 1954.John Brown then raced the car in Border region club events, withsome success. Subsequently the car passed through a succession ofownerships, including J. Grice (1961), P. Bevis (1961), Voiche Mushek in1962 who took the car to the United States, Carleton Coolidge (1971)and by 1978 it was back in the UK with dealer Dan Margulies, whoraced it at the Nurburgring in 1980. He then found a customer for it inAustralia, where the Alta appeared in the hands of J.C.T. Hewison (1981)and M. Sutcliffe (1983).In 1985 a full rebuild was undertaken by Australian long term Altaowners and engineers Graham Lowe (mechanicals) and Mike Bishop(body). Mr Sutcliffe retained the car until 2000 when it was acquired byprominent British collector John Ruston. By this point the restorationwas nearly complete and John Ruston entrusted respected pre Warspecialist Ian Polson with its completion. He then used the car forseveral more years, the car proving competitive in a variety of preWar events, before selling it to Pierre Honneger in 2002 who used itfrequently with some success.Graham Galliers finally acquired the car from Pierre Honneger in 2004and enjoyed a successful series of hill-climb and sprint outings in it, hisexploits including the current class record at Shelsley Walsh hill-climb,an accolade which in period in the late-1930s would have been atremendous feather in Alta Engineering’s corporate cap...2John Grice, Prescott, 1961© Ted Walker282 | Goodwood festival of speed

The car has always been most scrupulously maintained in GrahamGalliers’ ownership with many invoices being available for inspectionon file from leading marque specialist Spencer Longland for workcompleted in the last few years, totaling nearly £9,000.It is offered here now complete with a spare new crankcase for the4-cylinder engine, while the installed power unit has recently receivedattention to the top end by Spencer Longland. It is scheduled to bedyno-tested and presented in first class order by the time of this Sale.In 2007 Mr Galliers also had the car’s pre-selector gearbox rebuilt andupgraded by leading specialist Cecil Schumacher at a cost of £7,238.The sports Alta’s light weight and punchy blown 2-litre engine makethem ideally suited to contemporary historic sprint type races and hillclimbing.Making a well driven example a contender for top honoursin pre War sports car competition against the most exalted of itscontemporaries.As offered here this fine and very well-known superchargd Alta Sportsis accompanied by a documentation file and has old-style FIA papersdated 2000.£180,000 - 220,000€220,000 - 270,000Motor Cars | 83

3091936 Delahaye 3.6-Litre Type 135S Replica SportsRegistration no. 945 XUEChassis no. 47191 (see text)Engine no. 47191 (see text)84 | Goodwood festival of speed

Based initially at Tours and from 1906 in Paris, Delahaye built its firstautomobile in 1894 and soon diversified into commercial vehiclemanufacture. As one of the oldest French marques Delahaye enjoyedan excellent reputation for quality, but by the Salon of 1932 its carswere not selling well and had an “old fashioned” image.The Delahaye management instructed their recently appointed chiefengineer, Jean François, to design a range of cars for the 1933 ParisSalon incorporating the latest technical features. The new cars werethe 2.1-litre, four-cylinder Type 134 of 112” wheelbase and a 3.2litre six cylinder type 135 of 124” wheelbase. These were the firstDelahayes with independent front suspension, which was mountedon a new chassis of welded construction incorporating box-sectionside members with cross members, central tube and floorpanproviding excellent torsional rigidity. The Type 134 engine shared its107mm stroke with the 3.2 litre six which, although designed for caruse, had first appeared in a Delahaye commercial vehicle. Equippedwith triple Solex carburettors, the 3.2-litre, six-cylinder, overheadvalveunit produced 113bhp.To promote the new image Delahaye started a competition programcompeting in major rallies with special cars using the six cylinderengine in the four cylinder chassis and breaking records at Montlhery,where a monoplace saloon broke all international class records up to10,000 kilometresFor 1936 the formula for Grands Prix in France was for sports carsand with the backing of millionairess Lucy Schell Delahaye decidedto compete strongly at the highest level and Francois designed apurpose built sports racing car. A new shorter and lower chassis wasused with a narrowed and lightened rear axle with stronger flangedaxle shafts, special steel brake drums lightened crankshaft andcylinder block and a new cylinder head and camshaft which changedthe order of the ports. Triple Solex 44HD racing carburetters wereused and the exhaust manifold was fabricated with six branches. Thesteering box and column were lightened and given a higher ratio. The4 speed gearbox featured an attractive remote control. They werebodied in lightweight alloy and not only were very functional but alsograceful, aerodynamic and reliable.It is believed that only 14 short-wheelbase Delahaye 135 Specialeswere built, of which fewer than ten remain today.With 160bhp and an all up weight of 18cwt, the new 3.6-litre Type135S was soon making a name for itself, taking 2nd, 3rd, 4th and5th places in the 1936 French Grand Prix and winning the MonteCarlo Rally in 1937 and Le Mans 24-Hour Race outright in 1938.Prince Bira won the 1938 Donington 12-Hour Sports Car Race inPrince Chula’s example and the same car owned by Rob Walkerwon the Brooklands’ ‘fastest road car in England’ race againstformidable opposition.A 3.2-litre Type 135 finished 5th at Le Mans in 1935 but for otherevents with looser regulations Delahaye had used a non standard84mm bore engine of 3.6 litres and for 1936 it became available onproduction cars. Cars fitted with the 3.6 litre engine were thenceforthknown as “Competition” Delahayes.Motor Cars | 85

186 | Goodwood festival of speed

This Delahaye 135S replica was constructed over many years bymarque specialist Ian Polson contemporaneously with his long termand painstaking rebuild of chassis number ‘47190’, an original 135Snow in the Mullin Automotive Museum in Los Angeles. The chassishas been given the number ‘47191’, the identity of an original135S that no longer exists, but makes no claim to be that car. Allcomponents are correct Delahaye, converted in much the same wayas the works did in period, with a proper Delahaye racing cylinderhead (purchased from Rob Walker), correct racing Solex carburettors(remanufactured), racing water pump, etc. During Graham’sownership Hartford friction dampers were substituted for the correctRaxef units, these are offered with the lot.The interior trim was done by John Foy, acknowledged as one ofthe best coach trimmers in the country. The Delahaye had beenpurchased in 2003 as a project for circa £40,000 (£25,000 plusan Austin-Healey 100 valued at £15,000). Work commencedimmediately and was completed circa 2006 at a total cost of around£250,000. Restoration invoices and photographs are on file and thecar also comes with current HTP FIA papers and a V5C registrationdocument.Following the car’s completion, Graham found that he could notfit in it comfortably; he was unwilling to alter the car’s lines and soused it sparingly.To get the Delahaye sorted, he asked Bonhams MotoringDepartment specialist John Polson to race it for him in VSCC andother pre-war sports car races in 2012. With its few minor teethingtroubles quickly sorted, the car formed part of the winning team inthe VSCC Relay Race at Pembrey in 2012, and elsewhere provedcompetitive with short-chassis 8C Alfas, etc, just as the real thingwas in period but no replica has ever managed.The gearbox is currently being rebuilt, but will be completed by thetime of sale. Delahaye manual gearboxes were notoriously unreliablein racing, with breakages a frequent occurrence in period. This led tomany cars being fitted with Cotals in period or with Hotchkiss/Rileygearboxes in historic racing today. Sure enough, John Polson hadencountered gearbox problems while racing the Galliers Delahaye.Since Graham did not want to depart from original specification,the decision was taken to have stronger gears made and ex Borg-Warner and Cosworth transmission engineer, Cecil Schumacher, wascommissioned to redesign them to withstand the engine’s massivetorque without altering the Delahaye gearbox’s fundamental design.A perfect ‘tool room copy’, ‘945 UXE’ is indistinguishable from thereal thing and undoubtedly a potential winner in any pre-war sportscar race, as well as a fast and exciting road car.£130,000 - 160,000€160,000 - 200,0001John Polson, VSCC Silverstone, 2012Motor Cars | 87

3101934 MG Magnette ND/NE Racing SpecialRegistration no. ABY 253Chassis no. NA 0512Engine no. 771AN‘It is not surprising that with the makers’ knowledge of racing... itshould be capable of giving as high a speed as 80mph. What comesas a revelation is the ease with which on Brooklands that speed isreached and held. The rev needle hovering between the 5,000 and5,500 marks, the whole mechanism feeling as one, and with nosense of adventure attached to such speeds.’ – ‘The Autocar’ on theN-type Magnette.Small-capacity six-cylinder cars were much in vogue in the early 1930sand MG had duly climbed aboard the bandwagon in 1931 with launchof the Magna ‘F’. Maximum output of the Magna’s 1,271cc WolseleyHornet-based overhead-camshaft engine was later raised from amodest 37bhp to a much healthier 47 horsepower. An extensivelyrevised and improved version of this ‘KD’ engine, tuned to produce56bhp, was carried over to the ‘NA’ Magnette of 1934. The chassistoo had come in for revision, being lighter than hitherto, while the bodywas now supported by rubber-mounted outriggers, an arrangementthat gave a more comfortable ride.‘ABY 253’ is one of only 24 ND Magnettes built out of a total of 738N-types (excluding the racing NE). Records held by the MG CarClub’s MMM register show that ‘ABY 253’ was first owned by W EC Watkinson, who was a recognised MG ‘works’ driver and had thefactory fit an NE-specification racing engine, Watkinson is believed tohave raced this car at Brooklands and elsewhere pre War. In the 1960sthe Magnette was owned by long-time MG enthusiast Allan Scott.Allan had acquired the car from the Red Dragon Trials Team, who hadbought it from Watkinson. In an article published in ‘Safety Fast!’ (theMMM newsletter) in June 2002, he recalled: ‘It was a very handsomecar in beautiful condition. It went like a scalded cat and handled like adream. It only had one defect; the rear cross tube had worn throughand a crude bar repair was welded to support the spring tails. In fact,the car was an ND. It had an amazingly high axle ratio. The N chassiswas a revelation. The PA would have to go!’88 | Goodwood festival of speed

Abecassis, Brooklands, 1938 © GPLOnce the car was in the late Graham Gallier’s hands the 2-litre enginewas sold on to the then owner of Alta sports car EJJ 703 (anotherillustrious ex Abecassis Alta) which was where this engine started lifeprior to being fitted to EOY 8. Graham considering it best for the engineto return to its rightful car and embarked on a money no object remanufactureof the single seaters engine. At the same time the cars ENV110 pre-selector gearbox was found to be very tired, Cecil Schumacherthe countries foremost pre-selector specialist was engaged to rebuild it,again a money no object approach was taken and this was rebuilt at acost of £17,000 (bills on file).We understand that the car’s chassis frame had deteriorated beyondsafe further use, and that after Graham acquired the car from formerowner Richard Last in 2004 (at a cost of £105,000) he had the framerebuilt with new main longitudinal sections being united by what arebelieved to be still the original cross members. The original longitudinalsections are offered with the lot.Denis Jenkinson in 1947 described this Alta’s structure as follows: “...the chassis was channel section...and the ends of the frame were joinedby a pair of large-diameter tubes, one above the other, which extendedout to the wheels and carried the suspension units, which consistedof vertical sliders with coil springs above and below controlling themovement, an outstanding feature being that no shock absorbers wererequired. At the rear two sets of sliders were used on either side of thedrive passing between them, from universally-jointed shafts taking thedrive from the differential unit which was bolted to the chassis.“The engine was a 4-cylinder, 69 x 100mm in the case of the 1,496cccars and 79 x 100mm in the 1996cc car. The whole engine was ofaluminium, with steel liners, cast in pairs, sitting in the one-piece blockcum-crankcase.Aluminium-bronze valve seats were screwed into thelight-alloy head and two valves, situated at 68 deg. To one another,were used, with a single sparking plug mounted between them andinclined forward at an angle of 24deg. Two overhead camshafts weredriven by a single roller-chain... A Roots-type supercharger mounted atthe front of the engine and driven at 1 ½ times engine speed, suppliedmixture from an SU carburettor at 22lbs sq/in which with an 8.5:1compression ratio was claimed to give over 200bhp for the 1 ½-litreand 275bhp for the 2-litre, both at 5,800rpm...”The restoration of the car has reached the point of approximately60% completed and was ongoing at the time of Graham’s death, assuch it is sold strictly as viewed. We can report that the engine fittedto the car just before this Sale is freshly built by well-known marqueexpert Derek Chinn at a cost of circa £100,000 and has been testedon respected specialist Chris Connolly’s dyno in Cambridgeshire...producing a lusty 250bhp (power curves on file). Mounted in such acomparatively compact, lightweight and historically better than wellprovensingle-seat chassis, the potentially highly competitive natureof this illustrious icon of British motor racing history is self-evident. Weheartily commend it to the market.£100,000 - 150,000€120,000 - 180,000Motor Cars | 93

312The ex-Jack Pearce, John Hine, Robin Darlington, Jim Moore1965 Kincraft-Ford Formule Libre Racing Single-SeaterChassis no. FL-012-1Engine no. X36Here we offer one of the most successful of all British club racing carsof the late 1960s. From 1965-68, driven by Jack Pearce, John Hine,Robin Darlington and Jim Moore, the Kincraft Formule Libre singleseateraccumulated no fewer than 56 race victories while also breakingthe lap record at many of Britain’s most familiar racing circuits.The Kincraft project was launched by Staffordshire industrialist JackPearce, from Tipton, who in the earlier 1960s raced sports and LibreclassLotuses with considerable success.In 1964 he commissionedLotus designer Len Terry – one of Britain’s most accomplisheddesigners with successful development of the Lotus 25 to hiscredit as well as the earlier Gilby and Terrier competition cars. LenTerry agreed to advise on the project but recommended Lotusdraughtsman Martin Waide to detail the design drawings.He drew upon his experience with the Gilby Formula 1 car of 1961-62 which he had designed before joining Lotus while Martin Waidethen finalized detail design and manufacturing drawings. He thensupervised construction at Pearce’s premises.The spaceframe-chassised car emerged with a rigidly attachedstiffening floor pan. It was powered by a 427 cubic inch Ford ‘289’Cobra V8 engine, driving through a four-speed Hewland LG500gearbox. Jack Pearce drove the Kincraft-Ford in its debut at BrandsHatch on June 20, 1965, finishing third. A week later it won the Scott-Brown memorial Trophy race at Snetterton, but next time out on thepublic road circuit at Dunboyne in Eire, the Leinster Trophy race sawPearce collided with young Scot Adam Wyllie’s Formula 2 Brabham.Wyllie was fatally injured when his car struck a roadside pole. JackPearce was unhurt but his new Kincraft was badly damaged. The carwas rebuilt, and John Hine promptly won the November Cup Librerace in it at Brands Hatch on November 28, 1965.194 | Goodwood festival of speed

Jack Pearce sold the car to David Bridges of Manchester for 1966,who took a 2nd and 3rd place in it before selling it on to Welshfarmer Robin Darlington, who promptly won no fewer than 18 raceswith the increasingly charismatic car – in effect a Formula 5000design before its time. Darlington shone in it at Snetterton, OultonPark, Llandow, Silverstone and Mallory Park. But at Oulton onAugust 20 Darlington crashed, and the Kincraft was returned to JackPearce for repair.Jim Moore, a Thornton heath garage owner, then bought the car onlyto crash it upon his debut at Brands Hatch that November. Fortuneschanged in 1967, as Jim Moore then accumulated no fewer than 20club-level race wins at Brands Hatch, Rufforth, Mallory Park, CastleCombe, Lydden Hill, Snetterton and Silverstone. He also crashedthe car at Mallory Park, repaired the damage before a mid-week testat Brands Hatch and promptly overturned it, breaking his shoulderand collar bone. As ‘Autosport’ reporter Michael Kettlewell wrote:“Undeterred, Moore attempted to race the car four days later, but thepain from his injuries caused him to crash again! The car was off thetrack for three-and-a-half months for repairs...”.1Robin Darlington on route to another victory, Snetterton, 1966© Ted Walker2The Kincraft on pole, Snetterton, 1965© Ted WalkerJim Moore’s brilliantly successful career with the car continuedthrough 1968, winning 18 times at Silverstone, Mallory, Rufforth,Castle Combe, Croft and Snetterton, and adding five lap records,plus the BRSCC Northern Formule Libre Championship. But atthe end of the Thorton Heath garage owner’s career with the carit abruptly disappeared from public view. It was sold reputedly toLiverpool’s John Scott-Davies. It was entered for the first Formula5000 race at Oulton park on Good Friday 1969, by Lord Cross, aveteran Cobra driver. But the Kincraft would not re-emerge until 1971when Max Reinhard drove it in northern club events, recalling he hadfound the car “somewhere in Brighton”. It passed to Ian Stronachwho raced it again on the northern circuits but found it uncompetitiveagainst more modern F5000 and Libre machines.Jack Pearce also built Kincraft trials cars, and a CanAm-style sportscar under the same name, but this Libre single-seater remained hismost prominent and successful product. It was owned for many yearsby Trevor Needham before passing to dealer Roger Cowman, fromwhom it was purchased by Graham Galliers c. 2003. A set of originaldrawings were then acquired from Jack Pearce and as offered herethe car has been almost completely rebuilt and restored, by respectedspecialist Hardy Hall at a cost of circa £50,000 (bills on file). Its engineis understood to have been rebuilt by DWR Racing in 1999 at a costexceeding £3,000 and the LG 500 gearbox by Tony Wilson of LongEaton. We recommend the closest inspection of this fascinating andextremely successful single-seater – the quintessential British clubracing star car of the mid-to-late 1960s.£30,000 - 50,000€37,000 - 62,000End of Collection313No Lot2Motor Cars | 95

314The ex-Dick Watney, Lagonda Motors1939 Lagonda V12 SaloonRegistration no. GVU 675Chassis no. 14105Engine no. 48‘In making an evaluation of the better British cars, the LagondaV12 certainly must be considered an excellent design and one thatcontributed to raising the state of the art - not forgetting, of course,that it probably should be considered W O Bentley’s masterpiece.’ -Road & Track, October 1978.A quite remarkable piece of automotive engineering, the W O BentleydesignedLagonda V12 was one of the outstanding British models ofits day and one of the exclusive handful of 1930s road cars that couldexceed 100mph in standard tune. Not only that, but the magnificent,4.5-litre, V12 engine produced sufficient torque to endow the car witha walking-pace-to-maximum capability in top gear.For Lagonda, the year 1935 had brought with it bankruptcy andrescue, its benefactor being a young solicitor named Alan Good.Good reorganised the company and recruited W O Bentley, by thendisillusioned with life at Rolls-Royce, which had acquired Bentley in1931. Bentley succeeded in refining the muscular, Meadows-enginedLagondas while working on a vastly more-advanced design thatmany consider the great man’s finest.First seen in 1936, the Lagonda V12 did not commence deliveriesuntil 1938 and only 189 had been built before the coming of WW2ended production. The advanced chassis employed doublewishboneindependent front suspension and was available with avaried choice of coachwork, including limousine. Frank Feeley, stylistof Aston Martin’s post-war ‘DB’ cars, was responsible for the elegantfactory bodywork. As usual, the short-chassis Rapide roadsterprovided even more performance.96 | Goodwood festival of speed

The V12’s announcement demonstrated that the revitalised companywas very much back in business, an impression Lagonda’s decisionto enter the 1939 Le Mans 24-Hour Race can only have enhanced.The marque already possessed a creditable Le Mans record, a shortchassis4½-Litre driven by John Hindmarsh and Luis Fontes havingwon the endurance classic outright in 1935.In October 1938 a Lagonda V12 saloon driven by Earl Howe hadcovered 101.5 miles at Brooklands in a single hour, despite having tostop to change a burst tyre, and this together with other high-speedtests, during which the car had shown complete reliability, indicatedthat it would be a highly suitable candidate for reviving Britishprestige at Le Mans. Accordingly, it was decided to enter a two-carteam in 1939 with the aim of securing valuable data, and then tomount a full-strength challenge the following year. In the race the twostreamlined two-seater Lagondas fared better than expected, MessrsBrackenbury and Dobson finishing in third place with Lords Selsdonand Waleran fourth. Had a less conservative race strategy beenemployed, then either might have won.The factory-bodied Lagonda V12 saloon offered here was originallybuilt for the then managing director of Lagonda Motors, Richard ‘Dick’Watney, and delivered to him on 24th October 1939, shortly after theoutbreak of WW2. Mr Watney left for Australia immediately after thewar and the Lagonda was then rebuilt by the factory and sold as anew car to one F C Price of London NW1 on 27th June 1946. Mr Priceregistered it in Manchester on 15th May 1947 as ‘GVU 675’.The accompanying Lagonda Club letter from its Hon Registrar,Arnold Davey, lists the following subsequent owners in factory andClub records: Major R de C Vigors of Chester (1948), R L Steynorof Ledbury (circa 1950), Les Buckton of Morton Bagot (May 1970)and David Dunn of Monkstown, Dublin (circa 1975). The Lagondasubsequently went to Australia where it was owned by MarcelSeroussi of Prahran and later Armadale, Victoria, and in August 2005was recorded as owned by Advocate J P Labesse of St Lawrence,Jersey, Channel Islands. The car next changed hands in June 2013,apparently to another member of the Labesse family. Now reunitedwith its old UK registration, ‘GVU 675’ is described by the vendor asin generally good condition, its engine running very smoothly. The caris offered with aforementioned correspondence, MoT to September2014 and V5C registration document.£80,000 - 100,000€98,000 - 120,000Motor Cars | 97

315Same ownership for 54 years,from the Michael Banfield Collection1927 Bentley 3/4½-litre Open TourerRegistration no. WN 204Chassis no. LM1341Engine no. XF350298 | Goodwood festival of speed

Few owners can have shown such loyalty to a car as the late MichaelBanfield, who bought this 3/4½-litre Bentley in 1959 when he was just23 and kept it for the rest of his life – a total of 54 years in the sameownership. It was also the very first vehicle in his collection, whichat his death in 2013 totalled some 60 veteran and vintage cars andcommercial vehicles. The Bentley also established the high standard offinish which characterised the vehicles in the Banfield Collection.The much-prized 3/4½-litre conversion, which combines the bestelements from both models, had its origins in “W.O.” days with aselect group – just nine – 4½-litre “Shorties” built on the 9ft 9½ inchwheelbase (rather than the standard 10ft 10in chassis of the remaining656 4½-litre cars) for some very discerning customers. These includedCaptain Kevill Davis (whose car would later be owned by KestonPelmore, founding father of the Bentley Drivers Club), E.R. Foden(whose yearning for the “bloody thump” of the 3-litre had inspired thecreation of the 4½-litre) and sporting motor dealer Drysdale Kilburn,best known as an exponent of the 30-98 Vauxhall.These “Shorties” proved to be wonderfully swift and agile, and thispotent formula was taken up by W.O. Bentley’s brother Horace in the1930s. His company, H.M. Bentley & Partners, specialised in rebuildingtired second-hand 3-litre and 4½-litre cars, and in the years precedingWorld war two he created a limited number of what were referred to as“hybrid Bentleys”, one of which was owned by J.G. Fry, builder of theFreikaiserwagen “Shelsley Special” hill-climber.Writing in 1943, Joe Fry extolled the virtues of his “Bentley with aDifference”: “Recipe: take a good 3-litre Red Label Bentley chassis,mix in a good 4½-litre engine... add a light two-seater body withaccessories to taste. The result is a motor car which, while stillpossessing a good vintage flavour, possesses a performance equalledby few other machines, even of the most modern and expensive type.”Postwar, enthusiastic Bentley owners began to follow the 3/4½-litrepath to enhanced performance, among them Thomas OliverDonaldson Craig, the managing director of a plating works inTeddington, Middlesex, who acquired WN 204 in 1954 from RonaldClement Smith of Hove, Sussex. The car was then a standard 3-litreSpeed Model with the desirable C-type gearbox, which had been soldin July 1927 to one D.D. Williams; it was originally fitted with engineLM1350 and a maroon two-seater Vanden Plas body (No 1311), whichhad been ordered in September 1926.Mr Craig kept the car in standard form for a couple of years, then inMay 1957 he bought a 4½-litre engine from fellow Bentley Drivers Clubmember C.M. Carpenter of Birkenhead. Mr Carpenter declared thatthe engine, XF3503, which had come from 4½-litre Maythorn saloonXF3502, had only done 30,000 miles from new; it was also completelydismantled. This engine was, said Mr Craig, in perfect condition andwas duly reassembled without any further work being carried out,apart from the fitting of two new magnetos. The 3-litre engine originallyinstalled in LM 1341 was apparently transferred to chassis 914.Motor Cars | 99

The four-seat body dating from 1949 that was then on LM 1341 wasscrapped and replaced with a four-seat Vanden Plas body shortenedto fit the 9ft 9½in Speed Model chassis; a fold-flat windscreen andtwin aeroscreens were added, as was a new silencer, battery andtyres. A rebuilt and re-chromed 4½-litre radiator replaced the 3-litreunit in order to cope with the increased cooling requirements ofthe more powerful engine, the car was rewired and the twin SUcarburettors overhauled.Observed Mr Craig, all that work resulted in the Bentley beinglittle used during 1957 and August 1959, when it was acquired byRichard Rice of Surbiton, Surrey. He kept the car for only a matterof weeks before selling it to the well-known London Rolls-Royceand Bentley dealer Simmons of Rex Place, Park Lane, Mayfair, fromwhom Michael Banfield bought the car for £475 in October 1959.Despite Mr Craig’s assertion that the car was in perfect mechanicalorder when he sold it, during the 1960s Michael Banfield had theBentley thoroughly overhauled by marque specialists Hoffman& Burton, and a considerable amount of rectification work wascarried out, with particular attention to brakes and clutch. Thecorrespondence in the file – which includes a buff log book – gives afascinating insight into the cost of specialist work in the 1960s, whenthe hourly labour rate for a skilled machinist was just 27s 6d (£1.38p)!The history file with the car includes instruction books for 5 litreand 4½-litre Bentley, various receipts, V5 and copy of the savingsbook that Michael Banfield withdrew his cash from to purchasethe car in 1959!A much-loved and nicely mellowed Bentley, this ideal combinationof the sought-after agile Speed Model chassis with the power andtorque of the 4½-litre engine constitutes the perfect formula forenjoyable Bentley motoring!£220,000 - 280,000€270,000 - 350,0001Michael Banfield leads ‘WN 204’ to 1st in the Vintage Class,Pirrie Hall Fête, Pirrie Hall, Brook, Surrey, 11th June, 1962100 | Goodwood festival of speed

1Motor Cars | 101

3161959 Aston Martin DBR4/250 Formula 1 Monoposto Re-creationEngine no. RB6/2501Goodwood Revival, 2007 © Jim Houlgrave102 | Goodwood festival of speed

It is familiar history today how the Aston Martin works team’sultimately World Championship-winning exploits in sports carendurance racing during the late 1950s also inspired in team patronDavid Brown the ambition to enter Formula 1, and to attack theDrivers’ - and newly introduced Constructors’ - World Championshipcompetitions in parallel.After a single-seat open-wheeled Formule Libre prototype car hadbeen constructed and campaigned in New Zealand by Aston Martin’shighly respected team leader, Reg Parnell, a serious Formula 1programme was initiated although financial and technical restraintswould see the pace of its progress being governed by the sportsracingDBR1/300 schedule that the Feltham racing department hadto pursue at the same time.Design of the Feltham racing department’s new Formula 1 carwas developed during 1957-58, following the classical Grand Prixconfiguration of a front-mounted engine driving a rear-mountedgearbox-cum-final-drive assembly. In this it was absolutely in line withperhaps the quintessential front-engined Grand Prix car design of the1950s: the Maserati 250F. Except that here would be a Formula 1 carbuilt to the painstaking standards of Aston Martin Lagonda Ltd.The chassis structure chosen by the Aston design team was avery lightweight, fine-gauge tubular steel spaceframe, to be clad intypically handsome thin-gauge aluminium bodywork. Power wasprovided by a 2½-litre version of the marque’s highly successful3.0-litre six-cylinder twin-overhead-camshaft racing engine, and itdrove via an exposed propeller shaft to the DBR1-type transaxle,mounted in line with the de Dion-type rear suspension.Four of these DBR4/250 Formula 1 cars were to be produced -ultimately emerging at the start of the 1959 racing season - and theywere campaigned during that year’s Formula 1 World Championshipby works drivers Ray Salvadori and Carroll Shelby.Salvadori achieved a notable 2nd place upon the new design’sdebut in the BRDC International Trophy race at Silverstone, butwhen unexpected sports car success persuaded David Brown toconcentrate attention upon the parallel DBR1 sports car programme,it was inevitable that effort in Formula 1 would be relaxed. This wasthe right decision, as it enabled Aston Martin to achieve Brown’sambition by beating Ferrari and Porsche to that year’s Sports CarWorld Championship title - becoming the first British marque toachieve this colossal honour.When the surviving DBR4 cars ultimately found their way into Historicracing in the later 1960s/1970s, one of the cars - DBR4 chassis ‘1’- passed into the ownership of Aston Martin connoisseur GeoffreyMarsh, whose Marsh Plant company supported its highly successfulappearances at Historic level, driven by Gerry Marshall.The Specialist Car Division of Marsh Plant in Havant, Hampshire, hadalso owned the 1959 Le Mans-winning DBR1/300 at that time, andafter it was sold Geoffrey Marsh approached the Vintage Sports CarClub concerning a new project, to recreate the long-lost Formula 1DBR4 chassis ‘2’ which had been broken up by the factory in period,the rebuild to absorb the myriad of original components, includinga 2½-litre Formula 1 engine, 95-degree cylinder head and DavidBrown transaxle, which he had collected during Marsh Plant’s periodcampaigning both DBR 1/300 and DBR4/1.That reconstructed car - a replica of ‘DBR4/2’ - is now offered here,having been acquired by the current vendor at Bonhams & Brooks’second annual sale at Aston Martin Works Service, Newport Pagnellin May 2001 (Lot 193).At that time the car was in virtually complete but disassembled form,having been preserved in storage for several years within a majorBritish Aston Martin collection. When first completed by Mr Marsh’stechnicians, this car first fired into life in March Plant’s Havant yardon 13th July 1982, and the VSCC accepted it as a Group IV HistoricRacing Car that September.Motor Cars | 103

On 7th October 1982 the Aston was test run at Goodwood andafter attention to the gearchange mechanism it evidently operatedmost impressively.On Sunday 14th October 1984 this car ran in the ‘Streets ofBirmingham’ Historic event, alongside its older sister – ‘DBR4/1’- the exceedingly handsome pair of front-engined Aston MartinFormula 1 cars being driven, respectively, by the former worksteam’s 1959 Le Mans-winning driver pairing of Roy Salvadori andCarroll Shelby. After that event the car was sold to John Pearsonfrom whom it passed eventually to the immediately precedingowner, in whose hands it was preserved and dismantled.In May 2001 the car was offered for sale at the Bonhams & Brooksauction with all major mechanical components, the basic multitubularspaceframe chassis and body panels being accompaniedby the correct principal engine components, the latter including thecrankcase/block, cylinder head, suitable pistons, con-rods, camcovers, etc. Also offered were the rare DBR1 and /4-type DavidBrown transaxle gearbox, suspension wishbones, links, uprights,anti-roll bars, de Dion tube, and even the fully instrumented dashpanel, the wood-rimmed steering wheel, fuel and oil tanks, Borraniwire-spoked lightweight racing wheels, centre-lock knock-ons, etcplus a myriad of small detail fittings and fixtures.It is understand that the primary body panels forward of the cockpitare in-period Aston Martin originals, as obtained via former ownerthe Hon Patrick Lindsay, while Marsh Plant’s own specialists madethe aluminium tail section new in the 1980s. The car was originallyassembled and tuned/developed as far as possible to what Mr Marshdescribed as ‘Neil Corner specification’ to match the very successfulDBR4/4 which had been campaigned by Neil with enormous successin contemporary Historic racing.Purchased by the current vendor at the May 2001 auction, the car wasrestored over the next three years by Beaufort Restorations with inputfrom various marque specialists at a cost of £170,000 (bills on file). TheAston returned to the racetrack at the Nürburgring in August 2004 andwon at Oulton Park later that same month with Barry Williams driving.In September 2004 the car competed at the Goodwood RevivalMeeting and at Donington Park, where the engine failed. It wasrebuilt with input from Jim Stokes and the Aston was once againback in action, competing at Donington Park in 2006 and 2007, andthe Goodwood Revival Meeting in ’07. Since then it has only racedby invitation including at Goodwood in 2009 and 2010. Over the lastfew years the car has been raced by John Clark and maintained bySid Hoole, while the vendor himself raced it at Goodwood in 2013and the 72nd Members’ Meeting in 2014. Now over 30-years old,this is a very well documented reconstruction of an important andcharismatic front-engined Grand Prix car.£350,000 - 400,000€430,000 - 490,0001Goodwood Revival, 2007 © Jim Houlgrave2Barry ‘Whizzo’ Williams and DBR4/250 on their way to victory,The Gold Cup meeting, Oulton Park, 2004 © Jim Houlgrave1104 | Goodwood festival of speed

2Motor Cars | 105

3171939 Darracq T120 Major 3-litreThree-position Drophead CoupÉRegistration no. XAS 892Chassis no. 92427Engine no. 66374106 | Goodwood festival of speed

Undeniably a Talbot Lago in all but name, this Darracq was built inParis and sold new to a diplomat in Sweden. Because The RootesGroup in England owned the rights to the name Talbot in Swedenand throughout the rest of Europe, excluding France, the car wasbadged as a Darracq but in all respects was identical to the TalbotLago T120 Majors alongside which it left the Suresnes productionline. The three-litre T120 and four-litre T150 Talbot Lagos wereamong the sensations of the Paris Auto Salon of 1934. Tony Lagofitted the Walter Becchia-designed three-litre, pushrod operatedoverhead valve engine in the lowered chassis of the T110. Thedesignation ‘Major’ denotes the more comfortable 3.2m wheelbaseof this late model. This cast iron, in line ‘six’ engine, with fourbearingcrankshaft, transmitted power through a four-speed Wilsonpre-selector gearbox and would form the mainstay of Talbot Lagoproduction right through to WWII.First registered in July 1939, this car spent most of its early life inSweden and Denmark and from 1960 to 1987 was owned and rebuiltby Bengt Makeprang, President of the Veteran Car Club of Denmark.Some ten years ago it was bought at ‘Retromobile’ in Paris by awell-known and seriously successful British historic rally competitorwho recognised its long distance touring qualities. Shortly afterwardsit was bought by the present owner, a former British HillclimbChampion, who had seen and admired the car at ‘Retromobile’.Its demanding new owner was to set up XAS 892 for reliable longdistance touring, much of the work being entrusted to Talbot Lagospecialist Bill Barrott, including work on the cylinder head, clutch,prop shaft and rear brakes, resurfacing the flywheel and fitting anew air silencer. The gearbox rebuild was entrusted to pre-selectorgearbox specialist Cecil Schumacher.Other work, and readily reversible modifications, completed to ensurebullet-proof Continental touring, included fitting of new wheels andhub caps, reconditioning of four dampers, fitting a new stainlesssteel petrol tank, together with new facet pumps, filter and regulatorand a new silencer. As recently as 2013 all brake shoes were relined,new front brake cables were fitted along with a new moderndistributor and a new WOSP lightweight, high torque, gear reductionstarter motor. Importantly the original mechanical fuel pump, startermotor and distributor have been retained and are offered with thecar should the new owner wish to revert to original specification.During its UK ownership the car has covered in excess of 22,000kmsand has successfully completed tours in Scotland, France, Austria,Slovenia and more recently a tour to The Pyrenees and Picos, as wellas much motoring in England and Wales.The supremely elegant four seater coachwork with its three positionhood - which the vendor advises is water-tight and moves in secondsto its alternative positions – is smartly presented in maroon livery withcream leather upholstery and is notable for its many quintessentiallyFrench art deco features, notably door furniture, luggage trunk lockfittings, coachwork swage lines and Marchal lighting.XAS 892 combines supreme elegance with sporting performance.It has proven tour reliability and the present owner reports that thisfine thoroughbred cruises without stress at 65mph and generallyreturns 18mpg. It comes with current UK registration papers, roadfund licence and MOT certificate to December 2014 as well as a fileof relevant paperwork including invoices for much of the meticulousmaintenance and design refinements carried out.£70,000 - 80,000€86,000 - 99,000Motor Cars | 107

3181925 Bugatti Type 23 Brescia TorpedoCoachwork by L Maron, Pot et CieRegistration no. XXE 32Chassis no. 2519Engine no. 893

‘Bugattis encapsulate concepts of engineering which, once seen,change your ideas radically and definitively. Drive them, and yourealise that each car is form and engineering in equilibrium, and awork of art.’ – William Stobbs, Les Grandes Routières.By the early 1930s Ettore Bugatti had established an unrivalledreputation for building cars with outstanding performance on roador track; the world’s greatest racing drivers enjoying countlesssuccesses aboard the Molsheim factory’s products and oftenchoosing them for their everyday transport. Developed from the firstBugatti to be built at Molsheim - the short-wheelbase Type 13 of1910 - the Type 13 ‘Brescia’ took that name following the factory’sfirst four places at the 1921 Italian Grand Prix for Voiturettes, heldat the eponymous racetrack in Lombardy. Longer wheelbaseType 22 and Type 23 models were made, both of which used thesingle-overhead-camshaft 16-valve Brescia engine and were builtalongside 8-valve ‘Petit Pur Sang’ versions. Some 2,000 Bresciaswere built between 1914 and 1926 with engine capacities of 1,368,1,453 and 1,496cc.A late example, Brescia chassis number ‘2519’ has the 1,496ccengine and according to factory records was delivered in May 1925to Paris where it was bodied by the little-known coachbuilder LMaron, Pot et Cie of Levallois-Perret. The staggered two-seatertorpedo body was commissioned by the Bugatti’s first ownerJean Haimovici, (Reference Bugantics, Vol 30, Number 1), aRomanian living in Paris who took the car with him when he movedto Czechoslovakia. Documentation on file lists various owners inCzechoslovakia and the car also comes with Czech registrationdocuments dating back to 1947.The last of these owners is one William Kevin Stewart, from 4thMay 1959, who brought the car to the UK where it was registeredby Automo Ltd of London NW6 in August 1959. Miraculously, theBugatti had survived in remarkably original condition; indeed, it isone of only a handful (The Brescia Bugatti book by Bob King wouldindicate only five Brescia’s are complete with these original parts)retaining its original body, bonnet, engine, gearbox and axles.Motor Cars | 109

Automo sold the Bugatti to Dr James Mirrey of Leavesden,Hertfordshire for £195 (receipt on file) and a couple of months lateran article about the car was published in Cars Illustrated (November1959 edition). A confirmed ‘Vintagent’, Dr Mirrey already owned theex-Holland Birkett Type 44 and had enjoyed various other Bugattisand Lancias in the past. Cars Illustrated noted that the Bugatti hadmanaged to cover the 1,000 miles from Prague despite a suspectSEV magneto that refused to fire all cylinders!Robert Patrick and Partner Ltd carried out various works while theBugatti was in Dr Mirrey’s ownership, including an engine rebuildin 1969 (see bills and correspondence on file). In the early 1980sthe car was acquired by Terry Cardy of Culford, Suffolk and sent toDavid Marsh of Middleton-by-Youlgrave, Derbyshire for restoration.Extensive works were carried out between September 1983 andAugust 1985 when the car was returned to Terry Cardy (bills on file).In 1987 the Bugatti was sold to the current vendors and itsrestoration was duly completed by the respected marque specialistErnest Allen of Dinedor, Hereford over the next two years. In 1988‘XXE 32’ was driven through France to Italy to attend the FerraraRally and the laying of the foundation stone of the new Bugattifactory, winning a concours prize.This trip was only the start of a most extensive and successfulinternational rallying career that has seen the T23 attend events inSweden, Holland, New Zealand and throughout the UK, as well asfurther visits to France, Italy, Sicily and Sardinia. Its most recentinternational outing was to the 2013 Brescia Rally in Alsace.No expense has been spared in keeping the Bugatti in tip-topmechanical condition, as evidenced by a substantial quantity of billsfrom Longland Hart for works to the brakes, wheels, gearbox, backaxle, crown wheel and pinion and engine, the latter being rebuilt in2003 around a new cylinder block supplied by Gianni Torelli, Italywith machining by Gentry Engineering. The most recent works werecarried out in preparation for the 2013 Brescia Rally in Alsace.The car comes with a most extensive history file containing theaforementioned Czech registration documents; the original UKlogbook; copies of old V5 registration documents; photographsshowing the car at various stages of its life (including inCzechoslovakia); assorted correspondence; numerous invoices;various magazines and articles; current MoT certificate and V5C.A wonderful opportunity to acquire a well known and equally welldocumented Brescia.£200,000 - 250,000€250,000 - 310,0001On tour, Piazza San Marco, Venice1110 | Goodwood festival of speed

Motor Cars | 111

319One of only 70 built1963 Aston Martin DB4 ConvertibleRegistration no. 247 EXNChassis no. DB4C/1091/REngine no. 370/1085112 | Goodwood festival of speed

Classically proportioned and instantly recognisable from themoment of its introduction in 1958, the Touring-styled AstonMartin DB4 established a look that would survive, with only minorrevisions, until 1970. Designed by Tadek Marek and already provenin racing, the DB4’s new twin-cam six-cylinder engine displaced3,670cc while the gearbox was a new David Brown four-speedall-synchromesh unit. An immensely strong platform-type chassis,designed by Harold Beach, replaced the preceding DB2/4’s multitubularspaceframe, the latter being considered incompatible withTouring’s Superleggera body construction. The DB2/4’s trailinglinkindependent front suspension gave way to unequal-lengthwishbones while at the rear the DB4 sported a live axle located by aWatts linkage instead of its predecessor’s Panhard rod.Boasting disc brakes all round and with 240bhp on tap, the DB4was the first production car capable of accelerating from a standingstart to 100mph and back to rest again in under 30 seconds. At atime when few family saloons were capable of exceeding 70mphand took an age to get there, this staggering performance made theDB4 just about the fastest thing on the road, easily the equal of itsItalian rivals.The DB4 was available only as a closed coupé until September1961 when the convertible version was unveiled at that year’sMotor Show. Priced at £4,449, it was £250 more expensive thanthe coupé. Passenger space was little changed, though there wasmore headroom than the coupé could offer.Its accompanying copy guarantee form shows that ‘247 EXN’ wassold new in March 1963 to Wrinton Vale Nurseries of Congresbury,Somerset and was delivered finished in Caribbean Pearl withdark blue Connolly hide interior trim. There are no non-standardfeatures listed and the only other owner recorded is a G V Helmerof The Hilltop Inn, Commercial Road, Southampton (no date given).The car’s recorded history recommences when it was sent forrestoration to Aston Martin Works Service at Newport Pagnell in thelate 1980s.Motor Cars | 1134


Completed in June 1992, it was offered for sale at the NationalMotor Museum, Beaulieu auction in September 1993 andpurchased for the Sondes Fields Collection by the late JosephCashin. The auction catalogue description (copy on file) states thatthe restoration cost over £73,000 and that only 100 miles had beencovered since. Aston Martin Works Service bills are on file for thismost extensive restoration. In the meantime, the DB4 had managedto accrue two AMOC Silverstone concours awards: a 3rd in 1992and a 2nd in 1993, beaten only by another AMWS-restored car.While in the Sondes Fields Collection the Aston has been usedsparingly, covering only some 5,000 miles over the course of thelast 20 years. R S Williams rebuilt the cylinder head in June 2001,installing new valve guides and seats (bill on file). On JosephCashin’s death, the Aston passed to his nephew and since thenhas been maintained by the Collection’s in-house mechanic, whosehand-written notes are on file.Driven regularly on private land, ‘247 EXN’ is described as ingenerally very good condition with excellent chassis and engine,the latter running very well, and should require only minimal recommissioningbefore returning to active use. The car is offeredwith service, parts and instruction manuals; sundry restorationinvoices; and V5 registration document.Combining Aston Martin’s traditional virtues of style andperformance with the joys of open-air motoring, the DB4Convertible is most sought after and highly prized today. With theexception of the Zagato, the DB4 Convertible is the rarest AstonMartin road car of the David Brown era with a total of only 70 built,six less than the legendary DB4 GT.£700,000 - 900,000€860,000 - 1,100,000Motor Cars | 115

320 N‘The Fearsome Four-Nine’The Ferrari factory team, Mille Miglia, Le Mans and SilverstoneMay Meeting - ex-Umberto Maglioli, ex-José Froilán González,ex-Jim Kimberly, ex-Troy Ruttman, ex-Howard Hively1954 4.9-litre FERRARI 375-PLUSSPORTS-RACING TWO-SEAT SPIDER COMPETIZIONEBY CARROZZERIA PININ FARINAChassis no. 0384Engine no. 0384116 | Goodwood festival of speed

Bonhams is delighted to offer here this outstanding example of thebiggest-engined, most powerful and most important sports-racingFerrari model built purely for works team use at the outset of the1954 International motor racing season.This is the factory-entered 4.9-litre Ferrari 375-Plus in which Mr Ferrari’sfavoured great road racing driver Umberto Maglioli ran secondin that year’s mighty Mille Miglia, and seemed poised to overwhelmdouble-World Champion Driver Alberto Ascari’s factory Lancia D24before a tuppeny-ha’penny split-pin came adrift within its transaxlegearbox and allowed the final-drive to cease driving, without inflictingany serious further damage…This is the factory-entered 4.9-litre Ferrari 375-Plus in which thelegendary Argentine ace José Froilán González obliterated all oppositionin the International sports car race supporting the Formula1 BRDC International Trophy race at th Silverstone May Meeting inGreat Britain.This great front-engined V12-cylinder sports-racing classic was thensold into private American hands, being campaigned in Sports CarClub of America, Bahamas Speed Week and Cuban events 1955-57by Kleenex millionaire Jim Kimberly and Howard Hively.In a later eccentric ownership, the car subsequently fell into disuseand half-forgotten neglect, its original structure and many disparatecomponents surviving despite rather than because of the mannerin which its truly extraordinary story developed. Ultimately it wasretrieved from such neglect, being painstakingly restored and rebuiltin Italy, its fortunes being revived by Belgian ownership centred uponno less a figure than Jacques Swaters – himself a former Ferrariprivate owner/driver and for decades Ferrari’s Belgian concessionairethrough his illustrious Ecurie Francorchamps organization.This is also the factory-entered 4.9-litre Ferrari 375-Plus in whichthe immensely stylish and sophisticated all-Italian driver pairing ofUmberto Maglioli and Paolo Marzotto led the Le Mans 24-Hour racethat same year.Motor Cars | 117

1Spare V12 engine also included within this Lot.2Surviving original body panels included withinthis Lot bear 1957 Cuban GP livery.12118 | Goodwood festival of speed

Today, with the restored and running car – reunited with its originallysold-off V12-cylinder engine - accompanied at this Sale by an extensiveand immensely significant back-up collection of since-replacedoriginal body paneling, tankage, wheels, brake parts and even periodtyres - plus a spare entirely re-made power unit, together with thecasting patterns originated for its manufacture - Ferrari 375-Plus‘0384’ is offered here, “on the button” and ready to run.This most important Ferrari’s background story begins in the winter of1953-54. Through that winter Mr Ferrari had recognized that his teamwould be looking down the gun barrel after two totally dominant seasonsof Drivers’ World Championship single-seater Grand Prix racing.Ferrari could not match the sophisticated new 8-cylinder Formula 1designs from Mercedes-Benz and Lancia, nor even the 6-cylinder250Fs from Maserati – all of which were poised for introduction thatnew season of ’54.Instead Mr Ferrari concentrated his engineers’ attention uponperfecting a line of large capacity sports-racing cars for customersale, backed by a secondary line of smaller variants, while having hiscompany’s single-seater Formula 2 designs from 1952-53 merelyupdated with larger 4-cylinder engines for the new season. And topromote and publicise the new sports cars, he approved developmentof a muscle-bound outsized ‘big bazooka’ for his works teamto wield.The series-production 4.5-litre Ferrari 375 Mille Miglia was to usea V12 engine derived from the 4.1-litre 340 America model series.It retained the 340-type stroke of 68mm was retained, but its boregrew to 84mm to displace 4,522cc. Power output was claimed tobe 340bhp at 7,000rpm. The engine was mounted in unit with a4-speed gearbox which left the completed car with pronouncedforward weight bias, and only the variable mass of live axle plus fueltank out the back. Pinin Farina won Ferrari’s commission to bodythese cars.Meanwhile, Mr Ferrari also authorized construction of a handful ofvery special even larger-capacity works team competition spiderswhich were intended as his main defence of the Sports Car WorldChampionship title. In the design office Ing, Aurelio Lampredi and hisassistants modified the highly-successful old 4.5-litre Formula 1 V12to accept screwed-in wet cylinder liners, enabling the bore dimensionto be increased to the same 84mm as the 375MM. This was thenmatched with the old F1 stroke of 74.5mm to achieve 4,954cc.The result would become known by the French racing community as‘Le Monstre’ and by the British as ‘The Fearsome Four-Nine’. Theworks car chassis to accept this outsized V12 featured two crucialdifferences from the 375MM ‘production’ model - an F1-style rearmountedgearbox in unit with the final-drive, plus de Dion rear suspensionin place of a live axle. Strangely, Ferrari claimed only 330bhp,though at 6,000rpm, for this new 375-Plus against the 340 at 7,000for the off-the-shelf 375MM.It appears that five of the cars were manufactured for works teamuse, taking even chassis numbers 0384, 0386, 0392, 0396 and 0398– all with the familiar ‘AM’ (America) suffix.Motor Cars | 119

3, 4Bearing start-time number ‘545’ Umberto Maglioliprepares, pre-dawn, for the 1954 Mille Miglia startand is checked through the Rome control.© Marcel Massini6A dry stretch, hammer down, ‘0384 AM’challenging for the lead, 1954 Mille Miglia.© Marcel Massini5On wickedly wet roads Maglioli’s 1954 Mille Migliadrive in ‘0384 AM’ was exemplary – here hiscontrol card is stamped en route. © Marcel Massini3 45120 | Goodwood festival of speed

On February 28, 1954, ‘Nino’ Farina won easily at Agadir, Morocco,driving the first 375-Plus with Piero Scotti’s 375MM third. The followingweekend, both cars contested the Dakar GP in Senegal, whichScotti won once Farina had retired the Plus – after setting a recordnew fastest lap.On April 4 the Giro di Sicilia round-Sicily road race saw UmbertoMaglioli/Nino Cassani running a lone 375-Plus, Ferrari then claiming347bhp at 6,800rpm from its 4.9-litre engine. It could be revved to8,000rpm in extremis. The Giro car was said to weigh only 2,111lbsand to be capable of 186mph…At the 675-mile race’s first control, in Trapani, Maglioli led PieroTaruffi’s works Lancia D24 V6 by 67secs. Two hours later, at Agrigento,Taruffi led Maglioli by 1min 58secs. But after four hours’ racing,at Enna, Maglioli led the entire Lancia team by nearly 3mins 30secs.Mr Ferrari rated young Maglioli highly, regarding him years after as“…a very fast long-distance racer, as well as being a capable andserious man, willing to face the difficulties of any course, any distance– he kept his position on the team as a safe, reassuring asset”. ByMr Ferrari’s standards this is a paean of praise, despite Maglioli’sluck running out in Sicily as he rolled the 375-Plus just after the Ennacontrol and service depot. Taruffi was left unchallenged to win theGiro for Lancia.Italy’s all-important Mille Miglia followed on May 1. The 375-Plus engines’power curve had been improved, maximum torque boosted bysome 10 per cent, unleashing extra mid-range power and drivability- 315lbs/ft torque increased to 348lbs/ft, with an additional 25bhpmid-range.But in the dark, damp, small hours Farina crashed his race-favourite375-Plus soon after the start at Peschiera, bouncing off a concretepost and smashing into a tree. He broke his arm and nose, passengerLuigi Parenti his leg and pelvis. The car was so badly wrecked itsidentity was scrapped.Maglioli in the surviving works 375-Plus (‘0384 AM’ offered here) andhis team-mate Paolo Marzotto’s 375MM then ran 4 th and 5 th as threeworks Lancias danced away on the rainswept roads. Maglioli inheritedthird place when Castellotti’s and Taruffi’s Lancias failed. Beforethe Florence control Paolo Marzotto’s 375MM retired with gearboxtrouble but Maglioli found himself well placed in ‘0384AM’ headedonly by Ascari’s Lancia. While Ascari’s time to Florence was 8hs22mins 18secs (averaging 86.8mph after 729 miles of wet-weatherroad racing) – Maglioli’s in the surviving Ferrari 375-Plus had been8:27:25.6Motor Cars | 121

77 and 8During the run-and-jump start,the great José Froilán Gonzálezsettles into ‘0384’s driving seat,May Silverstone ’54, and blastoff to destroy the Jaguar C-Typechallenge. © GPL9González – ‘The Pampas Bull’– teetering ‘0384 AM’ throughSilverstone’s long, fast StoweCorner, the 4.9-litre Ferrari’shorsepower hugely out-performingevery one of his Jaguar and AstonMartin challengers. © SpitzleyCollection89122 | Goodwood festival of speed

Umberto Maglioli recalled how he was in good shape, and poised togo for victory on the straight, flat-out final section from Bologna toBrescia, where the ‘Four-Nine’ could catch and overwhelm the littleLancia: “There it was very good, but the problem was always that it wasso impossible to stop the car, and therefore to relax at any stage. Webelieved there was always the danger that a tyre could blow. The rearmountedgearbox was taken from the 4.5-litre Formula 1 and the larger4.9-litre engine put it in danger… due to the extra torque. I was carefulalways to accelerate gently, not to overstress the gearbox, nor the tyres.“I was feeling fairly confident that on the flat, fast final section from Bolognato Brescia the great power of the Ferrari would give me five or tenminutes’ advantage over Ascari. I knew I had a strong chance of winningat that point as we crossed the Raticosa Pass…“Then as I was thinking this, I just accelerated at one point and theengine roared and the car did not accelerate. It was slowing down, andthere was no connection to the rear wheels. A split-pin had fallen out,a pinion bearing came loose and the gearwheels moved out of mesh.I just abandoned the Ferrari in a peasant’s yard far out in the remotecountryside, and eventually drove down to Bologna in a private car…“It was a great disappointment, but in motor racing we were all well accustomedto disappointment.”Left unchallenged, Alberto Ascari won the Mille Miglia comfortablyfor Lancia, ending a string of six consecutive Ferrari victories in theMille Miglia.Ferrari ‘0384AM’ offered here was then retrieved from its rural refuge,and with its final-drive easily repaired at Maranello it was trailered twoweeks later to Silverstone, England behind the Ferrari factory teamtransporter carrying the sister Formula 1 entries. Lead driver was to bethe spectacular Argentinian José Froilán González in the 17-lap (50-mile)sports car race supporting the Formula 1 ‘Daily Express’ InternationalTrophy at the BRDC May Meeting.The British press was spellbound by the roly-poly Argentine’s spectaculardriving and searing pace, for at Silverstone he showed it all. TheBritish journalists nicknamed González ‘The Pampas Bull’. He certainlycharged around Silverstone to tremendous effect, not only dominatingthe sports car race by leading virtually from start to finish in the ‘0384AM’ but also winning both his Formula 1 race Heat in his factory Ferrari‘Squalo’ and the 35-lap Final in a substitute Ferrari 625 to make it a hattrickof wins that day in May.He also set fastest Formula 1 lap at 95.79mph (in the 625) while in the375-Plus he had averaged 83mph on a damp and treacherous track.His fastest lap in ‘0384’ was 85.68mph,137,872 km/h. He lapped thelast-placed of the 27 starters three times, and by chance as he passedthe pits to complete his 16 th lap ‘0384 AM’ was completely alone on theSilverstone track…Fully 15 seconds of eery silence then passed before driver/constructorGeorge Abecassis came blaring through in his second-placed HWM-Jaguar. ‘The Fearsome Four-Nine’ had just eaten all its rivals alive.Motor Cars | 123

1010Ferrari mechanic Stefano Meazzaconducting ‘0384 AM’ through theSilverstone paddock on its way to the1954 May Meeting’s race start. © GPL11While the factory Ferrari transportercarried the team’s Formula 1 cars fromMaranello to Silverstone in May ’54 –race-winning ‘0384 AM’ was towedthere on a trailer behind…© Marcel Massini11121954 Le Mans 24-Hours Grand Prixd’Endurance – Paolo Marzotto in ‘0384AM’ leads Jaguar’s brand-new D-Typeout of Tertre Rouge corner…© GPL13The works Ferrari team at thestart of the 1954 Le Mans 24H.© Corsa Research12124 | Goodwood festival of speed

The 1954 Le Mans 24-Hour race followed. Maglioli and Paolo Marzottoco-drove this Silverstone-winning ‘0384 AM’ while González/Maurice Trintignant and Louis Rosier/Robert Manzon handled sister‘Four-Nines’. British journalist Gregor Grant of ‘Autosport’ wrote:“The big 4.9-litre cars came to the Sarthe with a dreadful reputationfor handling properties. Stories were freely circulating that driverswere averse to piloting them, and that it was as good as signing theirdeath warrant to go to Le Mans.“Admittedly they are brutal-looking devices, but one could scarcelybelieve that the genius who has been responsible for the developmentof the wonderful Ferrari racing cars, would risk the lives ofdrivers with a dangerous contraption.“Paolo Marzotto admitted that, at first, the cars are terrifyingly fast,but constant practice made them as easy to control as any modernsports-racing car…“Watching them in action, it was obvious that the more experienceddrivers, such as González and Trintignant, preferred to use the ‘slowin, fast out’ method of cornering, and not to risk using up theirbrakes to try to save seconds. They were perfectly aware that theycould out-accelerate anything on the circuit, and that they couldmatch the better streamlined (D-Type) Jaguars for sheer maximumspeed on the straights.”Paolo Marzotto ran second in ‘0384 AM’ during the opening stagesof the great race, as González led from the young Italian with Manzon’ssister works 375-Plus third.‘The Autocar’ reported how: “Gonzalez, lights on to encourage theslower cars to give room, tore past the stands on the outside of theslight bend, cut across fairly quickly and took the right-hander underthe Dunlop Bridge about eighteen inches from the side line, exhaustcrackling until his foot went down again; the Ferrari was rock-like inits steadiness. Tony Rolt’s Jaguar was equally impressive, his lineunder the Bridge being one long, beautiful swerve (while) Marzottowas carving closer in, pulling his Ferrari over immediately after thecrisp down-change for the bend.”Young Marzotto then moved this Ferrari, race number ‘3’ into thelead, swopping first place to-and-fro with team leader González asrain began. At the end of the second hour’s racing González/Trintignant’s375-Plus led the Marzotto/Maglioli car with the Stirling Moss/Peter Walker Jaguar D-Type third. On lap 27 Marzotto regained thelead and when he eventually stopped to refuel he rejoined withouthanding over to his senior co-driver Maglioli. Problems striking theworks Jaguars then left the Ferrari fleet in full control. After four hoursthe Ferrari 375-Plus trio were circulating 1-2-3 – González, Marzottoand Robert Manzon. Although the rain was abating, the trackremained slick and treacherous.13Motor Cars | 125

Motor Cars | 127

On March 20, 1958, Hively sold the then-obsolescent Ferrari - onKimberly’s behalf - to fellow Cincinatti resident, Karl Kleve, for$2,500. Kleve collected old and interesting cars – and the occasionalaircraft – and enjoyed converting, uprating and generallytinkering with them. He may have planned to replace the Ferrari’s bigV12 engine with a stock V8, but time passed – other projects tookprecedence and ‘0384’ languished on a trailer, abandoned outdoorson one of Karl Kleve’s woodland properties, just outside Cincinatti.The old car’s V12 engine, at least three of the huge drum brakes, andthe engine cover, boot lid and doors had been removed, becomingburied for years amongst other detritus in one of his barns. Thecockpit area paneling suffered localized burn damage, said to havebeen caused by a cockpit wiring fire. Meanwhile the denuded chassisand main aluminium body sat outside, in sun, rain and snow…and itsrear end, especially, began to corrode…Around 1970 Karl Kleve sold the original V12 engine to GM engineerFred Leydorf. The years rolled on, with ‘The Fearsome Four-Nine’still languishing on Kleve’s woodland lot, a sapling tree first sproutingthen maturing through its empty engine bay.On or about January 13, 1989, this car was removed – unbidden -from Kleve’s land. It was taken down into Georgia, whence it was acquiredby a French buyer, one ‘Giles Christian’ for $50,000. As earlyas that February the frame and surviving attached body were shippedto Antwerp, Belgium, bound for Michael Kruch’s L’Exception Automobileconcern. In America Karl Kleve had reported the car stolen, andthe Belgian authorities impounded it to investigate. They concluded ithad been bought in good faith and that its European title was sound.In February 1990 the car was released and sold the following monthto veteran racer and Belgian Ferrari concessionaire Jacques Swatersin partnership with enthusiast Philippe Lancksweert.While litigation triggered by its extraction from Karl Kleve’s tenureensued within the US, ‘0384 AM’ has remained in Europe eversince. Messrs Swaters and Lanksweert had it gleamingly restored inModena, under the supervision of respected former factory Assistenzamanager Gaetano Florini. The corroded original body paneling wascarefully removed and preserved, rusted sections of the chassis –most notably at the long-exposed rear – were removed, replaced butalso kept and accompany the Lot now offered here. Respected localFerrari specialists Bachelli & Villa rebodied the car and a fresh V12engine to the correct spec was assembled and installed. Swatersshowed the car in Brussels and at Spa in 1992 and – most importantly- reached a settlement with Karl Kleve in the US.128 | Goodwood festival of speed

Motor Cars | 129

Motor Cars | 131

321The ex-Norman Wisdom1937 Jaguar 2½-Litre RoadsterRegistration no. NW 100Chassis no. 18064Engine no. 2523211‘18064’ sporting its original registration number ‘DWA 535’ the driveris believed to be J Mitchell, Crystal Palace Plate, August 1938.© Terry McGrath Motoring Archives2Norman Wisdom’s SS100 on display at a local show, 1970.© Terry McGrath Motoring Archives12132 | The ASTON MARTIN sale

The SS100 Jaguar roadster offered here was formerly owned bySir Norman Wisdom, OBE, who acquired the car in June 1962 andkept it until April 1978 when it passed to the current vendor. Bornin 1915, Norman Wisdom was an actor, comedian and singersongwriterbest known for a series of immensely popular comedyfilms featuring his hapless onscreen character, Norman Pitkin: ‘TheSquare Peg’ (1958), ‘On the Beat’ (1962), ‘A Stitch in Time’ (1963)and ‘The Early Bird’ (1965). He later pursued an equally successfulcareer on Broadway and in television, and only retired from actingin 2005 at the age of 90. Wisdom was knighted in 2000 and diedin October 2010 at his home in the Isle of Man. He was also adedicated motoring enthusiast, owning two Bentleys (registered‘NW 1’ and ‘NW 2’) as well as this SS100.Launched for 1936, the SS100 was the first real high-performancemodel produced by SS Cars Limited and used a new Weslakedevelopedoverhead-valve engine in a shortened SS1 chassis. Theintroduction of the OHV unit was considered to justify the adoption ofa new name for the series, SS Cars boss William Lyons later recalling‘I immediately pounced on Jaguar as it had an exciting sound tome.’ (‘Jaguar’ would be adopted as the marque name in 1943, ‘SS’having by then acquired a somewhat tarnished reputation).‘SS’ originally stood for the Swallow Sidecar & CoachbuildingCompany, which had been founded in Blackpool, Englandby William Walmsley. The company branched out into motormanufacture in 1926, its first major success being an attractivesports saloon on the Austin Seven chassis, the design being thework of Walmsley’s partner, one William Lyons.Relocation to Coventry followed and the Swallow range expandedto include models on Morris Cowley, Wolseley Hornet and StandardSixteen chassis. Marque status arrived in October 1931 with thelaunch of the SS1, the chassis of which was supplied exclusivelyto Swallow by Standard, who also provided the six-cylindersidevalve engine and four-speed gearbox. Although unspectacularin performance, the SS1 went some way towards establishing thepattern for future Jaguars, combining sporting good looks with abetter-than-average specification and all at a bargain price.By the time the SS90 sports car arrived in 1935, William Heyneshad joined as Chief Engineer. Based on a shortened SS1 chassis,re-engineered by Heynes, the SS90 again demonstrated Lyons’consummate skill as a stylist, its long bonnet, smoothly flowingwings, cut-away doors and truncated tail making it every inch theepitome of the 1930s sports car. Although good for 90mph, theSS90 was handicapped by the limitations of its sidevalve engine,a deficiency that would soon be rectified by another of Lyons’ newrecruits, gas-flow consultant Harry Weslake.Motor Cars | 133

Launched in 1936 alongside the 2½-Litre saloon, the SS100Jaguar sports car marked the company’s first use of the ‘Jaguar’name. Beautifully styled in the manner of its SS90 predecessor,the newcomer employed a shorter, 102”-wheelbase chassis and arevised version of the 2,663cc Standard six which, equipped withWeslake’s overhead-valve cylinder head and breathing through twinSU carburettors, now produced 104bhp.Although a fine touring car, the SS100 was marketed as primarilyfor competition work. Its first major success came early, ifsomewhat unexpectedly, when Tommy Wisdom, crewed by his wife,won the arduous International Alpine Trial in 1936, beating Bugattiand bringing the fledgling marque to the attention of the Continentalpublic. This would be the first of many successful rallying forays,including class wins in the RAC events of 1937 and 1938, and theAlpine (outright) again in 1948. Around 198 2½-Litre and 116 of thelater 3½-Litre cars had been made by the time SS100 productionwas prematurely ended by the outbreak of war.Chassis number ‘18064’ was supplied new in 1937. The car’s earlyhistory is not recorded but there is a photograph on file showing itracing while carrying the registration ‘DWA 535’. Norman Wisdomhad the current registration ‘NW 100’ transferred to the car whenhe bought it in 1962 (see continuation logbook on file).The body and trim are different from those of standard cars, and itis believed that these differences were in place early in its life. Theonly other notified deviations from factory specification are externalexhaust pipes, twin spare wheels and different rear lights.‘NW 100’ has covered only some 1,000 miles in the last 20 yearsand will be serviced and MoT’d immediately prior to sale by marquespecialist David Wall of Hoveton, Norwich, who has looked after thecar since 1991. David’s bills are on file together with one for £1,200in 1995 from SS & Classic Restorations of Diss, Norfolk. Additionalpaperwork consists of a V5C registration document and a copy ofNorman Wisdom’s letter (dated February 1985) recalling that hepaid £300 for the car, spent considerably more having it completelyrenovated and kept it at his home in West Chiltington, Sussex untilthe gardener persuaded him to sell it!The SS100 was one of the fastest and best-handling sports carsof its day, as its competition record both before and after the warbears witness to. Representing a rare opportunity to acquire anexample of the model that can be said to have started the Jaguarlegend, ‘18064’ is eligible for a wide variety of the most prestigioushistoric motor sports events.£190,000 - 220,000€230,000 - 270,000134 | Goodwood festival of speed

Motor Cars | 135

3222001 BMW Z8 Convertible with HardtopRegistration no. Y228 SBEChassis no. WBAEJ21060AF78668Engine no. 60112454136 | Goodwood festival of speed

That this new car, the Z8, is scorchingly fast comes as no surprise.It employs the potent 400-hp M5 powertrain, which endows theM5 sedan with the acceleration of a Corvette. Weighing about 500pounds less than the two-ton M5, the Z8’s performance is beyondquestion.’ – Car & Driver.In recent times many motor manufacturers, particularly those with asignificant sporting heritage, have felt the need to reference iconicmodels from the past when launching their latest. BMW has provedadept at exploiting this ‘retro’ trend, commencing in 1996 with theZ3 coupé and convertible, the styling of which brilliantly recalled itsfabulous ‘328’ sports car of pre-war days. Its next effort along similarlines - the ‘Z07’ concept car of 1997 - took its inspiration from thepost-war Alfred Goetz-designed ‘507’, a luxurious limited-editionroadster which, despite its sublime looks and superb performance,all but bankrupted the struggling German company.The sensation of the 1997 Tokyo Auto Show, the Z07 was receivedso enthusiastically that BMW took the decision to press ahead with aproduction version: the Z8. Some of the Z07’s less practical featureswere deleted, including the four-spoke steering wheel, ‘doublebubble’ hardtop and driver’s headrest fairing, but for the most partthe Z8 remained remarkably faithful to the original concept, retainingthe 507-like twin-nostril front grille and distinctive front-wing vents. Aperiod-style interior had been one of the Z07’s most remarked uponfeatures, and that too made it into the Z8. Car & Driver was movedto remark: ‘In truth, the Z8’s visual charisma is so powerful that justsitting in this car with the engine off is more fun than driving manyother cars. Then when you press the starter button – set apart, alsoa tribute to the past – another level of excitement begins.’The Z8’s body panelling and spaceframe chassis were fabricatedin lightweight and corrosion resistant aluminium, while the 32-valve4,941cc V8 engine, shared with M5 saloon, was built by BMW’sMotorsport division. With 400bhp on tap, the Z8 raced to 100km/h(62mph) in 4.7 seconds and only the built-in rev limiter stoppedit from exceeding 250km/h (155mph). Power reached the run-flattyres via a Getrag six-speed manual gearbox. Needless to say, theZ8 also came with all the modern appurtenances one would expectof a flagship model: traction control, stability control, front and sideair bags, GPS navigation, climate control and power operation ofthe seats, steering wheel and convertible hood all being included inthe package.The fact that the Z8 was a low-volume model assembled, for themost part, by hand enabled BMW to offer customers considerablefreedom in personalising their cars. Further enhancing its appeal tocollectors, the factory announced that a 50-year stockpile of Z8 partswould be maintained. Despite a (US) launch price of over $128,000,initial demand was so high that a bidding war broke out, with manyZ8s selling for well in excess of that figure. By the time productionceased in 2003, 5,703 of these fabulous cars had been built.In the current (third) owner’s hands since 2007, this Z8 has seenlittle use over the course of the last 2-3 years and has covered only26,500 miles from new. ‘Y228 SBE’ was last serviced in April 2014by Performance & Prestige Cars Ltd of Ewelme, Oxfordshire (see billfor £2,568 on file) and is described as in generally good condition.Complete with factory hardtop, this rare and collectible modernclassic is offered with sundry service bills, current MoT and V5Cregistration document.£80,000 - 120,000€99,000 - 150,000Motor Cars | 137

323 *31,000 kilometres from new1938 Horch 930V Sports SaloonChassis no. 930630138 | Goodwood festival of speed

In 1932 Horch became part of the ‘Auto Union’ together with Audi,DKW and Wanderer. The firm produced a veritable plethora ofmodel variations throughout the 1930s, ringing the changes onengine capacity, wheelbase and styles of coachwork, but all wereaimed squarely at the prestige end of the market where Horch wasthe only serious domestic rival to Mercedes-Benz.Paul Daimler, son of Gottleib, had been Chief Engineer for most ofthe 1920s, and following his departure Fritz Fiedler (later of BMWfame) took over, designing a single-overhead-cam straight-eight- the Horch 450 - which was followed by 6-litre V12-powered 600and 670 models in 1931 and the V8-engined 830 and 930 in 1933.The 830/930 was available in two engine capacities – 3,517cc or3,823cc – and a variety of body styles including a saloon, limousine,tourer and three different types of cabriolet. Around 6,400 830sof all types had been made when production ceased in 1940, plussome 2,000 of the short-wheelbase 930.After WW2, Horch’s Zwickau factory ended up on the easternside of the ‘Iron Curtain’ where it would eventually be pressed intoservice manufacturing the utilitarian Trabant - a sad end to a oncenoble marque that had ranked among the very best.This rare and original German thoroughbred is presented inun-restored ‘time-warp’ condition having covered a mere 31,000kilometres from new in the hands of only two owners.The Horch was purchased new in 1938 from the Auto Union dealerBertel O Steen in Oslo by the industrialist and CEO of KampenMekaniske Verksted, Hans Andreas Hartner. Hartner was anengineer by education and still holds four international patents inmechanical engineering.When Germany invaded Norway on 9th April 1940, the carwas hidden away from the occupying German forces and onlyre-emerged in 1948, three years after the war’s end in the samepristine condition as when it had been concealed. The Horchwas only used on a very limited basis from 1948 to 1966 due toNorwegian restrictions on car ownership after WW2.On 1st June 1966 the car was bought by the current owner fromHans Andreas Hartner’s son, the odometer reading at that timebeing 22,000 kilometres. It has been kept in a climate-controlledgarage since 1966 and used sparingly. In May 1999 the Horch wasdriven from Bergen in Norway to Ingolstadt in Germany and back, adistance of 3,200 kilometres, to attend the Horch 100th anniversarycelebrations. Re-commissioned in May 2014 by the specialistpreparation company Ramsport, the car is presented in full workingorder and offered with its original Norwegian registration document,owner’s manual and the current vendor’s personal logbook.Should the vehicle remain in the EU, local import taxes of 5% will beapplied to the hammer price.£75,000 - 100,000€92,000 - 120,000Motor Cars | 1394

324 NThe ex-Lewis ‘Mac’ McKenzie1929 Bentley 4½-Litre Sports ‘Bluebell’Coachwork by CorsicaRegistration no. KW 5669Chassis no. RL3439Engine no. NT3127140 | Goodwood festival of speed

The 4½-Litre offered here - chassis number ‘RL3439’ – has one ofthe longest competition histories of any car known to the BentleyDrivers’ Club. Completed in March 1929, ‘RL3439’ was originallyfitted with engine number ‘RL3443’ and bodied as a Weymann-typesaloon by Gurney Nutting. The car was registered ‘KW 5669’ andsold new to one Edgar Heap of Ilkley, West Yorkshire. In 1932 MrHeap sold the Bentley to the second owner, Major A N Braithwaite ofLeeds. Bentley Motors’ service log shows that McKenzie’s Garagesserviced Major Braithwaite’s car for two years prior to ‘Mac’ acquiringit in 1936.A renowned tuner specialising in the preparation of the Cricklewoodcars, Lewis Charles ‘Mac’ McKenzie was a prominent figure inBentley circles during the 1930s. He is best known for preparingthe cars owned by ‘gentleman racer’ Forrest Lycett, at that timeone of the Bentley world’s biggest names. Like all successfulsportsmen, Lycett was always seeking to gain an advantage overhis rivals and constantly exploring ways of making his cars faster, towhich end he turned to ‘Mac’ McKenzie, proprietor of McKenzie’sGarages Ltd of London SW1, whose premises were located to therear of Victoria Station.Known as the ‘High Priest’ of Vintage Bentleys, it was ‘Mac’ whobuilt Lycett’s famous racing 8-Litre, ‘YX 5121’, shortening the chassisand tuning the engine to produce well in excess of 300 horsepower.The result was one of the fastest road cars of its day, which Lycettused to set class records at venues such as Brooklands, Lewes andShelsley Walsh.‘Mac’ followed principals proven on the 8-Litre when he was givenLycett’s new 4½-Litre to play with, shortening the chassis, loweringthe suspension and tuning the engine. Bodied by Corsica as a twoseaterin a style similar to that of the 8-Litre, this new car was named‘The Hooligan’. Delighted with way his new creation had turned out,‘Mac’ decided to build another for himself. Offered here, that carwas started in 1936 and on completion was painted in Riviera Blue,earning itself the nickname ‘Bluebell’ by which it has been knownever since. ‘Mac’ and ‘Bluebell’ had taken two wins at Crystal Palace(in 1939) plus 1st- and 2nd-in-class awards at the Lewes SpeedTrials before the outbreak of war brought such activities to a halt.After his death in August 1956, the Bentley Drivers Club, of which hewas a founder member, named the newly erected scrutineering bayat Silverstone in his honour.Motor Cars | 141

In 1942 ‘Mac’ had sold ‘Bluebell’ to Jack Evan-Cook, who intendedto race the Bentley after the war but ended up selling it to friendand fellow Bentley enthusiast Gordon Alexander. ‘Bluebell’ resumedits competition career with Gordon Alexander, winning at GransdenLodge in 1946 before passing to its next owner, BDC stalwartW A L Cook, in 1948. ‘Bill’ Cook had a number of competitiveoutings with ‘Bluebell’ in 1948 and ‘49 at venues including Hendon,Silverstone, Brighton Speed Trials and Firle Hill Climb, securing aclass win in the latter.Early in 1950 ‘Bluebell’ was acquired by Horace Wilmshurst andover the next two years continued to be energetically campaigned,winning at Feresfield, Goodwood, Hendon and Silverstone.Demonstrating that the Bentley had lost none of its roadability inthe process of conversion for racing, Horace and his wife Joan tookBluebell on a 3,000-mile continental touring holiday in 1951. In July1952 Wilmshurst sold the car to J A ‘Joe’ Walker, who continued torace it regularly until April 1957 when he crashed at Silverstone.1J A Walker in ‘Bluebell’ Silverstone, September, 1952© Ted Walker2‘Bluebell’ pushes on at VSCC Silverstone, July, 1953© Ted Walker12142 | Goodwood festival of speed

The next four recorded owners are E G Hefford (1965), Mrs D Russell(1967), Paul Harris (1972) and J E Meadows (1973).The last named commenced a rebuild but in 1974 the car was soldon to Major J H ‘Jack’ Bailey. In 1977 ‘Bluebell’ passed to wellknown Bentley aficionado and racer Tim Llewellyn, who rebuilt thecar and raced it successfully in BDC and VSCC events, as did hiswife and father. In 1986 Tim won the Class 2 category in the VSCC’sLakeland Trial, an event for which the Bentley was not consideredideal, further underlining the car’s all-round capability. In 2000 theLlewellyns reluctantly parted with ‘Bluebell’, which found a new homewith George Sandy. In 2010 ‘Bluebell’ returned to Goodwood to takepart in the Revival Meeting and is currently registered in Holland.Running on straight SAE50 oil, the engine incorporates a fullybaffled wet sump with double size oil pump and pressure reservoir.The Allen fully counter-balanced crankshaft turns on shell bearings,as do the tubular connecting rods, while other noteworthy featuresinclude Cosworth pistons, 8.5:1 compression ratio, fully gas-flowedcylinder head, standard camshaft and ‘Sid Lawrence’ style solidsteel rockers. Ignition is by coil and the engine breathes via twin SUHD8 carburettors.The gearbox is standard D Type and the 3.53:1 rear axle incorporatesa racing steel differential cage. The chassis has been shortened from10’ 10” to 9’ 9½” and the brakes converted to hydraulic operation.Starting instructions will be found in the history file.The Bentley’s history is fully documented by the accompanyingring-bound folder of press cuttings and factory record copies, and‘Bluebell’ also comes with FIA Historic Vehicle Identity Form (1990),Netherlands registration papers and old German Fahrzeugbrief(issued 2006). Retaining its beautifully proportioned Corsica bodyand boasting a competition history equalled by few of its peers,‘Bluebell’ represents a possibly once-in-a-lifetime opportunity toacquire this most celebrated of Bentley racing ‘specials’, created byone of the marque’s legendary practitioners, ‘Mac’ McKenzie.£480,000 - 560,000€590,000 - 690,000Motor Cars | 143

325The ex-works, Hoshino/Wada/A Suzuki, Le Mans 24 Hours1987 Nissan R87E Group C Sports PrototypeChassis no. 87G-3Engine no. VE45144 | Goodwood festival of speed

This Nissan sports prototype, chassis number ‘R87G-3’, is one offour upgraded to R88C specification for the 1988 season of GroupC sports car racing. Regarded by many as a modern ‘golden age’of international sports car competition, the FIA’s Group C categoryfor roofed prototypes lasted from 1982 to 1993. Rather than beingbased on engine capacity and weight, the traditional parameters ofmotor racing formulae, Group C placed a limit on the amount of fuelpermitted but otherwise allowed constructors virtually a free handin design. As interest in the class grew, the world’s major motormanufacturers joined the fray with Ford, Porsche, Jaguar, AstonMartin, Lancia, Mercedes-Benz, Mazda, Nissan and Toyota all fieldingworks entries.Nissan’s initial support for the formula was relatively low-key. In1983 they supplied engines for the privately run Hoshino team andit was not until 1985 that a factory competitions department wasformed, known as Nissan Motorsport, or ‘Nismo’. In 1986 Nissancommissioned the British manufacturer March to supply a chassissuitable for Group C. Designed by former McLaren Formula 1engineer Gordon Coppuck, it was a monocoque fabricated fromaluminium honeycomb panels, and featured side-mounted radiatorsfor greater aerodynamic efficiency. The four chassis built wereshipped to Nissan in Japan for completion.The Japanese manufacturer already had experience of building anengine for sports car racing, its production-derived V6, used initiallyby the Electromotive team for the IMSA GTP series in the USA, havingbeen undergoing development for the preceding couple of years.For 1986 this engne was extensively reworked to take advantageof the less restrictive Group C rules, re-emerging with an aluminiumblock and twin Garrett turbochargers, replacing the cast-iron blockand single turbocharger of the GTP unit. Around 700bhp wasavailable from this 3.0-litre engine in race trim, with up to 1000horsepower on tap for qualifying.The first of Nissan’s new R86 Group C prototypes debuted at anational race at Suzuka but was sidelined following a fire in practice.Lacking development, the R86 failed at Le Mans while an earlier R85could only manage 16th. All four cars competed at Fuji later in theyear, the two survivors finishing 10th and 11th. Undeterred by thesepoor results, Nissan regrouped for 1987.Its hopes for success were centred on a new purpose-built 3.0-litreV8 ‘VEJ30’ racing engine equipped with twin IHI turbochargers,which out-performed the old V6 in terms of both maximum powerand fuel economy. An exclusive chassis supply deal had beenconcluded with March, which shipped three new 87G cars to Japan.In Nissan nomenclature they became the R87E.Surprisingly, given the disappointments of 1986, Nissan once againundertook very little competition proving prior to Le Mans, which wasits primary objective, a single entry at Fuji being the R87E’s solitaryouting. The car failed to finish, as did the two R87Es that ran at LeMans. Engine failures had been the cause of all these retirementsso the V8 was completely redesigned for 1988 as the ‘VRH30’, theexisting March 86G/87G chassis being adapted to accommodate thenew power plant. These changes included a lengthened wheelbaseand revised aerodynamics on the resulting R88C cars.Motor Cars | 145


Learning from past mistakes, Nissan entered more races in the run upto Le Mans where it was represented by two works R88Cs and twoprivately entered V6-engined cars. Reliability once again proved tobe the Nissan’s Achilles heel, though the Japanese manufacturer didmanage to get one of the R88Cs to the finish, albeit 50 laps behindthe winning Jaguar XJR-9. The other car, that offered here, completed286 laps before the engine failed. ‘87G-3’ also competed in six racesat Fuji and Suzuka in 1988. Always carrying competitor number ‘23’,it was usually driven by Kazuyoshi Hoshino and Kenji Takahashi. Theywere joined by Win Percy for the Fuji 1000km in May, while for the LeMans 24 Hours, Hoshino was partnered by Takao Wada and AguriSuzuki. Its complete 1988 race history is as follows:3rd March - Fuji 500km, Hoshino/Takahashi, DNF10th April - Suzuka 500km, Hoshino/Takahashi, 6th1st May - Fuji 1000km, Hoshino/Takahashi/Percy, 7th12th June - Le Mans 24 Hours, Hoshino/Wada/A Suzuki, DNF24th July - Fuji 500miles, Hoshino/Takahashi, 5th28th August - Suzuka 1000km, Hoshino/Takahashi/T Suzuki, DNF9th October - Fuji 1000km, Hoshino/Takahashi/Grice, 9th1Pushing through the Porsche curves, Le Mans 24hr, 1988© LAT PhotographicDespite a switch to Lola chassis and the development of an enlargedV8 engine, Nissan had little to show for its involvement in Group C bythe time the factory pulled the plug on the campaign, pole position atLe Mans in 1990 being the summit of its achievement.‘87G-3’ later passed into the ownership of Robert Berridge ofBeckley, Oxfordshire, from whom it was acquired by the currentvendor. The car has been restored (see certification on file) andretains its 1988 Calsonic sponsor’s livery and Le Mans driver listing.The transmission and engine were rebuilt as part of the restoration,and Xtec Engineering’s £27,347 bill for its work on the latter, datedMay 2011, is on file also. Rebuilt to the specification of the later3.3-litre unit, the engine recorded a power output reading of 780bhpon the dynamometer. A later Stack dashboard is the only othernotified deviation from factory specification.‘87G-3’ has run for less than one hour since the rebuild’s completionand is presented in commensurately good condition. Offered with(lapsed) Group C Racing Technical Document, ‘87G-3’ represents arare opportunity to acquire an ex-works Group C sports prototypewith in-period Le Mans history.£420,000 - 480,000€520,000 - 590,0002Le Mans 24hr, 1988 © LAT Photographic2Motor Cars | 147

326Factory certified, four owners from new, meticulously maintained1966 Ferrari 275GTB Long Nose Alloy BerlinettaChassis No. 08155Engine No. 08155148 | Goodwood festival of speed

Ferrari’s highly successful 250 series was superseded in 1964 by the275. Pininfarina was once again called upon to work his magic forthe Maranello concern, creating a true classic of sportscar design forthe 275GTB.Penetrative nose, long bonnet, purposeful side vents, high waistline,short be-spoilered tail: these were all ingredients of the recipe yetthe result was so much more than merely the sum of its parts.The tail spoiler and cast-alloy wheels echoed developments firstseen on Ferrari competition cars, while beneath the skin there wasfurther evidence of racing improving the breed, the independentrear suspension - seen for the first time on a road-going Ferrari -employing a double wishbone and coil-spring arrangement similarto that of the 250LM racer. The adoption of a rear-mounted fivespeedtransaxle combining the gearbox and differential in a singleunit helped improve weight distribution, and the feature wouldcharacterise future generations of front-engined Ferrari road cars.Now enlarged to 3.3 litres, the 60-degree V12 engine remainedthe familiar Colombo type, in standard form producing 280bhp at7,600rpm. A higher - 300bhp - state of tune employing six Webercarburettors was available, and this was used for the handful ofaluminium-alloy bodied 275GTB/C (Competizione) models built,though customers purchasing a 275GTB for road use could alsospecify aluminium coachwork and/or the six-carburettor engine.Sadly, by 1968 the progress of automobile emissions legislationhad effectively outlawed the 275GTB and its like from Ferrari’s mostlucrative export market, the United States, and the model wasphased out later that same year.Never has the marque or model been so fashionable than it istoday, the 275 being truly appreciated for its ‘end of an era’ flowingcurves and beauty, as well as the broad eligibility which it affords itscustodians.This example must surely be one of the very best that exists in theworld by any yardstick, it combines a simplicity of ownership, hugelydesirable specification packaged in an unusual and supremelyelegant colour scheme.08155 was delivered new to Luigi Lupini an Italian living in Bramley,Johannesburg, South Africa. It was specifically designed with thislocation in mind, it had a three carburettor set up, so as to obviateincessant tweaking of its aspiration, and in preference to an allleather interior, in the humid Jo’burg, the driver and passenger seatswere special order leather sides with cloth centre panels, sometimesdesignated as ‘Tropicale’ specification.In October 1977 it transitioned within the same family, becomingthe property of Lupini’s son Nimetta, then being registered in theircompany name. It remained still in that family when it left its originalhome and returned to Europe to be offered for sale at public auctionat the Nürburgring in August 1991. Now 25 years old, it had covereda mere 28,000 kilometers from new.At this point it passed to its second owner, Sanders van der Veldenof the Netherlands.Motor Cars | 149


Staying in Continental Europe for much of the next 8-9 years, itwould change hands just once more to Dr. Michael Duess before itwas discovered there by an agent representing the current owner.His remit was very simple, he was commissioned to find a 275GTB which would prove to be the most usable of tour cars whichwould be routinely driven, and the best example that was available.In line with these parameters, it was decided to source a triplecarburettored alloy Berlinetta.When 08155 became available in 1999 the agent hotfooted it toGermany. He inspected, agreed the deal and drove it back to theUK, an exercise which was accomplished with typical ease andwithout issue.At first it was deemed to check the car over mechanically, to ensureit could be used as intended. At the same time and ahead of thecurrent interest in originality, the owner and agent very sensiblydecided that the original seats were likely to suffer from use andthat since they were in relatively good shape it would be wise toremove them. A second set of 275 seats were found and recoveredin matched deep red leather, while the originals were sympatheticallyrefurbished and the central fabric carefully cleaned. These remainwith the car and could be refitted if necessary.Some light paintwork was carried out, specifically it was notedthat the doors had suffered corrosion inside, no doubt from theiroriginal delivery location. These were carefully restored and the paintmatched. It is thought that just one previous repaint had been carriedout in the early 1970s.Over the course of the last 15 years, the car has been systematicallymaintained with absolutely no regard for the cost of doing so. Thiswork has almost exclusively been entrusted to Bob Houghton’sfamed Ferrari garage in Northleach. Routinely after any event a‘snag’ list has been supplied and everything fixed however large orsmall an undertaking. More major work carried out has included anengine and gearbox rebuild as well as replacement of the engine andgearbox mounts, the suspension and brakes were fully rebuilt andthe fuel system including both mechanical and electric pumps wererebuilt also. While rebuilding the engine, the opportunity was taken torepaint the engine bay. Not surprisingly these invoices are fastidiouslydocumented and accompany the car.As a true custodian of an important Ferrari, the owner has balancedhis work with play ensuring that the car has been present at the mostsignificant gatherings of 275s and Ferraris.1The original seats are offered with the car1Motor Cars | 151

The car was debuted in his ownership at the Ferrari Owners ClubNational Meeting and Concours at Broughton Castle, in July 2001, itreturned there the following year also winning the Roy Taylor trophy.2004 was an important year for the model, when it celebrated its 40thAnniversary, accordingly, a road tour and concours was organisedby Ferrari and its owner entered 08155 on this event. The trip tothe factory coincided with the company’s introduction of its nowuniversally understood Classiche program for authenticating Ferraris.Long before this term became so important in the provenance ofany collectible Ferrari the owner of the car was keen to have his carproperly assessed and submitted it for certification. Naturally, for suchan original and unmolested car it passed with flying colours.Similarly, on the 60th Anniversary of Ferrari in 2007, the car returnedto Fiorano to be displayed at the company organised festivities.Again testament to the car it placed 3rd in Class, and where pointswere noted on the judging sheet as deduction these were rectifiedor improved as they have been after all concours entries. Anothersuccessful showing came at the FOC Boughton Castle Concoursin 2012, while other tours completed have included the Rallye desAlpes, 2008 Watch Tour, 2010 Mille Miglia Tribute rally, and mostrecently the 2013 edition of the Italia Classica. In order to participatein these events FIVA papers were secured, which although nottransferable, would clearly be easily re-applied for in new ownership.In fifteen years of current ownership, only a further 1,000kilometers a year have been added to its mileage gauge, readingjust under 48,500kms (30,000 miles) this is an exceedinglymodest number for a near 50 year old car. It has always beenserviced by Bob Houghton, and is absolutely ‘on the button’ andready to go.By definition this is a rare derivative of a rare breed, if gaugedby Dyke Ridgley’s Cavallino listing of production variants, lessthan 10% of the 454 cars were delivered as left hand drive LongNose Alloy Berlinettas. It is not unthinkable to suggest that this isthe only to have arrived with its first owner in the appealing andunderstated guise of Argento paint with Rosso interior and thespecial ‘Tropicale’ seats.So, there you have it, a meticulously maintained, ultra rare, factorycertified Ferrari - it doesn’t get more covetable or collectible thanthat, it is certainly one of the finest ‘Prancing Horses’ that Bonhamshas had the privilege to offer.£2,200,000 - 2,500,000€2,700,000 - 3,000,000152 | Goodwood festival of speed

Motor Cars | 153

Slides327Multiple concours-winning1963 Daimler SP250 RoadsterRegistration no. 4068 WKChassis no. 101553Engine no. 97382An unusual departure for a firm more noted for its stately limousines,the SP250 sports car was Daimler’s final fling before its acquisition byJaguar. Aimed at the North American market and launched in 1959,the SP250 employed a separate ladder-type chassis on which satcontroversially styled glassfibre coachwork manufactured by Daimlerthemselves. Four-wheel disc brakes were an unusual feature at the timebut unquestionably the car’s biggest virtue was its magnificent 2.5-litreV8 engine.An outstandingly flexible unit, the smaller of Daimler’s two Edward Turnerdesigned V8s produced 140bhp, an output good enough to propel theSP250 to a top speed of 125mph. In keeping with the demands of itsintended market, automatic transmission was available as an option. Themodel survived Jaguar’s 1960 take-over, benefiting from its new owner’sattention that resulted in the much-improved ‘B’ version. Introduced inApril 1961, the SP250 ‘B’ boasted a stiffer chassis and thicker glassfibrecoachwork while its ‘C’ replacement, introduced in April 1963, differedonly in detail. Sadly, the Jaguar E-Type’s arrival meant the SP250’s dayswere numbered and production ceased in 1964.Left-hand drive chassis number ‘101553’ was a special order throughClark & Simpson of Sloane Square, London and was registered as ‘4068WK’ in January 1963 by the factory on behalf of its only former keeper. Thecar spent its first 2½ years in Roehampton, West London before beingtaken to the owner’s house on the Algarve. After 26 years in Portugal it waspurchased by the current vendor and brought back to the UK.‘4068 WK’ is the best known SP250 in the world with 96 concourswins over the years. It has been featured in numerous classic carmagazines and is included in Quentin Willson’s ‘Ultimate Classic CarBook’. Its most notable accolades include ‘Best SP250’ in the Daimler& Lanchester Owners’ Club (numerous wins); Masterclass winner inthe Daimler & Lanchester Owners Club (numerous occasions); ‘Best inShow’, Alexandra Palace Classic Car Show; ‘Best Sports Car’, BromleyPageant; Autoglym/Popular Classi````````cs Magazine National Winner;Masterclass winner and ‘Best in Show’, Brighton & Hove Motor Club(several occasions); Autoglym ‘Best in Show’, Folkestone national event;plus numerous other ‘Best in Show’ awards: Knebworth, Shuttleworth,Blenheim Palace, Penshurst Place, Colchester, Luton Hoo and BraemarHouse.‘4068 WK’ has covered only 72,930 kilometres (45,316 miles) fromnew and was restored in 1992. The car retains its original registrationand original Dunlop wire wheels, while the colour combination of silverpaintwork, St James’ Red leather trim and grey hood, tonneau coverand hood bag is exactly as it was when the car left the factory. Othernoteworthy features include an unleaded fuel conversion, electronicignition, a stainless steel exhaust system and an electric cooling fan withits own control switch. Offered with current road fund licence, MoT toJanuary 2015 and V5 registration document, the car also comes witha complete set of original handbooks, an old-style buff logbook, theoriginal warranty card and a complete Daimler tool roll.£45,000 - 55,000€56,000 - 68,000154 | Goodwood festival of speed

3281966 Jaguar E-Type Series 1 4.2-Litre 2+2 CoupéRegistration no. FHJ 39DChassis no. 1E50112Engine no. 7E51015-9The first significant up-grade of Jaguar’s sensational E-Type sportscar occurred in October 1964 with the launch of a 4.2-litre version,which featured an all-synchromesh gearbox and a host of otherimprovements as well as the bigger, torquier engine. The E-Type’stop speed of around 150mph remained unchanged, the mainperformance gain resulting from the larger engine being improvedacceleration. Like its 3.8-litre forbear, the 4.2-litre E-Type was built inroadster and coupé forms, and in 1966 was joined by an additional‘family friendly’ 2+2 coupé variant on a longer wheelbase. Withthe 2+2’s increased length and additional rear seats came greaterheadroom, more luggage space, improved heating/ventilation andoptional automatic transmission.An early example of its type (the 2+2 chassis number sequencecommenced at ‘1E50001’) this right-hand drive E-Type Coupé hasthe desirable manual transmission option. The car was purchased bythe immediately preceding owner in 2000 having already undergonepartial restoration, including a repaint, much of the work being carriedout by Jaguar specialists, Martin Robey.Since then further restoration has been undertaken by D & A DennisEngineers of Essex, including £5,500-worth of general works tothe chassis, interior, electrics, engine bay, body, etc. In addition,renowned marque specialists, J D Classics carried out extensiverenovation at a cost of circa £44,000, which was completed in 2004.Systems overhauled/parts replaced included the suspension, brakes,sills, carburettors, exhaust, wiring, battery, radiator, fans, heater andsun visors, (see full breakdown of works on file). Subsequently thecar was fully serviced by Racing Green and fitted with a high torquestarter motor.The current vendor purchased the E-Type at Bonhams’ GoodwoodRevival sale in September 2012 (Lot 131). Since then the car hasbenefited from some £15,000 spent with marque specialists TwyfordMoors on various works including rebuilding the differential andrear brake callipers; replacing the rear discs; fitting a new Facet fuelpump and braided fuel lines; renewing the steering rack mounts;fitting 1.2.3 electronic ignition; replacing the clutch slave cylinder;and repairing the alternator. Described as in generally very goodcondition, this ultimate British Gran Turismo is offered with sundryrestoration invoices, current MoT/tax and V5C registration document.£38,000 - 46,000€47,000 - 57,000Motor Cars | 155

329The ex-Lord Iveagh, Francis Hutton-Stott,from the Michael Banfield Collection1902 De Dietrich 16-hp “Paris-Vienna”Rear-Entrance TonneauRegistration no. A 2101Chassis no. 1036Engine no. 558156 | Goodwood festival of speed

Few cars can have come to light as spectacularly as this magnificentveteran, which was discovered during World War Two when aGerman bomb demolished the stable in which it had been sleepingon blocks since 1912. With just four owners from new, this powerfulfour-cylinder 4078cc De Dietrich is identical in specification to theworks racers built for the 1902 Paris-Vienna Race.“Same as you can buy” has always been a potent sales tool formotor makers, who realise that competing in motor sport withexamples of their production models is excellent advertising. Thatwas as true in 1902 as it is today, and the excitement engenderedby that year’s Paris-Vienna race, which was run concurrently with theGordon Bennett Trophy, saw De Dietrich of Lunéville (Lorraine) enterfour of their new 16-hp cars, which were built under a licence signedearlier that year with Turcat-Méry of Marseille.The roots of the De Dietrich company lay in Alsace, where in 1681the burgomaster Dominique de Dietrich had signed the act that madeStrasbourg a French city. Soon after, the de Dietrichs acquired anironworks at Niederbronn, 26 miles north of Strasbourg, to establisha metallurgical business that by the mid-19th Century had become aspecialised manufacturer of railway wheels, axles and rails.However, after the Franco-Prussian War of 1870-71, Alsace and partof the neighbouring province of Lorraine had been annexed by thevictorious Germans, who instituted protectionist customs duties thatprejudiced sales to the firm’s main customers in France. To counterthis, in 1879 De Dietrich set up a French subsidiary in Lunéville, aborder town that attracted former citizens of the annexed territorieswho had chosen exile rather than adopt German nationality. Thesubsidiary became a separate company in late 1897.Earlier in that year De Dietrich of Lunéville had acquired the licence tobuild cars designed by Amédée Bollée, but these idiosyncratic flattwinautomobiles had become thoroughly outmoded by 1901. Boardmember Baron Adrien de Türckheim, whose father had married intothe de Dietrich family and ran the Lunéville factory, looked around foran up-to-date successor. Early in 1902, Adrien de Türckheim visitedNice – probably for the Automobile Meeting at the beginning of April– and saw an unfamiliar car that interested him. It was a Turcat-Mérydriven by the crack driver, Rougier, and the influential journalist PaulMayan introduced Adrien de Türckheim to its makers, the cousinsLéon Turcat and Simon Méry.They had built a car as early as 1896 and established amanufacturing company in their home town of Marseille in 1899.Their latest models had been built for the proposed 418-mile Nice-Abazzia contest, in which they were thought likely to “prove one ofthe revelations of the coming race”, but the last-minute prohibition ofthe contest gave them no chance to prove their mettle.Motor Cars | 157

De Türckheim was taken for a drive in one of the new Turcat-Mérys,and was so impressed by its design that he took out a licence tobuild Turcat-Mérys under the De Dietrich name at Lunéville (aroundthe same time Niederbronn acquired the services of a mercurialyoung Italian designer named Ettore Bugatti whose designs provedmore troublesome).In its report on the Nice meeting, The Autocar disclosed that aTurcat-Méry “had been disposed of to Mr Guinness, the famousbrewer of Dublin”. Describing the new Turcat-Mérys as “reallysplendid vehicles”, the magazine added, “We were informed that thecar has been timed to run at the rate of 52 to 55 mph on good levelroads. It is certainly very fast, and we were given an opportunity oftrying the vehicle by a run through Nice and down to the sea front,when the motor showed a great elasticity and the speeds werechanged promptly with perfect ease.”The Autocar waxed lyrical about the 16-hp De Dietrich (Turcat-Mérysystem) when the first examples arrived in Britain in the autumnof 1902: “These fine vehicles are the output of the great firm ofDe Dietrich and Company, of Lunéville, a firm of rolling stock andlocomotive builders whose name is a household word in engineeringcircles on the Continent. As now turned out, the De Dietrich carriagemade its first bow to the public in the recent Paris-Vienna race, whenthree 16-hp cars faced the starter, and all performed in a mannerso creditable as to astonish automobilists in general and the olderconstructors of automobiles in particular.It is seldom, if ever, that racing automobiles have done so well onfirst appearance. Although combining many of the best points of thelatest Panhard and Mercedes construction, the new car neverthelessexhibits much originality in detail.”An early customer for this newcomer to the British market was theHon Rupert Guinness, heir to the Earl of Iveagh, who in the springof 1903 took delivery of this 16-hp De Dietrich from the BurlingtonCarriage Company of Oxford Street, London, who imported barechassis from Lunéville and fitted them with their own coachwork.Former owner Francis Hutton-Stott declared in 1953 that this wasthe chassis ordered from Turcat-Méry in April 1902 by “Mr Guinnessthe brewer”. Presumably the fulfilment of the order was delayedbecause of the time needed to establish production at Lunéville.The handsome Burlington four-seater body fitted to the Guinness carhad a detachable tonneau section that could be removed to convertit into a racing two-seater. It was displayed at the March 1903Cordingley Exhibition in the Agricultural Hall, Islington, where TheAutocar described it as “one of the finest examples of body buildingin the show” (but attributed it to the wrong coachbuilder, promptingan abject apology in the following issue correctly crediting Burlingtonfor “the exquisite turnout of the whole vehicle”, accompanied by aphotograph of the Hon Rupert Guinness at the wheel).123158 | Goodwood festival of speed

In 1903, when a canopy and windscreen were fitted, the De Dietrichwas used as the wedding car for the Hon Rupert and his brideGwendolen, daughter of the 4th Earl of Onslow. Three years later,he used the De Dietrich, fitted with a closed landaulet body, in hiscampaign when running as Unionist candidate for the East LondonHaggerston constituency.But in 1912 the De Dietrich, fitted again with its original tonneaubody, was driven into the stable at the Hon Rupert’s home, PyrfordCourt at Woking in Surrey, and put up on blocks. There it wouldstay until 1940, when a bomb dropped during a German air raiddemolished the stable. The car was undamaged and was moved tothe Guinness Dairy Farm in Old Woking, where it stood out in theopen, “a roosting place for the birds of the air and a plaything for thelocal brats”.1The Hon. Rupert Guinness aboard the De Deitrich2 and 3‘A2 101’ on the London to Brighton Run, 1950’s4‘A2 101’ crossing Westminster Bridge on theLondon to Brighton Run, 2009Then in March 1942 the ever-vigilant Bill Boddy, editor of MotorSport, published a list of 50 veteran, Edwardian and vintage carsmost at risk from the national scrap metal drive. Included in that listwas “DE DIETRICH, Type 8, four-cylinder Roi de Belge, rough, notyres, big engine, chain drive (Surrey).”Veteran Car Club committee member Francis Hutton-Stott decidedit was worth expending what little of the wartime “basic” petrolration remained in the tank of his Morgan 4/4 to take a look at thecar and realised from its automatic inlet valves, gilled-tube radiatorand flitch-plated wooden chassis that it could be no later than1903 in date. Lord Iveagh (the Hon Rupert had succeeded to thetitle in 1927) was not at home, but Hutton-Stott located the Earl’schauffeur, who recommended writing to Lord Iveagh and asking ifhe would dispose of the car to a good home. The Earl respondedthat he would be happy to give Hutton-Stott the car without chargeif he could arrange transport.A breakdown truck was quickly arranged, and the car was towedto Hutton-Stott’s home, where in due course a “firing-up” party wasarranged with luminaries of the old car world John Bolster, “Bunny”Tubbs, Laurence Pomeroy and Cecil “Sam” Clutton in attendance.Amazingly, after lying idle for 30 years, the engine fired almostimmediately and kept running. Though the clutch was inoperativeand the gear lever was missing, Clutton engaged second gear witha screwdriver and was push-started down the drive. Fortunately theclutch freed in time to avert disaster, and the car circled a flowerbedin a cloud of smoke “touching a speed that may have been 25 mphbut looked three times as fast”.4Motor Cars | 159

Restoration began in 1946, when the car was completely rebuilt byTeddy Pilmore-Bedford at Catford and Leslie Paget at the WimbledonMotor Works, making its debut at the VCC Oxford Rally in May 1950;it successfully completed its first Brighton Run in November that year.In Hutton-Stott’s ownership, the De Dietrich took part in severalBrighton Runs, took part in Edwardian races and parades atSilverstone and Castle Combe, and made fastest time of the dayin the 1954 VCC Bexhill speed trials before going on display in theMontagu Motor Museum at Beaulieu.Hutton-Stott retained the car – which he believed had been areserve car for the works team in the Paris-Vienna race – until 1965,when it was sold to fellow enthusiast Frederick Michael Willcock ofPulborough, Sussex. Michael Banfield acquired the car in November1970 at a Norman Cole auction at Alexandra Palace. In hisownership the car has been comprehensively restored, and is nowresplendent in royal blue, and sports a magnificent pair of Polkeyparaffin headlamps and rare matching sidelamps.This rare and desirable veteran comes with a large history filethat warrants closer inspection including copies of The MotorSeptember 1942 and 1944, a buff log book, some receipts, a V5and correspondence while in the custodianship of Michael Willcock.It is ready for this year’s London to Brighton Run and application hasbeen made through Bonhams for an entry.As a powerful four-cylinder chain-drive four-seater with a fantasticprovenance, this car ticks every Brighton Run box. It is, as Bill Boddywrote in 1961, “a splendid reminder both of the now legendary townto-townraces held at the turn of the century and of the sort of motorcar in which the more sporting members of the aristocracy liked toburn the roads in the early days of automobilism.”£750,000 - 850,000€930,000 - 1,000,0005‘A 2101’ fitted with its previous closed coachwork6Michael Banfield crosses the finishing line, Madeira Drive, Brighton160 | Goodwood festival of speed

5 6Motor Cars | 161

330 N13,500 kms from new1990 Ferrari F40 BerlinettaCoachwork by PininfarinaChassis no. ZFFGJ34B00084454Engine no. 21353162 | Goodwood festival of speed

‘The take-up into the next gear is flawless and, with the turboscranking hard, the blast of acceleration just goes on again andyou seem to be in a blur of time conquering distance, gearshiftsand noise. It has the tonal quality of an F1 engine, if not thesheer ferocity. From outside, if you stand and listen, you hear thefrantic whoosh as the turbos start to drive oh-so-hard.’ - Autocarmagazine, May 1988.Introduced in 1988 to celebrate Enzo Ferrari’s 40 years as a motormanufacturer, the F40 was the ultimate supercar. A mid-engined,two-seater berlinetta, the F40 was a development of the limitedproduction288GTO, and like the latter - but unlike the preceding308 series - mounted its power unit longitudinally rather thantransversely. A four-cam 3-litre V8 with four valves per cylinder, theF40 engine employed twin IHI turbochargers to liberate 478bhp(approximately 352kW) at 7,000rpm. For the seriously speedaddicted,this could be boosted by 200bhp by means of a factorytuning kit.Of equal, if not greater, technical interest was the method of body/chassis construction, the F40 drawing on Ferrari’s Formula 1experience in its use of composite technology. A one-piece plasticmoulding, the body was bonded to the tubular steel chassis tocreate a lightweight structure of immense rigidity. The doors,bonnet, boot lid and other removable panels were carbon fibre.Pugnaciously styled by Pininfarina, the F40 incorporated the latestaerodynamic aids in the form of a dam-shaped nose and high rearaerofoil. Despite the need to generate considerable downforce -and with a top speed of 201mph, higher than the take-off speed ofmany light aircraft, the F40 needed all the downforce it could get -the result was a commendably low drag coefficient of just 0.34. TheF40’s interior re-enforced its image as a thinly disguised race-car,with body-contoured seats, an absence of carpeting and trim, andsliding Plexiglas windows. When it came to actual competition,race-prepared F40s more than held their own and in the Global GTseries proved quicker on many circuits than McLaren’s F1 GTR.Motor Cars | 163

Autocar concluded its test thus: ‘on a smooth road it is ascintillatingly fast car that is docile and charming in its nature; acar that is demanding but not difficult to drive, blessed as it is withmassive grip and, even more importantly, superb balance andmanners. You can use its performance - the closest any productioncarmaker has yet come to race car levels - and revel in it. ...there’slittle doubt it is the very personification of the term sports car.’ Eventoday the F40 has the power to impress.Reacquainting himself with the F40, F50 and Enzo Ferraris forOctane magazine (July 2014 edition) racing driver Mark Halesdeclared: ‘The F40 is for me, the special one. Not just becauseI have spent so much time in them, but because it was such anexplosive, other-worldly creation when it first appeared, and it stillretains much of that character.’ Enough said.This particular F40 has the electric windows option and wasdelivered on 15th March 1990 via the then Ferrari main dealers forFlorence, Auto La Rotonda SpA. According to the accompanyingMassini report, it has the assembly number ‘01410’ and is thereforea rare early example of the F40 in its purest form: without ABS,catalytic converters or adjustable suspension.Importantly, the car comes with its original tool kit including theunused tyre repair aerosol as well as the original handbooks andservice book in their original tan leather wallet.The F40 remained with its first owner, who resided near Florence inTuscany, until 2004 when it was purchased by the current vendor,who has kept the car in his private museum in northern Italy untilnow. The last official entry in the aforementioned service bookdates from 1994 at 10,000 kilometres. We are advised that the carhas been maintained in-house by the museum’s staff and currentlydisplays a total of some 13,400 kilometres on the odometer.Described as in original, un-restored condition, this F40 has alwaysresided in its native Italy and comes with Italian registration papers(libretto and Certificato di Proprieta).£450,000 - 550,000€550,000 - 680,000164 | Goodwood festival of speed

Motor Cars | 165

331The ex-David Shale, Tony Lanfranchi, Arthur Carter1955 Austin-Healey 100S Sports RacingTwo-SeaterRegistration no. EVV 106Chassis no. AHS 3509Engine no. IB.2227101, 2 and 3David Shale raced EVV 106extensively, here he is (clockwisefrom top left) at Oulton Park, April1955; Brands Hatch, August 1956;and Mallory Park, July 1956166 | Goodwood festival of speed

During the 1950s the most accessible, most appealing and in manycases the most successful club racing car available to any aspiringracing driver was one of the products of the Donald Healey MotorCompany’s famous factory at The Cape, Warwick. This particularappealing and in-period highly successful Austin-Healey 100S is ashining example of the type. It has an outstanding record as a clubracing contender raced over a seven-year period from 1955 until1962. As a genuine 100S it was one of only 55 such Austin-Healeysproduced during 1955, of which at most only 38 are believed tosurvive today.While the standard 100S specification included a 2660cc in-line4-cylinder engine tuned to develop a maximum 132bhp at 4,700rpm,all in a chassis and body unit weighing only 2,960lbs (891Kg),‘EVV 106’ offered here was distinguished almost from new by twodistinctive features. Firstly – as required by first owner David Shale– ‘EVV106’ was equipped with an Aston Martin gearbox duringproduction. And within days of its delivery to David Shale in February1955 he had its paint finish colour changed from the standard OldEnglish White over Lobelia Blue to British Racing Green, a colour thatit wears to this day.The car was first UK road registered on March 2, 1955, and evidenceof its early paint change survives in a photograph of the car taken atone of its maiden outings in Mr Shale’s hands, at the British EmpireTrophy meeting, Oulton Park, in April 1955.From 1955 to the present day ‘EVV106’ has had only six owners,these in sequence being David Shale 1955-57, then Mike Kellett1957-58, the future multiple British club racing Champion TonyLanfranchi 1958-1960, and the last of its great club racing ownersDerek Buller-Sinfield, 1961-62. The retired warhorse was thenacquired by Norfolk farmer-cum-noted Austin-Healey collectorArthur Carter in whose hands it was preserved and maintained forthe following 42 years, before being acquired by the present ownerin 2004. Furthermore, EVV is one of only four 100Ss originally soldand raced into the UK home market and has the distinction of beingdomiciled in the UK since.1 23Motor Cars | 167

4 54, 5 and 6EVV 106 in the pits at Silverstone, July 1956,and a wet Silverstone the year before.126168 | Goodwood festival of speed

Motor Cars | 169

David Shale actually drove the car in its club racing debut outingright here at Goodwood Motor Circuit on March 26, 1955, finishingsecond, and into the 1956 season, on May 30 that year he tooka third place at the short-lived Davidstow aerodrome circuit inCornwall. After failing to finish in the higher-level British EmpireTrophy race meeting in April he recorded four fine race wins, the firstat Aintree and subsequently three at Silverstone.Never averse to compiling many road miles on the way to (and from)club race meetings around the British mainland he also compiledsecond-place finishes at Brands Hatch in Kent, Mallory Park inLeicestershire, Snetterton in Norfolk and Davidstow way back downin the far south-west. He also added a third place at Brands Hatchand two more at Silverstone to ‘EVV106’s growing list of club racelaurels. David Shale finished the season as runner-up in the 1956‘Autosport’ Championship competition.The car was then acquired by second owner Mike Kellett, in whosehands a second place was achieved at Croft in September 1957and a third at Marston Moor, followed in 1958 by 2nd and 4th-placeresults at Full Sutton – the very fast Yorkshire aerodrome circuit.Unfortunately at Oulton Park that year Mike Kellett left the road atKnickerbrook corner and rolled the car, but overall it was raced atleast 18 times in his ownership and had remained a competitivecontender against newer opposition.Tony Lanfranchi, from Huddersfield, then acquired the car andlearned much about his chosen sport in it before going on tobecome on of the most colourful characters of the British andinternational motor racing scene. In ‘EVV 106’ he won the 1959Catterick hill-climb, a third place in the Burton Sprint and a circuitthird at Mallory Park. Derek Buller-Sinfield then completed ‘EVV’sregular competition career into 1962, at which time it was acquiredas one of the founding feature cars of the illustrious Arthur CarterCollection, within which it was subsequently preserved andmaintained for so many years...Upon acquisition by the vendor, ‘EVV’ was fully restored over an18-month period, the work being undertaken by respected specialistthe late Jonathan Everard of JME Limited, who was until 1969 aDonald Healey Motor Company and Austin-Healey employee at TheCape.In more recent years ongoing maintenance, servicing and racepreparation has been undertaken by noted Austin-Healey specialistPaul Woolmer of Woolmer Classic Engineering Limited. ‘EVV 106’is FIVA, MSA and FIA registered and the owner has enjoyed manyrallies, tours and races with the 100S, including the GoodwoodRevival, Le Mans Classic, Donington and Silverstone Festivals and,on multiple occasions, the Mille Miglia retrospective.The Austin-Healey 100S is a perfect – and versatile – entry for all thegreat historic motor events, equally at home on road or track.£600,000 - 700,000€740,000 - 860,000170 | Goodwood festival of speed

7 87 and 8EVV 106 has given the present owner many years ofenjoyment, and none more so than when competing onthe Mille Miglia retrospective.Motor Cars | 171

332The ex-works, Samuelson/Kindell,Le Mans 24 Hours1930 MG M-Type Midget ‘DoubleTwelve’ Le Mans SportsRegistration no. RX 6796Chassis no. 2M 1647Engine no. 1403 A1Samuelson and Kindell at the ‘weigh in’, Le Mans, 19302Samuelson during the Le Mans 24hr race, 1930This car is one of two specially built by MG at Abingdon for the 1930Le Mans 24 Hours race. Based on the ‘Double Twelve’ M-TypeMidget, it is reputed to be the earliest ‘works’ racing MG in existenceand is featured in most books on the marque.With the introduction of the M-Type Midget at the 1928 OlympiaMotor Show, Cecil Kimber had single-handedly created the marketfor small, cheap sports cars. Selling for £175, Kimber’s new babywas based on the contemporary Morris Minor and featured pretty,boat-tailed, fabric coachwork by Carbodies. The 847cc, overheadcamshaft,four-cylinder engine derived from Wolseley aero engineexperience via the Wolseley Ten, and mated to this little gem of apower unit was a three-speed ‘crash’ gearbox. Produced initiallyat Cowley, the Midget proved to be a strong seller and productiontransferred to Abingdon when the MG factory moved there in theautumn of 1929. M-Types were awarded the Team Prize in the1930 ‘Double Twelve’ 24-hour race at Brooklands, and this successprovided a welcome boost to sales, which amounted to 3,253 carsby the time production ceased in 1933.Capitalising on its Brooklands success, MG produced 30 DoubleTwelve Replicas, which featured many of the modifications madeto the team cars including altered bodywork and deeper doorcutaways, while the racer’s different valve timing found its way onto theproduction M-Type for 1931.172 | Goodwood festival of speed

12The Le Mans cars differed from the standard M-Types and ‘DoubleTwelve’ Replicas in having more powerful engines; long range fueland oil tanks; reinforced wheels with extra spokes; an upsweptscuttle; extra instrumentation; a pressurised fuel tank; a uniqueunder-body exhaust system incorporating a Brooklands silencer;and an externally mounted spare wheel, many of these modificationsmade to meet the Le Mans regulations.‘RX 6796’ was driven at Le Mans by Sir Francis Samuelson and FredKindell (an MG employee) but retired after a fractured oil pipe led todamaged bearings. The second car driven by Murton-Neale and JackHicks also retired. Undeterred, Samuelson obtained an entry for theSpa-Francorchamps 24-hour race to be held a fortnight later and setoff for Abingdon in his Talbot, taking the MG’s engine with him. Back inFrance the rebuilt motor was soon reinstalled and the MG was then ‘runin’ by being driven north to Belgium. ‘RX 6796’ was the only British entryat Spa and finished 5th in class, hampered by severe clutch slip.This car is believed to have had continuing competition usage duringthe 1930s but the details are not known. It is reputed to have beensupercharged at one time and it is likely that the car’s hydraulic brakesand J2 four-speed gearbox were fitted during this period.The Midget was purchased by the vendor’s father-in-law, Lewin Spittle,in Newmarket in 1943 for £17 10s (£17.50) with three gallons of‘unobtainable’ petrol in the (enlarged) Le Mans tank. He wrote: ‘It lookedsomehow different and had the largest SU I had seen on an engine ofthat size together with a fishtail exhaust which would not have disgraceda Bentley.’As the little MG would not accommodate his growing family, Spittlesold it in 1948 to an undergraduate who took it to Spain. He saw thecar again in Piccadilly in 1950 and by the mid-1960s had traced it toOxford where it was owned by Dr Stuart Milton, who was very wellknown in MG circles and owned the ex-Nuvolari K3. Spittle and Miltonagreed jointly to restore the car to original Le Mans specification, wherenecessary using parts from the second Le Mans car of Murton-Neale,the remains of which Milton also owned. Milton died in 1971 before therebuild was completed.During the restoration, drawings of the Le Mans body were obtainedfrom Abingdon and an accurate replica made, but the rest of the carincluding the engine (with the exception of the carburettor, which is ofthe correct downdraft configuration but of a different model) is believedto be original. The MG was the subject of a feature by Bill Boddy in theJune 1976 issue of Motor Sport (copy available).‘RX 6796’ has been in single family ownership for almost 50 years andhas seen limited use in this time. The engine has been rebuilt, it beingnoted that the special cylinder head had the copper plating which wastypical of MG racing practice of the period. The Midget has appearedregularly at special MG occasions, most recently at the demonstrationof significant MG competition cars at the 1999 Goodwood Revivalmeeting, and has been invited to attend this year’s ‘MG90’ celebrationsat Silverstone on 21/22 June. Currently taxed and offered with V5registration document, the car is running and driving but has seenlittle use in recent years and would benefit from re-commissioning. Awonderful opportunity to acquire a unique and historically significant partof the MG legend.£80,000 - 120,000€99,000 - 150,000Motor Cars | 173

333 NMultiple Concours Winning, Ferrari Classiche certified1966 Ferrari 275GTSCoachwork by PininfarinaChassis no. 08005Engine no. 08005174 | Goodwood festival of speed

There had been open-top Ferrari road cars before the advent of the‘250’ series, but it was, chiefly, Pininfarina’s offerings on the latterchassis that established the convertible as a fixture of the Ferrarirange. After the experimentation and variety which characterisedthe coachwork of the 250-series cars, the arrival of the ‘275’ in1964 brought with it standard bodywork, that of the 275GTS beingmanufactured by Pininfarina themselves. In Ferrari nomenclature ofthe period a model’s designation reflected an individual cylinder’scubic capacity, so the newcomer displaced 3.3 litres, up from itspredecessor’s 3.0 litres. In standard trim the GTS’s Colombo-type,60-degree, V12 engine produced 260bhp at 7,000rpm, some 20horsepower fewer than when installed in the contemporary 275GTB.The chassis followed Ferrari’s established practice, being a multitubularframe tied together by oval main tubes, and for the first timeon a road-going Ferrari there was independent rear suspension, thelatter employing a double wishbone and coil-spring arrangementsimilar to that of the 250LM sports-racer.The adoption of a rear-mounted five-speed transaxle combining thenow all-synchromesh gearbox and differential in a single unit helpedimprove weight distribution, and this feature would characterisefuture generations of front-engined Ferrari road cars. Producedbetween 1964 and 1966, the 275GTS altered little during the courseof its short life apart from the adoption of constant velocity joints forthe open prop shaft shortly after the commencement of production.By the mid 1960s Ferrari’s road cars were beginning to lose someof their rougher edges and take on a more luxurious mien, and the275GTS interior is notable for its generously sized seats and woodveneer dashboard, the latter appearing for the first time in a Ferrari.Even the most sybaritic of customers, though, would acknowledgethat the driving experience is the raison d’être of Ferrari ownershipand in this respect the 275GTS had lost none of its predecessors’aggressive charm.176 | Goodwood festival of speed

Car & Driver magazine had this to say: ‘Since the engine is heir to aV12 tradition that’s gone on for almost twenty years, it’s only naturalthat it should be the dominating factor in the car’s personality, andthat the whole car should have been developed around the engineand its own unique character. You can feel it as much as you canhear it. It has a taut, powerful rush of response that comes to youthrough the seat of your pants, through the steering wheel rim. Theinstant the clutch is engaged, the chassis takes on life and begins tomove as a unit with the engine, it’s an all-in-one-piece sensation thatyou normally feel only in racing cars, one that’s unique to the Ferrariamong normal passenger vehicles today.’One of only 200 275GTS models made, chassis number ‘08005’is the 186th built and was originally finished in Nocciola (hazel) withBeige Scuro (dark beige) interior. It was completed at Pininfarina’sTurin factory in February 1966 and in September of that same yearwas despatched to Ferrari importer Luigi Chinetti Motors in NewYork, USA. Chinetti sold the car to its first owner, Mr Slate, a residentof Los Angeles, in 1966 and it is known to have been sold andregistered in Oregon in 1970.In August 2001, by which time it had been repainted red, ‘08005’was offered for sale at Bonhams & Brooks’ Quail Lodge auctionand shortly thereafter was registered to Robert Brower, Sr, residentin Carmel, California. Over the course of 2001/2002, the Ferrariwas fully restored, the interior being re-trimmed in black, and inAugust 2003 was shown at the Cavallino Concours held during theConcorso Italiano at the Black Horse Golf Club, Seaside, California,receiving a Gold Class award.In June 2004, the car was driven by Robert Brower and MarshallPealman on the Ferrari Factory 275 Tour in Tuscany, Italy and inAugust ‘04 was shown again at the Concorso Italiano and also atthe 41st Annual Ferrari Club of America National Field and DrivingConcours at Quail Lodge, California.Motor Cars | 177

Ferrari Classiche certification was obtained in November 2004 and‘08005’ continued it concours-winning ways, receiving a PlatinumAward (99-plus points) at the August 2005 Concorso Italiano andmost importantly a 1st in class award at Ferrari’s 60th AnniversaryConcours at Fiorano, Italy in June 2007. Classiche then carriedout various works on the car to bring it fully into line with factoryspecification (see Massini Report on file). Mr Brower continued toshow his Ferrari at prestigious concours events in the USA up to thetime he sold it in October 2012. The aforementioned Massini Reportlists only one additional private owner: Mr Charles T Wenger of WestChicago, Illinois, who acquired the car in October 2012.Benefiting from recent enthusiast ownership and possessingan outstanding concours record achieved at the world’s mostdemanding venues, this beautiful car comes complete withdocuments pouch, owner’s manual, jack and Ferrari tool bagcontaining a full set of tools. Accompanying documentation consistsof the aforementioned Ferrari Classiche certificate and MassiniReport, old US title deed, recent change of ownership paperworkand HM Revenue & Customs letter confirming EU duties paid.Concours class win at the Ferrari 60th anniversary, FioranoAs good a quality concours restoration as one could wish for, ‘08005’represents a rare opportunity to acquire a very superior example ofwhat many consider to be the most elegant of all spyder Ferraris.£1,200,000 - 1,400,000€1,500,000 - 1,700,000178 | Goodwood festival of speed

Motor Cars | 179

334The ex-George Milligen and one family ownership for 49 years1960 Jaguar XK150S 3.8-litre Drophead CoupÉRegistration no. FAH 444Chassis no. T82 7553DNEngine no. VAS 1160-9For a concept that can be said to have emerged almost by accident,Jaguar’s XK series of sports cars was an incredible success story. TheXK120 of 1948 was developed as a test-bed for the new XK enginedestined for the Mark VII saloon, but such was its success that Jaguarput the XK120 sports car into series production. The competitionsuccesses of the XK120 and ‘C’ Type are of course legendary andin 1954 the XK140 in the same concept was introduced. The finaldevelopment came with the XK150 in 1957, the all-new Dunlop discbrakes finally providing the XK sports car with the stopping power tomatch its prodigious straight-line speed.Restyling provided a roomier cockpit and featured a higher front wingline, a one-piece wrap-around windscreen and a broader radiator grille.The chassis remained much as before, as did the 3.4 litre, six-cylinderengine and the four-speed Moss gearbox. Overdrive and automatictransmissions were options, as was the new ‘B’ Type cylinder headwhich boosted maximum power from the standard 190bhp to 210bhp.The 3.8 litre XK150S specification model, introduced for the 1960season, was however the one to own as Jaguar were swept into theescalating horsepower race in North America. The Harry Weslake‘straight port’ B-type cylinder head, a re-designed inlet manifold, triple2-inch SU carburettors, and 9:1 compression pistons combined togive this model an astonishing 265bhp and a lightened flywheel andstronger clutch assembly contributed to astonishing accelerationfigures and a top speed in saloon form recorded by Road & Trackmagazine of 136mph.The overdrive gearbox was standard on the S models. Here wasone of the world’s fastest sports cars of its time – the DropheadCoupe version being the most expensive model and yet seriouslycompetitively priced compared with its peer group. This modelwas to be short-lived with the announcement of Jaguar’s E-type atGeneva in 1961, and records suggest that just 89 or so models of theS-specification Drophead Coupes were built - some destined for theexport market.180 | Goodwood festival of speed

Correspondence on file from Jaguar Cars Ltd. in 1965, quotingthe above chassis and engine numbers, confirms that this car wasdespatched new to XK150S 3.8 litre specification. The originalregistration document records that this car, originally finished in redlivery, was first licenced with the number 155 MKX in April 1960 toEton Garages Ltd of Eton, Windsor, and was subsequently sold bythem in November that year to The Hon. Leslie Leathers – a keenmotorist and former Monte Carlo Rally competitor.In May 1965 it was bought from Leathers by motoring connoisseurand collector the late George Milligen in whose ownership it remaineduntil his demise in 2004, sharing the motor house during that time withthe likes of a Mercedes 300SL, the marques Pegaso, Bentley, Delageand Facel Vega and the fabulous 38/250 SSK Mercedes-Benz. In1965 the recorded mileage was just 7,928 miles and Milligen’s hugelydetailed notebook records mileages and all work completed up to2004. His family, who have retained the car until now, have continuedto record subsequent work, confirming the car’s continuous historyand careful maintenance through to the present recorded mileage of135,300 miles.Milligen re-registered the car FAH 444 upon acquisition in 1965 andrepainted it in the familiar Milligen ‘house livery’ of Air Force Blue.He was to tour this car extensively on the continent, the dashboardaltimeter proving a useful accessory for such trips. Re-commissioningwork in more recent years has included re-panelling and skinningthe coachwork as necessary, a respray in red livery and carefulconservation of the delightfully original leather upholstery. Four newstainless steel wire wheels are fitted, furnished with Blockley tyres.Much other more recent work is recorded in the Milligen notebook andon invoices on file.So here is a car with outstanding continuous history from new, fromlong distinguished ownership and retaining much wonderful patina,one of the rarest of all Jaguar models and the ultimate developmentof the early XK range. It is smartly presented in its new livery andcomes with old and new style registration documents, recently taxedand MoT’d until June 2015, its original Operating, Maintenance andService Handbook and list of Jaguar dealers and the all important‘Milligen notebook’. Offered with the car are a quantity of spare partsincluding the original wire wheels, headlamp inserts, spotlamps,over-riders, wheel spinners and other items.£70,000 - 90,000€86,000 - 110,000Motor Cars | 181

335 NThe ex-Guy Shoosmith1930 Bentley Speed Six TourerRegistration no. GK 8450Chassis no. HM2865 (see text)Engine no. HM2867182 | Goodwood festival of speed

Motor Cars | 183


‘It is extraordinarily difficult to explain in words or writing the exactfascination of a big, fast car of the type so ably represented by thebig Bentley speed model.’ The Autocar on the Bentley Speed Six,September 5th, 1930.Although the 6½-Litre had been conceived as a touring car tocompete with Rolls-Royce’s New Phantom, in Speed Six form itproved admirably suited to competition: in 1929 Barnato/Birkin’sSpeed Six won the Le Mans 24 Hour Race ahead of a trio of4½-Litre Bentleys and Barnato/Kidston repeated the feat in thefollowing year’s Grand Prix d’Endurance at the Sarthe circuit aheadof similarly-mounted Clement/Watney. Small wonder then, that thefast yet refined 6½-Litre Speed Six was W O Bentley’s favourite car.Walter Owen Bentley established Bentley Motors in 1919 in theNorth London suburb of Cricklewood, though deliveries did notbegin until 1921. The first model, a 3-litre car, was powered bya four-cylinder, single overhead camshaft engine with four valvesper cylinder. It was a mechanical theme perpetuated in the greatlyrefined six-cylinder 6½-Litre model of 1926.The need for a larger car had resulted from Bentley’s customersspecifying bodies of a size not envisaged when the 3-Litre wasconceived, a factor only partially addressed by the introduction ofthe Long Standard chassis in 1923. The 6½-Litre was produced forfour years, during which time 544 chassis were completed, 182 ofthese to Speed Six specification.According to Michael Hay’s authoritative work, Bentley The VintageYears, this 6½-Litre Speed Six, registration number ‘GK 8450’, waserected on the ‘SP4’ (12’ 8½”) long chassis and originally fittedwith saloon coachwork by Gurney Nutting. It is the fifth from last ofthe 24 long-wheelbase Speed Six chassis constructed by BentleyMotors, and has the lighter and more powerful 1930-specificationengine producing 180bhp. The first owner was Sir Anthony LindsayHogg. After he parted with the Bentley early in 1932, it wasnext owned by one A H Sheppard, who kept the car for over 20years, winning a ‘best-in-class’ award at the Bentley Drivers ClubKensington Gardens Concours in 1951.1‘GK 8450’ at speed during the Brighton Speed Trials, 1965@ Ted Walker2Guy Shoosmith pushing up the hill, Prescott Hill Climb, 1966© Ted Walker12Motor Cars | 185


Mr Sheppard sold the car in January 1953 and its next recordedowner, from October 1955, was a Major A Gregson followedby Guy Shoosmith from 1962. According to the accompanyingdetailed report by Michael Hay, compiled in 2001: ‘It seemslikely that Shoosmith removed and scrapped the original GurneyNutting saloon body, possibly following an accident... By May1964, when the car appeared at a BDC sprint event in Antwerp,GK 8450 had been rebuilt in its present form on a shortenedchassis with an open four-seater body.’ In the course of therebuild, the original chassis was replaced with ‘BR2357’, whichwas shortened to a wheelbase of 11’ 6” and over-stamped withthe original number, ‘HM2865’.At the same time a new body was constructed along the lines ofthose made by Vanden Plas for the legendary Le Mans-winningBentley team cars. Hay notes that the car had been fitted withhydraulic brakes and the D Type close-ratio gearbox from a4½-Litre, while retaining its original differential casing and variousother original parts, including the steering column. ‘GK 8450’ ispictured in Hay’s Bentley: The Vintage Years in its original form andas it now is in Bentley: 50 Years of the Marque by Johnny Green.Shoosmith kept the Speed Six until 1999, during which timeit made many appearances at major events at Silverstoneincluding the 1969 British Grand Prix parade with W O Bentleyhimself as passenger. ‘GK 8450’ was next owned by DutchBentley Collectors’ Paul Veenhuijzen and then Dirk Lindenbergh,and is currently registered in Holland. Offered with a historyfile containing copies of correspondence, rebuild notes, presscuttings and factory records, this magnificent Bentley Speed Sixhas to be the ideal acquisition for the enthusiast driver wishingto undertake long-distance rallies and touring events in trueVintage style.£680,000 - 780,000€840,000 - 960,000Motor Cars | 187

336The ex-Pentti Airikkala, Roger Clark, Ari Vatanen,Björn Waldegård, David Sutton (Cars) Ltd1975 Ford Escort RS1800 Rally CarRegistration no. MLD 999PChassis no. 1CBA84889Engine no. HML2000/11 and 2MLD 999P, 1976 1000 Lakes Rally, 2nd Overall,Pentti Airikkala / Risto VirtanenIt was the Escort that really put Ford on the rallying map, provingcapable of winning World Championship events from 1968, whenthe Twin Cam model was the works’ frontline rally car, right throughto 1981 when Ari Vatanen became World Rally Champion drivingan Escort RS. In 1970 the Ford Twin Cam engine was replaced bya Cosworth BDA 16-valve unit to create the definitive Escort rallycar - the RS1600 - though the engine was, in fact, homologatedat 1,601cc to enable future enlargement up to the 2-litre classcapacity limit. The first full 2.0-litre engines were homologated in1972 and in works trim produced 235-240bhp. In this form theEscort RS1600 proved good enough to win the RAC Rally threetimes on the trot between 1972 and 1974, as well as a host of otherWorld Championship events. There was also a closely related ‘spinoff’ variant: the overhead-valve Kent-engined Mexico, which wasintended to cater for those that wanted the RS1600’s style but hadno need for its stupendous performance.When the Escort was re-launched as the ‘MkII’ for 1975, the rally caradopted the new-look bodyshell while retaining virtually the samerunning gear and was renamed ‘RS1800’, the latter change reflectingthe capacity increase to 1,800cc. Building on the RS1600’s success,the RS1800 was further developed and in 2.0-litre form enjoyed aneven more successful career than its forebear, remaining competitivewell into the 1980s. The RS1800 made its winning debut as a worksGroup 2 car on the Granite Rally in April 1975, victory going to RogerClark, who followed up by winning the Welsh International Rally. Inthat year’s Lombard-RAC Rally, Timo Makinen brought his RS1800home ahead of the field to score the car’s first major internationalsuccess. It would be the first of five consecutive Lombard-RACvictories for the RS1800 and its Escort RS Group 4 derivative. In1979 the Escort brought Ford its first World Rally Championship forMakes while works driver Björn Waldegård became the first officialWorld Rally Champion.1188 | Goodwood festival of speed

After the works team withdrew from international rallying at the endof the 1979 season, the Escort baton was passed to the Rothmanssponsoredteam run by David Sutton, which enjoyed strong links withthe Boreham factory. In 1981 the Rothmans team made history whenits driver Ari Vatanen became the first, and so far only, non-worksWorld Rally Champion.Bought new by David Sutton Cars Ltd, the RS1800 offered here wasused on the 1976 Lombard-RAC Rally, driven by Pentti Airikkala,and then in 1977 was overall winner of the Mintex Rally driven byAri Vatanen, who also drove it on that year’s 1977 Scottish Rallywith Gandy Brakes sponsorship. In 1977 and 1978 ‘MLD 999P’was driven by Roger Clark on the Lindisfarne Rally and by AriVatanen in the 1978 Lombard-RAC Rally with Marlboro sponsorship.Retained by David Sutton, this Escort was also used as a Rothmanssponsoredcar and has also been driven by Stig Blomqvist and BjörnWaldegård, by the latter on the 1979 Scottish Rally. Extensivelydamaged by Waldegård, the car was re-shelled and in 1981competed in the Ivory Coast Rally in RS2000 specification, driven byTaylor/Spiller.In 2004, the car was rebuilt by David Sutton with painstakingattention to detail, even down to sign-written sponsorship logos.That same year ‘MLD 999P’ won the inaugural Roger Albert Clarkhistoric rally driven by Stig Blomqvist and Anna Goni, its then owner,and finished 2nd with the same driver/navigator the following year.Built originally by David Sutton Cars, this Escort has been maintainedand run by David throughout its life. The V5 remained in the name ofDavid Sutton until the car was sold.Its specification includes a full Group 4 Gartrac bodyshell built with allGartrac components by David Sutton. The engine has only 50 mileson its bores since a rebuild by Paul Fisher. Built to rally specification,the 1,993cc BDA motor incorporates a Cosworth Nikasil alloycylinder block, new (un-ground) Doug Kiddie crankshaft and newcon-rods, pistons, rings, valves/springs/seats, etc, all componentsbeing supplied by Geoff Richardson. A dynamometer sheet is on filetogether with car’s MSA Historic Rally Vehicle Identity Form and UKV5 registration document.The gearbox has just undergone a complete rebuild; both front andrear centre casings are new, as are all the bearings and baulk rings.This gearbox is fitted with an original ZF direct-top kit and like theengine has seen only 50 miles use since being rebuilt. The rear axleis a genuine fully floating Gartrac item rebuilt at the same time as theengine and gearbox. New parts fitted include the 5:1 crown-wheeland-pinion,ZF motor sport limited-slip differential and clutch pack,Xtrac half shafts and all hub bearings, etc. Vented rear disc brakesare fitted. The rear suspension boasts new slipper spring bushes andnew genuine Ford bushes to the four locating links and the Panhardrod. The five-leaf ‘forest’ rear springs are described as in perfectcondition and have new rear shackles and bushes fitted, while theBilstein Group 4 forest-specification dampers are newly installed.New components up front include the Twin Cam anti-roll bar; genuineFord track control arms; Group 4 steering arms; Gartrac steeringrack and track rod ends; front strut casings with new 260/60 Bilsteininserts and 190lb ‘gravel’ springs; and roller-bearing top mounts. Thesuspension has seen a mere 50 miles use and the car as a whole isdescribed as in generally excellent condition. Few, if any, survivingRS1800s have been driven by so many top Scandinavians as well asthe late Roger Clark.£130,000 - 150,000€160,000 - 180,0002Motor Cars | 189

33712,500 kms from new1975 Lamborghini CountachLP400 ‘Periscopio’ CoupéRegistration no. BVU 985NChassis no. 1120070Engine no. 1120068190 | Goodwood festival of speed

The legendary Miura was always going to be a hard act to follow,so the extent to which its successor eclipsed the greatest of 1960ssupercars came as something of a shock to all. The sensation of the1971 Geneva Salon, the Countach was styled, like its predecessor,by Bertone’s Marcello Gandini. It was nothing less than spectacular,looking like it had been conceived on another planet. As Motormagazine observed: ‘few people gazing at the original BertoneCountach at Geneva in 1971 could have regarded it as anythingbut a “show” car. There were those fold-up doors for a start and thespace-age cockpit with its abysmal rear visibility not to mention thestrange engine/transmission configuration.’ Happily, Lamborghinidisregarded criticism of the car’s supposed lack of practicality and theCountach entered production changed in detail only. As it happened,the production version would not be seen for another two years, withdeliveries commencing in 1974.The Miura’s four-cam V12 was retained for the Countach, though thistime installed longitudinally and equipped with side-draught Webercarburettors. To achieve optimum weight distribution, designer PaoloStanzani placed the five-speed gearbox ahead of the engine betweenthe seats, and the differential - driven by a shaft passing throughthe sump - at the rear. The result was a delightful gearchange and abetter-balanced car than the Miura.When production began in 1974, the Countach sported an improvedspaceframe chassis, replacing the prototype’s rather untidy semimonocoque,while the bodywork was made of aluminium. The runninggear was carried over from the Miura. One of the Countach’s moststriking features was the doors, which opened vertically and weresupported by hydraulic struts, pivoting at their most forward point.The production Countach came with the standard 4.0-litre - insteadof the prototype’s 5.0-litre - engine. Even with the smaller engineproducing ‘only’ 375bhp, the aerodynamically efficient Countachcould attain 170mph (274km/h) and, naturally, came with racetrackroadholding to match. Designated ‘LP400’ by the factory (LP =Longitudinale Posteriore, describing the engine placement), the firstCountach is commonly known as the ‘periscopio’, after its centralperiscope, faired into the roof, which provided rearward vision.This stunning example of the revolutionary Countach in its originalLP400 ‘periscopio’ form is one of approximately 157 built between1974 and 1977, which explains why examples are only rarely seen forsale. A rare, right-hand drive example, chassis number ‘1120070’ wasdelivered new to Malta, its first owner being one Alfred John Gaul. Thecar was first registered in the UK in 1990 and was first owned in thiscountry by well-known collector, the late John ‘Jack’ Tattershall.Motor Cars | 191

In the current ownership since 1993, the Countach has been drivenon the road every year since its acquisition, albeit sparingly, andcurrently displays a believed-genuine total of only 12,500 kilometreson the odometer (approximately 7,800 miles). The reading at time ofacquisition in 1993 was 10,500 kilometres.As one would expect of a car that has seen relatively little use, thisCountach remains in remarkably original condition; indeed, theengine has never been apart. Repainted in the 1990s, it is finishedin one of the nicest colour combinations of Blue with Ice interior, thelatter original and nicely patinated.Over the years, ‘BVU 985N’ has been carefully maintained byrecognised specialists (Lorenzini Motorsport, Motorapide, BobHoughton) and comes with bills totalling £33,000, some £15,000being spent two years ago. The car also comes with its originalservice book, stamped initially by the Lamborghini factory, theinstruction manual and a UK V5 registration document.A ground-breaking design that set new standards for aspiringsupercar manufacturers, the Lamborghini Countach is one of themost iconic sports cars of the 20th Century, and none more so thanin its earliest and purest LP400 form.£450,000 - 550,000€550,000 - 680,000192 | Goodwood festival of speed

Motor Cars | 193

338 *The ex-Captain J E P Howey1924 Hispano-Suiza H6C 8.0-Litre Short Chassis SportsChassis no. 11024Engine no. 320098194 | Goodwood festival of speed

The choice of European royalty, Indian maharajahs, Hollywoodfilm stars and industrial tycoons, the legendary Hispano-Suizawas superbly engineered and imitated unashamedly by some ofthe world’s leading car manufacturers. Although the marque wasof Spanish origin, it was Hispano-Suiza’s French-built cars thatestablished it in the front rank of luxury automobile manufacturersfollowing the end of WWI. During the conflict, Hispano engines hadpowered some of the Allies’ finest fighter aircraft, and post-war themarque would adopt the stork emblem of French ‘ace’ GeorgesGuynemer’s Escadrille des Cicognes, whose SPAD biplanes hadused Hispano’s V8 aero engine.Not surprisingly, the first post-war Hispano drew heavily on thisexpertise, being powered by a Marc Birkigt-designed, 6,597cc,overhead-camshaft six derived from one half of a proposed V12 aeroengine. A seven-bearing design enjoying the benefit of pressure-fedlubrication, the latter was built in unit with the three-speed gearboxand featured aluminium-alloy pistons running in steel cylinder linersscrewed into the light-alloy block.Maximum power was a heady 135bhp produced at just 2,400rpm,and the almost flat torque curve afforded walking-pace-to-85mphperformance in top gear. A handful of prototype H6s was made atthe company’s Barcelona factory - King Alfonso XIII taking deliveryof an early example in April 1918 - before production propercommenced at Bois-Colombes, Paris.Sensation of the 1919 Paris Show, the H6 featured a light yet rigidfour-wheel-braked chassis that matched its state-of-the-art powerunit for innovation. Indeed, so good were its servo-assisted brakesthat Rolls-Royce acquired the rights to build the design underlicence. The H6 combined performance with flexibility, comfort withgood handling, and safety with reliability in a manner which enabledHispano-Suiza to compete successfully with Rolls-Royce, Bentley,Bugatti, Isotta Fraschini and the United States’ luxury marques.Motor Cars | 195

Large enough to accommodate formal coachwork, it was alsofast enough to appeal to the more sportingly inclined: aperitif kingAndré Dubonnet won the Coupe Boillot at Boulgone in 1921, whileEurope’s coachbuilders vied to build their finest coachwork on thisgenuinely thoroughbred chassis. The finish of the Hispano-Suizawas superlative and the car’s inherent glamour was such that itwas featured in two popular novels of the early 1920s, l’Homme del’Hispano and The Green Hat.The original H6 had been superseded in 1921 by the H6B, whichretained the original 6.6-litre engine, but at Dubonnet’s behesta version was produced bored out to 110mm for a capacity of7,982cc, and this more powerful unit was adopted for the successorH6C model, introduced in 1924. The world’s most advancedautomobile at the time of its introduction and for many yearsthereafter, the H6 was catalogued until 1933, by which time 2,158chassis of all types had been completed.Manufactured in 1924, this car is one of the early H6C known asthe ‘Type Sports 110x140’. Chassis number ‘11024’ was invoicedto Hispano-Suiza’s London agents on 16th January 1925, thusestablishing it as a short chassis or ‘Type Sport’ model according tothe invoice listings (copy on file). On 18th January the car was soldto R B Howey and fitted with a close-coupled four-seater boat-tailedbody. It was then delivered to his brother in Scotland, Captain J E PHowey, who drove the car in a West Kent MC meeting at Brooklandson 11th July 1925, winning the race in which it was entered(programme on file).The Howey brothers had property interests in Australia includingHowey Court in the heart of the Melbourne Central Business District.John Howey, who brought the car to Melbourne, was a wellknownamateur racing driver and decided to attempt the Sydneyto Melbourne record. However, he was hampered by numerouspunctures and was stopped by the police and warned he would beprosecuted if he continued. A record attempt from Melbourne toAdelaide was made also but this failed due to a holed petrol tank, therepairs of which can still be seen today.196 | Goodwood festival of speed

John Howey returned to England in 1929 and his accountant soldthe Hispano for £650. Some time after this the car fell into disrepairand disappeared until the late Jumbo Goddard rediscovered it inAlice Springs. He purchased the car on behalf of his friend andHispano enthusiast, Stuart Middlehurst. Graeme Quinn, a friend ofStuart’s, then bought the car, which was missing its original engine.Graeme had previously purchased a correct large-plate 8-litre engine(number ‘320098’) from Tim Hewison.Some years later the car was sold to its present owners whoundertook a 10-year ground-upwards restoration, which wascompleted in 2005 at a cost of $400,000 (Australian). Themechanical work was carried out by Ron McCullum and thebodywork and trim by Peter Leech in Tasmania. In 2007, the car wasinvited to compete in the Malaysian Concours d’Élégance where itwon both ‘Best Vintage Car’ and the Prime Minister’s choice for ‘Carof the Show’.At the Malaysian Grand Prix, it performed demonstration laps withGiancarlo Fisichella as passenger and then successfully completeda 1,500km rally through Malaysia. In 2008 it completed the 1,200kmCyril Poole South-West tour from Perth, Western Australia and in2010 it was exhibited at the first Motorclassica in Melbourne.Offered with restoration invoices, ‘11024’ represents a rareopportunity to acquire a legendary model from one of the world’smost prestigious makes, fully restored and possessing the additionalcachet of in-period Brooklands history.Should the vehicle remain in the EU, local import taxes of 5% will beapplied to the hammer price.£350,000 - 400,000€430,000 - 490,000Motor Cars | 197

3391960 Austin-Healey 3000 MkI Competition RoadsterRegistration no. AOV 319Chassis no. HBT7-7432Engine no. 10837‘A classic competition car among the all-time greats in motoringhistory,’ was how The Autocar magazine summed up the worksAustin-Healey 3000 in 1963. Yet at the time of its arrival in 1959,few would have guessed that the low-slung ‘Big Healey’ wouldtriumph over its apparent shortcomings so effectively that it nowrates as one of the most successful rally cars of the 1960s. However,the Big Healey’s first major competition successes did not comeon the ‘rough stuff’ but were gained on Tarmac in one of the mostdemanding forms of motor sport: endurance racing.Following the Austin-Healey 100’s sensational debut at the 1952Motor Show, the works had entered two mildly modified cars inthe 1953 Le Mans 24-Hour Race, which finishing in 12th and14th places, a highly praiseworthy achievement for what wererecognisably production sports cars. From then onwards the factorywould continue to prepare and enter cars for the long-distanceclassics. When the ‘3000’ model came along its first ‘baptism of fire’would be the 1960 Sebring 12 Hours where a pair entered by BMCNorth America finished 2nd and 3rd in their class behind a Ferrari. Atnational and club level the Big Healey was – and still is – a popularchoice among privateers, forming one of the mainstays of themodern historic and Modsports racing scenes.198 | Goodwood festival of speed

This right-hand drive Austin-Healey 3000 MkI was first owned byMartin Brain who used the car extensively in hill climbs. It possessescompetition history from new including the 1965 Guards InternationalTrophy 1,000km race at Brands where it was driven by MessrsWestbrook and Crook. Westbrook raced the car extensively from1964 to ‘66. ‘AOV 319’ competed in the first HSCC race at Thruxtonand went to Le Mans for the Cinquentenaire event in 1973 with itsthen owner K Rylands, who held the hill climb record for the Pre-’603,000cc class at Prescott for five years with this car.The Healey’s next owner was Bugatti racer Charles Dean who in1998 sold it to Aston Martin company chairman Victor Gauntlett viaNigel Dawes Ltd. It was then sold to Dean Butler (in 2004) and waspurchased by the current vendor in 2012.Much modified and well sorted, ‘AOV 319’ comes with a substantialquantity of bills from recognised specialists including Denis Welch,Blakeney Motorsport, Hi-Tech Motorsport, etc. Its specificationincludes a rebuilt Dennis Welch racing engine incorporating analuminium cylinder head, lightened aluminium flywheel, high-torquestarter motor, competition exhaust, MSD rev limiter, etc.Power – all 214bhp of it - is delivered via an AP twin-plate racingclutch to the top-change straight-cut gearbox, which features an upratedcompetition overdrive on 3rd and top gears, and thence to thelimited-slip differential. The chassis has been strengthened and thesuspension up-rated with front and rear anti-roll bars and stiffer rearsprings. The interior boasts a Spa electronic rev counter and shiftlight; oil pressure and water temperature warning lights; a 6-pointroll cage and adjustable race seats and harnesses, all FIA approved.There is a plumbed-in fire extinguishing system and external ignitionand fire system pull switches. Other noteworthy features include anFIA approved fuel cell and a Red Top fuel pump and plumbing.Recently repainted in British Racing Green with white roof, this fastand reliable racing Healey is offered with the aforementioned bills,old-style logbook, MSA papers, HSCC passport, current MoT/taxand V5C registration document.£60,000 - 80,000€74,000 - 98,000Motor Cars | 199

340 *1956 HRG Twin Cam RoadsterRegistration no. 15 APBChassis no. 1N502TLEngine no. 47600451In 1935, ten years after the dissolution of the GN cyclecar company,the ‘G’ - H R Godfrey - was back in business with new partners EA Halford and G H Robins, the trio’s new firm adopting the name‘HRG’. The aim was to build a lightweight Vintage-style sporting carendowed with the virtues of brisk acceleration and positive steering,and in this they succeeded brilliantly. However, with its Meadowsengine at the end development, an alternative was needed andthe firm turned to Singer, adopting tuned versions of the latter’soverhead-camshaft engines for its 1500 and 1100 models. Handbuilt in limited numbers, the HRG was one of the fastest 1½-litresports cars of its day, as evidenced by class wins at Le Mans in 1939and 1949.By the early 1950s demand for HRG’s traditional sports car wasdeclining and the firm responded with a radical new design by itstechnical director Stuart Proctor - the Twin Cam. The latter waspowered by a 1,497cc Singer SM engine fitted with a twin-camcylinder head, mounted in a new twin-tube chassis featuring allindependentsuspension, alloy wheels and four-wheel disc brakes.As such it represented the state of the art in contemporary sportscar design and is of immense historical significance. Unfortunatelyfor HRG, Rootes’ takeover of Singer in 1956 halted the supply ofengines and Twin Cam production ceased after only three productioncars, plus the prototype, had been completed.11500cc production car race, Paul Fletcher leads the field,Goodwood 1956 © Ian Dussek2Ian Dussek poses with ‘15 APB’, Watkins Glen, 1975© Ian Dussek200 | Goodwood festival of speed

‘15 APB’ was supplied new to gentleman racer Peter Fletcher, whosefirst competitive outing with his new car was at the Goodwood EasterInternational in 1956. He qualified on pole alongside Ken Rudd’s2.0-litre AC Ace Bristol but snapped the crankshaft during the racetrying to outdistance the opposition. The HRG was neverthelesscredited with 3rd in class. Peter Fletcher continued to campaign‘15 APB’ throughout 1956, after which it saw little use and wasin storage when purchased by the well-known Rootes dealershipHartwell in 1958.Circa 1967 a British collector exported ‘15 APB’ to the USA whereit was purchased by Pennsylvania-based collector, Gary Ford. Fordkept the HRG until 1975 but before selling the car had allowed HRGmarque specialist and motoring writer Ian Dussek to drive it at the1974 US Grand Prix support race at Watkins Glen where he finished2nd in class. The Twin Cam’s next owner, from 7th August 1975, wasanother Pennsylvania collector. It was incorrectly titled as ‘IN 502’rather than ‘IN 502 TL’ as stamped in the chassis frame. In August2001, ‘15 APB’ was purchased by Arnquist and Carolyn GraceSheahan of Portland Oregon and was again incorrectly titled, on thisoccasion as ‘M502’.The HRG’s next recorded owner is Stewart Wilkie, who privatelyimported the car into the UK and registered it in his name on 1st May2003. While in Stewart Wilkie’s ownership, ‘15 APB’ was maintainedby Blakeney Motorsport and raced by Simon Blakeney-Edwardsat the 2004 Aintree ‘50s Sports Car race and by Patrick Blakeney-Edwards at the 2007 Le Mans invited support race.The HRG was also invited to take part in the 2009 Goodwood Revivalmeeting (see letter from the Earl of March on file). By this time it hadreturned to the USA in the ownership of the Blackhawk Collection inDanville, California.The current vendor acquired ‘15 APB’ in 2010, since when theHRG has benefited from an extensive yet sympathetic restorationundertaken by the renowned Motion Products workshop in Neenah,Wisconsin, which was completed in 2013 at a cost in excess of$74,000 (see detailed bills on file). The history file also contains b/wphotographs of the car at Goodwood and Watkins Glen, FIA papers,and UK V5C registration document. ‘15 APB’ also comes with a1956 Goodwood competitor key ring and a Watkins Glen driver’sbadge. The only notified deviation from factory specification is a fivespeedgearbox (original with car).‘15 APB’ has covered relatively few miles during its life, having beenkept in private collections, and following its recent restoration is readyto race. It retains matching numbers and has been featured in manypublications on the history of British sports cars. In short: this is anextremely rare and historic British sports-racer, capable of winning itsclass in the right hands, that can be run for a fraction of the operatingcosts of its Continental rivals.Should the vehicle remain in the EU, local import taxes of 5% will beapplied to the purchase price.£100,000 - 120,000€120,000 - 150,0001 2Motor Cars | 201

1 21 and 2S31 when new running on trade plates, parked in the paddockat Brooklands, 1930 © Brooklands Society Archive3411930 Invicta 4½-Litre S-Type Low-chassisDrophead Coupé ‘Salamander’Coachwork by CorsicaRegistration no. VRA 700Chassis no. S106Engine no. 7408Car no. S31202 | Goodwood festival of speed

‘The low chassis Invicta was probably the best-looking sports car inthe vintage tradition ever to be produced in England. I can think of nocontemporary unsupercharged motor-car of similar capacity, madehere, which could outperform it - and very few built elsewhere...’ – J RBuckley, ‘The 4½-litre S-Type Invicta’, Profile publications, 1966.In an era when most cars stood tall, Invicta’s 4½-litre S-Type, with itsdramatically under-slung chassis, caused a sensation: few sports carsbefore or since have so looked the part. The origins of the companyknown as Invicta Cars go back to 1925 when Noel Macklin andOliver Lyle, both of whom already had motor industry experience, gottogether to create a car combining American levels of flexibility andperformance with European quality and roadholding.Like the contemporary Bentley, the Invicta was designed by men withbackgrounds in competition motoring and both were produced to thehighest standard. Price was only a secondary consideration, a factorthat contributed to both firms’ failure to survive the Depression yearsof the early 1930s. Like Bentley, Invicta struggled against rising costsand falling sales, the final car leaving the factory, appropriately enough,on Friday the 13th of October 1933, though a handful of cars wasassembled at the company’s service depot in Flood Street, Chelseabetween 1934 and 1936. It is estimated that approximately 1,000-orsoInvictas of all types were made.Launched at the 1930 Olympia Motor Show, the S-type’s ‘underslung’chassis achieved a much lower centre of gravity by positioningthe axles above the frame rails instead of below as was normalpractice at the time. Just about the only thing the S-type Invictahad in common with its contemporary stablemates was the 4½-litreMeadows engine, which was also used for the ‘NLC’ and ‘A’ models.The popular ‘100mph Invicta’ tag notwithstanding, standard cars hada – still impressive – top speed of around 95mph, with more to comein racing trim. However, it must be stressed that the S-type Invictawas primarily a very fast but comfortable high-speed touring car,and though it met with moderate success in racing in the hands ofprivate owners in the early 1930s, its greatest appeal lies in an abilityto cover big mileages at high average speeds with no strain, either todriver or the machinery. Raymond Mays, writing of the two Invictashe owned in the early 1930s, says that they gave him some of themost exhilarating motoring he ever had, with their ability ‘to crestmost main-road hills at nearly the century.’Motor Cars | 203

Little used in the last five years, the car is in generally good condition,retaining its original chassis, body, engine and gearbox. Followinga big-end failure in 1985, the engine was treated to a completeoverhaul that included new pistons, re-sleeved bores, regroundcrankshaft, new clutch, etc. There are bills on file from VintageCoachworks (Peter Whenman) dating from 1980 to the 1990s(engine work) and others for renovation of the trim and carpets in the1990s. More recently (November 2011) Meadows engine specialistsBishopgray serviced the car, adjusted the timing chains, fitted a newwater pump, flushed the radiator, re-tightened the cylinder head nutsand overhauled the magneto at a cost of £6,000.A few modifications have been made: a single 12-volt battery hasreplaced the original set-up of two 6-volt items (supplied with car);flashing indicators have been added; and a cleverly concealedelectric cooling fan installed. There is no Autovac, cold-start deviceor starting jet, while the original Rotax starter and water pump aresupplied loose.Currently MoT’d until August 2014, the car will presented for MoTimmediately prior to sale and there are no known faults. The engineruns sweetly with healthy oil pressure and well-managed coolanttemperature, while the gearbox engages all gears correctly and thecar drives and stops well. Salamander is ready to be enjoyed as sheis or would make a sound basis for a show-stopping entry at thebest concours events. She is a delight to drive and a truly uniqueversion of this important pre-war British sports car.The ‘Low Chassis’ Invicta S-Type is now regarded as one of themost desirable pre-war sports cars, sought after by collectors for itsexceptional driving abilities, style and sheer presence. A guaranteedentry at the most prestigious rallies, concours and race meetingsaround the world, the ‘Low Chassis’ has an enviable reputationamongst connoisseurs and examples are to be found in some of themost important private collections.£500,000 - 600,000€620,000 - 740,000A quantity of spares is included in the sale together with previousnumberplates; the vendor’s father’s travelling tool and spares manuals;and the important special tool for the rear brake drums. A large historyfile is available also, containing a substantial quantity of Invicta-relatedinformation, technical drawings and magazine articles, and old-stylegreen logbook and a current V5C and MoT to August 2014Motor Cars | 205

342 *The ex-Graham Hill, Richard Attwood,Joakim Bonnier, Dave Charlton1968-69 Lotus-Cosworth Ford Type 49BFormula 1 and Tasman RacingSingle-SeaterChassis no. 49B-R81Richard Attwood would claim fastest lapin R8 at the 1969 Monaco Grand Prix© GPL2Joakim Bonnier touching down withR8 at the 1969 German Grand Prix,Nurburgring3Reigning World Champion Graham Hill atthe 1969 British Grand Prix, Silverstone© GPL123206 | Goodwood festival of speed

On June 4, 1967, Formula 1 motor racing’s entire world was turnedupside down by what transpired in the Dutch Grand Prix race on theseaside sand-dune racing circuit at Zandvoort. The British Lotus teamhad arrived for that Grand Prix with two brand-spanking new Formula 1cars in their transporter. Star driver Graham Hill had immediately qualifiedhis on pole position for its debut race. On race day he had led beforehis new Cosworth-Ford DFV engine failed, whereupon his team-mateJim Clark had taken over, set fastest lap, and ran away to an utterlydominant victory. The brand-new Lotus-Ford Type 49 had completelyre-written 3-litre Formula 1’s contemporary performance standards.In the Zandvoort pit lane, engineer Tony Rudd, running the rival BRMteam with its super-sophisticated – but heavy and fuel-thirsty – H16-cylinder engined cars studied these sleek, svelte new Lotus-Fords. Hewould later recall his feeling of dismay as he studied the latest conceptfrom Colin Chapman and Maurice Phillippe of Team Lotus, and fromKeith Duckworth and his engine specialists at Cosworth Engineering.Rolls-Royce-trained Tony Rudd admitted: “I realised that, for us, it wasall over”.In effect only nine Lotus-Ford 49s were built (and rebuilt again) undertwelve chassis numbers, from 1967-69. In three seasons the 49 won12 World Championship-qualifying Grand Prix races (a win ratio of35% and comfortably more than any of the seven other Grand Prix carmanufacturers/teams during this period) while the Cosworth DFV V8engine became the first Formula 1 unit ever to score 100 victories, andended up with 155 to its credit.The Lotus Type 49 chassis tailored to that engine comprised in effect aforward fuselage only, providing fuel tanks and cockpit and carrying thefront suspension and nose-mounted cooling radiator. That stressed-skinfuselage ended in a vertical bulkhead behind the driver’s seat section.The engine was then bolted rigidly to the back of this forward ‘tub’, theDFV V8 unit’s cast-aluminium casings and cylinder heads doubling asthe rear-half chassis structure, to which the gearbox and suspensionmembers locating the rear wheels were attached. The entire design wasminimalist, weight-saving to a fault – and it would become the blueprintfor definitive Formula 1 design into the 1970s.Motor Cars | 207

Colin Chapman’s Formula 1 Lotus concepts had set the pace inpinnacle-level motor racing technology since 1960 with his first rearengineddesign, the standard-setting Lotus Type 18. In 1961 he hadshrunk the Formula 1 car concept into the lay-down seat ‘hypodermicneedle’ form of the 4-cylinder Lotus Type 21. In 1962 his fertile andinnovative mind had launched the stressed-skin ‘monocoque’-chassisedand Climax V8-engined Lotus Type 25. That family of Formula 1 carscarried Jim Clark and the Lotus marque to World Championshiptitle-winning top honours in 1963 and 1965 and set the performancestandards of the time throughout the final four years of 1½-litre GrandPrix racing, 1962-65.The replacement 3-litre Formula 1 category had then been introducedfor 1966-69 and, with new chief designer Maurice Phillippe, ColinChapman had conceived – with Ford money and Cosworth engineexpertise – the Lotus Type 49 for 1967.Since this now legendary Lotus design then saw frontline servicethrough no fewer than four Formula 1 seasons, 1967-1970, the Type49 also became one of the longest-lived of Grand Prix car designs,campaigned not only by such superstar World Champions as Jim Clarkand Graham Hill, but also by subsequent World Champions JochenRindt and Emerson Fittipaldi.Only six of these transcendant Formula 1 cars survive today. It is manyyears since any became available via public auction sale, but Bonhamsis delighted to offer here the ex-works Team Lotus car number ‘49-R8’.This is the last Lotus to be sold from the collection of the late, sorelymissed British-born Formula 1 Lotus collector and racer, the long-timeAustralian-domiciled Hon. John Dawson-Damer.Never before offered at auction, ‘49-R8’ now offered here was built inOctober 1968 specifically for new double-World Champion GrahamHill to drive in the Tasman Championship races in New Zealand andAustralia during January-February 1969. Tasman Formula racing cateredfor single-seater racing cars with engines of no more than 2½-litrescapacity, and to meet this requirement Cosworth produced a smallnumber of conversion kits to present their highly successful new 3-litreDFV V8 power unit in 2.5-litre ‘DFW’ Tasman trim.With such a power unit bolted on to its forward three-quarter-lengthmonocoque chassis, Graham Hill drove the John Player Gold Leafliveriedworks Lotus 49 ‘R8’ brand-new in its debut race, the January4, 1969, New Zealand Grand Prix at Pukekohe, Auckland, but wasforced to retire. He also failed to finish in its second outing, the followingweekend at Levin, like Pukekohe on New Zealand’s North Island.208 | Goodwood festival of speed

Motor Cars | 209

The ferry trip to the South Island then brought better fortune, Graham Hillin ‘R8’ now offered here promptly finishing second in the Lady WigramTrophy race at Christchurch on January 18, and the following weekendplacing second yet again at Teretonga, Invercargill – the world’s mostsoutherly motor racing circuit.The 1969 Tasman Championship series then took the Internationalcircus – including Team Lotus stars Graham Hill and new team-mateJochen Rindt - to Australia, where on February 2, 1969, at Lakeside,Brisbane, Graham finished fourth in ‘R8’ in the Australian Grand Prix forTasman Formula cars.The final round of that ‘down-under’ Championship took place atMelbourne’s Sandown Park circuit on February 16, with Graham Hill in‘R8’ taking sixth place overall. The car was then loaded onto a surfaceship for return freight to the Northern Hemisphere, where in the SpanishGrand Prix both high-winged Lotus 49Bs of Jochen Rindt and GrahamHill were very badly damaged in separate accidents, both triggered byrear-wing strut failure over the same high-speed brow on Barcelona’sMontjuich Park circuit.While Graham Hill emerged unhurt from his Spanish incident, team-mateJochen Rindt was severely concussed and was unable to drive in thefollowing Monaco Grand Prix on May 18. Team Lotus was also severelyembarrassed by lack of an instantly-available car to replace Rindt’s ‘R9’,effectively written-off at Montjuich, as their No 2 team entry at MonteCarlo. Consequently, ‘R8’ was rushed off the ship from Australia, hastilyfitted with a Formula 1-spec 3-litre DFV engine, and hustled down toMonte Carlo for substitute driver Richard Attwood to use in the race.He had absolutely shone there for the BRM team the previous season,setting fastest race lap and finishing a strong second behind GrahamHill’s winning Lotus 49B – chassis ‘R5’.In the 1969 Monaco GP – driving ‘R8’ virtually unchanged from itshard-used Tasman Championship form - Richard Attwood finished afine fourth (and also the distinction of fastest lap), in a race again wonby Graham Hill’s sister Lotus 49B, this time ‘R10’. With Swiss driver JoSiffert third in entrant Rob Walker’s private Lotus 49B – chassis ‘R7’ –three of the Hethel-built British cars had featured amongst the top fourfinishers in the world’s most punishing Formula 1 race.At Gold Leaf Team Lotus’s Hethel works in Norfolk, England, ‘R8’was then adapted to latest Type 49B specification and raced again bycharismatic Graham Hill nursing a sick ‘R8’ to finish 7th in the 1969British Grand Prix, on July 19.Meanwhile, Colin Chapman had launched a new 4-wheel-driveFormula 1 design – the Lotus Type 63 – that he fully intended toserve as the aging Type 49 design’s new-season replacement.However, the 4WD cars proved heavy and clumsy in service,leaving both Graham Hill and the always outspoken Jochen Rindtdeeply unimpressed. Given the choice they would always prefer theconventional (and proven) rear-drive Type 49Bs, so to prevent themhaving the choice Colin determined to sell Team’s 49s – ‘R8’ going tothe veteran Swedish owner/driver Joakim Bonnier.210 | Goodwood festival of speed

Motor Cars | 211

He had the car repainted in his Swiss-derived overall red livery with whitecentral stripe, and on August 3 1969 he campaigned it in the GermanGrand Prix on the Nurburgring, only to retire with a fuel leak. He thencrashed the car during practice for the Oulton Park Gold Cup race inEngland on August 16, the damage being repaired at Hethel prior toBonnier selling the car to visiting South African national F1 driver DaveCharlton for 1970.Charlton then used ‘R8’ in South African Team Gunston tobaccobrand livery to clinch the first two of his six consecutive South Africannational Formula 1 Championship titles, 1970-75. The car won ninequalifying rounds in his 1970 national campaign, and four morethrough 1971. His first season’s victories were scored in the Highveld‘100’ at Kyalami, the Coronation ‘100’ at Roy Hesketh, followed bythe Natal Winter Trophy there, the Coupe Gouvernador Generale atLourenco Marques, Rand Winter Trophy at Kyalami, False Bay ‘100’ atKillarney, Rhodesian GP at Bulawayo, Rand Spring Trophy at Kyalamiand the Goldfields ‘100’ at Welkom.This extraordinarily successful campaign was then followed in 1971by Dave Charlton and ‘R8’ winning another Highveld ‘100’ at Kyalami,Coronation ‘100’ at Hesketh, Bulawayo ‘100’ and the South AfricanRepublic Festival race back at Kyalami, Johannesburg.Old ‘R8’ was then campaigned to the end of 1972 by South Africandrivers Piet de Klerk and Mayer Botha, before eventually being acquired,dismantled and in damaged condition, by Australian-resident, theHon. John Dawson-Damer. He painstakingly restored it to raceworthycondition and it is today the last of his renowned eight-strong Dawson-Damer Lotus Collection – six of which were sold by Bonhams in Sydneyin 2008.The car has been in operational condition and demonstrated in Australiain recent years. It will of course require inspection and probably overhaulfor any historic competition. Please also note that, as the car has beenbrought into the UK for sale from Australia, the Lotus will be subject to5% import tax on the hammer price – should it stay in the EU.By every standard, Colin Chapman’s Lotus 49 concept is an absolutelandmark in Formula 1 design. It simply raised the bar for every rivalmanufacturer, and its Cosworth-Ford V8 engine became by far oneof the most successful in all motor racing history. Now chassis ‘R8’offers its impeccable provenance as having begun life as Graham Hill’s1969 Tasman Championship then British GP car, it was used by thatwonderful driver Richard Attwood to finish fourth in the 1969 MonacoGP, and private owner Dave Charlton drove it to become multipleSouth African national Champion. Add the excellent extra cachet of thecar now being offered here direct from the illustrious Lotus-specialistDawson-Damer Collection and ‘R8’s iconic status is set in stone.The late John Dawson-Damer was respected worldwide for hisknowledge and love of Lotus cars and his passion for motor sport andour sale of his rare Lotus 49B is a momentous moment – in which yourbid can star.£700,000 - 1,000,000€860,000 - 1,200,000212 | Goodwood festival of speed

Motor Cars | 213

3431958 Lancia Aurelia B20GT6th-Series CoupéCoachwork by PininfarinaRegistration no. WSV 684Chassis no. B20 3953Engine no. B20 5345A rare UK-delivered model with floor shift, ‘3953’ boasts thedesirable attributes of matching numbers, few owners, low mileageand full history. ‘3953’ is one of only 25 B20s imported by LanciaEngland and was first registered to Ernst Bent in Peterborough inJuly 1958 according to the original buff logbook. It was then ownedby a Reverend Fairbrother in Devon for over 20 years before passingthrough the hands of two further owners, both of whom were LanciaClub members. The B20 was added to the vendors’ collection in2008 and has recorded only 79,000 miles from new.A bare metal body restoration had been undertaken in 1989amounting to some 750 hours, involving the replacement of sillsand wheelarches, all of which is receipted. The vendors bare-metalrepainted the car again to a high standard in 2010, and replaced thedoor and bonnet skins. All new body rubbers and weather strippingwere used, all chrome parts re-plated, and a new windscreeninstalled. Unusually for one of these cars, it retains all of its ‘jewellery’such as the gutter trims, often missing from other examples. The foglights were restored, new headlights and new-old-stock rear lampsinstalled, and the whole car Dinitrol rust protected.214 | Goodwood festival of speed

Remarkably smooth and refined, these later 6th series cars benefitfrom all of the many modifications introduced by Lancia duringthe B20 production cycle. These include enhancements to trim,suspension, gearbox and, of particular note, the prop shaft andclutch, which are less likely to get out of balance, a weakness of theearlier cars. Buying a late car is therefore a shrewd choice.The engine is described as powerful and in good health. Only 12,000miles have been covered since a receipted complete rebuild by TancBarratt, which included new pistons and liners and hardened valveseats for unleaded fuel compatibility. In the current ownership theengine has enjoyed filter and oil changes every 1,000 miles as wellas a new coil, HT leads and an overhauled distributor. The cooling(radiator, water pump and all hoses) and braking systems have beenoverhauled and the Weber carburettor and fuel system rebuilt. AnOmicron mechanical clutch conversion has been installed. With theexception of this and a complete stainless steel exhaust system,the car is said to be 100% original in specification (the originalhydraulic clutch mechanism is included in the sale). The engine bayis beautifully and correctly detailed throughout, a rare sight nowadaysas so many Aurelias lack authenticity in this regard.The interior of this B20 looks and smells just right, unlike so manywhich have non-original trim. It is delightfully original, even down tothe rubber matting, preserved in excellent order, rear seats and doorcards. The front seats’ faces were recovered in the correct grey clothin 1993 and a new headlining was fitted in 2010, again in the originalmaterial. The wood rim wheel was re-lacquered at the same time.A period Blaupunkt radio completes this exquisite interior. The boottoo is entirely original down to the inner wing diamond-stitched trim,rubber mat, spare wheel and jack.In their original test of the B20, Autocar said that the standard offinish of both coachwork and mechanical components was almostbeyond criticism, and remarked that the Aurelia was exceptionallyinvigorating to drive, all of which holds true today for this exceptionalexample, which has proved to be totally reliable while in the vendors’ownership. Representing a rare opportunity to purchase a B20 ofthe very highest quality, ‘WSV 684’ is currently taxed and comeswith history file, original owner’s manual, dealer directory and V5registration document. A car that ticks all the boxes, it is eligible formany of the most prestigious historic motoring events including theTour Auto.£100,000 - 120,000€120,000 - 150,000Motor Cars | 215

344 *1912 Rolls-Royce 40/50hp Silver Ghost CabrioletCoachwork by Barker/FryChassis no. 2145Engine no. 47D216 | Goodwood festival of speed

‘Every now and then a restoration comes along that stands outin terms of quality and detail, and the 1912 40/50hp Silver GhostCabriolet, chassis 2145, did exactly that at this year’s 47th AnnualFederal Rally in Canberra.’ – David Berthon writing in ‘Praeclarum’ thejournal of the Rolls-Royce Club of Australia, August 2005.Although the 40/50hp model would in any event have earned its ‘TheBest Car in the World’ sobriquet (actually first used by the Pall MallGazette in November 1911), Rolls-Royce’s decision to drop all othertypes only served to focus attention on what would become known asthe ‘Silver Ghost’. Prior to 1908, when it relocated to a new factory inDerby, the company founded by engineer Frederick Henry Royce andentrepreneur the Honourable Charles Stewart Rolls had manufactureda variety of models at its Manchester premises. Cars with two, three,four and six cylinders were made, and even an abortive V8, beforeManaging Director Claude Johnson’s decision to concentrate on therange-topping 40/50hp. The latter had first appeared at the 1906London Motor Show and became known as the ‘Silver Ghost’ thefollowing year when chassis number ‘60551’ was exhibited wearingsilver-painted tourer coachwork by Barker & Co.The heart of the Silver Ghost was its magnificent engine, a 7,036cc(later 7,428cc) sidevalve six equipped with seven-bearing crankshaftand pressure lubrication. A sturdy chassis comprised of channelsectionside members and tubular cross members was suspendedon semi-elliptic springs at the front and a ‘platform’ leaf springarrangement at the rear, though the latter soon came in for revision.The transmission too was soon changed: a three-speed gearbox withdirect-drive top gear replacing the original four-speed/overdrive topunit in 1909. In the course of its 20-year production life there would becountless other improvements to the car, one of the most importantbeing the adoption of servo-assisted four-wheel brakes towards theend of 1923.After a successful 2,000-mile trial under RAC supervision, the factorydemonstrator - chassis ‘60551’, ‘The Silver Ghost’ - was enteredin the 1907 Scottish Reliability Trial, completing the 15,000-mile runwith flying colours to set a new World Record. From then on thecar’s reputation was assured, not the least in North America wherethe wide-open spaces placed a premium on reliability and comfort.Royce’s uncompromising engineering standards demanded onlyexcellence of his staff in Manchester and later Derby, and no chassiswas delivered until it had been rigorously tested.Motor Cars | 217

Rigorous testing continued to be undertaken publicly too in theinterests of promoting sales, the next such enterprise being ErnestW Hives’ legendary journey in September 1911 from London toEdinburgh using top gear only. Rivals Napier had just completed asimilar stunt and Rolls-Royce felt obliged to rise to the challenge.Hives’ Silver Ghost averaged a remarkable 24.32 miles per gallonover the 400-mile journey and on its completion was taken to theBrooklands racetrack where it was timed at 78.26mph. That car,chassis ‘1701’, incorporated under-slung cantilever rear springs andan engine upgraded with increased compression ratio and a largercarburettor, while the lightweight sports-tourer ‘torpedo’ coachworkwas by Holmes & Co of Derby. Orders for replicas poured in and todaygenuine examples of the ‘London-to-Edinburgh’ model are among themost coveted of all Silver Ghost variants.The Silver Ghost remained in production in England until 1925, 6,173being completed at the Manchester and Derby factories, and until1926 at Rolls-Royce’s Springfield plant in the USA where a further1,703 were made, the longest production run of any model from thiscelebrated company.Rolls-Royce Silver Ghost, chassis number ‘2145’, was completed witha Barker cabriolet body and delivered new to one E F Miller in London,who subsequently moved to Melbourne, Australia, taking the car withhim. In 1929 the Ghost passed into the ownership of George Russellof Toorak, Melbourne, a local businessman. The car was owned by anE J Simpson of Melbourne in the 1930s and was probably re-bodiedpre-war before being recovered in 1959 as a wreck by Laurie Vinallof Adelaide. ‘2145’ remained in the Vinall family’s possession as anun-restored chassis until it was acquired by the current owner in 2000.A four-year total restoration was then embarked upon, the faithfulre-creation of the Barker cabriolet body being entrusted to mastercraftsman Roger Fry of Perth, Western Australia. To ensureauthenticity, Roger visited the UK and Ireland to study two originalBarker cabriolets, with particular attention being paid to the design ofthe folding hood mechanism. The front body tub is an original Barkercomponent from chassis ‘1905E’, donated by a fellow Ghost owner.Tasmanian Oak was used for the body framework, which is panelled inaluminium, while all the body mouldings are alloy castings. The bodyis finished in Brewster Green with black coachlines, while the interioris trimmed in black Connolly leather to the front compartment andmushroom West of England cloth to the rear.218 | Goodwood festival of speed

Motor Cars | 219


A carriage maker established as far back as 1710, Barker & Co ofLondon was one of the finest of all British coachbuilders and a firmassociated with Rolls-Royce from the latter’s earliest days. Indeed,in 1905 Charles Rolls is said to have announced that ‘all Rolls-Royce cars will be fitted with Barker bodies’ and the London firmwas regarded as its ‘official’ coachbuilder until Rolls-Royce acquiredPark Ward in 1933. The Barker cabriolet as recreated on ‘2145’ is aparticularly versatile design, enabling it to be fully raised to cover bothdriver and passengers, part retracted in sedanca de ville style, or fullylowered and with the windscreen folded down if so desired. With thecentral division and side windows raised, the rear passengers enjoythe ultimate in comfort and protection.After completion, ‘2145’ received the coveted concours awardmentioned above, having gained this outright win against animpressive field of Rolls-Royce and Bentley cars of all ages. In his‘Praeclarum’ article, David Berthon commented: ‘...in the eyes of manythe high standard set by this restoration will surely form a benchmarkfor many years to come.’In 2013 the engine was completely rebuilt with new bearings, anew rear block and new oversize high-compression pistons, sincewhen only some 3,000 miles have been covered. The electrics wererewired at the same time and there are new bearings throughoutthe transmission. Other noteworthy features include hardened valveseats, a starter motor, turn indicators, safety glass and quartz halogenheadlamps. A complete original tool kit and full complement of weatherequipment are included in the sale.Presented in concours condition, this beautifully restored Silver Ghostpossesses all the qualities of refinement, reliability and performancethat established Rolls-Royce as the pre-eminent British motormanufacturer as long ago as the Edwardian era.Should the vehicle remain in the EU, local import taxes of 5% will beapplied to the hammer price.£600,000 - 700,000€740,000 - 860,000Motor Cars | 221

3451965 5.9-Litre Lola-Chevrolet T70Group 7 Sports-Racing SpyderChassis no. SL70/11The Surtees-signed monocoque chassis.2Chevrolet V8 engine – ‘Il Grande John’ in full flow.1222 | Goodwood festival of speed

In 1965 the immortal Lola T70 sports-racing car was introduced byLola Cars’ creator and mastermind Eric Broadley. Its SpecialisedMouldings-produced glass-fibre bodywork was so exquisitely wellproportioned– and (by the standards of the time) aerodynamicallyeffective – that the T70 was widely acclaimed as being the mostbeautiful sports-racing car ever created. In essence, if the AstonMartin DBR1 was as gorgeous a front-engined shape as Britishconstructors have ever produced, then the Lola T70 must take thecorresponding rear-engined prize.The T70 was produced to compete in the International Group 7 classof ‘anything goes’ so-called’ big-banger’ sports car competition. Ineffect this was Mr Broadley’s gesture of liberation from the straitjacketof Ford Advanced Vehicles and the steel-monocoque FordGT programme to which he had been contracted through 1963-64. There he had argued long and hard for the Ford GT to employa largely aluminium-panelled lightweight monocoque chassis, butaluminium was not a then a material of structural appeal to themasters of America’s mass-production motor industry.From 1965 forward aluminium-hulled sports and GT productionwould follow the Lola T70 lead.This splendidly presented example is, most notably, accompaniedby an impeccably detailed history dossier, compiled for whatis rapidly being recognized as the leading independent Britishauthority, oldracingcars.com, by the late, much-respected,enthusiast researcher David McKinney. His dossier forewordexplains: “This chassis number identifies the first of many famousLola T70 sports cars, the semi-works car raced by John Surteesin 1965.It was subsequently re-tubbed before resale, retainingmost other parts from the original car, including the body and theall-important identifying chassis plate. Following this, the car hada short but successful racing career in Japan, being restored thereand in the UK after 30 years of virtual neglect. The original chassismay have survived and been built up as a separate car but itsexistence does not detract from the authenticity of the car featuredin this dossier”. Another Lola T70 bearing the chassis no. SL70/1does exist and it may be that Mecom sold, in period, two Lola T70sdesignated SL70/1.When Lola T70 chassis ‘SL70/1’ originated, John Surtees had justbecome the first man ever to add the four-wheeled Formula 1 WorldChampionship title to his seven achieved upon two wheels in themotor-cycling arena.2Motor Cars | 223

In January, 1965 ‘SL70/1’ was displayed at the London RacingCar Show, finished in royal blue and white livery, before beingdelivered ostensibly to John Surtees’s then father-in-law, Jack Burkeof Eastleigh, Hampshire. In the then re-liveried red car, ‘John theGreat’ finished second to Jim Clark’s Lotus 30 and ahead of BruceMcLaren’s McLaren-Elva-Oldsmobile M1A upon the car’s rain-soakeddebut at Silverstone that March. The combination led from poleposition at the Silverstone May Meeting before its engine overheated,and Surtees then used the car to win the major Player’s International‘200’ race at Mosport Park, Canada.He led the Martini Trophy race back at Silverstone before adeveloped T70 Mark II car emerged, whereupon ‘SL70/1’ wasentrusted to new star, Jackie Stewart to drive as a second TeamSurtees entry - with suitable tartan striping – the young Clydesiderfinishing third behind John and Bruce McLaren in the prestigiousGuards Trophy race at August Bank Holiday Brands Hatch. Havingoriginated with a 4.5-litre Traco-Oldsmobile V8 engine, ‘SL70/1’ ranits first races with a similar-sized Chevrolet V8 before a 5.9 Traco-Chevrolet unit was fitted. John Surtees would win the inauguralCanAm Championship in the US and Canada in 1966, using a laterT70 while ‘SL70/1’ had been acquired by Texan private entrant JohnMecom Jr, apparently not being raced but used as a ‘hangar queen’source of spare parts to sustain Mecom’s sister T70s.Early in 1967 ‘SL70/1’s original bodywork and – it is believed – someother components were transferred by Mecom’s mechanics ontoa fresh T70 Mark II monocoque chassis. This car and a secondT70 were then shipped to Japan by local Firestone agent DonNichols. While he would race the second car under the pseudonym‘Roger Clark’ (!) the updated ‘SL70/1’ went to driver Ginji Yasuda’sDaikyo Chain team. Its chassis was fitted with local Group 6 Coupebodywork for Yasuda’s debut race, quickly reverting to open form forhis only other outing that year, finishing second. Yasuda raced the cartwice in 1968, leading Japanese star Kunimitsu Takahashi once, andin 1969 it was campaigned by Matsuaki Samada and Isamu Kasuya.The aging Lola was then retired, being stored by Yasuda teammechanic Yoshiaki Kobayashi, surviving in storage for some 30years before being acquired by legendary local racing car collectorYoshiyuki Hayashi. In 1999 restoration began in Japan, both TeamSurtees red paint, and the original Racing Car Show blue, beingfound beneath Daikyo Chain’s orange. That tub was consideredtoo badly corroded to be saved. Consequently a fresh tub wasproduced, a new body acquired from Lola Cars and a rebuilt 5.9-litreChevrolet V8 installed – the restored car being test-driven at Mt Fujion September 15, 2003.224 | Goodwood festival of speed

In 2005 ‘SL70/1’ as now offered here returned into British ownership,importantly accompanied by the majority of its discarded originalparts including a good proportion of the original body plus othersuspension, chassis and engine parts. A fresh 5.9 Chevrolet engine,complying with FIA Appendix K regulations, was fitted. The Lolahas been a welcome sight at many prestigious events and mostcompetitively raced with success.Indeed, at the recent Donington Festival in early May last month,John Surtees was reunited with ‘SL/01’ and thrilled the crowdby demonstrating the car for a few laps. Being the racer he is,John sent an email to the current owner with a report on thedriving characteristics and set-up. The car is also offered witha comprehensive and well presented file outlining ‘SL70/1’s’provenance, as well as invoices relating to the current owner’s2005-6 rebuild and preparation for historic racing.Since the most recent complete engine rebuild, the Lola has run forno more than 6 hours, including two Goodwood Revivals; test, raceand demonstration at Donington; and a further race at Thruxton.The Lola is – save for the usual safety checks – race-ready.As offered here this imposing – and most competitive – beautyhas an impeccably well-documented and continuous history from1967 and although rebuilt by Mecom Racing upon a replacementchassis (importantly in-period) in 1966-67 – its derivation fromthe 1965 John Surtees and Jackie Stewart original ‘SL70/1’ iswell established and understood. Three great racers there – John,Jackie and this Lola T70 itself - with 11 World Championship titlesbetween them...£180,000 - 240,000€220,000 - 300,0003The World Champion in his Team Surtees Lola-Chevrolet leadingJim Hall’s Chaparral in period.4Ready for battle – the intense John Surtees pre-race with the T70.34Motor Cars | 225

346The ex-Ronnie Peterson, Vittorio Brambilla, Lella Lombardi1976 March-Cosworth 761 Formula 1 Racing Single SeaterChassis no. 761-3Engine no. 157March Engineering Ltd of Bicester, Oxfordshire, emerged as a powerfulnew Formula 1 force in 1970 – immediately fielding no fewer thanfive of their formative Type 701 Cosworth DFV-engined cars in theirdebut season – two works team cars, one for the associated STP-March programme and two in dark Scots blue for the Tyrrell RacingOrganisation. Drivers that first season included such superstars asJackie Stewart, Mario Andretti, Jo Siffert and Chris Amon.By 1976 Ronnie Peterson had rejoined the March programme – havinggiven the new marque its initial debut with the Formula 3 prototype cardesigned by ex-McLaren technical director Robin Herd in 1969. Nowthis March 761 is offered here with Ronnie Peterson history, having beencampaigned by the legendary pace-setting Swedish hero in the 1976South African, Long Beach (USA East), Spanish and Belgian Grand Prixraces, before it was taken over by Italian team-mate Vittorio Brambillafor the subsequent Swedish, French, British, German, Austrian, Dutch,Italian, Canadian, and Japanese GPs that season.Despite spirited driving by Peterson best results were achieved byBrambilla, who finished sixth in the Dutch GP and qualified strongly atthe end of the season, third on the grid in Canada and fourth on the gridat Watkins Glen for the US Grand Prix.As one might imagine with two such committed, fast and furious driversas Peterson and Brambilla – the latter respectfully known throughout themotor racing world as ‘The Monza Gorilla’ – the Formula 1 March entityknown as ‘761-3’ had a hectic career.Peterson’s friend and March mechanic Ake Strandberg, relates an incidentin practice for the 1976 Belgian GP, in ‘Memories of Ronnie Peterson’, byJoakim Thedin and Tomas Haegg, published by Poletext, Copyright 2006.‘Ronnie crashed the car. He came back to the pits carrying his seatcushion and reported that it wasn’t too bad. He said, ‘Bring a jack and afront tyre along and you can drive it back again.’ The mechanics went offto find the car, ‘the first thing we saw was the rear wing. The rest of thecar had a chain-link fence wrapped around it. No wheels were left on,the car was totally trashed.’226 | Goodwood festival of speed

It was rebuilt around a new monocoque chassis tub after the crashin Belgium, and at the German GP did not start the race following aBrambilla practice crash. It was rebuilt again around a fresh tub – whichwe understand was numbered ‘10’ – and in the Austrian and Dutch GPreports it was contemporarily described as ‘761-10’ while wearing itsoriginal chassis plate stamped ‘761-3’. After the Dutch GP at Zandvoortthe car was again reported as ‘761-3’.During the following winter of 1976-77, the car was equipped with RobinHerd’s experimental design of four-wheel drive rear end, emerging asa six-wheeled test hack. It would never be raced in that configuration– which was shared contemporaneously by the rival Williams Formula1 team – triggering a ban on more than four wheels for Formula 1 use.The car was then sold to John Macdonald’s RAM Racing organization,and it was campaigned by them in standard March 761 four-wheeledconfiguration with Marlboro and F&S Properties backing as a 1977season private entry.The car was driven by Dutchman Boy Hayje and (once) by the Britishhopeful Andy Sutcliffe. Hayje qualified for one race only, the BrandsHatch Race of Champions event, qualifying 12th and finishing seventh.The car was then sold during 1977 to F & S Properties for entry inthe Group 8 ShellSport International Championship of minor-leagueFormula 1 racing, and modified by Tiga Engineering. Modificationsincluded longer wheelbase, wider track, front radiator, new bodyworkand changes to the oil and water systems. It was subsequently sold toBritish owner Graham Eccles and was available to rent-a-drivers in the1979 Group 8 Aurora-AFX national Formula 1 Championship series.We are advised that, in 1982 March 761-3 now offered here passedinto a private European museum, and in 1983 to specialist dealer RogerCowman. The rolling chassis was restored to original March Engineeringspecification, back to side radiators with standard wheelbase, track, oilsystem and bodywork. Ken Moore acquired the car in 1986 and in 1987it was owned by Bob Howlings, before passing as a non-runner to LucBehar in France. In 1999 it passed to the current vendor, a collector,1970s competitor in F5000 and great enthusiast for 1970s racing cars.Who took further steps towards its restoration and race preparationincluding- engine pulled apart and line bored by J and F Engines(formerly March Racing Engines) ready to be rebuilt around new parts,the FG400 Hewland gearbox (believed to be original to the car) similarlypulled apart by BPA Engineering, stripped, and checked ready to befitted with new parts, brakes rebuilt by BG Developments, instrumentsrebuilt, radiators rebuilt by Serck. The car is offered with spare wheels,nose, and drive shafts and with old FIA papers. Described by thevendor as in “lovely original condition” with excellent chassis, bodyworkand paintwork, this represents a terrific opportunity to buy one of themost charismatic of 1970s Grand Prix racing cars and complete therestoration and race preparation, as befits a car raced by two truefirebrand drivers of the period.£120,000 - 160,000€150,000 - 200,0001Ronnie Peterson aboard 761-3, 19761Motor Cars | 227

3471955 Austin-Healey 100M BN2 RoadsterRegistration no. 609 APFChassis no. BN2/229013Engine no. 1B/229013Donald Healey’s stylish Austin-Healey 100 caused a sensation whenit debuted at the 1952 London Motor Show. Intended as a low-cost,high-performance, limited production sports car and aimed at the USmarket, which took almost 100% of production initially, the Austin-Healey 100 sourced its major components from the Austin Atlanticsaloon. In fact, the car first appeared at Earls Court badged as a‘Healey Hundred’ and was re-badged ‘Austin-Healey’ while still on itsstand after Austin boss Leonard Lord bought the rights to the design.It was just as well that he did, for Healey would take over 3,000 ordersduring the Show yet his company had never made more than 200 carsin a single year!Following the Austin-Healey 100’s sensational debut in 1952, theworks had entered two mildly modified cars in the 1953 Le Mans24-Hour Race, which finishing in 12th and 14th places, a highlypraiseworthy achievement for what were recognisably productionsports cars.Accordingly, the name ‘Le Mans’ was chosen for a bolt-on tuningkit offered through Austin-Healey dealers, by means of which privateowners could bring their cars up to a specification approaching that ofthe works entries. The kit included a pair of 1¾” SU HD6 carburettorsplus special inlet manifold and cold air box, high-lift camshaft, strongervalve springs and distributor with alternative ignition advance curve.With the kit installed power increased from the standard 90 to 100bhp.From October 1955 the conversion was available factory-fitted onthe successor BN2 model in the form of the 100M. In addition to theLe Mans kit, the latter boasted high-compression pistons, stiffer frontanti-roll bar, special Armstrong front dampers and a louvred bonnet.Power increased to 110bhp and top speed, with windscreen foldedflat, to within a whisker of 120mph. The number of BN1s converted bytheir owners is unknown, but 1,159 cars, mostly BN2s, were built orsubsequently modified to 100M specification between 1955 and 1956.Of these, approximately 640 were completed at the factory, some 544of which were exported to the USA.A BN2 model fitted with the 100M ‘Le Mans’ tuning kit, chassisnumber ‘229013’ is one of only 165 cars supplied in right-hand driveform to the UK market. The car was completed in October 1955 andsupplied new via Wimbledon Motors. We are advised that it has hadrelatively few owners and in 1998 underwent a full ‘ground upwards’restoration at leading marque specialists JME (full documentationavailable). Since then the Healey has formed part of a large privatecollection in Northamptonshire and has covered approximately 550miles only since restoration. Described as in generally excellentcondition, ‘609 APF’ is said to drive, feel, handle and looks justlike a brand new car. Accompanying paperwork consists of theaforementioned restoration records, old-style logbook, current MoT/tax, V5 registration document and an interesting letter from Healey‘guru’ John Wheatley.£50,000 - 60,000€62,000 - 74,000228 | Goodwood festival of speed

3481970 Lotus Elan S4 ‘Sprint’ Drophead CoupéRegistration no. JVW 529HChassis no. 7105120155G (see text)Engine no. L22068An Elite-type glassfibre monocoque having proved insufficiently rigidwhen applied to an open car, Lotus boss Colin Chapman came upwith a simple but effective steel backbone frame for the company’snew Elan sports car. Suspension was all independent with unequallengthwishbones at the front while a wide-base lower wishboneand modified Chapman Strut, as used in Lotus Grand Prix cars, wasemployed at the rear. Rack-and-pinion steering was sourced fromthe Triumph Vitesse and there were Girling disc brakes all round. TheElan’s engine was a highly-modified 1,498cc (later 1,558cc) FordCortina unit topped with Lotus’s own twin-camshaft cylinder head,and both gearbox and differential came from Ford also.As development progressed, the Elan became more civilised, thefinal Series 4 - introduced in March 1968 - benefiting from dashboardfresh-air vents and improved interior trim and fittings. The bodyshellwas slightly thinner - and lighter - than the S3’s and featured flaredwheelarches accommodating wider wheels, side repeaters and largerPlus 2-style rear lights.Towards the end of production a higher-performance version, theElan Sprint, was introduced featuring the Tony Rudd-developed ‘BigValve’ engine producing 126bhp - some 20 horsepower more thanthe standard Elan’s - and a suitably strengthened transmission. Aduo-colour body, gold bumpers and black wheels distinguished thenew model.Adequately powerful, light in weight and endowed with exceptionalroadholding and handling, the Elan proved an immense commercialsuccess for Lotus, slightly fewer than 9,000 being produced by thetime production ceased in 1973.Although manufactured in May 1970, some months before theSprint’s announcement at the Earls Court Motor Show in Octoberof that year, this example is believed to be one of a number of S4ssubsequently returned the factory to be ‘refreshed’ and upgradedto Sprint specification. The Elan was in ‘barn find’ condition (seephotograph on file) when purchased by the vendor, a long-timeLotus enthusiast who has owned several over the years andcurrently numbers a ‘2-11’ amongst his collection, which is nowbeing reduced. ‘JVW 529H’ was restored over a three-year periodto Sprint specification, being completed in May 2010. Wider wheelsand a larger fuel tank (for long-distance touring) are the only notifieddeviations from factory specification.Described as in generally good condition, the car is offered with MoTto May 2015 and V5 registration document. (It should be noted thatthe latter incorrectly records the chassis number as ‘710S1201556’).£29,000 - 34,000€36,000 - 42,000Motor Cars | 229

349 N1931 Bentley 8-Litre Sports TourerRegistration no. KJ 3154Chassis no. YM 5042Engine no. YM 5042

Although the prevailing image of Bentley cars during the vintageCricklewood period of the company’s life is that of out-and-outsports cars and fast tourers, it is often overlooked that W OBentley made a determined bid for the carriage trade, particularlywith his larger 4-, 6- and 8-Litre models, and it is largely becauseof this that Napier’s bid for the company in 1931 was thwartedby Rolls-Royce, which doubtless saw that a rejuvenated Bentleycompany would present strong competition to their own models.As it is, only 100 examples of the 8-Litre model had been producedbefore bankruptcy overtook the original Bentley company, but hadthey been in a stronger financial position it might well have been adifferent story. The chassis price of the 8-Litre Bentley at £1,850was in direct competition with the Rolls-Royce Phantom II, alliedwith better performance, and the contemporary motoring press waslavish with its praise for the 8-Litre model. The latter had debutedat the 1930 London Motor Show and was the largest-engined carmade in the UK at that time and arguably the fastest. Bentley’sadvertising claimed ‘100mph without noise’ and tests bore outthat claim, the 8-Litre being fully capable of the ‘ton’ even whenburdened with weighty formal coachwork. As W O Bentley himselfsaid: ‘I have wanted to produce a dead silent 100mph car, and nowI think we have done it.’The world’s fastest production chassis at the time of itsintroduction, the 8-Litre represents an evolutionary step in thedevelopment of the vintage Bentley, combining proven features ofthe 6½-Litre model with the latest engineering advances. Ratherthan trying to extract more power from the existing 6½-Litreengine, W O Bentley followed his long-preferred method ofimproving performance and simply enlarged it, increasing the boresize from 100 to 110mm. Although the 8-Litre’s engine followedconventional Bentley practice, its gearbox - designated ‘F-type’ -was radically different from its predecessors, the redesign havingbeen necessitated by the greatly increased power and torque itwas required to transmit, as well as the quest for silence.The massive chassis frame likewise was entirely new, being of the‘double drop’ design that enabled overall height to be reducedand the centre of gravity lowered, these aims also dictating theuse of a hypoid-bevel rear axle. Seven tubular cross membersresulted in a much stronger and less flexible frame than hitherto,which was available in a choice of wheelbases: 12’ or 13’. Revisedsuspension incorporating longer road springs, out-rigged at therear, together with Bentley & Draper shock absorbers made forincreased smoothness and stability, both vital considerationswhen designing a large and weighty vehicle capable of threefigurespeeds. The 8-Litre’s steering and braking systems alsofeatured numerous detail improvements.Motor Cars | 231

‘Motoring in its very highest form,’ eulogised The Autocar inDecember 1930, having recorded a top speed of 101.12mph in WO Bentley’s own saloon-bodied 8-Litre over the half-mile. Between1930 and 1939, Britain’s foremost motoring magazine betteredthat figure only once, while testing an Alfa Romeo 8C 2300. The8-Litre was destined to remain the fastest production Bentley untilthe R-Type Continental’s arrival in 1953.Completed in September 1931 and the 62nd of the 100 typeproduced, Bentley 8-Litre chassis number ‘YM 5042’, completewith F-type gearbox number ‘8068’, was delivered to leadingLondon coachbuilder Freestone & Webb for bodying as anenclosed limousine. Factory records show that the car was builton the longer (13’) wheelbase chassis to ‘our own body order’.However, one unusual feature was the hinged door in the back ofthe body, supposedly for the accommodation of a passenger in abath chair, which presumably was incorporated at the request ofthe original owner, Mr John Russell of Parrock Manor, Gravesend.‘YM5042’ was delivered via Bentley agents Lion Garage ofGravesend, Kent and first registered ‘KJ 3154’. The only other ownerlisted in the pre-war factory records is Harold Lewis Good (1939).After the war, ‘YM5042’ was owned by a J Ellis in 1949 followedby Billie North (1953), R H Owthwaite (1955), Major F R Ingham(1959 and P S Petrie of Cross-in-Hand, Sussex (1960). In 1966Mr Petrie took the Bentley to Hofmann & Burton of Henley-on-Thames, one of the leading marque specialists of the day, andasked them to rebuild it as a copy of another 8-Litre, ‘YM5047’,which had recently been rebuilt by H&B with an open sportsbody on a shortened chassis with lowered bulkhead and radiator.‘YM5042’ was duly modified in similar manner, the chassis beingshortened by 18” to a wheelbase of 11’ 6” and the bulkhead andradiator shortened. To maintain cooling area, the original dynamowas dispensed with and replaced with a modern one driven offthe clutch shaft.232 | Goodwood festival of speed

Motor Cars | 233

The Autovac and Tecalemit chassis lubrication system wereremoved also. Two later SU carburettors were fitted on the originalmanifold, fed by an electric fuel pump. High-ratio crown-wheeland-pinionsets not being available for the 8-Litre, a Speed Sixtypedifferential from chassis number ‘LR2782’ was installed, thisbeing a not uncommon modification among shortened 8-Litres.A new four-seater open body in Vanden Plas style was madeand modern electrics and Marchal headlights fitted. Most of theinstruments were replaced. It is not known who commissioned thetwo-seater body currently fitted, which is believed to date from the1970s. The 8-Litre’s history and detailed specification are dealtwith in greater depth by the typically thorough 22-page illustratedreport compiled for the vendor in November 2013 by marqueauthority Clare Hay, which includes copies of the factory records,registration particulars, correspondence and period photographs(perusal recommended). For the last several years the Bentley hasbeen on static display in a significant European museum collectionand will require re-commissioning before returning to the road.£600,000 - 700,000€740,000 - 860,000234 | Goodwood festival of speed

Motor Cars | 235

350Formerly the property of Formula 1and Indycar Champion Nigel Mansell1988 Ferrari Testarossa CoupéCoachwork by PininfarinaRegistration no. F722 MPBChassis no. ZFFAA17C000079325Engine no. 15213Ferrari’s flagship model, the Testarossa supercar revived a famousname from the Italian company’s past when it arrived in 1984.A ‘next generation’ Berlinetta Boxer, the Testarossa (red head)retained its predecessor’s amidships-mounted, 5.0-litre, flat-12engine, which now boasted a maximum power output raised to380bhp at 6,300rpm courtesy of four-valve cylinder heads. Despitethe power increase, smoothness and driveability were enhanced,the car possessing excellent top gear flexibility allied to a maximumspeed of 180mph.Rivalling Lamborghini’s Countach for presence, the PininfarinadesignedTestarossa succeeded brilliantly, the gill slats feeding airto its side-mounted radiators being one of the modern era’s mostinstantly recognisable – and copied - styling devices. A largercar than the 512BB - the increase in width being necessary toaccommodate wider tyres - the Testarossa managed the trick ofcombining high downforce with a low coefficient of drag, its gracefulbody being notable for the absence of extraneous spoilers and othersuch devices.236 | Goodwood festival of speed

Despite the increase in size over the 512BB, the Testarossa waslighter than its predecessor, the body - its steel doors and roofexcepted - being, somewhat unusually for a production Ferrari, ofaluminium. Luxury touches in the well-equipped cabin included airconditioning, electrically adjustable seats, tilting steering wheel andplentiful leather. Unlike some of its rivals, the Testarossa possessedlight controls and was relatively easy to drive, factors which, allied toits outstanding performance and stunning looks, contributed to aninstant and sustained high level of demand.One of only a relative handful of its type produced in right-hand driveconfiguration, this fine example was gifted to Nigel Mansell by Ferrariwhen he signed to drive for the Italian manufacturer’s Formula 1 teamin 1989. Its unique status is confirmed by a special commemorativeplaque bearing Nigel Mansell’s name, which is fixed to the driver’sside doorjamb. The car was supplied in December 1988 by theUK importer Maranello Concessionaires to Gestions SportivesAutomobiles in Switzerland.Having covered some 1,000 miles around the Isle of Man, Mansell’shome at the time, the Ferrari was serviced by Nigel Mansell Carsin October 1989 and again in March 1992. He then sold theTestarossa, which was next offered for sale at auction in Londonin December 1993. The car was purchased for the Sondes FieldsCollection in 1994. Mototechnique serviced the car and changedthe cam belts in 1994 and 1999.They were last changed in 2006 by the Sondes Fields Collection’sin-house mechanic, who has been responsible for the car’s generalservicing and maintenance since acquisition (see hand-written noteson file). It should be noted that the speedometer was changedby Maranello Concessionaires at 4,737 miles, while the currentodometer reading is circa 11,000 miles making the total from newaround 15,700 (original speedometer with car).The Ferrari has not been MoT’d since its owner Joseph Cashindied in 2006, at which time it was inherited by his nephew, thoughit has been driven regularly on private roads. Running and drivingwell, the Testarossa should require only minimal re-commissioningprior to returning to the road. ‘F722 MPB’ comes with its originalFerrari wallet and service book, some service history and V5registration document.Even today few cars can match the on-road presence of a Testarossaand this one represents a rare opportunity to acquire a right-handdrive example of the legendary Italian supercar first owned by one ofBritain’s greatest Formula 1 World Champions. A high-performancework of art.£60,000 - 80,000€74,000 - 99,000Motor Cars | 237

351The ex-Le Mans and RAC Tourist Trophy, M.F.L.Falkner/Tommy Clarke – ex-Mille Miglia,E.R. Hall/Marsden – ex-Targa Abruzzo,Count ‘Johnny’ Lurani/Gildo Strazza –ex-Derrick Edwards Morntane Engineering1935 Aston Martin UlsterCompetition SportsRegistration no. CMC 614Chassis no. B5/549/UEngine no. B5/549/U (see text)1E.R. Hall/Marsden aboard ‘CMC 614’during the 1935 Mille Miglia.2Lurani/ Strazza 1935 Targa Abruzzo.12238 | Goodwood festival of speed

To anyone within the Aston Martin world, Derrick Edwards was alegendary figure. He was a marque specialist restorer, preparer,tuner and racer whose name and reputation became absolutelysynonymous with Aston Martin’s 1930s finest. He was the man whofounded Aston Martin specialist Morntane Engineering, from whichgrew Ecurie Bertelli, taking the family name of Augusto Cesare ‘Bert’Bertelli, whose family directed the Aston Martin company’s progressand fortunes from 1926 to 1937.Bonhams is privileged to offer the car which was Derrick Edwards’personal Aston Martin Ulster, the machine he raced, tuned, raced,lightened and raced again, and again, for more than 30 years...Whenever he made a far-reaching modification to the car in searchof saving another elusive half-second around the classic and historicracing circuits of the world, Derrick Edwards carefully preservedany original components removed. Today these have been returnedto the car, which is now presented here in virtually the sameconfiguration as presented during its International heyday of frontlinecompetition, when it represented the honour of the British motorindustry in such prestigious events as the 1935 Le Mans 24-HourGrand Prix d’Endurance, the Mille Miglia, and the grueling TargaAbruzzo at Pescara on Italy’s Adriatic coast.Motor Cars | 239

In the Aston Martin Owners’ Club Register of Members’ Cars theexhaustive listing of individual histories is headed – in extent – by thatfor Derrick Edwards’ ‘CMC 614’ as offered here. In 2002, a ‘MotorSport’ magazine feature upon the car described how “It’s one ofthose cars which needs the right owner, so when the time came tosell six years ago it wasn’t advertised; instead Andy Bell, the guruof Ecurie Bertelli, quietly rang up (fellow marque aficionado) FredBlakemore and suggested it was his turn to become guardian”. He inturn recalled how Mr Edwards had long before “...let me drive CMC,and even then I thought it was a superb car to drive”.The car is one of the rarefied and intensely desirable group of only21 Aston Martin Ulster sports cars which were manufactured by theBertelli-directed company in its Feltham workshops, built closely tothe same specification as the illustrious LM-prefixed factory teamcars which had previously garnered the Team Prize in the 1934 RACTourist Trophy race around the Ards circuit in Ulster, hence the modelname. They were lightweight versions of the Aston Martin MarkII, featuring 1496cc dry-sump 4-cylinder engines and handsome,elegantly-proportioned bodies, and were guaranteed to provide theproud new owner with genuine 100mph motoring.Aston Martin Ulster ‘CMC 614’ made its competition debut innothing less than the most grueling endurance race of the ‘tweenwaryears, the Italian Mille Miglia. First to compete in ‘CMC 614’was that great British motor sportsman, Edward Ramsden ‘Eddie’Hall, of Kirkburton near Huddersfield. He was heir to a successfulYorkshire textiles business which funded his motor racing andother sporting exploits. He lived at Kirkburton near Huddersfield,was burly, powerfully built and outgoing.He favoured races thatdemanded personal stamina, and is best remembered today for hismultiple drives in the Tourist Trophy race at Ards in Ulster, in which heappeared every year it was run, from 1928-1936.Partnered by friend and mechanic Marsden in the 1935 Mille Miglia, hefought for the class lead with ‘CMC’ now offered here before havingto retire at Siena with the Aston Martin leaking oil. The problem wasquickly corrected back at Feltham and the car prepared for the LeMans 24-Hours, in which two other prominent British amateur driversof the period, Maurice Falkner and Tommy Clarke, survived the fullduration to finish eighth overall, second of the Aston Martin entries andpart of the winning team of the Rudge Whitworth Cup.240 | Goodwood festival of speed

3‘CMC 614’ blasting round Pescara duringthe 1935 Targa Abruzzo.3Motor Cars | 241

Eddie Hall then entered the car for the Targa Abruzzo 24-Hour race on thelong Pescara road circuit in Italy. His co-driver was to be Count Giovanni‘Johnny’ Lurani but when they met on the road outside Pescara, theoutgoing, urbane Italian aristocrat was startled to find Eddie Hall mostunhappy. His hotel had proved abysmal, he had not in any way receivedthe welcome he had been expecting and without further ado he left forhome, leaving the car and a team of Aston Martin works mechanics thereto support them kicking their heels.Lurani evidently then spent a fraught three days trying to contact ‘Bert’Bertelli who was somewhere on an Italian holiday. Once contact had beenmade, Lurani sought permission to run ‘CMC’ in the Pescara race. Bertellihappily agreed terms, and Lurani shared its driving with ErmenegildoStrazza to finish quite handsomely, first in the 1.5 litre class, third onhandicap and fifth on the road.Eddie Hall never did step up to the plate and buy the car from the AstonMartin factory. He concentrated instead upon his Derby Bentley ‘TTspecial’, and in 1936 this Aston Martin went instead to its alternative firstowner ex-works, one Ian Porter-Hargreaves.He tried to enhance its 1½-litre engine’s performance by fitting a Centricsupercharger, but over the following three years the car in his hands didnot achieve startling success. Although the Centric supercharger wasremoved from ‘CMC’ many years ago, the bonnet bulge to accommodateit remains in place.Porter-Hargreaves retained the Aston Martin during the war years 1939-45, eventually selling it to a fellow enthusiast named McNab-Meredith. Thesupercharger was removed at some point during his tenure, and it wasfrom him that Derrick Edwards bought the car in 1963.He began a hectic competition career in the car which saw him racing,sprinting or hill-climbing almost every weekend, not only in the BritishIsles but also on Continental tours in Europe. In a ‘Motor Sport’ magazinefeature on the car in the June 2002 issue, Fred Blakelock is quoted: “Hewent out almost every weekend. At first he would drive to the events, butas the car became more highly modified he began to trailer it. The careven went round the world in a container. He sent it to Laguna Seca, gotthere with minutes to spare before qualifying, then couldn’t get it to start.He repacked it in its container and it went on to complete the journey. Hiscomment was ‘I hope it enjoyed its trip...”. Indeed the cars fame becamesuch that during Edwards ownership it was ‘CMC’ that was chosen byMatchbox to be the example of this famous model which they modeledfor their Airfix 1/32 kit.Over the many years through which he campaigned ‘CMC’, DerrickEdwards constantly modified it to save split seconds in competition.Like all his rivals he adopted small-diameter, wider-rim wheels, replacedits 25-gallon fuel tank with a sprint replacement good for ten laps roundSilverstone. The engine – painstakingly rebuilt for Mr Edwards by EckhartBerg - received a bunch-of-bananas exhaust system, the suspension wasstiffened and dampers uprated, every surplus ounce of weight was saved.242 | Goodwood festival of speed

4 564Clarke/Falkner moving ‘CMC’into place Le Mans 1935.75Last minute pre race checksfor ‘CMC’ Le Mans 1935.6‘CMC’ on its way to eigth placeoverall and second Aston Martinhome Le Mans 1935.7Derrick Edwards enjoying himselfduring one of his many races in ‘CMC’.Motor Cars | 243

The Derrick Edwards Aston Martin Ulster became a familiar and famousAlfa and Invicta eater. Most importantly, Derrick Edwards carefullystored everything he had removed from the car during this developmentprogramme, and in Fred Blakemore’s later stewardship they were allconscientiously refitted – returning ‘CMC’ (liveried in his favourite andfamiliar dark blue) closely to its original 1930s specification.Despite its hectic competition programme ‘CMC’ proved incrediblyreliable. Part of this longevity has been due to the engine beingassembled with shell bearings instead of white metal and steelconnecting rods instead of duralumin. The unit ran safely to 5,500rpm,and Derrick Edwards quoted its power output as being nearer to120bhp than to Feltham’s original 85. This would have been reduced toaround a current 105bhp when the original cast exhaust manifold wasrefitted, but with benefit of constant improvement in cam design, valvegear,valve springs and breathing. At some point, the original cylinderblock and head have been replaced, this representing the only significantdisruption to the fabric of this remarkable car during its long life.The Ulster model is widely considered to have been the best handling ofpre-war Aston Martins and many who have driven ‘CMC’ in recent yearsrate it amongst the best, of the best. In the middle of Derrick Edwards’ownership of this most respected pre-war Aston Martin, he foundedhis marque specialist business Morntane Engineering together withhis partner Judy Hogg and Pink Floyd musician and competition carenthusiast Nick Mason (who briefly owned ‘CMC’). Andy Bell, in whosespecialist and painstaking hands ‘CMC’ has been prepared in recentyears, worked at Morntane and took over the business in 1992.More recently during the current ownership ‘CMC’ has been fastidiouslyprepared and maintained by leading pre War Aston Martin race preparerAlan Brooke (formerly of Ecurie Bertelli) and under the current ownershiphas wanted for nothing. Completing two Mille Miglia retrospectives andtwo Le Mans Classics entirely without problem, along with scores of clubraces, nobly upholding this car's matchless competition pedigree.Professional writer-cum-racing driver Mark Hales drove the car at AstonClinton hill-climb for a commemorative article in 2013 and describedhow, upon first acquaintance, Andy Bell had walked “...me round,pointing out the original body panels, a detail that seems extraordinarygiven the amount of racing the car has done, and the original pipinground the cockpit edges that looks like a piece of garden hose butreveals a hint of the car’s 1930s emerald green livery. The seats areoriginal too and a huge improvement over many. A deep wrap-aroundbucket but, most important, whose sides extend upwards to supportthe torso. There aren’t any belts, but you still feel located”.On the road, Mark Hales found the car “Simple, strong, reliable, lowcentre of gravity and benign handling – all the characteristics thatmade it successful in the 1930s have held good for the many years inbetween, and are still true today. That’s why it gets raced as much as itdoes, and probably always will...”.There writes a dyed-in-the-wool racer, but ‘CMC 614’ as offered here isnot only perhaps the best-known and most revered Aston Martin Ulsterof them all, but it is offered here as a tremendously versatile all-rounder, apost-Vintage thoroughbred sports car which is at much at home on therace circuits of the world such as Le Mans Classic or on the public road,which would be ideal for long-distance touring or for any of the currentHistoric motoring world’s greatest sprint, hill-climb, and rally-style events.As a genuine Works run 1935 Aston Martin Ulster, ex-Le Mans, ex-MilleMiglia and ex-Targa Abruzzo – plus its incredible, absolutely jam-packedhistory of postwar competition – this chance to acquire ‘CMC 614’ “...onthe button and ready to go” is a very significant opportunity indeed. Werecommend the closest consideration.£1,400,000 - 1,600,000€1,700,000 - 2,000,000244 | Goodwood festival of speed

8The current custodian of ‘CMC’ enjoyingit at the Goodwood Revival 2012.8Motor Cars | 245

3521983 Lamborghini Countach LP500S CoupéRegistration no. RYP 547YChassis no. ZA9C0050LA12550246 | Goodwood festival of speed

The legendary Miura was always going to be a hard act to follow,so the extent to which its successor eclipsed the greatest of 1960ssupercars came as something of a shock to all. The sensation of the1971 Geneva Salon, the Countach was styled, like its predecessor, byBertone’s Marcello Gandini. The production version would not be seenfor another two years, with deliveries commencing in 1974.As used in the Miura, Lamborghini’s four-cam V12 engine was retainedfor the Countach, though this time installed longitudinally. To achieveoptimum weight distribution, designer Paolo Stanzani placed thefive-speed gearbox ahead of the engine between the seats, and thedifferential - driven by a shaft passing through the sump - at the rear.The result was a delightful gearchange and a better-balanced car thanthe Miura. When production began in 1974, the Countach sportedan improved spaceframe chassis and the standard 4.0-litre - insteadof the prototype’s 5.0-litre - engine. Even with the smaller engineproducing ‘only’ 375bhp, the aerodynamically efficient Countachcould attain 170mph and, as one would expect, came with racetrackroadholding to match.The first upgrade appeared in 1978 as the ‘LP400S’, the majorchanges being confined to the chassis and suspension. A rear aerofoilbecame available, making the Countach look even more outrageousand, not surprisingly, was the choice of most customers. TheCountach’s potentially largest market - the USA - remained closed to ituntil the arrival of the ‘emissions friendly’ LP500S in 1982.Although no more powerful than before, the newcomer’s 4,754ccengine brought with it a useful increase in torque. The finaldevelopment saw the engine enlarged to 5,167cc and new fourvalves-per-cylinder‘heads adopted for the Countach Quattrovalvole in1985, the latter’s 300km/h (186mph) top speed making it – at the time- the world’s fastest car.A rare, right-hand drive UK-delivered LP500S, only 25 of which weremade, chassis number ‘12550’ was tested by Car magazine while itwas owned by racing driver, demolition contractor and Lamborghiniaficionado, Barry Robinson, and carried the registration ‘BR 33’. Acopy of the article, which appeared in Car’s April 1984 edition, ison file. The Lamborghini’s first owner, Robinson had had the engineblueprinted, its output being estimated by the factory at around425bhp, some 50 horsepower more than standard. Car revealed thatRobinson had recently set a series of British speed and endurancerecords with his Countach, lapping Vauxhall’s Millbrook test track at180mph for extended periods. The car was subsequently reregistered‘LAM 80P’ and was acquired by the present registered keeper inMarch 2007.Kept in storage for the last ten-plus years, the Countach is describedby the vendor as generally sound and in good condition, thoughit would benefit from light cosmetic refurbishment. Freshly MoT’dand offered with V5 registration document, it represents an excitingopportunity to acquire one of these iconic Italian supercars.£90,000 - 110,000€110,000 - 140,000Motor Cars | 247

3531964 AC Cobra Mark II RoadsterRegistration no. AOR 562BChassis no. CSX2423248 | Goodwood festival of speed

Rightly regarded as one of the all-time great classic sports cars, themuscular, fire-breathing Cobra succeeded in capturing the hearts ofenthusiasts like few of its contemporaries. Just 1,000-or-so Cobrasof all types were built between 1962 and 1967, but such was themodel’s enduring popularity that production was resumed in 1980.Convinced that a market existed for an inexpensive sportscarcombining European chassis engineering and American V8 power,Le Mans-winning Texan racing driver Carroll Shelby concocted anunlikely alliance between AC Cars and the Ford Motor Company.The former’s Ace provided the simple twin-tube chassis frame -strengthened and supplied with four-wheel disc brakes for the Cobra- into which was persuaded one of Ford’s lightweight, small-blockV8s. The 260ci (4.2-litre) prototype first ran in January 1962, withproduction commencing later that year.Exclusively for the USA initially, Cobras - minus engines - were sentfrom England to be finished off by Shelby in California, and it wasnot until late in 1963 that AC Cars in Thames Ditton got around tobuilding the first fully finished European-specification cars.After 75 Cobras had been built with the 260cu in engine, the morepowerful 289ci (4.7-litre) unit was standardised in 1963. Rackand-pinionsteering was the major MkII up-date; then in 1965 anew, stronger, coil-suspended MkIII chassis was introduced toaccommodate Ford’s 427cu in (7.0-litre) V8 engine. Wider bodywork,extended wheelarch flares and a bigger radiator intake combined tocreate the definitive - and much copied - Cobra MkIII look.Motor Cars | 249


Chassis number ‘CSX2423’ is a left-hand drive example presentedin concours condition having been the subject of a ‘last nut andbolt’ restoration some years ago. The car is well known to, and isrecorded in, the Shelby American Registry and has won numerousawards in the USA where it spent much of its life. The 1997 ShelbyAmerican World Registry records that ‘CSX2423’ was originallyfinished in Vineyard Green with black interior and invoiced to ShelbyAmerican on 4th April 1964.Shipped to Los Angeles and sold by Hughson Ford on 15th July1965, it came with various class ‘A’ accessories, including WSWtyres, luggage rack, antifreeze, outside rear view mirror, radio andantenna. Although presumably sold in the Northern Carolina area, itsearly history is not known. The earliest recorded owner was WilliamJ Sline (Geneva, NY) who advertised it for sale in November 1972.Thereafter the car passed through a number of hands (all recorded)and was rebuilt more than once before being acquired by JamesGriffin, of Burlingham, CA in 1990.Griffin wanted to re-restore ‘CSX2423’ but found local specialistshad 3-4 year waiting lists, so the Cobra was sent to England whereit was fully rebuilt by David Sanderson. Since completion it has taken1st place at the Hillsborough Concours and 2nd at Palo Alto, and in2006 took part in the very popular Tour Auto event. The history filecontains details of the concours wins, Cobra brochure, instructionmanual, various magazines, a photographic record of the restorationand pictures of the car on the 2006 Tour Auto.The current vendor purchased the Cobra at Bonhams’ Goodwood‘Festival of Speed’ sale in June 2007 (Lot 393) since when it hasbeen well stored and used only occasionally, one of its few outingsbeing to the ‘Pageant of Power’ event at Cholmondeley Castle.Presented in quite superb, fully restored condition and running well,‘CSX2423’ comes complete with hood, tonneau cover, current MoTand V5C registration document, and is ready to participate in any ofthe many prestigious historic events for which it is eligible.£500,000 - 600,000€620,000 - 740,000Motor Cars | 251

354 N1952 Allard K2 RoadsterChassis no. K2 3126Using a crashed Ford V8 coupe on to which he had grafted the bodyfrom a Grand Prix Bugatti, racing driver Sydney Allard constructedone of the most unlikely of all pre-war trials specials. Nevertheless,the Allard Special’s lightweight construction and relatively powerfulAmerican V8 engine, although not the first such combination,demonstrated the formula’s potential and provided the inspiration forfuture imitators, including Carroll Shelby who acknowledged Allard’sinfluence on the Cobra.After WW2, Allard progressed from special-builder to motormanufacturer, though the latter activity was really little more thana means of financing the company’s competition programme.Allard’s post-war cars combined the same virtues of light weight,independent front suspension and an abundance of American V8power, which had been features of that first trials special of the mid-1930s. These favourable characteristics enabled Allard to establisha formidable competition record in the immediate post-war years.Despite its small size and limited resources, Allard’s achievementswere legion, Sydney himself finishing 3rd at Le Mans in a J2 sportsracerand winning the Monte Carlo Rally outright in a P-Type saloon.252 | Goodwood festival of speed

Introduced in 1946, the competition-orientated J1 two-seateremployed a 100” wheelbase chassis equipped with Allard’strademark independently suspended ‘split’ front axle and a De Dionrear end with inboard brakes. Like the vast majority of productionAllards, the J1 used Ford/Mercury components, these being readilyobtainable from Ford in the UK. The K1 tourer was broadly similarapart from its longer wheelbase. In 1950 the latter was supersededby the restyled K2, which together with its more streamlined,all-enveloping bodywork boasted a floor-mounted gear change,coil-sprung front suspension and a small luggage boot among theimprovements. UK customers could choose between the usual Ford/Mercury engines while cars bound for the USA were usually fittedwith either Cadillac or Chrysler power units.Being top quality, hand-built British cars with American mechanicals,Allards were very usable and relatively inexpensive to run andmaintain. With their powerful and torquey V8 engine, three-speedmanual gearbox and high overall gearing, they were fast andexciting cars to drive. Allards were immensely popular in productionsports car racing in North America, providing drivers such as TomCole, Zora Duntov, John Fitch and Carroll Shelby with numeroussuccesses. Indeed, in 1953 Shelby won every race he entered withhis Allard.This example of one of the most desirable Allards is fitted with aCadillac V8 engine displacing 331ci (5.4 litres), which is coupled toa La Salle three-speed manual transmission, and thus representsthe K2 in its ultimate specification. This tuned engine incorporates aforged steel crankshaft and an Isky racing camshaft with hydrauliclifters, and breathes via a quartet of Stromberg twin-chokecarburettors. The maximum power output is reputedly around300bhp, more than enough to give many modern sports cars asevere fright.The current, titled vendor purchased the Allard at the Pebble Beachauction in 1991 and took the Allard back to his vineyard in France(one of that country’s undisputed finest) where it has been used fordriving around the estate. At time of purchase the car had coveredonly 100 miles since a show-quality restoration by Pat Crowley, apast award winner and judge at Pebble Beach. Finished in greymetallic with red leather interior, this rare Allard sports car remainsin excellent condition and is offered with a BCA Rapport d’Expertise(1998) and EU importation/customs document.£80,000 - 120,000€99,000 - 150,000Motor Cars | 253

355 *1939 Lagonda V12 Drophead CoupéChassis no. 14059Engine no. 7541‘In making an evaluation of the better British cars, the LagondaV12 certainly must be considered an excellent design and one thatcontributed to raising the state of the art - not forgetting, of course,that it probably should be considered W O Bentley’s masterpiece.’ -Road & Track, October 1978.A quite remarkable piece of automotive engineering, the W O BentleydesignedLagonda V12 was one of the outstanding British models ofits day and one of the exclusive handful of 1930s road cars that couldexceed 100mph in standard tune. Not only that, but the magnificent,4.5-litre, V12 engine produced sufficient torque to endow the car witha walking-pace-to-maximum capability in top gear.For Lagonda, the year 1935 had brought with it bankruptcy andrescue, its benefactor being a young solicitor named Alan Good.Good reorganised the company and recruited W O Bentley, by thendisillusioned with life at Rolls-Royce, which had acquired Bentleyin 1931. Bentley succeeded in refining the muscular, MeadowsenginedLagondas while working on a vastly more-advanced designthat many consider the great man’s finest.First seen in 1936, the Lagonda V12 did not commence deliveriesuntil 1938 and only 189 had been built before the coming of WW2ended production. The advanced chassis employed doublewishboneindependent front suspension and was available witha varied choice of coachwork, including limousine. Frank Feeley,stylist of Aston Martin’s post-war ‘DB’ cars, was responsible forthe elegant factory bodywork. As usual, the short-chassis Rapideroadster provided even more performance.254 | Goodwood festival of speed

The V12’s announcement demonstrated that the revitalisedcompany was very much back in business, an impression Lagonda’sdecision to enter the 1939 Le Mans 24-Hour Race can only haveenhanced. The marque already possessed a creditable Le Mansrecord, a short-chassis 4½-Litre driven by John Hindmarsh andLuis Fontes having won the endurance classic outright in 1935.In October 1938 a Lagonda V12 saloon driven by Earl Howe hadcovered 101.5 miles at Brooklands in a single hour, despite havingto stop to change a burst tyre, and this together with other highspeedtests, during which the car had shown complete reliability,indicated that it would be a highly suitable candidate for revivingBritish prestige at Le Mans.Accordingly, it was decided to enter a two-car team in 1939 withthe aim of securing valuable data, and then to mount a full-strengthchallenge the following year. In the race the two streamlined twoseaterLagondas fared better than expected, Messrs Brackenburyand Dobson finishing in third place with Lords Selsdon and Waleranfourth. Had a less conservative race strategy been employed, theneither might have won. According to information kindly supplied bythe Lagonda Club Archivist, Arnold Davey, factory-bodied chassisnumber ‘14059’ was delivered in January 1939 through dealersGaffikin Wilkinson of Hanover Square, London to an A F Lingard ofCombend Manor, Elkstone, Cheltenham.The car was finished in Cerric Grey with maroon trim and grey hood,and came equipped with Ace wheel discs, tonneau cover, gaitersprings to the rear, special hub nuts and a rear bumper, the latterbeing classed as an extra! It was next owned by one B Collins ofSidbury Hall, Bridgenoth, Shropshire. Laid up during WW2, the cardid not emerge from hibernation until 1951 when it was serviced bymarque specialists Davis Motors having covered only 31,000 miles.The current vendor purchased the Lagonda at the AlexandraPalace auction in 1979, by which time it had been fitted with theengine out of ‘16037’ a V12 saloon de ville. After a few years onmuseum display in Blackpool, the car was driven to the LakelandMotor Museum at Holker Hall. Some time later an attempt tostart it resulted in an engine failure and in 1996 the Lagonda wastaken back to the owner’s home in Norway. An engine rebuild wassubsequently carried out in Oslo by a friend of the late vendor, anaircraft mechanic specialising in Hercules engines, who discoveredthat the cause of the failure had been a broken valve. Described asin generally good condition, the engine being very good, this rareLagonda V12 drophead is offered with a history file containing manyLagonda Club magazines and newsletters, original Autocar roadtest reports, a Lagonda Club Illustrated Spares Catalogue and aLagonda 12 Cylinder Instruction Book.Should the vehicle remain in the EU, local import taxes of 5% will beapplied to the hammer price.£180,000 - 240,000€220,000 - 300,000Motor Cars | 255

3561965 De Tomaso Vallelunga CompetizionÉ Mid-Engined CoupéChassis no. VLD 1611Engine no. 8465061Alejandro de Tomaso began racing in his native Argentina in 1951,before moving to Italy to drive for Maserati and Osca – the latter firmhaving been founded by the Maserati brothers after they had soldtheir original company. This experience prompted De Tomaso tofound his own company in Modena, Italy, in 1959.Initially, racing was the company’s sole aim, the fledgling firmproducing cars for Formula Junior, Formula 3, Formula 2 andultimately Formula 1. The first De Tomaso road car – named theVallelunga after the Roman motor racing circuit – did not appear until1965. It was a pretty small-engined Coupe built in small numbersand it would contribute its ultimately well-proven short-wheelbasebackbone chassis (extensively re-engineered) to the subsequentMangusta model. This latter design’s introduction finally establishedDe Tomaso Automobili as a serious manufacturer.The Vallelunga prototypes, meanwhile, had been styled andconstructed by Carrozzeria Fissore, an alloy-bodied Spider and a pairof closed Coupes having been completed in 1963-64. The Vallelungawas assembled around a Chapman-esque backbone chassis frameand was powered by a 1.5-litre Ford Kent 4-cylinder engine which,unusually, performed double-duty as a stressed chassis member – apractice becoming accepted in competition car construction of thetime but rare within road cars.De Tomaso’s long racing experience was also reflected in the designof the Vallelungas running gear, which comprised all-independentsuspension by wishbones and coil springs, rack-and-pinion steeringand four-wheel disc brakes.Alejandro de Tomaso had hoped that a major motor manufacturerwould buy into the programme and adopt the project as its own, butwhen no such approach was forthcoming he decided to go it alone.256 | Goodwood festival of speed

The production Vallelunga featured striking glass-fibre Coupébodywork – styled by the young Giorgetto Giugiaro – with morethan a hint of Ferrari 250LM and Dino 206 combined. Comparedwith the Fissore-styled cars, there were numerous detail differences,the most obvious concerning access to the engine bay, which wasvia a glass hatch rather than the hinged clamshell-type rear bodysection of the prototypes.Although just a humble pushrod power unit, the Ford Kent enginewas both robust and immensely tunable, and when installed inthe Vallelunga it was fitted with Weber carburettors. Power wastransmitted via a Hewland transaxle. Approximately 50 productionVallelungas were made during 1965-66 before De Tomaso movedon to manufacture the Mangusta. Of the Vallelunga series, onlytwo cars are believed to have been completed in right-hand driveconfiguration for delivery to the UK market. Colonel Ronnie Hoare,head of the Maranello Concessionaires company which importedFerraris, had expressed an interest in the De Tomaso programme.Of the two known right-hand drive variants, chassis number ‘1601’was – we are advised – a road car, while the other – chassis ‘1611’offered here – is one of only three built by the factory to competitionspecification and fitted with the 1558cc Lotus-Ford twin-cam engine,Brevetti disc brakes and Colotti 5-speed gearbox.What is believed to be this car was the subject of an article by PatrickMcNally in the November 26th 1965 issue of Autosport in which hevisited Hoare’s garage to view the car (copy of article on file).Col. Hoare opted against taking on the De Tomaso distributorshipand it is believed that ‘1611’ was sold on to the well-known racingdriver and collector, Robs Lamplough. The Vallelunga later went intoAustralian ownership where it was owned by Fred Vogel and laterAndrew Osmond who raced it occasionally. A communication datedJanuary 27, 2014, is included in the De Tomaso’s documentationfile, coming from former works driver Franco Bernabei, explainingthat the model was “...named after one of my good performance inthe GP circuit Vallelunga in Rome. It was exhibited at the Modern ArtMuseum in New York” – and that “All the official races the De TomasoVallelunga entered were made with Ford engine 1600cc 4-cylinders” .Described by the vendor as in generally good condition with excellentengine, brakes and bodywork and with the fitting of electronic ignitionbeing the only known deviation from original specification. The car’spresentation here represents an exciting opportunity to acquire aunique Italian mid-’60s competition Coupé which is eligible for entryinto a wide range of the most prestigious motoring events.£120,000 - 160,000€150,000 - 200,000Motor Cars | 257

357The ex-Gordon Sutherland, experimental one-off1939-40 Aston Martin AtomFactory Prototype Concept CarRegistration no. LMF 386Chassis no. G40/900Engine no. EN4/48/2258 | Goodwood festival of speed

Here, Bonhams is delighted to offer the extraordinary, the unique,the ground-breaking Aston Martin Atom – compact, lightweight,sophisticated, a design before its time, a prophetic forerunner ofall the high power-to-weight ratio, high-performance Coupe, orBerlinetta Grand Touring cars which became such a defining featureof the 1950s and ‘60s to follow. Here is an all-British concept car tobe recalled and mentioned in the same breath with the much morecelebrated and trend-setting Alfa Romeo 8C-2900 Berlinetta carsof the late 1930s, and the Savonuzzi Aerodinamica Coupes fromCisitalia in the late 1940s.This avant-garde, and highly-original aerodynamic Coupe conceptcar has been both renowned and revered for decades by AstonMartin owners and by the inner circle of knowledgeable andconfirmed classic car enthusiasts.But while Aston Martin’s unique Atom is less well-known to the publicat large, this 1939-1940 one-off prototype from the legendary Britishmarque is in fact a hugely significant and influential landmark withinmotoring history.As the specialist British marque’s frontier-technology test-bed,the 1939-40 Aston Martin Atom survives today, celebrating its75th anniversary in fantastically well-restored, highly-originalspecification as one of the World’s earliest fully running motorindustry concept cars.It featured in period:• A fully-patented, lightweight yet rigid integrated body and tubularspaceframe chassis structure (years ahead of the multi-tubularspaceframe Mercedes-Benz 300SLs)• Lightweight aluminium body paneling, which permitted speedystyling changes.• Patented parallel-linkage coil-sprung independent front suspension• The first UK use of the later almost universal Salisbury back axle• Cotal electromagnetic semi-automatic gearbox – forerunner of themodern ‘paddle-shift’ system.• Aerodynamic ‘fastback’ style Coupe coachwork• Aeronautical-style ‘hammock’ seatsCome 1945 the Atom would also provide the first use of AstonMartin’s newly patented 2-litre (DB1) engine. This had high liftexhaust valves later used on F1 Judd engines and, slightly modified,powered the 1948 Belgian Grand Prix winning Aston Martin.While the General Motors Buick ‘Y-Job’ of 1938 is widely acceptedas having been the very first pure ‘concept car’ (in the modernmeaning of that term) ever confected, the Aston Martin Atomemerged just a few fleeting months later.Motor Cars | 259

The Atom was finished and UK road-registered only six weeks afterthe Dunkirk evacuation in 1940. Aston Martin’s contemporary owner,enthusiast businessman Gordon Sutherland, had ordered the car tobe designed and built by a dedicated engineering team led by ClaudeHill. At that fraught time when park railings, pots and pans werebeing melted-down to aid the War effort, the Atom was amongstfewer than 750 private cars to be UK registered in the entire year.Gordon Sutherland himself explained that, “The whole point of theAtom was to make the smallest, lightest, quietest enclosed saloonpossible”. It was intended to combine the performance, roadholdingand handling of the finest contemporary sports car with quietnessand the comfort of an aerodynamically efficient, saloon body, easilymodified and economically produced. Within this latter discipline theAtom’s concept was probably even further forward-looking than,even ten years ago, we would have appreciated....In that pre-nuclear age Gordon Sutherland and his colleaguessimply knew of the ‘atom’ as being the smallest, yet potentially mostpowerful, item conceivable – the essence of everything – and thatis why the name was chosen as the perfect title for this technicallyadvanced and futuristic Grand Touring car and registered with theSMMT (Society of Motor Manufacturers and Traders).The Aston Martin design unit’s ambitions had no British exemplar,but Gordon Sutherland would admit they considered thecontemporary BMW 328 quite closely during their design periodin 1939. Both the company owner and engineer Claude Hillappreciated that the entire era of ‘vintage’ motoring was over.Future customers would expect more comfort in terms of ride andweather protection. To achieve such objectives with traditionalmanufacture meant hand-built heavy coachwork demanding hugeand extravagantly fuel-thirsty engines to suit.Major motor manufacturers were beginning to make unitary-bodycars with independent suspensions – widely derided by true carenthusiasts as floppy, wallowy rust-buckets – but of obvious appealto the mushrooming motoring market at large.Although high-achievers within the motor sporting world, AstonMartin’s vintage-era chassis were undoubtedly heavy and ClaudeHill in particular considered them insufficiently rigid. For the Atom hecreated a lightweight, torsionally strong box-frame chassis welded-upfrom rectangular steel tubing and clothed in aerodynamically-sleekaluminium body paneling – a constructional method ideal for AstonMartin’s low-volume high-quality practices.260 | Goodwood festival of speed

Gordon Armstrong drew the Atom’s patented suspension system,independent at the front by short trailing arms and coil springs whilethe live rear axle was suspended upon long, supple leafsprings.Hydraulic lever-arm dampers featured all round. Direct, high-gearedsteering with only 2.25 turns lock-to-lock was tailored to the feelrequired from a high-performance car of true quality. The FrenchCotal electric-magnetic four-speed semi-automatic gearbox was‘the latest thing’, and in early testing Sutherland’s team timed theAtom at 98mph, running its original 1950cc long-stroke 4-cylinderengine on wartime ‘Pool’ petrol – stupendous performance for asmall – notionally ‘four-seat’ (though in truth rather confined – 92-inchwheelbase) saloon of that era.The Aston Martin Atom’s wartime press reception was ecstatic. ‘TheAutocar’ described it as: “The future in the present...a completebreakaway from existing Aston Martins and the general run of Britishcars...The saloon body breaks with British car convention...see it asthe comfortable, convenient sports car of the future...”‘Motor Sport’ magazine enthused: “This is a machine whichconvinces you it is all the way a winner...”, while ‘The Motor’ wasemphatic that “...in this car we can see the new order of motoring...”.This unique 90-100mph 2-plus-2 Coupe was used as much aspossible by Mr and Mrs Gordon Sutherland for both personal andprivate transport, their children often travelling in its cosy rear seats.Indeed it took part in the exclusive Chessington 1941 and Cockfoster1945 rallies organized by Rivers-Fletcher. However lack of publiclyavailable fuel during wartime saw the Atom stored at his factoryfor up to three months at a time, but Gordon Sutherland knew itstechnology-proving value for a postwar resumption of Aston Martinproduction. He is said to have driven it personally for more than100,000 test miles and immediately postwar the experience of drivingthe Atom persuaded industrialist David Brown to buy the companythat had created it.In 1944 the Atom was fitted with a Claude Hill-designed 1970ccpushrod engine breathing through twin SU carburettors, and GordonSutherland’s notes confirm an intention to add an extra 6-incheswheelbase, to render the occasional rear seats properly habitable.He also projected a reduction in fuel tank size (from the original 17gallons) to provide more luggage space, either a higher back-axleratio or overdrive, minor front suspension refinement, a redesignedrattle free window mechanism and a lower roof and scuttle line.Against a background of wartime shortage and privation, MrSutherland’s list envisaged the time when materials might againbecome available. While the Atom influenced David Brown’s decisionto acquire the company, many of its innovations and lessons-learnedwould be built postwar into the David Brown-owned Aston Martincompany’s illustrious DB-series of Grand Touring cars.Motor Cars | 261

Today the Aston Martin Atom, taxed, tested, with UK V5C registrationdocument and FIVA passport, is ready to rally or exhibit, being wellrestored/conservedwith painstaking attention to retaining absolutelyas much of its surviving originality as possible, it is believed to havecompleted some 250,000 miles running; including that during theownership by W.O. Bentley’s godson Bob Gathercole of Samurairacing and Pebble Beach fame. The car comes complete with animpressive archive of documents and photographs that chart itsprovenance, together with essential and valuable running spares.This most significant cornerstone of Aston Martin marque historyhas changed hands only once over the past 49 years. The currentowner , recognizing the once in a lifetime opportunity – acquired theAtom sight unseen – in 1986 from France where it had been in anex Aston racing driver’s collection and had been loaned from time totime to the Musee de l’Automobile, in Chatellerault, Vienne, and theexclusive Le Mans Motor Museum. This largely unsung little jewel –yet one so absolutely iconic amongst true cognoscenti – has longbeen conserved and maintained by one hyper-enthusiast owner.Such is the importance of the Atom that it receives numerousinvitations to events worldwide. Most recently it has receivedaccolades by being voted Best Car of Show 2012 at the NECInternational Classic Car Show and being chosen for the AMLCentennial timeline at Kensington Palace in 2013. The new ownerwill have the opportunity of enjoying many more such occasions.The Atom is, in short, one of Aston Martin’s absolute landmarkdesigns. It is certainly one of the most exciting one-off British carsthat Bonhams has have ever been asked to offer. It is unique, itis super sophisticated, and - when one considers it within thecontext of 1939-40 – its creation alone represents a monumentalachievement.That the Atom has survived in almost constant use, and is today sobeautifully conserved in highly original order, is a great tribute to theenthusiasm and taste of the Aston Martin connoisseurs who havefostered it for so many years...In short, if it were not for the Atom, David Brown might not havebought Aston Martin. What fate would then have befallen thecompany we do not know, but without David Brown, there wouldbe no Aston Martin DB series cars - no DB3S, no DBR1, no JamesBond DB5. We all owe so much to the mighty Atom.This is a unique opportunity to buy into motoring history’s mostsophisticated stratum.£600,000 - 1,000,000€740,000 - 1,260,0001Atom at Chessington, 13 July 1941. This was the only rally of itskind held during the War years262 | Goodwood festival of speed

1Motor Cars | 263

358THE 1953 SCUDERIA MILANO RUGGERI-SPELUZZIAIR-COOLED TRANSVERSE-8 2.5-LITRE FORMULA 1 PROJECTHere Bonhams is delighted to offer for sale by auction one of the great‘might-have-been’ projects from Formula 1 racing history. It comprisesnothing less than a kind of Italian-manufactured forerunner of the rearengined,transverse straight-8 engined Bugatti Type 251 prototype,conceived and ‘almost’ completed in Milan over the seven or eightyearperiod immediately preceding the Molsheim machine’s one-offrace appearance in the 1956 French Grand Prix at Reims-Gueux. TheRuggeri-Speluzzi would never reach so far, and its motor racing debut– in part perhaps dependent upon the result of this very Sale – has yetto be made…The project’s story began in 1947 with the enthusiastic Milanese brothersArnaldo and Arialdo Ruggeri, of Busto Arsizio outside the city. TheirScuderia Milano racing team had been very active with Maserati cars –campaigned up to and including the Indianapolis 500-Miles of 1947. Theythen engaged the technical qualification and expertise of engineeringProfessor Mario Speluzzi of the Milan Politecnio institute, and technicianEnrico Franchini to improve and perfect their ageing stable of Maserativetturetta and Grand Prix cars. First fruit of this cooperation would be theMaserati-Milan highly-supercharged 4-cylinder 1.5-litre design of 1949-50,but into the early 1950s as support for the old 1.5-litre supercharged/4.5-litre unsupercharged Grand Prix Formula evaporated, major competitionat Grand Prix level fell back upon unsupercharged 2-litre Formula 2 atWorld Championship level through 1952-53.A replacement, entirely postwar Formula 1 had been proposed andaccepted by the FIA governing body. It was to take effect on January1 1954, would apply until 1957, and while it slashed the superchargedengine allowance to only 750cc, it offered unsupercharged engines afull 2500cc capacity. A first Ruggeri-Speluzzi engine is believed to havebeen completed and tested during 1953. Prof. Speluzzi equippedthe prototype unit with Solex carburettors and there is evidence thatit was test run for at least eight hours on one of his Milan Politecnicodepartment’s test-beds, delivering a reputed 310bhp at an ear-splitting9,000rpm. A second engine – equipped in this case with eight dell’Ortomotor-cycle carburettors, was then tested in the Scuderia Milano’sworkshops, again with very promising results.Renowned American motoring historian Griffith Borgeson would laterdescribe how the project’s subsequent 1970s owner – Giovanni Litrico– told him of being visited by one of the elderly Ruggeri brothers, whoupon seeing the remains cried “La mia macchina!”, and burst into tears.He then explained how the initial Speluzzi straight-8 engine did notfeature an integral spur-gear transaxle, while its successor was morecompact and did include the transmission, such a distinctive feature ofthe later Gioachino Colombo-designed Bugatti 251. Indeed there are somany similarities between the two projects that knowledge of the formermust surely have informed work upon the latter…The transverse-mounted air-cooled straight-8 engine itself waseffectively an all-aluminium unit with a quoted bore and stroke of72mm x 76.5mm, displacing 2490cc.264 | Goodwood festival of speed

Meanwhile, a chassis intended for the new Ruggeri-Speluzzi ‘crossengined’project had been designed primarily by Arialdo Ruggeri,featuring amongst other factors within-the-wheelbase pannier fueltanks a la Vittorio Jano’s magnificent 1954-55 Lancia D50 V8 and asophisticated suspension system with driver-adjustable torsion-barspringing. He later recalled to Ing. Vittorio Fano, Secretary of theAssociazione Italiana per la Storia dell’Automobile’ for the Manovellamagazine, that construction of the car had commenced in the Milanoworkshop in 1952, and that the prototype was ready to run early in1954. He further claimed that Milano’s sometime senior driver, Luigi‘Gigi’ Villoresi, tested the completed car at Monza Autodrome, reachinga top speed of 330km/h (200mph)…which is extremely unlikely, buttypical of the wildly exaggerated contemporary claims made by all Italianmanufacturers from Ferrari and Maserati down…Sadly, however, the Ruggeri brothers proved completely unable toraise the financial backing necessary to continue racing developmentseriously into the new Formula. Catalan Spanish racing driver JuanJover – a long-time friend of Arialdo Ruggeri’s – offered some assistancewhich sponsored mock-up assembly of a third-generation power unitbefore all hope of completing the car to race-ready trim was finallyabandoned, reputedly as late as 1955-56. Arialdo Ruggeri’s financialproblems had finally overwhelmed his resources, and reputedly heresolved them by emigrating to Argentina.It appears that a body-panel set – designed to streamline only the car’snose while leaving its complex rear-mounted mechanical aggregateexposed to the airstream - was then scrapped, while numerous relatedcomponents which might have been of use in alternative ways were“lent, liberated or sold” to other related team cars or elsewhere withinthe Italian racing community. Ultimately, around 1958, leading Italianmotor sporting figure Count Giovanni ‘Johnny’ Lurani purchased the cartogether with all remaining parts – which possibly did not include thesecond engine.He then retained the car in his famous home garage – decorated uponits interior walls by the autographs of his many illustrious racing-fraternityvisitors – until the early 1970s when he and his classic car-dealing friendCorrado Cupellini offered it for sale. The entire collection of Ruggeri-Speluzzi components and related drawings was eventually acquired byTurin-based Sicilian Giovanni Litrico. He apparently made some attemptto complete the project, where Ruggeri had failed. But modern-erawork got little further than an attempt to complete the transmission,while Signor Litrico subsequently displayed the third or mock-up enginein at least one Salone dell’Automobili exhibition in Turin’s Valentino Parkhall during the late 1980s or early 1990s.Prof. Giovanni Speluzzi had been one of the automotive world’sleading experts in supercharging technology and he was evidently ahighly charismatic, much-admired and popular instructor at the MilanPolitecnico, counting both ‘Johnny’ Lurani himself and Ing. Fanoamongst students who had been both charmed and inspired by hiswork. Perhaps an inclination towards glamorous theory as much aspracticality is revealed by Count Lurani’s recollection of Speluzzi ashaving been “…a bit of a poet, as well as a clever engineer”.In recent years the entire project has been saved for future posterity by thecurrent vendor, himself a highly-respected Italian car specialist of particularMaserati renown. It is offered here as viewed, accompanied by “amountain of spares including a complete spare engine. The drawings forthe chassis seem to have come out of the backdoor of Colombo’s officewhilst he was designing the Bugatti in Milan…and some of them evenappear to have had the Bugatti name cut out of them…”.Plainly the full story of this intriguing Ruggeri-Speluzzi project and that ofthe Colombo-designed Bugatti 251 remains to be fully disentangled, butas a potentially staggeringly-exotic and glamorous Historic Grand Prixcar project we absolutely commend this most remarkable piece of earlypostwarItaliana – a fabulous beast, indeed.£140,000 - 180,000€170,000 - 220,000Motor Cars | 265

359 NFerrari Classiche certified1973 Ferrari Dino 246GTSCoachwork by PininfarinaChassis no. 06176Engine no. 10898266 | Goodwood festival of speed

It was the need for a production-based engine for the new Formula2 that led to the introduction of a ‘junior’ Ferrari, the Dino 206GT,at the Turin Motor Show in 1967. Building on experienced gainedwith its successful limited edition Dino 206S sports-racer of 1966,Ferrari retained the racer’s mid-engined layout for the road car butinstalled the power unit transversely rather than longitudinally.A compact, aluminium-bodied coupe of striking appearance,the Pininfarina-styled Dino - named after Enzo Ferrari’s late sonAlfredino Ferrari and intended as the first of a separate but relatedmarque - was powered by a 2.0-litre, four-cam V6 driving throughan in-unit five-speed transaxle. The motor’s 180bhp was goodenough to propel the lightweight, aerodynamically-efficient Dinoto 142mph, and while there were few complaints about the car’sperformance, the high cost enforced by its aluminium constructionhindered sales.A 2.4-litre version on a longer wheelbase - the 246GT - replacedthe Dino 206 in late 1969. The body was now steel and thecylinder block cast-iron rather than aluminium, but the biggerengine’s increased power - 195bhp at 7,600rpm - was adequatecompensation for the weight gain. A Targa-top version, the 246GTS,followed in 1972. While not quite as fast in a straight line as its largerV12-engined stablemates, the nimble Dino was capable of showingalmost anything a clean pair of heels over twisty going.Testing the ultimate V6-engined Dino – the 246GT – in 1972, theauthoritative American motoring magazine Road & Track enthused,‘it is a thrill to drive a car like the Dino, one whose capabilities arefar beyond what even an expert driver can use in most real-worldmotoring, and that is the Dino’s reason for being. The real joy of agood mid-engined car is in its handling and braking and the Dinoshone as we expected it to.Motor Cars | 2674


The steering is quick without being super quick, and it transmits bywhat seems a carefully planned amount of feedback exactly whatis going on at the tyres. Thanks to the layout’s low polar moment ofinertia the car responds instantly to it. The Dino’s cornering limitsare very high... ‘ Truly a driver’s car par excellence.As the first series-produced, mid-engined Ferraris, the early DinoV6s are landmark cars. The line they founded would prove to be animmense commercial success for Maranello, production amountingto 2,487 GT coupés and 1,274 GT Spyders by the time the modelwas deleted in 1974.A matching-numbers example, this left-hand drive 246GT Spyderwas built to European specification and sold new via the Ferraridealer Crepaldi in Milan, Italy. The car was delivered finished inArgento Metalizzato with black leather interior, and was equippedwith standard Cromodora alloy wheels.Nothing else is known of the Dino’s history prior to 2012 whenit was offered for sale in Belgium and later that same yearparticipated in the Ferrari FF60 event at Spa- Francorchamps.Chassis number ‘06176’ benefits from several very desirableupgrades including modern air conditioning, lead-free cylinder headconversion, stainless steel exhaust, twin rear-view mirrors, tool rollwith jack, and a period Blaupunkt ‘Madrid 23’ radio/cassette.Recently serviced (April 2014) and currently Belgian registered,the car comes with invoices from 2013 totalling €13,754, MassiniReport and the all important Ferrari Classiche certificationconfirming matching numbers.£245,000 - 275,000€300,000 - 340,000Motor Cars | 269

3601966 Ford Lotus Cortina MkI Sports SaloonRegistration no. SEU 432DChassis no. BA74EK59827Engine no. LP4408LB-AFord’s 1960s profile-raising competition programme included recruitingLotus boss Colin Chapman to give the new Cortina a sporting makeover.Chapman’s brief was to develop a Group 2 competition version; Lotuswould then build the 1,000 cars required for homologation. Launchedin 1963, the Lotus Cortina - Cortina Lotus in Ford parlance - featuredthe Elan’s Ford-based, twin-overhead-camshaft, 1.6-litre engine in thetwo-door bodyshell. McPherson strut independent front suspensionwas retained, with revised spring and damper rates, while the rear leafsprings were replaced by coil-spring/damper units, axle location beingachieved by trailing arms and an ‘A’ bracket. The adoption of an alloydifferential casing proved a mixed blessing, the lightweight componentproving far less oil-tight than the original.Reversion to Ford’s standard leaf-sprung axle cured the problem. LotusCortinas dominated saloon racing’s 2-litre class, often challenging foroutright honours. Works cars were driven by Jim Clark, Graham Hill,Peter Arundell and Jackie Ickx, while Sir John Whitmore, driving an AlanMann-entered Lotus Cortina, was European Touring Car Champion in1965. After the axle change, the hitherto fragile Lotus Cortina proveda highly capable rally car, works driver Bengt Soderstrom winning theAcropolis and RAC rallies in 1966.This left-hand drive Lotus Cortina MkI was in the previous owner’spossession for eight years and prior to that had covered only 500 milesover a 14-year period while in a private collection in the USA. It hascovered only 36,878 miles to date. ‘SEU 432D’ is totally original evendown to the carpets, seats, headlining and all body panels, and has wonnumerous concours awards at Lotus Cortina Club shows.There are original Certificates of Title dating back to 1971 in the largehistory file, which also contains the original handbooks and paperworkrelating to all work carried out, including details of an engine rebuildundertaken by Anderson Racing in 2005 upon its arrival back in the UK.The car also benefits from a new set of tyres and is MoT’d to November2014. Finished in Ermine White with contrasting Sherwood Green stripeand black vinyl interior, this outstandingly original, award-winning LotusCortina is offered with dating certificate, current road fund licence andV5C registration document.£55,000 - 65,000€68,000 - 80,000270 | Goodwood festival of speed

361The ex-Volkswagen UK, Mark Lovell1990 Volkswagen Golf G60 Rallye Group ARegistration no. G888 NWBChassis no. WVWZZZ1GZLB010567Volkswagen UK Brand Promotion Manager Nigel Walker was in overallcharge of the project to run an official G60 Rallye in the British OpenRally Championship, the car on offer being the sole entry. FormerNational Rally Champion Alistair Sutherland was in charge of thebuild and development. Engine preparation was entrusted to PowerEngineering of Uxbridge and the car was run by a small team out ofthe workshop at Gilders of Sheffield (an authorised VW dealer). TheGolf first appeared on the 1990 Plains National Rally driven by teamboss Sutherland. The late, great Mark Lovell was enlisted as the No.1driver thereafter and his first event was the 1990 Welsh International.Over the course of the season further development was carried out tobring the car closer to the full Group A specification with many partscoming direct from Volkswagen Motorsport in Hanover, Germany.Sutherland continued to be involved with the car’s running anddevelopment under the Gilders banner and also drove it on two morerallies. Midway through the 1991 season Volkswagen UK decided towithdraw support from the rally programme and the car was left ondisplay at Gilders for some years. Its best result was Lovell’s 4th placeon the Kerridge Severn Valley Stages rally in June 1991.As shown on the V5, ‘G888 NWB’ was registered new in April 1990to Gilders. Ownership changed in 2002 and car remained in thesame tenure until it was acquired by the current keeper’s family inearly 2011.The car as presented today retains its original bodyshell with Matterroll cage. It has the original Power Engineering engine, reputedlyoverhauled four years ago but there are no bills to substantiate this.The car was serviced in 2013 with new belts and fluids and is nowrunning on an Emerald ECU that has been professionally mappedon a rolling road earlier this year. It retains the extremely valuablefactory six-speed dog-engagement gearbox with short-shift, and hassuitably up-rated differentials, side-exit exhaust, paddle clutch and anadjustable pedal box. There are AP Racing four-pot brakes front andrear, Bilstein coil-overs all round and a Lifeline electric fire extinguisherto the interior along with Motordrive seats and Willans harnesses.It also has a works dashboard set up and lamp pod. While ‘on thebutton’, the car is not event prepared and a thorough inspectionshould be undertaken before serious use.Fitted with a new set of road-legal tyres, ‘G888 NWB’ is freshlyrepainted and with period decals applied, and presents extremelywell. Accompanied by a substantial history spread across four filesincluding homologation papers, original RAC MSA logbook, periodcorrespondence, technical data, newspaper cuttings, magazinearticles and invoices, this formerly works-backed VW Golf should be awelcome addition to the many high-profile events for which it is eligible.£25,000 - 35,000€31,000 - 43,000Motor Cars | 271

362The ex-Duchess Auto/Lotus East USA,Jerry Crawford, Simon Hadfield1964 Lotus 30 Mk 1 Two Seater Sports RacerChassis no. 30/L/15In the early 1960s, combining a British chassis with an AmericanV8 engine proved to be a very successful method of creating acompetitive sports-racer. This trend had begun a few years earlierwith the Chevrolet-engined Listers, while the likes of Cooper and Lolaquickly followed suit.Lotus had notable success with a V8-engined Lotus 19 in 1962 and1963. This two-seater racer used a traditional and very effective tubularspace-frame chassis, but for his new Group 7 car Colin Chapmandecided to use a backbone chassis similar to the newly launched Elanroadster. It consisted of a central box-type construction, supplementedin two narrower sections at either end to support the suspension,engine and gearbox.. Chapman,at the 1964 London Racing Car Show,unveiled the Lotus 30, one of the most striking and daring of all themany racing car designs that he would produce.Like all Lotus racing cars that preceded it, the 30 benefitted fromwell considered aerodynamics. Within the very low body, all themechanicals were attached to a backbone chassis, which wasprominently visible within the cockpit.Suspension was by double wishbones all round with the rear lowerwishbones reversed. Immediately behind the driver, the chassisseparated into two spars, which supported the engine. The powerplantof choice was Ford’s 289ci (4.7-litre) V8 that was fitted to the Lotus 30sporting around 350bhp, which was transmitted to the wheels via asturdy ZF five-speed transaxle.With its slippery body, 350bhp and a kerb weight of less than 700kg(1,540lb), the Lotus 30 looked to set to become a dazzling success.The first car was sent to Ian Walker together with Team Lotus’s No.1 driver, Jim Clark. who managed to finish in 2nd place on its debut.Subject to some teething issues, Chapman continued developmentand by the end of the 1964 season the works Lotus 30 had undergoneconsiderable development, and in the important Los Angeles TimesGrand Prix at Riverside, California, Clark finished in a storming 3rdplace overall.272 | Goodwood festival of speed

For the 1965 season Chapman launched the ‘Mk2’ series, whichfeatured a stronger chassis, front/rear spoilers, and bigger and widerwheels, while some cars were fitted with Tecalemit-Jackson fuelinjection. With the 30’s now having been developed, Clark still toscore three wins against the stiff opposition of such rivals as the LolaT70’s. In the space of two years, it is believed that circa 30 Lotus 30swere constructed.Lotus 30 Mk1, chassis number ‘30/L/15’, was sold new in 1964through U.S. East Coast Lotus Agent Duchess Auto. Based inMillerton, New York, Duchess Auto had been sole distributor of Lotuscars in the Eastern States since 1960, the driving forces behind thecompany were Newton B. Davis and Peter Pulver both successfulcompetitive drivers in their own rights, the concern would becomecommonly known as ‘Lotus East’.One of three Lotus 30s to come to the States that year, its first ownerwas Jerome ‘Jerry’ Crawford, who is listed as being of Bow, NewHampshire, when he entered his first race with the car, partneredby Shelby Walker at the Daytona 2000kms on 28th February 1965.Crawford early success in the 30 came driving solo at Corry Field,Pensacola in the USRRC on 11th April that year, with a 12th overalland 5th in class. Less than a month later at the Philadelphia Regionalraces in Vineland, New Jersey, a podium finish in 3rd was achieved.This started a string of more promising results, a win at the SCCAThompson Raceway being sandwiched between two second placingsat BryarMotorsportPark and Marlborough. Concluding the season, atthe American Road Race of Champions again back at Daytona wherehe had started his year, a respectable 4th overall and 2nd in Classrounded out the year.Early in the car’s life it was converted to Weber carburetors anduprated to Series 2 specifications by Shagarian Racing, and it isunderstood that midway through the season, presumably in anunlisted race, after an accident the car was rebuilt and reengineered tohave a removable tail as well as spoilers.At the end of the 1965 season, Crawford sold the ‘30’ to a Canadianbuyer, its later race history not being known until it was discovered inthe 1990s by renowned historic racer and preparer Simon Hadfield. Herestoredthe car on behalf of Gilberto Sandretto, preparing it to the ‘nth’degree, condition. This chassis propelled Sanretto to victory on theCento Ore in Italy and Hadfield himself to numerous victories to includethe Macau Grand Prix as well as a number of notable Goodwoodrevival results in the Whitsun Trophy races. Latterly, albeit several yearsago, Howard Redhouse has raced the car with great success, winningin Porto and podium results in Dijon and Tour Britannia.Having at all times been run by Simon Hadfield, it is in excellentcondition with FIA HTP papers applied for with all the necessaryinspections having already taken place. 30/L/15 and represents aneminently usable historic racing mount eligible for many of the mostprestigious historic races, the most appealing of course being theGoodwood Revival meeting.£150,000 - 180,000€190,000 - 220,000Motor Cars | 273

363Left-hand drive1958 AC Ace RoadsterRegistration no. 360 KPLChassis no. AEX416Engine no. CL 2347 WT274 | Goodwood festival of speed

‘Of them all, the Ace was the truest sports car: it could be used fordaily commuting or for high-speed long-distance touring, but it couldalso be driven to a race meeting, campaigned with distinction, anddriven home again - even if that race was the Le Mans 24 Hours.’ -AC Heritage, Simon Taylor & Peter Burn.An influential and widely imitated design, the AC Ace (and its Cobraderivative) could trace its origins back to a one-off sports-racer builtby chassis engineer John Tojeiro for Cliff Davis in 1952. The successof Davis’ Tojeiro sports-racer prompted AC Cars to acquire therights to the design, which was put into production in 1954 as theAce. The Davis car’s pretty Ferrari 166-inspired barchetta bodyworkwas retained, as was Tojeiro’s twin-tube ladder frame chassis andCooper-influenced all-independent suspension, but the power unitwas AC’s own venerable, 2.0-litre, long-stroke six.Designed by AC co-founder John Weller, this overhead-camshaftengine had originated in 1919, and with a modest 80bhp (later100bhp) on tap, endowed the Ace with respectable, if notoutstanding, performance. Nevertheless, in tuned form the Aceenjoyed great success in production sports car racing, winning itsclass at the Le Mans 24-Hour Race in 1959. In 1955 AC addeda hardtop version - the fastback-styled Aceca - and both modelslater became available with the more powerful Bristol engine beforeproduction ceased in 1963. Towards the end of production the Acewas also available with the 2.6-litre overhead-valve Ford Zephyrengine installed.AC Ace Registrar Tim Isles has kindly confirmed that this left-handdrive Ace left the factory on 20th February 1958 and was originallyfinished in red with black upholstery interior and matching carpets.The car was exported to the USA’s East Coast, finding its first ownerin Maryland, and retains matching chassis and engine numbers.The current vendor purchased the Ace at Bonhams’ GoodwoodRevival sale in September 2011 (Lot 264) at which time it was said tohave been discovered recently in Philadelphia by a previous owner.Believed acquired in Ohio in 1972, the car had been in storage forsome 35 years. The Ace was treated to a complete mechanical‘going-over’ in 2010, which is documented by accompanyingreceipts totalling in excess of $37,000. Works carried out includeoverhauling the engine and brakes, fitting a new exhaust system, andreplacing the tyres.Since acquisition by the current vendor, the Ace has benefitedfrom further extensive restoration and is described as in generallyexcellent condition. Works carried out include a bare-metal resprayby Roxwell Racing and painstaking stem-to-stern detailingby Tower Garage, Marlow, whose detailed invoice for £8,022 is onfile together with a bill from another specialist for £3,275. A designclassic in its earliest and purest form, this beautiful AC Ace isoffered with sundry restoration invoices, current road fund licenceand V5C registration document.£135,000 - 165,000€160,000 - 200,000Motor Cars | 275

364The ex-Michael Head CBE, 22nd Coupé builtand the property of Quentin Willson1961 Jaguar E-Type Series 1‘Flat Floor’ 3.8-Litre CoupéRegistration no. 150 ABLChassis no. 860022Engine no. R2449-9276 | Goodwood festival of speed

Completed on 30th October 1961 during the first few weeks ofproduction, this vehicle is one of the earliest surviving right-hand driveJaguar E-Type coupés (the chassis number sequence commencedat ‘860001’). ‘150 ABL’, chassis number ‘860022’, is the 22ndright-hand drive coupé to leave Brown’s Lane and one of the famedearly batch of home-market E-Types – no doubt assembled withextra care - allocated to prominent racing drivers and teams. NormanDewis, Jaguar’s legendary chief tester, has a diary note (in the historyfile) that he personally tested ‘860022’ at MIRA on the orders ofJaguar’s racing team boss, F R W ‘Lofty’ England, prior to delivery tocustomer M W Head.Brigadier Michael Head, CBE was a privateer Jaguar racer whosuccessfully campaigned an alloy-bodied XK120, C-Type, D-Typeand Cooper-Jaguar throughout the late 1940s and the 1950s. Hecompeted in 100 races between 1949 and 1957, coming 1st in 26of them, 2nd in 18 and in 1955 came 5th in the Swedish Grand Prixbehind Moss and Fangio. His son, Patrick Head, of co-founder andformer Technical Director of the Williams Formula 1 team remembers‘150 ABL’ well, and in a letter in the history file says that his father’sstrong motor sport relationship with Jaguar enabled him to buy oneof these desirable very early cars. Brigadier Head was also Directorof the War Office’s Fighting Vehicles establishment and a foundermember of the Jaguar Drivers’ Club, whose Michael Head TrophyRace is named in his honour.One of the finest and most original early E-Type coupés in existence,‘860022’ retains its 1961 registration number and chassis plate, andhas matching engine, gearbox and flywheel numbers.Interestingly the original registration (150 ABL Berkshire CountyCouncil) is one digit previous to a works MGA - 151 ABL - thatcompeted in the 1962 Monte Carlo Rally. Bracknell Motors inBerkshire, the Jaguar dealer who originally delivered this E-Type toMichael Head, campaigned racing MKII Jaguars and had periodmotor sport connections. The ABL suffix was used on several othercompetition cars notably 737 ABL on Pat Moss’s famous Mini Cooper.All details, numbers and colours exactly match those listed on theJaguar Heritage Certificate. The car has many early features includingin-set bonnet louvres, glassfibre glove box, flat sump, Dunlop brakeservo, flat-top dash, Cheney hose clamps, Bakelite brake and clutchreservoir tops, Butlers number plate lights, 1st edition handbook anda Shelly bottle jack. A Jaguar Drivers’ Club concours winner, ‘860022’was fully restored by respected marque specialist Martin Robey overa nine-year period (2003-2012). Only some 1,000 miles have beencovered since its completion and the car is presented in superlativecondition. The only notified deviations from factory specification areelectronic ignition, a high-torque starter motor and alternator electrics.The car is accompanied by three large ring binders of historycontaining service bills and ownership details dating back to the1970s, an old-style logbook and V5 registration document plus afull photographic record of the comprehensive body, mechanicaland interior restoration. There is over £100,000 worth of invoices forwork done over the last ten years together with photographs andletters from previous owners plus magazine features and records oftelevision appearances. A complete early toolkit and Jaguar owner’swallet containing the correct 1961 books and literature are presentalso. An instant starter, totally reliable and in truly concours condition,‘150 ABL’ is currently MoT’d/taxed and needs no work whatsoever.£150,000 - 180,000€190,000 - 220,000Motor Cars | 277

365The Earls Court Motor Show1960 Bristol 406 Zagato Sports SaloonRegistration no. 120 NPKChassis no. 406-1-5299Engine no. 110-5098S278 | Goodwood festival of speed

‘The Bristol Zagato Grand Touring model is designed to cater forthose who desire an even faster car than the standard type 406saloon. The Bristol Zagato is lighter and smaller with a tuned versionof the 406 Bristol engine. The lightweight two-door coachwork hasbeen built to the requirements of Anthony Crook Motors Limited byZagato of Milan, Italy, who have been famous coachbuilders for halfa century mainly in the field of high performance cars. The emphasishas been placed on providing extra speed without impairingreliability or flexibility and whilst still retaining reasonable rear seataccommodation - a feature normally lacking in Grand Touringsaloons.’ – Anthony Crook Motors.Last of the six-cylinder Bristols, the 406 was made between1958 and 1961 only, though the basic steel-framed alloy-panelledsuperstructure was carried over to its V8-engined 407 successor.Bristol’s BMW-based engine was extensively revised and enlargedto 2.2 litres for the 406. As a result, power went up to 130bhpand flexibility increased, while other improvements included servoassistedDunlop disc brakes on all four wheels and self-cancellingoverdrive as standard.Bristol had commissioned Carrozzeria Zagato to build a limited seriesof lightweight four-seater cars on the 406 chassis in October 1959, sixof which, plus a solitary two-seater, had been completed by the timeproduction ceased. Weighing 2,436lbs, the Zagato was a whopping574lbs lighter than the stock 406 as well as 11” shorter and 5” lower,with commensurate gains in both acceleration and top speed.One of five four-seater Bristol 406 Zagatos known to survive, chassisnumber ‘5299’, registered ‘NPK 120’, was displayed at the 1960Earls Court Motor Show and sold new by Anthony Crook Motors toRichard Robinson in May 1961. Mr Robinson was an active memberof the Bristol Owners’ Club and his 406 Zagato was a regular sightat Club events. He kept the Bristol until 1991 and then sold it toJonas Liden of Sweden. After some ten years of ownership, Mr Lidencommissioned a major restoration, which was undertaken by JayeEngineering of Ravenstone, Olney, Buckinghamshire over the period2002 to 2005 (see bills totalling £138,910 on file). Its first owner hadfitted Minilite alloy wheels in the 1960s and these were replacedduring the rebuild with correct original items. The current ownerpurchased the car in January 2010 from Bristol Motors, Kensington,who were selling it on Mr Liden’s behalf, and since his acquisition hashad seat belts and door mirrors fitted.Finished in silver-grey with cream leather interior, ‘120 NPK’ isdescribed as in generally excellent condition and at time of writingis taxed and MoT’d. Offered with sundry restoration and earlierinvoices, old-style logbook, original instruction manual and copiesof related articles, this beautiful Zagato-bodied 406 represents anexciting opportunity to acquire one of the rarest of Bristol motor cars,boasting continuous history from new.£120,000 - 150,000€150,000 - 190,000Motor Cars | 279

366In current ownership for 39 years1953 Jaguar XK120 Drophead CoupéRegistration no. to be advisedChassis no. 667082Engine no. KE 8560-8‘We claimed 120 mph (for the XK 120), a speed unheard of for aproduction car in those days’ - William Heynes, Chief Engineer,Jaguar Cars.Conceived and constructed in but a few months, the XK120 debutedat the 1948 Earls Court Motor Show where the stunning-lookingroadster caused a sensation, the resulting demand for what wasthen the world’s fastest production car taking Jaguar by surprise.With orders rolling in apace, Jaguar had no choice but to think againabout the XK120’s method of construction. The work of Jaguar bossWilliam Lyons himself and one of the most beautiful shapes ever tograce a motor car, the body had been conceived as a coachbuilt,aluminium panelled structure for the simple reason that Jaguarexpected to sell no more than 200 XK120s in the first year!In conjunction with the Pressed Steel Fisher Company a new all-steelpanelled body was developed, which retained the fabulous looksof the coachbuilt original while differing in minor external details.Beneath the skin the steel car was entirely different and it would takesome 20 months of development before manufacture could begin.The XK120’s heart was, of course, the fabulous XK engine, whichhad been developed during the war and was intended for Jaguar’sforthcoming Mark VII saloon. A 3.4-litre ‘six’ embodying the best ofmodern design, it boasted twin overhead camshafts running in analuminium-alloy cylinder head, seven main bearings and a maximumoutput of 160bhp.280 | Goodwood festival of speed

It went into a chassis that was essentially a shortened version ofthe simultaneously announced Mark V saloon’s, featuring WilliamHeynes’ torsion bar independent front suspension. Jaguar lost notime in demonstrating that the XK120’s claimed top speed was noidle boast. In May 1949, on the Jabbeke to Aeltre autoroute, anexample with its hood and side screens in place recorded a speed of126mph and 132mph with the hood and windscreen detached andan under-tray fitted.The XK120 set new standards of comfort, roadholding andperformance for British sports cars and, in keeping with the Jaguartradition, there was nothing to touch it at the price. Coupé anddrophead coupé versions followed, and for customers who foundthe standard car too slow, there was the Special Equipment (SE)package which boosted power to 180bhp.With either engine and regardless of the type of bodywork, the XK120was a genuine 120mph car capable of sustained high-speed cruising.The XK120 was produced until 1954 and would prove to be themost popular of the XK series, with 12,078 examples built, ofwhich only 294 were right-hand drive dropheads like that offeredhere. Introduced in 1953, late in the XK120 production run, thedrophead coupé is considered by many enthusiasts to be best ofthe breed, retaining the original open roadster’s lines while boastingmuch greater practicality and refinement courtesy of its wind-upwindows, opening quarter lights, heater, improved ventilation and apermanently attached lined Mohair hood, all of which had been firstappeared on the fixed head coupé in 1951.This XK120 drophead coupé was purchased by the current owner inDecember 1975. Nothing is known of its prior history. Works carriedout since acquisition include rewiring the electrics forward of thebulkhead in the late 1970s and a ‘body off’ restoration undertakencirca 2000/2001. The latter involved removing and repairing all bodypanels; minor patching to the chassis; a compete interior re-trim inred Bridge of Weir leather; and a new hood. In 2013 the car wastreated to a new clutch, all new brake hydraulics, an engine flush andnew core plugs. Rear wheel spats, air horns, copper brake pipes,two 12-volt batteries and negative earth electrics are the only notifieddeviations from factory specification. Currently taxed, the car isoffered with a V5 registration document and a photographic record ofthe restoration.£60,000 - 80,000€74,000 - 99,000Motor Cars | 281

367 NThe Scuderia del Portello Alfa Romeo1965 Alfa Romeo Giulia Sprint GTACompetition SaloonChassis no. AR 613018Engine no. AR00502-A170821 and 2613018 at the Historic Targa Florio, 1988282 | Goodwood festival of speed

This historically important Alfa Romeo Giulia Sprint GTA comes withItalian issued FIA Historic Technical Passport (Class CT 8, Period: F)and a substantial quantity of in-period and subsequent historic racinghistory. The accompanying information sheet (issued 1988) from theCentro Documentazione Alfa Romeo confirms the build date as 4thJune 1965 and the date of sale to the first owner as 15th June thatsame year. The first owner is listed as Scagliola Michelino of Turin.No time was wasted and the car was entered in its first race on 20thJune 1965 at the Garessio - Colle San Bernardo, where it finished2nd in class in the over-1,300cc GT category, driven by Angelo Corio.He drove the car in a further four races in 1965 and the following yearentered ‘613018’ in no fewer than 11 events. Among the noteworthyresults are 1st in class finishes in the Castel’Arquato - Vernasca hillclimb, the Garesso - San Bernardo and the Course de Cote du StCesaire. The car continued to be campaigned successfully every yearuntil 1971 and even in that year was still competitive enough to finish2nd in class twice.In 1988 the Alfa was acquired by the well known official Alfa RomeoClub for historic racing, ‘Scuderia del Portello’ and embarked on anequally successful second career, commencing with a participationin that year’s Historic Targa Florio, while in 1989 Marco Cajani drovethe GTA to a very respectable 3rd in class (up to 1,600 cc) in TheOldtimer Grand Prix at the Nürburgring. In 1991 the car was againraced successfully in the FIA European Challenge for Historic TouringCars by Paolo de Cristoforo and Gino Pozzo, finishing 2nd overallat Le Beausset and Zandvoort, 3rd overall at Vallelunga, 5th atSilverstone, 7th at the Nurburgring and 21st at Zolder.After an accident in 1994, the GTA was professionally restored by theScuderia del Portello and was once again ready for historic racingevents, including the Coppa Intereuropa di Monza, the OldtimerGrand Prix at the Nurbrugring and the 100 Ore di Modena. At theGoodwood Revival Meeting in 2005, it was driven by the presidentof the Scuderia del Portello, Marco Cajani and Italian racing legend,Arturo Merzario, finishing 1st in class. Merzario drove this carsuccessfully three more times: in the Coppa Intereuropa at Monza in2010, 2011 and 2012. A complete list of this very competitive GTA’srace results is on file.‘613018’ is mentioned in the ‘Allegerita’ book by Adriaensens,Dasse and Ubelher as well as featuring in an article in the 13thOctober 1988 issue of ‘Auto Oggi’ (copy on file) and the book‘Scuderia del Portello 1982 – 2012’. This GTA is offered with theaforementioned current and past FIA HTP papers and Alfa RomeoCentro Documentazione information sheet as well as its entry for the‘Catalogo Storico Alfa Romeo da Competizione’ where this car wasthe third admitted.Described as in excellent condition throughout with an enginerebuilt by Baggioli, this very rare GTA not only comes from one ofthe best collections of historic Alfa Romeos but also boasts notablesuccesses in both in-period and historic racing.£175,000 - 200,000€220,000 - 250,00012Motor Cars | 283

368 NOne owner, 84,299 kms from new1973 Ferrari 365GTB/4 ‘Daytona’ BerlinettaCoachwork by PininfarinaChassis no. 17607Engine no. 2088284 | Goodwood festival of speed

‘It’s a hard muscled thoroughbred, the Daytona - easily the mostawesome and yet disciplined road-going Ferrari in that firm’s brilliantquarter century of existence. The Daytona isn’t fast – it’s blinding. Itwill eat up a quarter-mile of asphalt in 13.2 seconds at 110mph andscream out to 175mph - or it will slug through traffic at 1,500rpmwith the Sunday manners of a FIAT. It is the perfect extension ofits driver. You can cut and weave through shuffling traffic with theagility of a halfback, or lope down the freeway with the piece ofmind that comes from knowing you can contend with anyone’sincompetence. To say, after you’ve driven it, that the Daytona isdesirable doesn’t begin to sum up your feelings - you would sellyour soul for it.’ - Car & Driver, January 1970.Every Ferrari is, to a greater or lesser extent, a ‘landmark’ car, butfew of Maranello’s road models have captured the imagination ofFerraristi like the 365GTB/4; the ‘Daytona’ name was unofficial,bestowed by the press in honour of Ferrari’s crushing victory at thatcircuit’s 24-Hour Race in 1967. Responding to the challenge fromLamborghini, Ferrari had introduced its first road-car V12 enginewith four overhead camshafts on the preceding 275GTB/4 and thissuperior type of valve gear was retained for the Daytona.The latter’s engine though, was considerably enlarged, displacing4.4 as opposed to 3.3 litres, in part to compensate for theDaytona’s increased weight but more importantly to guaranteeMiura-beating performance; its 352bhp and 318lb/ft of torqueensuring that these targets were met. Dry-sump lubrication enabledthe engine to be installed low in the multi-tubular chassis, whichfeatured all-independent wishbone and coil-spring suspensionfirst seen in the 275GTB, while a five-speed rear transaxle enabled50/50 front/rear weight distribution to be achieved.One of Pininfarina’s countless masterpieces, the influential sharknosedbody style combined muscularity and elegance in equalmeasure. An unusual feature of early Daytonas was a full-widthtransparent Plexiglas panel covering the headlamps, replaced byelectrically operated pop-up lights towards the end of 1970. At thetime of its introduction in 1968 the Daytona was the most expensiveproduction Ferrari ever and, with a top speed in excess of 170mphwas also the world’s fastest production car. Deliveries commencedin the second half of 1969 and the Daytona would be manufacturedfor just four years; not until the arrival of the 456GT in 1992 wouldFerrari build anything like it again.Motor Cars | 285


Today, some 40 years after the last Daytona left the factory atMaranello, most have passed through the hands of several owners.This car however, which has covered only 84,299 kilometres(approximately 52,300 miles) from new, is one of the very few thatis still with its original owner. Completed to European specificationon 12th December 1973, chassis number ‘17607’ is a very lateexample, being the fifth from last produced. It was, and still is,finished in the unusual colour scheme of black (Nero) with red(Rosso) leather interior, playfully reversing the exterior/interiorcombination applied to so many Daytonas. Air conditioning wasfitted at the factory.The Daytona was delivered in Switzerland via the official Ferrariimporter SAVAF (Société Anonyme pour la Vente des AutomobilesFerrari) and sold to the current vendor early in 1974. Around 1976the owner decided that for once he wasn’t going to send his Ferrarito the official importer Auto Becker in Düsseldorf but entrusted amajor service to his local Mercedes garage which dealt with hiscompany cars.This would turn out to be a fatal error as following a wrongadjustment in the timing chains the engine suffered severe damageand the car would subsequently receive a replacement unit. A fewyears later and obviously still in the same ownership, the gearboxtoo was replaced. In 2010 the car was sent to the Ferrari/FerrariClassiche accredited firm of Eberlein Automobile GmbH in Kassel,Germany for extensive refurbishment, which is detailed in their8-page invoice on file for €44,329.It has been used little since and remains in commensurately excellentcondition. Offered with the aforementioned invoice, Massini Report,an article in the German Ferrari owner’s magazine and Germanregistration papers, ‘17607’ represents a wonderful opportunity toacquire one of the fast-diminishing stock of one-owner Daytonas,little used since recommissioning by a factory-accredited specialist.£240,000 - 320,000€290,000 - 390,000Motor Cars | 287

3691969 Porsche 911T 2.0-Litre CoupéRegistration no. NNB 69GChassis no. 119122343Engine no. 6191691288 | Goodwood festival of speed

‘The 911 is the best Porsche ever – all the vices of the old suspensionhave been eliminate, and the modern offbeat styling should have amuch broader appeal than the old bathtub shape. The overhead-cam,air-cooled flat 6-cylinder engine, the 5-speed all-synchro transmission,and the 4-wheel disc brakes are irresistible to anybody who ever felt aflicker of desire for any Porsche in the past.’ – Car & Driver.Porsche’s long-running and much loved 911 sports car first appearedat the 1963 Frankfurt Show as the ‘901’, but shortly after productionproper commenced in 1964 had become the ‘911’ following Peugeot’scomplaints about the use of ‘0’ model numbers. The preceding Type356’s rear-engined layout was retained but the 911 switched to unitaryconstruction for the bodyshell and dropped the 356’s VW-basedsuspension in favour of a more modern McPherson strut and trailingarm arrangement.In its first incarnation, Porsche’s single-overhead-camshaft, air-cooledflat six engine displaced 1,991cc and produced 130bhp; progressivelyenlarged and developed, it would eventually grow to more than 3.0litres and, in turbo-charged form, put out well over 300 horsepower.The first of countless upgrades to the perennial 911 came in 1966,two years after production had commenced, with the introduction ofthe 911S. Easily distinguishable by its stylish Fuchs five-spoked alloywheels, the ‘S’ featured a heavily revised engine producing 160bhp. In1967 the 911T (Touring) was introduced as a new base model, initiallywith the 2.0-litre engine in 110bhp form before gaining the 2.2-litreunit along with the rest of the range in 1969, by which time the 911’swheelbase had been extended by 57mm to tame the sometimeswayward handling.Such was the 911’s success that within a few years Porsche wasselling cars faster than it could build them, a state of affairs that led toa substantial proportion being manufactured by coachbuilder Karmannat its Osnabrück factory. Sold new in the USA, this left-hand drive911T is a ‘B-programme’ car built on the longer wheelbase and hasthe desirable five-speed manual gearbox. It retains matching numbersand is finished in its original colour scheme, as confirmed by theaccompanying Porsche certificate of authenticity.‘NNB 69G’ benefits from a no-expense-spared ‘bare shell’ restorationundertaken between 2011 and 2014 by Lee Peacock (formerlywith Autoclassica), the renowned Porsche 356 and 911 bodyworkrestorer. We are advised that everything has been either renewedor refurbished. Noteworthy features include new brakes, fuel tank,suspension bushes, headlining, carpet set, Dansk ‘OE’ specificationpolished stainless steel heat exchangers and silencers, and seats recoveredusing ‘OE’ corduroy.The body has been refinished in correct in Blood Orange using ‘68Line’ Glasurit paint and the chassis treated with Wurth underseal,while the engine and carburettors were checked over and overhauledwhere necessary. Refurbished and anodised, the wheels (x5) are 14”Fuchs alloys shod with Vredestein Sprint Classic tyres, replacing theoriginal steel wheels.The only other notified deviation from factory specification is a MoMoPrototipo steering wheel. Described as in generally excellent condition,this freshly restored Porsche 911T is offered with sundry restorationinvoices, current MoT/tax and V5 registration document.£58,000 - 68,000€72,000 - 84,000Motor Cars | 289

370 *c.1967 Aston Martin DB6 MkI SaloonChassis no. DB6/4015/REngine no. 400/4084290 | Goodwood festival of speed

‘If you want a truly British driver’s car, the ultimate development of acontinuous line of thoroughbreds from the Vintage era to the presentday, there is nothing in quite the same field as the Aston.’ – TheMotor on the Aston Martin DB6, 26th November 1966.Last-of-the-line models are always sought after by discerningcollectors and few are more highly prized that the final flowering ofthe glorious ‘David Brown’ six-cylinder series, considered by manyto the last of the ‘real’ Aston Martins. Culmination of this longrunningline of ‘DB’ sports saloons, the DB6 was introduced in 1965.Recognisably related to the Touring-styled DB4 of 1958, the DB6abandoned the Superleggera body structure of its predecessors infavour of a conventional steel fabrication. The wheelbase was now 4”longer than before, resulting in an extensive restyle with more-rakedwindscreen, raised roofline and reshaped rear quarter windows.Opening front quarter lights made a reappearance but the majorchange was at the rear where a Kamm-style tail with spoiler improvedthe aerodynamics, greatly enhancing stability at high speeds.‘The tail lip halves the aerodynamic lift around maximum speedand brings in its train greater headroom and more luggage space,’revealed Motor magazine, concluding that the DB6 was one of thefinest sports cars it had tested.‘The DB6 with its longer wheelbase and better headroom makes anAston Martin available to the far wider four-seater market, and thedesign is in every way superior to the previous model. A purist mighthave though that the longer wheelbase would affect the near-perfectbalance of the DB5, but if anything the DB6 is better.’The Tadek Marek-designed six-cylinder engine had been enlargedto 3,995cc for the preceding DB5, and remained unchanged. Poweroutput on triple SU carburettors was 282bhp, rising to 325bhp inVantage specification. Borg-Warner automatic transmission wasoffered alongside the standard ZF five-speed manual gearbox, andfor the first time there was optional power-assisted steering.Its accompanying copy guarantee form shows that this DB6 wasfitted from new with the following non-standard equipment: Borg-Warner automatic transmission, power-assisted steering, chromedwheels, 3-ear hubcaps, heated rear screen, power-operated aerialand front seat belts. Unusually, there is no mention of either colourscheme or first owner. Sold strictly was viewed.Should the vehicle remain in the EU, local import taxes of 5% will beapplied to the hammer price.£140,000 - 170,000€170,000 - 210,000Motor Cars | 291

371The ex-George Daniels1931 Bentley 4½-LitreSupercharged TourerRegistration no. MN 3740Chassis no. XT3635Engine no. XT36331George Daniels in ‘XT3635’ during theManx Racing Car Club’s Sloc Hill climb292 | Goodwood festival of speed

W O Bentley proudly debuted the new 3-litre car bearing his nameon Stand 126 at the 1919 Olympia Motor Exhibition, the prototypeengine having fired up for the first time just a few weeks earlier.In only mildly developed form, this was the model which was tobecome a legend in motor racing history and which, with its leatherstrappedbonnet, classical radiator design and British Racing Greenlivery has become the archetypal vintage sports car.Early success in the 1922 Isle of Man Tourist Trophy, when Bentleysfinished second, fourth and fifth to take the Team Prize, led to theintroduction of the TT Replica (later known as the Speed Model).However, by the middle of the decade the 3-Litre’s competitivenesswas on the wane and this, together with the fact that too manycustomers had been tempted to fit unsuitably heavy coachwork tothe excellent 3-Litre chassis rather than accept the expense andcomplexity of Bentley’s 6½-litre ‘Silent Six’, led to the introductionof the ‘4½’.The new 4½-Litre model effectively employed the chassis,transmission and brakes of the 3-Litre, combined with an enginethat was in essence two-thirds of the six-cylinder 6½-litre unit. Thusthe new four-cylinder motor retained the six’s 100x140mm bore/stroke and Bentley’s familiar four-valves-per-cylinder fixed-’headarchitecture, but reverted to the front-end vertical camshaft driveof the 3-Litre. Bentley Motors lost no time in race-proving its newcar. It is believed that the first prototype engine went into the 3-Litrechassis of the 1927 Le Mans practice car.Subsequently this same engine was fitted to the first production4½-Litre chassis for that year’s Grand Prix d’Endurance at the Sarthecircuit. The original 4½-Litre car, nicknamed by the team ‘Old MotherGun’ and driven by Frank Clement and Leslie Callingham, promptlyset the fastest race lap of 73.41mph before being eliminated in theinfamous ‘White House Crash’ multiple pile-up.1Motor Cars | 293

The 4½-Litre was produced for four years, all but nine of the665 cars made being built on the 3-Litre’s ‘Long Standard’, 10’10”-wheelbase chassis. Purchasers of the 4½-Litre model were, incommon with those of all vintage-period Bentleys, free to specifytheir preferences from a very considerable range of mechanicaland electrical equipment, in addition to whatever body style andcoachbuilder might be required.The 4½-Litre offered here - chassis number ‘XT3635’ – wasmanufactured in February 1931 and is the third from last of its typeproduced. It was originally bodied by Gurney Nutting as a saloon andwas first registered ‘KF 3740’. The first owner was one G D A Clover.In his autobiography ‘All in Good Time: Reflections of aWatchmaker’, master horologist and dyed-in-the-wool motoringenthusiast the late George Daniels recalled the circumstances of hispurchase of ‘XT3635’ in 1960. ‘The body, very fashionable in 1930was so heavy as to ruin the performance, roadholding and brakes.Its interest to me lay in the chassis, engine and gearbox whichbeing of late manufacture (1930) were stronger and more suitablefor competitive events. It was used as a closed car in the wintersof 1960 and 1961 and then, because the body was rotting away, Idismantled it and began rebuilding.’2 and 3George Daniels competing in ‘XT3635’ at Silverstone, noteGeorge has yet to upgrade the car to Supercharged specification2 3© David Newman294 | Goodwood festival of speed

Motor Cars | 295


As George’s aim was to recreate the appearance of the shortchassisLe Mans team car ‘UU 5872’, known as ‘Birkin BlowerNo.2’, the restoration involved shortening the chassis and having aVanden Plas replica body constructed. In addition, the engine wastuned for greater power. The modified Bentley was used extensivelyfor races, rallies and hill climbs, as well as trips to Paris and thewatch-making areas of Switzerland.After 30 years of trouble-free use, it was dismantled once again in1994 for repainting and further upgrades. George again: ‘Becausethe body had been rebuilt in 1962 as a replica short chassis BirkinLe Mans car I decided to complete the replica with superchargerand appropriate alterations to the chassis mudguards and fuel tank.The work was completed with the correct form of dashboard andinstruments all made for authenticity of appearance.’George also replaced the original C-type gearbox with the moredesirable D-type competition ‘box. The car remains in this form todaywith the beneficial addition of the larger Birkin-style carburettors.Renowned Vintage Bentley specialists Neil Davies Racing haveserviced and maintained the car for the current owner sincehis acquisition circa 2003 and can confirm that it is in excellentmechanical condition, benefiting from annual overhauls and asupercharger rebuild.The current owner has participated in numerous rallies, drivingthe Bentley in Turkey, Italy and North America, during which thecar has been highly competitive and always reliable. Offered withcurrent MoT/tax and Isle of Man registration document, ‘XT3635’represents an exciting opportunity to acquire an accurate replica ofone of the most celebrated of Bentley competition cars.£750,000 - 850,000€930,000 - 1,000,0004George and ‘XT3635’ were a familiar sight at BDC and VSCC events4Motor Cars | 297

372The property of Ron Moody1961 Bentley Continental Drophead CoupéCoachwork by Park Ward LtdRegistration no. 301 HYTChassis no. BC6CZEngine no. C6BCDescribed by The Autocar as, ‘A new stage in the evolution of thepost-war Bentley,’ the magnificent Continental sports saloon has beensynonymous with effortless high speed cruising in the grand mannersince its introduction on the R-Type chassis in 1952. With the arrival in1955 of the final generation of six-cylinder cars, the all-new Silver Cloudand Bentley S-Type, the Continental lost some of its individuality butnone of its exclusivity.Dependable though it had proved, Rolls-Royce’s six-cylinder engine wasnearing the end of its development. At the same time the company wasfacing increased competition from faster rivals in the vital United Statesmarket, and it was, principally, these two factors that prompted theswitch to V8 power as the 1960s approached.Ron Moody as Fagin in the 1967 film musical ‘Oliver!’298 | Goodwood festival of speed

Introduced in the autumn of 1959, the Rolls-Royce Silver Cloud II andBentley S2 appeared externally unchanged from their Silver Cloud andS-Type predecessors, though their performance was considerablyenhanced by the new 6,230cc aluminium-alloy engine. ‘The BentleyS2, with its sister Rolls-Royce models, gives high-speed travel insilence and luxury, while the driver and passengers enjoy the senseof well being that only British craftsmanship can give. The V8 engine,with its flashing acceleration, certainly contributes to the result and isa definite step forward in Rolls-Royce technique,’ enthused Autosport.There were few significant changes to the running gear, though powerassistedsteering was now standard and the manual gearbox hadbeen dropped, Rolls-Royce’s own four-speed automatic transmissionbeing the sole offering.The Continental version of the Bentley remained, as ever, exclusively acoachbuilt car. The firms of H J Mulliner, Park Ward, James Young andHooper (with a solitary example) all offered bodies on the ContinentalS2 chassis, which differed from the standard version by virtue of itsfour-leading-shoe front brakes, shorter radiator and, up to chassisnumber ‘BC99BY’, higher gearing. Of these four, James Young andHooper would soon cease coachbuilding, leaving only Mulliner andPark Ward to carry on a noble tradition.This S2 Continental is offered for sale by actor and Bentley Drivers’Club member Ron Moody, who is best known for his Academy Awardnominatedperformance as Fagin in the 1967 film musical ‘Oliver!’Although he did not win the Oscar, Ron nevertheless received severalinternational ‘best actor’ awards including the Hollywood Golden Globe,Variety Club Film Award, Premier San Jurge and Moscow Golden Bear.Ron Moody has enjoyed an extraordinarily varied and successfulstage, screen and television career on both sides of the Atlantic. Nowaged 90, he is a member of the American Academy of Motion PictureArts and Sciences and in 1984 won the World Theatre Award forthe most outstanding Broadway debut, for yet another production of‘Oliver!’ He has also written and composed five musicals and is theauthor of three novels.The car offered here, ‘BC6CZ’, is an early example of Park Ward’sinfluential ‘straight through wing’ body style. It was ordered by aMr Giulio Trapani of Maidenhead, Berkshire and by mid-1966 was inthe hands of its fifth owner. Ron Moody purchased the Bentley viaH R Owen in March 1968 (bill of sale on file). The Continental waslooked after by Rolls-Royce during its early life with Ron and then byHadley Green Garage. After an accident in the late 1970s the car wasextensively restored (estimates and bills on file) and in more recenttimes has been maintained by T&H Motors of Barnet, Hertfordshire.In the last 20 years ‘301 HYT’ has covered only 2,300 miles, asevidenced by numerous MoT certificates dating back to 1972. It isexpected to poses a fresh MoT by the time of Sale. Accompanyinghistory consists of the aforementioned bills, copy chassis cards,numerous expired tax discs and V5 registration document, and the caralso comes with its original handbook and Convertible supplement.£90,000 - 120,000€110,000 - 150,000Motor Cars | 299

373 *The ex-Volkswagenwerke Cabriolet B –ex-Reich-Chancellery Berlin Motor Pool1938/1943 Mercedes-Benz 540K SPEZIAL AKTIONPANZER-LIMOUSINENChassis no. 408377Engine no. 102401.84.105351 (see text)Body no. 863 619Commission no. 399 899300 | Goodwood festival of speed

Here we offer one of the most extraordinary 1930s-origin Mercedes-Benz high-performance quality cars that we haveever beencommissioned to present. It began life in 1938 as one of the renownedGerman company's most exotic and highest-quality models – a 540Kwith Sindelfingen Cabriolet B coachwork bought new as prestige VIPtransport for the original Volkswagenwerke 'VW Beetle' programme. Itwas then, in 1942-43, requisitioned as one of only twenty such 540Ksrequisitioned for the Third Reich's emergency Aktion P VIP armouredsaloon car programme – under which it was issued not to any onehigh-ranking individual personality, but instead to the ReichskanzellerieBerlin Motor Pool for use by all. After surviving the war – today as oneof only three known Aktion Ps to have done so – it went on to have anextremely positive effect upon at least one young life, and in part itsextraordinary story reads like the basis of a Hollywood movie script. Thecar is offered here in its surviving extensively dismantled and unrestored– yet largely complete – state, bearing the patina and evidence of morethan a half century of 'barn-find' storage.Until 1942 the progress of the Second World War in Europe had beenin favour of Hitler's Third Reich. Thereafter the flow reversed in favourof the Allied democracies as the combined forces of Great Britain, theUnited States and the USSR began to wield their combined capability interms of men, manufacturing capacity, money and will.The Mercedes-Benz 540K Aktion P programme was triggered by theassassination – on May 27,1942 – of SS-Obergruppenfuhrer ReinhardHeydrich, fatally injured by anattacker's hand grenade while riding aspassenger in an open staff car upon the streets of Prague. Hitler wasboth devastated by the loss of a man he regarded as an increasinglyimportant, plainly like-minded executive officer, and enraged by thecareless manner in which he had made himself so vulnerable to partisanattack, by riding in a conspicuous car which was not only wide open,but also unescorted.According to the contemporary report of the Fuhrer's Secretary,Martin Bormann, Hitler immediately ordered that a new fleet of highperformancearmoured vehicles should be provided to protect "...themost important political personalities". This was the foundation of whatswung into action as the Aktion P programme, the 'P' initial standing for'Panzer' – armour.Bormann pushed through Aktion P, ordering Daimler-Benz – which, ofcourse,had becomea major military vehicle and engine manufacturersupplying the NSDAP German Government – to build ten of its 770 W150 model four-passenger armoured saloons, eleven more 770 W 150seven/eight-passenger convertible saloons and two four/five passengersaloons. All were to be protected with armour plate and armouredwindow glass.Motor Cars | 301

In the summer of 1942, when Aktion P was first promulgated, Daimler-Benz was unable to provide the twenty 540K rolling chassis or complete(which in effect meant requisitioned) cars ready for conversion. Thecompany instead had only two suitable rolling chassis available. It wasat this point that the Army was ordered to intervene by requisitioning 18more pre-existing 540Ks for conversion into the required form, to wearnewly-designed closed bodywork incorporating full armour protection.This group of suitably powerful and commodious cars was gatheredtogether and consigned to the Daimler-Benz company repair sectionwithin the Stuttgart-Unterturkheim factory complex, where the originalcoachbuilt bodies were removed, the discarded bodies and associatedcomponentry all being returned to the main motor pool in Bad Canstatt,just outside Stuttgart.Meanwhile, in the Daimler-Benz Karosseriewerk body plant atSindelfingen, the required batch of twentyhastily-designed armouredbodies were being fabricated ready for installation upon the assignedrolling chassis. They had in turn been carefully inspected and, wherenecessary, mechanically overhauled before being prepared to accept theredesigned – and inevitably heavy – new closed body units.These were skinned in an external aluminium shell, sheathing 2.3mmthick steel 'armour' plating. The outer aluminium shell had beenspecified to minimize overall weight, compensating for the massiveincrease in underlying steel armour. However, some authorities alsoconsider that the aluminium outer skin was specified not only to saveweight but also to protect against attack by magnetic 'sticky bombs' oranti-armour mines. The cars' running boards were also suppressed bycurved-outward door skirts to prevent an attacking assassin gaining afoothold upon them.A Daimler-Benz design drawing dated July 20, 1942, reveals concernfor additional protection which was provided by double-thicknesssteel plating being applied to the floor, firewall bulkhead and the backof the right-rear seat in which a VIP passenger was most likely to beaccommodated. Car '377'offered here in fact features has full reararmour across its entire width and sides, not just th right side. Perhapsthis was a later development as it is body No19 of the 20 sister AktionPs built? Its lower door sections also have the 2.3mm armour plateincorporated as part of the window-winding assembly. Including theoverall outer bodyshelland under-floor sheathing this effectively tripledprotection against any attack– including by mine.Furthermore, armoured windows and screens were adopted, comprisingno fewer than five laminations of bullet-proof security glass, totaling30mm in thickness and 35mm for the windscreen itself. A recordsurvives which cites the Aktion P armoured Mercedes-Benz (presumablya 540K) provided to propaganda Minister Josef Goebbels as featuring8mm armour protection, an advance from the 'standard' doublethicknessof 'only' 4.6mm. Perhaps he was only a small target butconsidered himself valuable.The re-assembled closed cars were then returned to the Unterturkheimplant were they were given what was effectively a pre-deliveryinspection. A technical board checked the work before the cars weresigned-off and loaded onto rail cars for delivery to the capital, Berlin, fordistribution to each individual vehicle's Government-assigned end users.302 | Goodwood festival of speed

As early as September, 1942, the German Army had live-fire tested (withbullets, not explosive projectiles) a 540K Aktion P pilot-build prototypeat Boblingen, just southwest of Stuttgart. Detailing the programmein 'Automobile Quarterly' – Volume 28 No 1–model authority LudwigKosche related how "...no documents have been found pertaining tothis particular Mercedes, which seems to have been built in addition tothe 20 ordered at the behest of Hitler. The photographs taken on thisoccasion suggest that only small arms were tested against the armourplating. Since all of the 20 armoured 540Ks were released and shipped,it would follow that the armoured design was deemed to providesufficient protection to ensure...safety...".These Aktion P Mercedes-Benz 540K variants received no enginemodification.It is believed that some were delivered with the standard4-speed gearbox, while at least one – '377' offered here - had a special5-speed gearbox to improve its performance. This gearbox is missing,but speedometer markings indicate delivery with the 5-speed installed.This may again have been a change made for the late productioncars?The increase in unladen weight was from around 5,700 (standardcoachwork) to 6,500lbs (armoured Aktion P-specification). The twentyarmoured 540Ks released for VIP protection included '377' as the 19thbuilt. Body numbers ran from '863601' to '863620' and this example'sbody is serial '863619'. It has '19' written on many parts as well as theupholstery, proving it was the 19th of the 20 built. They were distributedas follows:1 – Chassis/Engine serial 408 427 – Dr J. Goebbels, PropagandaMinister2 – Chassis/Engine serial 408 400 – Dr H. Frank – Poland3 – Chassis/Engine serial 408 428 – A. Rosenberg, Reich Minister4 – Chassis/Engine serial 408 405 – Reich Chancellery Motor Pool,Berlin5 – Chassis/Engine serial 408 382 – J. Terboven – Norway6 – Chassis/Engine serial 189 423 – H. Bache, Reich Food Minister7 – Chassis/Engine serial 189 412 – A.K. Greiser – Western Poland8 – Chassis/Engine serial 408 417 – K.H.Frank – Czechoslovakia9 – Chassis/Engine serial 408 390 – H. Himmler, Reichsfuhrer, SS10 – Chassis/Engine serial 408 367 – ditto11 – Chassis/Engine serial 408 372 – E. Koch – Ukraine12 – Chassis/Engine serial 408 418 – Motor Pool Pullach/Munich13 – Chassis/Engine serial 408 359 – A. Speer, Reich ArmamentsMinister14 – Chassis/Engine serial 408 378 – O.Abetz, Ambassador, Paris15 – Chassis/Engine serial 408 362 – A.Lohr, C-in-C Army Group E.Greece16 – Chassis/Engine serial 408 398 – Dr E. Kaltenbrunner17 – Chassis/Engine serial 408 387 – Dr A. Seyss-Inquart – Holland18 – Chassis/Engine serial 408 366 – Motor Pool Pullach/Munich19 – Chassis/Engine serial 408 377 - Reich Chancellery Motor Pool,Berlin20 – Chassis/Engine serial 408 373 – Motor Pool Pullach/MunichOf all these cars only three are known to have survived – one inthe National Technical Museum in Prague, the second in a privateCalifornian Collection while this example is the third. In its originalguise as a 540K Cabriolet B - initial 1938 order number '285059' - itwas delivered that year (extraordinarily) to the Volkswagenwerkeheadquarters in Berlin-Grünewald.Motor Cars | 303

The Volkswagen ('People's car') or Kdf-Wagen was an affordablevehicle for the German working man, part of the energetic 'motorisation'programme widely promoted within the New Germany since 1933. Whatwas known by the initials KdF, indicating Kraft durch Freude ("StrengthThrough Joy"),was an immensestate-controlled leisure organization, partof the Deutsche Arbeitsfront, which was the national German labourorganization at that time. It had been set-up to promote the advantagesof NSDAP National Socialism to the people.The foundation stone for the new motor town developed to build'The People's Car' was laid on May 26, 1938, as the Stadt des KdF-WagensbeiFallersleben, a planned town centred around the village ofFallersleben, built to house workers of the new Volkswagen factories.At the time KdF-Stadt had become the absolute focus of Germanautomotive industry attention as it washome to the newly-instituted'People's Car' factory. Adolf Hitler, himself, presided over the stonelayingceremony, with some 70,000 spectators looking on. The finalthree VW prototypes were displayed, and the first VW convertible wasshown to the Fuhrer. The first date on '377's original Commission sheetis May 24/25, 1938 – immediately before this prestigious ceremony.It appears therefore that the KdF project'sthree top executives (ProfDr Ferdinand Porsche, JakobWerlin andBodoLaffrentz) ordered thecar immediately before Hitler's public blessing of what became theVolkswagenwerke.This car was delivered new in its original Cabriolet B 540Kconfiguration to the Volkswagenwerke HQ at Berlin-Grünewald,Tauberstrasse 4, on June 3,1939. One month later, on July 7, 1939,Hitler was given a riding tour inside the new factory halls in 'an openbodied Mercedes-Benz' - possibly the newly-delivered car embodyingchassis '377' now offered here.After conversion it is evident that '377' was issued not to any individualamongst the Third Reich prominenten – avoiding in some measurethe potential stigma or vilification of such association with what iswidely regarded today as historic criminality. Documents show thenewly re-bodied Aktion P '408377' was registered on January 28,1943, and delivered to the 'Adjutantur d. Führers, Berlin' next day. TheReichskanzellerie Berlin Motor Pool cars would of course have beendeployed on many disparate assignments, to carry in protected mannerany luminary of significant stature.Perhaps inevitably, the progress of the Second World War from 1942-45resulted in the collapse of the Third Reich and Germany's unconditionalsurrender, with the Berlin Motor Pool site and any surviving vehiclesabsorbed by occupying Soviet forces. According to the testimony ofHitler's chauffeur, Erich Kempke, in the early morning hours of April 24,1945, Russian shelling destroyed some 60 vehicles within the Motor Pool.Somehow, perhaps it was absent in use at that moment, '377' survived.To further Soviet automotive research and development – and to feedan understandable appetite for trophy-taking –many hundreds, perhapsthousands, of high-quality and interesting German motor vehicles werecarried off by the Russians, to technical institutes, factories, researchcentres, Ministries and Party factions within the USSR and its newlyconqueredsatellite nations. A photograph does survived showing thisarmoured 540K with a Russian Army registration plate. Its left-sideheadlamp lens is clearly cracked. When the car now offered here was firstacquired by its subsequent Estonian owner, its left-side headlamp lensdisplayed the self-same crack. That same distinctive damage survives tothis day...Some 47 years later, in 1992, an inquisitive westerner visiting the Balticstate of Estonia fell into conversation with some locals about interestingold cars. He was told of one which had been storedfor many years, indismantled condition, on a nearby farm. This Aktion P Mercedes-Benz540K '377' is that car.1 23304 | Goodwood festival of speed

At one point during its long life in the Baltics the car was ear-marked forconversion into a tractor substitute. Its original engine was at anotherstage exchanged with that of a half-sister500K surviving in Tallinn,whose engine had failed. That special one-off roadster survives today inthe US and '377' currently carries original engine No '102.84.105351'from it. To make '377' mobile short-term, a Volvo engine was installedwhile the damaged sister 540K power unit joined the aggregation ofparts stored in the barns.The full story of its 1990s rediscovery and extraction from Estoniawas related in great detail, if with rather confusing use of intentionallymisleading information, in the October 1996 issue of the leadingAmerican magazine 'Car & Driver'. In essence the car's presentvendor, a leading figure in that considerable drama, summarises thestory as follows:"The old Soviet Union had been dissolved by the end of 1991, and theBaltic States of Latvia, Lithuania and Estonia had become independent.It was then that we made five trips to Russia, primarily St Petersburgand Moscow, looking for any interesting pieces to acquire. We finallyheard of this car in Estonia, and eventually we were taken to see it by acouple of local guys who knew of its existence. We were taken way outinto a rural region where we wound up outside a couple of stone barns."There was nobody around, only a dog barking a warning. Our guidestold us it was OK to look and the first barn was just full of scrap metaljunk, cycle frames, all sorts, and we didn't find any car there. I finallyclimbed over a stack of debris about five feet high and finally saw the topof an old car body. That was the 540K's."I managed to burrow down and I was actually the first to sit inside it,probably for many years. I could see the armour plate exposed inside.We found the chassis frame leaning against a barn wall and found theserial number on it."Eventually the owner came and we told him we were interested inbuying – but he explained he had no desire to sell it because he had 'noreal use for money'. He was content with the way he lived, and whatgood would mere money do him? A few weeks later we returned on asecond visit, and a relationship started to develop with him. We foundhe had a young daughter who was learning to speak English at her localschool. I then suggested that while he wasn't interested in selling hisinteresting car for money, might funding his daughter's further educationat an international school in the United States be more attractive?"We spent a week discussing various propositions, and this onebegan to appeal to him as a way of improving his only daughter's lifeprospects. I had a cell phone with me, one of those early ones the sizeof a housebrick, and managed to get a call through to a lady friend athome who began researching American language schools for us. Shechecked out the visa requirements and all the logistics and was able toconfirm it would be possible."I rigged that cell-phone to a printer out in the open on the farmlandgrass and unbelievably got an application form faxed to us right there.We filled it in with father and daughter, and before that week was outthe American school had confirmed she had a place. We talked overthe arrangement until 3 or 4 in the morning, her parents believed therewas little future for their daughter at home compared to what she couldachieve after an American education – and so, in return for our acquiringall the parts of the dismantled 540K, agreement was reached which didnot involve any direct payment to the farmer.41In Estonia with the previous owner Hendrek Kukk, thisimages was taken in the 1970’s, Kukk owned the car from1972 until selling it to the current owner in 1992.2This image was likely taken during the 1970s. The originalphotograph is in the history file on the car.3This image was likely taken in the 1950s and shows thecar in relatively good condition. It is interesting to note thatthe left-hand head lamp displays a cracked lens, exactly asit appears today. The original photograph is in the historyfile.4An Aktion P photographed outside the Mercedes-Benzfactory, prior to delivery.Motor Cars | 305

"After getting the daughter accepted for school in the US, we cancelledour morning flight from Tallinn and immediately began the several-dayprocess of collecting and packing the parts that the owner for the past17 years had fastidiously dismantled and dispersed among six differentbarns. He had been well aware that some factions of the Russian mafiahad learned of the valuable piece being stored somewhere in Estoniaand dismantling and dispersal seemed to best way to protect the carfrom theft and/or total destruction at the hands of others."We chartered two planes to come from Helsinki, Finland, and on afoggy night we pulled together a convoy of vehicles, loaded them withall the 540K's bits, and set off for the airport. We regarded everybody asa potential threat. We believed the police were probably corrupt. Mostof the parts were loaded onto an open 18-wheel flat-bed trailer truck,most of the parts in boxes, the body hidden under a tarp. Our other twovehicles were a British postal van, and a Fiat 500... Then in the foggynight we had breakdowns on the way. Finally we arrived within sightof the airfield, which was a real one-horse affair with just one lightbulbshowing. We sent a scout ahead while we parked nearby. He cameback to say it was OK, so we drove through the gate. It was pitch blackas well as foggy when a searchlight came on directly overhead and weabsolutely froze. But the light just went out. So we crept forward foranother minute or so until a building loomed up out of the gloom and ouraircraft were standing there – a Twin Otter and a Guppy freighter."Just as we stopped about a dozen guys appeared. We thought wewere toast. The aircraft had com ahead of schedule with only a sixhourpermit window. They had only an hour left so we had to load upimmediately, and these guys had actually offered to help. We had all theCustoms papers stamped, but our fear had been interference from themuch-discussed mafia. The freighter was way over-loaded. We'd just'guess-timated' the weight and with all that armour plate I'm sure we gotit wrong. It was one huge relief just to get airborne, but an even biggerone when we finally touched down, un-intercepted, in Helsinki, Finland."We then transferred all the parts into a Finnair Boeing 747 Combi,which was quite a performance on its own, and after two hours' sleepwatched the car body being loaded into the Combi's side door. Andthen we were off, across the Atlantic, and home into JFK, New York. Weshipped the bits on to Connecticut, where they have all been stored forthe twenty-on-and-a-half years since – and that's it...".The Estonian owner's daughter took her place in the exclusive Americanboarding school that Autumn. Her parents visited to see her there. Shedid well and graduated successfully in 1995 – this Mercedes-BenzAktion P, conceived amidst infamy, had provided first-rate education anda brighter future.Today this is an immensely rare Mercedes-Benz, and one with anextraordinary story. It offers a new owner the potential of restorationto its original 540K Cabriolet B configuration, with its 1942-43 AktionP armoured bodywork otherwise restored or displayed – or totalpreservation or restoration as existing, as only the world's third (or thirdknown, surviving, Aktion P 540K. Like its vendor, we are in wondermentat the car's survival. Born first into glory with VolkswagenwerkeAG's associated birth, ripped apart for wartime armour-plating;somehow miraculously saved from destruction under the Red Army'sbombardment of the Reichskanzellerei Motor Pool; survived postwaruse by Soviet generals; threatened yet again in Estonia yet thankfully,ingeniously, saved for posterity.Above all, here is a wartime period example of the much-coveted andrenowned Mercedes-Benz 540K model, preserved as a variant ofperiod historic significance, and one – above all - whose long historyincludes a very positive and happy accompaniment. We recommendthe closest consideration.Should the vehicle remain in the EU, local import taxes of 5% will beapplied to the hammer price.£400,000 - 700,000€490,000 - 860,000306 | Goodwood festival of speed

Motor Cars | 307

3741967 Iso Grifo 5.4-Litre CoupéCoachwork by Carrozzeria BertoneRegistration no. SPK 3FChassis no. GL730138DEngine no. 823-F 1215P‘The Grifo’s steel body was styled by Bertone at its most curvaceous,while the chassis featured proper De Dion rear suspension withinboard discs. Most of the 412 Grifos built had the small-BlockChevrolet engine, good for a genuine 163mph.’ – Classic Cars.Before it built the Grifo, ‘bubble car’ manufacturer Iso had joined theranks of supercar constructors with the launch of the Giotto BizzarrinidesignedRivolta coupé at the 1962 Turin Motor Show. Styled atCarrozzeria Bertone and powered by a 327ci (5.4-litre) ChevroletV8, the four-seat Rivolta employed a steel platform chassis featuringindependent front suspension, De Dion rear axle and disc brakes allround (inboard at the rear), setting the pattern for all Isos that followed.Produced between 1963 and 1974, the ‘standard’ Grifo usedthe small-block Chevrolet V8 in all but its final Ford-poweredincarnation, and even the tamest came with 350bhp, which wasgood for around 160mph.According to their sales records, ‘GL730138D’ was imported by TrojanCars on 5th July 1967 and subsequently invoiced to HW Motors,Walton on Thames, Surrey. The car was white with a black interior.HWM sold the car to Roy Woodford, then of Cobham, Surrey, whowas also the owner of an AC Cobra so clearly a man of impeccabletaste. Woodford later took the Iso with him when he moved to MonteCarlo, probably in the early 1990s, to take up his new role of officialphotographer the Monaco Royal Family. It is understood that it was notused much in Monaco.308 | Goodwood festival of speed

In 2010, the car passed through the hands of two dealers (one inNorthern Europe, the other Godin Banks in the UK) and then was soldto the vendor, only its second private owner, joining his small privatecollection of Italian exotica. The Iso was in un-restored, untouchedcondition when acquired, aside from a colour change to black atsome time. A total restoration ensued, in the course of which variousupgrades were carried out. (It is often said that if an Iso Grifo has notbeen restored then it needs to be). As depicted in the accompanyingphotographs, the car was stripped down to a bare shell and fine mediablasted before being sent to Lawrence Kett’s G&A Fabrications formetalwork repairs. The bodywork was then repainted by Ross PackardPaintwork Ltd of New Milton, Hampshire and the interior completelyre-trimmed by Nick Artusa of Woking, Surrey.Andy Frost of Penn Autos and Red Victor Racing totally rebuilt anddynamometer tested the engine, and also overhauled the Powerglidetwo-speed automatic transmission. Following the car’s completion,this was removed and replaced with a TH350 three-speed upgrade,all done by Frost. AJS Engineering Services overhauled the differential.The electrical system has been fully overhauled, retaining he originalloom, and a high-torque starter motor fitted.The vendor planned to use the car as he has done with all of hiscollection, so an aluminium radiator and an electric fan were installed,while the front brakes were upgraded with new discs and callipers.(The original fan, cowling, radiator and (restored) brake callipers areincluded in the sale). A set of Lamborghini Miura wheels is fittedcurrently. Five correct wire wheels are included in the sale, one ofwhich is new and four of which are shod with new Vredestein tyres.Other parts offered with the car include the original gearbox andtorque converter, the original front numberplate carrier, and the originalbumpers. It also comes complete with jack, wheel brace, hammer andtyre lever.Finished in Grigio Ferro with cashmere/leather interior, ‘SPK 3F’represents a rare opportunity to acquire the very best in Italian GranTurismo style and performance, fresh from total restoration.£150,000 - 200,000€190,000 - 250,000Motor Cars | 309

375The ex-Fred Davies1962 Davies Special ‘Can-Am’ Sports-racerChassis no. 127901 and 2Spa-Francorchamps, 19783Zolder, 1978123310 | Goodwood festival of speed

The unique car offered here was built in the USA by Fred Davies,an English engineer who had first moved to Canada in the 1950s,ending up working for racing car manufacturer Bill Sadler. He wasinvolved with building the Maserati ‘Birdcage’-like Sadler Mk3sports-racer and the Sadler Formula Junior monopostos. On file is asix-page Sports Cars Illustrated article about the Sadler Mk3, whichincludes a picture of Mr Davies.Fred Davies eventually left Sadler and moved to California, finding aworkshop near Los Angeles in 1961. It was there that he constructeda sports-racer of his own design using a beautifully made tubularspaceframe, aluminium body, Chevrolet V8 engine and Huffakergearbox, the latter being one of very few suitable transmissionsavailable at that time. Ratios could be changed quickly from therear of the Huffaker ‘box, and the car’s rear panel was designedto facilitate this. By the time his car was finished in 1962, Davies’priorities had changed and he never raced it. Using on the roadoccasionally, it was stored until 1975 and then sold to dealer BrianClassic in the UK.Brian Classic sold the Davies to a Dutch collector from whom it waspurchased in 1978 by a Belgian neurologist and gentlemen driver,Pierre Haverland. Unsure of what the car was, he registered it withthe FIA as a Genie, an understandable mistake as the Joe HuffakerbuiltGenie sports-racers do resemble the Davies car. Haverland hadthe Davies completely restored by Peter Denty in the UK and racedit in European historic events until 1983. He then sold the car toSweden where it raced until 2004 before being sold to the currentowner in Belgium.The Davies comes with sundry invoices to Haverland; the 1983 bill ofsale to Sweden and Swedish road registration papers; FIA papers(issued 1984); a colour film of Fred Davies driving it in 1967 (onDVD); and a 1975 copy of Motor Sport containing Brian Classic’sadvertisement. A box of alternative Huffaker gears is included inthe sale. Described as in generally very good condition, the DaviesSpecial represents a wonderful opportunity to acquire a uniquecar belong to the pioneering days of rear-engined, large capacitysports-racers.£80,000 - 110,000€98,000 - 140,000No ReserveMotor Cars | 311

376The ex-Toyota Team Europe1993 Toyota Celica ST185 Turbo 4WDGroup A Rally CarChassis no. JT164STJ500014894Following the success of the Celica GT4 ST165, the Turbo 4WD ST185would build on its predecessor’s foundations and be the class of the fieldthroughout its three years of service in the World Rally Championship(WRC). It was the car to beat, scoring a hat trick of drivers’ titles forCarlos Sainz, Juha Kankkunen and Didier Auriol respectively. Of equal, ifnot greater, importance to the Japanese manufacturer was the fact thatin 1993 the ST185 delivered Toyota its first ever WRC manufacturer’schampionship, a feat it repeated in 1994.The all-conquering ST185 featured a stiffer bodyshell, improved cooling,an up-rated turbo intake system, X-Trac six-speed transmissionand, most importantly, a suspension package that permitted a widerange of adjustment. They were sometimes headed by other cars onunfavourable surfaces but the ST 185 Celica was, arguably, the bestall-round package.Until its exclusion from the series after 2002, the Safari was the toughestrally on the WRC calendar - a gruelling event on difficult terrain in avariety of conditions, which has always made it a signature event. TheST185 Celica was unbeaten on the Safari as a works entry and scoreda trio of overall victories for Sainz (1992), Kankkunen (1993) and IanDuncan (1994).The example on offer is a Safari-specification works rally car entered bythe Toyota Team Europe (TTE) in the 1993 FIA Kenya Safari Rally anddriven by local hero Ian Duncan with Ian Munro co-driving (as certifiedby Toyota Motorsport GmbH). It was built originally on a works bodyshellnumbered ‘TC554’.1 and 2In action on the 1993 WRC Safari Rally, Kenya3Entire Toyota factory team prior to 1993 Safari Rally. This car withDuncan and Munro is number 3, third from left.1 2312 | Goodwood festival of speed

Displaying the ‘short’ German registration ‘K-AM 50’, Ian Duncan drovethis car to 3rd overall behind team-mates Markku Alen and winner JuhaKankkunen, with Yasuhiro Iwase coming home 4th to make it a famousToyota 1, 2, 3, 4 finish. Duncan is a six-time Kenyan rally champion andwas employed by both Subaru and Toyota to contest the Safari rally asthe local specialist. He won the event overall in 1994 and in 2013 wonthe East African Safari Classic Rally ahead of former World ChampionStig Blomqvist.TTE records show that after the 1993 event, this car was purchasedby another Kenyan rally hero, Jonathan Toroitich (son of former KenyanPresident Daniel arap Moi). Though not confirmed, it seems likely thatthis is the car used by Toroitich on the Safari Rally in 1994, 1996 and1997 (there was no event in 1995) his best result being a 5th overallin 1997. Multiple Uganda rally champion Moses Lumala was alsocompeting in an ST185 Celica in African rally events but in 2001 hecrashed his car beyond repair. An Africa News Service article states thatin June 2001 he purchased an ST185 from Jonathan Toroitich to replaceit, thus explaining this car’s assumed relocation to Uganda.Purchased from Uganda through Omar Mayanja together with otherrally cars and taken to Italy in 2006, it received a professional restorationat rally-car specialists Devos Motorsport in Aalbeke, Belgium, while theengine was professionally rebuilt at great expense by Rallye-Engine.com (Gerd Dicks) in Weeze, Germany during 2010. After completionthe Celica was driven by Armin Schwartz in the 2011 Bettega Memorialdemonstration. Imported into the UK in 2012, it has been regularlyrun but not used in anger. It should be noted that during the course ofits competition life, the bodyshell was substituted for an earlier (1992specification) item with a works number of ‘TC530’.Finished in the livery it sported when driven by Ian Duncan in the 1993Safari Rally, the car presents well and is ‘on the button’. It is an idealentry for a variety of retrospective rally events such as those organisedby Slowly Sideways and Rally Legend, and is ideally suited to therally stage at the Goodwood ‘Festival of Speed’. Representing a rareopportunity to acquire an ex-works rally car with in-period competitionhistory at the highest level, the Celica is offered with its original (number‘3’) Safari Rally fuel funnel, Toyota Certificate of Origin, sundry invoicesand a quantity of original photographic transparencies of the car anddrivers from the 1993 event. A comprehensive Safari specificationspares package is available by separate negotiation.£80,000 - 120,000€99,000 - 150,0003Motor Cars | 313

377Formerly the property of The Rt Hon Alan Clark, MP1960 Porsche 356B Super 75 T5 CabrioletCoachwork by ReutterRegistration no. 336 JGHChassis no. 153664Engine no. 716702314 | Goodwood festival of speed

Cabriolets had been manufactured right from the start of Type 356production but the first open Porsche to make a significant impactwas the Speedster, introduced in 1954 following the successfulreception in the USA of a batch of 15 special roadsters. The ReutterbodiedSpeedster was dropped in 1958 and replaced by the morecivilised Convertible D, which differed principally by virtue of its largerwindscreen and winding side windows. Porsche sub-contractedcabriolet body construction to a number of different coachbuildersincluding Drauz of Heilbronn, d’Ieteren of Brussels and its long-timecollaborator and close neighbour, Reutter.By the time the 356B arrived in September 1959, the car had gaineda one-piece rounded windscreen and 15”-diameter wheels, andthe newcomer’s introduction brought with it further styling revisions.The engine, now standardised at 1,600cc, was available in threedifferent stages of tune, the most powerful - apart from the four-camCarrera - being the 90bhp unit of the Super 90. The 356B representssignificant advances in driveability and comfort over earlier 356models, and is a pleasingly quick way to enjoy the traditional Porschevalues of quality, reliability and mechanical robustness.Right-hand drive chassis number ‘153664’ was completedat Karosserie Reutter in 1960 for Alan Clark, the outspokenConservative MP, historian, diarist and motoring enthusiast. Clarktook delivery at his Zermatt, Switzerland home where he was livingwhile writing his first famous book about World War One, ‘TheDonkeys’. He brought the Porsche over to England in May 1962. Theoriginal old-style logbook is on file together with a letter from AlanClark recalling his memories of the car.‘336 JGH’ was later sold to AFN, the UK importer, who have recordsof it in their archives. It is, reputedly, only one of eight right-handexamples of its type in the UK.In 1968 the 356 was purchased by David Carnwath, who had AFNfit a new 1964 356C engine (number ‘716702’). The car had threesubsequent owners prior to its acquisition by Michael Chadwick in1990. He took the car to Peter Nardelli, who fitted side mouldingsand a dashboard clock (both factory options in 1960) togetherwith new 5.5” chromed wheels shod with 185/70 tyres. Peteralso persuaded Michael Chadwick to have the engine fully rebuilt,commenting that Michael’s was one of the best 356s he had driven.A full rebuild of the engine and ancillaries was duly carried in mid-1991 by Chris Mannion & Company to very high standard (seephotographic record on file). At the same time a halogen headlightconversion and a reproduction Nardi steering wheel were fitted.In 1993 a full bare-metal repaint was carried out and the car was thenput into storage until 1996 when it was acquired by the current ownerfrom Peter Nardelli at Tower Bridge Porsche. The car has been keptgaraged since acquisition and is used occasionally, covering no morethan 200-300 miles annually, mostly in the dry summer months. Ithas been regularly serviced, maintained and MoT tested. The vendordescribes the Porsche as in generally very good condition and saysthat it attracts more admiration than any other car he has owned.A superb example of this rare classic, ‘336 JGH’ is offered with theaforementioned logbook and photographs, sundry restoration invoices,MoT to February 2015 and V5C registration document.£70,000 - 80,000€86,000 - 98,000Motor Cars | 315

378 *The ex-Steve Millen1972 Chevron-Ford B20 Racing Single-SeaterChassis no. B20-72-9On May 6, 1972, star driver Peter Gethin won the International PauFormula 2 race in a Chevron B20 similar to the example now offeredhere. That victory marked the elevation of Derek Bennet’s BoltonbasedChevron marque from a popular and tremendously effectivesports-racing car manufacturer to an all-round force within the motorracing marketplace.This particular Chevron B20, which features a fully blue-printedand extremely rare 1790cc Chevron factory Cosworth-Ford FVC4-cylinder racing engine. As driven by Steve Millen the Chevronestablished the marque’s name and stature in open-wheeler racing inAsia and in the New Zealand Tasman series.It is the last B20 to have been sold from the Bolton factory, beingacquired by John Green early in 1973. It was then sold on to theNew Zealand Schollum brothers with Steve Millen driving the carfrom 1974-75. Ian Grey then acquired it, continuing its racing careerthrough 1976-77. Subsequent owners include Dick Ward in WesternAustralia in 1979 and the current owner in 1990.Steve’s success with the car whilst harassing the F5000 cars duringthe 1975 New Zealand Tasman Series and the New Zealand GrandPrix is well documented in the book titled “Millen”(copy on file). Here,the car punched well above its weight with many strong finishes,including 5th at Bay Park and a F2 Class Record at Teretonga –“Whenever there was a twisty bit, we could out-handle and out-brakethe F5000 cars” states Steve Millen.Perhaps though the three podium finishes in Asia representshis greatest success with the car, including that exciting racedocumented in the book titled “Colour and Noise, 40 Years of theMacau Grand Prix” where Steve in second place behind JohnMacdonald suffered a fuel starvation problem on the final lap tofinish third behind Kevin Bartlett. This is the car that launched SteveMillen’s racing career culminating in his wins at Daytona, Sebring andthe class win at Le Mans.316 | Goodwood festival of speed

The car has been fully rstored by Gary Simkin in Sydney, Australia,while the factory Chevron FVC engine was rebuilt by Rodney Gibbsof Superior Automotive in Sydney with support and advice fromone of Australia’s most celebrated engine builders – Peter Molloy.Superior Automotive subsequently professionally-maintained the caralongside their other charges, including Formula 1 Ferraris.Once its complete last nut-and-bolt restoration had been completed,this sparklingly-presented Chevron B20 made its racing return atSydney’s Easter Creek circuit A1 meeting in 2007. The current ownercampaigned the car more widely in Australian events and in January2010 took the car back to New Zealand to compete at HamptonDowns and on the historic NZ GP course at Pukekohe. There thecar won outright in a mixed field of 1970-1990 Super Historics cars,lapping in 62.3 seconds.The FVC engine’s rebuild – which entailed the purchase of a newcylinder head – prevented its installation in the car until the startof 2010, since when it has been raced only six times. This is anoutstanding and significant example of the Chevron B20 – with thecompany’s renowned contemporary build quality very evident inits fabric.1Steve Millen screaming along in ‘72-9’2Ian Grey prepares for the start in ‘72-9’We are advised that it has completed only 11 race meetings sincecompletion of its restoration and it has never been in an accidentsince then (and to the best of the owner’s knowledge nor has it beencrashed during its entire career). “This is an extremely quick car thatis easy to drive and goes where you point it. The Chevron is ready torace and is the most reliable race car I have ever owned,” states thecurrent owner.The car comes with an extensive spares package, including thebody moulds and patterns for the wheels, along with many originalspares and also components replaced during its extensive andcomplete restoration.In addition to this the car is offered with a spare Cosworth 1600cc,fuel Injected BDM engine. Purchased by the current owner in 1998at a cost of $20,000 (Australian )and rebuilt to fuel injected BDMspecification for use in the car. Built around a new unused block,fitted with Lucas fuel injection at a cost $5,000 (Australian), the buildwas completed in 2005. Run at five race meetings between 2007and 2010, being fully maintained during this period. The only reasonit was replaced was due to acquisition of the FVC currently fitted tothe car. According to the vendor it will require checking and tuningfollowing a period in storage but should be an excellent engine.Offered with a dyno sheet dated 2005 showing a power output of190bhp. This engine is sold strictly as viewed.Should the lot remain in the EU, local import taxes of 5% will beapplied to the hammer price.£40,000 - 50,000€49,000 - 62,000112Motor Cars | 317

379 NThree times Mille Miglia rerun participant1949 Ferrari Tipo 166 Inter CoupéCoachwork by Carrozzeria TouringChassis no. 027SEngine no. 027S318 | Goodwood festival of speed

Enzo Ferrari had begun planning his new car during the war andin 1946 commissioned Gioacchino Colombo to design a smallcapacityV12 engine for it. The 1.5-litre Tipo 125 unit took itsdesignation from the capacity of an individual cylinder (125cc),thus instigating a system of nomenclature that would characteriseFerraris for many years to some. Ferrari’s Tipo 125 sports-racermade its competition debut in 1947 and by mid season had beenre-designated Tipo 159, its engine having been enlarged to 1.9litres. Later in the year the first Tipo 166 (2.0-litre) unit appeared.In race tune up to 150bhp was available - the Inter road car with itssingle twin-choke Weber carburettor produced 100bhp - which wastransmitted via a five-speed gearbox, an unusual feature in thosedays, even on a competition car. The twin-tube chassis employedtransverse leaf and double wishbone front suspension and a semiellipticallysprung live rear axle located by torsional stabilising bars.Houdaille hydraulic shock absorbers were fitted all round.Before long Ferrari had become the dominant force in internationalsports car racing, 1949 proving to be a phenomenal year forthe Tipo 166, which claimed victory in three of the world’s mostprestigious events: the Mille Miglia, Targa Florio and Le Mans 24-Hour Race, a quite outstanding achievement.This car is one of fewer than 40 Tipo 166 Inters made. In keepingwith tradition, it was built with right-hand drive - it being deemedsafer to sit on the right when driving across the Alps, which at thattime were cursed with poor roads lacking in safety barriers. TheTipo 166 was bodied by several of Italy’s foremost carrozzeria,Vignale and Touring being responsible for the bulk of production.Chassis number ‘027S’ is clothed in the latter’s distinctiveSuperleggera coupé coachwork, its grace and elegance recallingthe lines of the immortal Barchetta.Motor Cars | 319


May 1997 and 027S seen cornering hard in the hands of Dr. D. Pizzoduring Ferrari’s 50th Anniversary celebrations in RomeMotor Cars | 321

Enzo Ferrari had begun planning his new car during the war andin 1946 commissioned Gioacchino Colombo to design a smallcapacityV12 engine for it. The 1.5-litre Tipo 125 unit took itsdesignation from the capacity of an individual cylinder (125cc),thus instigating a system of nomenclature that would characteriseFerraris for many years to some. Ferrari’s Tipo 125 sports-racermade its competition debut in 1947 and by mid season had beenre-designated Tipo 159, its engine having been enlarged to 1.9litres. Later in the year the first Tipo 166 (2.0-litre) unit appeared.In race tune up to 150bhp was available - the Inter road car with itssingle twin-choke Weber carburettor produced 100bhp - which wastransmitted via a five-speed gearbox, an unusual feature in thosedays, even on a competition car. The twin-tube chassis employedtransverse leaf and double wishbone front suspension and a semiellipticallysprung live rear axle located by torsional stabilising bars.Houdaille hydraulic shock absorbers were fitted all round.Before long Ferrari had become the dominant force in internationalsports car racing, 1949 proving to be a phenomenal year forthe Tipo 166, which claimed victory in three of the world’s mostprestigious events: the Mille Miglia, Targa Florio and Le Mans 24-Hour Race, a quite outstanding achievement.This car is one of fewer than 40 Tipo 166 Inters made. In keepingwith tradition, it was built with right-hand drive - it being deemedsafer to sit on the right when driving across the Alps, which at thattime were cursed with poor roads lacking in safety barriers. TheTipo 166 was bodied by several of Italy’s foremost carrozzeria,Vignale and Touring being responsible for the bulk of production.Chassis number ‘027S’ is clothed in the latter’s distinctiveSuperleggera coupé coachwork, its grace and elegance recallingthe lines of the immortal Barchetta.322 | Goodwood festival of speed

The certificate of origin for ‘027S’ was issued in November 1949and on 8th May 1950 the chassis frame and bodywork wereinvoiced separately to first owner Francesco Severi of Rome, Italy.Severi was a close friend of the ‘Commendatore’ and would racefor his scuderia on multiple occasions. On 31st May 1950, Severisold the Ferrari to Artisti Tecnici Asfonati (ATA), a company ownedby film director Carlo Ponti with offices in Rome. Later that year, inAugust, ATA sold the car via dealer Mambretti Sonzongi to the thirdowner, amateur racing driver Augusto Caraceni in Rome.Augusto was the son of Domenico Caraceni, founder of theeponymous Rome-based tailors whose clients included HumphreyBogart and Aristotle Onasis. Caraceni obtained an entry for the1951 Mille Miglia for himself and co-driver Franco Meloni (see letterof acknowledgement on file) but it appears that the Ferrari did notmake the start, almost certainly because Caraceni had alreadysold it to the fourth owner, Juan de Iturralde, Marquis of Robledo,another resident of Rome.The accompanying Massini Report lists a further three ownersup to August 1955 when the car was sold to the eighth: GiorgioTeofisco of Milan, Italy, who kept the Ferrari for the next 18 years. InMarch 1973, ‘027S’ was sold to the ninth owner, Luigi RezzonicoPindemonte, Count of Castelbarco, resident in Imbersago, Italy.He was a keen racer in his own right and shared an early racingstable of Maseratis with Count ‘Johnny’ Lurani in voiturette racing.Ten years later, in November 1983, the car was purchased from theCount by the tenth owner Dr. Danilo Pizzo.Restored in 1992, the engine being entrusted to Michelotto and thebodywork to Cognolato, both esteemed marque specialists, ‘027S’was driven in that year’s Mille Miglia by Pizzo and co-driver Racco,and the same pairing shared the Ferrari in the 1997 and 2000events. In May 1997 the car was shown by Pizzo during Ferrari’s50th Anniversary celebrations in Rome and in October 2011 it wasdisplayed on the Registro Touring Internazionale stand during theAuto e Moto D’Epoca event in Padova, Italy. Finished in red withbeige leather interior, the car is offered with a file of restorationbills, ACI papers, FIVA Identity Card (issued 1997), Certificato diProprieta, an Italian tax document and a quantity of photographs.Many Ferraris are historically important but few are of greatersignificance than the Commendatore’s first car built for road use,the Tipo 166 Inter; this superbly presented example warrants keeninterest and the closest inspection.£800,000 - 1,000,000€990,000 - 1,200,000Motor Cars | 323

380 *Formerly the property of Richard Attwood1957 Aston Martin DB2/4 MkII SaloonRegistration no. ULC 432Chassis no. AM300/1211Engine no. VB6J/834/L1The need to widen the appeal of the already-successful DB2 resultedin the launch in October 1953 of the 2+2 DB2/4. Extensive revisionsto the car’s rear end arrangements made room for two occasionalseats and more luggage, the latter being accessed via a hatchbackrear door, one of this now-common feature’s earliest applications.In addition, a raised roofline, one-piece windscreen, larger bumpersand other detail styling changes differentiated the newcomer fromits predecessor. Otherwise, the DB2/4 remained much the same asthe DB2, employing the latter’s rectangular-tube chassis, trailing armindependent front suspension and well-located live rear axle.The W O Bentley-designed, 2.6-litre, six-cylinder, twin-cam powerunit came in tuned (125bhp) Vantage specification as standard forthe 2/4. Despite this, the redesign’s inevitable weight gain was notfully compensated for until the arrival of the 3-litre, 140bhp engine in1954. The car’s top speed was now 118mph, with 60mph reachedin around 11 seconds. David Brown’s acquisition of Tickford Ltd in1953 led to bodywork for the revised MkII model, launched at theLondon Motor Show in October 1955, being manufactured by theNewport Pagnell coachbuilder. While mechanically very little differentfrom its predecessor, the DB2/4 MkII was readily identifiable by itssubtly altered lines, the most significant change being a ¾” increasein roof height that afforded greater headroom.324 | Goodwood festival of speed

Sold new in September 1957 via Brooklands of Bond Street to a MrBemrose, this DB2/4 MkII formerly belonged to Richard Attwood,the ex-Formula 1 driver and Le Mans winner. Born in 1940, Attwoodbegan racing in 1960 driving a Triumph TR3 and was recruited byF1 team BRM following a succession of good results in Formula 2.Somehow, and despite his undoubted talent, the right drive nevermaterialised in F1, and sports car racing became Richard’s mainpriority. He struck up a fruitful relationship with David Piper, sharingthe latter’s Ferraris and securing a number of podium finishes inWorld Sportscar Championship events, and was instrumental indeveloping the Ford GT40. In 1969 he signed for the Porsche factory,usually being paired with fellow Brit Vic Elford, with whom he shareda 908 and then a 917. Driving a 917LH, the pair led for much of the1969 Le Mans 24-Hour Race only to be forced into retirement by agearbox failure with only two hours remaining.The crowning achievement of his career came in 1970 when, teamedwith Hans Hermann in a works 917K, he won the coveted enduranceclassic at La Sarthe. The same driver pairing finished in second placethe following year, again driving a Porsche 917 but this time for JohnWyer, and following a win at the Zeltweg 1,000km Attwood retiredfrom motor sport at the end of the 1971 season. He made a briefreappearance as part of the Aston Martin Nimrod project in 1984 andthen retired from front line racing for good.Today, Richard remains actively involved in historic motor sports andis a frequent visitor to the Goodwood Festival of Speed and otherprestigious events.Richard acquired this DB2/4 in March 1982, by which time it hadalready had some eight owners. Chassis number ‘AM300/1211’ isfitted with engine number ‘VB6J/834/L/1’, the ‘L/1’ suffix denotingthat this is a special series unit equipped with larger valves andhigher lift camshafts, developing 165bhp. The car was also equippedwith a twin exhaust system.The current vendor purchased the DB2/4 when Richard offered itfor sale at Bonhams’ auction at Aston Martin Works Service in May2008 (Lot 339). ‘ULC 432’ had not been run for 30-or-so years priorto sale in 2008 and since acquisition has been converted to left-handdrive and repainted. Sold strictly as viewed, the car comes with copyguarantee form, two old-style logbooks, old-style V5 registrationdocument and two expired MoTs for the period 1975-1977.Should the lot remain in the EU, local import taxes of 5% will beapplied to the hammer price.£60,000 - 80,000€74,000 - 98,000Motor Cars | 325

381The ex-works prepared, Brooklands,Crystal Palace & Goodwood campaigned1936 MG Midget PB Supercharged SportsRegistration no. HS 8860Chassis no. PB5281E.C.Cooper-Harewood on route to 3rd Place at Imperial TrophyMeeting, Crystal Palace, October 19382E.C.Cooper-Harewood on route to win the Handicap race.B.A.R.C Goodwood Members Meeting, April 19533E.C.Cooper-Harewood leads Jacob’s MG Special and Wood’sLester MG. Blandford Camp, Dorset, June 19534.‘HS 8860’ competing in the Le Mans Classic1 2 34326 | Goodwood festival of speed

This car’s first owner, J Scott-Hepburn, had already enjoyed trialssuccess at the wheel of his MG J2 when he decided to modify‘HS 8860’ for off-road competition. The PB had been delivered viaAndersons Ltd of Newton Mearns in December 1935 and Scott-Hepburn later wrote an article about its transformation into a lightweighttrials car, which was published in The Sports Car (April 1937 edition,copy on file).Perhaps the trials conversion was less successful than he hadhoped, for later in 1937 the MG was sold to the second owner, E CHaesendonck of Chadwell Heath, Essex. Haesendonck and his brotherwere owners of ‘JB 7524’, one of the famous ‘Cream Cracker’ teamcars. Surviving factory records list the servicing and maintenance carriedout for both Scott-Hepburn and Haesendonck, the latter being invoicedfor ‘tuning specially for Brooklands’.A supercharger was fitted for the 1938 season and at Crystal Palaceon 13th August Haesendonck and the PB lined up against a field thatincluded Cyril Hawley’s Alfa Romeo 8C, George Abecassis’ blownAlta 2-Litre, Peter Aitken’s Frazer Nash-BMW, D A Loader’s SS Jaguarand Arthur Dobson’s Riley Six to finish 10th in the Crystal Palace PlateHandicap. Haesendonck followed this promising start with a fine 3rdplace in October and his performances at the South London circuitcontinued to improve, culminating in a 2nd in class (4th overall) finish on1st July 1939.With war approaching, Ernest Haesendonck changed his name toHarewood, it is thought to gain entry into the RAF, and fortunatelyboth he and the MG survived the conflict. The duo was soon backin competitive action, their forceful performance at Blandford Camp,Dorset in 1949 being recorded by MG works driver Dick Jacobs in hisbook, ‘An MG Experience’:‘The starting grid was a two-two-two formation due to the width ofthe road. On the front row with me was John Haesendonck’s brother,Ernest Harewood, in his MG PB and he made a beautiful start leadingthe field for the first lap. We both became involved in a battle for thelead with L Woods driving a Lester MG based on an L-type Magnachassis. We each took the lead several times and it was not until thelast lap when Harewood dropped astern by just a few yards that I wasable to pip Woods to the winning post and in so doing made fastestlap at 68. 65mph.’The PB’s finest hour arrived on 18th June 1953 when it was entered inthe BRDC’s British Empire Trophy Race. Consisting of three heats anda handicap-format final, this event was held on the challenging Douglascircuit in the Isle of Man and attracted a top-class field, pitting the elderlyand seemingly outdated MG against state-of-the-art opposition.The latter included the Jaguar C-Type of Stirling Moss, RegParnell’s Aston Martin DB3S, Hans Reusch’s Ferrari 340, DesmondTitterington’s Allard, Ken Wharton’s Frazer Nash Le Mans Replica, AlanBrown’s Cooper-Bristol and the Cooper-MG of Cliff Davis. Defying theodds and shrugging off a half-litre capacity deficit in the up-to-1500ccheat, ‘HS 8860’ finished 4th out of 14 starters and lined up 3rd on thegrid for the final. Getting a tremendous start, Harewood’s PB lay 2ndby the end of the first lap and stunned all who witnessed it by inheritingthe class and overall leads from Cliff Davis on lap four. Sadly, the MGretired with transmission failure just after half distance but had doneenough to earn itself the nickname of the ‘Beam Axle Bombshell’,bestowed by Autosport.‘HS 8860’ seems to have retired from competition thereafter,reappearing some ten years later in the ownership of Peter Vane.Suspecting that his PB had once been raced, Vane wrote to the MG CarCompany in March 1963 and was told that it had: ‘this vehicle has in itsinitial stages received considerable attention at these Works and at onetime was raced at Brooklands.’ The factory also stated that the enginehad been changed from ‘740 APB’ to ‘2223A 165P’. Taken off the roadin the mid-1960s, the PB was purchased in the early 1970s as a partiallydismantled project by Peter Gregory, the well-known collector of pre-warMGs, who undertook a total rebuild.‘HS 8860’ was sold by Peter Gregory to Kenneth Hawes in 2001 andin May 2003 was acquired from the latter by the current vendor. Sincethen the PB has been raced extensively in historic events throughoutEurope and the UK at venues including Le Mans, Spa-Francorchamps,the Nürburgring, Porto, Cadwell Park, Donington Park, Silverstone, etc.Following a racing accident at Silverstone where the car was barrelrolledthree times, the body had to be scrapped. The car was thenstripped, the chassis crack-tested, the axles rebuilt and a complete newbody made, with inspiration from the Scott-Hepburn creation of 1937.Completed in January 2014, this work was carried out by the renownedFiennes Restorations at a cost of £77,671 and is to concours standard.The interior though, is still spartan and stripped for racing. A recent roadtest showed this supercharged racing PB to be unbelievably fast with anexhaust note to split one’s eardrums!Full and continuous since the car was built, the racing career of thishistorically very important MG, which includes pre-war competition atBrooklands and Crystal Palace, is documented by the contents of fourlever-arch files. The latter contain the current FIA Historic TechnicalPassport, old-style logbook, (copy) MG factory correspondence, CrystalPalace and Goodwood programmes, modern race results, sundry bills,assorted magazines, a copy of ‘An MG Experience’, V5C registrationdocument and VSCC ‘buff form’ (to be updated by the new owner). Arace-ready ticket of admission to a wide variety of the most prestigiousinternational historic events.£80,000 - 100,000€99,000 - 120,000Motor Cars | 327

3821989 AC Cobra MkIV RoadsterRegistration no. 4948 ACChassis no. SADAK3021JA017272Engine no. 1272Rightly regarded as one of the all-time great classic sports cars, themuscular, fire-breathing Cobra succeeded in capturing the hearts ofenthusiasts like few of its contemporaries. Only 1,000-or-so Cobrasof all types were built between 1962 and 1967, but such was themodel’s enduring popularity that production was resumed in 1982under the auspices of Brooklands-based Autokraft.Convinced that a market existed for an inexpensive sports carcombining European chassis engineering and American V8 power,Le Mans-winning Texan racing driver Carroll Shelby concocted anunlikely alliance between AC Cars and the Ford Motor Company.The former’s Ace provided the simple twin-tube chassis frame- strengthened and supplied with four-wheel disc brakes for theCobra - into which was persuaded one of Ford’s lightweight, smallblockV8s.328 | Goodwood festival of speed

The 260ci (4.2-litre) prototype first ran in January 1962, withproduction commencing later that year. Exclusively for the USAinitially, Cobras - minus engines - were sent from England to befinished off by Shelby in California, and it was not until late in 1963that AC Cars in Thames Ditton got around to building the first fullyfinished European-specification cars.After 75 Cobras had been built with the 260ci engine, the morepowerful 289ci (4.7-litre) unit was standardised in 1963. Rackand-pinionsteering was the major MkII up-date; then in 1965 anew, stronger, coil-suspended MkIII chassis was introduced toaccommodate Ford’s 427ci (7.0-litre) V8 engine. Wider bodywork,extended wheelarch flares and a bigger radiator intake combinedto create the definitive - and much copied - Cobra MkIII look. Only1,000-or-so Cobras of all types were built between 1962 and 1967but such was the model’s enduring popularity that production wasresumed in 1982 under the auspices of Brooklands-based Autokraft.But for Brian Angliss, the Cobra story would have ended in 1967.The Autokraft boss had built up a business restoring Cobras andsupplying parts, and in the early 1980s acquired the rights to the ACname plus a quantity of jigs and tooling from the old Thames Dittonfactory. Keeping the overall style of the MkIII, Autokraft produced theMkIV, which was appropriately updated to meet current legislationand powered by a ‘Federalised’ Ford 5.0-litre V8 engine. Around480 were built before Autokraft folded in 1996, largely due to costsincurred developing its new Ace model.Previous owner Jonathan Stevens purchased this MkIV Cobra fromhistoric sports car specialists Rod Leach’s Nostalgia in March 2004.It was described at that time as a ‘superlative example with a factoryhand-built, 345bhp, Stage 3, SVO 5 litre Holley carburettor engine’.Performance figures of 0-100mph in 10.1 seconds and a top speedof 160mph have been mentioned...Mr Stevens made a number of modifications to the Cobra duringhis ownership. Emulating the original Cobra, alterations were madeto the steering column controls and the dashboard instrumentsand switches. The fuel tank and bodywork were modified toaccept a 3½” diameter locking fuel filler and the car re-sprayed inpearlescent red, the interior being re-trimmed in dark red leather atthe same time and a new tonneau cover made. In addition, a newtinted windscreen was installed and the steering and suspensionupgraded. The substantial history file contains bills for theaforementioned works totalling some £24,000.Since acquisition by the current vendor, ‘4948 AC’ had been resprayedagain and fitted with a rollover bar and bonnet scoop (seebill for £9,538 dated May 2014 on file). Described as in generallyexcellent condition, this potent MkIV Cobra comes with full weatherequipment and is offered with owner’s handbook, a quantity ofexpired MoT certificates, V5C registration document and MoT toNovember 2014.£65,000 - 75,000€80,000 - 93,000Motor Cars | 329

38333,500 miles from new1966 Aston Martin DB6 Sports SaloonRegistration no. YTP 1Chassis no. DB6/2471Engine no. 400/2429‘Stage by stage, as the DB has become dominant in the AstonMartin strain, the successive cars have changed their image. Todaythe aim is to offer the maximum of luxury and refinement as well asthe ultimate in road performance. The minor barbarities of so manygreat sports cars of the past are no longer acceptable – at least inthe hand built models now leaving Newport Pagnell. Obviously sucha car as the DB6 is expensive and exclusive but the value matchesthe price.’ – Autocar, 1966.The culmination of Aston-Martin’s long-running six-cylinder ‘DB’line, the DB6 debuted at the Paris and London Motor Shows in1965 and was recognisably related to the Touring-styled DB4 of1958. The wheelbase was now 4” longer than before, resulting in anextensive restyle with more-raked windscreen, raised roofline andreshaped rear quarter windows. Although apparently a bigger carthan its predecessors, the weight of the new model was in fact onlyfractionally increased.330 | Goodwood festival of speed

Opening front quarter lights made a reappearance but the majorchange was at the rear where a Kamm-style tail with spoiler marginallyreduced aerodynamic drag and increased high-speed stability. TheTadek Marek-designed double-overhead-camshaft six-cylinder enginehad been enlarged to 3,995cc for the preceding DB5 and remainedunchanged. Power output on triple SU carburettors was 282bhp,rising to 325bhp in Vantage specification. Borg-Warner automatictransmission was offered alongside the standard ZF five-speedgearbox and for the first time power-assisted steering was available.An automatic transmission model, chassis number ‘2471’ wassupplied to Bradburys on 26th January1966 and sold to the firstowner, Roy William Hamilton, on 1st February that year. The DB6was finished in Caribbean Pearl with red Connolly hide interior trim,and was fitted from new with a Webasto sunroof at Roy Hamilton’srequest. The original registration was ‘EON 666D’.Roy Hamilton covered 28,493 miles in the DB6 before passingaway in 1982, whereupon it was inherited by his son, Charles JohnHamilton. Charles Hamilton only drove the Aston to and from annualservicing until it was sold on 25th May 2001 to Richard CourtenayCripwell, who covered 3,000 happy miles in the car before selling itto the current vendor on 21st February 2012.The DB6 has been dry stored since purchase and only driven to andfrom servicing as well as on weekly Sunday runs in order to keep it inperfect running order. ‘2471’ has been driven only 33,276 miles in 48years (a few more will be added driving to the sale) the bulk of whichwas covered by two of the four owners.The DB6 was originally serviced by A J Beal Limited, Exeter (AstonMartin distributors and service agents). Thereafter it was maintained byChapman Spooner, Walsall and then, during the ownership of RichardCripwell, by Goldsmith & Young and Wren Classics in Wiltshire.This car is an exceptionally low mileage example in remarkablyoriginal condition. It has been garaged at all times from new andmeticulously cherished for 48 years by fastidious owners. Thevaluable registration number ‘YTP 1’ has been with this Aston forsome 13 years and as a gesture of goodwill the owner has decidedto allow it to remain with the car. As a further gesture of goodwill,the original registration number, ‘EON 666D’, which is held on aretention certificate, is included in the sale also. Possibly the finestun-restored DB6 still existing, ‘2471’ is offered with MoT/tax to 2015,V5 registration document, a copy of the original factory specificationsheet, the original DB6 instruction book and a comprehensive servicehistory portfolio.£150,000 - 200,000€180,000 - 250,000Motor Cars | 331

3841993 Lamborghini Diablo VT CoupéRegistration no. K950 EMOChassis no. ZAQDE07A0PLA12890332 | Goodwood festival of speed

After 17 years in production, the legendary Countach was replacedby the Diablo, which on its arrival was the fastest, most advancedand most expensive Lamborghini ever built. First exhibited publiclyat Monaco in January 1990, the Diablo improved on its illustriouspredecessor in every way, setting a new benchmark in supercardesign. Nobody can have been surprised to learn that it had beenstyled by Marcello Gandini, the man responsible for the LamborghiniMiura and Countach, for the family resemblance was obvious.Beneath the skin there was a steel spaceframe chassis, developedfrom the Countach’s, but constructed of square-section rather thanround tubing and incorporating ‘crumple zones’ at front and rear.The use of carbon-fibre composite panels, first seen in the CountachEvoluzione model, was extended in the Diablo, which also featuredrevised suspension capable of accommodating the envisaged futuredevelopments of four-wheel drive and active suspension. Stretchedto 5.7 litres for the Diablo, Lamborghini’s 48-valve V12 engine gainedfuel injection for the first time, producing its maximum of 492bhpat 7,000rpm. Of equal, if not greater significance, maximum torquewent up to 428lb/ft, an improvement of 55% over the Countach.Catalytic converters were standard, enabling the reworked V12 tomeet emissions requirements worldwide.With more power and a lower drag coefficient than the Countach, theDiablo easily eclipsed its forebear, exceeding 200mph (322km/h) ontest. More importantly, its acceleration and top speed figures weremarginally better than those of the Ferrari F40.Although one of the world’s most expensive cars, the Diablo wasnot a limited edition model like the latter but a series productioncar with a luxuriously appointed interior reflecting its designers’intention to produce a civilised Gran Turismo as suited to city streetsand motorways as the racetrack. Four-wheel drive Diablo VT andTarga-style open roadster versions soon followed and then came theDiablo SE (Special Edition) only 150 examples of which were built tocelebrate Lamborghini’s 30 years as a car manufacturer.This left-hand drive Diablo VT coupé was first registered in the UKon 17th March 2009 to Gulf Resources Corporation of Hambrook,Chichester, the current registered keeper. Its original UK registrationwas ‘F1 FHS’. Invoices on file totalling over £36,000, issued by Italiansports car specialists Joe Macari Motors of London SW18 and datingback to May 2009, indicate a no-expense-spared approach to itsupkeep over the last five years, which has included a full interiorre-trim. Finished in Grigio Titanium with black leather interior, theDiablo is described as in generally excellent condition and ready tobe enjoyed, currently displaying a total of little over 12,500 miles onthe odometer. A pre-sale check and MoT test will have been carriedout by Emblem Sports Cars prior to sale. Accompanying historyconsists of the aforementioned invoices, V5C registration documentand expired/current MoT certificates.£70,000 - 80,000€86,000 - 98,000Motor Cars | 333

3851956 Aston Martin DB2/4 MkII 3.7-Litre CoupéCoachwork by TickfordRegistration no. OVS 519Chassis no. AM300/1185Engine no. 370/PP300/1185334 | Goodwood festival of speed

‘David Brown had a good eye for styling; he even made his tractorslook good. He was also one of the few people who could change theshape of the DB2 without detracting from its appearance.’ – ChrisHarvey, ‘Aston Martin and Lagonda’.David Brown’s acquisition of Tickford Ltd in 1953 led to bodyworkfor the revised DB2/4 MkII being manufactured by the NewportPagnell coachbuilder. With the launch of the ‘2+2’ DB2/4 in October1953, Aston Martin had extended the DB2’s appeal to the hithertountapped yet increasingly important market comprised of ‘sports carenthusiasts with a family’. Modifications to the rear of the chassisplus a reduction in fuel tank capacity from 19 to 17 gallons liberatedsufficient space within the existing design for two child-sizedoccasional rear seats.Mechanically the same as the ‘MkI’, the MkII was identifiable by itssubtly altered lines, the most significant change being a ¾” increasein roof height that afforded greater headroom. In MkII form theDB2/4 continued to be available as a close-coupled sports saloonor drophead coupé, while for the first time an alternative fixed-headcoupé was made available, of which 34 were made.Standard specification included the 2.6-litre ‘VB6E’ engine in 125bhpVantage tune, but from early in 1954 the 3-litre 140bhp ‘VB6J’engine was installed, providing 118mph top speed and 60mph inaround 11 seconds. This was one of the fastest cars then built inGreat Britain - with l00mph achievable in third gear and around120mph maximum - possessing impeccable handling plus a level ofcomfort rare in any high-performance car.The accompanying copy guarantee form shows that left-hand drivechassis number ‘1185’ was sold new via Majestic Automobilesin France to its first owner: Raymond Gallizia of Montbeliard. Thecolour scheme is recorded as Sea Green (top) with Deep CarriageGreen (lower) and red Connolly hide interior, while the only nonstandarditem listed is Alfin brakes. Additional owners recordedare C Carnaghan of Ashtead, Surrey (1984) and Mr Eckard Sacuss(2003). The Aston Martin Register notes that this car had a 3.7-litreDB4 engine fitted at the Works after two engine failures, but thereis corroborating evidence establishing the date. Neither is thereformal evidence that it was retained by the Works for experimentalpurposes. Sold strictly as viewed, the car is offered with current MoTand V5 registration document.£140,000 - 170,000€170,000 - 210,000Motor Cars | 335

386One of only 479 examples1955 Jaguar XK140 Drophead CoupéRegistration no. TPO 601Chassis no. 807210Engine no. G4297-8336 | Goodwood festival of speed

One of only 479 right-hand drive XK140 drophead coupés made, thisexample was manufactured in June 1955 and delivered via HenlysLtd, London finished in Battleship Grey with Gunmetal hood and redinterior trim. The car was retailed by W Jones & Sons and first ownedby one Harold Sinclair of Arundel Sussex. Its accompanying JDHTcertificate confirms that the XK140 retains matching chassis, body,engine and gearbox numbers.The current vendor purchased ‘TPO 601’ from the Twyford Moorsdealership around 12 years ago and immediately commissionedmarque specialists Leaping Cats to undertake a bodywork restoration,having stripped the XK down to a bare bodyshell and chassis. ‘TPO’was collected some weeks later as a completely restored and leadloadedbodyshell, ready for repainting. On return to the vendor’s ownprofessional motor body repair workshop, the chassis was sandblasted and painted black. The bodyshell and all other panels werethen repainted in ICI Jaguar Indigo Blue, and the bodyshell and allchassis box sections treated with cavity wax protection.The engine, gearbox and rear axle had been sent to Mike Ball ofBeacon Garage at Gringley-on-the-Hill for overhaul, and on theirreturn were reinstalled in the rolling chassis. All suspension partshad been cleaned and repainted in black. The newly painted shellwas then lifted back onto the rolling chassis. All the instruments andwoodwork had been sent to Mike Tilman at Jagbits for overhaul andre-veneering, and were then refitted together with an all new wiringloom, etc. At the same time a Becker Mexico audio system, Cliffordalarm system and Track Star tracking system were fitted.During the rebuild at the vendor’s body shop, all exterior trim wasstripped and repainted or re-chromed prior to being refitted to thecar. With completion approaching, ‘TPO’ was transported to MickTurley at MCT in Nuneaton for them to re-trim the car in Saville Greyleather together with blue piping, grey carpets and a dark blue hood.As a specialist body shop, the vendor’s company had a full 4-wheelsteering geometry system, so all the XK’s steering angles werechecked and adjusted by shims as required, resulting in a car thatthis is extremely precise to drive.Since the rebuild’s completion in 2007, the vendors have thoroughlyenjoyed various touring holidays with their XK140; none more sothan the Jaguar Enthusiast Club’s North American tour taking inRoute 66, on which the car clocked up little under 3,000 mileswithout incident. In May 2013 ‘TPO’ was used in the making ofSaville Row tailors Gieves & Hawkes’ film promoting their Autumn/Winter 2013 collection, which involved filming on location inYorkshire. The vendors received a cheque from Gieves & Hawkesfor £500, which was made out to the Cystic Fibrosis Trust, a charitythat they, and ‘TPO’, have supported on various occasions to raisefunds and awareness.Described as in generally excellent condition, this well restoredXK140 is offered with its original logbook, sundry restorationinvoices, current MoT/tax and V5 registration document. Apart fromthose mentioned above, the only notified deviations from factoryspecification are front disc brakes and alternator electrics.£100,000 - 150,000€120,000 - 190,000Motor Cars | 337

3871964 Alfa Romeo Giulia 1600 SpiderCoachwork by PininfarinaRegistration no. PRX 840BChassis no. AR 379416Engine no. AR00526 00524Sporting elegant coachwork designed and built by Pininfarina, theAlfa Romeo Giulietta Spider was a huge success and continuedvirtually unchanged in 1.6-litre Giulia guise when the latter joined theline-up in 1962. Launched at the Monza Autodrome on 27th Junethat year, the Giulia range was the work of a design team headed byone of the greatest of Italian automobile engineers, Dr Orazio SattaPuliga, who had been responsible for all the post-war Alfa Romeos.The capacity increase from 1,300 to 1,600cc boosted maximumpower of Alfa’s classic twin-cam four from 80 to 92bhp and the car’stop speed to 109mph.Reliability was likewise enhanced and the larger engine wasnoticeably smoother and less fussy. A five-speed gearbox wasstandard on the Giulia 1600 Spider, which remained in productionuntil 1966. Described by Cars Illustrated as ‘probably one of themost delightful small sports cars which will ever be produced,’ theGiulia Spider is certainly one of the most attractive Alfa Romeos of itsday and remains highly regarded now.According to the Alfa Romeo Museum archives, this left-hand driveGiulia Spider was manufactured on 1st April 1964 and invoicedby the factory to Alfa Romeo Frankfurt on 22nd May 1965. Itwas originally finished in red. In the summer of 2007 the Alfa waspurchased in Oklahoma, USA and imported into the UK.The purchaser was informed at the time that the car had recentlybeen restored and the engine and gearbox rebuilt (in the USA).Although there was no documentation to substantiate the vendor’sclaim, the car’s superb condition indicated that it was true. Thebody-coloured underside showed virtually no use and is still inbeautiful condition.The Giulia was prepared for UK road use and MoT’d and registeredin December 2007. It has been driven on only a handful of occasionsby the owner and his car-enthusiast daughter, and it is this lackof use that prompted its sale. Recent works by marque specialistChris Robinson of RM Restoration include replacing the originalsingle Solex carburettor with twin Webers, thereby greatly improvingthe performance. Accompanying paperwork consists of a V5Cregistration document and fresh MoT.As this Spider has experienced minimal use since it was restored,it is still in superb condition and with its Zagato-style hardtop andenhanced performance is both practical and exciting.£38,000 - 44,000€47,000 - 54,000338 | Goodwood festival of speed

388By order of the executors of the late John Coombsc.1962 Jaguar E-Type 3.8-Litre ‘Evolution’ RoadsterRegistration no. YYJ 242Chassis no. 878663Racing driver John Coombs had enjoyed considerable success inhis chosen career, including a win in a minor Formula 1 race, beforegiving up competitive driving to concentrate on running his GuildfordbasedJaguar dealership. He continued to prepare and enter carsunder his own name for other drivers, including stars of the day suchas Ron Flockhart, Roy Salvadori, Jack Brabham and Bruce McLaren.Coombs’ name will be forever be linked with that of Jaguar, hisMark 1 and Mark 2 saloons being at the forefront of British salooncar racing throughout the late 1950s/early 1960s. When the E-Typesports car came along he raced that too with considerable success.More recently his company has built several up-graded Jaguar Mark 2‘Evolution’ saloons and E-Types using the best of modern technology.John Coombs died at his home in Monaco in August 2013, aged 91.John Coombs bought the E-Type offered here in 2007, at which timeit was in right-hand drive configuration. Research revealed that theroadster had been manufactured with left-hand drive so, as Johnintended to drive it in Monaco, the decision was taken to return itto original specification. The bodyshell was shipped to CoventryPrototype Panels where most of its restoration took place; a gentleflare to the rear wheelarches, new aluminium bonnet (without thebulge) and a restyled tail with integral bumpers being incorporated inthe process.The engine has been built to ‘fast road’ specification with 10:1compression flat-top pistons; high-lift D-Type profile camshafts;gas-flowed cylinder head with 1⅞” diameter inlet valves; six-branchexhaust manifold; and a lightened and balanced flywheel. Thegearbox is a five-speed unit with alloy casing, supplied by Guy Broad.The suspension has been lowered by 1” and gas shock absorbersfitted all round, while the brakes have been up-rated at the front with4-pot callipers and vented discs. Other noteworthy features include7”-wide Turrino wire wheels with alloy rims; stainless steel exhaustsystem; modern electric power assisted steering; and a leatherinterior by Moto Trim.John Coombs thought this much-improved E-Type would be hisideal car but sadly he never got to drive it – and it would proveto be his last ‘Coombs Jaguar’ Only some 200 miles have beencovered since the rebuild’s completion and ‘YYJ 242’ is presented incommensurately good condition. The car is offered with two expiredMoTs, current road fund licence and V5C registration document.£50,000 - 70,000€62,000 - 86,000Motor Cars | 339

3891,156 miles from new1989 Porsche 911 ‘Wide Body’ SpeedsterRegistration no. G931 BPCChassis no. WPOZZZ91ZKS152028340 | Goodwood festival of speed

Porsche’s first take on a convertible 911 had been the Targa modelof 1965, a ‘halfway house’ design chosen because of fears that agenuine soft-top would not meet US Federal safety regulations, butby 1981 the company felt able to proceed with the genuine article.Introduced in normally aspirated 3.0-litre form in 1982, the 911Cabriolet lost little, if any, rigidity with the deletion of the Targa rolloverbar, while its speedily raised/lowered top featured a detachable,zip-fastened rear window. The 911 Cabriolet proved a hit from themoment of its debut at the Geneva Salon in March 1982 and by theend of the 1983 model year had sold over 4,000 units, a total some50% higher than that achieved by the cheaper Targa version.Completing the soft-top 911 line-up was the Speedster, whichrevived a charismatic model from Porsche’s past when it arrived in1989, the name previously having been applied to that most stylishof the many Type 356 variants. Based on the 911 Turbo Cabriolet,though normally aspirated, the 3.2-litre Speedster was launchedimmediately prior to the introduction of the new Type 964 bodyshell,and thus was the last 911 model to feature the old style body basedon the original design of 1963.The latter was reworked by chief stylist Tony Lapine, incorporatingnumerous references to the original 356 Speedster as well asa pair of controversial ‘camel hump’ cowlings behind the seatsthat concealed the stowed-away manual hood, a simplified affairdescribed by the factory as for ‘temporary’ use.From 1984 Porsche offered the ‘Turbo Look’ body style - flaredwheelarches, large rear wing and deeper front spoiler - on itsnormally aspirated models including the Speedster, the vast majorityof which were ordered with this option. One of the rarest of the 911family, the Speedster was built during 1989 only, a mere 2,065 carsbeing completed of which only 65 were imported into the UK in righthanddrive configuration.This rare, right-hand drive 911 Speedster was purchased as aone-owner car at Brooks’ auction at the National Motor Museum,Beaulieu in July 1999 (Lot 422). ‘G931 BPC’ had covered only1,081 miles from new at time of purchase. Since acquisition thevehicle has been kept in heated and dehumidified storage, with just75 dry miles having been added whilst maintaining the vehicle inshowroom condition. The present total mileage from new now reads1,156 miles. Meticulously maintained by the vendor’s own in-housemechanical engineers, the vehicle presents ‘as new’, with no knownfaults or issues.Finished in Guards Red with Linen leather interior and black hood,this rare and highly collectible modern Porsche is offered completewith all handbooks, tools, spare keys, service and maintenancerecords, previous and present MoT (expiry June 2015) and V5Cregistration document.£100,000 - 130,000€120,000 - 160,000Motor Cars | 341

3901962 Messerschmit KR200Registration no. 376 MJOChassis no. 78174Engine no. 3383434Introduced in 1953 as the ‘Fend’, after its co-designer Fritz Fend,the Messerschmitt Kabinenroller microcar was soon being marketedunder its manufacturer’s name, the change coinciding with aswitch from the original’s 148cc Fichtel & Sachs engine to a 174ccunit. Sited at the rear, the single-cylinder two-stroke produced amodest 9bhp, enough nevertheless to propel the lightweight andaerodynamic KR175 to around 55mph. The Plexiglas canopy, soreminiscent of those of Messerschmitt’s wartime aircraft, hingedsideways to enable access for the two occupants who sat onebehind the other, tandem style.Tandem seating and handlebar controls were retained for the 191ccKR200 of 1955, which featured revised bodywork, an improvedturning circle and a floor-mounted accelerator and clutch. Byreversing the electric starter the KR200’s engine could be made torun backwards, thus providing four reverse gears and the hairraisingpossibility of 60mph going backwards! Later models carriedthe diamond-shaped FMR badge, standing for Fahrzeug undMaschienenbau GmbH Regensburg. Production ceased in 1964after some 30,000 KR200s had been made.The outstanding Messerschmitt KR200 offered here was suppliednew in 1962 by John Avery & Son of Oxford. Kept on the roadby the first owner until 1974, by which time it had covered only8,000 miles, the Messerschmitt was then sold to the Sharp FamilyCollection Museum where it was kept until 2005 when the collectionwas sold. Since then it has been sympathetically re-commissionedand professionally re-sprayed to return it to pre-museum, scratchfreecondition. In 2011, ‘376 MJO’ completed a run to Remagen inGermany together with nine other Messerschmitts without missing abeat. The current odometer reading is 10,200.We are advised that the car is totally rust free and still retains itoriginal interior, dome, dealer’s label, tax disc holder and key fob.Probably one of the best and most original of its kind in existence,this beautiful KR200 is offered with old-style logbook, current roadfund licence, V5 registration document and fresh MoT.£20,000 - 30,000€25,000 - 37,000342 | Goodwood festival of speed

MotoringSales Diary 201412 July14 & 15 August6 September13 September10 October19 October31 October12 November30 November6 DecemberThe Mercedes-Benz AuctionMercedes-Benz MuseumStuttgart, GermanyQuail Lodge AuctionCollectors’ Motor Cars, Motorcycles and AutomobiliaCarmel, California, USAThe Beaulieu SaleCollectors’ Motor Cars, Motorcycles and AutomobiliaThe National Motor Museum, Hampshire, UKThe Goodwood Revival SaleCollectors’ Motor Cars and AutomobiliaGoodwood Motor Circuit, Chichester, UKThe Zoute Grand Prix SaleCollectors’ Motor Cars and AutomobiliaZoute, BelgiumThe Autumn Stafford SaleCollectors’ Motorcycles and Related MemorabiliaStafford, UKThe Veteran SaleVeteran Motor Cars and Related AutomobiliaNew Bond Street, London, UKThe Harrogate SaleCollectors’ Motor Cars, Motorcycles and AutomobiliaHarrogate, UKThe New Bond Street SaleImportant Collectors’ Motor Cars and AutomobiliaLondon, UKDecember Oxford SaleCollectors’ Motor Cars and AutomobiliaBonhams Oxford

30,000kms from new1958 Mercedes-Benz 300SL Roadster€850,000 - 1,000,000Comprehensively restored1929 Mercedes-Benz 460 Nürburg CabrioletCoachwork by Alexis Kellner€350,000 - 450,0001936 Mercedes-Benz 540K Cabriolet A€1,800,000 - 2,400,000Offered direct from the Mercedes-BenzMotorsports DepartmentMika Häkkinen’s 2005 DTM Race Car2005 AMG-Mercedes 4-Litre V8 C-Class€400,000 - 600,000A remarkably original example, three owners from new1955 Mercedes-Benz 300SL ‘Gullwing’ Coupé€1,200,000 - 1,500,000The 1954 Paris Salon de l’Automobileand 1955 London Motor Show1954 Mercedes-Benz 300 SL ‘Gullwing’ CoupéRefer DepartmentThe ex-Rolf Meyer1935 Mercedes-Benz 500K CabrioletCoachwork by H. J. Mulliner€600,000 - 800,0001909 Mercedes 35hp open tourer€480,000 - 680,000International Auctioneers and Valuers – bonhams.com/cars

Saturday 12 July 2014Mercedes-Benz MuseumStuttgart, GermanyBonhams is delighted to announce this new andexclusive auction in association with Mercedes-BenzClassic. The auction will be held within the stunningsurroundings of the award-winning museum.Further entries invitedOffered for sale by and benefitting the Cancer Fund and Alzheimer Fund of SwedenOne-off coachwork, former ownership for 40 years, matching numbers1934 Mercedes-Benz 500/540K Spezial RoadsterChassis No. 105136For further enquiriesplease contact:UK+44 (0) 20 7468 5801ukcars@bonhams.comEurope+32 (0) 476 879 471eurocars@bonhams.comUSA+1 415 391 4000usacars@bonhams.com

The ex-Maharaja Nawab Sir Muhammad Hamidullah KhanPebble Beach Concours d’Elegance award winning1936 ROLLS-ROYCE PHANTOM III SPORTS FOUR SEATERCoachwork by Thrupp & MaberlyCONSIGNMENTS NOW INVITEDFriday August 15Carmel, CAINQUIRIES+1 (415) 391 4000+1 (212) 461 6514motors.us@bonhams.combonhams.com/quail

Important Collectors’Motor Cars and AutomobiliaSaturday 13 September 2014Goodwood RevivalChichester, SussexThe Bonhams Goodwood Revival auction offersan unbeatable platform to sell your motor car.The results speak for themselves. Auction spacesare limited, to reserve your entry alongside theex-Works/Mille Miglia OM 665SS and ‘EPE 97’,the Fox & Nicholl Team Lagonda LG45R, pleasecontact the department.The ex-Hon. Brian Lewis/John Hindmarsh/Charles Brackenbury/C.E.C.Martin/Marcel Lehoux -1936 Grand Prix de L’ACF, 1936 and 1937 RAC Tourist Trophy, 1936 BRDC Brooklands 500-Mile Race,1937 Le Mans, 1952 Goodwood Nine Hours entry and Alan Hess Sports Car record breaking,Fox & Nicholl Team Car - ‘EPE 97’1936 Lagonda LG45R Rapide Sports-Racing Two-SeaterCoachwork by Fox & Nicholl£1,400,000 - 1,800,000348 | The ASTON MARTIN sale

enquiriesUK+44 (0) 20 7468 5801ukcars@bonhams.comEurope+32 (0) 476 879 471eurocars@bonhams.comentries now invitedBelowThe ex-1930 Mille Miglia Class winner and 5th Overall(Bassi/Gazzabini), 1930 Targa Florio (Cau.Minoia), Irish GrandPrix (G. Ramponi) and Tourist Trophy, ex-Heiko Seekamp1930 OM 665 SS MM Superba 2.3 Litre SuperchargedRefer DepartmentUSA+1 415 391 4000usacars@bonhams.combonhams.com/carsMotor Cars | 349

KnoKKE lE ZoutE,a luxurious holiday rEsort whiCh isthE EpiCEntrE of lifEstylE and arton thE bElgian sEasidE.Benefitting from the support of the town of Knokke leZoute and the dedicated sponsors that supported thefirst edition in 2011, the Zoute Concours d’Eleganceprepares for its third edition and intends to build up increasedinternational recognition in 2014.For the next edition, we return to the fairway of theprestigious Royal Zoute Golf Club where a limitednumber of quality entries in pre and post war classeswill be selected by the organising committee.October 12th, 2014, is the date to save for the thirdannual Zoute Concours d’Elegance. Preceded by thestart of the Zoute Rally,Bonhams will be holding their second sale of collectorsmotor cars on Friday October 10th. We look forward towelcoming you to a weekend of motoring by the beachand the 2014 edition of this event in Belgium’s mostexclusive seaside resort.www.zoutegrandprix.beConCours d’ElEganCEjudgEd by an intErnational juryWEEKEND ZOUTE GRAND PRIX ® 20149-12 October 2014Gala weekend for the most prestigious car brandsZOUTE RALLY ® – 9-11 October 2014A regularity rally and ‘ballade’ limited to 150 classic cars manufacturedbetween 1920 and 1965, with start and finish in Knokke – Le Zoute.ZOUTE TOP MARQUES ® – 9-12 October 2014Podiums with the latest and most exclusive modern cars, which will be displayedalong the Kustlaan and Albertplein in Le Zoute.ZOUTE SALE ® - by Bonhams – 10 October 2014A prestigious international auction of fine and rare collectors motor cars to be held onthe central Albertplein in Le Zoute.ZOUTE CONCOURS D’ELEGANCE ® – 12 October 2014The fourth edition of the Concours d’Elegance will take place at the fairway of the prestigiousRoyal Zoute Golf Club where a limited number of quality entries in pre and post warclasses will be selected by the organising committee and judged by an international jury.ZOUTE GT TOUR ® – 12 October 2014A tour for 150 of the most exclusive modern GT’s younger than 10 years,starting from Brussels, Antwerp or Gent area to Knokke – Le Zoute.

The Beaulieu SaleCollectors Motorcycles,Motor Cars and AutomobiliaThe National Motor MuseumBeaulieu, HampshireSaturday 6 September 2014Entries now invitedWe are now consigning entriesfor our forthcoming Beaulieu sale.For details of how to take partplease contact the department.enquiriesMotor Cars (London)+44 (0) 20 7468 5801ukcars@bonhams.comCatalogue+44 (0) 1666 502 200subscriptions@bonhams.com1934 SS1 Saloon£45,000 - 65,000bonhams.com/cars

EntErtainmEnt mEmorabiliaWednesday 25 June 2014 at 12pmKnightsbridge, LondonPEtE townShEnd / thE whoA cherry red Gibson SG Special guitarserial number 884484 stamped 2circa late 1967owned and played by Pete Townshend£30,000 - 40,000EnQUiriESkatherine.schofield@bonhams.com+44 (0) 20 7393 3871viEwingSSunday 22 June 11am to 3pmMonday 23 June 9am to 4.30pmTuesday 24 June 9am to 4.30pmWednesday 25 June 9am to10ambonhams.com/memorabilia

POST-WAR &CONTEMPORARY ARTWednesday 2 July 2014New Bond Street, LondonFRANk AUERbACh (b. 1931)Head of J.Y.M.1992oil on board60 by 50.8 cm. (23 5/8 by 20 in.)£300,000 - 500,000US$500,000 - 840,000ENQUIRIES+44 (0) 20 7468 5837giacomo.balsamo@bonhams.combonhams.com/contemporary

Polygon Transport wasfounded in 1984 and is oneof the longest establishedCollectors’ Motor Car andMotorcycle carriers in the UK> Polygon is the carrier of choice for The National Motor Museum,Beaulieu, The Louwman Museum in The Netherlands, Goodwoodand Bonhams Auctioneers, where they are in attendance at eachauction to provide assistance.>Polygon has a fl eet of vehicles to handle a single motorcycle or car,to an entire collection, including spares and memorabilia. Polygoncan also arrange national or international transport and shipping,including export paperwork and licences.Polygon TransportUnit 2H, Marchwood Industrial ParkNormandy WayMarchwoodSouthamptonSO40 4BLTel +44 (0)2380 871555Fax +44 (0)2380 862111Email polygon@polygon-transport.comWeb www.polygon-transport.comValued Polygon clientsMotor Cars | 355

The private bank for historicmotor racingProud sponsors of: Le Mans Classic; Classic Endurance Racing; Spa Classic;Dix Mille Tours; Grand Prix de l’Age d’Or; Donington Historic Festival;RAC Woodcote Trophy; Salon Privé; The HERO Cup; Tour Britannia; WiltonClassic and Supercar; The Grand Tour; Kop Hill Climb; Warren Classic & Concours;London to Brighton Run; Gstaad Classic; EFG DolderClassics; Zurich ClassicCar Award.www.efgmotorracing.comfacebook.com/EFGInternationalPhoto: John RetterPractitioners of the craft of private bankingEFG is the marketing name for EFG International and its subsidiaries. EFG International’s global private banking network includes offices in Zurich, Geneva, London,Channel 356 | Islands, The ASTON Luxembourg, MARTIN sale Monaco, Madrid, Hong Kong, Singapore, Shanghai, Taipei, Miami, Nassau, Bogotá and Montevideo. www.efginternational.com

A Great British Vintage RallyFrom the organisers of over65 international rallies andhome of the Peking to Paris,the 6th Classic Safari, and nextyear’s 2nd Trans-America.Supported by:Set for April 2015, an all-new route carves its way northwards to fi nish atGleneagles, having taken in the Yorkshire Moors; Oliver’s Mount hillclimb,Scarborough; Whitby; a splash to the Holy Island of Lindisfarne, tidepermitting; Gosforth Park and the Scottish Borders.Four nights hotels for a crew of two is included, plus, new this year, a practice Regularity time-trialfor newcomers at an old manor house between Leeds and Harrogate prior to the Start of anothergreat competitive adventure.The premier rally for pre-war Vintageants, now in its seventh edition, is open to entries. Recentlyit’s been heavily over-subscribed, so don’t delay contacting the Endurance Rally Association for afree information pack.Contact Philip Young, Jane, Georgina and Annette or check out the history ofthis fabulous event on our website T: 01235 831221 E: admin@endurorally.comwww.endurorally.com

EVERY RESTORATIONIS A REUNIONAt Aston Martin Works we greet every car that returns to us with an equalsense of pride and enthusiasm. These sports cars make up our automotive family,and when they come back to us it feels like they are coming home. An authenticAston Martin Works restoration uses the same artisan skills, tools and materials,delivered with the same attention to detail and passion as the day the carwas built; all provided at a fixed price.Exactly what you would expect from the historic home of Aston Martin.ASTON MARTIN WORKSTickford Street, Newport PagnellBuckinghamshire, MK16 9ANTel: Heritage: +44 (0) 1908 619619Tel: Sales: +44 (0) 1908 610620Tel: Service: +44 (0) 1908 619264Email: enquiry@astonmartin.comwww.astonmartinworks.comEXPERIENCE MATTERS

The Aston MartinHeritage TrustThe Aston Martin Heritage Trust, a registeredcharity, is the official archive of Aston Martin and aims topreserve and promote all things related to the marque.Its unique and ever-growing collection is available forresearch and educational purposes. The Museum &Archive comprises rare examples of Aston Martins,original Works drawings, photographs, engineeringdisplays, racing trophies, a notable collection of scalemodels and other related memorabilia, all housed in a15th century Barn.The Trust and the Aston Martin Owners Club share thisBarn as joint headquarters.Our Museum is open to the public Monday to Friday10.00 to 16.30 and the Archive by appointment.Admission fees will apply—Members FREEThe Aston Martin Heritage Trust, Drayton St. Leonard, Wallingford. OXON. OX10 7BG+44 (0) 1865 400414 or visit our website www.amht.org.uk

as a competitor or spectator at our race, hill climb and sprint events in your pre and post war cars12-13 apr silverstone ‘spring start’ race meeting4 may curborough speed trials11 may wiscombe park hill climb7 June cadwell park race meeting8 June harewood hill climb(VSCC Classes at BARC Hill Climb)14-15 June brooklandsdouble twelve motorsport Festivalincluding VSCC Speed Trials at Mercedes Benz World (Sat)28-29 June pembrey sprint and pre-war team race (Sat)race meeting (Sun)6 July shelsley walsh hill climb19 July donington park race meeting1-3 aug prescott speed hill climbFeaturing 80th Anniversary Hill Climb (Fri)7 aug santa pod raceway80th anniversary straight-line sprint13-14 sept loton park hill climb28 sept snetterton race meeting5 oct castle combe autumn classic(Pre-war Sports-Cars)25 oct goodwood autumn sprintTHE VINTAGESPORTS-CAR CLUBThe Old Post OfficeWest Street Chipping NortonOxfordshire OX7 5ELt +44 (0)1608 644777e info@vscc.co.ukwww.vscc.co.ukSUPPORTED BYGraphics: Silver Fox Creative

NOTICE TO BIDDERSThis notice is addressed by Bonhams to any person who maybe interested in a Lot, including Bidders and potential Bidders(including any eventual Buyer of the Lot). For ease of referencewe refer to such persons as “Bidders” or “you”. Our List ofDefinitions and Glossary is incorporated into this Notice toBidders. It is at Appendix 3 at the back of the Catalogue.Where words and phrases are used in this notice which arein the List of Definitions, they are printed in italics.IMPORTANT: Additional information applicable to the Salemay be set out in the Catalogue for the Sale, in an insert inthe Catalogue and/or in a notice displayed at the Sale venueand you should read them as well. Announcements affectingthe Sale may also be given out orally before and during theSale without prior written notice. You should be alert to thepossibility of changes and ask in advance of bidding if therehave been any.1. OUR ROLEIn its role as Auctioneer of Lots, Bonhams acts solely for andin the interests of the Seller. Bonhams’ job is to sell the Lot atthe highest price obtainable at the Sale to a Bidder. Bonhamsdoes not act for Buyers or Bidders in this role and does notgive advice to Buyers or Bidders. When it or its staff makestatements about a Lot or, if Bonhams provides a ConditionReport on a Lot it is doing that on behalf of the Seller of theLot. Bidders and Buyers who are themselves not expert inthe Lots are strongly advised to seek and obtain independentadvice on the Lots and their value before bidding for them.The Seller has authorised Bonhams to sell the Lot as its agenton its behalf and, save where we expressly make it clear tothe contrary, Bonhams acts only as agent for the Seller. Anystatement or representation we make in respect of a Lot ismade on the Seller’s behalf and, unless Bonhams sells a Lotas principal, not on our behalf and any Contract for Sale isbetween the Buyer and the Seller and not with us. If Bonhamssells a Lot as principal this will either be stated in the Catalogueor an announcement to that effect will be made by theAuctioneer, or it will be stated in a notice at the Sale or aninsert in the Catalogue.Bonhams does not owe or undertake or agree to any dutyor responsibility to you in contract or tort (whether direct,collateral, express, implied or otherwise). If you successfully bidfor a Lot and buy it, at that stage Bonhams does enter into anagreement with the Buyer. The terms of that contract are setout in our Buyer’s Agreement, which you will find at Appendix2 at the back of the Catalogue. This will govern Bonhams’relationship with the Buyer.2. LOTSSubject to the Contractual Description printed in bold lettersin the Entry about the Lot in the Catalogue (see paragraph 3below), Lots are sold to the Buyer on an “as is” basis, withall faults and imperfections. Illustrations and photographscontained in the Catalogue (other than photographs formingpart of the Contractual Description) or elsewhere of any Lotsare for identification purposes only. They may not reveal thetrue condition of the Lot. A photograph or illustration may notreflect an accurate reproduction of the colour(s) of the Lot. Lotsare available for inspection prior to the Sale and it is for you tosatisfy yourself as to each and every aspect of a Lot, includingits authorship, attribution, condition, provenance, history,background, authenticity, style, period, age, suitability, quality,roadworthiness (if relevant), origin, value and estimated sellingprice (including the Hammer Price). It is your responsibilityto examine any Lot in which you are interested. It should beremembered that the actual condition of a Lot may not be asgood as that indicated by its outward appearance. In particular,parts may have been replaced or renewed and Lots may notbe authentic or of satisfactory quality; the inside of a Lot maynot be visible and may not be original or may be damaged,as for example where it is covered by upholstery or material.Given the age of many Lots they may have been damaged and/or repaired and you should not assume that a Lot is in goodcondition. Electronic or mechanical parts may not operateor may not comply with current statutory requirements. Youshould not assume that electrical items designed to operateon mains electricity will be suitable for connection to themains electricity supply and you should obtain a report froma qualified electrician on their status before doing so. Suchitems which are unsuitable for connection are sold as items ofinterest for display purposes only. If you yourself do not haveexpertise regarding a Lot, you should consult someone whodoes to advise you. We can assist in arranging facilities for youto carry out or have carried out more detailed inspections andtests. Please ask our staff for details.Any person who damages a Lot will be held liable for theloss caused.3. DESCRIPTIONS OF LOTS AND ESTIMATESContractual Description of a LotThe Catalogue contains an Entry about each Lot. EachLot is sold by its respective Seller to the Buyer of the Lot ascorresponding only with that part of the Entry which is printedin bold letters and (except for the colour, which may beinaccurately reproduced) with any photograph of the Lot inthe Catalogue. The remainder of the Entry, which is notprinted in bold letters, represents Bonhams’ opinion (given onbehalf of the Seller) about the Lot only and is not part of theContractual Description in accordance with which the Lot issold by the Seller.EstimatesIn most cases, an Estimate is printed beside the Entry. Estimatesare only an expression of Bonhams’ opinion made on behalfof the Seller of the range where Bonhams thinks the HammerPrice for the Lot is likely to fall; it is not an Estimate of value.It does not take into account any VAT or Buyer’s Premiumpayable. Lots can in fact sell for Hammer Prices below andabove the Estimate. Any Estimate should not be relied on asan indication of the actual selling price or value of a Lot.Estimates are in the currency of the Sale.Condition ReportsIn respect of most Lots, you may ask for a Condition Report onits physical condition from Bonhams. If you do so, this will beprovided by Bonhams on behalf of the Seller free of charge.Bonhams is not entering into a contract with you in respectof the Condition Report and accordingly does not assumeresponsibility to you in respect of it. Nor does the Seller owe oragree to owe you as a Bidder any obligation or duty in respectof this free report about a Lot, which is available for your owninspection or for inspection by an expert instructed by you.However, any written Description of the physical condition ofthe Lot contained in a Condition Report will form part of theContractual Description of the Lot under which it is sold toany Buyer.The Seller’s responsibility to youThe Seller does not make or agree to make any representationof fact or contractual promise, Guarantee or warranty andundertakes no obligation or duty, whether in contract or intort (other than to the eventual Buyer as set out above), inrespect of the accuracy or completeness of any statementor representation made by him or on his behalf, which is inany way descriptive of any Lot or as to the anticipated orlikely selling price of any Lot. Other than as set out above,no statement or representation in any way descriptive of aLot or any Estimate is incorporated into any Contract for Salebetween a Seller and a Buyer.Bonhams’ responsibility to youYou have the opportunity of examining the Lot if you wantto and the Contract for Sale for a Lot is with the Seller andnot with Bonhams; Bonhams acts as the Seller’s agent only(unless Bonhams sells the Lot as principal).Bonhams undertakes no obligation to you to examine,investigate or carry out any tests, either in sufficient depth orat all, on each Lot to establish the accuracy or otherwise of anyDescriptions or opinions given by Bonhams, or by any personon Bonhams’ behalf, whether in the Catalogue or elsewhere.You should not suppose that such examinations, investigationsor tests have occurred.Bonhams does not make or agree to make any representationof fact, and undertakes no obligation or duty (whether incontract or tort) in respect of the accuracy or completenessof any statement or representation made by Bonhams or onBonhams’ behalf which is in any way descriptive of any Lotor as to the anticipated or likely selling price of any Lot. Nostatement or representation by Bonhams or on its behalf inany way descriptive of any Lot or any Estimate is incorporatedinto our Buyer’s Agreement.AlterationsDescriptions and Estimates may be amended at Bonhams’discretion from time to time by notice given orally or inwriting before or during a Sale.THE LOT IS AVAILABLE FOR INSPECTION AND YOU MUSTFORM YOUR OWN OPINION IN RELATION TO IT. YOU ARESTRONGLY ADVISED TO EXAMINE ANY LOT OR HAVE ITEXAMINED ON YOUR BEHALF BEFORE THE SALE.4. CONDUCT OF THE SALEOur Sales are public auctions which persons may attend andyou should take the opportunity to do so. We do reserve theright at our sole discretion to refuse admission to our premisesor to any Sale without stating a reason. We have completediscretion as to whether the Sale proceeds, whether any Lot isincluded in the Sale, the manner in which the Sale is conductedand we may offer Lots for Sale in any order we choosenotwithstanding the numbers given to Lots in the Catalogue.You should therefore check the date and starting time of theSale, whether there have been any withdrawals or late entries.Remember that withdrawals and late entries may affect thetime at which a Lot you are interested in is put up for Sale. Wehave complete discretion to refuse any bid, to nominate anybidding increment we consider appropriate, to divide any Lot,to combine two or more Lots, to withdraw any Lot from a Saleand, before the Sale has been closed, to put up any Lot forauction again. Auction speeds can exceed 100 Lots to the hourand bidding increments are generally about 10%. Howeverthese do vary from Sale to Sale and from Auctioneer toAuctioneer. Please check with the department organising theSale for advice on this. Where a Reserve has been applied to aLot, the Auctioneer may, in his absolute discretion, place bids(up to an amount not equalling or exceeding such Reserve) onbehalf of the Seller. We are not responsible to you in respect ofthe presence or absence of any Reserve in respect of any Lot. Ifthere is a Reserve it will normally be no higher than the lowerfigure for any Estimate in the Catalogue, assuming that thecurrency of the Reserve has not fluctuated adversely againstthe currency of the Estimate. The Buyer will be the Bidder whomakes the highest bid acceptable to the Auctioneer for any Lot(subject to any applicable Reserve) to whom the Lot is knockeddown by the Auctioneer at the fall of the Auctioneer’s hammer.Any dispute as to the highest acceptable bid will be settled bythe Auctioneer in his absolute discretion. All bids tendered willrelate to the actual Lot number announced by the Auctioneer.An electronic currency converter may be used at the Sale. Thisequipment is provided as a general guide as to the equivalentamount in certain currencies of a given bid. We do not acceptany responsibility for any errors which may occur in the use ofthe currency converter. We may use video cameras to recordthe Sale and may record telephone calls for reasons of securityand to assist in solving any disputes which may arise in relationto bids made at the Sale. At some Sales, for example, jewellerySales, we may use screens on which images of the Lots will beprojected. This service is provided to assist viewing at the Sale.The image on the screen should be treated as an indicationonly of the current Lot. It should be noted that all bidstendered will relate to the actual Lot number announced bythe Auctioneer. We do not accept any responsibility for anyerrors which may occur in the use of the screen.5. BIDDINGWe do not accept bids from any person who has notcompleted and delivered to us one of our Bidding Forms,either our Bidder Registration Form, Absentee Bidding Formor Telephone Bidding Form. You will be asked for proof ofidentity, residence and references, which, when asked for, youmust supply if your bids are to be accepted by us. Please bringyour passport, driving licence (or similar photographic proofof identity) and proof of address. We may request a depositfrom you before allowing you to bid. We may refuse entryto a Sale to any person even if that person has completed aBidding Form.NTB/MOT/03.14/V2

Bidding in personYou should come to our Bidder registration desk at the Salevenue and fill out a Bidder Registration Form on (or, if possible,before) the day of the Sale. The bidding number system issometimes referred to as “paddle bidding”. You will be issuedwith a large card (a “paddle”) with a printed number on it.This will be attributed to you for the purposes of the Sale.Should you be a successful Bidder you will need to ensure thatyour number can be clearly seen by the Auctioneer and that itis your number which is identified as the Buyer’s. You shouldnot let anyone else use your paddle as all Lots will be invoicedto the name and address given on your Bidder RegistrationForm. Once an invoice is issued it will not be changed. If thereis any doubt as to the Hammer Price of, or whether you are thesuccessful Bidder of, a particular Lot, you must draw this to theattention of the Auctioneer before the next Lot is offered forSale. At the end of the Sale, or when you have finished biddingplease return your paddle to the Bidder registration desk.Bidding by telephone (only available on lots witha low estimate greater than £400)If you wish to bid at the Sale by telephone, please complete aTelephone Bidding Form, which is available from our offices orin the Catalogue. Please then return it to the office responsiblefor the Sale at least 24 hours in advance of the Sale. It is yourresponsibility to check with our Bids Office that your bid hasbeen received. Telephone calls will be recorded. The telephonebidding facility is a discretionary service and may not beavailable in relation to all Lots. We will not be responsible forbidding on your behalf if you are unavailable at the time ofthe Sale or if the telephone connection is interrupted duringbidding. Please contact us for further details.Bidding by post or faxAbsentee Bidding Forms can be found in the back of thisCatalogue and should be completed and sent to the officeresponsible for the Sale. It is in your interests to return yourform as soon as possible, as if two or more Bidders submitidentical bids for a Lot, the first bid received takes preference.In any event, all bids should be received at least 24 hoursbefore the start of the Sale. Please check your AbsenteeBidding Form carefully before returning it to us, fully completedand signed by you. It is your responsibility to check with ourBids Office that your bid has been received. This additionalservice is complimentary and is confidential. Such bids aremade at your own risk and we cannot accept liability for ourfailure to receive and/or place any such bids. All bids madeon your behalf will be made at the lowest level possiblesubject to Reserves and other bids made for the Lot. Whereappropriate your bids will be rounded down to the nearestamount consistent with the Auctioneer’s bidding increments.New Bidders must also provide proof of identity and addresswhen submitting bids. Failure to do this will result in your bidnot being placed.Bidding via the internetPlease visit our Website at http://www.bonhams.com for detailsof how to bid via the internet.Bidding through an agentBids will be accepted as placed on behalf of the person namedas the principal on the Bidding Form although we may refuseto accept bids from an agent on behalf of a principal and willrequire written confirmation from the principal confirmingthe agent’s authority to bid. Nevertheless, as the BiddingForm explains, any person placing a bid as agent on behalfof another (whether or not he has disclosed that fact or theidentity of his principal) will be jointly and severally liable withthe principal to the Seller and to Bonhams under any contractresulting from the acceptance of a bid. Subject to the above,please let us know if you are acting on behalf of anotherperson when bidding for Lots at the Sale.Equally, please let us know if you intend to nominate anotherperson to bid on your behalf at the Sale unless this is to becarried out by us pursuant to a Telephone or Absentee BiddingForm that you have completed. If we do not approve theagency arrangements in writing before the Sale, we are entitledto assume that the person bidding at the Sale is bidding on hisown behalf. Accordingly, the person bidding at the Sale willbe the Buyer and will be liable to pay the Hammer Price andBuyer’s Premium and associated charges. If we approve theidentity of your client in advance, we will be in a position toaddress the invoice to your principal rather than you. We willrequire proof of the agent’s client’s identity and residence inadvance of any bids made by the agent on his behalf. Pleaserefer to our Conditions of Business and contact our CustomerServices Department for further details.6. CONTRACTS BETWEEN THE BUYER AND SELLERAND THE BUYER AND BONHAMSOn the Lot being knocked down to the Buyer, a Contract forSale of the Lot will be entered into between the Seller andthe Buyer on the terms of the Contract for Sale set out inAppendix 1 at the back of the Catalogue. You will be liable topay the Purchase Price, which is the Hammer Price plus anyapplicable VAT. At the same time, a separate contract is alsoentered into between us as Auctioneers and the Buyer. Thisis our Buyer’s Agreement, the terms of which are set out inAppendix 2 at the back of the Catalogue. Please read the termsof the Contract for Sale and our Buyer’s Agreement containedin the Catalogue in case you are the successful Bidder. Wemay change the terms of either or both of these agreementsin advance of their being entered into, by setting out differentterms in the Catalogue and/or by placing an insert in theCatalogue and/or by notices at the Sale venue and/or by oralannouncements before and during the Sale. You should bealert to this possibility of changes and ask if there have beenany.7. BUYER’S PREMIUM AND OTHER CHARGESPAYABLE BY THE BUYERUnder the Buyer’s Agreement, a premium (the Buyer’sPremium) is payable to us by the Buyer in accordance with theterms of the Buyer’s Agreement and at rates set out below,calculated by reference to the Hammer Price and payable inaddition to it. Storage charges and Expenses are also payableby the Buyer as set out in the Buyer’s Agreement. All the sumspayable to us by the Buyer are subject to VAT. For this Sale thefollowing rates of Buyer’s Premium will be payable by Buyersof Lots:(a) Motor Cars and Motorcycles15% on the first £50,000 of the Hammer Price12% from £50,001 of the Hammer Price(b) Automobilia25% up to £50,000 of the Hammer Price20% from £50,001 to £1,000,000 of the Hammer Price12% from £1,000,001 of the Hammer PriceOn certain Lots, which will be marked “AR” in the Catalogueand which are sold for a Hammer Price of €1000 or greater(converted into the currency of the Sale using the EuropeanCentral Bank Reference rate prevailing on the date of the Sale),the Additional Premium will be payable to us by the Buyer tocover our Expenses relating to the payment of royalties underthe Artists ReSale Right Regulations 2006. The AdditionalPremium will be a percentage of the amount of the HammerPrice calculated in accordance with the table below, and shallnot exceed €12,500 (converted into the currency of the Saleusing the European Central Bank Reference rate prevailing onthe date of the Sale).Hammer PricePercentage amountFrom €0 to €50,000 4%From €50,000.01 to €200,000 3%From €200,000.01 to €350,000 1%From €350,000.01 to €500,000 0.5%Exceeding €500,000 0.25%8. VATThe prevailing rate of VAT at the time of going to press is 20%,but this is subject to government change and the rate payablewill be the rate in force on the date of the Sale.The following symbols are used to denote that VAT is due onthe Hammer Price and Buyer’s Premium:† VAT at the prevailing rate on Hammer Price and Buyer’sPremiumΩ VAT on imported items at the prevailing rate on HammerPrice and Buyer’s Premium* VAT on imported items at a preferential rate of 5% onHammer Price and the prevailing rate on Buyer’s PremiumG Gold bullion exempt from VAT on the Hammer Priceand subject to VAT at the prevailing rate on the Buyer’sPremium• Zero rated for VAT, no VAT will be added to the HammerPrice or the Buyer’s Premiuma Buyers from within the EU: VAT is payable at theprevailing rate on just the Buyer’s Premium (NOT theHammer Price). Buyers from outside the EU: VAT ispayable at the prevailing rate on both Hammer Priceand Buyer’s Premium. If a Buyer, having registered undera non-EU address, decides that the item is not to beexported from the EU, then he should advise Bonhamsimmediately.In all other instances no VAT will be charged on the HammerPrice, but VAT at the prevailing rate will be added to Buyer’sPremium which will be invoiced on a VAT inclusive basis.9. PAYMENTIt is of critical importance that you ensure that you have readilyavailable funds to pay the Purchase Price and the Buyer’sPremium (plus VAT and any other charges and Expenses to us)in full before making a bid for the Lot. If you are a successfulBidder, payment will be due to us by 4.30 pm on the secondworking day after the Sale so that all sums are cleared bythe eighth working day after the Sale. Unless agreed by us inadvance payments made by anyone other than the registeredBuyer will not be accepted. Payment will have to be by one ofthe following methods (all cheques should be made payable toBonhams 1793 Limited). Bonhams reserves the right to vary theterms of payment at any time.Sterling personal cheque drawn on a UK branch of a bankor building society: all cheques must be cleared before youcan collect your purchases;Bankers draft/building society cheque: if you can providesuitable proof of identity and we are satisfied as to thegenuineness of the draft or cheque, we will allow you tocollect your purchases immediately;Cash: you may pay for Lots purchased by you at this Sale withnotes, coins or travellers cheques in the currency in whichthe Sale is conducted (but not any other currency) providedthat the total amount payable by you in respect of all Lotspurchased by you at the Sale does not exceed £3,000, or theequivalent in the currency in which the Sale is conducted, atthe time when payment is made. If the amount payable by youfor Lots exceeds that sum, the balance must be paid otherwisethan in coins, notes or travellers cheques;Sterling travellers cheques: you may pay for Lots purchasedby you at this Sale with travellers cheques, provided the totalamount payable by you in respect of all Lots purchased by youat the Sale does not exceed £3,000. We will need to see yourpassport if you wish to pay using travellers cheques;Bank transfer: you may electronically transfer funds to ourTrust Account. If you do so, please quote your paddle numberand invoice number as the reference. Our Trust Account detailsare as follows:Bank: National Westminster Bank PlcAddress: PO Box 4RY250 Regent StreetLondon W1A 4RYAccount Name: Bonhams 1793 Limited Trust AccountAccount Number: 25563009Sort Code: 56-00-27IBAN Number: GB 33 NWBK 560027 25563009If paying by bank transfer, the amount received after thededuction of any bank fees and/or conversion of the currencyof payment to pounds sterling must not be less than thesterling amount payable, as set out on the invoice.Debit cards: there is no additional charge for purchases madewith personal debit cards, issued by a UK bank. Debit cardsissued by an overseas bank, deferred and company debit cardsand all credit cards will be subject to a 2% surcharge;NTB/MOT/03.14/V2

Union Pay cards: these are now accepted at our Knightsbridgeand New Bond Street offices, when presented in person by thecard holder. These cards are subject to a 2% surcharge.Credit cards: Visa and Mastercard only. Please note there is a2% surcharge on the total invoice value when payments aremade using credit cards. It may be advisable to notify your cardprovider of your intended purchase in advance to reduce delayscaused by us having to seek authority when you come to pay. Ifyou have any questions with regard to payment, please contactour Customer Services Department.10. COLLECTION AND STORAGEThe Buyer of a Lot will not be allowed to collect it untilpayment in full and in cleared funds has been made (unlesswe have made a special arrangement with the Buyer). Forcollection and removal of purchased Lots, please refer to SaleInformation at the front of the Catalogue. Our offices areopen 9.00am – 5pm Monday to Friday. Details relating tothe collection of a Lot, the storage of a Lot and our StorageContractor after the Sale are set out in the Catalogue.11. SHIPPINGPlease refer all enquiries to our shipping department on:Tel: +44 (0)20 8963 2850/2852 Fax: +44 (0)20 8963 2805Email: shipping@bonhams.com12. EXPORT/TRADE RESTRICTIONSIt is your sole responsibility to comply with all export andimport regulations relating to your purchases and also to obtainany relevant export and/or import licence(s). Export licences areissued by Arts Council England and application forms can beobtained from its Export Licensing Unit. The detailed provisionsof the export licencing arrangements can be found on the ACEwebsite http://www.artscouncil.org.uk/what-we-do/supportingmuseums/cultural-property/export-controls/export-licensing/or by phoning ACE on +44 (0)20 7973 5188. The need forimport licences varies from country to country and you shouldacquaint yourself with all relevant local requirements andprovisions. The refusal of any import or export licence(s) orany delay in obtaining such licence(s) shall not permit therescission of any Sale nor allow any delay in making fullpayment for the Lot. Generally, please contact our shippingdepartment before the Sale if you require assistance inrelation to export regulations.13. CITES REGULATIONSPlease be aware that all Lots marked with the symbol Y aresubject to CITES regulations when exporting these itemsoutside the EU. These regulations may be found athttp://www.defra.gov.uk/ahvla-en/imports-exports/cites/ or maybe requested from:Animal Health and Veterinary Laboratories Agency (AHVLA)Wildlife LicencingFloor 1, Zone 17, Temple Quay House2 The Square, Temple QuayBRISTOL BS1 6EBTel: +44 (0) 117 372 877414. THE SELLERS AND/OR BONHAMS’ LIABILITYOther than any liability of the Seller to the Buyer of a Lotunder the Contract for Sale, neither we nor the Seller areliable (whether in negligence or otherwise) for any error ormisdescription or omission in any Description of a Lot or anyEstimate in respect of it, whether contained in the Catalogueor otherwise, whether given orally or in writing and whethergiven before or during the Sale. Neither we nor the Seller willbe liable for any loss of Business, profits, revenue or income, orfor loss of reputation, or for disruption to Business or wastedtime on the part of management or staff, or for indirect lossesor consequential damages of any kind, irrespective in anycase of the nature, volume or source of the loss or damagealleged to be suffered, and irrespective of whether the saidloss or damage is caused by or claimed in respect of anynegligence, other tort, breach of contract (if any) or statutoryduty, restitutionary claim or otherwise. In any circumstanceswhere we and/or the Seller are liable in relation to any Lot orany Description or Estimate made of any Lot, or the conductof any Sale in relation to any Lot, whether in damages, for anindemnity or contribution, or for a restitutionary remedy orotherwise, our and/or the Seller’s liability (combined, if bothwe and the Seller are liable) will be limited to payment of asum which will not exceed by way of maximum the amountof the Purchase Price of the Lot irrespective in any case of thenature, volume or source of any loss or damage alleged to besuffered or sum claimed as due, and irrespective of whetherthe liability arises from any negligence, other tort, breachof contract (if any) or statutory duty or otherwise. Nothingset out above will be construed as excluding or restricting(whether directly or indirectly) our liability or excluding orrestricting any person’s rights or remedies in respect of (i) fraud,or (ii) death or personal injury caused by our negligence (or bythe negligence of any person under our control or for whomwe are legally responsible), or (iii) acts or omissions for whichwe are liable under the Occupiers Liability Act 1957, or (iv)any other liability to the extent the same may not be excludedor restricted as a matter of law or (v) our undertakings underparagraphs 9 (in relation to specialist Stamp or Book Sales only)and 10 of the Buyer’s Agreement. The same applies in respectof the Seller, as if references to us in this paragraph weresubstituted with references to the Seller.15. BOOKSAs stated above, all Lots are sold on an “as is” basis, subjectto all faults, imperfections and errors of Description save asset out below. However, you will be entitled to reject a Bookin the circumstances set out in paragraph 10 of the BuyersAgreement. Please note that Lots comprising printed Books,unframed maps and bound manuscripts are not liable to VATon the Buyer’s Premium.16. CLOCKS AND WATCHESAll Lots are sold “as is”, and the absence of any referenceto the condition of a clock or watch does not imply thatthe Lot is in good condition and without defects, repairs orrestorations. Most clocks and watches have been repaired inthe course of their normal lifetime and may now incorporateparts not original to them. Furthermore, Bonhams makesno representation or warranty that any clock or watch is inworking order. As clocks and watches often contain fine andcomplex mechanisms, Bidders should be aware that a generalservice, change of battery or further repair work, for which theBuyer is solely responsible, may be necessary. Bidders shouldbe aware that the importation of watches such as Rolex, FrankMuller and Corum into the United States is highly restricted.These watches may not be shipped to the USA and can onlybe imported personally.17. FIREARMS – PROOF, CONDITION ANDCERTIFICATIONProof of FirearmsThe term “proof exemption” indicates that a firearm hasbeen examined at a Proof House, but not proved, as either(a) it was deemed of interest and not intended for use, or (b)ammunition was not available. In either case, the firearm mustbe regarded as unsafe to fire unless subsequently proved.Firearms proved for Black Powder should not be used withsmokeless ammunition.The term “Certificate of Unprovability” indicates that a firearmhas been examined at a Proof House and is deemed bothunsuitable for proof and use. Reproof is required before anysuch firearm is to be used.Guns Sold as PartsBarrels of guns sold as parts will only be made available forsleeving and measurements once rendered unserviceableaccording to the Gun Barrel Proof Act of 1968 to 1978 and theRules of Proof.Condition of FirearmsComment in this Catalogue is restricted, in general, toexceptional condition and to those defects that might affectthe immediate safety of a firearm in normal use. An intendingBidder unable to make technical examinations and assessmentsis recommended to seek advice from a gunmaker or from amodern firearms specialist. All prospective Bidders are advisedto consult the ˚ of bore and wall-thickness measurementsposted in the saleroom and available from the department.Bidders should note that guns are stripped only where thereis a strong indication of a mechanical malfunction. Strippingis not, otherwise, undertaken. Guns intended for use shouldbe stripped and cleaned beforehand. Hammer guns shouldhave their rebound mechanisms checked before use. Thesafety mechanisms of all guns must be tested before use. Allmeasurements are approximate.Original Gun Specifications Derived from GunmakersThe Sporting Gun Department endeavours to confirm a gun’soriginal specification and date of manufacture with makerswho hold their original records.Licensing RequirementsFirearms Act 1968 as amendedBonhams is constantly reviewing its procedures and wouldremind you that, in the case of firearms or shotguns subject tocertification, to conform with current legislation, Bonhams isrequired to see, as appropriate, your original registered firearmsdealer’s certificate / shot gun certificate / firearm certificate /museum firearms licence / Section 5 authority or import licence(or details of any exemption from which you may benefit, forinstance Crown servant status) for the firearm(s) you havepurchased prior to taking full payment of the amount shownon your invoice. Should you not already be in possession ofsuch an authority or exemption, you are required to initiallypay a deposit of 95% of the total invoice with the balance of5% payable on presentation of your valid certificate or licenceshowing your authority to hold the firearm(s) concerned.Please be advised that if a successful Bidder is then unable toproduce the correct paperwork, the Lot(s) will be reoffered byBonhams in the next appropriate Sale, on standard terms forSellers, and you will be responsible for any loss incurred byBonhams on the original Sale to you.In the case of RFD certificates and Section 5 authorities, wewish to keep an up-to-date copy on file. Please supply us witha Fax or photocopy. It would be helpful if you could send us anupdated copy whenever your certificate or authority is renewedor changed.Lots marked ‘S1´ and bearing red labels are Section 1 firearmsand require a valid British Firearms certificate, RFD Licence orimport licence.Lots marked ‘S2’ and bearing blue labels are Section 2 firearmsand require a valid British Shotgun certificate, RFD licence orimport licence.Lots marked ‘S5´ and bearing specially marked red labels areSection 5 prohibited firearms and require a valid Section 5Authority or import licence.Lots marked with a ‘S58´ and bearing yellow labels are forobsolete calibres and no licence is required unless ammunitionis held.Unmarked Lots require no licence.Please do not hesitate to contact the Modern Sporting GunDepartment should you have any queries.Taxidermy and Related ItemsAs a Seller of these articles, Bonhams undertakes to complyfully with Cites and DEFRA regulations. Buyers are advised toinform themselves of all such regulations and should expect theexportation of items to take some time to arrange.18. FURNITUREUpholstered FurnitureWhilst we take every care in cataloguing furniture which hasbeen upholstered we offer no Guarantee as to the originalityof the wood covered by fabric or upholstery.NTB/MOT/03.14/V2

19. JEWELLERY˜ Ruby and JadeiteRuby and jadeite gemstones of Burmese (Myanmar) originmay not be imported into the US. Rubies and jadeite ofnon–Burmese origin require certification before importinto the US and it is the Buyer’s responsibility to obtain allrelevant and required export/import licences, certificatesand documentation before shipping. Failure by the Buyer tosuccessfully import goods into the US does not constitutegrounds for non payment or cancellation of Sale. Bonhamswill not be responsible for any additional costs in this regardhowsoever incurred.GemstonesHistorically many gemstones have been subjected to a varietyof treatments to enhance their appearance. Sapphires andrubies are routinely heat treated to improve their colour andclarity, similarly emeralds are frequently treated with oils orresin for the same purpose. Other treatments such as staining,irradiation or coating may have been used on other gemstones.These treatments may be permanent, whilst others may needspecial care or re-treatment over the years to retain theirappearance. Bidders should be aware that Estimates assumethat gemstones may have been subjected to such treatments.A number of laboratories issue certificates that give moredetailed Descriptions of gemstones. However there may not beconsensus between different laboratories on the degrees, ortypes of treatment for any particular gemstone. In the eventthat Bonhams has been given or has obtained certificatesfor any Lot in the Sale these certificates will be disclosed inthe Catalogue. Although, as a matter of policy, Bonhamsendeavours to provide certificates from recognised laboratoriesfor certain gemstones, it is not feasible to obtain certificatesfor each Lot. In the event that no certificate is published in theCatalogue, Bidders should assume that the gemstones mayhave been treated. Neither Bonhams nor the Seller accepts anyliability for contradictions or differing certificates obtained byBuyers on any Lots subsequent to the Sale.Estimated WeightsIf a stone(s) weight appears within the body of the Descriptionin capital letters, the stone(s) has been unmounted andweighed by Bonhams. If the weight of the stone(s) is statedto be approximate and does not appear in capital letters, thestone(s) has been assessed by us within its/their settings, andthe stated weight is a statement of our opinion only. Thisinformation is given as a guide and Bidders should satisfythemselves with regard to this information as to its accuracy.Signatures1. A diamond brooch, by KutchinskyWhen the maker’s name appears in the title, in Bonhams’opinion the piece is by that maker.2. A diamond brooch, signed KutchinskyHas a signature that, in Bonhams’ opinion, is authentic butmay contain gemstones that are not original, or the piece mayhave been altered.3. A diamond brooch, mounted by KutchinskyHas been created by the jeweller, in Bonhams’ opinion, butusing stones or designs supplied by the client.20. PHOTOGRAPHSExplanation of Catalogue Terms• “Bill Brandt”: in our opinion a work by the artist.• “Attributed to Bill Brandt”: in our opinion probably a workby the artist, but less certainty to authorship is expressedthan in the preceding category.• “Signed and/or titled and/or dated and/or inscribed”: inour opinion the signature and/or title and/or date and/orinscription are in the artist’s hand.• “Signed and/or titled and/or dated and/or inscribed inanother hand”: in our opinion the signature and/or titleand/or date and/or inscription have been added byanother hand.• The date given is that of the image (negative). Where nofurther date is given, this indicates that the photographicprint is vintage (the term “vintage” may also be includedin the Lot Description). A vintage photograph is one whichwas made within approximately 5-10 years of the negative.Where a second, later date appears, this refers to the dateof printing. Where the exact printing date is not known, butunderstood to be later, “printed later” will appear in the LotDescription.• Unless otherwise specified, dimensions given are those ofthe piece of paper on which the image is printed, includingany margins. Some photographs may appear in theCatalogue without margins illustrated.• All photographs are sold unframed unless stated in theLot Description.21. PICTURESExplanation of Catalogue TermsThe following terms used in the Catalogue have the followingmeanings but are subject to the general provisions relating toDescriptions contained in the Contract for Sale:• “Jacopo Bassano”: in our opinion a work by the artist.When the artist’s forename(s) is not known, a series ofasterisks, followed by the surname of the artist, whetherpreceded by an initial or not, indicates that in our opinionthe work is by the artist named;• “Attributed to Jacopo Bassano”: in our opinion probablya work by the artist but less certainty as to authorship isexpressed than in the preceding category;• “Studio/Workshop of Jacopo Bassano”: in our opinion awork by an unknown hand in a studio of the artist whichmay or may not have been executed under the artist’sdirection;• “Circle of Jacopo Bassano”: in our opinion a work bya hand closely associated with a named artist but notnecessarily his pupil;• “Follower of Jacopo Bassano”: in our opinion a work by apainter working in the artist’s style, contemporary or nearlycontemporary, but not necessarily his pupil;• “Manner of Jacopo Bassano”: in our opinion a work in thestyle of the artist and of a later date;• “After Jacopo Bassano”: in our opinion, a copy of a knownwork of the artist;• “Signed and/or dated and/or inscribed”: in our opinion thesignature and/or date and/or inscription are from the handof the artist;• “Bears a signature and/or date and/or inscription”: in ouropinion the signature and/or date and/or inscription havebeen added by another hand.22. PORCELAIN AND GLASSDamage and RestorationFor your guidance, in our Catalogues we detail, as far aspracticable, recorded all significant defects, cracks andrestoration. Such practicable Descriptions of damage cannotbe definitive, and in providing Condition Reports, we cannotGuarantee that there are no other defects present whichhave not been mentioned. Bidders should satisfy themselvesby inspection, as to the condition of each Lot. Please see theContract for Sale printed in this Catalogue. Because of thedifficulty in determining whether an item of glass has beenrepolished, in our Catalogues reference is only made to visiblechips and cracks. No mention is made of repolishing, severeor otherwise.23. VEHICLESThe Veteran Car Club of Great BritainDating Plates and CertificatesWhen mention is made of a Veteran Car Club Dating Plate orDating Certificate in this Catalogue, it should be borne in mindthat the Veteran Car Club of Great Britain using the services ofVeteran Car Company Ltd, does from time to time, review carsalready dated and, in some instances, where fresh evidencebecomes available, the review can result in an alteration of date.Whilst the Club and Veteran Car Company Ltd make everyeffort to ensure accuracy, the date shown on the Dating Plate orDating Certificate cannot be guaranteed as correct and intendingpurchasers should make their own enquiries as to the date ofthe car.24. WINELots which are lying under Bond and those liable to VAT maynot be available for immediate collection.Examining the winesIt is occasionally possible to provide a pre-Sale tasting forlarger parcels (as defined below). This is generally limited tomore recent and everyday drinking wines. Please contact thedepartment for details.It is not our policy to inspect every unopened case. In the caseof wines older than 20 years the boxes will usually have beenopened and levels and appearance noted in the Cataloguewhere necessary. You should make proper allowance forvariations in ullage levels and conditions of corks, capsulesand labels.Corks and UllagesUllage refers to the space between the base of the cork andthe wine. Ullage levels for Bordeaux shaped bottles are onlynormally noted when below the neck and for Burgundy,Alsace, German and Cognac shaped bottles when greater than4 centimetres (cm). Acceptable ullage levels increase with age;generally acceptable levels are as follows:Under 15 years old – into neck or less than 4cm15 to 30 years old – top shoulder (ts) or up to 5cmOver 30 years old – high shoulder (hs) or up to 6cmIt should be noted that ullages may change betweenpublication of the Catalogue and the Sale and that corks mayfail as a result of transporting the wine. We will only acceptresponsibility for Descriptions of condition at the time ofpublication of the Catalogue and cannot accept responsibilityfor any loss resulting from failure of corks either before or afterthis point.Options to buy parcelsA parcel is a number of Lots of identical size of the same wine,bottle size and Description. The Buyer of any of these Lots hasthe option to accept some or all of the remaining Lots in theparcel at the same price, although such options will be at theAuctioneer’s sole discretion. Absentee Bidders are, therefore,advised to bid on the first Lot in a parcel.Wines in BondWines lying in Bond are marked Δ and VAT is payable by thepurchaser, at the standard rate, on the Hammer Price, unlessthe wines are to remain under Bond. Buyers requiring theirwine to remain in Bond must notify Bonhams at the time ofthe Sale. The Buyer is then himself responsible for all duty,clearance VAT and other charges that may be payable thereon.All such Lots must be transferred or collected within two weeksof the Sale.Buyers outside the UK must be aware that any forwardingagent appointed to export their purchases must have amovement certificate for Lots to be released under Bond.Bottling Details and Case TermsThe following terms used in the Catalogue have thefollowing meanings:CB – Château bottledDB – Domaine bottledEstB – Estate bottledBB – Bordeaux bottledBE – Belgian bottledFB – French bottledGB – German bottledOB – Oporto bottledUK – United Kingdom bottledowc – original wooden caseiwc – individual wooden caseoc – original cartonNTB/MOT/03.14/V2

SYMBOLSTHE FOLLOWING SYMBOLS ARE USED TO DENOTEY Subject to CITES regulations when exporting these itemsoutside the EU, see clause 13.W Objects displayed with a w will be located in theBonhams Warehouse and will only be available forcollection from this location.≈ Please note that as a result of recent legislation ruby andjadeite gem stones of Burmese (Myanmar) origin maynot be imported into the US. Rubies and jadeite of non-Burmese origin require certification before import into theUS.Δ Wines lying in Bond.AR An Additional Premium will be payable to us by the Buyerto cover our Expenses relating to payment of royaltiesunder the Artists Resale Right Regulations 2006. Seeclause 7 for details.○ The Seller has been guaranteed a minimum price for theLot, either by Bonhams or a third party. This may takethe form of an irrevocable bid by a third party, who maymake a financial gain on a successful Sale or a financialloss if unsuccessful.▲ Bonhams owns the Lot either wholly or partially or mayotherwise have an economic interest.Ф This lot contains or is made of ivory. The United StatesGovernment has banned the import of ivory intothe USA.•, †, *, G, Ω, a see clause 8, VAT, for details.DATA PROTECTION – USE OF YOUR INFORMATIONWhere we obtain any personal information about you, we shallonly use it in accordance with the terms of our Privacy Policy(subject to any additional specific consent(s) you may havegiven at the time your information was disclosed). A copy ofour Privacy Policy can be found on our Website www.bonhams.com or requested by post from Customer Services Department,101 New Bond Street, London, W1S 1SR or by email frominfo@bonhams.comAPPENDIX 1CONTRACT FOR SALEIMPORTANT: These terms may be changed in advance of theSale of the Lot to you, by the setting out of different terms inthe Catalogue for the Sale and/or by placing an insert in theCatalogue and/or by notices at the Sale venue and/or by oralannouncements before and during the Sale at the Sale venue.You should be alert to this possibility of changes and ask inadvance of bidding if there have been any.Under this contract the Seller’s liability in respect of the qualityof the Lot, it’s fitness for any purpose and its conformity withany Description is limited. You are strongly advised to examinethe Lot for yourself and/or obtain an independent examinationof it before you buy it.1 THE CONTRACT1.1 These terms govern the Contract for Sale of the Lotby the Seller to the Buyer.1.2 The Definitions and Glossary contained in Appendix 3in the Catalogue are incorporated into this Contractfor Sale and a separate copy can also be providedby Bonhams on request. Where words and phrasesare used which are in the List of Definitions, they areprinted in italics.1.3 The Seller sells the Lot as the principal to theContract for Sale, such contract being made betweenthe Seller and you through Bonhams which acts inthe sole capacity as the Seller’s agent and not asan additional principal. However, if the Cataloguestates that Bonhams sells the Lot as principal, or sucha statement is made by an announcement by theAuctioneer, or by a notice at the Sale, or an insertin the Catalogue, then Bonhams is the Seller for thepurposes of this agreement.1.4 The contract is made on the fall of the Auctioneer’shammer in respect of the Lot when it is knockeddown to you.2 SELLER’S UNDERTAKINGS2.1 The Seller undertakes to you that:2.1.1 the Seller is the owner of the Lot or is duly authorisedto sell the Lot by the owner;2.1.2 save as disclosed in the Entry for the Lot in theCatalogue, the Seller sells the Lot with full titleguarantee or, where the Seller is an executor, trustee,liquidator, receiver or administrator, with whateverright, title or interest he may have in the Lot;2.1.3 except where the Sale is by an executor, trustee,liquidator, receiver or administrator the Seller is bothlegally entitled to sell the Lot, and legally capableof conferring on you quiet possession of the Lotand that the Sale conforms in every respect withthe terms implied by the Sale of Goods Act 1979,Sections 12(1) and 12(2) (see the Definitions andGlossary);2.1.4 the Seller has complied with all requirements, legal orotherwise, relating to any export or import of the Lot,and all duties and taxes in respect of the export orimport of the Lot have (unless stated to the contraryin the Catalogue or announced by the Auctioneer)been paid and, so far as the Seller is aware, all thirdparties have complied with such requirements in thepast;2.1.5 subject to any alterations expressly identified as suchmade by announcement or notice at the Sale venueor by the Notice to Bidders or by an insert in theCatalogue, the Lot corresponds with the ContractualDescription of the Lot, being that part of the Entryabout the Lot in the Catalogue which is in boldletters and (except for colour) with any photographof the Lot in the Catalogue and the contents of anyCondition Report which has been provided to theBuyer.3 DESCRIPTIONS OF THE LOT3.1 Paragraph 2.1.5 sets out what is the ContractualDescription of the Lot. In particular, the Lot is notsold as corresponding with that part of the Entry inthe Catalogue which is not printed in bold letters,which merely sets out (on the Seller’s behalf)Bonhams’ opinion about the Lot and which is notpart of the Contractual Description upon which theLot is sold. Any statement or representation otherthan that part of the Entry referred to in paragraph2.1.5 (together with any express alteration to itas referred to in paragraph 2.1.5), including anyDescription or Estimate, whether made orally or inwriting, including in the Catalogue or on Bonhams’Website, or by conduct, or otherwise, and whetherby or on behalf of the Seller or Bonhams andwhether made prior to or during the Sale, is not partof the Contractual Description upon which the Lot issold.3.2 Except as provided in paragraph 2.1.5, the Sellerdoes not make or give and does not agree to makeor give any contractual promise, undertaking,obligation, guarantee, warranty, or representationof fact, or undertake any duty of care, in relation toany Description of the Lot or any Estimate in relationto it, nor of the accuracy or completeness of anyDescription or Estimate which may have been madeby or on behalf of the Seller including by Bonhams.No such Description or Estimate is incorporated intothis Contract for Sale.4 FITNESS FOR PURPOSE ANDSATISFACTORY QUALITY4.1 The Seller does not make and does not agreeto make any contractual promise, undertaking,obligation, guarantee, warranty, or representation offact in relation to the satisfactory quality of the Lot orits fitness for any purpose.4.2 The Seller will not be liable for any breach of anyundertaking, whether implied by the Sale of GoodsAct 1979 or otherwise, as to the satisfactory qualityof the Lot or its fitness for any purpose.5 RISK, PROPERTY AND TITLE5.1 Risk in the Lot passes to you when it is knockeddown to you on the fall of the Auctioneer’shammer in respect of the Lot. The Seller will notbe responsible thereafter for the Lot prior toyou collecting it from Bonhams or the StorageContractor, with whom you have separate contract(s)as Buyer. You will indemnify the Seller and keep theSeller fully indemnified from and against all claims,proceedings, costs, expenses and losses arising inrespect of any injury, loss and damage caused to theLot after the fall of the Auctioneer’s hammer untilyou obtain full title to it.5.2 Title to the Lot remains in and is retained by theSeller until the Purchase Price and all other sumspayable by you to Bonhams in relation to the Lothave been paid in full to, and received in clearedfunds by, Bonhams.6 PAYMENT6.1 Your obligation to pay the Purchase Price arises whenthe Lot is knocked down to you on the fall of theAuctioneer’s hammer in respect of the Lot.6.2 Time will be of the essence in relation to paymentof the Purchase Price and all other sums payable byyou to Bonhams. Unless agreed in writing with youby Bonhams on the Seller’s behalf (in which caseyou must comply with the terms of that agreement),all such sums must be paid to Bonhams by you inthe currency in which the Sale was conducted bynot later than 4.30pm on the second working dayfollowing the Sale and you must ensure that thefunds are cleared by the seventh working day afterthe Sale. Payment must be made to Bonhams by oneof the methods stated in the Notice to Bidders unlessotherwise agreed with you in writing by Bonhams. Ifyou do not pay any sums due in accordance with thisparagraph, the Seller will have the rights set out inparagraph 8 below.7 COLLECTION OF THE LOT7.1 Unless otherwise agreed in writing with you byBonhams, the Lot will be released to you or to yourorder only when Bonhams has received cleared fundsto the amount of the full Purchase Price and all othersums owed by you to the Seller and to Bonhams.7.2 The Seller is entitled to withhold possession from youof any other Lot he has sold to you at the same orat any other Sale and whether currently in Bonhams’possession or not until payment in full and in clearedfunds of the Purchase Price and all other sums due tothe Seller and/or Bonhams in respect of the Lot.7.3 You will collect and remove the Lot at your ownexpense from Bonhams’ custody and/ or control orfrom the Storage Contractor’s custody in accordancewith Bonhams’ instructions or requirements.7.4 You will be wholly responsible for packing, handlingand transport of the Lot on collection and forcomplying with all import or export regulations inconnection with the Lot.7.5 You will be wholly responsible for any removal,storage or other charges or Expenses incurred bythe Seller if you do not remove the Lot in accordancewith this paragraph 7 and will indemnify the Selleragainst all charges, costs, including any legal costsand fees, Expenses and losses suffered by the Sellerby reason of your failure to remove the Lot includingany charges due under any Storage Contract.All such sums due to the Seller will be payableon demand.NTB/MOT/03.14/V2

8 FAILURE TO PAY FOR THE LOT8.1 If the Purchase Price for a Lot is not paid to Bonhamsin full in accordance with the Contract for Salethe Seller will be entitled, with the prior writtenagreement of Bonhams but without further notice toyou, to exercise one or more of the following rights(whether through Bonhams or otherwise):8.1.1 to terminate immediately the Contract for Sale ofthe Lot for your breach of contract;8.1.2 to resell the Lot by auction, private treaty or anyother means on giving seven days’ written noticeto you of the intention to resell;8.1.3 to retain possession of the Lot;8.1.4 to remove and store the Lot at your expense;8.1.5 to take legal proceedings against you for any sumdue under the Contract for Sale and/or damages forbreach of contract;8.1.6 to be paid interest on any monies due (after as wellas before judgement or order) at the annual rateof 5% per annum above the base rate of NationalWestminster Bank Plc from time to time to becalculated on a daily basis from the date upon whichsuch monies become payable until the date of actualpayment;8.1.7 to repossess the Lot (or any part thereof) which hasnot become your property, and for this purpose(unless the Buyer buys the Lot as a Consumer fromthe Seller selling in the course of a Business) youhereby grant an irrevocable licence to the Seller byhimself and to his servants or agents to enter uponall or any of your premises (with or without vehicles)during normal Business hours to take possession ofthe Lot or part thereof;8.1.8 to retain possession of any other property sold to youby the Seller at the Sale or any other auction or byprivate treaty until all sums due under the Contractfor Sale shall have been paid in full in cleared funds;8.1.9 to retain possession of, and on three months’ writtennotice to sell, Without Reserve, any of your otherproperty in the possession of the Seller and/or ofBonhams (as bailee for the Seller) for any purpose(including, without limitation, other goods sold toyou) and to apply any monies due to you as a resultof such Sale in satisfaction or part satisfaction of anyamounts owed to the Seller or to Bonhams; and8.1.10 so long as such goods remain in the possession ofthe Seller or Bonhams as its bailee, to rescind thecontract for the Sale of any other goods sold toyou by the Seller at the Sale or at any other auctionor by private treaty and apply any monies receivedfrom you in respect of such goods in part or fullsatisfaction of any amounts owed to the Seller or toBonhams by you.8.2 You agree to indemnify the Seller against all legaland other costs of enforcement, all losses and otherExpenses and costs (including any monies payableto Bonhams in order to obtain the release of theLot) incurred by the Seller (whether or not courtproceedings will have been issued) as a result ofBonhams taking steps under this paragraph 8 on afull indemnity basis together with interest thereon(after as well as before judgement or order) at therate specified in paragraph 8.1.6 from the date uponwhich the Seller becomes liable to pay the same untilpayment by you.8.3 On any resale of the Lot under paragraph 8.1.2, theSeller will account to you in respect of any balanceremaining from any monies received by him or on hisbehalf in respect of the Lot, after the payment of allsums due to the Seller and to Bonhams, within28 days of receipt of such monies by him or onhis behalf.9 THE SELLER’S LIABILITY9.1 The Seller will not be liable for any injury, loss ordamage caused by the Lot after the fall of theAuctioneer’s hammer in respect of the Lot.9.2 Subject to paragraph 9.3 below, except for breachof the express undertaking provided in paragraph2.1.5, the Seller will not be liable for any breachof any term that the Lot will correspond with anyDescription applied to it by or on behalf of the Seller,whether implied by the Sale of Goods Act 1979or otherwise.9.3 Unless the Seller sells the Lot in the course of aBusiness and the Buyer buys it as a Consumer,9.3.1 the Seller will not be liable (whether in negligence,other tort, breach of contract or statutory duty or inrestitution or under the Misrepresentation Act 1967,or in any other way) for any lack of conformity with,or inaccuracy, error, misdescription or omission inany Description of the Lot or any Entry or Estimatein relation to the Lot made by or on behalf ofthe Seller (whether made in writing, including inthe Catalogue, or on the Website, or orally, or byconduct or otherwise) and whether made before orafter this agreement or prior to or during the Sale;9.3.2 the Seller will not be liable for any loss of Business,Business profits or revenue or income or for loss ofreputation or for disruption to Business or wastedtime on the part of the Buyer or of the Buyer’smanagement or staff or, for any indirect losses orconsequential damages of any kind, irrespective inany case of the nature, volume or source of the lossor damage alleged to be suffered, and irrespectiveof whether the said loss or damage is caused byor claimed in respect of any negligence, other tort,breach of contract, statutory duty, restitutionaryclaim or otherwise;9.3.3 in any circumstances where the Seller is liable to youin respect of the Lot, or any act, omission, statement,or representation in respect of it, or this agreementor its performance, and whether in damages, foran indemnity or contribution or for a restitutionaryremedy or in any way whatsoever, the Seller’s liabilitywill be limited to payment of a sum which will notexceed by way of maximum the amount of thePurchase Price of the Lot irrespective in any case ofthe nature, volume or source of any loss or damagealleged to be suffered or sum claimed as due, andirrespective of whether the liability arises from anynegligence, other tort, breach of contract, statutoryduty, bailee’s duty, restitutionary claim or otherwise.9.4 Nothing set out in paragraphs 9.1 to 9.3 above willbe construed as excluding or restricting (whetherdirectly or indirectly) any person’s liability or excludingor restricting any person’s rights or remedies inrespect of (i) fraud, or (ii) death or personal injurycaused by the Seller’s negligence (or any personunder the Seller’s control or for whom the Seller islegally responsible), or (iii) acts or omissions for whichthe Seller is liable under the Occupiers Liability Act1957, or (iv) any other liability to the extent the samemay not be excluded or restricted as a matter of law.10 MISCELLANEOUS10.1 You may not assign either the benefit or burden ofthe Contract for Sale.10.2 The Seller’s failure or delay in enforcing or exercisingany power or right under the Contract for Sale willnot operate or be deemed to operate as a waiver ofhis rights under it except to the extent of any expresswaiver given to you in writing. Any such waiver willnot affect the Seller’s ability subsequently to enforceany right arising under the Contract for Sale.10.3 If either party to the Contract for Sale is preventedfrom performing that party’s respective obligationsunder the Contract for Sale by circumstances beyondits reasonable control or if performance of itsobligations would by reason of such circumstancesgive rise to a significantly increased financialcost to it, that party will not, for so long as suchcircumstances prevail, be required to perform suchobligations. This paragraph does not apply to theobligations imposed on you by paragraph 6.10.4 Any notice or other communication to be givenunder the Contract for Sale must be in writingand may be delivered by hand or sent by first classpost or air mail or fax transmission, if to the Seller,addressed c/o Bonhams at its address or fax numberin the Catalogue (marked for the attention of theCompany Secretary), and if to you to the address orfax number of the Buyer given in the Bidding Form(unless notice of any change of address is given inwriting). It is the responsibility of the sender of thenotice or communication to ensure that it is receivedin a legible form within any applicable time period.10.5 If any term or any part of any term of the Contractfor Sale is held to be unenforceable or invalid, suchunenforceability or invalidity will not affect theenforceability and validity of the remaining terms orthe remainder of the relevant term.10.6 References in the Contract for Sale to Bonhams will,where appropriate, include reference to Bonhams’officers, employees and agents.10.7 The headings used in the Contract for Saleare for convenience only and will not affect itsinterpretation.10.8 In the Contract for Sale “including” means“including, without limitation”.10.9 References to the singular will include reference tothe plural (and vice versa) and reference to any onegender will include reference to the other genders.10.10 Reference to a numbered paragraph is to aparagraph of the Contract for Sale.10.11 Save as expressly provided in paragraph 10.12nothing in the Contract for Sale confers (or purportsto confer) on any person who is not a party to theContract for Sale any benefit conferred by, or theright to enforce any term of, the Contract for Sale.10.12 Where the Contract for Sale confers an immunityfrom, and/or an exclusion or restriction of, theresponsibility and/or liability of the Seller, it will alsooperate in favour and for the benefit of Bonhams,Bonhams’ holding company and the subsidiariesof such holding company and the successors andassigns of Bonhams and of such companies and ofany officer, employee and agent of Bonhams andsuch companies, each of whom will be entitled torely on the relevant immunity and/or exclusion and/orrestriction within and for the purposes of Contracts(Rights of Third Parties) Act 1999, which enables thebenefit of a contract to be extended to a person whois not a party to the contract, and generally at law.NTB/MOT/03.14/V2

11 GOVERNING LAWAPPENDIX 2All transactions to which the Contract for Sale appliesand all connected matters will be governed by andconstrued in accordance with the laws of that partof the United Kingdom where the Sale takes placeand the Seller and you each submit to the exclusivejurisdiction of the courts of that part of the UnitedKingdom, save that the Seller may bring proceedingsagainst you in any other court of competentjurisdiction to the extent permitted by the laws ofthe relevant jurisdiction. Bonhams has a complaintsprocedure in place.BUYER’S AGREEMENTIMPORTANT: These terms may be changed in advance of theSale of the Lot to you, by the setting out of different terms inthe Catalogue for the Sale and/or by placing an insert in theCatalogue and/or by notices at the Sale venue and/or by oralannouncements before and during the Sale at the Sale venue.You should be alert to this possibility of changes and ask inadvance of bidding if there have been any.1 THE CONTRACT1.1 These terms govern the contract between Bonhamspersonally and the Buyer, being the person to whoma Lot has been knocked down by the Auctioneer.1.2 The Definitions and Glossary contained in Appendix3 to the Catalogue for the Sale are incorporatedinto this agreement and a separate copy can alsobe provided by us on request. Where words andphrases which are defined in the List of Definitionsare used in this agreement, they are printed in italics.Reference is made in this agreement to informationprinted in the Notice to Bidders, printed in theCatalogue for the Sale, and where such informationis referred to it is incorporated into this agreement.1.3 Except as specified in paragraph 4 of the Notice toBidders the Contract for Sale of the Lot between youand the Seller is made on the fall of the Auctioneer’shammer in respect of the Lot, when it is knockeddown to you. At that moment a separate contract isalso made between you and Bonhams on the termsin this Buyer’s Agreement.1.4 We act as agents for the Seller and are notanswerable or personally responsible to you for anybreach of contract or other default by the Seller,unless Bonhams sells the Lot as principal.1.5 Our personal obligations to you are governed by thisagreement and we agree, subject to the terms below,to the following obligations:1.5.1 we will, until the date and time specified in theNotice to Bidders or otherwise notified to you, storethe Lot in accordance with paragraph 5;1.5.2 subject to any power of the Seller or us to refuse torelease the Lot to you, we will release the Lot to youin accordance with paragraph 4 once you have paidto us, in cleared funds, everything due to us and theSeller;1.5.3 we will provide guarantees in the terms set out inparagraphs 9 and 10.1.6 We do not make or give and do not agree to makeor give any contractual promise, undertaking,obligation, Guarantee, warranty, representation offact in relation to any Description of the Lot or anyEstimate in relation to it, nor of the accuracy orcompleteness of any Description or Estimate whichmay have been made by us or on our behalf or byor on behalf of the Seller (whether made orally or inwriting, including in the Catalogue or on Bonhams’Website, or by conduct, or otherwise), and whethermade before or after this agreement or prior to orduring the Sale. No such Description or Estimate isincorporated into this agreement between you andus. Any such Description or Estimate, if made by usor on our behalf, was (unless Bonhams itself sells theLot as principal) made as agent on behalf ofthe Seller.2 PERFORMANCE OF THE CONTRACT FOR SALEYou undertake to us personally that you willobserve and comply with all your obligations andundertakings to the Seller under the Contract for Salein respect of the Lot.3 PAYMENT3.1 Unless agreed in writing between you and us or asotherwise set out in the Notice to Bidders, you mustpay to us by not later than 4.30pm on the secondworking day following the Sale:3.1.1 the Purchase Price for the Lot;3.1.2 a Buyer’s Premium in accordance with the rates setout in the Notice to Bidders, and3.1.3 if the Lot is marked [ AR ], an Additional Premiumwhich is calculated and payable in accordance withthe Notice to Bidders together with VAT on that sumif applicable so that all sums due to us are clearedfunds by the seventh working day after the Sale.3.2 You must also pay us on demand any Expensespayable pursuant to this agreement.3.3 All payments to us must be made in the currencyin which the Sale was conducted, using, unlessotherwise agreed by us in writing, one of themethods of payment set out in the Notice toBidders. Our invoices will only be addressed to theregistered Bidder unless the Bidder is acting as anagent for a named principal and we have approvedthat arrangement, in which case we will address theinvoice to the principal.3.4 Unless otherwise stated in this agreement allsums payable to us will be subject to VAT at theappropriate rate and VAT will be payable by you onall such sums.3.5 We may deduct and retain for our own benefit fromthe monies paid by you to us the Buyer’s Premium,the Commission payable by the Seller in respectof the Lot, any Expenses and VAT and any interestearned and/or incurred until payment to the Seller.3.6 Time will be of the essence in relation to anypayment payable to us. If you do not pay thePurchase Price, or any other sum due to us inaccordance with this paragraph 3, we will have therights set out in paragraph 7 below.3.7 Where a number of Lots have been knocked down toyou, any monies we receive from you will be appliedfirstly pro-rata to pay the Purchase Price of each Lotand secondly pro-rata to pay all amounts due toBonhams.4 COLLECTION OF THE LOT4.1 Subject to any power of the Seller or us to refuseto release the Lot to you, once you have paid to us,in cleared funds, everything due to the Seller andto us, we will release the Lot to you or as you maydirect us in writing. The Lot will only be released onproduction of a buyer collection document, obtainedfrom our cashier’s office.4.2 You must collect and remove the Lot at your ownexpense by the date and time specified in the Noticeto Bidders, or if no date is specified, by 4.30pm onthe seventh day after the Sale.4.3 For the period referred to in paragraph 4.2, the Lotcan be collected from the address referred to in theNotice to Bidders for collection on the days and timesspecified in the Notice to Bidders. Thereafter, theLot may be removed elsewhere for storage and youmust enquire from us as to when and where you cancollect it, although this information will usually be setout in the Notice to Bidders.4.4 If you have not collected the Lot by the date specifiedin the Notice to Bidders, you authorise us, actingas your agent and on your behalf, to enter into acontract (the “Storage Contract”) with the StorageContractor for the storage of the Lot on the thencurrent standard terms and conditions agreedbetween Bonhams and the Storage Contractor(copies of which are available on request). If the Lotis stored at our premises storage fees at our currentdaily rates (currently a minimum of £3 plus VAT perLot per day) will be payable from the expiry of theperiod referred to in paragraph 4.2. These storagefees form part of our Expenses.4.5 Until you have paid the Purchase Price and anyExpenses in full the Lot will either be held by us asagent on behalf of the Seller or held by the StorageContractor as agent on behalf of the Seller andourselves on the terms contained in the StorageContract.4.6 You undertake to comply with the terms of anyStorage Contract and in particular to pay the charges(and all costs of moving the Lot into storage) dueunder any Storage Contract. You acknowledge andagree that you will not be able to collect the Lot fromthe Storage Contractor’s premises until you have paidthe Purchase Price, any Expenses and all charges dueunder the Storage Contract.4.7 You will be wholly responsible for packing, handlingand transport of the Lot on collection and forcomplying with all import or export regulations inconnection with the Lot.4.8 You will be wholly responsible for any removal,storage, or other charges for any Lot not removedin accordance with paragraph 4.2, payable at ourcurrent rates, and any Expenses we incur (includingany charges due under the Storage Contract), all ofwhich must be paid by you on demand and in anyevent before any collection of the Lot by you or onyour behalf.5 STORING THE LOTWe agree to store the Lot until the earlier of yourremoval of the Lot or until the time and date set outin the Notice to Bidders, on the Sale InformationPage or at the back of the catalogue (or if no dateis specified, by 4.30pm on the seventh day after theSale) and, subject to paragraphs 6 and 10, to beresponsible as bailee to you for damage to or the lossor destruction of the Lot (notwithstanding that it isnot your property before payment of the PurchasePrice). If you do not collect the Lot before the timeand date set out in the Notice to Bidders (or if nodate is specified, by 4.30pm on the seventh dayafter the Sale) we may remove the Lot to anotherlocation, the details of which will usually be set outin the relevant section of the Catalogue. If you havenot paid for the Lot in accordance with paragraph 3,and the Lot is moved to any third party’s premises,the Lot will be held by such third party strictly toBonhams’ order and we will retain our lien over theLot until we have been paid in full in accordance withparagraph 3.NTB/MOT/03.14/V2

6 RESPONSIBILITY FOR THE LOT6.1 Only on the payment of the Purchase Price to uswill title in the Lot pass to you. However under theContract for Sale, the risk in the Lot passed to youwhen it was knocked down to you.6.2 You are advised to obtain insurance in respect of theLot as soon as possible after the Sale.7 FAILURE TO PAY OR TO REMOVE THE LOTAND PART PAYMENTS7.1 If all sums payable to us are not so paid in full at thetime they are due and/or the Lot is not removed inaccordance with this agreement, we will withoutfurther notice to you be entitled to exercise one ormore of the following rights (without prejudice toany rights we may exercise on behalf of the Seller):7.1.1 to terminate this agreement immediately for yourbreach of contract;7.1.2 to retain possession of the Lot;7.1.3 to remove, and/or store the Lot at your expense;7.1.4 to take legal proceedings against you for paymentof any sums payable to us by you (including thePurchase Price) and/or damages for breach ofcontract;7.1.5 to be paid interest on any monies due to us (afteras well as before judgement or order) at the annualrate of 5% per annum above the base lending rateof National Westminster Bank Plc from time to timeto be calculated on a daily basis from the date uponwhich such monies become payable until the date ofactual payment;7.1.6 to repossess the Lot (or any part thereof) which hasnot become your property, and for this purpose(unless you buy the Lot as a Consumer) you herebygrant an irrevocable licence to us, by ourselves, ourservants or agents, to enter upon all or any of yourpremises (with or without vehicles) during normalbusiness hours to take possession of any Lot or partthereof;7.1.7 to sell the Lot Without Reserve by auction, privatetreaty or any other means on giving you threemonths’ written notice of our intention to do so;7.1.8 to retain possession of any of your other property inour possession for any purpose (including, withoutlimitation, other goods sold to you or with us forSale) until all sums due to us have been paid in full;7.1.9 to apply any monies received from you for anypurpose whether at the time of your default or atany time thereafter in payment or part payment ofany sums due to us by you under this agreement;7.1.10 on three months’ written notice to sell, WithoutReserve, any of your other property in our possessionor under our control for any purpose (including othergoods sold to you or with us for Sale) and to applyany monies due to you as a result of such Sale inpayment or part payment of any amounts owed tous;7.1.11 refuse to allow you to register for a future Sale or toreject a bid from you at any future Sale or to requireyou to pay a deposit before any bid is accepted by usat any future Sale in which case we will be entitledto apply such deposit in payment or part payment, asthe case may be, of the Purchase Price of any Lot ofwhich you are the Buyer.7.2 You agree to indemnify us against all legal and othercosts, all losses and all other Expenses (whether ornot court proceedings will have been issued) incurredby us as a result of our taking steps under thisparagraph 7 on a full indemnity basis together withinterest thereon (after as well as before judgement ororder) at the rate specified in paragraph 7.1.5 fromthe date upon which we become liable to pay thesame until payment by you.7.3 If you pay us only part of the sums due to us suchpayment shall be applied firstly to the Purchase Priceof the Lot (or where you have purchased more thanone Lot pro-rata towards the Purchase Price of eachLot) and secondly to the Buyer’s Premium (or whereyou have purchased more than one Lot pro-rata tothe Buyer’s Premium on each Lot) and thirdly to anyother sums due to us.7.4 We will account to you in respect of any balance wehold remaining from any monies received by us inrespect of any Sale of the Lot under our rights underthis paragraph 7 after the payment of all sums due tous and/or the Seller within 28 days of receipt by us ofall such sums paid to us.8 CLAIMS BY OTHER PERSONS IN RESPECT OFTHE LOT8.1 Whenever it becomes apparent to us that the Lotis the subject of a claim by someone other thanyou and other than the Seller (or that such a claimcan reasonably be expected to be made), we may,at our absolute discretion, deal with the Lot inany manner which appears to us to recognise thelegitimate interests of ourselves and the other partiesinvolved and lawfully to protect our position andour legitimate interests. Without prejudice to thegenerality of the discretion and by way of example,we may:8.1.1 retain the Lot to investigate any question raised orreasonably expected by us to be raised in relation tothe Lot; and/or8.1.2 deliver the Lot to a person other than you; and/or8.1.3 commence interpleader proceedings or seek anyother order of any court, mediator, arbitrator orgovernment body; and/or8.1.4 require an indemnity and/or security from you inreturn for pursuing a course of action agreed to byyou.8.2 The discretion referred to in paragraph 8.1:8.2.1 may be exercised at any time during which we haveactual or constructive possession of the Lot, or atany time after such possession, where the cessationof such possession has occurred by reason of anydecision, order or ruling of any court, mediator,arbitrator or government body; and8.2.2 will not be exercised unless we believe that thereexists a serious prospect of a good arguable case infavour of the claim.9 FORGERIES9.1 We undertake a personal responsibility for anyForgery in accordance with the terms of thisparagraph 9.9.2 Paragraph 9 applies only if:9.2.1 your name appears as the named person to whomthe original invoice was made out by us in respect ofthe Lot and that invoice has been paid; and9.2.2 you notify us in writing as soon as reasonablypracticable after you have become aware that the Lotis or may be a Forgery, and in any event within oneyear after the Sale, that the Lot is a Forgery; and9.2.3 within one month after such notification has beengiven, you return the Lot to us in the same conditionas it was at the time of the Sale, accompanied bywritten evidence that the Lot is a Forgery and detailsof the Sale and Lot number sufficient to identify theLot.9.3 Paragraph 9 will not apply in respect of a Forgery if:9.3.1 the Entry in relation to the Lot contained in theCatalogue reflected the then accepted generalopinion of scholars and experts or fairly indicatedthat there was a conflict of such opinion or reflectedthe then current opinion of an expert acknowledgedto be a leading expert in the relevant field; or9.3.2 it can be established that the Lot is a Forgery onlyby means of a process not generally accepted foruse until after the date on which the Catalogue waspublished or by means of a process which it wasunreasonable in all the circumstances for us to haveemployed.9.4 You authorise us to carry out such processes andtests on the Lot as we in our absolute discretionconsider necessary to satisfy ourselves that the Lot isor is not a Forgery.9.5 If we are satisfied that a Lot is a Forgery we will (asprincipal) purchase the Lot from you and you willtransfer the title to the Lot in question to us, withfull title guarantee, free from any liens, charges,encumbrances and adverse claims, in accordancewith the provisions of Sections 12(1) and 12(2) ofthe Sale of Goods Act 1979 and we will pay to youan amount equal to the sum of the Purchase Price,Buyer’s Premium, VAT and Expenses paid by you inrespect of the Lot.9.6 The benefit of paragraph 9 is personal to, andincapable of assignment by, you.9.7 If you sell or otherwise dispose of your interest in theLot, all rights and benefits under this paragraph willcease.9.8 Paragraph 9 does not apply to a Lot made up of orincluding a Chinese painting or Chinese paintings, amotor vehicle or motor vehicles, a Stamp or Stampsor a Book or Books.10 OUR LIABILITY10.1 We will not be liable whether in negligence, othertort, breach of contract or statutory duty or inrestitution or under the Misrepresentation Act 1967or in any other way for lack of conformity with orany inaccuracy, error, misdescription or omission inany Description of the Lot or any Entry or Estimatein respect of it, made by us or on our behalf or byor on behalf of the Seller (whether made in writing,including in the Catalogue, or on the Bonhams’Website, or orally, or by conduct or otherwise) andwhether made before or after this agreement or priorto or during the Sale.10.2 Our duty to you while the Lot is at your risk and/oryour property and in our custody and/or control is toexercise reasonable care in relation to it, but we willnot be responsible for damage to the Lot or to otherpersons or things caused by:10.2.1 handling the Lot if it was affected at the time of Saleto you by woodworm and any damage is caused as aresult of it being affected by woodworm; orNTB/MOT/03.14/V2

10.2.2 changes in atmospheric pressure; nor will we beliable for:10.2.3 damage to tension stringed musical instruments; or10.2.4 damage to gilded picture frames, plaster pictureframes or picture frame glass; and if the Lot is orbecomes dangerous, we may dispose of it withoutnotice to you in advance in any manner we think fitand we will be under no liability to you for doing so.10.3.1 We will not be liable to you for any loss of Business,Business profits, revenue or income or for loss ofBusiness reputation or for disruption to Business orwasted time on the part of the Buyer’s managementor staff or, if you are buying the Lot in the course ofa Business, for any indirect losses or consequentialdamages of any kind, irrespective in any case ofthe nature, volume or source of the loss or damagealleged to be suffered, and irrespective of whetherthe said loss or damage is caused by or claimedin respect of any negligence, other tort, breach ofcontract, statutory duty, bailee’s duty, a restitutionaryclaim or otherwise.10.3.2 Unless you buy the Lot as a Consumer, in anycircumstances where we are liable to you inrespect of a Lot, or any act, omission, statement,representation in respect of it, or this agreementor its performance, and whether in damages, foran indemnity or contribution or for a restitutionaryremedy or in any way whatsoever, our liability will belimited to payment of a sum which will not exceedby way of maximum the amount of the PurchasePrice of the Lot plus Buyer’s Premium (less any sumyou may be entitled to recover from the Seller)irrespective in any case of the nature, volume orsource of any loss or damage alleged to be sufferedor sum claimed as due, and irrespective of whetherthe liability arises from negligence, other tort,breach of contract, statutory duty, bailee’s duty, arestitutionary claim or otherwise.You may wish to protect yourself against loss byobtaining insurance.10.4 Nothing set out above will be construed as excludingor restricting (whether directly or indirectly) anyperson’s liability or excluding or restricting anyperson’s rights or remedies in respect of (i) fraud, or(ii) death or personal injury caused by our negligence(or any person under our control or for whom we arelegally responsible), or (iii) acts or omissions for whichwe are liable under the Occupiers Liability Act 1957,or (iv) any other liability to the extent the same maynot be excluded or restricted as a matter of law, or(v) under our undertaking in paragraph 9 of theseconditions.11 MISCELLANEOUS11.1 You may not assign either the benefit or burden ofthis agreement.11.2 Our failure or delay in enforcing or exercising anypower or right under this agreement will not operateor be deemed to operate as a waiver of our rightsunder it except to the extent of any express waivergiven to you in writing. Any such waiver will notaffect our ability subsequently to enforce any rightarising under this agreement.11.3 If either party to this agreement is prevented fromperforming that party’s respective obligationsunder this agreement by circumstances beyondits reasonable control or if performance of itsobligations would by reason of such circumstancesgive rise to a significantly increased financialcost to it, that party will not, for so long as suchcircumstances prevail, be required to perform suchobligations. This paragraph does not apply to theobligations imposed on you by paragraph 3.11.4 Any notice or other communication to be givenunder this agreement must be in writing and maybe delivered by hand or sent by first class post orair mail or fax transmission (if to Bonhams markedfor the attention of the Company Secretary), to theaddress or fax number of the relevant party givenin the Contract Form (unless notice of any changeof address is given in writing). It is the responsibilityof the sender of the notice or communication toensure that it is received in a legible form within anyapplicable time period.11.5 If any term or any part of any term of this agreementis held to be unenforceable or invalid, suchunenforceability or invalidity will not affect theenforceability and validity of the remaining terms orthe remainder of the relevant term.11.6 References in this agreement to Bonhams will, whereappropriate, include reference to Bonhams’ officers,employees and agents.11.7 The headings used in this agreement arefor convenience only and will not affect itsinterpretation.11.8 In this agreement “including” means “including,without limitation”.11.9 References to the singular will include reference tothe plural (and vice versa) and reference to any onegender will include reference to the other genders.11.10 Reference to a numbered paragraph is to aparagraph of this agreement.11.11 Save as expressly provided in paragraph 11.12nothing in this agreement confers (or purports toconfer) on any person who is not a party to thisagreement any benefit conferred by, or the right toenforce any term of, this agreement.11.12 Where this agreement confers an immunity from,and/or an exclusion or restriction of, the responsibilityand/or liability of Bonhams, it will also operate infavour and for the benefit of Bonhams’ holdingcompany and the subsidiaries of such holdingcompany and the successors and assigns of Bonhamsand of such companies and of any officer, employeeand agent of Bonhams and such companies, eachof whom will be entitled to rely on the relevantimmunity and/or exclusion and/or restriction withinand for the purposes of Contracts (Rights of ThirdParties) Act 1999, which enables the benefit of acontract to be extended to a person who is not aparty to the contract, and generally at law.12 GOVERNING LAWAll transactions to which this agreement appliesand all connected matters will be governed by andconstrued in accordance with the laws of that partof the United Kingdom where the Sale takes (oris to take) place and we and you each submit tothe exclusive jurisdiction of the courts of that partof the United Kingdom, save that we may bringproceedings against you in any other court ofcompetent jurisdiction to the extent permitted bythe laws of the relevant jurisdiction. Bonhams has acomplaints procedure in place.DATA PROTECTION – USE OF YOUR INFORMATIONWhere we obtain any personal information about you, we shallonly use it in accordance with the terms of our Privacy Policy(subject to any additional specific consent(s) you may havegiven at the time your information was disclosed). A copy ofour Privacy Policy can be found on our Website www.bonhams.com or requested by post from Customer Services Department,101 New Bond Street, London W1S 1SR, United Kingdom orby email from info@bonhams.com.APPENDIX 3DEFINITIONS AND GLOSSARYWhere these Definitions and Glossary are incorporated, thefollowing words and phrases used have (unless the contextotherwise requires) the meanings given to them below. TheGlossary is to assist you to understand words and phraseswhich have a specific legal meaning with which you may notbe familiar.LIST OF DEFINITIONS“Additional Premium” a premium, calculated in accordancewith the Notice to Bidders, to cover Bonhams’ Expensesrelating to the payment of royalties under the Artists ResaleRight Regulations 2006 which is payable by the Buyer toBonhams on any Lot marked [AR] which sells for a HammerPrice which together with the Buyer’s Premium (but excludingany VAT) equals or exceeds 1000 euros (converted intothe currency of the Sale using the European Central BankReference rate prevailing on the date of the Sale).“Auctioneer” the representative of Bonhams conducting theSale.“Bidder” a person who has completed a Bidding Form.“Bidding Form” our Bidding Registration Form, our AbsenteeBidding Form or our Telephone Bidding Form.“Bonhams” Bonhams 1793 Limited or its successors orassigns. Bonhams is also referred to in the Buyer’s Agreement,the Conditions of Business and the Notice to Bidders by thewords “we”, “us” and “our”.“Book” a printed Book offered for Sale at a specialist BookSale.“Business” includes any trade, Business and profession.“Buyer” the person to whom a Lot is knocked down by theAuctioneer. The Buyer is also referred to in the Contract forSale and the Buyer’s Agreement by the words “you” and“your”.“Buyer’s Agreement” the contract entered into by Bonhamswith the Buyer (see Appendix 2 in the Catalogue).“Buyer’s Premium” the sum calculated on the Hammer Priceat the rates stated in the Notice to Bidders.“Catalogue” the Catalogue relating to the relevant Sale,including any representation of the Catalogue published onour Website.“Commission” the Commission payable by the Seller toBonhams calculated at the rates stated in the Contract Form.“Condition Report” a report on the physical condition of a Lotprovided to a Bidder or potential Bidder by Bonhams on behalfof the Seller.“Conditions of Sale” the Notice to Bidders, Contract for Sale,Buyer’s Agreement and Definitions and Glossary.“Consignment Fee” a fee payable to Bonhams by the Sellercalculated at rates set out in the Conditions of Business.“Consumer” a natural person who is acting for the relevantpurpose outside his trade, Business or profession.“Contract Form” the Contract Form, or vehicle Entry form, asapplicable, signed by or on behalf of the Seller listing the Lotsto be offered for Sale by Bonhams.“Contract for Sale” the Sale contract entered into by theSeller with the Buyer (see Appendix 1 in the Catalogue).“Contractual Description” the only Description of the Lot(being that part of the Entry about the Lot in the Cataloguewhich is in bold letters, any photograph (except for the colour)and the contents of any Condition Report) to which the Sellerundertakes in the Contract of Sale the Lot corresponds.“Description” any statement or representation in anyway descriptive of the Lot, including any statement orrepresentation relating to its authorship, attribution, condition,provenance, authenticity, style, period, age, suitability, quality,origin, value, estimated selling price (including the HammerPrice).“Entry” a written statement in the Catalogue identifying theLot and its Lot number which may contain a Description andillustration(s) relating to the Lot.“Estimate” a statement of our opinion of the range withinwhich the hammer is likely to fall.NTB/MOT/03.14/V2

“Expenses” charges and Expenses paid or payable byBonhams in respect of the Lot including legal Expenses,banking charges and Expenses incurred as a result of anelectronic transfer of money, charges and Expenses for loss anddamage cover, insurance, Catalogue and other reproductionsand illustrations, any customs duties, advertising, packing orshipping costs, reproductions rights’ fees, taxes, levies, costs oftesting, searches or enquiries, preparation of the Lot for Sale,storage charges, removal charges, removal charges or costsof collection from the Seller as the Seller’s agents or from adefaulting Buyer, plus VAT if applicable.“Forgery” an imitation intended by the maker or any otherperson to deceive as to authorship, attribution, origin,authenticity, style, date, age, period, provenance, culture,source or composition, which at the date of the Sale had avalue materially less than it would have had if the Lot had notbeen such an imitation, and which is not stated to be suchan imitation in any description of the Lot. A Lot will not be aForgery by reason of any damage to, and/or restoration and/or modification work (including repainting or over painting)having been carried out on the Lot, where that damage,restoration or modification work (as the case may be) does notsubstantially affect the identity of the Lot as one conforming tothe Description of the Lot.“Guarantee” the obligation undertaken personally byBonhams to the Buyer in respect of any Forgery and, in thecase of specialist Stamp Sales and/or specialist Book Sales, a Lotmade up of a Stamp or Stamps or a Book or Books as set outin the Buyer’s Agreement.“Hammer Price” the price in the currency in which the Sale isconducted at which a Lot is knocked down by the Auctioneer.“Loss and Damage Warranty” means the warranty describedin paragraph 8.2 of the Conditions of Business.“Loss and Damage Warranty Fee” means the fee describedin paragraph 8.2.3 of the Conditions of Business.“Lot” any item consigned to Bonhams with a view to its Saleat auction or by private treaty (and reference to any Lot willinclude, unless the context otherwise requires, reference toindividual items comprised in a group of two or more itemsoffered for Sale as one Lot).“Motoring Catalogue Fee” a fee payable by the Seller toBonhams in consideration of the additional work undertakenby Bonhams in respect of the cataloguing of motor vehiclesand in respect of the promotion of Sales of motor vehicles.“New Bond Street” means Bonhams’ saleroom at 101 NewBond Street, London W1S 1SR.“Notional Charges” the amount of Commission and VATwhich would have been payable if the Lot had been sold at theNotional Price.“Notional Fee” the sum on which the Consignment Feepayable to Bonhams by the Seller is based and which iscalculated according to the formula set out in the Conditionsof Business.“Notional Price” the latest in time of the average of thehigh and low Estimates given by us to you or stated in theCatalogue or, if no such Estimates have been given or stated,the Reserve applicable to the Lot.“Notice to Bidders” the notice printed at the back or front ofour Catalogues.“Purchase Price” the aggregate of the Hammer Price and VATon the Hammer Price (where applicable), the Buyer’s Premiumand VAT on the Buyer’s Premium and any Expenses.“Reserve” the minimum price at which a Lot may be sold(whether at auction or by private treaty).“Sale” the auction Sale at which a Lot is to be offered for Saleby Bonhams.“Sale Proceeds” the net amount due to the Seller from theSale of a Lot, being the Hammer Price less the Commission, anyVAT chargeable thereon, Expenses and any other amount dueto us in whatever capacity and howsoever arising.“Seller” the person who offers the Lot for Sale named onthe Contract Form. Where the person so named identifies onthe form another person as acting as his agent, or where theperson named on the Contract Form acts as an agent for aprincipal (whether such agency is disclosed to Bonhams or not),“Seller” includes both the agent and the principal who shall bejointly and severally liable as such. The Seller is also referred toin the Conditions of Business by the words “you” and “your”.“Specialist Examination” a visual examination of a Lot by aspecialist on the Lot.“Stamp” means a postage Stamp offered for Sale at aSpecialist Stamp Sale.“Standard Examination” a visual examination of a Lot by anon-specialist member of Bonhams’ staff.“Storage Contract” means the contract described inparagraph 8.3.3 of the Conditions of Business or paragraph4.4 of the Buyer’s Agreement (as appropriate).“Storage Contractor” means the company identified assuch in the Catalogue.“Terrorism” means any act or threatened act of terrorism,whether any person is acting alone or on behalf of or inconnection with any organisation(s) and/or government(s),committed for political, religious or ideological or similarpurposes including, but not limited to, the intention toinfluence any government and/or put the public or any sectionof the public into fear.“Trust Account” the bank account of Bonhams into whichall sums received in respect of the Purchase Price of anyLot will be paid, such account to be a distinct and separateaccount to Bonhams’ normal business bank account.“VAT” value added tax at the prevailing rate at the date ofthe Sale in the United Kingdom.“Website” Bonhams Website at www.bonhams.com“Withdrawal Notice” the Seller’s written notice to Bonhamsrevoking Bonhams’ instructions to sell a Lot.“Without Reserve” where there is no minimum price atwhich a Lot may be sold (whether at auction or by privatetreaty).GLOSSARYThe following expressions have specific legal meanings withwhich you may not be familiar. The following glossary isintended to give you an understanding of those expressionsbut is not intended to limit their legal meanings:“artist’s resale right”: the right of the creator of a work of artto receive a payment on Sales of that work subsequent to theoriginal Sale of that work by the creator of it as set out in theArtists Resale Right Regulations 2006.“bailee”: a person to whom goods are entrusted.“indemnity”: an obligation to put the person who hasthe benefit of the indemnity in the same position in whichhe would have been, had the circumstances giving rise tothe indemnity not arisen and the expression “indemnify” isconstrued accordingly.“interpleader proceedings”: proceedings in the Courts todetermine ownership or rights over a Lot.“knocked down”: when a Lot is sold to a Bidder, indicatedby the fall of the hammer at the Sale.“lien”: a right for the person who has possession of theLot to retain possession of it.“risk”: the possibility that a Lot may be lost, damaged,destroyed, stolen, or deteriorate in condition or value.“title”: the legal and equitable right to the ownership of a Lot.“tort”: a legal wrong done to someone to whom the wrongdoer has a duty of care.SALE OF GOODS ACT 1979The following is an extract from the Sale of Goods Act 1979:“Section 12 Implied terms about title, etc(1) In a contract of sale, other than one to which subsection(3) below applies, there is an implied term on the part ofthe seller that in the case of a sale he has a right to sellthe goods, and in the case of an agreement to sell hewill have such a right at the time when the property is topass.(2) In a contract of sale, other than one to which subsection(3) below applies, there is also an implied term that-(a)(b)the goods are free, and will remain free untilthe time when the property is to pass, from anycharge or encumbrance not disclosed or knownto the buyer before the contract is made, andthe buyer will enjoy quiet possession of the goodsexcept in so far as it may be disturbed by theowner or other person entitled to the benefit ofany charge or encumbrance so disclosedor known.(3) This subsection applies to a contract of sale in the caseof which there appears from the contract or is to beinferred from its circumstances an intention that theseller should transfer only such title as he or a thirdperson may have.(4) In a contract to which subsection (3) above applies thereis an implied term that all charges or encumbrancesknown to the seller and not known to the buyer havebeen disclosed to the buyer before the contract is made.(5) In a contract to which subsection (3) above appliesthere is also an implied term that none of thefollowing will disturb the buyer’s quiet possessionof the goods, namely:(5A)(a)(b)(c)the seller;in a case where the parties to the contract intendthat the seller should transfer only such title as athird person may have, that person;anyone claiming through or under the seller orthat third person otherwise than under a chargeor encumbrance disclosed or known to the buyerbefore the contract is made.As regards England and Wales and Northern Ireland, theterm implied by subsection (1) above is a condition andthe terms implied by subsections (2), (4) and (5) aboveare warranties.”NTB/MOT/03.14/V2

Registration and Bidding Form(Attendee / Absentee / Online / Telephone Bidding)Please circle your bidding method above.Sale title:Goodwood Festival of SpeedSale date:27 June 2014Paddle number (for office use only)This sale will be conducted in accordance withBonhams’ Conditions of Sale and bidding and buyingat the Sale will be regulated by these Conditions.You should read the Conditions in conjunction withthe Sale Information relating to this Sale which setsout the charges payable by you on the purchasesyou make and other terms relating to bidding andbuying at the Sale. You should ask any questions youhave about the Conditions before signing this form.These Conditions also contain certain undertakingsby bidders and buyers and limit Bonhams’ liability tobidders and buyers.Sale no.21906Sale venue: Goodwood, ChichesterIf you are not attending the sale in person, please provide details of the Lots on which you wish to bid at least 24 hoursprior to the sale. Bids will be rounded down to the nearest increment. Please refer to the Notice to Bidders in the cataloguefor further information relating to Bonhams executing telephone, online or absentee bids on your behalf. Bonhams willendeavour to execute these bids on your behalf but will not be liable for any errors or failing to execute bids.General Bid Increments:£10 - 200 .....................by 10s£200 - 500 ...................by 20 / 50 / 80s£500 - 1,000 ................by 50s£1,000 - 2,000 .............by 100s£2,000 - 5,000 .............by 200 / 500 / 800s£5,000 - 10,000 ...........by 500sThe auctioneer has discretion to split any bid at any time.£10,000 - 20,000 .........by 1,000s£20,000 - 50,000 .........by 2,000 / 5,000 / 8,000s£50,000 - 100,000 .......by 5,000s£100,000 - 200,000 .....by 10,000sabove £200,000 ...........at the auctioneer’s discretionData protection – use of your informationWhere we obtain any personal information about you,we shall only use it in accordance with the terms of ourPrivacy Policy (subject to any additional specific consent(s)you may have given at the time your information wasdisclosed). A copy of our Privacy Policy can be found onour website (www.bonhams.com) or requested by postfrom Customer Services Department, 101 New BondStreet, London W1S 1SR United Kingdom or by e-mailfrom info@bonhams.com.Credit and Debit Card PaymentsThere is no surcharge for payments made by debit cardsissued by a UK bank. All other debit cards and all credit cardsare subject to a 2% surcharge on the total invoice price.Customer NumberFirst NameCompany name (to be invoiced if applicable)AddressCityPost / Zip codeTelephone mobileTitleLast NameCounty / StateCountryTelephone daytimeNotice to Bidders.Clients are requested to provide photographic proof ofID - passport, driving licence, ID card, together with proofof address - utility bill, bank or credit card statementetc. Corporate clients should also provide a copy of theirarticles of association / company registration documents,together with a letter authorising the individual to bid onthe company’s behalf. Failure to provide this may result inyour bids not being processed. For higher value lots youmay also be asked to provide a bank reference.If successfulI will collect the purchases myselfPlease contact me with a shipping quote(if applicable)Telephone orAbsentee (T / A)Lot no.Brief descriptionTelephone eveningPreferred number(s) in order for Telephone Bidding (inc. country code)E-mail (in capitals)By providing your email address above, you authorise Bonhams to send to this address information relating to Sales, marketing material and newsconcerning Bonhams. Bonhams does not sell or trade email addresses.I am registering to bid as a private buyer I am registering to bid as a trade buyerIf registered for VAT in the EU please enter your registration here:/ - -Please note that all telephone calls are recorded.FaxPlease tick if you have registered with us beforeMAX bid in GBP(excluding premium& VAT)Covering bid*FOR WINE SALES ONLYPlease leave lots “available under bond” in bond I will collect from Park Royal or bonded warehouse Please include delivery charges (minimum charge of £20 + VAT)BY SIGNING THIS FORM YOU AGREE THAT YOU HAVE SEEN THE CATALOGUE AND HAVE READ AND UNDERSTOOD OUR CONDITIONS OF SALE AND WISH TO BE BOUNDBY THEM, AND AGREE TO PAY THE BUYER’S PREMIUM, VAT AND ANY OTHER CHARGES MENTIONED IN THE NOTICE TO BIDDERS. THIS AFFECTS YOUR LEGAL RIGHTS.Your signature:Date:* Covering Bid: A maximum bid (exclusive of Buyers Premium and VAT) to be executed by Bonhams only if we are unable to contact you by telephone, or should the connection be lost during bidding.NB. Payment will only be accepted from an account in the same name as shown on the invoice and Auction Registration form.Please email or fax the completed Auction Registration form and requested information to:Bonhams, Customer Services, 101 New Bond Street, London, W1S 1SR. Tel: +44 (0) 20 7447 7447 Fax: +44 (0) 20 7447 7401, bids@bonhams.comUK/06/14Bonhams 1793 Limited. Montpelier Street, London SW7 1HH. Incorporated in England. Company Number 4326560.

The Bonhams Motoring NetworkUK (Head office)European (Head office)USA (Head offices)Rest of the World101 New Bond StreetLondon, W1S 1SRTel: (020) 7447 7447Fax: (020) 7447 7400UK RepresentativesCounty DurhamStephen CleminsonNew HummerbeckFarmWest AucklandBishop AucklandCounty DurhamDL14 9PQTel: (01388) 832 329veterancars@orange.netCheshire &StaffordshireChris ShentonUnit 1, Wilson RoadHanford, StaffordshireST4 4QQTel / Fax:(01782) 643 159astondb@hotmail.co.ukSomerset / DorsetMike PennThe HaynesMotor MuseumSparkford, Nr. YeovilBA22 7UITel: (01963) 440 804Fax: (01963) 441 004Devon / CornwallJonathan VickersBonhams36 Lemon StreetTruro, CornwallTR12NRTel: (01872) 250 170Fax: (01872) 250 179jonathan.vickers@bonhams.comHampshireMichael JacksonWest WindsCupernham LaneRomsey, HantsSO51 7LETel: (01794) 518 433veryoldmj@gmail.comEast AngliaMotorcyclesDavid HawtinThe WillowsChurch LaneSwaby, LincolnshireLN13 0BQTel /Fax:(01507) 481 890david.hawtin@bonhams.comMotor CarsRobert Hadfield95 NorthorpeThurlbyBournePE10 0HZTel: 01778 426 417Mob: 07539 074242rhadfield10@gmail.comMidlandsBob Cordon-ChampHighcliffe2 Cherry OrchardLichfield, StaffordshireWS14 9ANTel/fax: (01543) 411 154robert.cordonchamp@bonhams.comRoger Etcell10 High StreetWhittleburyTOWCESTERNorthamptonshireNN12 8XJTel: (01327) 856 024roger.etcell@bonhams.comRichard Hudson-EvansPo Box 4Stratford-Upon-AvonCV37 7YRTel: (01789) 414 983rheauction@btinternet.comHome CountiesColin Seeley3 Whiteoak GardensThe HolliesSidcup KentDA16 8WETel: (020) 8302 7627colin.seeley@bonhams.comHerts, Beds & BucksMartin HeckscherApril Cottage,Cholesbury, near Tring,HP23 6NDTel: (01494) 758 838martin.heckscher@bonhams.comLancashire, Cumbria& YorkshireMark GarsideKnarr MillOldham RoadDelph, OldhamOL3 5RQTel: (01457) 872 788Mob: 07811 899 905mark.garside@bonhams.comAlan WhiteheadPool Fold FarmChurch RoadBolton,BL1 5SATel: (01204) 844 884Fax: (01204) 401 799GloucestershireGeorge CohenManor FarmChillingtonIlminsterSomersetTA19 0PUTel: (01460) 526 46george.cohen@bonhams.comWalesMike Worthington-WilliamsThe Old School HouseCenarthNewcastle EmlynCarmarthenshireSA38 9JLTel: (01239) 711 486(9am-5pm)Fax: (01239) 711 367Paris4 rue de la PaixParis75002Tel: +33 1 42 61 10 11Fax: +33 1 42 61 10 15eurocars@bonhams.comEuropeanRepresentativesGermanyAm Kuechengarten 2Domaene RotenkirchenD-37574 EinbeckGermanyTel: +49 5127/9026996Mob: +49 160 94984316paul.gockel@bonhams.comHans SchedeAn St Swidbert 14D-40489 DüsseldorfTel: +49 211 404202Fax: +49 211 407764hans.schede@bonhams.comThomas KammMaximilianstrasse 5280538 MunichTel: +49 89 24 205812Mob: +491716209930Fax: +49 8924207523thomas.kamm@bonhams.comItalyGregor WennerTel: +39 049 651305Mob: +39 333 564 3610gregor.wenner@bonhams.comDenmarkHenning ThomsenTel: +45 4051 4799henning.thomsen@bonhams.comThe NetherlandsSaskia Magninde Lairessestraat 1231075 HH AmsterdamThe NetherlandsTel: +31 20 67 09 701Fax: +31 20 67 09 702saskia.magnin@bonhams.comNorway / SwedenPascal NyborgTel: +47 9342 2210San FranciscoMark Osborne220 San Bruno AvenueSan Francisco,CA 94103Tel: +1 415 391 4000Fax: +1 415 391 4040motors.us@bonhams.comLos AngelesNick Smith7601 Sunset BoulevardLos AngelesCA 90046Tel: +1 323 436 5470Fax: +1 323 850 5843nick.smith@bonhams.comNew YorkRupert Banner580 Madison AvenueNew York, NY 10022Tel: +1 212 461 6515Fax: +1 917 206 1669rupert.banner@bonhams.comUSA RepresentativesSouthern CaliforniaChristine Eisenberg464 Old Newport Blvd.Newport Beach,CA 92663Tel: +1 949 646 6560Fax: +1 949 646 1544christine.eisenberg@bonhams.comDavid EdwardsTel: +1 949 460 3545david.edwards@bonhams.comMidwest andEast CoastEvan Ide78 Henry StUxbridge, MA 01569Tel: +1 917 340 4657evan.ide@bonhams.comMidwestTim Parker+1 651 235 2776tim.parker@bonhams.comNorthwestTom Black2400 N.E. HolladayPortland, OR 97232Tel: +1 503 239 0227tom.black2@comcast.netAustraliaDamien DuiganUnit 14,888 Bourke StreetWaterlooNSW 2017T: +61 (0) 2 8412 2232damien.duigan@bonhams.comArgentinaDaniel ClarmuntCatamarca 1538(B1640FUP) MartinezBuenos AiresTel: +54 11 479 37600Fax: +54 11 479 34100daniel.claramunt@bonhams.comJapanAkiko TsuchidaLevel 14 Hibiya CentralBuilding1-2-9 Nishi-ShimbashiMinato-kuTokyo 105-0003+81 (0) 3 5532 8636+81 (0) 3 5532 8637 faxakiko@bonhams.comHong KongSuite 2001One Pacific Place88 QueenswayAdmiraltyHong Kong+852 2918 4321+852 2918 4320 faxhongkong@bonhams.comBeijingSuite 511,Chang An Club,10 East Chang An Avenue,Beijing 100006, ChinaTel: +86 10 6528 0922Fax: +86 10 6528 0933SingaporeBernadette Rankine11th Floor, Wisma Atria435 Orchard RoadSingapore 238877+65 (0) 6701 8038+65 (0) 6701 8001 faxsingapore@bonhams.comCAR.NET_16/05/14

Bonhams Specialist DepartmentsTo e-mail any of the below use the first name dot secondname @bonhams.com eg. charles.obrien@bonhams.com19th Century PaintingsUKCharles O’ Brien+44 20 7468 8360U.S.AMadalina Lazen+1 212 644 910820th Century British ArtMatthew Bradbury+44 20 7468 8295Aboriginal ArtFrancesca Cavazzini+61 2 8412 2222African, Oceanic& Pre-Columbian ArtUKPhilip Keith+44 2920 727 980U.S.AFredric Backlar+1 323 436 5416American PaintingsAlan Fausel+1 212 644 9039AntiquitiesMadeleine Perridge+44 20 7468 8226Antique Arms & ArmourUKDavid Williams+44 20 7393 3807U.S.APaul Carella+1 415 503 3360Art Collections,Estates & ValuationsHarvey Cammell+44 (0) 20 7468 8340Art Nouveau & DecorativeArt & DesignUKMark Oliver+44 20 7393 3856U.S.AFrank Maraschiello+1 212 644 9059Australian ArtMerryn Schriever+61 2 8412 2222Alex Clark+61 3 8640 4088Australian ColonialFurniture and Australiana+1 415 861 7500Books, Maps &ManuscriptsUKMatthew Haley+44 20 7393 3817U.S.AChristina Geiger+1 212 644 9094British & European GlassUKSimon Cottle+44 20 7468 8383U.S.A.Suzy Pai+1 415 503 3343British & EuropeanPorcelain & PotteryUKJohn Sandon+44 20 7468 8244U.S.APeter Scott+1 415 503 3326California &American PaintingsScot Levitt+1 323 436 5425CarpetsUKMark Dance+44 8700 27361U.S.A.Hadji Rahimipour+1 415 503 3392Chinese & Asian ArtUKAsaph Hyman+44 20 7468 5888U.S.ADessa Goddard+1 415 503 3333HONG KONG+852 3607 0010AUSTRALIAYvett Klein+61 2 8412 2222ClocksUKJames Stratton+44 20 7468 8364U.S.AJonathan Snellenburg+1 212 461 6530Coins & MedalsUKJohn Millensted+44 20 7393 3914U.S.APaul Song+1 323 436 5455Contemporary ArtUKRalph Taylor+44 20 7447 7403U.S.AJeremy Goldsmith+1 917 206 1656Costume & TextilesClaire Browne+44 1564 732969EntertainmentMemorabiliaUKStephanie Connell+44 20 7393 3844U.S.ACatherine Williamson+1 323 436 5442Furniture & Works of ArtUKFergus Lyons+44 20 7468 8221U.S.AJeffrey Smith+1 415 503 3413Greek ArtOlympia Pappa+44 20 7468 8314Golf SportingMemorabiliaKevin Mcgimpsey+44 1244 353123Irish ArtPenny Day+44 20 7468 8366Impressionist &Modern ArtUKIndia Phillips+44 20 7468 8328U.S.ATanya Wells+1 917 206 1685Islamic & Indian ArtClaire Penhallurick+44 20 7468 8249Japanese ArtUKSuzannah Yip+44 20 7468 8368U.S.AJeff Olson+1 212 461 6516JewelleryUKJean Ghika+44 20 7468 8282U.S.ASusan Abeles+1 212 461 6525AUSTRALIAAnellie Manolas+61 2 8412 2222HONG KONGGraeme Thompson+852 3607 0006Marine ArtUKVeronique Scorer+44 20 7393 3962U.S.AGregg Dietrich+1 917 206 1697Mechanical MusicJon Baddeley+44 20 7393 3872Modern, Contemporary& Latin American ArtU.S.AAlexis Chompaisal+1 323 436 5469Modern DesignGareth Williams+44 20 7468 5879Motor CarsUKTim Schofield+44 20 7468 5804U.S.AMark Osborne+1 415 503 3353EUROPEPhilip Kantor+32 476 879 471AutomobiliaUKToby Wilson+44 8700 273 619U.S.AKurt Forry+1 415 391 4000MotorcyclesBen Walker+44 8700 273616AutomobiliaAdrian Pipiros+44 8700 273621Musical InstrumentsPhilip Scott+44 20 7393 3855Native American ArtJim Haas+1 415 503 3294Natural HistoryU.S.AClaudia Florian+1 323 436 5437Old Master PicturesUKAndrew Mckenzie+44 20 7468 8261U.S.AMark Fisher+1 323 436 5488Orientalist ArtCharles O’Brien+44 20 7468 8360PhotographyU.S.AJudith Eurich+1 415 503 3259Portrait MiniaturesJennifer Tonkin+44 20 7393 3986PrintsUKRupert Worrall+44 20 7468 8262U.S.AJudith Eurich+1 415 503 3259Russian ArtUKSophie Law+44 20 7468 8334U.S.AYelena Harbick+1 212 644 9136Scientific InstrumentsJon Baddeley+44 20 7393 3872U.S.A.Jonathan Snellenburg+1 212 461 6530Scottish PicturesChris Brickley+44 131 240 2297Silver & Gold BoxesUKMichael Moorcroft+44 20 7468 8241U.S.AAileen Ward+1 800 223 5463South African ArtGiles Peppiatt+44 20 7468 8355Sporting GunsPatrick Hawes+44 20 7393 3815Toys & DollsLeigh Gotch+44 20 8963 2839Travel PicturesVeronique Scorer+44 20 7393 3962Urban ArtGareth Williams+44 20 7468 5879Watches &WristwatchesUKPaul Maudsley+44 20 7447 7412U.S.A.Jonathan Snellenburg+1 212 461 6530HONG KONGNick Biebuyck+852 2918 4321WhiskyUKMartin Green+44 1292 520000U.S.AJoseph Hyman+1 917 206 1661HONG KONGDaniel Lam+852 3607 0004WineUKRichard Harvey+44 (0) 20 7468 5811U.S.ADoug Davidson+1 415 503 3363HONG KONGDaniel Lam+852 3607 0004SD22/05/14

International Salerooms, Offices and Associated Companies (• Indicates Saleroom)UNITED KINGDOMLondon101 New Bond Street •London W1S 1SR+44 20 7447 7447+44 20 7447 7400 faxMontpelier Street •London SW7 1HH+44 20 7393 3900+44 20 7393 3905 faxSouth EastEnglandBrighton & Hove19 Palmeira SquareHove, East SussexBN3 2JN+44 1273 220 000+44 1273 220 335 faxGuildfordMillmead,Guildford,Surrey GU2 4BE+44 1483 504 030+44 1483 450 205 faxIsle of Wight+44 1273 220 000Representative:KentGeorge Dawes+44 1483 504 030West SussexJeff Burfield+44 1243 787 548South WestEnglandBathQueen Square HouseCharlotte StreetBath BA1 2LL+44 1225 788 988+44 1225 446 675 faxCornwall – Truro36 Lemon StreetTruroCornwallTR1 2NR+44 1872 250 170+44 1872 250 179 faxExeterThe LodgeSouthernhay West Exeter,DevonEX1 1JG+44 1392 425 264+44 1392 494 561 faxWinchesterThe Red HouseHyde StreetWinchesterHants SO23 7DX+44 1962 862 515+44 1962 865 166 faxTetbury22a Long StreetTetburyGloucestershireGL8 8AQ+44 1666 502 200+44 1666 505 107 faxRepresentatives:DorsetBill Allan+44 1935 815 271East AngliaBury St. Edmunds21 Churchgate StreetBury St EdmundsSuffolk IP33 1RG+44 1284 716 190+44 1284 755 844 faxNorfolkThe Market PlaceReephamNorfolk NR10 4JJ+44 1603 871 443+44 1603 872 973 faxMidlandsKnowleThe Old HouseStation RoadKnowle, SolihullWest MidlandsB93 0HT+44 1564 776 151+44 1564 778 069 faxOxford •Banbury RoadShipton on CherwellKidlington OX5 1JH+44 1865 853 640+44 1865 372 722 faxYorkshire & North EastEnglandLeeds30 Park Square WestLeeds LS1 2PF+44 113 234 5755+44 113 244 3910 faxNorth West EnglandChesterNew House150 Christleton RoadChester, CheshireCH3 5TD+44 1244 313 936+44 1244 340 028 faxCarlisle48 Cecil StreetCarlisle, CumbriaCA1 1NT+44 1228 542 422+44 1228 590 106 faxManchesterThe Stables213 Ashley RoadHale WA15 9TB+44 161 927 3822+44 161 927 3824 faxChannel IslandsJersey39 Don StreetSt.HelierJE2 4TR+44 1534 722 441+44 1534 759 354 faxRepresentative:Guernsey+44 1481 722 448ScotlandEdinburgh •22 Queen StreetEdinburghEH2 1JX+44 131 225 2266+44 131 220 2547 faxGlasgow176 St. Vincent Street,GlasgowG2 5SG+44 141 223 8866+44 141 223 8868 faxRepresentatives:Wine & SpiritsTom Gilbey+44 1382 330 256WalesCardiff7-8 Park Place,Cardiff CF10 3DP+44 2920 727 980+44 2920 727 989 faxEUrOpEAustria - ViennaTuchlauben 81010 ViennaAustria+43 (0)1 403 00 01vienna@bonhams.comBelgium - BrusselsBoulevardSaint-Michel 1011040 Brussels+32 (0)2 736 5076+32 (0)2 732 5501 faxbelgium@bonhams.comFrance - paris4 rue de la Paix75002 Paris+33 (0)1 42 61 1010+33 (0)1 42 61 1015 faxparis@bonhams.comGermany - CologneAlbertusstrasse 2650667 Cologne+49 (0)221 2779 9650+49 (0)221 2779 9652 faxcologne@bonhams.comGermany - MunichMaximilianstrasse 5280538 Munich+49 (0) 89 2420 5812+49 (0) 89 2420 7523 faxmunich@bonhams.comGreece - Athens7 Neofytou Vamva Street10674 Athens+30 (0) 210 3636 404athens@bonhams.comIreland - Dublin31 Molesworth StreetDublin 2+353 (0)1 602 0990+353 (0)1 4004 140 faxireland@bonhams.comItaly - MilanVia Boccaccio 2220123 Milano+39 (0)2 4953 9020+39 (0)2 4953 9021 faxmilan@bonhams.comItaly - romeVia Sicilia 5000187 Rome+39 (0)6 48 5900+39 (0)6 482 0479 faxrome@bonhams.comNetherlands - AmsterdamDe Lairessestraat 1541075 HL Amsterdam+31 20 67 09 701+31 20 67 09 702 faxamsterdam@bonhams.comSpain - MadridNuñez de Balboa no.4 - 1AMadrid28001+34 91 578 17 27madrid@bonhams.comSwitzerland - GenevaRue Etienne-Dumont 101204 GenevaSwitzerland+41 76 379 9230geneva@bonhams.comRepresentatives:DenmarkHenning Thomsen+45 4178 4799denmark@bonhams.comSpain - MarbellaJames Roberts+34 952 90 62 50marbella@bonhams.comportugalFilipa Rebelo de Andrade+351 91 921 4778portugal@bonhams.comrussia - MoscowAnastasia Vinokurova+7 964 562 3845russia@bonhams.comrussia - St petersburgMarina Jacobson+7 921 555 2302russia@bonhams.comMIDDLE EASTIsraelJoslynne Halibard+972 (0)54 553 5337joslynne.halibard@bonhams.comNOrTH AMErICAUSASan Francisco •220 San Bruno AvenueSan FranciscoCA 94103+1 (415) 861 7500+1 (415) 861 8951 faxLos Angeles •7601 W. Sunset BoulevardLos AngelesCA 90046+1 (323) 850 7500+1 (323) 850 6090 faxNew York •580 Madison AvenueNew York, NY10022+1 (212) 644 9001+1 (212) 644 9007 faxRepresentatives:ArizonaTerri Adrian-Hardy+1 (480) 994 5362CaliforniaCentral ValleyDavid Daniel+1 (916) 364 1645District of Columbia/Mid-AtlanticMartin Gammon+1 (202) 333 1696Southern CaliforniaChristine Eisenberg+1 (949) 646 6560Florida+1 (305) 228 6600GeorgiaMary Moore Bethea+1 (404) 842 1500IllinoisRicki Blumberg Harris+1 (312) 475 3922+1 (773) 267 3300MassachusettsBoston/New EnglandAmy Corcoran+1 (617) 742 0909NevadaDavid Daniel+1 (775) 831 0330New MexicoLeslie Trilling+1 (505) 820 0701OregonSheryl Acheson+1(503) 312 6023TexasAmy Lawch+1 (713) 621 5988WashingtonHeather O’Mahony+1 (206) 218 5011CANADAToronto, Ontario •Jack Kerr-Wilson20 Hazelton AvenueToronto, ONTM5R 2E2+1 (416) 462 9004info.ca@bonhams.comMontreal, QuebecDavid Kelsey+1 (514) 341 9238info.ca@bonhams.comSOUTH AMErICAArgentinaDaniel Claramunt+54 11 479 37600BrazilThomaz Oscar Saavedra+55 11 3031 4444+55 11 3031 4444 faxASIAHong Kong •Suite 2001One Pacific Place88 QueenswayAdmiraltyHong Kong+852 2918 4321+852 2918 4320 faxhongkong@bonhams.comBeijingHongyu YuSuite 511Chang An Club10 East Chang An AvenueBeijing 100006+86(0) 10 6528 0922+86(0) 10 6528 0933 faxbeijing@bonhams.comJapanAkiko TsuchidaLevel 14 Hibiya Central Building1-2-9 Nishi-ShimbashiMinato-kuTokyo 105-0003+81 (0) 3 5532 8636+81 (0) 3 5532 8637 faxakiko@bonhams.comSingaporeBernadette Rankine11th Floor, Wisma Atria435 Orchard RoadSingapore 238877+65 (0) 6701 8038+65 (0) 6701 8001 faxbernadette.rankine@bonhams.comTaiwanSummer Fang37th Floor, Taipei 101 TowerNor 7 Xinyi Road, Section 5Taipei, 100+886 2 8758 2898+886 2 8757 2897 faxsummer.fang@bonhams.comAUSTrALIASydney76 Paddington StreetPaddington NSW 2021Australia+61 (0) 2 8412 2222+61 (0) 2 9475 4110 faxinfo.aus@bonhams.comMelbourneComo HouseCnr Williams Road& Lechlade AvenueSouth Yarra VIC 3141AFrICANigeriaNeil Coventry+234 (0)7065 888 666neil.coventry@bonhams.comSouth Africa - JohannesburgPenny Culverwell+27 (0)71 342 2670penny.culverwell@bonhams.comG-NET/5/14

NOTES

Motor Car IndexLot No Year Model Lot No Year Model363 1958 AC Ace Roadster353 1964 AC Cobra Mk II Roadster382 1989 AC Cobra MkIV Roadster387 1964 Alfa Romeo Giulia 1600 Spider367 1965 Alfa Romeo Giulia Sprint GTA Competition Saloon354 1952 Allard K2 Roadster311 1937 Alta Supercharged Voiturette Racing Single-Seater308 1938 Alta Sports Supercharged Sports Two-Seater351 1935 Aston Martin Ulster Post-Vintage Competition Sports357 1939-40 Aston Martin Atom Factory Prototype Concept Car385 1956 Aston Martin DB2/4 MkII 3.7-Litre Coupé380 1957 Aston Martin DB2/4 MkII Saloon316 1959 Aston Martin DBR4/250 Formula 1 Monoposto Re-creation319 1963 Aston Martin DB4 Convertible383 1966 Aston Martin DB6 MkI Saloon370 c.1967 Aston Martin DB6 MkI Saloon347 1955 Austin-Healey 100M BN2 Roadster331 1955 Austin-Healey 100S Sports Racing Two-Seater339 1960 Austin-Healey 3000 MkI Competition Roadster315 1927 Bentley 3/4½-Litre Open Tourer324 1929 Bentley 4½-Litre Sports ‘Bluebell’335 1930 Bentley Speed Six Tourer371 1931 Bentley 4½-Litre Supercharged Tourer349 1931 Bentley 8-Litre Sports Tourer372 1961 Bentley Continental Drophead Coupé322 2001 BMW Z8 Convertible with Hardtop365 1960 Bristol 406 Zagato Sports Saloon318 1925 Bugatti Type 23 Brescia Torpedo378 1972 Chevron-Ford B20 Racing Single-Seater327 1963 Daimler SP250 Roadster317 1939 Darracq T120 Major 3-Litre Three-position Drophead Coupé375 1962 Davies Special ‘Can-Am’ Sports-racer329 1902 De Dietrich 16hp “Paris-Vienna” Rear-Entrance Tonneau356 1965 De Tomaso Vallelunga Competizioné Mid-Engined Coupé309 1936 Delahaye 3.6-Litre Type 135S Replica Sports302 1962 Facel Vega II Coupé307 1966 Felday 5 Group 7 Sports-Racing Prototype306 1966 Felday-BRM 4 Group 7 Sports-Racing Prototype379 1949 Ferrari Tipo 166 Inter Coupé320 1954 Ferrari 4.9-Litre 375-Plus Two-Seat Spider Competizione326 1966 Ferrari 275GTB Long Nose Alloy Berlinetta333 1966 Ferrari 275GTS368 1973 Ferrari 365GTB/4 ‘Daytona’ Berlinetta359 1973 Ferrari Dino 246GTS350 1988 Ferrari Testarossa Coupé330 1990 Ferrari F40 Berlinetta360 1966 Ford Lotus Cortina MkI Sports Saloon336 1975 Ford Escort RS1800 Rally Car338 1924 Hispano-Suiza H6C 8.0-Litre Short Chassis Sports323 1938 Horch 930V Sports Saloon340 1956 HRG Twin Cam Roadster341 1930 Invicta 4½-Litre S-Type Low-chassis Drophead Coupé374 1967 Iso Grifo 5.4-Litre Coupé321 1937 Jaguar 2½-Litre Roadster366 1953 Jaguar XK120 Drophead Coupé386 1955 Jaguar XK140 Drophead Coupé334 1960 Jaguar XK150S 3.8-Litre Drophead Coupe364 1961 Jaguar E-Type Series 1 ‘Flat Floor’ 3.8-Litre Coupé388 c.1962 Jaguar E-Type 3.8-Litre ‘Evolution’ Roadster303 1964 Jaguar E-Type Series 1 3.8-Litre Roadster328 1966 Jaguar E-Type Series 1 4.2-Litre 2+2 Coupé312 1965 Kincraft-Ford Formule Libre Racing Single-Seater355 1939 Lagonda V12 Drophead Coupé314 1939 Lagonda V12 Saloon337 1975 Lamborghini Countach LP400 ‘Periscopio’ Coupé352 1983 Lamborghini Countach LP500S Coupé384 1993 Lamborghini Diablo VT Coupé343 1958 Lancia Aurelia B20GT 6th-Series Coupe345 1965 Lola-Chevrolet T70 Group 7 Sports-Racing Spyder305 1960 Lotus LX Grand Touring Two-Seater362 1964 Lotus 30 Mk 1 Two Seater Sports Racer342 1968-69 Lotus-Cosworth Ford Type 49B Formula 1 Single-Seater348 1970 Lotus Elan S4 ‘Sprint’ Drophead Coupé346 1976 March-Cosworth 761 Formula 1 Racing Single Seater304 1974 Maserati Bora 4.7-litre Coupé373 1938/1943 Mercedes-Benz 540K Panzer-Limousinen390 1962 Messerschmit KR200332 1930 MG M-Type Midget ‘Double Twelve’ Le Mans Sports310 1934 MG Magnette ND/NE Racing Special381 1936 MG Midget PB Supercharged Sports325 1987 Nissan R87E Group C Sports Prototype377 1960 Porsche 1600 Super Cabriolet369 1969 Porsche 911T 2.0-Litre Coupé389 1989 Porsche 911 ‘Wide Body’ Speedster344 1912 Rolls-Royce 40/50hp Silver Ghost Cabriolet358 1935 Scuderia Milano Ruggeri-Speluzzi 2.5-Litre Formula 1 Project301 1951 Tojeiro-MG Sports376 1993 Toyota Celica ST185 Turbo 4WD Group A Rally Car361 1990 Volkswagen Golf G60 Rallye Group A

Bonhams101 New Bond StreetLondonW1S 1SR+44 (0) 20 7447 7447+44 (0) 20 7447 7400 faxInternational Auctioneers and Valuers – bonhams.com/cars26 – 29 JUNE 2014

1l7CcRC

Create successful ePaper yourself

Delete template?

Save as template?